Dulles Connector Noise Barrier Design Study Report 2012-05-18

DULLES AIRPORT ACCESS/TOLL ROADCONNECTOR

ROUTE 267, FROM ROUTE 123 TO I-66NOISE ABATEMENT DESIGN STUDY

Noise Analysis Technical Report

VDOT Project No. 0267-029-919, C501, P101 UPC 98232

HMMH Report No. 302700.008D

May 2012

Prepared for:

Virginia Department of Transportation1401 East Broad Street

Richmond, Virginia 23219

Prepared by:

HARRIS MILLER MILLER & HANSON INC.77 South Bedford StreetBurlington, MA 01803

and

808 Moorefield Park DriveRichmond, VA 23236

Noise Abatement Design Study Final Report May 2012

Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page iii

VDOT PROJECT NO. 0267-029-919, C501, P101 UPC 98232HARRIS MILLER MILLER & HANSON INC. REPORT NO. 302700.008D

EXECUTIVE SUMMARY

This report documents the noise analysis prepared for the existing (2010) and future (2032) noiseconditions 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 tothree miles long. The residential community along Hallcrest Drive east of the Connector betweenChain Bridge Road and Rt. 123 has not been included in this analysis, since this community wasevaluated in 2009 and a noise barrier along the Dulles Connector was constructed in 2010.

The physical changes to the project corridor between the existing and future years include theaddition of the Dulles Corridor Metro rail line, an extension of the Washington MetropolitanArea Transit Authority’s rail system. No roadway improvements are planned or are included inthe noise model for this study. The Metro line is currently under construction and is located inthe median of the Dulles Connector roadway system, between the eastbound and westboundlanes. This analysis incorporated information on projected rail noise emissions and traffic fromthe 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 existingconditions; future 2032 conditions assume the wood walls are removed.

The projected noise impact along the Dulles Connector was assessed in accordance with FederalHighway Administration (FHWA) procedures and criteria. A total of 7 residential dwelling unitsare exposed to noise impact under existing conditions. In the 2032 future case with the DullesMetro rail line in operation, and the existing wood walls removed, 59 homes are predicted to beimpacted.

As required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is toconstruct sound walls (noise barriers) in conjunction with the rail mass transit constructionproject along the Dulles Airport Access/Toll Road Collector. Therefore, noise barriers wereevaluated and are proposed along the entire length of the Dulles Connector to provide noiseprotection and eliminate the future noise impact that is predicted. The noise barriers evaluatedwould eliminate future noise impact at all homes behind the proposed barrier that are identifiedas 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 ofapproximately $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 noiseanalysis.


Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page iv


Summary of Proposed Noise Barriers

BarrierID

Location Barrier Data

Fig. 3Sheets

DescriptionHeight

Range (ft)Length

(ft)Surface

Area (sq ft)Cost at

$45.00/sq ft

EB-1 1 to 5Eastbound Side, Rt.123 to Idylwood Rd.

13 7,726 100,441 $ 4,519,800

WB-1 1 to 5Westbound Side, Rt.123 to Idylwood Rd.

9 to 13 7,681 99,830 $ 4,492,400

EB-2 5 to 6Eastbound Side,Idylwood Rd. to I-66

13 2,408 31,307 $ 1,408,800

WB-2 5 to 6Westbound Side,Idylwood Rd. to I-66

13 to 14 3,026 39,923 $ 1,796,500

Totals Rt. 123 to I-66 9 to 14 20,841 271,501 $ 12,217,545


Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page v


TABLE OF CONTENTS

1 INTRODUCTION.................................................................................................................. 1

2 NOISE TERMINOLOGY AND CRITERIA ......................................................................... 3

2.1 Regulations and Guidelines .................................................................................................... 3

2.2 Noise Abatement Criteria ....................................................................................................... 3

2.3 Noise Abatement Measures .................................................................................................... 5

3 NOISE ANALYSIS METHODOLOGY................................................................................ 6

3.1 Existing Noise Conditions ...................................................................................................... 63.1.1 Measurements of Existing Noise Levels ................................................................................ 63.1.2 Existing Wood Walls and Noise Barrier .............................................................................. 10

3.2 Highway Noise Computation Model .................................................................................... 11

3.3 Noise Model Validation........................................................................................................ 11

3.4 Future Year Noise Modeling ................................................................................................ 123.4.1 Metro Rail Noise Modeling.................................................................................................. 133.4.2 Reflected Sound.................................................................................................................... 13

3.5 Traffic Data for Noise Computations ................................................................................... 14

3.6 Computation of Existing and Future Noise Levels............................................................... 15

4 NOISE ANALYSIS RESULTS AND BARRIER DESIGN................................................ 16

4.1 Proposed Noise Barrier Design Concept .............................................................................. 17

4.2 Computed Existing and Future Noise Levels ....................................................................... 17

4.3 Noise Impact Summary ........................................................................................................ 33

4.4 Noise Barrier Design ............................................................................................................ 34

5 CONSTRUCTION NOISE CONSIDERATION ................................................................. 44

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


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 LT2...............................................10

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


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 theresidential areas adjacent to the Dulles Airport Access/Toll Road Connector (the “DullesConnector”). The project study area extends from Route 123 (Dolley Madison Boulevard) toInterstate 66 and is approximately six miles long. The residential community along HallcrestDrive northeast of the Connector between Chain Bridge Road and Rt. 123 has not been includedin this analysis, since this community was evaluated in 2009 and a noise barrier along the DullesConnector was constructed in 2010.

This noise abatement final design study follows a preliminary noise analysis conducted in 2011.2

Many updates to the preliminary noise analysis were made in the design study noise modelingreported here, including incorporation of much more precise topography within 200 feet ofproject roadways and inclusion of reflected traffic noise from the noise barriers and structuressuch 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 additionof the Dulles Corridor Metro rail line, an extension of the Washington Metropolitan Area TransitAuthority’s rail system. No roadway improvements are planned or are included in the noisemodel for this study. The Metro line is currently under construction and is located in the medianof the Dulles Connector roadway system, between the eastbound and westbound lanes. In thisanalysis, HMMH incorporated information on projected rail noise emissions and traffic from the2004 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 beenincluded in the modeling.

As required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is toconstruct sound walls (noise barriers) in conjunction with the rail mass transit constructionproject along the Dulles Airport Access/Toll Road Collector.

This report presents a description of noise terminology, the applicable standards and criteria, adescription of the measurements of existing noise levels, computations of existing and futuretraffic noise levels, a summary of existing and future noise impact, details of the noise barrierdesigns developed for the corridor, a discussion of construction noise considerations and anappendix 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 AnalysisTechnical Report,” HMMH Report No. 302700.008, March 2011.3 “Noise and Vibration Technical Report, Dulles Corridor Rapid Transit Project,” FTA, VDRPT, WMATA,November 2004.




area is included with this report as Figure 3, presented in Section 4. That graphic incorporatesmany project elements and references pertinent to this noise analysis.




2 NOISE TERMINOLOGY AND CRITERIA

2.1 Regulations and Guidelines

The noise impact of the existing and future Dulles Airport Access/Toll Road Connector wasassessed for adjacent residential areas in accordance with Federal Highway Administration(FHWA) noise assessment regulations and guidelines. The FHWA regulations are set forth in 23CFR Part 7724. On July 13, 2010, FHWA published revised noise regulations which becameeffective on July 13, 2011. FHWA has also published a guidance document to support the newregulations.5 The study also incorporates noise from future rail traffic from the Dulles CorridorMetro rail Project, the rail line for which is now under construction along the connector roadwaybetween I-66 and Route 123. Dulles Corridor Metro rail line noise for the loudest hour of the daywas computed using the official procedures specified in the Federal Transit Administration’stransit noise and vibration assessment guidance manual.6 Metro rail noise mitigation in the formof noise barriers near the rail line are incorporated in the project’s design and construction, andthe 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 FHWAestablished Noise Abatement Criteria (NAC) for different categories of land use activity (seeTable 1). The NAC are given in terms of the hourly, A-weighted, equivalent sound level indecibels (dBA). The A-weighted sound level is a single number measure of sound intensity withweighted frequency characteristics that corresponds to human subjective response to noise. Mostenvironmental noise (and the A-weighted sound level) fluctuates from moment to moment, and itis common practice to characterize the fluctuating level by a single number called the equivalentsound level (Leq). The Leq is the value or level of a steady, non-fluctuating sound that representsthe 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 forAbatement of Highway Traffic Noise and Construction Noise,” Federal Highway Administration, U.S. Departmentof Transportation. http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/5 “Highway Traffic Noise: Analysis and Abatement Guidance,” Federal Highway Administration, U.S. DOT, June2010, revised January 2011.http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatement_guidance/revguidance.pdf6 “Transit Noise and Vibration Impact Assessment,” prepared by Harris Miller Miller & Hanson Inc., FederalTransit Administration Report FTA-VA-90-1003-06, May 2006.




Table 1 FHWA Noise

Abatement Criteria

ActivityCategory

Leq(h)1

Description of Activity Category

A 57 (Exterior)

Lands on which serenity and quiet are of extraordinarysignificance and serve an important public need and where thepreservation of those qualities is essential if the area is tocontinue to serve its intended purpose

B2

67 (Exterior) Residential

C2

67 (Exterior)

Active sport areas, amphitheaters, auditoriums, campgrounds,cemeteries, day care centers, hospitals, libraries, medicalfacilities, 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

D 52 (Interior)

Auditoriums, day care centers, hospitals, libraries, medicalfacilities, places of worship, public meeting rooms, public ornonprofit institutional structures, radio studios, recording studios,schools, and television studios

E 72 (Exterior)Hotels, motels, offices, restaurants/bars, and other developedlands, properties or activities not included in A-D or F

F –

Agriculture, airports, bus yards, emergency services, industrial,logging, maintenance facilities, manufacturing, mining, rail yards,retail facilities, shipyards, utilities (water resources, watertreatment, electrical), and warehousing

E2

–Undeveloped lands that are not permitted (without buildingpermits)

1Hourly Equivalent A-weighted Sound Level (dBA)

2Includes undeveloped lands permitted for this activity category

Source: 23 CFR Part 772.

traffic noise assessment, Leq is typically evaluated over a one-hour period, and may be denoted asLeq(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 Buildalternative in the design year approach or exceed 67 dBA in terms of Leq(h) during the loudesthour of the day.

For Activity Category B land uses, wherever noise impact is predicted for design-year Buildalternative, traffic noise abatement measures are considered.

Noise levels in the project study area were determined for the existing (2010) conditions, and thedesign-year (2032) Build conditions, which include the Metro construction and traffic, but noimprovements to any roadways.

All noise-sensitive land uses potentially affected by the project are near roads for which trafficdata was developed as part of the environmental study. Therefore, all noise levels were computed




from the appropriate loudest-hour traffic data. The computation methods and computed noiselevels appear in the following section.

2.3 Noise Abatement Measures

FHWA has identified certain noise abatement measures that may be incorporated in projects toreduce traffic noise impact. In general, mitigation measures can include alternative measures(traffic management, the alteration of horizontal and vertical alignment, and low-noisepavement), in addition to the construction of noise barriers. However, as required by Chapter 874Virginia Acts of Assembly 2010, the purpose of this project is to construct sound walls inconjunction with the rail mass transit construction project along the Dulles Access/Toll RoadCollector (Dulles Connector Road). The language of the legislation is as follows: Pursuant to theprovisions of the Memorandum of Agreement between the Commonwealth of VirginiaDepartment of Transportation and the Metropolitan Washington Airports Authority, inconjunction with the construction of rail mass transit in the right of way of the DullesAccess/Toll Road Connector (DATRC), sound walls shall be constructed along residentialproperties from the beginning of the DATRC to Interstate Route 66 with funding from theCommonwealth Transportation Fund.

As a result of this legislation, the only abatement measure investigated for the Dulles ConnectorNoise Abatement Design Study was the construction of noise barriers (sound walls). Thefeasibility of noise barriers was evaluated in locations where noise impact is predicted to occur inthe Build condition. Where the construction of noise barriers was found to be physicallypractical, barriers were designed to eliminate the projected noise impact, and barrier noisereduction was estimated based on roadway, barrier, and receiver geometry as described below.




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 noiseimpacts and model validation. A noise measurement program was conducted, consistent withFHWA and VDOT recommended procedures, to document existing ambient noise levels inresidential locations in the study corridor.

3.1.1 Measurements of Existing Noise Levels

Existing noise levels were measured at a number of noise-sensitive receptors along the DullesConnector. Both long-term (24-hour) and short-term (less than one hour) noise measurementswere conducted in the study area. The measurement locations are shown in the Figure 3 studyarea graphic in Section 4; long-term site numbers are denoted with the prefix “LT,” and short-term sites with the prefix “ST.” At two of the sites, both long-term and short-term measurementswere conducted; they are designated with both LT and ST labels. All of the measurement siteswere located near single-family homes in the study area. The measured noise levels are shown intables and graphs below.

Short-term noise monitoring is not a process to determine design year noise impacts or barrierlocations. Short-term noise monitoring provides a level of consistency between what is present inreal-world situations and how that is represented in the computer noise model. Short-termmonitoring does not need to occur within every Common Noise Environment to validate thecomputer 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 fieldcalibrated regularly during the measurement program. Also, all HMMH instruments arecalibrated annually at a certification laboratory, with calibrations traceable to the NationalInstitute of Standards and Technology.

The noise measurements provided valuable information on current noise conditions and theeffects of terrain and shielding on sound propagation from the roadway to the nearby residentialland uses. However, because existing noise levels are not always measured during the loudesthour of the day, estimates of the loudest-hour existing noise levels were computed with anFHWA-approved noise prediction model using the appropriate traffic data as input. Thesepredicted estimates of existing noise levels for the loudest hour of the day are then used as thebaseline against which probable future noise levels are compared and potential noise impactsassessed. Additional information on the computation methods and computed levels used in thisstudy are provided in Section 4.




Short-Term Noise Measurements

Short-term noise measurements of 20 to 30 minutes duration were obtained at a total of eightrepresentative sites in the study area on two days, November 9 and 10, 2011. The short-termmeasurement locations are shown in the study area graphic, and numbered with the prefix “ST.”The measurement procedure involved the measurement of one-minute Leqs so that the minutesincluding noise events unrelated to traffic noise (such as aircraft over-flights) could later beexcluded from consideration, if needed. Simultaneous traffic counts were performed duringseveral short-term noise measurements.

As shown in Table 2, the measured Leq noise levels along the Dulles Connector ranged from alow of 58 dBA at 2042 Greenwich St. (Site ST2) and 2113 McKay Street (Site ST9) to a high of68 dBA at 7100 Penguin Place (Site ST3). At every site, highway traffic was the dominant noisesource, and the Dulles Connector was the dominant highway source. However, it must be notedthat noise from the construction of the WMATA Dulles metro line along the project corridor wasaudible during much of the measurement period, and likely contributed somewhat to the overallmeasured noise levels. While most of the general construction activity did not appear todominate the overall noise levels during the measurements, many of the heavy trucks observedon 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 StartDuration,minutes

MeasuredLeq, dBA

ST1 7103 Norwalk Street, McLean 11:00 30 61

ST2 2042 Greenwich Street, Falls Church 12:15 30 58

ST3 7100 Penguin Place, Falls Church 14:00 30 68

ST4 1723 Olney Road, Falls Church 14:58 30 60

ST5 1623 La Salle Avenue, McLean 16:11 30 61

ST7 /LT1 1602 Hunting Avenue, McLean 13:35 20 61

ST8 /LT2 1802 Baldwin Drive, McLean 14:21 20 60

ST9 2113 McKay Street, Falls Church 15:05 20 58

Long-Term Noise Measurements

In addition to the short-term measurements, long-term measurements of approximately 45 hoursduration were conducted at two sites in the project area to determine the daily cycle offluctuations in noise levels. The measurement site locations, measurement period and loudest-hour results are summarized in Table 3, below. Graphs of the hourly Leq noise levels as well asother descriptors are shown in Figures 1 and 2 below. The long-term measurement locations are




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 wasdominated by traffic. At long-term Site LT1/ST7 at 1602 Hunting Avenue in McLean, thehighest hourly Leq noise level approached 67 dBA for the hour starting at 7:00 a.m. on November10, and the second-loudest hour approached 66 dBA starting at 2:00 p.m. on November 9. Atlong-term Site LT2/ST8 located at 1802 Baldwin Drive in McLean, the highest hourly Leq noiselevel approached 66 dBA during the hour starting at 8:00 a.m. on November 10. However, it islikely that hour was substantially affected by a noise source other than traffic, such asconstruction, since it was uncharacteristically high, at three decibels higher than the next highesthour, which was 63 dBA during the preceding hour. The lowest nighttime Leqs were in the low tomid 50s dBA at each of the two sites.

Table 3 Measured Noise Levels at Long-Term Sites

Site No. Location

Measurement Period Loudest Hours

Begin DateBeginTime

End DateEndTime

Leq Starting

LT1/ST71602 HuntingAvenue, McLean Nov 8, 2010 15:33 Nov 10, 2010 13:58

67

66

7:00, 11/10

14:00, 11/9

LT2/ST81802 Baldwin Drive,McLean Nov 8, 2010 16:16 Nov 10, 2010 14:44

66

63

8:00, 11/10

7:00, 11/10

Figures 1 and 2 provide graphs of the hourly Leqs and other descriptors at long-termmeasurement sites LT1 and LT2, respectively. The graphs depict the measured hourly noiselevels using the following noise descriptors: Leq, L1, L33, and L90. The noise descriptors withnumerical subscripts are statistical descriptors that represent the noise level within each hour thatis exceeded a certain percentage of the time.

These statistical descriptors provide useful additional information about the fluctuating soundlevel during the measurement hour. For example, L1 is the noise level exceeded for one percentof the measurement hour—that is, the fluctuating sound level is louder than this L1 for only 36seconds out of the hour. Therefore, the L1 is nearly the highest sound level that occurred duringthe hour. On the other hand, L90 is the sound level exceeded 90 percent of the time; the soundlevel 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 oftenapproximately equal to the Leq at locations with fairly steadily varying sound levels, such asthose dominated by traffic noise from a major highway. In areas where one or more relativelyshort-term events (such as loud aircraft over-flights) during the hour significantly exceed theaverage traffic noise level, Leq is notably higher than the L33 for that hour. As shown in Figures1 and 2, the measured L33 was quite close to the measured Leq at all long-term sites—anindication that prominent short-term events did not influence the Leq significantly.




Figure 1 Graph of Noise Levels at Long-Term Measurement Site LT1

Dulles Connector Road (State Route 267) Noise Study

Long Term Noise Measurement Site LT1: 1602 Hunting Avenue, McLean

35

40

45

50

55

60

65

70

75

80

85

0 6 12 18 0 6 12 18 0 6 12 18

8-Nov-2010 9-Nov-2010 10-Nov-2010

Date and Time of Day

Ho

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(dB

A)

Hourly Leq L1 L33 L90




Figure 2 Graph of Noise Levels at Long-Term Measurement Site LT2

3.1.2 Existing Wood Walls and Noise Barrier

There are several existing wood walls along the Dulles Connector within the study area. VDOTconducted a field survey of the locations, ground elevation and heights of all of these barriers, sothat they could be included in the noise modeling of the existing conditions. These wood wallsare to be removed for reporting future conditions. The recently-constructed concrete noise barrieralong Hallcrest Drive is also present and will not be removed. The height and locationinformation on this noise barrier was available from VDOT and HMMH’s files. The locations ofall of the existing wood walls are shown in the study area graphic given as Figure 3 in thepreliminary study report.7

—7 Dulles Airport Road Connector, Route 267 from I-495 to I-66, Noise Impact and Abatement Study, Noise AnalysisTechnical Report,” HMMH Report No. 302700.008, March 2011.

Dulles Connector Road (State Route 267) Noise Study

Long Term Noise Measurement Site LT2: 1802 Baldwin Drive, McLean

35

40

45

50

55

60

65

70

75

80

85

0 6 12 18 0 6 12 18 0 6 12 18

8-Nov-2010 9-Nov-2010 10-Nov-2010

Date and Time of Day

Ho

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Hourly Leq L1 L33 L90




3.2 Highway Noise Computation Model

The FHWA Traffic Noise Model (FHWA TNM)8 was first released by FHWA in April 1998 foruse on Federal-aid highway noise projects. The model has had several releases since then, whichincorporated 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 theacoustical calculations. All traffic-noise computations for this study were conducted using thelatest version.

The TNM noise modeling accounted for such factors as propagation over different types ofground (soft and hard ground), elevated roadway sections, shielding from local terrain andstructures, traffic speeds, and hourly traffic volumes including percentages of medium and heavytrucks. For this design study, the geometric model of the existing roadway and surroundingterrain within 200 ft. of roadways in the corridor was updated from the 5-ft contour intervalsavailable for the modeling in the preliminary study conducted in early 2011. New survey andtopographic contours at one-foot intervals were developed for this project, and incorporated intothe TNM modeling. The effect was modest in most areas, but significant in a few, where rapidly-changing terrain and resulting noise shielding had been underestimated with the less-preciseground elevation information.

Noise-sensitive residential land use in the study area (Activity Category B) including dwellingunit counts were identified from existing mapping.

3.3 Noise Model Validation

During the noise measurement program, simultaneous traffic counts were conducted on theDulles Connector. By entering this counted traffic into the noise model developed for the studyarea and locating the measurement site accurately, the accuracy of the noise model representationcan be validated. However, there are many factors that influence the measured noise levels thatmay cause differences with computed noise levels of several decibels. Such factors includeatmospheric conditions (upwind, neutral or downwind), shielding by structures that may bedifficult 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 ofdetail in terrain modeling, and the degree of inclusion of smaller elements such as hard groundzones, tree zones, and sparse rows of buildings.

The purpose of a validation exercise is to evaluate the success of the model in representing theimportant acoustical characteristics of the study area. This is determined by examining theoverall trend of the differences between measured and computed values. The individual site tosite 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 NoiseModel, Version 1.0: Technical Manual, Report No. FHWA-PD-96-010 and DOT-VNTSC-FHWA-98-2. Cambridge,MA: U.S. Department of Transportation, Research and Special Programs Administration, John A. Volpe NationalTransportation Systems Center, Acoustics Facility, February 1998.




paragraph. The Federal Highway Administration does not allow the model to be “calibrated” oradjusted by a certain amount to make the measurements match the computed values. The reasonsfor this are 1) the TNM has been sufficiently validated through FHWA-funded research projectsand it has been found to be highly accurate, and 2) the FHWA recognizes that many factors arepresent both in the measurement of noise and in developing an accurate model that can lead tovariability.

Table 4 presents a site-by-site comparison of the measured values with the values computed withthe TNM model using traffic counted simultaneously with the measurements. With oneexception, the differences at each site are all less than three decibels, indicating that the modelingand measurements are in good agreement. Averaged over the measurement sites, the differencebetween measured and computed noise levels is less than one decibel, indicating very goodagreement. As mentioned above, the presence of noise from the construction of the DullesCorridor Metro rail line along the project corridor was audible during much of the measurementperiod, and likely contributed to the overall measured noise levels. This noise could easily haveraised average noise levels by one or two decibels at some of the sites without having appearedto be a dominant source. In addition, many of the heavy trucks observed on the Dulles Connectorduring the simultaneous traffic counts were construction dump trucks. To the extent that some ofthese trucks may have been louder than average heavy trucks in the TNM noise model, computedlevels would be somewhat low, perhaps explaining some of the observed differences.

Table 4 Noise Model Validation Results

Site No.

A-weighted Leq (dBA)

CommentMeasured

ValidationComputed

DifferenceComp − Meas.

ST1 60.9 62.3 1.4

ST2 58.4 56.3 -2.1 Construction noise contributions


ST4 59.5 59.6 0.1


ST7 /LT1 61.2 59.9 -1.3 Construction noise contributions

ST8 /LT2 60.3 59.8 -0.5

ST9 57.7 59.2 1.5

3.4 Future Year Noise Modeling

The Dulles Corridor Metro rail project in the median of the Dulles Connector presents particularmodeling challenges. Noise from the traffic on the rail lines must be accounted for, and thepotential for reflections of Dulles Connector traffic noise from walls and structures beingconstructed as part of the rail line also exists. This section discusses how both aspects wereaccounted for in the noise prediction modeling for the project.




3.4.1 Metro Rail Noise Modeling

The noise model was developed to incorporate noise from future rail traffic from the DullesCorridor Metro rail Project, a rail line that is now under construction along the connectorroadway between I-66 and Route 123. As discussed above, TNM 2.5 was used for all roadwaytraffic noise computations. TNM does not include transit vehicle noise modeling capabilitiesdirectly, but it can be used to incorporate rail transit noise so that TNM’s noise barrier designcomputations are performed correctly and comprehensively. The new Metro rail line location,elevation, and planned noise barrier information were provided by project engineers from theDulles 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 computedusing the official procedures specified in the Federal Transit Administration’s transit noise andvibration assessment guidance manual. To integrate the noise computations of the highway andrail line together, the rail line was modeled in TNM using automobiles (to best match the noisesource height) on narrow roadways aligned with the locations of the rail lines. To ensure thatloudest-hour noise levels from the rail line were incorporated accurately, the computed Leq noiselevels from the rail line in TNM were matched to values computed using the FTA guidancemanual procedures for several representative area geometries by adjusting the TNM vehiclevolumes. Planned Metro rail noise mitigation in the form of noise barriers near the rail line areincorporated in the project’s design and construction, and have been included in this analysis.

3.4.2 Reflected Sound

The Metro rail noise barriers are expected to provide noise shielding to residents not only fromnoise generated by the rail traffic, but also from noise generated by traffic on the far directionlanes of the Dulles Connector roadway. However, in some cases these barriers, along withretaining walls and bridge abutments associated with the Metro rail project, also provide theopportunity for some noise from traffic on the near direction Dulles Connector lanes to bereflected back toward the residential areas. Therefore, an approach to account for the reflectedsound 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 three-dimensional calculations. Where reflections are potentially significant, an approach HMMH hasused in many other similar situations involves the modeling of “image” roadways as representingreflected noise from the barrier or retaining wall. The sound reflections from the wall areanalogous to light reflections from a mirror, hence the term “image.” Image roadways are placedin the TNM model the same distance away from the reflecting surface as the real source, but onthe opposite side of the wall. In the TNM model with these image roadways, the reflecting wallis not included, so the modeled sound from the image roadways travels unimpeded over the samedistance and at the same angle as the actual reflected sound travels. Of course, only receivers onthe same side of the highway as the reflecting surface of the wall can be included in such TNMruns with these image roadways. Traffic used for the modeled image roadways was the same asused for the actual roadways.

To incorporate the effects of reflected sound from the planned rail noise barriers along the entireproject corridor, HMMH developed image roadway scenarios in three distinct but representative




areas along the corridor with different source-receptor geometry. One area was where the homesare elevated above the roadway, one was where the homes and roadway are about at the sameelevation, and one was where the homes are somewhat lower than the roadway elevation. Theimage roadways representing reflections from the rail barrier were modeled in each of theseareas and the resulting increased noise level associated with the reflected sound was computedfor a set of approximately ten receptors in each area. The increases were computed separately forthe cases without the proposed barrier and with the proposed barrier.

The computations with TNM resulted in increased overall Leq sound levels at the receptors in therange of one to two decibels due to the reflections. The highest average sound level increasecomputed for the three areas with different geometry was 1.8 decibels without proposed noisebarriers and 1.7 decibels with the proposed noise barriers in place.9 Therefore it was decided thatan upward adjustment of 1.8 and 1.7 decibels, the highest computed increases, would be added tothe TNM-computed future 2032 noise levels along the entire Dulles Connector corridor whereverrail noise barriers, retaining walls, or bridge abutments for the rail line are planned. Only a fewareas along the corridor are not opposite planned walls and therefore not expected to receivesome reflected sound.

3.5 Traffic Data for Noise Computations

Traffic data for traffic noise computations were supplied by VDOT for the 2010 Existing and2032 Future case as hourly volume, vehicle classification and speed data for the DullesConnector mainline and all intersecting roadways and their associated ramps. In addition, similartraffic was provided for major arterials in the study area, such as Chain Bridge Road and GreatFalls Street. As required by FHWA, the noise analysis was performed for the loudest hour of theday. The traffic conditions for the loudest hour are dependent upon the combination of bothrelatively high (total) volumes and speeds, as well as the percentage of heavy trucks in thevehicle mix.

The loudest hour for both existing and future conditions was determined using TNM to computethe overall traffic noise level at a reference distance on each side of the roadway, for each hourof the day. The loudest hour of the day along the Dulles Connector was found to be the hourfrom 6:00 a.m. to 7:00 a.m. for both the Existing 2010 and Future 2032 cases. Traffic data for thesame hour was used in the model for intersecting roads, crossing arterials and ramps. The trafficdata 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 forthe Dulles Corridor Transit EIS.10 Number of trains per hour, cars per train and speeds were usedfor 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 ofreflected sound is usually somewhat different with barriers in place. In this case, it was only very slightly different10 “Noise and Vibration Technical Report, Dulles Corridor Rapid Transit Project,” FTA, VDRPT, WMATA,November 2004.




Table 5 presents a summary of the mainline Dulles Connector traffic used for the noisemodeling, 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 and2032 future conditions. Noise levels from the Dulles Corridor Metro rail line in the future casewere computed using official procedures specified in the Federal Transit Administration’s transitnoise and vibration assessment guidance manual. As described in more detail above, the noisecomputations of the highway and rail line were integrated in TNM to enable comprehensive andconsistent noise prediction and barrier analysis. Metro rail noise mitigation in the form of noise




Table 5 Summary of Mainline Traffic Data used in Noise Analysis

Year Section RoadwayLoudest-Hour Volumes (VPH)* Speed

(mph)*Autos MT HT

2010

I-495 to VA 123Dulles Connector Road EB 2293 23 23 52

Dulles Connector Road WB 1725 18 18 54

VA 123 to I-66Dulles Connector Road EB 1632 17 17 51


2032

I-495 to VA 123Dulles Connector Road EB 2117 22 22 53


VA 123 to I-66Dulles Connector Road EB 2029 21 21 47


Dulles Corridor Metro rail

Future Year (2032)AM Peak Hour** Speed

(mph)**Total Trains

Cars perTrain

Inbound 8.6 8 55

Outbound 8.6 8 55

* 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. 2004.

barriers near the rail line are incorporated in the project’s design and construction, and wereincluded in this analysis.

For computation in the noise computer model, over 260 receptor locations were added to themeasurement sites to provide a comprehensive basis of comparison for the analysis of noiselevels and impacts and to design noise barriers. Each receptor had appropriate dwelling unitsassociated with it, and the receptors covered all residential neighborhoods within approximately500 feet of the Dulles Connector. The full set of receptor locations are presented in tabular andgraphical 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 andfuture conditions, and presents the results of the noise barrier design conducted along the DullesConnector.

The analysis of reflected sound described in the previous section increased predicted future noiselevels in areas where noise barriers and other structures will be constructed adjacent to the newMetro rail corridor. The preliminary study had not accounted for such reflections. Further, thefuture noise predictions reported in this design study assume that the existing wood walls will beremoved, whereas the March 2011 preliminary noise report had shown future noise levels with




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 reportdue to these two changes. However, the predicted changes in sound levels vary considerablythroughout the study area, because 1) the reflections only occur in areas where reflectingsurfaces along the rail line are proposed, 2) increases due to removal of existing barriers onlyoccur where such barriers exist, and 3) the more precise terrain incorporated in the revised modelcaused 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 noiseimpacts associated with the construction of the proposed Metro rail line and the removal of theexisting wood walls. Through a series of analyses of many barrier design concepts using TNM, abarrier of near constant height of 13 feet along the length of the study corridor was found toeliminate the predicted noise impact and provide significant noise reduction. Prior to theincorporation of the reflections in the noise analysis, a barrier height of ten feet was underconsideration for most of the corridor length, since predicted impacts would be eliminated withsuch a barrier. However, the increased noise levels associated with the modeled reflectionssuggested 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 railbarriers 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 Leq, in dBA (Section 2provides a discussion of this descriptor). As described in the previous section, loudest-hour noiselevels were computed with TNM for the 2010 Existing and 2032 Future conditions. The tableprovides 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 thename. 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 andwithout the proposed noise barrier. Also, the computed insertion loss (noise reduction) of theproposed barrier is given in the last column. Noise impact occurs where projected noise levelsequal or exceed 66 dBA, Leq; 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 wallsalong the rail line at most of the receptors. The receptors where reflections are not expected andincreases were not applied are marked with an asterisk (*).

Computed project noise levels vary considerably throughout the study area, primarily due tovariations in distance between the noise-sensitive receptors and the roadway itself, but also dueto noise shielding provided by barriers, terrain and buildings.




Table 6 Computed Existing and Future Noise Levels

Site ID Location/Address Row

Computed Loudest-hour Leq

Noise Levels, dBANoise

Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

ST1 7103 Norwalk Street, McLean 1 61 69 57 12

ST22042 Greenwich Street, Falls

Church1 56 69 59 10

ST37100 Penguin Place, Falls

Church1 65 67 63 4

ST4 1723 Olney Road, Falls Church 1 57 61 56 4

ST5 1623 La Salle Avenue, McLean 1 55 61 56 5

LT1/ST7 1602 Hunting Avenue, McLean 1 59 69 58 11

LT2/ST8 1802 Baldwin Drive, McLean 1 58 61 57 5

ST9 2113 McKay Street, Falls Church 1 56 62 54 8

W008 1611 Colonial Hills Drive 1 68 68* 63* 6



W011 1617 Colonial Hills Drive 1 58 61 59 2










W021 1613 Seneca Avenue 3 54 58 57 1

W022 1621 La Salle Avenue 1 55 61 57 5


W024 1625 La Salle Avenue 1 55 61 57 4



W027 1629 La Salle Avenue 1 55 64 57 7

W028 1633 La Salle Avenue 1 58 67 59 8







Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

W029 1630 La Salle Avenue 2 52 59 55 4

W030 1637 La Salle Avenue 1 59 68 60 8

W031 1643 La Salle Avenue 1 61 69 61 8

W032 1647 La Salle Avenue 1 60 68 60 8

W033 1651 La Salle Avenue 1 60 68 59 8

W034 1655 La Salle Avenue 1 59 68 59 9

W035 1654 La Salle Avenue 2 54 60 55 4

W036 1659 La Salle Avenue 1 60 68 60 8

W037 1700 Olney Road Front Yard 1 62 69 64 6

W038 1700 Olney Road Back Yard 0 59 67 61 6



W041 1732 Pimmit Drive 2 57 64 58 6





W046 1715 Olney Road 1 57 61 56 4

W047 1716 Olney Road 1 56 62 56 6

W048 1719 Olney Road 1 56 60 56 4

W049 1721 Olney Road 1 57 61 57 4

W050 1725 Olney Road 1 57 61 56 4

W051 1727 Olney Road 1 57 62 59 2

W052 1724 Olney Road 2 54 59 53 5

W053 1731 Olney Road 1 58 61 57 4

W054 1735 Olney Road 1 58 62 57 4

W055 1736 Olney Road 2 54 58 53 5

W056 1739 Olney Road 1 58 61 57 4

W057 1803 Olney Road 1 59 62 57 5

W058 1800 Olney Road 2 55 59 53 6

W059 1803 Pimmit Drive 3 52 56 52 4

W060 1807 Olney Road 1 58 62 57 5







Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

W061 1811 Olney Road 1 57 61 56 5

W062 1810 Olney Road 2 51 56 50 5

W063 1815 Olney Road 1 56 60 55 4

W064 1819 Olney Road 1 56 60 56 4

W065 1816 Olney Road 2 52 56 51 5

W066 1823 Olney Road 1 57 61 57 4

W067 1825 Olney Road 1 57 61 57 4

W068 1829 Olney Road 1 57 61 57 4

W069 1826 Olney Road 2 55 60 54 6

W070 1833 Olney Road 1 58 62 57 5

W071 1837 Olney Road 1 58 61 57 5

W072 1839 Olney Road 1 58 61 56 4

W073 1838 Olney Road 2 54 58 53 5

W074 1911 Pice Place 1 54 59 54 5

W075 1915 Pice Place 1 57 60 56 5

W076 1914 Pice Place 2 51 56 50 6

W077 1901 Miracle Lane 1 55 57 53 4

W078 1903 Miracle Lane 1 59 60 55 5

W079 1905 Miracle Lane 2 56 59 55 4

W080 1909 Miracle Lane 1 60 62 58 3

W081 1915 Miracle Lane 1 60 61 58 3

W082 7102 Penguin Place 1 63 64 60 4

W083 1917 Miracle Lane 1 62 62 59 3

W084 7101 Penguin Place 1 64 68 64 5

W085 7103 Penguin Place 1 63 67 63 3

W086 7105 Penguin Place 2 58 61 58 3

W087 1918 Miracle Lane 3 52 55 53 2

W088 2003 Miracle Lane 1 61 65 62 3

W089 2005 Miracle Lane 1 60 66 60 6

W090 2007 Miracle Lane 1 58 66 58 8

W091 7107 Penguin Place 2 54 57 53 3

W092 2009 Miracle Lane 1 57 67 57 10







Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

W093 2011 Miracle Lane 1 57 67 57 10

W094 2008 Miracle Lane 2 51 55 50 5

W095 2010 Miracle Lane 1 56 64 54 9

W096 7054 Idylwood Road 1 52 57 51 6

W097 7056 Idylwood Road 1 52 55 51 4

W098 7052 Idylwood Road 1 55 59 54 5

W099 2012 Friendship Lane 1 55 58 54 4

W100 7065 Idylwood Road 1 57 63 55 8

W101 7067 Idylwood Road 1 57 62 55 7

W102 7069 Idylwood Road 1 56 61 55 6

W103 2056 Stephanie Marie Drive 3 52 54 51 3

W104 7071 Idylwood Road 1 56 60 55 5

W105 7073 Idylwood Road 1 55 59 54 5

W106 7075 Idylwood Road 1 55 58 54 4

W107 2046 Plainfield Street 1 56 61 54 7

W108 7112 Norwalk Street 1 54 58 52 5

W109 7103 Idylwood Road 2 52 56 51 4

W110 7106 Norwalk Street 1 60 67 56 10

W111 7111 Norwalk Street 1 53 57 52 5

W112 7107 Norwalk Street 1 54 59 53 6

W113 7105 Norwalk Street 1 56 62 54 8

W114 7104 Eastman Drive 2 57 61 56 6

W115 7103 Norwalk Street 1 57 64 55 10

W116 7102 Eastman Drive 1 58 63 55 7

W117 2110 McKay Street 1 57 65 54 10

W118 7100 Eastman Drive 1 55 62 53 9

W119 7103Eastman Drive 2 54 60 54 6

W120 2114 McKay Street 1 53 59 52 7

W121 2116 McKay Street 2 53 60 53 7

W122 2115 McKay Street 1 55 60 53 7

W123 2122 McKay Street 3 51 56 51 5

W124 2117 McKay Street 1 54 59 53 6







Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

W125 2119 McKay Street 1 53 58 53 5

W126 2121 McKay Street 1 52 57 53 5

W127 2128 McKay Street 2 53 57* 52* 4

W128 2123 McKay Street 1 51 54* 51* 4

W129 2125 McKay Street 1 51 54* 51* 3

W130 2127 McKay Street 1 51 53* 51* 2

W131 2129 McKay Street 1 51 53* 51* 2

E001 1747 Chain Bridge Road 2 55 60 57 3

E002 1747 A Chain Bridge Road 1 58 63 60 3

E003 1546 Hunting Avenue 2 55 59 57 2

E004 1553 Hunting Avenue 2 52 57 54 3

E005 1749 Chain Bridge Road 1 58 63 58 5

E006 1552 Hunting Avenue 1 57 63 56 7

E007 1554 Hunting Avenue 1 58 66 57 9

E008 1605 Hunting Avenue 1 53 59 54 5

E009 1604 Hunting Avenue 1 58 65 57 8

E010 1609 Hunting Avenue Back Yard 0 52 57 53 4

E011 1609 Hunting Avenue Front Yard 1 54 60 55 5





E016 1619 Hunting Avenue 1 54 61 55 5



E019 1623 Hunting Avenue 1 54 61 56 5

E020 1620 Great Falls Street 2 52 58 54 4



E023 1627 Hunting Avenue 1 54 61 56 5









Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***










E035 1700 Baldwin Drive 1 58 62 57 5

E036 1702 Baldwin Drive 1 57 61 57 4

E037 1705 Baldwin Drive 2 54 58 55 3

E038 1704 Baldwin Drive 1 57 61 57 4

E039 1706 Baldwin Drive 1 57 61 57 5

E040 1708 Baldwin Drive 1 57 61 56 4

E041 1711 Baldwin Drive 2 54 58 53 5

E042 1710 Baldwin Drive 1 58 61 57 4

E043 1712 Baldwin Drive 1 57 61 57 4

E044 7205 Belton Court 2 55 59 54 5

E045 1714 Baldwin Drive 1 57 61 57 4

E046 1716 Baldwin Drive 1 57 61 57 4

E047 1718 Baldwin Drive 1 58 62 57 5

E048 7119 Sea Cliff Road 2 52 56 52 4

E049 1720 Baldwin Drive 1 58 62 57 5

E050 1728 Susquehannock Drive 3 51 55 51 4

E051 1722 Baldwin Drive 1 58 63 57 5

E052 1724 Baldwin Drive 1 58 62 57 5

E053 1726 Baldwin Drive 1 57 61 57 4

E054 1729 Baldwin Drive 2 50 55 51 4

E055 1728 Baldwin Drive 1 57 62 57 5

E056 7104 Tyndale Street 2 47 51 48 4

E057 1732 Baldwin Drive 1 55 59 56 3







Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***

E058 1800 Baldwin Drive 1 56 60 57 3

E059 1802 Baldwin Drive 1 55 59 56 3

E060 1804 Baldwin Drive 1 55 59 56 3

E061 1809 Baldwin Drive 2 49 54 51 3

E062 1806 Baldwin Drive 1 54 58 56 3

E063 1808 Baldwin Drive 1 53 58 55 2

E064 1810 Baldwin Drive 1 53 57 56 2

E065 1812 Baldwin Drive 1 54 58 56 2

E066 1814 Baldwin Drive 1 54 59 56 3

E067 1819 Baldwin Drive 2 48 53 49 3

E068 1816 Baldwin Drive 1 55 59 56 3

E069 1818 Baldwin Drive 1 56 60 57 4

E070 1823 Baldwin Drive 2 50 53 51 2

E071 1820 Baldwin Drive 1 57 62 57 5

E072 1822 Baldwin Drive 1 56 63 58 5

E073 1824 Baldwin Drive 1 57 65 58 7

E074 1826 Baldwin Drive 1 57 67 59 7


E076 1828 Baldwin Drive 1 59 68 61 7

E077 1830 Baldwin Drive 1 59 68 60 8

E078 1832 Baldwin Drive 1 62 68 57 11

E079 1839 Baldwin Drive 2 54 56 51 5

E080 1836 Baldwin Drive 1 67 65 57 8

E081 1838 Baldwin Drive 1 62 67 58 9

E082 1904 Woodgate Lane 2 59 61 54 7

E083 1840 Baldwin Drive 1 62 68 59 8

E084 1908 Woodgate Lane 2 60 61 54 6

E085 1842 Baldwin Drive 1 62 68 58 10

E086 1909 Woodgate Lane 1 56 59 53 6

E087 1932 Great Falls Street 1 52 56* 51* 5









Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***





E094 6975 Idylwood Road 1 58 62 58 4

E095 7004 Jenkins Lane 1 58 68 62 6

E096 7002 Jenkins Lane 1 55 69 59 10

E097 2034 Greenwich Street 2 57 63 59 3

E098 7000 Jenkins Lane 1 56 69 59 10

E099 6918 Jenkins Lane 2 56 65 59 6



E102 6919 Jenkins Lane 2 54 60 57 3



E105 2100 Grayson Place 3 53 56 54 2




E109 6990 Galway Place 2 52 57 55 1



















Reduction

(IL) of

Barriers

(dB)****

2010 Existing

with Wood

walls

2032 Future

without

Barriers**

2032 Future

with Proposed

Barriers***


E123 2120 Greenwich Street 1 60 62* 62* 1










E133 6921 Berkley Street 2 53 55* 55* 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

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Seneca AveChain Bridge Rd

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Figure 3Noise Receptors and Barriers Map

Noise Abatement Design StudyDulles Airport Road Connector(Route 267) Route 123 to I-66

UPC No. 98232, VDOT Project No. 0267-029-919, C501, P101

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Cities of McLean and Falls Church, Virginia

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Great Falls St Sea Cliff Rd

Susquehannock Dr

Evers Dr

Warner Ave

Belton Ct

Heights Ct

ST5

LT1/ST7

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E016

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071+35

072+35

072+60073+60

074+60

077+60076+60

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071+35

070+35069+10

068+10065+10064+10063+10062+10061+10059+10058+10057+10056+10055+10054+10053+10052+10051+10050+35

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Barrier EB-1 Barrier EB-1

Barrier WB-1 Barrier EB-1Barrier WB-1

Great Falls St

Evers Dr

La Salle Ave

Magarity Rd

Davis

Ct

Olney Rd

Westwind WayPimmit Dr

Buen

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Baysi

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UV267

UV267

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Great Falls St

Tynda

le St

Sea Cliff Rd

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Lisle A

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Warner Ave

Xavie

r Ct

Sonn

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Belton Ct

Knapp Ct

Heights Ct

UV267

UV267

Baldwin Dr

Susquehannock Dr

Olney

Park

Pimmit Dr

Purdu

e Pl

Olney Rd

ST4

LT2/ST8

W044

E061

E050E056

E054E048E041E044

E037

E032

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W073W069

W065W062

W058W055W052

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072+60 073+60 074+60079+60 080+60 081+60 082+60

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092+60093+60

094+60

096+50

097+80

098+20

098+00

097+60096+35

095+35

094+60

093+60

092+60

090+60

089+60088+60

087+60

087+30

087+10

085+85

085+10

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082+35

082+10081+60

079+60078+60077+60076+60075+10074+35

073+35072+35071+35070+35069+10068+10

065+10064+10

063+10062+10

061+10

059+10058+10

099+25

099+00

098+75

068+10

075+60 076+60 077+60 078+60083+35 083+85

087+60088+10

089+35

095+60

097+40

091+60

080+85067+10

066+10

060+10

080+35086+60

#*

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56 57 58 59 60 61 62

63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89

90

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95

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99

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Barrier EB-1

Barrier WB-1

Barrier EB-1

Barrier WB-1

Barrier EB-1

Barrier WB-1

UV267

UV267

Tyndal

e St

Susquehannock Dr

Sport

sman

Dr

Xavie

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Sonn

et Ct

Knapp Ct

UV267

UV267

Baldwin Dr

Great Falls St

Miracle Ln

Taylor Rd

Penguin Pl

Susquehannock Dr

Olney

Park

Pimmit Dr Diplomat Ct

Woodgate Ln

Purdu

e Pl

Pice Pl

Olney Rd

Old Ho

use Rd

Friden

Dr

UV267

UV267

Penguin Pl

Great Falls St

Miracle Ln

Friendship Ln

Lemon Rd

Diplomat Ct

ST3

W091

W087

W086

W079

W089W088

W085W084

W082

W083W081

W080W078

W077

E086

E084

E082E079

E075E070E067

E061

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E072E071E069E068E066E065E064E063

W076

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W075

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085+85

086+60

089+10

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096+35095+35

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093+60

092+60

090+60

089+60

088+60

087+60087+30

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085+10

084+60

099+25

099+75101+75

102+75103+75

105+75106+75

107+75108+75 109+75 110+75 111+75

109+00108+00

107+00106+00

105+00104+00

103+00102+00

101+00

100+00099+00098+75

083+35

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087+60088+10 089

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# *

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83

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101

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Barrier EB-1Barrier WB-1

Barrier EB-2

Barrier WB-2

Miracle L

n

Penguin Pl

Diplomat C

t

UV267

UV267

Idylwood Rd

Penguin Pl

Great Falls St

Miracle L

n

Jenkin

s Ln

Greenwich St

Norwalk St

Friends

hip Ln

Lemon Rd

Reynolds St

Diplomat C

t

Eastman D

r

Stepha

nie Marie

Dr

Plainfield St

Eastman D

r

Jenkin

s Ln

ST3

ST2

ST1

E105

E106E102

E108E107E104

E103E101E100

E099

E097

E098E096

E095

E094

W114

W109

W111

W112

W113

W115W110

W107W108

W106W105

W104W102

W101W100

E093E092E090

E087

E088

E089

E091

W103

W099W097

W098

W096

W091

W087

W086

W079

W094

W095

W093W092

W090W089

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105+75

106+75

107+75

108+75

109+75

110+75

111+75

113+00

114+00

118+00

119+00

119+75

120+50

130+00128+75

128+00127+00125+50124+50

123+50122+50

121+25

119+00

117+75

116+75

115+75

113+75

112+75

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Barrier EB-2

Barrier WB-2

Barrier EB-2

Barrier WB-2Existing Barrie

r

Idylwood Rd

Jenkins Ln

Greenwich St

Norwalk St

Reynolds St

Eastman Dr

Stephanie Marie Dr

Plainfield St

§̈¦66

UV267

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Grayson Pl

Greenwich St

Mckay St

Berkl

ey St

Romn

ey St

Redd

Rd

Eastman Dr

Jenkins Ln

Turner Ave

ST2

ST1

ST9

E135

E133E130

E124

E119E114

E109

E105

E106

E102

E136

E134E132

E131

E129

E128

E127E126E125E123

E122E121

E120E118E117E116

E115E113E112E111

E110E108

E107E104

E103

W127W131

W130

W129

W128

W126

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4.3 Noise Impact Summary

The potential noise impact of the 2010 Existing and 2032 Future conditions was assessed inaccordance 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 existingconditions, mostly due to the removal of the existing wood walls and the construction of the newDulles Corridor Metro rail line. In Table 7 and in the discussion, the noise impact addressed isassociated with project noise levels that approach or exceed the Noise Abatement Criterion,which occurs where noise levels equal or exceed 66 dBA, Leq during the loudest hour of the day.

Table 7 Residential Noise Impact Summary

Section of Study Area

Number of Residential Dwelling Units Predicted to beExposed to Noise Impact*

2010 Existing2032 Future w/o

wood walls2032 Future with

new barriers

West/South of Dulles Connector 6 31 1

East/North of Dulles Connector 1 28 0

Total 7 59 1

* 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 noiseimpact would be at 59 homes with the removal of the existing wood walls. All of these impactsare 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 substantialincreases in existing noise levels.

Six of the homes that are impacted under existing conditions and would also be impacted in theFuture case are at the townhouses located along Colonial Hills Drive. Traffic on Chain BridgeRoad, which was included in the model, contributes to this noise impact at six of thesetownhouses. Projected noise impacts in the Future case occur in different areas scattered alongthe length of the study corridor on both sides of the Connector. The impacts and increased noiselevels in these various areas are due to a number of factors, usually in some combination. Thesefactors 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 barriersare proposed, and

Reflections of highway noise from proposed rail noise barriers in the corridor median.




A number of additional impacts are projected West/South of the Connector along La SalleAvenue and Olney Road with a smaller number East/North of the Connector in the same areaalong Great Falls Street.

The one home that is shown as projected to be impacted in the Future case with the proposednoise barrier constructed (Receptor E136) is located at the extreme southern end of the studyarea near I-66, beyond the extent of the proposed Dulles Connector noise barrier. This receptor isbehind an existing barrier along I-66, and will be exposed to slightly increased noise levels (2dB) 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 informationprovided as described in the modeling section above.

Table 8 provides a summary of the location, height, length, surface area and cost associated withthe barriers proposed to eliminate noise impact in the Dulles Connector study area. Figure 3shows the locations of these barriers as red lines.

Table 8 Summary of Proposed Noise Barriers

BarrierID

Location Barrier Data

Fig. 3Sheets

DescriptionHeight

Range (ft)Length

(ft)Surface

Area (sq ft)Cost at

$45.00/sq ft

EB-1 1 to 5Eastbound Side, Rt.123 to Idylwood Rd.

13 7,726 100,441 $ 4,519,800

WB-1 1 to 5Westbound Side, Rt.123 to Idylwood Rd.

9 to 13 7,681 99,830 $ 4,492,400

EB-2 5 to 6Eastbound Side,Idylwood Rd. to I-66

13 2,408 31,307 $ 1,408,800

WB-2 5 to 6Westbound Side,Idylwood Rd. to I-66

13 to 14 3,026 39,923 $ 1,796,500

Totals Rt. 123 to I-66 9 to 14 20,841 271,501 $ 12,217,545

The detailed location, coordinates, height and sound attenuation line for Barrier EB-1 are givenin Table 9. Barrier EB-1 would be located on the eastbound side of the Dulles Connector startingat Station 21+10 just west of the Chain Bridge Road underpass and ending at Station 98+20 atIdylwood Road. The barrier would be a constant height of 13 feet above the ground, would be7,726 feet long with a surface area of 100,441 square feet and cost approximately $4.5 millionbased 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-1would be located on the westbound side of the Dulles Connector starting at a height of 9 feet atStation 22+94 where it meets the existing Hallcrest Rd. barrier at the west end of the ChainBridge Road bridge. The barrier rapidly transitions to a height of 13 feet on the bridge and




continues at that height to Station 98+00 at Idylwood Rd. Barrier WB-1 would be 7,681 feet longwith a surface area of 99,830 square feet and cost approximately $4.5 million at $45 per squareft.

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 justeast of Idylwood Road at Station 99+25 and end just west of I-66 near the Metro rail yard atStation 123+00. The barrier would be a constant height of 13 feet, have a length of 2,408 feetand a surface area of 31,307 square feet. The approximate cost of Barrier EB-2 would be $1.4million at $45 per square foot.

Barrier WB-2 design details and sound attenuation line are given in Table 12, below. BarrierWB-2 would be located on the westbound side of the Dulles Connector starting just east ofIdylwood Road at Station 98+75 and end at Station 130+00, 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 14feet high between Stations 124+50 and 130+00. The barrier would be 3,026 feet long, have asurface area of 39,923 square feet, and cost approximately $1.8 million based on $45 per squarefoot.




Table 9 Barrier EB-1 Design Data and Sound Attenuation Line

Barrier EB-1

Station No.

Barrier Coordinates (feet)Elevation (feet) Estimated

Height AboveGround (feet)

(VA State Plane)

X YEstimated

GroundTop ofBarrier

021+10 11852549.0 7023343.5 379.2 392.2 13.0

021+60 11852599.0 7023342.5 367.4 380.4 13.0

022+10 11852646.0 7023341.0 365.5 378.5 13.0

022+60 11852696.0 7023304.0 363.2 376.2 13.0

023+35 11852745.0 7023266.5 365.8 378.8 13.0

023+60 11852749.0 7023240.5 367.6 380.6 13.0

024+00 11852756.0 7023188.5 382.8 395.8 13.0

024+10 11852758.0 7023175.0 383.0 396.0 13.0

025+10 11852842.0 7023102.0 382.0 395.0 13.0

026+35 11852917.0 7023036.0 378.2 391.2 13.0

027+35 11852988.0 7022966.5 374.5 387.5 13.0

027+85 11853017.0 7022937.0 373.0 386.0 13.0

029+10 11853090.0 7022856.0 370.0 383.0 13.0

030+10 11853153.0 7022778.0 366.9 379.9 13.0

031+10 11853212.0 7022697.5 366.0 379.0 13.0

032+10 11853268.0 7022614.5 365.6 378.6 13.0

033+10 11853319.0 7022528.5 366.0 379.0 13.0

034+10 11853373.0 7022444.5 364.0 377.0 13.0

035+10 11853432.0 7022364.0 363.0 376.0 13.0

036+10 11853494.0 7022285.5 360.0 373.0 13.0

036+35 11853513.0 7022262.5 359.1 372.1 13.0

037+35 11853564.0 7022182.5 359.0 372.0 13.0

038+35 11853616.0 7022097.0 358.7 371.7 13.0

039+35 11853667.0 7022013.5 358.4 371.4 13.0

040+35 11853715.0 7021923.0 357.6 370.6 13.0

041+60 11853763.0 7021829.5 357.0 370.0 13.0

041+85 11853774.0 7021798.0 357.0 370.0 13.0

042+60 11853795.0 7021714.0 354.6 367.6 13.0

043+10 11853807.0 7021665.5 354.9 367.9 13.0

043+30 11853810.0 7021653.5 354.9 367.9 13.0

044+10 11853835.0 7021556.0 354.0 367.0 13.0

044+60 11853852.0 7021519.5 355.0 368.0 13.0




Barrier EB-1

Station No.



(VA State Plane)

X YEstimated

GroundTop ofBarrier

045+10 11853873.0 7021474.5 360.0 373.0 13.0

046+10 11853914.0 7021386.5 359.0 372.0 13.0

047+10 11853963.0 7021299.5 358.0 371.0 13.0

048+10 11854012.0 7021212.0 356.9 369.9 13.0

049+10 11854060.0 7021124.5 354.3 367.3 13.0

050+10 11854109.0 7021037.5 351.0 364.0 13.0

051+10 11854157.0 7020951.5 349.0 362.0 13.0

052+10 11854215.0 7020868.0 347.0 360.0 13.0

053+10 11854264.0 7020797.0 346.0 359.0 13.0

054+10 11854317.0 7020696.5 342.9 355.9 13.0

055+10 11854364.0 7020608.5 340.0 353.0 13.0

056+10 11854412.0 7020520.0 337.0 350.0 13.0

057+10 11854459.0 7020432.0 335.4 348.4 13.0

058+10 11854506.0 7020343.5 333.6 346.6 13.0

059+10 11854553.0 7020255.5 331.8 344.8 13.0

060+10 11854600.0 7020167.5 329.0 342.0 13.0

061+10 11854649.0 7020080.0 326.0 339.0 13.0

062+10 11854697.0 7019992.5 324.5 337.5 13.0

063+10 11854746.0 7019905.0 322.0 335.0 13.0

064+10 11854794.0 7019817.5 320.0 333.0 13.0

065+10 11854843.0 7019730.0 317.1 330.1 13.0

066+10 11854891.0 7019642.5 316.0 329.0 13.0

067+10 11854939.0 7019555.0 314.8 327.8 13.0

068+10 11854986.0 7019467.0 315.0 328.0 13.0

069+10 11855034.0 7019379.0 314.0 327.0 13.0

069+60 11855063.0 7019324.5 313.6 326.6 13.0

070+00 11855096.0 7019290.0 313.6 326.6 13.0

070+35 11855124.0 7019260.5 310.2 323.2 13.0

071+35 11855193.0 7019188.0 302.0 315.0 13.0

072+35 11855262.0 7019116.0 298.7 311.7 13.0

072+60 11855285.0 7019092.0 299.1 312.1 13.0

073+60 11855342.0 7019019.5 298.0 311.0 13.0

074+60 11855404.0 7018941.5 297.4 310.4 13.0




Barrier EB-1

Station No.



(VA State Plane)

X YEstimated

GroundTop ofBarrier

075+60 11855466.0 7018863.0 296.3 309.3 13.0

076+60 11855528.0 7018784.5 295.6 308.6 13.0

077+60 11855590.0 7018706.0 295.2 308.2 13.0

078+60 11855652.0 7018627.5 294.6 307.6 13.0

079+60 11855714.0 7018549.0 294.4 307.4 13.0

080+60 11855776.0 7018471.0 294.0 307.0 13.0

081+60 11855839.0 7018393.0 293.1 306.1 13.0

082+60 11855901.0 7018315.0 292.3 305.3 13.0

083+35 11855943.0 7018263.0 293.0 306.0 13.0

083+85 11855981.0 7018228.5 292.0 305.0 13.0

085+10 11856048.0 7018144.5 287.9 300.9 13.0

085+85 11856097.0 7018080.5 291.7 304.7 13.0

086+60 11856145.0 7018012.0 290.6 303.6 13.0

087+60 11856186.0 7017950.0 290.3 303.3 13.0

088+10 11856160.0 7017869.5 309.6 322.6 13.0

089+10 11856189.0 7017797.5 317.8 330.8 13.0

089+35 11856212.0 7017774.0 313.0 326.0 13.0

089+60 11856241.0 7017748.0 303.1 316.1 13.0

090+10 11856276.0 7017708.0 294.6 307.6 13.0

090+60 11856306.0 7017663.0 292.0 305.0 13.0

091+35 11856332.0 7017606.5 290.6 303.6 13.0

092+60 11856367.0 7017504.0 289.0 302.0 13.0

093+60 11856393.0 7017407.0 288.7 301.7 13.0

094+60 11856416.0 7017310.0 288.0 301.0 13.0

095+60 11856433.0 7017211.5 288.5 301.5 13.0

096+50 11856444.0 7017112.0 288.0 301.0 13.0

097+40 11856450.0 7017012.5 287.9 300.9 13.0

097+80 11856452.0 7016981.0 287.8 300.8 13.0

098+20 11856410.0 7016925.0 305.3 318.3 13.0




Table 10 Barrier WB-1 Design Data and Sound Attenuation Line

Barrier WB-1

Station No.



(VA State Plane)

X YEstimated

GroundTop of Barrier

022+94 11852836.0 7023465.0 370.0 379.0 9.0

023+10 11852848.0 7023455.0 371.3 384.3 13.0

023+60 11852908.0 7023405.5 371.0 384.0 13.0

024+60 11852965.0 7023354.5 370.2 383.2 13.0

025+10 11853017.0 7023317.0 370.1 383.1 13.0

025+60 11853063.0 7023277.5 369.5 382.5 13.0

026+60 11853134.0 7023217.0 369.0 382.0 13.0

027+10 11853167.0 7023181.0 368.6 381.6 13.0

027+85 11853235.0 7023108.0 368.1 381.1 13.0

028+85 11853301.0 7023032.5 368.0 381.0 13.0

029+85 11853362.0 7022953.5 368.0 381.0 13.0

030+85 11853419.0 7022871.5 367.0 380.0 13.0

031+85 11853472.0 7022786.5 366.8 379.8 13.0

032+60 11853520.0 7022699.0 365.3 378.3 13.0

033+60 11853565.0 7022609.5 365.0 378.0 13.0

034+60 11853610.0 7022520.0 363.7 376.7 13.0

035+60 11853656.0 7022431.5 363.0 376.0 13.0

036+60 11853702.0 7022342.5 362.0 375.0 13.0

037+60 11853747.0 7022255.0 360.9 373.9 13.0

038+10 11853766.0 7022207.0 360.0 373.0 13.0

039+10 11853796.0 7022108.0 357.9 370.9 13.0

040+10 11853841.0 7022023.0 357.4 370.4 13.0

041+10 11853888.0 7021934.5 357.1 370.1 13.0

042+10 11853935.0 7021846.5 356.3 369.3 13.0

043+10 11853984.0 7021759.0 355.1 368.1 13.0

044+10 11854041.0 7021668.5 353.9 366.9 13.0

045+10 11854094.0 7021586.0 352.2 365.2 13.0

046+10 11854158.0 7021515.5 353.5 366.5 13.0

046+85 11854209.0 7021458.5 358.4 371.4 13.0

048+10 11854262.0 7021352.0 354.0 367.0 13.0

048+35 11854273.0 7021325.0 353.0 366.0 13.0

049+35 11854313.0 7021233.0 349.5 362.5 13.0




Barrier WB-1

Station No.



(VA State Plane)

X YEstimated


050+35 11854354.0 7021135.5 348.0 361.0 13.0

051+10 11854386.0 7021074.5 347.2 360.2 13.0

052+10 11854433.0 7020986.0 345.0 358.0 13.0

053+10 11854479.0 7020897.5 342.0 355.0 13.0

054+10 11854526.0 7020809.0 340.0 353.0 13.0

055+10 11854572.0 7020720.5 339.8 352.8 13.0

056+10 11854618.0 7020631.5 336.6 349.6 13.0

057+10 11854665.0 7020543.5 334.5 347.5 13.0

058+10 11854714.0 7020456.0 332.0 345.0 13.0

059+10 11854762.0 7020368.5 333.6 346.6 13.0

060+10 11854810.0 7020281.0 332.0 345.0 13.0

061+10 11854858.0 7020193.0 332.0 345.0 13.0

062+10 11854905.0 7020104.5 332.0 345.0 13.0

063+10 11854952.0 7020016.5 331.0 344.0 13.0

064+10 11855001.0 7019929.0 328.4 341.4 13.0

065+10 11855050.0 7019842.0 328.0 341.0 13.0

066+10 11855100.0 7019755.0 327.0 340.0 13.0

067+10 11855150.0 7019669.0 326.0 339.0 13.0

068+10 11855204.0 7019585.0 326.0 339.0 13.0

069+10 11855263.0 7019504.0 327.7 340.7 13.0

070+35 11855326.0 7019426.0 329.0 342.0 13.0

071+35 11855390.0 7019349.5 330.0 343.0 13.0

072+35 11855453.0 7019272.0 331.0 344.0 13.0

073+35 11855510.0 7019190.0 331.5 344.5 13.0

074+35 11855559.0 7019103.0 322.8 335.8 13.0

075+10 11855605.0 7019015.5 312.9 325.9 13.0

076+60 11855676.0 7018911.0 305.6 318.6 13.0

077+60 11855733.0 7018829.0 301.3 314.3 13.0

078+60 11855790.0 7018747.0 303.1 316.1 13.0

079+60 11855853.0 7018669.0 302.3 315.3 13.0

080+35 11855916.0 7018590.0 303.0 316.0 13.0

080+85 11855956.0 7018584.5 305.5 318.5 13.0

081+60 11855991.0 7018537.5 305.5 318.5 13.0




Barrier WB-1

Station No.



(VA State Plane)

X YEstimated


082+10 11856034.0 7018480.0 305.5 318.5 13.0

082+35 11856030.0 7018450.5 303.0 316.0 13.0

083+60 11856104.0 7018351.5 299.8 312.8 13.0

084+60 11856170.0 7018262.0 289.8 302.8 13.0

085+10 11856164.0 7018217.0 294.4 307.4 13.0

085+85 11856216.0 7018148.5 293.3 306.3 13.0

086+60 11856265.0 7018085.5 294.5 307.5 13.0

087+10 11856316.0 7018064.5 288.7 301.7 13.0

087+30 11856325.0 7018049.5 288.0 301.0 13.0

087+60 11856346.0 7017999.5 290.0 303.0 13.0

088+60 11856384.0 7017907.0 292.3 305.3 13.0

089+60 11856429.0 7017818.0 292.0 305.0 13.0

090+60 11856471.0 7017727.0 291.2 304.2 13.0

091+60 11856508.0 7017634.0 290.4 303.4 13.0

092+60 11856540.0 7017539.0 290.0 303.0 13.0

093+60 11856567.0 7017443.0 288.7 301.7 13.0

094+60 11856590.0 7017345.5 288.4 301.4 13.0

095+35 11856607.0 7017247.0 288.0 301.0 13.0

096+35 11856620.0 7017148.0 287.8 300.8 13.0

097+60 11856628.0 7017035.0 287.5 300.5 13.0

098+00 11856686.0 7016976.0 314.0 327.0 13.0




Table 11 Barrier EB-2 Design Details and Sound Attenuation Line

Barrier EB-2

Station No.



(VA State Plane)

X YEstimated


099+25 11856410.0 7016862.5 305.1 318.1 13.0

099+75 11856451.0 7016823.0 288.0 301.0 13.0

100+50 11856438.0 7016720.0 287.0 300.0 13.0

101+75 11856420.0 7016621.5 288.8 301.8 13.0

102+75 11856401.0 7016523.5 289.0 302.0 13.0

103+75 11856382.0 7016425.5 290.2 303.2 13.0

104+75 11856362.0 7016327.5 291.0 304.0 13.0

105+75 11856343.0 7016229.0 292.0 305.0 13.0

106+75 11856323.0 7016131.0 293.0 306.0 13.0

107+75 11856304.0 7016033.0 293.6 306.6 13.0

108+75 11856284.0 7015935.0 296.0 309.0 13.0

109+75 11856271.0 7015836.0 300.0 313.0 13.0

110+75 11856258.0 7015736.5 302.0 315.0 13.0

111+75 11856244.0 7015625.5 305.9 318.9 13.0

113+00 11856221.0 7015515.0 310.1 323.1 13.0

114+00 11856201.0 7015417.0 314.0 327.0 13.0

115+00 11856182.0 7015319.0 317.9 330.9 13.0

116+00 11856161.0 7015221.0 321.2 334.2 13.0

117+00 11856139.0 7015123.5 325.1 338.1 13.0

118+00 11856121.0 7015025.0 328.8 341.8 13.0

119+00 11856106.0 7014926.0 332.7 345.7 13.0

119+75 11856096.0 7014826.5 336.5 349.5 13.0

120+50 11856091.0 7014727.0 340.0 353.0 13.0

121+75 11856090.0 7014627.0 343.3 356.3 13.0

122+50 11856092.0 7014552.0 345.7 358.7 13.0

123+00 11856095.0 7014504.5 346.5 359.5 13.0




Table 12 Barrier WB-2 Design Details and Sound Attenuation Line

Barrier WB-2Station No.



(VA State Plane)

X YEstimated


098+75 11856684.0 7016919.5 313.5 326.5 13.0

099+00 11856688.0 7016865.5 290.2 303.2 13.0

100+00 11856671.0 7016754.5 287.4 300.4 13.0

101+00 11856646.0 7016675.5 284.9 297.9 13.0

102+00 11856621.0 7016554.0 285.0 298.0 13.0

103+00 11856604.0 7016455.5 287.0 300.0 13.0

104+00 11856586.0 7016357.5 285.0 298.0 13.0

105+00 11856572.0 7016258.5 289.0 302.0 13.0

106+00 11856557.0 7016159.5 291.5 304.5 13.0

107+00 11856542.0 7016060.5 292.0 305.0 13.0

108+00 11856527.0 7015961.5 292.0 305.0 13.0

109+00 11856514.0 7015862.5 293.0 306.0 13.0

110+00 11856504.0 7015763.0 295.0 308.0 13.0

110+75 11856494.0 7015688.5 297.8 310.8 13.0

111+75 11856480.0 7015576.5 302.2 315.2 13.0

112+75 11856477.0 7015489.5 313.8 326.8 13.0

113+75 11856473.0 7015390.0 317.3 330.3 13.0

114+75 11856460.0 7015290.5 316.5 329.5 13.0

115+75 11856438.0 7015193.0 313.1 326.1 13.0

116+75 11856414.0 7015096.0 307.3 320.3 13.0

117+75 11856397.0 7014997.5 305.4 318.4 13.0

119+00 11856389.0 7014898.0 305.3 318.3 13.0

120+00 11856390.0 7014798.0 305.3 318.3 13.0

121+25 11856401.0 7014698.5 307.4 320.4 13.0

122+50 11856420.0 7014600.5 309.0 322.0 13.0

123+50 11856447.0 7014504.5 310.7 323.7 13.0

124+50 11856481.0 7014410.5 313.5 327.5 14.0

125+50 11856522.0 7014319.0 318.4 332.4 14.0

127+00 11856569.0 7014231.0 324.8 338.8 14.0

128+00 11856625.0 7014143.5 332.2 346.2 14.0

128+75 11856684.0 7014102.5 339.7 353.7 14.0

130+00 11856768.0 7014042.5 348.5 362.5 14.0




5 CONSTRUCTION NOISE CONSIDERATION

Construction noise provisions are contained in Section 107.16(b)3 Noise of the 2007 VDOTRoad and Bridge Specifications. The specifications have been reproduced below:

The Contractor’s operations shall be performed so that exterior noise levels measuredduring a noise-sensitive activity shall not exceed 80 decibels. Such noise levelmeasurements shall be taken at a point on the perimeter of the construction limit that isclosest to the adjoining property on which a noise-sensitive activity is occurring. A noise-sensitive activity is any activity for which lowered noise levels are essential if the activityis to serve its intended purpose and not present an unreasonable public nuisance. Suchactivities 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 levelsexceed 80 decibels during noise sensitive activities, the Contractor shall take correctiveaction before proceeding with operations. The Contractor shall be responsible for costsassociated with the abatement of construction noise and the delay of operationsattributable to noncompliance with these requirements.

The Department may prohibit or restrict to certain portions of the project any work thatproduces objectionable noise between 10 P.M. and 6 A.M. If other hours are establishedby local ordinance, the local ordinance shall govern.

Equipment shall in no way be altered so as to result in noise levels that are greater thanthose produced by the original equipment.

When feasible, the Contractor shall establish haul routes that direct his vehicles awayfrom developed areas and ensure that noise from hauling operations is kept to aminimum.

These requirements shall not be applicable if the noise produced by sources other than theContractor’s operation at the point of reception is greater than the noise from theContractor’s operation at the same point.


Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page A-1

VDOT UPC 16595, PROJECT # 0581-128-109, PE-101

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’soffices.


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.

Table 13 Complete Listing of Roadway Traffic Data Used in Noise Analysis

Year Roadway Name

Hourly Vehicle Volume (vph)Speed(mph)Total Autos

Med.Trucks

HeavyTrucks

2010 Dulles Connector Road (I-66 to VA 123) Eastbound 1665 1632 17 17 51

2010 Dulles Connector Road (I-66 to VA 123) Westbound 1800 1764 18 18 50

2010 Dulles Connector (I-495 to VA 123) EB 2340 2293 23 23 52

2010 Dulles Connector (I-495 to VA 123) WB 1760 1725 18 18 54

2010 Dulles Access Road (I-495 to VA 123) Eastbound 428 419 4 4 55

2010 Dulles Access Road (I-495 to VA 123) Westbound 473 464 5 5 55

2010 Capital Beltway (VA 123 - 267) Northbound 4500 4365 45 90 48

2010 Capital Beltway (VA 123 - 267) Southbound 5225 4964 105 157 43

2010 Capital Beltway (267 - VA 193) Northbound 7125 6911 71 143 28

2010 Capital Beltway (267 - VA 193) Southbound 5000 4750 100 150 45

2010 VA 123 near Dulles Connector Road NB 1856 1819 19 19 35

2010 VA 123 near Dulles Connector Road SB 619 606 6 6 35

2010VA 695 (Idylwood Road) near Dulles Connector RoadEB

158 156 2 0 25

2010VA 695 (Idylwood Road) near Dulles Connector RoadWB

105 104 1 0 25

2010VA 650 (Magarity Road) near Dulles Connector RoadNB

231 226 5 0 35

2010VA 650 (Magarity Road) near Dulles Connector RoadSB

99 97 2 0 35

2010Chain Bridge Road (Route 3547) near DullesConnector Road EB

158 156 2 0 35

2010Chain Bridge Road (Route 3547) near DullesConnector Road WB

68 67 1 0 35

2010Dulles Connector Road Eastbound Off-Ramp to I-495Northbound

1680 1646 17 17 11

2010Dulles Connector Road Eastbound Off-Ramp to VA123 Southbound

240 235 2 2 25

2010VA 123 Southbound to Dulles Connector RoadEastbound On-Ramp

17 17 0 0 25

2010VA 123 Southbound to Dulles Connector Road/I-495Westbound On-Ramp

280 274 3 3 25

2010Dulles Connector Road Westbound to VA 123Southbound Off-Ramp

275 270 3 3 25




Year Roadway Name


Med.Trucks

HeavyTrucks

2010Dulles Connector Road Westbound to I-495Northbound Off-Ramp

650 637 7 7 24

2010Dulles Connector Road Westbound to VA 123Northbound Off-Ramp

55 54 1 1 25

2010Dulles Connector Road Eastbound to VA 123Northbound Off-Ramp

765 750 8 8 23

2010VA 123 Northbound to Dulles Connector RoadEastbound On-Ramp

259 254 3 3 25

2010VA 694 (Great Falls Street) between VA 123 and VA695 EB

174 172 2 0 35

2010VA 694 (Great Falls Street) between VA 123 and VA695 WB

261 258 3 0 35

2010 I-66 East of Dulles EB 4122 4060 41 21 58

2010 I-66 East of Dulles WB 4122 4060 41 21 58

2010 I-66 West of Dulles EB 2349 2314 23 12 58

2010 I-66 West of Dulles WB 1955 1926 20 10 58

2010 Haycock Road NB 243 231 12 0 40

2010 Haycock Road SB 162 152 8 2 40

2032 Dulles Connector Road (I-66 to VA 123) Eastbound 2070 2029 21 21 47

2032 Dulles Connector Road (I-66 to VA 123) Westbound 2250 2205 23 23 44

2032 Dulles Connector (I-495 to VA 123) EB 2160 2117 22 22 53

2032 Dulles Connector (I-495 to VA 123) WB 1840 1803 18 18 54

2032 Dulles Access Road (I-495 to VA 123) Eastbound 540 529 5 5 55

2032 Dulles Access Road (I-495 to VA 123) Westbound 585 573 6 6 55

2032 Capital Beltway (VA 123 - 267) Northbound 4750 4608 48 95 46

2032 Capital Beltway (VA 123 - 267) Southbound 5500 5225 110 165 41

2032 Capital Beltway (267 - VA 193) Northbound 7500 7275 75 150 25

2032 Capital Beltway (267 - VA 193) Southbound 5250 4988 105 158 43

2032 Capital Beltway (VA 123 - 267) Northbound HOT 1750 1698 18 35 50

2032 Capital Beltway (VA 123 - 267) Southbound HOT 2200 2090 44 66 45

2032 Capital Beltway (267 - VA 193) Northbound HOT 1875 1819 19 38 49

2032 Capital Beltway (267 - VA 193) Southbound HOT 1875 1819 19 38 49

2032 VA 123 near Dulles Connector Road NB 2329 2282 23 23 34

2032 VA 123 near Dulles Connector Road SB 776 761 8 8 34

2032VA 695 (Idylwood Road) near Dulles Connector RoadEB

195 193 2 0 25

2032VA 695 (Idylwood Road) near Dulles Connector RoadWB

130 129 1 0 25




Year Roadway Name


Med.Trucks

HeavyTrucks

2032VA 650 (Magarity Road) near Dulles Connector RoadNB

284 278 6 0 35

2032VA 650 (Magarity Road) near Dulles Connector RoadSB

122 119 2 0 35

2032Chain Bridge Road (Route 3547) near DullesConnector Road EB

189 187 2 0 35

2032Chain Bridge Road (Route 3547) near DullesConnector Road WB

81 80 1 0 35

2032Dulles Connector Road Eastbound Off-Ramp to I-495Northbound

2080 2038 21 21 6

2032Dulles Connector Road Eastbound Off-Ramp to VA123 Southbound

264 259 3 3 25

2032VA 123 Southbound to Dulles Connector RoadEastbound On-Ramp

80 78 1 1 25

2032VA 123 Southbound to Dulles Connector Road/I-495Westbound On-Ramp

200 196 2 2 25

2032Dulles Connector Road Westbound to VA 123Southbound Off-Ramp

150 147 2 2 25

2032Dulles Connector Road Westbound to I-495Northbound Off-Ramp

600 588 6 6 25

2032Dulles Connector Road Westbound to VA 123Northbound Off-Ramp

300 294 3 3 25

2032Dulles Connector Road Eastbound to VA 123Northbound Off-Ramp

450 441 5 5 25

2032VA 123 Northbound to Dulles Connector RoadEastbound On-Ramp

490 480 5 5 25

2032VA 694 (Great Falls Street) between VA 123 and VA695 EB

216 214 2 0 34

2032VA 694 (Great Falls Street) between VA 123 and VA695 WB

324 321 3 0 34

2032 I-66 East of Dulles EB 4900 4827 49 25 57

2032 I-66 East of Dulles WB 4900 4827 49 25 59

2032 I-66 West of Dulles EB 2785 2743 28 14 57

2032 I-66 West of Dulles WB 2315 2280 23 12 59

2032 Haycock Road NB 284 270 14 0 40

2032 Haycock Road SB 189 178 9 2 40


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 monitoroutput, 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-2010 10:42:33 114.0 Manual

09-Nov-2010 10:42:51 114.0 Manual

09-Nov-2010 12:12:11 114.3 Manual

09-Nov-2010 13:57:06 114.1 Manual

09-Nov-2010 14:55:28 114.2 Manual

09-Nov-2010 16:05:00 22.7 Manual

09-Nov-2010 16:05:26 21.8 Manual

09-Nov-2010 16:06:23 114.1 Manual

09-Nov-2010 16:06:37 114.1 Manual

10-Nov-2010 08:55:48 114.3 Manual

10-Nov-2010 08:56:40 114.2 Manual

10-Nov-2010 11:35:53 114.1 Manual

10-Nov-2010 13:27:55 114.2 Manual

10-Nov-2010 14:15:26 114.1 Manual

10-Nov-2010 15:01:55 114.0 Manual

Table 15 Noise Monitor Output – Calibration Record – Site LT1


08-Nov-2010 15:28:23 114.0 Manual

10-Nov-2010 13:59:53 114.2 Manual

Table 16 Noise Monitor Output – Calibration Record – Site LT2


08-Nov-2010 16:16:17 114.0 Manual

08-Nov-2010 16:16:38 114.0 Manual

10-Nov-2010 14:44:32 113.7 Manual

Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data

Site No: ST01Location: 7103 Norwalk Street, McLean, VADate:Start Time:Duration (min):

VALIDATION SOUND LEVEL

Minute No. Non-Traffic Exclude Energy Traffic-only Overall

1 62.4 1737800.829 1737800.829 17378012 58.9 776247.1166 776247.1166 776247.13 62.7 1862087.137 1862087.137 18620874 60.6 1148153.621 1148153.621 11481545 60.2 1047128.548 1047128.548 10471296 60.3 1071519.305 1071519.305 10715197 60.5 1122018.454 1122018.454 11220188 60 1000000 1000000 10000009 61.2 1318256.739 1318256.739 1318257

10 61.3 1348962.883 1348962.883 134896311 60.7 1174897.555 1174897.555 117489812 61.7 1479108.388 1479108.388 147910813 60.2 1047128.548 1047128.548 104712914 60.3 1071519.305 1071519.305 107151915 60.7 1174897.555 1174897.555 117489816 59.6 912010.8394 912010.8394 912010.817 58.8 758577.575 758577.575 758577.618 60.8 1202264.435 1202264.435 120226419 61.5 1412537.545 1412537.545 141253820 60.7 1174897.555 1174897.555 117489821 60.2 1047128.548 1047128.548 104712922 60.7 1174897.555 1174897.555 117489823 60.9 1230268.771 1230268.771 123026924 61 1258925.412 1258925.412 125892525 60.5 1122018.454 1122018.454 112201826 60 1000000 1000000 100000027 63.3 2137962.09 2137962.09 213796228 62.9 1949844.6 1949844.6 194984529 60.6 1148153.621 1148153.621 114815430 60.4 1096478.196 1096478.196 109647831 0 0 040 0 0 0

Traffic-only Leq: 60.9

Overall Leq: 60.9

09-11-201011:0030

Leq

Enter Y for Yes

VDOT UPC 98232, Project No. 0267-029-919, C501, P101


Site No: ST02Location: 2042 Greenwich Street, Falls Church, VADate:Start Time:Duration (min):



1 60 933254.3008 933254.3008 933254.32 59.2 831763.7711 831763.7711 831763.83 59.3 851138.0382 851138.0382 8511384 59.7 933254.3008 933254.3008 933254.35 57.4 549540.8739 549540.8739 549540.96 59.5 891250.9381 891250.9381 891250.97 58.4 691830.9709 691830.9709 6918318 59.3 851138.0382 851138.0382 8511389 60.1 1023292.992 1023292.992 102329310 58.5 707945.7844 707945.7844 707945.811 58.9 776247.1166 776247.1166 776247.112 59.2 831763.7711 831763.7711 831763.813 59.6 912010.8394 912010.8394 912010.814 58.7 741310.2413 741310.2413 741310.215 57.4 549540.8739 549540.8739 549540.916 56.3 426579.5188 426579.5188 426579.517 58.8 758577.575 758577.575 758577.618 58.0 630957.3445 630957.3445 630957.319 58.0 630957.3445 630957.3445 630957.320 59.3 851138.0382 851138.0382 85113821 57.4 549540.8739 549540.8739 549540.922 58.4 691830.9709 691830.9709 69183123 56 398107.1706 398107.1706 398107.224 56.3 426579.5188 426579.5188 426579.525 55.1 323593.6569 323593.6569 323593.726 56.8 478630.0923 478630.0923 478630.127 57.5 562341.3252 562341.3252 562341.328 57.7 588843.6554 588843.6554 588843.729 58.1 645654.229 645654.229 645654.230 57.1 512861.384 512861.384 512861.431 0 0 040 0 0 0


Overall Leq: 58.4

Leq

Enter Y for Yes

09-11-201012:1530



Site No: ST03Location: 7100 Penguin Place, Falls Church, VADate:Start Time:Duration (min):



1 66 3981071.706 3981071.706 39810722 69.4 8709635.9 8709635.9 87096363 67.6 5754399.373 5754399.373 57543994 67.3 5370317.964 5370317.964 53703185 68.7 7413102.413 7413102.413 74131026 67.7 5888436.554 5888436.554 58884377 68.6 7244359.601 7244359.601 72443608 68.8 7585775.75 7585775.75 75857769 67.4 5495408.739 5495408.739 5495409

10 67.5 5623413.252 5623413.252 562341311 67 5011872.336 5011872.336 501187212 67 5011872.336 5011872.336 501187213 68.9 7762471.166 7762471.166 776247114 66.6 4570881.896 4570881.896 457088215 69.2 8317637.711 8317637.711 831763816 68.9 7762471.166 7762471.166 776247117 67.7 5888436.554 5888436.554 588843718 68 6309573.445 6309573.445 630957319 65.7 3715352.291 3715352.291 371535220 68.1 6456542.29 6456542.29 645654221 69 7943282.347 7943282.347 794328222 67.6 5754399.373 5754399.373 575439923 69.1 8128305.162 8128305.162 812830524 69 7943282.347 7943282.347 794328225 68.5 7079457.844 7079457.844 707945826 69.4 8709635.9 8709635.9 870963627 68.8 7585775.75 7585775.75 758577628 69.3 8511380.382 8511380.382 851138029 68.6 7244359.601 7244359.601 724436030 68.7 7413102.413 7413102.413 741310231 0 0 040 0 0 0


Overall Leq: 68.2

Leq

Enter Y for Yes

09-11-201014:0030



Site No: ST04Location: 1723 Olney Road, Falls Church, VADate:Start Time:Duration (min):



1 59.7 933254.3008 933254.3008 933254.32 60.6 1148153.621 1148153.621 11481543 59.3 851138.0382 851138.0382 8511384 58.2 660693.448 660693.448 660693.45 60.4 1096478.196 1096478.196 10964786 57.8 602559.5861 602559.5861 602559.67 59.6 912010.8394 912010.8394 912010.88 59.6 912010.8394 912010.8394 912010.89 58.1 645654.229 645654.229 645654.210 58.2 660693.448 660693.448 660693.411 57.4 549540.8739 549540.8739 549540.912 60.5 1122018.454 1122018.454 112201813 60.1 1023292.992 1023292.992 102329314 60.1 1023292.992 1023292.992 102329315 59.9 977237.221 977237.221 977237.216 58.6 724435.9601 724435.9601 72443617 59.8 954992.586 954992.586 954992.618 59.5 891250.9381 891250.9381 891250.919 58.3 676082.9754 676082.9754 67608320 58.4 691830.9709 691830.9709 69183121 61 1258925.412 1258925.412 125892522 59.5 891250.9381 891250.9381 891250.923 60.7 1174897.555 1174897.555 117489824 59.8 954992.586 954992.586 954992.625 60.4 1096478.196 1096478.196 109647826 60 1000000 1000000 100000027 59 794328.2347 794328.2347 794328.228 59.6 912010.8394 912010.8394 912010.829 59.7 933254.3008 933254.3008 933254.330 59.1 812830.5162 812830.5162 812830.531 0 0 040 0 0 0


Overall Leq: 59.5

Leq

Enter Y for Yes

09-11-201014:5830



Site No: ST05Location: 1623 La Salle Avenue, McLean, VADate:Start Time:Duration (min):



1 60.1 1023292.992 1023292.992 10232932 61.5 1412537.545 1412537.545 14125383 61.1 1288249.552 1288249.552 12882504 61.6 1445439.771 1445439.771 14454405 61.2 1318256.739 1318256.739 13182576 60.8 1202264.435 1202264.435 12022647 60.4 1096478.196 1096478.196 10964788 59.6 912010.8394 912010.8394 912010.89 59.4 870963.59 870963.59 870963.6

10 60.9 1230268.771 1230268.771 123026911 61.2 Y 1318256.739 0 131825712 59.8 954992.586 954992.586 954992.613 60.7 1174897.555 1174897.555 117489814 60.9 1230268.771 1230268.771 123026915 59.9 977237.221 977237.221 977237.216 61.8 1513561.248 1513561.248 151356117 59.8 954992.586 954992.586 954992.618 60.6 1148153.621 1148153.621 114815419 60.5 1122018.454 1122018.454 112201820 60.3 1071519.305 1071519.305 107151921 60 1000000 1000000 100000022 60.4 Y 1096478.196 0 109647823 61.4 1380384.265 1380384.265 138038424 59 794328.2347 794328.2347 794328.225 61.5 Y 1412537.545 0 141253826 61.6 Y 1445439.771 0 144544027 60.7 1174897.555 1174897.555 117489828 59.3 851138.0382 851138.0382 85113829 60.4 1096478.196 1096478.196 109647830 60.7 1174897.555 1174897.555 117489831 0 0 040 0 0 0


Overall Leq: 60.6

Leq

Enter Y for Yes

09-11-201016:1130



Site No: ST07 (& LT1)Location: 1602 Hunting Avenue, McLean, VADate: 10-11-2010Start Time: 13:35Duration (min): 20

VALIDATION SOUND LEVELLeq Enter Y for Yes


1 60.8 1202264.435 1202264.435 12022642 56.4 436515.8322 436515.8322 436515.83 61.2 1318256.739 1318256.739 13182574 60.7 1174897.555 1174897.555 11748985 60.5 1122018.454 1122018.454 11220186 59.4 870963.59 870963.59 870963.67 59.1 812830.5162 812830.5162 812830.58 64.6 2884031.503 2884031.503 28840329 62.7 1862087.137 1862087.137 186208710 62.4 1737800.829 1737800.829 173780111 61.4 1380384.265 1380384.265 138038412 60.3 1071519.305 1071519.305 107151913 59.8 954992.586 954992.586 954992.614 62.7 1862087.137 1862087.137 186208715 60.3 1071519.305 1071519.305 107151916 60.4 1096478.196 1096478.196 109647817 61.4 1380384.265 1380384.265 138038418 61.1 1288249.552 1288249.552 128825019 61.4 1380384.265 1380384.265 138038420 60.7 1174897.555 1174897.555 117489821 0 0 022 0 0 023 0 0 024 0 0 025 0 0 026 0 0 027 0 0 028 0 0 029 0 0 030 0 0 031 0 0 040 0 0 0


Overall Leq: 61.2



Site No: ST08 (& LT2)Location: 1802 Baldwin Drive, McLean, VADate: 10-11-2010Start Time: 14:21Duration (min): 20



1 62.3 1698243.652 1698243.652 16982442 61.4 1380384.265 1380384.265 13803843 58.9 776247.1166 776247.1166 776247.14 59.3 851138.0382 851138.0382 8511385 60 1000000 1000000 10000006 59.7 933254.3008 933254.3008 933254.37 59.5 891250.9381 891250.9381 891250.98 60.1 1023292.992 1023292.992 10232939 60.4 1096478.196 1096478.196 1096478

10 60.6 1148153.621 1148153.621 114815411 60.3 1071519.305 1071519.305 107151912 59.1 812830.5162 812830.5162 812830.513 59.4 870963.59 870963.59 870963.614 60.4 1096478.196 1096478.196 109647815 60.4 1096478.196 1096478.196 109647816 60.9 1230268.771 1230268.771 123026917 60 1000000 1000000 100000018 60.7 1174897.555 1174897.555 117489819 59.5 891250.9381 891250.9381 891250.920 61.6 1445439.771 1445439.771 144544021 0 0 022 0 0 023 0 0 024 0 0 025 0 0 026 0 0 027 0 0 028 0 0 029 0 0 030 0 0 031 0 0 040 0 0 0


Overall Leq: 60.3



Site No: ST09Location: 2113 McKay Street, Falls Church, VADate: 10-11-2010Start Time: 15:05Duration (min): 20


Minute No. Non-TrafficExclude Energy Traffic-only Overall

1 58.3 676082.9754 676082.9754 6760832 59.2 831763.7711 831763.7711 831763.83 57.9 616595.0019 616595.0019 6165954 56.9 489778.8194 489778.8194 489778.85 58 630957.3445 630957.3445 630957.36 57.4 549540.8739 549540.8739 549540.97 57.9 616595.0019 616595.0019 6165958 57.3 537031.7964 537031.7964 537031.89 56.1 407380.2778 407380.2778 407380.3

10 57.7 588843.6554 588843.6554 588843.711 57.2 524807.4602 524807.4602 524807.512 57.4 549540.8739 549540.8739 549540.913 57.1 512861.384 512861.384 512861.414 57.1 512861.384 512861.384 512861.415 58.2 660693.448 660693.448 660693.416 57.7 588843.6554 588843.6554 588843.717 58.9 776247.1166 776247.1166 776247.118 57 501187.2336 501187.2336 501187.219 57.9 616595.0019 616595.0019 61659520 58.5 707945.7844 707945.7844 707945.821 0 0 022 0 0 023 0 0 024 0 0 025 0 0 026 0 0 027 0 0 028 0 0 029 0 0 030 0 0 031 0 0 040 0 0 0


Overall Leq: 57.7


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)

08-11-2010 15:33:46 1573.44 63.1 68.3 65 63.5 62.7 59.7 57.2

08-11-2010 16:00:00 3600 62.6 67.6 64.7 63 62 59 56.3

08-11-2010 17:00:00 3600 62.7 67.7 64.8 63.1 62.2 59.4 56.3

08-11-2010 18:00:00 3600 62.6 67.9 64.7 62.9 62 58.4 55.2

08-11-2010 19:00:00 3600 62 66.8 64.2 62.6 61.6 58.3 55.5

08-11-2010 20:00:00 3600 60.6 65.7 63 61.1 60 56.1 53.7

08-11-2010 21:00:00 3600 59.9 65.6 62.5 60.3 59.2 54.9 52.6

08-11-2010 22:00:00 3600 58.7 64.9 61.8 59.1 57.5 52.7 50.5

08-11-2010 23:00:00 3600 56.5 64.1 60 56.2 54 49.6 47.3

09-11-2010 00:00:00 3600 55 63.9 58 54.2 51.8 47.9 46

09-11-2010 01:00:00 3600 53.4 62.8 56.3 52.2 50.6 47.6 46.1

09-11-2010 02:00:00 3600 54.1 64.1 56.6 53 51.6 48.2 45.9

09-11-2010 03:00:00 3600 53.9 61.9 55.9 53.5 52.5 50.1 48.3

09-11-2010 04:00:00 3600 56.1 63 58.8 56 54.8 51.6 50

09-11-2010 05:00:00 3600 59.9 65 62.7 60.4 59.1 55.5 53.5

09-11-2010 06:00:00 3600 62.7 67.7 65.2 63.1 62.1 58.6 56.4

09-11-2010 07:00:00 3600 64.3 69.1 66.4 64.8 63.8 60.6 58.2

09-11-2010 08:00:00 3600 64.9 69.7 67 65.3 64.5 61.6 58.7

09-11-2010 09:00:00 3600 64.2 68.7 66.4 64.7 63.8 60.8 57.2

09-11-2010 10:00:00 3600 62.8 68.9 65.4 63 61.8 58.4 55.3

09-11-2010 11:00:00 3600 62 67.7 64.2 62.3 61.4 57.8 54.4

09-11-2010 12:00:00 3600 61.9 68.3 64.1 62.3 61.3 57.3 52.7

09-11-2010 13:00:00 3600 63.6 69.5 66.5 63.8 62.3 58.5 54.7

09-11-2010 14:00:00 3600 65.6 70.7 68.6 66.5 64.3 60 57.4

09-11-2010 15:00:00 3600 63.7 68.6 65.9 64.1 63.2 60.4 57.3

09-11-2010 16:00:00 3600 62.8 68.1 65 63.2 62.3 59.2 55.4

09-11-2010 17:00:00 3600 62.5 67.3 64.7 62.9 62 59 56

09-11-2010 18:00:00 3600 62 66.3 64.2 62.6 61.7 57.9 54.5

09-11-2010 19:00:00 3600 62 67.2 63.9 62.3 61.4 58 55

09-11-2010 20:00:00 3600 60.3 65.2 62.8 60.9 59.8 55.4 53.1

09-11-2010 21:00:00 3600 60 66.8 62.5 60.3 59 54.1 51

09-11-2010 22:00:00 3600 58.5 65.1 61.4 59.1 57.6 52.1 49.2

09-11-2010 23:00:00 3600 58.9 66.6 61.3 59.2 57.8 51 46.7

10-11-2010 00:00:00 3600 57.3 64.5 60.7 57.9 55.6 48.1 45.7

10-11-2010 01:00:00 3600 56.2 64.5 59.8 56.2 53.7 47.4 44.4

10-11-2010 02:00:00 3600 54.7 63.7 58.3 54.1 51.5 46.7 44.6

10-11-2010 03:00:00 3600 55.1 64.5 58.5 54.5 51.8 47 44.4

10-11-2010 04:00:00 3600 55.1 62.7 58.5 55 52.9 49 46.3

10-11-2010 05:00:00 3600 59.7 65.6 62.6 60.1 58.8 54.3 49.8

10-11-2010 06:00:00 3600 62.9 68.1 65.4 63.4 62.4 58.9 56.1

10-11-2010 07:00:00 3600 66.5 77.2 67 65.6 64.9 62.4 59.9

10-11-2010 08:00:00 3600 64.8 68.5 66.3 65.1 64.6 62.6 59.8

10-11-2010 09:00:00 3600 63.4 68.3 65.6 63.9 63 59.7 56.3

10-11-2010 10:00:00 3600 62.1 68.2 64.3 62.5 61.5 58.1 54.3

10-11-2010 11:00:00 3600 61.3 67.5 63.6 61.8 60.7 56.5 52.2

10-11-2010 12:00:00 3600 61.7 67.7 63.9 62.2 61.2 57.3 53.6

10-11-2010 13:00:00 3498.88 61.6 67.8 63.7 62 61 57.2 53.1


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)

08-11-2010 16:16:47 2592.50 63.3 72.3 64.4 62.3 61.5 59.2 57.6

08-11-2010 17:00:00 3600.00 61.2 65.6 63.0 61.5 60.8 58.5 56.6

08-11-2010 18:00:00 3600.00 60.7 65.8 62.3 60.9 60.1 57.8 55.6

08-11-2010 19:00:00 3600.00 60.0 64.5 61.7 60.4 59.6 57.3 55.3

08-11-2010 20:00:00 3600.00 58.9 63.0 61.0 59.4 58.6 56.0 53.8

08-11-2010 21:00:00 3600.00 58.5 63.0 60.7 59.0 58.0 55.1 53.0

08-11-2010 22:00:00 3600.00 57.3 62.6 59.7 57.7 56.6 53.3 51.2

08-11-2010 23:00:00 3600.00 56.0 61.7 58.8 56.5 55.0 50.3 47.4

09-11-2010 00:00:00 3600.00 53.9 60.0 56.5 54.2 53.0 49.7 47.2

09-11-2010 01:00:00 3600.00 53.9 62.8 56.6 53.2 51.7 48.0 46.3

09-11-2010 02:00:00 3600.00 52.4 62.8 54.8 50.5 48.7 46.1 45.1

09-11-2010 03:00:00 3600.00 51.4 59.9 54.2 50.7 49.1 46.6 45.3

09-11-2010 04:00:00 3600.00 53.9 61.1 56.7 54.0 52.6 47.9 43.1

09-11-2010 05:00:00 3600.00 58.4 63.2 60.9 58.9 57.9 53.8 49.7

09-11-2010 06:00:00 3600.00 61.3 65.7 63.4 61.7 60.8 58.2 56.1

09-11-2010 07:00:00 3600.00 62.0 66.2 63.9 62.4 61.6 59.1 56.7

09-11-2010 08:00:00 3600.00 61.3 65.5 63.4 61.8 61.1 58.1 55.3

09-11-2010 09:00:00 3600.00 60.5 64.9 62.5 61.0 60.1 57.3 54.3

09-11-2010 10:00:00 3600.00 60.7 65.6 62.6 60.9 60.2 58.1 56.0

09-11-2010 11:00:00 3600.00 60.0 64.2 61.8 60.5 59.8 56.9 54.3

09-11-2010 12:00:00 3600.00 59.7 64.8 61.7 60.1 59.3 56.4 53.9

09-11-2010 13:00:00 3600.00 60.0 64.6 61.8 60.3 59.5 57.3 55.1

09-11-2010 14:00:00 3600.00 60.4 64.5 62.1 60.8 60.1 57.9 55.9

09-11-2010 15:00:00 3600.00 61.5 65.9 63.1 61.9 61.2 59.0 56.5

09-11-2010 16:00:00 3600.00 61.4 65.8 63.3 61.8 61.0 58.7 56.8

09-11-2010 17:00:00 3600.00 60.9 65.2 62.8 61.3 60.6 58.2 56.2

09-11-2010 18:00:00 3600.00 60.4 64.5 62.2 60.8 60.1 57.7 55.2

09-11-2010 19:00:00 3600.00 60.1 64.3 61.8 60.5 59.8 57.5 55.4

09-11-2010 20:00:00 3600.00 58.7 62.6 60.8 59.3 58.4 55.6 53.3

09-11-2010 21:00:00 3600.00 59.2 67.4 60.7 58.9 57.9 54.6 52.2

09-11-2010 22:00:00 3600.00 57.2 62.6 59.4 57.6 56.6 53.3 51.2

09-11-2010 23:00:00 3600.00 57.4 63.7 59.4 57.6 56.6 52.9 49.4

10-11-2010 00:00:00 3600.00 56.3 62.9 58.9 56.6 55.1 51.0 48.3

10-11-2010 01:00:00 3600.00 56.1 64.8 59.0 55.6 53.9 49.6 47.1

10-11-2010 02:00:00 3600.00 54.3 63.6 56.6 52.8 51.0 47.2 45.5

10-11-2010 03:00:00 3600.00 54.3 63.0 57.0 53.7 52.0 48.0 44.3

10-11-2010 04:00:00 3600.00 53.7 60.8 56.9 53.9 52.2 46.8 43.6

10-11-2010 05:00:00 3600.00 58.5 63.5 61.1 59.1 58.0 54.0 49.7

10-11-2010 06:00:00 3600.00 61.4 65.6 63.4 61.9 61.1 58.5 56.1

10-11-2010 07:00:00 3600.00 62.7 67.1 64.4 63.0 62.4 60.2 58.1

10-11-2010 08:00:00 3600.00 66.2 74.5 69.3 64.9 63.5 61.2 58.9

10-11-2010 09:00:00 3600.00 62.2 67.3 64.5 62.5 61.6 59.0 56.6

10-11-2010 10:00:00 3600.00 60.3 65.3 62.1 60.5 59.8 57.5 55.3

10-11-2010 11:00:00 3600.00 59.9 64.8 61.8 60.2 59.5 56.7 54.1

10-11-2010 12:00:00 3600.00 59.3 64.7 61.3 59.7 58.8 56.1 54.0

10-11-2010 13:00:00 3600.00 60.0 66.0 61.9 60.1 59.3 57.0 53.7

10-11-2010 14:00:00 2626.72 60.3 64.7 62.0 60.6 59.8 57.7 55.2


Site ST1

Site ST2

Site ST3

Site ST4

Site ST 5

Site LT1 & ST7

Site LT2 & ST8

Site ST9


Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page D-1


APPENDIX D PUBLIC INVOLVEMENT DETAILS

This appendix includes details of the public involvement process.

Public Information Meeting Summary

Dulles Connector Road (DCR) Sound walls Project

VDOT Project 0267-029-919,P101,C501 (UPC 98232)

Lemon Road Elementary School – December 14, 2011

COMMENTS:

A total of 68 written comments were received from 55 property owners

Are you in favor of the proposed sound wall?

Yes: 39 Not Answered*: 9 No: 7

(*A Not Answered comment is assumed to be in favor)

Are there details you would like VDOT to consider for the proposed walls?Yes: 65 No: 3

o 38 comments requested a higher sound wall than 10 feeto Comments specifying desired sound wall height:

a. 5 comments desired a height ranging 14’ – 20’b. 9 comments desired a height ranging 15’ – 20’c. 1 comment desired a height ranging 16’ – 20’d. 1 comment desired a height ranging 18’ – 20’e. 1 comment desired a height ranging over 20’ – 1

o Reasons given for a higher wall:a. Noise from Metrorail/elevated sections – 10 commentsb. Highway and rail noise – 6 commentsc. Noise at 2nd story of house – 4 commentsd. Noise from highway traffic – 2 commentse. View of metro rail – 4 commentsf. Increase sound wall height to achieve 5 db reductions - 3 commentsg. View of vehicles – 2 comments

Other comments enumerated below:o Noise reduction design:




6 - Proposed height will have negligible improvement to negative impact [inreducing] train and traffic noise

2 - Requests for sound wall design information2 - Sound walls must be noise absorptive [finish]2 - Sound walls needed for rail noise [not traffic noise]1 - Proposed sound walls more noise proof than existing [wooden walls]1 - Request for nationwide standards [for noise reduction]?1 - Build walls of material that will adequately deter sound but not deteriorate [from

weathering factors]1 - Reduce “jake brake” noise from tractor trailers1 - Sound walls needed for traffic noise not rail noise

o Sound wall height/location:9 - Construct walls as tall as existing [15 ft] wooden walls3 - Extend terminus of sound wall to beginning of DATRC WBL ramp at I-66 WBL3 - Provide options to build higher [add on to] sound walls in the future3 - Locate proposed sound walls on top of existing earthen berms along the DCR2 - Add Brilyn Park neighborhood to project1 - Sound walls of equal heights on both sides of DCR to prevent reflected noise1 - Consider barrier height on Rte. 267 overpass bridge1 - Construct berms and build sound walls on them1 - Too high of a sound wall will block sun light and look ugly

o Noise Modeling:7 - Inadequate/flawed modeling and metrics3 - Noise level projections for 12’ and 14’ feet walls requested2 - Train noise must be a part of the noise abatement measurement2 - Perform a noise meter test at their property1 - Test sound levels during rain events and include in noise model computations1 - Evaluate whether sound levels will be worse at locations where shorter sound

walls will replace existing wood walls1 - Noise under Rte. 267/rail overpass of Magarity Road1 - Are noise projections based on older or newer rail cars?1 - Include rail breaking and acceleration into modeling1 - Add noise from rail stations and utility yards into noise modeling1 - Study impact of sound walls on water tables/drainage

o Existing Wooden Walls:5 - Retain existing [15 ft.] wooden walls and reallocate funds to build higher walls

along rest of roadway corridor2 - Keep existing wooden walls in place and build sound walls in front of them1 - Factor existing wooden walls to be factored into noise model and add on them to

increase height of wood wall




o Miscellaneous:5 - Construct as timely sound walls as possible4 - Concerns about property value2 - Plant trees/landscaping2 - Independent review/audit should be conducted of VDOT results1 - Prohibit trucks from using the Dulles Connector Road1 - Residents should have used their common sense not to purchase a property next to

highway1 - No public funds should be used to build sound walls use public funds for more

important [transportation] projects

VDOT RESPONSE/UPDATE:

As required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is toconstruct sound walls in conjunction with the rail mass transit construction project along theDulles Access/Toll Road Collector (Dulles Connector Road).

The Dulles Corridor Metrorail Project (Metrorail Project) currently under construction in themedian of the Dulles Connector Road is administered by the Washington Metropolitan AirportsAuthority. Consistent with the Federal Transit Administration’s noise impact criteria, aerial andsurface sections of the rail line will include 3-foot parapet walls (sometimes referred to as jerseybarriers) and/or 4- to 9-foot trackside sound walls mounted on the parapet walls to minimize railnoise at noise impacted areas as specified in the April 2006 Wayside Noise Report, Rev. 3 Table5-1. A box structure will also be installed with the new lead track and existing loop track at theWest Falls Church Yard to reduce noise impacts from yard operations.

As required by the legislation, the Virginia Department of Transportation (VDOT) isadministering the design and construction of the Dulles Connector Road Sound Walls Project(Sound Walls Project) to reduce the cumulative rail and highway traffic noise levels. In earlydiscussions with General Assembly members, VDOT agreed to construct sound walls designed toabate future noise levels to an hourly equivalent of 67 decibels or better as defined in the July2010 revision of 23 CFR 772, Table 1- Federal Highway Administration (FHWA) NoiseAbatement Criteria. VDOT followed the FHWA’s guidelines for noise assessment proceduresand approved modeling software to compute the loudest hour of the day for highway trafficunder existing (year 2010) conditions without the rail line in operation and future (year 2032)build conditions with the . The future 2032 loudest hour of day for rail noise was computedusing the Federal Transit Administration’s transit noise and vibration assessment guidancemanual and integrated with the highway noise analysis computations for loudest-hour noiselevels. The planned Metrorail Project noise mitigation measures were also incorporated into thenoise analysis. The future loudest hour noise levels were modeled only for the nearest exteriorground floor areas of frequent human use; non-ground floor areas such as elevated decks andinteriors of residential dwellings were not included in the analysis. Existing noise levels were




collected at representative locations only to provide a level of consistency in validating thecomputer noise modeling and are not a process for determining future-design year noise levelsor sound wall locations. No further noise measurements of existing conditions will beperformed.

Since the December 14, 2011 Public Information Meeting, more detailed terrain surveyinformation, utility location data and geotechnical subsoil analysis has been collected forrefining the noise model and final design. Additionally, a reflections analysis was conducted forfuture traffic noise reflected off the Metrorail Project’s noise barriers, parapet and retainingwalls and bridge abutments. After integrating this information into the loudest hourcomputations, a sound wall of near constant height of 13 feet along the length of the studycorridor would provide noise reductions below the 67 decibels in the 2032 future-design yearcondition. All proposed sound walls will be of noise absorptive finish on the highway side andsimilar in design to the recently completed sound wall on the north side of the Dulles ConnectorRoad adjacent to Hallcrest Heights Townhomes at the Route 123 interchange.

All sound walls will be constructed in the existing state right-of-way and efforts will be made tomaximize the highest existing elevation between the residential properties and the roadway(where there are no existing utility conflicts). Existing drainage patterns will be taken intoconsideration in the location of the sound wall. Tire noise from wet pavement on rain and/orsnow weather days cannot be accounted for in the noise model. Comments about retaining theexisting 15-foot wooden wall along the north side of the Dulles Connector Road betweenIdylwood Road and I-66 will need to be explored for compliance with the legislation. Thisexisting 15-foot wooden wall was evaluated in the noise study and does provide some noiseprotection in the future year. However, the wooden wall is not noise absorptive and the reflectedtrain/traffic noise may necessitate increasing the sound wall height opposite this location on thesouth side of the highway. Due to the presence high voltage transmission lines along the southside, the feasibility of increasing the sound wall height is precluded by transmission lineclearance safety requirements. In reference to including Brilyn Park, this community is beyondthe project limits; however, updated noise studies for the I-66 Spot Improvement #2 will reassessfuture noise levels in this neighborhood. Removal of existing trees and vegetation will beminimized to the extent feasible to the construction of these walls. No trees or other landscapingwill be included as this was not budgeted for in the legislation. VDOT would entertain third-party funding from the County and communities for tree/landscape plantings. Concernsexpressed about property values are acknowledged; however, Department is blind to thesocioeconomic situation of the homeowner and treat all citizens of the Commonwealth ofVirginia equally. The legislation implementing this project requires construction of sound wallsand does not provide provisions for truck prohibitions along the highway.

Comments were received about an independent review/audit the results of the noise analysis;VDOT is open to such a review by a licensed and qualified third party entity. VDOT is confidentthat all noise affected properties in the study were accurately modeled and included in the noiseanalysis. The noise prediction computer modeling software used by VDOT has been tested andapproved by FHWA. Caution is advised that an independent




review/audit would delay the project advertisement and completion before the rail line is in fulloperation.

The project is currently on schedule to have final plans by mid-May 2012. Value Engineeringand a constructability review of the final plans will be conducted thereafter. The sound wallsproject currently is programmed for a November 2012 construction advertisement and theDepartment explored opportunity to advance this date; however, the Dulles Metrorail Projectofficials do not expect to vacate the highway corridor until mid-summer of 2013. Provisions willbe incorporated into the sound walls project documents for VDOT’s contractor to coordinatewith the Metrorail project to mobilize their work zone staging as soon as feasibly possible.


Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page E-1


APPENDIX E TRAFFIC NOISE MODEL (TNM) INPUT AND OUTPUT

The print-out of all TNM runs including input and output are provided upon request. This print-out is very voluminous and is provided in electronic .PDF format.

Dulles Connector Noise Barrier Design Study Report 2012-05-18

Documents

Transcript of Dulles Connector Noise Barrier Design Study Report 2012-05-18