3.10 noise and vibration section...
TRANSCRIPT
Newberg Dundee Bypass 3-333 Tier 2 FEIS Chapter 3. Noise and Vibration
SECTION CONTENTS 3.10.1 Regulatory Setting 3.10.2 Affected Environment 3.10.3 Environmental Consequences 3.10.4 Cumulative Impacts for the Preferred
Alternative 3.10.5 Mitigation 3.10.6 Tier 2 DEIS Build Alternative
Ambient Noise: The background sound of an environment in relation to which all foreground sounds are heard. Ambient noise level is a measure of the background noise of an environment over a given period of time, in decibels.
Decibel (dB): The unit used to measure the loudness of noise.
A-Weighted Decibel (dBA): This scale accounts for humans' ability to hear only a limited range of frequencies by filtering out those frequencies that the human ear does not respond to.
Leq: The equivalent sound pressure level (Leq) is used to account for the variance in loudness over time, as it occurs with traffic noise, and is measured in dBA for a specific time period. Leq(h) denotes an hourly time period.
Receiver: Modeling or measurement location that represents noise sensitive land uses; can represent multiple receptors or equivalent units.
Receptor: An activity or unit (e.g., individual residence) represented by a measured or modeled receiver, also called an equivalent unit (subset of receiver).
3.10 NOISE AND VIBRATION This section provides a summary of the affected noise and vibration environment for the Newberg Dundee Bypass project and its noise and vibration-related impacts. This section also includes ODOT’s statement of likelihood to implement feasible and reasonable noise abatement measures as part of the project.
The Tier 2 FEIS noise analysis and documentation includes more detail than the Tier 2 DEIS noise analysis. In addition, the Tier 2 FEIS noise analysis follows the new ODOT Noise Manual, 2011, which reflects FHWA changes to the federal noise regulations. All information in this section reflects the results of the new noise analysis. The Tier 2 DEIS noise analysis identified general areas of noise impact and gave estimated numbers of noise impacts. This new noise analysis specifically identifies noise-impacted properties and considers mitigation for those impacts.
3.10.1 Regulatory Setting The National Environmental Policy Act (NEPA) of 1969 provides a regulatory framework that promotes the general welfare and fosters a healthy environment for noise considerations. 23 CFR 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise and the ODOT Noise Manual provide the basis for analyzing and abating highway traffic noise impacts in Oregon.
3.10.1.1 National Environmental Policy Act and 23 CFR 772 For highway transportation projects with FHWA involvement, the Federal-Aid Highway Act of 1970 and the associated implementing regulations (23 CFR 772) govern the analysis and abatement of traffic noise impacts. The regulations require that potential noise impacts in areas of frequent human use be identified during the planning and design of a highway project.
The noise regulations govern noise prediction requirements, noise analyses, noise abatement criteria and requirements for informing local officials. The noise abatement criteria (NAC) are used to determine when a noise impact would occur. The NAC differ depending on the type of land use under analysis.
Table PA 3.10-1 summarizes FHWA noise abatement criteria (NAC) and ODOT noise abatement approach criteria (NAAC). These criteria establish the basis for defining noise impacts. ODOT considers an absolute traffic noise impact (or exceeds NAAC impact33) to occur if predicted noise levels are 2 dBA less than the FHWA NAC. ODOT considers a 10-dBA increase over existing noise levels to be a substantial increase noise impact. The ODOT criteria are used to assess impacts for this project, and they are applied to the peak noise impact hour.
33 FHWA considers a traffic noise impact to occur when the predicted traffic noise levels approach or exceed the noise abatement criteria. FHWA noise regulations do not define “approach or exceed”; states must establish a definition of approach that is a least 1 dBA less than the noise abatement criteria. Oregon has established 2 dBA as its “approach or exceed” abatement criteria. These so-called “approach/exceed the abatement criteria” impacts are referred to as absolute noise impacts in the ODOT Noise Manual, ODOT 2011.
3-334 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Table PA 3.10-1. FHWA Noise Abatement Criteriaa and ODOT Absolute Noise Impact Criteriab (Leq(h) - dBA)
Activity Category Description of Activity Category
FHWA Noise
Abatement Criteria (NAC)
ODOT Noise
Abatement Approach
Criteria (NAAC)
A Lands on which serenity and quiet are of extraordinary significance, which serve an important public need, and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose.
57(Exterior)
55(Exterior)
Bc Residential 67 (Exterior)
65(Exterior)
Cc Active sports areas, amphitheaters, auditoriums, campgrounds, cemeteries, day care centers, hospitals, libraries, medical facilities, parks, picnic areas, places of worship, playgrounds, public meeting rooms, public or nonprofit institutional structures, radio stations, recording studios, recreation areas, Section 4(f) sites, schools, television studios, trails, and trail crossings.
67(Exterior)
65(Exterior)
D Auditoriums, day care centers, hospitals, libraries, medical facilities, places of worship, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, schools and television studios.
52(Interior)
50(Interior)
Ec Hotels, motels, offices, restaurants/bars, and other developed lands, properties, or activities not included in A–D or F.
72(Exterior)
70(Exterior)
F Agriculture, airports, bus yards, emergency services, industrial, logging, maintenance facilities, manufacturing, mining, rail yards, retail facilities, shipyards, utilities (water resources, water treatment, electrical), and warehousing.
-- --
G Undeveloped lands that are not permitted. -- -- Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. a 23 CFR 772. b ODOT Noise Manual, July 2011. c Includes undeveloped lands permitted for this activity category.
3.10.2 Affected Environment 3.10.2.1 Preferred Alternative Noise This section describes some aspects of sound and the existing noise conditions in the project area. Two important aspects of sound that determine potential impacts are loudness and frequency. Loudness is measured in decibels (dB). Frequency is measured in cycles per second, or Hertz (Hz). Sounds with higher frequencies are perceived as higher in pitch. Most sounds are made up of many different frequencies, which give each sound its characteristic quality. Because humans are only able to hear a limited range of frequencies, a weighted scale known as the A-weighted decibel (dBA) scale is used to
Newberg Dundee Bypass 3-335 Tier 2 FEIS Chapter 3. Noise and Vibration
measure sound for analyzing impacts on humans. Noise is usually described as unwanted sound.
This section briefly describes existing noise conditions in the project area. Operational traffic noise impacts (those from vehicles on the roadway) typically occur within approximately 500 feet of the roadway. Because most of the project will be the Bypass, a new roadway located away from existing highways and local roads, traffic noise from the Bypass will impact areas not currently affected by highway noise.
In general, the character of the area adjacent to the project is residential and agricultural. See Section 3.2, Land Use, in this chapter for specific information on existing land uses throughout the project area. See Figures PA 3.2-1 through PA 3.2-5 for land use zoning.
Four areas of undeveloped land, along the Preferred Alternative, are planned for development. In Dundee (Segment 3), the city has plans for future urban development for areas adjacent to the Preferred Alternative. In Newberg, the city has plans for future urban development in the Riverfront District (Segment 5), west of SP Newsprint, and in the area north of Fernwood Road and south of the Providence Newberg Medical Center, (Segment 7) there are plans for urban development. Building permits issued recently by the cities of Newberg and Dundee were reviewed to determine whether any construction is planned adjacent to the Preferred Alternative. None was found in the vicinity of the Bypass. Only buildings and residences that have already been constructed were included in the noise analysis.
Providence Newberg Medical Center (Segment 7) has plans to build 60,000 to 100,000 square feet of medical office buildings on the east side of Providence Drive adjacent to Oregon 99W in the future. Providence also plans an addition to the medical center on the southeast corner of the existing building. The expansion will accommodate new operating rooms and offices, but has not been submitted for development approval. Because these medical facilities are planned to consist of indoor uses with unopenable windows (like the existing facilities), noise impacts are not likely to be an issue. Refer to Figure PA 3.10-1 for a plan view of the proposed medical office building locations in relation to the Preferred Alternative and specifically the Bypass.
The Tier 2 DEIS noise analysis included noise monitoring in 21 locations within the project area. The monitoring was performed over several months in 2006 to determine existing ambient sound levels (see Section 3.10.5, Tier 2 DEIS Build Alternative, for the analysis). Traffic counts were taken during the monitoring session at three of the locations on or near Oregon 99W where traffic is a major source of noise. ODOT compared modeled sound levels, using the Traffic Noise Model (TNM), with sound levels measured at the three monitoring locations. Measured and modeled sound levels were within 2 to 3 dBA of each other for these three sites with concurrent traffic counts, which meant that the model reasonably predicted sound levels at locations other than those where actual sound measurements were taken. Monitoring data and TNM results are included in the Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012.
For the Tier 2 FEIS analysis, monitoring at 10 additional locations (labeled FM on Figure PA 3.10-2) provided additional documentation of existing conditions in the project area. Table PA 3.10-2 shows the results of the existing sound level monitoring. The measurements were taken during the peak hour for truck traffic from 11:00 a.m. to 12:00 noon on weekdays. The peak truck hour is the peak noise impact hour in the Newberg Dundee project area. Ambient sound sources included human-generated noise such as vehicle and truck traffic, typical residential/commercial sounds (people talking, car doors slamming, children playing, dogs barking, machinery operating, etc.), airplanes flying overhead, and noise from SP Newsprint. There were also natural sounds from sources such as wind. Measured existing sound levels in the project area ranged from 43 dBA to 69 dBA. Generally the sound levels were higher at those monitoring locations situated on
3-336 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Oregon 99W (M2 and M13). The lowest sound levels were near residential or agricultural land. Monitoring data were only used to represent existing conditions for existing-to-future calculations where the modeled data did not appear to be representative due to factors such as lack of local neighborhood street traffic data.
Table PA 3.10-2. Existing Sound Levels in the Project Area – Leq(h)
Monitoring Location Sound Level (dBA) Monitoring Location Sound Level (dBA)
M1 50 M17 53
M2 69 M18 46
M3 51 M19 47
M4 51 M20 55
M5 43 M21 50
M6 49 FM1 45
M7 54 FM2 50
M8 50 FM3 47
M9 45 FM4 46
M10 54 FM5 47
M11 49 FM6 62
M12 44 FM7 51
M13 64 FM8 48
M14 49 FM9 56
M15 53 FM10 58
M16 43 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. Note: M# - Tier 2 DEIS monitoring locations; FM# - Tier 2 FEIS monitoring locations.
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Newberg Dundee Bypass 3-339 Tier 2 FEIS Chapter 3. Noise and Vibration
Existing sound levels were modeled at 173 receiver locations, representing a mix of residential, commercial and industrial properties. Receiver location figures are included in Appendix B. The majority of receivers represent residential properties analyzed under Activity Category B. Several types of commercial and all industrial properties fall within Activity Category F, which have no abatement criteria, but are analyzed for purposes of decision making about land use changes that could occur in the future. Wineries were analyzed under Activity Category E. Modeled existing peak hour sound levels at receivers located within the project area are included in Appendix B.
Under existing peak noise hour conditions, traffic noise levels from Oregon 99W exceed the residential NAAC along the majority of the highway alignment for first row receptors.34
Traffic noise levels exceed the Activity Category E NAAC of 70 dBA for properties located adjacent to Oregon 99W in areas with higher posted speeds. Sound levels also exceed the Activity Category B residential noise abatement criteria of 65 dBA for residences adjacent to Oregon 219 south of Wilsonville Road.
Estimated numbers of properties where existing noise levels exceed the NAAC are not quantified for Oregon 99W in areas where there will be no Bypass construction. Locations where estimated existing sound levels exceed the NAAC are quantified and shown in Table PA 3.10-3 and Figure PA 3.10-3 for locations in the vicinity of construction related to the Bypass. Other locations where existing sound levels would exceed the NAAC along Oregon 99W, outside the area of construction, were not included. Thirty-four residential properties have 2011 existing sound levels that exceed the NAAC for their land use activity category (65 dBA for residential properties). The residential properties are located in Segments 2, 4, 6, 8.1 and 8.1A.
Table PA 3.10-3. Existing 2011 Noise Levels Approaching or Exceeding the Abatement Criteria
Receiver Activity
Category
Modeled Sound Level
(Leq(h)- dBA)
Estimated Number of
Residences With SL �
NAAC Segment Location Description
R1 B 68 8 8.1A Residences directly adjacent to
Oregon 99W
R2 B 67 6 8.1A Residences directly adjacent to
Oregon 99W
R3 B 72 4 8.1A Residences directly adjacent to
Oregon 99W
M2/R6 B/E 69 1 8.1 Residence north of Oregon 99W
R29 B 65 6 6 Springbrook Estates
R32 B 69 6 6 Avalon
R63 B 69 1 4 Residence north of Oregon 99W
R77 B 65 2 2 Residences south of Oregon
99W
Total 34 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. Note: NAAC = noise abatement approach criteria, SL = sound levels.
34 The first row of homes adjacent to the roadway. The receptors are the residential units represented in the noise model by the receiver point.
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Newberg Dundee Bypass 3-341 Tier 2 FEIS Chapter 3. Noise and Vibration
3.10.2.2 Preferred Alternative Vibration There are no state or federal standards for the assessment of vibration impacts, but a reasonable amount of care should be taken to prevent the construction of new highway facilities too close to vibration-sensitive areas. Operations such as sensitive electronic equipment or surgical operations may require consideration of vibration criteria that are much lower than the threshold of perception level. In the absence of site-specific data, information from the technical advisory Transportation Related Earthborne Vibrations (Caltrans Experiences) prepared by the California Department of Transportation in 2002, can be used to assess the potential for vibration impacts. The document contains information on established typical relationships between sources of earthborne vibrations versus distance to vibration-sensitive operations. Construction vibrations can vary much more than traffic vibrations and pile driving can be of particular concern. Heavy truck traffic on freeways within 100 feet, major construction within 200 feet, and pile driving within 600 feet may be potentially disruptive to sensitive operations, based on studies performed by Caltrans in 2002. The primary source of existing traffic-generated earthborne vibration in the project area is Oregon 99W, the route of choice for major freight movement. Traffic speeds range from 25 miles per hour (mph) to 55 mph within the project area. The Providence Newberg Medical Center is located on Oregon 99W and does not currently experience interference with sensitive equipment operations from earthborne vibration resulting from traffic using Oregon 99W. Vibration impacts may be of concern if Providence’s planned medical office building is constructed in close proximity to the Bypass. If the building is constructed prior to construction of the Bypass, the potential for vibration impacts should be assessed during final design for the road.
3.10.2.3 Phase 1 Noise Additional noise analysis was performed to identify impacts resulting from construction of Phase 1 of the Preferred Alternative (Phase 1) improvements to Springbrook Road and Oregon 219 in Newberg and from construction of the Phase 1 loop connecting the Phase 1 Bypass lanes to Oregon 99W in Dundee (see Figures PA 2.2-7 and PA 2.2-8, respectively). These areas were not evaluated in the Tier 2 DEIS noise analysis. The existing noise levels for the additional Phase 1 areas were determined by modeling additional receivers and monitoring at two additional locations on the north and south ends of the Phase 1 alignment areas. Thirty-five additional receivers were added to TNM to determine 2011 noise conditions in the Phase 1 analysis areas. The model receivers were positioned along Springbrook Road and Oregon 219 in Newberg and on the south end of the Phase 1 project area, along Parks Drive and Niederberger Road in Dundee. Receivers were also placed around the intersection of the Dundee connection ramp with Oregon 99W. Table PA 3.10-4 shows the results of the sound monitoring. One-hour noise measurements were taken at the two monitoring locations during the peak truck hour (from 11 a.m. to 12 noon) for use in validating the noise model. Monitoring was performed at the north end where Springbrook Road will be widened and re-aligned and at the south end where the Bypass will join with Oregon 99W just on the south side of Dundee. The receiver and monitoring locations are shown in Figure PA 3.10-4.
Table PA 3.10-4. Existing (2011) Sound Levels in the Phase 1 Termini Areas
Monitoring Location Sound Level (dBA) Monitoring Location Sound Level (dBA)
P1M1 68 P1M2 68
Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012.
Note: P1M1 and P1M2 - Tier 2 FEIS Phase 1 monitoring locations.
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Newberg Dundee Bypass 3-343 Tier 2 FEIS Chapter 3. Noise and Vibration
Under existing peak noise hour conditions, sound levels exceed the Activity Category B residential NAAC of 65 dBA for residences adjacent to Springbrook Road in the area north and south of 2nd Street in Newberg. Phase 1 receivers with estimated existing sound levels predicted to exceed the NAAC are quantified and shown in Table PA 3.10-5 and Figure PA 3.10-5, respectively, for locations in the vicinity of construction related to Phase 1. Eighteen residential properties have existing sound levels that exceed the NAAC for their land use activity category (65 dBA for residential properties). Eleven of these residences are located along the southbound lanes of Springbrook in the Mountain View Mobile Estates and Nut Tree Ranch mobile home parks. One residence is located at the intersection of Springbrook Road with Oregon 219, and the other six are located in the Avalon Park mobile home park just north of the existing Oregon 219 intersection with Wynooski Road.
Existing sound levels exceed the NAAC in the Phase 1 terminus project area surrounding the Bypass connection with Oregon 99W in Dundee for residences located on Oregon 99W, south of the intersection. Five residences have existing sound levels that exceed the NAAC for land use Activity Category B (65 dBA for residential properties). Dundee Phase 1 receivers with estimated existing sound levels predicted to exceed the NAAC are quantified and shown in Table PA 3.10-5 and Figure PA 3.10-6.
Refer to Appendix B for tables of modeled existing sound levels at all Phase 1 receivers.
Existing sound levels for locations in the project area, where the Phase 1 Bypass alignment will be constructed between Oregon 219 and Dundee, are discussed in the Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012, and are not repeated for the Phase 1 analysis. Existing sound levels in those areas are discussed under the Preferred Alternative section.
Table PA 3.10-5. Existing (2011) Noise Levels Approaching or Exceeding the Abatement Criteria in the Phase 1 Terminus Areas
Receiver Activity
Category
Modeled Sound Level (Leq(h) - dBA)
Estimated Number of
Residences With SL � NAAC Location Description
Newberg – Segment 6
R32 B 70 6 Avalon Park Neighborhood
P1R1b B 66 1 Residences on corner of Oregon
219 and Springbrook
P1R7 B 65 2 Nut Tree Ranch
P1R8 B 68 2 Nut Tree Ranch
P1R9 B 67 3 Mountain View
P1R10 B 65 4 Mountain View
Dundee – Segments 2 and 3
P1R31 B 65 3 Oregon 99W
P1R33 B 65 2 Oregon 99W
Total 23 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. Note: NAAC = noise abatement approach criteria, SL = sound levels
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Dun
dee
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tor
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Figu
re P
A 3.
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ns W
hich
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ppro
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bate
men
t Crit
eria
Und
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ondi
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dee
050
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et
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und
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ase
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3-346 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
3.10.3 Environmental Consequences The design year for the Preferred Alternative is 2035. The noise impacts for the future No Build and Preferred Alternatives were assessed by modeling 2035 traffic data. Because Phase 1 is an interim phase of the Preferred Alternative, the Phase 1 design year of 2016 was the year selected for the analysis of Phase 1 impacts.
During Phase 1 only two lanes of the Bypass will be constructed. ODOT committed to building the Bypass mitigation recommended for the full Preferred Alternative in locations where the Phase 1 Bypass will be constructed. Consequently noise modeling was not performed for the Phase 1 two-lane version of the Bypass. Noise modeling was performed for the areas introduced into the project area as a result of the Phase 1 design. These two areas include improvements to Springbrook Road and Oregon 219 in Newberg and the area where a new loop and intersection will be constructed as the Phase 1 Bypass in Dundee. The future design year modeled for the Phase 1 area analysis was 2016.
3.10.3.1 No Build Alternative Noise analysts modeled the No Build Alternative using TNM. Under the No Build 2035 Alternative, noise levels for all but one of the modeled receivers are predicted to increase by 0 to 10 dBA over existing levels by 2035 due to increased traffic on existing roadways. A decrease of 1 dBA is predicted in one location where the traffic level will decrease due to changing traffic patterns. Sound levels are predicted to increase by 1 to 3 dBA in the majority of locations. Sound level increases greater than 3 dBA are predicted in locations with large increases in traffic volumes resulting from growth and development of the area.
The locations where traffic noise is predicted to exceed the NAAC (65 dBA for residential properties or 70 dBA for other developed lands) under the No Build Alternative include those areas predicted exceed the NAAC under existing conditions (in Segments 2, 4, 6, 8.1 and 8.1A), with the addition of new receivers in Segment 2 and receivers in the new areas of Segments 5 and 7.
Under future No Build Alternative peak noise hour conditions, traffic noise levels on Oregon 99W exceed the residential NAAC along the majority of the highway alignment for first row receptors. Traffic noise levels exceed the Activity Category E NAAC for non-retail businesses (such as restaurants with outdoor seating areas) located directly adjacent to Oregon 99W for stretches of the alignment with higher posted speeds. Sound levels exceed the residential and non-residential NAAC for Activity Categories B and E land uses adjacent to Oregon 219 south of Wilsonville Road. Sound levels will exceed the NAAC for residences in the Oaks at Springwood neighborhoods and at houses on Wynooski Road located close to the intersection with 11th Street, due to predicted increases in traffic volumes.
Estimated numbers of properties where sound levels are predicted to exceed the NAAC were not quantified for Oregon 99W in areas where no Bypass-related construction will occur. Estimated numbers of properties are shown in Figure PA 3.10-7 for locations that will exceed the NAAC under the No Build Alternative in the vicinity of the project construction. These include 58 residences and one Activity Category E property (a winery). Locations of the receivers included in Table PA 3.10-6 are shown in Figure PA 3.10-7.
Refer to Appendix B for tables containing No Build Alternative model results for all receivers.
New
berg
Dun
dee
Byp
ass
3-34
7 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-6.
No
Bui
ld (2
035)
Noi
se L
evel
s A
ppro
achi
ng o
r Exc
eedi
ng th
e A
bate
men
t Crit
eria
Rec
eive
r A
ctiv
ity
Cat
egor
y
Exis
ting
2011
Soun
d Le
vel
(Leq
(h) -
dB
A)
No
Bui
ld
Soun
d Le
vel
(Leq
(h) -
dB
A)
Estim
ated
Num
ber
of R
esid
ence
s W
ith
SL �
NA
AC
Estim
ated
Num
ber o
f A
ctiv
ity C
ateg
ory
E Pr
oper
ties
With
SL
� N
AA
C
Segm
ent
Loca
tion
Des
crip
tion
R1
B 68
70
8
0 8.
1A
Res
iden
ces
on O
rego
n 99
W
R2
B 67
69
6
0 8.
1A
Res
iden
ces
on O
rego
n 99
W
R3
B 72
73
4
0 8.
1A
Res
iden
ces
on O
rego
n 99
W
M2/
R6
B/E
69
71
1
1 8.
1 R
esid
ence
on
Ore
gon
99W
an
d w
iner
y
M7/
R18
B
62 (5
4a ) 66
7
0 7
The
Oak
s
R19
B
64
68
3 0
7 Th
e O
aks
R29
B
65
68
6
0 6
Spr
ingb
rook
Est
ates
R32
B
69
71
6 0
6 Av
alon
Par
k
R33
B
62
65
1 0
6 H
wy
219
R35
a B
61
66
1 0
5 W
ynoo
ski
R35
c B
60
65
2 0
5 W
ynoo
ski
M13
/R63
B
69
70
1 0
4 R
esid
ence
on
Ore
gon
99W
R75
B
63
65
9 0
2 R
esid
ence
s on
Ore
gon
99W
R77
B
65
67
3 0
2 R
esid
ence
s on
Ore
gon
99W
Tota
l
58
1
S
ourc
e:N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
Fin
al N
oise
and
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naly
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nica
l Mem
oran
dum
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Pha
se 1
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endu
m, O
DO
T 20
12.
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es: T
able
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s on
ly re
ceiv
ers
whe
re n
oise
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re g
reat
er th
an o
r equ
al to
the
NAA
C; n
ot a
ll m
odel
ed re
ceiv
ers
are
show
n.
NA
AC
= n
oise
aba
tem
ent a
ppro
ach
crite
ria. S
L =
soun
d le
vels
. a
The
M7
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itorin
g re
sult
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clud
ed in
par
enth
eses
bec
ause
an
hour
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mea
sure
men
t was
take
n to
doc
umen
t exi
stin
g co
nditi
ons
durin
g th
e pe
ak tr
uck
hour
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stin
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odel
ing
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icts
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nd le
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this
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ur tr
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te. I
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cult
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ct w
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er th
e N
o Bu
ild tr
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ill b
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re P
A 3.
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bate
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File Path: N:\B_TaskProcessing\Revised_DEIS_08\MXD\EIS_07\Chapter2_Alternatives\DEIS_Segements Index.mxd, Date: April 11, 2008 11:09:43 AM
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e:Th
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Newberg Dundee Bypass 3-349 Tier 2 FEIS Chapter 3. Noise and Vibration
3.10.3.2 Preferred Alternative This section summarizes the direct, indirect and construction noise impacts of the Preferred Alternative, based on 2035 traffic conditions. Section 3.10.3.3 addresses noise impacts that would occur due to Phase 1 in 2016, the design year for Phase 1 roadway improvements.
Direct Impacts This section summarizes the direct noise and vibration impacts for the Preferred Alternative.
The potential for vibration impacts from construction or operation of the Bypass was assessed for one vibration-sensitive receiver, at the Providence Newberg Medical Center, using the screening distance guidelines published by Caltrans. The vibration assessment is discussed in more detail in the Segment 7 section. Vibration impacts are not a concern for any other receivers in the project area.
Operational traffic noise impacts (those from vehicles on the roadways) typically occur within approximately 500 feet of the roadway. Because most of the Preferred Alternativewill be a new roadway (the Bypass) that will be located away from existing highways and major local roads, operational traffic noise will impact areas currently not affected by highway noise.
Operational noise levels produced under the Preferred Alternative were determined using TNM. The total numbers of estimated traffic noise impacts are summarized in Table PA 3.10-7 for each of the Preferred Alternative segments. Several properties with sound levels that currently exceed the NAAC are not predicted to be noise impacted under Preferred Alternative conditions; the reduction in noise levels on Oregon 99W is an indirect benefit of the project.
Table PA 3.10-7. Summary of Total Estimated Noise Impacts by Segment for Each Alternative
Segment
Existing 2011 No Build Alternative 2035 Preferred Alternative 2035
Estimated Number of Residences With SL
� NAAC
Estimated Number of Residences With
SL � NAAC
Estimated Numbers of Activity Category B (Residential) and
Activity Category C Noise Impactsa
1 0 0 0
2 2 12 3
3 1 1 58
4 Included in Segment 3
5 0 3 177, Scott Leavitt Park
6 12 13 41
7 0 10 22 residences, CPRD Golf Course, Recreation Center at Springbrook Meadows, PCC, and the garden of
Arbor Oaks
8.1 and 8.1A 19 19 19
Total Impacts 34 58 320 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012. Note: NAAC = noise abatement approach criteria, SL = sound level a Activity Category C impacts, including the golf course, park, PCC and the retirement community outdoor use areas, are
included with the Activity Category B residential impacts because they have the same NAAC.
3-350 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Noise impacts occur when either NAAC is exceeded (65 or 70 dBA) or when modeled future levels increase by 10 dBA or more over existing conditions. The results are discussed below by segment.
The tables in each section show a comparison of existing and Preferred Alternative(future) noise levels for all receivers. All sound levels cited in the following discussion are from the tables in Appendix B. In addition, the locations of areas that exceed the impact criteria change between the No Build Alternative and the Preferred Alternative.
Segment 1 Table PA 3.10-8 shows the noise analysis receivers for Segment 1. Existing conditions in the Dayton area range from 43 to 56 dBA. Under No Build Alternative conditions sound levels ranging from 45 to 58 dBA are predicted. Predicted Preferred Alternative sound levels range from 45 to 57 dBA, and sound levels are predicted to increase by up to 4 dBA over existing conditions or to decrease by up to 2 dBA from existing conditions.
No residences near the Dayton Interchange will be noise impacted. The RV park will not be impacted by noise from the Bypass. No direct noise impacts associated with the Dayton Interchange will occur. Analysis results for Segment 1 are shown in Figure PA 3.10-8.
Segment 2 Figure PA 3.10-9 shows the noise analysis receivers for Segment 2. Residences located in the vicinity of Segment 2 are scattered farmhouses and rural residences.
Existing sound levels for receivers in this segment range from 40 to 65 dBA. No Build Alternative Sound levels range from 42 to 67 dBA. The residences located along Oregon 99W at Fulquartz Road have sound levels exceeding the NAAC under existing and No Build conditions. Sound levels at these farmhouses will improve under the Preferred Alternative, due to the reduction of traffic volumes on Oregon 99W. The distribution of sound on the properties will shift, since higher sound levels will result on the railroad side of the properties with the construction of the Bypass. In most cases, the residences on these properties are located closer to Oregon 99W than to the railroad. None of the properties is predicted to be noise impacted under the Preferred Alternative. Sound levels at the residences identified by receivers R75 and R77 that were predicted to exceed the NAAC under the existing and No Build Alternative conditions will no longer reach the criteria. (These receivers are shown in Table PA 3.10-9 and Figure PA 3.10-9).
A substantial increase noise impact is predicted for receiver M19/R74 due to construction of the Bypass. M19/R74 represents three residential receptors south of Dundee.
New
berg
Dun
dee
Byp
ass
3-35
1 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-8.
Pre
ferr
ed A
ltern
ativ
e (2
035)
Noi
se A
naly
sis
Res
ults
in S
egm
ent 1
: Day
ton
Inte
rcha
nge
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
N
o B
uild
So
und
Leve
ls
(Leq
(h) -
dB
A)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
cts
R80
R
ural
Res
iden
ce
B 65
56
58
2
54
-2
N
0
R81
R
ural
Res
iden
ce
B 65
51
53
2
55
4 N
0
M21
/R82
D
ayto
n In
terc
hang
e B
65
53 (5
0)
55
2 57
4
N
0
FM1/
R82
a Fe
rry
St.
Brid
ge
B 65
43
(45)
45
2
45
2 N
0
FM2/
R82
b R
V Pa
rk
C
65
51 (4
9)
53
2 55
4
N
0
To
tal
0 S
ourc
e: N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
Fin
al N
oise
and
Vib
ratio
n An
alys
is T
echn
ical
Mem
oran
dum
with
Pha
se 1
Add
endu
m, O
DO
T 20
12.
Not
es: M
ore
deta
iled
info
rmat
ion
on re
ceiv
er lo
catio
n fig
ures
and
des
crip
tions
is a
vaila
ble
in A
ppen
dix
B.
The
one-
hour
mon
itorin
g ru
ns c
onfir
med
the
mod
el re
ason
ably
repr
esen
ts e
xist
ing
cond
ition
s fo
r tho
se lo
catio
ns; i
ncre
ases
wer
e ca
lcul
ated
usi
ng m
odel
ed re
sults
.
3-35
2 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-9.
Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
t 2: D
ayto
n to
Dun
dee
UG
B
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
N
o B
uild
So
und
Leve
ls
(Leq
(h) -
dB
A)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
cts
M19
/R74
R
ural
Res
iden
ce
B 65
42
(47)
44
2
57
10
Y 3
FM10
/R74
a O
R 9
9 B
65
56 (5
8)
58
2 56
0
R75
O
R 9
9 B
65
63
65
2 62
-1
R76
R
ural
Res
iden
ce
B 65
40
42
2
47
7
R77
O
R 9
9 B
65
65
67
2 60
-5
R78
R
iver
woo
d R
d.
B 65
48
48
0
54
6
R78
a R
iver
woo
d R
d.
B 65
47
47
0
50
3
FM9/
R78
b R
iver
woo
d R
d.
B
65
49 (5
6)
50
1 In
RO
Wa
M20
/R79
O
R 9
9 B
65
51 (5
5)
53
2 57
6
To
tal
3 S
ourc
e:N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
Fin
al N
oise
and
Vib
ratio
n A
naly
sis
Tech
nica
l Mem
oran
dum
with
Pha
se 1
Add
endu
m, O
DO
T 20
12.
Not
e: N
oise
impa
cts
are
show
n in
bol
d.
a In
RO
W –
the
rece
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the
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ject
and
can
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alyz
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r the
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re B
uild
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ditio
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R80
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000
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0
Feet´
Figu
re P
A 3.
10-8
Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
Segm
ent 1
: Day
ton
Inte
rcha
nge
Urb
an G
row
th B
ound
ary
(UG
B)
City
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its
Bypa
ss A
ppro
ved
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ridor
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ent 1
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ht-o
f-Way
Segm
ent 2
Rig
ht-o
f-Way
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ges,
Ove
rcro
ssin
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or U
nder
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sing
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oise
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eive
r Loc
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ns
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ease
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and
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crea
se
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ot Im
pact
ed
! (
Ò
Acqu
ired
Und
er B
uild
Map
Id: F
ig_3
.10-
8_N
oise
FEIS
_Seg
1.m
xd 1
1-23
-201
1
New
berg
Dun
dee
Day
ton
Loca
tor
H e s s C r e e kT r i b u t a r y A
He
s s C
r ee k
Yamhill R.Tributary G
U n n a me d S t r e a m
1
e e ky B
CR
OSS
CR
EEK
RD
ASH ST
OAK S10
T
AL
SHEPHERD RD
PAR
KS
DR
RIVE
RWO
OD
RD
FULQUARTZ LANDING RD
FULQ
UAR
TZ L
AND
ING
RD
11TH ST
T
M
C
TRU
NK
RD
CRAWFORD LN
MM
IT R
D
BLANCHARD LN
DIXON LN
%L
%L
%L
%L
%L%L
%L
%L
%L%L
%L
%L
%L%L%L
%L
WillametteR
Willa
mette &
Pac
ific R
ailroa
d
CÈ
Du
nd
ee
Du
nd
ee
Fulq
uartz
Lan
ding
Rd
Wes
t Cro
ssin
gN
ewbe
rg G
unC
lub
Bui
ldin
g
City Limits & UGB
FM9/
R78
b
R77
M19
/R74
R76
R78
R75
R72
d
R72
c
R72
b
R78
a
M20
/R79
M18
/R73
FM4/
R72
gFM
10/R
74a
050
01,
000
1,50
0
Feet´
Figu
re P
A 3.
10-9
Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
Segm
ent 2
: Day
ton
Inte
rcha
nge
to D
unde
e U
GB
Urb
an G
row
th B
ound
ary
(UG
B)
City
Lim
its
Bypa
ss A
ppro
ved
Cor
ridor
Segm
ent 1
Rig
ht-o
f-Way
Segm
ent 2
Rig
ht-o
f-Way
Brid
ges,
Ove
rcro
ssin
gs,
or U
nder
cros
sing
s
New
berg
Dun
dee
Day
ton
Loca
tor
Map
ID: F
ig_3
.10-
9_N
oise
FEIS
_Seg
2
Noi
se R
ecei
ver L
ocat
ions
%LIm
pact
ed >
10
dBA
Incr
ease
%LIm
pact
ed >
NA
AC
%LIm
pact
ed >
NA
AC
and
> 1
0 dB
A In
crea
se
! (
Ò
Acqu
ired
Und
er B
uild
Not
Impa
cted
%L
Newberg Dundee Bypass 3-355 Tier 2 FEIS Chapter 3. Noise and Vibration
Segments 3 and 4 In Segment 3, residential development includes a mix of neighborhood and rural residential development in proximity to the Bypass. The East Dundee Connector Road, from the Bypass to Oregon 99W, will pass through an area of residential development.The interchange in Segment 4 was included in the TNM model runs for the East Dundee Interchange area; the results for Segments 3 and 4 are discussed together.
The Preferred Alternative in this segment will include berms as visual elements. These berms are not included for the purpose of noise mitigation, but the use of berms was analyzed to determine whether they provided any reduction in noise for nearby residences. The berms resulted in a small reduction in sound levels in the area west of the interchange and northwest of the Bypass, and they reduced the number of impacted residences by 10 homes.
High levels of traffic noise in the vicinity of Oregon 99W and lower levels of ambient noise in the residential areas southwest of Oregon 99W characterize this area. Several subdivisions and rural residences are located in the vicinity of the Parks and Edwards Drives intersection and the 8th Street and Boysen Lane area. Many residences on larger lots are located in the area of Dundee, northeast of the Bypass and the East Dundee interchange. The area is heavily treed with varied topography. Rural residences on farmland are located west of the East Dundee Connector Road.
Modeled existing sound levels inside the Dundee urban growth boundary (UGB) and East Dundee Interchange area range from 32 to 71 dBA. 32 dBA is not a likely existing sound level for the project area, and the monitored sound level of 44 dBA was used to represent existing ambient conditions for that area. Modeled No Build sound levels are predicted to range from 34 to 73 dBA in the area. As with the existing model prediction of 32 dBA, 34 dBA is likely an underestimation of No Build sound levels for neighborhood locations. Build sound levels are predicted to range from 44 to 66 dBA.
The Bypass and East Dundee Connector Road will result in 58 noise impacts to residences in Segment 3 and Segment 4 due to substantial increases in noise of greater than 10 dBA over existing conditions. Only one of those impacts is predicted to also be a NAAC impact (exceeding 65 dBA). The noise impacts for Segments 3 and 4 are summarized in Table PA 3.10-10. Noise impacts for Segments 3 and 4 are shown in Figure PA 3.10-10.
3-35
6 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-10
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
ts 3
and
4: D
unde
e U
GB
to E
ast D
unde
e In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls (L
eq(h
) - d
BA
)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
)- dB
A)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
R49
H
wy
99
B/E
65
/70
65
66
1 61
-4
R50
H
idde
n M
eado
ws
Rd
B 65
40
41
1
50
10
Y 6
R51
H
idde
n M
eado
ws
Rd
B 65
39
40
1
52
13
Y 7
R52
R
ural
Res
iden
ce
B 65
40
41
1
65
25
Y 1
M12
/R53
H
idde
n M
eado
ws
Rd
B 65
32
(44)
34
2
56
12
Y 7
R54
H
agey
Rd
B 65
45
46
1
44
-1
R55
R
ural
Res
iden
ce
B 65
37
38
1
49
12
Y 3
R56
H
agey
Rd
B 65
44
46
2
45
1
R57
R
ural
Res
iden
ce
B 65
43
(43)
44
1
56
13
Y 1
R58
H
agey
Rd
B 65
47
(43)
49
2
50
7
R59
R
ural
Res
iden
ce
B 65
46
(43)
47
1
52
6
M16
/R60
R
ural
Res
iden
ce
B 65
46
(43)
48
2
63
17
Y 1
R61
R
ural
Res
iden
ce
B 65
47
(43)
48
1
56
13
Y 2
R61
a R
ural
Res
iden
ce
B 65
43
45
1
52
9
M15
/R62
H
agey
Rd
B 65
56
(53)
58
2
58
2
M13
/R63
Fo
x Fa
rm R
d B
65
69
70
1In
RO
Wa
R64
Fo
x Fa
rm R
d B
65
53
54
1 53
0
New
berg
Dun
dee
Byp
ass
3-35
7 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-10
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
ts 3
and
4: D
unde
e U
GB
to E
ast D
unde
e In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls (L
eq(h
) - d
BA
)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
)- dB
A)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
M14
/R65
D
unde
e B
65
53 (4
9)
55
2 59
6
R66
D
unde
e B
65
54
55
1 56
2
R67
D
unde
e B
65
57
59
2 57
0
R68
H
wy
99/D
unde
e B
65
71
73
266
-5
N
99
W –
in
form
a-tio
nal
R69
D
unde
e/E
dwar
ds D
r. B
65
42
44
2 47
5
R70
D
unde
e/8t
h St
. B
65
46
56
10
57
11
Y 6
R70
a R
ural
Res
iden
ce
B 65
39
41
2
54
15
Y 2
R71
D
unde
e/E
dwar
ds D
r. B
65
48
52
4 54
6
FM3/
R71
a D
unde
e/8t
h S
t. B
65
49
(47)
60
11
61
12
Y
Incl
uded
in
R70
M17
/R72
D
unde
e/E
dwar
ds D
r. B
65
48 (5
3)
52
4 63
10
Y
14
R72
a D
unde
e/E
dwar
ds D
r. B
65
43
46
3 52
9
R72
b D
unde
e/P
arks
Dr.
B 65
44
46
2
50
6
R72
c D
unde
e/P
arks
Dr.
B 65
45
47
2
51
6
R72
d D
unde
e/P
arks
Dr.
B 65
43
45
2
56
13
6
R72
e D
unde
e/10
th S
t. B
65
47
49
2 52
5
3-35
8 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-10
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
ts 3
and
4: D
unde
e U
GB
to E
ast D
unde
e In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls (L
eq(h
) - d
BA
)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
)- dB
A)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
R72
f D
unde
e/8t
h St
. B
65
48
50
2 50
2
FM4/
R72
g D
unde
e/P
arks
Dr.
B 65
45
(46)
47
2
48
3
M18
/R73
R
ural
Res
iden
ce
B 65
43
(46)
46
3
64
21
Y 2
To
tal
58
Sou
rce:
New
berg
Dun
dee
Byp
ass
Tier
2 F
inal
Noi
se a
nd V
ibra
tion
Anal
ysis
Tec
hnic
al M
emor
andu
m w
ith P
hase
1 A
dden
dum
, OD
OT
2012
. N
otes
: Mor
e de
taile
d in
form
atio
n on
rece
iver
loca
tion
figur
es a
nd d
escr
iptio
ns is
ava
ilabl
e in
App
endi
x B
. M
onito
red
valu
e us
ed a
s ex
istin
g sh
own
unde
rline
d.
Noi
se im
pact
s ar
e sh
own
in b
old.
a
In R
OW
– th
e re
ceiv
er is
in th
e rig
ht-o
f-way
for t
he p
roje
ct a
nd c
anno
t be
anal
yzed
for t
he fu
ture
Bui
ld c
ondi
tion.
C
hehalem Creek
Ch
ehal
e m C
ree k
, T
ribu
tary
B
H e s s C r e e k
T r i b u t a r y B
Chehalem
Cre
ek,
Trib
uta
ry A
ASH ST
OAK ST
6TH
ST
BOYSEN LN
LOGAN LN 8TH
ST
SMAN CT
2ND
ST
10TH
ST
GLE
N H
OLLO
W DR
WAT
ERF
FRY
ER
HIL
L R
D
PAR
KS
DR
FOX FARM R
EDWARDS DR
7TH
ST8T
H ST
9TH
ST
CEDAR ST
11TH
ST
ELM STMAPLE ST
MAPLE ST
12TH
ST
T TH S
T
NDEN LN
BIRCH ST
HEMLOCK ST
SPRUCE ST
HAWTHORNE CT
ALPINE ST
IONE ST
CHERRY ST
PLU
M
ST
PEACH ST
CHARDONAY ST
LAUREL ST
1ST
ST
3RD
ST
5TH
ST
TH S
T
JAMES MIC
FRO
N ST
HA
GE
Y R
D
DAYTO
N AVE
WIL
DWO
OD
RD
PIERCE DR
MEADOWS LOOP
HIDDEN MEADOWS RD
T
SE 3
RD S
T
RA
MS
EY
RD
TRILLIU
M LN
LOG
GE
R L
N
East Dundee C
onne
ctor
Roa
d
% L
% L
% L
% L% L
% L
% L % L
% L % L% L
% L
% L! (
Ò
% L
% L % L% L
% L% L % L
% L % L
% L
% L
% L
% L% L% L
% L
% L
% L% L
% L
% Ln
dee
nd
ee
CÈ
Col
umbi
a Em
pire
Fa
rms
Col
umbi
a Em
pire
Fa
rms
Limits
UGB
Willamette & Pacific Railro
ad
8th
Stre
etO
verc
ross
ing
Opt
ion
New
ber
gN
ewb
erg
UGB
Wil
lam
ett
eR
ive
r
;
R72
f
FM4/
R72
gR
72d
R72
e
R72
c
R72
bM
17/R
72
R72
aR71
FM3/
R71
a
M13
/R63
R58
R59
M16
/R60
R57
R55
R66
M14
/R65
R52R50FM
5/R
45a
RR
R44
jR
44
R70R69
R68
R67
R64
R61
R56
R54
R51
R4
R61
a
R70
a
M18
/R73
M15
/R62
M12
/R53
050
01,
000
1,50
0
Feet´
Figu
re P
A 3.
10-1
0 P
refe
rred
Alte
rnat
ive
Noi
se Im
pact
sSe
gmen
t 3 a
nd 4
: Dun
dee
UG
B to
Eas
t Dun
dee
Inte
rcha
nge
New
berg
Dun
dee
Day
ton
Loca
tor
Map
ID: F
ig_3
.10-
8_N
oise
FEIS
_Seg
3&4
11-2
3-20
11
Noi
se R
ecei
ver L
ocat
ions
% LIm
pact
ed >
10
dBA
Incr
ease
% LIm
pact
ed >
NA
AC
% LIm
pact
ed >
NA
AC
and
> 1
0 dB
A In
crea
se
! (
Ò
Acqu
ired
Und
er B
uild
Not
Impa
cted
% L
Urb
an G
row
th B
ound
ary
(UG
B)
City
Lim
its
Byp
ass
App
rove
d C
orrid
or
Brid
ges,
Ove
rcro
ssin
gs,
or U
nder
cros
sing
s
Seg
men
t 2 R
ight
-of-W
ay
Seg
men
t 3 R
ight
-of-W
ay
Seg
men
t 5 R
ight
-of-W
ay
Seg
men
t 4 R
ight
-of-W
ay
360 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Segment 5 In Segment 5, the Bypass will be located between SP Newsprint and a neighborhood. Modeled existing sound levels in the West Newberg area range from 41 to 61 dBA and No Build sound levels range from 42 to 66 dBA. Build Alternative sound levels range from 56 to 70 dBA. Predicted sound levels at some first row residential receptors are expected to exceed the NAAC. Noise impacts are shown in Table PA 3.10-11.
Scott Leavitt Park and 177 residences are predicted to be noise impacted. Eleven of these residences are predicted to experience sound levels that also exceed the NAAC of 65 dBA. The majority of noise impacts are substantial increase noise impacts with sound level increases ranging from 10 to 20 dBA. Ewing S. Young Park is not predicted to be noise impacted.
Predicted impacts for receivers in the SP Newsprint area are shown in Figure PA 3.10-11.
Segment 6 There are two residential neighborhoods in the vicinity of the Oregon 219 Interchange. The Avalon Park neighborhood is located south of the Bypass, and Springwood Estates is located north of the Bypass. Figure PA 3.10-11 shows noise impacts for Segment 6.
In the Avalon Park neighborhood, residences that back onto Oregon 219 currently have sound levels that exceed the ODOT absolute noise impact criteria of 65 dBA. Existing sound levels range from 51 to 69 dBA at receivers in this neighborhood. Future No Build Alternative sound levels are estimated to be 54 to 71 dBA. Predicted Build Alternative sound levels for the Avalon Park neighborhood are predicted to range from 59 to 66 dBA, exceeding the noise impact criterion of 65 dBA at residences on the north and east sides of the neighborhood (exposed to the Bypass and Oregon 219, respectively).The magnitude of the noise impact to residences adjacent to Oregon 219 will be reduced slightly in comparison to existing sound levels because the elevated highway shields the residences from the line of sight to the Bypass traffic and the traffic on Oregon 219 north of the Bypass. However, the addition of the interchange ramps and Bypass will cause additional residences to be impacted at sound levels that do not currently exceed the impact criteria.
Springwood Estates is located at the intersection of Springbrook Street and Wilsonville Road. Predicted existing sound levels throughout the entire neighborhood (and including a new cul-de-sac subdivision at the intersection of Springbrook Road and Wilsonville Road) range from 47 to 65 dBA. Approximately six residences located on the west side of Springbrook Estates on Springbrook Road have noise levels currently meeting the NAAC. No Build Alternative (2035) sound levels are estimated to be 47 to 58 dBA. Estimated future (2035) Preferred Alternative sound levels for the neighborhood are predicted to be 55 to 67 dBA. A substantial increase in noise impacts is predicted for the first row of receivers on the eastern half of the neighborhood.
The Segment 6 noise impacts are summarized in Table PA 3.10-12. Forty-one residential noise impacts are predicted in the Oregon 219 interchange area. Of those 41 noise impacts, 22 impacts exceed the NAAC.
New
berg
Dun
dee
Byp
ass
3-36
1 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-11
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
t 5: W
est N
ewbe
rg
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
cts
R34
SP
New
sprin
t F
-- 50
55
5
62
12
N
R35
M
ill Ar
ea
B 65
46
48
2
61
15
Y
43
R35
a M
ill Ar
ea
B 65
61
66
5
63
2 N
R35
b M
ill Ar
ea
B 65
59
64
5
63
4 N
R35
c M
ill Ar
ea
B 65
60
65
5
63
3 N
R36
M
ill Ar
ea
B 65
45
48
3
57
12
Y
15
R37
M
ill Ar
ea
B 65
47
48
1
64
17
Y
14
R37
a M
ill Ar
ea
B 65
54
53
-1
68
14
Y
2
R37
b M
ill Ar
ea
B 65
53
53
0
70
17
Y 2
R37
c M
ill Ar
ea
B 65
53
53
0
70
17
Y 2
R37
d M
ill Ar
ea
B 65
54
55
1
70
16
Y 2
FM6/
R37
e M
ill Ar
ea
B 65
55
(62)
58
3
69
7 Y
3
M10
/R38
S
cott
Leav
itt
Par
kC
65
48
(54)
49
1
62
14
Y Pa
rka
R39
M
ill Ar
ea
B 65
53
(49)
52
-1
63
10
Y
6
R40
M
ill Ar
ea
B 65
50
(49)
50
0
62
12
Y 5
R41
M
ill Ar
ea
B 65
53
(49)
53
0
57
4 N
M11
/R42
M
ill Ar
ea
B 65
52
(49)
53
1
61
12
Y 5
3-36
2 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-11
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
t 5: W
est N
ewbe
rg
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
cts
R43
M
ill Ar
ea
B 65
44
45
1
61
17
Y
14
R44
W
oodv
iew
Apt
s B
65
43
44
1 60
17
Y
Use
a-k
recb
R44
a W
oodv
iew
Apt
s B
65
44
45
1 58
14
Y
3
R44
aUP
W
oodv
iew
Apt
s B
65
45
46
1 59
14
Y
3
R44
b W
oodv
iew
Apt
s B
65
41
42
1 60
19
Y
4
R44
bUP
W
oodv
iew
Apt
s B
65
42
43
1 62
20
Y
4
R44
c W
oodv
iew
Apt
s B
65
44
45
1 57
13
Y
3
R44
cUP
W
oodv
iew
Apt
s B
65
46
46
0 58
12
Y
3
R44
d W
oodv
iew
Apt
s B
65
45
46
1 56
11
Y
3
R44
dUP
W
oodv
iew
Apt
s B
65
46
46
0 57
11
Y
3
R44
e W
oodv
iew
Apt
s B
65
46
46
0 56
10
Y
3
R44
eUP
W
oodv
iew
Apt
s B
65
48
48
0 57
9
N
R44
f W
oodv
iew
Apt
s B
65
42
43
1 60
18
Y
3
R44
fUP
W
oodv
iew
Apt
s B
65
44
45
1 62
18
Y
3
R44
g W
oodv
iew
Apt
s B
65
42
43
1 61
19
Y
3
R44
gUP
W
oodv
iew
Apt
s B
65
45
45
0 64
19
Y
3
R44
h W
oodv
iew
Apt
s B
65
42
43
1 59
17
Y
4
R44
hUP
W
oodv
iew
Apt
s B
65
45
45
0 60
15
Y
4
New
berg
Dun
dee
Byp
ass
3-36
3 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-11
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
(203
5) in
Seg
men
t 5: W
est N
ewbe
rg
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
cts
R44
i W
oodv
iew
Apt
s B
65
48
47
-1
61
13
Y 3
R44
iUP
W
oodv
iew
Apt
s B
65
49
48
-1
62
13
Y 3
R44
j W
oodv
iew
Apt
s B
65
48
47
-1
58
10
Y 3
R44
jUP
W
oodv
iew
Apt
s B
65
49
48
-1
59
10
Y 3
R44
k W
oodv
iew
Apt
s B
65
50
49
-1
56
6 N
R44
kUP
W
oodv
iew
Apt
s B
65
50
50
0 58
8
N
R44
l W
oodv
iew
Apt
s B
65
55
54
-1
58
3 N
R44
lUP
W
oodv
iew
Apt
s B
65
55
54
-1
59
4 N
R45
M
ill Ar
ea
B 65
46
46
0
58
12
YU
se a
-k re
cb
FM5/
R45
a E
win
g Yo
ung
Par
kC
65
42
(47)
43
1
51
4 N
R46
M
ill Ar
ea
B 65
42
43
1
61
19
Y 3
Sou
rce:
New
berg
Dun
dee
Byp
ass
Tier
2 F
inal
Noi
se a
nd V
ibra
tion
Anal
ysis
Tec
hnic
al M
emor
andu
m w
ith P
hase
1 A
dden
dum
, OD
OT
2012
. N
otes
: Mor
e de
taile
d in
form
atio
n on
rece
iver
loca
tion
figur
es a
nd d
escr
iptio
ns is
ava
ilabl
e in
App
endi
x B
. M
onito
red
valu
e us
ed a
s ex
istin
g sh
own
unde
rline
d.
Noi
se im
pact
s ar
e sh
own
in b
old.
a
Sco
tt Le
avitt
Par
k is
impa
cted
b
R44
and
R45
wer
e th
e D
EIS
rece
iver
s fo
r the
Woo
dvie
w A
partm
ents
. Rec
eive
rs R
44a-
R44
k (a
nd th
e U
P) r
ecei
vers
repr
esen
t pre
dict
ed s
ound
leve
ls a
t spe
cific
apa
rtmen
t uni
ts m
ore
accu
rate
ly.
3-36
4 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-12
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts,
Seg
men
t 6: O
rego
n 21
9 In
terc
hang
e A
rea
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No-
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
R22
R
ural
resi
denc
e B
65
46
48
2 68
22
Y
1
M8/
R23
S
prin
gbr.
Est
. B
65
46
(50)
48
2
61
11
Y 7
R23
a S
prin
gbr.
Est
. B
65
48
51
3
55
7 N
R23
b S
prin
gbr.
Est
. B
65
49
51
2
57
8 N
R24
Ea
st o
f Byp
ass
B 65
45
47
2
63
18
Y 2
R25
Ea
st o
f Byp
ass
B 65
50
52
2
57
7 N
R26
Ea
st o
f Byp
ass
B 65
55
57
2
62
7 N
R26
a Ea
st o
f Byp
ass
B 65
51
53
2
55
4 N
R27
S
prin
gbr.
Est
. B
65
48
51
3
67
19
Y 6
R27
a S
prin
gbr.
Est
. B
65
54
56
2
58
4 N
R27
b S
prin
gbr.
Est
. B
65
51
53
2
58
7 N
R27
c S
prin
gbr.
Est
. B
65
47
50
3
64
17
Y 4
R27
d S
prin
gbr.
Est
. B
65
47
49
2
63
16
Y 3
R27
e S
prin
gbr.
Est
. B
65
47
49
2
62
15
Y 3
M9/
R28
S
prin
gbr.
Est
. B
65
53
(45)
56
3
In R
OW
a
R28
a S
prin
gbr.
Est
. B
65
54
56
2
67
13
Y 3
R28
b N
ew S
ubdi
v.
B 65
56
58
2
64
8 N
R28
c N
ew S
ubdi
v.
B 65
53
56
3
61
8 N
New
berg
Dun
dee
Byp
ass
3-36
5 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-12
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts,
Seg
men
t 6: O
rego
n 21
9 In
terc
hang
e A
rea
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No-
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
R28
d N
ew S
ubdi
v.
B 65
52
54
2
60
8 N
R28
e N
ew S
ubdi
v.
B 65
62
64
2
61
-1
N
R28
f N
ew S
ubdi
v.
B 65
59
61
2
62
3 N
R29
S
prin
gbr.
Est
. B
65
65
68
3
61
-4
N
R29
a S
prin
gbr.
Est
. B
65
55
58
3
58
3 N
R29
b S
prin
gbr.
Est
. B
65
50
52
2
55
5 N
R30
H
wy
219
E 70
61
63
2
65
4 N
R31
Av
alon
B
65
59
61
2 66
7
Y 6
R31
a Av
alon
B
65
53
55
2 62
9
N
R31
b Av
alon
B
65
51
54
3 59
8
N
R31
c Av
alon
E
70
56
58
2 61
5
N
R32
A
valo
n B
65
69
71
2
66
-3
Y 6
R33
O
rego
n 21
9 B
65
62
65
3 In
RO
Wa
N
Tota
l 41
S
ourc
e: N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
Fin
al N
oise
and
Vib
ratio
n An
alys
is T
echn
ical
Mem
oran
dum
with
Pha
se 1
Add
endu
m, O
DO
T 20
12.
Not
es: M
ore
deta
iled
info
rmat
ion
on re
ceiv
er lo
catio
n fig
ures
and
des
crip
tions
is a
vaila
ble
in A
ppen
dix
B.
Mon
itore
d va
lue
used
as
exis
ting
show
n un
derli
ned.
N
oise
impa
cts
are
show
n in
bol
d.
a R
ecei
ver i
s lo
cate
d in
the
Rig
ht-o
f-Way
and
impa
cts
cann
ot b
e an
alyz
ed fo
r the
Pre
ferr
ed A
ltern
ativ
e.
Hess Creek
Tributary
C
H e s s Cr e ek N o r t h
C
hehalem Creek
k, T
ribu
tary
A
S p r in g B ro o k
GLE
N H
OLLO
W DR
WAT
ERFR
ONT
STCOLLEGE ST
RD
CEDAR CREEK DR
CO
BB
LE C
RE
EK
DR
WYNOOSKI ST
MILL PL
14TH
ST
4TH
ST
ZARD L
N
SH
ER
IDA
N S
T
SUN
NYC
RE
ST RD
ELLIOTT RD
MAIN ST
HA
NC
OC
K S
T
SU
NN
YC
RE
ST R
D
FER
NW
OO
D R
D
COLLEGE ST
9TH
ST
Y EVEREST RD
CHURCH ST
3RD
ST
2ND
ST
JAMES ST MIC
HE
LLE
ST
10TH
ST
SCHOOL ST
FRONTIER LN
BLAINE ST
7TH
ST
WASHINGTON ST
GARFIELD ST 8TH
ST
CARLTON WAY
SH
ER
IDA
N S
T MERIDIAN ST
PACIFIC ST
COLUMBIA ST
WILLAMETTE ST
CHEHALEM ST
RIVER ST
CENTER ST
EDWARDS ST
SCSCHOOL ST
HOWARD ST
BLAINE ST
GARFIEL
HA
NC
OC
K S
T
13TH
ST
12TH
ST
11TH
CT
11TH
ST
10TH
ST
9TH
ST
COLLEGE ST
7TH
ST
2ND
ST
3RD
ST
4TH
ST
DAYTON AVE6T
H S
T
5TH
ST
GRANT ST
LINCOLN ST
HARRISON ST
HE
RID
AN
ST
HA
WASHINGTON ST
MERIDIAN ST
SPRINGBROOK RD
EVEREST STROGERS LA
NDING R
D
DOG RIDGE RD
SANDOZ RD WY
NO
OS
KI R
D
WYNOOSKI RD
ADOLF RD
ILDW
OOD
RD
PIERCE DR
MEADOWS LOOP
HIDDEN MEADOWS RD
STEVENSON RD
2ND
ST
BINA DR
3RD
ST
MERIDITH DR
DORIS DR
ARDUS DR
CORINNE DR
ELVA DR
HILLS
BO
RO
-SILV
ER
TON
HW
Y
OLD HWY 99W
N LN
ES
RD
%L %L
%L
%L%L
%L%L
%L%L
! (
Ò
%L
%L
%L%L
! (
Ò
%L
%L%L
%L%L
%L%L
%L%L
%L
%L%L
%L
%L
%L
%L
%L
%L
%L
%L
%L %L
%L%L
%L
%L%L
%L %L%L
%L %L
%L
%L %L %L
%L%L
%L %L%L %L%L%L%L%L %L%L%L%L
%L%L%L%L
%L %L%L %L%L%L%L%L %L%L%L%L
%L %L%L%L%L%L
%L%L
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AÜ
Wil
lam
ette
Riv
er
Col
umbi
a Em
pire
Fa
rms
SP N
ewsp
rint
Willa
mette &
Pac
ific R
ailroa
d
UG
B
City Limits
T r ib u t a ry A
New
ber
gN
ewb
erg
Sand
oz R
dC
ul-d
e-sa
c
Indu
stri
al P
KW
YC
ul-d
e-sa
c
R51
R50
R52
R48
R46
R40R
39
R41
R37R
35R
36
R34
R33
R31
R32
R30
R26R25
R27
R24
R29
R21
R20
R22
R19
R27
eR
27d R27
c
R35
cR
35b
R28
f
R28
eR
37d
R37
cR
37b
R14
f
R14
eR
14d
R19
a
R23
a
R23
b R31
cR
31b
R31
a
R16
aR
20a R
20b
R35
a
M7/
R18
M12
/R53
M11
/R42
FM5/
R45
a
R28
d
R28
c
R28
bR
28a
R37
a
R27
bR
27a
R29
bR
29a
M8/
R23
M9/
R28
M10
/R38
FM6/
R37
e
´0
500
1,00
01,
500
Feet
Figu
re P
A 3.
10-1
1 P
refe
rred
Alte
rnat
ive
Noi
se Im
pact
sSe
gmen
ts 5
and
6: W
est N
ewbe
rg to
Ore
gon
219
Inte
rcha
nge
%L
%L%L
%L %L
%L %L
%L
%L
%L%L
%L%L%L%L
%L %L
%L %L
%L
%L
%L%L
%L%L%L%L
R44
h
R45
R44
R43
R44
lR
44k
R44
j
R44
i
R44
g
R44
f
R44
eR
44d
R44
c
R44
b
R44
a
R44
lUP
R44
iUP
R44
eUPR44
cUP
R44
bUP
Inse
t
See
Inse
t
Noi
se R
ecei
ver L
ocat
ions
% LIm
pact
ed >
10
dBA
Incr
ease
% LIm
pact
ed >
NA
AC
% LIm
pact
ed >
NA
AC
and
> 1
0 dB
A In
crea
se
% LN
ot Im
pact
ed
! (
Ò
Acqu
ired
Und
er B
uild
Map
ID: F
ig_3
.10-
11_N
oise
_FEI
S_S
eg5&
6 11
-23-
2011
New
berg
Dun
dee
Day
ton
Loca
tor
Urb
an G
row
th B
ound
ary
(UG
B)
City
Lim
its
Brid
ges,
Ove
rcro
ssin
gs,
or U
nder
cros
sing
s
Seg
men
t 5 R
ight
-of-W
ay
Seg
men
t 6 R
ight
-of-W
ay
Seg
men
t 7 R
ight
-of-W
ay
Seg
men
t 4 R
ight
-of-W
ay
Newberg Dundee Bypass 3-367 Tier 2 FEIS Chapter 3. Noise and Vibration
Segment 7 The Bypass will be located between the golf course property and the Providence Newberg Medical Center property. Since the completion of the Tier 2 DEIS noise analysis, two additional retirement communities have been constructed near the intersection of Providence Drive and Hayes Street. Arbor Oaks is an Alzheimer’s care community on Werth Road. Portland Community College (PCC) has also built a satellite campus on the parcel of land south of the Oak Meadows neighborhood. Figure PA 3.10-12 shows noise impacts for Segment 7.
The Preferred Alternative avoids noise impacts to the Providence Newberg Healing Garden, the eastern houses in the Oaks at Springbrook neighborhood, and the single residence located south of Fernwood Road. Because the Bypass will be located to the east and will be semi-depressed to pass under Fernwood Road, Fernwood Road will be elevated slightly over the Bypass which will provide noise shielding to the residences in closest proximity to the Bypass. The anticipated construction of additional medical offices on the Providence property east of Providence Drive in this area could change the assessment of noise impacts for the medical center campus. A proposed medical building could potentially be constructed just adjacent to the Bypass. This building would likely be noise impacted and may be vibration impacted based on the proximity to the Bypass, but it is not known whether the building will have any outdoor use areas or windows that open for ventilation. It is also not known whether the medical building or the Bypass will be constructed first.
Modeled existing sound levels in the area range from 44 dBA to 62 dBA. Predicted No Build Alternative sound levels for this area range from 46 to 68 dBA.
Predicted future sound levels range from 50 to 68 dBA, with substantial increase noise impacts of 10 to 21 dBA. The numbers of noise impacts that will occur in Segment 7 are shown in Table PA 3.10-13. The noise impacts in Segment 7 include 22 residences, the Chehalem Glenn Golf Course, the Recreation Center outdoor use area (patio) at Springbrook Meadows, PCC, and the garden of Arbor Oaks. Predicted sound levels at 8 residences and a portion of the golf course are predicted to exceed the NAAC; all noise impacts are also substantial increase impacts.
Earthborne Vibration at the Providence Newberg Medical Center Under the Preferred Alternative, the Bypass will be located approximately 590 feet away from the operating rooms located within the east side of the existing Providence Newberg Medical Center. Operating room activities and equipment may potentially be sensitive to vibration, and an analysis of the potential for vibration impacts was performed. The 590-foot setback will be beyond the 100-foot distance established by Caltrans to be the minimum distance providing protection from traffic vibration impacts to sensitive operations. The existing medical center building is approximately 525 feet from the Bypass right-of-way.
Construction of the Bypass will occur beyond the distance of concern. Pile driving will occur at approximately 1,340 feet for the Springbrook Creek bridge, which is outside the 600-foot distance of concern. Figure PA 3.10-1 shows the location of the Preferred Alternative right-of-way for the Bypass in relation to the existing medical building (shown in red).
Figure PA 3.10-1 also shows the footprints of the proposed medical center expansion and new buildings (shown in blue). The shortest distance between the Preferred Alternative and the expanded medical center building will be 420 feet. This distance is beyond the 200-foot limit of potential construction vibration impacts to sensitive operations and the 100-foot limit for traffic impacts. Pile driving will occur at approximately 1,340 feet from the expanded medical center building and 1,090 feet from
3-368 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
the proposed southerly medical office building. Both distances are adequate to protect the medical center from earthborne vibration impacts. If the southerly proposed medical office building is built prior to the construction of the Preferred Alternative, Bypass construction activities will occur within the 200-foot zone of concern. It is not known whether the medical office building will house any vibration-sensitive equipment, such as imaging equipment. The building corner is located approximately 55 feet from the edge of the Bypass travel lanes. This distance is within the 100-foot distance of concern for heavy truck traffic, and the 150-foot distance stated for the threshold of perception.
If the medical building is completed before construction of the Preferred Alternative,ODOT will revisit the analysis of the minimum distances to construction and freeway traffic and mitigation for vibration impacts will then be established if necessary.
New
berg
Dun
dee
Byp
ass
3-36
9 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-13
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
for S
egm
ent 7
: Eas
t New
berg
to E
ast N
ewbe
rg In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
ctsa
FM7/
R10
a M
edic
al
Cen
ter
C
65
54 (5
1)
57
3 59
8
N
R11
M
edic
al
Cen
ter
C
65
53
55
2 58
5
N
M4/
R12
G
olf C
ours
e C
65
50
(51)
51
1
In R
OW
b
R13
G
olf C
ours
e B
65
46
47
1 53
7
N
M5/
R14
G
olf C
ours
e C
65
44
(43)
46
2
64
20
Y
Gol
f Cou
rse
R14
a G
olf C
ours
e C
65
47
49
2
62
15
Y
#3 te
e-of
f
R14
b G
olf C
ours
e C
65
44
46
2
56
12
Y H
ole
#1
R14
c G
olf C
ours
e C
65
46
47
1
58
12
Y
#1 te
e-of
f
R14
d G
olf C
ours
e C
65
45
48
3
66
21
Y
#18
tee-
off
R14
e G
olf C
ours
e C
65
45
47
2
63
18
Y H
ole
#17
R14
f G
olf C
ours
e C
65
45
47
2
60
15
Y H
ole
#14
R14
g G
olf C
ours
e C
65
44
46
2
54
10
Y H
ole
#16
R15
O
akM
eado
ws
B 65
47
49
2
56
9 N
R15
a S
prin
gbro
ok
Mea
dow
s B
65
53
58
5 68
15
Y
8
R15
b S
prin
gbro
ok
Mea
dow
s B
65
47
50
3 59
12
Y
4
3-37
0 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-13
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
for S
egm
ent 7
: Eas
t New
berg
to E
ast N
ewbe
rg In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
ctsa
R15
c S
prin
gbro
ok
Mea
dow
s B
65
47
49
2 54
7
N
FM8/
R15
d S
prin
gbro
ok
Mea
dow
s B
65
48 (4
8)
51
3 58
10
Y
2 +
Rec
ce
nter
R16
O
akM
eado
ws
B 65
46
48
2
61
15
Y 8
R16
a O
akM
eado
ws
B 65
53
56
3
56
3 N
R16
b O
akM
eado
ws
B 65
46
48
2
54
8 N
R16
c O
akM
eado
ws
B 65
46
48
2
52
6 N
R16
d Ar
bor O
aks
C
65
46
47
1 68
22
N
(n
ot a
n ou
tdoo
r use
ar
ea)
R16
e Ar
bor O
aks
C
65
45
48
3 62
17
N
R16
f PC
C
C
65
47
50
3 59
12
Y
P
CC
R16
g Ar
bor O
aks
C
65
45
47
2 55
10
Y
Gar
den
area
M6/
R17
G
olf C
ours
e B
65
45 (4
9)
46
1 50
5
N
M7/
R18
Th
e O
aks
B 65
62
(54)
66
12
62
8
N
R19
Th
e O
aks
B 65
64
68
4
60
-4
N
R19
a Th
e O
aks
B 65
53
55
2
61
8 N
New
berg
Dun
dee
Byp
ass
3-37
1 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-13
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
for S
egm
ent 7
: Eas
t New
berg
to E
ast N
ewbe
rg In
terc
hang
e
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Impa
ctsa
R20
Th
e O
aks
B 65
55
56
1
59
4 N
R20
a Th
e O
aks
B 65
48
50
2
51
3 N
R20
b Th
e O
aks
B 65
48
51
3
52
4 N
R21
Th
e O
aks
B 65
55
55
0
58
3 N
Tota
l 22
resi
denc
es, G
olf C
ours
e, R
ecre
atio
n C
ente
r at S
prin
gbro
ok M
eado
ws,
PC
C, a
nd th
e ga
rden
of A
rbor
Oak
s S
ourc
e: N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
Fin
al N
oise
and
Vib
ratio
n An
alys
is T
echn
ical
Mem
oran
dum
with
Pha
se 1
Add
endu
m, O
DO
T 20
12.
Not
es: M
ore
deta
iled
info
rmat
ion
on re
ceiv
er lo
catio
n fig
ures
and
des
crip
tions
is a
vaila
ble
in A
ppen
dix
B.
Mon
itore
d va
lue
used
as
exis
ting
show
n un
derli
ned.
N
oise
impa
cts
are
show
n in
bol
d.
a Im
pact
s to
non
-Res
iden
ces
are
desc
ribed
in th
e no
tes
to in
dica
te th
e la
nd u
se, e
.g.,
golf
cour
se, P
CC
, or t
he re
crea
tion
cent
er o
r gar
den
area
s fo
r the
nam
ed re
tirem
ent c
omm
uniti
es. R
16d
and
R16
e w
ere
plac
ed a
t the
Arb
or O
aks
com
mun
ity b
uild
ing
but d
o no
t rep
rese
nt o
utdo
or u
se a
reas
, so
they
are
not
use
d to
qua
ntify
an
impa
ct.
b Th
e re
ceiv
er is
in th
e R
ight
of W
ay fo
r the
pro
ject
and
can
not b
e an
alyz
ed fo
r the
futu
re B
uild
con
ditio
n.
Sp r ing B r o ok
Spring Brook
Spring Brook
Sprin
g B
rook
Spring Bro
ok Trib
utary
C
Spr ing B r o ok
Tr ibu ta
ry D
Tributary B
Tributary A
S p r in g B ro o k
STRE
EDS
LN
CEDAR CREEK DR
CO
BB
LE C
RE
EK
DR
SPRINGBROOK RD
CR
ES
TVIE
W D
R SPRINGBROOK RD
BIR
DH
AVE
N L
OO
PBLU
E HERON C
T
WES
TLAK
E LO
OP
WESTLAKE LOOP
SC
HA
AD
VIE
W D
R
LAKE SHORE DR
RE
X D
R
SIE
FKE
N L
N
HARMONY LN
OLD PARRETT MTN RD
OLD PARRETT MTN RD
DO
UG
LAS
AV
E
DEBORAH RD
FILBERT CTNU
T AV
E
CR
ES
TVIE
W D
RC
RE
STV
IEW
DR
OLD
P
OLD PARRETT MTN RD
FER
NW
OO
D R
DO
OD
RD
HE
ATE
R S
T
MEADOW LN
MADRONA ST
LIBRA ST
GEMINI STGEMINI LN
VITTORIA WAY
CEDAR ST
EMERY DR
OR
TH A
VE
ANNA DR
SCHAAD RD
VERI
TAS
LN
CO
RR
AL C
RE
EK R
D
SPRINGBROOK RD
HADLEY RD
NEWALL RDLAUREN LN
KLIMEK LN
COFFEY LN
%L
%L
%L
%L%L
%L%L
%L
%L
%L! (
Ò
%L%L %L
%L%L %L
%L
%L%L
%L%L
%L%L
%L
%L%L%L
%L
%L%L
%L
%L
%L %L
! (
Ò
%L
%L%L
%L
%L
%L
%L %L %L
%L
%L%L
%L
%L%L
%L %L
%L
%L%L
%L%L%L
%L
New
ber
gN
ewb
erg
CÈ
New
berg
Prov
iden
ce
Hos
pita
lCÈ
UGB
City
Lim
its
CPR
D G
olf C
ours
ePaci f ic Rail r oa d
Futu
re C
ity o
fN
ewbe
rg R
oad
R28
e
R8
R9
R3
R4
R2
R24
R29
R22
R19
R16
R13
R16
f
R16
eR15
c
R14
g
R14
f
R14
e
R14
d
R14
c
R14
bR14
a
R19
a
R23
a
R20
a
R29
a
M2/
R6
M1/
R5
R7
R9a
R27
R21
R20
R15
R11
R16
g
R27
eR
27d
R27
c
R28
d
R16
dR
16c
FM8/
R15
d
FM7/
R10
a
M4/
R12
M5/
R14
M6/
R17
M7/
R18
M3/
R10
M8/
R23
R29
b
R20
b
R16
a
R23
b
R15
aR
15b
R27
a
R27
b
R16
bFi
gure
PA
3.1
0-12
Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
Segm
ent 7
: Eas
t New
berg
to E
ast N
ewbe
rg In
terc
hang
eSe
gmen
t 8.1
: Eas
t New
berg
Inte
rcha
nge
Segm
ent 8
.1A
: Rex
Hill
Urb
an G
row
th B
ound
ary
(UG
B)
City
Lim
itsBy
pass
App
rove
d C
orrid
orBr
idge
s, O
verc
ross
ings
, or
Und
ercr
ossi
ngs
Segm
ent 7
Rig
ht-o
f-Way
Segm
ent 8
.1 R
ight
-of-W
ay
Segm
ent 8
.1A
Rig
ht-o
f-Way
Futu
re C
ity o
f New
berg
Roa
d
050
01,
000
1,50
0
Feet
´PARRETTNTAIN RD
REX
QUARRY
SCH
AA
D V
IEW
Cedar
Cre
e
kTrib
utar
y C
%L
%L
%L
%L
Was
hin
gto
n C
oun
tyW
ashi
ngt
on
Co
unty
Ya
mh
ill C
oun
tyY
am
hill
Cou
nty
R1
R3
R4
R2
Inse
t
See
Inse
t
Map
ID: F
ig_3
.10-
12_N
oise
_FE
IS_S
eg7&
8 11
-23-
2011
New
berg
Dun
dee
Day
ton
Loca
tor
Noi
se R
ecei
ver L
ocat
ions
%LIm
pact
ed >
10
dBA
Incr
ease
%LIm
pact
ed >
NA
AC
%LIm
pact
ed >
NA
AC
and
> 1
0 dB
A In
crea
se
! (
Ò
Acq
uire
d U
nder
Bui
ld
Not
Impa
cted
%L
Newberg Dundee Bypass 3-373 Tier 2 FEIS Chapter 3. Noise and Vibration
Segments 8.1 and 8.1A Land uses adjacent to Oregon 99W are a mix of residential and commercial properties. No substantial noise increase impacts of 10 dBA are predicted for this area because Oregon 99W already contributes to elevated sound levels in the area. Figure PA 3.10-12 shows residential noise impacts for these segments.
On the north side of the Bypass in the vicinity of the interchange are the Rex Hill Winery and a residence just north of the railroad tracks. Existing sound levels are estimated at 69 dBA in that area. The No Build Alternative sound level is predicted to be 71 dBA, meaning that both the winery and the residence exceed their respective NAACs. The Preferred Alternative sound level is predicted to be 67 dBA. The residence is predicted to be noise impacted under the Preferred Alternative; sound levels at that residence also exceed the NAAC of 65 dBA under existing and No Build conditions.
East of the Rex Hill interchange are residences and an Activity Category E (winery) property located adjacent to Oregon 99W. All residences that are first row receptors on both sides of 99W are predicted to have sound levels exceeding the noise abatement criteria under existing and No Build Alternative conditions. These residential locations will remain noise-impacted under the Preferred Alternative.
Estimated numbers of impacts for Segments 8.1 and 8.1A are summarized in Table PA 3.10-14.
Future Oregon 99W Under the Preferred Alternative Under the Preferred Alternative, noise levels on Oregon 99W will generally improve as compared to the No Build Alternative due to reduced traffic volumes. The reduction of traffic volumes will result in a benefit to residences and other developed properties on Oregon 99W, because sound levels at many properties that currently exceed the NAAC will no longer exceed the criteria. The number of reductions in noise impacts under the Preferred Alternative was not quantified for land uses on Oregon 99W in areas where no construction related to the Bypass would occur.
Indirect Impacts No indirect noise impacts from the Preferred Alternative are expected. Noise impacts are quantified as direct impacts. An indirect visual impact may occur if noise barriers are constructed. Residents will vote on whether they are in favor of a proposed noise barrier.
3-37
4 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-14
. Pre
ferr
ed A
ltern
ativ
e N
oise
Impa
cts
for S
egm
ents
8 a
nd 8
.1A
: Eas
t New
berg
Inte
rcha
nge
and
Rex
Hill
Rec
eive
r A
rea
Land
U
se
Cat
egor
y O
rego
n N
AA
C
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
035)
Pr
efer
red
Alte
rnat
ive
(203
5)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
TNM
No
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) -
dBA
)
Incr
ease
ov
er
Exis
ting
(dB
A)
Miti
gatio
n A
naly
sis?
Estim
ated
N
umbe
r of
Im
pact
s
R1
Parre
t Mtn
B
65
68
70
2 70
2
Y 8
R2
Parre
t Mtn
B
65
67
69
2 70
3
Y 6
R3
Parre
t Mtn
B
65
72
73
1 74
2
Y 4
R4
Parre
t Mtn
E
70
60
62
2 63
3
N
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69
71
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99W
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B 65
50
51
1
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B 65
48
50
2
53
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B 65
60
61
1
62
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99
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terc
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OW
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terc
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(51)
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l 19
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ourc
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unde
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ypas
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er 2
Fin
al N
oise
and
Vib
ratio
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alys
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echn
ical
Mem
oran
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with
Pha
se 1
Add
endu
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DO
T 20
12.
Not
es: M
ore
deta
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info
rmat
ion
on re
ceiv
er lo
catio
n fig
ures
and
des
crip
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is a
vaila
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in A
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a
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Newberg Dundee Bypass 3-375 Tier 2 FEIS Chapter 3. Noise and Vibration
Construction noise levels typically range from 70 to 100 dBA at sites located 50 feet from the noise source.
Construction Impacts During construction of the Preferred Alternative, construction equipment will generate noise on a temporary basis for the duration of project construction. There is the potential for a temporary but major increase in localized sound levels due to the construction in areas which do not currently have high levels of ambient traffic noise.
Construction equipment associated with pile driving, pavement breaking, blasting and demolition of structures can generate among the highest construction vibrations.35 These activities may be a concern for construction of the Preferred Alternative in the vicinity of Providence Newberg Medical Center. The Preferred Alternative east of the medical center is currently mostly open space. Pile driving will not be required adjacent to the medical center. The closest location of pile driving to the medical center will be for a bridge expanse over Springbrook Creek, at the interchange of Oregon 99W and the Bypass, 1,500 feet to the northeast. In addition, because the area adjacent to the medical center is currently mostly open space, very little (if any) pavement breaking, blasting or structure demolition might be required. Those sources of earthborne vibration are potentially damaging to buildings at distances of less than 25 feet from the source. The medical center and the proposed expansion are beyond 25 feet from the Preferred Alternative.
3.10.3.3 Phase 1
Direct Impacts Future noise levels (2016) were predicted at 35 receiver sites (at 5 feet above ground level) for the No Build Alternative and Phase 1 improvements. Direct impacts were analyzed for Springbrook Road and Oregon 219 in Newberg and for the Phase 1 loop connecting the Bypass to Oregon 99W in Dundee. Noise impacts for the two lanes of the Phase 1 Bypass between Oregon 219 and Dundee were not assessed because the Preferred Alternative represents the worst-case noise conditions for that portion of the Bypass. ODOT has committed to building the recommended mitigation for that section of the Bypass, if the noise feasibility and reasonableness criteria continue to be met in final design. Noise impacts occur either when predicted future noise levels equal or exceed the NAACs or when predicted future levels for the Preferred Alternative increase by 10 dBA or more over existing conditions.
No Build Alternative Comparison to Phase 1 An FHWA TNM 3-dimensional model run was performed for the No Build Alternative in 2016 for comparison to Phase 1 predicted sound levels for the opening year of Phase 1. Appendix B includes predicted No Build Alternative peak noise hour sound levels at receivers located within the Phase 1 project termini areas and figures showing Phase 1 receiver locations.
For the receivers modeled in TNM for the Phase 1 analysis areas, year 2016 No Build Alternative noise levels are predicted to increase by 0 to 3 dBA over 2011 existing levels. The sound level increases result from increased traffic through 2016. In general, a doubling of traffic volumes on an existing roadway causes an increase of 3 dBA in sound levels.
The locations where traffic noise is predicted to exceed the NAAC under the 2016 No Build Alternative are the same as those locations identified under existing conditions
35 Caltrans, 2002.
3-376 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
(along Springbrook Road and Oregon 99W), with the addition of two receivers representing five residences on Springbrook Road in Newberg.
Estimated numbers of properties are shown in Table PA 3.10-15 for locations that would exceed the NAAC under the No Build Alternative in the vicinity of the Phase 1 alignment termini. These receivers represent 28 residences. Locations of the receivers included in Table PA 3.10-15 are shown in Figure PA 3.10-13 for Newberg and Figure PA 3.10-14 for Dundee.
No Build Alternative sound levels, for locations in the project area where the Phase 1 alignment will be constructed between Oregon 219 and Dundee, are discussed in the Preferred Alternative analysis and are not repeated for the Phase 1 analysis.
Table PA 3.10-15. No Build (2016) Noise Levels Approaching or Exceeding the Abatement Criteria
Receiver Activity
Category
Existing Sound Level
(Leq(h) - dBA)
No Build
Sound Level
(Leq(h) - dBA)
Estimated Number of
Residences With Sound
Level � NAAC
Seg-ment Location Description
Newberg
R32 B 70 71 6 6 Avalon
P1R1b B 66 66 1 6 Springbrook and Hwy 219
P1R6/M1 B 64 65 3 6 Nut Tree Ranch
P1R7 B 65 66 2 6 Nut Tree Ranch
P1R8 B 68 68 2 6 Nut Tree Ranch
P1R9 B 67 68 3 6 Mountain View
P1R10 B 65 66 4 6 Mountain View
P1R11 B 64 65 2 6 Mountain View
Dundee
P1R31 B 70 72 3 2/3 99W
P1R33 B 70 71 2 2/3 99W
Total: 28 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. Notes: Table PA 3.10-15 shows only receivers where noise levels approach or exceed the criteria; not all modeled receivers are
shown. Sound levels shown in bold exceed the NAAC. NAAC = noise abatement approach criteria, SL = sound levels. Noise impacts are shown in bold.
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P1R
13
P1R
12
P1R
9a
P1R
8a P
1R7a
P1R
6a
P1R
18a
P1R
11a
P1R
9 P
1R8
P1R
7
P1R
1bP1R
1a
R31
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R29
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P1R
18 P
1R17
P1R
16 P
1R11
P1R
10 P
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P1R
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Newberg Dundee Bypass 3-379 Tier 2 FEIS Chapter 3. Noise and Vibration
Phase 1 (Opening Year 2016) For Phase 1, two travel lanes (one lane in each direction) will be constructed in the location of the westbound lanes for the Preferred Alternative. Phase 1 will include traffic signal improvements on Springbrook Road in Newberg. Springbrook Road will also be widened to accommodate a center turn lane to facilitate traffic flow for the increased traffic volumes predicted to utilize the road to access the Phase 1 Bypass intersection at Oregon 219 from Oregon 99W. Oregon 219 will be restriped to taper lanes for the new intersection with the Bypass. In Dundee, a temporary two-lane section of the Bypass will be constructed to pass over the railroad tracks and 99W before it loops to an at-grade intersection with Oregon 99W.
Phase 1 receivers were modeled to determine whether noise impacts would occur from the construction of Phase 1 in these two areas. Because ODOT has committed to building the noise mitigation recommended for the Preferred Alternative along the Phase 1 portion of the alignment, Phase 1 impacts for the Bypass corridor were not modeled for 2016.
Tables of predicted sound levels at discrete receiver locations during the peak noise hour are included in Appendix B. Figures showing Phase 1 receiver locations are included in Appendix B. The tables in Appendix B show the types of predicted noise impacts and the estimated numbers of noise-impacted receptors for each modeled receiver.
The results of the analysis are discussed for the pertinent project segments below.
Segment 2: Dayton Interchange to Dundee UGB and Segment 3: Dundee UGB to East Dundee Interchange (Phase 1 – 2016) The few residential receptors located in the vicinity of the temporary section of the Bypass that will be built in Segments 2 and 3 consist of scattered farmhouses and rural residences. Existing sound levels for receivers in this segment range from 43 to 70 dBA. No Build Alternative sound levels range from 44 to 72 dBA. Phase 1 sound levels are predicted to range from 48 to 71. Sound levels will decrease by up to 3 dBA or increase by up to 17 dBA. There are 13 residential impacts in the West Dundee area under Phase 1 conditions.
Substantial increases of 10 dBA or more characterize the noise impacts for residences located along the south side of Parks Drive closest to the Phase 1 alignment of the Bypass lanes. These residences abut the Dundee UGB where the land uses farther to the south are primarily agricultural, and rural noise levels dominate existing conditions for these residences.
The building of the Phase 1 Dundee connection loop to Oregon 99W will bring Bypass traffic to within about 200 feet or less of the residences located on Parks Drive and Niederberger Road. No impacts are predicted for residences located on Niederberger Road. The hotel (Inn at Red Hills) on the corner of Niederberger and 99W is subject to the higher 70 dBA NAAC for Activity Category E and is not predicted to be noise impacted under Phase 1.
The noise impacts for the Dundee Phase 1 analysis area are summarized in Table PA 3.10-16. Noise impacts for the Phase 1 area in Dundee are shown in Figure PA 3.10-15.
3-38
0 N
ewbe
rg D
unde
e B
ypas
s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-16
. Pha
se 1
Noi
se Im
pact
s in
Seg
men
ts 2
and
3 –
Dun
dee
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
016)
Ph
ase
1 (2
016)
Mod
eled
(M
onito
red)
So
und
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(Leq
(h) -
dB
A)
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ld
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d Le
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(L
eq(h
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BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
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Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
-ga
tion
Ana
lysi
s?
Estim
ated
Num
ber
ofIm
pact
s
M17
/R72
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war
ds D
r B
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48 (5
3)
48
0 60
7
N
R72
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r B
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43
44
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8
N
R72
b Pa
rks
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44
44
0
48
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R72
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rks
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45
46
1
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56 (5
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58
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5
N
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s D
r B
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44
45
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17
Y
1
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22
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s D
r B
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45
46
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15
Y
2
P1R
23
Park
s D
r B
65
47
48
1 48
1
N
P1R
24
Park
s D
r B
65
49
50
1 59
10
Y
1
P1R
25
Hw
y 99
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E 70
67
69
2
66
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N
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26
Nie
derb
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r B
65
63
64
1 63
0
N
P1R
27
Nie
derb
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r B
65
58
60
2 61
3
N
P1R
28
Nie
derb
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r B
65
56
58
2 59
3
N
P1M
2 N
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rber
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53
(68)
56
3
59
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P1R
29
Park
s D
r B
65
60
61
1 64
4
N
P1R
30
Park
s D
r B
65
62
63
1 63
1
N
New
berg
Dun
dee
Byp
ass
3-38
1 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-16
. Pha
se 1
Noi
se Im
pact
s in
Seg
men
ts 2
and
3 –
Dun
dee
Rec
eive
r A
rea
Act
ivity
C
ateg
ory
Ore
gon
NA
AC
Exis
ting
(201
1)
No
Bui
ld A
ltern
ativ
e (2
016)
Ph
ase
1 (2
016)
Mod
eled
(M
onito
red)
So
und
Leve
ls
(Leq
(h) -
dB
A)
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Bui
ld
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d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
Bui
ld
Soun
d Le
vels
(L
eq(h
) - d
BA
)
Incr
ease
O
ver
Exis
ting
(dB
A)
Miti
-ga
tion
Ana
lysi
s?
Estim
ated
N
umbe
r of
Im
pact
s
P1R
31
Ore
gon
99W
B
65
70
72
2
67
-3
Y 2
P1R
32
Ore
gon
99W
B
65
60
61
1 64
4
N
P1R
33
Ore
gon
99W
B
65
70
71
1
71
1 Y
2
To
tal
13
Sou
rce:
New
berg
Dun
dee
Byp
ass
Tier
2 F
inal
Noi
se a
nd V
ibra
tion
Anal
ysis
Tec
hnic
al M
emor
andu
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ith P
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1 A
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dum
, OD
OT
2012
. N
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Newberg Dundee Bypass 3-383 Tier 2 FEIS Chapter 3. Noise and Vibration
Segment 6: Oregon 219 Interchange and Springbrook Road (Phase 1 – 2016) There are three residential neighborhoods and several interspersed single-family residences in the vicinity of the westbound on-ramp of the Oregon 219 Interchange and Phase 1 lane expansion on Springbrook Road. Impacts are predicted to occur under Phase 1 for the Avalon Park Neighborhood on Oregon 219, the Mountain View and Nut Tree Ranch mobile home parks, Springbrook Estates, and single-family homes located on Springbrook Road. Sound levels for the properties in these locations are also predicted to exceed the NAAC under existing and No Build conditions.
Phase 1 sound levels are predicted to range from 53 to 70 dBA in the Phase 1 terminus analysis area in Newberg. Because existing sound levels are characterized by traffic noise on Springbrook Road and Oregon 219, the Phase 1 improvements in this area of Newberg will not cause any major change in the noise environment. Under Phase 1 in 2016, noise impacts will occur at 35 residences. These impacts are discussed in more detail below.
The Avalon Park neighborhood is located southwest of the Phase 1 intersection of the Bypass, Oregon 219, and Wilsonville Road. Sound levels at the residences in the Avalon Park neighborhood adjacent to Oregon 219 currently exceed the Oregon NAAC of 65 dBA. Sound levels exceeding the NAAC are also predicted for No Build and Phase 1 conditions for these residences backing onto Oregon 219. Residences located on the interior of the neighborhood are not noise impacted. The first row of residences located on the north side of the Avalon Park neighborhood are not predicted to be noise impacted under Phase 1 as they are under the Preferred Alternative where the full 219 interchange would be constructed just to the north of the neighborhood.
Springbrook Estates is located on the east side of Springbrook Road near the intersection with Oregon 219. An additional receiver was added to the northwesternmost house within Springbrook Estates to determine whether Phase 1 would result in any noise impacts. No impacts at Springbrook Estates are anticipated due to Phase 1 traffic conditions.
The first row of receivers located at the Mountain View Estates and Nut Tree Ranch mobile home parks on Springbrook Road is predicted to be noise impacted under Phase 1 conditions. Sound levels also exceed the NAAC under No Build and existing traffic conditions. A receiver was placed at the southwesternmost residence in Nut Tree Ranch to determine whether traffic on Oregon 219 would cause noise impacts to those residences. Noise impacts are not predicted to the west side of Nut Tree Ranch.
In addition to these neighborhoods, there are many semi-rural residences located along Springbrook Road. There are also Activity Category F commercial land uses in the vicinity of the interchange on Oregon 219 and undeveloped agricultural lands along Springbrook Road.
Just south of the Hayes Road and Springbrook Road intersection, on the east side of Springbrook, is a unique historic meeting building called the Fernwood Grange Hall. The Grange Hall is listed as an Oregon Historic Property that functions as a meeting hall for members of the Grange Chapter 770. Two receivers were located in front of (P1R18) and on the north side of the Hall (P1R18a). The front of the property (P1R18) is used for parking and access to the building and is not considered the primary exterior use area. The receiver location at the north side of the hall (P1R18a) can be used as a conservative representation of the primary outdoor use area which is the outdoor play area, located behind the hall and further from the alignment. The sound level at receiver P1R18a is 61 dBA, indicating that sound levels for the outdoor play area are also below the NAAC. There is no noise impact for the Grange Hall property.
3-384 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
The Assembly of God church located on Oregon 219, between Springbrook Road and E 2nd Street, is predicted to have exterior sound levels exceeding the NAAC under 2016 Phase 1. The church does not have any outdoor use areas but people likely gather under the front entry awning before and after church services. People do not likely use that area for longer than 1 hour though. In addition, the church is primarily used on weekends and Wednesday evenings, and these times of use do not coincide with the peak noise hour for the project area. Based on the time of use, the church is not expected to be noise impacted under Phase 1.
The noise impacts for Phase 1 receivers in Newberg are summarized in Table PA 3.10-17. Noise impacts for the Phase 1 receivers in Segment 6 are shown in Figure PA 3.10-16. Thirty-five residential noise impacts are predicted in the Oregon 219 interchange area for Phase 1.
New
berg
Dun
dee
Byp
ass
3-38
5 Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-17
. Pha
se 1
Noi
se Im
pact
s, S
egm
ent 6
– N
ewbe
rg
Rec
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r A
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C
ateg
ory
Ore
gon
NA
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ting
(201
1)
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Bui
ld A
ltern
ativ
e (2
016)
Ph
ase
1 (2
016)
Mod
eled
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onito
red)
So
und
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ls
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dB
A)
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Bui
ld
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vels
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Incr
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ver
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ting
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ld
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Sprin
gbro
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59
60
0
62
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P1R
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ringb
rook
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65
62
63
0 69
6
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P1R
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ringb
rook
B
65
63
63
0 69
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65
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0 67
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ewbe
rg D
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s Ti
er 2
FE
IS
Cha
pter
3. N
oise
and
Vib
ratio
n
Tabl
e PA
3.1
0-17
. Pha
se 1
Noi
se Im
pact
s, S
egm
ent 6
– N
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rg
Rec
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Act
ivity
C
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ting
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1)
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Bui
ld A
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ase
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eled
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red)
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dB
A)
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ting
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A)
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ld
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A)
Miti
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63
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1
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Sprin
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B 65
60
60
0
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3. N
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Vib
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Tabl
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3.1
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. Pha
se 1
Noi
se Im
pact
s, S
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ent 6
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rg
Rec
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Act
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C
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NA
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ting
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1)
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ld A
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ase
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Mod
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red)
So
und
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dB
A)
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ld
Soun
d Le
vels
(L
eq(h
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dBA
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Incr
ease
O
ver
Exis
ting
(dB
A)
TNM
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ld
Soun
d Le
vels
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) -
dBA
)
Incr
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Exis
ting
(dB
A)
Miti
gatio
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naly
sis?
Im
pact
s
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16
Sprin
gbro
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62
62
0
66
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Sprin
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61
62
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56
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Newberg Dundee Bypass 3-389 Tier 2 FEIS Chapter 3. Noise and Vibration
Mitigation will be considered for noise-impacted locations with an hourly equivalent continuous noise level (Leq(h)) of 65 dBA or higher or when a substantial noise increase of 10 dBA or greater over existing conditions is predicted.
Indirect Impacts No indirect noise impacts are expected. Noise impacts are quantified as direct impacts. An indirect visual impact may occur if noise barriers are constructed. Residents will vote on whether they are in favor of a proposed noise barrier.
Construction Impacts Construction impacts for Phase 1 in 2016 are similar to those impacts discussed for the Preferred Alternative. Construction activities can result in short-term impacts in areas where construction will occur for Phase 1, which will have a smaller footprint than the Preferred Alternative.
3.10.4 Cumulative Impacts for the Preferred Alternative Cumulative impacts for noise are incorporated into the direct and indirect impact analyses because noise impacts are based on projected traffic volumes. These estimates include projected changes in land use patterns, population growth, and programmed transportation improvements. Accordingly, there is no further discussion of cumulative impacts for either the Preferred Alternative or Phase 1.
3.10.5 Mitigation 3.10.5.1 Preferred Alternative An analysis of mitigation has been completed for all noise impacts identified for the Preferred Alternative. ODOT is committed to building noise barriers to mitigate noise impacts in locations where barriers are reasonable and feasible.
Traffic Noise Abatement Several options were considered for traffic noise abatement for the Bypass. These included truck restrictions, speed restrictions, and alignment changes. Truck restrictions are infeasible because the Bypass will be a major route for freight movement within this region of Oregon. The posted speed limit on the Bypass will be 55 mph. Reducing posted speed limits is unlikely to reduce actual travel speeds and would defeat the goal of efficient traffic movement through the project area. Changes in alignment were considered and analyzed in the Tier 2 DEIS. Generally, changes in alignment shift impacts to other properties. In some cases, however, the changes in horizontal or vertical alignment analyzed in the Tier 2 DEIS did have a notable effect on the numbers and locations of traffic noise impacts. The avoidance of impacts is an important part of noise control. ODOT used the information on the locations and numbers of noise impacts predicted in the Tier 2 DEIS to select the Preferred Alternative. The design options selected for the Preferred Alternative do prevent some noise impacts, most notably in the East Newberg area.
Noise barriers were considered for the abatement of residential noise impacts in locations where noise impacts were identified. This barrier analysis is an analysis of the locations where noise barriers might be feasible and reasonable based on the best information available at this time. At this level in the project analysis, roadway design is not developed to a high level of resolution in terms of elevations. Additional analysis of barrier effectiveness will be performed when the Preferred Alternative moves forward in final design.
ODOT guidance states a noise barrier must meet feasibility and reasonableness criteria to be recommended for construction. Feasibility or constructability of an abatement measure includes acoustic and engineering factors. For the abatement to be feasible, a
3-390 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
simple majority of impacted receptors must achieve at least a 5-dBA reduction in noise levels. ODOT also considers engineering factors such as barrier height, safety, topography, drainage, utilities, and access issues when determining feasibility. Barriers of all heights are considered, but those exceeding 25 feet would likely exceed the reasonable criteria for cost effectiveness.
ODOT considers three factors to determine whether a noise barrier is reasonable. These three factors include the viewpoints of the residents and property owners that benefit from the proposed abatement, the cost effectiveness of the abatement measure, and the ODOT noise reduction design goal for abatement. All three criteria must be met to satisfy the reasonableness criteria.
During final design of the project, ODOT will distribute a survey by mail to benefitted property owners and residents to determine whether to include the recommended noise mitigation in the project.36 If a majority (greater than 50 percent) of those property owners and renters responding to the survey do not want the noise barrier, it would not be recommended for construction. This decision means that federal funds may not be available for future abatement at that location.
The second reasonableness criterion is the cost effectiveness of the abatement. All benefitted residences are considered in the calculation of cost effectiveness. A benefitted residence is any impacted or non-impacted residence that receives a noise reduction of 5 dBA or more. A reasonable cost is considered a maximum of $25,000 per benefitted residence. A cost of $20 per square foot for post and panel walls is used for barriers up to 16 feet in height.
Noise barriers typically only meet this criterion of $25,000 maximum per benefited residence where residences are located closely together such that several benefit from the noise barrier. Single residences or sparsely distributed residences on large lots seldom meet the cost-effectiveness criterion. If the cost of the proposed noise mitigation exceeds allowable limits, a noise barrier will not be recommended for inclusion in the project.
Under special circumstances, the typical maximum for reasonable cost of $25,000 per benefitted residence can be increased to a maximum of $35,000 per benefitted residence. To exceed the $25,000 limit, one of the following optional reasonableness criteria must be met:
� Large increases of 10 dBA or more in noise with the future build condition over the existing condition.
� High noise levels, Leq 70 dBA or higher.
� Future zoning must be considered when determining whether mitigation is appropriate in areas of mixed land use. Land use may change and long-term land use may be uncertain.
Many of the impacts predicted to result from construction of the Bypass are substantial increase noise impacts with increases of 10 to 22 dBA over existing conditions. In most cases however, the predicted absolute sound levels, predicted at those noise-impacted properties, are relatively low (i.e., below 65 dBA). A property can be impacted by a substantial increase noise impact even if the predicted sound levels are below the absolute noise impact criteria. Because the predicted sound levels resulting from this project are relatively low, the standard cost criterion of $25,000 was used to assess reasonableness for this analysis.
36 Refer to pages 20 and 21 of the ODOT Noise Manual for a detailed description of how the polling will be conducted.
Newberg Dundee Bypass 3-391 Tier 2 FEIS Chapter 3. Noise and Vibration
The third reasonableness criterion is the ODOT design goal. At least one noise-impacted receptor must achieve the noise reduction goal of 7 dBA.
ODOT will place noise barriers in the right-of-way of the Bypass near noise-impacted residences if the barriers are predicted to meet both the feasible and reasonableness criteria.
Sixteen noise barriers were analyzed to mitigate the noise impacts resulting from the project. Three of the noise barriers are recommended. Details on the barriers that were analyzed but not recommended, due to feasibility and reasonableness issues, are available in the Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012. Barriers that were not recommended were either ineffective at reducing sound levels or they were not cost effective.
The recommended noise barriers are summarized in Table PA 3.10-18. The barriers are shown in Figure PA 3.10-17, Figure PA 3.10-18, and Figure PA 3.10-19. The reasonableness criterion is not met until the affected property owners and residents vote to include the barrier in the project, but these barriers are recommended for further analysis as the project design is developed. The vote survey for a proposed barrier will be completed by ODOT during final design.
Table PA 3.10-18. Recommended Noise Barriers for the Preferred Alternative
Barrier Residences Meets ODOT Design Goal? Name
Length (ft)
Height(ft) Cost ($) Impacted
Benefitted (5 dBA) Cost per ($)
Mill 1,321 14 $369,824 175 156 and Scott
Leavitt Park $2,371 Yes
Avalon 864 12 $207,360 12 12 $17,280 Yes
Springbrook Estates 2,705 12 $649,200 27 28 $23,186 Yes
Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012. Note: Detailed analysis results for the recommended barriers are available in the Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis
Technical Memorandum with Phase 1 Addendum, ODOT 2012.
The Mill Barrier The Mill barrier is recommended to mitigate noise impacts that would occur north of the Bypass in Segment 5 in the vicinity of 11th Street by the SP Newsprint Mill. The noise-impacted receptors in the Mill area are represented by receivers R35, R36, R37, R37a, R37b, R37c, R37d, R37e, R38, R39, R40, R42, R43, R44, R44a through R44l (upstairs and downstairs apartments), and R45. The recommended barrier would extend between approximately Wynooski Street and College Street, where it will also reduce sound levels at some of the noise-impacted apartments in the Woodview Apartment complex. The barrier is shown in Figure PA 3.10-17. All feasibility and reasonableness criteria for this proposed wall have been met with the exception of the abatement survey to determine the wishes of the residents and property owners. The survey will be conducted during final design.
The Avalon Barrier The Avalon barrier is recommended to mitigate noise impacts to the first row of residences on the north and east sides of the Avalon neighborhood, located in the southwest quadrant of the Oregon 219 Interchange. These receptors are represented by receivers R31 and R32. The north leg of the noise barrier must be placed adjacent to the north property line of the residences instead of being placed adjacent to the eastbound
3-392 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Bypass off-ramp to be effective at reducing sound levels. It is assumed this placement is feasible because the parcel of land between the Avalon houses and the ramp is being acquired for right-of-way. The barrier is shown in Figure PA 3.10-18. All feasibility and reasonableness criteria for this proposed wall have been met with the exception of the abatement survey to determine the wishes of the residents and property owners. The survey will be conducted during final design.
The Springbrook Estates Barrier The Springbrook Estates barrier is recommended to mitigate noise impacts to the residences along the east side of the Springbrook Estates neighborhood, as well as a few of the houses located in a new cul-de-sac subdivision just south of Springbrook Estates, along the west side of the Bypass, immediately east of Oregon 219. The noise-impacted residences are represented by receivers R22, R23, R27, R27c, R27d, R27e, and R28a. The barrier is shown in Figure PA 3.10-19. All feasibility and reasonableness criteria for this proposed wall have been met with the exception of the abatement survey to determine the wishes of the residents and property owners. The survey will be conducted during final design.
Statement of Likelihood Based on the noise analysis for this project, ODOT intends to install highway traffic noise abatement measures in the form of barriers at the Mill, Avalon and Springbrook Estates neighborhoods. This is based upon preliminary design work for a barrier cost of approximately $369,824 for the Mill Barrier, $207,360 for the Avalon Barrier and $649,200 for the Springbrook Estates Barrier that will reduce the noise levels by 5 dBA or greater for 196 impacted residences and Scott Leavitt Park. If during ODOT’s final design process, conditions have substantially changed as the design is developed, the abatement measures might not meet ODOT’s criteria and would not be included in the project. A decision on the installation of the abatement measures will be made upon completion of the project’s final design, verification that each barrier meets ODOT criteria, and the outcome of the public involvement (voting) processes.
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3-396 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Earthborne Vibration Mitigation Unlike with noise, no easy methods are available to mitigate earthborne vibrations. Only a few options are available. When designing new transportation facilities, reasonable care should be taken to locate these facilities away from vibration-sensitive areas. The Preferred Alternative alignment will locate the new roadway farther away from Providence Newberg Medical Center, which will help to avoid potential for vibration impacts. The alignment appears to be located at a sufficient distance (beyond 100 feet) from the medical center buildings to prevent vibration impacts to patients and to sensitive equipment. A more detailed vibration analysis is not needed at this time because the Caltrans vibration screening analysis data indicate the Bypass will be located beyond the distances of concern for vibration impacts.
Construction Mitigation ODOT will comply with all standard specifications to reduce construction-related noise for the Preferred Alternative.
Potential vibration impacts from construction may be reduced by the use of alternate construction methods and tools. Examples are predrilling of pile holes, avoiding cracking and seating methods for resurfacing concrete pavements, using rubber-tired as opposed to tracked vehicles and placing haul roads away from vibration-sensitive areas. Scheduling construction activities (particularly pile driving) for times when it will not interfere with vibration-sensitive operations is also an option (Caltrans 2002). No mitigation is likely to be required for construction vibration impacts if the distance between the construction and medical center buildings exceeds 200 feet and if the distance between pile driving and the medical center buildings exceed 600 feet.
Coordination With Local Government Officials One of the requirements of the FHWA regulations in Title 23 Part 772.15 and of the ODOT Noise Manual is to supply information to local governments on noise impacts and potential noise impacts so the information can be used in guiding local land use decisions. ODOT will meet with each jurisdiction to review the final noise study to ensure they are aware of potentially incompatible land uses. ODOT will provide copies of this Tier 2 FEIS and the final noise study to Yamhill and Washington Counties and the cities of Newberg, Dundee and Dayton so that local government officials may consider the information in this noise analysis. Some land uses in the project area may not be compatible with the projected noise environment unless noise is considered in the plans and designs for development of the properties. Areas immediately adjacent to Oregon 99W or the Bypass have sound levels which exceed, or will exceed after construction, the residential noise impact criterion of 65 dBA.
A TNM analysis was performed to determine the distance from Bypass centerline to the Activity Category B and E NAACs of 65 dBA and 70 dBA, respectively. Using the projected Bypass traffic volumes from the Newberg area, residential development within approximately 220 feet of the Bypass will be noise impacted at 65 dBA, and Activity Category E developed lands within approximately 120 feet of the Bypass will be noise impacted at 70 dBA. As there are still parcels of empty land adjacent to the existing Oregon 99W and the Bypass, the local government officials should consider these sound levels in approving residential land use development in these locations. Provision of noise abatement measures for new developments becomes the responsibility of local governments, developers, and landowners, after the date of public knowledge of the project. The date of public knowledge is the date of approval of the CE, FONSI, or ROD. For this project this will likely be the date of approval of the Record of Decision which will normally occur approximately 30 days after publishing this Tier 2 FEIS.
Newberg Dundee Bypass 3-397 Tier 2 FEIS Chapter 3. Noise and Vibration
Conclusions and Findings With inclusion of the recommended noise barriers in the project, 196 residences will be benefitted by a 5 dBA reduction (or greater) in sound levels under the Preferred Alternative. One hundred ten (110) unavoidable noise impacts will result from the project because the varied terrain in the project area, in combination with the sparse density of receivers in some locations, rendered many of the noise barriers that were examined ineffective at reducing sound levels.
Table PA 3.10-19. Summary of Total Estimated Noise Impacts, Total Abated Noise Impacts and Total Unavoidable Impactsa for the Preferred Alternative
Total Estimated Noise Impactsa
Total Impacts with Recommended Noise Abatementb Total Unavoidable Impacts
325 215 110 Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum,
ODOT 2012. a All impacts shown are Activity Category C impacts (including the golf course, PCC and the retirement community outdoor
use areas), and Activity Category B residential impacts. b This total includes all receptors located behind the three recommended noise barriers, even if they do not receive a
reduction in noise levels of 5 dBA or more.
3.10.5.2 Phase 1 Five noise barriers were modeled in TNM to mitigate the noise impacts resulting from the Phase 1 improvements in Newberg and Dundee. Three of the noise barriers are recommended. Details on the barriers that were analyzed but not recommended due to feasibility and reasonableness issues are available in the Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012. A barrier in Dundee was not effective at reducing sound levels and a barrier analyzed for residences located at the intersection of Springbrook Road and Oregon 219 was not cost-effective.
The Phase 1 recommended noise barriers are summarized in Table PA 3.10-20. The proposed barriers are shown in Figure PA 3.10-20 and Figure PA 3.10-21. The reasonableness criterion is not met until the affected property owners and residents vote on whether they want to include the barrier in the project or not. The barriers below have met the other two components of the reasonableness criterion – they are cost-effective and meet the ODOT design goal of a 7 dBA reduction in sound levels.
Table PA 3.10-20. Phase 1 (2016) Recommended Noise Barriers
Barrier Residences
Meets ODOT Design Goal?Name
Length (ft)
Height(ft) Cost ($) Impacted
Benefitted (5 dBA) Cost per ($)
Avalon 522 12 $125,280 6 6 $20,880 Yes
Mountain View Estates 877 10 $175,400 9 12 $14,617 Yes
Nut Tree Ranch 795 10 $159,000 7 7 $22,714 Yes
Source: Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical Memorandum with Phase 1 Addendum, ODOT 2012. Note: Detailed analysis results for the recommended barriers are available in Newberg Dundee Bypass Tier 2 Final Noise and Vibration Analysis Technical
Memorandum with Phase 1 Addendum, ODOT 2012.
3-398 Newberg Dundee Bypass Tier 2 FEIS
Chapter 3. Noise and Vibration
Avalon Barrier The Avalon barrier for Phase 1 is recommended to mitigate noise impacts to the first row of residences on the east side of the Avalon neighborhood, located on Oregon 219, situated between the Wynooski and Wilsonville Road intersections. These impacted receptors are represented in the TNM model by receiver R31. The barrier proposed under the Tier 2 FEIS analysis included a north segment to mitigate noise from the eastbound lanes of the Bypass. The barrier proposed for the Phase 1 portion of the project only includes the portion of the barrier along Oregon 219. This barrier segment has an identical footprint to the north-south segment of the barrier proposed under the Preferred Alternative. The barrier is feasible, meets two of the reasonable criteria, and is therefore, recommended. The Phase 1 recommended Avalon Barrier is shown in Figure PA 3.10-20.
Mountain View Mobile Estates Barrier The Mountain View Mobile Estates barrier extends along the west side of Springbrook Road stretching northward 877 feet from 2nd Street. The 10-foot barrier would benefit 10 first-row residences, as indicated by modeled receivers P1R9, P1R10, P1R11, P1R11a, and P1R12. The barrier is feasible, meets two of the reasonableness criteria, and is therefore recommended. The Phase 1 recommended Mountain View Mobile Estates Barrier is shown in Figure PA 3.10-21.
Nut Tree Ranch Barrier The Nut Tree Ranch barrier extends along the west side of Springbrook Road stretching southward 795 feet from 2nd Street. The 10-foot barrier would benefit 7 residences, as indicated by modeled receivers P1R6/M1, P1R7, P1R7a, P1R8, and P1R8a. The barrier is feasible, meets two of the reasonableness criteria, and is therefore recommended. The Phase 1 recommended Nut Tree Ranch Barrier is also shown in Figure PA 3.10-21.