ADMINISTRATIVE REPORT
TO:
PUBLIC WORKS COMMISSION
FROM:
LARRY PATTERSON, DIRECTOR OF PUBLIC WO
PREPARED BY:
DEPARTMENT OF PUBLIC WORKS
MEETING DATE:
SEPTEMBER 11, 2013
SUBJECT:
TRAIN HORN NOISE ASSESSMENT UPDATE
RECOMMENDATION: That the Public Works Commission review the Train Horn Noise
Assessment Report and provide comments.
BACKGROUND: Train horn noise has been a source of neighborhood complaints. In summer of
2009, Caltrain relocated train horns from underneath the train to the top of the train to comply
with federal safety regulations. The move increased the volume and the range of the sound
which generated many complaints from residents along the train corridor. In response to
residents' complaints, Caltrain initiated a project to restore the horns to underneath the trains.
The project, completed in November 2009, restored the ambient noise level of the horns to
prior levels and the horns were in full compliance with all federal regulations. Unfortunately,
complaints about elevated horn noise continued. Most of the complaints were attributed to
Union Pacific Railroad (UP)'s trains which operate during night hours, and a small amount were
aimed at Caltrain's trains.
Public Works staff has devoted a significant amount of resources to the train horn issue.
Railroad operation is regulated by the Federal Railroad Administration (FRA) and California
Public Utilities Commission (CPUC). Although the City has no direct jurisdiction over the
operation of Caltrain and UP, we have been diligent in facilitating the communication between
our residents and railroad operators. the Public Works Commission reviewed this item at two
separate meetings in 2010. At the December gth, 2010 meeting, the public had an opportunity
to have a direct conversation with representatives from UP, Caltrain, and the FRA.
We also investigated other issues brought to our attention by the community, including the
implementation of a "Quiet Zone". Based on our research and study, it would be a significant
monetary investment by the City to improve all the crossings in San Mateo to meet the safety
standards for a quiet zone. In addition, although there is no federal requirement for a city to
assume liability for accidents which may occur in a quiet zone, some railroad operators require
that cities indemnify them against any claims which arise as the result of quiet zone
implementation. It should also be noted that federal regulations do not prevent a lawsuit
Public Works Commission Administrative Report
Train Horn Noise Assessment Update
September 11, 2013
Page 2
against the City as the originator of the quiet zone.
The administrative report for the
December 8th 2010 meeting which provides more detailed information related to Quiet Zone
implementation is included as Attachment 1 for reference.
Early this year the City again received a series of complaints related to excessive horn volume
and inconsistency in train horn sounding among different train operators. In response to the
complaints, the City obtained a qualified acoustics consultant and initiated a noise study in April
2013. The noise study included collection of noise measurements and evaluation of measured
data. The purpose of the study was to evaluate that Caltrain and UP's horn sounding operation
is in compliance with federal standards and to establish a train horn noise baseline that can be
used to address future concerns due to changes in the train horn noise levels.
Both long-term and short-term noise measurements were conducted as part of the study. The
long-term measurements were collected at two locations along the railroad right-of-way over
the course of a month using noise monitors. These locations were selected based on the
adjacent neighborhoods, adjacent land uses, historic neighborhood train noise complaints,
location of railroad crossings that would initiate the conductor to sound the horn, geometry of
the tracks (curves), and adjacent buildings that may distort or enhance the decibel levels of the
horn. The two locations chosen were near the corner of 2"d Avenue and South Railroad Avenue
in the Downtown and at the corner of 16th Avenue and South Railroad Avenue just north of the
Hayward Park Caltrain Station. At the 2nd Avenue site, 2,525 train horn events were measured
during the one month period, with noise levels varying from 80 dB to 114 dB. At the 16th
Avenue site, a total of 572 events were recorded with noise levels varying from 80 dB to 104
dB. More events were recorded at the 2nd Avenue site due to its proximity to the Downtown
San Mateo Caltrain station and the numerous at. grade railroad track crossings in the
Downtown.
Short-term measurements were also collected at six sites in San Mateo to correlate the noise
levels experienced in the neighborhoods with source noise levels at our long-term
measurement locations. These locations were selected by the City based on their proximity to
historic neighborhood complaints. At each measurement location, the train horn noise levels
were compared with noise levels from other activities (e.g., vehicle pass-bys). At each location,
the noise levels of the train horns were typically lower than noise from car pass-bys.
In addition to the noise measurements, the consultant also reviewed historic train horn noise
levels reported in several private development noise studies submitted to the City. Noise levels
from these reports were gathered in several locations around San Mateo at various setbacks
from the railway in association with private developments near the railroad tracks.
Overall, the results of the noise study can be summarized as follows:
•
•
Based on the data, the train horn noise levels appear to be consistent throughout the
week, with no day of the week when train horns were significantly louder than other
days.
Freight train horn noise was louder than noise from the Caltrain trains.
Public Works Commission Administrative Report
Train Horn Noise Assessment Update
•
•
•
September 11, 2013
Page 3
This study cannot be used to directly compare noise levels with the federal train horn
noise limits because the monitors would have to be directly on the railroad tracks,
however, it does not appear from reviewing the data that train horns violate the federal
limits.
In the locations of our short-term noise studies, the noise levels from the train horns
were often lower than those of passing cars.
Duration of train horn sounding varied greatly depending on track conditions and train
schedule. Duration of the train horns at the 2nd Avenue location varied between 7
seconds and 1 minute 18 seconds long. At the 16th Avenue location, train horn
soundings lasted between 7 seconds and 51 seconds. There is no federal standard for
the duration of train horn sounding.
Further information on this study is provided in the project report (Attachment 2).
NEXT STEPS: Public Works staff has devoted a significant amount of resources to the train horn
issue. We have thoroughly investigated issues brought to our attention by the community and
have been very diligent in facilitating the communication between our residents and the
railroad operators. Based on this study, while UP trains are sounding at a higher level than
Caltrain trains, all the trains are generally operating within the federal limits. No immediate
action is necessary from the City at this time. Our acoustics consultant will be available at the
September 11th public meeting to answer questions from the commission and the public.
A train horn noise level database has been established as part of this study. The City can utilize
the database to address future train horn noise related complaints if necessary.
NOTICE PROVIDED:
A copy of this administrative report was sent to all homeowner associations, in addition to all
individuals on the "Concerned Parties" list maintained in the Public Works Department.
STAFF CONTACT
Susanna Chan, Deputy Director/City Engineer
[email protected]
{650) 522-7308
ATTACHMENTS
Attachment 1- December 8, 2010 Public Works Commission Meeting Administrative Report
Attachment 2- Train Horn Noise Assessment Report
cc:
All Homeowners Associations
"Concerned Parties" list
Public Works A.R. Binder
{
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\
ADMINISTRATIVE REPORT
TO:
PUBLIC WORKS COMMISSION
DATE:
December
...... 3, 2010
SUBMITTED BY:
Susanna Chan, Deputy Director (650) 522-7308
SUBJECT:
TRAIN HORN UPDATE
Attachment 1
RECOMMENDATION: That the Public Works Commission review the information related to train
horn noise and provide staff direction on next steps.
BACKGROUND: In summer of2009, Caltrain relocated train horns from undemeath the train to the top
of the train to comply with federal safety regulations. The move increased the volume and the range of
the sound which generated many complaints from residents along the train corridor. In response to
residents' complaints, Caltrain initiated a project to restore the horns to underneath the trains. The
project, completed in November 2009, restored the ambient noise level of the horns to prior levels and the
horns were in full compliance with all federal regulations.
Complaints about elevated hom noise began again in San Mateo around April of this year and have
continued to date. Most of the complaints were attributed to Union Pacific Railroad (UP)'s trains, and a
small amount were aimed at Caltrain's trains. Upon receipt ofthe complaints, the City contacted Caltrain
and UP to inquire about any changes in operation. Both have confirmed that there have not been any
operational changes that would generate increased horn volumes.
Railroad operation is regulated by the Federal Railroad Administration (FRA) and California Public
Utilities Commission (CPUC). Although the City has no direct jurisdiction over the operation of Caltrain
and UP, we are committed to facilitate the communication between our residents and railroad operators.
We discussed the train hom issue at the May 1i 11 Public Works Commission meeting, at which time the
public had an opportunity to have a direct conversation with a representative from Caltrain.
Unfortunately, a representative from UP was unable to attend that meeting. To continue the dialogue with
the railroad operators, we rescheduled this item to the December 8 meeting. UP representatives, including
Ms. Liisa Stark, Director of Public Affairs, Mr. John Valdez, Director of Terminal Operation, and Mr.
Michael Iden, General Director of Cars and Locomotives Engineering, will attend the meeting. Ms.
LeeAnn Dickson with the FRA will also attend the meeting and provide a short presentation regarding
FRA train hom regulations. Mr. Seamus Murphy with Caltrain will participate in the meeting as well.
The City recently received a series of emails from concerned citizens which raised many questions related
to train horn operation. Staff conducted research and requested assistance from UP and Caltrain in
responding to citizen concerns. Our responses to the major questions are summarized below.
PUBLIC WORKS COMMISSION ADMINISTRATIVE REPORT
TRAIN HORN UPDATE
MEETING DATE: DECEMBER 8, 2010
Page 2 of4
UP Horn Volume Reduction and Horn Relocation
It is our understanding that UP train horns are located on top of the train and volumes are set at the upper
levels of the range stipulated by federal regulation (96 to 110 decibels). We requested that UP lower the
hom volume to the minimum federal standard and reposition the horns from the top of the trains to a
location underneath the trains (Exhibit A). UP has indicated that they cannot accommodate our request
and provided an explanation in a response letter to the City (Exhibit B). UP also provided additional
explanations in Exhibit C.
One of the reasons for the denial is that the company does not use a dedicated fleet of locomotives on the
Peninsula. Residents will have an opportunity to better understand UP's operation on the Peninsula at the
December 8th meeting as Mr. Valdez, Director of Terminal Operation, is responsible for the operation of
this area.
Implementation of Quiet Zone
This topic was discussed extensively at the previous meeting and in the follow up memo to the
commissioners. The most direct' way to establish a "quiet zone" is to implement FRA pre-approved
Supplementary Safety Measures (SSM). Pre-approved SSM are: 1) installing a four-quadrant gate
system; 2) installing gates with medians or channelization devices so that cars can't access other lanes to
cross the track; 3) installing gates on one-way streets to block all approaching lanes to the track; 4)
temporary closure of a crossing to traffic during designated quiet periods; or 5) permanently closing the
crossing to traffic (including grade separation). Typically the safety improvements are funded by the
local communities that request the quiet zone.
The City has conducted research on the costs of implementing SSM. Item 3 does not apply to the City of
San Mateo as it involves installation of gates on one-way streets. Items 4 and 5 which require temporary
or permanent closure of' crossings are not feasible for the City, especially in the downtown area. Grade
separations in general are beyond the capability of the City to fund. As a result, our research has been
focused on Item 1, four-quadrant gates and Item 2, gates with medians or channelization devices. The
following table summarizes the findings:
Implementation
Cost
Four quadrant
gates
$150,000$500,000
Automatic gates
with nonmountable curb
$10,000$50,000
Annual
Maintenance
Cost
$5,000 - $10,000
Minimal
Pros
Most adaptable
Low
implementation and
maintenance cost
Cons
High
implementation and
maintenance cost
May impact access
to adjacent
properties
The automatic gates with non-mountable curb option appears to be the least expensive solution.
According to the federal requirement, the median must extend at least 100 feet from the gate arm, or if an
intersection is within 100 feet of the gate, at least 60 feet from the gate. arm. Some of the at-grade
crossings in the City are equipped with gates and medians; the following table summarizes the existing
conditions at these crossings:
Q:\pw\PWENG\A_PWC\AR 2010\Cham\Train Hom Noise- Dec 8.DOC
PUBLIC WORKS COMMISSION ADMINJSTRA TIVE REPORT
TRAIN HORN UPDATE
MEETING DATE: DECEMBER 8, 2010
Page 3 of 4
Crossin_g_
Villa
Terrace
Bellevue
1st Avenue
2na Avenue
3ra Avenue.
4th Avenue
5th Avenue
9th Avenue
25th Avenue
West Side of Rail Road Track
Length
Median? Mountable?
44'
Yes
Yes
Yes
No
No
No
No
No
Yes
No
No
No
41'
20'
East Side of Rail Road Track
Length
Median? Mountable?
32'
Yes
No
Yes
No
No
No
Yes
Yes
Yes
Yes
Yes
50'
No
No
No
No
43'
42'
20'
86'
Based on the evaluation of the existing conditions, there is no crossing within San Mateo that meets
federal SSM requirements. Extending the existing medians or installing new medians will affect
driveway access or restrict turning movements on streets adjacent to the railroad and may potentially have
significant impacts to the traffic circulation in these areas.
Although there is no federal requirement for a city to assume liability for accidents which may occur in a
quiet zone, some railroad operators require that cities indemnify them against any claims which arise as
the result of quiet zone implementation. It should also be noted that federal regulations do not prevent a
lawsuit against the City as the originator of the quiet zone. Currently there is no quiet zone along the
Caltrain corridor.
Implementation of Wayside Horns
Wayside hom is a stationary hom system activated by the railroad-street grade warning system, mounted
at the crossing, rather than the locomotive, to deliver an audible warning to motorists and pedestrians.
Wayside hom is not a SSM, however, it is an acceptable way to reduce train hom noise, as there would no
longer be a need for manual sounding of the hom by train operators.
According to our research, the cost to install a wayside hom system ranges from $60,000 to $100,000 at
each grade crossing. It may also be necessary to upgrade the signal system to accommodate the wayside
hom which will require additional cost. The annual maintenance cost for a wayside hom system is
approximately $500 to $1,000.
The federally required volume level for wayside horns ranges from 92 decibels to 110 decibels. Although
the minimum level is lower than those equipped on the trains, the areas immediately adjacent to the
wayside horns will experience more prolonged sounding.
Ownership of Right of Way, Caltrain 's Authority over UP's Operation, and Regulatory Compliance
The train right of way is owned by the Joint Powers Board (JPB), a three-agency partnership (SamTrans,
Muni, and Valley Transportation Authority) formed to own and operate Caltrain. Despite owning the
right of way, the JPB only has the authority to restrict UP's access to the railroad within specific times for
the purpose of operating freight under a condition of the purchase of the right of way from Southern
Pacific Railroad in 1992. Governance of issues such as the usage of horns, the decibel levels, and the
Q:\pw\PWENG\A_PWC\AR 2010\Chans\Train Hom Noise- Dec 8.DOC
PUBLIC WORKS COMMISSION ADMINISTRATIVE REPORT
TRAIN HORN UPDATE
MEETING DATE: DECEMBER 8, 2010
Page 4 of 4
manner in which the horns are deployed are the sole province of the FRA. Both Caltrain and UP are
subject to the same federal requirements enforced by FRA.
Federal regulations allow a range of decibel level for hom sounding. The regulations do not restrict the
location of the horns so long as the minimum sound level and the distinct sound pattern are maintained. It
is our understanding that both Caltrain and UP operate the horns within the federally required range.
Possibility of Implementation of Window Replacement Program Similar to the Airport
Staff has investigated the Airport Residential Sound Insulation Program. The program pays for window
replacement for qualified homes and is funded through a combination of Federal Aviation Administration
(FAA) and airport funds. According to our research, some of the airport funds were allocated for this
program as part of the mitigation measures for the airport expansion. In exchange for receiving the funds,
homeowners were required to dedicate a navigation easement to the airport. Our research reveals that
currently there is no similar program for the railroad.
UP Horn Testing, Horn Specifications, Configuration Details, and Maintenance Inspection Criteria
UP has provided answers to these questions and their responses are included as Exhibit C. The public
will have an opportunity to ask questions related to UP operation at the meeting. In addition to Mr.
Valdez who is knowledgeable about local freight operation, Mr. Iden, General Director of Cars and
Locomotives Engineering, who will be joining the meeting from Chicago, has extensive experience with
hom operation.
NEXT STEPS: Public Works staff has devoted a significant amount of resources to the train hom issue.
We have thoroughly investigated issues brought to our attention by the community and have been very
diligent in facilitating the communication . between our residents and the railroad operators. The
December gth meeting will provide residents an opportunity to have a direct conversation with the railroad
operators and regulator and establish direct contacts with them. We do not recommend any further action
for this issue. If the Commission wishes to reql1est that the City implement wayside horns or the quiet
zone, the item can be forwarded to the City Council for further consideration.
NOTICING: A copy of this administrative report was sent to all homeowner associations, in addition to
all individuals on the "Concerned Parties" list maintained in the Public Works Department.
EXHIBIT:
A. Letter from City to UP
B. UP Response Letter
C. UP Responses to Train Hom Questions.
c:
All Homeowners Associations
"Concerned Parties" Jist
Project File
Public Works A.R. Binder
Q:\pw\PWENG\A_PWC\AR 2010\Chans\Train Hom Noise- Dec 8.DOC
Exhibit A
Department of Public Works
Larry A. Patterson, P. E., Director
330 West 20th Avenue
San Mateo, California 94403-1388
Telephone (650) 522-7300
FAX: (650) 522-7301
www.cityofsanmateo.org
July 8, 2010
Mr. Andy Perez
Director Port Affairs/Corporate Relations
Union Pacific Railroad
2401 E. Sepulveda Blvd
Long Beach, CA 90810
Re: Requestfor Train Horn Modifications on Union Pacific Trains
Dear Mr. Perez:
The City of San Mateo is located in San Mateo County along the San Francisco Peninsula, and is
home to three Caltrain stations (Downtown San Mateo, Hayward Park, and Hillsdale Station) and
numerous at-grade roadway/rail crossings. There are several areas in San Mateo where the train
tracks run in close proximity to densely populated residential neighborhoods. Over the course of the
last year, citizens who reside near the train tracks have increasingly complained of loud train horns
being sounded very late at night. This letter is meant to initiate discussions between the City of San
Mateo and representatives from Union Pacific (UP) with hopes that we can reach a mutually
agreeable solution so as to minimally impact UP operations, while providing some relief to our
impacted residents.
City staff has researched UP operations and has found that UP provides two train services along the
peninsula; one operates from Sunday to Friday and the other from Monday to Friday. Depending on
the service needs of a particular day, southbound UP trains begin service as early as 7:30p.m. and as
late as 12:00 a.m. After servicing the peninsula stops, these trains return to the yard in South San
Francisco between the hours of 11 :00 p.m. to 4:00 a.m.
The City acknowledges that UP train operators are functioning within the applicable federal
regulations with respect to use of the hom, and have confirmed with the FRA that current UP horn
noise volume is within the permitted range. However, in the interest of providing some relief to
residents located in the vicinity of the rail corridor, we request UP consider implementing two
changes for trains which serve the peninsula:
Mr. Andy Perez
July 8, 2010
Page 2 of2
1. Lower the hom volume to the minimum federal standard. It is our understanding that UP train
horns are currently at the upper levels of the range stipulated by federal regulation; and
2. Reposition the horns from the top of the trains to a location underneath the trains. Caltrain made
a similar modification to their locomotives at the request of local cities and impacted residents.
This change has resulted in ambient noise levels which are more acceptable to nearby residents,
while still being in full compliance with all federal regulations. The peninsula corridor is not a
sparsely populated rural area, but rather a dense urban-suburban region; it is unnecessary to
position the hom atop the train to provide the needed range of sound.
We understand that UP operates an extensive network and that trains could potentially be dispatched
anywhere iri the country; however, this probably does not occur on a daily basis. There is likely a
core group of trains dedicated to serving the peninsula, and these are the trains we are requesting be
modified.
We feel these minor changes will make a noticeable difference in the quality oflife for our residents,
while still preserving safety in the rail corridor. Please feel free to contact me at any time to at (650)
522-7308 or schan(a),citvofsanmateo.org. We look forward to discussing this further and thank you
in advance for your assistance.
Sincerely,
Susanna Chan
Deputy Director of Public Works
c:
San Mateo City Council
Susan M. Loftus, City Manager
Larry Patterson, Director of Public Works
LeeAnn Dickson, Crossing and Trespassing Regional Manager, FRA
Chron!File
Q:\pw\PWENG\Toomey\Letters\UP Horn Noise Letter. doc
~ rCVJ-, c~~ Fi'k
Exhibit B
!htsc T~
...:Js<;;t~
RECEIVED
August 6, 2010
Ms. Susanna Chan
Deputy Director of Public Works
City of San Mateo
330 West 20111 Avenue
San Mateo, CA 94403-1388
p,UG 1 6 2010
C'TY . f SAN MATEO
PUBLIC WORKS DEPARIMENT
Re: Request for Train H~m Modifica~ions on Union Pacific .hocomotives
Dear Ms. Chan:
I appreciated the opportunity to speak with you on the telephone in detail about your request and our
operations in the Bay Area.
This letter is in response to your letter of July 8, 201 0 requesting that Union Pacific lower the hom volume
and move the hom on locomotives used during freight operations on the San Francisco Peninsula.
As you stated in your letter, Federal law governs the volume oftrain homs. The company acknowledges the
appeal of calibrating the homs for the lower end of the range of required decibels, but it would not be feasible
to do this because of an increased risk that the horns could drop below the minimum volume between
inspections and because a lower volume, although still compliant, would provide less waming of an
approaching train. And as a practical matter, the railroad cannot ensure that only locomotives with lower horn
calibrations would be used in this area because the company does not use a dedicated fleet of locomotives on
the Peninsula.
This last point is also the reason why moving the horns to the bottom of locomotives is not an option.
Although locomotives may spend some period of time in one area, they are not dedicated to specific routes
and ail locomotives are subject to relocation at any time to be used anywhere throughout the 23 states in which
we operate. We must maintain consistency within our locomotive fleet and cannot move the hom.
Public and employee safety is a core value at Union Pacific, and we are adhering to the Federal standards on
sounding the horn at all crossings. To address your concerns, I recommend that the city consider investigating
the feasibility of establishing a Quiet Zone to eliminate the use of horns at crossings. In the meantime, I have
also attached a copy of"Horn Signals: A Proven Safety Precaution" as additional infonnation.
Please feel free to contact me at any time at (562) 490-7051 or [email protected]
Sincerely,
~f~
Andy Perez
cc: LeeAnn Dickson, Crossing & Trespassing Regional Manager (FRA)
Andy Perez
Director Port Affairs
UNION PACIFIC RAILROAD COMPANY
2401 E. Sepulveda Blvd., Long Beach, CA 90810
Ph. (562) 490-7051
Fx. (562) 490-7119
Horn Signals: A Proven Safety Precaution
Our 16th President Abraham Lincoln signed the Pacific Railway Act in 1862. With
the stroke of a pen he made the dream of a railroad spanning the nation a reality.
President Lincoln knew that moving goods and people by train would help unite
our nation. That dream is very much alive today.
in the 21st Century, moving freight by train is one of the most environmentally
friendly and safest ways to get products and goods from one location to another.
The average freight train takes approximately 300 semi-trucks off the road. And,
operating a safe and efficient railroad is the core value of Union Pacific. Assuring
safety for the public, our customers and our employees, is something we do 24/7.
Part of that safety is sounding the train horn for every highway-rail grade crossing.
This train borne warning device is used to warn the public that a train is
approaching.
The Federal Railroad Administration {FRA} requires that the horn be sounded 1520 seconds prior to the locomotive occupying the crossing. Also, locomotive
engineers have authority to sound the horn whenever he or she feels there is a
safety concern, such as someone walking along the tracks or disregarding safety
signs and signals.
The volume of the horn is also regulated by the FRA. Each locomotive horn must
be in compliance with Federal regulations.
If you would like more information on FRA's Final Rule on the Use of Locomotive
Horns at Highway/Rail Grade Crossings which went into effect on June 24, 2005,
pi ease vis it: http://www. fra. dot.gov/Pages/1318.shtm I.
Exhibit C
UP Responses to Train Horn Questions
Horn Testing
UP horns are tested in accordance with standards set by the FRA. In order to provide
meaningful results, the testing is done following very strict guidelines, is thorough and
comprehensive. Specifically, testing measurements are taken 11 feet from the knuckle of
the locomotive at a height of 15 feet from the rail as specified in 49 CFR 229.129. No
physical obstructions or sound reflective surfaces can be present within a 200 foot radius
of the locomotive during testing. The testing environment must be controlled and must
utilize proven and reliable testing methods.
Train horns must be tested in both directions. This means that the front horns and rear
horns are tested through separate tests at the same location. Because the horns rely on a
common air supply system to function, when tested in the front direction, the
measurement is higher than when tested in the rear direction. This means that UP must
be certain that all horns are within the federal allowable decibel range. If forward horn
volumes test only at near minimum sound levels, then rear horns will be under the
volume required by the FRA and UP would not be in compliance.
All hom testing and inspection records are made available to the FRA upon request and
are kept and maintained as required by federal law at our headquarters in Omaha,
Nebraska.
Horn Specifications
UP utilizes horns provided by manufactures that will operate within the allowable volume
range set by the FRA. Horn standards (which must meet a target of performance) are set
by manufacturers in accordance with allowable federal regulations. Specifics of horn
configuration include air flow at certain pressures, piping and the horn itself. The horn
sound volumes are all set within allowable ranges when the railroad receives them from
the manufacturer. The horns are pneumatically actuated to either an 'on' or 'off position,
there is no 'setting' of horns by Union Pacific. Hence, horns do not have any control
mechanisms which would allow sound volume to be increased or decreased.
While UP acknowledges the appeal of calibrating horns to the extreme lower end of the
range of required decibels, in addition to the sound volume noted above with forward and
rear horns and the common air supply system, it would not be feasible to do this because
of an increased risk that the horns could drop below the minimum volume between
inspections and because a lower volume, although still compliant, would provide less
warning of an approaching train.
Q:\pw\PWENG\A_PWC\AR 20 I 0\Chans\Exhibit C.doc
Configuration Details
UP utilizes Nathan Air Chime horns. Specifically, the horns are 3-chime K Series, a horn
type reflective of the railroad industry standard. In most cases, the horns are mounted on
top of the locomotive cab, with the exception of horns being center mounted on UP's
low-horsepower units. Neither of these locations affects horn volumes.
Relocating the horns to the bottom of locomotives is not an option. Although
locomotives may spend some period of time in one area, they are not dedicated to
specific routes and all locomotives are subject to relocation at any time to be used
anywhere throughout the 23 states in which UP operates. We must maintain consistency
within our locomotive fleet and cannot move the horn.
In addition, horns are not able to be relocated without large scale modifications and
significant cost, which would also invalidate all horn testing approvals received from the
FRA.
Maintenance Inspection Criteria
Train horns are inspected and maintained at a maximum of every three years. Each
locomotive is also inspected through four scheduled maintenance services annually.
During this inspection process, horns are one of many train parts checked for operational
use and wear and tear.
UP employees also monitor horn volumes for sound consistencies and compliance with
federal regulations cmd report any issues regarding sound volumes that appear too low or
too high. These units are then inspected expeditiously to verify horn volume compliance.
During the maintenance cycle, horn rings are changed out, working horn parts are
restored and horns are essentially refurbished to a new state to ensure compliance with
federal regulations.
Q:\pw\PWENG\A_PWC\AR 2010\Chans\Exhibit C.doc
Attachment 2
City of San Mateo
Train Horn Noise Assessment
CSA No. 13-0186
4 September 2013
Prepared for:
Kenneth Chin
City of San Mateo Public Works Department
330 W. 20th Avenue
San Mateo, CA 94403
Email: [email protected]
Prepared by:
Charles M. Salter Associates, Inc.
Valerie Smith
Charles M. Salter, PE
130 Sutter Street, Floor 5
San Francisco, CA 94104
Phone: 415.397.0442
Fax: 415.397.0454
Email: [email protected]
Charles M. Salter
ASSOCIATES INC.
City of San Mateo
4 September 2013
1.0
Train Horn Noise Assessment
Page 2
EXECUTIVE SUMMARY
In response to complaints that the City of San Mateo has received from residents, they have
commissioned a noise study. This noise study documents the variation in train horn noise over time. In
addition, the City has requested a database of train horn noise levels that can be used to address any
future concerns due to changes in the train horn noise levels.
We conducted noise measurements over the course of a month at two locations. Short-term
measurements were also made in several locations, including near residences that voiced concerns about
train horn noise. The main railway through the city is used by both Caltrain commuter trains and freight
trains; approximately 92 commuter trains and 10 freight trains pass through the city each day.
Long-term noise measurements were conducted at two locations near the railway: near the corner of 2nd
Avenue and S Railroad Avenue and at the corner of 16th Avenue and S Railroad Avenue. At the 2nd
Avenue site, we measured 2,525 train horn events, with noise levels varying from 80 dB to 114 dB1• At
the 16th Avenue site, a total of 572 events were recorded with noise levels varying from 80 dB to 104 dB.
Many more events were recorded at the 2nd Avenue site due to its proximity to the San Mateo Caltrain
station. The 16th Avenue measurement location was located near the Hayward Park Caltrain station,
which typically sees much less train activity during the daytime hours. A database of train horn noise
levels recorded during our measurements is provided in the Appendix.
Short-term measurements were conducted at six sites in San Mateo to correlate the noise levels
experienced in the neighborhoods with source noise levels at our long-term measurement locations. At
each measurement location, we were able to compare the train horn noise levels with noise levels from
other activities (e.g., vehicle pass-bys). At each location, the noise levels of the train horns were typically
lower than noise from car pass-bys.
In addition to the noise measurements, we also reviewed train horn noise levels reported in several
documents submitted to the City. Noise levels from these reports were gathered in several locations
around San Mateo at various setbacks from the railway. The maximum noise levels from these reports
are presented in the Appendix.
Overall, the results of the noise study can be summarized in the following conclusions:
•
•
•
•
•
Noise levels from train horns were measured over the course of a month. Based on the data, there
were no days of the week when train horns were significantly louder than other days.
Freight train horn noise was louder than noise from the Caltrain trains.
This study cannot be used to directly compare noise levels with the federal train horn noise limits.
However, it does not appear from reviewing the data that train horns violate the federal limits.
In the locations of our short-term noise studies, the noise levels from the train horns were often
lower than those of passing cars.
Duration of train horn sounding varied greatly depending on track conditions and train schedule.
Duration of the train horns at the 2nd Avenue location varied between 7 seconds and 1 minute
18 seconds long. At the 16th Avenue location, train horn soundings lasted between 7 seconds and
51 seconds.
Decibel (dB) - A logarithmic unit used in acoustics to describe the magnitude of a sound with respect to a reference sound
level. The term "Sound Level," "Noise Level" and Sound Pressure Level" (SPL) all imply a standardized reference level near the
threshold of human hearing (0 decibels).
City of San Mateo
Train Horn Noise Assessment
Page 3
4 September 2013
2.0
ENVIRONMENTAL NOISE FUNDAMENTALS
Over any given period of time, the noise levels in an environment will vary. One typical way to
characterize the noise levels over a period of time is with the Leq metric. The leq of a time period is an
average of the varying noise levels during that time.
For short-term single noise events, such as train horns, the Leq doesn't accurately reflect the loudness of
the event. Instead, we use the Lmax descriptor, which describes the maximum noise level experienced
during a period of time.
The same Lmax noise level may be measured during both daytime and nighttime hours, but it may be
described by the listener as "louder" during some hours. This can be due in part to quieter average noise
levels during the time period, such as during nighttime hours. It could also be due to the atmospheric
effects (such as temperature, wind, and humidity). It is possible that noise levels can vary drastically
depending on the atmospheric effects, even though the source noise levels are consistent.
At our long-term noise monitoring locations, the atmospheric effects were negligible due to the close
proximity of our monitoring positions to the railway.
3.0
LONG-TERM NOISE MONITORING
Measurement Methodology
We conducted noise measurements at two locations over the course of a month from 29 April to 4 June
2013. Both locations were chosen for their proximity to the railway and distance from other noise
sources. The noise monitors at each location were placed approximately 10 to 12 feet above the ground.
Both noise monitors recorded Lmax events from the train pass-bys.
Measurement location 1 was placed near the corner of 2nd Avenue and S Railroad Avenue, approximately
40 feet from the centerline of 2nd Avenue and 40 feet from the centerline of the railway. This location is
one block south of the San Mateo caltrain station.
Measurement Location LTl
Noise monitor
Noise monitor
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 4
Measurement location 2 was placed near the corner of 16th Avenue and S Railroad Avenue, approximately
95 feet from the centerline of the railway. This measurement location was approximately 40 feet from the
centerline of 16th Avenue and 95 feet from the centerline of the railway. The Hayward Park caltrain
station is 900 feet to the south.
Measurement Location LT2
Noise monitor
Noise monitor
Assessment of Measured Noise Levels
For our assessment, we defined "daytime" hours as between 7 am and 7 pm, "evening" hours as
between 7 pm and 10 pm, and "nighttime" hours as between 10 pm and 7 am. For each of these time
periods, we calculated the average and the most common maximum noise levels for comparison.
At the 2"d Avenue measurement location, the maximum noise levels measured during the month-long
measurement period were:
Table 1: Measured Lmax Noise Levels at 2"d Avenue Location
Time of
Day
Maximum noise
level (dB)
Minimum noise
level (dB)
Average maximum
noise level (dB)
Most common maximum
noise level (dB)
Daytime
111
80
99
101
Evening
114
88
101
103
Nighttime
113
84
100
101
Although the maximum noise levels due to the train horns vary, the data shows that the evening hours
are slightly louder at the 2"d Avenue location. Overall, the noise levels measured at the 16th Avenue
location were approximately 10 dB quieter than those measured at the 2"d Avenue location because trains
tended to sound their horns farther from the measurement location.
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 5
At the 16th Avenue measurement location, the maximum noise levels measured during the month-long
measurement period were:
Table 2: Measured
Lmax
Noise Levels at 16th Avenue Location
Time of
Day
Maximum noise
level (dB)
Minimum noise
level (dB)
Average maximum
noise level (dB)
Most common maximum
noise level (dB)
Daytime
102
80
87
90
Evening
104
81
91
90
Nighttime
94
81
87
89
At this location, the data shows that the evening hours are also slightly louder.
Caltrain operates on this section of the railway between 5 am and 1 am. The freight lines do not operate
on a set schedule, but will also operate during this time period. However, between 1 am and 5 am, the
freight lines are the only trains operating on this section railway. We reviewed the data with respect to
these non-Caltrain hours. The most common maximum noise levels for the freight trains were
approximately 7 dB louder than the caltrain trains during the nighttime hours.
From the data, it is impossible to compare noise levels from various train operators because the train
operators choose to sound the train horn in different locations, resulting in a variation in noise levels. For
the hours that Caltrain was operating, we measured a wide range of noise levels, from 81 to 111 dB. We
measured a range of freight train horn noise levels between 90 to 112 dB (during the non-caltrain
hours).
Durations of the train horns was measured using the "trigger" feature of our sound level meters. The
measurements were conducted using Rion NL-32 sound level meters set to turn on as the sound level
reached a certain trigger point. For both locations, the trigger point was originally set at 80 dB. After
reviewing the first week of data (which ended on 3 May), the trigger point was set to 87 dB at Location 1
to reduce the number of excedences caused by vehicular traffic. No changes were made at Location 2.
The duration is the amount of time that the sound level experienced a noise level above the trigger point.
A database of maximum train horn event noise levels recorded during our measurements is provided in
the Appendix.
4.0
SHORT-TERM NOISE MONITORING CASE STUDIES
Measurement Methodology
We conducted attended short-term noise monitoring at several locations around San Mateo to measure
the environmental effects on the train horn noise. A summary of the measurement locations is shown in
Table 3, below. The short-term noise monitors were each placed on a tripod, approximately 5 feet above
the ground.
City of San Mateo
Train Horn Noise Assessment
Page 6
4 September 2013
Table 3: Short-term Noise Monitoring Locations
Location
Number
Nearest Intersection
Approx. Distance
from Railway
ST1
S Grant Street and W Grant Place
1,600 ft
ST2
Turner Terrace and E Poplar Avenue
1,200 ft
ST3
gth
Avenue and Rosewood Drive
550ft
ST4
2nd Avenue and S Grant Street
ST5
1st Avenue and N Delaware Street
ST6
St Matthews Avenue and N San Mateo Drive
1,600 ft
900ft
1,200 ft
Assessment of Measured Noise Levels
At measurement locations ST1, ST2, and ST3, the measured train horn Lmax noise levels were nearly
always quieter than the Lmax noise levels of passing traffic. Photos of these three measurement locations
are below.
Location STl
Location ST2
Location ST3
At these three measurement locations, the maximum train horn noise levels were from at-grade crossings
that were not directly correlated with our long-term measurement locations. In order to compare the
noise levels experienced in the community with our long-term noise measurements, we also conducted
measurements at locations ST4, ST5, and ST6 (shown below).
City of San Mateo
Train Horn Noise Assessment
Page 7
4 September 2013
Location ST4
Location STS
Location ST6
At these measurement locations, noise levels from the train were typically quieter than noise levels from
vehicle pass-bys. When compared with the noise levels at the long-term monitoring position, the noise
reductions due to distance, atmospheric effects, and barriers to the noise source amounted to
approximately 29 to 43 dB. These noise reductions are in line with our predictions of the noise levels with
minimal atmospheric effects. For our predictions, we calculated noise levels including shielding reductions
and distance dropoff from a point source.
Measurements at each location included multiple train horn noise events, contributing to the range of
noise levels that are shown in the Appendix.
5.0
REVIEW OF HISTORICAL NOISE STUDIES
We reviewed several historical noise studies as part of our assessment. Of particular interest were noise
studies that addressed noise explicitly from trains. This information has been added to the database and
is included in the Appendix.
Overall, it is not possible to compare the noise levels from the historical noise studies to the noise levels
from this long-term noise study. The historical noise studies do not explicitly state what factors contribute
to their measured noise levels. In some cases, the measured noise levels due to the trains were from
train engines, rather than train horns as presented in this noise study. In other cases, the measurement
locations were shielded from the noise source, providing additional noise reduction.
However, in some cases, the conclusions from the historical noise studies can be compared with the
information presented in this noise study. For instance, the Rosen Goldberg Der & Lewitz noise study
states that "Lmax levels were similar for both commuter and freight trains ... [h]owever, freight train
passbys are usually longer in duration than commuter train passbys". At the measurement location where
this study was based, train pass-by noise was solely due to engine noise and had no contribution to train
horn noise. When comparing noise due solely from the train horns, our study found that trains during
non-Caltrain hours are approximately 7 dB louder than Caltrain trains during the nighttime hours (see
Section 3, above).
City of San Mateo
4 September 2013
6.0
Train Horn Noise Assessment
Page 8
CONCLUSIONS
Over the course of this month-long noise study, more than 3,000 train horn noise levels were recorded at
two long-term noise monitoring locations. After reviewing the data, the train horn noise levels appear to
be consistent, with no one day seeming particularly loud when compared to other days.
The appendix presents the train horn noise levels and the associated Caltrain train scheduled to be
arriving or passing through the station at that time. The freight trains do not operate on a published
schedule, but are the only trains operating on the tracks between 1 am and 5 am. Based on the data, the
noise levels from the freight trains are approximately 7 dB louder on average than the noise levels from
the Caltrain trains. We understand that Caltrain has relocated their train horns to the bottom of the train
and lowered the noise levels in an attempt to reduce neighborhood noise intrusion. The freight trains
operating on this railway have their train horns located on the front of the engine and have set the noise
levels to meet the federal maximum noise level. The freight trains operate along several rail corridors and
have stated that they may need the increased ability to warn drivers and pedestrians of their approach.
The Federal Railroad Administration (FRA) requires that train horn noise levels be between 96 and 110 dB
when measured at 100 feet in front of the train 2• In addition, the FRA requires that the train horns be
sounded in a standardized pattern of 2 long blasts, 1 short blast, and 1 long blast. The FRA does not
state what amount of time constitutes a "long blast" or a "short blast"3 •
Noise levels for individual trains horns measured for this study varied significantly, from 81 dB to 112 dB.
The primary reason for this is the distance at which the train operator chose to sound the horn. The longterm measurements cannot be directly compared to the FRA standards due to this difference in the
location of the train horn sounding. Based on a review of the data, there is no reason to believe that train
horns are violating the federal noise standards.
The duration of the train horn sounds varied greatly over the course of the measurement period
(between 0:07 and 1:18 at the 2"d Avenue location and between 0:07 and 0:51 at the 16th Avenue
location). Operators sounded the horns for various reasons, including to warn people or animals on the
tracks, to announce their arrival or departure from the station, and when passing through the station on
an express schedule.
We conducted short-term measurements at several locations in San Mateo on two days. In all cases, the
reductions in noise levels were in line with the expected reduction due to distance and shielding. The
short-term noise measurements did not show any environmental factors.
Complaints were received from residents of San Mateo that claimed noise levels were louder during the
night time hours. During the short-term measurements, we observed that noise from the train horns was
typically quieter than noise from passing cars. No freight train pass-bys were recorded during the
short-term measurements. The observation that train noise levels were louder at night could be due in
part to the quieter average noise levels experienced during the nighttime hours, allowing for increased
noise intrusion. Also, the freight trains (which operate during the nighttime hours) are approximately
7 dB louder than noise from the Caltrain trains.
"Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule," 71 Federal Register159 (17 August 2006),
pp. 47666.
"The Train Horn Rule and Quiet Zones." Federal Railroad Administration. Web. 26 August 2013.
<http://www.fra.dot.gov/Page/P0104 >.
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 1
Appendix Section 1.0
RESULTS OF LONG-TERM MEASUREMENTS
2"d and Railroad Location
City of San Mateo
4 September 2013
Location:
Date:
Time
18:57:50
18:59:54
19:03:58
19:12:38
19:18:20
19:31:33
19:36:50
19:44:14
20:03:06
20:13:13
20:26:03
21:13:12
21:25:09
22:12:04
22:25:17
22:30:19
23:12:24
23:23:31
23:57:41
Train Horn Noise Assessment
Page 2
2nd and Railroad
29 April 2013
Lmax
104
100
94
90
102
98
106
102
99
104
103
99
102
96
99
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103
100
99
Duration
0:44
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193
192
195
194
197
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196
199
Train Horn Noise Assessment
City of San Mateo
Page 3
4 September 2013
2nd and Railroad
30 April 2013
Location:
Date:
Time , Lmax
1
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99
5:23:43
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
and Railroad
1 May 2013
Location:
Date:
Time
Page 4
2nd
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
2nd and Railroad
2 May 2013
Location:
Date:
Time
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 6
Location:
Date:
2nd and Railroad
3 May 2013
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 7
2nd and Railroad
4 May 2013
Location:
Date:
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 8
Location:
Date:
2nd and Railroad
5 May 2013
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City of San Mateo
Train Horn Noise Assessment
Page 9
4 September 2013
Location:
Date:
2nd
and Railroad
6 May 2013
196
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 10
Location:
Date:
and Railroad
2nd
7 May 2013
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Time
Page 11
2nd and Railroad
8 May 2013
Lmax
Duration ' Direction
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City of San Mateo
4 September 2013
location:
Date:
Train Horn Noise Assessment
Page 12
2nd
and Railroad
9 May 2013
City of San Mateo
4 September 2013
Train Horn Noise Assessment
Page 13
and Railroad
10 May 2013
Location:
Date:
2nd
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City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 14
2"d and Railroad
11 May 2013
TilJ!~L~,. Lmax
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City of San Mateo
Train Horn Noise Assessment
Page 15
4 September 2013
2"d and Railroad
Location:
Date:
12 May 2013
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City of San Mateo
Train Horn Noise Assessment
Page 16
4 September 2013
Location:
Date:
2nd
and Railroad
13 May 2013
City of San Mateo
Train Horn Noise Assessment
4 September 2013
and Railroad
14 May 2013
Location:
Date:
.
Ijm~
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2nd
Lmax
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City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 18
2nd
Time ...L •. Lmax
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 19
Location:
Date:
2nd
and Railroad
16 May 2013
Time ~L, ~111.ax. .. ~!t!~"'t,ion
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199
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Page 20
2nd
and Railroad
17 May 2013
Time ' ~J,!!Il!~
Dur~t~~rLL!?irectio~ .. L~ Train
0:33 . .J
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~~~~·······I
194
197
196
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 21
Location:
Date:
Time ,
,,,~J'!!~.l(
0:34:01 . . 101
8:49:27 :
99
9:oo:i2'T' 102
1o:!~!~IT~ . 1o3
2nd
and Railroad
18 May 2013
Dur~t~~n ' Dire"~i~!!.L.... Train
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Page
2nd and Railroad
22 May 2013
Time i Lmax •~I?!!I~$!on : Dir~c.~~!li Train
i8:59:ii~r~····99 .. i .. .9:13
NB . ' 285
19:0}:,51.L
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22
City of San Mateo
Train Horn Noise Assessment
4 September 2013
and Railroad
23 May 2013
Location:
Date:
Time
Page 23
2nd
I
Lmax
o:32;47"r'' 98
1:40:44 :
107
5.:.?~:.47
96
5:28:00
97
5:5~,:52
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226
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143
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264
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272
273
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274
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196
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284
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289
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 24
2nd and Railroad
24 May 2013
Location:
Date:
Ti!'I~~·~··L.. Lma~. ~.c.J?!:Irl:ltion ~!!lE~ction i
0:26:46 . i
1
108
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194
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 25
Location:
Date:
. "Il~~""'i..
2nd and Railroad
25 May 2013
Lmax
: Duration ! Direction·
Train
1~'2""'~:[:.~:0:14 :r,~~·~ss
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' 0:24 I
7:56:.25 ....~~~~··· . 0:11.~··~ NB '""-·r"' 421
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 26
2nd and Railroad
26 May 2013
Location:
Date:
~ :rlJ!I.~_J_ Lm.CI!L.J.I?.~.r<1~ion
o:37:s2 · ·····
98
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99
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440
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443
804
444
445
446
447
448
449
451
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 27
2nd and Railroad
27 May 2013
Location:
Date:
Time
~"'!lax
8:49:34
98
8:55:54 I
97
9:15:15
110
10:48:29
98
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19:27:04
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Page 28
2"d and Railroad
28 May 2013
City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 29
2nd and Railroad
29 May 2013
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Page 30
2nd and Railroad
30 May 2013
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Train Horn Noise Assessment
4 September 2013
2"d and Railroad
31 May 2013
Location:
Date:
~·-·,Hille
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Page 31
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City of San Mateo
Train Horn Noise Assessment
4 September 2013
Location:
Date:
Page 32
and Railroad
1 June 2013
2nd
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4 September 2013
2nd and Railroad
2 June 2013
Location:
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Time
Train Horn Noise Assessment
Page 33
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Train Horn Noise Assessment
4 September 2013
Location:
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Page 34
2nd and Railroad
3 June 2013
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0:20
I
16:4z:qz :
}~~~1~~i: j:
NB
!
I
15:3~:.47!
1
.O:J~.......
O:g
0:14
Q:21
0:10
. Q:J6
0:25
0:14 .
o:13
0:09
0:13
0:20
0:08
0:16
0:23
0:08
0:16
o:o8
o:15
o:o8
o: 15
0:11
0:13
1::ri1~7 +=~~~!'~.~i~l>~~;~~~~-r~l>lres~i~~+. Ti~~rL , '
109
I
I
155
257
156
258 ..
.!
SB
SB
'
NB
1~~.
!)B
?§0
Nl3..
.261
I
SB
262
o:11
0:24
0: g;
.0.:.2.2
... 0.:11
0:13
0:17
0:26
0:22
0:13
0:22
0:13
0:24
NB
263
36§
SB
NB
.?13
Nl3....
..... ?1:3
Nl3.
NB
s~ ··
NB
SB
. NB
Q:l?
NB
0:12
·a: is·
~
o:i1
0:17
o:i4.
O.:J2
0:07
o:o7
0:13
SB
J
!
}§~
...... ?§4.
.?:§7
?§8
.?71
269
·27?
273
. 37G
375
274.
277
278
38i.
ss . . j§o
NB
NB
SB
NB
SB
279
2S2 .
.283
386
~~ i1
96
103
105
;~o
NB
NB
0:20
;;0
105
107
101
98
104
97
I
II
;
r
·1'
I
0: 12
0:13
0:28
0:27
0:34
0:29
0:21
o:12
0:26
0:08
~~ i!
0:24
:,'.·
l
tI
! ......... .
I
193
192
195
194
197
196
199
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 35
Location:
Date:
2nd and Railroad
4 June 2013
Time .'_...!.max ~ o~:~r~£ion i l)!re~~~~D
0:32:04
101
. Q:.?Z
SB
5:.25:05 i
92
O:Qfl
NB
5:33:59 L. . 98
. . .O.:J8
SB
I
5:56:39 L 101
J·
0:25
SB
6:01:43 i
97
0:14
NB
6:18:31
95
0:12
NB
6:36:32
98
.0:13
SB
NB
0:23
6:36:44
98
6:54:12
96
0:12
SB
6:55:44
93
O:lJ
NB
7:08:01
102
0:?2
. SB .......
100
0:11
NB
7:10:02
jI 0:12
NB
7:19:08
96
0:15
SB
7:21:38
100
7:31:25
106
0:2§
NB
7:36:43
100
Q:J?
SB
7:37:43
96
Q:!Z
NB
7:43:51
102 . I 0:22
SB
0:15
SB
7:55:20
10.'1.
0:13
NB
7:56:29
97
I
:,;
0:14
SB
98
8:09:14
8:13:34
100
8:19:53
99
8:22:22
101
0:15
NB
~::i§
NB .. ,
8:33:33
100
O:p
SB
97
8:3§:33 ·I·.
8:4Q:oz L 101 .:
():13
NB
8:43:20
102
0:24
SB
103
8:56:51
.O:?S.
SB
9:07:31
102
0:19
SB
O:Q8
NB
9:14;.Q6
96
0:13
1 SB
9:18:55
103
9:37:50
99
O:JO !
NB
9:38:12 :
102
0:25
SB ]
1o:o3:4o
96
0:09
SB
1···· 0:12
NB
99
10:14:42
10:32:19
95
i 0:10
102
SB
10:40:50
11:08:24 :
100
NB
11:40:5:7 1
105
0:25
SB
0:16
SB
12:41:031
103
0:11
13:05:47j
97
NB
13:40:03
99
0:12
SB
.
I
14:07:56 I
95
0:09
NB
14::38:46
98
SB
1s:o1:s8 I
97 .jJ. . . . . . . ~~~~
SB
15:12:00
101
NB
j . 0:16
15:33:27
103
NB
I 0:11
I
Ll:
·r
I
·r
~~i~ F ~~
r
r
~~i~ 1
I
l
Train
198
~
"···=""'~~'"
1Q.!
102
104
103
305
206
309
208
207
210
211
313
312
215
314
319
216
... .21!3
217
220
221
322
323
225
324
329
226
228
230
.23!
332
233
134
236
135
138
139
142
146
147
150
151
152
254
155
257
.,J. ,. .
'" '~
.
.J:ime
!c'!!CIX
15:39:55 :
98
i6:o2:26···i :joo
.......16:03:05
............! I
.....95.
16:28:5~1
101
16:36:3§!
103
16:44:00
104
16:46:53
100
103
16:57:16
17;02:Q1
101
17:04:17
95
90
.17:11:19
. .
.
17:17:54
98
17:19:1Q
100
17:34:()2
98
17:39:24
101
17:48:50 i
101
17:50:48 I
100
102
17:57:02
98
18:o5:23.
18:18:06
I
101
....... ··--·j·.
18:21:S.lj
110
..
. ·-·~·-
u
••
.
. ..
···-"'''
""
•..
I·
I
""·~·j
·••·•·
l?~r~.~LQn
0:19
0:18
0:08
0:14
0:17
0:24
():16
0:25
0:12
0:22
0:08
0:12
0:13
0:10
0:18
0:.2!.
0:10
;. 0:24
J .... 0:13
1 ... o:13
.. 1. 0:20
Dir~...~!9"' --!.r~in
156
159
258
SB
NB
SB
SB
NB
SB
NB
SB
360
261
262
263
366
365
261. . ..
.?§Z.
NB
SB
NB
s~
NB
SB
SB
SB
NB
L
\
·"··+
1
....... '
I
i···""""
.?@
371
370
26!:)
27?.... .
.273..
376
274
278
381
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 36
Appendix Section 2.0
RESULTS OF LONG-TERM MEASUREMENTS
16th and Railroad Location
Train Horn Noise Assessment
Oty of San Mateo
Page 37
4 September 2013
Time
1
29 April 2013
Lmax
'. ',,, ":" :o.M•.•:::J:".'.','··•~•••~•~'l'::.'i::W.O::~"~~''"':'"~ 0
1.13:46:15
I
·············•-•»·•··y····
19:05:28 I
~~:!9:()61
23:22:29
Location:
Date:
16th and Railroad
Location:
Date:
93
86
92
87
; l>l!r:l:ltion .PJ.r!!ction I
J:~a.in
.!l•.!t~
1
283
284
288
199
Q;}~:~9
.13~
7_:.!_6:17
Z.:S7:05... ,
8:10:17 i
137.
.
d~();13
I
)
j
0:08
0:10
0:13
1 ····NB
I
SB
SB
NB
.,~VI.'!~. · Du~~.~!()~
91
85
8:2o:42··r·
·
89
.
.... .............;.
8:1§:5~ ........ 1
9:?.1:.9.§. !
81.
1Q;Q1!.!.1.
9L ..
1§:~Q~??
. 85 . .
90
16:4J~?4. :
81
17:36;??
17:47:?.2. j
135
17:58:?6
..J!}
18:21:44
....13~ . .
. J.8:.1.~:48
.~
18:58:42
86
84
.... ..19:20:14
103
19:?13:1?..
.
23:Q~:Q7
16th and Railroad
30 April 2013
82
Di!:!!.~.i9n .·~-!i.~!n
SB
198
NB
313
0:.10.
0:08
SB
·J . 218
0:10
SB
I 220
0:11
NB
;
323
SB
226
0:1} .
SB
332
0:08
NB
135
0:12
SB
360
O:J2
NB
263
0:11
NB
269
0:08
NB
273
0:1J.....
SB
376
Q~1.L.. .
SB
278
.919..
NB
283
O~tt.
NB
385
. q:Q9.
0:09
SB
.j 288
1
0:17
NSBB
289
0:07
.
1.9.6
.... o:_Q~
I.
··I·
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 38
.. !:ll!i:I.!C.. ... i Duration.tEire~!on ' . Irili•L
Time
~.:.~~:~~ J 81~~
7:37:25
~:~~- .. . ~:NB
Q~~.
1
?.:1~:T(+·
~~~.
J
....
319
216
218
220
323
332
135
138
150
155
258
360
365
88
L... .<>.:o.~
7:57:22
81 '"i. 0:07
SB
8:08:23
84
0:07 :
SB
9:12:16 '!"~' 91
O:Q~... !
NB
9:21:52
91
0:11
SB
'
10:05:15
87
0:09
NB
10:43:38
85
0:08
SB . . ·I·
13:42:56 1
88
0:09
SB
15:05:1.5... : ...~.~-· .j
0:08
NB
I
16:04:02 I
87
I 0:09
···ss···~·:·
1G:3o:3o r·~92····T· o:o9
. ~..~.s::~·r.~I
1G:5S:ss·!··
o:i2 :
NB
17:20:37+~·89·· '!'' 0:09 :··.'58~ .. 268-~
··················d,·····~·····
.............. I.. ... ..
... -······-····
!Z.:~§~~§.J
92
. .. Q:!L .1
SB
..... ~ZQ
JL4Z:Q! L 89
! ~O:Q~ !
NB ....••.... ~.?.~.
18:38:14 l
87
0:11 '"'MT"' SB
l
380
18:58:45
87
0:09
SB
376
19:25:05
84
0:07
SB
288
j9~~J:Q4
82
.O.:Q§...
NB
.........?.8.9.
...20:24:36
1Q? ... :.. o.:g
J!~....~L 193
85
.. . . .5.:.~.~.~7
l .... N~
~:.~~.J. ~:
81 ......c... 0:09 ..
l
7:~2:38
7:39:12
'
..·. ·.7.. ·.:~7j1.
''
!
1
T'
'''
8:10:50
8:20:31
8:45:40
9:13:04 I
9:21:47
16:04:37
16:43:
16:58:
E:?~:l~.t
1Z.:46:QJ
17:58:14
18:20:55 ,
~"""''=""""~"' '~~""
r
18:~4:~S..J.
..
18:58:50 I
..
Train
198~··=
SB
0:08
r
;:i~:~~ ~ ~~
"~~,"~'""=""- ~ ~
I
Lma!._I~~:~ration , Direction I
Time
cF36~'14
'e~-M.=Nm~~'
··a7····r·
16th and Railroad
2 May 2013
Location:
Date:
16th and Railroad
1 May 2013
Location:
Date:
JQ~ ..
: ;~~
92
.'. .0:12.....J
SB .• l .....Jl2
85
. 0:08 .
NB
I
319
87 .. ~'
............... ~.. . 218
89
0:12
SB
.
220
88
0:13
SB
322
84
0:10 j
SB
226
84
0:08 .
SB
230
86
0:10 i
SB
332
7 ··
258
.6:u..·r~-SB
262 ......
-·o:as
·ss···+ ·
J
o:as... T... ss
-·~···
·····t..~···'"'
0:11
,
SB
.:...Q:gg_'~J····ss
..........Q.:QS..
0:11
0:09
0:09
I
0:11
I
0:11
·+··
NB
SB
SB
NB
SB
SB
:
:
..T
···~
..-···
366
:.~~?§~
273
376
278
2.79
: .. J86.,,.,,
I 284
87
J$:·os~1,5, :1
91
19:2()_:20 ·
..~I=~::r· ·a·~a····· 1 . ~~.:.=r ·~~?'ijs
19:3z:2o....L. . . . . .!9?..... · o:17..........L......~~
· 289
.
... .
.
City of San Mateo
4 September 2013
Train Horn Noise Assessment
Page 39
16th and Railroad
3 May 2013
Location:
Date:
....Iir:t!~. . ,_ Lmax
,~
\Duration • Direction
·}~~ffr
:~ ~I::g~~~
·7:21:05·
88
'"""="'~"''"
~,
~~~
Location:
Date:
1
....Jl.~........
.§1
8:o9:~o...... .. ..!tl....
8:.3.-z:~J:!L.
85
8:45:27
89
.....................
..
11:42:52
90
16:06:30 i ...tt§§·~
16:30:45 l ......~?
16:39:32' 1 . 86
16:45:oi···
83
7:44:19
7:59:24
I
. :::~r·· " ~~~~~~~
···a:lo
"~
Train
····ss
...f.
SB
"~ '~e"~ ""~~-"~
0: 1l
0:!.!>.........
o:±o.......
1
•
yy
.~13.
.sJ:~..~:~L...
?~~.·~
17:58:30
18:20:03
18:36:38
18:49:21
20:11:57 .
22·. 11·.
1.·.·.·
.. ·.·.....
··aiii ; .~=~~::·
....9.:..09
9
..84
0:12
O:p
0:11
0:12
:.~3?63•.•.· .:.·.4. : 27·: ~..· =~··:9?75...:
. .. . . . . . . . . . . .
'-~
T ...
.1!~
90
216
218
22o
329
226
...o.:. !J
... ~....... . . .
i
0:09
.
SB
...............
....... .
I
0:09
I
NB
I ..-.~~L .
. 0:09 .... , SB i 258
o:!o...
ss
·~ 36o
1 NB "J "26i
..Q:.!D.r..
o:o9
!is ··-+ ...... 262
''"'(''''"''"''.
·-i7:4s:os
312
272'......
IAcc~llJ()nTr(l.~~ .• .. .L~cc!c,l~.l1! on Tr.as~
. . . . . . . . ...
1.~Sf!!~l1tcm.Tr(l~k?.....~....... .
Accident on Tracks
;Accident on Tracks
OW"'"'""'=~-~'"-~'
'''
•
~~~ ~~~"'"~--'~"
o:0.:.12!D.tt. JA~cidelltC>Il.I!:<l~~
T~~~~e~t e>ri..Ire~S~S'.:.
Time
.
~ ~
Lmax
:, ~:0.-.~:::~~":" ~ c:-
1:57:03 .i ..............fl.?..
10:53:18 :
91
14:51:48 j "'87"
15:50:2:3' ~'"8i
19:22X?..!f.L 86
22:5.?.:. .!!L
89
16th and Railroad
4 May 2013
Du.r:~..!!C?.'U Direc:t!().!!.l
'~UN=muf
0:09
0:08
0:09
0:08
0:11
0:13
SB
SB
SB
SB
SB
Train
~-~~~-~"i'<::;
1?2..........
. . 1~1.
436
804
450
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 40
16th and Railroad
Location:
Date:
~ . .]I~e
9.:5.6:42
15:.50:34
17.:!)2:27
18:11:51
..... 19:22:50
19:38:28
19:53:57
21:54:03
.o~.~~.!I~n .· ~~~~!ion i ,~.!rain
Lmax
81
89
81
84
91
102
94
87
L.
•
I
.. I
0:07
0:08
0:09
0:07
0: 12
0:
0:07
0:12
16th and Railroad
Location:
Date:
5 May 2013
NB
SB
SB
NB
SB
425
436
442
803
804
444
448
6 May 2013
Time
··~·hm.a)(, ..JJ>uraJI~!Ll Qirecti~n · Train
7:5o:o9 r ·········· s6.
c o:ia·· · · ·
ss ·
216
8:10:00
84
0:10:·· i
S!3
220
322
8:20:491.
83
0:11
.S.E,L
1
8:47:38 1
83
0:10 1
SB
226
.... 9:22:5? 1
85 ···
o:
s§·
J~2
10:05:30
88
O:Q2
SB
236
146
12:40:54
80
O:Q9. .. .
SB
258
16:0!):0!)
83.
Q:lQ.
SB
360
l6:3Q:~~;
91.
Q:lO.
S!3
262
1~:14:.:47
.!:!~
Q:ll
§B
370
17:36:45
85
0:08 . J
SB
0:11
r
SB
272
'17:45:51 ... ,, 85
""""~l
376
18:00:?~ .. j...... 86
0:1L.+
SB
278
18:2?:26 L.
89
O:Q~.. !
SB.
380
18:3!):55 .
8~...
Q:09
S!3.....
282
18:14:.5.2
9.Q
0: lQ
$!3
19.:J0:58
82
, . _0:07
NB
lr··· 287
288
19:J9:5? L
87
! 0:10
SB
t·
.I
I
·+
!i ·1
T
~~~i!~tE I· ~~
??::38:41
1..
83
r·
J
~·~~~
0:10
SB
L
194
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 41
Location:
Date:
16th and Railroad
7 May 2013
Time ,,,,,,. .~1!!1J~X
0:35:.!1? . : ................ 92
6:39:04,.
7:11:04
7:30:44
]:_1~:28
8:08:34
§:20:48
8:.46:00
9.:10:28
10:45:02 i
13:41::381
...
. ... .... !
16:06:10
16:58:54 !
l
J.?:J~:.48
17:37:37
17:48:01. '
17:58:42
'
-····"········'\
18:2Q: 22 L
18:3§!34 'i
. . J.f!:.~!}:47
18:47:43
18:58:12
20:32:4~
J
20:43:43 I
23:34:44 TL,
89
89
80
86
87
87
84
87
88
84
92
93
90
86
88
87
90
99
,85
94
90
102
93
88
• ..I?~I-'!ction
Rt!:e~ion
Train
.j .
_0:13
...
1
0:10
0:10
0:07
0:10
0:10
O:QQ..
SB
SB
SB
198
206
210
215
216
220
322
226
230
I
'
NB
T
1
0:1.~, . . .
O:U
O:QS
0:07
0:11
0:11
0:10
0:07
O:JA .
0:1_?
Q:l2
0:18
0:08
O:JQ .
O:Q.Q .
0:.~3
0:12
.0:08
16th and Railroad
8 May 2013
Location:
Date:
.
s~
~B_.
SB
SB
SB
SB
SB
SB
NB
SB
SB
SB
150
258
366
268
370
272
376
278
279
380
282
386
Time .],,,~..!!Ia)(
5:29:0? ' !
7:50:00
86
88
7:~4:?9
90
8:?9:94
82
9:??.:.?6
86
9:~~:Q.9
90
14:J:J..§:JO
102
87
14:40:09
15:04:16
90
16:08:08 ,"··
I
92
16:23:03 I
87
.. 16:3o:12
87
''i6:4~:SQ
84
16:59:54 i
88
17:~~.:.~4
86
17:46:28
90
80
18:36:59 l
19:05:25 I
88
19:19:16'1'' 84
19:31:66 !
82
1.9.:37:.20 ,
103
r
I
· Duration L!~ix~c;tionL .. Trai!l., __ ,
''. 0:08
0:09
0:15
0:08
0:10
0:09
0:50
0:09
0:10
0:10
0:10
o:12
0:13
0:11
0:07
0:10
0:08
0:08
0:10
.
0:07
o: 18
I
SB
SB
L
NB
I'
·!.
r
I
SB
SB
102
219
319.....
3?.2
~~2 . .
SB
SB
SB
152
254
25f!
SB
SB
i. ..
SB
SB
SB
····I
SB
SB
SB
36Q
262
366
370
I.
272
380
2fl1
288
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 42
16th and Railroad
9 May 2013
Location:
Date:
J ...
Tim.~...
Lma.x.........~J:)ur.at.i~.!·u... Dire~.~i~.ll.
0:11:25 . . . 82. .. . 0:07············.
..... · · ·
Q:~~.:12
.~:. ~~.?3
·~?:3~:47
7:22:16
7:36:49
7:44:30
8:10:12
8:21:09
8:46:54
12:41:15
J}:1?~?§
•~•u
I
I
~!.§~Q1:58
17:20:02
··1a:o5:45
18:1i:s2·:··
18:25:28
18:37:24 •
18:45:49 :
I
88
82
88
88
90
87
91
87
87
86
81
89
91
O:Q2....
0:07
0:13
0:12
0:08
0:10
0:10
0:13
0:14
0:09
Q:.o~...
0:13
0:07
o:o9
r ·a7
18:58:~.~
19:20:28
19:3?~17
...?~:()Q:44
83
88
86
86
I
88
87
101
.•.........~.~.
·a:i4
··•·
0:07
0:08
0:10
0:12
0:09
Q:12 . .
~'"'""~"'NN~m""'"
.
.Q:9.2.
Train
I
Time
5:58:08
........2.1
7:09:48
90
7:20:47 r·····a3
····a:28:0a··
84
8:59:si···
95
·l··
r··
1o:ii~~:
10:22:43 •
13:05:16
15:05:08
16:07:20
t6:30:.~Q
···-ss...
+=
~.~ ..........i
SB
SB
"'
SB
SB
SB
'
~
~
_,
.JZ:J9:3~
258
268
37.§...::.~~
274
278
380
282
386
288
"""~"·~~
Lmax
90
§:~Z:13
SB
..~!98
102
SB
206
SB .
SB ,,J,.I
312
SB
314
SB
216
SB
220
SB
322
SB
226
SB
146
SB
SB
16th and Railroad
10 May 2013
Location:
Date:
"c
I
.
Duration
I
0:22
0:14
Direction;
I
.::=.~Q:l1
-l
104
206
21L.
i···· ~~~~· ··~ccid~ton~rac~ ?. . . ..
·-. . o:ii
~Accident on
·~~····--··"
85
85
87
89
91
87
84
I
SB
SB
NB ~····~
+··
Train
.
I
!
.... I
0:07
0:11
0:10
0:11
0:12
" umu "'"""""'
'"'"'"=~""
TrackS ....
'""~'"'"""'"'
Accident on Tracks
Accident on Tracks
N
'
"•-~=w~• M,
NB
SB
SB
SB
NB
Q:JQ...
0:09
i
17:37:03 ·;···~~.. .....Q.:JQ. ., ..
0:10
...JZ:1.4.:. 31. t ... ~~..
18:35:19 !
86
0:11
·····1~:~5~j~~= 88
0:10
19:20:31
····8·11..C8·~···+·
0:11
T9:"34i3i"
82
0:08
19:45:17
101
0:25
22:33:11
88
o:o9
o:14 ..
.. 23.:Q().!.Q!. •.. "... 87....
'''"
<
1
~mumumuu"""
I
I
I
L
_
•
~"
""""'"=-
147
254
254
...J§O
371
~B . L. . .J7.0
SB
.
272
NB
279
SB
386
SB. . ~.J.. . 1.8.~·~··
Oty of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 43
Location:
Date:
16th and Railroad
Time
8:52:38
' DLI[i~!!~..!!
0:08
0:08
0:11
0:07
0:10
0:12
0:13
Location:
Date:
11 May 2013
'·''''!,,'!'.ii.)(
86
10:13:??1 85
87
12:23:02 !
13:54:36
91
89
18:52:21
89
19:.?3:17
87
2?:51:16
Diref~ti~n~
SB
SB
SB
SB
SB
SB
T!~!':l,~··
422
802
432
422
804
450
16th and Railroad
12 May 2013
Tiltl~~~·J··~· Lma)(~~L!?ure~tionJ ...""irecti.C)..!!L Train
1o:1o:o4 '
12:22:57'
...........
12:~1:.:47
16:47:58
17:19:59
19:02:17
19:22:58
19:!)Q:?l
88 ·
89
87
.. 8~
.86
95
89
85
·T1 ·
o:o8
0:10
. ...~
Q:Q!L
Q;JO
0:14
0:19
0:10
0:09
r
!1
1
.J.
·· · ,
~Q?
SB
SB
SB
430
438
SB
SB
804
444
City of San Mateo
4 September 2013
16th and Railroad
13 May 2013
Location:
Date:
.7:37:32
7:45:12
7:57:26
8:21:13
8:38:02
8:46:54
9:23:01
10:46:39
11:44:04
14:40:12
15:4Q::9~:l
J6:Q7:02
16:31:15
16:58:54
17:20:13
17:58:40
18:21~?7~1.
18:36:29 .
l8:5Q:.?11
>
83
94
88
90
92
93
92
85
88
86
90
88
87
95
83
89
90
87
91
90
90
81
101
;·-· SB
SB
·l·
O:Q~
0:1}
O:Q7
0:11
O:JO
. . 0:1,0
0:12
0:08
0:09
0:09
Q:Jl
0:09
0:10
+·
...
SB
SB
NB
..
0:~.9..
0:0~
0:)0
O:J3.
O:Q8
():J1
():)0
0:10
0:11
0:17
NSBB
1
;.
.
"']
I
314
216
217
322
324
226
231
~
···l
16th and Railroad
14 May 2013
Location:
Date:
~'D.C!~.~;.I)uration . Direction I '''"'.Jrain
.....:n!TI.e
19:07:01
19:19:45
19:33:53
20:07:47
Train Horn Noise Assessment
Page 44
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
N
142
152
156
258
360
366
268
376
278
380
386
.2~
288
289
..Tl.ltl.e,, ...:. Lm.i!~~· .. .L. Dura!!Q.I'!. . . U:>irec~iQil.J
7:Jl,,:13
7:22:Q5
7:57:22
8:11:38 i
8:21:03 . -f··1
8:49:22
9:10.:,,?2
16:43:34
17:18:53
17:45:4J:
18:32::'!?.
18:36:07
18:46:~5
.~.~-··
0:12 ·-.. J..
NB
28~
1~.:19:.33
87
90
95
0:10
0:14
0:16
SB
NB
289
5:29:~.5
1~.:~:'!.:..15
19:40:00
I
+"-
I····
1
0:09 ....
0:10
0:12
0:09
0:09
0:10
0:13
0:09
0:30
0:11
0:21
0:11
0:10
0:08
T.
I
SB
SB
NB
SB
SB
SB
NB
SB
SB
SB
SB
SB
.... SB
NB
T.~~.''L
198
10?,
21J..
312
218
220
323
226
23()
26?..
268
272
380
279
88
88
88
90
88
89
82
86
91
86
90
89
87
82
0:34:1,5
28~
City of San Mateo
4 September 2013
Location:
Date:
Time 1
6:56:54
7:05:01
7:05:41
8:08:58
8:20:29
8:37:56
8:45:22 ..;......
9:21:20
9:40:09
10:04:47
10:30:39
10:41:39
13:41:10
15:04:52
16:03:41
16:31:28
16:44:33 1
16:58:47 !
~-
mu
•
on""'""
17io:i:i?J
17:18:45 ..j
17:36:25
17:46:11
18:36:18
18:47:33
18:58:19
19:20:22
19:39:07
Train Horn Noise Assessment
Page 45
Dur~!,~~~J [)irE!C::~io!!J...
''~"'~~~
88
88
84
87
91
83
90
89
88
89
87
86
87
91
87
85
87
95
83
83
85
~
J"
0:07
o:o9
0:07
0: 10
0:11
Q:JQ
Q:J2
0:11
0:10
0:11
0:13
SB
SB
SB
SB
0:10
0:10
0:12
0:1.3 ...
O:JO
1
90
1
88
86
86
89
101
1
•
O:lO
Q:08
o:o8
0:10
0:10
0:16
0:10
0:!9.
0:~7
·c .coo!!gl~, • ... !;~~~. .. . . Durat!~!!J Jlirection
83
0:12 ]
SB
Q:~.:11
7:2.Q:?~
9Q .
0:11.. !
SB
7:3.§.:.4~
7:4.~.:}0
L.
i
·j
I
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
NB
SB
SB
89
88
91
8:00:07
.
226
332
134
236
~:J-t:19
f ...... ~
8:22:06
8:50:44
8:57:15
86
91
85
138
150
254
258
360
262
366
264
268
370
272
380
283
386
288
i
··I
1.
12:4~:1~.
16:43:49
.O:QQ
1
Train
.cident on tracks
Eiclerlt onirack5
cident C>flii:~c:i<S
tident on tracks
cident on:tracks
cident Ql1.tracks
0:08
16th and Railroad
16 May 2013
Location:
Date:
16th and Railroad
15 May 2013
I
17:?9I?o '
17:58:11 i
··i~~~~;;tf
19:19:57
.. ·••••·······•·•··•
19:}~:?2.
20:24:09
21:13:37
j
j••
I
o:g.. 1
0:11
0:08
.. 0:.!6 ...... ,
0:10
i 0:11
o:o7
I
~~ . t. ~~~~
89
90
84
92
87
88
104
91
I
0:15
0:15
0:11
0:13
0:09
0:15
0:24
0:10
ss
SB
SB
SB.....
..N.~
SB
SB
SB
SB
SB
SB
T~~i!!....... '
19~ ..
312
314
216 .. .
2W.. .
22Q..
322 ......
227
146
262
268
37fi ...
278
3~6
289
193
192
City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 46
16th and Railroad
17 May 2013
Lmax r Duration i Direction \
··· · ·o:o7, .. ,.,1"'"''~, ss ··· ~r,·· Train
87
102
......
i
81
217
O:O'j'
NB
220
91
0:11
SB
332
85
O:lq
SB
138
85
0:07
SB
150
83
0:08
SB .
101
0:1?
89
360
O:J2
i6:58:os1·
92
366
o.:J3
.. .
. . ···t·······"
264
17:06:33+
84
l 0:07
17:35:49 i
88
. L .. 0:09
17:44:32 J
89
272
0:09
SB
17:58:16 i
87
376
0:10
SB
18:21:15
91
278
0:19 . .
SB
282
18:45:25
90
0:1!
SB
19:18:58
91
0:11
SB
288
19:28:10
100
0:16
0:07
19:32:09
81
0:15
19:32:49
85
Time
5:31:29
7:57:53
8:11:05
9:21:27
10:40:48
1}:40:18
13:52:24
16:30:08 i
L
I
Location:
Date:
Time
12:33:38
17:53:20
Lmax
93
85
~··
=··~""""~""
16th and Railroad
18 May 2013
Duration ' Di!:,t;f!lon . ~ . .!.!:~in
0:08
SB
802
0:07
SB
440
City of San Mateo
4 September 2013
Train Horn Noise Assessment
Page 47
16th and Railroad
22 May 2013
Location:
Date:
TJ!!!t:!.
Time... .
9:~1:24
13:41:45 I
· 14:.43:03
15:0!):Q?.: ....
16:23:30
16:45:30
17:00:06
o•'•
I
•••••••••••••••j
1?:~0:30
17.:.49:53
17:58:39
18:}§:45 .
19~3~:02
89
87
88
92
86
90
89
92
89
86
88
83
0:09
0:09
0:09
0:10
0:10
0:14
0:22
0:17
0:11
0:11
0:11
0:15
16th and Railroad
23 May 2013
Location:
Date:
SB
SB
NB
SB
SEt
NB
SB
SB
SB
SB
150
152
155
360
262.
365
2@
272
37§
380.
Lm"~:X: ..
5:~~:~§
Bt
6:38:~4
89
90
88
7:21:22
7:36:52
7:59:12
8~
8:12:5~
88
90
88
8:22:01
8:47.:,?§
10:0}:!§.
. ?7 . .
12:4Q:11 •
.?.~. . .
13:4?:.33.
.?.!._
15:06:~?....
9JL .
15:39:55
16.:..9.5.:17
16:30:31 '
§§
93.
8~
.16:46:.56 l
16:.5·8:47
88
87
8? .....
1
i7:os:.s~j-·
17:35:35.
18:09:39
18:35:56
J8:50:3."!
19:43:~?
.
.
~Q
91
89
89
101
.
DiJn!!~" • Dire~~!()" 1..-.:rrai!L".. '
. Q.~~
0:10
Q:12
s
i
0:11
0: 13 . I
0:10 J
0:}1
0:13
0:11
0:08
0:0?..
Q:JQ.
JKQ§
..Q:!?
Q:Q?
SB
SB
SB
SB
SB
I
..Q:!Q
0:10
0:12 ·······I··
0:17
1
·~w
NB
NB
SB
SB
SB
SB
NB
SB
SB
SB
SB
1
!...............SB
.
O:JO
0:11
0:09
Q.:.l2....... :
I
SB
SB
SB
SB
SB
•
102
206
312
314
218
221
323
226
236
146
150
155
156
.258
360
262
366
264
.. .3.70
274
380.
282
o••••
Train Horn Noise Assessment
City of San Mateo
Page 48
4 September 2013
Location:
Date:
,, . .,!!m~..
~:.~.~:..24
6:.57:08
. 7:10:51
7:37:00
7:44:29
8:4z:~9.
9:Q~.:Q9
9:21:47
9:41:34
10:04:41
10:40:17
14:45:01
16:06:36
16:30:01
16:4~:. 28
16:??:31
17:35:35
17:44:55
18:19:29
18:35:06
1~.:47.:57
18:58:28
19:20:37
22:40:52
+·
23:30:31
16th and Railroad
24 May 2013
Lm.~lL
Ll)urc:~t~~
... ···--r····
.... ·•·····
0:08
89
0:08
88
91
0:11
92
0:10
87
0:09
0:10
90
83
0:~0
0:09
90
87
0:09
86
0:10
92
0:09
..,
91
.f-" 0:08
0:11
88
92
0:11
1
89
.. 0:12
92
0:14
0:10
94 ··~···t
0:10
83
0:11
87
86
0:09
0:20
93
0:10
84
0:09
89
0:09
92
93
0:15
I·
I
16th and Railroad
25 May 2013
Location:
Date:
LDirectio,'!.. IL.~.
Trai~. ,,.=
NB
SB
SB
SB
SB
SB
SB
103
208..
210
314
216
226
230
?I:L.....
:n?.
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
SB
134
236
138
152
258
360
262
366 .....
370
272
278 ..
380
282
386
I
...
28~
~... J.ime
• Lmax
0:37:25 L
10:05:33 L.
g24:J~.L.
17:28:22
l8:J6:38
19:28:32
·····-·"
19:53:05
22:51:57
-
!
89
83
85
89
83
91
90
85
; R'!~~~t!on \ J?if,~J=,~ion ;
.\
1
0:08
o:12
0:11
0:10
O:J3
0:~0
.. Q:08
0:11
Train
J
1
SB
I
802
.
SB
NB
804
445
City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 49
16th and Railroad
26 May 2013
Location:
Date:
Time I Lmax : Duration Direction '
Train
','T''~'
,,,,",'r-"''-"-'~''"""'''','
10:23:20
89
:
0:10
i2:33:40 ,l 89
0:14
SB
802
17:53:,24. ;
SB
81
0:07
440
19:~1~~5
92
0:14
19:35:02
90
0:12
,r~··0
·r
I
1.t'!l,e
12:,?._f!:?4
12:!:)Q:16
13:5Q:51
15:52:05
16:50:27
.!.~_:_28:21
20:54:40
16th and Railroad
27 May 2013
•
I
•
•
~
Train
', Dur~!•on
:J?~r,ect•C?,r'l~r
.. .
......,... ,
..... 'C'.,
802
Q:l? ,.,,,, _SB
!9..0
Q:)3
I
SB
430
8?
432
86
.Q:07
SB
··~
436
88
_Q:09
. SB . . j
90
0:14
SB
438
I
0:14
:
SB
90
804
SB
446
8?,,, r 0:14
Lmax
0
••
""
·+
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 50
Location:
Date:
16th and Railroad
28 May 2013
Time ; . ~~!!!~~·~· .Durati.~!t.l.. .~trection 1 ••.!~~.i.n
5:28:19
84
0:08. .
SB
102
7:10:52
88
0:12
NB
211
]:20:23
85
0:10
SB
312
7:46:06
84
0:09.. 4 ....... SB
216
7:57:14 j
85
0:07 .~
SB
218
8:47:01 ji
88
_0,~?
SB
226
9:09:33 l
82
O:JQ
SB
230
9:34:'18. . j
95
_0~!§
NB
233
1Q_:05:22 :
88
.. .O:J2
236
11:42:01
86
0:08
SB
142
13:44:21
83
0:12_
SB
150
15:4Q:4§.
90
0:09
SB
156
16:04:37
84
Q:1!
SB
258
jt;:4?·:~G •
87
0:.1.1
SB
262
16:58:28
88
O:JO
SB
366
84
0:09
SB
268
17:20:07
17:35:24
90
O:Q9
SB
370
92
0:11
SB
i 272
17:49:53
17:58:06
86
SB .. jj . 376
.0:09.
.. .
18.:. 2.1:.2!
91
.... Q:lQ
SB
,
278
18:45:23.
93
0:13
SB
282
19:19:24
89
0:09
SB
288
20:13:21
85
0:10
101
0:19
21:35:21
""·'-""""
16th and Railroad
Location:
Date:
29 May 2013
J ..J..m ax . . ~ . .LPllration ..\. .~.i!~cti().n~.L... ~Tra in
J. ll:o8 r ·~s I. 211
1
~~~~~3~~1 ~~ j ~J~i3 l- ..
l ~ 322
~~~
8:20:13 1
90 .. I~- . . 0:12
. ~$B
Tiltl e~. .
7:04:~4:: 1·:· s1······
8:45:14 !
9:09:?~
9:20.:0Z
1
!
89 ~-.!. 0:11
91
0:10
83
. 0:11
85.
0:10
85
0:08
10:Q~§:.'IQ ;
. 1Q;1Q:J9 •
..J}:39:54 1 .~8.'1
15:06:53
I
90
. ·············""!"········"" •
16:Q'I:}!i ... j . 85
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City of San Mateo
Train Horn Noise Assessment
Page 51
4 September 2013
16th and Railroad
30 May 2013
Location:
Date:
Time
..Jmax
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6:38:03
7:20:32
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31 May 2013
Location:
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City of San Mateo
4 September 2013
Location:
Date:
Train Horn Noise Assessment
Page 52
16th and Railroad
1 June 2013
Time .·~,~mi)x
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2 June 2013
Location:
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Lmax
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804
City of San Mateo
Train Horn Noise Assessment
4 September 2013
16th and Railroad
3 June 2013
Location:
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Time
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Page 53
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16th and Railroad
4 June 2013
City of San Mateo
Train Horn Noise Assessment
4 September 2013
Page 54
Appendix Section 3.0
RESULTS OF SHORT-TERM MEASUREMENTS
Location
number
Measurement
Vehicle
passby Lmax
Train horn
length
Noise level
without traffic
M1
25 min
42-44 dB
55-61 dB
47-51 dB
43-44 dB
58-64 dB
45-59 dB3
2
Lmax
1
M2
15 min
M3
25 min
43-44 dB
59-69 dB
46-61 dB3
M4
20 min
46-48 dB
62-69 dB
51-64 dB
M5
25 min
46-47 dB
54-64 dB
53-74 dB
M6
25 min
47-48 dB
63-65 dB
51-56 dB
Note 1: At each measurement location, 5 to 10 train horn noise levels were recorded
Note 2: Measurement length shortened due to noise from yard maintenance activities at a nearby location
Note 3: Train horns were audible from several at-grade crossings, contributing to the large range in train horn noise levels
Appendix Section 4.0
DATA FROM HISTORICAL NOISE STUDIES
Report
Rosen Goldberg Der & Lewitz, "2901-2905 South El Camino Real,
San Mateo, CA Site Noise Assessment," 25 January 2008.
Reported
Lmax*
99 dBA at 75 ft,
(typical 82 to 88 dBA)
Charles M. Salter Associates, "Nueva High School Preliminary
Environmental Noise Study," 25 June 2012.
73 dBA at 500ft
Cerami & Associates, "92 and Delaware Street: San Mateo,
California Acoustical Report," 10 December 2008.
77 dBA at 500ft
Rosen Goldberg Der & Lewitz, "2000 South Delaware Street, San
Mateo, CA Site Noise Assessment," 12 October 2010.
68 to 70 dB at 680 ft
* Note: Lmax distances are to the centerline of the tracks, as stated in the reports