Noise Impact Assessment Study

Salem Transfer Station

Salem, MA
Swampscott Road
Salem, MA

Prepared for:
Northside Carting
210 Holt Road
North Andover, MA 01845

Prepared by:
Epsilon Associates, Inc.
3 Clock Tower Place, Suite 250
Maynard, MA 01754

March 21, 2008

Noise Impact Assessment Study

Salem Transfer Station

Salem, MA
Swampscott Road
Salem, MA

Prepared for:
Northside Carting
210 Holt Road
North Andover, MA 01845

Prepared by:
Epsilon Associates, Inc.
3 Clock Tower Place, Suite 250
Maynard, MA 01754

March 21, 2008

TABLE OF CONTENTS
1.0

INTRODUCTION AND SUMMARY

1-1

2.0

NOISE METRICS

2-1

3.0

RELEVANT NOISE REGULATIONS AND CRITERIA

3.1
Massachusetts State Regulations
3.2
Local Regulations

3-1
3-1
3-1

4.0

EXISTING CONDITIONS
4.1
Baseline Noise Environment
4.2
Sound Level Measurement Locations
4.3
Measurement Methodology
4.4
Measurement Equipment
4.5
Baseline Ambient Noise Levels

4-1
4-1
4-1
4-3
4-4
4-5

5.0

REFERENCE SOUND LEVEL DATA

5-1

6.0

FUTURE CONDITIONS
6.1
Traffic Noise Model (TNM)
6.2
CadnaA Computer Software Sound Model
6.2
Predicted Sound Level Results

6-1
6-3
6-3
6-4

7.0

CONCLUSIONS AND CONTROL MEASURES

7-1

Appendix A
Appendix B

Beverly Airport Weather Data, March 11, 2008

Cadna/A Noise Model Output

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Epsilon Associates, Inc.

List of Figures
Figure 1

Sound Levels in the Environment

2-2

Figure 2

Aerial Site Locus and Sound Level Measurement Locations

4-2

Figure 3

Hourly Sound Level Plot of Continuous Sound Level Data

4-8

Figure 4

Predictive Sound-Level Modeling Locations

6-2

List of Tables
Table 1:

Baseline Ambient Noise Measurements ............................................................... 4-6

Table 2:

Location CM Continuous 9-Hour Sound Measurement Data ................................ 4-7

Table 3:

Measured Equipment Sound Levels (at 50 feet) .................................................... 5-1

Table 4:

Equipment Sound Power Levels, dB (re 1 pW) ..................................................... 5-2

Table 5:

Predicted Noise Levels MA Noise Policy Criteria .............................................. 6-5

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Table of Contents
Epsilon Associates, Inc.

1.0

INTRODUCTION AND SUMMARY

This report presents an analysis of potential community noise impacts associated with the
proposed expansion and processing-rate increase at the Salem Transfer Station in Salem,
Massachusetts. The analysis has been prepared to address the requirements of the
Massachusetts DEP noise regulations. The report discusses the potential noise levels in the
surrounding community due to operations within the facility. A sound level measurement
program was conducted at potentially sensitive locations around the proposed site. The
goal was to determine existing background sound levels during transfer-station operating
hours. The existing background levels were then compared with predicted sound levels
associated with a future increase in processing volume. The modeling results were
compared against existing conditions and regulatory standards. Community noise
attributable to the recycling facility may arise from the following sources:
Trucks operating onsite and within the property boundary
Front-end loaders used to move materials, occurring inside the tipping-floor building
Back-up alarms from trucks on the site
The equipment expected to be used at the facility will operate at noise levels within the MA
DEP noise regulations, and without substantial impact to the surrounding ambient noise
environment.

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Introduction
Epsilon Associates, Inc.

2.0

NOISE METRICS
There are several metrics with which sound (noise) levels are measured and quantified. All
of them use the logarithmic decibel (dB) scale. The following information defines the noise
measurement terminology used in this analysis.
The decibel scale is logarithmic, to accommodate the wide range of sound intensities found
in the environment. A property of the decibel scale is that the sound pressure levels of two
separate sounds are not directly additive. For example, if a sound of 50 dB is added to
another sound of 50 dB, the total is only a 3-decibel increase (to 53 dB), not a doubling to
100 dB. Thus, every 3 dB change in sound levels represents a doubling/halving of sound
energy. Related to this is the fact that a change in sound levels of less than 3 dB is
imperceptible to the human ear.
Another property of decibels is that if one source of noise is 10 dB (or more) louder than
another source, then the total sound level is simply the sound level of the higher source.
For example, a source of sound at 60 dB plus another source of sound at 47 dB is 60 dB.
Sound level meters used to measure noise are standardized instruments. They contain
weighting networks to adjust the frequency response of the instrument to approximate
that of the human ear under various circumstances. The network used for community noise
surveys is the A-weighting network. Sounds detected with the A-weighting network of the
sound level meter are reported in decibels designated as dBA. The A-weighted scale
(dBA) most closely approximates how the human ear responds to sound at various
frequencies: it emphasizes the middle frequency (i.e., middle pitched - around 1,000 Hertz
- sounds), and de-emphasizes lower and higher frequency sounds. Figure 1 presents an
example of some common indoor and outdoor activities, and their typical sound levels in
our environment.
Because the sounds in the environment vary with time, they cannot simply be described
with a single number. Two methods are used for describing variable sounds: the percentexceeded levels (Ln) and the equivalent level (Leq). Both are derived from a large number
of moment-to-moment A-weighted sound level measurements. Percent-exceeded levels are
values from the cumulative amplitude distribution of all of the sound levels observed during
a measurement period. Percent-exceeded levels are designated Ln, where n can have a
value of 0 to 100 percent. Some common metrics reported in community noise monitoring
studies are described below.
L90 is the sound level in dBA exceeded 90 percent of the time during the measurement
period. The L90 is close to the lowest sound level observed. It is essentially the same as
the residual sound level, which is the sound level observed when there are no obvious
nearby intermittent noise sources.

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Noise Metrics
Epsilon Associates, Inc.

Sound Pressure
Level, dBA

COMMON INDOOR SOUNDS

120

COMMON OUTDOOR SOUNDS

Jet takeoff at 300 feet

110
Rock Ba nd
Jet flyover at 1000 feet
100
Inside Subway train (NYC)
Gas lawnmo wer at 3 feet
90

Food Blender at 3 feet

Garbage disposal at 3 feet

Heavy truck at 50 feet

80

Shouting at 3 feet

Vacuum cleaner at 10 feet

Noisy urban daytime

70

Gas lawnmo wer at 100 feet

Auto (60 mph ) at 100 feet

Normal speech at 3 feet

60

Quiet speech at 3 feet

Dishwasher next room

50

Soft whisper at 3 feet

40

Quiet urban daytime

Quiet urban nighttime

Quiet suburban nighttime

Library
Bedroom at night

Heavy traffic at 300 feet

30
North rim of Grand Canyon
Quiet rural nighttime
20

Broadcast and recording studio

10

References:

Threshold of hearing

Northside Carting, Inc.

1. Harris, Cyril, "Handbook of Noise Acoustical Measurements and

Noise Control", p 1-10., 1998
2. "Controlling Noise", USAF, AFMC, AFDTC, Elgin AFB, Fact Sheet, August 1996.
3. California Dept. of Trans., "Technical Noise Supplement", Oct, 1998

Figure 1
Sound Levels in the Environment

 L50 is the median sound level, which is the sound level in dBA exceeded 50 percent of
the time during the measurement period.
L10 is the sound level in dBA exceeded only 10 percent of the time. It is close to the
maximum level observed during the measurement period. The L10 is sometimes called
the intrusive sound level because it is caused by occasional louder noises like those
from passing motor vehicles.
Leq, the equivalent level, is the level of a hypothetical steady sound that would have the
same energy (i.e., the same time-averaged mean square sound pressure) as the actual
fluctuating sound observed. The equivalent level is designated Leq; and is also Aweighted. The equivalent level represents the time average of the fluctuating sound
pressure, but because sound is represented on a logarithmic scale and the averaging is
done with linear mean square sound pressure values, the Leq is most often determined
by occasional loud, intrusive noises.
The maximum sound level during a given time is designated as the Lmax. The Lmax are
typically due to discrete, identifiable events such as an airplane overflight, car or truck
passby, or a dog barking for example.
By using various noise metrics it is possible to separate prevailing, steady sounds (the L90)
from occasional, louder sounds (L10 or Lmax) in the noise environment.
The frequency content of noises are also stated in terms of octave band sound pressure
levels, in dB, with the octave frequency bands being those established by standard. If noise
control treatments are required for a source, it is very useful to know something about the
frequency spectrum of the noise of interest. Noise control treatments do not function like
the human ear, so simple A-weighted levels are not useful for noise-control design. In the
event that noise-control is necessary for this project, the estimates of noise levels due to
equipment operation are also presented in terms of octave band sound pressure levels.

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Noise Metrics
Epsilon Associates, Inc.

3.0

RELEVANT NOISE REGULATIONS AND CRITERIA

Noise is officially defined as unwanted sound. The principal feature of this definition is
that there must be sound energy and someone hearing it who considers it unwanted. Noise
impact is judged on two bases: the extent to which governmental regulations or guidelines
may be exceeded, and the extent to which it is estimated that people may be annoyed or
otherwise adversely affected by the sound. Specific regulatory references are as follows.

3.1

Massachusetts State Regulations

The DEP has the authority to regulate noise under 310 CMR 7.10, which is part of the
Commonwealths air pollution control regulations. Under the DEP regulations, noise is
considered to be an air contaminant and, thus, 310 CMR 7.10 prohibits unnecessary
emissions of noise.
DEP administers this regulation through Noise Policy DAQC 90-001 dated
February 1, 1990. The policy limits a source to a 10-dBA increase in the ambient sound
measured (L90) at the property line for the Project and at the nearest residences. For
developed areas, the DEP has utilized a waiver provision at the property line in certain
cases. This is appropriate when are there are no noise-sensitive land uses at the property
line and the adjacent property owner agrees to waive the 10-dBA limit.
The ambient level is defined as the background L90 measured when the facility is not
operating (or, in this case, before an expansion that has not yet occurred), but during a time
period when it would normally operate. For a source which will or could operate all day,
the ambient level typically occurs during the quietest period (9 a.m. to 4 p.m.). The DEP
policy further prohibits pure tone conditions where one octave band frequency is 3 dB or
more greater than an adjacent frequency band. An example of a pure tone is a fan with a
bad bearing that is producing an objectionable squealing sound.
Although the transfer station currently exists, and the sound level measurement program
was conducted during operating hours, current operations have been part of the
background for decades.

3.2

Local Regulations
The City of Salem does have a quantifiable noise standard as part of the Code of
Ordinances (Article I, Section 22-1 within the Salem Code of Ordinances). The Article does
not state a specific sound level limit at the property boundary for a commercial operation.

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3-1

Relevant Noise Regulations

Epsilon Associates, Inc.

4.0

EXISTING CONDITIONS
The facility is located on a parcel of land bordered by Swampscott Road to the east and
businesses zoned for commercial use to the north, west, and south. The property
immediately to the northwest contains a bank, a gas station, and a convenience store. To
the west and southwest, the parcel is bordered by the Forest River and a wooded area
(immediately beyond which are commercially-zoned properties). The property to the south
contains a self-storage facility and a health club. Figure 2 is an aerial photograph of the
area, and it also shows noise measurement locations with an overlay of the site footprint.
The nearest residential locations are located slightly further to the southwest (in the vicinity
of Barnes Road) and to the southeast (a development at the intersection of Swampscott Road
and First Street). There also are a few homes on the north side of Highland Avenue at the
intersection with Swampscott Road.
Trucks enter and exit the transfer station through an entrance on Swampscott Road, and this
will not change in the future. Currently, the facility processes approximately 100 tons of
construction and demolition debris per day. A traffic study conducted by Vanasse &
Associates concluded that, during a weekday morning, peak-hour conditions will result in
approximately 9 trucks entering and 11 trucks exiting per hour.

4.1

Baseline Noise Environment

An ambient noise level survey was conducted during the daytime hours to characterize the
existing baseline acoustical environment in the vicinity of the site. Existing noise sources
in the vicinity include: car, bus, and truck traffic on Highland Avenue and Swampscott
Road; airplane overflights; birds; and existing-condition activity at the transfer station.

4.2

Sound Level Measurement Locations

The selection of both the continuous and short-term sound monitoring locations was based
upon a review of the current land use in the area, with emphasis placed on the nearest
residential locations. The three short-term noise-monitoring locations were selected at the
nearest residences to the northwest, southwest, and southeast. The measurement locations
are depicted in Figure 2 are described below.

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Existing Conditions
Epsilon Associates, Inc.

G:\Projects2\MA\Salem\2268\sound_measurement_locations.mxd

LBO
MAR

LEGEND

RO U

Continuous Sound Level Measurement Location

CR

OA
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Short Term Sound Level Measurement Location

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Feet

EE
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Project Site

CO
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AM
SW

CE
LO

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100 200

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Basemap:
2005 Orthophotography, MassGIS
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ST-1

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Scale 1:4,800
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107

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ST-2

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ST-3

Northside Carting, Inc.

Salem, Massachusetts
Figure 2
Sound Level Measurement Locations

 Location CM, the continuous 9-hour measurement location, is located along the
southern property border of the transfer station and is adjacent to the storage facility
property. The location is approximately 100 feet from Swampscott Road. It was chosen
due to its close proximity to the nearest residences, which are located at the intersection
of Swampscott Road and First Street. Location CM is considered to be very
representative of the current background sound level near the transfer station. The
primary noise source here was vehicle traffic along Swampscott Road. Truck activity
within the transfer station was audible here. There was also an excavator operating on
that day, but it was not a major source of noise (compared to vehicle traffic, the
excavator was barely audible at location CM).
Location ST-1 is located on the north side of Highland Avenue, within a small
development of houses on Thomas Circle. Vehicle noise on Highland was the primary
audible sound source there.
Location ST-2 is within the townhouse development at the intersection of First Street
and Swampscott Road, approximately 200 feet from the transfer stations southern
property line. The townhouses sit at an elevation of approximately 30 feet above the
Swampscott Road. From that location the entire vicinity can be seen (including the
transfer station). Vehicular traffic on Swampscott Road and First Street were the primary
noise sources at ST-2.
Location ST-3 was in a residential neighborhood approximately 1,300 feet to the
southwest of the transfer station. This is a traditional neighborhood of single-family
homes, and sound levels here were quieter than at the other locations (quiet enough to
hear birds chirping). It was not possible to single-out sounds from the transfer station,
since vehicular traffic on Highland Avenue was the primary audible source of
background noise.

4.3

Measurement Methodology
Daytime sound level measurements were made for 30 minutes per short-term location on
Tuesday March 11, 2008, from approximately 9:00 a.m. to 12:00 p.m. In addition to the
sampling data, one continuous programmable unattended sound level meter was placed at
Location CM. This monitor continuously measured and stored hourly sound level statistics
for 9 consecutive hours, to determine the temporal variation of the background noise levels,
and to confirm that the short-term sampling was indeed representative. The monitor ran
from 7:00 a.m. until 4:00 p.m. on Tuesday March 11. These hours were selected to match
the operating hours of the transfer station. Field personnel checked on the integrity of the
continuous equipment intermittently throughout the 9-hour period. Noise sources at each
location were observed and noted throughout the day.

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Existing Conditions
Epsilon Associates, Inc.

The sound levels were measured at a height of five feet above the ground and at locations
where there were no large reflective surfaces to affect the measured levels. The
measurements were made under low wind conditions and with dry roadway surfaces. Wind
speed measurements were made with a Davis Instruments TurboMeter electronic wind
speed indicator, and temperature and humidity measurements were made using a Mannix
digital psychrometer. Unofficial observations about meteorology or land use in the
community were made solely to characterize the existing sound levels in the area and to
estimate the noise sensitivity at properties near the proposed Project.
Wind speeds were measured several times throughout the day at microphone height.
Speeds were calm between 7 a.m. and 12 p.m. and ranged between 3 to 5 mph during the
rest of the measurement period. National Weather Service (NWS) observations from Beverly
Municipal Airport meteorological station were obtained for the 9-hour period and are
provided as Appendix A. The wind speeds at the airport (measured at a height of 33 feet
above ground level) ranged between 5 and 13 mph between 7 a.m. and 4 p.m. However,
conditions near the transfer station were much less windy, and it is not believed that wind
significantly affected the measurement equipment or data.

4.4

Measurement Equipment
A CEL Instruments Model 593.C1 Precision Sound Level Analyzer (serial number
3/0162197) equipped with a CEL-257 Type 1 Preamplifier, a CEL-250 half-inch electret
microphone (serial number 6259) and a four-inch foam windscreen were used to collect the
short-term broadband and octave band ambient sound pressure level data. The
instrumentation meets the Type 1 - Precision requirements set forth in American National
Standards Institute (ANSI) S1.4-1983 for acoustical measuring devices, as well as IEC
Publication 804 (1985). The meter was equipped with an internal octave band filter set
along with automatic data logging capabilities conforming to ANSI S1.11-1986. The meter
time-weighting was set for the slow response (1 second) and the data were logged every
one second. Octave band levels for this study correspond to the same data set processed for
the broadband levels.
The CEL sound level meter was calibrated in the field before and after the surveys with a
CEL-110/1 acoustical calibrator, which meets the standards of IEC 942 Class 1L and ANSI
S1.40-1984. The calibration frequency is 1000 Hz with an accuracy of +/- 0.25 dB at the
calibration level of 114.0 dB. The calibrator and analyzer were certified as accurate, to
standards set by the US National Institute of Standards and Technology by an independent
laboratory within the past 12 months. A calibration check was performed before and after
each measurement program. All calibration level changes were 0.5 dB or less, thus
validating the data precision.
A Larson Davis model 812 sound level meter (serial number 0632) was used for the
continuous monitoring. This meter meets Type 1 ANSI S1.4-1983 standards for sound level
meters. The meter was calibrated immediately before and after the measurement with a

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Existing Conditions
Epsilon Associates, Inc.

Larson Davis CAL200 acoustical calibrator which meets the standards of IEC 942 Class 1L
and ANSI S1.40-1984. The model 812 meter has been calibrated and certified as accurate
to standards set by the National Institute of Standards and Technology by an independent
laboratory within the past 12 months. The model 812 has data logging capability and was
programmed to log statistical data every hour for the following parameters: L1, L10, L50, L90,
Lmax, Lmin, and Leq.

4.5

Baseline Ambient Noise Levels

The existing short-term ambient baseline sound level measurements are summarized below
and are presented in detail in Table 1. Detailed sound level data from the continuous
measurement program can be found in Table 2 (Location CM). Figure 3 depicts the hour by
hour sound level measurements at Location CM for the 9-hour continuous measurement.
The continuous sound level data confirm the short-term data as a reasonable representation
of area sound levels. The sound level data shown in Figure 3 demonstrates that noise levels
were fairly constant throughout the day, most likely due to the steady traffic pattern on
Swamp.
The short-term daytime Leq (equivalent) measurements ranged from 50 to 59 dBA.
The short-term daytime L90 (background) measurements ranged from 42 to 50 dBA.
The 9-hour continuous Leq (equivalent) measurements ranged from 53 to 57 dBA at
Location CM, and the L90 (background) measurements ranged from 48 to 50 dBA. The
arithmetically averaged hourly background sound level (L90) equaled 48 dBA for the
entire measurement period (7:00 a.m. - 4:00 p.m.).

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Existing Conditions
Epsilon Associates, Inc.

Table 1:

Baseline Ambient Noise Measurements Salem Transfer Station, Salem, MA

Octave Bands (Hz)

Receptor I.D

Start
Time

Loc ST-1

9:04 A.M.

60

54

50

57

Loc ST-2

9:33 A.M.

61

57

52

Loc ST-3

10:53 A.M.

49

45

42

Notes:
1. Weather:

L10
L50
L90
Leq
31.5
(dBA) (dBA) (dBA) (dBA) Leq (dB)

63
Leq (dB)

125
Leq (dB)

250
Leq (dB)

500
Leq (dB)

1000
Leq (dB)

2000
Leq (dB)

4000
Leq (dB)

8000
Leq (dB)

62

62

56

49

46

46

41

30

21

59

57

56

53

51

49

49

43

34

26

50

51

49

43

36

34

33

29

35

24

Temperature = 35oF, RH = 26%, skies clear, winds from the northwest at 0-4 mph.

2. Road surfaces were dry during all short-term measurements.

3. All sampling periods were approximately 30 minutes duration.
4. Measurements were collected on March 11, 2008

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Existing Conditions
Epsilon Associates, Inc.

Table 2:

Location CM Continuous 9-Hour Sound Measurement Data

Hour

LEQ1 Hr
(dBA)

L90
(dBA)

7:00

57

50

8:00

56

50

9:00

54

48

10:00

55

48

11:00

54

48

12:00

54

48

13:00

55

48

14:00

57

49

15:00

53

48

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Existing Conditions
Epsilon Associates, Inc.

Figure 3: Salem Transfer Station, Salem, MA:

Continuous Sound Levels at Southern Property Line, 7 am - 4 pm, March 11, 2008
70

65

55
L90

50

Leq

45

40

35

Hour of Day (Starting Hour)

16:00

15:00

14:00

13:00

12:00

11:00

10:00

9:00

8:00

7:00

30
6:00

Sound Level (dBA)

60

5.0

REFERENCE SOUND LEVEL DATA

The key potential source of operational noise at the transfer station will be truck traffic
within the property boundaries. Predictive modeling was conducted with the Traffic Noise
Model (TNM), in order to determine impact due to increased truck traffic. The method is
described in more detail within Section 6.1.
In addition to truck traffic, there will be some noise due to truck back-up alarms and frontend loader activity within the tipping-floor building. Reference sound level data for
operation of such equipment was collected by Epsilon Associates through previous projects.
Those data were used to estimate impacts at the nearest lot boundaries and residences near
the transfer station. Although the front-end loader will operate intermittently and at different
times, a worst-case assumption was used where all equipment would operate continuously
and simultaneously. Back-up alarms emit sound that is most prominent within the 1,000hertz (Hz) frequency region, but they emit very little at other frequencies. They are safety
devices designed that way, because the human ear is particularly sensitive to sounds within
the 1,000-hertz region. Reference sound level data for both sources were measured at 50
feet and are summarized below in Table 3. The loader was operating at full-throttle during
the measurement.

Table 3:

Measured Equipment Sound Levels (at 50 feet)

Octave Bands (Hz)

Equipment

Leq

31.5

63

125

250

500

1000

2000

4000

8000

Leq

Leq

Leq

Leq

Leq

Leq

Leq

Leq

Leq

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dBA)

Volvo Model L60E Frontend Loader

68

74

87

74

62

57

60

63

50

44

Truck Back-up Alarm

83

83

The Cadna/A model (Computer Aided Noise Abatement, described in more detail with
Section 6.2) calculates sound levels based on the sound power levels of the sources. The
sound power output of a source is the total amount of energy radiated into the atmosphere,
designated in units of Watts. Sound power data for this equipment was not available, so
approximate sound power levels were calculated using the measured sound levels listed
above. The following equation was used to approximate the sound power level of the
equipment, assuming hemi-spherical spreading over hard ground:
L w= L p + 20Log10(r) + 8
where:
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Reference Sound Level Data

Epsilon Associates, Inc.

Lw = sound power level

Lp = sound pressure level measured at 50 feet (15.24 meters)
r = distance from measurement microphone to source
8 dB = increase in sound level, accounting for hemispherical spreading
The resulting approximate octave-band sound power levels used in the CadnaA model are
listed below in Table 4.
Table 4:

Equipment Sound Power Levels, dB (re 1 pW)

Octave Bands (Hz)

Equipment

Leq

31.5

63

125

250

500

1000

2000

4000

8000

(dBA)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

(dB)

Volvo Model L60E

Front-end Loader

99

95

105

101

104

94

91

88

80

74

Truck Back-up Alarm

115

115

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Reference Sound Level Data

Epsilon Associates, Inc.

6.0

FUTURE CONDITIONS
Predictive sound level modeling was conducted with the Traffic Noise Model program and
the Cadna/A program at the nearest lot lines to the facilitys noise-producing activities, as
required by MA DEP regulation. The sound level modeling was also done for the same
locations where ambient sound levels were measured. If sound levels are acceptable at
these evaluation points, then noise at other more distant locations will be even less as
sound decreases with distance from the source. The evaluation points are listed below. All
evaluation points were modeled at a height of five feet above the ground.
Point A: Nearest the southern property boundary; this was also the location of the
continuous sound level monitor.
Point B: Nearest the northern property boundary shared with the gas
station/convenience store (a commercially-zoned parcel). This is not a noise-sensitive
residential location, so background sound levels were not measured here. Due to the
close proximity of the heavy vehicular traffic on Highland Avenue, it is estimated that
the L90 background sound level at this location is between 55 and 60 dBA.
Point C: Nearest the western property boundary in the woods. The abutting parcel is
commercially-zoned Business Park Development and is not residential. Background
sound levels were not measured here, but L90 sound levels are probably similar to what
was measured at Location CM (an average L90 of 48 dBA).
Point D: Nearest the eastern property line along Swampscott Road. There are no noisesensitive or residential land use parcels along that section of Swampscott Road.
Background sound levels were not measured here, but existing L90 sound levels are
estimated to be between 55 and 60 dBA.
Point E: Nearest short-term measurement location ST-1, near the houses on Thomas
Circle, across from the Swampscott Road/Highland Avenue Intersection.
Point F: Nearest short-term measurement location ST-2, near the townhouses at the
Swampscott Road/First Street intersection.
Point G: Nearest short-term measurement location ST-3, near houses on Barnes Road.
The sound levels were predicted within the wooded area in between the two houses
that are closest to the transfer station.
Point H: Houses on Highland Avenue near Barcelona Avenue. Although sound level
measurements were not made here, those houses are within 700 feet of the transfer
station.
Figure 4 shows the location of the transfer station and the modeled points of evaluation.

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G:\Projects2\MA\Salem\2268\predictive_modeling.mxd

LEGEND
Predictive Modeling Location
0

Scale 1:4,800
1 inch = 400 feet

100 200

400

CR

Feet

BY
OS

Basemap: 2005 Orthophotography, MassGIS

R
ST
T
EE

TR
A

GR
E

BA
R

CE
LO

H
AV
EN
U

H
G
HI

LE
DG

ST
R

W
AY

EE
T

UE

Project Site

CO
PS
AM
SW

NA

ND
LA

EN
AV

EN

DE
R'
S

TT
RO

107

AD

R
ST
ST
R
I
F

T
EE

A
F

BA
RN

ES

AV
EN
U

BA
RN

ES

AD
RO

CI
RC

ES

LE

RN
BA

Northside Carting, Inc.

Salem, Massachusetts
Figure 4
Predictive Modeling Locations

6.1

Traffic Noise Model (TNM)

Predicting increases in sound level due to increased truck activity was an important
consideration when modeling future conditions. The Federal Highway Administrations
(FHWA) Traffic Noise Model (TNM) version 2.5 is used to predict sound levels near
roadways. TNM predicts the hourly average sound level from vehicular traffic. Input
information includes roadway width, noise-sensitive evaluation points, the hourly number
and speed of vehicles, and ground elevations. In this case, the input parameters were
heavy trucks travelling within the transfer station property. It was assumed that trucks
would travel at a speed of approximately 15 miles per hour. Using data taken from a traffic
study conducted by Vanasse & Associates, it was possible to determine the sound level
increase due to increases in truck volume at the facility. The study cites an increase of 6
trucks during a weekday morning peak hour1 (an additional 3 trucks entering and 3 trucks
exiting).
The transfer station will have newly-paved surfaces, so the pavement types modeled within
TNM are valid. The width and location of the truck driveways were determined from an
AutoCAD file of the site plan. Also, the site plan provided the elevations of the driveway
sections. With all of the necessary parameters known, it was possible to predict the
increase in sound levels resulting from an additional 6 trucks per hour. Location CM was
used as the point of reference.
Using the input assumptions above, TNM predicted that the hourly sound level would
increase by no more than 2 dBA at the nearest locations. This 2 dBA increase was then
assumed for all predictive modeling locations, to be added to the sound levels predicted by
Cadna/A. This is described in Section 6.3.

6.2

Cadna/A Computer Software Sound Model

The sound modeling for the front-end loader and back-up alarms was conducted using the
Cadna/A sound calculation model (DataKustik Corporation, 2005). This physics-based
computer software model uses the ISO 9613-2 industrial standard for sound propagation
(Acoustics - Attenuation of sound during propagation outdoors - Part 2: General method of
calculation). The Cadna/A model allows for octave band calculation of noise from multiple
sources, as well as computation of diffraction around building edges, and multiple
reflections off parallel buildings and solid ground areas. In this manner, all significant noise
sources and geometric propagation effects are accounted for in the noise modeling.
Shielding credit from onsite structures was taken in the modeling where appropriate.

Traffic Impact And Access Study: Proposed Transfer Station Expansion, Salem, MA, Vanasse & Associates,
Inc., December 2007

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The front-end loader was assumed to operate inside the tipping-floor building. However,
the side of the building facing the gas station (northern property line) was assumed to be
open to the outside, which is where trucks will back in. This was determined from the
building elevation plans dated October 2007.
Additionally, noise radiating from the other three walls (eastern, southern, and western
elevations) of the tipping-floor building were modeled within Cadna/A. Though those three
walls will not have windows, this is anticipated to be a metal building with limited sound
insulation. It is reasonable to assume that sound from the front-end loader may transmit
through the walls somewhat. Trucks were assumed to operate at low idle while inside the
building. Furthermore, it was assumed that the front-end loader would be considerably
louder than the sound of refuse emptying from the trucks. It should also be remembered
that the front-end loader was modeled at high-idle conditions and assumed to operate
continuously throughout the day. This will not be the case under actual conditions.
The back-up alarm was modeled outdoors near the northern side of the tipping-floor
building, where the trucks will back up. The Vanasse & Associates traffic study stated that
an additional 3 trucks would enter the facility during a weekday morning peak hour (the
largest number of trucks for any hour of the day). The Cadna/A model allows the user to
input the total amount of time (throughout the entire day) during which a sound source is
expected to operate. It was assumed that each trucks back-up alarm would operate for 30
seconds during a drop-off. The three (3) additional back-up alarm events per hour result in
a 1-dBA sound level increase for any given hour. Note: it was assumed that exiting trucks
would not operate a back-up alarm. This corresponds approximately to an additional 15
minutes per day during which alarms might operate (3 additional truck alarms for 30
seconds during each of the 9 hours of operation). As with the TNM results, the increases
due to back-up alarms were added to the overall Cadna/A results. This will be shown in
Section 6.3.
The Cadna/A model was run using standard meteorological conditions of 20 degrees C (68
degrees F), 50% relative humidity, and no wind. To be conservative, no ground attenuation
credit was taken by the model. The maximum order of reflections was set to seven in
Cadna/A. The reflection type of the building wall was modeled as a smooth faade/reflective
barrier. That calculates a loss of 1 dB for sound reflecting off of the building.

6.3

Predicted Sound Level Results

The model output is shown in Appendix B, produced directly from Cadna/A with the results
at the evaluation points. The sound level results at each point are shown in Table 5. Note
that the results account for the presence of back-up alarms and truck traffic in incremental
terms. Even with the back-up alarm increase and the 2-dBA increase from truck activity, all
equipment operation will meet the MA DEP noise policy.

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Table 5: Predicted Noise Levels Due to Tipping-Floor Building Operations vs. Baseline Ambient
Background Sound Levels MA Noise Policy Criteria

Location

TippingFloor
Activity
(dBA)

Baseline
L90 Background
(dBA

Total:
Project +
Lowest L90
(dBA)

TNM:
Increase
Due to
Trucks
(+ 2 dBA)

Increase
Due to
Alarms
(+ 1 dBA)

Increase
Over
Background
(dBA)

42

481

49

51

52

50

552

56

58

59

43

481

50

52

53

55

552

58

60

61

E
(residential)

41

503

50

52

53

F
(residential)

39

524

52

54

55

G
(residential)

37

425

43

45

46

H
(residential)

40

506

50

52

53

Point A: Nearest the southern property boundary and continuous sound level monitor.
Point B: Nearest the northern property boundary shared with the gas station
Point C: Nearest the western property boundary in the woods
Point D: Nearest the eastern property line along Swampscott Road.
Point E: Nearest short-term measurement location ST-1, near the houses on Thomas Circle
Point F: Nearest short-term measurement location ST-2, near the townhouses
Point G: Nearest short-term measurement location ST-3, near houses on Barnes Road
Point H: Nearest houses on Highland Avenue near Barcelona Avenue.
1. 48 dBA was the average L90 sound level for the entire 9-hour continuous measurement period at Location CM
2. 55 dBA is an estimated L90 sound level and is conservative. The actual daytime L90 sound level near the gas
station at the intersection of Highland Ave and Swampscott Street is probably higher.
3. Measured L90 sound level at Location ST-1
4. Measured L90 sound level at Location ST-2
5. Measured L90 sound level at Location ST-3
6. The L90 sound level here was assumed to be the same as Location ST-1, since the locations are very close to
one another.

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7.0

CONCLUSIONS AND CONTROL MEASURES

The sound level impact assessment for the proposed expansion at the Salem Transfer Station
indicates that predicted noise levels will comply with the most stringent daytime noise
regulations. Expected worst-case future sound levels from increased truck volumes, loader
activity within the tipping-floor building, and truck back-up alarms will be slightly above
current property-line noise levels to the north, east, south, and west. Sound levels at the
closest residential locations are also predicted to be slightly above the existing ambient
(background) sound level.
However, the transfer station will be far enough away from all residential zones, such that
worst-case increases in background sound levels will range from 3-4 dBA at the nearest
residences. This is well within the MA DEP criteria. Also, the tipping-floor building was
intentionally situated such that the open end of the building would face in the direction of
Highland Avenue. This will help considerably to shield the townhouses on First Street from
tipping-floor activity.
When they are operating, the back-up alarms may temporarily result in pure-tone
conditions at locations to the north and west. However, as described earlier, these events
will be very brief (less than 30 seconds during each back-up). Alarms will not operate
continuously throughout the day. Also, actual alarm sound levels will probably be much
lower than what was assumed in the modeling. The total increase in the occurrence of
back-up alarms will be 15 minutes per day compared to current conditions.

Appendix A
Beverly Airport Weather Data, March 11, 2008

Observations for Beverly, MA (BVY)

STN

1
2
3
4
5
6
7
8
9
10
11
12

BVY
BVY
BVY
BVY
BVY
BVY
BVY
BVY
BVY
BVY
BVY
BVY

Date

11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08
11-Mar-08

Time

6:50 AM
7:50 AM
8:50 AM
9:50 AM
10:50 AM
11:50 AM
12:50 PM
1:50 PM
2:50 PM
3:50 PM
4:50 PM
5:50 PM

DEW

Relative
Humidity

DIR

Wind
Speed

VIS

inches Hg F

deg

knots

mile

30.16
30.16
30.15
30.14
30.12
30.09
30.06
30.04
30.01
29.98
29.95
29.94

9
9
9
7
6
5
5
5
7
7
6
17

62
57
48
39
34
30
28
27
26
25
23
46

300
290
290
290
300
270
260
270
240
260
220
160

5
5
5
10
9
8
11
5
10
9
7
8

10
10
10
10
10
10
10
10
10
10
10
10

PMSL

ALTM

hPa
1021.1
1021.2
1020.7
1020.5
1019.8
1018.7
1017.8
1016.9
1015.9
1014.8
1014.1
1013.7

Temp

20
22
26
29
31
33
35
36
39
40
41
36

CLOUDS

CLR
CLR
CLR
CLR
CLR
CLR
CLR
CLR
CLR
CLR
CLR
CLR

Appendix B
Cadna/A Output