Northern Branch Corridor SDEIS March 2017

Northern Branch Corridor SDEIS March 2017 12. Noise 12.1. Chapter Overview 12.1.1. Introduction This chapter discusses the changes to the potential for noise impacts associated with the revisions to the SDEIS Preferred Alternative. Revisions affecting noise are associated with changes in the terminus of the project, changes in the proposed light rail schedule, and changes to station locations, as noted below. Change in project terminus: the Preferred Alternative ends in ; consequently, the light rail trains would not impose noise-related impacts in. Change in project rail schedule: changes to the number of trains per hour and the number of cars per train require the reanalysis of the wayside noise associated with the light rail trains. Relocation of, Town Center, and Hospital and Medical Center Station platform locations: changes to the platform locations require the reanalysis of the noise associated with the ringing of a bell or horn for a very short time period, warning commuters of an approaching train. The majority of the noise-related comments on the DEIS noted concern about noise in. There were also comments concerned about noise at the townhouses in, as well as schools and churches throughout the corridor. Other comments noted the need for Quiet Zones to mitigate freight noise. This chapter provides the predicted sound levels associated with the project, and compares the levels to ambient levels to determine the potential for impact. Where feasible, mitigation measures have been incorporated into the project. NJ TRANSIT continues to recommend Quiet Zones between and to eliminate the horn noise. This SDEIS reassesses the project noise throughout the entire corridor. No changes have occurred in the corridor that would affect the baseline data; therefore, noise monitoring was not repeated. 12.1.2. Summary of Findings of the DEIS and the SDEIS The addition of frequent light rail service during the day and evening and the shift of freight service to the overnight hours result in new sources and periods of increased noise in the study area. Noise impacts occur as a result of the warning horns required when a train approaches an at-grade crossing along with the pass-by noise of freight trains and light rail trains, although due to their weight and construction, light rail trains do not make much pass-by noise. The warning horns would sound during the operating hours of the light rail, between 5:00 a.m. and 1:00 a.m. Additionally, due to the shift of freight service to the overnight hours, warning horns are assumed to be sounded twice each night, once for the northbound trip and once for the southbound trip of the freight train. The Preferred Alternative would impact a total of 1,425 residences. If municipalities request Quiet Zones and the proper safety equipment is installed, the horns would not be required to be sounded. With all of the Quiet Zones implemented, the total number of project-related impacts would be reduced to 212 residences. NJ TRANSIT would coordinate with the municipalities to determine their desire for Quiet Zones. If the municipalities would like to request Quiet Zones, the design and installation costs of the necessary safety equipment would be included in the Northern Branch Corridor project construction. 12.2. Methodology The methodology and impact criteria for this assessment are the same as that described in the DEIS, using the FTA s guidance manual, Transit Noise and Vibration Impact Assessment published in May 2006. Chapter 12: Noise 12-1

Northern Branch Corridor SDEIS March 2017 Following is a brief discussion of the impact assessment and mitigation assessment methodologies. Further detail can be found in the DEIS. 12.2.1. Impact Assessment To determine the noise impacts from the project, the predicted project sound levels are compared to existing sound levels at noise sensitive locations throughout the corridor. As with the DEIS, the FTA spreadsheet model was used to determine the distance at which potential project noise would affect sensitive resources, relative to the existing noise conditions. Relevant project information detailing the characteristics of future noise sources from the Preferred Alternatives were input into the model, including number of trains during the day and night, number of cars per train, speed, and potential noise attenuation from intervening buildings, as well as unique noise sources affecting each area (e.g., at-grade crossings, proposed stations). A twice-weekly freight service currently operates through the project corridor during daytime hours, consisting of a maximum of one roundtrip (two pass-bys) on any given day. All freight activity would shift to nighttime service, while the current schedule of twice-weekly round trips is expected to remain unchanged. The following impact assessment analyzes the effect of two freight train pass-bys during nighttime hours (one round trip), a worst case scenario that considers the highest daily volume of rail traffic that residences may experience in the future on a weekly basis. The three main project-related noise sources analyzed in this study are as follows: Wayside Noise The noise generated from the pass-by of a train, primarily engine noise and wheel interaction with the rails. This noise source is associated with both freight and light rail service, although freight trains are the greater source of wayside noise because freight service would occur after 1:00 a.m. and freight trains are notably heavier and louder than light rail trains. Horn Noise The noise generated by train horns, which are audible warning devices mounted on locomotives designed to alert persons to the presence of a train when approaching an at-grade crossing. Federal Railroad Administration (FRA) policy requires the warning to begin 15 seconds prior to the train reaching a crossing. At an average running speed of 30 mph, a train would typically start blowing the horn approximately one-eighth mile ahead of a crossing. This noise source is associated with both freight and light rail service; however, freight train horn noise would occur during the overnight hours and would incur a10 dba (A-weighted decibel) penalty as described in the DEIS. Station Noise The noise associated with the ringing of a bell or horn for a very short time period, warning commuters of an approaching train. This noise source is associated with only the proposed light rail service. The resulting impact distances vary depending upon specific combinations of noise sources that each study segment is expected to experience. These results are expressed as noise contours, and as may be expected, given the same frequency and number of train pass-bys, study segments with a quieter ambient noise environment would experience impacts at greater distances than would other segments with louder ambient noise environments. Aerial imagery and geospatial analysis methods were used to determine which residences would fall within the calculated impact distances (contours). Two sets of contour lines were developed to separately show the future effects of wayside and horn noise, the latter of which incurs much greater impact distances and by extension, number of impacted residences. Although station noise was calculated in the FTA spreadsheet model and geospatially analyzed, no additional residences fell within its minimal impact distances and was therefore not shown separately on the figures. Chapter 12: Noise 12-2

Northern Branch Corridor SDEIS March 2017 12.2.2. Mitigation Assessment Mitigation measures must be considered for both moderate and severe noise impacts where reasonable and feasible. Options for mitigation of noise effects from rail projects involve treatments of three fundamental components of the noise problem: 1) at the noise source, 2) along the source-to-receiver propagation path, or 3) at the receiver. Generally, a transit agency has the authority to treat the source and some elements of the propagation path, but may have little or no authority to implement modifications at the receiver location. Since the majority of the impacts are caused by the warning whistles, the recommended mitigation measure would be to establish Quiet Zones at grade crossings in the vicinity of residential areas, as described below. Quiet Zones Establishing Quiet Zones would negate the need to sound warning horns at grade crossings. In addition to the standard safety devices required at public grade crossings (e.g., stop signs, reflectorized crossbucks, flashing lights with gates), the installation of certain supplemental safety measures, typically four-quadrant gates, is required prior to the establishment of a Quiet Zone. NJ TRANSIT has committed to the installation of four-quadrant gates as a safety measure for light rail operation between and. Therefore, four-quadrant gates related to Quiet Zones would only need to be installed north of. In accordance with the FRA s Final Rule on the Use of Locomotive Horns at Highway-Rail Grade Crossings (49 CFR Part 222 and 229), the affected municipalities would file a Notice of Intent with the FRA, the NJ Department of Transportation (NJDOT), and the operating railroads (CSX/NYS&W and NJ TRANSIT) to create a Quiet Zone. The NJDOT would convene a Diagnostic Team to meet with NJ TRANSIT and CSX/NYS&W, as well as municipal and county officials, to determine if the proposed engineering improvements would satisfy the safety standards. Upon conclusion of the Diagnostic Team the NJDOT would issue a Commissioner s Order to proceed once all required materials are received, reviewed, and all conditions met and satisfied. The FRA would receive a copy of the Commissioner s Order at the same time; the FRA does not approve or deny the designation of a Quiet Zone. NJ TRANSIT would assist the municipalities during the process and would include the design and installation of the safety measures for the Quiet Zones as part of the project construction. Other mitigation measures include wayside horns, noise barriers, and acoustical windows/building insulation, as described in the DEIS. However, none of these options would be as effective as designated Quiet Zones at reducing overall project-related noise. 12.3. Environmental Review 12.3.1. Existing Conditions There are no changes to the existing conditions as compared with the DEIS. 12.3.2. Potential Impacts and Mitigation 12.3.2.1 No Build Alternative There are no changes to the impacts associated with the No Build Alternative as compared with the DEIS. 12.3.2.2 Preferred Alternative Figures 12-1 through 12-10 depict the impact distances predicted for total future noise exposure in each study segment for the Preferred Alternative. Residences that have the potential to be impacted are shown as a yellow circle. Areas with multiple residences within one building are noted with a higher density of Chapter 12: Noise 12-3

Northern Branch Corridor SDEIS March 2017 circles. The number of impacts within each municipality is described in detail following the figures, followed by a discussion of mitigation. No sensitive receptors in would be impacted by the wayside, station, or horn noise (Refer to Figures 12-1 and 12-2). Opening 85 th Street to through traffic would increase the traffic passing the vocational school at 85 th Street. The only outdoor facilities are two basketball courts associated with the neighboring gym that shares services with the school. The courts are 150 feet north of the roadway and would not be impacted by the increased noise levels associated with the increase in traffic. The school itself is located at the intersection of 85 th Street and Tonnelle Avenue, a heavily traveled roadway; thus the traffic increase on 85 th Street would not cause a significant increase in sound levels. Noise associated with the construction of the new roadway is discussed in Chapter 27: Construction. No sensitive receptors in would be impacted by the wayside, station, or horn noise (Refer to Figure 12-2). No sensitive receptors in would be impacted by the wayside, station, or horn noise (Refer to Figures 12-2 and 12-3). Although the wayside noise of the light rail trains would not cause any impacts, the horn noise associated with the light rail trains approaching at-grade street crossings would impact residences within approximately 800 feet of the crossing. The Preferred Alternative would also move freight service to the overnight hours, which would result in the sounding of freight horns at grade crossings during the quieter nighttime hours. The wayside noise of the freight trains during the nighttime hours would not cause additional impacts. The combined effect of the light rail and freight horn noise results in a total impact of 122 residences, of which 70 residences would experience a severe impact (Refer to Table 12-1 and Figures 12-3 and 12-4). Table 12-1: Noise Impacts for Type and Location of Impact (Grade Crossing/Wayside Noise) Grade Crossing at Linden Avenue, portion of impact & West Ruby Avenue (Night and Day) Grade Crossings at Roosevelt Place and West Central Boulevard (Night and Day) TOTAL PALISADES PARK Impact # of Residential Impacts # of Residential Impacts with Quiet Zone Moderate 19 0 Severe 41 0 Moderate 33 0 Severe 29 0 Moderate 52 0 Severe 70 0 TOTAL 122 0 Chapter 12: Noise 12-4

51st ST 69TH ST 70TH ST 74TH ST NOLAN AVE Bergen Turnpike 61ST ST WESTSIDE AV E 1 Secaucus Tonnelle Avenue 54TH ST West New York 53RD ST 52ND ST 49TH ST 47TH ST 48TH ST Figure 12-1 (south) 46TH ST 47TH ST Train Noise Source 43RD ST DE LL AV E 43RD ST 42ND ST 45TH ST 44TH ST Bergen Turnpike Wayside Features Potentially Impacted Dwelling Units 41ST ST Northern Branch Alignment GRAND AVE 38TH ST LIBERTY AVE Study Segment Municipalities Union City Feet 0 250 500 750 1,000

PLEASANT VIEW TER 1 PLEASAN T VIEW TER Broad Avenue ELIZABETH ST RAILROAD AVE CHARLOTTE TER Shaler Boulevard Driveway (Wolf Creek) MORRIS ST 95TH ST RAILROAD AVE FAIRVIEW AVE Ave./95th Street 91st Street 91st Street Station 91ST ST 89TH ST Figure 12-2 (north) (south) Train Noise Sources Horn Noise Wayside 85TH ST WESTSIDE AVE 83RD ST Features Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment Study Segment NNP 74TH ST Study Segment Municipalities Feet 0 250 500 750 1,000

RO OSEVELT PL CO LUMBUS AV E CO MME RCIAL AVE BRINKENHOFF AVE West Central Boulevard Roosevelt Place FAIRVIEW ST W RUBY AV E PROSPECT ST W HENRY ST HE NRY AV E Station West Ruby Avenue Park E EDSALL AVE 46 Maple Avenue W COLUMBIA AVE Linden Avenue LINDEN AVE ELM AVE SLO CUM AV E VIRGIL AVE FULTON PL RUSSELL AVE BELL DR LOWE AV E EDGEWATER AVE Hendricks Causeway CHURCH ST REMSEN PL ORITAN AVE HOYT AVE AL EX ANDER AVE RIV ER ST 1 WILT AVE Station MARION PL Grand Avenue Trenton Freeway HILLSIDE ST UV 93 Broad Avenue Figure 12-3 (north) (south) Train Noise Sources Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings RAIL RO AD AVE HOWARD PL LANCASTER RD MAYER CT VA N RENSSALAER CT ABBOTT AVE Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

95 WESTERN BLVD RAY AV E LAKEVIEW AVE LONGVIEW AVE LOWE ST OVERLOOK AVE Teaneck 9/11 WTC Memorial WILLOW TREE DR LEYLAND DR Grand Avenue SCHOR AVE Fort Lee Road UV93 Main Street Fort Lee Road Station SPRING ST CRESCENT AVE PARK AVE PROSPECT ST CRESCENT AVE PALISADE AVE ROMAINE PL Figure 12-4 (north) Train Noise Sources Park HIG HWOOD AVE SYLVAN AVE Horn Noise Wayside FAIR ST AMES AV E Features MO ORE AVE Potentially Impacted Dwelling Units W EDSELL BLVD Northern Branch Alignment Proposed Stations Grade Crossings Study Segment CO MMERCIAL AVE 12TH ST LIBERTY PL West Central Boulevard LAWN AVE Study Segment Municipalities Fort Lee Feet 0 250 500 750 1,000

WILLIAM ST ENGLEWOOD AVE JAME S CT JAME S S T West Palisades Avenue HUMP HREY ST GROVE ST NATHANIEL PL TALLMAN PL DEPOT SQ PARK PL BERGEN ST Engle Street WALKERS LA DE MARES T AV E CHURCH ST Town Center Station SPRING LA Palisade Avenue Avenue Avenue JAY S T HUMPHREY ST S VAN BRUNT ST Gran d Aven ue TRACEY PL CHESTER PL GARRETT PL LINDEN AVE FRANKLIN ST East Forest Road UV4 BROOKSIDE AVE HUMPHREY ST CO LUMBUS AVE JACKSON ST E LINDEN AVE SMITH ST LEWIS ST West Forest Avenue Teaneck FLORENCE ST GRANT ST DEAN ST HO NECK ST MARY ST Figure 12-5 (south) Mackay Highway BANCKER ST Train Noise Sources 95 W SHEFFIELD AV E NO RDHOFF PL SHEFFIELD AVE Brookside Lane Grand Avenue ROCKWOOD PL UV93 VAN NOSTRAND AVE Route 4 Station MARY ST Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

MOLLER ST TENAFLY CT DEMOTT ST ROBERTS CT HAMILTON PL GEORGE ST WESTERVELT AVE FRANKLIN ST DE AN DR INN ESS RD L AUREL AVE Westervelt Avenue EAST HILL CT Westervelt Avenue THE GL EN INNESS RD BYRNE LA CAMBRIDGE AVE HIGHLAND ST STOCKTON PL CHERRY ST W. HUDSON AVE HIG HWOOD AVE ORCHARD ST WALNUT DR CLOVER ST WALNUT DR EVERG RE E N PL CURRY AVE VALLEY PL ELM ST CO NCORD ST SERPENTINE RD SHERWOOD RD Ivy Lane Ivy Lane SHERWOOD RD Hudson Avenue OAK ST ROO S EVELT SQ S. DURIE AVE Hospital Station DAVISON PL Figure 12-6 (north) (south) JAMES CT GROVE ST HENRY ST DE MAREST AVE JAMES ST TALLMAN PL PROSPECT ST DIVISION ST WALDO PL HAMILTON AVE SLO CUM AVE NATHANIEL P L WHITE ST PEARL ST DEAN ST DURIE AVE WALKERS LA CHE STNUT ST Engle Street BRO WNE S TER CHE STNUT ST Avenue KING ST GLENWOOD RD Hamilton Avenue BO OTH AVE Train Noise Sources Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

WAVERLY PL 4T H S T 3RD S T GRAN T AVE Hillside Avenue DIV ISION ST ALLEN ST WILLOW ST MILTON ST E MADISON AVE LEGION DR ROSE ST Union Avenue E. Madison Avenue SPRING ST WASHINGTON ST BROADWAY PIERMO NT RD JE RSEY AVE N S UMMIT ST ATWOOD AVE HARING LA HUDSON AVE W MAHAN ST CEDAR ST MERRIT CT PROSPECT TER TENAFLY RD GROVE ST CHESTNUT ST W RAILROAD AVE HAROLD ST CE NTRAL AVE MAHAN ST Central Avenue Figure 12-7 (north) (south) NO RMAN PL MOLLER ST WESTERVELT AVE GEORGE ST River Edge Road WASHINGTON ST W CLINTON AV E S SU MMIT ST Dean Drive County Road Westervelt Avenue FRANKLIN ST DE AN DR Huyler Avenue JAY ST NE W ST VALLEY PL H IGHWOOD East Clinton Avenue LAUREL AVE AVE Washington Street EAST HILL CT MAG NOLIA AVE Riveredge Road / Jay Street West Clinton Avenue Train Noise Sources Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

PARK ST CRESSKILL RD PIERMONT RD OLD COUNTY RD County Road ORCHARD ST CHRISTIE ST ACHILLES ST Hardenburgh Avenue WAKELEE DR Piermont Aven ue CENTRAL AVE HIGH ST Hardenburgh Avenue BLANCH AVE SERPENTINE RD ADELE AVE CROSS ST L INCO LN S T WELLS CT LENOX AVE JO HN S T HAIGHT PL County Road BROAD ST PIERCE AV E FENWAY CT EVANS RD MEADOW ST ERIC PL OLD STABLE RD Figure 12-8 (north) Train Noise Sources MEZZINE DR SOUTH ST BR OO K WAY MAPLE AVE Horn Noise Wayside GILMORE AVE BERGEN TER TENAKILL RD GRANT AVE D R LINCO LN COTTAGE ST ALLEN ST DELMAR AVE W. MORNINGSIDE AVE PARK AVE MARGIE AVE MAPLE AVE Ped. Crossing at W. Morningside ROSE ST ROSE ST Union Avenue Features Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

WILLIAMS ST REUTEN DR Knickerbocke r Road RAILROAD AVE Blanch Avenue Harrington Park WEST ST MICHAELS LA BL A NCHE AVE Blanch Avenue MEAD DR ASMUS RD RO SE CT WELLINGTON AVE CARLSON CT WALLINGTON AVE Old Dock Road JO HN ST VAN SCIVER DR HE RBERT AVE Durie Avenue Harrington Avenue High Street Avenue DURIE AVE CL O STER DOCK RD PERRY ST HOMANS AVE ENDRES ST Dock Road High Street Perry Street Avenue Old Dock Road LEWIS ST VERVALEN RD RUCKMAN RD Figure 12-9 (south) Train Noise Sources Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings BOGERT ST WESTERVELT AVE Study Segment Study Segment Municipalities Feet 0 250 500 750 1,000

PEGASUS AVE HE NMARKEN DR CAMPORA DR INDUSTRIAL PKWY Livingston Avenue WILLOW AVE PIERRON ST PEGASUS AVE Pierron Street INDUSTRIAL PKWY HIGH ST WINTHROP ST Paris Avenu e SCHARER AVE Livingston Avenue PL DO R ATO WHITE AVE FIRENZE ST WILLOW AVE PIERRON ST WASHINGTON ST GLANZ AVE PHILADELPHIA ST EIDNER WAY SANIAL AVE RAIL RO AD AVE SANIAL AVE FRANKFORT ST VETERANS DR FRANKLIN ST Paris Avenue Pierron Street CHESTNUT ST RO CKLAND AVE RIV E RVALE AVE OAK ST NORWOOD PL Figure 12-10 (north) HIGH ST JENNI LA COBBLE S TONE CRO SSING SOUT H AVE Broadway Knickerbocker Road JAY ST MAPLE ST HUDSON AVE Broadway Avenue Train Noise Sources Features Horn Noise Wayside Potentially Impacted Dwelling Units Northern Branch Alignment Proposed Stations Grade Crossings Study Segment MCKENNA DR RAILROAD AVE Study Segment Municipalities Feet 0 250 500 750 1,000

Northern Branch Corridor SDEIS March 2017 Although the wayside noise of the light rail trains would not cause any impacts, the horn noise associated with the light rail trains approaching at-grade street crossings would impact residences within approximately 800 feet of the crossing. The Preferred Alternative would also move freight service to the overnight hours which would result in the sounding of warning horns at grade crossings during the quieter evening hours. Additionally, residences located very close to the right-of-way, namely the townhouses south of Station Parkway, would experience wayside noise associated with freight train pass-bys during the quiet nighttime hours. The combined effect of the light rail and freight horn noise and the freight wayside noise results in a total impact of 135 residences, of which 52 residences would experience a severe impact (Refer to Table 12-2 and Figures 12-4 and 12-5). Passing trains and their associated warning horns at the nearby grade crossings would intermittently impact Overpeck County Park due to its proximity to the alignment and the nearby grade crossings. However, the 9/11 World Trade Center Memorial area is located outside of the noise impact contour and thus would not be impacted by the Preferred Alternative (see Figure 12-4). Type and Location of Impact (Grade Crossing/Wayside Noise) Table 12-2: Grade Crossing at Fort Lee Road (Night and Day) Grade Crossing at Brookside Avenue/Cedar Lane, portion of impact (Night and Day) Wayside - Townhouses south of Station Parkway (Night) TOTAL LEONIA Noise Impacts for Impact # of Residential Impacts # of Residential Impacts with Quiet Zones Moderate 36 0 Severe 22 0 Moderate 34 0 Severe 30 0 Moderate 13 13 Severe 0 0 Moderate 83 13 Severe 52 0 TOTAL 135 13 Although the wayside noise of the light rail trains would not cause any impacts, the horn noise associated with the light rail trains approaching at-grade street crossings would impact residences within approximately 800 feet of the crossing. The Preferred Alternative would also move freight service to the overnight hours which would result in the sounding of warning horns at grade crossings during the quieter evening hours. Additionally, residences located very close to the right-of-way on Pindle and Hamilton Avenues would experience wayside noise associated with freight train pass-bys during the quiet nighttime hours. The combined effect of the light rail and freight horn noise and the freight wayside noise results in a total impact of 443 residences, of which 346 residences would experience a severe impact (refer to Table 12-3 and Figures 12-5 and 12-6). The Bergen PAC Performing Arts School falls within the severe noise impact area associated with warning horns. Although the school is in close proximity to the alignment, wayside noise impacts are not anticipated due to substantial noise insulation infrastructure that has been installed within the facility, effectively providing noise attenuation of exterior sources by at least 25 dba or more. While the exterior wayside sound level is predicted to be 63 dba proximate to Bergen PAC Performing Arts School, the interior ambient noise environment is expected to be 38 dba or less, which would not cause an impact. Chapter 12: Noise 12-15

Northern Branch Corridor SDEIS March 2017 Table 12-3: Type and Location of Impact (Grade Crossing/Wayside Noise) Grade Crossing at Brookside Avenue/Cedar Lane (Night and Day) Grade Crossing at West Forest Avenue (Night and Day) Grade Crossings at Avenue, Palisade Avenue, Avenue, & Hamilton Avenue (Night and Day) Grade Crossings at Hudson Avenue and Ivy Lane (Night and Day) Wayside - Townhouses and residences on Pindle Avenue and Hamilton Avenue (Night) TOTAL ENGLEWOOD Noise Impacts for Impact # of Residential Impacts # of Residential Impacts with Quiet Zones Moderate 29 0 Severe 21 0 Moderate 18 0 Severe 30 0 Moderate 19 0 Severe 284 0 Moderate 24 0 Severe 11 0 Moderate 7 7 Severe 0 0 Moderate 97 7 Severe 346 0 TOTAL 443 7 Areas North of Although the light rail trains would not cause any impacts as they would not continue north of, the Preferred Alternative would move the freight service to the overnight hours, which would result in the sounding of warning horns at grade crossings during the quieter evening hours. Additionally, residences and apartments immediately adjacent to the right-of-way would experience wayside noise associated with freight train pass-bys during the quiet nighttime hours. The combined effect of the wayside and horn noise results in a total impact of 725 residences, of which 257 residences would experience a severe impact (Refer to Table 12-4 and Figures 12-6 to 12-10). Table 12-4: Noise Impacts for Areas North of Type and Location of Impact (Grade Crossing/Wayside Noise) - Grade Crossing at Hudson Avenue & Ivy Lane portion of impact (Night and Day) - Grade Crossing at Westervelt Avenue, West Clinton Avenue & Washington Street (Night and Day) - Grade Crossings at Riveredge Road/Jay Street & Central Avenue (Night and Day) - Wayside Residences and apartments at Walnut Lane, Leonard Avenue, Lindley Avenue, Roberts Court, Demott Street, and Franklin Street (Night) - Grade Crossings at Madison Avenue, Union Avenue and Pedestrian Crossing at West Morningside Avenue (Night) Impact # of Residential Impacts # of Residential Impacts with Quiet Zones Moderate 8 0 Severe 5 0 Moderate 101 0 Severe 55 0 Moderate 31 0 Severe 14 0 Moderate 25 25 Severe 1 1 Moderate 52 0 Severe 70 0 Chapter 12: Noise 12-16

Northern Branch Corridor SDEIS March 2017 Table 12-4: Noise Impacts for Areas North of (continued) Type and Location of Impact (Grade Crossing/Wayside Noise) - Wayside Residences, apartments, rooms on Tenakill Park Drive, Avenue, Piermont Avenue, West Morningside Avenue, and Meadow Street (Night) - Pedestrian Crossing at West Morningside Avenue (Night) - Grade Crossing at Hardenburgh Avenue (Night) - Wayside Residences on Park Street (Night) - Grade Crossings at Avenue, High Street, and Dock Road (Night) - Grade Crossing at Blanch Avenue (Night) - Wayside Residences on Avenue, High Street, and Herbert Avenue (Night) - Grade Crossing at Broadway Avenue (Night) - Wayside Residences on W. Railroad Avenue (Night) - Grade Crossings at Paris Avenue & Pierron Street (Night) - Wayside Residences on Rockland Avenue, Dorato Place, Eidner Way, Firenze Street, Railroad Avenue, Frankfort Avenue, New York Avenue, Willow Avenue, and Pierron Street (Night) TOTAL NORTH OF ENGLEWOOD Impact # of Residential Impacts # of Residential Impacts with Quiet Zones Moderate 78 78 Severe 0 0 Moderate 1 0 Severe 0 0 Moderate 11 0 Severe 5 0 Moderate 3 3 Severe 0 0 Moderate 5 0 Severe 18 0 Moderate 31 0 Severe 30 0 Moderate 14 14 Severe 0 0 Moderate 3 0 Severe 9 0 Moderate 31 31 Severe 0 0 Moderate 34 0 Severe 50 0 Moderate 40 40 Severe 0 0 Moderate 468 191 Severe 257 1 TOTAL 725 192 Mitigation Since most of the severe impacts are caused by warning whistles, it is recommended that the municipalities between and request Quiet Zones. At the roadway grade crossings, the intersections would be outfitted with four-quadrant gates and flashers, and at the pedestrian crossing, two pedestrian gates would be installed. While the individual municipalities would be required to complete the documentation for Quiet Zone designation, the cost for these gates and associated equipment is included in the overall Northern Branch Corridor project cost. The improvements would be installed between and during project construction, as the gates are being included as a safety measure for operation of the light rail. Gates would be installed north of during Quiet Zone designation. Should the Quiet Zone not be implemented, there would be severe noise impacts caused by the project. The sole remaining severe noise impact in the project corridor following the implementation of Quiet Zones, is located at the intersection Willow Lane and Walnut Drive in, near the Mount Carmel Cemetery. The property line of this residence is exceptionally close to the rail alignment, offset by only Chapter 12: Noise 12-17

Northern Branch Corridor SDEIS March 2017 20 feet. NJ TRANSIT would confer with the owner of this property during Final Design and Engineering to explore potential mitigation strategies. 12.4. Summary of Potential Environmental Effects of the DEIS and SDEIS Without Quiet Zones, a total of 1,425 residences would be impacted by the Preferred Alternative. The majority of noise impacts are caused by horn noise associated with 29 at-grade crossings. With the Preferred Alternative a total of 1,213 residences would be impacted by horn noise, of which 489 residences would be moderately impacted and 724 residences would be severely impacted. Table 12-5 summarizes the type of noise impacts within each municipality. Table 12-5: Total Number of Impacts to Residences by Type of Noise Source Municipality Grade Crossing Impacts (caused by horn noise) Wayside Impacts (caused by passing nighttime freight and daytime and nighttime light rail trains) 0 0 0 0 0 0 122 0 122 13 436 7 214 26 122 78 17 3 84 14 12 31 84 40 Subtotal 1213 212 TOTAL 1425 Since the majority of noise impacts are caused by warning horns, the recommended mitigation measure is to have the affected municipalities request Quiet Zones at grade crossings in the vicinity of residential areas. Should Quiet Zones not be desired by a municipality, alternative measures are possible to mitigate horn noise, such as wayside horns, noise barriers, or acoustical windows/building insulation. However, these measures either would not mitigate all of the horn noise or would be cost prohibitive, as described in the DEIS. The establishment of Quiet Zones would eliminate all grade crossing impacts noted in Table 12-5. Table 12-6 lists the grade crossings recommended to be designated as Quiet Zones. Should all of the Quiet Zones not be implemented, there would be severe noise impacts caused by the project. Should all of the Quiet Zones be established, 212 residences would still be impacted by wayside noise, caused by nighttime freight train round trips (two pass-bys). Wayside impacts could be mitigated with treatments such as the installation of acoustical windows/building insulation. Although not required for moderate impacts, NJ TRANSIT would confer with the one property owner that would be severely impacted by the wayside noise during Final Design and Engineering. Located at the intersection of Willow Lane and Walnut Drive in, near the Mount Carmel Cemetery, the property line of this residence is exceptionally close to the rail alignment, offset by only 20 feet. Chapter 12: Noise 12-18

Northern Branch Corridor SDEIS March 2017 Table 12-6: Grade Crossings Recommended to be Designated as Quiet Zones Municipality Grade Crossing Linden Avenue West Ruby Avenue Roosevelt Place West Central Boulevard Fort Lee Road Brookside Avenue / Cedar Lane West Forest Avenue Avenue Palisade Avenue Avenue Hamilton Avenue Hudson Avenue Ivy Lane Westervelt Avenue West Clinton Avenue Washington Street Riveredge Road/Jay Street Central Avenue Madison Avenue Union Avenue Pedestrian Crossing at West Morningside Avenue Hardenburgh Avenue Avenue High Street Dock Road Blanche Avenue Broadway Avenue Paris Avenue Pierron Street Graphics showing the proposed infrastructure improvements associated with Quiet Zone implementation are included in the DEIS. No changes are proposed for the Quiet Zone infrastructure as identified in the DEIS except that the pedestrian crossing at High School would no longer be required since the project is intending to construct an overhead pedestrian crossing at this location. In general, each intersection would be outfitted with four-quadrant gates as the most feasible supplemental safety measure. NJ TRANSIT would continue to consult and coordinate with each municipality during the FEIS process and Final Design and Engineering regarding applying for Quiet Zones. While each individual municipality would be required to complete the documentation for Quiet Zone designation, the cost for these gates and associated equipment is included in the overall Northern Branch Corridor project cost and would be installed during project construction. Chapter 12: Noise 12-19

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