8-1 June 2021

Chapter 8: Noise and Vibration

8.1 INTRODUCTION

Any unwanted sound constitutes noise. Noise receptors are any locations of frequent human use 

where noise would have the potential to interfere with typical activities; such locations would 

include residences, schools, hospitals, open spaces, etc. Construction of the Preferred Alternative

has the potential to result in noise at receptors surrounding the construction staging and laydown 

areas, as well as along routes to and from these areas due to construction truck and worker vehicle 

trips.

Vibration refers to oscillatory motion of solid objects, including ground and/or structures. Fixed 

railway operations have the potential to produce high vibration levels, since railway vehicles 

contact a rigid steel rail with steel wheels. Train wheels rolling on the steel rails create vibration 

energy that is transmitted into the track support system. The amount of vibrational energy is 

strongly dependent on such factors as how smooth the wheels and rails are and the vehicle 

suspension system. The vibration of the track structure “excites” the adjacent ground, creating 

vibration waves that propagate through the various soil and rock strata to the foundations of nearby 

buildings. As the vibration propagates from the foundation through the remaining building 

structure, certain resonant, or natural, frequencies of various components of the building may be 

excited.

Operation of the infrastructure associated with the Platform component of the Preferred Alternative 

may have the potential to result in increased vibration at nearby receptors. Construction of the 

Preferred Alternative has the potential to result in vibration at receptors surrounding the Project 

Site where caisson installation would occur. This construction vibration could occur as a result of 

on-site impact equipment. 

This chapter presents the analysis of the potential construction-related and operational noise and 

vibration impacts of the No Action Alternative and the Preferred Alternative. 

8.2 REGULATORY CONTEXT

The procedures described in the FTA guidance manual, Transit Noise and Vibration Impact 

Assessment (FTA Report No. 0123, September 2018) were used for the analysis of noise and 

vibration associated with the No Action Alternative and the Preferred Alternative. The procedures 

and criteria set forth in the FTA guidance manual have been adopted by FRA for analysis of noise 

and vibration resulting from non-high-speed (i.e., 90 mph or below) rail projects. Since the Project 

Site is within New York City, guidelines included in the CEQR Technical Manual (see Chapter 19, 

Section 300) were considered to identify potential noise and vibration impacts. Additionally, 

operation of mechanical equipment, including fan plants and substation equipment, as well as 

construction of the Preferred Alternative must meet requirements of the New York City Noise 

Control Code. For additional details on the regulatory context for this resource category, please 

refer to Appendix B, “Methodology Report,” Chapter 5, “Noise and Vibration,” Section C, 

“Regulatory Context,” Section D, “Effects Assessment Methodology,” and Appendix E. 
June 2021 8-2 

8.3 ANALYSIS METHODOLOGY

Please see Analysis Methodology in Chapter 5 of Appendix B for a complete description of the 

analysis methodology for this resource category. 

Appendix B, Chapter 5, also provides an overview of the fundamentals of noise and vibration 

analyses, describes the types and sources of noise and vibration and the applicable noise and 

vibration standards considered in the analysis of the operation and construction of the Preferred 

Alternative. 

The Study Area for the operational and construction airborne noise studies include receptors 

surrounding the Project Site and along routes that vehicular traffic associated with construction of 

the Preferred Alternative would use to travel. For each noise and/or vibration source included in 

the Preferred Alternative, a screening distance was applied based on the FTA guidance manual 

and noise-sensitive land uses within those distances were identified. The area within the screening 

distance of each noise and/or vibration source constitutes the Study Area, shown in Figure 8-1. 

The Study Area is consistent with study areas for the environmental analysis of similar projects in 

New York City.

8.4 AFFECTED ENVIRONMENT

8.4.1 SELECTION OF NOISE RECEPTOR LOCATIONS 

The operational noise analysis considers all noise-sensitive receptors within the FTA guidance 

manual screening distances for each noise source associated with the operation of the project, 

specifically within 200 feet of the Preferred Alternative ventilation fan plants and 250 feet of the 

Preferred Alternative substation. Additionally, the noise from construction of the Preferred 

Alternative was analyzed at two additional residential receptors located outside of the operational 

noise screening distances but would be expected to experience noise from construction. The nine 

receptors represent noise-sensitive locations that would have the potential to experience noise 

level increases resulting from the construction or operation of the Preferred Alternative are listed 

in Table 8-1 and shown in Figure 8-1. Other noise-sensitive locations would be outside of the FTA 

operational noise screening distances and therefore would not have the potential to experience 

adverse noise impacts.
!

!

!

!

!

!

!

!

!

!

!

!

W 33rd St

W 34th St

W 35th St

W 31st St

W 30th St

W 29th St

Eleventh Ave

Tenth Ave

Joe Dimaggio Hwy Twelfth Ave

W 28th St Hud

son B lv

d

E

HUDSON RIVER

Chelsea Park

Hudson

River

Park

NW

Fan

Plant

NE

Fan

Plant

SE

Fan

Plant

Substation

1a

1b

2a

2b

2c

2d

2e

3b 3a

1

2

3

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Noise Receptor and Monitoring Locations

Figure 8-1

3.15.21

0 400 FEET Project Site (Western Rail Yard)

! Noise Receptor Location

! Noise Monitoring Location

Substation and Fan Plant Locations

Noise Study Area Boundary (within FTA Operational Noise Screening Distance from Project Elements)

Proposed Tunnel Encasement

1a

1
Chapter 8: Noise and Vibration

8-3 June 2021

Table 8-1 

Noise Receptor Locations 

Receptor Site1 Land Use Represented FTA Land Use Category Noise Descriptor

1a: The High Line (NW) Park 3 Daytime Leq(1h)

1b: The High Line (SW) Park 3 Daytime Leq(1h)

2a: 15 Hudson Yards Residential 2 Ldn

2b3: 312 Eleventh Ave Residential 2 Ldn

2c: 35 Hudson Yards Residential 2 Ldn

2d: 55 Hudson Yards Commercial N/A2 N/A

2e: 3 Hudson Blvd Commercial N/A2 N/A

3a3: 601 West 29th Street Residential4 2 Ldn

3b: 610 West 30th Street Residential4 2 Ldn

Notes:

1 See Figure 8-1 for locations. 2 N/A indicates receptor associated with land use not considered sensitive to noise according to FTA 

operational noise criteria; however, these receptors have been included in the construction noise analysis 

to capture effects on commercial properties following FTA manual guidance. 3 Receptors 2b and 3a are outside of the operational noise screening distances, but are included for the 

construction noise analysis. 4 Receptors 3a and 3b represent residential buildings that are under construction and may be occupied 

during construction of the Preferred Alternative.

8.4.2 MEASURED NOISE LEVELS

Following the FTA guidance manual and Methodology, the existing noise exposure at each of the 

nine receptors identified in Table 8-1 was determined by conducting noise measurements at three 

representative noise-monitoring sites shown in Table 8-2. The operational noise analysis utilizes 

the Ldn or Leq(1hr) noise metric dependent on the noise receptor’s land use category, while the 

construction noise analysis utilizes the Leq(1hr) noise metric for the peak construction activity.

At sites 2 and 3, 20-minute1

1 As described in the March 2014 Edition of the CEQR Technical Manual (Page 19-15), at locations in New 

York City where vehicular traffic is the dominant noise source, 20-minute noise measurements represent 

1-hour noise levels.

spot noise measurements were taken during weekday morning (AM), 

weekday midday (MD), and weekday late night periods (i.e., a peak hour, an off-peak hour, and a 

late-night hour) to estimate the Ldn existing noise level2

2 Estimation of Ldn follows procedure set forth in Appendix E of the FTA guidance manual.

at residential receptors. Additional 20-

minute spot noise measurements were taken at sites 2 and 3 during the Saturday midday period 

for the construction noise analysis. The measured existing noise levels are shown in Table 8-2. 

During the October 24 and 27, 2020 noise measurement period, the High Line was closed to the 

public west of Eleventh Avenue and noise monitoring could not be conducted at this location. A 1-

hour measurement previously collected at the High Line on November 3, 2016 was used to 

estimate the existing noise exposure during the weekday AM period. Since the weekend midday 

time period represents the time when this open space receptor would most likely be used, the 

existing noise levels at Site 1 during the weekday midday and Saturday midday time periods were 

estimated by applying an adjustment factor to the weekday AM measurement. The adjustment

factor was equal to the incremental change in noise between the respective time periods at Site 

3. See Appendix E for calculation of adjustment factor.
June 2021 8-4 

Table 8-2 

Measured Existing Noise Levels in dB(A)

Noise Monitoring Sites Day Time Leq(1hr) Ldn

1 The High Line, Hudson Yards, New York 10011 Weekday AM 71.11 N/A

1 The High Line, Hudson Yards, New York 10011 Weekday MD 71.83 N/A

1 The High Line, Hudson Yards, New York 10011 Saturday MD 67.93 N/A

22 Eleventh Avenue, Hudson Yards, New York 10011 Weekday AM 70.7 71.7

22 Eleventh Avenue, Hudson Yards, New York 10011 Weekday MD 70.2 71.7

22 Eleventh Avenue, Hudson Yards, New York 10011 Weekday Late Night 66.5 71.7

22 Eleventh Avenue, Hudson Yards, New York 10011 Saturday MD 66.7 N/A

32 West 30th Street, Hudson Yards, New York, 10011 Weekday AM 69.6 69.4

32 West 30th Street, Hudson Yards, New York, 10011 Weekday MD 70.4 69.4

32 West 30th Street, Hudson Yards, New York, 10011 Weekday Late Night 62.9 69.4

32 West 30th Street, Hudson Yards, New York, 10011 Saturday MD 66.4 N/A

Notes:

1 AKRF, Inc. performed field measurements on November 3, 2016. 2 AKRF, Inc. performed field measurements on October 24 and 27, 2020.

3 Existing noise level estimated based on field measurements conducted November 3, 2016 at 

Site 1 adjusted based on the incremental changes in noise during each time period at Site 3.

Existing noise levels measured at all receptors include noise from vehicular traffic on adjacent 

roadways, aircraft overflights, and nearby Hudson Yards construction operations. Existing rail 

operations did not contribute significantly to measured noise levels at any of the noise monitoring 

sites, consistent with the existing rail operations being below grade and partially or fully shielded 

from the at-grade noise monitoring sites. Existing noise exposure at receptors 1a and 1b were 

estimated using data measured at Site 1. Existing noise exposure at receptors at 2a, 2b, 2c, 2d, 

and 2e were estimated using data measured at Site 2 and existing noise exposure at receptors 

3a and 3b using data measured at Site 3.

8.5 ENVIRONMENTAL CONSEQUENCES

8.5.1 NO ACTION ALTERNATIVE

Under the No Action Alternative, the Project Sponsor would not build the Preferred Alternative and 

there would be no major sustained construction at the Project Site. The existing use of the rail 

yard and associated LIRR facilities would continue at the same level of operation, including their 

maintenance regimen. Therefore, the No Action Alternative would not result in adverse noise or 

vibration impacts.

8.5.2 OPERATIONAL IMPACTS OF THE PREFERRED ALTERNATIVE

8.5.2.1 NOISE 

At each of the noise receptor sites associated with sensitive land uses, noise exposure resulting 

from the operation of the Preferred Alternative was determined using the methodology described 

in Chapter 5 of Appendix B. The Preferred Alternative noise exposure at each receptor was 

compared to FTA’s noise impact criteria to identify potential impacts. Table 8-3 shows the noise 

levels and incremental change in noise levels for the Preferred Alternative. 
Chapter 8: Noise and Vibration

8-5 June 2021

Table 8-3 

Preferred Alternative Noise Levels in dB(A) 

Receptor Site

FTA Land 

Use

Category

Existing 

Noise Level

(Ldn or Leq1h)

FTA 

Moderate 

Impact

Threshold1

FTA Severe 

Impact

Threshold1

Preferred 

Alternative 

Noise 

Exposure

Total Noise 

Level with 

the 

Preferred 

Alternative

Preferred 

Alternative 

Noise 

Level 

Increment

FTA Level of 

Impact2

1a: The High Line (NW) 3 67.9 68.0 73.0 56.4 68.2 0.3 No Impact

1b: The High Line (SW) 3 67.9 68.0 73.0 67.3 70.6 2.7 No Impact

2a: 15 Hudson Yards 2 71.7 65.0 71.0 55.8 71.8 0.1 No Impact

2c: 35 Hudson Yards 2 71.7 65.0 71.0 58.0 71.9 0.2 No Impact

3b: 610 West 30th Street 2 69.4 64.0 69.0 56.8 69.6 0.2 No Impact

Notes:

1 FTA bases impact criteria on the existing noise level. 2 Noise exposure for the Preferred Alternative was compared to the FTA moderate and severe impact 

thresholds to determine whether a moderate or severe impact are predicted to occur; severe impacts 

are considered adverse impacts and moderate impacts may or may not be considered adverse 

impacts depending on site-specific context. 3 Receptors 2b and 3a are outside of the operational noise screening distances provided in the FTA guidance 

manual, so have been excluded from this table.

The operational noise exposure level for the Preferred Alternative was predicted based on the

noise emission from the ventilation plants and substations following FTA analysis guidance. As 

shown in Table 8-3, the project noise exposure at all receptor sites would not be considered a 

moderate nor a severe impact according to FTA noise impact criteria. Consequently, based on 

the analysis results, operation of the Preferred Alternative would not result in adverse noise 

impacts. 

8.5.2.2 VIBRATION 

The Preferred Alternative would not add or relocate any vibration-producing elements or introduce 

any vibration sensitive receptors, so no vibration analysis is necessary for the operational 

condition. There would be no potential for adverse vibration impact. 

8.5.3 CONSTRUCTION IMPACTS OF THE PREFERRED ALTERNATIVE

8.5.3.1 CONSTRUCTION NOISE

8.5.3.1.1 Platform and Tunnel Encasement Construction

As discussed in Chapter 3, “Alternatives,” Platform construction work would occur over 

approximately five years, scheduled in seven phases, labeled 1A–1D and 2E–2G, each eight to 

16 months in duration (see Figure 3-1). Tunnel Encasement work would occur over approximately 

three years. Both are currently anticipated to begin in late 2021.

Noise from construction of the Preferred Alternative was analyzed according to the general 

assessment procedure of the FTA’s Guidance Manual, Transit Noise and Vibration Impact 

Assessment, as discussed in Appendix B, Chapter 5. Following this procedure, construction 

noise levels were assessed by considering the two loudest pieces of equipment for each stage of 

construction and assuming they are operating simultaneously. The construction stages include 

Tunnel Encasement as well as each of the seven distinct areas of the yard at which the platform 

would be constructed, as shown in the Construction Noise section of Appendix E. 
June 2021 8-6 

The Project Sponsor has estimated that construction of the Platform would occur six days a week 

during daytime and nighttime hours (7 AM to 12 AM). Construction of the Tunnel Encasement 

would typically occur between 7 AM and 3:30 PM, five days a week on weekdays. The NYC Noise 

Control Code prohibits construction outside of weekdays 7 AM to 6 PM; however, the Project 

Sponsor expects NYCDOB to grant discretionary approvals (permits) to allow construction outside 

the normally allowed weekday hours to reduce interference with LIRR operations. 

To determine whether construction noise has the potential to rise to the level of an adverse impact 

at each receptor, construction noise levels were compared to the FTA construction noise impact 

thresholds of 80 dB(A), 90 dB(A), and 100 dB(A) for residential receptors during nighttime 

construction (10 PM to 7 AM), residential receptors during daytime construction (7 AM to 10 PM), 

and non-residential receptors during all times, respectively. 

As the FTA construction noise impact thresholds are screening-level thresholds, construction 

noise levels were also compared to the CEQR Technical Manual construction noise evaluation 

thresholds, described in Appendix E. 

Hoe rams used during Platform and Tunnel Encasement Construction would be the loudest 

equipment and were considered for the worst-case construction noise analysis. During times when 

hoe rams would not be used, drill rigs utilized for caisson installation and support of excavation 

would be the loudest equipment and were used to represent construction noise levels outside of 

hoe ram use.

The worst-case construction noise levels were assessed during each stage of construction; details 

are presented in the Construction Noise section of Appendix E. Table 8-4 below summarizes the 

worst-case noise levels during Platform construction, while Table 8-5 summarizes the noise levels 

during Tunnel Encasement construction. Each table includes results for periods of hoe ram use 

and periods when the hoe ram would not be in use, as represented by use of drill rigs. 

For this analysis, predicted construction noise levels were combined with the existing noise level 

at each receptor to determine total noise level and incremental increases over existing noise levels

during each stage of construction. An incremental increase in noise level greater than 3 dB(A) 

would exceed the CEQR Technical Manual noise threshold detailed in Appendix E. A summary 

of the worst-case construction noise levels and associated impacts is provided in Table 8-6. 
Chapter 8: Noise and Vibration

8-7 June 2021

Table 8-4 

Worst-Case Platform Construction Noise Levels in dB(A)

Receptor Site1

Minimum 

Measured 

Existing 

Daytime Noise 

Levels

Minimum 

Measured 

Existing 

Nighttime

Noise 

Levels

Maximum 

Construction 

Noise Levels

[Non-Hoe Ram 

Construction (i.e., 

Drill Rig Use)]

Maximum 

Incremental 

Change in 

Daytime Noise 

Levels [Non-Hoe 

Ram Construction 

(i.e., Drill Rig 

Use)]

Maximum 

Incremental 

Change in 

Nighttime

Noise Levels

[Non-Hoe 

Ram 

Construction 

(i.e., Drill Rig 

Use)]

Maximum 

Construction 

Noise Levels

(Hoe Ram 

Use)

Maximum 

Incremental 

Change in 

Daytime

Noise 

Levels (Hoe 

Ram Use)

Maximum 

Incremental 

Change in 

Nighttime

Noise 

Levels(Hoe 

Ram Use)

1: The High Line (P) 67.9 N/A2 76.4 9.1 N/A 81.4 13.7 N/A

2a: 15 Hudson Yards (R) 66.7 66.5 68.6 4.1 4.2 73.6 7.7 7.9

2b: 312 Eleventh Ave (R) 66.7 66.5 66.7 3.0 3.1 71.7 6.2 6.4

2c: 35 Hudson Yards (R) 66.7 66.5 68.5 4.0 4.1 73.5 7.6 7.8

2d: 55 Hudson Yards (C) 66.7 66.5 67.7 3.5 3.6 72.7 6.9 7.1

2e: 3 Hudson Blvd (C) 66.7 66.5 66.1 2.7 2.8 71.1 5.7 5.9

3a3: 601 West 29th Street (R) 66.4 62.9 71.6 6.3 9.2 76.6 10.6 13.9

3b3: 610 West 30th Street (R) 66.4 62.9 69.6 4.9 7.5 74.6 8.8 12.0

Notes:

1 See Figure 8-1 for locations. 2 Receptor 1, the High Line, is currently open from 7 AM to 7 PM, therefore nighttime construction noise levels are not considered at this receptor 3 Receptors 3a and 3b represent residential buildings that are under construction and may be occupied during construction of the Preferred Alternative.

R=Residential, C=Commercial, P=Park
June 2021 8-8 

Table 8-5 

Worst-Case Tunnel Encasement Construction Noise Levels in dB(A)

Receptor Site1

Minimum 

Measured 

Daytime2

Existing 

Noise 

Levels

Maximum 

Construction 

Noise Levels 

[Non-Hoe 

Ram 

Construction 

(i.e., Drill Rig 

Use)]

Maximum 

Incremental 

Change in 

Noise Levels

[Non-Hoe 

Ram 

Construction 

(i.e., Drill Rig 

Use)]

Maximum 

Construction 

Noise Levels

(Hoe Ram 

Use)

Maximum 

Incremental 

Change in Noise 

Levels (Hoe 

Ram Use)

1: The High Line (P) 71.1 88.6 17.7 93.6 22.6

2a: 15 Hudson Yards (R) 70.2 71.6 3.8 76.6 7.3

2b: 312 Eleventh Ave (R) 70.2 70.3 3.0 75.3 6.2

2c: 35 Hudson Yards (R) 70.2 66.4 1.5 71.4 3.6

2d: 55 Hudson Yards (C) 70.2 64.1 1.0 69.1 2.5

2e: 3 Hudson Blvd (C) 70.2 61.7 0.6 66.7 1.6

3a3: 601 West 29th Street (R) 69.6 74.8 6.3 79.8 10.6

3b3: 610 West 30th Street (R) 69.6 78.8 9.7 83.8 14.3

Notes:

1 See Figure 8-1 for locations. 2 Tunnel Encasement construction is not anticipated to occur during nighttime hours (10:00 PM–7:00 

AM) or on weekends. 3 Receptors 3a and 3b represent residential buildings that are under construction and may be occupied 

during construction of the Preferred Alternative.

R=Residential, C=Commercial, P=Park

Table 8-6 

Worst-Case Construction Noise Levels and Impact Summary

Receptor Site

Worst-Case Construction 

Noise Level in dB(A) FTA Impact1 CEQR Impact2

1: The High Line (P) 93.6 No Yes

2a: 15 Hudson Yards (R) 76.6 No Yes

2b: 312 Eleventh Ave (R) 75.3 No Yes

2c: 35 Hudson Yards (R) 73.5 No Yes

2d: 55 Hudson Yards (C) 72.7 No N/A3

2e: 3 Hudson Blvd (C) 71.1 No N/A3

3a4: 601 West 29th Street (R) 79.8 No Yes

3b4: 610 West 30th Street (R) 83.8 No Yes

Notes: 1 FTA general assessment construction noise impact thresholds are 80 dB(A) for residential receptors 

during nighttime construction (10 PM to 7 AM), 90 dB(A) for residential receptors during daytime 

construction (7 AM to 10 PM), and 100 dB(A) for non-residential receptors during all times. 2 CEQR Impact based on duration and intensity of construction noise, as discussed below. 3 The CEQR Technical Manual does not consider commercial buildings to be noise sensitive receptors 4 Receptors 3a and 3b represent residential buildings that are under construction and may be occupied 

during construction of the Preferred Alternative.

R=Residential, C=Commercial, P=Park
Chapter 8: Noise and Vibration

8-9 June 2021

Receptor 1: The High Line

FTA Construction Noise General Assessment

At the High Line west of Eleventh Avenue, represented by receptor 1, worst-case noise levels 

resulting from construction of the Preferred Alternative projected using the FTA general 

assessment methodology would be up to 94 dB(A) during construction for the Tunnel Encasement 

and up to 82 dB(A) during Platform construction. Construction noise levels would not exceed the 

FTA guidance manual impact threshold for commercial receptors (the FTA guidance manual does 

not include construction noise criteria for open spaces, so the criteria for commercial uses have

been used to assess construction noise) during all stages of construction.

CEQR Technical Manual Construction Noise Evaluation

As described in Appendix E, evaluation of construction noise according to CEQR Technical 

Manual guidance considers both the intensity of the noise, as determined by the predicted 

increase in noise levels, as well as the duration of noise. The maximum predicted noise level 

increment at this receptor, 23 dB(A), would occur during hoe ram use periods for the first 20 

months of excavation for Tunnel Encasement. During non-hoe ram use periods and the remaining 

14 months of Tunnel Encasement construction, maximum predicted noise level increments at this 

receptor would be up to 18 dB(A) resulting from drill rig use. Tunnel Encasement construction is 

not anticipated to occur on weekends, leaving the High Line available for use without the effects 

of Tunnel Encasement construction noise during weekends. During the remaining 18 months of 

Platform construction (which includes evening hours and Saturdays), after the Tunnel Encasement 

is completed, the maximum predicted noise level increment would range between 3 and 14 dB(A), 

depending on the equipment used and the location of construction activity relative to the receptor 

(see Tables E-7 and E-8 in Appendix E). 

The worst-case noise levels during Tunnel Encasement construction would not extend throughout 

the full length of the High Line, most of which would be substantially further from the construction 

work areas associated with the Preferred Alternative than the worst-case location represented by 

receptor 1. At portions of the High Line east of Eleventh Avenue (i.e., 375 feet from the center of 

the nearest work area), noise levels would be up to 77 dB(A) with increments up to 6 dB(A), and 

at portions of the High Line south of West 30th Street (i.e., 630 feet from the center of the nearest 

work area), noise level increments would not exceed 3 dB(A). Consequently, during worst-case 

conditions, the area of adverse impact according to the CEQR Technical Manual guidelines would 

be limited to the portion of the High Line north of West 30th Street, as shown in Figure 8-2. 

Because construction of the Preferred Alternative would result in noise level increments exceeding 

the CEQR Technical Manual noise threshold of 3 dB(A) over an extended period (i.e., greater than 

24 consecutive months), it would result in an adverse impact at receptor 1 according to the CEQR 

Technical Manual guidelines. Noise levels at the High Line would exceed nuisance levels, as 

defined by the CEQR Technical Manual, and may interfere with speech while construction 

equipment is in use. There are no feasible design control measures to substantially reduce the 

maximum noise levels described in Table 8-4 and Table 8-5. 
W 33rd St

W 34th St

W 35th St

W 31st St

W 30th St

W 29th St

Eleventh Ave

Tenth Ave

Joe Dimaggio Hwy Twelfth Ave

W 28th St Hud

son B lv

d

E

HUDSON RIVER

Chelsea Park

Hudson

River

Park

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Worst-Case Construction Noise Levels at the High Line

Figure 8-2

4.12.21

0 400 FEET

1a

1

Project Site (Western Rail Yard)

Proposed Tunnel Encasement

Existing High Line Park

Increments less than 3 dBA (i.e., less than CEQR construction noise screening threshold)

Below 77 dBA (increments less than 6 dBA)

Up to 81 dBA (increments up to 14 dBA)

Up to 94 dBA (increments up to 23 dBA)

Worst-Case Construction Noise Levels at the High Line

Note: Incremental changes in noise levels greater than 3 dBA exceed

the CEQR Technical Manual screening threshold for construction noise.
June 2021 8-10

Receptors 2a, 2b, 2c: Residential Buildings along Eleventh Avenue between West 

29th and 33rd Streets

FTA Construction Noise General Assessment

At the residential buildings along Eleventh Avenue between West 29th and West 33rd Streets 

represented by receptors 2a, 2b, and 2c, worst-case noise levels resulting from construction of 

the Preferred Alternative projected using the FTA general assessment methodology would be 

between 71 and 77 dB(A) during Tunnel Encasement and between 72 and 74 dB(A) during 

Platform construction. Construction noise levels would be below the FTA guidance manual 

daytime and nighttime impact criteria for residential receptors during all stages of construction.

CEQR Technical Manual Construction Noise Evaluation

As described in Appendix E, evaluation of construction noise according to CEQR Technical 

Manual guidance considers both the intensity of the noise, as determined by the predicted 

increase in noise levels, as well as the duration of noise. The maximum predicted noise level 

increment at these receptors, 8 dB(A), would occur during hoe ram use. Hoe ram use would occur 

over the course of 20 months during excavation for Tunnel Encasement, as well as over the course 

of an additional 9 non-consecutive months during Platform Construction. During the remaining 23 

non-consecutive months of construction when hoe rams would not be used, predicted noise level 

increments at these receptors would range from 2 to 4 dB(A) depending on the location of 

construction activity relative to the receptor (see Tables E-7 and E-8 in Appendix E). 

Because construction of the Preferred Alternative would result in noise level increments exceeding 

the CEQR Technical Manual noise threshold over an extended period (i.e., greater than 24 

consecutive months), it would result in an adverse impact at receptors 2a, 2b, and 2c according 

to the CEQR Technical Manual guidelines. However, these buildings are on zoning lots upon 

which the NYCDCP has placed (E) Designations3

3 Noise (E) Designations, as listed in Appendix C of the New York City Zoning Resolution, are placed on 

zoning lots in areas with high ambient noise levels when they are rezoned by NYCDCP to allow a noisesensitive use to be built on those sites. A Noise (E) Designation specifies a minimum level of façade noise 

attenuation as well as the provision of an alternate means of ventilation to allow for the maintenance of a 

closed-window condition. The intent of the Noise (E) Designation is to protect inhabitants of buildings 

constructed on the (E) Designated lot from high levels of ambient noise.

for noise. NYCDCP requires new construction 

of the lots with Noise (E) Designations to achieve a minimum of 35 dB(A) façade attenuation, 

which is achieved through modern façade design. With this minimum level of attenuation, interior 

noise levels would be less than 45 dB(A) during the worst-case construction, which is the CEQR 

Technical Manual acceptable threshold for residential spaces. 

Because these buildings currently include façade attenuation that would result in acceptable 

interior levels, additional receptor controls would not be necessary. 
Chapter 8: Noise and Vibration

8-11 June 2021

Receptors 2d and 2e: Commercial buildings between West 30th and 34th Streets

FTA Construction Noise General Assessment

At commercial buildings along Eleventh Avenue located between West 30th and West 34th 

Streets, represented by receptors 2d and 2e, worst-case noise levels resulting from construction 

of the Preferred Alternative projected using the FTA general assessment methodology would be 

between 67 and 69 dB(A) during Tunnel Encasement construction and between 71 and 73 dB(A)

during Platform Construction. Construction noise levels would be below the FTA guidance manual 

impact criteria for commercial receptors during all stages of construction; therefore, construction 

noise would not rise to the level of an adverse impact at commercial buildings along Eleventh 

Avenue located between West 30th and West 34th Streets. 

CEQR Technical Manual Construction Noise Evaluation

The CEQR Technical Manual does not consider commercial buildings to be noise-sensitive 

receptors.

Receptors 3a and 3b: Residential buildings along West 30th Street between Eleventh 

and Twelfth Avenues

FTA Construction Noise General Assessment

At residential buildings along West 30th Street between Eleventh and Twelfth Avenues, 

represented by receptors 3a and 3b, should construction be complete and the buildings occupied 

prior to or during the construction of the Preferred Alternative, worst-case noise levels resulting 

from construction of the Preferred Alternative projected using the FTA general assessment 

methodology would be between 80 and 84 dB(A) during Tunnel Encasement construction and 

between 75 and 77 dB(A) during Platform construction. Construction noise levels would be below 

the FTA guidance manual daytime and nighttime impact criteria for residential receptors during all 

stages of construction.

CEQR Technical Manual Construction Noise Evaluation

Manual guidance considers both the intensity of the noise, as determined by the predicted 

increase in noise levels, as well as the duration of noise. The maximum predicted noise level 

increment at these receptors, 14 dB(A), would occur during hoe ram use. Hoe ram use would 

occur over the course of 20 months during excavation for Tunnel Encasement, as well as over the 

course of an additional 9 non-consecutive months during Platform construction. During the 

remaining 23 non-consecutive months of construction when hoe rams would not be used, 

predicted noise level increments at these receptors would range from 5 to 10 dB(A) depending on 

the location of construction activity relative to the receptor (see Tables E-7 and E-8 in Appendix E). 
June 2021 8-12

Because construction of the Preferred Alternative would result in noise level increments exceeding 

the CEQR Technical Manual noise threshold over an extended period (i.e., greater than 24 

consecutive months), it would result in an adverse impact at receptors 3a and 3b. However, these 

buildings are currently being constructed on zoning lots upon which the NYCDCP has placed 

(E) Designations4

4 Noise (E) Designations, as listed in Appendix C of the New York City Zoning Resolution, are placed on 

zoning lots in areas with high ambient noise levels when they are rezoned by NYCDCP to allow a noisesensitive use to be built on those sites. A Noise (E) Designation specifies a minimum level of façade noise 

attenuation as well as the provision of an alternate means of ventilation to allow for the maintenance of a 

closed-window condition. The intent of the Noise (E) Designation is to protect inhabitants of buildings 

constructed on the (E) Designated lot from high levels of ambient noise.

for noise. NYCDCP requires new construction of the lots with Noise 

(E) Designations to achieve a minimum of 33 dB(A) façade attenuation through modern façade 

design. 

Despite this attenuation requirement, interior noise levels would exceed the CEQR Technical 

Manual threshold for acceptable interior noise levels, 45 dB(A), by up to 6 dB(A) during the periods 

of hoe ram use and up to 1 dB(A) during the remainder of construction.

There are no feasible receptor noise control measures that would be effective in reducing interior 

noise levels by an additional 6 dB(A) such that interior noise levels would be below the CEQR 

Technical Manual acceptable threshold for residential use during hoe ram use. See discussion of 

mitigation measures in Section 8.6.

8.5.3.1.2 Construction Vehicles 

In addition to the potential noise effects of on-site construction activity, the potential noise effects 

of construction trucks have been assessed according to CEQR Technical Manual guidance, 

specifically using the proportional modeling technique5

5 See Section 332.1, and specifically Equation 19-1, of the CEQR Technical Manual. 

as described in Appendix E.

6

6 The analysis is consistent with the general assessment techniques described in the FTA guidance manual. 

 

Construction of the Preferred Alternative would include a construction staging area on West 33rd 

Street between Twelfth and Eleventh Avenues. Trucks would access the staging area via Twelfth 

Avenue, Eleventh Avenue, Tenth Avenue, Dyer Avenue, West 34th Street and West 33rd Street. 

The construction trucks, including concrete mixer trucks, materials delivery trucks, and dump 

trucks for excavated soils removal, would pass by residences and open space receptors (i.e., High 

Line and Hudson Yards Plaza) on these roadways at a rate of up to approximately 22 trucks per 

hour (total for both directions) on Twelfth Avenue, 17 trucks per hour on Eleventh Avenue, 22

trucks per hour on West 34th Street and West 33rd Street, and 5 trucks per hour on Tenth and 

Dyer Avenues. 
Chapter 8: Noise and Vibration

8-13 June 2021

At receptors along West 33rd Street between Tenth and Eleventh Avenues, including receptors 

2c and 2d, this level of construction vehicle activity would constitute a 175 percent increase in the 

number of Passenger Car Equivalents (PCEs) on roadways, resulting in up to a 4 dB(A) 

incremental increase in noise levels above existing noise levels during worst-case construction 

throughout the 4.5 years of construction of the Preferred Alternative. However, these buildings are 

on zoning lots upon which NYCDCP has placed (E) Designations7

7 Noise (E) Designations, as listed in Appendix C of the New York City Zoning Resolution, are placed on 

zoning lots in areas with high ambient noise levels when they are rezoned by NYCDCP to allow a noisesensitive use to be built on those sites. A Noise (E) Designation specifies a minimum level of façade noise 

attenuation as well as the provision of an alternate means of ventilation to allow for the maintenance of a 

closed-window condition. The intent of the Noise (E) Designation is to protect inhabitants of buildings 

constructed on the (E) Designated lot from high levels of ambient noise.

for noise. NYCDCP requires 

new construction of the lots with Noise (E) Designations to achieve a minimum of 35 dB(A) façade 

attenuation. With this minimum level of attenuation, interior noise levels would be less than 45 

dB(A) during the worst-case construction vehicle activity, which is the CEQR Technical Manual 

acceptable threshold for residential spaces. While construction vehicle noise at residences along 

West 33rd Street between Eleventh and Tenth Avenues does not exceed the FTA impact criteria, 

with noise level increments up to 4 dB(A) over an extended duration, construction vehicle activity 

would constitute an adverse impact according to the CEQR Technical Manual guidelines. 

However, because these buildings currently include façade attenuation to achieve acceptable 

interior levels, additional receptor controls would not be necessary. 

Along all other roadways that construction trucks would travel, the level of construction vehicle 

activity would constitute at most a 52 percent increase in the number of PCEs on roadways 

adjacent to noise receptors, resulting in no more than a 2 dB(A) noise level increase, which would 

not exceed the CEQR Technical Manual noise impact criteria. Consequently, based on the 

analysis results, construction truck activity associated with the Preferred Alternative would not 

have the potential to result in adverse construction noise impacts at any receptors. 

8.5.3.2 CONSTRUCTION VIBRATION

8.5.3.2.1 Platform Construction and Tunnel Encasement

The FTA thresholds for impact from ground-borne vibration and noise are based on the maximum 

levels for a single event. Equipment such as hoe rams, large bulldozers, and drill rigs utilized for 

support of excavation and caisson installation would result in the greatest potential to produce 

high levels of vibration during construction of the Preferred Alternative. Utilizing the FTA Guidance 

Manual’s general assessment methodology for construction vibration, 20 feet is the distance at 

which operation of drill rigs, hoe rams, or large bulldozers would result in vibration capable of 

causing damage to extremely fragile buildings. With the exception of the High Line and the NRT, 

there are no buildings or structures located within 20 feet of the construction work areas, and 

therefore, vibration from construction would not be anticipated to result in the potential for damage 

at any buildings. 
June 2021 8-14

The High Line is a steel structure, which would have a damage criterion of 0.5 in/sec according to 

the FTA Guidance Manual. The Project Sponsor has determined that support of excavation during 

the Tunnel Encasement construction would occur beneath the High Line, as close as 9 feet away 

from the support columns. At this distance, vibration levels from drill rigs would be up to 0.4 in/sec, 

which is below the FTA threshold for damage for steel structures. Following the FTA general 

assessment methodology for construction vibration, the distance at which there is a potential for 

damage to steel structures including the High Line, from operation of drill rigs, hoe rams, or large 

bulldozers is 8 feet. Additionally, because the High Line is an historic structure, the protection and 

monitoring procedures that the Project Sponsor would develop for the High Line would require 

monitoring of vibration levels at its structure during any subsurface construction within 90 feet. 

Caisson drilling during the Preferred Alternative Platform Construction may occur adjacent to the 

existing NRT, as close as 11 feet away. At this distance, vibration levels from drill rigs would be

less than the FTA guidance manual impact criteria for reinforced concrete construction of 0.5 

in/sec. 

FRA would include conditions as part of its environmental decision regarding the Preferred 

Alternative to ensure that the potential effects to the NRT and High Line from construction vibration

are not adverse. These conditions include requiring the Project Sponsor to develop a CPP for the 

construction of the Platform and Tunnel Encasement in order to protect the NRT and High Line. 

The CPP would be incorporated into the overarching CEPP that would be developed for the 

Preferred Alternative (see Chapter 22, “Mitigation Measures and Project Commitments”) and 

would be required to meet the guidelines set forth in the NYCDOB Technical Policy and Procedure 

Notice #10/88, the Protection for Landmarked Buildings guidance document of the NYCLPC, and 

the National Park Service’s Preservation Tech Notes, Temporary Protection #3: Protecting a 

Historic Structure during Adjacent Construction. The CPP is described in Chapter 22. 

The levels at which vibration is perceived by occupants of buildings as annoying or disruptive are 

lower than the levels necessary to cause damage to structures, particularly for buildings where 

people sleep or perform sensitive tasks such as reading a video screen. The FTA impact 

thresholds are based on the use of the affected building, with buildings where vibration would 

interfere with interior operations being the most sensitive, followed by residential spaces where 

people normally sleep, and institutional land uses being the least sensitive. 

Following the FTA’s general assessment method, the distances at which drill rigs, hoe rams, or 

large bulldozers would result in exceedances of the human annoyance criteria would be 135 feet 

for buildings where vibration would interfere with interior operations and 79 feet for residential 

buildings. While there are no buildings where vibration would interfere with interior operations 

within 135 feet of construction, the proposed residential building located at 610 West 30th Street 

is located approximately 73 feet from the closest point of support of excavation drill rig operation 

for the Tunnel Encasement. If completed and occupied prior to the construction of the Preferred 

Alternative, this residential building would have the potential to experience perceptible and 

potentially annoying vibration levels. However, because Tunnel Encasement construction is not 

anticipated to occur during nighttime hours when people would typically be sleeping, and drill rigs 

would only be within 79 feet of the residential building for a small segment of the support of 

excavation (approximately 15 feet in length near West 30th Street), vibration from construction 

would not rise to the level of an adverse impact at this building. 

Any blasting activities associated with excavation of rock during construction of the Tunnel 

Encasement would be coordinated and conducted with permission from the Fire Department of 

the City of New York (FDNY). The Project Sponsor would provide a blasting schedule to 

neighboring building owners and occupants. Construction vibration monitoring would be required 

during blasting activities to ensure that vibration does not exceed a level that could result in 

damage to any nearby buildings or structures.
Chapter 8: Noise and Vibration

8-15 June 2021

Consequently, because vibration from construction would not exceed the FTA criteria for damage 

at any building, as confirmed by vibration monitoring at the High Line when necessary, and would 

not exceed the FTA criteria for human annoyance over an extended duration at any receptor, 

construction of the Preferred Alternative would not result in adverse construction vibration impacts.

8.5.3.2.2 Construction Vehicles 

Construction-related vehicles including worker vehicles and/or materials and equipment deliveries 

generally do not have the potential to result in vibration levels that could result in building damage 

and/or human annoyance and consequently do not typically result in adverse construction 

vibration impacts.

8.6 AVOIDANCE, MINIMIZATION, AND MITIGATION 

MEASURES

FRA has not identified any adverse impacts from operation of the Preferred Alternative related to 

noise or vibration. The Project Sponsor would incorporate sufficient noise control measures in the 

final design of the ventilation system plans to ensure operation of the Preferred Alternative would 

be in compliance with the NYCNCC noise limits at all surrounding residential receptors.

FRA has not identified any adverse impacts from construction of the Preferred Alternative related 

to vibration. 

FRA found that construction of the Preferred Alternative would not have the potential to result in 

exceedances of the general construction noise assessment screening-level thresholds included 

in the FTA guidance manual. However, FRA found that construction of the Preferred Alternative 

would exceed the CEQR Technical Manual thresholds and have the potential to result in adverse 

noise impacts at the High Line within approximately 630 feet of the nearest work area, residential 

buildings along Eleventh Avenue between West 29th and West 33rd Streets, along West 30th 

Street between Eleventh and Twelfth Avenues, and along West 33rd Street between Tenth and 

Eleventh Avenues. 

The following practices would be used to the extent feasible and practicable to reduce noise and 

vibration levels associated with construction of the Preferred Alternative: 

• Noise from construction equipment would comply with New York City noise emission 

standards. These standards mandate that certain classifications of construction equipment 

and motor vehicles meet specified noise emission standards, and construction material be 

handled and transported in such a manner to not create unnecessary noise.

• Construction of the Preferred Alternative would include sufficient mitigation to meet the 

NYCNCC construction noise limit of an Lmax of 85 dB(A) at the exteriors of any adjacent 

residential properties. 
June 2021 8-16

• Construction noise is regulated by the NYCNCC. Additionally, the USEPA specifies noise 

emission standards for medium and heavy trucks. NYCDEP enforces the NYCNCC, which 

indicates that, except under exceptional circumstances, construction activities must be limited 

to weekdays between the hours of 7:00 AM and 6:00 PM. At all other times, including anytime 

on the weekends, an after-hours authorization is required. After hours variance (AHV) 

applications must be filed with the NYCDOB at least two business days before the first 

intended work day. Permit authorization for weekend or after hour construction work may be 

granted for the following circumstances—emergency work, cases of public safety, City 

construction projects, construction activities with minimal impact, and for a claim of undue 

hardship resulting from unique site characteristics, unforeseen conditions, scheduling conflicts 

and/or financial considerations. The Project Sponsor would be required to obtain NYCDOB 

approval for construction outside of weekdays 7 AM to 6 PM, which is prohibited by the 

NYCNCC. The same requirements for obtaining AHV’s for any construction activities to occur 

outside the work hours allowed under the NYCNCC were identified as necessary for the 2009 

SEQRA/CEQR FEIS Western Rail Yard project and the 2014 SEA/FONSI for Amtrak’s 

Concrete Casing project. 

• To the extent practicable given space constraints at the work sites, construction would use 

acoustical noise tent and/or enclosures surrounding hoe rams, jackhammers, or pavement 

breakers that can provide up to 15 dB(A) of noise reduction during any demolition activities. 

For additional noise reduction, jackhammer noise mufflers that can provide up to an additional 

10 dB(A) of noise reduction can also be used.

• To minimize the noise from the backup warning alarms on trucks, vehicles would be routed 

through the construction sites to minimize the use of alarms. In addition, vehicles would also 

be equipped with OSHA-approved quieter backup alarms.

• Any blasting activities associated with excavation of rock during construction of the Tunnel 

Encasement would be coordinated and conducted with permission from the FDNY. The 

Project Sponsor would provide a blasting schedule to neighboring building owners and 

occupants. Construction vibration monitoring would be required during blasting activities to 

ensure that vibration does not exceed a level that could result in damage to any nearby 

buildings or structures.

• Consistent with the protection and monitoring procedures developed for the High Line, 

construction vibration monitoring would be required whenever construction would occur within 

90 feet of the High Line structure to ensure that construction activities do not result in vibration 

levels that would be capable of causing damage.

FRA would include conditions as part of its environmental decision regarding the Preferred 

Alternative, i.e., in the ROD for this EIS in accordance with NEPA, to ensure that the potential 

effects to the NRT from construction vibration are not adverse. These conditions include requiring 

the Project Sponsor to develop a CPP for the construction of the Platform and Tunnel Encasement 

in order to protect the NRT and High Line. The CPP would be incorporated into the overarching 

CEPP that would be developed for the Preferred Alternative (see Chapter 22) and would be 

required to meet the guidelines set forth in the NYCDOB Technical Policy and Procedure Notice 

#10/88, the Protection for Landmarked Buildings guidance document of the LPC, and the National 

Park Service’s Preservation Tech Notes, Temporary Protection #3: Protecting a Historic Structure 

during Adjacent Construction. 