U-District Neighbors Say Nighttime Plan for Light Rail Construction Is Too Darn Noisy

By Jeff Boone

These U-District neighbors are among those who have asked Sound Transit to beef up their noise management plan. From left to right: Cathy Dampier, manager of the Malloy apartments; Hans Aschenbach, Roosevelt Neighbors Alliance transportation chair; Matt F

Sound Transit has asked the city for a variance from Seattle's noise ordinance but U-District residents contend that the agency's plan to control nighttime noise associated with around-the-clock tunnel construction doesn't protect neighbors from noise. Sound Transit says that day and night construction is necessary to complete the first phase of the Link light rail system by 2006; the line will run from SeaTac to Northeast 45th Street in the U-District.

A variance would permit Sound Transit to exceed ambient noise levels by five dBA (decibels on the A scale) for areas where the existing level is less than 60 dBA; no increase is sought where the ambient noise level is 81 dBA or more. For short-term impacts, or individual noise events, Sound Transit has agreed to cap noise at 10 dBA above existing noise levels. But that cap comes with a caveat: Sound Transit is asking for four exceptions to the maximum noise level per hour.

Hans Aschenbach, Roosevelt Neighbors Alliance transportation chair, said Sound Transit's contention that tunnel construction noise will not endanger public health and safety is troubling. Sound Transit indicates construction noise will be below levels at which noise induces hearing loss: 85 dBA. Sound Transit projects nighttime noise levels will not exceed 77 dBA, which the agency compares to the noise made by a vacuum cleaner.

"For Sound Transit," remarks Aschenbach, "to say so cavalierly that they're not going to deafen anyone leaves a lot on the table."

Sound Transit, said Aschenbach, is suggesting the agency is in compliance with noise standards by citing those associated with deafness.

"The vacuum cleaner analogy may be apt," said Aschenbach, "but go turn one on and put your ear next to it 24 hours a day and live with it for five years. Your health will suffer."

Aschenbach believes that Federal Aviation Agency standards for noise are a more appropriate measure.

"LDN is the measurement the feds use around airports," said Aschenbach. "At 75 LDN, which is 75 dB of average noise, an area is deemed uninhabitable and eligible for federal buyout. 77 dBA is the noise level Sound Transit is proposing for some communities.

"They are trying to hide an elephant in a cherry tree by painting its toenails red."

Aschenbach also doesn't think the city should permit four exceptions to the 10 dBA cap.

"I was pleased that Sound Transit adopted the standard. But they've allowed themselves four violations of the 10 dB max per hour at night, which tells me that Sound Transit is not serious about a good night's sleep.

"They haven't," adds Aschenbach, "really defined the work that will be done at night. Given the number of exceptions they allow themselves, it's our fear that nighttime work could become close to daytime work."

Aschenbach has proposed modifications to Sound Transit's noise variance application, which have the support of the Roosevelt Neighbors Alliance, the University District Community Council and Northeast District Council.

Amendments to the noise plan include no increase in ambient noise levels above 75 dBA and eliminate Sound Transit's four exceptions per hour to the 10 dBA maximum increase.

"It's reasonable," said Aschenbach, "to stop at 75 dB."

He would like Sound Transit to design a strong monitoring program that is independent of the contractor. The program would include continuous monitoring of noise rather than 20 minute intervals three to four times a week plus three monitors at each job site rather than one.

According to Aschenbach, noise monitors set up at three points can accurately capture both the occurrence and level of construction noise. One noise monitor would skew results, and Sound Transit would have no ability to verify whether or not a noise event was construction-related or simply a car backfiring.

"If violations occur," said Aschenbach, "the public will have a reasonable way to prove a violation occurred."

And mitigation might include hush houses for trucks and noise insulation for nearby apartment buildings. Sound Transit has thus far proposed only a single 16-foot noise wall.

Sound Transit noise engineer Steve Wolf said the four exceptions to the noise maximum can be modified but was hesitant to adopt the monitoring program.

"Continuous monitoring," said Wolf, "is difficult because it produces a lot of information that takes a lot of time to go through--numbers you have to correlate with the contractor's work. A more realistic monitoring program is the reaction of the public to what the contractor is doing.

"Complaints are much more effective than monitoring.

"We're giving the contractor three parameters," said Wolf. "Mandatory noise control measures; noise level limits; and a complaint hotline."

How the contractor manages noise, said Wolf, is up to the contractor. The contractor can build high, expensive noise walls or refrain from using noisy equipment and engaging in noisy activity at night.

It's not enough for Aschenbach.

"They're doing as well as they can given a tough, tough environment," said Aschenbach. "On this noise issue, they need to go back to the drawing board so they can serve the community without killing it."

FACTS AT A GLANCE

dBA is an acronym for decibels on the A scale. A decibel is a unit to measure noise. The A scale is a weighting network that simulates how we perceive sound in the middle range.

A change of 5 dBA is considered noticeable.

A 10-dBA increase over existing noise levels is perceived as doubling the loudness.

The U.S. Environmental Protection Agency identifies 85 dBA as the threshold of risk for potential hearing loss. The Federal Aviation Agency identifies 75 dBA as the point where an area is uninhabitable.

The Department of Design, Land Use and Construction (DCLU) will decide whether or not to grant a noise variance to Sound Transit. A decision will be made within 45 days from the last public hearing, which was May 15. Written comments may be submitted at any time prior to May 19. The decision is appealable to the hearing examiner.

For more information or to comment on Sound Transit's application for a noise variance, contact the Department of Design, Land Use and Construction:

David George, Noise Abatement Officer, at (206) 684-7843 or David.george@ci.seattle.wa.us.

Bob Laird, Code Compliance Manager, at (206) 615-1312.

Or send written comments to DCLU, 710 2nd Ave, Ste. 200, Seattle, WA 98104-1703, Attn: David George.

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