Laserfiche WebLink
CHAPTERTHREE <br />Emironmentr~l Consequences <br />industrial. Therefore, the noise standazds of 80 dB(A) during the day and 75 ~iB(A) at night • <br />would apply to rail spur operations. Operation of the rail spur [approximately 71 dB(A)] would <br />fall below the state permissible daytime and nighttime Industrial zone noise lc:eels. <br />A recent study found no significant noise level was generated in caz coupling activity. <br />Locomotive noise was louder than the car switching noise because of the "touch" <br />system/technique now used. Train cars would not be jammed together but lightly connected as is <br />the common practice. <br />During facility operations, rail switching would be conducted at the Parachute; Site and not near <br />the Town of Parachute where the main line is located. The railroad would transport empty cars <br />to the Parachute Site and place them along a rail siding as directed by American Soda. The <br />railroad would then haul the loaded cars down the rail spur to the main track in Pazachute. The <br />railroad estimates the total average time in the Pazachute azea to be one hour daily, once per day. <br />The railroad estimates switching activity to normally take place between 6:00 p.m. and <br />10:00 p.m. Monday through Friday, with occasional Saturday switching activities. <br />Train whistle noise levels have been measured at approximately 96 decibels (plus or minus 4 <br />decibels) at a distance of 100 feet and 5 feet off of the ground. Although this exceeds state- <br />mandated noise levels, the whistle noise level is a Federal Railway AdminisU•ation requirement <br />and cannot be modified. Train whistling would be sporadic and short-term (~i few seconds) in <br />nature and would be required for each crossing. <br />The use of the proposed reactivated rail spur during construction would reduce truck traffic on <br />County Road 215. The movement of construction materials into the Parachute Site by rail would <br />generate approximately 3 rail cars per day, or about 15 cazs per week. The reactivation of the rail <br />spur from the Parachute Site to the Union Pacific main line along Interstate 70 would enable <br />American Soda to ship the majority of its finished products by rail, as opposed to trucking <br />product down County Road 215. Therefore, use of the rail spur would reduce; construction phase <br />truck trips to the Pazachute Site. The decibel levels of existing truck traffic point sources) <br />associated with the Parachute Site would not decrease. However, the frequency of truck traffic <br />and the associated nuisance issues/impacts would decrease for the nearest residences. <br />3.6.2 Unavoidable Adverse Impacts <br />Construction and operational activities at the Piceance and Pazachute sites would result in <br />intermittent and short-term, unavoidable adverse impacts to receptors, including wildlife and <br />temporary visitors such as seasonal hunters or recreational users, located witiun approximately <br />2,300 feet of daytime activity and 4,500 feet of nighttime activity. Train whistle noise from <br />operation of the rail spur would result in intermittent, unavoidable adverse impacts to receptors <br />neaz the Parachute Site. Heavy trucks would contribute to the noise impacts to residents along. <br />the transportation corridor between the Piceance and Parachute sites. <br />• <br />3-8 Noise <br />