Type II Noise Program FAQ (Frequently Asked Questions)
What is a Type II noise abatement program?
Type II noise abatement program is an optional program undertaken by a state transportation agency to abate highway noise primarily for communities built prior to construction of the adjacent highway. For a Type II project to be eligible for Federal-aid funding, the highway agency must develop and implement a Type II program in accordance with regulations set forth by the Federal Highway Administration (FHWA), codified under Title 23 Code of Federal Regulations (CFR) Part 772.7(e) (23 CFR 772.7(e)). Please note completing the statewide analysis is only the first step towards initiating a program.
Why did the state conduct this analysis?
The Department recognized the increase in noise complaints and initiated the statewide noise study in 2022. In 2023 Legislation passed by the Connecticut General Assembly (Public Act 23-135, Section 34 – Noise Barrier Study) required the Connecticut Department of Transportation (CTDOT) to initiate a statewide Type II Noise Study to reevaluate the previous program that was outdated and suspended due to funding. That study was transmitted to the Connecticut General Assembly earlier this year. Currently, the CTDOT does not have the financial or staffing resources to execute a Type II noise program. Should those be provided in the future, this recently completed study will provide a strong foundation on how to move forward with potential projects and what areas could be prioritized first. For more information about highway traffic noise, regulations, and types of barriers, visit CTDOT Traffic Noise Program.
What about the Type II program from the 1980’s?
In 1973, CTDOT initiated a Type II noise abatement program, which was subsequently suspended in 1982, due to a lack of funding. In 1985, pursuant to Special Act 85-107, CTDOT re-evaluated the program and created a priority list of potential noise barrier areas. That list was unfunded, is now outdated, and no longer acceptable as a basis for a Type II Program in accordance with 23 CFR 772.7. The Type II Noise Analysis represents the first in a series of steps to institute a federally approved program in Connecticut. Under the old program the state was able to construct nine (9) barriers before experiencing a lack of funding. That analysis and priority list is now replaced with this updated analysis.
How do I get onto the Type II priority list?
The Type II priority list was established based on a statewide noise analysis. Currently, the CTDOT does not have the financial or staffing resources to execute a Type II noise program. Should those be provided in the future, this recently completed study will provide a strong foundation on how to move forward with potential projects and what areas could be prioritized first.
How was the Type II study area determined?
CTDOT identified 38 principal arterial highways within all eight Connecticut counties and all four CTDOT districts to be included in the Type II noise study area. Principal arterials are generally roadways that serve through traffic and have limited access. On the other hand, local roadways with numerous access driveways makes an effective noise barrier difficult to construct due to frequent gaps necessary to maintain access. A noise barrier should be continuous to effectively reduce noise levels.
The Type II noise study area extended 500 feet from the edge of the near travel lane, which is consistent with CTDOT’s October 2022 Highway Traffic Noise Abatement Policy for Projects Funded by the Federal Highway Administration (CTDOT policy can be accessed here). Beyond 500 feet, the noise model becomes less accurate in predicting highway traffic noise levels. In addition, highway traffic noise abatement is less effective at greater distances.
Was equity considered as part of CTDOT’s priority equation?
Historically, FHWA has not incorporated or considered an EJ factor in their priority ranking equation. Further, the federal traffic noise regulation does not distinguish impacts based on economic status. All residential land use is treated equitably within 23 CFR 772. Therefore, FHWA may not be inclined to accept consideration of EJ communities as a factor in a priority ranking equation. Note that Environmental Justice communities may be among the most likely to achieve high priority rankings without any special emphasis. Many EJ communities are located in areas that are quite close to highways and also are of relatively high density. The priority ranking would be driven higher by the 1) relatively high noise levels near highways, 2) high housing density yielding a high number of receptors in an area, and 3) relatively high noise reduction by barriers due to the close proximity of the homes to the highway.
Are the barriers shown on the list the ones that would be built? Are the barriers on the list in their final geometries?
If funding is secured, all priority areas identified as part of the Type II analysis will require additional detailed noise analyses that satisfy both requirements of 23 CFR 772 as well as the National Environmental Policy Act. Specifically, the same level of documentation and analyses required for Type I projects are required for Type II projects that will use federal funding. For more information about Type I projects, visit CTDOT’s Traffic Noise Program Policies page. CTDOT will also require all state-funded noise barriers meet the requirements of 23 CFR 772. Detailed noise analyses would include noise measurements for model validation and inclusion of detailed modeling features (e.g., terrain, shielding). Noise abatement designs would be modified, as needed, based on the detailed modeling as well as input from CTDOT’s structural and civil engineers and the public. Locations of noise abatement would not change, however horizontal (i.e., length) and vertical (i.e., height) dimensions could change based on results of the detailed noise model and engineering coordination. Barriers that do not meet CTDOT’s criteria within the October 2022 Highway Traffic Noise Abatement Policy for Projects Funded by the Federal Highway Administration would not be constructed. CTDOT currently does not have funding or staffing resources to administer a program for these Type II projects. Therefore, none of the Type II barriers will be constructed if CTDOT does not secure federal funds to then allow for a noise policy and initiation of the Type II program.
Will any more barrier areas be added?
No additional barriers will be included on the Type II priority list at this time. After five years, the statewide Type II noise analysis may be reevaluated, pursuant to 23 CFR 772.7(e). The results of the reevaluation may change the priority list.
If a barrier is on the priority list, when can we anticipate the barrier being built?
Following federal approval of the Type II priority list, CTDOT will need to update its Noise Policy to reflect the Type II Noise Program, and secure funding sources before any Type II projects could be initiated. Each site on the priority list would still need to undergo a detailed noise analysis (to determine if noise abatement meets the Noise Policy criteria), along with design, for construction to proceed. CTDOT currently does not have funding or staffing resources to administer a program for these Type II projects. Therefore, the timeline for construction of any noise barriers identified in the Type II Noise Analysis is unknown.
Who is paying for these barriers? Can we fund the barriers as a community?
CTDOT currently does not have funding or staffing resources to administer a program for these Type II projects. Funding, if secured, would be through federal dollars for all but eight (8) barriers on the priority list. Those eight barriers would require state funds to be constructed, if available, since less than 25% of development in those areas pre-dates the highway. Communities cannot fund Type II noise barriers in part (when the partial funding would be used to help make a barrier feasible and/or reasonable) or in whole.
Will there be any opportunity for community members to choose any characteristics of the barrier, such as height, location, surface texture?
Barrier height, length, and location are determined through detailed noise modeling and design, in consultation with CTDOT structural and civil engineers. The height, length, and location are critical components of the barrier design that determine the level of noise reduction that can be achieved as well as the cost of the barrier per benefited receptor. CTDOT’s noise policy includes both noise level reduction and cost requirements. In accordance with CTDOT policy, community input on aesthetic enhancements and absorptive treatments may be solicited; however, if requested by the community, they would be paid for by the community. or another third party.
If there is a barrier on the list to be built across the highway from my house, will the barrier reflect sound back to me and result in an increase in highway noise?
In today's standard practice, to minimize reflections and increased noise levels opposite a noise barrier installed within CTDOT’s right-of-way, CTDOT’s standard practice is to install barriers with absorptive treatments.
Were other noise abatement measures considered such as quiet pavement?
23 CFR 772.15(c) lists five federally supported abatement measures that may be considered in Type I and Type II projects. The FHWA does not fund quieter pavement as a highway noise abatement measure.
Why are many of the barriers on the Type II priority list along I-95?
To be included on the Type II priority list, existing highway noise levels must exceed the FHWA’s Noise Abatement Criteria (NAC). Then, any noise abatement measure designed must meet CTDOT criteria for consideration. FHWA and CTDOT require that noise barriers be both “feasible” and “reasonable” to be considered. CTDOT’s definitions of “feasible” and “reasonable” are included within the October 2022 Highway Traffic Noise Abatement Policy for Projects Funded by the Federal Highway Administration. In general, noise abatement meets criteria for consideration in more densely developed areas, such as along the I-95 and I-84 corridors, where the number of benefits achieved results in an overall cost that is less than or equal to CTDOT’s Cost Effectiveness Index (CEI).
Why aren’t the people with the most noise (highest sound levels) ranked higher priority than others with less noise?
Pursuant to 23 CFR 772.7(e), highway agencies shall develop a priority ranking system, based on a variety of factors, to rank projects included in a Type II program. In general, the priority areas with the highest sound levels tend to be ranked higher on the list due to the influence of the term in the priority equation that accounts for average sound levels. There are cases where barrier areas with higher average sound levels are ranked lower than barrier areas with lower average sound levels. This situation generally occurs in more densely populated neighborhoods where more benefits are achieved by the noise abatement measure. Also, communities that substantially pre-date the highway generally rank higher. FHWA has approved CTDOT’s definition of “substantial development” to be 25%.
What does it matter if homes pre-date the highway if most people living in those older homes haven’t been there since it was built?
FHWA will not provide federal funding for Type II noise abatement measures in areas where development does not “substantially” pre-date the highway. FHWA has approved CTDOT’s definition of “substantial” development to be 25%. Therefore, barrier areas are not eligible for federal funding if less than 25% of the development protected by the barrier pre-dates the highway. CTDOT identified eight barrier areas not eligible for federal funding; these barrier areas would need to be state funded, if state funding becomes available.