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both monitoring sites were quite low and ranged between 41 dBA and 45 dBA As vehicles passed by, noise levels increased noticeably, ranging from 60 dBA to 80 dBA at a distance of 100 feet from the centerline of Harney Lane. Using field measured data, peak noise level contours were predicted for the lowest peak, the mean peak and the highest peak measured. These data are presented in the following table: PEAK NOISE LEVELS (passing vehicles) Noise Isopleth Distance from Road Centerline feet Peak Noise Based on Lowest Based on Mean Based on Highest (dBA) Measured Peak I Measured Peak I Measured Peak 50 316 794 3,162 55 178 447 1,778 60 100 251 11000 65 56 141 562 70 32 79 316 Source: RVA It was noted during the noise monitoring study that approximately 71 percent of the vehicles were not landfill related traffic; whereas, 29 per- cent were on route to or from the existing landfill facility. It is reasonable to assume that if the proposed landfill site becomes operational, the same traffic mix would continue along the additional two ± miles east to the proposed site and result in peak noise levels similar to those measured near the Harney Lane and Eberhard Road intersection. If traffic to and from the proposed landfill site increases proportion- ately with the predicted increases of refuse generation, it is estimated that landfill related traffic will increase approximately 60 percent by 1990 and 97 percent by 1995. While this should not increase peak noise levels notice- ably along Harney Lane, it is expected that traffic would increase the average daytime (L50) noise level approximately three to four dBA by 1990 and five to six dBA by 1995. This would be a very noticeable increase in average noise level if it occurred suddenTY; however, the increase would be gradual over a 15 -year period. Another noise decriptor frequently used to quantify the impact of noise on humans is the community noise equivalent level (CNEL). It is considered /1