Traffic Noise Analysis SouthEast Connector

Transcription

1 Report Traffic Noise Analysis SouthEast Connector Prepared for Regional Transportation Commission of Washoe County September W. Liberty Street Reno, NV 89501

2 Contents Section Page Acronyms and Abbreviations... v Traffic Noise Analysis SouthEast Connector... 1 Introduction... 1 Purpose of the Analysis... 1 Project Description... 1 Fundamentals of Noise... 1 Criteria for Acceptable Noise Exposure... 3 Methodology... 3 Noise Impact Analysis... 4 Noise Setting... 4 Measured Noise Levels... 4 Calculated Peak hour Noise Exposure... 5 Noise Abatement Analysis... 8 RTC Noise Abatement Guidelines... 8 Noise Abatement Strategies... 8 Barrier Analysis... 9 Information for Local Officials... 9 Construction Noise Conclusions References Tables 1 Typical Noise Levels Noise Abatement Criteria by Activity Category Noise Monitoring Locations Results of Validation Summary of Worst Case Hourly Traffic Noise Results Barrier Noise Level Transects... 9 Figures Project Location Noise Barrier Location 2030 Noise Contours RDD/ (SEC_NOISE_REPORT.DOCX) III

3 Acronyms and Abbreviations BBA Brown Buntin & Associates db decibel dba A weighted scale Leq equivalent sound pressure level NAC Noise Abatement Criteria Project The SEC project RTC Regional Transportation Commission SEC SouthEast Connector TNM 2.5 Traffic Noise Model version 2.5 RDD/ (SEC_NOISE_REPORT.DOCX) V

4 Traffic Noise Analysis SouthEast Connector Introduction Purpose of the Analysis This report describes the results of a noise analysis conducted for the SouthEast Connector (SEC) roadway construction project, a 5.5 mile, six lane arterial transportation corridor along the eastern side of the Truckee Meadows (see Figure 1). (All figures are located at the end of this report.) The purpose of the analysis is to assess potential traffic noise impacts at noise sensitive locations, called receptors, by evaluating worst case hourly traffic noise levels and evaluating noise abatement options at locations predicted to experience future noise impacts. This report evaluates the traffic noise between South Meadows Parkway to just south of Clean Water Way (see Figure 1). A noise analysis was conducted for the project by Brown Buntin & Associates (BBA) in 2011 for the preliminary design by Stantec. Since that time, CH2M HILL has been retained to perform final design, with resulting design refinements to both the horizontal and vertical alignment. As a result, a revised noise analysis is required to capture these changes to the project and accurately predict the potential for future noise impacts. Project Description The SEC project (Project) is a proposed arterial, in Reno, Sparks, and Washoe County that extends from the intersection of Veterans Parkway and South Meadows Parkway in the south to Clean Water Way in the north. From South Meadows Parkway, the roadway travels north through the South and North Butler Ranch to Mira Loma Drive, through the Rosewood Lakes Golf Course to Pembroke Drive, and then north through former University of Nevada Reno agricultural land to Clean Water Way. The roadway alignment parallels Steamboat Creek throughout its length. The road will be a high access control arterial with at grade intersections at South Meadows Parkway, Mira Loma Drive, Pembroke Drive, and Greg Street. The roadway will be approximately 4.5 miles long. It will have an average roadway prism width of 140 feet and a pavement width of 84 feet except at intersections, where the pavement will be wider to accommodate turn lanes. The road will provide six travel lanes (three in each direction) with turning lanes at intersections. The posted speed limit will be 45 mph. In four locations, bridges will be constructed to span drainages and wetlands, allow for wildlife crossing, and provide maintenance and golf cart access through the golf course. At Alexander Lake Road, a bridge will be constructed for the roadway to cross over an existing haul road, allow wildlife passage, accommodate flood flows, and accommodate pedestrian and bicycle access. The SEC is being constructed in two phases. The first phase of construction commenced in February 2013, and includes 1 mile of roadway from Clean Water Way north to Greg Street. Phase 2 is anticipated to start construction in April 2014 with anticipated completion in spring Fundamentals of Noise Noise is defined as unwanted sound. Airborne sound is a rapid fluctuation of air pressure above and below atmospheric pressure. There are several different ways to measure noise, depending on the source of the noise, the receptor, and the reason for the noise measurement. Statistical noise levels are stated in this analysis in decibels, using a filter called dba. Noise levels stated in terms of dba reflect the response of the human ear by filtering out of the noise in the low and high frequency ranges that the ear does not detect well. The A weighted scale (dba) is used in most ordinances and standards, including the Regional Transportation Commission (RTC) Traffic and Construction Noise Abatement Procedures (RTC, 1993). The equivalent sound pressure level (Leq) is defined as the average noise level, on an energy basis, for a stated RDD/ (SEC_NOISE_REPORT.DOCX) 1

5 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR period of time (for example, hourly). In practice, the level of a sound is measured using a sound level meter that includes an electrical filter corresponding to the A weighted curve. The sound level meter also performs the calculations required to determine the Leq for the measurement period. The effects of noise on people can be listed in three general categories: Subjective effects of annoyance, nuisance, and dissatisfaction Interference with activities such as speech, sleep, and learning Physiological effects such as startling and hearing loss In most cases, environmental noise produces effects in the first two categories only. However, workers in industrial plants typically experience noise effects in the last category. No completely satisfactory method exists to measure the subjective effects of noise, or to measure the corresponding reactions of annoyance and dissatisfaction. This lack of a standard is primarily because of the wide variation in individual thresholds of annoyance and habituation to noise. Thus, an important way of determining a person s subjective reaction to a new noise is by comparing it to the existing or ambient environment to which that person has adapted. In general, the more a new noise exceeds the previously existing ambient noise level, the less acceptable the new noise will be judged by listeners. With regard to increases in A weighted noise levels, the following relationships generally exist: Except in carefully controlled laboratory experiments, a change of 1 decibel (db) cannot be perceived by humans Outside the laboratory, a 3 db change is considered a barely perceivable difference A change of at least 5 db is perceived as a readily noticeable change in noise level A 10 db increase is heard subjectively as approximately a doubling in loudness Examples of typical noise levels are shown in Table 1. TABLE 1 Typical Noise Levels Traffic Noise Analysis SouthEast Connector Common Outdoor Activities Noise Level (dba) Common Indoor Activities Jet flyover at 1,000 feet Gas lawnmower at 3 feet Diesel truck at 50 feet at 50 mph Noisy urban area, daytime Gas lawnmower, 100 feet Commercial area Heavy traffic at 300 feet Quiet urban daytime Quiet urban nighttime Quiet suburban nighttime Quiet rural nighttime Rock band Food blender at 3 feet Garbage disposal at 3 feet Vacuum cleaner at 10 feet Normal speech at 3 feet Large business office Dishwasher in next room Theater, large conference room (background) Library Bedroom at night, concert hall (background) Broadcast/recording studio 2 RDD/ (SEC_NOISE_REPORT.DOCX)

6 Criteria for Acceptable Noise Exposure TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR Regulatory Criteria This analysis was conducted according to RTC s noise policy, which is set forth in Appendix C of the Traffic and Construction Noise Abatement Procedures (RTC, 1993). The Noise Abatement Criteria (NAC) are objective absolute noise levels for varying land use activity categories, where an impact is triggered. When impacts are identified, noise abatement measures must be considered and, if found to be feasible and reasonable, implemented. Activity Category B NAC equals 67 dba, and applies to residences, churches, schools, recreation areas, and similar land use activities (see Table 2). Other developed lands (e.g., hotels/motels or other business areas) are included in Activity Category C, with a NAC of 72 dba (see Table 1).2 RTC determines a noise impact to occur when predicted future traffic noise levels approach or exceed the established NAC for a given activity. RTC defines approach as within 1 dba of the NAC (66 dba for Activity Category B and 71 dba for Category C). TABLE 2 Noise Abatement Criteria by Activity Category Traffic Noise Analysis SouthEast Connector Activity Category Leq (decibels) Description A 57 (Exterior) Lands on which serenity and quiet are of extraordinary significance and serve an important public need, and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose. B 67 (Exterior) Picnic areas, recreation areas, playgrounds, active sports areas, parks, residences, motels, hotels, schools, churches, libraries, and hospitals C 72 (Exterior) Developed lands, properties, or activities not included in Categories A or B above. D Undeveloped lands E 52 (Interior) Residences, motels, hotels, public meeting rooms, schools, churches, libraries, hospitals, and auditoriums. Source: RTC, Appendix C Traffic and Construction Noise Abatement Procedures Criteria for Increases in Noise Levels In addition to the activity category sound levels described in Table 2, RTC considers a traffic noise impact to occur if predicted sound levels substantially exceed the existing noise levels. The RTC guidance states that a future build traffic noise level increase of at least 15 dba over existing noise levels constitutes a substantial increase in noise levels for new highway projects. Methodology Even though this report does not depend on the noise policies of the FHWA, it does utilize the FHWA s evaluation methodologies, specifically its Traffic Noise Model version 2.5 (TNM 2.5) computer program. TNM 2.5 is the approved analytical method developed for highway traffic noise prediction. The model is based upon reference energy emission levels for automobiles, medium trucks (two axles), and heavy trucks (three or more axles), with consideration given to vehicle volume, speed, roadway configuration, distance to the receptor, terrain features, atmospheric conditions, and the acoustical characteristics of the site. TNM 2.5 was developed to predict hourly Leq values for free flowing and interrupted flow traffic conditions, and is generally considered to be accurate within ±3 decibels. The model enables the user to account for the effects of different pavement types, graded roadways, terrain variations, and attenuation over or through rows of buildings and dense vegetation. The model uses traffic noise emission curves to accurately calculate noise levels generated by highway traffic. Noise levels are determined under worst case traffic noise conditions. Primary consideration is given to exterior areas where RDD/ (SEC_NOISE_REPORT.DOCX) 3

7 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR frequent human use occurs. (Unless otherwise stated, all sound levels reported are energy equivalent levels, A weighted, and measured in terms of decibels). Current tools in the TNM 2.5 model do not offer analysis capabilities for the effects of other factors, such as wind and atmospheric inversions. Therefore, a no wind condition is assumed for this noise analyses. Peak hour volumes for SEC, including South Meadows Parkway, Alexander Lake Road, Mira Loma, and Pembroke, were used to predict worst hourly noise levels under the existing and build scenarios. Existing (2008) and build (2030) PM peak hour traffic data and vehicle mixes for the project area roadways were obtained from the RTC travel demand model. No build volumes for the year 2030 were obtained by applying a growth factor to the existing (2008) volumes. Noise Impact Analysis Noise Setting The existing land use in the project area is predominantly vacant or undeveloped, agricultural, and residential. A golf course is located along the central portion of the proposed alignment. Most of the development in the project area is newer construction. Primary noise sources in the more developed areas include vehicle traffic on neighborhood streets, construction, occasional aircraft over flights, and other environmental background noise (birds chirping, etc). An existing, 7 foot masonry wall surrounds the residential neighborhood south of South Meadows Parkway. Existing zoning in the project area includes rural and low density residential. The City of Reno Master Plan expects the long range land use in the project area to consist of mixed residential and unincorporated transition area, which Washoe County designates for low and medium density rural land uses. No active building permits were identified in the project area. Measured Noise Levels Noise level measurements and concurrent traffic counts were conducted in the project area on July 8 and 9, Measurements and counts were taken every 15 minutes at four monitoring locations, designated M01 to M04 (see Figure 1). Measurement equipment consisted of a Brüel & Kjaer 2236 sound level meter. The equipment complies with the requirements of the American National Standards Institute and the International Electrotechnical Commission for precision sound level measurement instrumentation. Weather conditions during the July 8 and 9, 2013 measurements consisted of clear skies with temperatures from 75ºF to 90ºF with winds less than 10 mph. Table 3 provides descriptions of the four monitoring locations. TABLE 3 Noise Monitoring Locations Traffic Noise Analysis SouthEast Connector Monitoring Location Date Site Description Location M01 7/09/2013 Farmland 12 feet north of WB Clean Water M02 7/08/2013 Golf Course 10 feet south of EB Pembroke M03 7/08/2013 Residential 20 feet North of WB Mira Loma M04 7/08/2013 Residential 30 feet south of EB South Meadows The purpose of the noise level measurements was to confirm the accuracy of TNM 2.5 in predicting traffic noise exposure within the project area. The project area was closely inspected to model accurately the roadway and monitoring locations. A large portion of the project area is undeveloped. Because the validation of TNM 2.5 is dependent upon monitoring noise levels during periods of measureable traffic volumes, measurement locations were selected with observed traffic volumes sufficient for validation 4 RDD/ (SEC_NOISE_REPORT.DOCX)

8 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR purposes. The location of the measurement, existing roadway geometry, concurrent vehicle counts, and estimated speeds obtained during the noise measurement periods were input into the noise model. Table 4 compares noise levels obtained during the noise level measurements with the levels predicted by the noise model. The agreement between the noise levels measured in the field and noise levels calculated by the noise model serves to validate the model, as represented in the Difference column in Table 4. A positive difference indicates that noise levels measured in the field are lower than those predicted by the computer model. A negative difference shows that measured noise levels are greater than predicted noise levels. Generally, accuracy between measured and predicted noise levels should be within +/ 3 dba to confirm validation of the model. As shown in Table 4, all monitoring location predictions are within 3 dba of the measured results. Such differences show agreement between measured and predicted noise levels and indicates that the TNM 2.5 may be used to accurately predict noise exposure in the project area. TABLE 4 Results of Validation Traffic Noise Analysis SouthEast Connector Monitoring Location Measured Leq (dba) Predicted Leq (dba) Difference (dba) M M M M Calculated Peak-hour Noise Exposure The analysis assessed predicted worst case hourly traffic noise levels under existing and future design year conditions at noise sensitive locations within the project area. In determining traffic noise impacts, primary consideration is to be given to ground level exterior areas where frequent human use occurs. Representative sites were chosen throughout the project area where there was frequent human use or outdoor activity areas. For residences in the project area, the areas of frequent human use included back or front yards, whichever was closer to the proposed project. Existing Noise Levels In largely undeveloped corridors such as the one analyzed for this project, there are inherent limitations in using TNM 2.5 to predict noise levels under low traffic volumes or at substantial distances from the roadway (both circumstances were encountered in this analysis). Although generally deemed reliable when analyzing noise levels out to 500ft of proposed improvements, the accuracy of TNM 2.5 decreases as the distance between source and receiver increases. This effect is even more magnified when the noise source consists of traffic noise on low volume roadways. In such instances traffic noise levels blend into typical environmental background noise, where predicted levels are in the low 40 dba range or below, and might not accurately reflect true noise levels. Initial model runs using TNM 2.5 predicted existing levels in the mid 30 dba range, indicating a need to establish a more meaningful baseline ambient noise level. BBA conducted long term (24 hour) noise measurements at four representative locations in the project area in October 2011 in support of its noise analysis, Traffic Noise Assessment (BBA, 2011). As part of the 24 hour noise readings, the highest hourly Leq was recorded, which is consistent with analyzing the worst hourly noise condition. The long term measurements indicated that the highest recorded Leq ranged between 46 to 50 dba. As a result, 46 dba was used as the conservative baseline ambient noise level in this analysis for both the existing and no build condition. In locations where TNM 2.5 predicted existing worst hourly noise RDD/ (SEC_NOISE_REPORT.DOCX) 5

9 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR levels lower than the recorded baseline ambient level (46 dba), the recorded level was used to represent existing noise levels at that location (these locations are denoted by an asterisk in Table 5). The noise analysis indicates that worst case hourly traffic noise levels at exterior activity areas under the existing condition ranges from 46 to 51 dba, as shown in Table 5. No Build Noise Levels Under no build conditions, worst hourly noise levels at exterior activity areas would range from 46 to 52 dba as shown in Table 5, representing an increase above existing levels of up to 5 dba. None of the receivers under the no build condition were predicted to exceed the RTC NAC of 66 dba. Build Noise Levels The results of the noise analysis indicate that the worst hourly noise levels at modeled exterior activity areas under the build (2030) condition would range from 50 to 66 dba, with increases above existing levels of up to 16 dba. Such increases exceed the RTC substantial increase criteria of 15 dba and are considered an impact. Impacts were predicted at two residential locations: south of Mira Loma, to the west of SEC, and south of South Meadows Parkway. A 32 inch Type 7 concrete barrier along both sides of the SEC between Mira Loma and Pembrooke was included in the design. This barrier was found to provide a 1 2 dba reduction in noise levels, which is reflected in the results shown in Table 5. Future Build noise levels along South Meadows Parkway were predicted between dba, with increases above existing levels up to 15 dba. Impacts in this area are limited to residences immediately adjacent to the South Meadows SEC intersection (R2). The existing 7 foot wall surrounding the residential neighborhood was found to be performing as expected, based on results predicted by TNM 2.5. It should be noted that actual on site measurements to determine the effectiveness of the barrier were not performed. Using TNM 2.5, the barrier was predicted to achieve a 4 to 8 dba reduction in future build noise levels. As a result, no mitigation was considered at this location. Noise levels at the residential development south of Mira Loma and west of the SEC would range between 58 to 62 dba, with increases above existing levels up to 16 dba. Impacts would include first row receptors (R5, R7, R9, and R11). 6 RDD/ (SEC_NOISE_REPORT.DOCX)

10 TABLE 5 Summary of Worst Case Hourly Traffic Noise Results Traffic Noise Analysis SouthEast Connector Receiver Nearest Existing Roadway Distance to Existing Road (ft) Distance to SouthEast Connector (ft) RTC NAC Existing (2008) (dba) No Build (2030) (dba) Build (2030) (dba) Build Increase Above Existing Impact R1** Veterans No R2** Veterans Yes R3** South Meadows * No R4 Mira Loma * 46* No R5 Mira Loma * 46* Yes R6 Mira Loma * 46* No R7 Mira Loma * 46* Yes R8 Mira Loma * 46* No R9 Mira Loma * 46* Yes R10 Mira Loma * 46* No R11 Mira Loma Yes R12 Mira Loma No R13 Mira Loma No R14 Mira Loma * 46* 53 7 No R15 Pembroke * 46 * 52 6 No R16 Pembroke * 46* 54 8 No R17 Pembroke * 46* 50 4 No *Indicates field measured ambient level used. **Results include reduction provided by existing barrier. Note: Bold underlined indicates noise impact is predicted. RDD/ (SEC_NOISE_REPORT.DOCX) 7

11 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR Noise Abatement Analysis RTC Noise Abatement Guidelines According to RTC noise policy, for noise abatement to be implemented it must be considered feasible and reasonable, and must meet the RTC criteria. The following guidelines are pulled whole or in part from RTC s Traffic and Construction Noise Abatement Procedures (RTC, 1993): 1. The RTC will consider traffic noise mitigation on new RTC road construction projects only when predicted levels approach or exceed the RTC NAC or when future build noise levels exceed existing levels by an amount greater than 15 dba. 2. The RTC will not consider traffic noise mitigation on undeveloped land. 3. The typical wall heights shall be 6 feet. The suggested maximum wall heights shall be 8 feet. The RTC may consider walls taller than 8 feet on a case by case basis where distance between sound walls are greater than 80 feet and after considering aesthetics, underground conflicts, wind loads, cost, and other relevant impacts. 4. Traffic noise mitigation may be considered only for RTC road improvement projects designated as freeway, expressway, major arterials, or minor arterial. Mitigation will not be considered for collector or local roads. 5. Traffic noise mitigation will be provided only if it is found to be both feasible and reasonable, after considering factors such as the noise effectiveness, overall cost, cost per benefitted residence, design constraints, and adverse impacts on surrounding property owners. Mitigation should achieve 3 5 dba attenuation to be considered effective. 6. Traffic noise mitigation will not be considered if it impacts minimum sight distance requirements or presents a hazard to motor vehicles. Ends of walls shall be tapered. Mitigation will not be considered where property access is necessary from the road since opening the wall for property access will reduce its effectiveness. 7. Traffic noise mitigation will not be considered if the majority of affected people are in opposition to mitigation. Noise Abatement Strategies Noise abatement strategies should be considered at receivers that approach (66 dba for Category B and C or 71 dba for Category E) or exceed the NAC. The following noise abatement strategies may be considered, where appropriate: Constructing noise barriers or earthen berms Traffic management measures (e.g., traffic control devices, time use restrictions, prohibition of certain vehicle types, or modified speed limits) Change of roadway s vertical or horizontal alignment Acquisition of property for buffer zones Acoustic insulation of Activity Category D structures Of these measures, the noise barrier option is usually the most practical, reasonable, and effective choice. Two common noise barrier options for controlling traffic noise are vertical noise barriers and earthen berms. Vertical noise barriers are preferred since earthen berms may require substantial right of way acquisition. To be effective, noise barriers should be constructed of massive materials, such as masonry or concrete block, and should be continuous without gaps or openings that could result in flanking paths and reduce barrier 8 RDD/ (SEC_NOISE_REPORT.DOCX)

12 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR performance. Other barrier materials may be acceptable, but should be approved by a qualified acoustical consultant. However, noise barriers aren t without their own negative impacts. Barriers may interfere with the passage of air, interrupt scenic views, or create objectionable shadows. They can also create maintenance access problems, make it difficult to maintain landscaping, create drainage problems, or provide pockets for windborne trash and garbage to accumulate. Barrier Analysis TNM 2.5 was used to assess the effectiveness of potential noise barriers in the project area. A single noise barrier (Barrier 1) was evaluated adjacent to the residences south of Mira Loma Drive. Barrier 1 is located along Mira Loma and the SEC, from the pavement edge and extending across the edge of shoulder, as shown on Figure 2. Barrier 1 consists of a 1,232 linear foot barrier with a maximum height of 8 feet in accordance with RTC policy. Such a barrier was predicted to achieve a 3 dba reduction for the impacted receptors, the minimum requirement to be considered as beneficial according to RTC policy. Barrier 1 would benefit approximately 16 receptors (see Table 6). A final decision of the installation of the noise barrier (including exact location and dimensions) will be made upon completion of the project s final design, cost estimating process, and public involvement processes. TABLE 6 Barrier 1 Traffic Noise Analysis SouthEast Connector Benefitted Receptors Height (feet) Length (feet) Area (sq. feet) Noise Level Reduction at Impacted Receptors Noise Level with Barrier (dba) R5 R7 R9 R11 Barrier ,232 9,860 3 dba Information for Local Officials Documenting future noise levels is helpful to local agencies and the public to aid in future land use planning. The information contained in this report should be compared to existing zoning and comprehensive plans to assess the potential for conflicts. Specifically, noise contours were developed as a tool to be used by local agencies to minimize future noise impacts, by limiting noise sensitive redevelopment that is not compatible with the predicted levels. It is recommended that coordination occur with local officials informing them of the predicted noise levels as a result of the SEC project. Table 7 shows the distance from roadway centerline to both the 66 dba and 71 dba noise contours by roadway segment. A graphical representation of the road contours is shown in Figure 3. TABLE 7 Noise Level Transects Traffic Noise Analysis SouthEast Connector Location Distance to 71 dba Contour Distance to 66 dba Contour Between South Meadows and Alexander Lake 70 feet 160 feet Between Alexander Lake and Mira Loma 70 feet 170 feet Between Mira Loma and Pembroke 60 feet 100 feet Between Pembroke and Clean Water 70 feet 170 feet RDD/ (SEC_NOISE_REPORT_UPDATE_PG9.DOCX) 9

13 TRAFFIC NOISE ANALYSIS SOUTHEAST CONNECTOR Construction Noise During construction, noise from construction activities would add to the noise environment in the project area. Typical construction equipment includes backhoes, compressors, excavators, and other heavy equipment. The Roadway Construction Noise Model User s Guide (Final Report, January 2006, FHWA HEP , DOT VNTSC FHWA 05 01) indicates that the loudest equipment generally emits noise in the range of 80 to 90 dba at a distance of 50 feet. Construction activities would be temporary in nature and are anticipated to occur during normal daytime working hours, although some work may be done at night. Mitigation of potential highway construction noise impacts shall incorporate low cost, easy to implement measures into project plans and specifications, including equipment muffler requirements and limiting construction activities to daytime hours at specific locations. Conclusions Existing worst case traffic noise levels range from 46 to 51 dba and 46 to 52 dba under the no build condition. The results of the noise analysis indicate that worst hour noise levels under the build range from 50 to 66 dba, with increases above existing levels exceeding the RTC s definition of a substantial increase. As a result, an evaluation of noise abatement was conducted. A noise mitigating barrier was evaluated for the residential area south of Mira Loma and west of the SEC. The barrier was determined to be effective in reducing noise levels at impacted receptors. As a result, the noise barrier should be included as part of final design efforts. References Brown Buntin & Associates (BBA) Traffic Noise Assessment. October 14. Federal Highway Administration (FHWA) Traffic Noise Model (TNM). Version 2.5. April Federal Highway Administration (FHWA) Roadway Construction Noise Model User s Guide. Version 1.1 Regional Transportation Commission (RTC) Traffic and Construction Noise Abatement Procedures. May. 10 RDD/ (SEC_NOISE_REPORT.DOCX)

14 Figures

15 I VE AL OM A DR LEGEND IMPACTED RECEIVER MONITORING LOCATION R10 NOISE BARRIER R4 R6 R8 R9 R5 R7 EXISITING PARCEL BOUNDARIES MI R NORTH BUTLER RANCH NOT IMPACTED RECEIVER R11 ROSEWOOD LAKES GOLF COURSE PROPOSED RIGHT OF WAY M03 TEMPORARY CONSTRUCTION EASEMENT GOLF COURSE NOISE BARRIER R12 HUFFAKER HILLS STEAMBOAT CREEK D AN EX AL ER KE LA OW EAD TH M SO U CITY OF RENO SOUTHEAST CONNECTOR SOUTH MEADOWS DETENTION BASIN RO AD RKW S PA AY HUFFAKER NARROWS M04 SOUTH BUTLER RANCH R3 R1 R c_Noi serecept or s_130730_11x17. dgn N PRELIMINARY FIGURE 1 PROJECT LOCATION SOUTHEAST CONNECTOR

16 BOYNTON SLOUGH TRUCKEE RIVER N ROSEWOOD LAKES GOLF COURSE P E M R15 YORI DRAIN B R O K E R16 D R I V E SOUTHEAST R13 CONNECTOR R14 CITY OF SPARKS M02 R17 M01 ET TRE G S G RE UNR FARMS AY RW ATE AN W CLE WASHOE COUNTY LEGEND EXISTING STEAMBOAT CREEK IMPACTED RECEIVER NOT IMPACTED RECEIVER MONITORING LOCATION EXISITING PARCEL BOUNDARIES PROPOSED RIGHT OF WAY TEMPORARY CONSTRUCTION EASEMENT c_Noi serecept or s_130730_11x17. dgn GOLF COURSE PRELIMINARY FIGURE 1 CONT. PROJECT LOCATION SOUTHEAST CONNECTOR

17 LEGEND IMPACTED RECEIVER I VE NOT IMPACTED RECEIVER AD R MONITORING LOCATION EXISITING PARCEL BOUNDARIES AL OM PROPOSED RIGHT OF WAY MI R TEMPORARY CONSTRUCTION EASEMENT GOLF COURSE NOISE BARRIER R10 R4 R11 R8 R6 R9 R7 R5 NOISE BARRIER ROSEWOOD LAKES GOLF COURSE M c_Noi sem i r alom aw al l _11x17. dgn N R12 PRELIMINARY FIGURE 2 NOISE BARRIER LOCATION SOUTHEAST CONNECTOR

18 LEGEND 66 dba CONTOUR NORTH BUTLER RANCH MI RA LOM A DRI VE 71 dba CONTOUR HUFFAKER HILLS A LE X A N D E R OW EAD TH M SO U CITY OF RENO STEAMBOAT CREEK LA K E R O A D SOUTHEAST CONNECTOR SOUTH MEADOWS DETENTION BASIN RKW S PA AY HUFFAKER NARROWS SOUTH BUTLER RANCH c_Noi secont our s_11x171. dgn N PRELIMINARY FIGURE NOISE CONTOURS SOUTHEAST CONNECTOR

19 DRI VE BOYNTON SLOUGH MI RA N LO M A TRUCKEE RIVER ROSEWOOD LAKES GOLF COURSE P E M YORI DRAIN B R O K E D R I V E SOUTHEAST CONNECTOR CITY OF SPARKS M01 ET TRE G S G RE UNR FARMS AY RW ATE AN W CLE WASHOE COUNTY LEGEND EXISTING STEAMBOAT CREEK 66 dba CONTOUR c_Noi secont our s_11x172. dgn 71 dba CONTOUR PRELIMINARY FIGURE 3 CONT NOISE CONTOURS SOUTHEAST CONNECTOR