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NOISE STUDY REPORT
S.R. 60 MEMORIAL CAUSEWAY BRIDGE
REPLACEMENT STUDY
The project consists of replacing the existing bascule bridge
with a high-level fixed span bridge using the Pierce Boulevard corridor.
City of Clearwater
Pinellas County, Florida
Florida Department of Transportation
District Seven
Tampa, Florida
WPI No. 7117181
State Job No. 15220-1599
February 1998
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NOISE STUDY REPORT
S.R. 60 MEMORIAL CAUSEWAY BRIDGE
REPLACEMENT STUDY
The project consists of replacing the existing bascule bridge
with a high-level fixed span bridge using the Pierce Boulevard corridor.
City of Clearwater
Pinellas County, Florida
Florida Department of Transportation
District Seven
Tampa, Florida
WPI No. 7117181
State Job No. 15220-1599
February 1998
I I
I TABLE OF CONTENTS
I Section Page
Table of Contents 1
List of Tables 11
I List of Figures 11
Executive Summary 111
I 1 Project Description 1
Existing Typical Section 1
I Preferred Alternative 1
2 Noise Analysis 2
I Objectives of the Noise Study 2
Highway Noise Fundamentals 2
I Noise Sensitive Sites 3
Measured Noise Levels 5
Traffic Data 5
I Results of the Analysis 8
3 Noise Abatement Measures 13
I Traffic Management 13
Alternative Bridge Alignments 13
Noise Barriers 13
I 4 Construction Noise 15
I 5 References 16
I Appendix - Published separately
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I LIST OF TABLES
Number Table Page
I 1 Federal Highway Administration Noise Abatement Criteria 4
2 Validation Data 5
I 3 Existing (1997)/Future (2020) No Build Traffic Data 6
4 Future (2020) Build Traffic Data 7
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I LIST OF FIGURES
Number Figure Follows
I I 1 Bridge Typical Sections Page 1
2 Conceptual Design Plans Figure 1
I 3 Noise Abatement Criteria Page 4
4 Noise Sensitive Sites Figure 3
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EXECUTIVE SUMMARY
The City of Clearwater and the Florida Department of Transporation are evaluating the replacement
of the existing 4-lane State Road (S.R.) 60 bascule (moveable span) bridge, known as the Memorial
Causeway Bridge in Clearwater, Florida. The preferred alternative for the bridge is a 4-lane high-
level fixed span bridge.
A noise study was conducted to evaluate potential noise level changes with the proposed
improvements. A total of 123 noise sensitive sites were identified as having the potential to be
affected by traffic related noise. Of the 123 sites, 119 are located at multi-family residences (117 sites
at the residential units located in the Pierce 100 Condominiums, 1 at the Pierce 100 Condominium
pool and 1 site at The Oaks, a retirement facility west of Bay Avenue) and 4 sites are recreational (3
sites at the Bayfront Tennis Complex located east of the project and 1 site at Coachman Park).
Future noise levels with the project are predicted to be below the Federal Highway Administration's
Noise Abatement Criteria (NAC) at 121 of the 123 noise sensitive sites analyzed and just approach
the NAC at 2 of the sites analyzed (both located at the Bayfront Tennis Complex). Noise abatement
measures were evaluated for these sites including traffic management, alternative bridge alignments
and noise barriers. Based on the results of the evaluation, there appear to be no reasonable methods
to reduce predicted noise levels for the 2 sites.
Construction of the proposed project will have a temporary impact on the noise sensitive sites
adjacent to the project corridor. Trucks, earth moving and pile driving equipment, pumps and
generators are construction noise sources. The contractor will adhere to the latest version of the
FDOT's Standard Specifications for Road and Bridge Construction and any special provisions in the
construction contract which are related to the control of noise.
111
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SECTION 1
PROJECT DESCRIPTION
The City of Clearwater and the Florida Department of Transportation (FOOT) are evaluating the
replacement of the existing 4-lane State Road (S.R.) 60 bascule (moveable span) bridge, known as the
Memorial Causeway Bridge in Clearwater, Florida. The preferred alternative for the bridge is a 4-lane
high-level fixed span bridge. The proposed vertical navigational clearance for the fixed span bridge is
22.6 meters (74 feet). The proposed bridge will connect to Pierce Boulevard and tie-in to the existing
Court Street/Chestnut Street one-way pair, with an additional connection to downtown Clearwater in
the vicinity of Pierce Street. The study area limits for the project extend from just west oflsland Way
to just east of Myrtle Avenue, and from just north of Drew Street to just south of Chestnut Street in
Clearwater. The approximate total length of the project is 2.6 kilometers (1.6 miles).
Existing Typical Section
The existing Memorial Causeway is a rural four-lane divided highway with a 12.2 meter (40 foot)
depressed landscaped median and 3.05 meter (10 foot) grassed shoulders. The lanes are 3.35 meters (11
feet) wide. The cross section of the bridge includes 1.5 meter (5.0 foot sidewalks on each side and four
3.2 meter (10.5 foot) travel lanes with a 0.61 meter (2 foot) raised center divider. The bridge roadway
width curb to curb is 13.4 meters (44 feet).
Preferred Alternative
The bridge typical section (the Twin Structures Alternative) for the preferred alignment alternative is
shown on Figure 1. The westbound span includes two 3.6 meter (12 foot) travel lanes with a 3.0 meter
(10 foot) shoulder on the south side of the span and a 2.4 meter (8 foot) wide shoulder on the north side
of the span. A 2.0 meter (6.6 foot) sidewalk will also be located on the north side of the westbound span
with a concrete barrier between the sidewalk and the shoulder of the roadway.
The eastbound span includes two 3.6 meter (12 foot) wide travel lanes with a 0.8 meter (2.6 foot)
shoulder on the north side of the span and a 3.0 meter (10 foot) shoulder on the south side of the span.
A 3.6 meter (12 foot) wide walkway will also be located on the southern side of this span. The walkway
will be separated from the roadway's shoulder by a concrete barrier.
On the eastern side of the bridge, the westbound and eastbound structures will be joined to allow for a
left-turn lane to access Pierce Street. The preferred alignment for the improved bridge is shown on
Figure 2.
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33.6m 111.6' +/-
/1.8m (6.4') +/-
0.8m 7.2m
(2.6') (24')
0.3m
(1.0')
0.3m
(1.0')
0.5m (1.5')
15.9m
(52.6')
3.0m
(10')
Shldr.
2.4m
(8')
Shldr. 3.6m
(12')
3.0m
-0
:c
en
0.5m (1.5')
I",
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Westbound
Left Tum
Lane
I 6.6m (22') +/-
(Looking East or Southeast)
* These shoulders are wider due to horizontal sight distance requirements
Design Speed = 70 kmlh (45mph)
9-3b_typ697.vsd
"Metric to English conversions are nominal rather than exact."
Memorial
Causeway
SR 60
Bridge
PD&E Study
BRIDGE TYPICAL
SECTIONS
(TWIN STRUCTURES ALTERNATIVE)
Figure 1
10197
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SECTION 2
NOISE ANALYSIS
Objectives of the Noise Study
The objectives of the Noise Study are to identify noise sensitive sites adjacent to the project corridor,
to compare and evaluate the significance of traffic noise level changes at these sites with and without the
proposed project (the No Build and Build Alternatives), and to evaluate the need for and effectiveness
of noise abatement measures. Additional objectives include the evaluation of construction noise impacts
and the prediction of noise impact "zones" adjacent to the corridor which will assist local planning
officials in the control of noise sensitive development within this area.
The Noise Study was prepared in accordance with the FDOT Project Development and Environment
(PD&E) Guidelines and the methodology established in Title 23, Code of Federal Regulations, Part 772
(23 CFR 772), Procedures for Abatement of Highway Traffic Noise and Construction Noise.
The noise levels in this report are represented as hourly equivalent sound levels--Leq(h). An Leq(h) is
a steady-state sound level which contains the same amount of acoustic energy as an actual time-varying
sound level over a one-hour period. For the analysis of highway noise, the Leq(h) is expressed in "A"-
weighted decibels (dBA).
Highway Noise Fundamentals
This section of the report overviews a few fundamental acoustical concepts as they relate to highway
noise and noise control. These concepts include the characteristics of highway noise sources, the path
of noise from the source to the receiver and receiver sensitivity.
Characteristics of Highway Sources - For the purpose of highway noise analysis, motor vehicles are
generally categorized as one of three vehicle types: automobiles, medium trucks and heavy trucks. For
automobiles at highway speeds, the dominant source of noise is the tire interaction at the pavement.
While this noise is reasonably concentrated at this one location, heavy truck noise is made up of three
major, separate sources and locations: engine noise, engine exhaust noise and tire noise. Medium truck
noise is also a mixture of sources, with tire noise usually the major contributor.
When predicting existing or future noise levels using computer modeling techniques, the height of the
noise source for automobiles is 0.0 meters (0 feet), the height for medium trucks is 0.7 meters (2.3 feet)
and the height for heavy trucks is 2.4 meters (8 feet). These height distinctions are extremely important
when considering noise barriers. A barrier which is effective in reducing automobile noise may be totally
ineffective if the exhaust stack of a heavy truck can be seen by the observer over the top of the barrier.
Sound Path From Source to Receiver - A receiver near a well traveled roadway seldom hears just one
vehicle. Rather, an observer is usually within the hearing range of several vehicles at one time. The path
of sound from this type of source can generally be envisioned as a cylinder which expands from the
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source outward. Due to their inherent variance from hour to hour and site to site, factors such as wind,
temperature gradients and atmospheric absorption are not used in the prediction of roadway noise.
When envisioning the "cylinder" effect of noise described above, it is easy to see how difficult it can be
to reduce noise levels when either the source or the receiver are distant from a noise barrier.
Receiver Sensitivity - Noise, is by definition, an undesired sound. However, whether a sound actually
constitutes noise varies by individual with relative judgements being made concerning the "loudness" or
"annoyance" of the sound. Humans hear everything from what is considered the threshold of hearing
(0 decibels (dB)) to the threshold of pain (140 dB).
The calculation of the overall sound level of multiple sources at a receiver can be confusing. For
instance, the sound generated by two trucks, each producing 60 dB, is not 120 dB. Instead, the
combined sound is 63 dB, or slightly more than the level of one truck alone. The same procedure is used
when combining unequal noise levels, such as a truck's sound at 60 dB and the sound of a motorcycle
at 56 dB. In this example, the total sound would be 61 dB, not 116 dB. Therefore, it is possible to
double the amount of traffic on a roadway while only increasing noise levels by 3 dB which only
increases the actual "loudness" of the sound level slightly. In terms of noise control, this means that a
2-3 dB decrease in the sound level from a highway would hardly be noticed.
Noise Sensitive Sites
Noise sensitive sites are those sites where high noise exposure could affect the activities which normally
occur. To abate traffic noise impacts at these sites, the Federal Highway Administration (FHW A) has
established Noise Abatement Criteria (NAC). As shown on Table 1, these criteria vary according to a
property's land use category. When predicted traffic noise levels "approach" or exceed the NAC or,
when the predicted noise levels increase substantially over existing levels, the FHW A requires that noise
abatement measures must be considered. The FDOT considers the term "approach" to mean within 2
dB of the NAC. A substantial increase occurs when noise levels with a proposed project exceed
specified limits when compared to existing noise levels. As shown on Figure 3, for a land use category
"B" site with an existing noise level of 40 dB, a substantial increase is determined to occur if noise levels
are predicted to increase 15 dB with a proposed project. By comparison, for a site with an existing noise
level of 55 dB, a substantial increase occurs if noise levels increase by 9 dB with the project.
Within the Memorial Causeway Bridge study area, 123 noise sensitive sites were identified as having the
potential to be affected by traffic related noise. Of the 123 sites, 119 are located at multi-family
residences (117 sites at the residential units located in the Pierce 100 Condominiums, 1 at the Pierce 100
Condominium pool and 1 site at The Oaks, a retirement facility west of Bay Avenue) and 4 sites are
recreational (3 sites at the Bayfront Tennis Complex located east of the project and 1 site at Coachman
Park). The locations of the noise sensitive sites within the Memorial Causeway Bridge study area are
illustrated on Figure 4.
The Pierce 100 Condominium building consists of 13 floors. The first floor has 2 residential units on
the north side of the building, the second floor has 5 units on the north side of the building and floors
3 through 13 have 10 residences per floor with 5 units facing north and 5 units facing south. Noise
levels were predicted at the face of the building for each of the residential units.
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Table 1
Federal Highway Administration
Noise Abatement Criteria
Land Design Noise Level
Use Category (Le~(h)) Description of Land Use Category
A 57 dBA Tracts ofland on which serenity are of extraordinary
(Exterior) significance and serve an important public need and,
where the preservation of those qualities is essential
if the area is to continue to serve it's intended pur-
pose. For example, such areas could include amphi-
theaters, particular parks or portions of park or, open
spaces which are dedicated or recognized by appro-
priate local officials for activities requiring special
qualities of serenity and quiet.
B 67 dBA Residences, motels, hotels, public meeting rooms,
(Exterior) schools, churches, libraries, hospitals, picnic areas,
recreation areas, playgrounds, active sports areas
and parks.
C 72 dBA Developed lands, properties or activities not in-
(Exterior) eluded in Categories A and B above.
D -------- Undeveloped lands.
E 52 dBA Residences, motels, hotels, public meeting rooms,
(Interior) schools, churches, libraries, hospitals and auditori-
ums.
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ABATEMENT CRITERIA ACTIVITY CATEGORY B
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. j NOTES: All noise levels are Leq ~.
57 = Total noise levels
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18
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22
24
Increase Above Existing Noise Level In dBA
II. Approaching Abatement Criteria
(abatement considerations normally required)
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Memorial
Causeway
SR60
Bridge
PO&E Study
NOISE ABATEMENT CRITERIA
Figure 3
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Measured Noise Levels
Existing and future peak noise levels (with and without the proposed project) are predicted using a
computer model which simulates motor vehicle traffic on the roadway. To insure that these predictions
are as accurate as possible, the computer model is validated using actual measured noise levels at several
locations adjacent to the project corridor. Traffic and meteorological data including motor vehicle
volumes, vehicle mix, vehicle speeds and wind/cloud conditions are recorded during each measurement
period. This data is then used as input into the computer model to "recreate" the measured levels.
Following FDOT guidelines, a noise prediction computer model is validated if measured and predicted
noise levels are within a tolerance standard of3 dB.
Field measurements for the Memorial Causeway Bridge project were conducted in accordance with the
FHW A's Sound Procedures for Measuring Highway Noise: Final Report. Each field measurement was
obtained using a Larson Davis Dosimeter (Model 700). The Dosimeter was calibrated before and after
each monitoring period with a Larson Davis Sound-Level Calibrator. The site selection for the field
measurements was based on changes in the current land use and traffic volumes along the existing
roadway.
Table 2 presents the field measurements and the validation results using the STAMINA computer model
(Version 2.1). As shown, the ability of the STAMINA computer model to accurately predict noise levels
for this project was confirmed. Documentation in support of this analysis is provided in the Appendix
to this report.
Table 2
Validation Data
Noise Level Leq(h)
Location Predicted Difference
Measured
North of Memorial Causeway/West of Drew Street 66.5 65.5 -1.0
North of Pierce 100 Condominiums 58.5 60.9 +2.4
North of Haven Street House 64.5 66.5 +2.0
Traffic Data
The existing and forecast future traffic data used in STAMINA to predict noise levels within the
Memorial Causeway Bridge study area are presented in Tables 3 and 4. As shown, the traffic data
represents the facility's design level of service (LOS) "C" volumes and posted speeds for the existing,
future No Build and future Build Alternative. Because noise levels are low when traffic volumes are low
(LOS "A" or "B") or when traffic is so congested that movement is slow (LOS "D", "E" or "F"), the
maximum hourly noise level occurs between these two conditions. Therefore, traffic volumes and posted
speeds reflect either the demand volume or the design LOS "C" volumes, whichever is less. Due to a
high number oflocal commuters and tourist traffic, the motor vehicle fleet mix used in the analysis for
the existing and future No Build and Build Alternatives consisted of 98 percent automobiles, 1 percent
heavy trucks and 1 percent medium trucks.
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Table 3
Existing (1997)/Future (2020) No Build Traffic Data
Hourly LOS C/Demand Volumes
Roadway Segment Posted LOSC
Total Medium Heavy Speed or
Vehicles Cars Trucks Trucks km/hr Demand
(mph)
Memorial Causeway 3100 3036 32 32 64(40) LOSC
Drew Street 570 558 6 6 48 Demand
(30)
Cleveland Street 1100 1078 11 11 48 LOSC
(30)
Pierce Boulevard - Northbound 895 877 9 9 48 Demand
(30)
Pierce Boulevard - Southbound 895 877 9 9 48 Demand
(30)
Court Street - Pierce Boulevard to South 770 756 7 7 48 Demand
Osceola Ave (30)
Court Street - Osceola Avenue to South Fort 833 817 8 8 48 Demand
Harrison Avenue (30)
Chestnut Street 1070 1126 12 12 48 LOSC
(30)
Pierce Street - Pierce Boulevard to South 50 48 1 1 48 Demand
Osceola Avenue (30)
Pierce Street - South Osceola Avenue to South 60 58 1 1 48 Demand
Fort Harrison Avenue (30)
North Osceola Avenue - Drew Street to 770 754 8 8 48 Demand
Cleveland Street (30)
South Osceola Avenue - Cleveland Street to 285 279 3 3 48 Demand
Court Street (30)
Fort Harrison Avenue (North and South) 1340 1314 13 13 56 LOSC
(35)
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Table 4
Future (2020) Build Traffic Data
Hourly LOS C Hourly Volumes
Roadway Segment Posted LOSC
Total Medium Heavy Speed or
Vehicles Cars Trucks Trucks km!hr Demand
(mph)
Memorial Causeway 3100 3036 32 32 64 LOSC
(40)
Drew Street 106 104 1 1 48 Demand
(30)
Cleveland Street 106 104 1 1 48 Demand
(30)
Court Street - Memorial Causeway to South 1350 1322 14 14 48 LOSC
Osceola Avenue (30)
Court Street - South Osceola Avenue to South 1630 1598 16 16 48 LOSC
Fort Harrison Avenue (30)
Chestnut Street 1550 1518 16 16 48 LOSC
(30)
Pierce Street - Memorial Causeway to South 633 621 6 6 48 Demand
Osceola Avenue (30)
Pierce Street - South Osceola Avenue to South 100 98 1 1 48 Demand
Fort Harrison Avenue (30)
North Osceola Avenue - Drew Street to 707 693 7 7 48 Demand
Cleveland Street (30)
South Osceola Avenue - Cleveland Street to 861 843 9 9 48 LOSC
Pierce Street (30)
South Osceola Avenue - Pierce Street to Court 211 207 2 2 48 Demand
Street (30)
Fort Harrison Avenue (North and South) 1340 1314 13 13 56 LOSC
(35)
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Results of the Analysis
Table 5 presents the predicted existing and future No Build and Build Alternative noise levels at the 128
noise sensitive sites evaluated. For the Pierce 100 condominiums, the sites are identified by their
location in the building. For example, site number 10' s location is identified as "3Nl ". This location
is on the third floor (3), the north side of the building (N) and is the unit furthest to the west (1). Site
number 49's location is "6S5". This site is on the sixth floor (6), the south side of the building (S) and
is the unit furthest to the east (5).
As shown in Table 5, existing and future No Build noise levels at Coachman Park are predicted to be
65 dBA--just approaching the NAC. With the project, noise levels are expected to decrease to 61 dBA.
The reduction in the predicted noise level is due to the reduced volume of traffic directly adjacent to the
park and due to the elevation and location of the proposed bridge in comparison to the elevation and
location of the existing bridge (the proposed bridge would be further from the site and higher than the
existing bridge).
Existing and future No Build noise levels at the Pierce 100 condominiums are predicted to range from
58 to 62 dBA. With the project, noise levels are predicted to range from 59 to 64 dBA--Ievels below
the NAC. The increases in noise levels (1 to 2 dBA) are a direct result of the relative distance of the two
bridges to each of the units and differences in the elevational relationship of the bridges to each unit.
Noise levels at the condominium pool should remain essentially the same with or without the
improvements.
Existing and future No Build noise levels at the Bayfront Tennis Complex are predicted to range from
65 to 70 dBA--Ievels approaching and exceeding the NAC. With the proposed improvements, noise
levels are predicted to range from 63 to 65 dBA--a decrease of 2 to 6 dBA depending on the court
location (courts closest to Cleveland Street will experience the most decrease in noise level). The
predicted decrease in noise level is a direct result of changes in the traffic volumes adjacent to the courts
with the improvements and differences in the horizontal and vertical locations of the existing and the
proposed bridges. However, with the decrease, noise levels are still predicted to approach the NAC at
2 of the locations analyzed.
To summarize, future noise levels with the project are predicted to be below the FHW A's NAC at 121
of the 123 noise sensitive sites analyzed and approach the NAC at 2 of the sites analyzed (both located
at the Bayfront Tennis Complex). As required by the FHW A, noise abatement measures were
considered for 2 sites predicted to have noise levels approaching the NAC with the project.
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Table 5
Predicted Noise Levels (a)
LeQ(h) in dBA Increase! J\pproaches,Meets
Site No. Location Land Use ExistingINobuild Build Decrease Or Exceeds NAC
1 Park (b) Recreation 65 61 -4
2 Pool MF Residential 61 61 0
3 1Nl SF Residential 61 62 1
4 IN2 SF Residential 61 62 1
5 2Nl SF Residential 61 62 1
6 2N2 SF Residential 61 62 1
7 2N3 SF Residential 62 63 1
8 2N4 SF Residential 62 63 1
9 2N5 SF Residential 62 64 1
10 3Nl SF Residential 61 62 1
11 3N2 SF Residential 61 62 1
12 3N3 SF Residential 62 63 1
13 3N4 SF Residential 62 63 1
14 3N5 SF Residential 62 64 1
15 3S1 SF Residential 58 59 0
16 3S2 SF Residential 59 59 1
17 3S3 SF Residential 59 60 1
18 3S4 SF Residential 59 60 1
19 3S5 SF Residential 60 61 1
20 4Nl SF Residential 61 62 1
21 4N2 SF Residential 61 62 1
22 4N3 SF Residential 61 63 1
23 4N4 SF Residential 62 63 2
24 4N5 SF Residential 62 64 2
25 4S1 SF Residential 58 59 0
26 4S2 SF Residential 59 59 1
27 4S3 SF Residential 59 60 1
28 4S4 SF Residential 59 60 1
29 4S5 SF Residential 60 61 1
30 5Nl SF Residential 61 62 1
31 5N2 SF Residential 61 62 1
32 5N3 SF Residential 61 63 1
33 5N4 SF Residential 62 63 2
34 5N5 SF Residential 62 64 2
35 5S1 SF Residential 58 59 1
36 5S2 SF Residential 59 59 1
37 5S3 SF Residential 59 60 1
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Table 5 (Continued)
Predicted Noise Levels
Lea (h) in dBA Increase! i\pproaches,Meets
Site No. Location Land Use ExistingINobuild Build Decrease Or Exceeds NAC
38 5S4 SF Residential 59 60 1
39 5S5 SF Residential 60 61 1
40 6Nl SF Residential 61 62 1
41 6N2 SF Residential 61 62 1
42 6N3 SF Residential 62 63 1
43 6N4 SF Residential 62 63 2
44 6N5 SF Residential 62 64 2
45 6S1 SF Residential 58 59 1
46 6S2 SF Residential 58 59 1
47 6S3 SF Residential 58 60 1
48 6S4 SF Residential 59 60 1
49 6S5 SF Residential 59 61 2
50 7Nl SF Residential 61 62 1
51 7N2 SF Residential 61 62 1
52 7N3 SF Residential 62 63 1
53 7N4 SF Residential 62 63 2
54 7N5 SF Residential 62 64 2
55 7S1 SF Residential 58 59 1
56 7S2 SF Residential 58 59 1
57 7S3 SF Residential 58 60 1
58 7S4 SF Residential 59 60 1
59 7S5 SF Residential 59 61 2
60 8Nl SF Residential 61 62 1
61 8N2 SF Residential 61 62 1
62 8N3 SF Residential 62 63 1
63 8N4 SF Residential 62 64 2
64 8N5 SF Residential 62 64 2
65 8S1 SF Residential 58 59 1
66 8S2 SF Residential 58 59 1
67 8S3 SF Residential 58 60 1
68 8S4 SF Residential 59 60 1
69 8S5 SF Residential 59 61 2
70 9Nl SF Residential 61 62 1
71 9N2 SF Residential 61 62 1
72 9N3 SF Residential 62 63 1
73 9N4 SF Residential 62 64 2
74 9N5 SF Residential 62 64 2
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Table 5 (Continued)
Predicted Noise Levels
LeQ(h) in dBA Increase/ Approaches, Meets
Site No. Location Land Use ExistingINobuild Build Decrease Or Exceeds NAC
75 9S1 SF Residential 58 59 1
76 9S2 SF Residential 58 59 1
77 9S3 SF Residential 58 60 1
78 9S4 SF Residential 59 60 1
79 9S5 SF Residential 59 61 2
80 ION 1 SF Residential 61 62 1
81 10N2 SF Residential 61 62 1
82 10N3 SF Residential 62 63 1
83 ION4 SF Residential 62 63 1
84 ION5 SF Residential 62 64 2
85 IOS1 SF Residential 58 59 2
86 10S2 SF Residential 58 60 2
87 IOS3 SF Residential 58 60 2
88 10S4 SF Residential 59 61 2
89 10S5 SF Residential 59 62 2
90 IINl SF Residential 61 62 1
91 I1N2 SF Residential 61 62 1
92 I1N3 SF Residential 62 63 1
93 I1N4 SF Residential 62 63 1
94 I1N5 SF Residential 62 64 2
95 llS1 SF Residential 58 59 2
96 llS2 SF Residential 58 60 2
97 llS3 SF Residential 58 60 2
98 llS4 SF Residential 59 61 2
99 llS5 SF Residential 59 62 3
100 12Nl SF Residential 61 62 1
101 12N2 SF Residential 61 62 1
102 12N3 SF Residential 62 63 1
103 12N4 SF Residential 62 63 1
104 12N5 SF Residential 62 64 2
105 12S1 SF Residential 58 59 2
106 12S2 SF Residential 58 60 2
107 12S3 SF Residential 58 60 2
108 12S4 SF Residential 59 61 3
109 12S5 SF Residential 59 62 3
110 13Nl SF Residential 61 62 1
111 13N2 SF Residential 61 62 1
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Table 5 (Continued)
Predicted Noise Levels
LeQ(h) in dBA Increase! j\pproaches,Meets
Site No. Location Land Use ExistingfNobuild Build Decrease Or Exceeds NAC
112 13N3 SF Residential 61 63 1
113 13N4 SF Residential 62 63 2
114 13N5 SF Residential 62 64 2
115 13S1 SF Residential 58 59 2
116 13S2 SF Residential 58 60 2
117 13S3 SF Residential 58 61 2
118 13S4 SF Residential 59 62 3
119 13S5 SF Residential 59 62 3
120 Tennis Recreational 70 65 -6 Yes
121 Tennis Recreational 65 63 -2
122 Tennis Recreational 67 65 -2 Yes
123 (c) The Oaks MF Residential 44 45 1
( a) - Reported values have been rounded
(b) - Coachman Park Amphitheater
( c) - Land Use Category E - FHW A Design Noise Level = 52 dBA for Interior uses
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SECTION 3
NOISE ABATEMENT MEASURES
The FHW A requires that noise abatement measures be considered when predicted traffic noise levels
approach or exceed the NAC. The measures considered for the Memorial Causeway Bridge project
were traffic management, alternative bridge alignments and the construction of noise barriers. The
following discusses the feasibility ( engineering considerations) and reasonableness (amount of noise
reduction provided, number of people protected, absolute noise levels, cost, etc.) of each of these
measures.
Traffic Management
Traffic management measures which limit motor vehicle speeds and reduce volumes can be effective
noise mitigation measures. However, these measures also negate a project's ability to accommodate
forecast traffic volumes. For example, if the posted speeds on the Memorial Causeway Bridge were
reduced, the capacity of the roadway to handle the forecast motor vehicle traffic would also be reduced.
Therefore, reducing traffic speeds and/or volumes is inconsistent with the goal of improving the ability
of the roadway to handle these volumes. Although feasible, traffic management measures are not
considered to be a reasonable noise mitigation measure for this project.
Alternative Bridge Alignments
The preferred roadway alignment involves placing the new fixed bridges just south of the current bascule
bridge. Alternative alignments would increase impacts unrelated to noise in the area surrounding the
project. While considered feasible, this measure is considered to be unreasonable to mitigate predicted
noise impacts.
Noise Barriers
To be effectual in reducing traffic noise impacts, a noise barrier must be relatively long, continuous (with
no intermittent openings), and sufficiently high to provide a reasonable reduction in noise levels. When
noise barriers are considered for noise abatement, a minimum of a 5 dBA insertion loss (reduction in
noise) is required with a 8-12 dBA reduction being desired.
Noise barriers must also be economically reasonable. The FDOT has established cost guidelines which
indicate that the approximate funds to be expended for noise abatement are $25,000 per benefitted
receiver. The current FDOT estimated cost to construct a noise barrier (materials and labor) is $215.27
per square meter ($20.00 per square ft). To be considered benefitted, noise levels must be reduced at
least 5 dBA with the barrier. This insures that a majority of the affected receivers receive a sufficient
reduction in noise to warrant the additional project-related expenditure for the barrier.
Additional factors are also evaluated when considering noise barriers as a potential noise mitigation
measure. These factors include the relationship of predicted future year noise levels to the NAC (do the
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predicted levels approach, meet or far surpass the NAC), the relationship of existing noise levels to
predicted future year noise levels with the proposed improvements, land use stability (are noise sensitive
land uses likely to remain for an indefinite period of time), antiquity (the amount of development that
occurred before and after the initial construction of a roadway) and the effectiveness or existence of land
use controls by local officials to prevent incompatible development.
Noise levels at the Bayfront Tennis Complex are predicted to just approach the NAC (65 dBA). The
results of the barrier analysis indicate that a barrier 3.65 meters (12 feet) in height would not reduce
noise levels at this site due to the width of the roadway and the alignment/elevation of the proposed
bridge structure. Barriers of greater height are not recommended on bridge structures. Because a
barrier of reasonable height would not provide even the minimum required reduction in noise levels (5
dBA), a barrier is not recommended to reduce noise levels at this location.
It should be noted that concrete barriers were included in the noise analysis of this project. These
barriers were located on the outside of the eastbound and westbound travel lanes. Removal of these
barriers from the design of the project could increase the predicted noise levels presented in this report.
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SECTION 4
CONSTRUCTION NOISE
Construction of the proposed project will have a temporary impact on the noise sensitive sites adjacent
to the project corridor. Trucks, earth moving and pile driving equipment, pumps and generators are
construction noise sources. The contractor will adhere to the latest version of the FDOT's Standard
Specifications for Road and Bridge Construction and any special provisions in the construction contract
which are related to the control of noise. The construction plans and/or contractual documents for the
proposed project should contain the following requirements for construction noise control:
· The contractor shall operate only factory recommended exhaust mufflers on internal combustion
engmes.
· Pile driving operations will be restricted to the hours of 7 a.m. and 9 p.m. to avoid interfering
with any adjacent noise sensitive land uses or a different foundation design will be considered
(i.e., drilled shaft).
. Pre-formed pile holes will be required where they are in proximity to vibration sensitive land uses
to minimize vibration transfer.
· Back-up alarm noise from heavy equipment and trucks will be minimized by requiring the
contractor to operate in forward passes or a figure eight pattern when dumping, spreading or
compacting materials.
· Adequate equipment maintenance procedures will be used to insure the elimination of
unnecessary noise caused by loose body parts on all construction equipment.
· Excessive tailgate banging by haul trucks will be prohibited.
· All stationary equipment shall be screened from noise sensitive receivers if the equipment is to
operate beyond normal working hours. If feasible, this equipment shall be screened during
normal working hours to reduce noise impacts.
· When feasible, the contractor shall establish haul-routes to direct vehicles away from developed
areas when feasible and ensure that noise from hauling operations is kept to a minimum.
Specific noise impact problems that may arise during construction of the project will be addressed by
the FDOT's Construction Engineer in cooperation with the appropriate District Environmental Specialist.
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SECTION 5
REFERENCES
Florida Department of Transportation, Proiect Development and Environment Guidelines, Part 2,
Chapter 17, December, 1995.
Florida Department of Transportation, Standard Specifications for Road and Bridge Construction, 1991.
US Department of Transportation, Federal Highway Administration. Sound Procedures for Measuring
Highway Noise: Final Report, Report Number FHW A-DP-45-1R, August 1981.
16
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