HomeMy WebLinkAboutChapter 17 - NoiseChapter 17: Noise
Final Draft August 8, 2005
Butte County General Plan Background Report
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CHAPTER 17: NOISE
TABLE OF CONTENTS
17.1 INTRODUCTION...............................................................................................................................................2
17.2 EXISTING REGULATORY FRAMEWORK..................................................................................................3
17.3 NOISE MEASUREMENTS................................................................................................................................5
17.5 RAILROAD NOISE LEVELS ...........................................................................................................................8
17.6 FIXED NOISE SOURCES................................................................................................................................10
NEAL ROAD LANDFILL ............................................................................................................................................12
TRANSFER STATIONS ...............................................................................................................................................12
CYCLELAND SPEEDWAY ..........................................................................................................................................13
AGGREGATE MINING OPERATIONS ..........................................................................................................................13
GENERAL SERVICE COMMERCIAL & LIGHT INDUSTRIAL USES ...............................................................................14
PARKS AND SCHOOL PLAYING FIELDS .....................................................................................................................14
WILD GOOSE GAS STORAGE....................................................................................................................................14
PENTZ ROCK MINE PROJECT ...................................................................................................................................14
STEVENS LITTLE CHICO CREEK MINE PROJECT.......................................................................................................15
PARADISE ROD & GUN CLUB SHOOTING RANGE ....................................................................................................15
M&T CHICO RANCH ...............................................................................................................................................16
17.7 AIRPORT NOISE LEVELS .............................................................................................................................16
CHICO MUNICIPAL AIRPORT....................................................................................................................................17
OROVILLE MUNICIPAL AIRPORT..............................................................................................................................17
PARADISE SKYPARK AIRPORT .................................................................................................................................17
RANCHAERO AIRPORT .............................................................................................................................................18
COMMUNITY NOISE SURVEY ...................................................................................................................................18
APPENDICES............................................................................................................................................................24
LIST OF TABLES
TABLE 17-1 TYPICAL A-WEIGHTED MAXIMUM SOUND LEVELS OF COMMON NOISE SOURCES.....................................2
TABLE 17-2 PREDICTED EXISTING TRAFFIC NOISE LEVELS BUTTE COUNTY, CALIFORNIA ...........................................7
TABLE 17-3 TRAFFIC NOISE ADJUSTMENTS FOR VARIOUS TOPOGRAPHIC CONDITIONS ................................................8
TABLE 17-4 APPROXIMATE DISTANCES TO THE UNION PACIFIC RAILROAD NOISE CONTOURS ...................................10
TABLE 17-5 BUTTE COUNTY COMMUNITY NOISE MEASUREMENT RESULTS ...............................................................20
LIST OF FIGURES
FIGURE 17-1 LAND USE COMPATIBILITY FOR COMMUNITY NOISE ENVIRONMENTS IN BUTTE COUNTY ........................4
FIGURE 17-2 BUTTE COUNTY NOISE MEASUREMENT LOCATIONS ...............................................................................11
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17.1 INTRODUCTION
Noise is often defined as unwanted sound, and its perception can be characterized as a subjective
reaction to a physical phenomenon. Researchers have grappled for many years with the problem
of translating objective measurements of sound into directly correlated measures of public
reaction to noise. The descriptors of community noise in use are the results of these efforts, and
represent simplified, practical measurement tools to gauge community response. Table 17-1
provides examples of maximum or continuous noise levels associated with common noise
sources.
TABLE 17-1
TYPICAL A-WEIGHTED MAXIMUM SOUND LEVELS OF COMMON NOISE SOURCES
Decibels Description
130 Threshold of pain
120 Jet aircraft take-off at 100 feet
110 Riveting machine at operators position
100 Shot-gun at 200 feet
90 Bulldozer at 50 feet
80 Diesel locomotive at 300 feet
70 Commercial jet aircraft interior during flight
60 Normal conversation speech at 5-10 feet
50 Open office background level
40 Background level within a residence
30 soft whisper at 2 feet
20 Interior of recording studio
A common statistical tool to measure the ambient noise level is the average sound level (Leq),
which is the sound level corresponding to a steady-state A-weighted sound level in decibels (dB)
containing the same total energy as a time-varying signal over a given time period (usually one
hour). The Leq, or average sound level, is the foundation for determining composite noise
descriptors such as Ldn and CNEL (see below), and shows very good correlation with
community response to noise.
Two composite noise descriptors commonly used are Ldn and CNEL. The Ldn (Day-Night
Average Level) is based upon the average hourly Leq over a 24-hour day, with a +10 decibel
weighting applied to nighttime (10:00 p.m. to 7:00 a.m.) Leq values. The nighttime penalty is
based upon the assumption that people react to nighttime noise exposures as though they were
subjectively twice as loud as daytime exposures. The CNEL (Community Noise Equivalent
Level), like Ldn, is based upon the weighted average hourly Leq over a 24-hour day, except that
an additional +4.77 decibel penalty is applied to evening (7:00 p.m. to 10:00 p.m.) hourly Leq
values.
The CNEL was developed for the California Airport Noise Regulations, and is normally applied
to airport/aircraft noise assessment. The Ldn descriptor is a simplification of the CNEL concept,
but the two will usually agree, for a given situation, within 1 dB. Like the Leq, these descriptors
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are also averages and tend to disguise short-term variations in the noise environment. Because
they presume increased evening or nighttime sensitivity, these descriptors are best applied as
criteria for land uses where nighttime noise exposures are critical to the acceptability of the noise
environment, such as residential developments.
The State Office of Planning and Research Noise Element Guidelines require that major noise
sources be identified and quantified by preparing generalized noise contours for current and
projected conditions. Noise measurements and modeling are used to develop these contours.
Significant noise sources include traffic on major roadways and highways, railroad operations,
airports, and representative industrial activities and fixed noise sources.
Noise modeling techniques and noise measurements were used to develop generalized
Ldn/CNEL or Leq noise contours for the major roadways in the Butte County General Plan study
area for existing conditions. Discussions on noise levels for fixed noise sources in the County
General Plan study area are also provided. Noise levels associated with airports are based upon
the existing Comprehensive Land Use Plan (CLUP) which has been developed for the airports in
the county.
Noise modeling techniques use source-specific data, including average levels of activity, hours
of operation, seasonal fluctuations, and average levels of noise from source operations. Modeling
methods have been developed for a number of environmental noise sources such as roadways,
railroad line operations and industrial plants. Such methods produce reliable results so long as
data inputs and assumptions are valid. The modeling methods used in this report closely follow
recommendations made by the State Office of Noise Control, and were supplemented, where
appropriate, by field-measured noise levels to account for local conditions. The noise exposure
contours are based upon annual average conditions. Because local topography, vegetation, or
intervening structures may significantly affect noise exposure at a particular location, the noise
contours should not be considered site-specific.
A community noise survey was also conducted to describe existing noise levels in noise-
sensitive areas within the General Plan study area so that noise level performance standards may
be developed to maintain an acceptable noise environment.
17.2 EXISTING REGULATORY FRAMEWORK
In this document, “existing Noise Element” refers to the Noise Element of the Butte County
General Plan as of January, 2003, which was adopted March 1977 with no changes or
amendments since then. The existing Butte County General Plan Noise Element is based upon
recommendations by the California State Office of Noise Control as contained in the Guidelines
for the Preparation and Content of Noise Elements of the General Plan.
The criteria in the existing Noise Element were established for determining potential noise
conflicts between various land uses, and noise sources. The standards for all noise sources are
based upon the CNEL/Ldn descriptor. Figure 17-1 shows the land use compatibility chart
contained in the existing Butte County Noise Element.
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Figure 17-1
Land Use Compatibility for Community Noise Environments in Butte County
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17.3 NOISE MEASUREMENTS
As described above, the CNEL and Ldn are 24-hour average noise level descriptors. This
assumes that individuals are more sensitive to noise occurring during the evening and nighttime
hours. The CNEL and Ldn descriptors have been found to provide good correlation to the
potential for annoyance from transportation-related noise sources (e.g., roadways, airports and, to
a lesser extent, railroad operations). However, these descriptions do not provide a good
correlation with the potential for annoyance from non-transportation or stationary noise sources,
such as industrial and commercial operations, because many times stationary noise sources
operate sporadically or for short durations. Examples of these types of noise sources include
loading docks, special event concerts, pressure relief valves or alarms, which tend to be short
duration noise events. When applying an Ldn or CNEL descriptors, the noise levels associated
with these types of short term operations will be averaged over a 24-hour period, underscoring
the potential for annoyance.
17.4 ROADWAY NOISE LEVELS
The Federal Highway Administration’s (FHWA) Highway Traffic Noise Prediction Model
(FHWA-RD 77-108) was used to develop Ldn (24-hour average) noise contours for all highways
and major roadways in the General Plan study area. The FHWA Model is the analytical method
presently favored for traffic noise prediction by most state and local agencies, including the
California Department of Transportation. The current (as of the writing of this report) version of
the model is based upon the CALVENO noise emission factors for automobiles, medium trucks,
and heavy trucks, with consideration given to vehicle volume, speed, roadway configuration,
distance to the receiver and the acoustical characteristics of the site. The FHWA Model predicts
hourly Leq values for free-flowing traffic conditions, and is considered to be accurate within 1.5
dB. To predict Ldn values, it is necessary to determine the hourly distribution of traffic for a
typical 24-hour period.
Traffic data representing annual average traffic volumes for existing conditions were obtained
from Caltrans (California Department of Transportation) and BCAG (Butte County Association
of Governments), for the year 2000. Day/night traffic distribution for the major State Routes
through the county were based upon 24-hour noise measurement data and Caltrans data. Truck
mix data were also based upon Caltrans and Bollard & Brennan file data. Using these data and
the FHWA methodology, traffic noise levels, as defined by Ldn, were calculated for existing
traffic volumes. Distances from the centerlines of selected roadways to the 60 dB and 65 dB Ldn
contours are summarized in Table 17-2.
In many cases, the actual distances to noise level contours may vary from the distances predicted
by the FHWA model. Factors such as roadway curvature, roadway grade, shielding from local
topography or structures, elevated roadways, or elevated receivers may affect actual sound
propagation. The distances reported in Table 17-2 are considered to be conservative estimates of
noise exposure along roadways in Butte County.
The effects of factors such as roadway curvature, and grade can be determined from site-specific
traffic noise measurements. The noise measurement results can be compared to the FHWA
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model results by entering the observed traffic volumes, speed, and distance as inputs to the
FHWA model. The differences between the measured and predicted noise levels can be used to
adjust the FHWA model and more precisely determine the locations of the traffic noise contours.
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TABLE 17-2
PREDICTED EXISTING TRAFFIC NOISE LEVELS
BUTTE COUNTY, CALIFORNIA
Distances to Ldn Contours (feet)
Roadway Segment
Ldn at
100 feet 60 dB 65 dB
Meridian to Muir 66.5 dB 271 126
Muir to East/North Lindo 66.7 dB 278 129
East/North Lindo to West Lindo 67.4 dB 310 144
West Lindo to West 8th 67.4 dB 311 145
West 8th to Chico 68.1 dB 347 161
Bruce to Humboldt 62.7 dB 151 70
Hog Springs, Humboldt to Nopel 60.4 dB 107 50
Forest Ranch, Nopel to Humboldt 57.6 dB 69 32
S.R. 32
Lomo, Humboldt to Butte County Line 56.4 dB 58 27
Lower Honcut to East Gridley/Stimpson 70.1 dB 472 219
East Gridley/Stimpson to Palermo 70.3 dB 486 226
Welsh/Palermo to Marysville 70.3 dB 489 227
Garden to Jct Rte 149 West 72.6 dB 692 321
Jct Rte 149 West to Jct Rte 191 North 67.7 dB 327 152
Jct Rte 191 North to Coal Canyon 65.0 dB 217 101
Coal Canyon to Pentz 63.9 dB 182 84
Pentz to Big Bend 64.3 dB 192 89
S.R. 70
Pinkston/Big Bend to Milepost 40.35 62.2 dB 140 65
Live Oak, Gridley Rd to Gridley 71.3 dB 565 262
East Biggs Hwy to Jct Rte 162 West 69.4 dB 422 196
Jct Rte 162 West to Jct Rte 162 East 69.2 dB 411 191
Jct Rte 162 East to Nelson-Shippee 69.3 dB 419 195
Nelson-Shippee to Jct Rte 149 Southeast 68.8 dB 387 180
Jct Rte 149 Southeast to Pentz 72.7 dB 698 324
Pentz to Neal Highway 72.8 dB 714 331
Neal Highway to Chico 72.7 dB 708 328
Eaton Ave to Wilson Landing 71.3 dB 566 263
Wilson Landing to Keefer 70.7 dB 517 240
Keefer to Broyles 69.8 dB 453 210
S.R. 99
Broyles to Butte County Line 69.6 dB 435 202
Jct Rte 70 to Shippee Road 67.2 dB 301 140S.R. 149
Shippee Road to Jct Rte 99 66.8 dB 286 133
Richvale, Midway to South Jct Rte 99, Biggs 57.0 dB 63 29
North Jct Rte 99, Richvale to Oroville 59.7 dB 96 45
Oakvale to Canyon 65.7 dB 240 111
Canyon to Hillcrest/Ridgeview 64.1 dB 187 87
Hillcrest/Ridgeview to Kelly Ridge/Miners
Ranch
62.7 dB 152 71
Kelly Ridge/Miners Ranch to Forbestown 61.9 dB 133 62
Forbestown to Loafer Creek Camp 59.1 dB 88 41
S.R. 162
Loafer Creek Camp to Foreman 58.2 dB 76 35
Jct Rte 70 to Durham Pentz 63.0 dB 157 73
Durham Pentz to Butte College 63.8 dB 179 83
S.R. 191
Butte College to Paradise 64.5 dB 200 93
Aguas Frias Rd South of Durham Dayton 53.5 dB 37 17
Chico River Rd West of Alberton 54.4 dB 42 20
Cohasset Rd North of Keefer 53.9 dB 39 18
South of Archer 61.0 dB 117 54Dayton Rd
North of Hegan 59.0 dB 85 40
Durham Dayton Rd West of Oro Chico Hwy 57.0 dB 63 29
East of SR 99 62.3 dB 142 66Durham Pentz Rd
East of SR 191 56.4 dB 58 27
Entler Ave East of Pistachio 52.4 dB 31 15
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Butte County General Plan Background Report
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Distances to Ldn Contours (feet)
Roadway Segment
Ldn at
100 feet 60 dB 65 dB
Garner Ln North of SR 99 59.8 dB 97 45
Hegan Ln East of Fimple 58.3 dB 77 36
Hicks Rd North of Eaton 58.3 dB 77 36
Honey Run Rd West of Centerville 54.4 dB 42 20
Keefer Rd West of Garner 53.4 dB 36 17
South of Chandon 57.2 dB 65 30Larkin Rd
South of SR 162 58.9 dB 85 39
Los Verjeles Rd South of La Porte 53.1 dB 35 16
Midway South of Durham Dayton 59.5 dB 93 43
West of Aguas Frias 59.2 dB 88 41Ord Ferry Rd
East of River 56.2 dB 56 26
Oro Quincy Hwy Lake Madrone Bridge 51.3 dB 26 12
Skyway South of Honey Run 67.1 dB 298 138
Note: Distances to predicted noise levels are from the roadway centerlines.
Table 17-3 has been prepared to serve as a guide when applying the traffic noise exposure
contour information presented in this section to areas with varying topography. The table is used
by adding the correction factor to the noise level predicted at a given distance. It should be noted
that the adjustment factors presented in this table are intended to provide conservative (worst-
case) results, and that complex situations should be evaluated by an acoustical consultant where
the potential for significant noise impact exists.
TABLE 17-3
TRAFFIC NOISE ADJUSTMENTS FOR VARIOUS TOPOGRAPHIC CONDITIONS
Distance from Center of Roadway (Feet)
Topographic Situation <200 200 - 400 >400
Hillside overlooks roadway -0-+1 dB +3 dB
Roadway Elevated (>15')-5 dB -2 dB -0-
Roadway in cut/below embankment -5 dB -5 dB -5 dB
Dense vegetation (100 feet or more)-5 dB -5 dB -5 dB
17.5 RAILROAD NOISE LEVELS
Railroad activity in the Butte County General Plan Study Area occurs along two railroad lines of
the Union Pacific Railroad (UPRR). One of the UPRR lines runs parallel to the west side of S.R.
99 referred to as the “Valley Line.” The other UPRR line generally runs parallel to the east and
west sides of the Feather River.
Noise measurements were conducted at two locations by Bollard & Brennan, Inc. for railroad
operations within the General Plan study area adjacent to the UPRR track. Measurements for the
“Valley Line” were conducted in the vicinity of Richvale. Measurements for the line that runs
parallel to the Feather River were conducted in Palermo. The measurements were conducted to
determine the contribution of railroad mainline operations to the area noise environment.
Instrumentation consisted of LDL Model 820 precision integrating sound level meters. The
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systems were calibrated before use with a matching acoustical calibrator to ensure accuracy of
the measurements.
The purpose of the noise level measurements was to determine typical sound exposure levels
(SEL) for railroad line operations in the General Plan study area, accounting for the effects of
travel speed and other factors which may affect noise generation. In addition, the noise
measurement equipment was programmed to identify individual train operations, so that the
typical number of train operations could be determined. The data could then be compared to
other file data for railroad operational noise levels to better describe the railroad noise
environment as it affects the area noise environment, and an annual average Ldn could be
calculated.
The railroad noise measurement locations were at Sites B and G, as shown on Figure 17-2 of this
report. The data collected indicates that up to 18 trains per day may traverse the UPRR line that
runs parallel to Highway 99 in both directions. Based upon the noise level measurements, the
average SEL for train operations along the line that runs parallel to Highway 99, absent warning
horns, is 103 dB at 100 feet. The results of the noise level measurements are graphically shown
in Appendix C.
The data collected indicate that up to 19 trains per day may traverse the UPRR line that runs
along the east and west sides of the Feather River in both directions. Based upon the noise level
measurements, the average SEL for train operations along this line, absent warning horns, is 103
dB at 100 feet.
To determine the distances to the Ldn railroad contours, it was necessary to calculate the Ldn for
typical train operations. This was done using the SEL values and above-described number and
distribution of daily freight train operations. The Ldn may be calculated as follows:
Ldn = SEL + 10 log Neq - 49.4 dB, where:
SEL is the mean SEL of the event, Neq is the sum of the number of daytime events (7 a.m. to 10
p.m.) per day plus ten times the number of nighttime events (10 p.m. to 7 a.m.) per day, and 49.4
is ten times the logarithm of the number of seconds per day. Based upon the above-described
noise level data, number of operations and methods of calculation, the Ldn value for railroad line
operations have been calculated, and the distances to the Ldn noise level contours are shown in
Table 17-4. The calculations are based upon the number of freight train operations per day for
both directions, and the distribution of the trains throughout the daytime and nighttime hours.
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TABLE 17-4
APPROXIMATE DISTANCES TO THE UNION PACIFIC RAILROAD NOISE CONTOURS
Ldn at 100 feet Distance to Ldn Contour (feet)
Without Warning Horns
Without Warning Horns 60 dB 65 dB 70 dB
UPPR line that runs parallel to Highway 99
73 dB 736 342 159
UPPR line that runs along the Feather River
74 dB 858 398 184
Where grade crossings exist, and warning horns and crossing alarms are signaled, individual
single event noise levels associated with a train generally will increase by approximately 10 dB.
Warning horns generally are signaled within ¼ mile of a grade crossing. Therefore, Ldn values
are expected to increase between 5 dB and 10 dB above those reported in Table 17-4, within ¼
mile of a railroad grade crossing.
17.6 FIXED NOISE SOURCES
The production of noise is a result of many industrial processes, even when the best available
noise control technology is applied. Noise exposures within industrial facilities are controlled by
federal and State employee health and safety regulations (OSHA and Cal-OSHA), but exterior
noise levels may exceed locally acceptable standards. Commercial, recreational and public
service facility activities can also produce noise which affects adjacent sensitive land uses. These
noise sources can be continuous and may contain tonal components that may be annoying to
individuals who live nearby. In addition, noise generation from fixed noise sources may vary
based upon climatic conditions, time of day and existing ambient noise levels.
From a land use planning perspective, fixed-source noise control issues focus upon two goals:
1) To prevent the introduction of new noise-producing uses in noise-sensitive areas, and
2) To prevent encroachment of noise sensitive uses upon existing noise-producing facilities.
The first goal can be achieved by applying noise level performance standards to proposed
new noise-producing uses. The second goal can be met by requiring that new noise-
sensitive uses in near proximity to noise-producing facilities include mitigation measures
to ensure compliance with noise performance standards.
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Figure 17-2
Butte County Noise Measurement Locations
24-hour Continous Hourly Measurement Site
Short-term Measurement Site#
N
A
B
C
E
F
G
D
H
I-J
L-N
K
Q-S
O-P
1
2
3
4
5
6
7
8
9
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Fixed noise sources which are typically of concern include but are not limited to the following:
HVAC Systems Cooling Towers/Evaporative Condensers
Pump Stations Lift Stations
Steam Valves Steam Turbines
Generators Fans
Air Compressors Heavy Equipment
Conveyor Systems Transformers
Pile Drivers Grinders
Drill Rigs Gas or Diesel Motors
Welders Cutting Equipment
Outdoor Speakers Blowers
Chippers Cutting Equipment
Loading Docks Amplified music and voice
The types of uses which may typically produce the noise sources described above, include, but
are not limited to: wood processing facilities, pump stations, industrial facilities, trucking
operations, tire shops, auto maintenance shops, metal fabricating shops, shopping centers, drive-
up windows, car washes, loading docks, public works projects, batch plants, bottling and canning
plants, recycling centers, electric generating stations, race tracks, landfills, sand and gravel
operations, special events such as concerts, and athletic fields.
Neal Road Landfill
The Neal Road Landfill is located at 1023 Neal Road, and is located south of the City of Chico
and east of Highway 99.
The primary on-site noise sources associated with the Neal Road Landfill are the powered
equipment and haul trucks, which include a belly scraper used for excavating dirt and spreading
it over the refuse; a bulldozer which is used for ripping dirt for the scraper and moving refuse at
the dump site; a compactor which is used for moving refuse, compacting the garbage and dirt
which is deposited by the belly scraper; and the 10-wheel haul trucks which bring the refuse to
the landfill. Based on data collected at landfills, a worst-case hourly average noise level is 80
dBA Leq, at a reference distance of 50-feet and maximum levels were as high as 94 dB at a
distance of 50-feet. Based on field observations, there are no noise-sensitive land uses affected
by the landfill.
Transfer Stations
There are two solid waste transfer stations located in Butte County. One is located south of
Chico on Scott Road, and the other is located on Ord Ranch Road near Gridley. Noise levels
associated with transfer stations indicates that typical hourly average noise levels range between
60 dB Leq and 70 dB Leq at a distance of 50 feet from the transfer station building. The primary
noise sources included fork-lifts, truck traffic, front-end loaders, balers and sounds of material
dumping onto the floor. Measured noise levels, where the buildings were enclosed, were
approximately 20 dB to 25 dB less than the sides of the buildings which were open to activities.
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Cycleland Speedway
The Cycleland Speedway is located in the central portion of Butte County on the southwest
corner of Nelson Road and Highway 99. The speedway is located south of Chico and north of
Gridley, adjacent to Highway 99. The Cycleland Speedway has both a 1/6-mile clay oval track
and a 20-acre outdoor motocross track. Events at Cycleland Speedway run from mid-February to
mid-October during the year. Most events are scheduled on the weekend, either on Saturday or
Sunday.
The Cycleland Speedway was not in operation during a site visit, therefore, no noise
measurements were conducted. Based on data collected at similar facilities, a worst-case hourly
average noise level is 80 dBA Leq, at a reference distance of 200-feet from the center of the
motocross track and maximum levels were as high as 88 dB at a distance of 200-feet.
Aggregate Mining Operations
Existing and proposed aggregate mining operations within Butte County have been identified as
potential stationary noise sources. The major noise sources associated with aggregate mining
operations include the on-site activities which include crushing and screening activities,
operation of the generator, and off-site hauling of materials. The noise emissions of these various
noise sources were obtained from Bollard & Brennan file data for typical aggregate mining
operations. Aggregate mining and processing noise emissions for small to moderate size
facilities are approximately 85 dB Leq and 90 dB Lmax, respectively, at a reference distance of
100 feet. Therefore, unshielded operations would require setbacks of approximately 3,000 feet.
Shielding of various on-site noise sources with natural berms or acoustical curtains can reduce
overall noise levels between 5 dB and 20 dB.
A typical small to medium size aggregate mining operations can be expected to harvest
approximately 100,000 tons to 300,000 tons of material from the site on an annual basis. Based
on a capacity of 25 tons per truck, and approximately 133 truck trips per day (67 loads times one
arrival and one departure), it can be expected that truck traffic on roadways would result in a
peak hour noise level of 63 dB to 65 dB Leq at a distance of 100 feet from the roadway
centerline, and an Ldn of approximately 63 dB at a distance of 100 feet. However, roadway
grade, travel speed, truck type and roadway pavement can have an effect on the overall noise
emissions.
In addition to the aforementioned mining and processing noise sources, it may be necessary to
conduct blasting to free the aggregate resources for excavation with a front loader. Noise sources
associated with blasting consist of rock drills and the shot itself. The noise levels generated by
the rock drills are dependant on drill type, but are similar to the noise levels generated by
excavation equipment.
Noise generated by aggregate shots are more variable, depending on the amount of charge-
material used, the number of holes and the depth of those holes, timing delays, and other factors.
There tend to be misconceptions regarding what an aggregate blast looks and sounds like, due in
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part to the types of explosions which are frequently seen in movies. In reality, aggregate shots
are designed to transfer the energy of the shot into the ground, rather than have it vent into the
atmosphere sending rocks flying.
Based on Bollard & Brennan, Inc. observations of various aggregate shots, it is our opinion that
aggregate shots are characteristic of muted thunder claps, rather than fiery explosions. From
noise and vibration monitoring conducted for those blasts, blasting levels are predicted to be in
the range of 60-70 dB Lmax at distances of approximately ½ mile.
General Service Commercial & Light Industrial Uses
Noise sources associated with service commercial uses such as automotive repair facilities,
wrecking yards, tire installation centers, car washes, loading docks, etc., are found at various
locations within Butte County. The noise emissions of these types of uses are dependant on many
factors, and are therefore, difficult to quantify precisely. Nonetheless, noise generated by the
these uses contributes to the ambient noise environment in the immediate vicinity of these uses,
and should be considered where either new noise-sensitive uses are proposed nearby or where
similar uses are proposed in existing residential areas.
Parks and School Playing Fields
There are numerous park and school uses within the unincorporated areas of Butte County. Noise
generated by these uses depends on the age and number of people utilizing the respective facility
at a given time, and the types of activities they are engaged in. School playing field activities
tend to generate more noise than those of neighborhood parks, as the intensity of school
playground usage tends to be higher. At a distance of 100 feet from an elementary school
playground being used by 100 students, average and maximum noise levels of 60 and 75 dB,
respectively, can be expected. At organized events such as high-school football games with large
crowds and public address systems, the noise generation is often significantly higher. As with
service commercial uses, the noise generation of parks and school playing fields is variable.
Wild Goose Gas Storage
The Wild Goose Gas Storage facility is located on West Liberty Road, west of the City of
Gridley. The facility purchases and withdraws natural gas from a main gas line, stores the natural
gas underground, and then sells the gas, as the market changes. Major noise sources associated
with the facility include compressors and large diesel engines located inside the main building,
and pressure relief valves located outside on the property. Bollard & Brennan, Inc. conducted
noise level measurements at the nearest residential uses to the east and west of the project site.
Noise measurement results indicated that daytime and nighttime noise levels due to the facility
were not audible, and that overall background noise levels were generally below 50 dB Leq.
Pentz Rock Mine Project
The Pentz Rock Mine Project has been approved by the Butte County Board of Supervisions, and
is in operation as of April 2003. Bollard & Brennan, Inc. conducted an Environmental Noise
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Analysis for the site in December 2000 (Environmental Noise Analysis, Pentz Rock Mine
Project, Butte County California, Bollard & Brennan, Inc., December 3 2000).
The project includes mining and processing activities on a 42-acre portion of an overall 536-acre
site. The project site is located within the Lucky 7 Ranch, west of and adjacent to Wheelock
Road. The surrounding land is designated as Grazing and Open Land by the existing General
Plan, with the exception of a residential subdivision (Rolling Hills Estates) to the north. The
nearest residence is approximately 1000 feet from the proposed mining site.
The results of the noise analysis indicated that the project would comply with local noise level
standards and generally accepted CEQA tests of significance. In addition, a series of noise
mitigation measures were included in the project design to reduce the potential for annoyance at
residential uses.
There are several new or proposed projects within Butte County which have either been
approved, or are pending approval. These projects include mining operations and gun club. The
following provides discussions for each of the projects.
Stevens Little Chico Creek Mine Project
The Stevens Little Chico Creek Mine Project has been approved by the Butte County Board of
Supervisors, and is not in operation. Bollard & Brennan, Inc. conducted an Environmental Noise
Analysis for the site in July 2001 (Environmental Noise Analysis, Scott Stevens Little Chico
Creek Mine Project, Butte County California, Bollard & Brennan, Inc., July 10, 2001).
The project proposes mining, processing, and offsite-hauling of basalt rock from a five-acre site
located in the Little Chico Creek Canyon. The nearest residence to the site is approximately 0.6
miles to the north of the proposed site. The results of the noise analysis indicated that the project
would comply with local noise level standards and generally accepted CEQA tests of
significance. In addition, a series of noise mitigation measures were included in the project
design to reduce the potential for annoyance at residential uses.
Paradise Rod & Gun Club Shooting Range
The Paradise Rod & Gun Club Shooting Range Project has been approved by the Butte County
Board of Supervisors, and is not in operation. Bollard & Brennan, Inc. conducted an
Environmental Noise Analysis for the site in July 1998 (Environmental Noise Analysis, Paradise
Rod & Gun Club Shooting Range, Butte County California, Bollard Acoustical Consulting, July
31, 1998).
The project proposes to construct and operate a firing range on a 40-acre parcel on the south side
of The Skyway, between Chico and the Town of Paradise. The project includes recreational
shooting for the general public and club members, local law enforcement for training, and youth
firearms safety.
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The results of the noise analysis indicated that the project would comply with local noise level
standards and other more appropriate noise level criteria designed specifically for the project. In
addition, a series of noise mitigation measures were included in the project design to reduce the
potential for annoyance at residential uses.
M&T Chico Ranch
The proposed 235-acre mining site is located south of Chico River Road, east of River Road, and
north of Ord Ferry Road in western Butte County. The project would include the harvesting,
processing, and trucking of aggregate. In addition, there is a proposed concrete batch plant on the
site. A Draft EIR has been prepared for the site, and Bollard & Brennan, Inc. has prepared the
noise section for the Draft EIR. The nearest noise sensitive uses to the project site include three
residential clusters to the west of the project site.
The results of the noise analysis indicated that the project would comply with local noise level
standards and other more appropriate noise level criteria designed specifically for the project. In
addition, a series of noise mitigation measures were included in the project design to reduce the
potential for annoyance at residential uses.
17.7 AIRPORT NOISE LEVELS
There are four existing public airports within Butte County. The airports include Chico
Municipal Airport, Oroville Municipal Airport, Paradise Skypark Airport, and Ranchaero
Airport. The Chico Municipal and Oroville Municipal airports are owned and operated by the
cities of Chico and Oroville, respectively.
The noise impacts from these public airports were analyzed in the “Butte County Airport Land
Use Compatibility Plan,” adopted by the Airport Land Use Commission (ALUC) on December
20, 2000. The data for airports in this analysis was obtained from the “Butte County Airport
Comprehensive Land Use Plan.”
All land uses located outside of the 65 dB CNEL contours are considered compatible. However,
based upon the Airport Land Use Compatibility Plan, which was prepared in 2000, residential
and lodging land uses located between the 55 dB and 60 dB CNEL contours could generate
complaints. This can be expected as the background noise levels, absent of aircraft overflights,
are low. Maximum noise levels due to typical single engine aircraft overflights can range
between 65 dB and 80 dB, which may be considered annoying to individuals.
The purpose of the Butte County Airport Land Use Compatibility Plan is to establish procedures
and criteria by which, in accordance with the California State Aeronautics Act, the ALUC shall
review proposed land use development in Butte County and affected cities within the county. In
addition, the ALUC shall review certain types of airport development proposals. It is important
to note that the Airport Land Use Compatibility Plan specifically states: “Where development not
in conformance with the Airport Land Use Compatibility Plan already exists, additional infill
development of similar land uses may be allowed to occur, even if such land uses are to be
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prohibited elsewhere in the zone. This exception applies only within Compatibility Zones B2 and
C”
Chico Municipal Airport
The Chico Municipal Airport is the largest airport in Butte County. According to the Airport
Land Use Compatibility Plan, the airport has 70,000 annual takeoffs and landings. There are
approximately 130 based aircraft at the airport. The airport runway is equipped with a precision
instrument landing system and accommodates a full range of business aircraft. The airport has
limited scheduled commuter airline service. The airport also receives major use during the fire
season, due to the fact that it is a designated “fire attack base.”
Land use compatibility issues include urban expansion which has gradually encroached upon the
airport environs. Community land use plans call for new development west of the airport.
Average annual daily aircraft operations (without fire attack aircraft) is182 operations. During a
peak fire season day, an additional 200 aircraft operations may occur. Future operations at the
airport are estimated to increase up to 257 daily operations (without fire attack aircraft), and an
additional 200 aircraft during a peak fire season.
The Airport Land Use Compatibility Plan has developed CNEL noise level contours for three
scenarios which include the Future Average Fire Season Day, the Expanded Forecast, and the
Peak Fire Attack Day and are shown on Exhibit 4E, 4F, and 4G of the Airport Land Use
Compatibility Plan.
Oroville Municipal Airport
The Oroville Municipal Airport is located within an extension of the Oroville city limits and is
approximately 2.5 miles west of the remainder of the city. The unincorporated portion of the
county, including the community of Thermalito, is located northeast of the airport. Existing
annual average operations are approximately 100 operations per day. Future annual average
operations are approximately 200 operations per day. The Airport Land Use Compatibility Plan
contains one set of noise level contours for the airport, and is shown on Exhibit 5E of the Airport
Land Use Compatibility Plan.
Paradise Skypark Airport
The Paradise Skypark Airport is a privately-owned airport. Existing annual average operations
are approximately 41 operations per day. Future annual average operations are approximately 82
operations per day. As of 2003 there are 45 based aircraft at the airport. The Airport Land Use
Compatibility Plan contains one set of noise level contours for the airport, and is shown on
Exhibit 6E of the Airport Land Use Compatibility Plan.
Based upon the Airport Land Use Compatibility Plan, the following land use conflicts have
historically occurred around this airport:
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Land use compatibility has historically not been a significant issue at the airport. Except
to the north, few homes are located in the airport vicinity. The steep, undulating terrain
greatly limits the potential for nearby development, either residential or otherwise. The
most likely locations for future development are north and northwest of the airport,
within and adjacent to the Paradise town limits.
Ranchaero Airport
This airport is a privately-owned airport which is located near the southwestern edge of the City
of Chico. This airport serves a combination of recreational, flight training, agricultural, and
limited business flights. Based upon the Airport Land Use Compatibility Plan, the following land
use conflicts have historically occurred around this airport:
Historically, land use compatibility conflicts involving the airport have stemmed from
two sources. The major issue arose because of the airport’s lack of control over the
runway protection zones. As a result, orchards were planted which became obstructions
to the runway approaches. This situation now appears to be resolved with the airport’s
acquisition of easements over the inner parts of the runway protection zones. The second,
continuing, conflict is presented by the subdivision north of the airport. To avoid
overflight of the homes, most aircraft landing at the airport turn for final approach less
than 1,000 feet from the runway end. Aircraft taking off toward the north also usually
make a close-in turn. These procedures, together with the airport’s low volume of
activity, have minimized the problem.
Existing annual average operations are approximately 14 operations per day. Future annual
average operations are approximately 27 operations per day. As of 2003 there are 26 based
aircraft at the airport. The Airport Land Use Compatibility Plan contains one set of noise level
contours for the airport, and is shown on Exhibit 7E of the Airport Land Use Compatibility Plan.
Community Noise Survey
A community noise survey was conducted to document noise exposure in the County containing
noise sensitive land uses and for major roadways. Noise monitoring sites were selected to be
representative of typical residential, commercial, or recreational areas within the County.
Short-term noise monitoring was conducted at nine sites on March 11 & 12, 2003. Six
continuous 24-hour noise monitoring sites were also established in the county to record day-
night statistical noise level trends. The data collected included the hourly average (Leq), and the
maximum level (Lmax) during the measurement period. Noise monitoring sites and the
measured noise levels at each site are summarized in Table 17-5. Also included in Table 17-5 are
noise measurement results for previous noise analysis conducted by Bollard & Brennan, Inc. in
Butte County.
Figure 17-2 shows the noise measurement locations. Appendix C graphically illustrates the noise
measurement results at the most recent continuous 24-hour noise measurement locations.
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Community noise monitoring systems were calibrated with acoustical calibrators in the field
prior to use. The systems comply with all pertinent requirements of the American National
Standards Institute (ANSI) for Type I sound level meters.
The results of the noise measurements contained within Table 17-5 indicate that areas adjacent to
major noise sources such as highways and railroads are considered to be fairly noisy. However,
the majority of the county can be subjectively characterized as fairly quiet to moderately noisy.
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TABLE 17-5
BUTTE COUNTY COMMUNITY NOISE MEASUREMENT RESULTS
Measured Sound Level, dB
Site Location Date Time
Leq Lmax
Measured
Ldn, dB
A Magalia Mar 11-12, 2003 24 hours Daytime = 49.2
Nighttime = 40.0
Daytime = 69.6
Nighttime = 61.5
49.5
B Richvale Mar 11-12, 2003 24 hours Daytime = 70.6
Nighttime = 68.4
Daytime = 84.9
Nighttime = 83.5
71.0
C Highway 99 & Hollis
Lane
Mar 12-13, 2003 24 hours Daytime = 70.4
Nighttime = 66.1
Daytime = 90.6
Nighttime = 89.2
73.4
D Highway 70 Mar 11-12, 2003 24 hours Daytime = 63.3
Nighttime = 60.5
Daytime = 75.4
Nighttime = 74.4
67.4
E Feather Falls Mar 11-12, 2003 24 hours Daytime = 37.1
Nighttime = 35.7
Daytime = 55.1
Nighttime = 48.3
42.4
F Hurleton Mar 12-13, 2003 24 hours Daytime = 45.2
Nighttime = 39.6
Daytime = 60.7
Nighttime = 52.9
47.4
G Palermo Mar 18-19, 2003 24 hours Daytime = 67.2
Nighttime = 66.7
Daytime = 82.8
Nighttime = 81.7
72.3
H Speedway Avenue Nov 23, 2002
Nov 24, 2002
Nov 25, 2002
Nov 26, 2002
Nov 27, 2002
Nov 28, 2002
Nov 29, 2002
Nov 30, 2002
Dec 1, 2002
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 51.4
Nighttime = 47.3
Daytime = 51.0
Nighttime = 46.0
Daytime = 58.1
Nighttime = 53.8
Daytime = 67.0
Nighttime = 52.9
Daytime = 57.5
Nighttime = 51.1
Daytime = 50.7
Nighttime = 49.5
Daytime = 53.0
Nighttime = 49.6
Daytime = 52.0
Nighttime = 50.4
Daytime = 52.9
Nighttime = 50.6
Daytime = 72.9
Nighttime = 67.6
Daytime = 72.7
Nighttime = 63.2
Daytime = 76.8
Nighttime = 71.7
Daytime = 78.3
Nighttime = 70.4
Daytime = 78.5
Nighttime = 69.1
Daytime = 70.5
Nighttime = 67.3
Daytime = 72.2
Nighttime = 66.1
Daytime = 72.0
Nighttime = 66.0
Daytime = 71.9
Nighttime = 70.7
54.6
53.6
61.2
65.9
59.3
56.1
56.7
57.0
57.4
I Little Chico Creek Feb 14, 2001
Feb 15, 2001
Feb 16, 2001
Feb 17, 2001
Feb 18, 2001
Feb 19, 2001
Feb 20, 2001
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 44
Nighttime = 41
Daytime = 48
Nighttime = 39
Daytime = 44
Nighttime = 41
Daytime = 53
Nighttime = 45
Daytime = 52
Nighttime = 50
Daytime = 55
Nighttime = 52
Daytime = 53
Nighttime = 68
Daytime = 63
Nighttime = 52
Daytime = 65
Nighttime = 42
Daytime = 62
Nighttime = 61
Daytime = 61
Nighttime = 55
Daytime = 59
Nighttime = 56
Daytime = 64
Nighttime = 59
Daytime = 62
Nighttime = 63
48
48
48
54
57
59
64
J Buzztail Area Feb 14, 2001
Feb 15, 2001
Feb 16, 2001
Feb 17, 2001
24 hours
24 hours
24 hours
24 hours
Daytime = 39
Nighttime = 37
Daytime = 49
Nighttime = 45
Daytime = 60
Nighttime = 58
Daytime = 61
Nighttime = 61
Daytime = 60
Nighttime = 55
Daytime = 63
Nighttime = 52
Daytime = 69
Nighttime = 66
Daytime = 77
Nighttime = 75
44
52
64
67
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Measured Sound Level, dB
Site Location Date Time
Leq Lmax
Measured
Ldn, dB
Feb 18, 2001 24 hours Daytime = 62
Nighttime = 57
Daytime = 82
Nighttime = 66
65
K Pentz Rock Mine Area Nov 15, 2000
Nov 16, 2000
Nov 17, 2000
Nov 18, 2000
Nov 19, 2000
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 46.1
Nighttime = 40.9
Daytime = 43.6
Nighttime = 42.9
Daytime = 44.4
Nighttime = 40.3
Daytime = 53.7
Nighttime = 42.4
Daytime = 43.3
Nighttime = 43.1
Daytime = 61.9
Nighttime = 58.3
Daytime = 61.3
Nighttime = 53.9
Daytime = 63.7
Nighttime = 53.4
Daytime = 65.7
Nighttime = 59.0
Daytime = 60.8
Nighttime = 52.1
48.5
49.4
47.6
53.2
49.5
L M&T Chico Ranch
Area
Sep 2, 2000
Sep 3, 2000
Sep 4, 2000
Sep 5, 2000
24 hours
24 hours
24 hours
24 hours
Daytime = 50.3
Nighttime = 46.4
Daytime = 45.0
Nighttime = 44.0
Daytime = 46.2
Nighttime = 45.9
Daytime = 71.7
Nighttime = 47.1
Daytime = 64.1
Nighttime = 57.4
Daytime = 60.7
Nighttime = 58.4
Daytime = 63.6
Nighttime = 56.0
Daytime = 67.5
Nighttime = 59.2
53.6
50.6
52.4
69.7
M M&T Chico Ranch
Area
Sep 2, 2000
Sep 3, 2000
Sep 4, 2000
Sep 5, 2000
24 hours
24 hours
24 hours
24 hours
Daytime = 42.2
Nighttime = 38.8
Daytime = 50.4
Nighttime = 38.1
Daytime = 45.9
Nighttime = 40.3
Daytime = 44.4
Nighttime = 44.1
Daytime = 56.5
Nighttime = 50.3
Daytime = 60.3
Nighttime = 53.7
Daytime = 64.1
Nighttime = 51.6
Daytime = 60.1
Nighttime = 58.6
45.9
49.6
48.1
50.5
N M&T Chico Ranch
Area
Sep 2, 2000
Sep 3, 2000
Sep 4, 2000
Sep 5, 2000
24 hours
24 hours
24 hours
24 hours
Daytime = 40.0
Nighttime = 37.4
Daytime = 37.6
Nighttime = 34.4
Daytime = 43.9
Nighttime = 38.3
Daytime = 39.7
Nighttime = 36.0
Daytime = 53.5
Nighttime = 47.6
Daytime = 55.3
Nighttime = 44.2
Daytime = 61.9
Nighttime = 48.3
Daytime = 55.3
Nighttime = 46.9
44.3
41.4
46.1
43.2
O Southwest of Gridley-
Pennington Road
Dec 16, 1999
Dec 17, 1999
Dec 18, 1999
Dec 19, 1999
24 hours
24 hours
24 hours
24 hours
Daytime = 42.7
Nighttime = 40.5
Daytime = 44.1
Nighttime = 39.3
Daytime = 45.6
Nighttime = 42.8
Daytime = 49.6
Nighttime = 43.3
Daytime = 59.8
Nighttime = 51.3
Daytime = 61.3
Nighttime = 52.6
Daytime = 62.5
Nighttime = 58.6
Daytime = 64.0
Nighttime = 60.3
47.3
46.8
49.8
51.4
P Southwest of Gridley-
West Liberty Road
Dec 16, 1999
Dec 17, 1999
Dec 18, 1999
Dec 19, 1999
24 hours
24 hours
24 hours
24 hours
Daytime = 54.6
Nighttime = 35.9
Daytime = 41.9
Nighttime = 37.1
Daytime = 47.5
Nighttime = 46.7
Daytime = 52.4
Nighttime = 46.4
Daytime = 63.6
Nighttime = 53.0
Daytime = 59.9
Nighttime = 53.0
Daytime = 64.4
Nighttime = 56.6
Daytime = 65.2
Nighttime = 56.4
52.9
37.1
53.2
54.4
Q Butte Creek Canyon Jun 7, 1998
Jun 8, 1998
Jun 9, 1998
24 hours
24 hours
24 hours
Daytime = 41.5
Nighttime = 42.5
Daytime = 40.7
Nighttime = 40.0
Daytime = 40.4
Nighttime = 41.7
Daytime = 59.9
Nighttime = 55.1
Daytime = 60.5
Nighttime = 52.8
Daytime = 61.0
Nighttime = 59.1
48.8
46.5
48.0
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Measured Sound Level, dB
Site Location Date Time
Leq Lmax
Measured
Ldn, dB
Jun 10, 1998
Jun 11, 1998
Jun 12, 1998
Jun 13, 1998
Jun 14, 1998
Jun 15, 1998
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 41.5
Nighttime = 45.9
Daytime = 63.3
Nighttime = 52.6
Daytime = 43.3
Nighttime = 51.4
Daytime = 40.5
Nighttime = 44.5
Daytime = 44.0
Nighttime =43.1
Daytime = 44.1
Nighttime = 43.8
Daytime = 60.4
Nighttime = 59.2
Daytime = 75.4
Nighttime = 67.4
Daytime = 63.5
Nighttime = 65.2
Daytime = 60.8
Nighttime = 62.9
Daytime = 61.2
Nighttime =57.7
Daytime = 59.4
Nighttime = 62.2
51.9
63.0
57.2
50.6
49.7
50.2
R Butte Creek Canyon-
South of Skyway
Jun 7, 1998
Jun 8, 1998
Jun 9, 1998
Jun 10, 1998
Jun 11, 1998
Jun 12, 1998
Jun 13, 1998
Jun 14, 1998
Jun 15, 1998
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 43.0
Nighttime = 51.5
Daytime = 43.2
Nighttime = 35.6
Daytime = 41.1
Nighttime = 39.4
Daytime = 39.6
Nighttime = 38.9
Daytime = 39.6
Nighttime = 42.9
Daytime = 40.7
Nighttime = 48.0
Daytime = 55.2
Nighttime = 36.5
Daytime = 54.5
Nighttime = 39.3
Daytime = 40.4
Nighttime = 40.4
Daytime = 57.6
Nighttime = 47.6
Daytime = 58.5
Nighttime = 45.8
Daytime = 58.0
Nighttime = 51.3
Daytime = 57.6
Nighttime = 45.3
Daytime = 57.0
Nighttime = 51.0
Daytime = 57.3
Nighttime = 50.3
Daytime = 61.1
Nighttime = 46.5
Daytime = 65.2
Nighttime = 53.4
Daytime = 54.8
Nighttime =53.2
57.4
44.3
46.1
45.4
48.9
53.8
53.5
53.1
46.8
S Butte Creek Canyon-
South of Skyway
Jun 7, 1998
Jun 8, 1998
Jun 9, 1998
Jun 10, 1998
Jun 11, 1998
Jun 12, 1998
Jun 13, 1998
Jun 14, 1998
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
24 hours
Daytime = 43.6
Nighttime = 40.0
Daytime = 50.9
Nighttime = 45.9
Daytime = 43.9
Nighttime = 42.3
Daytime = 44.2
Nighttime = 47.4
Daytime = 58.9
Nighttime = 50.8
Daytime = 51.4
Nighttime = 45.5
Daytime = 59.6
Nighttime = 46.3
Daytime = 54.5
Nighttime = 43.1
Daytime = 62.6
Nighttime = 52.2
Daytime = 62.5
Nighttime = 52.0
Daytime = 63.3
Nighttime = 50.0
Daytime = 59.7
Nighttime = 53.8
Daytime = 67.0
Nighttime = 52.8
Daytime = 67.2
Nighttime = 51.9
Daytime = 67.3
Nighttime = 56.9
Daytime = 67.8
Nighttime = 48.0
47.1
53.5
49.0
53.5
59.8
53.4
58.6
54.0
1 Yankee Hill Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
11:15 a.m.
11:15 p.m.
11:00 a.m.
35.8
34.6
37.5
47.3
41.5
44.6
Approx.
41.4
2 Mountain View Estates-
Sunview Road
Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
11:45 a.m.
10:50 p.m.
10:15 a.m.
41.5
40.3
42.2
48.4
46.6
47.2
Approx.
47.0
3 De Sabla Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
1:00 p.m.
10:00 p.m.
9:10 a.m.
47.4
40.6
45.1
59.3
49.2
54.4
Approx.
48.4
4 East of Gridley-Liberty
Rd & Pennington Rd
Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
12:15 p.m.
11:00 p.m.
10:15 a.m.
53.3
43.0
54.2
73.4
58.0
75.6
Approx.
53.5
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Measured Sound Level, dB
Site Location Date Time
Leq Lmax
Measured
Ldn, dB
5 Durham Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
1:10 p.m.
10:20 p.m.
9:41 a.m.
52.1
48.0
46.4
74.0
65.7
58.8
Approx.
54.7
6 Nord Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
2:04 p.m.
10:00 p.m.
8:49 a.m.
54.5
49.5
50.5
68.7
65.4
70.8
Approx.
56.6
7 Palermo Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
11:31 a.m.
10:36 p.m.
10:57 a.m.
43.2
38.3
44.7
53.4
42.8
58.4
Approx.
46.1
8 Brush Creek Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
2:40 p.m.
12:06 a.m.
10:04 a.m.
37.0
35.4
37.5
43.6
41.4
43.5
Approx.
42.1
9 Oregon City Mar 11, 2003
Mar 11, 2003
Mar 12, 2003
3:49 p.m.
10:01 p.m.
8:58 a.m.
35.0
37.6
37.9
37.6
43.9
43.9
Approx.
43.9
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APPENDICES
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Final Draft August 8, 2005
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Appendix A: Acoustic Terminology
Acoustics The science of sound.
Ambient Noise The distinctive acoustical characteristics of a given space consisting of
all noise sources audible at that location. In many cases, the term
ambient is used to describe an existing or pre-project condition such
as the setting in an environmental noise study.
Attenuation The reduction of an acoustic signal.
A-Weighting A frequency-response adjustment of a sound level meter that
conditions the output signal to approximate human response.
Decibel or dB Fundamental unit of sound, defined as one-tenth of the logarithm of
the ratio of the sound pressure squared over the reference pressure
squared.
CNEL Community Noise Equivalent Level. Defined as the 24-hour average
noise level with noise occurring during evening hours (7 - 10 p.m.)
weighted by a factor of three and nighttime hours weighted by a
factor of 10 prior to averaging.
Frequency The measure of the rapidity of alterations of a periodic signal,
expressed in cycles per second or hertz.
Ldn Day/Night Average Sound Level. Similar to CNEL but with no
evening weighting.
Leq Equivalent or energy-averaged sound level.
Lmax The highest root-mean-square (RMS) sound level measured over a
given period of time.
Loudness A subjective term for the sensation of the magnitude of sound.
Masking The amount (or the process) by which the threshold of audibility is for
one sound is raised by the presence of another (masking) sound.
Noise Unwanted sound.
Peak Noise The level corresponding to the highest (not RMS) sound pressure
measured over a given period of time. This term is often confused
with the “Maximum” level, which is the highest RMS level.
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RT60 The time it takes reverberant sound to decay by 60 dB once the source
has been removed.
Sabin The unit of sound absorption. One square foot of material absorbing
100% of incident sound has an absorption of 1 sabin.
Threshold of Hearing The lowest sound that can be perceived by the human auditory system,
generally considered to be 0 dB for persons with perfect hearing.
Threshold of Pain Approximately 120 dB above the threshold of hearing.
Impulsive Sound of short duration, usually less than one second, with an abrupt
onset and rapid decay.
Simple Tone Any sound which can be judged as audible as a single pitch or set of
single pitches
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
27
Ap
p
e
n
d
i
x
B
-
1
FH
W
A
-
R
D
-
7
7
-
1
0
8
T
r
a
f
f
i
c
N
o
i
s
e
P
r
e
d
i
c
t
i
o
n
M
o
d
e
l
Da
t
a
I
n
p
u
t
S
h
e
e
t
Pr
o
j
e
c
t
#
:
2
0
0
3
-
0
3
8
De
s
c
i
p
t
i
o
n
:
E
x
i
s
t
i
n
g
Ld
n
/
C
N
E
L
:
L
d
n
Ha
r
d
/
S
o
f
t
:
S
o
f
t
Se
g
m
e
n
t
D
e
s
c
r
i
p
t
i
o
n
Se
g
m
e
n
t
Ro
a
d
w
a
y
N
a
m
e
Fr
o
m
To
AD
T
Da
y
%
Ev
e
%
Ni
g
h
t
%
%
M
e
d
Tr
u
c
k
s
%
H
e
a
v
y
Tr
u
c
k
s
Speed Distance
1
St
a
t
e
R
o
u
t
e
3
2
Me
r
i
d
i
a
n
Mu
i
r
10
5
0
0
85
0
15
3.
8
4.2 55 100
2
Mu
i
r
Ea
s
t
/
N
o
r
t
h
L
i
n
d
o
10
9
0
0
85
15
3.
8
4.2 55 100
3
Ea
s
t
/
N
o
r
t
h
L
i
n
d
o
We
s
t
L
i
n
d
o
12
8
0
0
85
15
3.
8
4.2 55 100
4
We
s
t
L
i
n
d
o
We
s
t
8
t
h
12
9
0
0
85
15
3.
8
4.2 55 100
5
We
s
t
8
t
h
Ch
i
c
o
15
2
0
0
85
15
3.
8
4.2 55 100
6
Br
u
c
e
Hu
m
b
o
l
d
t
49
0
0
85
15
4.
6
2.4 55 100
7
Ho
g
S
p
r
i
n
g
s
,
Hu
m
b
o
l
d
t
No
p
e
l
29
0
0
85
15
4.
6
2.4 55 100
8
Fo
r
e
s
t
R
a
n
c
h
,
N
o
p
e
l
Hu
m
b
o
l
d
t
15
0
0
85
15
4.
6
2.4 55 100
9
Lo
m
o
,
H
u
m
b
o
l
d
t
Bu
t
t
e
C
o
u
n
t
y
L
i
n
e
11
5
0
85
15
4.
6
2.4 55 100
10
St
a
t
e
R
o
u
t
e
7
0
Lo
w
e
r
H
o
n
c
u
t
Ea
s
t
Gr
i
d
l
e
y
/
S
t
i
m
p
s
o
n
11
1
0
0
76
24
2.
9
6.8 65 100
11
Ea
s
t
Gr
i
d
l
e
y
/
S
t
i
m
p
s
o
n
Pa
l
e
r
m
o
11
6
0
0
76
24
2.
9
6.8 65 100
12
We
l
s
h
/
P
a
l
e
r
m
o
Ma
r
y
s
v
i
l
l
e
11
7
0
0
76
24
2.
9
6.8 65 100
13
Ga
r
d
e
n
Jc
t
R
t
e
1
4
9
W
e
s
t
19
7
0
0
76
24
2.
9
6.8 65 100
14
Jc
t
R
t
e
1
4
9
W
e
s
t
Jc
t
R
t
e
1
9
1
N
o
r
t
h
74
0
0
76
24
3.
1
4 65 100
15
Jc
t
R
t
e
1
9
1
N
o
r
t
h
Co
a
l
C
a
n
y
o
n
30
0
0
76
24
3.
6
9.6 65 100
16
Co
a
l
C
a
n
y
o
n
Pe
n
t
z
23
0
0
76
24
3.
6
9.6 65 100
17
Pe
n
t
z
Bi
g
B
e
n
d
25
0
0
76
24
3.
6
9.6 65 100
18
Pi
n
k
s
t
o
n
/
B
i
g
B
e
n
d
Mi
l
e
p
o
s
t
4
0
.
3
5
15
5
0
76
24
3.
6
9.6 65 100
19
St
a
t
e
R
o
u
t
e
9
9
Li
v
e
O
a
k
,
G
r
i
d
l
e
y
Ro
a
d
Gr
i
d
l
e
y
17
7
0
0
82
18
2.
1
6.9 65 100
20
Ea
s
t
B
i
g
g
s
H
i
g
h
w
a
y
Jc
t
R
t
e
1
6
2
W
e
s
t
10
9
0
0
82
18
2.
2
7.8 65 100
21
Jc
t
R
t
e
1
6
2
W
e
s
t
Jc
t
R
t
e
1
6
2
E
a
s
t
10
5
0
0
82
18
2.
2
7.8 65 100
22
Jc
t
R
t
e
1
6
2
E
a
s
t
Ne
l
s
o
n
-
S
h
i
p
p
e
e
10
8
0
0
82
18
2.
2
7.8 65 100
23
Ne
l
s
o
n
-
S
h
i
p
p
e
e
Jc
t
R
t
e
1
4
9
So
u
t
h
e
a
s
t
96
0
0
82
18
2.
2
7.8 65 100
24
Jc
t
R
t
e
1
4
9
S
o
u
t
h
e
a
s
t Pe
n
t
z
23
2
0
0
82
18
2.
2
7.8 65 100
25
Pe
n
t
z
Ne
a
l
H
i
g
h
w
a
y
24
0
0
0
82
18
2.
2
7.8 65 100
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
28
Se
g
m
e
n
t
D
e
s
c
r
i
p
t
i
o
n
Se
g
m
e
n
t
Ro
a
d
w
a
y
N
a
m
e
Fr
o
m
To
AD
T
Da
y
%
Ev
e
%
Ni
g
h
t
%
%
M
e
d
Tr
u
c
k
s
%
H
e
a
v
y
Tr
u
c
k
s
Speed Distance
26
Ne
a
l
H
i
g
h
w
a
y
Ch
i
c
o
23
7
0
0
82
18
2.
2
7.8 65 100
27
Ea
t
o
n
A
v
e
n
u
e
Wi
l
s
o
n
L
a
n
d
i
n
g
16
5
0
0
82
18
4.
5
7.5 65 100
28
Wi
l
s
o
n
L
a
n
d
i
n
g
Ke
e
f
e
r
14
4
0
0
82
18
4.
5
7.5 65 100
29
Ke
e
f
e
r
Br
o
y
l
e
s
11
8
0
0
82
18
4.
5
7.5 65 100
30
Br
o
y
l
e
s
Bu
t
t
e
C
o
u
n
t
y
L
i
n
e
11
1
0
0
82
18
4.
5
7.5 65 100
31
St
a
t
e
R
o
u
t
e
1
4
9
Jc
t
R
t
e
7
0
Sh
i
p
p
e
e
R
d
12
9
0
0
85
15
2.
2
4.1 55 100
32
Sh
i
p
p
e
e
Jc
t
R
t
e
9
9
11
9
0
0
85
15
2.
2
4.1 55 100
33
St
a
t
e
R
o
u
t
e
1
6
2
Ri
c
h
v
a
l
e
,
M
i
d
w
a
y
So
u
t
h
J
c
t
R
t
e
9
9
,
Bi
g
g
s
10
5
0
85
15
4.
3
5.8 55 100
34
No
r
t
h
J
c
t
R
t
e
9
9
,
Ri
c
h
v
a
l
e
Or
o
v
i
l
l
e
23
0
0
85
15
3.
1
3.9 55 100
35
Oa
k
v
a
l
e
Ca
n
y
o
n
10
9
0
0
85
15
2.
1
2 55 100
36
Ca
n
y
o
n
Hi
l
l
c
r
e
s
t
/
R
i
d
g
e
v
i
e
w
75
0
0
85
15
2.
1
2 55 100
37
Hi
l
l
c
r
e
s
t
/
R
i
d
g
e
v
i
e
w
Ke
l
l
y
R
i
d
g
e
/
M
i
n
e
r
s
Ra
n
c
h
55
0
0
85
15
2.
1
2 55 100
38
Ke
l
l
y
R
i
d
g
e
/
M
i
n
e
r
s
Ra
n
c
h
Fo
r
b
e
s
t
o
w
n
45
0
0
85
15
2.
1
2 55 100
39
Fo
r
b
e
s
t
o
w
n
Lo
a
f
e
r
C
r
e
e
k
C
a
m
p
18
5
0
85
15
6
4 55 100
40
Lo
a
f
e
r
C
r
e
e
k
C
a
m
p
Fo
r
e
m
a
n
15
0
0
85
15
6
4 55 100
41
St
a
t
e
R
o
u
t
e
1
9
1
Jc
t
R
t
e
7
0
Du
r
h
a
m
P
e
n
t
z
44
5
0
85
15
6
4 55 100
42
Du
r
h
a
m
P
e
n
t
z
Bu
t
t
e
C
o
l
l
e
g
e
54
0
0
85
15
6
4 55 100
43
Bu
t
t
e
C
o
l
l
e
g
e
Pa
r
a
d
i
s
e
64
0
0
85
15
6
4 55 100
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
29
Ap
p
e
n
d
i
x
B
-
2
FH
W
A
-
R
D
-
7
7
-
1
0
8
T
r
a
f
f
i
c
N
o
i
s
e
P
r
e
d
i
c
t
i
o
n
M
o
d
e
l
Pr
e
d
i
c
t
e
d
L
e
v
e
l
s
Pr
o
j
e
c
t
#
:
2
0
0
3
-
0
3
8
De
s
c
r
i
p
t
i
o
n
:
E
x
i
s
t
i
n
g
Ld
n
/
C
N
E
L
:
L
d
n
Ha
r
d
/
S
o
f
t
:
S
o
f
t
Se
g
m
e
n
t
D
e
s
c
r
i
p
t
i
o
n
Se
g
m
e
n
t
Ro
a
d
w
a
y
N
a
m
e
Fr
o
m
To
Au
t
o
s
Me
d
i
u
m
T
r
u
c
k
s
He
a
v
y
T
r
u
c
k
s
Total
1
St
a
t
e
R
o
u
t
e
3
2
Me
r
i
d
i
a
n
Mu
i
r
64
.
0
57
.
2
61.6 66.5
2
Mu
i
r
Ea
s
t
/
N
o
r
t
h
L
i
n
d
o
64
.
1
57
.
4
61.8 66.7
3
Ea
s
t
/
N
o
r
t
h
L
i
n
d
o
We
s
t
L
i
n
d
o
64
.
8
58
.
1
62.5 67.4
4
We
s
t
L
i
n
d
o
We
s
t
8
t
h
64
.
9
58
.
1
62.5 67.4
5
We
s
t
8
t
h
Ch
i
c
o
65
.
6
58
.
8
63.2 68.1
6
Br
u
c
e
Hu
m
b
o
l
d
t
60
.
7
54
.
8
55.9 62.7
7
Ho
g
S
p
r
i
n
g
s
,
H
u
m
b
o
l
d
t
No
p
e
l
58
.
4
52
.
5
53.6 60.4
8
Fo
r
e
s
t
R
a
n
c
h
,
N
o
p
e
l
Hu
m
b
o
l
d
t
55
.
6
49
.
6
50.7 57.6
9
Lo
m
o
,
H
u
m
b
o
l
d
t
Bu
t
t
e
C
o
u
n
t
y
L
i
n
e
54
.
4
48
.
5
49.6 56.4
10
St
a
t
e
R
o
u
t
e
7
0
Lo
w
e
r
H
o
n
c
u
t
Ea
s
t
G
r
i
d
l
e
y
/
S
t
i
m
p
s
o
n
67
.
5
58
.
7
65.9 70.1
11
Ea
s
t
G
r
i
d
l
e
y
/
S
t
i
m
p
s
o
n
Pa
l
e
r
m
o
67
.
7
58
.
9
66.1 70.3
12
We
l
s
h
/
P
a
l
e
r
m
o
Ma
r
y
s
v
i
l
l
e
67
.
7
58
.
9
66.1 70.3
13
Ga
r
d
e
n
Jc
t
R
t
e
1
4
9
W
e
s
t
70
.
0
61
.
2
68.4 72.6
14
Jc
t
R
t
e
1
4
9
W
e
s
t
Jc
t
R
t
e
1
9
1
N
o
r
t
h
65
.
9
57
.
2
61.8 67.7
15
Jc
t
R
t
e
1
9
1
N
o
r
t
h
Co
a
l
C
a
n
y
o
n
61
.
7
54
.
0
61.7 65.0
16
Co
a
l
C
a
n
y
o
n
Pe
n
t
z
60
.
5
52
.
8
60.6 63.9
17
Pe
n
t
z
Bi
g
B
e
n
d
60
.
9
53
.
2
60.9 64.3
18
Pi
n
k
s
t
o
n
/
B
i
g
B
e
n
d
Mi
l
e
p
o
s
t
4
0
.
3
5
58
.
8
51
.
1
58.8 62.2
19
St
a
t
e
R
o
u
t
e
9
9
Li
v
e
O
a
k
,
G
r
i
d
l
e
y
R
o
a
d
Gr
i
d
l
e
y
68
.
8
58
.
5
67.2 71.3
20
Ea
s
t
B
i
g
g
s
H
i
g
h
w
a
y
Jc
t
R
t
e
1
6
2
W
e
s
t
66
.
6
56
.
6
65.6 69.4
21
Jc
t
R
t
e
1
6
2
W
e
s
t
Jc
t
R
t
e
1
6
2
E
a
s
t
66
.
4
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t
o
f
A
l
b
e
r
t
o
n
14
6
5
85
15
2
1
45 100
3
Co
h
a
s
s
e
t
No
r
t
h
o
f
K
e
e
f
e
r
13
0
2
85
15
2
1
45 100
4
Da
y
t
o
n
So
u
t
h
o
f
A
r
c
h
e
r
67
2
3
85
15
2
1
45 100
5
No
r
t
h
o
f
H
e
g
a
n
42
0
3
85
15
2
1
45 100
6
Du
r
h
a
m
D
a
y
t
o
n
We
s
t
o
f
O
r
o
C
h
i
c
o
H
w
y
26
4
9
85
15
2
1
45 100
7
Du
r
h
a
m
P
e
n
t
z
Ea
s
t
o
f
S
R
9
9
89
9
9
85
15
2
1
45 100
8
Ea
s
t
o
f
S
R
1
9
1
23
3
3
85
15
2
1
45 100
9
En
t
l
e
r
Ea
s
t
o
f
P
i
s
t
a
c
h
i
o
93
5
85
15
2
1
45 100
10
Ga
r
n
e
r
No
r
t
h
o
f
S
R
9
9
51
2
6
85
15
2
1
45 100
11
He
g
a
n
Ea
s
t
o
f
F
i
m
p
l
e
36
0
9
85
15
2
1
45 100
12
Hi
c
k
s
No
r
t
h
o
f
E
a
t
o
n
35
7
3
85
15
2
1
45 100
13
Ho
n
e
y
R
u
n
We
s
t
o
f
C
e
n
t
e
r
v
i
l
l
e
14
6
0
85
15
2
1
45 100
14
Ke
e
f
e
r
We
s
t
o
f
G
a
r
n
e
r
11
6
0
85
15
2
1
45 100
15
La
r
k
i
n
So
u
t
h
o
f
C
h
a
n
d
o
n
27
9
5
85
15
2
1
45 100
16
So
u
t
h
o
f
S
R
1
6
2
41
6
1
85
15
2
1
45 100
17
Lo
s
V
e
r
j
e
l
e
s
So
u
t
h
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f
L
a
P
o
r
t
e
11
0
2
85
15
2
1
45 100
18
Mi
d
w
a
y
So
u
t
h
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f
D
u
r
h
a
m
D
a
y
t
o
n
47
6
0
85
15
2
1
45 100
19
Or
d
F
e
r
r
y
We
s
t
o
f
A
g
u
a
s
F
r
i
a
s
43
9
2
85
15
2
1
45 100
20
Ea
s
t
o
f
R
i
v
e
r
22
5
1
85
15
2
1
45 100
21
Or
o
Q
u
i
n
c
y
H
w
y
La
k
e
M
a
d
r
o
n
e
B
r
i
d
g
e
72
6
85
15
2
1
45 100
22
Sk
y
w
a
y
So
u
t
h
o
f
H
o
n
e
y
R
u
n
27
4
9
0
85
15
2
1
45 100
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
34
Ap
p
e
n
d
i
x
B
-
5
FH
W
A
-
R
D
-
7
7
-
1
0
8
T
r
a
f
f
i
c
N
o
i
s
e
P
r
e
d
i
c
t
i
o
n
M
o
d
e
l
Pr
e
d
i
c
t
e
d
L
e
v
e
l
s
Pr
o
j
e
c
t
#
:
2
0
0
3
-
0
3
8
De
s
c
r
i
p
t
i
o
n
:
E
x
i
s
t
i
n
g
Ld
n
/
C
N
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L
:
L
d
n
Ha
r
d
/
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o
f
t
:
S
o
f
t
Se
g
m
e
n
t
Ro
a
d
w
a
y
N
a
m
e
Se
g
m
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n
t
D
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p
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t
o
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Me
d
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u
m
T
r
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k
s
He
a
v
y
T
r
u
c
k
s
Total
1
Ag
u
a
s
F
r
i
a
s
So
u
t
h
o
f
D
u
r
h
a
m
D
a
y
t
o
n
52
.
3
43
.
7
45.2 53.5
2
Ch
i
c
o
R
i
v
e
r
We
s
t
o
f
A
l
b
e
r
t
o
n
53
.
1
44
.
5
46.0 54.4
3
Co
h
a
s
s
e
t
No
r
t
h
o
f
K
e
e
f
e
r
52
.
6
44
.
0
45.5 53.9
4
Da
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t
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n
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u
t
h
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f
A
r
c
h
e
r
59
.
8
51
.
1
52.6 61.0
5
No
r
t
h
o
f
H
e
g
a
n
57
.
7
49
.
1
50.6 59.0
6
Du
r
h
a
m
D
a
y
t
o
n
We
s
t
o
f
O
r
o
C
h
i
c
o
H
w
y
55
.
7
47
.
1
48.6 57.0
7
Du
r
h
a
m
P
e
n
t
z
Ea
s
t
o
f
S
R
9
9
61
.
0
52
.
4
53.9 62.3
8
Ea
s
t
o
f
S
R
1
9
1
55
.
2
46
.
6
48.0 56.4
9
En
t
l
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r
Ea
s
t
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f
P
i
s
t
a
c
h
i
o
51
.
2
42
.
6
44.1 52.4
10
Ga
r
n
e
r
No
r
t
h
o
f
S
R
9
9
58
.
6
50
.
0
51.5 59.8
11
He
g
a
n
Ea
s
t
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f
F
i
m
p
l
e
57
.
1
48
.
4
49.9 58.3
12
Hi
c
k
s
No
r
t
h
o
f
E
a
t
o
n
57
.
0
48
.
4
49.9 58.3
13
Ho
n
e
y
R
u
n
We
s
t
o
f
C
e
n
t
e
r
v
i
l
l
e
53
.
1
44
.
5
46.0 54.4
14
Ke
e
f
e
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We
s
t
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f
G
a
r
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r
52
.
1
43
.
5
45.0 53.4
15
La
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k
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So
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h
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C
h
a
n
d
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n
55
.
9
47
.
3
48.8 57.2
16
So
u
t
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f
S
R
1
6
2
57
.
7
49
.
1
50.6 58.9
17
Lo
s
V
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j
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l
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s
So
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h
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f
L
a
P
o
r
t
e
51
.
9
43
.
3
44.8 53.1
18
Mi
d
w
a
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So
u
t
h
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f
D
u
r
h
a
m
D
a
y
t
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n
58
.
3
49
.
6
51.1 59.5
19
Or
d
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We
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f
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a
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s
57
.
9
49
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3
50.8 59.2
20
Ea
s
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f
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v
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r
55
.
0
46
.
4
47.9 56.2
21
Or
o
Q
u
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M
a
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e
B
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50
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1
41
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5
43.0 51.3
22
Sk
y
w
a
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So
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H
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e
y
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u
n
65
.
9
57
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3
58.8 67.1
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
35
Ap
p
e
n
d
i
x
B
-
6
FH
W
A
-
R
D
-
7
7
-
1
0
8
T
r
a
f
f
i
c
N
o
i
s
e
P
r
e
d
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c
t
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o
n
M
o
d
e
l
No
i
s
e
C
o
n
t
o
u
r
O
u
t
p
u
t
Pr
o
j
e
c
t
#
:
2
0
0
3
-
0
3
8
De
s
c
r
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p
t
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o
n
:
E
x
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g
Ld
n
/
C
N
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L
:
L
d
n
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r
d
/
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f
t
:
S
o
f
t
--
D
i
s
t
a
n
c
e
s
t
o
T
r
a
f
f
i
c
N
o
i
s
e
C
o
n
t
o
u
r
s
-
-
Se
g
m
e
n
t
Ro
a
d
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y
N
a
m
e
Se
g
m
e
n
t
D
e
s
c
r
i
p
t
i
o
n
75
70
65
60 55
1
Ag
u
a
s
F
r
i
a
s
So
u
t
h
o
f
D
u
r
h
a
m
D
a
y
t
o
n
4
8
17
37 80
2
Ch
i
c
o
R
i
v
e
r
We
s
t
o
f
A
l
b
e
r
t
o
n
4
9
20
42 91
3
Co
h
a
s
s
e
t
No
r
t
h
o
f
K
e
e
f
e
r
4
8
18
39 84
4
Da
y
t
o
n
So
u
t
h
o
f
A
r
c
h
e
r
12
25
54
117 251
5
No
r
t
h
o
f
H
e
g
a
n
9
18
40
85 184
6
Du
r
h
a
m
D
a
y
t
o
n
We
s
t
o
f
O
r
o
C
h
i
c
o
H
w
y
6
14
29
63 135
7
Du
r
h
a
m
P
e
n
t
z
Ea
s
t
o
f
S
R
9
9
14
31
66
142 305
8
Ea
s
t
o
f
S
R
1
9
1
6
12
27
58 124
9
En
t
l
e
r
Ea
s
t
o
f
P
i
s
t
a
c
h
i
o
3
7
15
31 67
10
Ga
r
n
e
r
No
r
t
h
o
f
S
R
9
9
10
21
45
97 210
11
He
g
a
n
Ea
s
t
o
f
F
i
m
p
l
e
8
17
36
77 166
12
Hi
c
k
s
No
r
t
h
o
f
E
a
t
o
n
8
16
36
77 165
13
Ho
n
e
y
R
u
n
We
s
t
o
f
C
e
n
t
e
r
v
i
l
l
e
4
9
20
42 91
14
Ke
e
f
e
r
We
s
t
o
f
G
a
r
n
e
r
4
8
17
36 78
15
La
r
k
i
n
So
u
t
h
o
f
C
h
a
n
d
o
n
6
14
30
65 140
16
So
u
t
h
o
f
S
R
1
6
2
8
18
39
85 182
17
Lo
s
V
e
r
j
e
l
e
s
So
u
t
h
o
f
L
a
P
o
r
t
e
3
8
16
35 75
18
Mi
d
w
a
y
So
u
t
h
o
f
D
u
r
h
a
m
D
a
y
t
o
n
9
20
43
93 200
19
Or
d
F
e
r
r
y
We
s
t
o
f
A
g
u
a
s
F
r
i
a
s
9
19
41
88 189
20
Ea
s
t
o
f
R
i
v
e
r
6
12
26
56 121
21
Or
o
Q
u
i
n
c
y
H
w
y
La
k
e
M
a
d
r
o
n
e
B
r
i
d
g
e
3
6
12
26 57
22
Sk
y
w
a
y
So
u
t
h
o
f
H
o
n
e
y
R
u
n
30
64
13
8
298 642
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
C
o
u
n
t
y
G
e
n
e
r
a
l
P
l
a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
36
Ap
p
e
n
d
i
x
C
-
1
Co
n
t
i
n
u
o
u
s
H
o
u
r
l
y
M
e
a
s
u
r
e
d
N
o
i
s
e
L
e
v
e
l
s
Si
t
e
A
-
M
a
g
a
l
i
a
Tu
e
s
d
a
y
M
a
r
c
h
1
1
,
2
0
0
3
-
W
e
d
n
e
s
d
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y
M
a
r
c
h
1
2
,
2
0
0
3
Ch
a
p
t
e
r
1
7
:
N
o
i
s
e
Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
t
e
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u
n
t
y
G
e
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r
a
l
P
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a
n
B
a
c
k
g
r
o
u
n
d
R
e
p
o
r
t
37
Ap
p
e
n
d
i
x
C
-
3
Co
n
t
i
n
u
o
u
s
H
o
u
r
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y
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e
a
s
u
r
e
d
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o
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e
L
e
v
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l
s
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t
e
C
-
H
i
g
h
w
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y
9
9
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d
n
e
s
d
a
y
M
a
r
c
h
1
2
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2
0
0
3
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T
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h
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Ch
a
p
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r
1
7
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Fi
n
a
l
D
r
a
f
t
August 8, 2005
Bu
t
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n
d
R
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p
o
r
t
38
Ap
p
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n
d
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x
C
-
4
Co
n
t
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n
u
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u
s
H
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y
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e
a
s
u
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d
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L
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v
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l
s
Si
t
e
D
-
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i
g
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y
7
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y
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h
1
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2
0
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3
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Ch
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r
1
7
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