The Project is anticipated to be constructed within existing City owned right of way. There is no additional right of way acquisition anticipated. There may be limited access to residential properties for short periods as the contractor works in the vicinity, however, full access will be restored as soon as possible, or by the end of the workday. The project would not involve the use of a temporary road or ramp closure. Temporary detours may be required for through traffic. Project cost is approximately $8,038,000. Construction will begin in the Summer of 2022 and is anticipated to last 4 months.
I
0 5 10 15
Miles
Source: ESRI 2008; Dokken Engineering11/12/2021; Created By: kchen
T U L A R E
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Sierra National Forest
Sequoia National Forest
Sequoia National Park
Kings Canyon National Park
Inyo National Forest
Sequoia National Monument
Millerton Lake State Recreation Area Millerton Lake State Recreation Area Cutler Park Cutler Park
Fresno County Laton-Kingston P Fresno County Laton-Kingston P Cob Park Cob Park
V:\2866_Riggin_Widening_Mooney_Conyer\F1_Vicinity.mxd
FIGURE 1
Project Vicinity
HIPL-5044(140)
Riggin Avenue Widening - Mooney Boulevard to Conyer Street City of Visalia, California
PACIFIC
OCEAN
Tulare
County
CA
NV
AZ
OR
UT
ID
^_
Project Location
Visalia
ST63
ST216
ST63
CR J32
N Demaree St
W Houston Ave
W Riggin Ave
N Mooney Blvd
RD 108
W Murray Ave E Murray Ave
NE 1st Ave
W School Ave
Demaree Rd
E School Ave
Riggin Ave
RD 108
CR J32
AVE 320
Pratt Rd
St
N Court St
N Giddings St
River Way Dr
N Burke St
W Prospect Ave N Turner St
N Bridge St
N Willis St
AVE 322
N Stevenson St
N Jacob St
N Highland St
W Oak Ave
W Goshen Ave
W Sweet Ave N Floral St
Marlin Ave
W Robin Dr
N Rinaldi St
N Leslie St
Cassella Rd
W Grove Ave
N Divisadero St
E Race Ave
W Elowin Ave
N Garden St
N Encina St
N Shady St
W Border Link s Dr
W Hyde Ave
RD 127
N Woodland St
NE 3rd Ave
AVE 324
E Douglas Ave
N Conyer St
NE 2nd Ave
W Shannon Pky
W Harold Ave
N Hall St
N Tipton St
W Glendale Ave
N Elm St
N Park St
W Green Acres Dr
W Robin Ave
W Vine St N
Ranch
St
N Liberty St
Bermuda St
W Vine Ave
R
D 122
W Taylor Ave
Ferguson Ave
W Delta Ave
W Perez Ave
E Oak Ave
W Sedona Ave
E Ferguson Ave
N Fulgham St
W Ferguson Ave
Elbow Ct
W Club Dr
W Wren Ave
W Sunnyview Ave
W Wren Dr
W Oriole Ave
W Keogh Ave
W Clinton Ave
W Tyler Ave
E Sunnyview Ave
W Lark Ave
N Clark St
E Modoc Ave
N Oak Park St
W Harold Ct
Clinton St
W Pearl St
Friden Ave
Elm St
N Burke St
W Ferguson Ave
N Clark St
St
W Vine Ave
St
W Oak Ave
AVE 322
W Vine Ave
W Perez Ave
Wutchumna Ditch
Modoc Ditch
Saint J o hns River
St Joh ns River
Mill Creek Mill Creek
Saint Johns River
UV63
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Riggin
Demaree
Houston
Murray
Mooney
108
Jacob
Goshen
108
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Club
Saint Johns River Saint Johns River
0 0.25 0.5 0.75 1
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I
Source: ESRI World Street Maps Online; Dokken Engineering 11/12/2021; Created By: kchen Project Area
Project Location
FIGURE 2
Project Location
HIPL-5044(140)
Riggin Avenue Widening - Mooney Boulevard to Conyer Street City of Visalia, California
Document Path: V:\2866_Riggin_Widening_Mooney_Conyer\F2_Location.mxd W Riggin Ave
N Mooney Blvd
W Robin Dr
W Dove Dr
N Giddings St
N Quail Dr
N Canary Dr
W Oriole Ave
N Conyer St
W Lark Ave
W Robin Ave Elm St
N Elm Ct
N Dayton Ct
N Fairway St
N Wren Dr
N Divisadero St
N Central Ct
N Rinaldi St
N Turner St
Divisadero St
W Oriole Dr
W Robin Ave
W Oriole Ave
N Fairway St
W Lark Ave
W Lark Ave
N Divisadero St
N Central Ct
FIGURE 3
Project Features
HIPL-5044(140)
Riggin Avenue Widening - Mooney Boulevard to Conyer Street City of Visalia, California
Source: ESRI Maps Online; Dokken Engineering 12/15/2021; Created By: kchen V:\2866_Riggin_Widening_Mooney_Conyer\F3_Project Features.mxd I
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1 inch = 250 feet
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Proposed Lane Striping
Proposed Median, Curb, and Edge of Pavement
Proposed Frontage Road
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 7 Chapter 3. Fundamentals of Traffic Noise
The following is a brief discussion of fundamental traffic noise concepts. For a detailed discussion, please refer to Caltrans’ Technical Noise Supplement (TeNS) (Caltrans 2013), a technical supplement to the Protocol that is available on the Caltrans Web site (http://www.dot.ca.gov/hq/env/noise/pub/TeNS_Sept_2013B.pdf).
3.1. Sound, Noise, and Acoustics
Sound can be described as the mechanical energy of a vibrating object transmitted by pressure waves through a liquid or gaseous medium (e.g., air) to a hearing organ, such as a human ear. Noise is defined as loud, unexpected, or annoying sound.
In the science of acoustics, the fundamental model consists of a sound (or noise) source, a receptor, and the propagation path between the two. The loudness of the noise source and obstructions or atmospheric factors affecting the propagation path to the receptor determine the sound level and characteristics of the noise perceived by the receptor. The field of acoustics deals primarily with the propagation and control of sound.
3.2. Frequency
Continuous sound can be described by frequency (pitch) and amplitude (loudness). A lowfrequency sound is perceived as low in pitch. Frequency is expressed in terms of cycles per second, or Hertz (Hz) (e.g., a frequency of 250 cycles per second is referred to as 250 Hz). High frequencies are sometimes more conveniently expressed in kilohertz (kHz), or thousands of Hertz. The audible frequency range for humans is generally between 20 Hz and 20,000 Hz.
3.3. Sound Pressure Levels and Decibels
The amplitude of pressure waves generated by a sound source determines the loudness of that source. Sound pressure amplitude is measured in micro-Pascals (mPa). One mPa is approximately one hundred billionth (0.00000000001) of normal atmospheric pressure.
Sound pressure amplitudes for different kinds of noise environments can range from less than 100 to 100,000,000 mPa. Because of this huge range of values, sound is rarely expressed in terms of mPa. Instead, a logarithmic scale is used to describe sound pressure level (SPL) in terms of decibels (dB). The threshold of hearing for young people is about 0 dB, which corresponds to 20 mPa.
Chapter 3 Fundamentals of Traffic Noise
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 8
3.4. Addition of Decibels
Because decibels are logarithmic units, SPL cannot be added or subtracted through ordinary arithmetic. Under the decibel scale, a doubling of sound energy corresponds to a 3-dB increase. In other words, when two identical sources are each producing sound of the same loudness, the resulting sound level at a given distance would be 3 dB higher than one source under the same conditions. For example, if one automobile produces an SPL of 70 dB when it passes an observer, two cars passing simultaneously would not produce 140 dB—rather, they would combine to produce 73 dB. Under the decibel scale, three sources of equal loudness together produce a sound level 5 dB louder than one source.
3.5. A-Weighted Decibels
The decibel scale alone does not adequately characterize how humans perceive noise. The dominant frequencies of a sound have a substantial effect on the human response to that sound. Although the intensity (energy per unit area) of the sound is a purely physical quantity, the loudness or human response is determined by the characteristics of the human ear.
Human hearing is limited in the range of audible frequencies as well as in the way it perceives the SPL in that range. In general, people are most sensitive to the frequency range of 1,000–8,000 Hz, and perceive sounds within that range better than sounds of the same amplitude in higher or lower frequencies. To approximate the response of the human ear, sound levels of individual frequency bands are weighted, depending on the human sensitivity to those frequencies. Then, an “A-weighted” sound level (expressed in units of dBA) can be computed based on this information.
The A-weighting network approximates the frequency response of the average young ear when listening to most ordinary sounds. When people make judgments of the relative loudness or annoyance of a sound, their judgments correlate well with the A-scale sound levels of those sounds. Other weighting networks have been devised to address high noise levels or other special problems (e.g., B-, C-, and D-scales), but these scales are rarely used in conjunction with highway-traffic noise. Noise levels for traffic noise reports are typically reported in terms of A-weighted decibels or dBA. Table 3-1 describes typical Aweighted noise levels for various noise sources.
Chapter 3 Fundamentals of Traffic Noise
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 9 Table 3-1. Typical A-Weighted Noise Levels
Common Outdoor Activities Noise Level
(dBA) Common Indoor Activities
— 110 — Rock band
Jet fly-over at 1000 feet
— 100 —
Gas lawn mower at 3 feet
— 90 —
Diesel truck at 50 feet at 50 mph Food blender at 3 feet — 80 — Garbage disposal at 3 feet
Noisy urban area, daytime
Gas lawn mower, 100 feet — 70 — Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet
Heavy traffic at 300 feet — 60 —
Large business office
Quiet urban daytime — 50 — Dishwasher next room
Quiet urban nighttime — 40 — Theater, large conference room (background) Quiet suburban nighttime
— 30 — Library
Quiet rural nighttime Bedroom at night, concert hall (background) — 20 —
Broadcast/recording studio
— 10 —
Lowest threshold of human hearing — 0 — Lowest threshold of human hearing Source: Caltrans 2013.
3.6. Human Response to Changes in Noise Levels
As discussed above, doubling sound energy results in a 3-dB increase in sound. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different than what is measured.
Under controlled conditions in an acoustical laboratory, the trained, healthy human ear is able to discern 1-dB changes in sound levels, when exposed to steady, single-frequency (“pure-tone”) signals in the midfrequency (1,000 Hz–8,000 Hz) range. In typical noisy environments, changes in noise of 1 to 2 dB are generally not perceptible. However, it is widely accepted that people are able to begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5-dB increase is generally perceived as a distinctly noticeable increase, and a 10-dB increase is generally perceived as a doubling of loudness.
Therefore, a doubling of sound energy (e.g., doubling the volume of traffic on a highway) that would result in a 3-dB increase in sound, would generally be perceived as barely detectable.
Chapter 3 Fundamentals of Traffic Noise
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 10
3.7. Noise Descriptors
Noise in our daily environment fluctuates over time. Some fluctuations are minor, but some are substantial. Some noise levels occur in regular patterns, but others are random.
Some noise levels fluctuate rapidly, but others slowly. Some noise levels vary widely, but others are relatively constant. Various noise descriptors have been developed to describe time-varying noise levels. The following are the noise descriptors most commonly used in traffic noise analysis.
• Equivalent Sound Level (Leq): Leq represents an average of the sound energy occurring over a specified period. In effect, Leq is the steady-state sound level containing the same acoustical energy as the time-varying sound that actually occurs during the same period. The 1-hour A-weighted equivalent sound level (Leq[h]) is the energy average of A-weighted sound levels occurring during a one-hour period, and is the basis for noise abatement criteria (NAC) used by Caltrans and FHWA. • Percentile-Exceeded Sound Level (Lxx): Lxx represents the sound level exceeded for a given percentage of a specified period (e.g., L10 is the sound level exceeded 10% of the time, and L90 is the sound level exceeded 90% of the time). • Maximum Sound Level (Lmax): Lmax is the highest instantaneous sound level measured during a specified period.
• Day-Night Level (Ldn): Ldn is the energy average of A-weighted sound levels occurring over a 24-hour period, with a 10-dB penalty applied to A-weighted sound levels occurring during nighttime hours between 10 p.m. and 7 a.m. • Community Noise Equivalent Level (CNEL): Similar to Ldn, CNEL is the energy average of the A-weighted sound levels occurring over a 24-hour period, with a 10- dB penalty applied to A-weighted sound levels occurring during the nighttime hours between 10 p.m. and 7 a.m., and a 5-dB penalty applied to the A-weighted sound levels occurring during evening hours between 7 p.m. and 10 p.m.
3.8. Sound Propagation
When sound propagates over a distance, it changes in level and frequency content. The manner in which noise reduces with distance depends on the following factors.
Chapter 3 Fundamentals of Traffic Noise
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 11
3.8.1. Geometric Spreading
Sound from a localized source (i.e., a point source) propagates uniformly outward in a spherical pattern. The sound level attenuates (or decreases) at a rate of 6 decibels for each doubling of distance from a point source. Highways consist of several localized noise sources on a defined path, and hence can be treated as a line source, which approximates the effect of several point sources. Noise from a line source propagates outward in a cylindrical pattern, often referred to as cylindrical spreading. Sound levels attenuate at a rate of 3 decibels for each doubling of distance from a line source.
3.8.2. Ground Absorption
The propagation path of noise from a highway to a receptor is usually very close to the ground. Noise attenuation from ground absorption and reflective-wave canceling adds to the attenuation associated with geometric spreading. Traditionally, the excess attenuation has also been expressed in terms of attenuation per doubling of distance. This approximation is usually sufficiently accurate for distances of less than 200 feet. For acoustically hard sites (i.e., sites with a reflective surface between the source and the receptor, such as a parking lot or body of water,), no excess ground attenuation is assumed.
For acoustically absorptive or soft sites (i.e., those sites with an absorptive ground surface between the source and the receptor, such as soft dirt, grass, or scattered bushes and trees), an excess ground-attenuation value of 1.5 decibels per doubling of distance is normally assumed. When added to the cylindrical spreading, the excess ground attenuation results in an overall drop-off rate of 4.5 decibels per doubling of distance.
3.8.3. Atmospheric Effects
Receptors located downwind from a source can be exposed to increased noise levels relative to calm conditions, whereas locations upwind can have lowered noise levels.
Sound levels can be increased at large distances (e.g., more than 500 feet) from the highway due to atmospheric temperature inversion (i.e., increasing temperature with elevation).
Other factors such as air temperature, humidity, and turbulence can also have significant effects.
3.8.4. Shielding by Natural or Human-Made Features
A large object or barrier in the path between a noise source and a receptor can substantially attenuate noise levels at the receptor. The amount of attenuation provided by shielding depends on the size of the object and the frequency content of the noise source. Natural terrain features (e.g., hills and dense woods) and human-made features (e.g., buildings and walls) can substantially reduce noise levels. Walls are often constructed between a source and a receptor specifically to reduce noise. A barrier that breaks the line of sight between Chapter 3 Fundamentals of Traffic Noise
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 12 a source and a receptor will typically result in at least 5 dB of noise reduction. Taller barriers provide increased noise reduction. Vegetation between the highway and receptor is rarely effective in reducing noise because it does not create a solid barrier.
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 13 Chapter 4. Federal Regulations and State
Policies
This report focuses on the requirements of 23 CFR 772, as discussed below.
4.1. Federal Regulations
4.1.1. 23 CFR 772
23 CFR 772 provides procedures for preparing operational and construction noise studies and evaluating noise abatement considered for federal and Federal-aid highway projects.
Under 23 CFR 772.7, projects are categorized as Type I, Type II, or Type III projects. • FHWA defines a Type I project as a proposed federal or federal-aid highway project for the construction of a highway on a new location or the physical alteration of an existing highway which significantly changes either the horizontal or vertical alignment of the highway. The following projects are also considered to be Type I projects:
• The addition of a through-traffic lane(s). This includes the addition of a throughtraffic lane that functions as a high-occupancy vehicle (HOV) lane, high-occupancy toll (HOT) lane, bus lane, or truck climbing lane,
• The addition of an auxiliary lane, except for when the auxiliary lane is a turn lane, • The addition or relocation of interchange lanes or ramps added to a quadrant to complete an existing partial interchange,
• Restriping existing pavement for the purpose of adding a through traffic lane or an auxiliary lane,
• The addition of a new or substantial alteration of a weigh station, rest stop, rideshare lot, or toll plaza.
If a project is determined to be a Type I project under this definition, the entire project area as defined in the environmental document is a Type I project.
A Type II project is a noise barrier retrofit project that involves no changes to highway capacity or alignment. A Type III project is a project that does not meet the classifications of a Type I or Type II project. Type III projects do not require a noise analysis.
Chapter 4 Federal Regulations and State Policies
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 14 Under 23 CFR 772.11, noise abatement must be considered for Type I projects if the project is predicted to result in a traffic noise impact. In such cases, 23 CFR 772 requires that the project sponsor “consider” noise abatement before adoption of the final NEPA document.
This process involves identification of noise abatement measures that are reasonable, feasible, and likely to be incorporated into the project, and of noise impacts for which no apparent solution is available.
Traffic noise impacts, as defined in 23 CFR 772.5, occur when the predicted noise level in the design year approaches or exceeds the NAC specified in 23 CFR 772, or a predicted noise level substantially exceeds the existing noise level (a “substantial” noise increase). 23 CFR 772 does not specifically define the terms “substantial increase” or “approach”; these criteria are defined in the Protocol, as described below.
Table 4-1 summarizes NAC corresponding to various land use activity categories. Activity categories and related traffic noise impacts are determined based on the actual or permitted land use in a given area.
4.1.2. Traffic Noise Analysis Protocol for New Highway Construction and Reconstruction Projects
The Protocol specifies the policies, procedures, and practices to be used by agencies that sponsor new construction or reconstruction of federal or Federal-aid highway projects. The Protocol defines a noise increase as substantial when the predicted noise levels with project implementation exceed existing noise levels by 12 dBA or more. The Protocol also states that a sound level is considered to approach an NAC level when the sound level is within 1 dB of the NAC identified in 23 CFR 772 (e.g., 66 dBA is considered to approach the NAC of 67 dBA, but 65 dBA is not).
The Technical Noise Supplement to the Protocol provides detailed technical guidance for the evaluation of highway traffic noise. This includes field measurement methods, noise modeling methods, and report preparation guidance.
Chapter 4 Federal Regulations and State Policies
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 15 Table 4-1. Activity Categories and Noise Abatement Criteria (23 CFR 772) Activity
Category
Activity
Leq[h]1 Evaluation Location Description of Activities
A 57 Exterior Lands on which serenity and quiet are of extraordinary significance and serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose.
B
2 67 Exterior Residential.
C
2 67 Exterior Active sport areas, amphitheaters, auditoriums, campgrounds, cemeteries, day care centers, hospitals, libraries, medical facilities, parks, picnic areas, places of worship, playgrounds, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, recreation areas, Section 4(f) sites, schools, television studios, trails, and trail crossings.
D 52 Interior Auditoriums, day care centers, hospitals, libraries, medical facilities, places of worship, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, schools, and television studios.
E 72 Exterior Hotels, motels, offices, restaurants/bars, and other developed lands, properties, or activities not included in A–D or F.
F Agriculture, airports, bus yards, emergency services, industrial, logging, maintenance facilities, manufacturing, mining, rail yards, retail facilities, shipyards, utilities (water resources, water treatment, electrical), and warehousing.
G Undeveloped lands that are not permitted.
1 The Leq(h) activity criteria values are for impact determination only and are not design standards for noise abatement measures. All values are A-weighted decibels (dBA). 2 Includes undeveloped lands permitted for this activity category.
4.2. State Regulations and Policies
4.2.1. California Environmental Quality Act (CEQA)
Noise analysis under the California Environmental Quality Act (CEQA) may be required regardless of whether or not the project is a Type I project. The CEQA noise analysis is completely independent of the 23 CFR 772 analysis done for NEPA. Under CEQA, the baseline noise level is compared to the build noise level. The assessment entails looking at the setting of the noise impact and then how large or perceptible any noise increase would be in the given area. Key considerations include: the uniqueness of the setting, the sensitive nature of the noise receptors, the magnitude of the noise increase, the number of residences affected, and the absolute noise level.
Chapter 4 Federal Regulations and State Policies
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 16 The significance of noise impacts under CEQA are addressed in the environmental document rather than the NSR. Even though the NSR (or noise technical memorandum) does not specifically evaluate the significance of noise impacts under CEQA, it must contain the technical information that is needed to make that determination in the environmental document.
4.2.2. Section 216 of the California Streets and Highways Code Section 216 of the California Streets and Highways Code relates to the noise effects of a proposed freeway project on public and private elementary and secondary schools. Under this code, a noise impact occurs if, as a result of a proposed freeway project, noise levels exceed 52 dBA-Leq(h) in the interior of public or private elementary or secondary classrooms, libraries, multipurpose rooms, or spaces. This requirement does not replace the “approach or exceed” NAC criterion for FHWA Activity Category E for classroom interiors, but it is a requirement that must be addressed in addition to the requirements of 23 CFR 772.
If a project results in a noise impact under this code, noise abatement must be provided to reduce classroom noise to a level that is at or below 52 dBA-Leq(h). If the noise levels generated from freeway and roadway sources exceed 52 dBA-Leq(h) prior to the construction of the proposed freeway project, then noise abatement must be provided to reduce the noise to the level that existed prior to construction of the project.
If a project results in a noise impact under this code, noise abatement must be provided to reduce classroom noise to a level that is at or below 52 dBA Leq(h). If the classroom noise level generated from freeway and non-freeway sources exceed 52 dBA Leq(h) prior to the construction of the proposed freeway project, then noise abatement must be provided to reduce the noise to the level that existed prior to construction of the project.
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 17 Chapter 5. Study Methods and Procedures
5.1. Methods for Identifying Land Uses and Selecting Noise Measurement and Modeling Receiver Locations
A review of aerial photography and the City of Visalia General Plan Land Use Map were studied to identify land uses that could be subject to traffic and construction noise impacts from the proposed Project. Existing land uses in the Project area were categorized by land use type and Activity Category as defined in Table 4-1, and the extent of frequent human use. Land uses in the Project vicinity consist of residential, agricultural parcels. Receptors were included in this assessment if they were located in the first row of receivers in sensitive land uses adjacent to the proposed Riggin Avenue widening that would benefit from a lowered noise level. A total of 43 (forty-three) receptor locations were modelled within this evaluation area. These modeled receptor locations are shown in Figure 4. As stated in the Protocol, noise abatement is only considered where frequent human use occurs and where a lowered noise level would be of benefit. Accordingly, this impact analysis focuses on locations with defined outdoor activity areas, such as residential backyards and common use areas at multi-family residences.
The geometry of the project relative to nearby existing and planned land uses was also identified. The topography of the project area varies in elevation throughout the proposed project right of way.
Short-term measurement locations were selected to serve as representative modeling locations and for noise model calibration purposes.
5.2. Field Measurement Procedures
A field noise study was conducted in accordance with recommended procedures in TeNs.
The following is a summary of the measurement equipment and procedures used to collect existing sound level data.
5.2.1. Short-Term Measurements
Short-term measurements were conducted on November 30th, 2021 using a Larson Davis Model 824 Type 1 sound level meter. Measurements were taken over a 15-minute period at each site. Short-term monitoring was conducted at Activity Category B and F land uses.
The short-term measurement locations are identified in Figure 4. Noise measurement field monitoring forms are located in Appendix D.
Chapter 5 Study Methods and Procedures
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 18 During the short-term measurements, field staff attended each meter. Minute-to-minute Leq values collected during the measurement period (typically 15 minutes in duration) were logged manually, and dominant noise sources observed during each individual 1-minute period were also identified and logged. Using this approach, those minutes when traffic noise was observed to be a dominant contributor to noise levels at a given measurement location could be distinguished from one-minute noise levels where other non-traffic noise sources (such as aircraft and lawn equipment) contributed significantly to existing noise levels.
Temperature, wind speed, and humidity were recorded based on weather.com results at the time of the short-term monitoring session. During the short-term measurements at NM-1 through NM-3, wind speeds typically averaged 2 to 3 miles per hour (mph). Temperatures 70°F, with relative humidity ranging from 38% to 41%.
Vehicles were classified as automobiles, medium-duty trucks, or heavy-duty trucks.
Automobiles are vehicles with two axles and four tires that are designed primarily to carry passengers. Small vans and light trucks are included in this category. Medium-duty trucks included all cargo vehicles with two axles and six tires. Heavy-duty trucks include all vehicles with three or more axles. The posted speed limit on the adjacent local roadways was approximately 45 miles per hour (mph). Traffic was observed to be travelling at approximately 45 mph on Riggin Avenue during the short-term measurements.
5.3. Traffic Noise Level Prediction Methods
Traffic noise levels were predicted using the FHWA Traffic Noise Model Version 2.5 (TNM 2.5). Key inputs to the traffic noise model were the locations of roadways, shielding features, ground type, and receivers. Three-dimensional representations of these inputs were developed using CAD drawings, aerials, and topographic contours provided by the project engineers.
Traffic noise was evaluated under existing conditions, design year No Build conditions, and design year conditions with the project alternative. Traffic volumes, vehicle classification percentages, and traffic speeds under existing and design year (2030) conditions were provided by the Visalia General Plan Update – Final Environmental Impact Report (City of Visalia 2014) for input into the traffic noise model. Since the Final Environmental Impact Report only includes traffic volume projections up to 2030, a projected annual growth rate of 2.6% was applied to estimate peak hour traffic in the existing baseline year 2021 and design year 2040.
Chapter 5 Study Methods and Procedures
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 19 Appendix B contains a summary of the traffic volumes and assumptions used for modeling existing and design year conditions with and without the project alternatives.
Chapter 5 Study Methods and Procedures
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 30 [THIS PAGE IS INTENTIONALLY LEFT BLANK]
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W Riggin Ave
N Mooney Blvd
W Robin Dr
W Dove Dr
N Giddings St
N Quail Dr
N Canary Dr
W Oriole Ave
N Conyer St
W Lark Ave
W Robin Ave Elm St
N Elm Ct
N Dayton Ct
N Fairway St
N Wren Dr
N Divisadero St
N Central Ct
Divisadero St
W Oriole Dr
W Robin Ave
W Oriole Ave
N Fairway St
W Lark Ave
W Lark Ave
N Divisadero St
N Central Ct
FIGURE 4
Noise Measurements and Receiver Locations
HIPL-5044(140)
Riggin Avenue Widening - Mooney Boulevard to Conyer Street City of Visalia, California
Source: ESRI Maps Online; Dokken Engineering 12/15/2021; Created By: kchen V:\2866_Riggin_Widening_Mooney_Conyer\Noise\F4_Noise_.mxd I
0 200 400 600 800 1,000
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1 inch = 250 feet
Project Area
Proposed Lane Striping
Proposed Median, Curb, and Edge of Pavement
Proposed Frontage Road
Future Residences
!> Noise Receiver Locations
!> Noise Measurement Locations
Chapter 5 Study Methods and Procedures
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 33 To validate the accuracy of field noise measurements results, TNM 2.5 was used to compare measured noise levels to modeled noise levels at field measurement locations.
For each location, traffic volumes counted during a 15-minute period during the short-term measurements were normalized to one-hour volumes. These normalized volumes were assigned to the corresponding proposed project area roadways to simulate the noise source strength during the actual measurement period. Modeled and measured noise levels were then compared to determine if a K-factor would need to be applied to any monitoring location.
5.4. Methods for Identifying Traffic Noise Impacts and
Consideration of Abatement
Traffic noise impacts are considered to occur at receptor locations where predicted design year noise levels are 12 dB or more greater than existing noise levels, or where predicted design year noise levels approach or exceed the NAC for the applicable activity category.
Where traffic noise impacts are identified, noise abatement must be considered for reasonableness and feasibility as required by 23 CFR 772 and the Protocol.
According to the Protocol, abatement measures are considered acoustically feasible if a minimum noise reduction of 5 dB at impacted receptor locations is predicted with implementation of the abatement measures. In addition, barriers should be designed to intercept the line-of-sight from the exhaust stack of a truck to the first tier of receptors, as required by the Highway Design Manual, Chapter 1100. Other factors that affect feasibility include topography, access requirements for driveways and ramps, presence of local cross streets, utility conflicts, other noise sources in the area, and safety considerations.
The overall reasonableness of noise abatement is determined by the following three factors:
• The noise reduction design goal.
• The cost of noise abatement.
• The viewpoints of benefited receptors (including property owners and residents of the benefited receptors).
The Caltrans’ acoustical design goal is that a barrier must be predicted to provide at least 7 dB of noise reduction at one benefited receptor. This design goal applies to any receptor and is not limited to impacted receptors.
Chapter 5 Study Methods and Procedures
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 34 The Protocol defines the procedure for assessing reasonableness of noise barriers from a cost perspective. Based on 2019 construction costs an allowance of $107,000 is provided for each benefited receptor (i.e., receptors that receive at least 5 dB of noise reduction from a noise barrier). The total allowance for each barrier is calculated by multiplying the number of benefited receptors by $107,000. If the estimated construction cost of a barrier is less than the total calculated allowance for the barrier, the barrier is considered reasonable from a cost perspective. The viewpoints of benefits receptors are determined by a survey that is typically conducted after completion of the noise study report. The process for conducting the survey is described in detail in the Protocol.
The noise study report identifies traffic noise impacts and evaluates noise abatement for acoustical feasibility. It also reports information that will be used in the reasonableness analysis including if the 7 dB design goal reduction in noise can be achieved and the abatement allowances. The noise study report does not make any conclusions regarding reasonableness. The feasibility and reasonableness of noise abatement is reported in the Noise Abatement Decision Report.
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 35 Chapter 6. Existing Noise Environment
6.1. Existing Land Uses
A review of aerial photography and the City of Visalia General Plan Land Use Map were studied to identify land uses that could be subject to traffic noise impacts from the proposed Project. The following land uses were identified in the Project area:
• Single-family residences: Activity Category B
• Retail Services: Activity Category E
• Agricultural: Activity Category F
As required by the Protocol, noise abatement is only considered for areas of frequent human use that would benefit from a lowered noise level. Accordingly, this impact analysis focuses on locations with defined outdoor activity areas, such as residential backyards and common use areas at multi-family residences. Within the study area, these outdoor activity areas primarily occur on land uses with the Activity Category B.
6.2. Noise Measurement Results
The existing noise environment at the existing residential receptors located within the project study area were quantified through short-term noise level measurements conducted at three (3) locations on November 30th, 2021.
6.2.1. Short-Term Monitoring
Table 6-1 summarizes the results of the short-term noise monitoring conducted in the project area. Short-term noise measurements NM-1 through NM-3 were used to calibrate the noise model.
Chapter 6 Existing Noise Environment
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 36 Table 6-1. Summary of Short-Term Measurements
Position Location Land Uses Start
Time
Duration
(minutes)
Measured
Leq
Direction Autos Medium
Trucks
Heavy
Trucks Bus Moto
Observed
Speed
(mph)
NM-1 N Elm Ct at the circle Residential 1:43
p.m.
15 57.5
West
bound 100 3 3 1 0
45 mph
East
bound 116 1 2 1 0
NM-2
1038 W Lark Ave
Along N Turner St Residential 2:18 p.m.
15 58.7
West
bound 111 1 1 2 0
45 mph East
bound 95 3 0 1 1
NM-3
Near Starbucks at N
Mooney Blvd and W
Riggin Ave
Commercial 2:50
p.m.
15 62.1
West
bound 125 4 0 1 0
45 mph
East
bound 107 4 1 1 2
Note: Refer to Figure 4 for measurement locations and boundaries of each area.
TNM 2.5 was used to compare measured traffic noise levels to modeled noise levels at field measurement locations. Table 6-2 compares measured and modeled noise levels at each measurement location (see Figure 4). The predicted sound levels are within 3 dB of the measured sound levels and are, therefore, considered to be in reasonable agreement with the measured sound levels. Therefore, no further adjustment of the model was necessary.
Table 6-2. Comparison of Measured to Predicted
Sound Levels in the TNM Model
Measurement
Position
Measured Sound
Level (dBA)
Predicted Sound
Level (dBA)
Measured minus
Predicted (dB)
NM-1 57.5 56.8 0.7
NM-2 58.7 56.8 1.9
NM-3 62.1 63.3 -1.2
Table B-1 in Appendix B presents existing noise levels at each receptor.
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 37 Chapter 7. Future Noise Environment,
Impacts and Considered Abatement
The noise study was conducted to determine the future traffic noise impacts at sensitive receivers near the proposed Riggin Avenue widening. Potential long-term noise impacts associated with project operations arise solely from traffic noise. Traffic noise was evaluated for future scenarios design year 2040 No Build, and future design year 2040 build as worst-case conditions for forty-one (43) receiver locations. These land uses fall into the NAC Activity Category B, E and F. The FHWA and Caltrans NAC for these land uses are as follows:
• Activity Category B, 67 dBA Leq(h)
• Activity Category E, 72 dBA Leq(h)
• Activity Category F, none
The predicted future worst-case traffic noise levels for the Build Alternative were extrapolated from traffic data provided by the Visalia General Plan – Final Environmental Impact Report (FEIR) (City of Visalia 2014). Since the Final Environmental Impact Report only includes traffic volume projections up to 2030, a projected annual growth rate of 2.6% was applied to estimate peak hour traffic in the existing baseline year 2021 and design year 2040.
TNM 2.5 is sensitive to the volume of trucks on the roadway because trucks contribute disproportionately to the traffic noise. Truck percentages on modeled roadways were also obtained from the Visalia General Plan FEIR. A summary of traffic data used for the existing and design year conditions with and without the proposed Project are presented in Appendix A.
Table B-1 in Appendix B summarizes the traffic noise modeling results for the design year (2040) conditions with the No Build and Build Alternatives. The modeled future noise levels for the Build Alternative were compared to the respective NAC land use Activity Category to determine whether a traffic noise impact would occur. Traffic noise impacts occur when either of the following occurs: (1) if the traffic noise level at a sensitive receptor location is predicted to “approach or exceed” the NAC, or (2) if the predicted traffic noise level is 12 dBA or more over the corresponding modeled existing noise level at the sensitive receptor locations analyzed. When traffic noise impacts occur, noise abatement measures must be considered.
Chapter 7 Future Noise Abatement, Impacts, and Considered Abatement Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 38 As stated in the TeNS, modeling results are rounded up to the nearest decibel before comparisons are made. In some cases, this can result in relative changes that may not appear intuitive. An example would be a comparison between sound levels of 64.4 and
64.5 dBA Leq. The difference between these two values is 0.1 dB. However, after rounding, the difference is reported as 1 dB.
7.1. Future Noise Impacts
Under the No Build Alternative, Riggin Avenue would not be widened. Without the widening, Riggin Avenue would not match the planned width as stated in the City of Visalia’s circulation element within the City’s General Plan. The traffic noise modeling results for the design year 2040 No Build Alternative range from 43 to 67 dBA Leq(h), as shown in Table B-1 of Appendix B. One receiver, R9, would approach or exceed its respective NAC Activity Category standard under No Build conditions in the design year 2040.
The design year traffic noise modeling results for the Build Alternative range from 44 to 68 dBA Leq(h), as shown in Table B-1 of Appendix B. Noise levels from Existing to Build conditions are expected to increase by up to 6 dBA. Noise levels under 2040 Build conditions did not approach (within 1 dBA) or exceed their respective NAC Activity Category standard at any evaluated receivers. One receiver, R40, would experience noise levels exceeding its respective NAC (Activity Category B) in the design year; however, this receiver represents multiple undeveloped residences, and the final location of their future outdoor use areas, as well as soundwall heights, are unknown. Based on information provided by the City, a minimum 6-foot soundwall was assumed in the traffic noise model to be built at future residences. This receiver was analyzed to provide information that will allow the local community to avoid noise-incompatible future land development.
Therefore, no further noise abatement evaluation was required.
Chapter 7 Future Noise Abatement, Impacts, and Considered Abatement Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 39 Table 7-1. Comparison of Modeled Existing and Future Noise Levels Receiver ID Location Type of
Land Use
Number of
Dwelling
Units
Noise
Abatement
Category
Modeled
Existing
Peak Noise
Level, dBA
Leq(h)
Modeled
2040 No
Build Peak
Noise
Level, dBA
Leq(h)
Modeled
2040 Build
Peak Noise
Level, dBA
Leq(h)
R1 2937 N Elm Ct SFR 1 B(67) 39 43 44
R2 2936 N Elm Ct SFR 1 B(67) 56 60 61
R3 2935 N Central Ct SFR 1 B(67) 56 59 60
R4 2934 N Central Ct SFR 1 B(67) 58 61 62
R5 1836 W Lark Ave SFR 1 B(67) 59 62 63
R6 1828 W Lark Ave SFR 1 B(67) 61 64 64
R7 1820 W Lark Ave SFR 1 B(67) 62 65 65
R8 1810 W Lark Ave SFR 1 B(67) 62 65 65
R9 1800 W Lark Ave SFR 1 B(67) 62 66 65
R10 2936 N Dayton St SFR 1 B(67) 58 62 62
R11 2937 N Divisadero St SFR 1 B(67) 57 61 61
R12 1639 W Riggin Ave SFR 1 B(67) 47 51 51
R13 1627 W Riggin Ave SFR 1 B(67) 46 50 50
R14 1613 W Riggin Ave SFR 1 B(67) 47 50 51
R15 1549 W Riggin Ave SFR 1 B(67) 47 50 51
R16 1537 W Riggin Ave SFR 1 B(67) 47 50 51
R17 1525 W Riggin Ave SFR 1 B(67) 47 50 51
R18 1513 W Riggin Ave SFR 1 B(67) 49 53 54
R19 1441 W Riggin Ave SFR 1 B(67) 47 51 51
R20 1429 W Riggin Ave SFR 1 B(67) 47 50 51
R21 1415 W Riggin Ave SFR 1 B(67) 46 50 51
R22 1401 W Riggin Ave SFR 1 B(67) 47 50 51
R23 1339 W Riggin Ave SFR 1 B(67) 46 50 50
R24 1327 W Riggin Ave SFR 1 B(67) 47 50 51
R25 2935 N Giddings St SFR 1 B(67) 54 57 58
R26 2936 N Giddings St SFR 1 B(67) 58 61 62
R27 1223 W Riggin Ave SFR 1 B(67) 47 51 52
R28 1211 W Riggin Ave SFR 1 B(67) 47 51 52
R29 1147 W Riggin Ave SFR 1 B(67) 48 51 52
R30 1137 W Riggin Ave SFR 1 B(67) 47 51 52
R31 1125 W Riggin Ave SFR 1 B(67) 47 51 52
R32 1109 W Riggin Ave SFR 1 B(67) 48 51 52
R33 1037 W Riggin Ave SFR 1 B(67) 47 51 52
R34 1025 W Riggin Ave SFR 1 B(67) 47 50 52
R35 1013 W Riggin Ave SFR 1 B(67) 47 50 52
R36 1001 W Riggin Ave SFR 1 B(67) 47 50 52
R37 937 W Riggin Ave SFR 1 B(67) 46 50 52
Chapter 7 Future Noise Abatement, Impacts, and Considered Abatement Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 40 Table 7-1. Comparison of Modeled Existing and Future Noise Levels Receiver ID Location Type of
Land Use
Number of
Dwelling
Units
Noise
Abatement
Category
Modeled
Existing
Peak Noise
Level, dBA
Leq(h)
Modeled
2040 No
Build Peak
Noise
Level, dBA
Leq(h)
Modeled
2040 Build
Peak Noise
Level, dBA
Leq(h)
R38 925 W Riggin Ave SFR 1 B(67) 46 50 52
R39 2936 N Conyer St SFR 1 B(67) 46 50 51
R40 Future Residence north of Riggin
Ave SFR - B(67) 67 64 67
R41 Agricultural field north of Riggin
Ave OS 0 F 61 65 66
R42 Future Residence north of Riggin
Ave SFR - B(67) 65 62 65
R43 3010 N Mooney Blvd RS 1 E(72) 63 67 68
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 41 Chapter 8. Construction Noise
During construction of the Project, noise from construction activities may intermittently dominate the noise environment in the immediate area of construction. Table 8-1 summarizes noise levels produced by construction equipment that is commonly used on roadway construction projects. Construction equipment is expected to generate noise levels ranging from 70 to 90 dB at a distance of 50 feet, and noise produced by construction equipment would be reduced over distance at a rate of about 6 dB per doubling of distance.
To minimize the construction-generated noise, abatement measures as specified in the special provisions under Caltrans Standard Specifications Section 14-8.02 must be followed:
• Do not exceed 86 dBA at 50 feet from the job site activities from 9 p.m. to 6 a.m. • Equip an internal combustion engine with the manufacturer recommended muffler. • Do not operate an internal combustion engine on the job site without the appropriate muffler.
Table 8-1. Construction Equipment Noise
Equipment Maximum Noise Level
(dBA at 50 feet)
Scrapers 89
Bulldozers 85
Heavy Trucks 88
Backhoe 80
Pneumatic Tools 85
Concrete Pump 82
Source: Federal Transit Administration 2006.
No adverse noise impacts from construction are anticipated because construction would be conducted in accordance with Standard Specification 14-8.02 and applicable local noise standards. Construction noise would be short-term, intermittent, and overshadowed by local traffic noise. Compliance with City of Visalia local noise ordinances for construction is recommended to minimize construction noise.
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 42 Chapter 9. References
Caltrans. 2013. Technical Noise Supplement. September. Sacramento, CA: Environmental Program, Noise, Air Quality, and Hazardous Waste Management Office. Sacramento, CA. Available:
(http://www.dot.ca.gov/hq/env/noise/pub/TeNS_Sept_2013B.pdf).
Caltrans. 2020. Traffic Noise Analysis Protocol for New Highway Construction, Reconstruction, and Retrofit Barrier Projects. April. 2020. Sacramento, CA. Available: (https://dot.ca.gov/-/media/dotmedia/programs/environmental-analysis/documents/env/traffic-noise-protocol-april-2020-a11y.pdf).
Caltrans. 2013. Transportation and Construction Vibration Guidance Manual. September. Sacramento, CA:
Environmental Program, Noise, Air Quality, and Hazardous Waste Management Office. Sacramento, CA. Available: (http://www.dot.ca.gov/hq/env/noise/pub/TCVGM_Sep13_FINAL.pdf) City of Visalia. 2014. General Plan Update – Final Environmental Impact Report. Available at:
https://www.visalia.city/depts/community_development/planning/gp.asp Federal Highway Administration. 2011. Highway Traffic Noise: Analysis and Abatement Guidance.
December. Washington D.C. FHWA-HEP-10-025. Available:
(http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatement_guidance/revgu idance.pdf)
Federal Highway Administration. 1998a. FHWA Traffic Noise Model, Version 1.0 User’s Guide. January. FHWA-PD-96-009. Washington D.C.
Federal Highway Administration. 1998b. FHWA Traffic Noise Model, Version 1.0. February. FHWA-PD96-010. Washington D.C.
Federal Highway Administration. 2006. Roadway Construction Noise Model. February, 15, 2006. Available:
(http://www.fhwa.dot.gov/environment/noise/construction_noise/rcnm/).
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 43 Appendix A Traffic Data
Table A-1. Existing Calibration Traffic Volumes Used in TNM (NM-1) Segment Number
of Lanes
Total
Traffic
Auto
#
MT
#
HT # Bus # Moto #
Speed
(A/MT/HT/Bus/Mo
to)
Riggin Avenue – North
Dayton Street to North
Mooney Boulevard
Westbound 1 428 400 12 12 4 0 45/45/45/45/0
Riggin Avenue – North
Mooney Boulevard to North
Dayton Street
Eastbound 1 480 464 4 8 4 0 45/45/45/45/0
Source: Dokken Engineering, November 2021
A = Auto, MT = medium truck, HT = heavy truck, Moto = motorcycle Table A-2. Existing Calibration Traffic Volumes Used in TNM (NM-2) Segment Number
of Lanes
Total
Traffic
Auto
#
MT
#
HT # Bus # Moto #
Speed
(A/MT/HT/Bus/Mo
to)
Riggin Avenue –North
Conyer Street to North
Giddings Street
Westbound 1 460 444 4 4 8 0 45/45/45/45/0
Riggin Avenue – North
Giddings Street to North
Conyer Street
Eastbound 1 400 380 12 0 4 4 45/45/0/45/45
Source: Dokken Engineering, November 2021
A = Auto, MT = medium truck, HT = heavy truck, Moto = motorcycle Table A-3. Existing Calibration Traffic Volumes Used in TNM (NM-3) Segment Number
of Lanes
Total
Traffic
Auto
#
MT
#
HT # Bus # Moto #
Speed
(A/MT/HT/Bus/Mo
to)
Riggin Avenue – North
Dayton Street to North
Mooney Boulevard
Westbound 1 520 500 16 0 4 0 45/45/0/45/0
Riggin Avenue – North
Mooney Boulevard to North
Dayton Street
Eastbound 1 460 428 16 4 4 8 45/45/45/45/45
Source: Dokken Engineering, November 2021
A = Auto, MT = medium truck, HT = heavy truck, Moto = motorcycle Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 44 Table A-4. Existing 2021 Peak Hour Traffic Volumes Used in TNM Segment Number of Lanes Total Peak
Hour Traffic Auto % MT % HT % Speed(A/MT/HT)
Riggin Avenue – North
Conyer Street to North
Mooney Boulevard
Westbound 1 712 95 3 2 45/45/45
Riggin Avenue – North
Mooney Boulevard to
North Conyer Street
Eastbound 1 712 95 3 2 45/45/45
Source: Visalia General Plan Update – Final Environmental Impact Report, October 2014 A = Auto, MT = medium truck, HT = heavy truck
Table A-5. Design Year 2040 No Build Peak Hour Traffic Volumes Used in TNM Segment Number of Lanes Total Peak
Hour Traffic Auto % MT % HT % Speed(A/MT/HT)
Riggin Avenue – North
Conyer Street to North
Mooney Boulevard
Westbound 1 1,571 95 3 2 45/45/45
Riggin Avenue – North
Mooney Boulevard to
North Conyer Street
Eastbound 1 1,571 95 3 2 45/45/45
Source: Visalia General Plan Update – Final Environmental Impact Report, October 2014 A = Auto, MT = medium truck, HT = heavy truck
Table A-6. Design Year 2040 Build Peak Hour Traffic Volumes Used in TNM Segment Number of Lanes Total Peak
Hour Traffic Auto % MT % HT % Speed(A/MT/HT)
Riggin Avenue – North
Conyer Street to North
Mooney Boulevard
Westbound 2 2,044 95 3 2 45/45/45
Riggin Avenue – North
Mooney Boulevard to
North Conyer Street
Eastbound 2 2,044 95 3 2 45/45/45
Source: Visalia General Plan Update – Final Environmental Impact Report, October 2014 A = Auto, MT = medium truck, HT = heavy truck
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 45 Appendix B Predicted Future Noise Levels
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 46 Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 47 Table B-1. Predicted Future Noise Levels and Noise Barrier Analysis Receptor I.D.
Land Use
Noise Abatement category
(NAC)
Number of Dwelling Units
Address
Modeled Existing Year 2021
Noise Level Leq, dBA
Modeled Future No Build Year
2040 Noise Level Leq, dBA
Modeled Future Build Year
2040 Noise Level Leq, dBA
Existing to Future No Build
Year Project Noise Increase
Existing to Future Build Year
Project Noise Increase
No Build to Build Year Project
Noise Increase
R1 SFR B(67) 1 2937 N Elm Ct 39 43 44 4 5 1
R2 SFR B(67) 1 2936 N Elm Ct 56 60 61 4 5 1
R3 SFR B(67) 1 2935 N Central Ct 56 59 60 3 4 1
R4 SFR B(67) 1 2934 N Central Ct 58 61 62 3 4 1
R5 SFR B(67) 1 1836 W Lark Ave 59 62 63 3 4 1
R6 SFR B(67) 1 1828 W Lark Ave 61 64 64 3 3 0
R7 SFR B(67) 1 1820 W Lark Ave 62 65 65 3 3 0
R8 SFR B(67) 1 1810 W Lark Ave 62 65 65 3 3 0
R9 SFR B(67) 1 1800 W Lark Ave 62 66 65 4 3 -1
R10 SFR B(67) 1 2936 N Dayton St 58 62 62 4 4 0
R11 SFR B(67) 1 2937 N Divisadero St 57 61 61 4 4 0
R12 SFR B(67) 1 1639 W Riggin Ave 47 51 51 4 4 0
R13 SFR B(67) 1 1627 W Riggin Ave 46 50 50 4 4 0
R14 SFR B(67) 1 1613 W Riggin Ave 47 50 51 3 4 1
R15 SFR B(67) 1 1549 W Riggin Ave 47 50 51 3 4 1
R16 SFR B(67) 1 1537 W Riggin Ave 47 50 51 3 4 1
R17 SFR B(67) 1 1525 W Riggin Ave 47 50 51 3 4 1
R18 SFR B(67) 1 1513 W Riggin Ave 49 53 54 4 5 1
R19 SFR B(67) 1 1441 W Riggin Ave 47 51 51 4 4 0
R20 SFR B(67) 1 1429 W Riggin Ave 47 50 51 3 4 1
R21 SFR B(67) 1 1415 W Riggin Ave 46 50 51 4 5 1
R22 SFR B(67) 1 1401 W Riggin Ave 47 50 51 3 4 1
R23 SFR B(67) 1 1339 W Riggin Ave 46 50 50 4 4 0
R24 SFR B(67) 1 1327 W Riggin Ave 47 50 51 3 4 1
R25 SFR B(67) 1 2935 N Giddings St 54 57 58 3 4 1
Riggin Avenue Widening Between Mooney Boulevard and Conyer Street Project – Noise Study Report 48 Receptor I.D. Land Use Noise Abatement category (NAC) Number of Dwelling Units Address Modeled Existing Year 2021 Noise Level Leq, dBA Modeled Future No Build Year 2040 Noise Level Leq, dBA Modeled Future Build Year
2040 Noise Level Leq, dBA
Existing to Future No Build
Year Project Noise Increase
Existing to Future Build Year
Project Noise Increase
No Build to Build Year Project
Noise Increase
R26 SFR B(67) 1 2936 N Giddings St 58 61 62 3 4 1
R27 SFR B(67) 1 1223 W Riggin Ave 47 51 52 4 5 1
R28 SFR B(67) 1 1211 W Riggin Ave 47 51 52 4 5 1
R29 SFR B(67) 1 1147 W Riggin Ave 48 51 52 3 4 1
R30 SFR B(67) 1 1137 W Riggin Ave 47 51 52 4 5 1
R31 SFR B(67) 1 1125 W Riggin Ave 47 51 52 4 5 1
R32 SFR B(67) 1 1109 W Riggin Ave 48 51 52 3 4 1
R33 SFR B(67) 1 1037 W Riggin Ave 47 51 52 4 5 1
R34 SFR B(67) 1 1025 W Riggin Ave 47 50 52 3 5 2
R35 SFR B(67) 1 1013 W Riggin Ave 47 50 52 3 5 2
R36 SFR B(67) 1 1001 W Riggin Ave 47 50 52 3 5 2
R37 SFR B(67) 1 937 W Riggin Ave 46 50 52 4 6 2
R38 SFR B(67) 1 925 W Riggin Ave 46 50 52 4 6 2
R39 SFR B(67) 1 2936 N Conyer St 46 50 51 4 5 1
R40 SFR B(67) - Future Residence north of Riggin Ave 67 64 67 -3 0 3 R41 OS F 0 Agricultural Field north of Riggin Ave 61 65 66 4 5 1 R42 SFR B(67) - Future Residence north of Riggin Ave 65 62 65 -3 0 3 R43 RS E(72) 1 3010 N Mooney Blvd 63 67 68 4 5 1
Appendix C Field Data
- --
Noise Field Data Sheet
Project Name and Number e ir.� ir. Ave_ AJl1/l '
\J.J Receptor Site SI c-\.!wq.\ I<- O'\ rJ EI "'l l t / V ,->t, I• '1 {A Latitude/Longitude/Description �b" '1.. 1' 1.2. "3'-j � 1 - II 'I c, 18 I ct�,'Z.ZW Start Date & Time 1tlio/z1 I :4 s ·"�
End Date & Time
\ \ I 1>0 Ii/ l:s�vl~
Relative Humidity t,4'.,""1 ,.\'.11 '-i l . /. I
(%),Temperature (degrees F), 1 0
° F Wind Speed/Direction w,,,.. 4 1.NlP·H
Vehicle Speeds vt s- wiP t-l
Notes (;, f+ WO\�\
- I�+ I : 4 � f-Y1 C(I.,,- pvile::a cv+ of clrt've-'Cl,1 - t"7. s- ct l3l,\ Lc.q, I D t\ t 4 ii s
Site Sketch (including landmarks-building corners, trees, street signs, curbs, fences) � : l __ -----:----:�-���----- 1
-----
l w 6 ie..., ) ';I..... A V .(,
-
� ; I :
Site Photog aph
Equipment
Po.vi.> C�\ WO
meter#
Noise Field Data Sheet
Project Name and Number f_ic.r,, _,...., Ave. (\JtVI 2
Receptor Site S 1de.,..�I le. ,.,C)✓,_ f\/ Tvr,,..,.,.. s -1- ; v'l�X+ r,:, 1037 w '(Lr,,, i � �..,� , VI ->41,-.,, CA
Latitude/Longitude/Description �6° 'l t
• z Lb\ Iv ·-11'1 ° /" 1
l7.,1,bw I
Start Date & Time til3 °/-z.1 L.-'18,oEnd Date & Time
iii �o l-i1 -Z:)J YI~
Relative Humidity �VIVI 1diry 3ii I
(%),Temperature (degrees F), 10° F
Wind Speed/Direction w SMfH IA(!\
Vehicle Speeds Ys- Wtf/.f
Notes - S"Y7 tt6A Lei DG\ t-'1. t=t 6
Site Sketch (including landmarks-building corners, trees, street signs, curbs, fences) Site Photograph
Equipment
meter#
MeterT e: ll<rto,.,
Calibrator: w u 00
Noise Field Data Sheet
Project Name and Number 'o/l. l l. c. • " /iv,. tv'.A/\ 3 Receptor Site JJ
1,o LO IJ y,/l,,.,,,._e'7 6lvc1 1 lJ ,- -> c:... l,.:. cA f Latitude/Longitude/Description �l0 zt 1 2'--l.'su rJ I -119°!1? 1 Y.�.q3 w
Start Date & Time l\ h,0 !2 I ·1�s-o f
,,,,
End Date & Time
I I I 3 o 1 ·t 1 �:os-(t"li
Relative Humidity l4'-Nll d,\, ?,�-1. (%},Temperature (degrees F), 10° r- Wind Speed/Direction \;J ,,.J 5 fvlP 1-1 Vehicle Speeds L/ s- � {J /4
Notes
- l,l. I 4f?A 4 {)c,,+ei ti: /
Site Sketch (includin
rfL ,ti''-(1 \
t-16
\vA
rks-building corners, trees, street signs, curbs, fences) f t\rl,-., /17 ''" f
I I
---
��I� r Site Photograph
Equipment Meter
meter#
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NM2
NM3
NM1
R7 R8 R9
R6 R1 R2 R3 R4 R5
R43
R42
R41
R40
R34 R35 R36 R37 R38 R39
R33
R27 R28 R29 R30 R31 R32 R26 R24 R25 R12 R13 R14 R15 R16 R17 R18 R19 R20 R21 R22 R23 R10 R11
W Riggin Ave
N Mooney Blvd
W Robin Dr
W Dove Dr
N Giddings St
N Quail Dr
N Canary Dr
W Oriole Ave
N Conyer St
W Lark Ave
W Robin Ave Elm St
N Elm Ct
N Dayton Ct
N Fairway St
N Wren Dr
N Divisadero St
N Central Ct
Divisadero St
W Oriole Dr
W Robin Ave
W Oriole Ave
N Fairway St
W Lark Ave
W Lark Ave
N Divisadero St
N Central Ct
FIGURE 4
Noise Measurements and Receiver Locations
HIPL-5044(140)
Riggin Avenue Widening - Mooney Boulevard to Conyer Street City of Visalia, California
Source: ESRI Maps Online; Dokken Engineering 12/15/2021; Created By: kchen V:\2866_Riggin_Widening_Mooney_Conyer\Noise\F4_Noise_.mxd I
0 200 400 600 800 1,000
Feet
1 inch = 250 feet
Project Area
Proposed Lane Striping
Proposed Median, Curb, and Edge of Pavement
Proposed Frontage Road
Future Residences
!> Noise Receiver Locations
!> Noise Measurement Locations