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.I INCLUDING NEARBY SENSITIVE RECEPTORS AND QUALITY OF LIFEDENTIFY MEASURES THAT WILL BE TAKEN . TO MINIMIZE OR MITIGATE THE EFFECTS OF DUST AND ODORS AUAR Guidance: Dust and odors need not be addressed in an AUAR, unless there is some unusual reason to do so. The RGU might want to discuss as part of the mitigation plan, however, any dust control ordinances in effect. 17.N OISE D,,,, ESCRIBE SOURCES CHARACTERISTICS DURATION QUANTITIES AND INTENSITY OF NOISE GENERATED DURING .D PROJECT CONSTRUCTION AND OPERATIONISCUSS THE EFFECT OF NOISE IN THE VICINITY OF THE PROJECT 1)/,2),3) INCLUDING EXISTING NOISE LEVELSSOURCES IN THE AREA NEARBY SENSITIVE RECEPTORS ,4).I CONFORMANCE TO STATE NOISE STANDARDS AND QUALITY OF LIFEDENTIFY MEASURES THAT WILL BE TAKEN . TO MINIMIZE OR MITIGATE THE EFFECTS OF NOISE AUAR Guidance: Noise need not be addressed in an AUAR, unless there is some unusual reason to do so. The RGU might want to discuss as part of the mitigation plan, however, any construction noise ordinances in effect. If the area will include or adjoin major noise sources, a noise analysis is needed to determine if any noise levels in excel of standards would occur, and if so, to identify appropriate mitigation measures. With respect to traffic- generated noise, the noise analysis should be based on the traffic analysis of Item 18. As stated in the AUAR guidelines, construction noise need not be addressed unless there is some unusual reason to do so. No unusual circumstances have been identified that would necessitate a detailed noise analysis. It should also be noted that all county roads are exempt from State noise standards. A sound increase of three dBA is barely noticeable by the human ear, a five dBA increase is clearly noticeable, and a 10 dBA increase is heard as twice as loud. For example, if the sound energy is doubled (i.e., the amount of traffic doubles), there is a three dBA increase in noise, which is just barely noticeable to most people. On the other hand, if traffic increases by a factor of 10, the resulting sound level will increase by about 10 dBA and be heard as twice as loud. Traffic volumes in the project area are either on roadways that do not have receivers that are sensitive to noise, or, the traffic levels attributable to the project are well below the amount that would generate a sound increase that could be noticeable. Residential areas exist on US 10 between CR 96 and I-35W, as well as along CR 96 to the east of the project. The highest traffic volume generated by the project is projected to be approximately 5,000 vehicles per day on US10 between CR 96 and I-35W, which is approximately 10 percent of the background total daily traffic volume of approximately 50,000 that will exist on this roadway segment. The highest traffic volume generated by the project on CR 96 east of the project area is projected to be approximately 10,000 vehicles per day, which is approximately 40 percent of the background total daily traffic volume of approximately 25,000 that will exist on this roadway segment. Noise walls are currently being constructed along CR 96 west of US 10, and along US 10 for a short distance north of CR 96, as part of the 96/10 interchange construction project. The AUAR study area will be developed such that any land use activities that are sensitive to noise will have sufficient setbacks from existing noise sources to thereby reduce the potential for any noise impact. These details will be determined as the project development proceeds. Construction within the AUAR study area will result in increases in traffic noise of less than 3.0 dBA. A change in sound levels of three dBA is barely noticeable by the human ear. Therefore, the change in traffic noise levels is not anticipated to be readily perceptible. To the extent possible, construction activities will be conducted in a way such that noise levels are minimized, and that nighttime construction activities are kept to a minimum. June 2014– Final AUAR23