PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT (PD&E) STUDY. Noise Study Report. SR 30 (US 98) From 17th Avenue To Baybridge Drive

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2 PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT (PD&E) STUDY SR 30 (US 98) From 17th Avenue To Baybridge Drive Escambia and Santa Rosa Counties, Florida Financial Project ID No Federal Aid Project No P July 2013 DRAFT Prepared by Reynolds, Smith, and Hills, Inc. at the direction of the Florida Department of Transportation, District 3

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4 Pensacola Bay Bridge PD&E Study TABLE OF CONTENTS 1.0 Introduction Project Description Description of Existing Bridge and Roadway Conditions Project Need Corridor Evaluation Recommended Corridor Alignment and Alternatives Central East Alternative Central West Alternative No Build Alternative Methodology Traffic Noise Modeling Noise Metric Traffic Data Traffic Noise Analysis Noise Sensitive Receptor Sites Field Measurements of Noise Levels and Model Verification Predicted Noise Levels Noise Impact Analysis Noise Abatement Measures Conclusions Construction Noise and Vibration Coordination with Local Officials SR 30 (US 98) Pensacola Bay Bridge i

5 LIST OF TABLES Table Sound Levels of Typical Noise Sources and Environments Table General Traffic Parameters Table Traffic Data for Noise Modeling Table Noise Abatement Criteria - [Hourly A-Weighted Sound Level - decibels (db(a))] Table Representative Noise Sensitive Receptor Sites and TNM Predicted Levels 4-12 Table Noise Monitoring Data and TNM Verification Results Table Design Year (2040) Noise Impact Contour Distances LIST OF FIGURES Figure 1.1 Project Location Map Figure Pensacola Bay Bridge Figure Pensacola Approach Looking North (West) Figure Gulf Breeze Approach Looking South Figure Proposed Pensacola Bay Bridge Typical Section Figure Roadway Approach Typical Section Figure Existing Land Use Figure 4.1.2A - Noise Analysis Location Map: Central East Alternative Pensacola Approach Figure 4.1.2B - Noise Analysis Location Map: Central East Alternative Gulf Breeze Approach Figure 4.1.3A - Noise Analysis Location Map: Central West Alternative Pensacola Approach Figure 4.1.3B - Noise Analysis Location Map: Central East Alternative Gulf Breeze Approach SR 30 (US 98) Pensacola Bay Bridge ii

6 1.0 Introduction The Florida Department of Transportation (FDOT), District 3, is conducting a Project Development and Environment (PD&E) Study, in cooperation with the Federal Highway Administration (FHWA), for the proposed replacement of the existing Pensacola Bay Bridge. The Pensacola Bay Bridge, or Three-Mile Bridge, is a 2.96-mile long, 4-lane bridge carrying State Road (SR) 30 [US Highway 98 (US 98)] across Pensacola Bay and connecting downtown Pensacola in Escambia County with the City of Gulf Breeze in Santa Rosa County. The Pensacola Bay Bridge PD&E study begins just west of the intersection of 17 th Avenue and Bayfront Parkway and ends at the intersection of Baybridge Drive and Gulf Breeze Parkway. Both Bayfront Parkway and Gulf Breeze Parkway are designated as SR 30 (US 98) within the study area. Figure 1.1 displays the project location map. As part of the Pensacola Bay Bridge PD&E Study, a traffic noise study was conducted in accordance with FDOT s PD&E Manual, Chapter 17, Noise (May 24, 2011) and Title 23 CFR (Code of Federal Regulations) Part 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise (July 13, 2010). The primary objectives of this noise study were to: Describe the existing site conditions including noise sensitive land uses within the project study area; Document the methodology used to conduct the noise assessment; Assess the significance of traffic noise levels on noise sensitive sites for both the No- Build and Build Alternatives; and Evaluate abatement measures for those noise sensitive sites that approach or exceed Federal Highway Administration s (FHWA) Noise Abatement Criteria (NAC) with the Build Alternatives. Other objectives of this study include consideration of construction noise and vibration impacts and the development of noise level isopleths, which can be used in the future by Escambia and Santa Rosa counties to identify compatible land uses. The methods and results of the noise study performed for the SR 30 (US 98) corridor are summarized in this report. The information within this report is also intended to provide the technical support SR 30 (US 98) Pensacola Bay Bridge 1-1

7 for the findings presented in the Preliminary Engineering Report (PER) and Environmental Assessment (EA). Figure 1.1 Project Location Map SR 30 (US 98) Pensacola Bay Bridge 1-2

8 2.0 Project Description The purpose of the PD&E Study is to recommend a bridge replacement alternative that will meet the transportation requirements while minimizing impacts to the natural environments and remaining sensitive to community values and to provide documentation necessary for the FDOT to reach a decision on the feasibility, location, and a conceptual design. The study follows the federal regulations necessary to secure approval from the FHWA, thereby qualifying the project for federal funding, including bridge replacement funds. 2.1 Description of Existing Bridge and Roadway Conditions Pensacola Approach The Pensacola Bay Bridge is a 2.96-mile long, 4-lane bridge carrying SR 30 (US 98) across Pensacola Bay. The current Pensacola Bay Bridge was designed in the late 1950 s, constructed in the early 1960 s, and widened in The current structure features two 11-foot Figure Pensacola Bay Bridge lanes in each direction, a center concrete barrier, and 6-foot outside shoulders (see Figure 2.1.1). Based on the existing bridge plans, the elevations of the viaduct approaches to the main span are 16 feet before climbing at a 4% grade to the crest above the three main span lengths of 123 feet, 154 feet, and 123 feet. The bridge elevation at the top of the crest is approximately 59 feet. At the Gulf Breeze end of the bridge, the 16-foot roadway elevation slopes to an elevation of approximately 10 feet in the vicinity of the Baybridge Drive intersection. The posted speed on the bridge approaching the Pensacola and Gulf Breeze landfalls is 35 mph. Elsewhere on the bridge, the posted speed is 45 mph. SR 30 (US 98) Pensacola Bay Bridge 2-1

9 The project begins on Bayfront Parkway, which is designated as SR 30 (US 98) within the project limits. West of 17 th Avenue, Bayfront Parkway consists of four lanes divided by a 22-foot median. Approaching 17 th Avenue from the south (east) as seen in Figure 2.1.2, Bayfront Parkway widens to three lanes in the westbound direction. Immediately west of the intersection, two lanes diverge from Bayfront Parkway and join a single exiting lane emanating from 17 th Avenue just south of the railroad viaduct. These lanes join to form Gregory Street, a three lane, one-way city street conveying traffic to downtown Pensacola. East (south) of 17 th Avenue, Bayfront Parkway consists of three northbound (westbound) lanes and two eastbound lanes. In the northbound (westbound) direction, guardrail is located immediately behind the outside curb and gutter and protects errant vehicles from traversing the approximate 1:2 embankment. The posted speed along Bayfront Parkway is 35 mph. Figure Pensacola Approach Looking North (West) Bayfront Parkway was modified in 2010 to include the installation of a 670-foot-long right turn lane for the northbound (westbound) right-turn movement to 17 th Avenue. The improvements also included and 4-foot bicycle lane adjacent to the right-turn lane. The northbound (westbound) lanes were resurfaced beginning just west of 17 th Avenue and extending to the Pensacola Bay Bridge. New detector loops were also installed at the 17 th Avenue intersection. In the northbound (westbound) direction, guardrail is located immediately behind the outside curb and gutter and protects errant vehicles from traversing the approximate 1:2 sloped embankment. The posted speed along Bayfront Parkway is 35 mph. SR 30 (US 98) Pensacola Bay Bridge 2-2

10 Gulf Breeze Approach Approaching Gulf Breeze from the north, the existing roadway, known as Gulf Breeze Parkway, begins as a four-lane facility separated by a four to 6-foot varying-width median, which accommodates a Figure Gulf Breeze Approach Looking South concrete barrier wall extending approximately 800 feet south of the bridge. The narrow concrete median ultimately widens to a 33-foot grass median with landscaping. Flush outside shoulders in the northbound and southbound directions ultimately transition to curb and gutter in the vicinity of the Baybridge Drive entrance. At this location, the northbound lanes end their transition from three to two lanes, while the southbound lanes begin a transition from two to three lanes. Six lanes (three in each direction) continue through Gulf Breeze. The posted speed on SR 30 (US 98) on the Gulf Breeze landfall is 35 mph. 2.2 Project Need The Pensacola Bay Bridge, or Three-Mile Bridge, carries SR 30 (US 98) across Pensacola Bay, connecting downtown Pensacola with the City of Gulf Breeze. Approximately 55,500 vehicles traverse the bridge daily. This structure has been prioritized for replacement by the Florida Department of Transportation (FDOT) for over a decade. The structure was built in the early 1960 s and widened in The current structure features two 11-foot lanes in each direction, a center concrete barrier, and 6-foot outside shoulders. The condition of the structure has steadily deteriorated, with the 2012 Bridge Sufficiency Rating at This rating categorizes the bridge as structurally deficient. SR 30 (US 98) is a critical hurricane evacuation route for the communities of Pensacola Beach and Gulf Breeze. In September 1998 during Hurricane Georges, wave action over the deck caused the bridge to be closed prior to completing all of the evacuation. Hurricane Ivan, a strong Category 3 storm in 2004, also caused damage to the existing bridge and approaches, resulting in closure for six days. SR 30 (US 98) Pensacola Bay Bridge 2-3

11 The low level viaduct spans of the existing bridge are subjected to salt spray and potentially damaging storm generated wave energy. Current design standards from the American Association of State Highway & Transportation Officials (AASHTO) require bridge superstructures spanning waters that are subject to coastal storms to have either a minimum vertical clearance of one foot above the 100 year design wave crest elevation, or the superstructure must be designed to resist storm wave forces. The existing navigation channel is also substandard with respect to vertical clearance. The current vertical clearance is 51.3 feet above sea level. The United States Coast Guard vertical clearance standard for this type of structure is 65 feet. The recently constructed I-10 Escambia Bay bridges that are upstream from the Pensacola Bay Bridge have a vertical clearance of 65 feet over the main shipping channel. The most recent repair contract issued by the FDOT totaled $3.8 million, which included cleaning and painting the steel spans at the channel, expansion joint replacement at the channel, and repairing numerous spalls in the superstructure. Shortfalls such as the lack of sufficient shoulders, lack of bicycle and pedestrian facilities, and the structure s insufficient height cannot be improved through maintenance activities. Due to the deteriorating conditions, low sufficiency rating, and lack of modern safety features, the Department has assigned this bridge replacement of the Pensacola Bay Bridge as the number one priority within the work program. Funds have been programmed for the replacement, and the Department is committed to starting construction by A Final Technical Traffic Memorandum was prepared for this PD&E Study and examined a four and six-lane configuration on the bridge and its approaches. Utilizing the traffic model that has been adopted for the Pensacola Bay Region, traffic forecast for the horizon year of 2040 indicated that approximately 71,500 vehicles per day would utilize the bridge crossing. A four-lane bridge replacement does not provide sufficient capacity to meet the forecasted demand and the adopted Level of Service standard, as explained in Chapter 3 of the Preliminary Engineering Report. A six-lane roadway and bridge configuration does provide the necessary capacity and will meet the adopted design year Level of Service standard of D for this region. SR 30 (US 98) Pensacola Bay Bridge 2-4

12 2.3 Corridor Evaluation Three corridors were evaluated for the replacement of the Pensacola Bay Bridge with a sixlane typical section. The corridors are identified as East, West, and Central. For these three corridors, four representative alignment alternatives were examined. On the Pensacola approach to the bridge, these alternatives begin just west of the 17 th Avenue intersection, while on the Gulf Breeze approach, they end near the Baybridge Drive intersection. They all begin and end approximately 2,000 feet to 3,000 feet from each existing bridge abutment. 2.4 Recommended Corridor Alignment and Alternatives After considering the representative corridor alignments and their resultant impacts, the Central Corridor was recommended to be carried forward for the replacement of the Pensacola Bay Bridge. Details of the corridor analysis and recommendations are summarized in the Corridor Report (September 2012), which was approved by the Federal Highway Administration on October 9, The Central Corridor is represented by two alternatives, Central East and Central West, both of which are recommended for further consideration and assessment of potential traffic noise impacts. This Noise Study addresses the alternatives carried forward (Central East and Central West) within the recommended Central Corridor. The Central East and Central West Alternatives are based on the premise that only one of the new twin bridges would be built prior to the demolition of the existing bridge. After the initial twin bridge is constructed, traffic would be switched to the new bridge, demolition of the old bridge would occur, and the second twin bridge would utilize the horizontal location of the demolished bridge. The intersection with 17 th Avenue is the most significant intersection within the project area. A flyover configuration eliminates the need for a triple left-turn lane at the 17 th Avenue intersection and improves the design year level of service from C to A. Therefore, the flyover intersection configuration is carried forward for inclusion in both the Central East and Central West Alternatives. The proposed six-lane bridge and roadway approach typical sections are depicted by SR 30 (US 98) Pensacola Bay Bridge 2-5

13 Figures and In addition to the travel lanes, the replacement bridge will include full-width shoulders on each side of the opposing lanes of travel, as well as accommodate bicyclists and pedestrians with multi-use paths that are separated from the vehicular movements by a restrictive barrier. Figure Proposed Pensacola Bay Bridge Typical Section Figure Roadway Approach Typical Section Central East Alternative The Central East Alternative (see Figures 4.1.2A and 4.1.2B in Section 4.1) requires the removal of and ultimate replacement of the existing Escambia County Fishing Bridge. The possible replacement fishing bridge is shown on the east side of the new bridge, where it will connect to an access road leading to the existing parking lot and Welcome Center. In addition to impacting the existing fishing bridge, the Central East Alternative impacts the existing Pensacola Wayside Park parking areas and picnic pavilions but avoids the SR 30 (US 98) Pensacola Bay Bridge 2-6

14 Welcome Center. This Alternative provides connectivity between the east and west sides of the peninsula via an access roadway that underpasses the proposed bridge. The Central East Flyover begins just south of the existing CSX Railroad viaduct, where the flyover begins to transition above the peninsula s west side before matching into the elevated roadway approach just prior to the new bridge. Approaching the Gulf Breeze landfall, the Central East Alternative transitions slightly westward in order to minimize impacts to the east side of the roadway approach. This alternative impacts Gulf Breeze Wayside Park East but provides sufficient space to relocate the access road where the existing parking spaces currently reside. To mitigate for the displaced 28 parking spaces along the picnic pavilions, parking and access road connectivity is provided beneath an extended bridge. An approximate 7-foot elevation difference exists between the center of the parking lot and the grass area between the existing SR 30 (US 98). If the bridge is extended southward so that the proposed abutment is located near the end of the boat ramp parking, by projecting the nominal center elevation of the parking lot eastward, sufficient clearance exists to provide under-bridge parking. At least 14 feet of clearance would be provided. Although the boat launch access road and existing parking lot will be reconstructed, no permanent impacts to Gulf Breeze Wayside Park West are experienced. On the residential side, the edge of pavement for the outer northbound through lane is approximately 20 feet closer to the nearest residential parcel compared to the existing pavement. The Central East Alternative does not permanently impact any business or residence, although one vacant commercial parcel requires acquisition to accommodate the reconstructed access road to Gulf Breeze Wayside Park Central West Alternative The Central West Alternative (see Figures 4.1.3A and 4.1.3B in Section 4.1) avoids permanent impacts to Pensacola Wayside Park with the exception of possibly extending the multi-use path through the grassed area. The existing Escambia County Fishing Bridge is also avoided. The Central West Alternative provides connectivity between Pensacola Wayside Park and the open space within the FDOT right-of-way on the west side of the peninsula. The Central West Alternative flyover has a similar configuration along 17 th Avenue to the Central East flyover alternative and transitions onto the southbound lanes of SR 30 (US 98) Pensacola Bay Bridge 2-7

15 the new bridge. On the Gulf Breeze approach, the Central West Alternative was examined with two alternate bridge abutment locations. Locating the proposed abutments in the vicinity of the existing abutment would require the removal of 18 boat/trailer parking spaces. As with the Central East Alternative, replacement parking can be accommodated beneath an extended bridge. Figure shows 18 replacement parking spaces for boats and trailers beneath the bridge in addition to 28 regular parking spaces. The consequence of extending the bridge is that the two commercial parcels south of the boat ramp would lose the first row of parking adjacent to the existing roadway. Approximately 34 commercial parking spaces along SR 30 (US 98) would be displaced due to the Central West Alternative. Other than reconfiguring the entrance and access road, the Central West Alternative does not permanently impact Gulf Breeze Wayside Park East. The existing east side parking, picnic pavilions, and fishing pier are not permanently impacted by the Central West Alternative. On the residential side, the edge of pavement for the outer northbound through lane is approximately 2 feet closer to the nearest residential parcel compared to the existing pavement. 2.5 No Build Alternative The No Build Alternative retains the existing roadway and bridge. Under this scenario, the existing Pensacola Bay Bridge and the approaches would not be improved. The No Build Alternative has certain advantages and disadvantages. The advantages of the No Build Alternative include: No new design, utility, right of way, or construction costs, saving taxpayer dollars; No inconveniences to the motoring public during construction; No business or residential damages or displacements; No impacts to the natural environment; No impact to any adjacent Section 4(f) properties. SR 30 (US 98) Pensacola Bay Bridge 2-8

16 The disadvantages of the No Build Alternative include: No traffic relief for the 17 th Avenue / Bayfront Parkway intersection; No relief from long traffic queues on the bridge during peak hours; Continued degradation of the Pensacola Bay Bridge; Continued risk from catastrophic storm damage; No improvements to the existing safety problems on the bridge; Inadequate shoulder width for disabled vehicles Existing bridge will not meet the future capacity requirements of this location; No connectivity across the bay to adjacent pedestrian facilities; No provisions for bicyclists across the bay; Restricted navigation clearance compared to upstream I-10 bridges. Due to the deteriorating condition of the existing structure and the need for a functional bridge at this location, the No-Build Alternative is considered neither a viable nor a practical alternative. However, it will be fully considered throughout the National Environmental Policy Act (NEPA) process. SR 30 (US 98) Pensacola Bay Bridge 2-9

17 3.0 Methodology This study was conducted based on the methodology described in the FDOT s PD&E Manual, Chapter 17, Noise (May 24, 2011) and in accordance with Title 23 CFR (Code of Federal Regulations) Part 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise (July 13, 2010). The noise study involved the following procedures: Identification of Noise Sensitive Receptor Sites (see Section 4.1); Field Measurement of Noise Levels and Noise Model Verification (see Section 4.2); Prediction of Existing and Future Noise Levels (see Section 4.3); Assessment of Traffic Noise Impacts (see Section 4.4); and Consideration of Noise Barriers as a Noise Abatement Measure (see Section 4.5). The traffic noise model, including the modeling approach, the noise metrics, and the traffic data used in this study are described in the following sections. 3.1 Traffic Noise Modeling FHWA s Traffic Noise Model (TNM) Version 2.5 (February 2004) was used to predict future traffic noise levels and to analyze the effectiveness of noise barriers if warranted. TNM 2.5 was used because it is FHWA s latest approved noise model. This model estimates the acoustic intensity at noise sensitive receptor sites from a series of roadway segments (the source). Model-predicted noise levels are influenced by several factors, such as vehicle speed and distribution of vehicle types. Noise levels are also affected by characteristics of the source-to-receptor site path, including the effects of intervening barriers, structures (houses, trees, etc.), ground surface type (hard or soft), and topography. 3.2 Noise Metric Noise levels documented in this report represent the hourly equivalent sound level [Leq(h)]. Leq(h) is the steady-state sound level, which contains the same amount of acoustic energy as the actual time-varying sound level over a 1-hour period. Leq(h) is measured in A- weighted decibels [db(a)], which closely approximate the human frequency response. SR 30 (US 98) Pensacola Bay Bridge 3-1

18 Sound levels of typical noise sources and environments are provided in Table as a frame of reference. Table Sound Levels of Typical Noise Sources and Environments COMMON OUTDOOR ACTIVITIES Jet Fly-over at 1000 ft Gas Lawn Mower at 3 ft Diesel Truck at 50 ft, at 50 mph Noise Urban Area (Daytime) Gas Lawn Mower at 100 ft Commercial Area Heavy Traffic at 300 ft Quiet Urban Daytime Quiet Urban Nighttime Quiet Suburban Nighttime Quiet Rural Nighttime NOISE LEVEL db(a) Rock Band COMMON INDOOR ACTIVITIES Food Blender at 1 m (3 ft) Garbage Disposal at 1 m (3 ft) Vacuum Cleaner at 10 ft Normal Speech at 3 ft Large Business Office Dishwasher Next Room Theater, Large Conference Room (Background) Library Bedroom at Night, Concert Hall (Background) Lowest Threshold of Human Hearing Lowest Threshold of Human Hearing Source: California Dept. of Transportation Technical Noise Supplement, Oct. 1998, Page 18. SR 30 (US 98) Pensacola Bay Bridge 3-2

19 3.3 Traffic Data The traffic data used in the noise analysis is from the Final Design Traffic Technical Memorandum. The relevant traffic parameters for this segment of SR 30 (US 98) are summarized in Table The peak hour traffic volumes for the existing and the future design year (2040) conditions and the LOS C volumes for 4-lane and 6-lane roadways are presented in Table Table also summarizes the traffic data used in the prediction of traffic noise levels by vehicle type (cars, medium trucks, and heavy trucks) for the Existing Conditions, the No Build Alternative, and the Build Alternatives (Central East and Central West Alternatives). The traffic volumes used to predict noise levels included the least of either: 1) the traffic capacity of the roadway at LOS C or 2) the projected traffic demand of the roadway. These traffic volumes can be expected to produce the noisiest traffic conditions likely to occur during the design year. Table General Traffic Parameters Traffic Parameters SR30 (US 98) Peak Hour Factor (K) 9.5 % Directional Split (D) 55.1 % Daily Truck Factor (T24) 4.0 % Peak Hour Percent Medium Trucks 1.5 % Peak Hour Percent Heavy Trucks 0.7 % SR 30 (US 98) Pensacola Bay Bridge 3-3

20 Table Traffic Data for Noise Modeling Roadway Roadway Segment Direction Number of Lanes Predicted Peak Hour Demand Volume* Level of Service C Volume* Volume Used In TNM Cars Medium Trucks Heavy Trucks Posted Speed (Miles per Hour) Existing Conditions SR 30 (US 98) Pensacola Bay Bridge and Approaches Northbound 2 2,748 2,560 2,560 2, Southbound 2 2,748 2,560 2,560 2, /45 (Approaches/ Bridge) No Build Alternative (Year 2040) SR 30 (US 98) Pensacola Bay Bridge and Approaches Northbound 2 3,505 2,560 2,560 2, Southbound 2 3,505 2,560 2,560 2, /45 (Approaches/ Bridge) Build Alternatives (Year 2040) - Central East and Central West Alternatives SR 30 (US 98) Pensacola Bay Bridge and Approaches Northbound/Peak Direction Southbound/Off Peak Direction Northbound Off Peak Direction Southbound Peak Direction X:\P\ \emo\Env Reports\\Figures and Tables\[Table PensacolaBridge_NSR_Traffic_ xlsx]Table Traffic 3 3,745 3,840 3,745 3, ,050 3,840 3,050 2, ,050 3,840 3,050 2, ,745 3,840 3,745 3, /45 (Approaches/ Bridge) Notes: * Source: Final Design Traffic Technical Memorandum Figures 5-4 and 7-4 Peak Hour Volumes Percent Trucks: Medium Trucks = 1.5%, Heavy Trucks = 0.7% SR 30 (US 98) Pensacola Bay Bridge 3-4

21 4.0 Traffic Noise Analysis The assessment of traffic noise impacts is summarized in this section. The following sections describe: The noise sensitive receptor sites in the study area potentially affected by the proposed improvements (Section 4.1); The noise level measurements and the verification of the noise model (Section 4.2); The predicted noise levels for the existing and future conditions (Section 4.3); The traffic noise impacts associated with the Build Alternative (Section 4.4); and The consideration of noise barriers as a noise abatement measure (Section 4.5). 4.1 Noise Sensitive Receptor Sites The FHWA has established noise abatement criteria for seven land use activity categories. The NAC levels are presented in Table Noise abatement measures must be considered when predicted noise levels approach or exceed the NAC levels or when a substantial noise increase occurs. A substantial noise increase occurs when the design year build noise level is predicted to exceed the existing noise level by 15 db(a). The FDOT defines approach as within 1.0 db(a) of the FHWA criteria. SR 30 (US 98) Pensacola Bay Bridge 4-1

22 Table Noise Abatement Criteria - [Hourly A-Weighted Sound Level - decibels (db(a))] Activity Category Activity Leq(h) 1 FHWA FDOT Evaluation Location A Exterior Description of Activity Category 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 Exterior Residential C Exterior D Interior E Exterior F _ Active sports 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, recreational areas, Section 4(f) sites, schools, television studios, trails, and trail crossings. 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. Hotels, motels, offices, restaurants/bars, and other developed lands, properties or activities not included in A-D or 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. (Based on Table 1 of 23 CFR Part 772) 1 The Leq(h) Activity Criteria values are for impact determination only, and are not a design standard for noise abatement measures. 2 Includes undeveloped lands permitted for this activity category. Note: FDOT defines that a substantial noise increase occurs when the existing noise level is predicted to be exceeded by 15 decibels or more as a result of the transportation improvement project. When this occurs, the requirement for abatement consideration will be followed. Land uses within the study limits were evaluated to identify the noise sensitive receptor sites that may be impacted by traffic noise associated with the Central East and Central SR 30 (US 98) Pensacola Bay Bridge 4-2

23 West Alternatives to replace the Pensacola Bay Bridge. Noise sensitive receptor sites represent any property where frequent exterior human use occurs. This includes residential land use (Noise Abatement Criteria Activity Category B); a variety of nonresidential land uses not specifically covered in Category A or B including parks and recreational areas, medical facilities, schools, and places of worship (Category C); and commercial/developed properties with exterior areas of use (Category E). Noise sensitive sites also include interior use areas where no exterior activities occur for facilities such as auditoriums, day care centers, hospitals, libraries, medical facilities, places of worship, public meeting rooms, recording studios, schools, and television studios (Category D). Categories F and G do not have noise abatement criteria levels. Category F includes land uses such as airports and retail facilities that are not considered noise sensitive. Category G includes undeveloped lands. The project area includes the Pensacola Bay and the upland areas on both ends of the Pensacola Bay Bridge. The existing land uses and natural features along the project corridor are depicted in Figure and on the noise analysis location maps (see Figures 4.1.2A, 4.1.2B, 4.1.3A, and 4.1.3B). The land uses on both ends of the bridge include a mix of commercial, residential, and recreational uses. The City of Pensacola Wayside Park is located in the northeast quadrant of the Pensacola approach. This area includes a Welcome Center, four picnic pavilions, and the Escambia County Fishing Bridge which are used for recreational activities. The fishing facility is approximately 2,590 feet long and provides vehicle access with a turn-around area near the terminus of the bridge. The northwest quadrant of the Pensacola approach is FDOT-owned right-of-way and is available for passive recreational activities but is not considered a park. The Florida Fish and Wildlife Conservation Commission Pensacola (FFWCC) Field Office is located to the north of US 98 and west of 17 th Avenue. The City of Gulf Breeze Wayside Park is located on both sides of the south bridge approach. This area includes a boat ramp on the west side and 10 picnic pavilions along with a 150- foot-long fishing pier on the east side which are used for recreational activities. Residential land uses (i.e., single and multi-family) and Baybridge Professional Park are SR 30 (US 98) Pensacola Bay Bridge 4-3

24 located south of the park and east of SR 30 (US 98). The land uses south of the boat ramp on the west side of US 98 include a small commercial area with retail stores, restaurants, a marina, and hotel/motel facilities (Baybeach Inn Resort) as well as a single family residential area. SR 30 (US 98) Pensacola Bay Bridge 4-4

25 Figure Existing Land Use SR 30 (US 98) Pensacola Bay Bridge 4-5

26 ESCAMBIA COUNTY have 17t WAYSIDE PARK FISHING BRIDGE P T S T A PC C S 57 TA PC STA PWP-P2 PFP-R1 PWP-P4 PWP-P1 X MS-1 POT STA WELCOME CENTER PFP-E A. ST 215 PT T A. S P C A. ST 29 5 Gr egor yst A. ST C PC PT STA PC FFWCC STA PCC 5 30 PT STA PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT STUDY N Bayf r ontpk wy Hei nber g St PENSACOLA BAY PC STA X MONITORING SITE LOCATION 0 40 RECEPTOR SITE LOCATION 200 Feet EXISTING R/W GRASSED AREA PROPERTY LINE RETAINING WALL PROPOSED R/W RIPRAP PROTECTION TEMP. EASEMENT SIDEWALK FIGURE 4.1.2A NOISE ANALYSIS LOCATION MAP BRIDGE SHEET NO. CENTRAL EAST ALTERNATIVE 4-6 PENSACOLA APPROACH

27 A T 30 T P S. A T T O P S 98 BAYBRIDGE PROFESSIONAL PARK BAYBRIDGE VILLAS e dg i br ay B e ez re B f l u G y kw P r D GBR-SF2 BB-M8 BB-M6 BB-M7 BB-M4 BB-M2 BB-T2 BB-M3 BB-M5 BB-T BB-M1 WAYSIDE PARK EAST BB-SF3 GBWP-P4 BB-SF1 SCULPTURE GBWP-P3 PC STA GBWP-P TA. C S PC BB-SF2 GBWP-P2 X MS-2 GBR-SF1 485 GULF BREEZE HAMPTON INN & SUITES THAI 54 UNIQUE CAFE BOTE BAYBREEZE DIVE CENTER GBC-R3 DECK GBC-R2 BOAT LAUNCH WAYSIDE PARK WEST GBWP-P5 BAYBEACH INN RESORT GBC-R1 THE BRIDGE BAR FLOWERS BY YOKO STAND UP PADDLE BOARDS HIGH POINT DBR N PENSACOLA BAY X MONITORING SITE LOCATION 0 40 RECEPTOR SITE LOCATION PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT STUDY 200 Feet EXISTING R/W GRASSED AREA PROPERTY LINE RETAINING WALL PROPOSED R/W RIPRAP PROTECTION TEMP. EASEMENT SIDEWALK FIGURE 4.1.2B NOISE ANALYSIS LOCATION MAP BRIDGE SHEET NO. CENTRAL EAST ALTERNATIVE 4-7 GULF BREEZE APPROACH

28 have 17t P T S T A PC C S 77 TA PC STA PWP-P2 PWP-P4 PWP-P1 PWP-P3 WAYSIDE PARK X MS-1 PFP-E1 WELCOME CENTER 19 5 S P C 20 0 C C P STA PC STA PT T A PT STA PT STA FFWCC POT STA S. A T N Hei nber g St 295 Gr egor yst PENSACOLA BAY Bayf r ontpkw y PCC STA PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT STUDY X MONITORING SITE LOCATION 0 40 RECEPTOR SITE LOCATION 200 Feet EXISTING R/W GRASSED AREA PROPERTY LINE RETAINING WALL PROPOSED R/W RIPRAP PROTECTION TEMP. EASEMENT SIDEWALK FIGURE 4.1.3A NOISE ANALYSIS LOCATION MAP BRIDGE SHEET NO. CENTRAL WEST ALTERNATIVE 4-8 PENSACOLA APPROACH

29 T P S. A T T O P S. A T 98 BAYBRIDGE PROFESSIONAL PARK BAYBRIDGE VILLAS BB-M8 e dg i br ay B e ez re B f l u G y kw P r D GBR-SF2 BB-M6 BB-M7 BB-M4 BB-M2 BB-T2 BB-M3 BB-M5 BB-T BB-M A. ST X BB-SF2 GBWP-P2 BB-SF3 BB-SF1 SCULPTURE WAYSIDE PARK EAST C PC GBWP-P4 MS-2 GBR-SF1 GBWP-P3 GBWP-P PC STA GULF BREEZE HAMPTON INN & SUITES THAI 54 UNIQUE CAFE BOTE BAYBREEZE DIVE CENTER GBC-R3 DECK GBC-R2 BOAT LAUNCH WAYSIDE PARK WEST GBWP-P5 BAYBEACH INN RESORT GBC-R1 THE BRIDGE BAR FLOWERS BY YOKO STAND UP PADDLE BOARDS HIGH POINT DBR N PENSACOLA BAY X MONITORING SITE LOCATION 0 40 RECEPTOR SITE LOCATION PENSACOLA BAY BRIDGE PROJECT DEVELOPMENT AND ENVIRONMENT STUDY 200 Feet EXISTING R/W GRASSED AREA PROPERTY LINE RETAINING WALL PROPOSED R/W RIPRAP PROTECTION TEMP. EASEMENT SIDEWALK FIGURE 4.1.3B NOISE ANALYSIS LOCATION MAP BRIDGE SHEET NO. CENTRAL WEST ALTERNATIVE 4-9 GULF BREEZE APPROACH

30 The City of Gulf Breeze has recently updated its future land use map to include a mixed use development on the west side of SR 30 (US 98) where the existing commercial area is located. These parcels are privately owned and are planned to include commercial/retail and residential uses. The current building height restrictions for mixed use zoning have been increased to include 60 foot structures. A new hotel (Hampton Inn) is currently under construction at the south end of the Baybeach Inn parcel. The noise sensitive sites identified along the project corridor potentially affected by the project include: Pensacola Wayside Park - Four Picnic Pavilions (Activity Category C); Escambia County Fishing Pier (Activity Category C); City of Pensacola Wayside Park - 10 Picnic Pavilions and areas used for fishing including a fishing pier and boat dock (Activity Category C); Single and multi-family residences (i.e., Baybridge Villas) in the City of Gulf Breeze (Activity Category B) A tennis court associated with Baybridge Villas residential community (Activity Category C); and Three restaurants with outdoor eating areas (Activity Category E). The Visitor Center, the Hampton Inn under construction, the businesses and offices in the Baybridge Professional Park, and the FFWCC building in the northwest corner of the 17 th Avenue / SR 30 (US 98) intersection are not considered noise sensitive. These building do not have any exterior areas of use that would be affected by traffic noise. Activity Category E applies only to commercial/developed buildings with exterior of use potentially impacted by the project. The Baybeach Inn Resort does have exterior areas of use (i.e., a swimming pool and surrounding deck). However, these exterior areas are at least 200 feet from SR 30 (US 98) and are not potentially impacted by the project traffic noise so they were not specifically evaluated. To facilitate the analysis of traffic noise impacts, representative receptor sites were used. Representative sites were chosen based on noise sensitivity, roadway proximity, anticipated impacts from the proposed project, and homogeneity (i.e., representative of other similar SR 30 (US 98) Pensacola Bay Bridge 4-10

31 areas in the project study area). For single family residences, traffic noise levels were predicted at the edge of the dwelling or the area of frequent human use closest to the travel lanes. For multi-family residences, traffic noise levels were predicted at the edge of the patio or balcony closest to the travel lanes. For the other non-residential noise sensitive sites that may be impacted, traffic noise levels were predicted where the exterior activity occurs. The first floor receptor sites were modeled 5 feet above ground and the second story receptor sites were modeled at 15 feet above ground. Table lists the representative noise receptor sites by area, approximate location (Station Number), number of noise sensitive sites represented, and their approximate distance to the nearest existing and proposed SR 30 (US 98) travel lane. The number of representative sites used for the Central West Alternative was 28 and 26 were used for the Central East Alternative. With the Central East Alternative, several of the pavilions in the City of Pensacola Wayside Park and the Escambia County Fishing Pier will be removed reducing the number of representative sites. The general locations of each of the representative receptor sites are shown in Figures 4.1.2A and B for the Central East Alternative and in Figure 4.1.3A and B for the Central West Alternative. Alpha numeric labels were used to identify each of the representative receptor sites. The number of sites represented does not apply to the non-residential noise sensitive sites since they represent Special Land Uses. SR 30 (US 98) Pensacola Bay Bridge 4-11

32 Table Representative Noise Sensitive Receptor Sites and TNM Predicted Levels Noise Sensitive Site/Area General Location (Station Range) Representative Noise Receptor Site Designation Station Number Number of Sites Represented Representative Noise Receptor Sites Description (Noise Abatement Activity Category) Noise Abatement Criteria db(a) Distance from the Nearest Existing SR 30 (US 98) Travel Lane (Feet) Central West Distance from the Nearest Proposed SR 30 (US 98) Travel Lane (Feet) Central East Distance from the Nearest Proposed SR 30 (US 98) Travel Lane (Feet) TNM Predicted Noise Levels db(a) Existing/ No Build Central West Build Alt. (Design Yr 2040) Central East Build Alt. (Design Yr 2040) Difference Between Existing and Central West Build Alternative db(a) Noise Abatement Criteria Status for Build Alternative Difference Between Existing and Central East Build Alternative db(a) Noise Abatement Criteria Status for Build Alternative SR 30 (US 98) - Pensacola Approach Pensacola Wayside Park Escambia County Fishing Pier East of SR 30 (US 98) East of SR 30 (US 98) PWP-P Special Land Use North Pavilion (C) Below NAC [i.e., <66.0 db(a)] 2.9 Below NAC [i.e., <66.0 db(a)] PWP-P Special Land Use North Central Pavilion (C) Below NAC [i.e., <66.0 db(a)] 2.3 Below NAC [i.e., <66.0 db(a)] PWP-P Special Land Use South Central Pavilion (C) Below NAC [i.e., <66.0 db(a)] --- Pavilion to be Relocated PWP-P Special Land Use South Pavilion (C) Below NAC [i.e., <66.0 db(a)] --- Pavilion to be Relocated PFP-E Special Land Use Fishing Pier (C) Below NAC [i.e., <66.0 db(a)] --- Pavilion to be Relocated PFP-R Special Land Use Replacement Fishing Pier (C) Below NAC [i.e., <66.0 db(a)] SR 30 (US 98) - Gulf Breeze Approach Gulf Breeze Wayside Park Baybridge Residential Community Commerical Area Single Family Residential Area East of SR 30 (US 98) West of SR 30 (US 98) East of SR 30 (US 98) West of SR 30 (US 98) West of SR 30 (US 98) GBWP-P Special Land Use North Pavilion (C) Below NAC [i.e., <66.0 db(a)] -1.6 Below NAC [i.e., <66.0 db(a)] GBWP-P Special Land Use Fishing Peir (C) Below NAC [i.e., <66.0 db(a)] -0.5 Below NAC [i.e., <66.0 db(a)] GBWP-P Special Land Use South Pavillion (C) Below NAC [i.e., <66.0 db(a)] 0.7 Below NAC [i.e., <66.0 db(a)] GBWP-P Special Land Use Fishing Area along Seawall (C) Below NAC [i.e., <66.0 db(a)] 0.7 Below NAC [i.e., <66.0 db(a)] GBWP-P Special Land Use Dock/Fishing Area (C) Below NAC [i.e., <66.0 db(a)] -0.7 Below NAC [i.e., <66.0 db(a)] BB-SF Single Family Residence (B) Below NAC [i.e., <66.0 db(a)] 3.5 Below NAC [i.e., <66.0 db(a)] BB-SF Single Family Residence (B) Below NAC [i.e., <66.0 db(a)] 3.1 Below NAC [i.e., <66.0 db(a)] BB-SF Single Family Residence (B) Below NAC [i.e., <66.0 db(a)] 2.5 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 2.1 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.9 Below NAC [i.e., <66.0 db(a)] BB-M Balcony - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.5 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.7 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.6 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.6 Below NAC [i.e., <66.0 db(a)] BB-M Balcony - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.3 Below NAC [i.e., <66.0 db(a)] BB-M Patio - Multi-Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.6 Below NAC [i.e., <66.0 db(a)] BB-T Special Land Use Tennis Court - North End (C) Below NAC [i.e., <66.0 db(a)] 1.6 Below NAC [i.e., <66.0 db(a)] BB-T Special Land Use Tennis Court - South End (C) Below NAC [i.e., <66.0 db(a)] 1.3 Below NAC [i.e., <66.0 db(a)] GBC-R The Bridge Bar - Outdoor Seating (E) Below NAC [i.e., <71.0 db(a)] 0.6 Below NAC [i.e., <71.0 db(a)] GBC-R Thai 54 Restaurant - Outdoor Seating (E) Below NAC [i.e., <71.0 db(a)] 1.7 Below NAC [i.e., <71.0 db(a)] GBC-R Unique Cafe Restaurant - Outdoor Seating (E) Below NAC [i.e., <71.0 db(a)] 4.1 Below NAC [i.e., <71.0 db(a)] GBR-SF First Row Single Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.5 Below NAC [i.e., <66.0 db(a)] GBR-SF First Row Single Family Residence (B) Below NAC [i.e., <66.0 db(a)] 1.6 Below NAC [i.e., <66.0 db(a)] Minimum Maximum Average Total Number of Sites Equal to or Greater than 66 db(a) SR 30 (US 98) Pensacola Bay Bridge 4-12

33 4.2 Field Measurements of Noise Levels and Model Verification Noise measurements were taken at two representative sites within the project area on October 19, 2012 to establish traffic as the main source of noise and verify that TNMpredicts noise within an accepted level of accuracy. Monitoring Site MS-1 was located at the City of Pensacola Wayside Park and Monitoring Site MS-2 was located within Baybridge Villas residential community. These monitoring sites are described in Table and their locations are shown in Figures 4.1.2A, 4.1.2B, 4.1.3A,and 4.1.3B. The noise level monitoring was completed using Larson-Davis Model 870 sound-level analyzers, in accordance with the methodology established by the FHWA and documented in Report No. DP , Measurement of Highway-Related Noise: Final Report, May The A-weighted frequency scale was used and the sound meter was calibrated to 114 db(a) using a Larson-Davis Model CA250 sound-level calibrator. Monitoring was conducted for 3 10-minute intervals with the microphone approximately 5 feet above the land surface. SR 30 (US 98) Pensacola Bay Bridge 4-13

34 Table Noise Monitoring Data and TNM Verification Results Location Date General Information Monitor Site Number Monitoring Location Begin Time End Time Travel Lanes SR 30 US (98) Cars Medium Trucks Heavy Trucks Buses Motorcycles Model TNM TNM Within +/- 3 Monitored Predicted Leq Difference db(a) of Vehicles Speed Vehicles Speed Vehicles Speed Vehicles Speed Vehicles Speed Leq (h) db(a) (h) db(a) Leq (h) db(a) Monitored per Hour (mph) per Hour (mph) per Hour (mph) per Hour (mph) per Hour (mph) Leq (h)? SR 30 (US 98) Pensacola Bay Bridge 10/19/2012 MS-1 MS-2 Pensacola Wayside Park Pavillion; 110 Feet East of SR 30 (US 98) - Station Baybridge Villas Patio; 55 Feet East of SR 30 (US 98) - Station X:\P\ \emo\Env Reports\\Figures and Tables\[Table 4.2.1_PBB_ModelVal_NoiseMonitoring_ xlsx]NSR Northbound 2, :05 AM 8:15 AM Southbound 1, :15 AM 8:25 AM 8:25 AM 8:35 AM 9:16 AM 9:26 AM 9:26 AM 9:36 AM 9:36 AM 9:46 AM Northbound 1, Southbound 1, Northbound 2, Southbound 1, Northbound 1, Southbound 1, Northbound 1, Southbound 1, Northbound 1, Southbound 1, Minimum Maximum Average Difference Between TNM 2.5 Predicted Levels and Monitored Levels Yes Yes Yes Yes Yes Yes SR 30 (US 98) Pensacola Bay Bridge 4-14

35 Community noises and traffic information, such as number of passenger cars, trucks, buses, and motorcycles and average speeds, were also collected at the time of noise monitoring. A K15-K Doppler Radar Gun was used to obtain average operating speeds for cars, medium trucks, and heavy trucks. Since all noise levels in this report are based on a 1-hour period, the field-recorded traffic volumes were adjusted upward to reflect hourly volumes. The data collected was then used as input to TNM. The dates, times, traffic data, and the measured and TNM-predicted noise levels are presented in Table Traffic noise was the dominant noise source at each of the monitoring sites. To verify the computer noise model, the TNM-predicted noise levels for Monitoring Sites MS-1 and MS-2 were compared to measured noise levels. When measured noise levels are within +/- 3.0 db(a) of the computer-predicted levels, the model is considered verified. All of the measured noise levels were within +/- 3.0 db(a) of the TNM-predicted levels (see Table 4.2.1). Because the TNM-predicted noise levels are within +/- 3.0 db(a) of the measured noise levels, the model has been verified and is considered acceptable for predicting existing and future traffic noise levels along SR 30 (US 98). The average difference between TNMpredicted levels and the monitored levels was 1.8 db(a). 4.3 Predicted Noise Levels Table summarizes the predicted noise levels for the existing/no Build conditions and the future design year (2040) conditions for the Central West and Central East Alternatives at each of the representative noise receptor sites. The predicted noise levels for the existing conditions/no Build Alternative range from 53.0 db(a) (Site GBC-R2) to 66.8 db(a) (Site PFP-E1). Receptor Site PFP-E1 was the only representative noise sensitive site with a predicted noise level above 66 db(a). The predicted noise levels for the existing conditions are also representative of the No Build Alternative because both are based on LOS C traffic volumes. For the Central West Alternative, the predicted design year (2040) noise levels range from 57.0 db(a) (Receptor Site BB-M8) to 65.8 (A) (Receptor Site BB-M3). Noise levels for this SR 30 (US 98) Pensacola Bay Bridge 4-15