Environmental Noise Assessment Pa ia Relief Route Project Pa ia, Maui County, Hawaii

Environmental Noise Assessment Pa ia Relief Route Project Pa ia, Maui County, Hawaii June 2018 DLAA Project No. 08-04B Prepared for: SSFM International, Inc. Honolulu, Hawaii

Section TABLE OF CONTENTS 1.0 EXECUTIVE SUMMARY... 1 2.0 PROJECT DESCRIPTION... 3 3.0 NOISE GUIDELINES, STANDARDS, AND REGULATIONS... 3 3.1 State of Hawaii, Community Noise Control... 3 3.2 U.S. Federal Highway Administration (FHWA)... 4 3.3 Hawaii Department of Transportation (HDOT)... 4 3.4 U.S. Environmental Protection Agency (EPA)... 4 4.0 EXISTING ACOUSTICAL ENVIRONMENT... 5 4.1 Long Term Noise Measurements... 5 Page 4.1.1 Long-Term Noise Measurement Procedure...5 4.1.2 Long-Term Noise Measurement Locations...5 4.1.3 Long-Term Noise Measurement Results...6 4.2 Short Term Noise Measurements... 6 5.0 POTENTIAL NOISE IMPACTS... 7 5.1 Project Construction Noise... 7 5.2 Compliance with FHWA/HDOT Noise Guidelines... 7 5.2.1 Traffic Noise Model Overview...7 5.2.2 Summary of Vehicular Traffic Noise Level Predictions...10 5.3 Compliance with EPA Noise Guidelines... 10 6.0 NOISE IMPACT MITIGATION... 10 6.1 Mitigation of Construction Noise... 10 6.2 Mitigation of Vehicular Traffic Noise... 11 REFERENCES... 12 APPENDIX A - Acoustic Terminology...A-1 APPENDIX B - Photographs at Project Site...B-1 DLAA Project No. 08-04B Page i

LIST OF TABLES Table Number Page Table 1. Summary of Projected Traffic Noise Levels - Baldwin Beach Park Terminus...13 Table 2. Summary of Projected Traffic Noise Levels - Wa a Place Connector...14 Table 3. Summary of Projected Traffic Noise Levels - Baldwin Avenue Crossing....15 LIST OF FIGURES Figure Number Figure 1. Project Study Area and Proposed Relief Route Alignment Alternatives Figure 2. Hawaii DOH Maximum Permissible Sound Levels for Various Zoning Districts Figure 3. Federal Highway Administration Noise Abatement Criteria for Highway Noise Figure 4. Long Term Noise Measurement Locations Figure 5. Location L1 - Long Term Noise Measurements Results Figure 6. Location L2 - Long Term Noise Measurements Results Figure 7. Location L3 - Long Term Noise Measurements Results Figure 8. Location L4 - Long Term Noise Measurements Results Figure 9. Typical Sound Levels from Construction Equipment DLAA Project No. 08-04B Page ii

1.0 EXECUTIVE SUMMARY 1.1 The proposed Pa ia Relief Route project is located on the north-east side of the island of Maui, Hawaii. The proposed project will create a new two-lane Relief Route which will re-route traffic around the town of Pa ia to the south (mauka) of Hana Highway and make modifications to the existing Hana Highway. The proposed action is an approximately 2.6-mile-long, two-lane paved roadway that would accommodate vehicles, pedestrians, and bicycles. It extends mauka from the Baldwin Beach Park Terminus at Mile Post 6.0, turning northeast crossing Baldwin Avenue mauka of Poni Place. The proposed route then extends to Hana Highway near Ho okipa Beach Park near Mile Post 9.0. Optional connectors are proposed at Holomua Road and Wa a Place. 1.2 The Federal Highway Administration (FHWA) and State of Hawaii Department of Transportation (HDOT) regulates highway traffic noise by defining noise abatement criteria (NAC) for various land use activities. A traffic noise impact occurs when the predicted traffic noise levels approach or exceed the NAC or when highway traffic noise levels substantially exceed existing highway traffic noise levels. The NAC are for impact determination only, and all projects meeting these limits are deemed in conformance with FHWA noise standards. 1.3 Long-term and short-term noise measurements were conducted to assess the existing acoustical environment within the project area. The project study area currently experiences relatively high ambient noise levels that are dynamic. For the measurements located close to Hana Highway, ambient noise levels depend significantly on the vehicular traffic patterns of the roadway. Other noise sources within the project study area included wind, birds, and agricultural equipment. Long term noise measurements conducted within the project study area show that the average day-night noise levels, Ldn, range from 54 to 64 dba. 1.4 The various construction phases of the project may generate significant amounts of noise that could impact the residences and businesses located in the vicinity of Kuau and Pa ia. The actual noise levels produced during construction will be a function of the methods employed during each stage of the construction process. The noise from construction activities should be relatively short term, occur only during daytime hours, and must comply with State Department of Health noise regulations. 1.5 Existing and future (2040) traffic noise levels were predicted using the Federal Highway Administration Traffic Noise Model (TNM). Future traffic noise levels were modeled for both Build and No Build conditions. The TNM model was validated using the short-term traffic noise level measurements conducted on-site. A TNM model was developed for the areas that have receptors located in the noise sensitive areas adjacent to the proposed project sites. These areas were determined to be at the following locations (1) future Build Relief Route and Hana Highway at Baldwin Park Intersection, (2) future Build Relief Route connector at Waa Place/Hana Highway Intersection, and (3) future Build Relief Route Baldwin Avenue Intersection. Eleven noise sensitive receiver locations were identified in the vicinity of the proposed Relief Route. Noise levels were DLAA Project No. 08-04B Page 1

modeled at all receiver locations for worst case intersection alignment and traffic control options for both AM and PM peak traffic using the traffic information provided by the Traffic Consultant and SSFM. 1.6 The results indicate that the predicted vehicular traffic noise levels for the existing, future No Build, and Build conditions do not approach or exceed the noise abatement criteria at any of the noise receiver locations. In addition, the predicted increases in vehicular traffic noise are not substantial, i.e., they are less than 15 db, at all receiver locations. Therefore, a traffic noise impact due to the installation of the Pa ia Relief Route is not expected at any of the noise sensitive receiver locations and traffic noise mitigation is not required. DLAA Project No. 08-04B Page 2

2.0 PROJECT DESCRIPTION The proposed Pa ia Relief Route project is located on the north-east side of the island of Maui, Hawaii. The proposed project will create a new two-lane Relief Route which will re-route traffic around the town of Pa ia to the south (mauka) of Hana Highway, make modifications to the existing Hana Highway, or both. The proposed action is an approximately 2.6-mile-long, two-lane paved roadway that would accommodate vehicles, pedestrians, and bicycles. It extends mauka from the Baldwin Beach Park Terminus at Mile Post 6.0, turning northeast crossing Baldwin Avenue mauka of Poni Place. The proposed route then extends to Hana Highway near Ho okipa Beach Park near Mile Post 9.0. Optional connectors are proposed at Holomua Road and Wa a Place. The study area for the Relief Route is primarily used for agriculture. However, the areas immediately adjacent to the Relief Route along Hana Highway and Baldwin Avenue also include residences, Baldwin Park, and Ho okipa Beach Park. Figure 1 provides a site plan of the overall proposed Relief Route. The environmental noise assessment consists of two phases: a survey of the existing ambient noise environment and an analysis of vehicular traffic and construction noise levels. Long-term ambient noise level measurements were conducted to monitor existing noise levels within the project study area. A traffic noise model of existing roadways and the proposed Relief Route was developed in order to assess the potential noise impacts of the project. Construction noise due to the proposed project was also assessed. This report summarizes the steps involved in the noise assessment for the Pa ia Relief Route project, including, noise modeling methodologies, results, identifying criteria, and evaluating impacts. 3.0 NOISE GUIDELINES, STANDARDS, AND REGULATIONS Various local and federal agencies have established guidelines and standards for assessing environmental noise impacts and set noise limits as a function of land use. A brief description of common acoustic terminology used in these guidelines and standards is presented in Appendix A. 3.1 State of Hawaii, Community Noise Control The State of Hawaii Community Noise Control Rule [Reference 1] defines three classes of zoning districts and specifies corresponding maximum permissible sound levels due to stationary noise sources such as air-conditioning units, exhaust systems, generators, compressors, pumps, etc. The Community Noise Control Rule does not address most moving sources, such as vehicular traffic noise, air traffic noise, or rail traffic noise. However, the Community Noise Control Rule does regulate noise related to construction activities, which may not be stationary. The maximum permissible noise levels are enforced by the State Department of Health (DOH) for any location at or beyond the property line and shall not be exceeded for more than 10% of the time during any 20-minute period. The specified noise limits which apply are a function of the zoning and time of day as shown in Figure 2. With respect to mixed zoning districts, the rule specifies that DLAA Project No. 08-04B Page 3

the primary land use designation shall be used to determine the applicable zoning district class and the maximum permissible sound level. In determining the maximum permissible sound level, the background noise level is taken into account by the DOH. 3.2 U.S. Federal Highway Administration (FHWA) The FHWA regulation contains highway traffic noise abatement criteria (NAC) for seven land use activity categories and assigns corresponding maximum hourly equivalent sound levels, Leq, for traffic noise exposure [Reference 2, 3]. These NAC are summarized in Figure 3 for each land use activity. For example, Category B, defined as residential, has a corresponding maximum exterior Leq of 67dBA. Category E is defined for hotels, motels, offices, restaurants, bars, etc. and has a corresponding maximum exterior Leq of 72 dba. In determining traffic noise impacts, primary consideration is given to exterior areas where frequent human use occurs. An interior impact criterion is also defined for certain land use facilities that have sensitive interior uses, such as hospitals, churches, and schools. A traffic noise impact occurs when the predicted traffic noise levels approach or exceed the NAC or when highway traffic noise levels substantially exceed existing highway traffic noise levels. The NAC are for impact determination only, and all projects meeting these limits are deemed in conformance with FHWA noise standards. However, when an impact has been identified, highway traffic noise abatement measures must be considered. Calculation of highway traffic noise levels should be conducted using the Federal Highway Administration s Traffic Noise Model (TNM) [Reference 4]. 3.3 Hawaii Department of Transportation (HDOT) The HDOT has adopted FHWA s design goals for traffic noise exposure in its Noise Analysis and Abatement Policy [Reference 5]. According to the policy, a traffic noise impact occurs when the predicted traffic noise levels approach or exceed FHWA s design goals or when the predicted traffic noise levels substantially exceed the existing noise levels. The policy also states that approach means at least 1 db less than FHWA s design goals and substantially exceed the existing noise levels means an increase of at least 15 db. 3.4 U.S. Environmental Protection Agency (EPA) The U.S. EPA has identified a range of yearly day-night equivalent sound levels, Ldn, sufficient to protect public health and welfare from the effects of environmental noise [Reference 6]. The EPA has established a goal to reduce exterior environmental noise to an Ldn not exceeding 65 dba and a future goal to further reduce exterior environmental noise to an Ldn not exceeding 55 dba. Additionally, the EPA states that these goals are not intended as regulations as it has no authority to regulate noise levels, but rather they are intended to be viewed as levels below which the general population will not be at risk from any of the identified effects of noise. DLAA Project No. 08-04B Page 4

4.0 EXISTING ACOUSTICAL ENVIRONMENT Noise measurements taken at the project site in 2011 were utilized during this analysis. The noise data collected from the 2011 measurements is expected to still be accurate and valid for the noise environment in the area as traffic volumes have not significantly changed since that time period. Two types of noise measurements were conducted to assess the existing acoustical environment within the project corridor. The first noise measurement type consisted of continuous long-term ambient noise level measurements (Locations L1, L2, L3, and L4). The second type of noise measurements were short-term traffic noise level measurements (Location S1). The methodology, location, and results for each of the measurements are described below and the measurement locations are illustrated in Figure 4. Photographs of the measurements locations can be viewed in Appendix B. 4.1 Long Term Noise Measurements 4.1.1 Long-Term Noise Measurement Procedure The ambient noise measurements took place from June 2nd to June 6th, 2011. Continuous, hourly averaged sound levels were recorded for 5 days at each location. The measurements were taken using Larson-Davis Laboratories, Model 820, Type 1 Sound Level Meters together with Gras, Model 40AQ Type-1 Microphones, and a Larson-Davis Laboratories, Model 831, Type 1 Sound Level Meter together with a PCB, Model 377B20 Type-1 Microphone. Calibration was checked before and after the measurements with a Larson-Davis Model CAL200 calibrator. Both the sound level meter and the calibrator have been certified by the manufacturer within the recommended calibration period. The microphones were mounted on tripods, approximately 6 feet above grade. Windscreens covered the microphones during the entire measurement period. The sound level meters were secured in a weather resistant case. 4.1.2 Long-Term Noise Measurement Locations Location L1: The meter was located southwest of the Pa ia Sugar Mill on the western side of Baldwin Avenue, approximately 765 feet east of the centerline of the road. This measurement location is representative of the residential areas along Baldwin Ave further inland from Hana Highway. Location L2: The meter was located near to Hamakuapoko Road, adjacent to the Reservoir located in Field 207. This measurement location is representative of the primarily undeveloped land within the project study area. Location L3: The meter was located just east of Kuau on the southeastern (mauka) side of Hana Highway, approximately 285 feet south-east of the centerline of the road. This measurement location is representative of the residential area of Kuau on the southern (mauka) side of Hana Highway. DLAA Project No. 08-04B Page 5

Location L4: The meter was located on the southern (mauka) side of Hana Highway, approximately 100 feet south-east of the centerline of the road. This measurement location is representative of areas adjacent to the Hana Highway on the west of its intersection with Baldwin Ave. 4.1.3 Long-Term Noise Measurement Results The results from these long-term sound measurements are graphically presented in Figures 5 through 8, which show the measured hourly equivalent sound level, Leq, and the 90 percent exceedance level, L90, in A-weighted decibels (dba) as a function of the measurement date and time. The graph for Location L2 shows a shortened timeline due to sound level meter overload conditions. The ambient sound levels at all locations are relatively dynamic. The dominant noise source for Locations L1 and L2 is wind through the sugar cane fields and other vegetation. Secondary noise sources include birds, aircraft flyovers and noise from agricultural equipment. The dominant noise source for Locations L3 and L4 is vehicular traffic noise along Hana Highway. Secondary noise sources include birds, wind through sugar cane fields and trees, and occasional aircraft flyovers. Long term noise measurements conducted within the project study area show that the average day-night noise levels, Ldn, range from 54 to 64 dba. 4.2 Short Term Noise Measurements An equivalent sound level, Leq, was measured in an open field at Baldwin Beach Park where the sound level meter was positioned approximately 60 feet northwest of the centerline of Hana Highway. This location is documented as Location S1 on Figure 4. Vehicular traffic counts and traffic mix were documented during the measurement period. The noise measurements were taken using a Larson- Davis Laboratories, Model 831, Type-1 Sound Level Meter together with a PCB, Model 377B20 Type-1 Microphone. Calibration was checked before and after the measurements with a Larson-Davis Model CAL200 calibrator. Both the sound level meter and the calibrator have been certified by the manufacturer within the recommended calibration period. The microphone and sound level meter were mounted on a tripod, approximately 5 feet above grade. A windscreen covered the microphone during the entire measurement period. The short-term measurements were conducted during the peak AM and PM traffic hour on June 2, 2011 when noise levels were expected to be the highest. Pavement conditions were dry and traffic was free flowing with no slowdowns or backups. Wind gusts were measured being as high as 15 mph. The purpose of the measurements and traffic counts were to validate the traffic noise model prediction software, as discussed in Section 5.2.1 below. Measurements and traffic counts were taken for a 30-minute period and traffic count volumes doubled for the model s hourly input parameters. DLAA Project No. 08-04B Page 6

5.0 POTENTIAL NOISE IMPACTS 5.1 Project Construction Noise Maximum permissible construction noise levels are specified by the State of Hawaii Department of Health (HDOH) for daytime and nighttime hours, but ambient noise levels in the area are also taken into account. The Hawaii Community Noise Control Rules state that the primary land use designation shall be used to determine the applicable zoning district class. The project study area is currently zoned for agricultural and urban uses. The Pa ia Relief Route project may include roadway excavation and embankment; drain line trenching and backfilling, concrete work, utility pole relocation, and roadway paving., etc. and will utilize equipment such as jackhammers, saw cutters, backhoes, front loaders, dump trucks, generators, and compressors. Pavement cutters, jackhammers, backhoes and earthmoving equipment, e.g., bulldozers and diesel-powered trucks will probably be the loudest equipment used during construction. Construction noise may impact residences and businesses along Hana Highway and Baldwin Avenue near Kuau and Pa ia, and thus these areas can be considered noise sensitive. The degree of noise impact will vary, as it is directly related to the method of construction and the proximity of noise sensitive land uses to the construction site. The actual noise levels produced during construction will be a function of the methods employed during each stage of the construction process. Typical ranges of construction equipment noise are shown in Figure 9. The noise from construction activities should be short term, occur only during daytime hours, and must comply with State Department of Health noise regulations. 5.2 Compliance with FHWA/HDOT Noise Guidelines 5.2.1 Traffic Noise Model Overview Existing and future noise levels were predicted using the Federal Highway Administration Traffic Noise Model (TNM) [Reference 4]. Typical input parameters include traffic volumes and speeds, conceptual alignment design, receiver locations, and terrain features. Hourly traffic volumes and roadway speeds were provided by SSFM and the Traffic Consultant. The conceptual alignment design was provided for the existing roadways and each of the intersection traffic control design alternatives. The centerlines of each of the roadways were used as the reference point from which distances were calculated and each roadway was modeled lane-bylane. All modeling with was utilizing TNM s Average pavement type. Medians and shoulders were modeled as roadways with no traffic. Shoulders were modeled at their actual and proposed width dimensions and medians, where they existed, were modeled at a minimum of 10 ft wide. Speeds utilized in the model where based on free flow conditions which when paired with peak traffic volumes are worst case modeling scenarios. Based on information provided by the Traffic Consultant, the peak truck traffic hour for each location corresponded to the peak AM and DLAA Project No. 08-04B Page 7

PM hours, which also will provide worst case modeling conditions. Noise sensitive receiver locations were identified as being within a 250-foot radius of the locations of the proposed Relief Route using TMK drawings provided by SSFM. Each individual location identified in the 250-foot radius was modeled as an individual receiver in TNM. Topography information was included in the model based on the 5-foot contours provided by SSFM. Sound levels predicted at the receiver locations were calculated at approximately 5 feet above ground. For residential receivers, locations near the property line between the roadway and residential structures that represent the areas where frequent human activity occurs (such as a patio, pool, or play area in the yard of a home) were selected. A small stone wall along the northern (makai) side of Hana Highway was taken into consideration when predicting existing and future traffic noise levels for receiver location shielded by the wall at Waa Place residences. A base model of the existing roadway conditions was developed using the existing roadway alignments for Hana Highway and Baldwin Avenue and the traffic volumes and mix data that was collected at the measurement location S1 (described in Section 4.2 above). The TNM model predicted sound levels at the short term measurement location S1 and these levels were compared to the measurement results. This comparison allows for the TNM model to be validated, thus verifying the accuracy of noise model. A difference of 3 decibels or less between the monitored and modeled level is considered acceptable. It was found that the worst-case difference between the model and the noise measurements was 1.8 db, so the model was considered valid. Following the validation of the existing conditions noise model, the same methodology was applied in the development of TNM models for the existing condition, the future (2040) No Build condition, and the future (2040) Build conditions for the various roadway/intersection traffic management alignments. The Holumua Road connector and the terminus at Ho okipa Beach Park entrance were identified as areas that do not contain any noise sensitive receptor locations inside the proposed projects noise sensitive region and therefore do not require prediction of noise of their existing or potential future noise. Additionally, many of the areas adjacent to the proposed Relief Route are agricultural lands that have no NAC value listed in Table 1 of Title 23 Par 772 [Reference 2] and therefore do not require the prediction of noise at these locations for FHWA or HDOT impact evaluation. The proposed Relief Route alignments studied are referred to as Baldwin Beach Park Terminus, Waa Place Connector, and Baldwin Avenue Crossing. These conditions were modeled for peak hour AM and PM traffic using the volumes. Eleven noise sensitive receiver locations were included in the model to represent the various receptor locations identified DLAA Project No. 08-04B Page 8

in the noise sensitive region for these areas. In general, the receiver locations were limited to a 500-foot swath (250-foot radius) from the centerline of the proposed Relief Route and highway since noise from existing stretches of Hana Highway or Baldwin Avenue at distances well away from the proposed Relief Route alignments and modifications is outside the scope of this study. Each intersection of the proposed Relief Route under study has signalized traffic control options under consideration. The intersections at Baldwin Avenue and Waa Place included a roundabout and a stop sign traffic control scenarios. The intersection near Baldwin park included a stop sign controlled scenario. Models were created for the conditions identified to be the worst-case traffic control alignments at each location where possible. For conditions where a worst-case scenario was not able to be identified from the alignment location and traffic control requirements, a model was created for all scenarios that could potentially be worst case conditions. Baldwin Beach Park Terminus was modeled for signalized control options only. This scenario was determined to be the worst-case scenario based on the total amount of traffic expected to be required to accelerate from a full stop at the intersection with the use of a signalized control compared to a stop sign control. Acceleration from a full stop is a major source of noise and, assuming all other parameters of the model are the same such as in this case, scenarios that have a significantly higher volume of traffic accelerating from a full stop will be associated with a higher noise levels. At the Baldwin Park Terminus intersection location, traffic information indicated that a significantly higher volume of traffic would accelerate from a stopped position from a signalized control than a stop sign controlled intersection as proposed due to the signalized control scenario stopping traffic on both the Relief Route and Hana Highway and the stop sign controlled scenarios only stopping traffic on the Relief Route. Wa a Place Connector was modeled for signalized control, sign controlled, and roundabout scenarios. The results from this analysis showed that the roundabout traffic control configuration is expected to have the lowest noise levels associated with it when compared to the potential use of stop signs or traffic signals. The worst-case noise levels varied between stop sign and traffic signal options at various receiver locations based on the specific traffic volumes and conditions per each scenario. Based on the results of the Wa a Place Connector modeling, showing a roundabout in the same location as a signalized intersection with the same traffic volumes having lower noise levels, Baldwin Avenue Crossing was modeled only as a signalized intersection on the existing roadway alignment. Besides the scenarios with a signalized intersection on the existing alignment and a roundabout, a third option, that included a signalized intersection location farther away from the receivers and DLAA Project No. 08-04B Page 9

requiring a realignment of the roadway, also exists but was not modeled as the increased distance between the intersection/roadway and the receiver locations clearly indicates noise from this location would be lower than noise generated from a signalized intersection that is located closer to the receivers with the same traffic volumes and conditions. The roundabout option for this intersection was also proposed to be located on a realigned section of roadway further away from the receivers than the proposed existing roadway signalized intersection, further indicating it would have lower noise levels than the scenario modeled. 5.2.2 Summary of Vehicular Traffic Noise Level Predictions The results of the TNM model for all conditions are summarized in Tables 1, 2, and 3 for Baldwin Beach Park Terminus, Wa a Place Connector, and Baldwin Avenue Crossing, respectively, and are provided at the end of this report. Per the HDOT s Noise Analysis and Abatement Policy, when traffic noise levels approach the FHWA noise abatement criteria, i.e., within one decibel, a traffic noise impact will occur and noise abatement measures must be considered. The results indicate that the predicted vehicular traffic noise levels for the existing, future No Build, and future Build conditions do not approach or exceed the noise abatement criteria at any of the noise receiver locations. A highway traffic noise impact can also occur if future noise levels result in a 15 db substantial increase over the existing noise environment. The predicted increases in vehicular traffic noise less than 15 db at all receiver locations. Therefore, a traffic noise impact due to the installation of the Pa ia Relief Route as studied and presented in this report is not expected at any of the noise sensitive receiver locations. 5.3 Compliance with EPA Noise Guidelines The EPA has an existing design goal of Ldn 65 dba and a future design goal Ldn 55 dba for exterior noise levels. In the future, increased traffic noise will contribute to the overall ambient noise level. The expected increase in Ldn due to the construction of the Relief Route will vary depending on the proximity of the receiver to the roadway. However, some areas of the project study area currently experience noise levels that exceed the EPA guidelines. It is important to note that the EPA noise guidelines are design goals and not enforceable regulations. However, these guidelines and design goals are useful tools for assessing the noise environment. 6.0 NOISE IMPACT MITIGATION 6.1 Mitigation of Construction Noise In cases where construction noise exceeds, or is expected to exceed the State s "maximum permissible" property line noise levels [Reference 1], a permit must be obtained from the State DOH to allow the operation of vehicles, cranes, construction equipment, power tools, etc., which emit noise levels in excess of the "maximum permissible" levels. DLAA Project No. 08-04B Page 10

In order for the State DOH to issue a construction noise permit, the Contractor must submit a noise permit application to the DOH, which describes the construction activities for the project. Prior to issuing the noise permit, the State DOH may require action by the Contractor to incorporate noise mitigation into the construction plan. The DOH may also require the Contractor to conduct noise monitoring or community meetings inviting the neighboring residents and business owners to discuss construction noise. The Contractor should use reasonable and standard practices to mitigate noise, such as using mufflers on diesel and gasoline engines, using properly tuned and balanced machines, etc. However, the State DOH may require additional noise mitigation, such as temporary noise barriers, or time of day usage limits for certain kinds of construction activities. Specific permit restrictions for construction activities [Reference 1] are: "No permit shall allow any construction activities which emit noise in excess of the maximum permissible sound levels... before 7:00 a.m. and after 6:00 p.m. of the same day, Monday through Friday." No permit shall allow any construction activities which emit noise in excess of the maximum permissible sound levels... before 9:00 a.m. and after 6:00 p.m. on Saturday." No permit shall allow any construction activities which emit noise in excess of the maximum permissible sound levels on Sundays and on holidays." The use of hoe rams and jack hammers 25 lbs. or larger, high pressure sprayers, chain saws, and pile drivers are restricted to 9:00 a.m. to 5:30 p.m., Monday through Friday. In addition, construction equipment and on-site vehicles or devices whose operations involve the exhausting of gas or air, excluding pile hammers and pneumatic hand tools weighing less than 15 pounds, must be equipped with mufflers [Reference 1]. The State DOH noise permit does not limit the noise level generated at the construction site, but rather the times at which noisy construction can take place. Therefore, noise mitigation for construction activities should be addressed using project management, such that the time restrictions within the State DOH permit are followed. 6.2 Mitigation of Vehicular Traffic Noise As discussed in Section 5.2.2 above, a traffic noise impact due to the installation of the Pa ia Relief Route is not expected at any of the noise sensitive receiver locations considered in this study. Therefore, mitigation of traffic noise will not be required. DLAA Project No. 08-04B Page 11

REFERENCES 1. Chapter 46, Community Noise Control, Department of Health, State of Hawaii, Administrative Rules, Title 11, September 23, 1996. 2. Department of Transportation, Federal Highway Administration Procedures for Abatement of Highway Traffic Noise, Title 23, CFR, Chapter 1, Subchapter J, Part 772, 38 FR 15953, June 19, 1973; Revised at 75 FR 32820, July 13, 2010. 3. Highway Traffic Noise: Analysis and Abatement Guidance, U.S. Department of Transportation, Federal Highways Administration, December 2011. 4. Federal Highway Administrations Traffic Noise Model, Version 2.5, U.S. Department of Transportation, February 2004. 5. Highway Noise Policy and Abatement Guidelines, Department of Transportation, Highways Division, State of Hawaii, April 18 2016. 6. Toward a National Strategy for Noise Control, U.S. Environmental Protection Agency, April 1977. DLAA Project No. 08-04B Page 12

TABLE 1: Summary of Existing and Future Traffic Noise Levels for Relief Route Baldwin Beach Park Terminus 1 Land Use Cat 2 A B C B-A C-A 2040 No Build and TSM (dba) 2040 Build (dba) Future Change No Build (db) Future Change Build (db) NAC 2 Existing 3 Noise ID (dba) (dba) Impact 4 AM PM AM PM AM PM AM PM AM PM Baldwin Park C 66 52.2 52.8 52.7 53.3 52.9 53.4 +0.5 +0.5 +0.7 +0.6 No No Substantial Increase 5 1 The existing and future noise levels shown in the table were calculated by the Traffic Noise Model and were based on the peak hour traffic volumes provided by the Traffic Consultant. Future year is defined as 2040. 2 For information on land use categories and noise abatement criteria, refer to Sections 3.2 and 3.3 of this report and Figure 2. Per the HDOT, the NAC are based on levels approaching the absolute criteria by 1 db. 3 Existing traffic noise levels were calculated values based on predictions from the Traffic Noise Model. 4 A noise impact occurs when the predicted noise level for the future build alternative (Column C) approaches or exceeds the NAC. 5 A noise impact also occurs when the future predicted noise levels result in a 15 db substantial increase over existing traffic noise levels (Column C-A). DLAA Project No. 08-04B Page 13

TABLE 2: Summary of Existing and Future Traffic Noise Levels for Relief Route Wa a Place Connector 1 Land Use Cat 2 A B C B-A C-A 2040 No Build and TSM (dba) 2040 Build (dba) Future Change No Build (db) Future Change Build (db) ID Traffic Control NAC 2 (dba) Existing 3 (dba) Noise Impact 4 TMK # AM PM AM PM AM PM AM PM AM PM 2-6-10:21 Signal B 66 63.8 64.3 64.3 64.9 63.0 62.8 +0.5 +0.6-0.8-1.5 No No 2-6-11:1 Signal B 66 56.7 56.9 57.2 57.5 60.4 60.4 +0.5 +0.6 +3.3 +3.5 No No 2-6-11:25 Signal B 66 55.0 55.5 55.5 56.1 58.7 58.7 +0.5 +0.6 +3.7 +3.2 No No 2-6-10:21 Sign B 66 63.8 64.3 64.3 64.9 63.5 62.9 +0.5 +0.6-0.3-1.4 No No 2-6-11:1 Sign B 66 56.7 56.9 57.2 57.5 59.5 59.4 +0.5 +0.6 +2.8 +2.5 No No 2-6-11:25 Sign B 66 55.0 55.5 55.5 56.1 57.7 57.5 +0.5 +0.6 +2.7 +2.0 No No 2-6-10:21 Round B 66 63.8 64.3 64.3 64.9 61.5 61.5 +0.5 +0.6-2.3-2.8 No No 2-6-11:1 Round B 66 56.7 56.9 57.2 57.5 57.1 57.4 +0.5 +0.6 +0.4 +0.5 No No 2-6-11:25 Round B 66 55.0 55.5 55.5 56.1 55.6 56.2 +0.5 +0.6 +0.6 +0.7 No No Substantial Increase 5 1 The existing and future noise levels shown in the table were calculated by the Traffic Noise Model and were based on the peak hour traffic volumes provided by the Traffic Consultant. Future year is defined as 2040. 2 For information on land use categories and noise abatement criteria, refer to Sections 3.2 and 3.3 of this report and Figure 2. Per the HDOT, the NAC are based on levels approaching the absolute criteria by 1 db. 3 Existing traffic noise levels were calculated values based on predictions from the Traffic Noise Model. 4 A noise impact occurs when the predicted noise level for the future build alternative (Column C) approaches or exceeds the NAC. 5 A noise impact also occurs when the future predicted noise levels result in a 15 db substantial increase over existing traffic noise levels (Column C-A). DLAA Project No. 08-04B Page 14

TABLE 3: Summary of Existing and Future Traffic Noise Levels for Relief Route Baldwin Avenue Crossing 1 Land Use Cat 2 A B C B-A C-A 2040 No Build and TSM (dba) 2040 Build (dba) Future Change No Build (db) Future Change Build (db) NAC 2 Existing 3 Noise ID (dba) (dba) Impact 4 TMK # AM PM AM PM AM PM AM PM AM PM 2-6-7:1 B 66 46.6 47.0 47.4 47.6 58.4 59.8 +0.8 +0.6 +11.8 +12.8 No No 2-6-7:3 B 66 49.0 49.4 49.8 50.1 58.5 59.6 +0.8 +0.7 +9.5 +10.2 No No 2-6-7:4 B 66 50.9 51.3 51.7 51.9 60.6 61.6 +0.8 +0.6 +9.7 +10.3 No No 2-6-7:5 B 66 52.3 52.6 53.1 53.2 61.8 62.7 +0.8 +0.6 +9.5 +10.1 No No 2-6-7:6 B 66 62.8 62.7 63.6 63.3 64.9 65.6 +0.8 +0.6 +2.1 +2.9 No No 2-6-7:7 B 66 64.7 64.6 65.5 65.6 65.8 64.7 +0.8 +1.0 +1.1 +0.1 No No 2-5-6:16 B 66 55.0 55.3 55.7 56.0 59.7 60.3 +0.7 +0.7 +4.7 +5.0 No No 2-5-6:17 B 66 57.6 58.0 58.4 58.6 63.9 65.0 +0.8 +0.6 +6.3 +7.0 No No Substantial Increase 5 1 The existing and future noise levels shown in the table were calculated by the Traffic Noise Model and were based on the peak hour traffic volumes provided by the Traffic Consultant. Future year is defined as 2040. 2 For information on land use categories and noise abatement criteria, refer to Sections 3.2 and 3.3 of this report and Figure 2. Per the HDOT, the NAC are based on levels approaching the absolute criteria by 1 db. 3 Existing traffic noise levels were calculated values based on predictions from the Traffic Noise Model. 4 A noise impact occurs when the predicted noise level for the future build alternative (Column C) approaches or exceeds the NAC. 5 A noise impact also occurs when the future predicted noise levels result in a 15 db substantial increase over existing traffic noise levels (Column C-A). DLAA Project No. 08-04B Page 15

PROJECT SITE PLAN Paia Bypass Road FIGURE: 08-04B June 2018 1

HAWAII DEPARTMENT OF HEALTH MAXIMUM PERMISSIBLE SOUND LEVELS FOR VARIOUS ZONING DISTRICTS Zoning District CLASS A Residential, Conservation, Preservation, Public Space, Open Space CLASS B Multi-Family Dwellings, Apartments, Business, Commercial, Hotel, Resort Day Hours (7 AM to 10 PM) 55 dba (Exterior) 60 dba (Exterior) Night Hours (10 PM to 7 AM) 45 dba (Exterior) 50 dba (Exterior) CLASS C Agriculture, Country, Industrial 70 dba (Exterior) 70 dba (Exterior) IMPULSE NOISE: The maximum permissible noise limit for impulse noise is 10 dba above the stationary noise limits. CLASS C Exterior Impulse Noise Limits 80 dba Day & Night 80 dba Exterior Stationary Noise Limits CLASS B 70 dba Day 70 70 dba Day & Night CLASS C CLASS A 65 dba Day CLASS B 60 dba Night 60 60 dba Day CLASS B CLASS A 55 dba Night 55 dba Day CLASS A 50 50 dba Night CLASS B 45 dba Night CLASS A PROJECT: Paia Relief Route PROJECT NO: DATE: 08-04B June 2018 FIGURE: 2

FEDERAL HIGHWAY ADMINISTRATION NOISE ABATEMENT CRITERIA FOR HIGHWAY NOISE ACTIVITY CATEGORY A B C D E F G ACTIVITY CATEGORY DESCRIPTION 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. RESIDENTIAL 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 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 UNDEVELOPED LANDS THAT ARE NOT PREMITTED HOURLY EQUIVALENT SOUND LEVEL L eq 57 dba (EXTERIOR) 67 dba (EXTERIOR) 67 dba (EXTERIOR) 52 dba (INTERIOR) 72 dba (EXTERIOR) N/A N/A PROJECT: Paia Relief Route PROJECT NO: DATE: 08-04B June 2018 FIGURE: 3

UPPER PAIA LEGEND NOISE MEASUREMENT LOCATIONS: LONG TERM N SHORT TERM PAIA SUGAR MILL MAUI HAMAKUAPOKO RD BALDWIN AVE LOWER PAIA Noise Measurement Locations Location L2 Location June 2011 08-04 L1 DFD 4

80 75 70 65 60 55 50 45 40 35 30 25 20 THURS FRIDAY (L dn = 62 dba) SATURDAY (L dn = 62 dba) SUNDAY (L dn = 65 dba) MON L(eq) Average L dn = 63 dba Hourly Averaged Equivalent Sound Level, Leq (dba) 11-June-2 16:00 18:00 20:00 22:00 11-June-3 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-4 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-5 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-6 0:00 2:00 4:00 6:00 8:00 Date & Time of Measurement Long Term Noise Measurement Results - L1 June 2011 08-04 DFD 5

80 75 70 65 60 55 50 45 40 35 30 25 20 THURSDAY FRIDAY (L dn = 54 dba) SATURDAY L(eq) Hourly Averaged Equivalent Sound Level, Leq (dba) 11-June-2 16:00 18:00 20:00 22:00 11-June-3 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-4 0:00 2:00 4:00 6:00 8:00 10:00 12:00 L(90) Average L dn = 54 dba Date & Time of Measurement Long Term Noise Measurement Results - L2 June 2011 08-04 DFD 6

80 75 70 65 60 55 50 45 40 35 30 25 20 THURS FRIDAY (L dn = 59 dba) SATURDAY (L dn = 67 dba) SUNDAY (L dn = 65 dba) MON L(eq) L(90) Average L dn = 64 dba Hourly Averaged Equivalent Sound Level, Leq (dba) 11-June-2 16:00 18:00 20:00 22:00 11-June-3 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-4 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-5 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-6 0:00 2:00 4:00 6:00 8:00 Date & Time of Measurement Long Term Noise Measurement Results - L3 June 2011 08-04 DFD 7

80 75 70 65 60 55 50 45 40 35 30 25 20 THURS FRIDAY (L dn = 65 dba) SATURDAY (L dn = 65 dba) SUNDAY (L dn = 63 dba) MON L(eq) L(90) Average L dn = 64 dba Hourly Averaged Equivalent Sound Level, Leq (dba) 11-June-2 16:00 18:00 20:00 22:00 11-June-3 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-4 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-5 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 11-June-6 0:00 2:00 4:00 6:00 8:00 Date & Time of Measurement Long Term Noise Measurement Results - L4 June 2011 08-04 DFD 8

TYPICAL NOISE LEVELS FROM CONSTRUCTION EQUIPMENT COMPACTORS (ROLLERS) NOISE LEVEL IN dba AT 50 FEET (dba) 60 70 80 90 100 110 FRONT LOADERS EARTH MOVING BACKHOES HAND TAMPER SCRAPERS GRADERS PAVERS TRUCKS CONCRETE MIXERS MATERIAL HANDLING CONCRETE PUMPS CRANES (MOVABLE) CRANES (DERRICK) STATIONARY PUMPS GENERATORS COMPRESSORS HDD EQUIPMENT DRILLING UNIT VACCUUM EXCAVATOR RECIRCULATION PLANT TRENCHING EQUIPMENT LARGE EXCAVATOR SMALL EXCAVATOR SAW CUTTER NOTE: BASED ON LIMITED AVAILABLE DATA SAMPLES PROJECT: Paia Relief Route PROJECT NO: DATE: 08-04B June 2018 FIGURE: 9

APPENDIX A Acoustic Terminology

Acoustic Terminology Sound Pressure Level Sound, or noise, is the term given to variations in air pressure that are capable of being detected by the human ear. Small fluctuations in atmospheric pressure (sound pressure) constitute the physical property measured with a sound pressure level meter. Because the human ear can detect variations in atmospheric pressure over such a large range of magnitudes, sound pressure is expressed on a logarithmic scale in units called decibels (db). Noise is defined as Aunwanted@ sound. Technically, sound pressure level (SPL) is defined as: SPL = 20 log (P/P ref ) db where P is the sound pressure fluctuation (above or below atmospheric pressure) and P ref is the reference pressure, 20 µpa, which is approximately the lowest sound pressure that can be detected by the human ear. For example: If P = 20 µpa, then SPL = 0 db If P = 200 µpa, then SPL = 20 db If P = 2000 µpa, then SPL = 40 db The sound pressure level that results from a combination of noise sources is not the arithmetic sum of the individual sound sources, but rather the logarithmic sum. For example, two sound levels of 50 db produce a combined sound level of 53 db, not 100 db. Two sound levels of 40 and 50 db produce a combined level of 50.4 db. Human sensitivity to changes in sound pressure level is highly individualized. Sensitivity to sound depends on frequency content, time of occurrence, duration, and psychological factors such as emotions and expectations. However, in general, a change of 1 or 2 db in the level of sound is difficult for most people to detect. A 3 db change is commonly taken as the smallest perceptible change and a 6 db change corresponds to a noticeable change in loudness. A 10 db increase or decrease in sound level corresponds to an approximate doubling or halving of loudness, respectively. A-Weighted Sound Level Studies have shown conclusively that at equal sound pressure levels, people are generally more sensitive to certain higher frequency sounds (such as made by speech, horns, and whistles) than most lower frequency sounds (such as made by motors and engines) 1 at the same level. To address this preferential response to frequency, the A-weighted scale was developed. The A- weighted scale adjusts the sound level in each frequency band in much the same manner that the 1 D.W. Robinson and R.S. Dadson, AA Re-Determination of the Equal-Loudness Relations for Pure Tones,@ British Journal of Applied Physics, vol. 7, pp. 166-181, 1956. (Adopted by the International Standards Organization as Recommendation R-226. Appendix A Acoustic Terminology Page A-1

human auditory system does. Thus the A-weighted sound level (read as "dba") becomes a single number that defines the level of a sound and has some correlation with the sensitivity of the human ear to that sound. Different sounds with the same A-weighted sound level are perceived as being equally loud. The A-weighted noise level is commonly used today in environmental noise analysis and in noise regulations. Typical values of the A-weighted sound level of various noise sources are shown in Figure A-1. OUTDOOR NOISES SOUND PRESSURE LEVEL (dba) 100 INDOOR NOISES JACKHAMMER AT 50 FT PRINTING PLANT DEAFENING LAWN MOWER AT 4 FT 90 FOOD BLENDER AT 3 FT VERY LOUD CONCRETE MIXER AT 50 FT 80 JET FLYOVER AT 5000 FT VACUUM CLEANER AT 5 FT LARGE DOG BARK AT 50 FT 70 INSIDE AUTO (55 MPH) LOUD AUTO (55 MPH) AT 100 FT ELECTRIC SHAVER AT 1 1 2 FT 60 CONVERSATION AT 3 FT TRANSFORMER AT 50 FT AMBIENT URBAN NOISE 50 TYPICAL OFFICE NOISE MODERATE AMBIENT RURAL NOISE 40 SOFT BACKGROUND MUSIC 30 INSIDE QUIET HOME FAINT RUSTLING LEAVES SOFT WHISPER AT 3 FT 20 10 VERY FAINT THRESHOLD OF HEARING 0 Figure A-1. Common Outdoor/Indoor Sound Levels Appendix A Acoustic Terminology Page A-2

Equivalent Sound Level The Equivalent Sound Level (L eq ) is a type of average which represents the steady level that, integrated over a time period, would produce the same energy as the actual signal. The actual instantaneous noise levels typically fluctuate above and below the measured L eq during the measurement period. The A-weighted L eq is a common index for measuring environmental noise. A graphical description of the equivalent sound level is shown in Figure A-2. 80 A-WEIGHTED SOUND LEVELS, (dba) 70 60 50 40 INSTANTANEOUS SOUND LEVEL TIME L 1 L eq L 50 L 90 Figure A-2. Example Graph of Equivalent and Statistical Sound Levels Statistical Sound Level The sound levels of long-term noise producing activities such as traffic movement, aircraft operations, etc., can vary considerably with time. In order to obtain a single number rating of such a noise source, a statistically-based method of expressing sound or noise levels has been developed. It is known as the Exceedence Level, L n. The L n represents the sound level that is exceeded for n% of the measurement time period. For example, L 10 = 60 dba indicates that for the duration of the measurement period, the sound level exceeded 60 dba 10% of the time. Typically, in noise regulations and standards, the specified time period is one hour. Commonly used Exceedence Levels include L 01, L 10, L 50, and L 90, which are widely used to assess community and environmental noise. A graphical description of the equivalent sound level is shown in Figure A-2. Day-Night Equivalent Sound Level The Day-Night Equivalent Sound Level, L dn, is the Equivalent Sound Level, L eq, measured over a 24-hour period. However, a 10 db penalty is added to the noise levels recorded between 10 p.m. and 7 a.m. to account for people's higher sensitivity to noise at night when the background noise level is typically lower. The L dn is a commonly used noise descriptor in assessing land use compatibility, and is widely used by federal and local agencies and standards organizations. Appendix A Acoustic Terminology Page A-3

APPENDIX B Photographs at Project Site

BALDWIN AVE PAIA SUGAR MILL MICROPHONE Location L1: Southwest of the Paia Sugar Mill between Upper and Lower Paia. MICROPHONE RESEVOIR 17 FIELD 106 Location L2: Adjacent to Hamakuapoko Road in Field 207, adjacent to Reservoir 17. Appendix B Photographs at Project Site Page B-1