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,44 <br />conditions ore anticipated to represent the existing <br />noisi0st hour. 'fable 19 presents the existing noise <br />levels at the receptors. <br />Projected Noise The future (year '2000) noise levels at each of the <br />Levels receptors was predicted for the Relocnlcd Til 10, <br />Upgraded I'll 10 and No -Build Alternatives using the <br />previously described highwny noise prediction model. <br />Since detailed design/loenlion plans have not been <br />prepared for the alternatives being considered, the <br />prediction of future noise levels was made assuming <br />probnble "worst case" conditions. Except for specific <br />grade separated intersections, it was assumed the <br />1 relocated or upgraded TII 10 would be at grade. For <br />each alternative the rondwny was assumed to be <br />centered within the nvuiinblc right-of-wny. The traffic <br />1 conditions used are the anticipated year 2000 Design <br />JHourly Volumes of autos and trucks (being less than <br />Levei u( Service C capacity) and the corresponding <br />average operating speeds. The traffic volumes were <br />obtained from a computer analysis by the MnDOT <br />Metropolitan Planning Section. The resultant year 2000 <br />noise levels shown in Table 19 are considered to be the <br />probable noisiest conditions under each alternative. <br />Probable Impacts The probnble impact of each alternative was analyzed <br />Of Alternatives by comparing the year 2000 noise levels to the FIIWA <br />Design Noise Levels, the State of Minnesota Noise <br />Level Slnndards (NPC-2) and the existing noise levels. <br />The following describes the noise impacts of each <br />alternative assuming special noise abatement measures <br />are not provided. <br />Relocated Til 10. As nnticipated, the introduction of <br />traffic into the new Tit 10 corridor will result in <br />increased noise levels and some noise impacts. Under <br />unshielded conditions, areas within 900 feet of the <br />Relocated Tit 10 centerline would experience peak hour <br />I, noise levels in excess of 65 dBA and areas within <br />338 feet would experience peak hour L noise levels in <br />excess of 70 dBA. The diversion bQ traffic from <br />existing arterial roadways to the relocated TH 10 will <br />result in reduced noise levels on major paralleling <br />routes. The year 2000 noise levels along existing TH 10 <br />(east of University) would be below existing levels as a <br />result of this alternative. <br />Upgraded Til 10. This alternative will result in <br />increased noise levels along the existing TH 10 corridor. <br />Under unshlelded conditions, areas within approximately <br />I 300 feet of the roadway centerline would experience <br />i 161 <br />