North Rail Connector Project

Environmental Assessment

55 | Page

Appendix D – Noise and Vibration Report
STEVENSON CONSULTING, INC. 

TRAFFIC NOISE AND VIBRATION ASSESSMENT 

PORT OF PASCAGOULA RESTORE PROJECT 

NORTH RAIL CONNECTOR 

Moss Point, Mississippi 

Pre pa red for 

FEDERAL RAILROAD ADMINISTRATION and 

JACKSON COUNTY PORT AUTHORITY 

P.O. BOX 70 

PASCAGOULA, MISSISSIPPI 

39568-0070 

Stevenson Consultants Project No. 41-208 

June 15, 2021
StevensonConsulting Inc.

10418 Seymour Avenue 

D'Iberville, MS 

Tel: (228) 447-3427 

Cell: (228) 447-3272 

June 15, 2021 

Federal Railroad Administration and 

Jackson County Port Authority 

P.O. Box 70 

Pascagoula, Mississippi 39568 

Reference: Port of Pascagoula Restore Project North Rail Connector - Moss Point, Mississippi 

Traffic Noise and Vibration Assessment 

Stevenson Consulting Project No.: 41-208 

Dear Sir or Madam: 

Stevenson Consulting, Inc. is pleased to submit this traffic Noise and Vibration Assessment Report for the above 

referenced project. These services were provided in accordance with Stevenson Consulting Proposal No. PE41-

1160-04202021, dated April 20, 2021 and your subsequent approval to proceed. 

The following report describes the project characteristics provided to us by Compton Engineering, Inc. The traffic 

noise and vibration screening and general assessment was conducted based on the U.S. Federal Transit 

Administration (FTA) Transit Noise and Vibration Impact Assessment Manual dated September 2018. 

Stevenson Consulting appreciates the opportunity to provide traffic noise and vibration assessment services for you 

and will remain available for further consultation during the design and construction of this project. 

Should you have any questions concerning this report or require additional consultation services then contact our 

office at (228) 447-3427. 

Sincerely, 

STEVENSON CONSULTING, INC. 

Tom Labuda, PE, PG Larry Nobles, PE 

PHILADELPHIA, PA COLUMBIA, MD CHANTILLY, VA MIDLOTHIAN, VA RICHMOND, VA BLACKSBU RG, VA 

CHARLOTTESVILLE, VA (testin g NORFOLK, VA (testing o nly) RALEIGH, NC OCEAN SPRINGS, MS 

Geo t ec hni ca l Tes tin g & Q u a lity Envir o nm e ntal Se rvi ces 

Code Co mpliance & Speci a l t y Pr o j ect Owner Representati on 
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

41-208 

Traffic Noise and Vibration Assessment 

TABLE of CONTENTS 

1.0 INTRODUCTION ............................................................................................................................................................... 1

2.0 PROJECT DESCRIPTION .................................................................................................................................................... 1

3.0 NOISE AND VIBRATION SCREENING ................................................................................................................................ 2 

3.1 TRANSIT NOISE SCREENING .................... .... .... . ..... ... . ... ..... ......... ........ ..... .... ..... .... ..... ......... ......... . ... ......... ... . ... .. ........ 2 

3.2 TRANSIT V IBRATION SCREENING ......... .... ............................. ....... ............................. 3 

4.0 NOISE AND VIBRATION GENERAL ASSESSMENT .............................................................................................................. 5 

4.1 TRANSIT NOISE GENERAL ASSESSMENT .............. . . . . . . . . . . . . . . . . . . . ................ 5 

4.2 TRANSIT V IBRATION GENERAL ASSESSMENT ......... ................ .. .... .... ........ ...... ....... .. ....... .... .... ......... ........... . ......... ... .... 6 

5.0 LIMITATIONS ................................................................................................................................................................... 8 

APPENDIX A 

PROJECT LOCATION PLAN
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-1- 41-208 

Traffic Noise and Vibration Assessment 

1.0 INTRODUCTION 

The Federal Railroad Administration (FRA) is providing a grant to fund a project that will be undertaken by the 

Jackson County Port Authority. The Jackson County Port Authority (JCPA) proposes to construct a rail line to connect 

an existing rail owned by Mississippi Export Railroad (MSE) that crosses over the Escatawpa River in Moss Point, 

Mississippi to an existing JCPA-owned rail line that crosses through the Moss Point Industrial and Technology 

Complex (MPITC) and provides access to the Port of Pascagoula, Bayou Casotte Harbor (the Proposed Project). 

The purpose of the following analysis is to conclude whether noise or vibration levels at the properties (i.e., 

receivers) near the proposed improvements may exceed applicable thresholds due to the project alternatives, 

according to U.S. Federal Transit Administration (FTA) guidelines. This study provides results of the traffic noise and 

vibration screening and general steps. 

2.0 PROJECT DESCRIPTION 

The proposed project is located in Section 19, Township 7 South, and Range 5 West of Jackson County, MS. The 

approximate center point of the proposed modified rail is at 30.415546 degrees latitude and -88.514452 degrees 

longitude. The new rail extends from mile post 2.89 (30.251207/-88.310005) on the north and extends to mile post 

2.05 (30.413308/-88.508269) on the east where it joins the existing rail. 

The Proposed Project, referred to as the North Rail Connector, would be approximately 3,659 liner feet with 2,852 

feet of elevated rail and 807 feet of rail constructed on fill or existing uplands. There would be approximately 2,649 

cubic yards of fill at the pile abutments for the elevated rail and in an area of estuarine wetlands. Approximately 

0.90 acres of wetlands will be filled associated with the project. An existing grade crossing on Orange Grove Road 

would be relocated approximately 500 feet to the west to allow for the curve needed to accommodate the expected 

train lengths and speed. The existing MSE rail at the west end would need to be adjusted to allow insertion of a 

turn out to join with the new elevated rail line. For construction, a staging area would be established within the 

MPITC, in an area that was recently used for the same purpose. The staging area would be approximately one acre 

in size and not located within a wetland. A Project Location Map is shown on Figure 1 included in Appendix A. 

The purpose of the Proposed Project is to provide additional railroad capacity and connectivity between existing 

infrastructure to support the growing needs of the Port of Pascagoula, Bayou Casotte Harbor. Currently, freight 

trains that travel from the north on the MSE line must pass through downtown Moss Point and Pascagoula to the 

Pascagoula Interchange to join CSX rail. This operation regularly blocks vehicular traffic and creates delays at four 

major roadway intersections. Also, the curve alignment from the existing MSE line entering the Moss Point Industrial 

and Technology Complex (MPITC) is too tight for the expected length of train to travel through that area safely. The 

Proposed Project is needed to remove operational conflicts between railroads, reduce congestion, and 

accommodate the proposed restoration of passenger rail service.
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-2- 41-208 

Traffic Noise and Vibration Assessment 

3.0 NOISE AND VIBRATION SCREENING 

The noise and vibration impact criteria used for the North Rail Connector Project are based on information contained 

in the FTA guidance manual (2018). The criteria used to assess the noise and vibration impact from train operations 

are described in this section. The FTA methodology begins with a noise screening procedure to determine whether 

any noise-sensitive land uses are located within a critical distance of noise impact potential. The projected rail traffic 

consists of two trains a day, with up to 50 cars traveling at 20 mph during daytime. 

3.1 Transit Noise Screening 

The Noise Screening Procedure is a simplified method of identifying study area receivers or locations where a 

project may have the potential for noise impacts from transit projects. This procedure accounts for impact criteria 

(Transit), the type of project, and noise-sensitive land uses. 

Tables 4-7 and 4-8 included in FTA manual provide guidelines to identify project type and the screening distance 

from the transit sources. Based on our project understanding, we selected the screening distance for the Commuter 

Rail Road with Horns and Bells for unobstructed conditions from the Table 4-7. Following the FTA manual, the 

screening distance used for this assessment was 1,600 feet measured from the guideway center. 

Based on the manual, the east potion of the project is within the Land Use Category 2 - Residential. The western 

part of the project crossing through the marsh is within the special class identified as Undeveloped Land. 

Table 4-3 Land Use Categorie s and Metrics for Transit Noise Impact Criteria 

Land Use 

C ateg o ry 

Land Use 

Type 

Noise 

Metric, dBA Description of Land Use C ateg ory 

Land where quiet is an essential element of its intended 

purpose. Example land uses include preserved land for 

serenity and quiet, outdoor amphitheaters and concert 

pavilions, and national historic landmarks with 

considerable outdoor use. Reccategory ording studios and concert 

halls arealsoincluded in this

I High 

Sensitivity 

Outdoor 

Leg(1hr)*

2 Residential 

Based on the location of the new rail alignment and FTA manual, multiple residential structures (noise receptors) 

were identified within the screening zone. Noise-sensitive land uses along the corridor were identified using aerial 

photography overlay within 1,600 feet of the alignment, included in Attachment A. The screening results triggered 

the general noise assessment presented in Section 4.
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-3- 41-208 

Traffic Noise and Vibration Assessment 

3.2 Transit Vibration Screening 

Ground-borne vibration from heavy rail is common when there is less than 50 ft between track and building 

foundations. The proposed new rail alignment is farther than 50 ft from the closest building foundation. The 

Vibration Screening Procedure mimic the noise screening methodology and is a simplified method of identifying 

study area receivers or locations where a project may have the potential for vibration impacts from transit projects. 

This procedure includes four steps: 

1. Classify project vehicles 

2. Determine project type 

3. Determine screening distance 

4. Identify vibration-sensitive land uses 

The transit project in terms of type of vehicles falls into the Steel-wheel/Steel-rail Vehicles category. Based on FTA 

manual table 6-7 the project is Type I. 

Table 6-7 Project Type s for Vibration Screening Procedure 

Project Type Project .. Descriptio n L "P. -

Conventional Both locomotives and passenger vehicles create vibration. For commuter 

I Commuter trains, the highest vibration levels are typically created by the locomotives. 

Railroad Electric commuter rail vehicles create levels o f ground-borne vibratio n that are 

comparable to electric rapid transit vehicles. 

Ground-bornevibration 1mpau ,rom rap1u transit trains 1s one o, the ma1or 

environmental issues for new systems. Ground-borne vibration is usually a 

2 RRT major concern for subway operations. It is less common for at-grade and 

elevated rapid transit lines to create intrusive ground-borne vibration and 

noise since air-borne noise typically dominates. 

The ground-borne vibration characteristics of light rail systems are very similar 

LRT and to those of rapid transit systems. Because the speeds of light rail systems are 

3 Streetcars usually lower, typical vibration levels are usually lower. Steel-wheel/steel-rail 

AGT is included in either this category or the ICT category depending on the 

level of service and train speeds. 

Intermediate Because of the low operating speeds of most ICT systems, vibration problems 

4 Capacity are not common. However, steel-wheel ICT systems that operate close to* 

vibration-sensitive buildings have the potential of causing intrusive vibration. Transit With a stiff suspension system, an ICT system could create intrusive vibration. 

Bus and This category encompasses most projects that do not include steel-wheel 

5 Rubber-Tire trains of some type. Examples include diesel buses, electric trolley buses, and 

Transit rubber-tired people movers. Most projects that do not include steel-wheel 

Projects trains do not cause vibration impacts.** 

*See the screening distances for category I land uses in Table 6-8. ** Most complaints about vibration caused by buses and trucks are related to rattling of windows or items hung on the walls. 

These vibrations are usually the result of airborne noise and not ground-borne vibration. In the case where ground-borne 

vibration is the source of the complaint, the vibration can usually be attributed to irregularities in the road. 

This in combination with the Land Use Category 2 (Residential) from Table 6-1 and parameters from Table 6-8 

defines the screening distance at 200 ft.
Port of Pascagoula - North Rai I Connector 

Moss Point, Mississippi 

-4- 41-208 

Traffic Noise and Vibration Assessment 

Table 6-1 LandUse Categories for General Vibration Assessment Impact Criteria 

Land Use Land Use Description of Land Use Category Category Type 

This category includes special-use facilitie that are very sensitive to vibration and 

Special 

noise that are not included in the categories below and require special consideration. 

- Buildings 

However. if the building will rare ly b e occupied when the source of the vibration 

(e.g .. the train) is operating. there is no need to e valuate for impact. Examples of 

these facilities include concert halls. TV and recording studios. and theaters. 

This category includes buildings whe re vibration levels. including those below the 

thre shold of human annoyance. would interfere with operations within the build ing. 

Examples indude buildings where vibration-sensitive research and manufacturing* is 

conducted. hospitals w ith vibration-sensitive equipment. and univer sitie s conducting 

I High physical research opentions. The building's degree of sen sitivity to vibration is 

Sensitivity dependent on the specific equipm ent that will be affecte d by the vibration. 

Equipment moderate ly sensitive. to vibration. such as high r e.solution lithographic

eq uip ment optical microscopes. and electron microscopes with vibration isolation 

systems are included in this category. **For equipment that is more sensitive. a D . ' ' ' . This category includes all r eside ntial land use and build ings where people normally 

2 Residen tial sleep. such as hotels and hospitals. Transit-generated ground-borne vibration and 

noise from subways or surface runn ing trains are consider ed to have a similar effect 

on receivers.**

' -.. ,,- . and have the potential for activity interference such as schools, churches. doctors 

J Institutional offices. Commercial orindustrial loations induding office buildings ar e not included 

in this category unle ss there is vibration-sensitive activiryo r equipment within the 

building.As with noise. the use of the buildingdetermine s the vibration sensitivity. . * Manufacturingof computer chips 1s an example of a vibration-sensitive process.

* Standard optical microscopes can be impacted at vibration levels below the threshold of human annoyance. 

Even in noisy urban areas, the bedrooms will often be in quietbuildings with effective noise insulation. However, groundbornevibration and noise are experienced indoors, and buildingoccupants have practically no means to reduce their 

exposure. Therefore, occupants in noisy urban areas are just as likely to be exposed to ground-borne vibration and noise 

as those ii quiet suburban areas. 

I 

Table 6-8 Scr eening Oista.nc es for V ib ration Assessme nts 

CriticalDistance for La nd Use Categories*

Type o f Project Distance from ROW or Property Line, ft 

Land Use Land Use Land Use

- . - - - ' 

Conventional Commut er Railroad 600 200 120 

- ' 

LRT and Streetcars 450 150 100 

ICT 200 100 50

Bus Projects (if not previouslyscreened out) 100 50 -· 

*For the Vibration Scree ning Procedure, evaluate special buildings as follows:Category I - concert halls and TV 

studios Category 2 - theaters and auditoriums

I 
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-5- 41-208 

Traffic Noise and Vibration Assessment 

Based on the location of the new rail alignment and FTA manual, seven residential structures were identified within 

the vibration 200 ft screening zone. The cluster of residential structures identified as sensitive receptors are located 

along Elder Street, Tanner Street, and Lilly Circle in Moss Point, Mississippi. Therefore, a general vibration 

assessment was conducted for this study. 

4.0 NOISE AND VIBRATION GENERAL ASSESSMENT 

4.1 Transit Noise General Assessment 

A general noise assessment analysis using FTA methodology was conducted to evaluate potential noise effects from 

the proposed North Rail Connector project. The noise general assessment utilized in the FTA methodology 

evaluates project-generated Ldn noise levels for land use Category 2. Consistent with the FTA methodology, the 

general assessment consisted of the following steps: 

1. Identify Noise Sensitive Receivers within the 1,600 feet 

2. Determine Project Noise Source Reference Level 

3. Estimate Project Noise Exposure by Distance 

4. Combine Noise Exposure from All Sources 

5. Measure Existing Noise Exposure (from FTA manual tabularized data) 

6. Inventory Impacts 

7. Determine Noise Mitigation Needs. 

For this general noise assessment, we have used the Noise Impact Assessment Spreadsheet provided by the Federal 

Transit Administration on their website and referenced in the FTA manual. The input for the spreadsheet cells is as 

following: 

Receiver Parameters 

Land Use Category 2 Residential 

Existing Noise (Generic Value from Manual Table 4-17) used range between 70 dB and 40 dB 

based on distance from the rail road 

Noise Source (3) 

Only Daytime trips are planned. 

Source Type Fixed Guideway 

Specific Source (1) Diesel Electric Locomotive 

Avg. Number of Rail Cars/Train 2 

Speed (mph) 20 

Avg. Number of Events/hr 0.133 

Distance Parametric study from 50 ft to 1600 ft 

Number of Intervening Rows of Buildings 0 

Source Type Fixed Guideway 

Specific Source (2) Rail Car 
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-6- 41-208 

Traffic Noise and Vibration Assessment 

Avg. Number of Rail Cars/Train 50 

Speed (mph) 20 

Avg. Number of Events/hr 0.133 

Distance Parametric study from 50 ft to 1600 ft 

Number of Intervening Rows of Buildings 0 

Source Type Fixed Guideway 

Specific Source (3) Locomotive Horn 

Speed (mph) 20 

Avg. Number of Events/hr 0.133 

Distance Parametric study from 50 ft to 1600 ft 

Number of Intervening Rows of Buildings 0 

Summary of noise impact calculations relative to the distance from the source is presented below. 

Distance from 

Rail Rod (feet) 

Existing Ldn

(dB) 

Total Noise 

Exposure 

(dB) 

Noise 

Increase 

(dB) 

Impact Level No. of Impacted 

Receptors 

50 70 71 1 None 0 

100 65 66 1 None 0 

121-129 60 62 2 Moderate 2 

130 60 62 2 None 0 

240 55 57 2 None 0 

500 50 53 3 None 0 

800 45 48 3 None 0 

1000 and over 40 46 6 None 0 

The closest residential structure identified on provided plans is located 100 feet away from the center of ROW. 

Based on the general noise assessment the increase in cumulative noise levels is withing the 'No Impact' category 

for majority of identified receptors. Two residential structures located at 6100 and 6106 Elder Street in Moss Point, 

Mississippi are within the ' Moderate Impact' category with 2 dB noise increase above the generic existing noise 

level. However, both structures straddle over the 'No Impact' and 'Moderate Impact' level zones. The installation 

of a noise barrier along the ROW line would reduce the noise impact for both receivers and place them entirely 

within the 'No Impact' level zone. However, the mitigation measures by installing noise barrier may not be feasible 

from the cost perspective. Therefore, the North Rail Connector project will not require further detail assessment. 

4.2 Transit Vibration General Assessment 

The vibration analysis for the project was performed using the procedures described in the FTA guidance manual. 

To examine potential effects during operation, the FTA guidance document (similar to the approach for assessing 

noise) lays out a three-step approach for the analysis of vibration and ground-borne noise: a screening procedure, 

a general assessment, and a detailed analysis. Seven receptors were identified by the screening procedure 

prompting general assessment.
Port of Pascagoula - North Ra ii Connector 

Moss Point, Mississippi 

-7- 41-208 

Traffic Noise and Vibration Assessment 

Vibration levels at receivers are determined by estimating the overall vibration velocity level and A-weighted 

ground-borne noise levels as a function of distance from the track and applying adjustments to account for factors 

such as track support systems, vehicle speed, type of building, and track and wheel conditions. 

The ground surface vibration level base for each identified receptor was assessed from the base curve provided by 

FTAmanual. 

al 

in

e 

100 

95 

90 

Locomotive Powered 

Passenger or Freight 

(50 mph) 

0 .E 85 

Q) 80 - - Rapid Transit or -

Light Rail Vehicles -

(50 mph) -

B

"O > 75 

el> 70 

ityci

0 65 el

ve

(/) 60 

cc 

55 

50 

10 

.. - ... .... .. .. .. .. 

-

.. .. 

-..... 

/ ··• .. Rubber-Tired • • • • •• 

..... 

Vehicles •• ••• 

(30 mph) •• ••• 

....... 

.. .. . . 

20 30 40 50 60 80 100 

Distance from track centerline, ft 

' 

·• .. .. .. ···.i 

150 200 

(Use diagonal distance for underground systems) 

300 

For at-grade heavy rail, FTA recommends using the Rapid Transit or Light Rail Vehicles curve. Then, adjustments 

are applied to develop project-specific vibration projections at each receiver. The following table presents summary 

of assumptions and calculated adjustments following FTA guideline. 

Source Factor Adjustment 

Speed -8 dB 

Vehicle Parameters +10 dB 

Special Trackwork (100 to 200 ft) +5 dB 

Geologic conditions +10 dB 

Wood-Frame Houses -5 dB 

Total Adjustments +12 dB 
Port of Pascagoula - North Rail Connector 

Moss Point, Mississippi 

-8- 41-208 

Traffic Noise and Vibration Assessment 

Inventory of vibration impacted receptors is presented in the following table: 

Receiver Address in 

Moss Point, Mississippi 

Distance from 

center of ROW 

(feet) 

RMS Velocity Level 

from Base Curve 

(VdB) 

Adjustment 

(VdB) 

Calculated 

Vibration Level 

(VdB) 

6000 Elder Street 100 67.5 +12 79.5 

6006 Elder Street 120 67 +12 79.0 

4935 Tanner Street 182 62 +12 74.0 

Lilly Circle 4 homes with 

no identified address 

178-200 63 to 61 +12 75 to 73 

The accepted indoor ground-borne vibration levels are provided in the FTA manual Table 6-3. For infrequent events 

for category 2 land use, that level is specified at 80 Vd B. Therefore, according to the General Vibration Assessment 

there is no potential negative impact and Detailed Vibration Analysis are not required. 

5.0 LIMITATIONS 

Information contained in this report are based upon project data provided to us by Compton Engineering, Inc. This 

report has been prepared in accordance with FTA guidance included in manual (2018). No other warranty, expressed 

or implied, is made as to the professional advice included in this report. 

This report has been prepared to assist the design professionals in the design of this project. It is intended for use 

with the specific project as described herein. Any substantial changes in design should be brought to our attention 

so that Stevenson Consulting may determine any effect on the assessment results rendered herein.
I 

Appendix A: 

Project Location Plan
C 

.Cl 

~-

[]_ 

ci:i 

N 

Cl:'. "' 

.c 

t:' 

0 

z 

!NEERING, SURVEYING & ENVIRONMENTAL SE 

• BILOXI • BAY ST. LOU! 

228-762-3970 228-432-2133 . 228-467-2770 

228- www.comptoneng1neenng.com 
1600 FT. 

SCREENING AREA 

300' 600' 
300' 600' · 
NORTH RAIL PROJECT - MOSS POINT

Vibration Calculation During Construction Per FTA Manual 2018

*

PPVref D PPVequip

(in/sec) (feet) (in/sec)

1.518 437 0.02 Use 0.05 ips since most seismographs record up to 0.05 ips in continous mode

Eq. 7-2 

whe re: 

PPVequip = t he peak particle velocity of t he equipment 

adjusted for d istance, in/sec 

PPVref = t he source reference vibration level at 25 ft, 

in/sec 

D = d istance fro m t he equipment co t he receive r. ft 

PPV *

ref From Table 7-4 - Pile Driving
                        Roadway Construction Noise Model (RCNM),Version 1.1

Report date:             08/24/2021

Case Description:        North Rail Moss Point

                                **** Receptor #1 ****

                                           Baselines (dBA)

Description                 Land Use        Daytime    Evening    Night

‐‐‐‐‐‐‐‐‐‐‐                 ‐‐‐‐‐‐‐‐        ‐‐‐‐‐‐‐    ‐‐‐‐‐‐‐    ‐‐‐‐‐

Closest Structure 437 ft    Residential        50.0       50.0     45.0  

                                     Equipment

                                     ‐‐‐‐‐‐‐‐‐

                                       Spec    Actual    Receptor    Estimated

                      Impact  Usage    Lmax    Lmax      Distance    Shielding

Description           Device   (%)     (dBA)   (dBA)      (feet)       (dBA)

‐‐‐‐‐‐‐‐‐‐‐           ‐‐‐‐‐‐  ‐‐‐‐‐    ‐‐‐‐‐   ‐‐‐‐‐     ‐‐‐‐‐‐‐‐    ‐‐‐‐‐‐‐‐‐

Impact Pile Driver       Yes     20            101.3        437.0          0.0

                                                                                        

                                     Results

                                     ‐‐‐‐‐‐‐

                                                            Noise Limits (dBA)                          Noise

Limit Exceedance (dBA)

                                           ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐    

‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

                        Calculated (dBA)         Day           Evening          Night              Day          

Evening          Night    

                        ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐   ‐‐‐‐‐‐‐‐‐‐‐‐‐‐   ‐‐‐‐‐‐‐‐‐‐‐‐‐  ‐‐‐‐‐‐‐‐‐‐‐‐‐‐    ‐‐‐‐‐‐‐‐‐‐‐‐‐‐  

‐‐‐‐‐‐‐‐‐‐‐‐‐‐  ‐‐‐‐‐‐‐‐‐‐‐‐‐‐

Equipment                  Lmax    Leq        Lmax    Leq     Lmax    Leq     Lmax    Leq       Lmax    Leq     

Lmax    Leq     Lmax    Leq

‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐     ‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐    ‐‐‐‐‐‐  ‐‐‐‐‐‐  

‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐  ‐‐‐‐‐‐

Impact Pile Driver        82.4    75.5        N/A     N/A     N/A     N/A     N/A     N/A       N/A     N/A     

N/A     N/A     N/A     N/A
               Total      82.4    75.5        N/A     N/A     N/A     N/A     N/A     N/A       N/A     N/A   

N/A     N/A     N/A     N/A