docExhibit D Rockport 36
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Exhibit D Rockport 36
APPENDIX A
UTAH WEIGHT TABLE
BRIDGE TABLE-B EXTENDED
BASED ON WEIGHT FORMULA W = 500(LN/(N-1)+12N+36)
MAXIMUM LOAD IN POUNDS CARRIED ON ANY
GROUP OF 2 OR MORE CONSECUTIVE AXLES.
DISTANCE IN FEET BETWEEN
THE EXTREMES OF ANY GROUP
OF 2 OR MORE
(N) 2 Axles
(L)
4
34,000
5
34,000
6
34,000
7
34,000
8
34,000
9
39,000
10
40,000
11
12
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13
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14
15
16
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17
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18
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19
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20
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21
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22
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23
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24
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25
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26
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27
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28
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29
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30
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31
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32
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33
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34
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35
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36
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37
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38
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39
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40
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41
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42
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Exhibit D
3 Axles
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34,000
42,500
43,500
44,000
45,000
45,500
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48,000
48,500
49,500
50,000
51,000
51,500
52,500
53,000
54,000
54,500
55,500
56,000
57,000
57,500
58,500
59,000
60,000
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|
|
|
|
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4 Axles
5 Axles
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|
|
|
|
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50,000
50,500
46,500
47,000
52,500
53,500
54,000
54,500
55,500
56,000
56,500
57,500
58,000
58,500
59,500
60,000
60,500
61,500
62,000
62,500
63,500
64,000
64,500
65,500
68,000
68,000
68,000
68,000
68,500
69,500
70,000
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|
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51,500
52,000
58,000
58,500
59,000
60,000
60,500
61,000
61,500
62,500
63,000
63,500
64,000
65,000
65,500
66,000
66,500
67,500
68,000
68,500
69,000
70,000
70,500
71,000
71,500
72,500
73,000
73,500
74,000
6 Axles
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|
|
|
|
|
|
|
|
|
|
|
|
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66,000
66,500
67,000
68,000
68,500
69,000
69,500
70,000
71,000
71,500
72,000
72,500
73,000
74,000
74,500
75,000
75,500
76,000
77,000
77,500
78,000
78,500
79,000
7 Axles
8 Axles
9 Axles
10 Axles
11 Axles
12 Axles 13 Axles
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ALL COMBINATIONS OF VEHICLES WITH GROSS
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VEHICLE WEIGHTS IN EXCESS OF 80,000 POUNDS MUST
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BE IN COMPLIANCE WITH THE UTAH WEIGHT TABLE AND WILL
REQUIRE AN OVERWEIGHT PERMIT|
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AXLE GROUPS IN THESE
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SPACINGS ARE IMPRACTICAL
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74,000
79,500
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74,500
80,500
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|
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75,000
81,000
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|
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75,500
81,500
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76,500
82,000
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|
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77,000
82,500
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77,500
83,000
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|
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78,000
83,500
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78,500
84,000
90,000
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|
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79,000
85,000
90,500
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80,000
85,500
91,000
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80,500
86,000
91,500
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81,000
86,500
92,000
98,000
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81,500
87,000
93,000
98,500
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82,000
87,500
93,500
99,000
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82,500
88,500
94,000
99,500
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83,500
89,000
94,500
100,000
106,000
|
84,000
89,500
95,000
101,000
106,500
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84,500
90,000
95,500
101,500
107,000
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Rockport 36
43
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44
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45
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46
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47
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48
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49
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50
(N) 2 Axles
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|
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|
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75,500
3 Axles
70,500
71,500
72,000
72,500
73,500
74,000
74,500
79,000
4 Axles
75,000
75,500
76,000
76,500
77,500
78,000
78,500
84,000
5 Axles
80,000
80,500
81,000
81,500
82,000
83,000
83,500
89,000
6 Axles
85,000
85,500
86,000
87,000
87,500
88,000
88,500
94,500
7 Axles
90,500
91,000
91,500
92,500
93,000
93,500
94,000
100,000
8 Axles
96,000
96,500
97,500
98,000
98,500
99,000
99,500
106,000
9 Axles
102,000
102,500
103,000
103,500
104,000
104,500
105,000
111,500
10 Axles
107,500
108,000
108,500
109,500
110,000
110,500
111,000
117,500
11 Axles
114,000
114,500
115,000
115,500
116,000
116,500
123,000
12 Axles
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122,000
122,500
13 Axles
APPENDIX A (continued)
Bridge Table B-Extended
2 Axles
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
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Exhibit D
3 Axles
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4 Axles
5 Axles
6 Axles
7 Axles
8 Axles
9 Axles
10 Axles
11 Axles
12 Axles
13 Axles
76,000
76,500
77,500
78,000
78,500
79,500
80,000
80,000
80,500
81,000
81,500
82,500
83,000
83,500
84,000
85,000
85,500
86,000
86,500
87,500
88,000
88,500
89,000
90,000
90,500
91,000
91,500
92,500
93,000
93,500
94,000
95,000
95,500
96,000
96,500
97,500
98,000
98,500
99,000
100,000
84,500
85,000
86,000
86,500
87,000
87,500
88,000
89,000
89,500
90,000
90,500
91,000
92,000
92,500
93,000
93,500
94,000
95,000
95,500
96,000
96,500
97,000
98,000
98,500
99,000
99,500
100,000
101,000
101,500
102,000
102,500
103,000
104,000
104,500
105,000
105,500
89,500
90,500
91,000
91,500
92,000
92,500
93,000
94,000
94,500
95,000
95,500
96,000
96,500
97,500
98,000
98,500
99,000
99,500
100,000
101,000
101,500
102,000
102,500
103,000
103,500
104,500
105,000
105,500
106,000
106,500
107,000
108,000
108,500
109,000
109,500
110,000
95,000
95,500
96,500
97,000
97,500
98,000
98,500
99,000
99,500
100,500
101,000
101,500
102,000
102,500
103,000
103,500
104,500
105,000
105,500
106,000
106,500
107,000
107,500
108,500
109,000
109,500
110,000
110,500
111,000
111,500
112,500
113,000
113,500
114,000
114,500
115,000
100,500
101,000
102,000
102,500
103,000
103,500
104,000
104,500
105,000
105,500
106,500
107,000
107,500
108,000
108,500
109,000
109,500
110,000
111,000
111,500
112,000
112,500
113,000
113,500
114,000
114,500
115,500
116,000
116,500
117,000
117,500
118,000
118,500
119,000
120,000
120,500
106,500
107,000
107,500
108,000
108,500
109,000
109,500
110,000
111,000
111,500
112,000
112,500
113,000
113,500
114,000
114,500
115,000
116,000
116,500
117,000
117,500
118,000
118,500
119,000
119,500
120,000
121,000
121,500
122,000
122,500
123,000
123,500
124,000
124,500
125,000
126,000
112,000
112,500
113,000
113,500
114,000
115,000
115,500
116,000
116,500
117,000
117,500
118,000
118,500
119,000
119,500
120,500
121,000
121,500
122,000
122,500
123,000
123,500
124,000
124,500
125,000
126,000
126,500
127,000
127,500
128,000
128,500
129,000
118,000
118,500
119,000
119,500
120,000
120,500
121,000
121,500
122,000
122,500
123,500
124,000
124,500
125,000
125,500
126,000
126,500
127,000
127,500
128,000
128,500
129,000
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123,500
124,000
124,500
125,000
126,000
126,500
127,000
127,500
128,000
128,500
129,000
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Rockport 37
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
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106,000
110,500
115,500
121,000
126,500
|
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107,000
111,500
116,500
121,500
127,000
|
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107,500
112,000
117,000
122,000
127,500
|
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108,000
112,500
117,500
122,500
128,000
|
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108,500
113,000
118,000
123,000
128,500
|
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109,000
113,500
118,500
123,500
129,000
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110,000
114,000
119,000
124,500
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110,500
115,000
119,500
125,000
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111,000
115,500
120,500
125,500
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111,500
116,000
121,000
126,000
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112,000
116,500
121,500
126,500
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113,000
117,000
122,000
127,000
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|
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113,500
117,500
122,500
127,500
|
|
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114,000
118,500
123,000
128,000
40,000
60,000
80,000
100,000
114,500
119,000
123,500
129,000
129,000
129,000
129,000
129,000
2 Axles
3 Axles
4 Axles
5 Axles
6 Axles
7 Axles
8 Axles
9 Axles
10 Axles
11 Axles
12 Axles
13 Axles
The permissible loads are computed to the nearest 500 pounds. The maximum load on any single axle is 20,000 pounds and 34,000 pounds an a tandem axle
Exhibit D
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Rockport 38
Exhibit B
Description
Beginning at a point North 3°31'41" East 279.43 feet more or less along the section line from the East
1/4 Corner of Section 10, T1S, R5E, SLB&M running thence North 88°58'39" West 45.86 feet; thence
North 74°18'05" West 42.39 feet; thence South 57°49'46" West 79.97 feet; thence South 37°22'57"
West 110.46 feet; thence South 45°38'05" West 93.60 feet; thence South 40°08'14" West 109.61 feet;
thence South 36°01'54" West 100.34 feet; thence South 68°50'03" West 87.73 feet; thence South
58°15'55" West 26.65 feet; thence North 18°20'06" West 109.42 feet; thence North 69°21'58" East
73.89 feet; thence North 60°21'39" East 58.94 feet; thence North 49°34'42" East 28.78 feet; thence
North 9°13'59" East 7.12 feet; thence North 33°34'17" East 66.13 feet; thence North 44°16'55" East
93.33 feet; thence North 46°14'12" East 102.81 feet; thence North 42°54'50" East 89.01 feet; thence
North 72°15'56" East 25.21 feet; thence North 47°15'25" East 135.10 feet; thence North 4°50'14" East
72.49 feet; thence North 0°14'42" East 46.10 feet; thence North 15°38'52" West 30.03 feet; thence
South 82°21'00" West 129.98 feet; thence North 2°16'56" East 110.79 feet; thence South 59°12'15"
West 201.23 feet; thence North 21°43'51" West 131.39 feet; thence North 42°30'46" East 241.71 feet;
thence North 82°21'00" East 278.94 feet; thence South 3°31'41" West 624.36 feet to the point of
beginning. Containing 4.16 Acres
Exhibit D
Rockport 39
Exhibit C
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Rockport 54
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Rockport 55
Exhibit D
Rockport Quarry Traffic Study
TECHNICAL MEMORANDUM
To:
Wesley Siddoway, Rockport Quarry
Date:
August 18, 2014
From:
Xiaoxia Dong and Preston Stinger, Fehr & Peers
Subject:
Rockport Quarry Traffic Study
UT14-1029
Introduction
The purpose of this study is to determine the impacts to intersection operations and roadway capacity
along the State Road 32 (SR-32) corridor near the Rockport Quarry (Figure 1 in the Appendix), as a result
of a potential increase in quarry trucks from the quarry. Sight distance and auxiliary lane needs on SR-32
were also evaluated. This memorandum will discuss:
The existing intersection and roadway conditions in the study area.
Intersection and roadway conditions with additional truck traffic from the Rockport Quarry in the
study area.
Sight distance condition on Quarry Road at the intersection of SR-32 / Quarry Road.
Whether and when auxiliary turn lanes should be added at the intersection of SR-32 / Quarry
Road.
Summary
The two study intersections and the segment of SR-32 in the study area currently operate at acceptable
levels of service (LOS). These intersections and roadway can also accommodate more truck traffic to and
from the quarry without significantly reducing the delay and LOS. A sensitivity analysis suggests that a
maximum of 240 additional trucks per hour can be added to the network before the worst movements at
the study intersections reduce to a LOS D. The current sight distance condition at the intersection of SR32 / Quarry Road is adequate with and without the additional truck traffic and does not require
modification to the intersection. Auxiliary lanes are not necessary at the intersection of SR-32 / Quarry
Road under the current maximum operation level of 140 trucks per month.
Analysis Methodology
LOS is a term that describes the operating performance of an intersection or roadway. LOS is measured
quantitatively and reported on a scale from A to F, with A representing the best performance and F the
2180 South, 1300 East, Suite 220 Salt Lake City, Utah 84106 (801) 463-7600 Fax (801) 486-4638
www.fehrandpeers.com
Exhibit D
Rockport 56
Rockport Quarry Traffic Study
August 2014
worst. Table 1 provides a brief description of each LOS letter designation and an accompanying average
delay per vehicle for unsignalized intersections. The Highway Capacity Manual 2010 (HCM 2010)
methodology was used in this study to remain consistent with “state-of-the-practice” professional
standards. In addition, this analysis used the Highway Capacity Software (HCS) to examine the LOS for SR32.
Table 1 - Level of Service Descriptions
LOS
A
B
C
D
E
F
Signalized
Intersections
Avg. Delay
1
(sec/veh)
Description
Free Flow / Insignificant Delay
Extremely favorable progression. Individual users are
virtually unaffected by others in the traffic stream.
Stable Operations / Minimum Delays
Good progression. The presence of other users in the
traffic stream becomes noticeable.
Stable Operations / Acceptable Delays
Fair progression. The operation of individual users is
affected by interactions with others in the traffic stream
Approaching Unstable Flows / Tolerable Delays
Marginal progression. Operating conditions are
noticeably more constrained.
Unstable Operations / Significant Delays Can Occur
Poor progression. Operating conditions are at or near
capacity.
Forced, Unpredictable Flows / Excessive Delays
Unacceptable progression with forced or breakdown of
operating conditions.
Unsignalized
Intersections
Avg. Delay (sec/veh)
< 10.0
< 10.0
> 10.0 to 20.0
> 10.0 to 15.0
> 20.0 to 35.0
> 15.0 to 25.0
> 35.0 to 55.0
> 25.0 to 35.0
> 55.0 to 80.0
> 35.0 to 50.0
> 80.0
> 50.0
2
1. Overall intersection LOS and average delay (seconds/vehicle) for all approaches.
2. Worst approach LOS and delay (seconds/vehicle) only.
3. Volume to capacity (v/c) rate, average values.
Source: Fehr & Peers descriptions, based on 2000 Highway Capacity Manual.
Existing 2014 Background Conditions
PURPOSE
The purpose of the 2014 existing conditions analysis is to study the pertinent intersections and roadways
during the peak travel period of the day under existing traffic and geometric conditions.
2 of 9
Exhibit D
UT14-1029
Rockport 57
Rockport Quarry Traffic Study
August 2014
ROADWAY SYSTEM
SR-32 is a two-lane highway with one travel lane and a shoulder in each direction. It is classified as an
Access Category 4 minor arterial and has a posted speed limit of 55 miles per hour (mph).
TRAFFIC VOLUMES
Turning movement counts at the study intersections were collected by Fehr & Peers to establish a
baseline of existing conditions and operations for the area. They were recorded from 3:00 PM to 5:00 PM
on Tuesday, July 29, 2014 at the following intersections:
SR-32 / Quarry Road.
SR-32 / Browns Canyon Road.
Figure 2 in the Appendix shows the PM peak hour turning movements at each intersection. It should be
noted that both study intersections are unsignalized. Turning movements on Quarry Road (westbound)
and Browns Canyon Road (eastbound) are controlled by stops signs.
In addition, daily traffic counts were recorded by Fehr & Peers from 4:00 PM on Tuesday, July 29, 2014, to
2:00 PM on Monday, August 4, 2014 at the location indicated in Figure 1. The peak period on a typical
weekday was determined to be from 3:00 PM to 5:00 PM. The PM peak hour traffic volumes on SR-32 are
shown in Table 2. It should be noted that although the quarry is currently in operation, there were no
quarry related trucks on the roadway during Fehr & Peers’ data collection.
Table 2 - Existing Traffic Volumes
Location
SR-32
Direction of Travel
Northbound
101
Southbound
130
Total
232
Percentage Heavy Trucks
27%
17%
Source: Fehr & Peers.
LEVEL OF SERVICE ANALYSIS
Using Synchro software and the HCM 2010 delay thresholds introduced in the Analysis Methodology
section, the existing background weekday PM peak hour LOS was computed for each study intersection.
The results of this analysis for the PM peak hour, as reported in Table 3 (see Appendix for the detailed
LOS report), suggest that both study intersections operate at a LOS A for the existing conditions during
the PM peak hour with relatively short delay time.
3 of 9
Exhibit D
UT14-1029
Rockport 58
Rockport Quarry Traffic Study
August 2014
Table 3 - Existing Intersection PM Peak Hour LOS
Intersection
Worst Movement
Location
1
Overall Intersection
Delay (sec/veh)
LOS
Avg. Delay
2
(sec/veh)
LOS
WBL
9.7
A
0.1
A
EBL
9.6
A
5.3
A
Control
Movement
SR-32 / Quarry Road
WB Stop
SR-32 / Browns Canyon Road
EB Stop
3
1. This represents the worst movement LOS and delay (seconds/vehicle).
2. This represents the overall intersection LOS and delay (seconds/vehicle).
3. SBL=Southbound Left-turn, WBL=Westbound Left-turn, NBL=Northbound Left-turn, EBL=Eastbound Left-turn.
Source: Fehr & Peers.
Using the HCS, the existing LOS was studied for the roadway segment of SR-32. The results as shown in
Table 4 (see Appendix for the detailed LOS report) suggest that both directions of the roadway operate at
a LOS B for the existing weekday PM peak hour.
Table 4 - Existing Roadway PM Peak Hour LOS
Location
Direction of Travel
LOS
Volume to Capacity Ratio
Northbound
B
0.15
Southbound
B
0.11
SR-32
Source: Fehr & Peers.
The results from the existing conditions study presented above suggest that the current operation from
the quarry does not have significant impact on the LOS or delay of the study intersections and roadway. It
also serves as a base for the analysis of whether the study intersections and roadway can accommodate
more truck traffic without experiencing significant reduction in LOS or an increase in delay.
Existing Plus Project Conditions
TRAFFIC VOLUMES
The following analysis was conducted based on the current regulations of ten truck round-trips from the
quarry during the highest traffic hour of the weekday, which is 4:00 PM to 5:00 PM. While the client does
not intend to increase the current level of operation at the quarry, i.e., 140 trucks per month, the purpose
of this analysis is to determine whether the study intersections and roadway can accommodate more
truck traffic to and from the quarry without experiencing significant reduction in LOS or increase in delay.
Turning movements at the study intersections with the additional truck traffic are indicated in Figure 2.
4 of 9
Exhibit D
UT14-1029
Rockport 59
Rockport Quarry Traffic Study
August 2014
LEVEL OF SERVICE ANALYSIS
Using Synchro software and the HCM 2010 delay thresholds introduced in the Analysis Methodology
section, existing plus project weekday PM peak hour LOS was computed for each study intersection. The
results of this analysis for the PM peak hour are reported in Table 5 (see Appendix for the detailed LOS
report).
Table 5 - Existing Plus Project Intersection PM Peak Hour LOS
1
Intersection
Worst Movement
Overall Intersection
Delay (sec/veh)
LOS
Avg. Delay
2
(sec/veh)
LOS
WBL
10.6
B
0.8
A
EBL
10.0
B
5.4
A
Location
Control
Movement
SR-32 / Quarry Road
WB Stop
SR-32 / Browns Canyon Road
EB Stop
3
1. This represents the worst movement LOS and delay (seconds/vehicle).
2. This represents the overall intersection LOS and delay (seconds/vehicle).
3. SBL=Southbound Left-turn, WBL=Westbound Left-turn, NBL=Northbound Left-turn, EBL=Eastbound Left-turn.
Source: Fehr & Peers.
As shown in Table 5, the westbound lane on Quarry Road at the intersection of SR-32 / Quarry Road and
the eastbound lane on Browns Canyon Road at intersection SR-32 / Browns Canyon Road operate at a
LOS B. Although the LOS went from an A to a B, it is because the existing LOS A is only 0.3 and 0.4
seconds away from the LOS B threshold. The additional truck traffic only increases the worst approach
delay by 0.9 and 0.4 seconds of delay per vehicle, respectively. The other lanes at both intersections
operate at a LOS A. In other words, all lanes at both intersections operate at acceptable levels of service
with the additional truck traffic from the quarry.
Table 6 (see Appendix for the detailed LOS report) shows the roadway condition on SR-32 generated by
HCS with the additional truck traffic. These results suggest that the additional truck traffic does not reduce
the overall LOS on SR-32.
Table 6 - Existing Plus Project Roadway PM Peak Hour LOS
Location
SR-32
Direction of
Travel
LOS
Percent Time Spent
Following
Volume to Capacity
Ratio
Northbound
B
42.5
0.16
Southbound
B
47.3
0.13
Source: Fehr & Peers.
5 of 9
Exhibit D
UT14-1029
Rockport 60
Rockport Quarry Traffic Study
August 2014
SENSITIVITY ANALYSIS
In addition, a sensitivity analysis was also conducted to determine the maximum number of additional
trucks can be added to the road network before the travel lanes at the intersections or roadway reduces
to a LOS D.
The Synchro model suggests that when 240 trucks are added to each direction of the roadway during
peak hour, the eastbound lane on Browns Canyon Road at the intersection of SR-32 / Browns Canyon
Road drops to a LOS D (Table 7). The intersection of SR-32 / Browns Canyon Road also reduces to a LOS B
as a result of the hypothetical additional truck traffic. The westbound lane on Quarry Road reduces to a
LOS C as a result of the additional truck traffic (Table 7). The other lanes in both intersections are not
significantly impacted (see Appendix for the detailed LOS report).
Table 7 – Intersection PM Peak Hour LOS Sensitivity Analysis
Intersection
Worst Movement
1
Overall Intersection
Delay (sec/veh)
LOS
Avg. Delay
2
(sec/veh)
LOS
WBL
17.1
C
6.9
A
EBL
25.7
D
12.3
B
Location
Control
Movement
SR-32 / Quarry Road
WB Stop
SR-32 / Browns Canyon
Road
EB Stop
3
1. This represents the worst movement LOS and delay (seconds/vehicle).
2. This represents the overall intersection LOS and delay (seconds/vehicle).
3. SBL=Southbound Left-turn, WBL=Westbound Left-turn, NBL=Northbound Left-turn, EBL=Eastbound Left-turn.
Source: Fehr & Peers.
Furthermore, as shown in table 8, while the southbound traffic on SR-32 does not experience significant
decrease in LOS, the additional truck traffic reduces the northbound direction of SR-32 to a LOS C (see
Appendix for the detailed LOS report). It should be reiterated that LOS C is still considered acceptable
conditions in the state-of-the-practice standards.
Table 8 – Roadway PM Peak Hour LOS Sensitivity Analysis
Location
SR-32
Direction of
Travel
LOS
Percent Time Spent
Following
Volume to Capacity
Ratio
Northbound
C
65.0
0.36
Southbound
B
67.3
0.35
Source: Fehr & Peers.
6 of 9
Exhibit D
UT14-1029
Rockport 61
Rockport Quarry Traffic Study
August 2014
SIGHT DISTANCE
The sight distance analysis was performed at the intersection of SR-32 / Quarry Road. Intersection sight
distance requirements attempt to reduce intersection conflicts and improve safety through provisions that
allow minor street motorists to detect oncoming traffic and also allow motorists on the major street to
slow down or stop for merging or crossing minor street traffic. Fehr & Peers performed a review of sight
distance at the intersection of SR-32 / Quarry Road based on guidance provided in the AASHTO Green
Book. The Green Book provides minimum intersection sight distance requirements based on gaps in
major-road traffic that allow vehicles to enter their desired lane without disruption to through
movements.
The Green Book recommends a minimum gap of 9.5 seconds for single-unit trucks when making a leftturn from stop onto a two-lane highway with no median and 8.5 seconds when making a right-turn from
stop. Based on a design speed of 55 mph for both directions of SR-32, the required sight distance looking
south is 768 feet and 687 feet looking north. Based on field observations and measurements, the existing
access on Quarry Road will provide approximately 1,873 feet of sight distance to the north and 1,533 feet
of sight distance to the south. As a result, the available sight distance for the proposed access exceeds the
minimum Green Book requirements. This intersection thus does not require modification to improve sight
distance
AUXILIARY LANE
Table 9 shows the traffic volumes under which auxiliary lanes shall be installed at the intersection of SR-32
/ Quarry Road according to The Accommodation of Utilities and the Control and Protection of State
Highway Rights of Way published by the Utah Department of Transportation. It also shows the maximum
number of vehicles, including both trucks and passenger vehicles that are allowed to turn at the
intersection of SR-32 / Quarry Road under the requirement of each turning movement without requiring
roadway reconfigurations. The maximum daily turning traffic volumes are calculated under the
assumption of a maximum operation time of nine hours per day as suggested by the client.
The low traffic volumes in both directions of SR-32, as shown in Table 2, give a gap time of 27.7 and 35.6
seconds between passing vehicles on southbound and northbound of SR-32, respectively. This condition
allows truck vehicles to make left turns from Quarry Road onto SR-32 without interfering with traffic on
SR-32 under the operation level suggested by the client, i.e., 140 trucks per month. As a result, while The
Accommodation of Utilities and the Control and Protection of State Highway Rights of Way does not specify
the traffic volume needed to justify a left turn acceleration lane, the current traffic conditions on SR-32
7 of 9
Exhibit D
UT14-1029
Rockport 62
Rockport Quarry Traffic Study
August 2014
negates the necessity to install a left turn acceleration lane to the south of the intersection of SR-32 /
Quarry Road.
In conclusion, under the current operation level, it is not necessary to install auxiliary lanes at the
intersection of SR-32 / Quarry Road.
Table 9 - Auxiliary Lane Requirements for Access Category 4
Auxiliary
Lane Type
Requirements
Max. Daily Turning Vehicle Volume
A left turn deceleration lane with taper and storage
length is required for any access with a projected peak
hour left ingress turning volume greater than 10 vph.
Include the taper length in the required deceleration
length.
90 vehicles per day, including both trucks
1
and passenger vehicles.
A right turn deceleration lane and taper length is
required for any access with a projected peak hour
right ingress turning volume greater than 25 vph.
Include the taper length in the required deceleration
length.
225 vehicles per day, including both
2
trucks and passenger vehicles.
450 vehicles per day, including both
3
trucks and passenger vehicles.
Right Turn
Acceleration
A right turn acceleration lane and taper length is
required for any access with a projected peak hour
right turning volume greater than 50 vph when the
posted speed on the highway is greater than 40 mph.
Include the taper length in the required acceleration
length.
Left Turn
Acceleration
A left turn acceleration lane may be required if it will be
a benefit to the safety and operation of the roadway. A
left turn acceleration lane is generally not required
where the posted speed is less than 45 mph, the
intersection is signalized, or the acceleration lane would
interfere with the left turn ingress movements to any
other access.
The current field conditions and traffic
volume negates the necessity to install a
left turn acceleration lane at the
intersection of SR-32 / Quarry Road.
Left Turn
Deceleration
Right Turn
Deceleration
1. 10 vph * 9 hrs with a maximum hourly turning volume not exceeding 10 vph.
2. 25 vph * 9 hrs with a maximum hourly turning volume not exceeding 25 vph.
3. 50 vph * 9 hrs with a maximum hourly turning volume not exceeding 50 vph.
Source: Fehr & Peers.
Conclusion
The two study intersections and the segment of SR-32 in the study area currently operate at acceptable
levels of service (LOS). These intersections and roadway can also accommodate more truck traffic to and
from the quarry without significantly reducing the delay and LOS. A sensitivity analysis suggests that a
maximum of 240 additional trucks per hour can be added to the network before the worst movements at
the study intersections reduce to a LOS D. The current sight distance condition at the intersection of SR-
8 of 9
Exhibit D
UT14-1029
Rockport 63
Rockport Quarry Traffic Study
August 2014
32 / Quarry Road is adequate with and without the additional truck traffic and does not require
modification to the intersection. Auxiliary lanes are not necessary at the intersection of SR-32 / Quarry
Road under the current maximum operation level of 140 trucks per month.
9 of 9
Exhibit D
UT14-1029
Rockport 64
Rockport Quarry TS
Figure 1
Study Area
SR-32 / Quarry Road
Traffic Counts
Rockport Quarry
SR-32
SR-32 / Browns Canyon Road
Browns Canyon Road
N
Figure 2: Existing and Plus Intersection
Figure 1: Study
Conditions
Area
Rockport 65
Exhibit D
Appendix
Quarry Road
0 (0)
1 (11)
LOS A - B
SR-32
LOS C - D
SR-32
1
2
31 (31)
60 (60)
2
Figure 2: Existing and Plus Intersection Conditions
Browns Canyon Road
Rockport Quarry
Quarry Road
-3
LOS E - F
Stop Sign
SR
0 (10)
48 (48)
1
2
Browns Canyon Road
11 (21)
82 (82)
Existing and Existing Plus Conditions at Study Intersections
Rockport Quarry TS
Figure 2
Existing (Existing Plus)
Rockport 66
Exhibit D
70 (70)
0 (0)
9 (19)
64 (64)
Existing Roadway Conditions
Exhibit D
Rockport 67
Existing Roadway Conditions
Exhibit D
Rockport 68
Existing Roadway
Conditions
Exhibit D
Rockport 69
Existing Roadway Conditions
Exhibit D
Rockport 70
Existing Plus
Roadway Conditions
Exhibit D
Rockport 71
Existing Plus Roadway Conditions
Exhibit D
Rockport 72
Existing Plus
Roadway Conditions
Exhibit D
Rockport 73
Existing Plus Roadway Conditions
Exhibit D
Rockport 74
Sensitivity
Analysis
Exhibit D
Rockport 75
Sensitivity
Analysis
Exhibit D
Rockport 76
Sensitivity
Analysis
Exhibit D
Rockport 77
Sensitivity
Analysis
Exhibit D
Rockport 78
Existing Intersection Conditions
Rockport Quarry
Existing PM
Exhibit D
Rockport 79
Existing Intersection Conditions
Rockport Quarry
Existing PM
Exhibit D
Rockport 80
Existing Plus Intersection Conditions
Rockport Quarry
Existing PM
Exhibit D
Rockport 81
Existing Plus Intersection Conditions
Rockport Quarry
Existing PM
Exhibit D
Rockport 82
Sensitivity Analysis
Rockport Quarry
Existing PM
Exhibit D
Rockport 83
SensitivityRockport
Analysis Quarry
Existing PM
Exhibit D
Rockport 84
Exhibit E
February 4, 2013
Mr. Wesley Siddoway-President
Rockport Rocks LLC
5325 North Bridle Circle
Oakley, Utah 84055
Re:
Environmental Sound Analysis
Rockport Rocks LLC
Dear Mr. Siddoway:
SLR International Corporation (SLR) is pleased to submit this letter report to Rockport Rocks
LLC (Rockport Rocks) summarizing the results of an Environmental Sound Analysis study
conducted at the Rockport Rocks Quarry located in Summit County, Utah (the “Site”).
This report includes the procedures followed and the results from SLR’s sampling activities
conducted on January 30 and 31st, 2013.
Introduction and Background
Rockport Rocks LLC. retained SLR International Corporation (SLR) to conduct ambient noise
monitoring at the Rockport Rocks Quarry located in Summit County, Utah (the “Site”), for
background ambient noise measurements, and to give a representation of sound produced by
operations that will be conducted on the Site. SLR measured A-weighted ambient sound levels
for 24 hours at two locations and measured the A-weighted noise generated by the excavator
and dump truck while they were working on the rock face and while the dump truck was exiting
the Site on the haul road.
The rock quarry operation is limited to the 2 acres described as: Beginning at a point North
3°31'41" East 585.42 feet more or less along the section line from the East 1/4 Corner of
Section 10, T1S, R5E, SLB&M and running thence South 82°21'00" West 278.94 feet; thence
North 3°31'41" East 318.36 feet; thence North 82°21'00" East 278.94 feet to the section line;
thence South 3°31'41" West 318.36 feet along the section line to the point of beginning. This
includes all material and equipment storage. The quarry operation consists of production of
large rock products suitable for riprap and/or landscape walls, and also crushing of the spoils
from the large rock products into gravel products, all for retail sale.
The Site plan, showing the locations of the two monitoring positions and the location of the
excavator and dump truck are shown in Figure 1.
SLR International Corporation 405 East 12450 South, Suite K, Draper, UT 84020
T: (801) 495-9589 F: (801) 495-9608 www.slrconsulting.com
Offices throughout USA, UK, Ireland, Canada, Australia, Namibia, and South Africa
Exhibit D
Rockport 85
February 4, 2014
Mr. Wesley Siddoway-President
Rockport Rocks LLC
Page 2
Figure 1. Satellite view of Site, showing monitoring locations and locations of operating
equipment
Procedures
SLR field personnel, Michelle Bethune and Scott O’Neill, arrived at the Site on January 30, 2013
at 10:00 a.m. Meteorological conditions were measured on 1-30-2013 when field personnel
arrived and are shown in Table 1. Conditions were similar on 1-31-2013
Table 1: Environmental Conditions
PARAMETER
MEASURED
VALUE
UNITS
Temperature
12-20
˚F
Wind Speed
9-12
mph
Humidity
60 to 70 %
%
www.slrconsulting.com
Exhibit D
Rockport 86
February 4, 2014
Mr. Wesley Siddoway-President
Rockport Rocks LLC
Page 3
PARAMETER
Cloud Cover
MEASURED
VALUE
UNITS
Approximately
80%,
Dry, mostly
cloudy
NA
After discussing the basic scope of the project and locations where monitoring equipment
should be set up with Wesley Siddoway, SLR began the noise monitoring. See Attachment for
photos of the monitoring positions and instrumentation.
A table summarizing the equipment used to perform the ambient measurements is shown below
(Table 2.)
Table 2: Instrument details
INSTRUMENT
TYPE
MODEL
SERIAL NUMBER
Sound Level
Position 1
Meter
Rion, Type 1
NL-32
00851427
Sound Level
Position 2
Meter
Rion, Type 1
NL-32
00851428
Acoustical Calibrator
Brüel & Kjaer
4231
2240964
Wind and
Temperature Gauge
Kestrel
2000
K2000-0820
Both sound level meters were set to record the Maximum FAST, Minimum FAST, and Average
(Leq) A-weighted sound level every minute over an approximate 24-hour period.
At Position 1, located at 40° 44' 59.38" North and -111° 21' 52.45" West, measurements were
started at 10:36 am on January 30, 2013.
At Position 2, located at 40° 44' 40.56" North and -111° 21' 50.76" West, measurements were
started at 11:05 am on January 30, 2013.
SLR staff left the Site at 12:15 p.m. on January 30, 2013 and returned at 11:00 a.m. on January
31, 2013. On January 31st, the CAT 315 Excavator began operations at the quarry at 11:31 a.m.
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Exhibit D
Rockport 87
February 4, 2014
Mr. Wesley Siddoway-President
Rockport Rocks LLC
Page 4
and ceased operations at 11:42 a.m. The Volvo 15 ton capacity highway legal dump truck
began its descent from the quarry to Highway 32 at 11:48 a.m. The hauler drove past
monitoring Position 1 at 11:52 a.m.
SLR staff stopped the measurements at monitoring Position 1 at 12:00 p.m. on January 31,
2013, and at 12:09 p.m. at monitoring Position 2.
SLR staff left the Site at 12:35 p.m. on January 31, 2013.
Procedures
Maximum FAST(Lmax,F), Minimum FAST (Lmin, F), Average (Leq) A-weighted sound levels were
recorded every minute over an approximate 24-hour period. A figure showing the measurement
at each location is included in Attachment A. Sound level meters were calibrated before the
measurement period began.
Explanations of the descriptors used follow:
A-weighting is the frequency weighting used to simulate human hearing. Most community
ordinances or regulations use this frequency weighting, as does the Environmental Protection
Agency, the Department of Transportation, and state highway departments. Without this
A-weighting, noise-monitoring equipment would respond to events people cannot hear, events
such as high frequency dog whistles and low-frequency seismic disturbances.
LAmin is the lowest A-weighted sound level recorded during a measurement period.
LAmax is the highest A-weighted sound level recorded during a measurement period.
LAeq is the energy average A-weighted sound level recorded during a measurement
period and is described as Equivalent Continuous Level when a noise varies over time,
the Leq is the equivalent continuous sound which would contain the same sound energy
as the time varying sound.
Results
Figures 2 through 4 show the time history for each measurement series graphically. Figures 2
and 3 show the time history over the entire measurement period. Figure 4 shows the time
history with an expanded time scale for Position 1 near the end of the monitoring period. During
this time the excavator and dump truck were operating at the site (see Figure 1) and the dump
truck left the site and traveled down the haul road to Route 32.
Sound from the operation was either inaudible or barely perceptible during the loading operation
and dump truck travel off site when measured at Position 1 (see Figure 1). During the attended
monitoring, SLR staff observed numerous large trucks drive past on Highway 32, wildlife, strong
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Exhibit D
Rockport 88
February 4, 2014
Mr. Wesley Siddoway-President
Rockport Rocks LLC
Page 5
wind gusts, a creek west of location 2, multiple low rumblings at a location west of the Site, and
a jet plane flying overhead.
Conclusions
As is obvious from any of the graphs of the sound level (Figure 2, Figure 3, or Figure 4), the
sound form the loading operation and dump truck movement is not discernible from the general
pattern of sound sources in the area. Specifically, the following events occurred:
Excavator began running at 11:31 am on 1-31-2013
Excavator stopped running at 11:42 am
Haul truck leaving quarry toward HWY 32 at 11:48
Haul truck passing by the sound level meter at 11:52
Based on the measurements and the observations by SLR staff:
1- The noise environment is dominated by passing trucks not associated with the quarry
operations. During the 2010 Department of Transportation traffic audit, Highway 32
averaged between 3000-3500 vehicles per day. During the measurements that SLR
conducted, in a fifteen minute time span 36 large trucks passed by on Highway 32.
2- If 60 dBA is the limit and the “average” sound level is used (LAeq) then even the pass-by
vehicles fall within the limit.
3- If 60 dBA is the limit and the ‘maximum” sound level is used (LAmax), then nearly every
vehicle exceeds the limit and the proposed operation presents no material adverse
impact to ambient conditions.
If you have any questions or require additional information, please contact the undersigned at
(801) 495-9589.
Sincerely,
SLR International Corporation
Russell D. Hamblin, P.G.
Managing Principal
Attachments
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Exhibit D
Rockport 89
SLR International Corporation 405 East 12450 South, Suite K, Draper, UT 84020
T: (801) 495-9589 F: (801) 495-9608 www.slrconsulting.com
Offices throughout USA, UK, Ireland, Canada, Australia, Namibia, and South Africa
Exhibit D
Rockport 90
Exhibit D
dB(A) re 20
microPa
10:36:13…
11:15:13…
11:54:13…
12:33:13…
1:12:13…
1:51:13…
2:30:13…
3:09:13…
3:48:13…
4:27:13…
5:06:13…
5:45:13…
6:24:13…
7:03:13…
7:42:13…
8:21:13…
9:00:13…
9:39:13…
10:18:13…
10:57:13…
11:36:13…
12:15:13…
12:54:13…
1:33:13…
2:12:13…
2:51:13…
3:30:13…
4:09:13…
4:48:13…
5:27:13…
6:06:13…
6:45:13…
7:24:13…
8:03:13…
8:42:13…
9:21:13…
10:00:13…
10:39:13…
11:18:13…
11:57:13…
100
80
60
40
20
11:05:05
11:43:05
12:21:05
12:59:05
13:37:05
14:15:05
14:53:05
15:31:05
16:09:05
16:47:05
17:25:05
18:03:05
18:41:05
19:19:05
19:57:05
20:35:05
21:13:05
21:51:05
22:29:05
23:07:05
23:45:05
0:23:05
1:01:05
1:39:05
2:17:05
2:55:05
3:33:05
4:11:05
4:49:05
5:27:05
6:05:05
6:43:05
7:21:05
7:59:05
8:37:05
9:15:05
9:53:05
10:31:05
11:09:05
11:47:05
dB(A) re 20
microPa
February 4, 2014
Mr. Wesley Siddoway-President
Rockport Rocks LLC
Page 7
A-weighted Sound Level v. Time for Position1 , Starting Jan 30,
2013 10:36am and ending Jan 31, 2013 11:55am
LAeq
LAmax
100
80
60
40
20
LAmin
A-weighted Sound Level v. Time for Position 2, , Starting Jan 30,
20131:05am and ending Jan 31, 2013 12:03pm
LAeq
LAmax
LAmin
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Rockport 91
J A Williams & Sons Ltd
Queue in feet.
