APPENDIX I Noise Technical Report

Transcription

1 APPENDIX I Noise Technical Report

2

3 ACOUSTICAL ASSESSMENT REPORT for the Prepared for: South Baltimore, LLC Prepared by: 605 Third Street Encinitas, California NOVEMBER 2013

4 Printed on 30% post-consumer recycled material.

5 TABLE OF CONTENTS Section Page No. ACRONYMS AND ABBREVIATIONS... III SUMMARY OF FINDINGS... V 1.0 INTRODUCTION Regional and Local Setting Project Description METHODOLOGY Noise Concepts Noise Criteria City of La Mesa Noise Criteria State of California EXISTING CONDITIONS Ambient Noise Levels Light Rail Transit SIGNIFICANCE THRESHOLDS IMPACTS Construction Noise and Vibration Impacts Off-Site Traffic Noise Impacts Traffic Noise Impacts to the Project Multi-Family Residential Development Light Rail Transit Outdoor Mechanical Equipment Other Noise Impacts Cumulative Impacts MITIGATION MEASURES SIGNIFICANCE OF IMPACTS AFTER MITIGATION LIST OF PREPARERS REFERENCES...37 i November 2013

6 TABLE OF CONTENTS (CONTINUED) Page No. APPENDICES A B Definitions Noise Modeling Data FIGURES 1 Regional Map Vicinity Map Planning Areas Conceptual Site Plan Noise Measurement and Modeling Locations...19 TABLES 1 Typical Sound Levels Land Use Noise Compatibility Guidelines Ambient Base Noise Levels Measured Noise Level and Traffic Volumes Construction Equipment Noise Levels Off-Site Near-Term Traffic Noise Level Increase Off-Site Year 2030 Traffic Noise Level Increase...27 ii November 2013

7 ACRONYMS AND ABBREVIATIONS ADT Average daily trips Caltrans California Department of Transportation CCR California Code of Regulations City City of La Mesa CNEL Community Noise Equivalent Level County County of San Diego db decibel(s) HVAC heating, ventilation, and air conditioning I-8 Interstate 8 L eq equivalent continuous sound level proposed project project iii November 2013

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9 SUMMARY OF FINDINGS Noise impacts associated with the project (proposed project) include short-term construction activities, project-generated traffic, outdoor mechanical equipment noise, and light rail transit pass-by noise. A short-term significant noise impact would result during construction activities. The construction noise impact would be reduced to a level below significance by incorporating various construction equipment noise-abatement measures. The traffic generated by the proposed project would result in a less-than-significant noise impact. The proposed project includes residential components that would be exposed to traffic noise from Spring Street, University Avenue, Baltimore Drive, and El Cajon Boulevard. Interior noise studies will be required for the multi-family residential housing to ensure that the interior Community Noise Equivalent Level (CNEL) would not exceed 45 decibels. These buildings would require air conditioning and/or mechanical ventilation to meet the State of California s interior noise standard. Sound-rated windows may also be required. Mechanical equipment plans shall be prepared and evaluated for the buildings to ensure that outdoor mechanical equipment noise would not exceed the City of La Mesa s (City s) noise ordinance standards for commercial and residential uses at adjacent properties. Mitigation may consist of such measures as selecting quieter types of equipment, constructing rooftop equipment screen walls/parapets, or locating the equipment within the interior portion of the sites. v November 2013

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11 1.0 INTRODUCTION 1.1 Regional and Local Setting The proposed project is located in the downtown area of the City of La Mesa in San Diego County at the southeast corner of El Cajon Boulevard and Baltimore Drive (Figures 1 and 2, Regional Map and Vicinity Map, respectively). South Baltimore LLC is proposing to allow for the development of a mixed-use urban village on a 5.23-acre infill site. The proposed project site is situated directly south of El Cajon Boulevard, east of Baltimore Drive and University Avenue, west of Nebo Drive, and southwest of Interstate 8 (I-8). The site currently consists of retail uses including U-Haul, San Diego Livescan, Nick s Auto Group, World Auto Sales and Elite Auto Body, Del Mar Marble and Tile, and other retail sales uses. 1.2 Project Description The proposed project would allow for mixed-use development, including a combination of residential units, commercial or neighborhood-serving retail, office space, a hotel, and parking facilities. The project components would be developed within three different planning areas: Baltimore Drive, Spring Street, and University Avenue (see Figure 3, Planning Areas). The proposed project would include a mix of land uses; however, the exact mix and intensity of uses will depend on market conditions and are not known at this time. The proposed project would consist of a combination of up to 416 multi-family residential units; 61,000 square feet of neighborhood-serving commercial/retail; 146,000 square feet of office space; and a 500-room hotel such that the maximum cumulative average daily trips (ADT) generated by the project and the P.M. peak-hour cumulative traffic generation leaving the project do not exceed the maximums allowed pursuant to the Park Station Specific Plan Traffic Impact Analysis. The proposed project is designed to be fully integrated and to avoid traffic impacts through the use of traffic limits on the project. In this way, the aforementioned land uses may be combined but the intensity of each use is limited based on the project s overall trip generation. For purposes of determining the maximum noise impacts that would result from implementation of the Specific Plan, the following mixed-use scenario is the proposed project analyzed in the environmental impact report: 416 multi-family dwelling units 61,000 gross square feet of neighborhood-serving retail space. 1 November 2013

12 To ensure impacts are conservatively analyzed, a worst-case scenario for the proposed project consists of the land use combination that would result in the maximum trip generation for the project site. Figure 4, Conceptual Site Plan, provides an illustration of a potential site plan for the proposed project; however, actual design may vary. 2 November 2013

13 Highlands 1 San Juan Capistrano Dana Point San 371 Temecula ge Oran ty n u o C go Clemente San Die ty Coun Riverside County Rainbow 5 Salton Sea Fallbrook Camp Pendleton North San Diego County 76 Bonsall Camp Pendleton South Oceanside 86 Hidden Meadows Vista San Marcos Carlsbad Borrego Springs Valley Center Escondido 78 Julian Encinitas Ramona Poway 67 Project Site San Diego Santee El Cajon 209 Coronado 5 10 Pine Valley Bonita National City Imperial Beach Alpine Casa de Oro-Mount Helix Rancho San Lemon Spring Diego Grove Jamul Valley Harbison Canyon La Mesa Lakeside Imperial County O c e a n San Diego County P a c i f i c 56 San Diego Country Estates Chula Vista Miles Boulevard 94 Campo Jacumba ME X IC O FIGURE 1 Regional Map -01 M Specific Plan - Acoustical Assessment Report

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15 8 Project Site ,000 2,000 Feet SOURCE: USGS 7.5 Minute Series La Mesa Quadrangle. Vicinity Map -01 M FIGURE 2 Specific Plan - Acoustical Assessment Report

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17 Z:\Projects\j01\MAPDOC\MAPS\Noise SOURCE: Specific Plan 2013 Specific Plan - Acoustical Assessment Report FIGURE 3 Planning Areas

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19 Z:\Projects\j01\MAPDOC\MAPS\Noise SOURCE: Specific Plan 2013 Specific Plan - Acoustical Assessment Report FIGURE 4 Conceptual Site Plan

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21 2.0 METHODOLOGY Ambient noise measurements were conducted to quantify the existing daytime noise environment at three sites (as described in Section 3.1, Ambient Noise Levels). Noise and vibration levels resulting from the proposed construction activities have been obtained from reports prepared by the Federal Transit Administration (2006), the California Department of Transportation (Caltrans 2004), and field data from files. The assumptions regarding hours of construction activities, construction equipment, duration of construction activities, etc., is based on information provided by the applicant. The noise impact assessment utilized criteria established in the City General Plan Noise Element (City of La Mesa 1996) and Noise Ordinance (City of La Mesa 2011). The noise level associated with selected roadways was determined based on ambient noise measurements and using the Federal Highway Administration s TNM 2.5 Traffic Noise Prediction Model (FHWA 2004). 2.1 Noise Concepts Community sound levels are measured in terms of the A-weighted sound level. The A-weighted scale measures sound levels corresponding to the human frequency response. All sound levels discussed in this report are A-weighted. In community noise, it is necessary to use a noise scale that averages varying noise exposure over time and quantifies the results using a single number descriptor. Units of measure to evaluate the long-term characteristics of sound applicable to this analysis are the equivalent continuous sound level (L eq ) and CNEL. The L eq is a single number representing the fluctuating sound level in decibels (db) over a specified period of time. It is a sound energy average of the fluctuating level and is equal to a constant unchanging sound level of that db level. CNEL is a 24-hour average A-weighted sound level with 10 db added to noise during the nighttime hours of 10:00 p.m. to 7:00 a.m., and 5 db added to the noise during the evening hours of 7:00 p.m. to 10:00 p.m. The 5 and 10 db penalties are applied to account for increased noise sensitivity during the evening and nighttime hours. A similar metric to CNEL is the day-night sound level (Ldn). This is the same as CNEL except there is no 5 db penalty added to the noise levels during the evening hours. CNEL and Ldn are typically less than 1 db different, and for the purpose of this report are considered the same. Appendix A contains definitions of acoustical terms used in this report. Typical sound levels generated by various activities are listed in Table 1, Typical Sound Levels. 2.2 Noise Criteria In general, a project may be deemed to have a significant effect on the environment if it will substantially increase the ambient noise level for adjoining areas. However, this significance 11 November 2013

22 criterion does not define the phrase substantial increase in ambient noise, and it does not provide an impact threshold for potential on-site noise impacts. The project site is located within the City of La Mesa. The City has established noise criteria within both the City s General Plan and the City s Municipal Code as summarized in Section Table 1 Typical Sound Levels Common Outdoor Activities Noise Level (dba) Common Indoor Activities 110 Rock band Jet fly-over at 1,000 feet 100 Gas lawnmower at 3 feet 90 Diesel truck at 50 mph at 50 feet Food blender at 3 feet 80 Garbage disposal at 3 feet Noisy urban area, daytime Gas lawnmower, 100 feet 70 Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet Heavy traffic at 300 feet 60 Large business office Quiet urban daytime 50 Dishwasher next room Quiet urban nighttime 40 Theater, large conference room (background) Quiet suburban nighttime 30 Library Quiet rural nighttime Bedroom at night, concert hall (background) 20 Broadcast/recording studio 10 Lowest threshold of human hearing 0 Lowest threshold of human hearing Source: Caltrans City of La Mesa Noise Criteria The City has established noise criteria within the City s General Plan Noise Element as well as the City s Municipal Code. The noise criteria are summarized below. 12 November 2013

23 City of La Mesa General Plan Noise Element Guidelines: The City s General Plan Noise Element identifies compatible exterior noise levels for various land use types (City of La Mesa 1996). The maximum allowable noise exposure varies depending on the land use. The normally acceptable exterior noise level for multi-family residential uses is a CNEL of up to 65 db for exterior usable areas, and 70 db CNEL for commercial uses, as shown in Table 2, Land Use Noise Compatibility Guidelines. Multi-family residences are also required to meet an interior noise level of 45 db within the habitable rooms. Table 2 Land Use Noise Compatibility Guidelines Residential Low Density Single Family Duplex and Mobile Homes Land Use Category Exterior Noise Exposure (db(a) CNEL) Residential Multiple Family Transient Lodging Motels, Hotels Schools, Libraries, Churches, Hospitals, and Nursing Homes Auditoriums, Concert Halls, Amphitheaters Sports Area, Outdoor Spectator Sports Playgrounds, Neighborhood Parks Golf Courses, Riding Stables, Water Recreation, Cemeteries Office Building, Business Commercial, and Professional 13 November 2013

24 Table 2 Land Use Noise Compatibility Guidelines Land Use Category Industrial, Manufacturing, Utilities, Agriculture Exterior Noise Exposure (db(a) CNEL) Normally Acceptable Conditionally Acceptable Normally Unacceptable Clearly Unacceptable Notes: For uses affected by aircraft noise, refer to Policies NE-D.2 and NE-D.3. Source: City of La Mesa Specified land use is satisfactory based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements. New construction or development should be undertaken only after a detailed analysis of the noise-reduction requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply system or air conditioning, will normally suffice. New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noisereduction requirements must be made and needed noise insulation features included in the design. New construction or development should generally not be undertaken. City of La Mesa Municipal Code, Noise Regulation: The City has established noise guidelines in the Noise Regulation of the City s Municipal Code (City of La Mesa 2011), which contains quantitative noise standards to reduce excessive noise within City limits. These guidelines identify compatible exterior noise levels for various land uses. The base noise-level limits are defined in terms of ambient noise. Ambient noise is the all-encompassing noise associated with a given environment, being usually a composite of sounds from many sources near and far. For the purpose of this ordinance, ambient noise level is the level obtained when the noise level is averaged over a period of 15 minutes excluding noise from isolated identifiable sources, at the location and time of day near that at which a comparison is to be made. The maximum allowable noise limits for various zones are depicted in Table 3, Ambient Base Noise Levels. Also, it shall be unlawful for any person to install or operate any machinery, equipment, pump, fan, air conditioning apparatus, or similar mechanical device that can be or is operated in any manner so as to create noise that will cause the noise level at the property line of any property to exceed the ambient base noise level by more than 5 db. 14 November 2013

25 Table 3 Ambient Base Noise Levels Zone Time Noise Level (dba) R1 and R2 10:00 p.m. to 7:00 a.m. 50 R1 and R2 7:00 p.m. to 10:00 p.m. 55 R1 and R2 7:00 a.m. to 7:00 p.m. 60 R3 and RB 10:00 p.m. to 7:00 a.m. 55 R3 and RB 7:00 a.m. to 10:00 p.m. 60 C, CN, CD & CM 10:00 p.m. to 7:00 a.m. 60 C, CN, CD & CM 7:00 a.m. to 10:00 p.m. 65 M Anytime 70 Source: City of La Mesa The City s Noise Regulation states that no construction activities involving the operation of machinery or equipment may occur within 500 feet of a residential or Neighborhood Commercial zone between the hours of 10:00 p.m. and 7:00 a.m., or anytime on Sundays State of California Applicable to this project, the State of California has adopted a CNEL of 45 db as the maximum acceptable interior environmental noise level for new attached residential facilities (i.e., dormitories, multi-family homes, hotels, etc.). 15 November 2013

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27 3.0 EXISTING CONDITIONS The primary noise source in the area is traffic along El Cajon Boulevard, Spring Street, Baltimore Drive, and University Avenue. The site is not located in relative close proximity to any airports. The closest airport is Gillespie Field located approximately 6 miles northeast of the site. The proposed project site is not located within the 60 db CNEL noise contour of any airport and is not subject to aircraft noise in excess of regulatory limits (SDCRAA 2004). 3.1 Ambient Noise Levels Noise measurements were conducted at the site to determine the existing noise level. The measurements were made using a calibrated Larson-Davis Laboratories Model 700 (S.N. 2132) integrating sound-level meter equipped with a Type inch pre-polarized condenser microphone with pre-amplifier. When equipped with this microphone, the sound-level meter meets the current American National Standards Institute standard for a Type 1 precision sound-level meter. The sound-level meter was positioned at a height of approximately 5 feet above ground. The noise measurements were conducted on March 16, The noise measurement locations are depicted as Sites 1, 2, and 3 on Figure 5, Noise Measurement and Modeling Locations. The measured average noise level was 66 db at Site 1, 72 db at Site 2, and 60 db at Site 3. The measured average noise levels and the concurrent traffic volumes along the roads are depicted in Table 4, Measured Noise Level and Traffic Volumes. The existing traffic noise level is modeled to be 69 db CNEL at Site 1 along Baltimore Drive, 72 db CNEL at Site 2 along El Cajon Boulevard, and 64 db CNEL at Site 3 along Spring Street. It should be noted that noise measurements do not have to be made during peak traffic hours to determine the CNEL. Shortterm noise measurements can be correlated to the CNEL by normalizing the traffic counts observed during the noise measurements. Table 4 Measured Noise Level and Traffic Volumes Site Description Date/Time Leq 1 Cars 2 MT 3 HT 4 LRT 5 1 Approximately 40 feet to the 5/16/12 66 db centerline of Baltimore Dr. 12:30 p.m. to 12:50 p.m. 2 Approximately 40 feet to centerline of El Cajon Blvd. 3 Approximately 85 feet to centerline of Spring St. 5/16/12 1:00 p.m. to 1:20 p.m. 5/16/12 11:45 a.m. to 12:05 p.m. 1 Equivalent continuous sound level (time-average sound level) 2 CNEL 3 Medium trucks 4 Heavy trucks 5 Light rail transit (trolley). 72 db db November 2013

28 3.2 Light Rail Transit Railway noise includes noise from the trains and emergency signaling devices. Light rail transit (trolley) can generate moderately high, relatively brief, intermittent noise events. Trolley vehicles and at-grade crossings are equipped with horns and bells for use in emergency situations and as a general audible warning to track workers and trespassers within the right-of-way, as well as to pedestrians and motor vehicles at road-grade crossings. Horns on the moving trolley vehicle, combined with stationary bells at grade crossings, can generate excessive noise levels that can affect noise sensitive land uses. Within the City, the San Diego Metropolitan Transit System provides trolley service along railway alignments designated as the Orange Line. The Orange Line trolley is located on Spring Street at the eastern boundary of the project site. There are two at-grade road crossings the Orange Line trolley traverses within the project vicinity. At each of these at-grade crossings there are train warning signals operating while the train is in the vicinity of the crossing. Also, the trolley uses its warning horns and whistles before entering the at-grade road crossings. The majority of the Orange Line trolley trains run between the hours of 4:30 a.m. and 12:30 p.m. adjacent to the project site. The Orange Line trolley operations consist of 15-minute service Monday through Saturday; and 30-minute late evening service, on weekend mornings, and on Sundays and evenings. The Orange Line operates 23 stations, six shared with the Blue Line in Downtown San Diego and five shared with the Green Line between Grossmont Transit Center and Gillespie Field (SDMTS 2012). Existing trolley train noise was determined based on conducting noise measurements at the project site during several train pass-bys and noise modeling. At a distance of approximately 50 feet to the closest track, the noise level is approximately 63 dba CNEL for the combined trolley trains and nearby at-grade crossing bell noise. 18 November 2013

29 Feet M -01 SOURCE: Bing FIGURE 5 Noise Measurement and Modeling Locations Specific Plan - Acoustical Assessment Report

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31 4.0 SIGNIFICANCE THRESHOLDS The following significance criteria included in Appendix G of the California Environmental Quality Act Guidelines (14 CCR et seq.) assist in determining the significance of a noise impact. Impacts would result if: 1. Persons are exposed to or the project generates noise levels in excess of standards established in the local General Plan or noise ordinance, or applicable standards of other agencies. 2. Persons are exposed to or the project generates excessive groundborne vibration or groundborne noise levels. 3. A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project would occur. 4. A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project would occur. 5. A project is located within an airport land use plan or, where such a plan has not been adopted, within 2 miles of a public airport or public use airport, and would, therefore, expose people residing or working in the project area to excessive noise levels. 6. A project is located within the vicinity of a private airstrip and the project would expose people residing or working in the project area to excessive noise levels. As indicated in Significance Threshold 1, the City s General Plan and Noise Ordinance (outlined in Section 2, Methodology, above), were utilized to develop the following project-specific thresholds of significance: Traffic: A significant noise impact would result if the project would increase the existing noise level by 3 db or more in areas where the existing noise level exceeds 65 db CNEL. A significant noise impact would result if the project would exceed the City s General Plan 65 db CNEL exterior noise criteria at an outdoor-use area of proposed residential uses. A significant noise impact would result if the project would exceed the state s interior 45 db CNEL for multi-family dwelling units. Stationary Uses: A significant noise impact would result if the stationary equipment generates noise levels exceeding the City s Noise Ordinance criteria. Temporary Construction Noise: A significant noise impact would result if temporary construction noise impacts would occur outside of the City s allowable construction hours or significantly increase the ambient noise level for an extended period of time. 21 November 2013

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33 5.0 IMPACTS The proposed project would result in short-term construction and vibration noise impacts, longterm off-site traffic noise impacts, and outdoor mechanical equipment noise. Also, traffic noise would affect the proposed project s multi-family residential uses. 5.1 Construction Noise and Vibration Impacts Would the project expose persons to or generate noise levels in excess of standards established in the local General Plan or noise ordinance, or applicable standards of other agencies? Or, would the project result in a substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? Construction activities would be generally the same regardless of the development component. The discussion below pertains to all the project components. Construction activities would occur during the City s allowable hours of operation. The noise levels generated by construction equipment would vary greatly depending upon factors such as the type and specific model of the equipment, the operation being performed, and the condition of the equipment. The average sound level of the construction activity also depends upon the amount of time the equipment operates and the intensity of the construction during the time period. Construction would involve several phases, including demolition, clearing and grubbing, grading, foundation construction, and finish construction. Construction equipment would include standard equipment such as graders, scrapers, backhoes, loaders, excavators, cement and mortar mixers, dozers, pavers, rollers, cranes, forklifts, welders, water trucks, portable generators and air-compressors, and miscellaneous trucks. The construction contractor may mobilize more than one crew. The maximum noise level ranges for various pieces of construction equipment at a distance of 50 feet are depicted in Table 5, Construction Equipment Noise Levels. The maximum noise levels at 50 feet would range from approximately 76 to 88 db for the type of equipment normally used for this type of project. Construction noise in a well-defined area typically attenuates at approximately 6 db per doubling of distance. The closest off-site existing residences are located approximately 80 feet away along Baltimore Drive west of the project site. Based on the construction equipment and distance to the closest residences, the construction noise is anticipated to generate maximum noise levels of 75 to 85 dba at the closest residences. This noise level could intermittently occur for a few days when construction equipment is operating adjacent to the residential properties. The remainder of the 23 November 2013

34 time, the construction and demolition noise level would typically be lower because the equipment would be working in a large area farther away from the existing residences. When the construction equipment is operating, the existing residences could be disturbed by the activities. Construction activities associated with demolition of the existing buildings and development of the proposed project have the potential to adversely affect adjacent noise-sensitive uses. As such, these noise levels are considered to represent a potentially significant impact. In order to mitigate for impacts, mitigation is provided (see Section 6.0, Mitigation Measures (Mitigation Measure 1)). Table 5 Construction Equipment Noise Levels Typical Equipment dba at 50 feet Quiet 1 Equipment dba at 50 feet Equipment Type Air Compressor Backhoe Concrete Pump Concrete Vibrator Crane Dozer Generator Loader Paver Pneumatic Tools Water Pump Power Hand Saw Shovel Trucks Quieted equipment: with enclosures, mufflers, or other noise-reducing features. Would the project expose persons to or generate excessive groundborne vibration or groundborne noise levels? The heavier pieces of construction equipment used at this site could include bulldozers, graders, loaded trucks, water trucks, pavers, and cranes. Groundborne vibration and noise information related to construction activities has been collected by Caltrans (Caltrans 2004). Information from Caltrans indicates that continuous vibrations with a peak particle velocity of approximately 0.1 inch/second begin to annoy people. Groundborne vibration is typically attenuated over short distances. However, vibration is very subjective, and some people may be annoyed at continuous vibration levels near the level of perception (or approximately a peak particle velocity of November 2013

35 inch/second). Construction activities are not anticipated to result in continuous vibration levels that typically annoy people, and the vibration impact would be less than significant. 5.2 Off-Site Traffic Noise Impacts Would the project result in a substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? The project would ultimately generate a net traffic volume increase (USAI 2012). The majority of the traffic would be along Baltimore Drive, El Cajon Boulevard, University Avenue, and Spring Street. The additional traffic would increase the noise along the adjacent roads by 2 db CNEL or less. The City has not developed noise criteria for assessing noise impacts associated with off-site traffic noise. However, the Federal Transit Administration has developed a graduated scale for use in the assessment of transit-project-related noise level increases (Federal Transit Administration 2006). The rationale for the graduated scale is that a person s reaction to increased noise levels varies depending on the starting level of the noise. Specifically, with lower ambient noise environments, such as those below 60 db CNEL, a larger increase in noise level is required to achieve an adverse reaction than is necessary in more elevated noise environments. Based on the Federal Transit Administration noise impact criteria, a 2 db increase in noise levels due to the project results in a significant noise impact where the ambient noise levels without the project are in excess of 76 db CNEL. Where noise levels are less than 76 db CNEL, a projectgenerated noise level increase of more than 2 db is required for a finding of significant noise impact. The specific project-generated noise level increase resulting in a significant noise impact will depend on the ambient noise level. As shown in Table 6, Off-Site Near-Term Traffic Noise Level Increase, the noise level increases associated with the additional traffic volumes are less than 2 db CNEL, and the existing noise levels are less than 76 db CNEL. Thus, the additional project-generated traffic volume along the roads would not substantially increase the ambient noise level. Therefore, the near-term traffic noise level increase associated with the project is considered less than significant. 25 November 2013

36 Table 6 Off-Site Near-Term Traffic Noise Level Increase Street Segment Existing ADT Near-Term with Project ADT Distance to Center Line (ft.) Existing CNEL (db) Near-Term With Project Baltimore Drive Fletcher Pkwy./El Cajon Blvd. 23,297 31, El Cajon Blvd./University Ave. 21,706 30, El Cajon Boulevard La Mesa Blvd./Guava St. 18,795 20, Guava St./Baltimore Drive 21,116 23, University Avenue La Mesa Blvd./Allison Dr. 18,365 20, Allison Dr./Baltimore Dr. 18,543 20, Baltimore Dr./Spring St. 11,710 17, East of Spring Street 7,209 8, Spring Street I-8/University Ave. 19,493 28, University Ave./Allison Dr. 20,621 24, Allison Dr./La Mesa Blvd. 16,777 23, Note: The sound levels are shown to the nearest 0.1 db, which is beyond the accuracy limits of noise models. The increase associated with long-term (year 2030) plus project traffic would be less than 1 db CNEL along the nearby roads as shown in Table 7, Off-Site Year 2030 Traffic Noise Level Increase. With the proposed project, the long-term CNEL increase would be essentially the same as without the project. Therefore, the noise level increase associated with project s long-term cumulative traffic volume is less than significant. db Change 26 November 2013

37 Table 7 Off-Site Year 2030 Traffic Noise Level Increase Street Segment 2030 Without Project 2030 With Project Distance to Center Line (ft.) Existing CNEL (db) Near-Term With Project Baltimore Drive Fletcher Pkwy./El Cajon Blvd. 32,147 33, El Cajon Blvd./University Ave. 27,728 31, El Cajon Boulevard La Mesa Blvd./Guava St 22,328 22, Guava St./Baltimore Drive 25,291 26, University Avenue La Mesa Blvd./Allison Dr. 19,688 20, Allison Dr./Baltimore Dr. 19,786 21, Baltimore Dr./Spring St. 16,342 18, East of Spring Street 8,595 9, Spring Street I-8/University Ave. 28,726 29, University Ave./Allison Dr. 24,588 25, Allison Dr./La Mesa Blvd. 22,923 23, Note: The sound levels are shown to the nearest 0.1 db which is beyond the accuracy limits of noise models 5.3 Traffic Noise Impacts to the Project Would the project expose persons to or generate noise levels in excess of standards established in the local General Plan or noise ordinance, or applicable standards of other agencies? The project includes noise-sensitive uses (i.e., residential multi-family units) that would be exposed to traffic noise Multi-Family Residential Development A component of the proposed project would consist of mixed-use retail/multi-family housing with ground-floor retail and upper-floor residential units. These residential units would be exposed to traffic noise along Baltimore Drive, El Cajon Boulevard, University Avenue, and Spring Street. Based on the results of the traffic noise modeling, all the roads adjacent to the project site (i.e., Baltimore Drive, El Cajon Boulevard, University Avenue, and Spring Street) db Change 27 November 2013

38 would generate future (year 2030) noise levels in excess of 65 db CNEL. Exterior usable space areas would be exposed to traffic noise along Spring Street. The distances to various groundfloor noise contours are provided in Table 8, Future Year 2030 With Project CNEL Noise Contour Distances. The noise modeling data are contained in Appendix B. The State of California requires that interior noise levels not exceed a CNEL of 45 db within habitable rooms of multi-family dwelling units. Proposed structures would be exposed to noise levels greater than 60 db CNEL. Therefore, the noise level within the residential units could result in an interior CNEL greater than 45 db. This noise level would result in a significant noise impact. In order to mitigate for impacts, mitigation is provided (see Section 6.0, Mitigation Measures (Mitigation Measure 2)). Table 8 Future Year 2030 with Project CNEL Noise Contour Distances Distance to CNEL Noise Contour (ft.) Road/Trolley Line ADT 70 CNEL 65 CNEL 60 CNEL Baltimore Drive 31, El Cajon Blvd. 26, University Ave. 18, Spring Street 29,400 R/W Light Rail Transit The ultimate capacity of the Orange Line is not known. The number of trolley trains could increase depending on future demand and development of future projects in the San Diego County region. Additional demand can be accommodated by adding more trolley vehicles per train, or increasing the number of trains per day. Currently, at a distance of approximately 50 feet to the closest track, the noise level is approximately 63 dba CNEL for the combined trolley trains and nearby at-grade crossing bell noise. 5.5 Outdoor Mechanical Equipment Would the project expose persons to or generate noise levels in excess of standards established in the local General Plan or noise ordinance, or applicable standards of other agencies? Outdoor mechanical equipment, such as heating, ventilation, and air conditioning (HVAC) equipment, could be mounted on roofs or at the ground level of the buildings. Mechanical equipment plans depicting the location and types of equipment are not currently available. The noise levels generated by this equipment would vary, but levels typically range from 28 November 2013

39 approximately 45 to 55 db at a distance of 50 feet. Existing land uses located adjacent to the proposed buildings could be exposed to HVAC equipment noise. Thus, there is a potential that the outdoor mechanical equipment noise level would exceed the City s Noise Ordinance standards, resulting in a significant noise impact. In order to mitigate for impacts, mitigation is provided (see Section 6.0, Mitigation Measures (Mitigation Measure 3)). 5.6 Other Noise Impacts For a project that is located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? For a project that is located within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? As indicated in Section 3.0, Existing Conditions, the site is not located in relative close proximity to any airports. The closest airport is Gillespie Field approximately 6 miles northeast of the site. The proposed project is not located within the 60 db CNEL noise contour of any airport and is not subject to aircraft noise in excess of regulatory limits. The proposed project would not involve blasting or other groundborne vibration; therefore, vibration and noise impacts related to these types of activities would not occur as a result of the project. 5.7 Cumulative Impacts Construction noise impacts primarily affect the areas immediately adjacent to the construction site. Thus, although several construction activities may simultaneously occur at several areas within the project vicinity and in the surrounding community, the increased noise would not result in significant cumulative impacts. Project traffic impacts would be 2 db or less along the adjacent roadways as previously discussed in Section 5.2, Off-Site Traffic Noise Impacts. Therefore, the increase in noise associated with cumulative traffic would not be cumulatively considerable and is less than significant. 29 November 2013

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41 6.0 MITIGATION MEASURES The mitigation measures described below would mitigate the noise impacts identified in Section 5, Impacts. 1. The contractor will be required to comply with the City s Noise Ordinance criteria. Thus, the construction contractor should work in a manner so that the 12-hour average sound level does not exceed 75 db at any residence, and construction activity is permitted only between the hours of 7:00 a.m. and 10:00 p.m., Monday through Saturday. Construction is prohibited on Sundays or legal holidays. The contractor will include measures such as: Locate noisy equipment as far as possible from the site boundaries and occupants of buildings Install stationary equipment in enclosures Equip construction equipment, fixed or mobile, with properly operating and maintained muffler exhaust systems Locate stockpile and vehicle staging areas as far as practical from residences and occupants of buildings Use quieter (i.e., typically smaller pieces of equipment) while working immediately adjacent to the existing residences located west of the project site. 2. The following measure is identified to mitigate the traffic noise impacts that affect the proposed project s residential components. Without mitigation, the interior noise levels would exceed the state s interior noise requirement in the multi-family residential units. Concurrent with design review and prior to the approval of building permits for multi-family residences where first and/or second floor exterior noise levels exceed 60 dba CNEL, the applicant shall prepare an acoustical analysis demonstrating compliance with California s Title 24 Interior Noise Standards (i.e., 45 dba CNEL) and the City s Municipal Code Noise Regulation for residential areas (i.e., 60 dba CNEL). Design-level architectural plans will be available during design review and will permit the accurate calculation of transmissions loss for habitable rooms. For these areas, it may be necessary for the windows to be able to remain closed to ensure that interior noise levels meet the interior standard of 45 dba CNEL. Consequently, the design for buildings in these areas may need to include a ventilation or air conditioning system to provide a habitable interior environment with the windows closed based on the result on the interior acoustical analysis. 31 November 2013

42 3. The planning and design of the buildings should consider the potential outdoor mechanical equipment noise. The buildings should be designed to comply with the City s Noise Ordinance standard for commercial and residential uses at the adjacent properties. When mechanical equipment plans are prepared, the plans shall be evaluated for the buildings to ensure that outdoor mechanical equipment noise would not exceed the City s Noise Ordinance standard for commercial and residential uses at adjacent properties. Mitigation may consist of such measures as selecting quieter types of equipment, constructing rooftop equipment screen walls/parapets, or locating the equipment within the interior portion of the sites. 32 November 2013

43 7.0 SIGNIFICANCE OF IMPACTS AFTER MITIGATION With implementation of the recommended mitigation measures, the proposed project noise impacts would be less than significant. 33 November 2013

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45 8.0 LIST OF PREPARERS This report was prepared by the following Dudek staff: Mike Komula, Senior Acoustician Jennifer Longabaugh, Environmental Analyst Tyler Friesen, Graphics and GIS support Devin Brookhart, Word Processing 35 November 2013

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47 9.0 REFERENCES 14 CCR and Appendix A L. Guidelines for Implementation of the California Environmental Quality Act, as amended. Caltrans (California Department of Transportation) Technical Noise Supplement. October Caltrans Transportation Related Earthborne Vibrations. January 23, City of La Mesa City of La Mesa Municipal Code, Title 10, Chapter Noise Regulation. November 8, City of La Mesa City of La Mesa General Plan. March 12, Federal Transit Administration Transit Noise and Vibration Impact Assessment. May FHWA (Federal Highway Administration) FHWA Traffic Noise Model User s Guide (Version 2.5 Addendum). April SDCRAA (San Diego County Regional Airport Authority) Airport Land Use Compatibility Plan Gillespie Field. Originally adopted 1975; amended July 28, 1989, and October 4, SDMTS (San Diego Metropolitan Transit System) Trolley Station Information. Accessed on May 16, 2012, at: USAI (Urban Systems Associates Inc.) Traffic Impact Analysis for Park Station Specific Plan. Prepared for South Baltimore, LLC. San Diego, California: USAI. January 4, November 2013

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49 APPENDIX A Definitions

50

51 APPENDIX A Definitions Term Ambient Noise Level A-Weighted Sound Level (dba) Community Noise Equivalent Level (CNEL) Decibel (db) Equivalent Continuous Sound Level (L eq ) Definition The composite of noise from all sources near and far. The normal or existing level of environmental noise at a given location. The sound pressure level in decibels as measured on a sound-level meter using the A-weighted filter network. The A-weighting filter de-emphasizes the very-low- and veryhigh-frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise. CNEL is the A-weighted equivalent continuous soundexposure level for a 24-hour period with a 10 db adjustment added to sound levels occurring during the nighttime hours (10 p.m. to 7 a.m.) and 5 db added to the sound during the evening hours (7 p.m. to 10 p.m.). A unit for measuring sound pressure level equal to 10 times the logarithm to the base 10 of the ratio of the measured sound pressure squared to a reference pressure, which is 20 micropascals. The sound level corresponding to a steady-state sound level containing the same total energy as a varying signal over a given sample period. L eq is designed to average all of the loud and quiet sound levels occurring over a time period. A-1 November 2013

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53 APPENDIX B Noise Modeling Data

54

55 INPUT: ROADWAYS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: ROADWAYS Average pavement type shall be used unless PROJECT/CONTRACT: Park La Mesa a State highway agency substantiates the use RUN: Baltimore Street of a different type with the approval of FHWA Roadway Points Name Width Name No. Coordinates (pavement) Flow Control Segment X Y Z Control Speed Percent Pvmt On Device Constraint Vehicles Type Struct? Affected ft ft ft ft mph % Baltimore Street (Near Lanes) 24.0 point1 1-1, Average point2 2 1, Baltimore Street (Far Lanes) 24.0 point3 3-1, Average point4 4 1, C:\TNM25\Program\ Park La Mesa\Baltimore Street\Baltimore Street (Future)

56 INPUT: TRAFFIC FOR LAeq1h Volumes Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: TRAFFIC FOR LAeq1h Volumes PROJECT/CONTRACT: Park La Mesa RUN: Baltimore Street Roadway Points Name Name No. Segment Autos MTrucks HTrucks Buses Motorcycles V S V S V S V S V S veh/hr mph veh/hr mph veh/hr mph veh/hr mph veh/hr mph Baltimore Street (Near Lanes) point point2 2 Baltimore Street (Far Lanes) point point4 4 C:\TNM25\Program\ Park La Mesa\Baltimore Street\Baltimore Street (Future)

57 INPUT: RECEIVERS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: RECEIVERS PROJECT/CONTRACT: Park La Mesa RUN: Baltimore Street Receiver Name No. #DUs Coordinates (ground) Height Input Sound Levels and Criteria Active X Y Z above Existing Impact Criteria NR in Ground LAeq1h LAeq1h Sub'l Goal Calc. ft ft ft ft dba dba db db Y Y Y Y Y Y Y C:\TNM25\Program\ Park La Mesa\Baltimore Street\Baltimore Street (Future)

58 RESULTS: SOUND LEVELS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 Calculated with TNM 2.5 RESULTS: SOUND LEVELS PROJECT/CONTRACT: Park La Mesa RUN: Baltimore Street BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA. Receiver Name No. #DUs Existing No Barrier With Barrier LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated Sub'l Inc minus Goal dba dba dba db db dba db db db Snd Lvl Snd Lvl Snd Lvl Snd Lvl Dwelling Units # DUs Noise Reduction Min Avg Max db db db All Selected All Impacted All that meet NR Goal C:\TNM25\Program\ Park La Mesa\Baltimore Street\Baltimore Street (Future)

59 INPUT: ROADWAYS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: ROADWAYS Average pavement type shall be used unless PROJECT/CONTRACT: Park La Mesa a State highway agency substantiates the use RUN: El Cajon Boulevard (Future) of a different type with the approval of FHWA Roadway Points Name Width Name No. Coordinates (pavement) Flow Control Segment X Y Z Control Speed Percent Pvmt On Device Constraint Vehicles Type Struct? Affected ft ft ft ft mph % El Cajon Boulevard (Near Lanes) 24.0 point1 1-1, Average point2 2 1, El Cajon Boulevard (Far Lanes) 24.0 point3 3-1, Average point4 4 1, C:\TNM25\PROGRAM\ PARK LA MESA\EL CAJON BLVD 1 5 Ju

60 INPUT: TRAFFIC FOR LAeq1h Volumes Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: TRAFFIC FOR LAeq1h Volumes PROJECT/CONTRACT: Park La Mesa RUN: El Cajon Boulevard (Future) Roadway Points Name Name No. Segment Autos MTrucks HTrucks Buses Motorcycles V S V S V S V S V S veh/hr mph veh/hr mph veh/hr mph veh/hr mph veh/hr mph El Cajon Boulevard (Near Lanes) point point2 2 El Cajon Boulevard (Far Lanes) point point4 4 C:\TNM25\PROGRAM\ PARK LA MESA\EL CAJON BLVD 1

61 INPUT: RECEIVERS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 INPUT: RECEIVERS PROJECT/CONTRACT: Park La Mesa RUN: El Cajon Boulevard (Future) Receiver Name No. #DUs Coordinates (ground) Height Input Sound Levels and Criteria Active X Y Z above Existing Impact Criteria NR in Ground LAeq1h LAeq1h Sub'l Goal Calc. ft ft ft ft dba dba db db Y Y Y Y Y Y Y C:\TNM25\PROGRAM\ PARK LA MESA\EL CAJON BLVD 1

62 RESULTS: SOUND LEVELS Park La Mesa Dudek 5 June 2012 mk TNM 2.5 Calculated with TNM 2.5 RESULTS: SOUND LEVELS PROJECT/CONTRACT: Park La Mesa RUN: El Cajon Boulevard (Future) BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA. Receiver Name No. #DUs Existing No Barrier With Barrier LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated Sub'l Inc minus Goal dba dba dba db db dba db db db Snd Lvl Snd Lvl Snd Lvl Snd Lvl Snd Lvl Dwelling Units # DUs Noise Reduction Min Avg Max db db db All Selected All Impacted All that meet NR Goal C:\TNM25\PROGRAM\ PARK LA MESA\EL CAJON BLVD 1 5 June 2012