NOISE IMPACT ANALYSIS BALL ROAD BASIN GENERAL PLAN AMENDMENT AND ZONE CHANGE PROJECT

Transcription

1 NOISE IMPACT ANALYSIS BALL ROAD BASIN GENERAL PLAN AMENDMENT AND ZONE CHANGE PROJECT CITY OF ANAHEIM LEAD AGENCY: CITY OF ANAHEIM PREPARED BY: VISTA ENVIRONMENTAL 1021 DIDRIKSON WAY LAGUNA BEACH, CALIFORNIA GREG TONKOVICH, INCE TELEPHONE (949) FACSIMILE (949) PROJECT NO FEBRUARY 15, 2017

2 TABLE OF CONTENTS 1.0 Introduction Purpose of Analysis and Study Objectives Site Location and Study Area Proposed Project Description Noise Fundamentals Noise Descriptors Tone Noise Noise Propagation Ground Absorption Ground-Borne Vibration Fundamentals Vibration Descriptors Vibration Perception Vibration Propagation Regulatory Setting Federal Regulations State Regulations Local Regulations Modeling Parameters and Assumptions Construction Noise Operations-Related Noise Vibration Existing Noise Conditions Noise Measurement Equipment Noise Measurement Results Modeled Existing Noise Levels Impact Analysis CEQA Thresholds of Significance Generation of Noise Levels in Excess of Standards Generation of Excessive Groundborne Vibration Permanent Noise Level Increase Temporary Noise Level Increase Aircraft Noise References...51 Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page i

3 APPENDIX TABLE OF CONTENTS CONTINUED Appendix A Study Area Photo Index Appendix B Field Noise Measurement Printouts Appendix C FHWA Model Existing Traffic Noise Contour Calculations Appendix D RCNM Model Construction Noise Calculations Appendix E FHWA Model Future Traffic Noise Contour Calculations Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page ii

4 LIST OF FIGURES Figure 1 Project Location Map...7 Figure 2 Land Use Compatibility Matrix...12 Figure 3 Noise Measurement Locations...31 Figure 4 Year 2013 Field Noise Measurements Graph...34 Figure 5 Year 2016 Field Noise Measurements Graph...35 LIST OF TABLES Table A City of Orange Maximum Allowable Noise Exposure Transportation Sources...16 Table B City of Orange Maximum Allowable Noise Exposure Stationary Sources...17 Table C City of Orange Municipal Code Exterior Noise Standards...18 Table D City of Orange Municipal Code Interior Noise Standards...19 Table E Construction Equipment Noise Emissions and Usage Factors...21 Table F FHWA Model Roadway Parameters for Anaheim Roadways...23 Table G FHWA Model Roadway Parameters for Orange Roadways...24 Table H Average Daily Traffic Volumes for City Roadways...25 Table I Average Daily Traffic Volumes for City of Orange Roadways...26 Table J Roadway Vehicle Mix...27 Table K Vibration Source Levels for Construction Equipment...29 Table L Year 2013 (Ambient) Noise Level Measurements...33 Table M Year 2016 (Ambient) Noise Level Measurements...36 Table N Existing Roadway Noise Contours for City Roadways...37 Table O Existing Roadway Noise Contours for City of Orange Roadways...38 Table P Average Construction Noise Levels at Nearby Receptors...40 Table Q Possible Operational Stationary Noise Sources Average Noise Levels...41 Table R Existing Project Traffic Noise Contributions to City Roadways...44 Table S Existing Project Traffic Noise Contributions to City of Orange Roadways...45 Table T Year 2035 Project Traffic Noise Contributions to City Roadways...46 Table U Project Traffic Noise Contributions to City of Orange Roadways...47 Table V Operational Stationary Noise Sources Maximum Noise Levels at Nearest Sensitive Receptor...49 Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page iii

5 ACRONYMS AND ABBREVIATIONS ANSI Caltrans CEQA CNEL db dba DOT FHWA FTA Hz Ldn Leq Lmax ONAC OSHA SEL STC UMTA U.S. EPA American National Standards Institute California Department of Transportation California Environmental Quality Act Community Noise Equivalent Level Decibel A-weighted decibels Department of Transportation Federal Highway Administration Federal Transit Administration Hertz Day-night average noise level Equivalent sound level Maximum noise level Federal Office of Noise Abatement and Control Occupational Safety and Health Administration Single Event Level or Sound Exposure Level Sound Transmission Class Federal Urban Mass Transit Administration United States Environmental Protection Agency Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page iv

6 1.0 INTRODUCTION 1.1 Purpose of Analysis and Study Objectives This Noise Impact Analysis has been prepared to determine the offsite and onsite noise impacts associated with the proposed Ball Road Basin General Plan Amendment and Zone Change Project (proposed Project). The following is provided in this report: A description of the study area and the proposed Project; Information regarding the fundamentals of noise; Information regarding the fundamentals of vibration; A description of the local noise guidelines and standards; An evaluation of the current noise environment; An analysis of the potential short-term construction-related noise impacts from the proposed Project; and, An analysis of long-term operations-related noise impacts from the proposed Project. 1.2 Site Location and Study Area The Project site is located in the southeastern portion of the City of Anaheim (City), in Orange County, California (Figure 1, Project Location Map). The approximately 19.5-acre Project site consists of a recharge basin with a holding capacity of approximately 220 acre-feet of water. The Project site is by the Santa Ana River Center Levee and the Santa Ana River (River) to the east, Ball Road and the Burris Basin to the north, the Union Pacific Railroad to the south, and South Phoenix Club Drive (also referred to as South Auto Center Drive) to the west. The nearest sensitive receptors 1 to the proposed project are single-family homes on Chantilly Street, located as close as 900 feet northwest of the project site. 1.3 Proposed Project Description While there is no specific site development plan proposed, the Project proponent, the Orange County Water District (OCWD), is seeking approval to amend the City s General Plan Land Use Element Map and Zoning Map for the Project area. The Project would change the site s General Plan Land Use designation from Open Space to General Commercial. The Zoning Map would also be amended to change the zoning designation of the site from the Transitional (T) Zone and Industrial (I) Zone to the (General Commercial) C-G Zone. A portion of the Project area is also 1 Noise-sensitive receptors are generally considered to be humans who are engaged in activities or who are utilizing land uses that may be subject to the stress of significant interference from noise. Noise-sensitive land uses are generally considered to include those uses where noise exposure could result in health-related risks to individuals, as well as places where quiet is an essential element of the intended purpose. Residential dwellings are of primary concern because of the potential for increased and prolonged exposure to excessive, disturbing, or offensive interior or exterior noise levels. Additional land uses such as parks, historic sites, cemeteries, and recreation areas are also considered sensitive to increases in exterior noise levels. Schools, places of worship, hotels, libraries, offices, and other places where low interior noise levels are essential are also considered noise-sensitive land uses. Commercial and industrial land uses are usually not considered noise-sensitive receptors. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 5

7 located within the Floodplain (FP) Overlay Zone. However, no change to the overlay zone is included as part of the proposed Project. The intent of the C-G Zone is to allow a variety of land uses, including retail, restaurant, entertainment, and office uses. Based on the City s maximum allowed floor-to-area ratio (FAR) for the C-G Zone, up to 425,000 square feet of commercial development could be constructed on the Project site. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 6

8 N SOURCE: Chambers Group. VISTA ENVIRONMENTAL Figure 1 Project Location Map

9 2.0 NOISE FUNDAMENTALS Noise is defined as unwanted sound. Sound becomes unwanted when it interferes with normal activities, when it causes actual physical harm or when it has adverse effects on health. The vibration of sound pressure waves in the air produces sound. Sound pressure levels are used to measure the intensity of sound and are described in terms of decibels. The decibel (db) is a logarithmic unit that expresses the ratio of the sound pressure level being measured to a standard reference level. A-weighted decibels (dba) approximate the subjective response of the human ear to a broad frequency noise source by discriminating against very low and very high frequencies of the audible spectrum. They are adjusted to reflect only those frequencies that are audible to the human ear. 2.1 Noise Descriptors Noise Equivalent sound levels are not measured directly, but are calculated from sound pressure levels typically measured in dba. The equivalent sound level (Leq) represents a steady state sound level containing the same total energy as a time varying signal over a given sample period. The peak traffic hour Leq is the noise metric used by the California Department of Transportation (Caltrans) for all traffic noise impact analyses. The Day-Night Average Level (Ldn) is the weighted average of the intensity of a sound, with corrections for time of day, and averaged over 24 hours. The time of day corrections require the addition of ten decibels to sound levels at night between 10:00 p.m. and 7:00 a.m. While the Community Noise Equivalent Level (CNEL) is similar to the Ldn, except that it has another addition of 4.77 db to sound levels during the evening hours between 7:00 p.m. and 10:00 p.m. These additions are made to the sound levels at these time periods because during the evening and nighttime hours, when compared to daytime hours, there is a decrease in the ambient noise levels, which creates an increased sensitivity to sounds. For this reason the sound appears louder in the evening and nighttime hours and is weighted accordingly. The City relies on the CNEL noise standard to assess transportation-related impacts on noise sensitive land uses. Another noise descriptor that is used primarily for the assessment of aircraft noise impacts is the Sound Exposure Level, which is also called the Single Event Level (SEL). The SEL descriptor represents the acoustic energy of a single event (i.e., an aircraft overflight) normalized to onesecond event duration. This is useful for comparing the acoustical energy of different events involving different durations of the noise sources. The SEL is based on an integration of the noise during the period when the noise first rises within 10 dba of its maximum value and last falls below 10 dba of its maximum value. The SEL is often greater than 10 dba or more than the LMAX since the SEL logarithmically adds the Leq for each second of the duration of the noise. 2.2 Tone Noise A pure tone noise is a noise produced at a single frequency and laboratory tests have shown that humans are more perceptible to changes in noise levels of a pure tone. For a noise source to contain a pure tone, there must be a significantly higher A-weighted sound energy in a given frequency band than in the neighboring bands, thereby causing the noise source to stand out against other noise sources. A pure tone occurs if the sound pressure level in the one-third Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 8

10 octave band with the tone exceeds the average of the sound pressure levels of the two contiguous one-third octave bands by: 5 db for center frequencies of 500 hertz (Hz) and above 8 db for center frequencies between 160 and 400 Hz 15 db for center frequencies of 125 Hz or less 2.3 Noise Propagation From the noise source to the receiver, noise changes both in level and frequency spectrum. The most obvious is the decrease in noise as the distance from the source increases. The manner in which noise reduces with distance depends on whether the source is a point or line source as well as ground absorption, atmospheric effects and refraction, and shielding by natural and manmade features. Sound from point sources, such as air conditioning condensers, radiate uniformly outward as it travels away from the source in a spherical pattern. The noise drop-off rate associated with this geometric spreading is 6 dba per each doubling of the distance (dba/dd). Transportation noise sources such as roadways are typically analyzed as line sources, since at any given moment the receiver may be impacted by noise from multiple vehicles at various locations along the roadway. Because of the geometry of a line source, the noise drop-off rate associated with the geometric spreading of a line source is 3 dba/dd. 2.4 Ground Absorption The sound drop-off rate is highly dependent on the conditions of the land between the noise source and receiver. To account for this ground-effect attenuation (absorption), two types of site conditions are commonly used in traffic noise models, soft-site and hard-site conditions. Softsite conditions account for the sound propagation loss over natural surfaces such as normal earth and ground vegetation. For point sources, a drop-off rate of 7.5 dba/dd is typically observed over soft ground with landscaping, as compared with a 6.0 dba/dd drop-off rate over hard ground such as asphalt, concrete, stone and very hard packed earth. For line sources, a 4.5 dba/dd drop-off rate is typically observed for soft-site conditions compared to the 3.0 dba/dd drop-off rate for hard-site conditions. Caltrans research has shown that the use of soft-site conditions is more appropriate for the application of the Federal Highway Administration (FHWA) traffic noise prediction model used in this analysis. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 9

11 3.0 GROUND-BORNE VIBRATION FUNDAMENTALS Ground-borne vibrations consist of rapidly fluctuating motions within the ground that have an average motion of zero. The effects of ground-borne vibrations typically only cause a nuisance to people, but at extreme vibration levels damage to buildings may occur. Although ground-borne vibration can be felt outdoors, it is typically only an annoyance to people indoors where the associated effects of the shaking of a building can be notable. Ground-borne noise is an effect of ground-borne vibration and only exists indoors; since it is produced from noise radiated from the motion of the walls and floors of a room and may also consist of the rattling of windows or dishes on shelves. 3.1 Vibration Descriptors There are several different methods that are used to quantify vibration amplitude such as the maximum instantaneous peak in the vibrations velocity, which is known as the peak particle velocity (PPV) or the root mean square (rms) amplitude of the vibration velocity. Due to the typically small amplitudes of vibrations, vibration velocity is often expressed in decibels and is denoted as (Lv) and is based on the rms velocity amplitude. A commonly used abbreviation is VdB, which is when Lv is based on the reference quantity of 1 micro inch per second. 3.2 Vibration Perception Typically, developed areas are continuously affected by vibration velocities of 50 VdB or lower. These continuous vibrations are not noticeable to humans whose threshold of perception is around 65 VdB. Off-site sources that may produce perceptible vibrations are usually caused by construction equipment, steel-wheeled trains, and traffic on rough roads, while smooth roads rarely produce perceptible ground-borne noise or vibration. 3.3 Vibration Propagation The propagation of ground-borne vibration is not as simple to model as airborne noise. This is due to the fact that noise in the air travels through a relatively uniform median, while groundborne vibrations travel through the earth that may contain significant geological differences. There are three main types of vibration propagation; surface, compression, and shear waves. Surface waves, or Rayleigh waves, travel along the ground s surface. These waves carry most of their energy along an expanding circular wave front, similar to ripples produced by throwing a rock into a pool of water. P-waves, or compression waves, are body waves that carry their energy along an expanding spherical wave front. The particle motion in these waves is longitudinal (i.e., in a push-pull fashion). P-waves are analogous to airborne sound waves. S- waves, or shear waves, are also body waves that carry energy along an expanding spherical wave front. However, unlike P-waves, the particle motion is transverse or side-to-side and perpendicular to the direction of propagation. As vibration waves propagate from a source, the vibration energy decreases in a logarithmic nature and the vibration levels typically decrease by 6 VdB per doubling of the distance from the vibration source. As stated above, this drop-off rate can vary greatly depending on the soil but has been shown to be effective enough for screening purposes, in order to identify potential vibration impacts that may need to be studied through actual field tests. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 10

12 4.0 REGULATORY SETTING Noise regulations are addressed through the efforts of various Federal, State, and local government agencies. The agencies responsible for regulating noise are discussed below. 4.1 Federal Regulations Noise Control Act of 1972 The adverse impact of noise was officially recognized by the federal government in the Noise Control Act of 1972, which serves three purposes: Promulgating noise emission standards for interstate commerce; Assisting state and local abatement efforts; and Promoting noise education and research. The Federal Office of Noise Abatement and Control (ONAC) was initially tasked with implementing the Noise Control Act. However, the ONAC has since been eliminated, leaving the development of federal noise policies and programs to other federal agencies and interagency committees. For example, the Occupational Safety and Health Administration (OSHA) agency prohibits exposure of workers to excessive sound levels. The Department of Transportation (DOT) assumed a significant role in noise control through its various operating agencies. The Federal Aviation Administration (FAA) regulates noise of aircraft and airports. Surface transportation system noise is regulated by a host of agencies, including the Federal Transit Administration (FTA). The federal Urban Mass Transit Administration (UMTA) regulates transit noise, while freeways that are part of the interstate highway system are regulated by the Federal Highway Administration (FHWA). Finally, the federal government actively advocates that local jurisdictions use their land use regulatory authority to arrange new development in such a way that noise sensitive uses are either prohibited from being sited adjacent to a highway or, alternately that the developments are planned and constructed in such a manner that potential noise impacts are minimized. Since the federal government has preempted the setting of standards for noise levels that can be emitted by the transportation sources, the City is restricted to regulating the noise generated by the transportation system through nuisance abatement ordinances and land use planning. 4.2 State Regulations Noise Standards California Department of Health Services Office of Noise Control Established in 1973, the California Department of Health Services Office of Noise Control (ONC) was instrumental in developing regularity tools to control and abate noise for use by local agencies. One significant model is the Land Use Compatibility for Community Noise Environments Matrix, which allows the local jurisdiction to clearly delineate compatibility of sensitive uses with various incremental levels of noise and which is shown below in Figure 2. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 11

13 VISTA ENVIRONMENTAL Figure 2 Land Use Compatibility Matrix

14 California Noise Insulation Standards Title 24, Chapter 1, Article 4 of the California Administrative Code (California Noise Insulation Standards) requires noise insulation in new hotels, motels, apartment houses, and dwellings (other than single-family detached housing) that provides an annual average noise level of no more than 45-dBA CNEL. When such structures are located within a 60-dBA CNEL (or greater) noise contour, an acoustical analysis is required to ensure that interior levels do not exceed the 45-dBA CNEL annual threshold. In addition, Title 21, Chapter 6, Article 1 of the California Administrative Code requires that all habitable rooms, hospitals, convalescent homes, and places of worship shall have an interior CNEL of 45 db or less due to aircraft noise. Government Code Section Government Code Section mandates that the legislative body of each county and city in California adopt a noise element as part of its comprehensive general plan. The local noise element must recognize the land use compatibility guidelines published by the California Department of Health Services. The guidelines rank noise land use compatibility in terms of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable. Vibration Standards Title 14 of the California Administrative Code Section requires that all state and local agencies implement the California Environmental Quality Act (CEQA) Guidelines, which require the analysis of exposure of persons to excessive groundborne vibration. However, no statute has been adopted by the state that quantifies the level at which excessive groundborne vibration occurs. Caltrans issued the Transportation- and Construction-Induced Vibration Guidance Manual in The manual provides practical guidance to Caltrans engineers, planners, and consultants who must address vibration issues associated with the construction, operation, and maintenance of Caltrans projects. However, this manual is also used as a reference point by many lead agencies and CEQA practitioners throughout California, as it provides numeric thresholds for vibration impacts. Thresholds are established for continuous (construction-related) and transient (transportation-related) sources of vibration, which found that the human response becomes distinctly perceptible at 0.25 inch per second PPV for transient sources and 0.04 inch per second PPV for continuous sources. 4.3 Local Regulations The project site is located in the City, with the City of Orange located just east of the River. The general plans and municipal codes of the Cities of Anaheim and Orange establish the following applicable policies related to noise and vibration. The City of Orange standards were included in order to address the State CEQA Guidelines, which requires the analysis of applicable standards of the City and other agencies. City of Anaheim General Plan The City has the authority to set land use noise standards and place restrictions on private activities that generate excessive or intrusive noise. Chapter 9, Noise Element, of the General Plan states that the control of noise, therefore, is an essential component in creating a safe, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 13

15 compatible, and productive environment. The City has adopted the State s Noise Compatibility Guidelines shown above in Figure 2 and although Figure 2 is shown in terms of Ldn or CNEL, the City prefers the use of CNEL, since it is more restrictive. The following goals and policies are set forth in the Noise Element of the General Plan. Goal 1.I Policies: Protect sensitive land uses from excessive noise through diligent planning and regulation. 2) Continue to enforce acceptable noise standards consistent with health and quality of life goals and employ effective techniques of noise abatement through such means as a noise ordinance, building codes, and subdivision and zoning regulations. 3) Consider the compatibility of proposed land uses with the noise environment when preparing, revising or reviewing development proposals. 5) Encourage proper site planning and architecture to reduce noise impacts. 7) Require that site-specific noise studies be conducted by a qualified acoustic consultant utilizing acceptable methodologies while reviewing the development of sensitive land uses or development that has the potential to impact sensitive land uses. Goal 2.I Policies: Encourage the reduction of noise from transportation-related noise sources such as motor vehicles, aircraft operations, and railroad movements. 3) Require that development generating increased traffic and subsequent increases in the ambient noise level adjacent to noise-sensitive land uses provide appropriate mitigation measures. 11) Encourage the development of alternative transportation modes that minimize noise within residential areas. Goal 3.I Policies: Protect residents from the effects of spill over or nuisance noise emanating from the City s activity centers. 1) Discourage new projects located in commercial or entertainment areas from exceeding stationary-source noise standards at the property line of proximate residential or commercial uses, as appropriate. 2) Prohibit new industrial uses from exceeding commercial or residential stationary-source noise standards at the most proximate land uses, as appropriate. (Industrial noise may spill over to proximate industrial uses so long as the combined noise does not exceed the appropriate industrial standards.) 3) Enforce standards to regulate noise from construction activities. Particular emphasis shall be placed on the restriction of the hours in which work other than emergency work may occur. Discourage construction on weekends or holidays except in the case of Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 14

16 construction proximate to schools where these operations could disturb the classroom environment. 4) Require that construction equipment operate with mufflers and intake silencers no less effective than originally equipped. 5) Encourage the use of portable noise barriers for heavy equipment operations performed within 100 feet of existing residences or make applicant provide evidence as to why the use of such barriers is infeasible. City of Anaheim Municipal Code The Anaheim Municipal Code establishes the following applicable standards related to noise Established. Sound produced in excess of the sound pressure levels permitted herein is hereby determined to be objectionable and constitute an infringement upon the right and quiet enjoyment of property in this City. No person shall within the City create any sound radiated for extended periods from any premises which produces a sound pressure level at any point on the property line in excess of sixty decibels (Re Microbar) read on the A-scale of a sound level meter. Readings shall be taken in accordance with the instrument manufacturer s instructions, using the slowest meter response. The sound level measuring microphone shall be placed at any point on the property line, but not closer than three (3) feet from any wall and not less than three (3) feet above the ground, where the above listed maximum sound pressure level shall apply. At any point the measured level shall be the average of not less than three (3) readings taken at two (2) minute intervals. To have valid readings, the levels must be five (5) decibels or more above the levels prevailing at the same point when the source s of the alleged objectionable sound are not operating. Sound pressure levels shall be measured with a sound level meter manufactured according to American Standard S published by the American Standards Association, Inc., New York City, New York. Traffic sound created by emergency activities and sound created by governmental units or their contractors shall be exempt from the applications of this chapter. Sound created by construction or building repair of any premises within the City shall be exempt from the applications of this chapter during the hours of 7:00 a.m. to 7:00 p.m. Additional work hours may be permitted if deemed necessary by the Director of Public Works or Building Official. City of Orange General Plan The City of Orange has developed its own land use compatibility standards based on recommended parameters from the California Governor s Office of Planning and Research that rate compatibility. Using the State s land use compatibility guidelines, the City of Orange has established interior and exterior noise standards. The City of Orange s compatibility standards Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 15

17 provide only for normally acceptable conditions based on state recommendations and city land use designations. The City of Orange s Land Use Compatibility standards are presented in Table A, Maximum Allowable Noise Exposure Transportation Sources. Table A City of Orange Maximum Allowable Noise Exposure Transportation Sources Land Use CNEL (dba) Land Use Designations Uses Interior 1,3 Exterior 2 Estate Low Density Residential Single-family, duplex, and multiplefamily Low Density Residential Low Medium Density Residential Mobile home park N/A 65 Medium Density Residential Single-family Neighborhood Mobile home park N/A 65 Mixed-Use Multiple-family, mixed use ,5 Neighborhood Office Professional Transient lodging-motels, hotels Old Towne Mixed-use Sports arenas, outdoor spectator sports N/A N/A General Commercial Auditoriums, concert halls, Yorba Commercial Overlay 45 N/A amphitheaters Urban Mixed-use Office buildings, business, commercial Urban Office Professional 50 N/A and professional Light Industrial Industrial Public Facilities and Institutions Recreation Commercial Open Space Open Space-Park Open Space-Ridgeline Resource Area Manufacturing, utilities, agriculture N/A N/A Schools, nursing homes, day care facilities, hospitals, convalescent facilities, dormitories Government Facilities-offices, fire stations, community buildings 45 N/A Places of Worship, Churches 45 N/A Libraries 45 N/A Utilities N/A N/A Cemeteries N/A N/A Playgrounds, neighborhood parks N/A 70 Golf courses, riding stables, water recreation, cemeteries Notes: (1) Interior habitable environment excludes bathrooms, closets and corridors. (2) Exterior noise level standard to be applied at outdoor activity areas; such as private yards, private patio or balcony of a multi-family residence. Where the location of an outdoor activity area is unknown or not applicable, the noise standard shall be applied inside the property line of the receiving land use. (3) Interior noise standards shall be satisfied with windows in the closed position. Mechanical ventilation shall be provided per Uniform Building Code (UBC) requirements. (4) Within the Urban Mixed-Use, Neighborhood Mixed-Use, Old Towne Mixed-Use, and Medium Density Residential land use designations, exterior space standards apply only to common outdoor recreational areas. (5) Within Urban Mixed-Use and Medium Density Residential land use designations, exterior noise levels on private patios or balconies located within 250 feet of freeways (I-5, SR-57, SR-55, SR-22, or SR-241) and Smart Streets and Principal Arterial identified in the Circulation & Mobility Element that exceed 70 db should provide additional common open space. N/A=Not Applicable to specified land use category or designation. Source: City of Orange General Plan Table N-3. N/A N/A The City of Orange s maximum allowable noise exposure levels from stationary sources are defined in Table N-4 of the Orange General Plan and printed below in Table B. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 16

18 Table B City of Orange Maximum Allowable Noise Exposure Stationary Sources Noise Level Descriptor Daytime (7:00 a.m. to 10:00 p.m.) Nighttime (10:00 p.m. to 7:00 a.m.) Hourly Equivalent Level (Leq), dba Maximum Level (Lmax), dba Notes: (1) These standards apply to new or existing noise sensitive land uses affected by new or existing non-transportation noise sources, as determined at the outdoor activity area of the receiving land use. However, these noise level standards do not apply to residential units established in conjunction with industrial or commercial uses (e.g. caretaker dwellings). (2) Each of the noise levels specified above should be lowered by five db for simple tone noises, noises consisting primarily of speech or music, or for recurring impulsive noises. Such noises are generally considered by residents to be particularly annoying and are a primary source of noise complaints. These noise level standards do not apply to residential units established in conjunction with industrial or commercial uses (e.g. caretaker dwellings). (3) No standards have been included for interior noise levels. Standards construction practices that comply with exterior noise levels identified in this table generally result in acceptable interior noise levels. (4) The City may impose noise level standards which are more or less restrictive than those specified above based upon determination of existing low or high ambient noise levels. If the existing ambient noise level exceeds the standards listed in Table N-4, then the noise level standards shall be increased at 3 db increments to encompass the ambient noise environment. Noise level standards incorporating adjustments for existing ambient noise levels shall not exceed a maximum of 70 db Leq. Source: City of Orange General Plan Table N-4. For City of Orange analysis of noise impacts and determining appropriate mitigation under CEQA, in addition to the maximum allowable noise level standards outlined in Table N-3 (Table B above) and Table N-4 (Table C below) from the Orange General Plan, an increase in ambient noise levels is assumed to be a significant noise impact if a project causes ambient noise levels to exceed the following: Where the existing ambient noise level is less than 60 dba, a project related permanent increase in ambient noise levels of 5 dba CNEL or greater. Where the existing ambient noise level is greater than 65 dba, a project related permanent increase in ambient noise levels of 3 dba CNEL or greater. In addition to the standards provided above, the Orange General Plan includes the following goals and policies that are applicable to the proposed project. Goals 3.0, relating to train noise, 4.0, relating to aircraft noise, 5.0, relating to mixed-use development, and 6.0 relating to industrial noise were not pertinent to this project and thus not presented below. GOAL 1.0: Policy 1.1: Policy 1.2: Policy 1.4: Policy 1.5: Promote a pattern of land uses compatible with current and future noise levels. Consider potential excessive noise levels when making land use planning decisions. Encourage new development projects to provide sufficient spatial buffers to separate excessive noise generating land uses and noise-sensitive land uses. Ensure that acceptable noise levels are maintained near noise-sensitive uses. Reduce impacts of high noise activity centers located near residential areas. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 17

19 Policy 1.6: GOAL 2.0: Policy 2.1: Policy 2.2: Policy 2.3: GOAL 7.0: Policy 7.2: Policy 7.3: Policy 7.4: Require an acoustical study for proposed developments in areas where the existing and projected noise level exceeds or would exceed the maximum allowable levels identified in Table N-3 (Table B). The acoustical study shall be performed in accordance with the requirements set forth within this Noise Element. Minimize vehicular traffic noise in residential areas and near noise sensitive land uses. Encourage noise-compatible land uses along existing and future roadways, highways, and freeways. Encourage site planning and traffic control measures that minimize traffic noise in noise-sensitive land use areas. Encourage the use of alternative transportation modes such as walking, bicycling, mass transit, and alternative fuel vehicles to minimize traffic noise. Minimize construction, maintenance vehicle, and nuisance noise in residential areas and near noise-sensitive land uses. Require developers and contractors to employ noise-minimizing techniques during construction and maintenance operations. Limit the hours of construction and maintenance operations located adjacent to noise-sensitive land uses. Encourage limitations on the hours of operations and deliveries for commercial, mixed-use, and industrial uses abutting residential zones. City of Orange Municipal Code The Orange Municipal Code establishes the following applicable standards related to noise. Section Exterior Noise Standards. A. The following noise standards [Table C], unless otherwise specifically indicated, shall apply to all residential property within a designated noise zone: Table C City of Orange Municipal Code Exterior Noise Standards Noise Zone 1 Noise Level Time Period 1 55 dba 7:00 a.m. 10:00 p.m. 50 dba 10:00 p.m. 7:00 a.m. Notes: 1 Noise Zone 1 only applies to residential uses. Source: City of Orange Municipal Code Section Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 18

20 B. It is unlawful for any person at any location within the City to create any noise, or to allow the creation of any noise on property owned, leased, occupied or otherwise controlled by such person, which causes the noise level when measured on any other residential property to exceed: 1. The noise standard for a cumulative period of more than thirty minutes in any hour; or 2. The noise standard plus five dba for a cumulative period of more than fifteen minutes in any hour; or 3. The noise standard plus ten dba for a cumulative period of more than five minutes in any hour; or 4. The noise standard plus fifteen dba for a cumulative period of more than one minute in any hour; or 5. The noise standard plus twenty dba for any period of time. C. In the event the ambient noise level exceeds any of the five noise limit categories, designated in Subsection B of this section, the cumulative period applicable to said category shall be increased to reflect the ambient noise level. Furthermore, the maximum permissible noise level shall never exceed the maximum ambient noise level. D. Each of the noise limits specified in Subsection B shall be reduced by five dba) for impact or simple tone noises, or for noises consisting of speech or music Interior Noise Standards. A. The following noise standards [Table D], unless otherwise specifically indicated, shall apply to all residential property within a designated noise zone: Table D City of Orange Municipal Code Interior Noise Standards Noise Zone 1 Noise Level Time Period 1 55 dba 7:00 a.m. 10:00 p.m. 45 dba 10:00 p.m. 7:00 a.m. Notes: 1 Noise Zone 1 only applies to residential uses. Source: City of Orange Municipal Code Section B. It is unlawful for any person at any location within the City to create any noise or to allow the creation of any noise, or to allow the creation of any noise on property owned, leased, occupied or otherwise controlled by such person that causes the noise level when measured within a dwelling unit on any residential property to exceed: 1. The noise standard for a cumulative period of more than five minutes in any hour; or 2. The noise standard plus five dba for a cumulative period of more than one minute in any hour; or 3. The noise standard plus ten dba for any period of time. C. In the event the ambient noise level exceeds any of the above three noise limit categories designated in Subsection B of this section, the cumulative period applicable to the category shall be increased to reflect the ambient noise level. Furthermore, the maximum permissible noise level shall never exceed the maximum ambient noise level. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 19

21 D. Each of the noise limits specified above shall be reduced by five dba for impact or simple tone noises, or for noises consisting of speech or music Exemptions from Chapter Provisions. The following activities shall be exempted from the provisions of this chapter: D. Any mechanical device, apparatus or equipment used, related to or connected with emergency machinery, vehicle or work; E. Noise sources associated with construction, repair, remodeling, or grading of any real property, provided said activities do not take place between the hours of 8:00 p.m. and 7:00 a.m. on weekdays, including Saturday, or at any time on Sunday or a Federal holiday; I. Noise sources associated with the maintenance of real property, provided such activities take place between the hours of 7:00 a.m. and 8:00 a.m. on any day except Sunday or a Federal holiday, or between the hours of 9:00 a.m. and 8:00 a.m. on Sunday or a Federal holiday; J. Any activity to the extent regulation thereof has been preempted by State or Federal Law Special Provisions for Schools, Hospitals and Churches. It is unlawful for any person to create any noise which causes the noise level at any school, hospital or church, while the same is in use, to exceed the noise limits as specified in Section prescribed for the assigned noise zone in which the school, hospital or church is located, or which noise level unreasonably interferes with the use of such institutions or which unreasonably disturbs or annoys patients in the hospital, provided conspicuous signs are displayed in three separate locations within one-tenth of a mile of the institution indicating the presence of a school, church or hospital. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 20

22 5.0 MODELING PARAMETERS AND ASSUMPTIONS 5.1 Construction Noise The noise impacts from construction of the proposed project have been analyzed through use of the FHWA s Roadway Construction Noise Model (RCNM). The FHWA compiled noise measurement data regarding the noise generating characteristics of several different types of construction equipment used during the Central Artery/Tunnel project in Boston. Table E below provides a list of the construction equipment anticipated to be used for each phase of construction as detailed in Air Quality and Global Climate Change Impact Analysis Ball Road Basin General Plan Amendment and Zone Change Project, prepared by Vista Environmental, February 15, Table E also shows the associated measured noise emissions for each piece of equipment from the RCNM model and measured percentage of typical equipment use per day. Table E Construction Equipment Noise Emissions and Usage Factors Number of Equipment Acoustical Use Factor 1 (percent) Spec Lmax at 50 feet 2 (dba, slow 3 ) Actual Measured Lmax at 50 feet 4 (dba, slow 3 ) Equipment Description Grading Excavator Grader N/A-- Dozer Scrapper Tractor, Loader or Backhoe N/A-- Trenching Excavator Loader Tractor, Loader or Backhoe N/A-- Building Construction Crane Forklift (Gradall) Generator Welder Tractor, Loader or Backhoe N/A-- Paving Paver Paving Equipment (Loader) Roller Architectural Coating Air Compressor Notes: 1 Acoustical use factor is the percentage of time each piece of equipment is operational during a typical workday. 2 Spec is the equipment noise level utilized by the RCNM program. 3 The slow response averages sound levels over 1-second increments. A fast response averages sound levels over second increments. 4 Actual Measured is the average noise level measured of each piece of equipment during the Central Artery/Tunnel project in Boston, Massachusetts primarily during the 1990s. 5 For the tractor/loader/backhoe, the tractor noise level was utilized, since it is the loudest of the three types of equipment. Source: Federal Highway Administration, 2006 and Vista Environmental, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 21

23 Construction noise impacts to the nearby sensitive receptors have been calculated according to the equipment noise levels and usage factors listed in Table E and through use of the RCNM. The equipment was placed at the nearest location to the nearby sensitive receptors and each subsequent piece of equipment was placed an additional 100 feet away. Since it is unlikely that at any time these pieces of construction equipment would operate closer together than that for any significant duration of time. 5.2 Operations-Related Noise The proposed project would result in increases in traffic noise as well as introduce new stationary noise sources to the Project site. Both types of noise sources have been analyzed in this report. Vehicular Noise In order to quantify the potential noise impacts created and received by the proposed project and compare them to the existing noise levels, the existing roadway noise environment was modeled using the FHWA Traffic Noise Prediction Model - FHWA-RD (FHWA Model). The FHWA Model arrives at a predicted noise level through a series of adjustments to the Reference Energy Mean Emission Level (REMEL). Adjustments are then made to the reference energy mean emission level to account for: the roadway active width (i.e., the distance between the center of the outermost travel lanes on each side of the roadway), the total average daily traffic (ADT) and the percentage of ADT which flows during the day, evening and night, the travel speed, the vehicle mix on the roadway, which is a percentage of the volume of automobiles, medium trucks and heavy trucks, the roadway grade, the angle of view of the observer exposed to the roadway and site conditions ("hard" or "soft" relates to the absorption of the ground, pavement or landscaping). The following section provides a discussion of the software and modeling input parameters used in this analysis and a discussion of the resultant existing noise model. FHWA Model Traffic Noise Prediction Model Inputs The roadway parameters used for this study are presented in Table F for the City roadways and Table G for the City of Orange roadways. The roadway classifications are based on each respective City s General Plan Circulation Element. The roadway speeds are based on the posted speed limits. Soft site conditions were used to develop noise contours and analyze noise impacts to the project site. Soft sites have an absorptive ground surface such as soft dirt, grass, or scattered bushes and trees. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 22

24 Table F FHWA Model Roadway Parameters for Anaheim Roadways General Plan Vehicle Speed Roadway Segment Classification (MPH) Ball Road West of S West Street Primary Arterial 40 Ball Road West of Anaheim Boulevard Primary Arterial 40 Ball Road West of Lewis Street Primary Arterial 40 Ball Road West of East Street Primary Arterial 40 Ball Road West of State College Boulevard Primary Arterial 40 Ball Road West of Sunkist Street Primary Arterial 40 Ball Road West of SR-57 SB Ramps Primary Arterial 40 Ball Road West of Phoenix Club Drive Primary Arterial 40 Ball Road East of Phoenix Club Drive Primary Arterial 40 Katella Avenue West of Anaheim Boulevard Resort Smartstreet 40 Katella Avenue West of Interstate (I)-5 SB Ramps Resort Smartstreet 40 Katella Avenue West of Lewis Street Stadium Smartstreet 40 Katella Avenue West of State College Boulevard Stadium Smartstreet 40 Anaheim Boulevard North of Ball Road Primary Arterial 35 S East Street North of Ball Road Secondary Arterial 40 State College Boulevard North of Ball Road Primary Arterial 40 State College Boulevard South of Howell Avenue Major Arterial 40 State College Boulevard South of Katella Avenue Major Arterial 40 Sunkist Street North of Wagner Avenue Secondary Arterial 35 Sunkist Street North of Ball Road Secondary Arterial 35 Sunkist Street South of Ball Road Secondary Arterial 40 Sunkist Street South of Cerritos Avenue Secondary Arterial 40 Phoenix Club Drive South of Ball Road Local 25 Source: City of Anaheim, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 23

25 Table G FHWA Model Roadway Parameters for Orange Roadways Roadway Segment General Plan Classification Vehicle Speed (MPH) Taft Avenue East of Main Street Augmented Primary 45 Taft Avenue East of Batavia Street Augmented Primary 45 Taft Avenue East of Glassell Street Augmented Primary 45 Taft Avenue East of Cambridge Street Augmented Primary 45 Taft Avenue East of Tustin Street Secondary 40 Katella Avenue East of Main Street Major 40 Katella Avenue East of Batavia Street Major 40 Katella Avenue East of Glassell Street Major 40 Katella Avenue East of Cambridge Street Major 40 Katella Avenue East of Tustin Street Augmented Major 40 Main Street South of Taft Avenue Primary 40 Main Street South of Katella Avenue Primary 40 Main Street South of Collins Avenue Augmented Primary 40 Main Street South of Walnut Avenue Augmented Primary 40 Main Street South of Chapman Avenue Augmented Primary 40 Batavia Street North of Taft Avenue Secondary 40 Batavia Street South of Katella Avenue Secondary 40 Glassell Street North of Taft Avenue Secondary 45 Glassell Street South of Katella Avenue Primary 40 Cambridge Street North of Taft Avenue Secondary 40 Cambridge Street South of Katella Avenue Secondary 40 Tustin Street North of Taft Avenue Augmented Primary 40 Tustin Street South of Katella Avenue Augmented Primary 40 Source: City of Orange, The ADT volumes on the study area roadways were obtained from the Traffic Impact Analysis Ball Road Basin General Plan Amendment and Zone Change Project (Traffic Impact Analysis), prepared by Transpo Group, November For the roadway segments where only the peak hour volumes were provided, the ADT was calculated by multiplying the p.m. peak hour traffic volumes by 12. The ADT volumes have been provided for the existing year, year 2035 baseline, and year 2035 with project scenarios. The ADT volumes used in this analysis are shown in Table H for the City roadway segments and Table I for the City of Orange roadway segments. The Plus Project traffic volumes are lower than the 2035 Baseline traffic volumes for some roadway segments, which is due to re-routing of pass-by trips to the project site. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 24

26 Table H Average Daily Traffic Volumes for City Roadways Average Daily Traffic Volumes Existing Existing Plus Roadway Segment Project Baseline Project Ball Road West of S West Street 31,800 31,900 39,300 39,400 Ball Road West of Anaheim Boulevard 34,500 34,800 35,300 35,300 Ball Road West of Lewis Street 38,200 38,300 38,200 38,300 Ball Road West of East Street 39,900 40,300 43,300 43,700 Ball Road West of State College Boulevard 40,100 40,100 44,200 44,200 Ball Road West of Sunkist Street 41,100 41,500 44,100 44,500 Ball Road West of SR-57 SB Ramps 55,700 56,600 56,800 57,700 Ball Road West of Phoenix Club Drive 38,000 41,500 51,500 55,000 Ball Road East of Phoenix Club Drive 34,700 35,700 47,600 48,600 Katella Avenue West of Anaheim Boulevard 32,500 32,600 49,400 48,700 Katella Avenue West of I-5 SB Ramps 35,200 35,400 61,900 61,500 Katella Avenue West of Lewis Street 36,700 37,100 65,300 65,300 Katella Avenue West of State College Boulevard 30,500 31,200 58,700 59,100 Anaheim Boulevard North of Ball Road 29,200 29,900 41,400 41,900 S East Street North of Ball Road 14,300 14,500 21,400 21,500 State College Boulevard North of Ball Road 29,600 29,600 37,500 36,900 State College Boulevard South of Howell Avenue 30,300 31,100 44,700 45,200 State College Boulevard South of Katella Avenue 36,400 36,800 39,100 39,200 Sunkist Street North of Wagner Avenue 18,300 18,800 23,500 23,900 Sunkist Street North of Ball Road 23,600 24,200 28,100 28,500 Sunkist Street South of Ball Road 12,800 13,000 16,200 16,400 Sunkist Street South of Cerritos Avenue 7,600 8,500 17,700 18,300 Phoenix Club Drive South of Ball Road 5,200 12,600 7,900 15,300 Source: Transpo Group, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 25

27 Table I Average Daily Traffic Volumes for City of Orange Roadways Average Daily Traffic Existing Plus Roadway Segment Existing Project Baseline Project Taft Avenue East of Main Street 27,500 28,300 41,100 41,900 Taft Avenue East of Batavia Street 19,400 19,500 21,800 21,900 Taft Avenue East of Glassell Street 14,800 15,100 18,700 19,000 Taft Avenue East of Cambridge Street 14,400 14,700 16,000 16,300 Taft Avenue East of Tustin Street 13,900 14,000 15,000 15,000 Katella Avenue East of Main Street 31,400 31,600 56,400 56,600 Katella Avenue East of Batavia Street 30,600 30,800 55,000 55,200 Katella Avenue East of Glassell Street 33,500 33,700 46,200 46,100 Katella Avenue East of Cambridge Street 37,500 37,600 48,800 48,600 Katella Avenue East of Tustin Street 48,600 49,300 56,100 56,200 Main Street South of Taft Avenue 13,200 13,600 28,100 28,100 Main Street South of Katella Avenue 17,500 18,500 24,000 23,900 Main Street South of Collins Avenue 21,000 22,500 36,100 36,900 Main Street South of Walnut Avenue 24,800 25,300 43,200 43,600 Main Street South of Chapman Avenue 32,400 32,700 47,900 47,700 Batavia Street North of Taft Avenue 16,600 16,800 18,200 18,400 Batavia Street South of Katella Avenue 14,500 15,000 23,200 23,100 Glassell Street North of Taft Avenue 26,500 26,900 31,400 31,700 Glassell Street South of Katella Avenue 20,100 20,700 23,000 23,300 Cambridge Street North of Taft Avenue 10,500 10,500 9,800 9,900 Cambridge Street South of Katella Avenue 8,600 8,700 9,900 9,700 Tustin Street North of Taft Avenue 40,500 40,500 46,600 46,100 Tustin Street South of Katella Avenue 40,800 41,500 49,000 49,200 Source: Transpo Group, The vehicle mixes used in the FHWA-RD Model are shown in Table J and are based on typical vehicle mixes observed in Southern California. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 26

28 Day Vehicle Type (7:00 a.m. to 7:00 p.m.) Secondary, Collector and Local Table J Roadway Vehicle Mix Traffic Flow Distributions Evening (7:00 p.m. to 10:00 p.m.) Night (10:00 p.m. to 7:00 a.m.) Overall Automobiles 73.60% 13.60% 10.22% 97.42% Medium Trucks 0.90% 0.04% 0.90% 1.84% Heavy Trucks 0.35% 0.04% 0.35% 0.74% Arterials Automobiles 69.50% 12.90% 9.60% 92.00% Medium Trucks 1.44% 0.06% 1.50% 3.00% Heavy Trucks 2.40% 0.10% 2.50% 5.00% Source: Vista Environmental. FHWA Model Source Assumptions To assess the roadway noise generation in a uniform manner, all vehicles are analyzed at the single lane equivalent acoustic center of the roadway being analyzed. In order to determine the height above the road grade where the noise is being emitted from, each type of vehicle has been analyzed independently with autos at road grade, medium trucks at 2.3 feet above road grade, and heavy trucks at eight feet above road grade. These elevations were determined through a noise-weighted average of the elevation of the exhaust pipe, tires and mechanical parts in the engine, which are the primary noise emitters from a vehicle. Stationary Noise The proposed Project would consist of the development of up to 425,000 square feet of commercial uses. The proposed project may introduce the following stationary noise sources to the project site. The noise levels from the stationary sources were calculated at the nearest receptor based on a point source drop-off rate for hard site conditions of 6 db per doubling of distance between source to reference measurement and source to receiver. Parking Lots The proposed Project would require onsite parking lots. In order to determine the noise impacts from a commercial center parking lot, a 24-hour noise measurement was taken approximately 5 feet from the Fresno Walmart parking lot, which measured noise levels of 60.7 dba Leq, 66.1 dba CNEL and 86.9 dba Lmax. The maximum noise level most likely occurred during street sweeper operations. Truck Loading Areas The proposed Project would require an onsite truck loading area. In order to determine the noise impacts from a general commercial use truck loading area a noise measurement was taken of a tractor trailer operating at the Fresno Walmart loading dock, which is representative of a typical commercial operation. The noise measurement was taken approximately 5 feet from a tractor Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 27

29 trailer unloading, which measured noise levels of 64.9 dba Leq and 83.1 dba Lmax. The entire truck visit lasted for approximately 15 minutes. Forklift Operations and Pallet Areas The proposed Project would likely require the use of forklifts and pallet storage areas. In order to determine the noise impacts from commercial center forklift operations and pallet storage areas a noise measurement was taken of a forklift operating at the Fresno Walmart between the building and pallet area. The noise measurement was taken approximately 10 feet from an operational forklift while it moved pallets to the pallet storage area, which measured noise levels of 74.4 dba Leq and 87.9 dba Lmax. The maximum noise level that was measured included the operation of the backup beeper. Rooftop Mechanical Equipment The proposed Project would require the use of rooftop mechanical equipment for building ventilation and possibly for refrigeration units for food sales. In order to determine the noise impacts from commercial center rooftop mechanical equipment a noise measurement was taken of rooftop mechanical equipment at the San Bernardino Walmart. The noise measurement was taken approximately 10 feet from an operational rooftop unit, which measured noise levels of 59.5 dba Leq and 60.3 dba Lmax. Trash Compactor The proposed Project would likely require the use of trash compactors. In order to determine the noise impacts from a commercial center trash compactor a noise measurement was taken of a trash compactor at a Fresno Walmart. The noise measurement was taken approximately 10 feet from an operational trash compactor, which measured noise levels of 76.3dBA Leq and 79.8 dba Lmax. The trash compactor cycle lasts for approximately one minute and may run as often as three times per hour. Drive Through Speakers The proposed Project may include a drive through restaurant, pharmacy or bank that would require the use of drive through speakers. In order to determine the noise impacts from a drive through speaker a noise measurement was taken of a drive through speaker at the Santa Rosa McDonalds. The noise measurement was taken approximately 10 feet from an operational drive through speaker, which measured noise levels of 61.2 dba Leq and 73.6 dba Lmax. 5.3 Vibration Construction activity can result in varying degrees of ground vibration, depending on the equipment used on the Project site. Operation of construction equipment causes ground vibrations that spread through the ground and diminish in strength with distance. Buildings in the vicinity of the construction site respond to these vibrations with varying results ranging from no perceptible effects at the low levels to slight damage at the highest levels. Table K gives approximate vibration levels for particular construction activities. The data in Table K provides a reasonable estimate for a wide range of soil conditions. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 28

30 Table K Vibration Source Levels for Construction Equipment Approximate Vibration Equipment Peak Particle Velocity (inches/second) Level (Lv) at 25 feet Pile driver (impact) Upper range typical Pile driver (sonic) Upper range typical Clam shovel drop (slurry wall) Hydromill (slurry wall) In soil In rock Vibratory Roller Hoe Ram Large bulldozer Caisson drill Loaded trucks Jackhammer Small bulldozer Source: Federal Transit Administration, May The construction-related and operational vibration impacts have been calculated through the vibration levels shown above in Table K and through typical vibration propagation rates. The equipment assumptions were based on the equipment lists provided in the Air Quality Analysis. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 29

31 6.0 EXISTING NOISE CONDITIONS To determine the existing noise level environment, noise measurements have been taken in the vicinity of the Project site in 2013 and the noise measurements were repeated in The field survey noted that noise within the proposed project area is generally characterized by vehicular traffic on the nearby roadways. The following describes the measurement procedures, measurement locations, noise measurement results, and the modeling of the existing noise environment. 6.1 Noise Measurement Equipment The year 2013 noise measurements were taken using four Extech Model Type 2 integrating sound level meters. The year 2016 noise measurements were taken using two Extech Model Type 2 integrating sound level meters and two Larson Davis Model LXT1 Type 1 sound level meters. All sound level meters were programmed in slow mode. The Extech meters recorded the sound pressure level at 3-second intervals and the Larson Davis meters recorded the sound pressure level at 1-second intervals. All sound level meters recorded noise levels for approximately 24 hours in A weighted form. In addition, the Leq averaged over the entire measuring time and Lmax were recorded with all sound level meters. The sound level meters and microphones were mounted on trees or fences approximately six feet above the ground and were equipped with windscreens during all measurements. The Extech sound level meters were calibrated before and after the monitoring using an Extech calibrator, Model and the Larson Davis meters were calibrated before and after the monitoring using a Larson Davis Cal200 calibrator. All noise level measurement equipment meets American National Standards Institute specifications for sound level meters (S identified in Chapter AA). Noise Measurement Locations The noise monitoring locations were selected in order to obtain noise measurements of the current noise levels in the Project study area and to provide a baseline for any potential noise impacts that may be created by development of the proposed project. The noise measurement sites were selected to provide a representative sampling of the noise levels created by nearby noise sources as well as experienced by nearby sensitive receptors. Descriptions of the noise monitoring sites are provided below in Table L and Figure 3 shows the noise monitoring site locations. Appendix A includes a photo index of the study area and noise level measurement locations. Noise Measurement Timing and Climate The noise measurements were recorded between 3:48 p.m. on Monday, March 4, 2013 and 4:30 p.m. on Tuesday, March 5, 2013 and then were repeated between 9:51 a.m. on Monday, November 14, 2016 and 10:24 a.m. on Tuesday, November 15, When the 2013 noise measurements were started the sky was partly cloudy, the temperature was 65 degrees Fahrenheit, the humidity was 54 percent, barometric pressure was inches of mercury, and there was no wind. Overnight the sky was partly cloudy and the temperature dropped to 48 degrees Fahrenheit. At the conclusion of the 2013 noise measurements, the sky Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 30

32

33 was cloudy, the temperature was 63 degrees Fahrenheit, the humidity was 62 percent, barometric pressure was inches of mercury, and the wind was blowing around four miles per hour. When the 2016 noise measurements were started the sky was partly cloudy, the temperature was 80 degrees Fahrenheit, the humidity was 19 percent, barometric pressure was inches of mercury, and the wind was blowing around 3 miles per hour. Overnight there were low clouds and the temperature dropped to 56 degrees Fahrenheit. At the conclusion of the 2016 noise measurements, the sky was partly cloudy, the temperature was 71 degrees Fahrenheit, the humidity was 53 percent, barometric pressure was inches of mercury, and there was no wind. 6.2 Noise Measurement Results The results of the 2013 noise level measurements are presented in Table L and the 2016 noise level measurements are presented in Table M. The measured sound pressure levels in dba have been used to calculate the minimum and maximum Leq averaged over 1-hour intervals. Table L and Table M also shows the Leq, Lmax, and CNEL, based on the entire measurement time. The noise monitoring data printouts are included in Appendix B. Figure 4 shows a graph of the Year hour noise measurements and Figure 5 shows a graph of the Year hour noise measurements. Figures 4 and 5 are based on a running average of the 1- hour Leq, it is shorter than a 24-hour period since due to using a running 1-hour Leq complete data was not available for the first 30 minutes and last 30 minutes (e.g. for the time represented as 10:30 a.m. on the graph, the graph shows the one hour average from 10:00 a.m. 11:00 a.m.). Figure 5 utilized two different types of noise meters, so it was not possible to provide the data in one table as is shown in Figure 4. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 32

34 Site No. A B C D Table L Year 2013 (Ambient) Noise Level Measurements Site Description Located northwest of the project site approximately 10 feet from rear yard of nearest home to project site, approximately 320 feet north of Ball Road centerline and 490 feet east of SR-57 centerline. Located west of the project site in the parking lot for El Bekal Shrine Center, approximately 100 feet west of Phoenix Club Drive centerline and 110 feet south of Sanderson Avenue centerline. Located east of the project site at the northwest corner of 1590 Brian Street, approximately 170 feet west of Brian Street centerline. Located northwest of the project site on the shared wall between the homes on Hilda Street and the commercial use at 2525 Ball Road, approximately 200 feet north of Ball Road centerline and 500 feet west of Sunkist Street centerline. Average (dba Leq) Maximum (dba Lmax) Source: Noise measurements taken between Monday March 4, 2013 and Tuesday March 5, Min. 1-Hour Interval (dba Leq/Time) :19 a.m :48 a.m :22 a.m :43 a.m. Max. 1-Hour Interval (dba Leq/Time) :36 a.m :41 p.m :02 a.m :09 p.m. Average (dba CNEL) Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 33

35

36 Site A Year 2016 Field Noise Measurements Graphs Site B Site C Site D SOURCE: Larson Davis Model LXT1 Type 1 Sound Level Meters for Sites A and B; Extech Model Type 2 Sound Level Meters for Sites C and D. VISTA ENVIRONMENTAL Figure 5 Year 2016 Field Noise Measurements Graphs

37 Site No. A B C D Table M Year 2016 (Ambient) Noise Level Measurements Site Description Located northwest of the project site approximately 10 feet from rear yard of nearest home to project site, approximately 320 feet north of Ball Road centerline and 490 feet east of SR-57 centerline. Located west of the project site in the parking lot for El Bekal Shrine Center, approximately 100 feet west of Phoenix Club Drive centerline and 110 feet south of Sanderson Avenue centerline. Located east of the project site at the northwest corner of 1590 Brian Street, approximately 170 feet west of Brian Street centerline. Located northwest of the project site on the shared wall between the homes on Hilda Street and the commercial use at 2525 Ball Road, approximately 200 feet north of Ball Road centerline and 500 feet west of Sunkist Street centerline. Average (dba Leq) Maximum (dba Lmax) Min. 1-Hour Interval (dba Leq/Time) :11 a.m :02 a.m :41 a.m :43 a.m. Source: Noise measurements taken between Monday November 14, 2016 and Tuesday November 15, Max. 1-Hour Interval (dba Leq/Time) :33 a.m :40 a.m :17 a.m :36 p.m. Average (dba CNEL) Table L and Table M shows that both Noise Measurement Sites A and D that are adjacent to residential uses for both 2013 and 2016 conditions exceed the City s normally acceptable noise standard of 60 dba CNEL for residential uses. Noise Measurements Sites B and C for both 2013 and 2016 conditions are within the City s normally acceptable standard of 70 dba CNEL for office and commercial uses. 6.3 Modeled Existing Noise Levels The noise contours of the nearby existing roadway have been calculated in order to provide a baseline of the existing traffic noise levels. The distances to the 55, 60, 65, and 70 dba CNEL noise contours were calculated, plus the noise level at 100 feet from the centerline, which is the approximate distance to the nearest structures on the roadway segments most impacted by the proposed project (e.g. nearest homes on Ball Road west of State Route 57). Table M shows the existing traffic noise contours for the City roadways, Table N shows the existing traffic noise contours for the City of Orange roadways, and Appendix C provides the FHWA Model printouts. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 36

38 Table N Existing Roadway Noise Contours for City Roadways CNEL at Distance to Contour (feet) Roadway Segment 100 Feet (dba) 1 70 dba CNEL 65 dba CNEL 60 dba CNEL 55 dba CNEL Ball Road West of S West Street 65 RW Ball Road West of Anaheim Boulevard 66 RW Ball Road West of Lewis Street Ball Road West of East Street Ball Road West of State College Boulevard Ball Road West of Sunkist Street Ball Road West of SR-57 SB Ramps Ball Road West of Phoenix Club Drive Ball Road East of Phoenix Club Drive 66 RW Katella Avenue West of Anaheim Boulevard 66 RW Katella Avenue West of I-5 SB Ramps 66 RW Katella Avenue West of Lewis Street 67 RW Katella Avenue West of State College Boulevard 66 RW Anaheim Boulevard North of Ball Road 64 RW S East Street North of Ball Road 62 RW State College Boulevard North of Ball Road 65 RW State College Boulevard South of Howell Avenue 65 RW State College Boulevard South of Katella Avenue 66 RW Sunkist Street North of Wagner Avenue 61 RW Sunkist Street North of Ball Road 62 RW Sunkist Street South of Ball Road 61 RW Sunkist Street South of Cerritos Avenue 59 RW RW Phoenix Club Drive South of Ball Road 51 RW RW RW 55 Notes: 1 Does not take into account existing noise barriers. RW = Noise contour is located within right-of-way of roadway. Source: FHWA Traffic Noise Prediction Model- FHWA-RD The calculated existing noise contours in Table M shows that all analyzed roadway segments except Sunkist Street south of Cerritos Avenue and Phoenix Club Drive currently exceed the City s 60 dba CNEL normally acceptable residential exterior noise standard at 100 feet from the centerline. Additionally, Sunkist Street south of Cerritos Avenue currently exceeds the City s 60 dba CNEL normally acceptable residential exterior noise standard at 86 feet from the centerline. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 37

39 Table O Existing Roadway Noise Contours for City of Orange Roadways CNEL at Distance to Contour (feet) Roadway Segment 100 Feet (dba) 1 70 dba CNEL 65 dba CNEL 60 dba CNEL 55 dba CNEL Taft Avenue East of Main Street 67 RW Taft Avenue East of Batavia Street 65 RW Taft Avenue East of Glassell Street 64 RW Taft Avenue East of Cambridge Street 64 RW Taft Avenue East of Tustin Street 62 RW Katella Avenue East of Main Street 66 RW Katella Avenue East of Batavia Street 66 RW Katella Avenue East of Glassell Street 67 RW Katella Avenue East of Cambridge Street 67 RW Katella Avenue East of Tustin Street 69 RW Main Street South of Taft Avenue 62 RW RW Main Street South of Katella Avenue 63 RW Main Street South of Collins Avenue 64 RW Main Street South of Walnut Avenue 65 RW Main Street South of Chapman Avenue 66 RW Batavia Street North of Taft Avenue 62 RW Batavia Street South of Katella Avenue 62 RW Glassell Street North of Taft Avenue Glassell Street South of Katella Avenue 64 RW Cambridge Street North of Taft Avenue 60 RW RW Cambridge Street South of Katella Avenue 60 RW RW Tustin Street North of Taft Avenue 67 RW Tustin Street South of Katella Avenue 67 RW Notes: 1 Does not take into account existing noise barriers. RW = Noise contour is located within right-of-way of roadway. Source: FHWA Traffic Noise Prediction Model- FHWA-RD The calculated existing noise contours in Table N shows that the analyzed roadway segments of: Taft Avenue east of Main Street; Katella Avenue from east of Main Street to east of Tustin Street; Main Street south of Chapman Street; and Tustin Street south of Katella Avenue and north of Taft Avenue currently exceed the City of Orange s 65 dba CNEL normally acceptable residential exterior noise standard at 100 feet from the centerlines. In addition, Taft Avenue from east of Glassell Street to east of Tustin Street, Main Street from south of Katella Avenue to south of Collins Avenue, Batavia Street from north of Taft Avenue to south of Katella Avenue, and Glassell Street south of Katella Avenue currently exceed the City of Orange s 65 dba CNEL normally acceptable residential exterior noise standard. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 38

40 7.0 IMPACT ANALYSIS 7.1 CEQA Thresholds of Significance Consistent with CEQA and the State CEQA Guidelines, a significant impact related to noise would occur if a proposed project is determined to result in: Exposure of persons to or generation of noise levels in excess of standards established in the local General Plan or noise ordinance, or applicable standards of other agencies; Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels; A substantial permanent increase in ambient noise levels in the project vicinity above existing levels without the proposed project; A substantial temporary or periodic increase in ambient noise levels in the project vicinity above noise levels existing without the proposed project; or Exposure of persons residing or working in the project area to excessive noise levels from aircraft. 7.2 Generation of Noise Levels in Excess of Standards The proposed Project would not expose persons to or generate noise levels in excess of standards established in the General Plan or Noise Ordinance or applicable standards of other agencies. The following section calculates the potential noise emissions associated with the construction and operations of the proposed project and compares the noise levels to the City standards. Construction-Related Noise The proposed Project is a program level analysis that does not include any specific plans for development. However for analysis purposes, the worst-case potential construction activities that may occur on the project site have been analyzed. The construction activities for the proposed Project are anticipated to include: grading of the approximately 19.5-acre project site, which will include the import of 386,000 cubic yards of fill material and take between 127 and 527 days to complete; trenching of the extension of the Chantilly Storm Drain and two storm drains from Auto Center Drive across the project site to the River, which would take approximately one month to complete; building construction of up to 425,000 square feet of commercial space, which would take approximately 14 months to complete; paving of up to 6.5 acres of parking lots and onsite roads, which would take approximately one month to complete; and application of architectural coatings, which would take approximately three months to complete. Noise impacts from construction activities associated with the proposed Project would be a function of the noise generated by construction equipment, equipment location, sensitivity of nearby land uses, and the timing and duration of the construction activities. The nearest receptors to the project site in the City, where the City provides noise standards are commercial uses (auto sales) as near as 80 feet west of the project site and residential uses as near as 900 feet northwest of the project site. The nearest receptors to the project site in the City of Orange, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 39

41 where the City of Orange provides standards are light industrial and office uses as near as 540 feet east of the project site. Construction noise impacts to the nearby sensitive receptors have been calculated through use of the RCNM and the parameters and assumptions detailed in Section 5.1 of this report including Table E Construction Equipment Noise Emissions and Usage Factors. The results are shown below in Table P and the RCNM printouts are provided in Appendix D. Table P Average Construction Noise Levels at Nearby Receptors Distance to Construction Noise Levels (dba Leq) Ambient Receptor Receptor Building Noise Description (feet) Grading Trenching Construction Paving Painting Levels 1 Auto Sales Office Uses (Orange) Single-Family Homes Notes: 1 Ambient noise levels from year 2016 noise measurements, shown above in Table M. Source: RCNM, Federal Highway Administration, 2006 Table P shows that construction noise levels would exceed Anaheim Municipal Code Section stationary noise standard of 60 dba Leq at the property line of the nearby auto sales properties and at the nearest single-family homes, located as close as 900 feet northwest of the project site. Table P also shows that construction noise levels would exceed the existing ambient noise levels that were measured in 2016 and shown above in Table M. Section exempts construction noise that occurs between 7:00 a.m. and 7:00 p.m. from the stationary noise standard of 60 db at the nearby property line for all land uses. However, it is possible that construction activities may occur outside of the allowable times as detailed in Section and would result in a significant impact in the City. Mitigation Measure 1 is provided that would require the applicant to restrict construction activities from occurring between 7:00 p.m. and 7:00 a.m. and require that all construction equipment operate with mufflers and intake silencers no less effective than originally equipped. Through application of Mitigation Measure 1, construction noise impacts would be reduced to less than significant. It should be noted that Section provides the Director of Public Works or Building Official the authority to extend construction work hours and since the construction noise impacts at the nearest homes are within the 60 dba Leq standard and that the allowed construction hours occur during the portion of the day when the nearby businesses are open, this may be a situation where the Director of Public Works would extend the construction hours when requested by the applicant. Table P also shows that construction noise at the nearby office and light industrial uses in the City of Orange would be as high as 64 dba Leq. The City of Orange only provides stationary noise standards for residential, schools, hospitals, and churches and does not provide a stationary noise standard for office and light industrial uses. Impacts would be less than significant in the City of Orange. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 40

42 Operations-Related Noise The proposed Project would consist of the development of up to 425,000 square feet of general commercial uses. The proposed project would generate noise from additional vehicular trips on the nearby roadways and from onsite stationary noise sources. The Cities of Anaheim and Orange provide noise standards for the noise sources that would occur onsite from development of the proposed project. Potential noise sources from a general commercial uses typically include: rooftop mechanical equipment, parking lots, truck loading areas, forklifts and pallet storage areas, trash compactors, and possibly drive through speakers. In order to determine the anticipated noise level impacts from these sources reference noise measurements were taken of each noise source and detailed above in Section 5.2. Table Q shows the reference noise measurements, the distance between the reference noise measurement and the source, the nearest distance each noise source would likely be placed to the nearest receptor (auto sales on west side of Phoenix Club Drive), the calculated noise levels at the nearest receptor, and the worst-case combined noise levels, which is based on all noise sources occurring continuously at the nearest possible location. Table Q Possible Operational Stationary Noise Sources Average Noise Levels Reference Measurement 1 Nearest Receptor 2 Noise Source Distance (feet) Average Noise (dba Leq) Distance (feet) Average Noise (dba Leq) Rooftop Mechanical Equipment Parking Lot Truck Loading Area Forklift and Pallet Area Trash Compactor Drive Through Speaker Combined Worst-Case Average Noise Level 57 City of Anaheim Stationary Noise Standard 3, 4 60 Notes: 1 Reference noise measurements detailed in Section Nearest Receptors are the auto sales properties on the west side of Phoenix Club Drive. 3 Based on Anaheim Municipal Code Section , which is applicable to all private property. 4 The City of Orange exterior noise standards only apply to residential uses, so the nearby office and industrial uses in the City of Orange were not analyzed. Table Q shows that the worst-case operations-related stationary noise level would be 57 dba Leq at the nearest receptor (auto sales on west side of Phoenix Club Drive). This would not exceed the Anaheim Municipal Code Section stationary noise standard of 60 dba Leq. Impacts would be less than significant in the City. The City of Orange only provides stationary noise standards for residential, schools, hospitals, and churches and does not provide a stationary noise standard for the nearby office and light industrial uses. Impacts would be less than significant in the City of Orange. Level of Significance Before Mitigation Potentially significant impact. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 41

43 Mitigation Measures Mitigation Measure 1: Prior to issuance of all demolition, grading and building permits, the Property Owner/Developer shall indicate on plans adherence to the following noise attenuation requirements: All construction equipment shall operate with mufflers and intake silencers no less effective than originally equipped. All Construction activities shall be restricted from occurring between 7:00 p.m. and 7:00 a.m., unless the contractor obtains authorization from the Director of Public Works or Building Official to extend construction work hours. Level of Significance After Mitigation Less than significant impact. 7.3 Generation of Excessive Groundborne Vibration The proposed Project would not expose persons to or generation of excessive groundborne vibration or groundborne noise levels. The following section analyzes the potential vibration impacts associated with the construction and operations of the proposed Project. Construction-Related Vibration Impacts Construction activities can produce vibration that may be felt by adjacent uses. The construction activities for the proposed Project are anticipated to include: grading of the approximately acre Project site, which will include the import of 386,000 cubic yards of fill material; trenching of the extension of the Chantilly Storm Drain and two storm drains from Auto Center Drive across the project site to the River; building construction of up to 425,000 square feet of commercial space; paving of up to 6.5 acres of parking lots and onsite roads; and application of architectural coatings. The closest receptor to the proposed construction activities are the auto sales on the west side of Phoenix Club Drive that are located as near as 80 feet from the proposed grading activities. The primary source of vibration during construction would be from the operation of a bulldozer during the grading phase. From Table K above a large bulldozer would create a vibration level of inch per second PPV at 25 feet. Based on typical propagation rates, the vibration level at the nearest receptor would be inch per second PPV. This vibration level is below the 0.25 inch per second PPV threshold of perception for transient sources, detailed above in Section 4.2 and is also below the 0.2 inch per second PPV threshold used in the City s General Plan EIR. Therefore, a less than significant construction-related vibration impact would occur. Operations-Related Vibration Impacts The proposed Project would result in the operation of a commercial center that would require the use of delivery trucks. These additional truck trips would operate as near as 40 feet from the existing commercial properties located on the west side of Phoenix Club Drive. According to Table K above, a loaded truck on a dirt or poorly maintained paved road produces a vibration level of inch per second PPV at 25 feet from a roadway. Based on the typical propagation of vibration described above in Section 3.0, this would result in a worst-case vibration level of Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 42

44 0.045 inch per second PPV at the nearest commercial uses to Phoenix Club Drive. This vibration level is below the 0.25 inch per second PPV threshold of perception for transient sources, detailed above in Section 4.2 and is also below the 0.2 inch per second PPV threshold used in the City s General Plan EIR. Therefore, a less than significant impact would occur. Level of Significance Before Mitigation Less than significant impact. Mitigation Measures No mitigation is necessary. 7.4 Permanent Noise Level Increase The ongoing operation of the proposed Project may result in a potential substantial permanent increase in ambient noise levels in the Project vicinity above existing levels without the proposed Project. Potential noise impacts associated with the operations of the proposed Project would be from Project-generated vehicular traffic on the project vicinity roadways from onsite stationary noise sources, which have been analyzed separately below. Offsite Vehicular Noise Impacts Vehicle noise is a combination of the noise produced by the engine, exhaust and tires. The level of traffic noise depends on three primary factors: 1) the volume of traffic, 2) the speed of traffic, and 3) the number of trucks in the flow of traffic. The proposed Project does not propose any uses that would require a substantial number of truck trips and the proposed project would not alter the speed limit on any existing roadway so the proposed Project s potential offsite noise impacts have been focused on the noise impacts associated with the change of volume of traffic that would occur with development of the proposed Project. The City s General Plan EIR utilized a mobile-source noise threshold of: a change of 5 dba would denote a significant impact were to remain within the objectives of the General Plan (e.g., 65 dba CNEL at a residential location), or 3 dba if the resultant noise level were to meet or exceed the objectives of the General Plan. The Orange General Plan details that an increase in ambient noise levels is assumed to be a significant noise impact if a project causes ambient noise levels to exceed the following: Where the existing ambient noise level is less than 65 dba, a project related permanent increase in ambient noise levels of 5 dba CNEL or greater; or Where the existing ambient noise levels is greater than 65 dba, a project related permanent increase in ambient noise levels of 3 dba CNEL or greater. The potential offsite traffic noise impacts created by the on-going operations of the proposed Project have been analyzed through utilization of the FHWA Model and parameters described above in Section 5.2. The proposed project s offsite traffic noise impacts have been analyzed for existing and year 2035 conditions and are discussed below. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 43

45 Existing Conditions The proposed project s potential offsite noise impacts have been calculated through a comparison of the Existing scenario to the Existing With Project scenario. The results of this comparison are shown in Table R for the roadway segments located in the City and in Table U for the roadway segments located in the City of Orange. The FHWA model calculation printouts are provided in Appendix E. Table R Existing Project Traffic Noise Contributions to City Roadways dba CNEL at 50 feet Potential Roadway Segment No Project With Project Project Contribution Significant Impact? Ball Road West of S West Street No Ball Road West of Anaheim Boulevard No Ball Road West of Lewis Street No Ball Road West of East Street No Ball Road West of State College Boulevard No Ball Road West of Sunkist Street No Ball Road West of SR-57 SB Ramps No Ball Road West of Phoenix Club Drive No Ball Road East of Phoenix Club Drive No Katella Avenue West of Anaheim Boulevard No Katella Avenue West of I-5 SB Ramps No Katella Avenue West of Lewis Street No Katella Avenue West of State College Boulevard No Anaheim Boulevard North of Ball Road No S East Street North of Ball Road No State College Boulevard North of Ball Road No State College Boulevard South of Howell Avenue No State College Boulevard South of Katella Avenue No Sunkist Street North of Wagner Avenue No Sunkist Street North of Ball Road No Sunkist Street South of Ball Road No Sunkist Street South of Cerritos Avenue No Phoenix Club Drive South of Ball Road No Source: FHWA Traffic Noise Prediction Model- FHWA-RD The City s General Plan EIR utilized a mobile-source noise threshold of: a change of 5 dba would denote a significant impact were to remain within the objectives of the General Plan (e.g., 65 dba CNEL at a residential location), or 3 dba if the resultant noise level were to meet or exceed the objectives of the General Plan. Table T shows that for the analyzed roadway segments located in the City the project would only provide a quantifiable noise contribution of 4 db to Phoenix Club Drive south of Ball Road, which has commercial uses along the entire roadway segment. According to Figure 2 above, commercial uses are normally acceptable up to 70 dba CNEL, since the with Project noise level along Phoenix Club Drive is 60 dba CNEL, the significance threshold for this roadway segment would be if the proposed Project would increase the noise level by 5 db or more. Since the proposed Project would only increase the Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 44

46 noise level along this roadway segment by 4 db, this would result in a less than significant impact in the City. Table S Existing Project Traffic Noise Contributions to City of Orange Roadways dba CNEL at 50 feet Potential Roadway Segment No Project With Project Project Contribution Significant Impact? Taft Avenue East of Main Street No Taft Avenue East of Batavia Street No Taft Avenue East of Glassell Street No Taft Avenue East of Cambridge Street No Taft Avenue East of Tustin Street No Katella Avenue East of Main Street No Katella Avenue East of Batavia Street No Katella Avenue East of Glassell Street No Katella Avenue East of Cambridge Street No Katella Avenue East of Tustin Street No Main Street South of Taft Avenue No Main Street South of Katella Avenue No Main Street South of Collins Avenue No Main Street South of Walnut Avenue No Main Street South of Chapman Avenue No Batavia Street North of Taft Avenue No Batavia Street South of Katella Avenue No Glassell Street North of Taft Avenue No Glassell Street South of Katella Avenue No Cambridge Street North of Taft Avenue No Cambridge Street South of Katella Avenue No Tustin Street North of Taft Avenue No Tustin Street South of Katella Avenue No Source: FHWA Traffic Noise Prediction Model- FHWA-RD Year 2035 Conditions The proposed project s potential offsite noise impacts have been calculated through a comparison of the Existing scenario to the Existing With Project scenario. The results of this comparison are shown in Table T for the roadway segments located in the City and in Table U for the roadway segments located in the City of Orange. The FHWA model calculation printouts are provided in Appendix E. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 45

47 Table T Year 2035 Project Traffic Noise Contributions to City Roadways dba CNEL at 100 feet Potential Year 2035 Year 2035 Project Significant Roadway Segment Baseline Plus Project Contribution Impact? Ball Road West of S West Street No Ball Road West of Anaheim Boulevard No Ball Road West of Lewis Street No Ball Road West of East Street No Ball Road West of State College Boulevard No Ball Road West of Sunkist Street No Ball Road West of SR-57 SB Ramps No Ball Road West of Phoenix Club Drive No Ball Road East of Phoenix Club Drive No Katella Avenue West of Anaheim Boulevard No Katella Avenue West of I-5 SB Ramps No Katella Avenue West of Lewis Street No Katella Avenue West of State College Boulevard No Anaheim Boulevard North of Ball Road No S East Street North of Ball Road No State College Boulevard North of Ball Road No State College Boulevard South of Howell Avenue No State College Boulevard South of Katella Avenue No Sunkist Street North of Wagner Avenue No Sunkist Street North of Ball Road No Sunkist Street South of Ball Road No Sunkist Street South of Cerritos Avenue No Phoenix Club Drive South of Ball Road No Source: FHWA Traffic Noise Prediction Model- FHWA-RD Table T shows that for the analyzed roadway segments located in the City the project would only provide a quantifiable noise contribution of 4 db to Phoenix Club Drive south of Ball Road, which has commercial uses along the entire roadway segment. According to Figure 2 above, commercial uses are normally acceptable up to 70 dba CNEL, since the with Project noise level along Phoenix Club Drive is 60 dba CNEL, the significance threshold for this roadway segment would be if the proposed Project would increase the noise level by 5 db or more. Since the proposed Project would only increase the noise level along this roadway segment by 4 db, this would result in a less than significant impact in the City. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 46

48 Table U Project Traffic Noise Contributions to City of Orange Roadways dba CNEL at 100 feet Potential Year 2035 Year 2035 Project Significant Roadway Segment Baseline Plus Project Contribution Impact? Taft Avenue East of Main Street No Taft Avenue East of Batavia Street No Taft Avenue East of Glassell Street No Taft Avenue East of Cambridge Street No Taft Avenue East of Tustin Street No Katella Avenue East of Main Street No Katella Avenue East of Batavia Street No Katella Avenue East of Glassell Street No Katella Avenue East of Cambridge Street No Katella Avenue East of Tustin Street No Main Street South of Taft Avenue No Main Street South of Katella Avenue No Main Street South of Collins Avenue No Main Street South of Walnut Avenue No Main Street South of Chapman Avenue No Batavia Street North of Taft Avenue No Batavia Street South of Katella Avenue No Glassell Street North of Taft Avenue No Glassell Street South of Katella Avenue No Cambridge Street North of Taft Aventue No Cambridge Street South of Katella Avenue No Tustin Street North of Taft Avenue No Tustin Street South of Katella Avenue No Source: FHWA Traffic Noise Prediction Model- FHWA-RD Table U shows that for the analyzed roadway segments located in the City of Orange the Project contribution to all analyzed roadway segments would be less than 1 db, which is within both the less than 65 dba CNEL and greater than 65 dba CNEL conditions detailed above. Impacts would be less than significant in the City of Orange. Onsite Stationary Noise Impacts The proposed Project would consist of the development of up to 425,000 square feet of commercial uses. Potential noise sources from a general commercial use typically include: rooftop mechanical equipment, parking lots, truck loading areas, forklifts and pallet storage areas, trash compactors, and possibly drive through speakers. The potential noise impacts at the nearest receptor were analyzed previously above in Section 7.2, which found the combined worst-case stationary noise sources would create a noise level of 57 dba Leq at the nearest receptor. This would not exceed the Anaheim Municipal Code Section stationary noise standard of 60 dba Leq. Impacts would be less than significant in the City. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 47

49 The City of Orange only provides stationary noise standards for residential, schools, hospitals, and churches and does not provide a stationary noise standard for the nearby office and light industrial uses. Impacts would be less than significant in the City of Orange. Level of Significance Before Mitigation Less than significant impact. Mitigation Measures No mitigation is necessary. 7.5 Temporary Noise Level Increase The proposed Project may create a substantial temporary or periodic increase in ambient noise levels in the Project vicinity above noise levels existing without the proposed project from either construction or operational activities, which have been analyzed separately below. The City s General Plan does not define what constitutes a substantial temporary noise increase nor does it provide any thresholds of significance for temporary noise level increases. The City of Orange provides a maximum allowable noise exposure levels of 70 dba Lmax between 7:00 a.m. and 10:00 p.m. and 65 dba Lmax between 10:00 p.m. and 7:00 a.m. for noise sensitive residential land uses, but provides no standards or thresholds for the nearby office and light industrial uses. Construction Noise Impacts The construction activities for the proposed Project are anticipated to include: grading of the approximately 19.5-acre Project site, which will include the import of 386,000 cubic yards of fill material; trenching of the extension of the Chantilly Storm Drain and two storm drains from Auto Center Drive across the project site to the River; building construction of up to 425,000 square feet of commercial retail space; paving of up to 6.5 acres of parking lots and onsite roads; and application of architectural coatings. Noise impacts from construction activities associated with the proposed Project would be a function of the noise generated by construction equipment, equipment location, sensitivity of nearby land uses, and the timing and duration of the construction activities. The nearest sensitive receptors to the Project site in the City are residential uses as near as 900 feet northwest of the project site. There are not any sensitive receptors in the nearby vicinity located in the City of Orange. Table O above in Section 7.2 found that construction activities would create a noise level as high as 60 dba Leq at the homes northwest of the project site. Table L in Section 6.2 shows that the existing noise level at the nearest home is 58.0 dba Leq. Construction activities are anticipated to increase the noise level by as much as 2 db at the nearest homes. Since the City does not define what constitutes a substantial noise increase, the substantial noise increases defined in Transit Noise and Vibration Impact Assessment, prepared by the Federal Transit Administration (FTA), May 2006 has been utilized in this analysis. The FTA report found that a significant noise level increase would occur if the proposed Project would increase the noise level by more than 2 db where the existing noise is between 56 and 60 db. Therefore, construction activities associated with the proposed Project would not cause a substantial temporary increase in ambient noise levels. Impacts would be less than significant. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 48

50 Operations-Related Noise Impacts The proposed Project would consist of the development of up to 425,000 square feet of commercial uses. Potential noise sources from a commercial use typically include: rooftop mechanical equipment, parking lots, truck loading areas, forklifts and pallet storage areas, trash compactors, and possibly drive through speakers. In order to determine the anticipated maximum noise level impacts from these sources reference noise measurements were taken of each noise source and detailed above in Section 5.2. Table V shows the reference noise measurements, the distance between the reference noise measurement and the source, the nearest distance each noise source would likely be placed to the nearest sensitive receptor (homes as near as 900 feet northwest of the project site), and the calculated noise levels at the nearest sensitive receptor. The maximum noise levels typically would last around a second and only occur only a few times a day. Therefore, it is very unlikely to have maximum noise levels from multiple sources occurring simultaneously. Because of this, the maximum noise level from each source has been analyzed separately. Table V Operational Stationary Noise Sources Maximum Noise Levels at Nearest Sensitive Receptor Reference Measurement 1 Nearest Sensitive Receptor 2 Noise Source Distance (feet) Maximum Noise (dba Lmax) Distance (feet) Maximum Noise (dba Lmax) 3 Rooftop Mechanical Equipment Parking Lot Truck Loading Area Forklift and Pallet Area Trash Compactor Drive Through Speaker Maximum Noise Threshold 4 74 Notes: 1 Reference noise measurements detailed in Section Nearest sensitive receptors are the homes as near as 900 feet northwest of the project site. 3 Maximum noise level calculated through use of typical point source attenuation of 6 db per doubling of distance. Calculated noise levels do not account for walls or structures, which would provide additional attenuation. 4 Based on the existing maximum noise level at Site A, shown above in Table L. Table V shows that the worst-case operations-related maximum noise level would be from the forklift and pallet area, which could create a noise level as high as 49 dba Lmax Leq at the nearest sensitive receptor (homes as near as 900 feet northwest of the project site). This would not exceed the existing ambient maximum noise level of 74 dba Lmax at the nearby homes. This noise level is based on a worst-case scenario and forklift operations and pallet areas are typically at the rear of commercial buildings or placed behind walls, which would reduce the noise level created from forklift operations. Impacts would be less than significant. Level of Significance Before Mitigation Less than significant impact. Mitigation Measures No mitigation is necessary. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 49

51 7.6 Aircraft Noise The proposed project would not expose people residing or working in the project area to excessive noise levels from aircraft. The nearest airports are Fullerton Municipal Airport, located approximately 7 miles northwest of the project site and John Wayne Airport, located approximately 9 miles south of the project site. Due to these distances, most aircraft are flying at relatively high altitudes over the project site and create only minimal noise impacts. There is also a heliport approximately 1.3 miles southwest of the project site that is utilized by Mercy Air, who provides air ambulance service to several nearby hospitals. Between Mercy Air and other helicopters that are following the path of SR-57, helicopter noise was observed to be the predominant aircraft noise impact, however it is still a nominal noise source compared to SR-57. Furthermore, the proposed project would not introduce any new noise sensitive receptors to the study area. Impacts would be less than significant. Level of Significance Before Mitigation Less than significant impact. Mitigation Measures No mitigation is necessary. Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 50

52 8.0 REFERENCES California Department of Transportation, Technical Noise Supplement, November California Department of Transportation, Transportation- and Construction-Induced Vibration Guidance Manual, June, City of Anaheim, City of Anaheim General Plan, May City of Anaheim, Anaheim Municipal Code, February, City of Orange, City of Orange General Plan, March 9, City of Orange, City of Orange Local CEQA Guidelines, April 11, City of Orange, Orange General Plan Program Environmental Impact Report, March, Federal Transit Administration, Transit Noise and Vibration Impact Assessment, May Transpo Group, Ball Road Basin General Plan Amendment and Zone Change Project, November U.S. Department of Transportation, FHWA Roadway Construction Noise Model User s Guide, January, Vista Environmental, Air Quality and Global Climate Change Impact Analysis Ball Road Basin Project, February 15, Ball Road Basin Project, Noise Impact Analysis City of Anaheim Page 51

53 APPENDIX A Study Area Photo Index Ball Road Basin Project, Noise Impact Analysis City of Anaheim Appendix A

54 Noise Measurement Site A - looking north Noise Measurement Site A - looking northeast Noise Measurement Site A - looking southeast Noise Measurement Site A - looking south Noise Measurement Site A - looking southwest Noise Measurement Site A - looking west

55 Noise Measurement Site A - looking northwest Noise Measurement Site B - looking north Noise Measurement Site B - looking northeast Noise Measurement Site B - looking east Noise Measurement Site B - looking southeast Noise Measurement Site B - looking south

56 Noise Measurement Site B - looking southwest Noise Measurement Site B - looking west Noise Measurement Site B - looking northwest Noise Measurement Site C - looking north Noise Measurement Site C - looking northeast Noise Measurement Site C - looking east

57 Noise Measurement Site C - looking southeast Noise Measurement Site C - looking south Noise Measurement Site C - looking southwest Noise Measurement Site C - looking west Noise Measurement Site C - looking northwest Noise Measurement Site D - looking north

58 Noise Measurement Site D - looking northeast Noise Measurement Site D - looking east Noise Measurement Site D - looking southeast Noise Measurement Site D - looking south Noise Measurement Site D - looking southwest Noise Measurement Site D - looking west

59 2016 Noise Measurements Noise Measurement Site A - looking north Noise Measurement Site A - looking northeast Noise Measurement Site A - looking east Noise Measurement Site A - looking southeast Noise Measurement Site A - looking south Noise Measurement Site A - looking southwest Noise Measurement Site A - looking west Noise Measurement Site A - looking northwest

60 2016 Noise Measurements Noise Measurement Site B - looking north Noise Measurement Site B - looking northeast Noise Measurement Site B - looking east Noise Measurement Site B - looking southeast Noise Measurement Site B - looking south Noise Measurement Site B - looking southwest Noise Measurement Site B - looking west Noise Measurement Site B - looking northwest

61 2016 Noise Measurements Noise Measurement Site C - looking north Noise Measurement Site C - looking northeast Noise Measurement Site C - looking east Noise Measurement Site C - looking southeast Noise Measurement Site C - looking south Noise Measurement Site C - looking southwest Noise Measurement Site C - looking west Noise Measurement Site C - looking northwest

62 2016 Noise Measurements Noise Measurement Site D - looking north Noise Measurement Site D - looking northeast Noise Measurement Site D - looking east Noise Measurement Site D - looking southeast Noise Measurement Site D - looking south Noise Measurement Site D - looking southwest Noise Measurement Site D - looking west Noise Measurement Site D - looking northwest