REVISED NOISE ASSESSMENT TECHNICAL REPORT for the Duke Patterson Avenue Warehouse Project Perris, California

REVISED NOISE ASSESSMENT TECHNICAL REPORT for the Duke Patterson Avenue Warehouse Project Perris, California Prepared for: Albert A. Webb Associates 3788 McCray Street Riverside, CA 92506 Prepared by: 605 Third Street Encinitas, California 92024 Contact: Jonathan Leech MARCH 2018

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Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA TABLE OF CONTENTS Section Page No. 1.0 INTRODUCTION...1 1.1 Purpose... 1 1.2 Project Location and Description... 1 1.2.1 Location... 1 1.2.2 Project Description... 1 1.3 Noise Background and Terminology... 5 1.4 Noise Regulation and Management... 8 1.4.1 Federal... 8 1.4.2 State... 9 1.4.3 City of Perris... 11 2.0 EXISTING NOISE CONDITIONS...13 2.1 Transportation Noise... 13 3.0 SIGNIFICANCE CRITERIA...16 3.1 City of Perris Noise Significance Criteria... 16 3.2 Vibration Significance Criteria... 16 4.0 IMPACTS AND MITIGATION...17 4.1 Transportation Noise Exposure... 17 4.1.1 Impact Analysis... 17 4.1.2 Mitigation Measures... 19 4.2 Operations Noise Generation... 20 4.2.1 Impact Analysis... 20 4.2.2 Mitigation Measures... 24 4.3 Construction Noise... 24 4.3.1 Construction - Equipment Inventory... 24 4.3.1 Construction Noise Assessment... 25 4.3.2 Mitigation Measures... 30 4.4 Ground-borne Vibration... 31 4.4.1 Impact Analysis... 31 4.4.2 Mitigation Measures... 31 5.0 REFERENCES...33 9276-03 i March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA TABLE OF CONTENTS (CONTINUED) Section Page No. FIGURES FIGURE 1 REGIONAL LOCATION...2 FIGURE 2 FIGURE 3 LOCAL SETTING...3 SITE PLAN...4 FIGURE 4 NOISE MEASUREMENT LOCATIONS...15 FIGURE 5 NEARBY SENSITIVE RECEPTORS...26 APPENDICES A B C D Ambient Noise Measurement Data FHWA Traffic Model Noise Calculation Worksheets Mechanical Equipment Noise Calculation Worksheets Roadway Noise Construction Model - Input and Results Data Sheets 9276-03 ii March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA ACRONYMS AND ABBREVIATIONS CFR CNEL db dba DOT FAA FHWA Hz Ldn Leq Lmin Lmax Lxx RMS SR VdB Code of Federal Regulation community noise equivalent level decibel A-weighted decibel U.S. Department of Transportation Federal Aviation Administration Federal Highway Administration hertz day-night sound level equivalent sound level minimum sound level maximum sound level percentile exceeded sound level root mean square State Route vibration decibels 9276-03 iii March 2018

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Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 1.0 INTRODUCTION 1.1 Purpose This technical noise report evaluates noise effects of the project including noise generation potential associated with construction and operation of the proposed warehouse development. Noise generation sources from future implementation of the project include traffic, parking lot and loading dock activities, mechanical equipment, and short-term construction operations. This revised version of the report incorporates updated traffic volume data provided by Webb on October 25, 2017 (refer to Appendix B for the updated traffic data summary). 1.2 Project Location and Description 1.2.1 Location The proposed Duke Patterson Avenue Warehouse Project ( Project ) would be located on the south side of Markham Street, between Patterson Avenue on the west and North Webster Avenue on the east, in the City of Perris, California. Please refer to Figure 1 for an illustration of the regional setting of the project. Heavy truck access to the site would be provided from Patterson Avenue; Markham Street would provide access for employee passenger cars. Please refer to Figure 2 for an illustration of the Local Setting of Project site, including relationship to the roadway system just described. With respect to the local setting illustrated on Figure 2, it can be seen that currently vacant land abuts the Project site to the north and south; to the east, there are two small trucking yards, an auto salvage yard, and three residences fronting Markham Street; and to the west is Patterson Avenue, open space, and a church (located on the south side of Markham Street, adjacent to I-215). The highest density of noise-sensitive land uses (i.e., residences) in the project vicinity is located along the east side of Webster Street, approximately 1,360 feet east of the eastern boundary of the Project site. The closest individual single family residence to the site is located approximately 325 east of the site, on the south side of Markham Street. 1.2.2 Project Description The Project consists of a warehouse structure, which would suitable for a trucking distribution center. The building would contain approximately 811,620 square feet of floor area, and would be equipped with loading dock doors on the east and west faces of the building. The building is planned to have an office area at the northwest, northeast, and southwest corners of the building, occupying between 5,780 and 6,420 square feet of floor area, apiece. The warehouse area would not have climate control, but each office space would probably be equipped with a roof-mounted package HVAC equipment. For independent zone control, it is assumed that the office space at three corners of the building would have three 4-ton package HVAC units (such as York Model ZF048). Employee parking would be provided at the southern, western, and northern sides of the structure. Please refer to Figure 3 for a Site Plan. 9276-03 1 March 2018

Project Site FIGURE 1 REGIONAL SETTING DUKE PATTERSON AVENUE WAREHOUSE - NOISE TECHNICAL REPORT

FIGURE 2 LOCAL SETTING DUKE PATTERSON AVENUE WAREHOUSE - NOISE TECHNICAL REPORT

FIGURE 3 PROJECT SITE PLAN DUKE PATTERSON AVENUE WAREHOUSE - NOISE TECHNICAL REPORT

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 1.3 Noise Background and Terminology Fundamentals of Environmental Noise Vibrations, traveling as waves through air from a source, exert a force perceived by the human ear as sound. Sound pressure level (referred to as sound level) is measured on a logarithmic scale in decibels (db) that represent the fluctuation of air pressure above and below atmospheric pressure. Frequency, or pitch, is a physical characteristic of sound and is expressed in units of cycles per second or hertz (Hz). The normal frequency range of hearing for most people extends from about 20 to 20,000 Hz. The human ear is more sensitive to middle and high frequencies, especially when the noise levels are quieter. As noise levels get louder, the human ear starts to hear the frequency spectrum more evenly. To accommodate for this phenomenon, a weighting system to evaluate how loud a noise level is to a human was developed. The frequency weighting called A weighting is typically used for quieter noise levels which de-emphasizes the low frequency components of the sound in a manner similar to the response of a human ear. This A-weighted sound level is called the noise level and is referenced in units of dba. Since sound is measured on a logarithmic scale, a doubling of sound energy results in a 3 dba increase in the noise level. Changes in a community noise level of less than 3 dba are not typically noticed by the human ear (Caltrans 1998). Changes from 3 to 5 dba may be noticed by some individuals who are extremely sensitive to changes in noise. A 5 dba increase is readily noticeable (EPA 1973). The human ear perceives a 10 dba increase in sound level as a doubling of the sound level (i.e., 65 dba sounds twice as loud as 55 dba to a human ear). An individual s noise exposure occurs over a period of time; however, noise level is a measure of noise at a given instant in time. Community noise sources vary continuously, being the product of many noise sources at various distances, all of which constitute a relatively stable background or ambient noise environment. The background, or ambient, noise level gradually changes throughout a typical day, corresponding to distant noise sources, such as traffic volume, as well as changes in atmospheric conditions. Noise levels are generally higher during the daytime and early evening when traffic (including airplanes), commercial, and industrial activity is the greatest. However, noise sources experienced during nighttime hours when background levels are generally lower can be potentially more conspicuous and irritating to the receiver. In order to evaluate noise in a way that considers periodic fluctuations experienced throughout the day and night, a concept termed community noise equivalent level (CNEL) was developed, wherein noise measurements are weighted, added, and averaged over a 24-hour period to reflect magnitude, duration, frequency, and time of occurrence. A complete definition of CNEL is provided below. 9276-03 5 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Different types of measurements are used to characterize the time-varying nature of sound. These measurements include the equivalent sound level (LEQ), the minimum and maximum sound levels (LMIN and LMAX), percentile-exceeded sound levels (Lxx), the day night sound level (LDN), and the CNEL. Below are brief definitions of these measurements and other terminology used in this report. Decibel (db) is a unitless measure of sound on a logarithmic scale which indicates the squared ratio of sound pressure amplitude to a reference sound pressure amplitude. The reference pressure is 20 micropascals. A-weighted decibel (dba) is an overall frequency-weighted sound level in decibels that approximates the frequency response of the human ear. Equivalent sound level (LEQ) is the constant level that, over a given time period, transmits the same amount of acoustic energy as the actual time-varying sound. Equivalent sound levels are the basis for both the day night average sound levels (LDN) and community noise equivalent level (CNEL) scales. Maximum sound level (LMAX) is the maximum sound level measured during the measurement period. Minimum sound level (LMIN) is the minimum sound level measured during the measurement period. Percentile-exceeded sound level (Lxx) is the sound level exceeded x percent of a specific time period. L10 is the sound level exceeded 10% of the time. Day night average sound level (LDN). The LDN is a 24-hour average A-weighted sound level with a 10 db penalty added to the nighttime hours from 10:00 p.m. to 7:00 a.m. The 10 db penalty is applied to account for increased noise sensitivity during the nighttime hours. This metric is similar to CNEL (see definition below); resulting values from application of LDN versus CNEL rarely differ by more than 1 db, and therefore these two methods of describing average noise levels are often considered interchangeable. Community noise equivalent level (CNEL). The CNEL is the average equivalent A-weighted sound level during a 24-hour day. CNEL accounts for the increased noise sensitivity during the evening hours (7 p.m. to 10 p.m.) and nighttime hours (10 p.m. to 7 a.m.) by adding 5 db to the sound levels in the evening and 10 db to the sound levels at night. CNEL and LDN are often considered equivalent descriptors. 9276-03 6 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Exterior Noise Distance Attenuation Noise sources are classified in two forms: (1) point sources, such as stationary equipment or a group of construction vehicles and equipment working within a spatially limited area at a given time, and (2) line sources, such as a roadway with a large number of pass-by sources (motor vehicles). Sound generated by a point source typically diminishes (attenuates) at a rate of 6.0 dba for each doubling of distance from the source to the receptor at acoustically hard sites and at a rate of 7.5 dba for each doubling of distance from source to receptor at acoustically soft sites. Sound generated by a line source (i.e., a roadway) typically attenuates at a rate of 3 dba and 4.5 dba per doubling distance, for hard and soft sites, respectively. Sound levels can also be attenuated by man-made or natural barriers. For the purpose of sound attenuation discussion, a hard or reflective site does not provide any excess ground-effect attenuation and is characteristic of asphalt or concrete ground surfaces, as well as very hard-packed soils. An acoustically soft or absorptive site is characteristic of unpaved loose soil or vegetated ground. Structural Noise Attenuation Sound levels can also be attenuated by man-made or natural barriers. Solid walls or slopes associated with elevation differences typically reduce noise levels by 5 to 10 dba (Caltrans 1998). Structures can also provide noise reduction by insulating interior spaces from outdoor noise. The outside-to-inside noise attenuation provided by typical structures in California ranges between 17 to 30 dba with open and closed windows, respectively, as shown in Table 1. Table 1 Outside-to-Inside Noise Attenuation (dba) Building Type Open Windows Closed Windows a Residences 17 25 Schools 17 25 Churches 20 30 Hospitals/Offices/Hotels 17 25 Theaters 17 25 Source: Transportation Research Board, National Research Council, 2000. a As shown, structures with closed windows can attenuate exterior noise by a minimum of 25 to 30 dba. 9276-03 7 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Fundamentals of Vibration Vibration is an oscillatory motion that can be described in terms of displacement, velocity, or acceleration. The response of humans to vibration is very complex. However, it is generally accepted that human response is best approximated by the vibration velocity level associated with the vibration occurrence. Heavy equipment operation, including stationary equipment that produces substantial oscillation or construction equipment that causes percussive action against the ground surface, may be perceived by building occupants as perceptible vibration. It is also common for ground-borne vibration to cause windows, pictures on walls, or items on shelves to rattle. Although the perceived vibration from such equipment operation can be intrusive to building occupants, the vibration is seldom of sufficient magnitude to cause even minor cosmetic damage to buildings. When evaluating human response, ground-borne vibration is usually expressed in terms of root mean square (RMS) vibration velocity. RMS is defined as the average of the squared amplitude of the vibration signal. As for sound, it is common to express vibration amplitudes in terms of decibels defined as: L v = 20 log ( v rms v ref ) where vrms is the RMS vibration velocity amplitude in inches/second and vref is the decibel reference of 1x10-6 inches/second. To avoid confusion with sound decibels, the abbreviation VdB is used for vibration decibels. The vibration threshold of perception for most people is around 65 VdB. Vibration levels in the 70 to 75 VdB range are often noticeable but generally deemed acceptable, and levels in excess of 80 VdB are often considered unacceptable (FTA 2006). 1.4 Noise Regulation and Management 1.4.1 Federal Federal Transit Administration and Federal Railroad Administration Standards Although the FTA standards are intended for federally funded mass transit projects, the impact assessment procedures and criteria included in the Federal Transit Administration (FTA) Transit Noise and Vibration Impact Assessment Manual (May 2006) are routinely used for projects 9276-03 8 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA proposed by local jurisdictions. The FTA and Federal Railroad Administration (FRA) have published guidelines for assessing the impacts of ground-borne vibration associated with rail projects, which have been applied by other jurisdictions to other types of projects. The FTA measure of the threshold of architectural damage for conventional sensitive structures is 0.2 inch/second perturbation projection vector (PPV). 1.4.2 State California Noise Control Act of 1973 Sections 46000 through 46080 of the California Health and Safety Code, known as the California Noise Control Act of 1973, declares that excessive noise is a serious hazard to the public health and welfare and that exposure to certain levels of noise can result in physiological, psychological, and economic damage. It also identifies a continuous and increasing bombardment of noise in the urban, suburban, and rural areas. The California Noise Control Act declares that the State of California has a responsibility to protect the health and welfare of its citizens by the control, prevention, and abatement of noise. It is the policy of the State to provide an environment for all Californians free from noise that jeopardizes their health or welfare. California Noise Insulation Standards (CCR Title 24) In 1974, the California Commission on Housing and Community Development adopted noise insulation standards for hotels, motels, dormitories, and multi-family residential buildings (CCR Title 24, Part 2). Title 24 establishes standards for interior room noise (attributable to outside noise sources). The City of Perris applies the interior noise criterion of CNEL 45 dba for single family residences, in addition to multi-family residential structures. California Noise Exposures Standards by Land Use Table 2 presents a land use compatibility chart for community noise prepared by the State of California, Department of Health. It identifies normally acceptable, conditionally acceptable and clearly unacceptable noise levels for siting various new land uses. A conditionally acceptable designation implies new construction or development should be undertaken only after a detailed analysis of the noise reduction requirements for each land use is made and the needed noise insulation features are incorporated in the design. By comparison, a normally acceptable designation indicates that standard construction can occur with no special noise reduction requirements. 9276-03 9 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Table 2 - Land Use/Noise Compatibility Guidelines 9276-03 10 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 1.4.3 City of Perris City of Perris General Plan The City Perris adopted the current General Plan Noise Element in 2005. The following policies are applicable to the Project. Policy 1.A The State of California Noise/Land Use Compatibility Criteria shall be used in determining land use compatibility for new development. The State Noise/Land Use Compatibility Criteria are presented in Table 2 (above). The project would fall into the Industrial classification, with Normally Acceptable exterior noise levels ranging up to 70 dba CNEL, and Conditionally Acceptable exterior noise levels ranging up to 80 dba CNEL. Policy IV.A Reduce or avoid the existing and potential future impacts from air traffic on new sensitive noise land uses in areas where air traffic noise is 60 dba CNEL or higher. The Project site is located within the 70-75 dba CNEL contour associated with March Inland Port. However, the Project is not considered noise sensitive, with exterior noise exposure levels up to 80 dba CNEL considered to be Conditionally Acceptable for the proposed use. Therefore the location of the project within the 70-75 dba CNEL contour would not be inconsistent with this policy. Policy V.A New large scale commercial or industrial facilities located within 160 feet of sensitive land uses shall mitigate noise impacts to attain an acceptable level as required by the State of California Noise/Land Use Compatibility Criteria. Implementation Measure: V.A.1 An acoustical impact analysis shall be prepared for new industrial and large scale commercial facilities to be constructed within 160 feet of the property line of any existing noise sensitive land use. This analysis shall document the nature of the commercial or industrial facility as well as all interior or exterior facility operations that would generate exterior noise. The analysis shall document the placement of any existing or proposed noise-sensitive land uses situated within the 160-foot distance. The analysis shall determine the potential noise levels that could be received at these sensitive land uses and specify specific measures to 9276-03 11 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA be employed by the large scale commercial or industrial facility to ensure that these levels do not exceed 60 dba CNEL at the property line of the adjoining sensitive land use. No development permits or approval of land use applications shall be issued until the acoustic analysis is received and approved by the City Staff There are no schools, churches, or residences located within 160 feet of the Project site. The closest residence to the site is on Markham Street, approximately 325 feet east of the project site. This assessment does evaluate construction and operational noise levels at the closest residence, even though the residence is more than twice the 160 foot distance which would mandate an analysis be performed for the Project. City of Perris Municipal Code Chapter 16.22 of the Perris Municipal Code regulates new development including sensitive receptors located near arterials, railroads and the airport. Sensitive receptors refers to types of land uses that are adversely affected by various noise sources. Such land uses are defined in Section 16.22.020 of the Municipal Code to include: residences, schools, libraries, hospitals, churches, offices, hotels, motels, and outdoor recreational areas. Factors used to define sensitive receptors include the potential for interference with speech communication, the need for freedom from noise intrusion, the potential for sleep interference, and subjective judgment. Noise impacted projects are defined as residential projects, or portions thereof, which are exposed to an exterior noise level of 60 dba CNEL or greater. Such projects must include noise insulation design and construction assemblies that achieve an exterior-to-interior noise reduction sufficient to keep interior noise levels to a maximum of 45 dba CNEL. The proposed warehouse project does not include residential space or other noise sensitive uses that would be subject to the 60 dba CNEL exterior noise level criterion. Sec. 7.34.060. - Construction noise. It is unlawful for any person between the hours of 7:00 p.m. of any day and 7:00 a.m. of the following day, or on a legal holiday, with the exception of Columbus Day and Washington's birthday, or on Sundays to erect, construct, demolish, excavate, alter or repair any building or structure in such a manner as to create disturbing, excessive or offensive noise. Construction activity shall not exceed 80 dba in residential zones in the city. 9276-03 12 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 2.0 EXISTING NOISE CONDITIONS 2.1 Transportation Noise Ambient Noise Monitoring - Roadways In an urban setting, roadways are typically a principal contributor to the ambient noise environment. As such, the evaluation of roadway noise is important in characterizing the overall existing noise conditions for an urban site. The methodology generally includes a short term noise measurement along an unobstructed segment of each roadway of concern, accompanied by manual traffic counts; this collected data is then used to calibrate traffic noise modelling software for the quantification of existing and future traffic noise levels for roadways in the project vicinity. The Project site is essentially surrounded by existing roadways on the west, north, and east, which convey varying levels of vehicular traffic. The project will have vehicular access from Patterson Avenue for heavy trucks, and from Markham Street for employee passenger cars. As part of this assessment, attended noise measurements with manual traffic counts were conducted adjacent to Ramona Expressway, Patterson Avenue, East Markham Street, and North Webster Street, on or adjacent to the subject property. Selected locations were generally away from intersections, where free traffic flow is more likely. This measurement program was intended to determine the existing noise levels in the Project vicinity resulting from traffic on these adjacent roadways. The measurements were made using a calibrated Rion Model NL-52 (S.N. 553896) integrating sound level meter equipped with a Type 2551 ½-inch pre-polarized condenser microphone with pre-amplifier. When equipped with this microphone, the sound level meter meets the current American National Standards Institute standard for a Type 1 precision sound level meter. The sound level meter was positioned at a height of approximately five feet above the ground. The noise measurement locations are depicted as ST1, ST2, ST3 and ST4 on Figure 4. ST1 was approximately 10 feet from the edge of Patterson Avenue; ST2 was approximately 20 feet from the center-line of East Markham Street; ST3 was approximately 25 feet from center-line of Webster Street; and ST4 was approximately 50 feet from the edge of Ramona Expressway. The measured average noise level was 55 dba LEQ at ST1, 61 dba LEQ at ST2, and 68 dba LEQ at ST3 and ST4. Appendix A contains the field data forms with complete sound level measurement results for the three measurement locations. 9276-03 13 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Table 3 shows the measured noise levels and concurrent traffic volumes on the four roadways included in the traffic noise measurement program for this report. Table 3 Measured Average Sound Levels and Traffic Counts Site Description Date/Time L 1 eq Street Cars MT 2 HT 3 Approximately 10 5/10/2017 55 db ft. from edge of 10:16 a.m. to Patterson Avenue 2 0 0 ST1 pavement 10:26 a.m ST2 ST3 ST4 Approximately 20 ft. from road centerline Approximately 25 ft. from road centerline Approximately 50 ft. from edge of pavement 5/10/2017 10:30 a.m. to 10:45 a.m 5/10/2017 10:50 a.m. to 11:15 a.m 5/10/2017 11:18 a.m. to 11:23 a.m 61 db Markham Street 4 3 3 68 db Webster Street 100 0 0 68 db Ramona Expressway 176 9 20 Table Notes: General Notes: 1 Equivalent Continuous Sound Level (Time-Average Sound Level) 2 Medium Trucks 3 Heavy Trucks Temperature 60 degrees, overcast, calm wind. Airport Noise According to the City of Perris Noise Element (Exhibit N-3), the Project site is located within the 70-75 dba CNEL contour associated with March Inland Port. The noise measurement conducted at ST3 included a low-altitude plane fly-over event, which registered an LMAX of 90 dba. The proposed warehouse project falls into the industrial land use category with respect to noise compatibility. Exterior noise levels up to 80 dba CNEL are considered Conditionally Acceptable for this type of land use. The site plan does include an exterior half-court recreation feature in the southwest corner of the site, approximately 75 feet from Patterson Avenue. The proposed sportcourt use would be compatible with these documented aircraft noise exposure levels on the site. 9276-03 14 March 2018

LEGEND ST# Short Term Measurement Location FIGURE 4 NOISE MEASUREMENT LOCATIONS

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 3.0 SIGNIFICANCE CRITERIA Based on the criteria identified in Appendix G of the CEQA Guidelines, the proposed project would have a significant impact on noise if it would result in: 1. The 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. 2. The exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels. 3. A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project. 4. A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project. 3.1 City of Perris Noise Significance Criteria Based on the City of Perris General Plan Noise Element and Noise Ordinance, the proposed project would have a significant impact on noise if it would result in: 1. Generation of noise in excess of 60 dba CNEL at the property line for any existing residential properties in the project vicinity. 2. With respect to the project construction phase, if activity were to occur between the hours of 7:00 p.m. of any day and 7:00 a.m. of the following day, or on a legal holiday or Sunday, which includes erection, construction, demolition, or excavation. 3.2 Vibration Significance Criteria Impacts related to excessive ground-borne vibration would be significant if the project results in the exposure of persons to or generation of excessive ground-borne vibration equal to or in excess of 0.2 inches/second PPV. Construction activities within 200 feet and pile driving within 600 feet would be potentially disruptive to vibration-sensitive operations (Caltrans 2002). 9276-03 16 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 4.0 IMPACTS AND MITIGATION 4.1 Transportation Noise Exposure 4.1.1 Impact Analysis Roadway Noise The primary noise-related effect that most commercial projects produce is a potential for off-site increases in traffic, which is the main source of noise in most urban areas. Acoustical calculations were performed for existing traffic levels (presented in Section 2.1) as traffic is often a major contributor to the ambient or community noise level, and it is helpful therefore to quantify existing traffic related noise levels. Acoustical calculations (using standard noise modeling equations adapted from the FHWA noise prediction model) were performed for the following scenarios: existing; existing plus project; ambient; ambient plus project; ambient plus cumulative; and, ambient plus cumulative plus project, along roadway segments identified in the traffic impact assessment, including October traffic volume update summary (Webb Associates, 2017), as those which could be affected by implementation of the Project. The modeling calculations take into account the posted vehicle speed, average daily traffic volume, and the estimated vehicle mix. The model assumed pavement site propagation conditions. Table 4, Existing and Future Roadway Traffic Noise Levels (CNEL), presents the noise level results for each scenario. Refer to Appendix B for the FHWA traffic noise model worksheets. Noise levels are indicated at 50 feet from the centerline of each roadway segment. Noise levels at distances greater than 50 feet from the centerline would be lower due to attenuation provided by increased distance from the noise source. Generally, noise from heavily traveled roadways would experience a decrease of approximately 3 dba for every doubling of distance from the roadway. The noise model does not take into account the sound-attenuating effect of intervening structures, barriers, vegetation, or topography. Therefore, the noise levels predicted by the model are conservative. The proposed Project, along with future regional growth and other projects to be developed within the Project vicinity, would result in the addition of vehicle trips that would increase traffic noise. A potentially significant project impact would occur where Project traffic would increase noise levels from below 60 db CNEL to above 60 db CNEL (where noise sensitive land uses exist adjacent to the identified roadway segment) and where Project traffic would increase noise levels from below 70 db CNEL to above 70 db CNEL (for roadway segments within industrial zones). Where roadway noise levels are already above the applicable noise exposure standard (60 db CNEL for residences, 70 db CNEL for industrial), an increase of 3 db CNEL or more is identified as a potentially significant noise impact (Caltrans 1998, perceptible change in CNEL). 9276-03 17 March 2018

9276-03 18 March 2018 Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Street Segment Existing Existing + Project Table 4 Noise Levels for Vicinity Roadways Under Traffic Assessment Scenarios (dba CNEL at 50 feet from roadway centerline) Difference Existing & Ambient Existing & Ambient + Project Difference Existing, Ambient, Cumulative Existing, Ambient, Cumulative + Project Difference Harley Knox Avenue I-215 S/B Ramps to I-215 N/B Ramps 68.3 68.9 + 0.6 68.6 69.1 + 0.5 73.8 73.9 + 0.1 Harley Knox Avenue I-215 N/B Ramps to Patterson Avenue 70.6 71.1 + 0.5 70.8 71.3 + 0.5 75.5 75.7 + 0.2 Patterson Avenue Markham Street to Harley Knox Avenue 52.6 55.5 + 2.9 52.9 55.9 + 3.0 55.9 57.9 + 2.0 Markham Street Patterson Avenue to Webster Avenue 57.6 58.7 + 1.1 57.9 58.9 + 1.0 62.2 62.8 + 0.6 Markham Street East of Webster Avenue 55.0 55.2 + 0.2 55.2 55.5 + 0.3 55.3 55.6 + 0.3 Webster Avenue South of Markham Street 55.9 57.0 + 1.1 56.2 57.2 + 1.0 56.8 57.6 + 0.9 Webster Avenue North of Markham Street 51.6 51.6 0 51.9 51.9 0 52.7 52.7 0

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA With respect to the traffic noise analysis results presented in Table 4, Patterson Avenue, Webster Avenue, and Markham Street east of Webster Avenue would continue to have noise levels below 60 dba CNEL under all scenarios, which would fall within acceptable levels for noise-sensitive land uses including residences. For the two segments of Harley Knox, the Project would not increase traffic noise levels from below to above 70 dba CNEL under any of the assessment scenarios. Project traffic noise contributions along Harley Knox would also be well below 1 dba for every scenario examined. The project would therefore not create or contribute to a significant traffic-related noise impact along these roadway segments. Along Markham Street between Patterson and Webster, the project would increase traffic noise levels by no more than 1.1 dba CNEL, comparing each scenario without and with the project. Therefore, even though noise levels would increase from below 60 dba CNEL under the existing scenario to above 60 dba CNEL for the existing+ ambient + cumulative + project scenario, the project would not be considered to substantially contribute to this change in the overall traffic noise levels. While noise levels with ambient and cumulative traffic additions along Markham Street between Patterson and Webster would increase above 60 dba CNEL, this is not considered a cumulatively significant impact. There are three residences along the south side of Markham Street between Patterson Avenue and North Webster Street. The residential structures are each located at 100 feet from the center-line of Markham Street, and generally have exterior living areas situated on the back side (rear yard) of the residence. The traffic-related noise levels at 100 feet from the centerline of Markham Street would be 4.5 dba less than the values displayed in Table 4, using exterior attenuation rates for soft sites (which is appropriate given lawn or landscaped area in front of the residences). Thus, at the front façade of the existing homes along Markham Street, the future traffic noise levels would not be greater than 60 dba CNEL, even under the existing + ambient + cumulative + project scenario. Consequently, project related trips would not contribute to a significant traffic noise impact even along Markham Street. Therefore, project impacts on roadway traffic noise would be less than significant in all cases. 4.1.2 Mitigation Measures The Project would not result in a significant traffic noise impact; therefore, no mitigation is required. Significance After Mitigation Mitigation is not required because impacts would be less than significant. 9276-03 19 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 4.2 Operations Noise Generation 4.2.1 Impact Analysis The implementation of the project would also result in changes to existing noise levels on the project site by developing new stationary sources of noise, including introduction of outdoor heating, ventilation and air conditioning (HVAC) equipment, and vehicle parking lot and truck loading dock activities (including the potential for use of back-up warning devices on trucks, which are not mandatory in the truck transport industry). These sources may affect noise-sensitive vicinity land uses off the project site. The following analysis evaluates noise from exterior mechanical equipment and activities associated with vehicle parking lots and truck loading docks, including the potential use of back-up warning devices on trucks. The analysis is based upon inhouse spreadsheets which incorporate standard industry calculations for the sum of noise from multiple sources, outdoor attenuation with distance from the noise source(s), and attenuation from barrier placement between source(s) and receiver(s). Outdoor Mechanical Equipment The proposed warehouse space overall would not be served by heating or air conditioning equipment. However, the floor plan allows for a possible office space at three of the four building corners. Office areas on the Site Plan are indicated to have floor area between approximately 5,780 to 6,420 square feet. Based on similar size offices in this region, it is anticipated that each office space would be equipped with three 4-ton package HVAC units. For the analysis of noise from HVAC equipment operation, a York Model ZF-048 package HVAC unit was used as a reference. Noise level data provided by the manufacturer was used to determine the noise levels which would be generated by each of the HVAC package units. The York Model ZF-048 package HVAC unit has a sound power rating of 80 dba (Johnson Controls 2015). Based on typical warehouse roof design, it is assumed a minimum 3.5-foot high parapet would extend along the perimeter of the roof. Assuming all the equipment is operating simultaneously for a minimum period of one hour, the worst-case calculated noise level at each property line is presented in Table 5. The calculation was performed at the mid-point of each of the four subject property lines. A second set of calculations was performed for the closest distance between each potential office location, and the adjacent property line. The results of these calculations are also presented in Table 5. Assuming the office areas were occupied from 8 AM to 5 PM, the resulting CNEL value was calculated and is also reported in Table 5. Project-related noise levels from HVAC operation at each of the property lines for the Project would remain well below the 60 dba CNEL recommended for noise-sensitive 9276-03 20 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA uses under the City s Noise Element Policy criteria. It should also be noted that noise sensitive uses are not situated on any parcel located immediately adjacent to the project site. The noise level calculation spreadsheets for the HVAC package units are included in Appendix C. Equipment Table 5 Mechanical Equipment Operation Noise Summary of Results Property Line Noise Level at Property Boundary Average Noise Level (dba Leq) CNEL (1) HVAC South, Mid-Point 30 26 HVAC South, West Corner 33 29 HVAC West, Mid-Point 35 31 HVAC West, South Corner 38 34 HVAC North, Mid-Point 38 34 HVAC North, West Corner 43 39 HVAC East, Mid-Point 35 31 HVAC East, North Corner 41 37 1 Assumes 8 AM to 5 PM operation of A/C unit for office occupancy The results of the mechanical equipment operations noise analysis indicate that the proposed project would comply with the City of Perris Noise Element Policy Criteria. Mechanical equipment operation would result in noise at the project site property boundaries that are in each case well below the 60 dba CNEL limit. Parking Lot Activity A comprehensive study of noise levels associated with surface parking lots was published in the Journal of Environmental Engineering and Landscape Management (Volume 12, Issue 2, 2004). The study found that average noise levels during the peak period of use of the parking lot (generally in the morning with arrival of commuters, and in the evening with the departure of commuters), was 47 dba at 1 meter (3 feet) from the outside boundary of the parking lot. Each parking area would function as a point source for noise, which means that noise would attenuate at a rate of 6 dba with each doubling of distance. Given that parking areas are no closer than 12 feet from the property line of the project site, parking lot noise levels would be no greater than 35 dba LEQ at the property lines. These noise levels are similar to the middle range of the noise levels from the HVAC equipment operation. 9276-03 21 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Even if the parking lot noise levels were to average 35 dba LEQ each hour between 8 AM and 5 PM, the parking lot noise level at the project site property line would not be greater than 31 dba CNEL. Adding together the HVAC noise level (39 dba CNEL as the worst case) and parking lot noise level (31 dba CNEL) would have a logarithmic sum of 40 dba CNEL. This combined level is well below the maximum recommended exterior noise exposure level for even residences (60 dba CNEL), and there are no residences located on any parcel immediately adjacent to the subject property. Refer to Table 6 for a summary of parking lot noise levels at the property boundaries. Truck Loading Dock Activity The parking lot study (Journal of Environmental Engineering and Landscape Management (Volume 12, Issue 2, 2004) also examined noise levels associated with cargo truck delivery activity, which included the use of back-up warning devices. The study concluded that average noise levels from truck loading/unloading areas was 96 dba at one meter (3 feet) from the boundary of the truck activity area. Truck loading docks are located not closer than 350 feet from the western property line, and 245 feet from the eastern property line. Using the outdoor attenuation rate of 6 dba with each doubling of distance, truck loading activity along the western property line would produce noise levels of approximately 55 dba LEQ while noise levels along the eastern property boundary from truck loading activity would average 58 dba LEQ. The parking lot study identified a peak sound level of 104 dba at one meter (3 feet), caused by a back-up warning device. Truck trailer parking spaces are located along the eastern portion of the site, separated from the property boundary by a 50-foot wide retention basin. Along the eastern property boundary, if back up warning devices are used on trucks, the warning devices would be no closer than 103 feet from the property line (the warning device is mounted on the rear of the cab, the trailer length is 53 feet for a standard semi-truck trailer, so the warning device would at all times be no closer than 103 feet from the property line, even with the trailer fully backed into the storage space). Given the short-distance of the back-up maneuver, back-up warning use would only occur for 15 30 seconds for each trailer being parked in one of the storage spaces. Maximum truck warning device noise levels could be reach 70 dba Lmax at the eastern property line, but only for a few minutes in a given hour. The maximum noise level from back-up warning devices at the closest neighbor to the east would be 52 dba Lmax given the separation distance, and these noise levels would be expected to occur only intermittently during each hour, with a much lower average noise level which is dictated by loading dock activities. Even if the loading dock average noise levels were to occur each hour between 8 AM and 5 PM, the loading dock noise level at the project site property line would range between 51 dba CNEL (western property boundary) and 54 dba CNEL (eastern property boundary). Because truck loading dock noise levels at the property line would be approximately 11-18 dba CNEL greater 9276-03 22 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA than the combined HVAC and vehicle parking lot noise levels (which would be not higher than 40 dba CNEL), the truck loading dock noise levels would be the dominant noise source and can be considered by themselves as the operational noise level to characterize the proposed project. This is because the logarithmic sum of sound levels which are greater than 10 dba apart equals the greater (louder) sound level. At the closest off-site residence to the east, truck loading dock noise levels would be attenuated to 52 dba LEQ (48 dba CNEL); at the residences further east (along Webster Street) truck loading dock noise levels would be attenuated to 43 dba LEQ (39 dba CNEL). These average noise levels from loading dock activities at the closest residences would not be materially affected by the intermittent use of back-up warning devices associated with trailer storage spaces along the east side of the warehouse property. At the closest off-site residence to the north, truck loading dock noise levels would be attenuated to 41 dba LEQ (37 dba CNEL). Refer to Table 6 for a summary of operational noise levels from each source, and their combined noise level at the subject property line and closest sensitive receptors. Property Line Table 6 Combined Operational Noise Levels at Property Boundary (dba CNEL 1 ) HVAC Parking Lot Truck Loading Combined South, Mid-Point 26 31 0 32 South, West Corner 29 31 51 51 West, Mid-Point 31 28 51 51 West, South Corner 34 28 51 51 North, Mid-Point 34 31 0 36 North, West Corner 39 31 51 51 East, Mid-Point 31 31 54 54 East, South Corner 37 31 54 54 Closest Residence - East 48 Closest Residence - North 37 1 Assumes 8 AM to 5 PM operation of A/C units, parking lots, loading docks 9276-03 23 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA With respect to the results presented in Table 6, the project would have operational noise levels below the City exterior noise criterion of 60 dba CNEL at the property line of the project site; at the closest existing residences to the project site, project operational noise levels would be well below the 60 dba CNEL criterion. Consequently, operational noise impacts would be less than significant. 4.2.2 Mitigation Measures The Project would not result in a significant operational noise impact; therefore, no mitigation is required. Significance After Mitigation Mitigation is not required because impacts would be less than significant. 4.3 Construction Noise Construction of the development proposed in the project would generate noise that could expose nearby receptors to elevated noise levels that may disrupt communication and routine activities. The magnitude of the impact would depend on the type of construction activity, equipment, duration of the construction, distance between the noise source and receiver, and intervening structures. This section of the report discusses the noise levels calculated to result from construction of the project, at nearby sensitive receptors (i.e., residences). 4.3.1 Construction - Equipment Inventory The California Air Resources Board CalEEMod (California Emissions Evaluation Model) was used to identify the construction equipment anticipated for development of a warehouse project of the proposed size. Based upon a warehouse with total floor area of 811,620 square feet, sited on a parcel of approximately 39 acres, CalEEMod (Version: CalEEMod.2016.3.1) identified the following anticipated equipment for each phase of the project construction. 9276-03 24 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Table 7 Construction Equipment Per Phase Construction Activity Equipment Needed Construction Activity Equipment Needed Construction Activity Equipment Needed Construction Activity Equipment Needed Site Preparation (3) Dozer (2) Backhoe (2) Front End Loader (1) Water Truck Grading (1) Dozer (1) Grader (2) Excavator (2) Front End Loader (2) Scraper (1) Water Truck Building Construction (1) Crane (1) Generator (3) Backhoe (1) Welder (3) Front End Loader Paving (2) Paver (2) Grader (2) Roller (1) Water Truck 4.3.1 Construction Noise Assessment With the noise sources identified above, a noise analysis was performed using a model developed under the auspices of the Federal Highway Administration (FHWA) called the Roadway Construction Noise Model (RCNM) (FHWA 2008). Input variables for RCNM consist of the receiver / land use types, the equipment type (i.e., backhoe, crane, truck, etc.), the number of equipment pieces, the duty cycle for each piece of equipment (i.e., percentage of hours the equipment typically works per day), and the distance from the sensitive noise. The reader is referred to Appendix D for the inputs used in the RCNM model, as well as results. The various construction equipment types and quantities (as described above) were used for this analysis. The RCNM has default duty cycle values for the various pieces of equipment, which were derived from an extensive study of typical construction activity patterns. Those default duty cycle values were utilized for this analysis, and can be found in the input files for RCNM in Appendix D. Noise-sensitive land uses in the vicinity of the project include a residence to the north (1,710 feet from the project site/construction boundary), three individual residences due east (at 325 feet, 646 9276-03 25 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA feet, and 965 feet from the project site/construction boundary), and a residential neighborhood to the east along the east side of North Webster Avenue (1,360 feet from the project site/construction boundary). These nearby noise-sensitive land uses are illustrated in Figure 5. The construction noise assessment is focused on noise levels that would occur at the distance of the closest residence (i.e., at 325 feet), construction noise levels at greater distances from the site would be less. However, the above distance separation assumption would not be representative of more typical construction noise, because in general the construction activities would not take place either at the nearest or at the farthest portions of the project site, but somewhere in between. Thus, in order to provide information on typical construction noise levels, the distance from the nearest receiver to the project s acoustic center was also analyzed. The acoustic center represents the idealized point from which the energy sum of all construction activity noise, near and far, would be centered. The acoustic center is derived by taking the square root of the product of the nearest and the farthest distances. For this project, the acoustic center was found to be approximately 715 feet from the nearest noise sensitive receiver located to the east. Given the overall size of the project site, and the relatively equal distribution of proposed development across the property, noise levels derived from the acoustic center of construction activity would provide a better representation of average noise level exposure across the entire construction process for a given off-site receiver, than using the minimum distance worst-case method. 9276-03 26 March 2018

FIGURE 5 NEARBY SENSITIVE RECEPTORS DUKE PATTERSON AVENUE WAREHOUSE - NOISE TECHNICAL REPORT

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Using the provided construction information, the RCNM construction noise model was used to predict noise from on-site construction activities. The results are summarized in Table 8 (see Appendix D for model results). As shown, the highest noise levels from construction are predicted to range from approximately 68 dba LEQ (during Phase 3) to 71 dba LEQ (during Phase 2) at the nearest receiver. This maximum noise level is considered to be a peak exposure, applicable to not more than 10-15% of the total construction period, only while the construction activity is taking place along the eastern property boundary (i.e., closest to the nearest off-site receiver). The average construction noise levels (for construction taking place at a range of locations on-site and modeled at the acoustical center for analysis purposes) range from approximately 61 dba LEQ (during Phase 3) to approximately 64 dba LEQ (during Phase 2), and are also shown in Table 8. The average noise levels (based upon the acoustic center) are considered a better representation of the overall noise exposure experience for adjacent receivers over the duration of each construction phase. Table 8 presents the summary results of the construction noise analysis. Table 8 Construction Noise Summary of Results (dba LEQ) Receiver Location/ Description Land Use Phase 1: Site Preparation Construction Noise Level by Construction Phase Phase 2: Grading Phase 3: Building Construction Phase 4: Paving Nearest Receivers / Construction at Nearest Property Boundary (325') Nearest Receivers /Construction at Acoustic Center (715') Residential 69 71 68 69 Residential 62 64 61 63 9276-03 28 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Table 9 shows the construction noise analysis results in terms of the Community Noise Equivalent Level (CNEL), the 24-hour weighted average noise level. It was assumed for the purposes of this calculation that construction would occur over a typical 8-hour workday. In terms of CNEL, the worst-case noise levels based upon the minimum separation distance from construction activities to off-site receivers are predicted to range from approximately 64 dba CNEL (during Phase 3) to 67 dba CNEL (during Phase 2) at the nearest residential receiver. The average constructionrelated noise levels (for construction taking place at a range of locations on-site and modeled at the acoustical center for analysis purposes) range from approximately 57 dba CNEL (during Phase 3) to approximately 60 dba CNEL (during Phase 2), and are also shown in Table 9. Table 9 On-Site Construction Noise Summary of Results (dba CNEL) Construction Noise Level (dba Leq) by Construction Phase Receiver Location/ Description Land Use Phase 1: Site Preparation Phase 2: Grading Phase 3: Building Construction Phase 4: Paving Nearest Receivers / Construction at Nearest Property Boundary (1120') Nearest Receivers /Construction at Acoustic Center (1548') Residential 65 67 64 65 Residential 58 60 57 59 The project would be required to comply with the Perris noise ordinance (Chapter 16.22 of the Perris Municipal Code, Sec. 7.34.060. - Construction noise) by adhering to the following construction schedule: 9276-03 29 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA Construction activity for site preparation and for future development shall be consistent with City Noise Ordinance requirements, which limits construction activities to the hours between 7:00 AM and 7:00 PM, Monday through Saturday. Average noise levels from construction activities may be mildly annoying at times, but restricting construction activities to the daytime period will avoid disruption of evening time relaxation and overnight sleep periods. While the 60 dba CNEL restriction for exterior noise exposure is not intended to apply to construction activities, the construction process as restricted by City ordinance would result in average construction noise levels (based on the assessment using the acoustic center for construction activities, which should be more representative during most of the construction process) at adjacent residential property lines that comply even with the 60 dba CNEL operational (permanent) exterior noise limit. 4.3.2 Mitigation Measures The project is required to comply with the City of Perris construction noise ordinance. With adherence to the Ordinance the project would not result in a significant construction-related noise impact; therefore, no mitigation is required. Significance After Mitigation Mitigation is not required because impacts would be less than significant. 9276-03 30 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 4.4 Ground-borne Vibration 4.4.1 Impact Analysis The main concern associated with ground-borne vibration is annoyance; however, in extreme cases, vibration can cause damage to buildings, particularly those that are old or otherwise fragile. Some common sources of ground-borne vibration are trains, and construction activities such as blasting, pile-driving, and heavy earth-moving equipment. The primary source of ground-borne vibration occurring as part of the project is construction activity. According to Caltrans, the highest measured vibration level during highway construction was 2.88 inches/second PPV at 10 feet from a pavement breaker. Other typical construction activities and equipment, such as D-8 and D-9 Caterpillars, earthmovers, and trucks have not exceeded 0.10 inches/second PPV at 10 feet. Vibration sensitive instruments and operations may require special consideration during construction. Vibration criteria for sensitive equipment and operations are not defined and are often case-specific. As a guide, major construction activity within 200 feet and pile driving within 600 feet may be potentially disruptive to sensitive operations (Caltrans 2002). No pile driving is anticipated to be necessary for project development. The construction activities on the project site would have virtually no potential to expose vicinity off-site residences to ground-borne vibration, because construction activities would not take place within 200 feet of any existing off-site residence. Ground vibrations from construction activities do not often reach the levels that can damage structures or affect activities that are not vibrationsensitive, although the vibrations may be felt by nearby persons in close proximity and result in annoyance (FTA 2006). In addition, the construction activity would not include blasting or pile driving, and would, therefore, not result in a significant impact from ground-borne vibration. 4.4.2 Mitigation Measures The project would not result in a significant ground-borne vibration impact; therefore, no mitigation is required. Significance After Mitigation Mitigation is not required because impacts would be less than significant. 9276-03 31 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA INTENTIONALLY LEFT BLANK 9276-03 32 March 2018

Noise Assessment Technical Report for the Duke Patterson Avenue Warehouse Project, Perris CA 5.0 REFERENCES Caltrans. 1987. California Vehicle Noise Emission Levels. Report No. FHWA/CA/TL-87/03. January 1987. http://www.dot.ca.gov/hq/env/noise/pub/ CA%20Vehicle%20Noise%20Emission%20Levels.pdf. Caltrans. 1998. Technical Noise Supplement A Technical Supplement to the Traffic Noise Analysis Protocol. California Department of Transportation; Environmental Program; Environmental Engineering; Noise, Air Quality, and Hazardous Waste Management Office. October 1998. http://www.dot.ca.gov/hq/env/noise/pub/ Technical%20Noise%20Supplement.pdf. Caltrans. 2002. Transportation-Related Earthborne Vibrations. Report No. TAV-02-01-R9201. California Department of Transportation; Environmental Program; Environmental Engineering; Noise, Air Quality, and Hazardous Waste Management Office. February 20, 2002. http://www.dot.ca.gov/hq/env/noise/pub/ TRANSPORTATION%20RELATED%20EARTHBORNE%20VIBRATIONS.pdf. City of Perris. 2016. General Plan Noise Element. Amended August 30, 2016. EPA (Environmental Protection Agency). 1971. Noise from Construction Equipment and Operations, Building Equipment and Home Appliances. Prepared by Bolt, Beranek & Newman, Boston, Massachusetts. Washington, D.C.: EPA. FHWA (Federal Highway Administration). 2006. FHWA, Roadway Construction Noise Model (RCNM) (2008). FTA (Federal Transit Administration). 2006. Transit Noise & Vibration Impact Assessment. Federal Transit Administration, Office of Planning and Environment. May 2006. Johnson Controls. 2015 York Technical Guide, 251933-YTG-Y-0715. Pranas Baltrënas, Dainius Kazlauskas & Egidijus Petraitis (2004) Testing on noise levels prevailing at motor vehicle parking lots and numeral simulation of its dispersion, Journal of Environmental Engineering and Landscape Management, 12:2, 63-70 Transportation Research Board. 2000. Webb Associates (2017) Traffic Impact Analysis Report for Duke Realty - Patterson Avenue and Markham Street, DPR 17-00001 High-Cube Warehouse in the City of Perris, CA. Webb Associates (October 2017) Project Traffic Volumes Update Summary Table, Duke Realty - Patterson Avenue and Markham Street, DPR 17-00001 High-Cube Warehouse in the City of Perris, CA 9276-03 33 March 2018

APPENDIX A Ambient Noise Measurement Data

Field Noise Measurement Data Project Name Duke Patterson Project # 9279 Observer(s) Connor Burke Date 2017-05-10 autoemail cburke@dudek.com Record: 512 Meteorological Conditions Temp (F) 60 Humidity % (R.H.) 69 Wind Calm Wind Speed (MPH) 2 Wind Direction East Sky Overcast Instrument Name List (ENC) Rion NL-52 Instrument Name (ENC) Rion NL-52 Instrument Name Lookup Key (ENC) Rion NL-52 Manufacturer Rion Model NL-52 Serial Number 553896 Calibrator Name (ENC) LD CAL150 Calibrator Name (ENC) LD CAL150 Calibrator Name Lookup Key (ENC) LD CAL150 Calibrator Manufacturer Larson Davis Calibrator Model LD CAL150 Calibrator Serial # 5152 Pre-Test (dba SPL) 94 Post-Test (dba SPL) 94 Windscreen Yes Weighting? A-WTD Slow/Fast? Slow ANSI? Yes Instrument and Calibrator Information Recordings Record # 1 Site ID ST1 Site Location Latitude:33.850336, Longitude:-117.252494, Altitude:459.048900, Speed:0.000000, Horizontal Accuracy:5.000000, Vertical Accuracy:3.000000, Time:10:16:41 AM PDT Begin (Time) 10:16:00 End (Time) 10:26:00 Leq 55.1 Lmax 75.5 Lmin 48.2 Other Lx? L90, L50, L10 L90 50.2 L50 51.8 L10 54.5 Other (Specify Metric) Page 1/7

Primary Noise Source Primary Noise Source Other Other Noise Sources (Background) Other Noise Sources Additional Description Is the same instrument and calibrator being used as previously notated? Are the meteorological conditions the same as previously notated? Other Diatant traffic Birds, Distant Aircraft, Distant Traffic, Rustling Leaves Sheep grazing. Yes Yes Distance to Roadway (feet) 10 Estimated Vehicle Speed (MPH) 35 Count Duration (Min) 10 Source Info and Traffic Counts Counting Both Directions? Yes Autos 1 Number of Vehicles - Autos 2 Traffic Counts Description / Photos Photo Site Photos Comments / Description Facing west towards Patterson. Page 2/7

Recordings Record # 2 Site ID ST2 Site Location Latitude:33.851810, Longitude:-117.250718, Altitude:455.687836, Speed:0.000000, Horizontal Accuracy:5.000000, Vertical Accuracy:3.000000, Time:10:30:37 AM PDT Begin (Time) 10:30:00 End (Time) 10:45:00 Leq 60.7 Lmax 80.1 Lmin 43.6 Other Lx? L90, L50, L10 L90 44.9 L50 47.2 L10 63.1 Other (Specify Metric) Primary Noise Source Other Primary Noise Source Other Heavy trucks / Distant Aircraft. Other Noise Sources (Background) Birds, Distant Aircraft, Distant Traffic Other Noise Sources Additional Description Sheep grazing. Aircrafts landing and taking off at March ARB. Is the same instrument and calibrator being used Yes as previously notated? Are the meteorological conditions the same as Yes previously notated? Distance to Roadway (feet) 20 Distance to Roadway - Centerline/Edge of Centerline Pavement Estimated Vehicle Speed (MPH) 25 Count Duration (Min) 15 Source Info and Traffic Counts Counting Both Directions? Yes Autos 1 Number of Vehicles - Autos 4 Medium Trucks 1 Number of Vehicles - Medium Trucks 3 Heavy Trucks 1 Number of Vehicles - Heavy Trucks 3 Traffic Counts Description / Photos Page 3/7

Photo Site Photos Comments / Description Facing north. Recordings Record # 3 Site ID ST3 Site Location Latitude:33.851431, Longitude:-117.243967, Altitude:449.710479, Speed:0.000000, Horizontal Accuracy:5.000000, Vertical Accuracy:3.000000, Time:10:50:26 AM PDT Begin (Time) 10:50:00 End (Time) 11:15:00 Leq 67.8 Lmax 89.8 Lmin 41 Other Lx? L90, L50, L10 L90 44.1 L50 51.4 L10 68 Primary Noise Source Traffic Other Noise Sources (Background) Birds, Distant Aircraft, Distant Traffic, Rustling Leaves Other Noise Sources Additional Description Sirens. Roosters. Car horns. Is the same instrument and calibrator being used Yes as previously notated? Are the meteorological conditions the same as Yes previously notated? Page 4/7

Distance to Roadway (feet) 25 Distance to Roadway - Centerline/Edge of Centerline Pavement Estimated Vehicle Speed (MPH) 35 Count Duration (Min) 25 Source Info and Traffic Counts Counting Both Directions? Yes Autos 1 Number of Vehicles - Autos 100 Traffic Counts Description / Photos Photo Site Photos Comments / Description Plane taking off Page 5/7

Photo Site Photos Comments / Description Facing east. Recordings Record # 4 Site ID ST4 Site Location Latitude:33.844957, Longitude:-117.244133, Altitude:449.550262, Speed:0.000000, Horizontal Accuracy:5.000000, Vertical Accuracy:4.000000, Time:11:18:39 AM PDT Begin (Time) 11:18:00 End (Time) 11:23:00 Leq 68.4 Lmax 76.1 Lmin 56.6 Other Lx? L90, L50, L10 L90 59.3 L50 66.9 L10 72.2 Other (Specify Metric) Primary Noise Source Traffic Is the same instrument and calibrator being used Yes as previously notated? Are the meteorological conditions the same as Yes previously notated? Page 6/7

Powered by TCPDF (www.tcpdf.org) Distance to Roadway (feet) 50 Distance to Roadway - Centerline/Edge of Edge of Pavement Pavement Estimated Vehicle Speed (MPH) 45 Count Duration (Min) 5 Source Info and Traffic Counts Counting Both Directions? Yes Autos 1 Number of Vehicles - Autos 176 Medium Trucks 1 Number of Vehicles - Medium Trucks 9 Heavy Trucks 1 Number of Vehicles - Heavy Trucks 20 Motorcyles 1 Number of Vehicles - Motorcyles 2 Traffic Counts Description / Photos Photo Site Photos Comments / Description Facing south towards Ramona Expwy Page 7/7