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HomeMy WebLinkAboutCT 15-05; QUARRY CREEK PA R-3; EXTERIOR NOISE ANALYSIS REPORT; 2015-05-14isft ii• EXTERIOR NOISE ANALYSIS REPORT C QUARRY CREEK R -3 Carlsbad, CA May 14, 2015 h•• Prepared for:eft Cornerstone Communities 4365 Executive Drive, Suite 600 ‘""San Diego, CA 92121 r Prepared by: ,dBF• 1ihro dBF Associates, Inc. 3129 Tiger Run Court, Suite 202 Carlsbad, CA 92010 619-609-0712 ©dBF Associates, Inc 2015 17-(7.711 fry MAY 2 1 2015 it (.it !.•.-)1.; 41- iwo PP. Ir P14 1.0 Introduction and Summary 1.1 Project Description 3 1.2 Noise Background 3 1111 2.0 Applicable Noise Standards 6 2.1 City of Carlsbad 6 2.2 State of California 6 6 3.0 Exterior Noise Environment 7 3.1 Roadway Traffic 7PR 3.2 Future Noise Environment 11 4.0 Findings and Mitigation 14 bp 4.1 Traffic Noise 14 5.0 References 15 Tables Table 1.Sound Levels of Typical Noise Sources and Noise Environments 5 Table 2. Sound Level Measurements (dBA)9 Table 3.Traffic Counts during Sound Level Measurements 9 Table 4. Existing Noise Levels (dBA CNEL)10 Table 5.Future SR 78 Noise Levels (dBA CNEL)11 iYr 0/14 Figures Figure 1.Vicinity Map 2 Figure 2. Sound Level Measurement Locations 8 Figure 3. Future Exterior Traffic Noise Levels (CNEL)13 lie Appendices Appendix A. Existing and Future Traffic Volumes Appendix B. Roadway Noise Calculations • 10 1.0 INTRODUCTION AND SUMMARYI This report estimates the exterior noise environment at the proposed Quarry Creek R-3 multi-family residential project in the City of Carlsbad, California (Figure 1). The vacant project site is south of California State Route (SR) 78, east of El Camino Real, west of College Boulevard, and bounded on the south by the anticipated extension of Marron Road. The primary noise source that would affect the project site is vehicular traffic on SR 78, on the future planned extension of Marron Road, and on future planned Street B. Future exterior traffic noise levels on the project site would range from approximately 54 dBA CNEL at the northeast corner of the project site to approximately 60 dBA CNEL at the southwest corner of the site. Future exterior traffic noise levels at all outdoor areas of frequent use would be 60 dBA CNEL or less,in compliance with the Carlsbad requirement of 60 dBA CNEL,as designed. For residential units where the future exterior traffic noise level would exceed 57 dBA CNEL at a building façade, mechanical ventilation must be provided to ensure that noise levels within habitable rooms meet the Carlsbad and California Code of Regulations, Title 24: Noise Insulation Standard requirement of 45 dBA CNEL or less. 00. irr Irr PP 1110 1. 104 1 f Quarry Creek R-3 Exterior Noise Analysis N 5 78 Quarry Creek R-3 r Master Plan jtri 78 „ 111Oceansideitot 0 rl Rd Future ,----• Marron --.----..-.1 ,-Marron Rd-- Rd ---Carlsbad o„ N6 wa.ep.pc cil C) 0 %0.)C: 3_.co o 1C30 0' V)/ Pacific 5 Ocean oon?-6 CP i dBF FIGURE 1 Vicinity Map Irr 110 A PROJECT DESCRIPTION iilr The Quarry Creek Master Plan (QCMP)is an approximately 155-acre development consisting of 16 planning areas (lots) and including 656 residences, community facilities, and open space in the north portion of Carlsbad, west of El Camino Real, east of College Boulevard, northeast ofCarlsbad Village Drive, and bounded by SR 78 on the north and the Quarry Creek Plaza commercial center on the east. The north and east project site property lines are also boundaries between the City of Carlsbad and the City of Oceanside. The QCMP site is vacant and has generally been graded. The topography generally slopes up from Buena Vista Creek, bisecting the site and flowing generally east-west. The development plan for Quarry Creek Planning Area R-3 is an 88-unit multi -family residential project consisting of 17 4-,5-,and 6-plex apartment buildings. The proposed development would be located on a 6.56-gross-acre parcel at the east edge of the QCMP area, bounded on the south by the future planned Marron Road extension. Land uses immediately surrounding the R-3 site include the Buena Vista Creek planned open space to the north,a Kohl's building and parking lot within the Quarry Creek Plaza commercial center to the east, the anticipated Marron Road extension to the south, and the anticipated north-south "Street B" (connecting Marron Road and Haymar Drive) to the west. The Quarry Creek R-3 development does not include common active outdoor usable areas. Private 0111 outdoor usable areas consist of ground-floor yards / patios adjacent to each multi-family residence and ire second-story decks /balconies associated with some multi-family residences. Required private outdoor usable areas are considered noise-sensitive; non-required private outdoor usable areas are considered not noise-sensitive. 1.2 NOISE BACKGROUNDr Noise is generally defined as loud, unpleasant, unexpected, or undesired sound typically associated with human activity and that interferes with or disrupts normal activities. The human environment is characterized by a certain consistent noise level which varies with each area. This is called ambient noise. rr Although exposure to high noise levels has been demonstrated to cause hearing loss, the principal human response to environmental noise is annoyance. The response of individuals to similar noise events is diverse and influenced by the type of noise, perceived importance ofthe noise and its appropriateness in irr the setting, time of day and type of activity during which the noise occurs, and sensitivity of the individual. Ito Sound is a physical phenomenon consisting of minute vibrations that travel through a medium, such as air, and are sensed by the human ear. Sound is generally characterized by several variables, including frequency and intensity. Frequency describes the sound's pitch and is measured in cycles per second, or law hertz (Hz), whereas intensity describes the sound's loudness and is measured in decibels (dB). Decibels are measured using a logarithmic scale.A sound level of 0 dB is approximately the threshold of human 0.1 hearing and is barely audible under extremely quiet listening conditions. Normal speech has a sound level of approximately 60 dB. Sound levels above about 120 dB begin to be felt inside the human ear as discomfort and eventually as pain at still higher levels. The minimum change in the sound level of 3 row om.individual events that an average human ear can detect is about 3 dB. The average person perceives a lir change in sound level of about 10 dB as a doubling (or halving)ofthe sound's loudness; this relation holds true for sounds of any loudness. Sound levels of typical noise sources and environments are provided in Table 1. it Because of the logarithmic nature of the decibel unit, sound levels cannot be added or subtracted directly '..and are somewhat cumbersome to handle mathematically. A simple rule is useful, however, in dealing with sound levels.If a sound's intensity is doubled, the sound level increases by 3 dB, regardless ofthe initial sound level. Thus, for example, 60 dB + 60 dB =63 dB, and 80 dB + 80 dB =83 dB. The normal human ear can detect sounds that range in frequency from about 20 Hz to 20,000 Hz. However, all sounds in this wide range of frequencies are not heard equally well by the human ear, which is most sensitive to frequencies in the range of 1,000 Hz to 4,000 Hz. This frequency dependence can be taken into account by applying a correction to each frequency range to approximate the human ear's sensitivity within each range. This is called A-weighting and is commonly used in measurements of community environmental noise. The A-weighted sound pressure level (abbreviated as dBA)is the sound level with the "A-weighting" frequency correction. In practice, the level ofa noise source is conveniently measured using a sound level meter that includes a filter corresponding to the dBA curve. Because community noise fluctuates over time,a single measure called the Equivalent Sound Level (Leq) is often used to describe the time-varying character of community noise. The Leq is the energy-averaged A-weighted sound level during a measured time interval, and is equal to the level of a continuous steady sound containing the same total acoustical energy over the averaging time period as the actual time- varying sound. Additionally, it is often desirable to know the acoustic range of the noise source being OP"measured. This is accomplished through the Lmax and Lmin indicators, which represent the root-mean- t..square maximum and minimum noise levels obtained during the measurement interval. The Lmin value obtained for a particular monitoring location is often called the "acoustic floor" for that location. 11104 To describe the time-varying character of environmental noise, the statistical noise descriptors L10, L50, and L90 are commonly used. They are the noise levels equaled or exceeded during 10, 50, and 90 percent of a stated time, respectively. Sound levels associated with L10 typically describe transient or short-term tiro events, whereas levels associated with L90 describe the steady-state (or most prevalent) noise conditions. Another sound measure known as the Community Noise Equivalent Level (CNEL)is an adjusted average kr A-weighted sound level for a 24-hour day.It is calculated by adding a 5-dB adjustment to sound levels during evening hours (7:00 p.m. to 10:00 p.m.) and a 1 0-d B adjustment to sound levels during nighttime hours (10:00 p.m. to 7:00 a.m.). These adjustments compensate for the increased sensitivity to noise rr during the typically quieter evening and nighttime hours. The CNEL is used by the State ofCalifornia and the City of Carlsbad (City) to evaluate land-use compatibility with regard to noise. tin iir PP" low Ire own 4 ra Igor Pot Imo PPR Table 1.Sound Levels of Typical Noise Sources and Noise Environments 6 Human Judgment 0"Noise Source Noise Environment A-Weighted of Noise Loudness ill'(at Given Distance)Sound Level (Relative to Reference Loudness of 70 Decibels*) i'm Military Jet Takeoff ire with Afterburner (50 ft)Carrier Flight Deck 140 Decibels 128 times as loud Civil Defense Siren (100 ft)130 64 times as loud tirr 32 times as loudCommercial Jet Take-off (200 ft)120 Threshold of Pain ma Rock Music ConcertPile Driver (50 ft)110 16 times as loudInside Subway Station (New York) OP4 Ambulance Siren (100 ft)8 times as loud hit Newspaper Press (5 ft)100 Very LoudGas Lawn Mower (3 ft) Food Blender (3 ft)Boiler RoomPropeller Plane Flyover (1,000 ft)Printing Press Plant 90 4 times as loud Diesel Truck (150 ft) ime Garbage Disposal (3 ft)Noisy Urban Daytime 80 2 times as loud Passenger Car, 65 mph (25 ft) Ow Living Room Stereo (15 ft)Commercial Areas 70 Reference Loudness ire Vacuum Cleaner (10 ft)Moderately Loud Normal Speech (5 ft)Data Processing Center 60 1/2 as loudAir Conditioning Unit (100 ft)Department Store au Light Traffic (100 ft)Large Business Office 50 1/4 as loud PI Quiet Urban Daytime kr.asBird Calls (distant)Quiet Urban Nighttime 40 1/8 Quiet •Soft Whisper (5 ft) ....Library and Bedroom at Night Quiet Rural Nighttime 30 1/16 as loud fila Broadcast and Recording Studio 20 1/32 as loud Just AudibleIle 1/64 as loud0PmThreshold of Hearing 6 Source: Compiled by dBF Associates, Inc. PiIll it OM it ....5 iiwi W. 2.0 APPLICABLE NOISE STANDARDS 06. 2.1 CITY OF CARLSBAD r.The City of Carlsbad Noise Guidelines Manual [Nolte and Associates, Inc. 1995]identifies noise standards. 2.1.1 Exterior Noise Levels Figure IV-1: Land Use Compatibility for Community Noise Environments Matrix defines noise levels up fto to 60 dBA CNEL as "Normally Acceptable" at all residential land uses,including single-family, duplex, mobile home, and multi-family. The City applies this goal at outdoor usable areas. far On Page J-3 of the Manual, the Application Requirements for Noise Report Application states: Pi"Where exterior space above the first floor/story ofa residential structure is proposed to be used to meet the Planned Development (PD) Recreational Space Standards as required pursuant to Chapter 21.45 of the Carlsbad Municipal Code, the exterior space shall be mitigated to the City /"'°'Standard in order to receive credit as recreational space. 2.1.2 Interior Noise Levels Interior noise levels for all residential units shall be mitigated to 45 dB(A) CNEL when openings to the exterior of the residence are closed.If openings are required to be closed to meet the interior noise standard then mechanical ventilation shall be provided. On Page J -4 ofthe Manual, the Application Requirements for Noise Report Application indicates that prescriptive transmission / insertion loss assumptions are 20 dBA when windows are closed, and 12 dBA ass when windows are open. 2.2 STATE OF CALIFORNIA California Code of Regulations, Title 24: Noise Insulation Standards requires an acoustical analysis for multifamily dwellings located in an area exceeding 60 dBA CNEL. The analysis must show that the it proposed design would limit interior noise in habitable rooms to 45 dBA CNEL or below. This analysis must be provided to the City's Building Inspection Department. Poi The interior noise analysis should identify sound transmission loss requirements for building elements exposed to exterior noise levels exceeding 60 dBA CNEL.If the interior 45 dBA CNEL limit can be pm'achieved only with the windows closed, the residence design must include mechanical ventilation that thir meets applicable California Building Code (CBC) requirements. Worst-case noise levels, either existing or future, must be used. Future noise level predictions must be for a date at least 10 years from the time of the building permit application. it egg trio 6 6.• PP" IOW PP" INN 3.0 EXTERIOR NOISE ENVIRONMENT The primary existing noise source near the project is vehicular traffic on SR 78. The centerline of SR 78 is approximately 1,150 feet north ofthe closest (north) project site property line. bar The project site is exposed to aircraft noise levels below 60 dBA CNEL from operations associated with opm McClellan-Palomar Airport [SDCRAA 2011]. 3.1 ROADWAY TRAFFIC far SR 78 carries an existing (year 2010) Average Daily Traffic (ADT) volume of 142,800 vehicles between El Camino Real and College Boulevard [SANDAG 2015].Near the project site, SR 78 is a two-way six- lane Freeway roadway with a posted speed limit of 65 miles per hour (mph). SR 78 varies in slope, generally rising to the east and west from a local low point near Ranch del Oro drive. PP.Based on classification counts performed during the sound level measurements discussed below, the tar existing vehicle mix on SR 78 is estimated to be approximately 96.9% cars, 1.6% medium trucks, 1.0% heavy trucks, 0.2% buses, and 0.3% motorcycles. However, the existing vehicle mix on SR 78 is OP'estimated by Caltrans to be 95.1% cars, 2.3% medium trucks, and 2.6% heavy trucks [Caltrans 2013]. 3.1.1 Sound Level Measurements Sound level measurements were conducted on the project site to quantify the existing onsite acoustical environment. Four short-term (15-minute) sound level measurements were conducted during a high traffic period to ensure free-flow traffic;SR 78 generally slows during peak hour. A Larson-Davis Model 824 err American National Standards Institute (ANSI) Type 1 Integrating Sound Level Meter was used as the data-collection device. The meter was mounted on a tripod roughly 5 feet above ground to simulate the P""average height of the human ear, except where noted (ML4). The measurements were performed on it Tuesday and Wednesday, May 5 and 6, 2015. The sound level meter was calibrated before and after the measurement periods. Simultaneous traffic classification counts were performed during each P"measurement. The measurement results are summarized in Table 2 and correspond to the locations imp depicted on Figure 2.Traffic counts during the sound level measurements are reported in Table 3. ML1 was at the southeast corner ofthe project site. ML2 and ML3 were along the north edge of the site. tor ML4 was at the northwest corner of the project site; the microphone was placed 21 feet above local grade to represent a second-story receptor. A review of Table 2 shows that the measured sound level rangedpoifrom approximately 51 dBA Leq at Measurement Location 1 (ML1) to approximately 52 dBA Leq at low ML4. PPR INN re 7 tow U -1 Iril ri ri r.r7 r.ri r". Quarry Creek R-3 Exterior Noise Analysis r.r- •'44 dBF FIGURE 2 Sound Level Measurement Locations em. Jill Table 2. Sound Level Measurements (dBA) Measurement Location Date / Time Leq Lmin Lmax L10 L50 L90 ••-4 May 5,2015 ML1 Southeast corner of site 14:30 -14:45 51.4 48.2 56.9 52.7 51.0 49.6 North edge of site,May 5,2015Pi*ML2 51.4 48.1 61.1 52.6 50.7 49.3east of center 15:00 -15:15 Lr North edge of site,May 5,2015ML3 51.8 48.2 58.9 53.3 51.2 49.9west of center 15:20 -15:35 ML4 Northwest corner of site,May 6,2015 52.2 48.5 59.1 53.6 51.7 50.1 21 feet above grade 09:25 -09:40 I"Table 3.Traffic Counts during Sound Level Measurements low r"Measurement Duration Roadway Direction Cars Medium Heavy Buses Motor- Trucks Trucks cycles Eastbound 420 5 6 1 1 ML1 5 minutes SR 78 Westbound 364 4 3 2 2 imp Eastbound 387 4 3 0 1 ML2 5 minutes SR 78 fr.Westbound 327 3 4 1 2 Eastbound 419 4 5 2 2 ML3 5 minutes SR 78 Westbound 375 8 2 0 0 Fg• Eastbound 242 10 6 0 1 ,„ML4 5 minutes SR 78 Westbound 333 8 2 1 0 During the measurements, the wind speed varied from approximately 5-10 mph, but did not affect the sound levels beyond rustling leaves and branches. Other observed noise sources included occasional boo vehicular traffic on Marron Road, waterfall activity, and birds. Vehicle speeds on SR 78 appeared to range between approximately 55 mph and 75 mph. In the vicinity of the project site, SR 78 is elevated ,0"above the project site and is superelevated such that the roadway pitch is to the north. There is generally a tow clear line of site to the eastbound lanes, but the center Jersey barrier / K-rail partially blocks visibility to the westbound lanes. 6111 00^ 9 Irs irr 3.1.2 Existing Noise Levels Because noise prediction models have not been adequately validated for distances beyond 500 feet ire [Caltrans 2013],noise levels on the project site were estimated based on adjustments to measured levels. its The loudest traffic noise hour is generally characterized by free-flowing traffic at the highway design speed (i.e., Level of Service [LOS]C or better)[Caltrans 2015].In Caltrans District 11,it is assumed that each lane has a maximum capacity of 1,800 vehicles per hour at the design speed of the highway [Ldn 2012].Assuming that the peak hour traffic volume is 10%of the ADT, this segment of SR 78 would carry ppm.14,280 vehicles during peak hour and operate at LOS D or worse during peak hour. Therefore, for the existing six-lane case, the loudest traffic noise hour would correspond to a total peak hour volume of 10,800 vehicles per hour. Agencies such as the U.S. Department of Housing and Urban Development (HUD) consider the peak-hour Leq to be reasonably equivalent to the CNEL for vehicular traffic. it To estimate existing noise levels on the project site, measured noise levels were increased according to the difference between the observed off-peak traffic volumes and the LOS C peak traffic volumes. The difference between the observed existing traffic mix and that published by Caltrans is estimated to correspond to a noise level increase of approximately 1 dBA CNEL; this factor was added to the existing noise levels. A review of Table 4 shows that existing noise levels on the project site would range from approximately 53 dBA CNEL at the southeast corner to approximately 55 dBA CNEL at the northwest corner. 1PR Table 4.Existing Noise Levels (dBA CNEL) 1011 Observed-Measuredfr Observed Existing to-Existing Traffic Mix Existing Location Noise Traffic NoiseTrafficTraffic Noise Noise IncreaseLevelVolume Level kir ML1 Southeast corner of site 51.4 9696 10,800 +0.5 +1 52.9 North edge of site,9"ML2 51.4 8784 10,800 + 0.9 +1 53.3east of center North edge of site,ML3 51.8 9804 10,800 + 0.4 +1 53.2 Pek west of center 6.0 Northwest corner of site,ML4 52.2 7236 10,800 +1.7 +1 54.921feet above grade it OP* it ihr OP"10 3.2 FUTURE NOISE ENVIRONMENT tor The primary noise source in the future would be vehicular traffic on SR 78, on the planned extension of 'Pm Marron Road, and on planned Street B. Improvements to add two high-occupancy vehicle (HOV) lanes to SR 78 have been included in the SANDAG Year 2050 Regional Transportation Plan [Urban Systems Associates 2012].An interchange with Rancho del Oro Road is also planned. SR 78 is projected to carry a Buildout Alternative 1 ADT volume of 177,500 vehicles between Rancho del Oro Road and College Boulevard [Urban Systems Associates 2012].Using LOS C, for the future eight-lane case, the loudest traffic noise hour would correspond to a total peak hour volume of 14,400 vehicles per hour. Because noise prediction models have not been adequately validated for distances beyond 500 feet imp [Caltrans 2013],future SR 78 noise levels on the project site were estimated based on adjustments to existing levels. To estimate future SR 78 noise levels on the project site, existing noise levels were OP*increased according to the difference between the existing LOS C peak traffic volumes and the future LOS C peak traffic volumes. A review of Table 5 shows that future SR 78 noise levels on the project site would range from approximately 54 dBA CNEL at the southeast corner to approximately 56 dBA CNEL at the northwest corner. ite Table 5.Future SR 78 Noise Levels (dBA CNEL) Existing Existing Future Existing- Future Location Noise Traffic Traffic to-FutureNoiseTraffic NoiseLevelVolumeVolume Level for Increase ML1 Southeast corner of site 52.9 10,800 14,400 +1.2 54.1 North edge of site,it ML2 53.3 10,800 14,400 + 1.2 54.5east of center North edge of site,ML3 53.2 10,800 14,400 + 1.2 54.4west of center Northwest corner of site,ML4 54.9 10,800 14,400 + 1.2 56.121feet above grade ime The Federal Highway Administration's (FHWA) Traffic Noise Model (TNM) version 2.5 was used to calculate future traffic noise levels from Marron Road and Street B. The modeling effort considered roadway alignments, estimated average vehicle speed, peak-hour traffic volume, and vehicle mix. The pia default ground type used in the model was 'hard soil.' Because Marron Road and Street B do not currently exist, calibration ofthe roadway noise model was not possible. oom Marron Road is expected to extend west from the QCMP east boundary to the QCMP west boundary as part ofthe QCMP project; however, Marron Road is not expected to continue west to connect to the western existing portion of Marron Road. In the TIA, Buildout Alternative 1 "assumes the extension of OP"Marron Road from the existing east end ofthe Quarry Creek Shopping Center property line, to the hie oirn 11 Imo Pio h. existing west end approximately 1,000 feet east of El Camino Real in the City of Carlsbad." [Urban Systems Associates 2012]Buildout Alternative 2 includes "the deletion of Marron Road between theire QCMP west boundary and the existing extension east of El Camino Real."[Urban Systems Associates IP"2012]"The project preferred alternative is Alternative 2 which does not assume the Marron Road 60'extension through the open space area." [Urban Systems Associates 2012].The projected P.M. peak hour volumes are higher than the A.M. peak-hour volumes [Urban Systems Associates 2012].Buildout Alternative 2 P.M. peak hour traffic volumes were used in the noise model. its Marron Road is projected to carry a Buildout Alternative 2 P.M. peak-hour volume of 307 vehicles between the QCMP east boundary and Street B, and 109 vehicles between Street B and the QCMP west boundary [Urban Systems Associates 2012].The extension would be a four-lane Secondary Arterial roadway; the speed limit was assumed to be 35 mph, the posted speed limit on each connection segment. Marron Road is not expected to be a truck route; therefore, the traffic mix was assumed to be the City of Carlsbad non-truck-route average of 97.89% cars, 1.83% medium trucks, and 0.28% heavy trucks. Street B is projected to carry a Buildout Alternative 2 P.M. peak-hour volume of 296 vehicles between IMP Marron Road and Haymar Drive. Street B is expected to be a Local Collector roadway with a speed limit of 30 mph. Street B is not expected to be a truck route; therefore, the traffic mix was assumed to be the City of Carlsbad non-truck-route average of 97.89% cars, 1.83% medium trucks, and 0.28% heavy trucks. The project grading and building layout used in the roadway noise model were imported from the site plan [SB&O 2015].Ground-floor receivers were placed at a height of 5 feet above local ground to simulate the average height ofa standing person. rR Future exterior traffic noise levels would range from approximately 54 dBA CNEL in the northeast area ire ofthe project site to approximately 60 dBA CNEL at the southwest corner of the project site near the intersection of Marron Road and Street B,as shown on Figure 3.Future exterior traffic noise levels at outdoor usable areas would be 60 dBA CNEL or less. iir Plo tat 12rrr air ul rii ri -r.rit u--1 r ---1 u---1 r--1 u. i f --- 11 ri ti u------i r ---1 u---1 r -1 I.----I r a Quarry Creek R-3 Exterior Noise Analysis ......\:.,..:,..„--,:.....-..,....,, . .. ._.....•*QUARRY '- ,.,..,---_..,...-•\ ,.„•,. ...----'''' . --:--''' • - ---',-'55:"< .__,..-••.r\*•... - :: -„..,®.,....... :...,,-. .I. '54 -::•••----.. i ----•,•. . ,--,-•-',,•••.1 - - .- - -•1IMAMOtintfo' \,,"_____‘,...;.-•-• - . -- -'0 I ..`'..• ..-•Se •se 4r or ,......r 0 1 . 0 •...' -.•--.:'•.S .....' '—.'. ; '-— ,...:.\- --.'-'-: , ,.,..-0 ...,..1,—/.. ,...,0!'::...''-*,•'''''.-'r ''‘l,:_,)DRIVEWAr..-.:'-• - --. '-':',1 ......_.. ..._,.... ...-..0 --......... •.'''-1 W:.1.1 - .., v..-. .-—— . .%:-•• ,..-•-\'''''''''-' •• -ii ---- -:-.------.,. 1___„____'.....k, - ..\.-.?.'-0 ..........: --- - : -\ - \\''. ---'4 , •-:,`,' 4V., -- •_'ell°.-.: \4\.--------, -‘ ._ ,,...,..., •..4 • 4 ,4;•..•as4 -'4'----- _,.. a , ogivirwAr --•.--V"--,..•\ .-- ..„r .._. I %-•••..4 --- •-..!':•'— --PRW411. --------0 .' - .S Sik---1- \Ct •1 ...,a;---•.-.17.•4.-....•-. \_ ',,, f)....59 . -3 '.•. -,,' 3:4 - _:-.__\'.......-- 4-•-':56• „::-..- .-',:.„, •Ai:•..........._-'_ --57 -- .,•_.-....;57 .1.1'.57 •-56 - .....,$.-, ,,.,•-••,•-59 ---..._ . ._-59 - ,..7- •,i -.•' . '- !:------.------- - ---:".• -I •--1••-•----6'• --° •v••••,i —_-' -,.,--•••..••••..,.. „...,..„,.4.iiiiiiimme . „.•_ -.-•;•.t '' ------ /69' \-6°- ,--------:.- ..'•-T.---... -....-----• ..„.- _-- ..., _ ---------------- -1•A" -.•-- .‘..04.: - . -..--72•64.. ,......_,......,,._ . „..,,(Puotk) ,1 •:. •- , - - .:.t.•--..0.-Pc - ..--- i'.1 ''.' __-- dBF FIGURE 3 Future Exterior Noise Levels (CNEL) C 4.0 FINDINGS AND MITIGATION 4.1 TRAFFIC NOISE 4.1.1 Exterior Future exterior traffic noise levels at all outdoor usable areas would be 60 dBA CNEL or less,in compliance with the Carlsbad requirement of 60 dBA CNEL,as designed. 4.1.2 Interior CPA ?11111 The City of Carlsbad Noise Guidelines Manual indicates that standard construction p s 20 dBA exterior-to-interior noise reduction with windows closed, and 12 dBA with windo s closed.ecause future exterior traffic noise levels at all project building facades would be 60 dBA C L or less,interior noise levels with windows closed are expected to be less than 45 dBA CNEL. Where future exterior noise levels exceed 57 dBA CNEL, interior noise levels with windows open would exceed 45 dBA CNEL. Because windows would need to be closed to meet the interior noise standard, mechanical ventilation must be provided. For residential units where the future exterior traffic noise level would exceed 57 dBA CNEL at a building façade, mechanical ventilation must be provided to ensure that noise levels within habitable rooms meet the Carlsbad and California Code of Regulations, Title 24: Noise Insulation Standard requirement of 45 dBA CNEL or less. /110(1113 I II-17 14 C C 5.0 REFERENCES State ofCalifornia Department of Transportation (Caltrans). 2013. Division of Traffic Operations, Office of Performance. Traffic Data Branch. 2013 Annual Average Daily Truck Traffic on the California State Highway System. 2013b. Division ofEnvironmental Analysis. Environmental Engineering. Technical Noise Supplement (TeNS) to the Traffic Noise Protocol. September. Federal Highway Administration (FHWA). 2004. Traffic Noise Model, Version 2.5. February. Harris, Cyril M.1998. Handbook of Acoustical Measurements and Noise Control, Third Edition. Acoustical Society ofAmerica. Woodbury, NY. International Organization for Standardization (ISO). 1996a. ISO 1996/1. Acoustics —Description and Measurement of Environmental Noise —Part 1:Basic Quantities and Procedures. 6 1996b. ISO 1996-2. Acoustics —Description and Measurement of Environmental Noise —Part 2: Acquisition of Data Pertinent to Land Use. 1996c. ISO 1996-3. Acoustics —Description and Measurement of Environmental Noise —Part 3: Application to Noise Limits. its Ldn Consulting, Inc. 2012. Noise and Vibration Study. Quarry Creek Master Plan. October 3. PIN Nolte and Associates, Inc. 1995. City of Carlsbad Noise Guidelines Manual. September. SB&O. 2015. Quarry Creek R-3 Site Plan.April. its San Diego Association of Governments (SANDAG). 2015. Average Weekday Traffic Volumes —State Freeways (Caltrans). San Diego County Regional Airport Authority (SDCRAA). 2011. McClellan-Palomar Airport Land Use Compatibility Plan. December 1. State of California. 1988. California Noise Insulation Standards, State Building Code, Part 2, Title 24, California Code of Regulations, Appendix Chapter 35 Sound Transmission Control. California Department of Health Services, Sacramento, CA. Urban Systems Associates. 2012. Traffic Impact Analysis for Quarry Creek Master Plan. Final Report. October 5. I C 15 Fin hi APPENDIX A ROADWAY NOISE CALCULATIONS ra Iry vi um wi Iri 1'11 11 Fl Fi r i r -3 r -i r --1 Ir-1 r --1 Ir-I uri Iry INPUT: ROADWAYS Quarry Creek R-3 dBF Associates, Inc.14 May 2015 SPF TNM 2.5 INPUT: ROADWAYS Average pavement type shall be used unless PROJECT/CONTRACT:Quarry Creek R-3 a State highway agency substantiates the use RUN:Future of a different type with the approval of FHWA Roadway Points Name (Width Name No.Coordinates (pavement)Flow Control Segment r IX Y Z Control Speed Percent Pvmt On 1 'Device Constraint Vehicles Type Struct? I Affected , 1lft ft ft ft .mph % Marron Road west of Street B 50.0 point13 13 6,237,888.0 2,009,251.0 124.00 Average 1 pointl4 14 6,237,967.5 2,009,137.9 126.00 Average pointl5 15 6,238,087.5 2,009,067.2 128.00 Average pointl6 16 6,238,214.0 2,009,006.6 130.00 .Average t1point17176,238,390.0 2,008,922.81 130.00 Average point18 18 6,238,518.51 2,008,894.21 128.00 Average pointl9 19 6,238,650.0 2,008,903.4 126.00 Average point20 20 6,238,776.5 2,008,942.8 124.00 Average point2l 21 6,238,887.0 2,009,011.6 122.00 Average point22 1 - 22 6,238,966.5 2,009,117.2 120.00 Average point23 23 6,239,045.5 2,009,223.0 118.00 Average point24 24 6,239,125.0 2,009,328.8 116.00 Average point25 25 6,239,204.5 2,009,434.5 114.00 Average point26 26 6,239,290.5 2,009,534.9 112.00 Average point27 2711 6,239,386.5'2,009,625.9i 11(:)01 Average point28 28i 6,239,589.5 2,009,769.0 110.00 Average point29 29'6,239,693.51 2,009,822.1 112.00 Average point30 30 6,239,785.0 2,009,859.8 114.00 Street B 36.0± point46 46 6,239,342.0 2,011,117.8 128.00 Average point47 47 6,239,354.0 2,011,042.9 126.00 Average point48 48 6,239,367.5 2,010,996.5 124.00 Average p0int49 49 6,239,383.0 2,010,954.0 122.001 Average 1 point50 50 6,239,398.5 2,010,911.4 120.00 Average 1point515116,239,414.5 2,010,868.9 118.00 Average 1- Ipoint52526,239,430.0 2,010,826.4 116.00 Average CAUSERSISTEVE FIEDLER\DROPBOX\DBFA TNM1QUARRY CREEK R-31Future 1 i r-i mu um NEE um Iry r i r 1 r -1 r 1 r i r 1 r -I r -a vi ul uri rigs wii 1 INPUT: ROADWAYS Quarry Creek R-3 point53 531 6,239,445.5 2,010,783.9 114.00 Average point54 541 6,239,461.0 2,010,741.4 112.00 Average point55 551 6,239,476.5 2,010,698.9 110.00 Average 1 point56 1 - 56 6,239,492.5 2,010,656.4 108.00 Average 1 1 1point57576,239,510.01 2,010,607.8 106.00,Average point58 58 6,239,557.51 2,010,499.21 104.001 Average point59 59 6,239,690.51 2,010,117.5 108.001 , Average point60 60 6,239,727.0 2,010,017.6 110.00 .Average point6l 61 6,239,757.5 2,009,934.4 112.00 Average point62 62 6,239,785.0 2,009,859.8 114.00 Marron Road east of Street B 50.0 point63 7 631 6,239,785.0 2,009,859.8 114.00 Average point32 321 6,239,853.0 2,009,882.6 116.00 Average , p01nt33 331 6,239,905.5 2,009,897.5r 118.001 Average, point34 34 6,239,958.0 2,009,910.0 120.00i Average , point35 35 6,240,011.0 2,009,920.41 122.00 Average 1 point36 36 6 240 065.0'2,009 928.5 124.00 Average point37 37 6,240,118.5 2,009,934.4 126.00 Average point38 38 6,240,172.5 2,009,938.1 128.00 Average point39 39 6,240,227.0 2,009,939.5 130.00 Average point40 40 6,240,281.0 2,009,939.0 132.00 Average 1 point41 41 6,240,335.5 2,009,938.5,134.00 Average I point42 42 - [6,240,389.5 2,009,937.91 136.00 Average point43 431 6,240,443.5 2,009,937.2.138.00 Average__. point44 441 6,240,512.&2,009,936.5 140.00 Average 1 , , lipoint45 45 6,240,643.51 2,009,935.1 142.00 1_ CAUSERSISTEVE FIEDLERIDROPBOXIDBFA TNMIQUARRY CREEK R-3kFuture 2 ors ire IMII OM Ilril Uri ir 1 ir 1 F 1 r-1 Ir I F-1 F-1 r 1 r -1 Irl Uri WV era INPUT: TRAFFIC FOR LAeq1h Volumes Quarry Creek R-3 dBF Associates, Inc.14 May 2015 SPF TNM 2.5 INPUT: TRAFFIC FOR LAeq1h Volumes PROJECT/CONTRACT:Quarry Creek R-3 RUN:Future Roadway Points Name Name No.Segment Autos IMTrucks I HTrucks :Buses Motorcycles V Is ,v Is Iv S Tv S v is 1 ! veh/hr mph 1veh/hr mph veh/hr mph veh/hr mph veh/hr mph Marron Road west of Street B pointl3 131 107 35 2 35 0 0 0 0 01 0 1pointl414i107352350000010 11 pointl5 15 107,35 21 35 0;0 0 0 0 0 point16 16 107 35 21 351 0 01 0 0 0 0 2;35 point17 17 1071 3510 0 0 0 0 0 pointl8 18 107 35 2 35 0 0 0 0 0 0 pointl9 191 107 35 2 35 0 0 0 0 0 0 point20 20 107 35 2 35 0 0 0 0 01 0 point2l ;21'107 35 2 35 0 0 01 0 0 0 point22 22 107 35 2 35 0 0 01 0 0 0 point23 23 107 35 2 35 Ot 01 0 0 0 0 point24 24 107 35 2 351 0 0;0 0 0 0 point25 25 107 35 2,351 01 07 0 0 0 0 1 1 point26 26 1071 35 21 35 0 0 0 sih 0 0-1 point27 27 1071 35 2 35 0 0 0 0 0 0 point28 28 107 35'2 35 0 0 0 0 0 0 po1nt29 29 107 35j 2 35 0 0 0 0 0 0 point30 .301 Street B 1 point46 46 290 30 5 30 1;301 0 0 0 0 point47 4ii,290 30 51 30'1 30 0 0 0 0 ,_1 130 p0int48 48i 2901 30 51 300 0 0 0 point49 49 290 30 5 30 1 30 0 0 0 0 p 5 30 1 30 0 0 0 0oint5050290301_ C:\USERS\STEVE FIEDLERIDROPBOXIDBFA TNM1QUARRY CREEK R-3\Future 1 ir-ii aril Iry urn Iry ri r --1 r 1 r 1 r -1 11 --1 r -a rmis-Ir.rri en r -i r-i ri ; INPUT: TRAFFIC FOR LAeql h Volumes Quarry Creek R-3 [point5l I 51 290 30 51 30 1 30 0 0 0 0 point52 52 290 30 51 30 1 30 0 0 0 0 point53 53 290 30 5 30 1 30 0 0 0 0, point54 54 290 30 5 30 1 30 0 0 0 0_L !point55 551 2901 30 5 301 1!30 0 0 0 0 1 point56 56 2901 30 5 301 1!30 0 0 0 01—1p0int5757290305301 1 30 0 0,0 0 point58 58 290 30 5 30 1 30 0 01 0 0 point59 59 290 30 51 30 1 30 0 0 0 0 point60 60 290 30 30 1 30 0 0 0 0 point6l 61 290 30 5 30 1 30 0 0 0 0 [point62 62 Marron Road east of Street B point63 631 300 35 6 35 1 35 0 0 0 0 point32 32 300 35 6 35 1,35j 0 0 0 0 point33 331 3001 35 6 351 1!35 0 0 0 0 p0int34 34 300 351 6 351 1 35 0 01 0 0 I point35 35 300 35 6 35 1 35 0 0 0 0 point36 36 300 35 6!35 1 35 0 0 01 0 I point37 37 300 35 6!35 1 35 0 0 01 0 point38 38 300 35 6 35 1 35 0 0 0 0 I —1p0int3939300356351!35 0 0 0 01 —t 1135 point40 40 300!351 6 35 0 0 0 0 I 1point4141300351 6 35 1 35 0 0 0 0 f p0int42 421 300 35 6 35 1 35 0 0 0 0 point43 43 300 35 6 35 1 35 0 0 0 0 point44 1 44 300 35 6 35 1 35 01 0 0 0,1- pant45 45 CAUSERS1STEVE FIEDLER1DROPBOX1DBFA TNMIQUARRY CREEK R-3\Future 2 11"I RIM VI Nil -Iril r 1 t 1 u 1 r -1 r -s u-a r -i Irl Ira rri rii rii INPUT: RECEIVERS Quarry Creek R-3 IdBF Associates, Inc.14 May 2015 1SPF TNM 2.5 INPUT: RECEIVERS PROJECT/CONTRACT:Quarry Creek R-3 RUN:Future Receiver Name No.#DUs Coordinates (ground)Height Input Sound Levels and Criteria Active X Y 1Z above .Existing Impact Criteria NR in Ground 1LAeq1h LAeq1h 1Sub'l Goal Calc. ft ft ift ft dBA dBA dB dB h .1W 23 1 6,239,785.5 2,010,093.2 121.40:5.00 0.00 66 10.0 8.0' 17NW 24 1 6,239,791.5 2,010,023.6 121.30 5.00 0.00 66 10.0 8.01 17SW 251 1 6,239,819.0 2,009,940.1 121.30 5.00 0.00.66 10.0 8.0 17S 26 11 6,239,868.0 2,009,927.0 121.30 5.00 0.001 66 10.0 8.0 16S 27 1 6,239,940.51 2,009,949.8 121.40 5.001 0.00 66 10.0 8.0 15S 28 1 6,240,015.5!2,009,962.11 123.00 5.00 0.00 66 10.0,8.0 14S 29 1 6,240,088.51 2,009,978.2.123.10 5.00 0.00 66 10.0 8.0 13S 30 1 6,240,165.5 2,009,985.61 125.00 5.00 0.00 66 10.0 8.0 12S 31 1 6,240,246.0 2,009,997.2 125.00 5.00 0.00 66 10.0 8.0 11SW 32 1 6,240,421.0 2,010,007.5 129.50 5.00 0.00 66 10.0 8.0i.11S 33 1 6,240,474.5 2,009,995.9 129.501 5.00 0.00 66 10.0 8.01 1 - 11SE/ 10SW 34,1 6,240,528.0 2,010,006.9 129.50 5.00 0.00 66 10.0 8.011_ 10S 35 11 6,240,585.5 2,010,004.6 128.70 5.00 0.00 66 10.0 8.0 10SE 361 1.6,240,630.5 2,010,020.8 128.70 5.00,0.00 66 10.0 8.0 17E/ 16W 37i 11 6,239,889.0 2,009,973.9 121.30 5.0011 0.00 66 10.01 8.0 Y CAUSERSISTEVE FIEDLER1DROPBOX1DBFA TNM1QUARRY CREEK R-31Future 1 VII WU Ill WM wi IU1 E..1 I'Ir.-1 ir 1 1"1 ri vii rri In!or§ri ri Iris INPUT: BARRIERS Quarry Creek R-3 dBF Associates, Inc.14 May 2015 SPF TNM 2.5 INPUT: BARRIERS PROJECT/CONTRACT:Quarry Creek R-3 RUN:Future Barrier Points Name Type Height If Wall If Berm rAddlnl Name No.[Coordinates (bottom)Height Segment1 IMin Max $per $per Top Run:Risej 1$per X V Z at Seg Ht Perturbs On Important Unit Unit Width I Unit ;Point Incre-#Up #Dn Struct? Reflec- , Area Vol.Length ment tions?' ft ft $/sq ft 1$/cu yd ft ft:ft $/ft I _L ft ft ft ft ft Building 1 W 0.00 99.99 0.00 0.001Tpoint15 15 6,239,Eir 2,010,179.9 121.40 25.00 0.00 0 0 point16 16 6,239,883.0 2,010,178.5,121.40,25.00 0.00,0 01 pointl7 0 0176,239,791.0 2,010,126.91 121.40 25.00 0.001 point18 18 6,239,783.0 2,010,116.2 121.40 25.00 0.00 01 0 point19 19 6,239,804.0 2,010,075.6 121 40 25.001 0.00 0 0+:- 1 point68 68 6,239,920.0 2,010,140.9 121.40 25.00 . Building 17 W 0.00 99.99'0.00 0.00.point20 20 6,239849.0 2,010,050.6 121.30 25 00 0 00 0 0 1- point21 21 6,239,884.5 2,009,944.4 121.30 25.00 0.00 0 0-,- point22 22 6,239,840.5 2,009,931.4 121.30 25.00 0.00 0 0 point23 23 6,239,831.5 2,009,941.4_L 121.30 25.00 0.00 0 0'-- point24 24 6,239,805.0 2,010,021.1U 121.30 25.00 0.00 01 01 point25 25 6,239,806.0 2,010,034.8 121.30t 25.00 =' Building 16 W 0.00 99.99 0.00 0.00 p0int26 26 6,239,920.5 2,010,068.8 121.40 25.00 0.00 0 0 . t point27 27 6,239,929.5 2,010,058.8 121.40 25.00 0.00 0 0 .' point28 28 6,239,956.5 2,009,978.8 121.40 25.00 0.00 0 0 'i-- point29 29 6,239,955.01 2,009,965.4 121.40 25.00 0.00 0 0 point30 30 6,239,912.51 2,009,949.5 121.40 25.00 0.00 0 0- point3l 31 6,239,877.0 2,010,055.8 121.40 25.00 Building 15 W 0.00 99.991 0.00 0.00 point32 32 6,239,994.5 2,010,106.4 123.00 25 00 0 00 0 0 point33 33.6,240,032.0 2,009,978.9 123.00 25.00 0.00 0 0 point34 34 6,239,987.5 2,009,967.4 123.00 25.00 0.00 0 01 point35 6,239,979.0 2,009,977.8 123.00 25.00 0.00,0 0' point36 36 6,239,949.5 2,010,078.8 123.001 25.00 0.00 0 0 point37 37 6,239,951.0 2,010,092.1 123.00 25.00 =' Building 14 W 0.00 99.99 0.00 0.00 point38 38 6,240,070.5 2,010,122.1 123.10 25.00 0 00 0 0 ] point39 39 6,240,079.01 2,010,111.9 123.10 25.00 0.00 0 0 1point40406,240,109.0,2,010,010.8 123.10 25.00 0.00 0 0 point41 41 6,240,107.5 2,009,997.5 123.10 25.00 0.00 0 0 point42 421 6,240,064.0 2,009,983.1 123.10 25.00 0.00 0 0 point43 43 6,240,026.5 2,010,110.8 123.10 25.00 . * Building 13 W 0.00 99.99 0.06 0.00 point44 44 6,240,159.0 2,010,129.8 125.00;25.00 0.00 0 0' point45 45 6,240,185.0 2,009,999.21 125.001 25.001 0.00 0'0 ,4 point46 46 6,240,140.0 2,009,991.9 125.00 25.06 - 0.00 0 0 ,point47 47 6,240 132.51 2,010,002.9 125.00 25.00 0.00 0 0, ,- 1 --lii p01nt48 48 6,240,112.0'2,010,106.2 125.00 25.00 0.00 0 0 C:1USERSISTEVE FIEDLEMDROPBOXIDBFA TNMIQUARRY CREEK R-31Future 1 14 May 2015 li'l Will ril VII Iril IrlI ri r- 1 r 1 r i ul r-o irma ri or.rle ar-i ral iv. INPUT: BARRIERS Quarry Creek R-3 r 7 point49 49T 6,240,114.5 2,010,119.4 125.00 25.00 [Building 12 W 0.00 99.99 0.001 0.00 p0int50 501 6,240,231.5 2,010,143.2 125.00 25.00 0.00 0 0 [ _ point5l 51 6,240,239.5 2,010,132.2 125.00 25.00 0.00 0 0tpoint52526,240,259.5 2,010,028.9 125.00 25.00 0.00 0 0 : I point53 53 6,240,257.01 2,010,015.8 125.00 25.00 0.00 0 01 p0int54 54 6,240,212.5 2,010,005.4 125.00 25.00 0.00 0 0t I 1 point55 55 6,240,186.5 2,010,135.9 125.00.25.00 i_.,_.Building 11 W 0.00 99.99 0.00 0.00 point56 56 6,240,511.5 2,010,065.0 129.50.25.00 0.00 0 0 point57 57 6,240,520.0 2,010,020.1 129.50 25.00 0.00 0 0_ [point58 581 6,240,509.0 2,010,012.2 129.50 25.00 0.00 0 0 r 1point59591 6,240,447.0 2,009,998.2 129.50 25.00 0.00 0 0 1 p01nt6()60 6,240,434.0 2,010,000.8 - 129.50 25.00 0.00 0 04 ,point61 61 6,240,422.5 2,010,045.0 129.50 25.00 •Building 10 W 0.00 99.99 0.00 0.00 point62 62 6,240,624.51 2,010,068.8 128.00 25.00 0.00 0 ...) point63 63 6,240,624.0 2,010,023.0 128.00.25.00 0.00 ipoint64'64 6,240,612.0 2,010,017.4 128.001 25.00 0.00;0 0 0 0 p0int65 65 6,240,548.5 2,010,015.8 128.00 25.00 0.00'0 0 H 1 , - point66 66'6,240,536.0 2,010,020.8 128.00 25.00 0.00 0 0 .11I point67 67.r 6 240 533.5 2 010 066.4 128.00 25.00 1 C:\USERS\STEVE FIEDLERIDROPBOMDBFA TNM1QUARRY CREEK R-31Future 2 14 May 2015 ors 1Ell OM MI Irl r rre F-1 Ira INPUT: TERRAIN LINES Quarry Creek R-3 dBF Associates, Inc.14 May 2015 SPF TNM 2.5 INPUT: TERRAIN LINES PROJECT/CONTRACT:Quarry Creek R-3 RUN:Future Terrain Line Points Name No.Coordinates (ground) X ift ft ft _ Grading W 1 6,239,871.5 2,010,217.0 116.00 2 6,239,747.5 2,010,144.1'116.00 3 6,239,734.5 2,010,137.8 116.00 11 4 6,239,732.5 2,010,133.9 116.00 5 6,239,736.0 2,010,129.1 116.00 6 6,239,747.0 2,010,122.81 116.00 71 6,239,765.5 2,010,105.4 116.00 8 6,239,781.5 2,010,080.8 118.00 9 6,239,782.0 2,010,050.4 118.00 10 6,239,774.5 2,010,028.9 118.00 11 6,239,774.0 2,010,019.4 118.00 12 6,239,795.5 2,009,950.9 118.00 13 6,239,801.5 2,009,942.6 118.00 14 6,239,812.0 2,009,935.5 118.00 15 6,239,823.0 2,009,924.5 118.00 16'6,239,835.0 2,009,917.4 118.00 17 6,239,846.5 2,009,916.0 118.00 18 6,239,892.0 2,009,925.0 118.00 19 6,239,922.0 2,009,934.4 120.00 Grading S 20 6,240,622.0 2,010,100.0 130.00 L 21 6,240,641.0 2,010,032.6 130.00 22'6,240,639.5 2,010,023.6 128.00 231 6,240,636.51 2,010,018.9 126.00 24 6,240,636.5 2,010,006.1 126.00 CAUSERSISTEVE FIEDLERIDROPBOXIDBFA TNMIQUARRY CREEK R-3IFuture 1 ril 11"1"1 WS vie r Ir. -fll IF11 INPUT: TERRAIN LINES Quarry Creek R-3 25 6,240,628.5 2,010,001.6 126.00 26 6,240,517.5 2,009,998.4 126.00 27 6,240,473.5 2,009,992.1 128.00 28 6,240,433.0 2,009,997.2 128.00 29 6,240,351.0 2,010,015.6 124.00 301 6,240,322.5 2,010,012.2 124.00 311 6,240,299.5 2,009,987.2 124.00 321 6240,206.5 2,009,984.2 122.00 33 6,240,145.0 2,009,977.1 122.00 1 34 6,240,074.0 2,009,965.4 122.00 35 6,240,000.5 2,009,948.9 122.001 C:IUSERSISTEVE FIEDLER1DROPBOXIDBFA TNM1QUARRY CREEK R-3\Future 2 uri ors um urn urs iri Iril F-1 Ir -1 irml w-ii rrs Irv.11P11 ors Iry wi ir-i r -i RESULTS: SOUND LEVELS Quarry Creek R-3 dBF Associates, Inc.14 May 2015 SPF TNM 2.5 Calculated with TNM 2.5 1 RESULTS: SOUND LEVELS PROJECT/CONTRACT:Quarry Creek R-3 1RUN:Future BARRIER DESIGN:INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use ATMOSPHERICS:68 deg F, 50% RH of a different type with approval of FHWA. Receiver Name No.I#DUs Existing No Barrier With Barrier 1LAeq1h LAeq 1h 'Increase over existing Type Calculated Noise Reduction Calculated Crirn Calculated Crit'n Impact LAeq1h Calculated ]Goal Calculated ,Sub'l Inc minus Goal dBA dBA dBA dB AB dBA dB dB dB_I ---_-- 1W 23 1 0.0 54.9 66'54.9 10 ----54.91 0.01 8 -8.0 17NW 24 1'0.0 56.3 66 56.3 10 ----56.3 0.0 8 -8.0 117SW2510.0 58.5;66 58.5 10'----58.5 0.0 8 -8.0 17S 261 1 0.0 60.41 66 60.4 10 ----60.4 0.0 8 -8.0 16S 27 1 0.0 59.7 66 59.7 10 ----59.7 0.0 8 -8.0 ,--15S lr 0.0 60.0 66 60.01 10 ----60.0 0.0 81 -8.028 14S 29 1 0.0;59.1 66 59.11 10 ----59.1 0.0 8 -8.0 1-- 113S 30 1 0.01 58.9 66 58.91 10 ----58.9 0.0 8. 12S 31 1 0.0 56.9 66 56.9 10 ----56.9 0.0 81 -8.0 11SW 32 1 0.0 55.3 66 55.3 10 ----55.3 0.0 8 -8.0 11S 33 1 0.0 55.3 66 55.3 101 ----55.3 0.0;8 -8.0 11SE / 10SW 34 11 0.0 54.01 66 54.0 10;----54.0 0.0 8 -8.0 10S 351_111 0.0 53.4 66 53.4 101 ----53.4 0.01 8 -8.0-1 17E / 10S 36'11 0.0 0.0 66 50.7 ----50.7 0.0 8 -8.0 t 50.fE 16W 3 1 52.3 66 52.3 10 ---- 1 52.3 0.0 8 -8.0 Dwelling Units # DUs Noise Reduction Min Avg Max dB dB dB All Selected 15 0.0 0.0 0.01 All Impacted 0 0.0 0.0 0.01 All that meet NR Goal 0 0.0 0.01 0.0 C:\USERS\STEVE FIEDLER\DROPBOX\DBFA TNMQUARRY CREEK R-3\Future 1