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HomeMy WebLinkAboutCT 15-04A; THE GRAND MADISON; NOISE STUDY; 2015-12-01' . '. ' THE GRAND MADISON MIXED USE DEVELOPMENT PROJECT NOISE STUDY Prepared for: Patrick Smith, LLC Prepared by: 0~@ BIRDSEYE PLANNING GROUP December 2015 RECEIVED SEP 2 3 2016 CITY OF CARLSBAD PLANNING DIVISION r· The Grand Madison Mixed U~evelopment Project Noise Study Table of Contents Page Project Description ..................................................................................................................................... 1 Setting .......................................................................................................................................................... 1 Overview of Sound Measurement ................................................................................................. ! Sensitive Receptors .......................................................................................................................... 3 Project Site Setting ............................................................................................................................ 3 Regulatory Setting ............................................................................................................................ 5 Impact Analysis .......................................................................................................................................... 7 Methodology and Significance Thresholds .................................................................................. 7 Temporary Construction Noise ...................................................................................................... 8 Construction Noise Reduction Measures ..................................................................................... 9 Residual Impacts ............................................................................................................................ 10 Temporary Construction-Related Vibration .............................................................................. 10 Long-Term Operational Noise Exposure .................................................................................... 11 References ................................................................................................................................................. 14 List of Figures Figure 1 -Project Location ........................................................................................................................ 2 Figure 2 -Noise Monitoring Locations ................................................................................................... 6 List of Tables Table 1 -Noise Monitoring Results ......................................................................................................... 5 Table 2 -Typical Construction Equipment Noise Levels .................................................................... 8 Table 3 -Typical Maximum Construction Noise Levels at Various Distances from Project Construction .................................................................................................................. 9 Table 4 -Vibration Source Levels for Construction Equipment ....................................................... 11 Appendices Appendix A Noise Monitoring Data Q~© ~ BIRDSEYE PLANNING GROUP ,-, The Grand Madison Mixed ~Development Project Noise Study - THE GRAND MADISON MIXED USE DEVELOPMENT PROJECT CARLSBAD, CALIFORNIA NOISE STUDY This report is an analysis of the potential noise impacts associated with The Grand Madison, a mixed use development proposed for construction in the City of Carlsbad. The report has been prepared by Birdseye Planning Group, LLC, under contract to the applicant to support the environmental review process and address corrections identified in PC 15-57 Review #1 dated November 25, 2015, received from the City of Carlsbad. This study analyzes the potential for temporary impacts associated with construction activity and long-term impacts associated with operation of the proposed project. PROJECT DESCRIPTION The Grand Madison is a retail/ office/residential mixed use project proposed for development in Carlsbad, CA, on Assessor Parcel Number 203-303-21. The project entails construction of a new 4-story mixed use building with parking on an approximately 11,000 square feet lot at 725 Grand Avenue (southeast corner of Grand Avenue and Madison Street) in downtown Carlsbad, California (see Figure 1). The building would contain retail on the ground floor, office space on floors 2 and 3 and four residential units on the fourth floor. A total of 20 parking spaces would be provided on-site -16 covered spaces for retail and commercial tenants and four spaces dedicated to the residential units. The project would require the demolition of an existing commercial building (Packard Dental) prior to construction. Decisions to approve entitlements associated with the proposed project are discretionary; thus, compliance with the California Environmental Quality Act (CEQA) is required. This noise impact study will be used by the City of Carlsbad to support the discretionary review process. SETTING Overview of Sound Measurement Noise level (or volume) is generally measured in decibels (dB) using the A-weighted sound pressure level (dBA). The A-weighting scale is an adjustment to the actual sound pressure levels to be consistent with that of human hearing response, which is most sensitive to frequencies around 4,000 Hertz (about the highest note on a piano) and less sensitive to low frequencies (below 100 Hertz). Sound pressure level is measured on a logarithmic scale with the 0 dB level based on the lowest detectable sound pressure level that people can perceive (an audible sound that is not zero sound pressure level). Based on the logarithmic scale, a doubling of sound energy is equivalent to an increase of 3 dBA, and a sound that is 10 dBA less than the ambient sound level has no effect on ambient noise. Because of the nature of the human ear, a sound must be about 10 dBA greater than the reference sound to be judged as twice as loud. In general, a 3 dBA change in community noise levels is noticeable, while 1-2 dB changes generally are not perceived. Quiet 0Q© BIRDSEYE PLANNING GROUP 1 FIGURE 1 Vicinity Map and Project Location ,.. .. The Grand Madison Mixed ~ Development Project Noise Study - suburban areas typically have noise levels in the range of 40-50 dBA, while arterial streets are in the 50-60+ dBA range. Normal conversational levels are in the 60-65 dBA range, and ambient noise levels greater than 65 dBA can interrupt conversations. Noise levels typically attenuate (or drop off) at a rate of 6 dBA per doubling of distance from point sources (i.e., industrial machinery). Noise from lightly traveled roads typically attenuates at a rate of about 4.5 dBA per doubling of distance. Noise from heavily traveled roads typically attenuates at about 3 dBA per doubling of distance. Noise levels may also be reduced by intervening structures; generally, a single row of buildings between the receptor and the noise source reduces the noise level by about 5 dBA, while a solid wall or berm reduces noise levels by 5 to 10 dBA. The manner in which older homes in California were constructed (approximately 30 years old or older) generally provides a reduction of exterior-to-interior noise levels of about 20 to 25 dBA with closed windows. The exterior-to-interior reduction of newer residential units and office buildings is generally 30 dBA or more (HMMH, 2006). In addition to the actual instantaneous measurement of sound levels, the duration of sound is important since sounds that occur over a long period of time are more likely to be an annoyance or cause direct physical damage or environmental stress. One of the most frequently used noise metrics that considers both duration and sound power level is the equivalent noise level (Leq). The Leq is defined as the single steady A-weighted level that is equivalent to the same amount of energy as that contained in the actual fluctuating levels over a period of time (essentially, the average noise level). Typically, Leq is summed over a one-hour period. Lmax is the highest RMS (root mean squared) sound pressure level within the measuring period, and Lmin is the lowest RMS sound pressure level within the measuring period. The time period in which noise occurs is also important since noise that occurs at night tends to be more disturbing than that which occurs during the day. Community noise is usually measured using Day-Night Average Level (Ldn), which is the 24-hour average noise level with a 10-dBA penalty for noise occurring during nighttime (10 p.m. to 7 a.m.) hours, or Community Noise Equivalent Level (CNEL), which is the 24-hour average noise level with a 5 dBA penalty for noise occurring from 7 p.m. to 10 p.m. and a 10 dBA penalty for noise occurring from 10 p.m. to 7 a.m. Noise levels described by Ldn and CNEL usually do not differ by more than 1 dB. Sensitive Receptors Noise exposure goals for various types of land uses reflect the varying noise sensitivities associated with each of these uses. The City of Carlsbad General Plan Noise Element Update (approved September, 2015) includes a variety of land use and development types that are noise sensitive including residences, schools, churches, hospitals and convalescent care facilities. Nearby sensitive receptors are multifamily residences located approximately½ block north of the project site and a day care center located½ block to the east. Commercial uses are the dominant land use in the area. Project Site Setting The most common and primary sources of noise in the project site vicinity are motor vehicles (e.g., automobiles, buses, trucks, and motorcycles) along Grand Avenue, Madison Street and QQ© BIRDSEYE PLANNING GROUP 3 I"""' The Grand Madison Mixed tl'se Development Project Noise Study Jefferson Street. Motor vehicle noise is of concern because it is characterized by a high number of individual events, which often create a sustained noise level, and because of its proximity to noise sensitive uses. Interstate 5 is located approximately 1,700 feet to the east. It is not audible as background noise and does not contribute to overall noise levels at the project site. Traffic on Grand Avenue and Madison Street is the primary noise source in the area though noise from Jefferson Street contributes to background noise levels. Other sources include general public activity occurring at neighboring businesses. The Atichson, Topeka and Santa Fe Railroad (AT&SF) rail corridor is located three blocks (approximately 1,000 feet) to the west. This segment of the Los Angeles -San Diego -San Luis Obispo (LOSSAN) corridor is the second busiest passenger and freight rail corridor in the United States. According to the rail timetables, up to 50 trains (40 passenger and 10 freight trains) use the corridor segment daily between Oceanside and the Santa Fe Depot in downtown San Diego. Existing rail operations are audible as background noise at the project site, particularly the warning horns/bells that are used when trains are approaching the Carlsbad Village Drive crossing and station. Train operations do affect ambient noise conditions within the area. McClellan-Palomar Airport is located approximately 4.5 miles southeast of the site. The site is outside the airport influence area; however, aircraft operations are audible as a distant source and contribute negligibly to existing noise levels. No other noise sources are near the project site. The City of Carlsbad General Plan Update Noise Element (2015) provides noise contours associated with transportation corridors (i.e., roadways, railroad and airport). This provides a graphic illustration of sound levels near road corridors, but typically does not include effects of landforms and adjacent structures. Generally, barriers between a source and receiver absorb or reflect noise resulting in a quieter environment. Where barriers or landforms do not interrupt the noise transmission path from source to receiver, the contours prove to be reasonable estimates of typical noise levels from roadway traffic. In areas where barriers or landforms interrupt the sound transmission, the noise contours overestimate the extent to which a source intrudes into neighboring areas. The noise contour distances describe worst-case conditions because they do not account for any obstructions to the noise path, such as walls, berms, or buildings. As noted, railroad noise is audible when train pass-by events occur. The contours provided in the General Plan Update Noise Element provide a reasonable prediction of rail noise levels at the site. Noise contours show the project site is outside the 60-65 dBA CNEL contour interval defined for the railroad track and on the outer boundary of the 60-65 dBA CNEL contour line for 1-5. To gather data on the general noise environment at the project site, two weekday morning 15- minute noise measurements were acquired in proximity to the project site on December 2, 2015, using an ANSI Type II integrating sound level meter. Site 1 is located in the northeast corner of Grand Avenue and Madison Street adjacent to and south of the Madison Garden Apartments; Site 2 is located adjacent to the Family Daycare at the northwest corner of Grand Avenue and Jefferson Street. Both locations are sensitive properties; Site 1 also approximates existing noise conditions at the project site. The predominant noise source in the area during monitoring at Site 1 was traffic on Grand Avenue. The predominant noise source at Site 2 was traffic on Jefferson Street. The temperature during monitoring was 63 degrees Fahrenheit with wind from the west at approximately 5 mph. 0~© BIRDSEYE PLANNING GROUP 4 r' The Grand Madison Mixed i'rs;; Development Project Noise Study - During monitoring, a total of 142 light trucks and six medium (six tires/ two axles) passed Site 1. A total of 201 cars/light trucks and three medium delivery truck passed the monitoring location along Jefferson Street east of the site. One Am-Track pass by occurred during monitoring at Site 2. Table 1 identifies the noise measurement locations and measured noise levels. Monitoring locations are shown in Figure 2. As shown, the highest Leq was 63.1 dBA during the morning monitoring period. Monitoring data is provided as Appendix A. Table 1 Noise Monitoring Results Measurement Location Primary Noise Sample Time Leq (dBA) Source Northwest corner of the Grand Avenue and Madison Street approximately 50 feet north of Grand Avenue Traffic Weekday morning 57.3 centerline. Northwest corner of Grand Avenue and Jefferson Street approximately 30 feet west of Jefferson Street Traffic Weekday morning 63.1 centerline. Source: Field visit using ANSI Type II Integrating sound level meter. Regulatory Setting In 1976, the California Department of Health, State Office of Noise Control published a recommended noise/land use compatibility matrix which many jurisdictions have adopted as a standard in their general plan noise elements. This matrix indicates that residential land uses and other noise sensitive receptors preferentially should be located in areas where outdoor ambient noise levels do not exceed 65 to 70 dBA (CNEL or Ldn). Municipal Code and Noise Guideline Manual The City of Carlsbad has established noise guidelines in the Noise Element of the City's General Plan (City of Carlsbad, 20155) that are applicable for transportation noise sources. The noise guidelines identify compatible exterior noise levels for various land use types. Residential land uses are considered normally acceptable up to 60 dB CNEL. Commercial land uses are considered normally acceptable up to 65 dB CNEL and conditionally acceptable up to 75 dB. The City of Carlsbad Municipal Code regulates construction noise by limiting the hours of operation (City of Carlsbad 2003). Construction activities are allowed to occur Monday through Friday between the hours of 7 a.m. to sunset; and on Saturdays from 8 a.m. to sunset, excluding legal holidays. The City does not have quantitative noise level limits (i.e., based on sound levels) for general nuisance noise such as that associated with stationary equipment located on private property. For the purpose of this study, the residential standard of 60 dB CNEL is used to evaluate potential exterior noise impacts associated with the proposed project. An interior noise standard of 45 dBA CNEL is used herein as referenced in the City of Carlsbad Noise Guidelines Manual (1995). An interior standard of 55 dBA CNEL applies to retail/commercial uses. @Q© BIRDSEYE PlANNlNG GROUP 5 N en C w 0 &ti:: ·-.. ::, ns C) u -0 LI. ..I m C ·-.. 0 .. ·-C 0 :E Cl) en ·-0 z I"""" The Grand Madison Mixed ~ Development Project Noise Study Vibration Standards Vibration is a unique form of noise as the energy is transmitted through buildings, structures and the ground whereas audible noise energy is transmitted through the air. Thus, vibration is generally felt rather than heard. The ground motion caused by vibration is measured as particle velocity in inches per second and is referenced as vibration decibels (VdB). The vibration velocity level threshold of perception for humans is approximately 65 VdB. A vibration velocity of 75 VdB is the approximate dividing line between barely perceptible and distinctly perceptible levels. City policies do not address construction-related vibration; thus, for the purpose of evaluating project-related vibration impacts, thresholds established in the Federal Transit Administration's (FTA) Transit Noise and Vibration Impact Assessment (May 2006) are used. A threshold of 65 VdB is used for buildings where low ambient vibration is essential for interior operations. These buildings include hospitals and recording studios. A threshold of 72 VdB is used for residences and buildings where people normally sleep (i.e., hotels and rest homes). A threshold of 75 VdB is used for institutional land uses where activities occur primarily during the daytime (i.e., churches and schools). The threshold used for the proposed project is 72 VdB as multifamily residences are the only sensitive receptors in proximity to the site. Construction activities such as blasting, pile driving, demolition, excavation or drilling have the potential to generate ground vibrations near structures. With respect to ground-borne vibration impacts on structures, the FTA states that ground-borne vibration levels in excess of 100 VdB would damage fragile buildings and levels in excess of 95 VdB would damage extremely fragile historic buildings. No historic buildings are known to occur near the site; thus, 100 VdB is used to quantify potential vibration impacts to neighboring structures. Construction activities referenced above that would generate significant vibration levels are not proposed. However, to provide information for use in completing the CEQA evaluation, construction-related vibration impacts are evaluated using the above referenced criteria. IMP ACT ANALYSIS Methodology and Significance Thresholds Construction noise estimates are based upon noise levels reported by the Federal Transit Administration, Office of Planning and Environment, and the distance to nearby sensitive receptors. Reference noise levels from that document were used to estimate noise levels at nearby sensitive receptors based on a standard noise attenuation rate of 6 dB per doubling of distance (line-of-sight method of sound attenuation). Because the proposed project would replace an existing use, noise levels associated with existing and future traffic were based on the difference in trip volumes between the existing and proposed use. A doubling of traffic volumes would be required to cause a noticeable increase (3 dBA) in traffic noise. Thus, the two numbers were calculated to determine whether the project would generate enough traffic to increase noise levels by 3 dBA or more. This study also estimates potential noise levels at the project site related to operation of the AT &SF rail line which is located approximately 1,000 feet west of the site. A software program based on 0~© BIRDSEYE PLANNING GROUP 7 ,-- The Grand Madison Mixed U~evelopment Project Noise Study methodologies approved by the Federal Rail Administration was used to perform noise calculation associated with rail operations. Specific assumptions used in the analysis are described below. As noted, a noise increase greater than 3 dBA is readily perceptible to the average human ear; and thus, is the level considered a substantial noise increase related to traffic operations. However, within the City of Carlsbad, noise impacts are also considered significant if noise levels would exceed 60 dBA CNEL. For the purpose of this evaluation, the peak hour Leq is used for traffic noise as it provides a more conservative estimate of potential noise levels. The CNEL is used within the rail noise discussion. Existing noise levels at monitoring Site 2 exceed 60 dBA as referenced above; thus, the determination of impact is based on whether existing noise levels would increase with project implementation. All mechanical equipment associated with the project would be located in enclosed rooms on the roof top. Mechanical noise is not expected to be audible at adjacent receivers. Temporary Construction Noise The main sources of noise during construction activities would include heavy machinery used during demolition, grading, and clearing the site, as well as equipment used during building construction and paving. Table 2 demonstrates the typical noise levels associated with heavy construction equipment. As shown, average noise levels associated with the use of heavy equipment at construction sites can range from about 81 to 95 dBA at 25 feet from the source, depending upon the types of equipment in operation at any given time and phase of construction (Hanson, Towers, and Meister, May 2006). Table 2 Tvnical Construction E 1uioment Noise Levels Typical Level Typical Level (dBA) Typical Level (dBA) Equipment Onsite (dBA) 25 Feet 50 Feet from the 100 Feet from the from the Source Source Source Air Compressor 84 78 64 Backhoe 84 78 64 Bobcat Tractor 84 78 64 Concrete Mixer 85 79 73 Bulldozer 88 82 76 Jack Hammer 95 89 83 Pavement Roller 86 80 74 Street Sweeper 88 82 76 Man Lift 81 75 69 Dump Truck 82 76 70 Source: Noise fevefs based on FHWA Roadway Construction Noise Model (2006) Users Guide Table 1. Noise levels based on actual maximum measured noise levels at 50 feet (Lmax). Noise levels assume a noise attenuation rate of 6 dBA per doubling of distance. QQ© BIRDSEYE PLANNING GROUP 8 ,..... The Grand Madison Mixed bse Development Project Noise Study Noise-sensitive uses near the project site consist of multifamily residences located½ block (200 feet) north of the site and a day care center located½ block to the east (200 feet to the western property line). Construction noise will be audible at both properties. Table 3 shows typical maximum construction noise levels at various distances from construction activity, based on a standard noise attenuation rate of 6 dBA per doubling of distance. The noise level used to estimate the maximum noise level that could occur is based on use of a bulldozer as it is likely to be the noisiest type of equipment used over a sustained period of time adjacent to neighboring residences during demolition and site preparation activities. Actual noise levels will fluctuate throughout the day and may periodically exceed 88 dBA at the property line depending on the type and location of equipment used and whether multiple pieces of equipment are operating simultaneously in the same area. Table 3 Typical Maximum Construction Noise Levels at Various Distances from Project Construction Distance from Maximum Noise Level at Construction Receptor (dBA) 25 feet 88 50 feet 82 100 feet 76 250 feet 70 500 feet 64 1,000 feet 58 As noted, the sensitive receptors nearest to the proposed construction site are multifamily residences located approximately½ block north of the site and a daycare located½ block to the east. At this distance, noise levels from construction could range between 70 and 76 dBA. However, temporary construction noise is not restricted if it occurs between the hours specific in the noise ordinance referenced herein. While not required, temporary construction noise can be reduced by implementing one or more of the following measures. Construction Noise Reduction Measures Temporary construction noise levels could be reduced through implementation of the following measures: N-1 €)~© BIRDSEYE PLANNING GROUP Construction Equipment. Electrical power shall be used to run air compressors and similar power tools. Internal combustion engines should be equipped with a muffler of a type recommended by the manufacturer and in good repair. All diesel equipment should be operated with closed engine doors and should be equipped with factory-recommended mufflers. Construction equipment that 9 I'- '-. ....... The Grand Madison Mixed Use Development Project Noise Study N-2 N-3 Residual Impacts continues to generate substantial noise at the project boundaries should be shielded with temporary noise barriers, such as barriers that meet a sound transmission class (STC) rating of 25, sound absorptive panels, or sound blankets on individual pieces of construction equipment. Stationary noise-generating equipment, such as generators and compressors, should be located as far as practically possible from the nearest residential property lines. Limit Operations Adjacent to Receivers. Limit the number of large pieces of equipment (i.e., bulldozers or concrete mixers) operating adjacent to receivers to one at any given time. Neighbor Notification. Provide notification to residential occupants nearest to the project site at least 24 hours prior to initiation of construction activities that could result in substantial noise levels at outdoor or indoor living areas. This notification should include the anticipated hours and duration of construction and a description of noise reduction measures being implemented at the project site. The notification should include a telephone number for local residents to call to submit complaints associated with construction noise. The notification should be posted Grand Avenue and Madison Street and should be easily viewed from adjacent public areas. Project construction would represent a temporary source of noise at the project site. Measures N-1 through N-3 would reduce construction noise levels. No residual impacts associated with construction noise are anticipated. Temporary Construction-Related Vibration Activities associated with mixed use projects do not generate vibration. Thus, this discussion will focus on temporary vibration caused by construction. Based on the information presented in Table 4, vibration levels could reach approximately 75 VdB at the residences nearest the site during construction assuming a bulldozer is the heaviest piece of equipment used during demolition. The nearest residences are located approximately 200 feet from the project's northern boundary. As discussed below, 100 VdB is the threshold where minor damage can occur in fragile buildings. Vibration levels are projected to be under this threshold; thus, structural damage is not expected to occur as a result of construction activities associated with the proposed project. Vibration levels at residential unitslocated north of the project site are unlikely to exceed the groundborne velocity threshold level of 72 VdB for residences and/ or buildings where people sleep as discussed above. Maximum vibration levels would be approximately 68 VdB. G)Q@ BIRDSEYE PLANNING GROUP 10 r- The Grand Madison Mixed b;, Development Project Noise Study However, as long as construction occurs within the prescribed hours, any temporary impact would be considered adverse, but less than significant. Table 4 Vibration Source Levels for Construction Equipment Equipment Approximate VdB 25 Feet 50 Feet 60 Feet 75 Feet 100 Feet Large Bulldozer 87 81 79 77 75 Loaded Trucks 86 80 78 76 74 Jackhammer 79 73 71 69 67 Small Bulldozer 58 52 50 48 46 Source: Federal Railroad Administration, 1998 Long-Term Operational Noise Exposure Exterior Traffic Noise. Traffic is the primary noise source that would be generated by the proposed project. However, the project is replacing an existing dental office building located on the site; thus, whether a traffic-related noise impact would occur is based on whether the project would cause an increase in peak hour traffic volumes relative to existing conditions. The peak hour is defined as the one-hour period between 7:00 am and 9:00 am and 4:00 pm and 6:00 pm when the highest volumes occur. Traffic volumes for the project were based on evening peak hour trip generation rates published by the Institute of Transportation Engineers (!TE) publication Trip Generation, 811• Edition retail, general office and apartments. The existing dental office is estimated to generate 504 average daily trips and 50 peak hour trips. Peak hour trips are assumed to be 10% of the ADT. For the purpose of this analysis, the retail use (4,600 square feet) would generate 6.82 peak hour trips per 1,000 square feet (31 trips). The commercial office use (10,060 square feet) would generate 1.49 trips per 1,000 square feet (15 trips). The residential uses would generate 0.62 peak hour trips per unit or 3 trips. The proposed project would generate 49 peak hour trips which is approximately the same as the existing use. Thus, long term traffic operation associated with the project would have no adverse effect on noise levels at sensitive properties within proximity to the site. Project impacts with respect to exterior traffic noise would be less than significant. Interior Traffic Noise. The proposed project would be designed to meet or exceed California Energy Code Title 24 standards which specify construction methods and materials that result in energy efficient structures and up to a 30 dBA reduction in exterior noise levels (assuming windows are closed). When windows are open the insertion loss drops to about 10 dBA. Assuming windows are closed, interior noise levels associated with traffic operations would be reduced from 57.3 (baseline) to 27.3 dBA which would be below the 45 dBA standard. Q~@ BIRDSEYE PLANNING GROUP 11 I""' The Grand Madison Mixed~ Development Project Noise Study - Exterior Railroad Noise. The AT &SF corridor is located approximately 1,000 feet to the west of the site and is used by Amtrak and the North County Transit District Coaster to provide passenger rail service. It is also used by freight trains during the late evening and nighttime hours. Based on the time tables, approximately 50 trains operate daily within this segment. Train volumes vary throughout the day but are generally higher during the morning and evening commute hours and reflect the dominant use of this corridor by commuter rail and passenger trains. Train noise is generated by a combination of factors including the number of locomotives, rail cars, speed, volume distribution over the day and nighttime hours and whether train horns are used. The existing rail noise levels at the project site were calculated using a proprietary software program based on Federal Rail Administration methodology. Because Coaster trains stop at the Carlsbad station (Amtrak and freight trains do not), which is located approximately 1 block north of the Grand Avenue/State Street intersection, it was assumed the average speed through the area is 35 miles per hour. It was assumed that each passenger train has one locomotive and 10 rail cars. For freight trains it was assumed they have two locomotives and 50 cars. All trains are assumed to use the warning horn when approaching/ crossing Carlsbad Village Drive. Of the 50 train pass by events each day, five freight operations were assumed to occur during the nighttime (10:00 p.m. to 7:00 a.m.) hours. Based on these assumptions, the exterior CNEL at the project site (located 1,000 feet east of the rail corridor) is approximately 60 dBA when both passenger and freight rail operations are combined. This does not consider the intervening buildings that may reduce noise levels by approximately 5 dBA for first floor/ single story receivers. Thus, existing noise levels reach but do not exceed the 60 dB CNEL recommended in the General Plan Update Noise Element for residential areas within the City of Carlsbad. Interior Railroad Noise. While the proposed project will have no impact on rail noise, the CNEL at the project site is estimated to be 60 dBA. Thus, project design features would be necessary to reduce interior noise levels to at least 45 dBA CNEL as specified in the City of Carlsbad Noise Guidelines Manual. As noted above, the proposed project would be designed to meet or exceed California Energy Code Title 24 standards which specify construction methods and materials that result in energy efficient structures and up to a 30 dBA reduction in exterior noise levels (assuming windows are closed). Assuming windows are closed, the CNEL associated with rail noise would be reduced from 60 dBA CNEL to 30 dBA CNEL which would be consistent with the local standards. No measures in addition to compliance with Title 24 design requirements would be necessary to reduce rail noise. Rail Vibration. As noted, the proposed project would be constructed approximately 1,000 feet east of the rail corridor. Thus, a screening evaluation of potential vibration impacts was performed to determine whether the project would be exposed to vibration levels that could be perceived by building residents. Because the project has a residential element, it would be considered a Category 2 land use for the purposes of vibration assessment as defined in the Federal Transit Administration, Transit Noise and Vibration Impact Assessment (2006). This category covers all residential land uses and any buildings where people sleep, such as hotels and hospitals. 00© BIRDSEYE PLANNING GROUP 12 ,- The Grand Madison Mixed lJse Development Project Noise Study - The impact criteria for a Category 2 land use is 75 V dB along corridors where train vibration events occur occasionally (i.e., 30 to 70 events daily). As noted, a vibration velocity of 75 VdB is the approximate dividing line between barely perceptible and distinctly perceptible levels. A screening level evaluation was performed to determine the likelihood of vibrations from the LOSSAN corridor affecting the proposed project. The screening distance for conventional commuter railroads was used to account for both passenger and freight trains. The distance between a conventional commuter railroad and Category 2 land use where the potential for a vibration impact to occur is 200 feet as defined in Table 9.2 within the FTA noise and vibration impact assessment methodology. The screening distances include a 5-decibel safety factor. The proposed project site is located beyond the 200 foot screening distance; thus, vibration-related impacts are not anticipated and a more formal evaluation is not considered necessary. 0Q© BIRDSEYE PLANNING GROUP 13 The Grand Madison Mixed i:rse' Development Project Noise Study REFERENCES City of Carlsbad. General Plan Update Noise Element. 2015. City of Carlsbad. Noise Guidelines Manual. September, 1995. Federal Highway Administration. Roadway Construction Noise Model. 2006. Users Guide Table 1. Federal Highway Administration, Transportation Noise Model Version 2.5, 2004. Federal Transit Administration. Transit Noise and Vibration Impact Assessment. May 2006. Federal Rail Administration (FRA) Guidelines (Report Number 293630-1), December 1998. Hanson, Carl E., Towers, David A., and Meister, Lance D. (2006, May). Transit Noise and Vibration Impact Assessment. Federal Transit Administration, Office of Planning and Environment. http://www.fta.dot.gov/documents/FT A Noise and Vibration Manual.pdf Harris Miller Miller & Hanson Inc. Transit Noise and Vibration Impact Assessment, Final Report. May 2006. Institute of Transportation Engineers (ITE) publication Trip Generation, 8°• Edition €)~@ BIRDSEYE PLANNING GROUP 14 ,,.--•. ' Appendix A Monitoring Data Sheet 00© Appendix A BIRDSEYE PLANNING GROUP ,.., _____________ ~) \ .... FIELD NOISE MEASUREMENT DATA Project Name: "/H6 '·✓,::;oA 7:) . MAatf-9,<., Page l I of I Project#: Dav/ Date f z.l 7.--I I 2, My Name Sound Level Meter Calibrator Weather. Meter --.. - Model#-Model# . Model# Serial# Serial t Serial# Weighting: (Ji!}_ CI Flat Pre-Test: dBA SPL Terrain: Hard I Soft ( (>4:1xed Response: :~~ I Fast/ lmpl Post-Test dBA SPL Topo: . · E1aiJ Hilly (describe) Windscreen: "'' No Wind: , · Sfoady / Gusty ID Time Time Leq Lmin Lmax L10 L50 L90 Wind Spd/ Temp RH Bar Psr Cloud Start Stop Dir (mph) (OF) (%) (in Hg) Cover(%) J (~:,;~,. l,0;1F §Zl .:::;1.,. ·0~· (~,o.·; ~M., ~3.l "? /YIXY ✓n'! . . V l 1n;-;:..::, ,o:-tD 0'?./ z:,o.C 7(,, t .• /.,1 (.o1. I ¥<-t "'>M·k 6 ·5 tCJ ' . Roadway Name Location(s) / GPS Readinp(s): Speed (post/obs) Number of Lanes z. "1. ;,A.; I /::,; 14. (a,-...,t; 1 Width (pave/row) 12/t z. '2,0·/' "2-- 1-or 2-way -z .,.._,~l 7. Cf <"-"1 Grade ~t/<.c;; f(4.1 Bus Stops ;(O t-10 Stoplights NO Yo\ Street Parking '-(61 I . Automobiles /"f-Z... !~: Medium Trucks (p ~-(-3'Z.-~ ..... C'::[J?.i '.:?,...,, . Heavy Trucks .. . '·-·. ' " ...... , ... CY -. ·-·-----""""' 1' i/0 ~ "\ ~ f ti 1 },. "'~ <J .· ··-··---· .. --£. ~-/J:-/~-• . . . )Q,"'~6"l so,,__, other Noise Sources: distant~ lrains /landscaping/ rust g leaves/ children playing / dogs barking/ birds vocalizing Notes and Sketches on Reverse