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CT 15-09; Quarry Creek PA R-4 East; EXTERIOR NOISE ANALYSIS REPORT; 2015-08-20
. , EXTERIOR NOISE ANALYSIS REPORT QUARRY CREEK R-4 Carlsbad, CA August 20, 2015 Prepared for: Cornerstone Communities 4365 Executive Drive, Suite 600 San Diego, CA 92121 Prepared by: dBF dBF Associates, Inc. 3129 Tiger Run Court, Suite 202 Carlsbad, CA 92010 619-609-0712 ©dBF Associates, Inc. 2015 -> . ' 1.0 Introduction and Summary ................................................................... 1 1.1 Project Description .................................................................................................................. 3 1.2 Noise Background ................................................................................................................... 3 2.0 Appllcable Noise Standards ................................................................. 6 2.1 City of Carlsbad ...................................................................................................................... 6 2.2 State of California ................................................................................................................... 6 3.0 Exterior Noise Environment ................................................................. 7 3.1 Roadway Traffic ...................................................................................................................... 7 3.2 Future Noise Environment .................................................................................................... 11 4.0 Findings and Mitigation ..................................................................... 14 4.1 Traffic Noise ......................................................................................................................... 14 5.0 References ......................................................................................... 15 Tables Table I. 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 Figures Figure I. Vicinity Map .................................................................................................................................. 2 Figure 2. Sound Level Measurement Locations ........................................................................................... 8 Figure 3. Future Exterior Traffic Noise Levels (CNEL) ............................................................................. 13 Appendices Appendix A. Existing and Future Traffic Volumes Appendix B. Roadway Noise Calculations 1.0 INTRODUCTION AND SUMMARY This report estimates the exterior noise environment at the proposed Quarry Creek R-4 single-family/ 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, and west of College Boulevard and the current western terminus 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 Streets A and B. Future exterior traffic noise levels on the project site would range from approximately 54 dBA CNEL in the central multi-family residential area of the project site to approximately 58 dBA CNEL at the northern boundary of the site. Future exterior traffic noise levels at all outdoor usable areas would be less than 60 dBA CNEL, 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 fa,ade, 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. 1 Quarry Creek R-4 Exterior Noise Analysis Future Street----- "A" R-4 ' Oceanside Marron Rd FIGURE 1 Vicinity Map , ) f ~ • j "· .. 1.1 PROJECT DESCRIPTION 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 of Carlsbad 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-4 is a 205-unit residential project consisting of 56 detached single-family buildings and 149 multifamily units comprised of 50 duplex units and 99 triplex units. The proposed development would be located on an 18.4-gross-acre parcel in the center of the QCMP area, bounded on the north and south by future Street A. Land uses immediately surrounding the R-4 site include: an existing open space area to the northwest with a single-family residence beyond to the north; a planned wetland preserve and view area to the north and northeast; a planned community recreation area to the east; a planned open space preserve to the southeast, south and southwest, with existing single-family residences along Simsbury Court beyond to the south; and a planned residential neighborhood to the west. Anticipated east-west Street A would bound the site on the south, anticipated north-south Street B to the west would connect the anticipated Marron Road extension to Haymar Drive, and anticipated east-west Street D would bound the eastern half of the site on the north. The Quarry Creek R-4 development does not include common outdoor usable areas. Private outdoor usable areas consist of ground-floor yards/ patios adjacent to each multi-family residence and 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 BACKGROUND 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. 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 of the noise and its appropriateness in the setting, time of day and type of activity during which the noise occurs, and sensitivity of the individual. 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 hertz (Hz), whereas intensity describes the sound's loudness and is measured in decibels (dB). Decibels 3 - are measured using a logarithmic scale. A sound level ofO dB is approximately the threshold of human 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 individual events that an average human ear can detect is about 3 dB. The average person perceives a change in sound level of about 10 dB as a doubling (or halving) of the sound's loudness; this relation holds true for sounds of any loudness. Sound levels of typical noise sources and environments are provided in Table I. 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 of the 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 of a 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 measured. This is accomplished through the Lmax and Lmin indicators, which represent the root-mean- 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. To describe the time-varying character of environmental noise, the statistical noise descriptors LIO, L50, and L90 are commonly used. They are the noise levels equaled or exceeded during 10, 50, and 90 percent ofa stated time, respectively. Sound levels associated with LlO typically describe transient or short-term 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 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 10-dB 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 during the typically quieter evening and nighttime hours. The CNEL is used by the State of California and the City of Carlsbad (City) to evaluate land-use compatibility with regard to noise. 4 -' Table 1. Sound Levels of Typical Noise Sources and Noise Environments Human Judgment Noise Source Noise Environment A-Weighted of Noise Loudness (at Given Distance) Sound Level (Relative to Reference Loudness of 70 Decibels') Military Jet Takeoff Carrier Flight Deck 140 Decibels 128 times as loud with Afterburner (50 ft) Civil Defense Siren (100 ft) 130 64 times as loud Commercial Jet Take-off (200 ft) 120 32 times as loud Threshold of Pain Pile Driver (50 ft) Rock Music Concert 110 16 times as loud Inside Subway Station (New York) Ambulance Siren (100 ft) 8 times as loud Newspaper Press (5 ft) 100 Very Loud Gas Lawn Mower (3 ft) Food Blender (3 ft) Boiler Room Propeller Plane Flyover (1,000 ft) Printing Press Plant 90 4 times as loud Diesel Truck (150 ft) Garbage Disposal (3 ft) Noisy Urban Daytime 80 2 times as loud Passenger Car, 65 mph (25 ft) Reference Loudness Living Room Stereo (15 ft) Commercial Areas 70 Moderately Loud Vacuum Cleaner (10 ft) Normal Speech (5 ft) Data Processing Center 60 112 as loud Air Conditioning Unit (100 ft) Department Store Light Traffic (100 ft) Large Business Office 50 114 as loud Quiet Urban Daytime Bird Calls (distant) Quiet Urban Nighttime 40 118 as loud Quiet Soft Whisper (5 ft) Library and Bedroom at Night 30 1/16 as loud Quiet Rural Nighttime Broadcast and Recording Studio 20 1132 as loud Just Audible 0 1/64 as loud Threshold of Hearing Source: Compiled by dBF Associates, Inc. 5 - 2.0 APPLICABLE NOISE STANDARDS 2.1 CITY OF CARLSBAD The City of Carlsbad Noise Guidelines Manual [Nolte and Associates, Inc. 1995] identifies noise standards. 2.1.1 Exterior Noise Levels Figure IV-I: Land Use Compatibility for Community Noise Environments Matrix defines noise levels up 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. On Page J-3 of the Manual, the Application Requirements for Noise Report Application states: Where exterior space above the first floor/story of a 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 On Page i of the Manual, the Residential Interior Noise Standard states: 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 of the 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 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 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. The interior noise analysis should identify sound transmission loss requirements for building elements exposed to exterior noise levels exceeding 60 dB A CNEL. If the interior 45 dB A CNEL limit can be achieved only with the windows closed, the residence design must include mechanical ventilation that 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. 6 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 950 feet north of the closest (north) project site property line. The project site is exposed to aircraft noise levels below 60 dBA CNEL from operations associated with McClellan-Palomar Airport [SDCRAA 2011]. 3.1 ROADWAY TRAFFIC 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. Based on classification counts performed during the sound level measurements discussed below, the existing vehicle mix on SR 78 is estimated to be approximately 97.6% cars, 1 .4% medium trucks, 0.6% heavy trucks, 0% buses, and 0.4% motorcycles. However, the existing vehicle mix on SR 78 is 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. A Larson-Davis Model 820 American National Standards Institute (ANSI) Type 1 Integrating Sound Level Meter and a RION Model NA-28 ANSI Type 1 SLM were used as the data- collection devices. The sound level meters were calibrated before and after the measurement periods. Simultaneous traffic classification counts were performed during measurements when possible. The measurements were performed during the afternoon/ evening of Wednesday, July 22, 2015. Short- term (20-minute) sound level measurements were conducted at three locations during high traffic periods with free-flow traffic; SR 78 generally slows during peak periods. The meter was mounted on a tripod roughly 5 feet above ground to simulate the average (ground-floor) height of the human ear, or the microphone was placed 20 feet above ground to represent a second-story receptor. Measurement Location 1 (MLl) was at the northeast comer of the project site, ML2 was at the northwest corner of the site, and ML3 was near the south edge of the site. ML!, ML2, and ML3 were at 5 feet above ground; ML!' and ML2' were at 20 feet above ground. The view of SR 78 from ML3 was not adequate for an accurate vehicle count; however, traffic was qualitatively observed to be similar to that experienced duringML2. A review of Table 2 shows that the measured sound level ranged from approximately 46 dBA Leq at ML3 to approximately 54 dBA Leq at ML!'. The measurement results are summarized in Table 2 and correspond to the locations depicted on Figure 2. Traffic counts during the measurements are reported in Table 3. 7 Quarry Creek R-4 Exterior Noise Analysis FIGURE 2 Sound Level Measurement Locations Table 2. Sound Level Measurements (dBA) Measurement Location Date /Time Leq Lmin Lmax L10 L50 L90 ML 1 Northeast corner of site, 16:00 -16:20 51.9 5 feet above ground 45.6 66.6 54.0 50.3 48.1 ML1' Northeast corner of site, 16:00-16:20 53.5 20 feet above ground 47.9 65.5 55.8 52.2 50.1 ML2 Northwest corner of site, 17:30 -17:50 50.5 5 feet above ground 46.9 59.5 51.6 50.0 48.6 ML2' Northwest corner of site, 17:30 -17:50 51.4 20 feet above ground 47.8 58.3 52.8 50.9 49.6 ML3 South portion of site, 17:55-18:15 46.3 5 feet above ground 42.4 55.5 48.0 45.8 43.9 Note: All measurements conducted on Wednesday, July 22, 2015. Table 3. Traffic Counts during Sound Level Measurements Measurement Duration Roadway Direction Cars Medium Heavy Buses Motor- Trucks Trucks cycles Eastbound 879 17 7 0 5 ML1 10 minutes SR 78 Westbound 672 9 5 0 4 Eastbound 622 12 4 0 1 ML2 10 minutes SR 78 Westbound 655 2 2 0 1 During the measurements, the wind speed varied from approximately 3-8 mph, but did not affect the sound levels beyond rustling leaves and branches. Other observed noise sources included occasional distant sirens, occasional propeller aircraft (distant and high overhead), and occasional distant dogs barking; however, these sources did not substantially affect the recorded noise levels. 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 above the project site and is superelevated such that the roadway pitch is to the north. There is generally a clear line of site to the eastbound lanes, but the center Jersey barrier I K-rail partially blocks visibility to the westbound lanes. 9 3.1.2 Existing Noise Levels Because uoise prediction models have not been adequately validated for distances beyond 500 feet [Caltrans 2013], noise levels on the project site were estimated based on adjustments to measured levels. 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 14,280 vehicles during peak hour and operate at LOS Dor 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. To estimate existing noise levels on the project site, measured noise levels were increased according to the difference between the observed 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 1.5 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 49 dBA CNEL in the south area to approximately 56 dBA CNEL at the northeast comer (20 feet above ground). Table 4. Existing Noise Levels (dBA CNEL) Observed Existing Observed-Measured Hourly Hourly to-Existing Traffic Mix Existing Location Noise Traffic Traffic Noise Level Volume Volume Traffic Noise Noise Increase Level (vehicles) (vehicles) Increase ML1 Northeast corner of site, 51.9 9,588 10,800 + 0.5 + 1.5 53.9 5 feet above ground ML1' Northeast corner of site, 53.5 9,588 10,800 + 0.5 + 1.5 55.5 20 feet above ground ML2 Northwest corner of site, 50.5 7,794 10,800 + 1.4 + 1.5 53.4 5 feet above ground ML2' Northwest corner of site, 51.4 7,794 20 feet above ground 10,800 + 1.4 + 1.5 54.3 ML3 South portion of site, 46.3 -7,800 10,800 + 1.4 + 1.5 49.2 5 feet above ground 10 ,,.. .. , 3.2 FUTURE NOISE ENVIRONMENT The primary noise source in the future would be vehicular traffic on SR 78, on the planned extension of Marron Road, and on planned Streets A, B, and D. Improvements to add two high-occupancy vehicle (HOV) lanes to SR 78 have been included in the SAND AG 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 I 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 [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 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 comer to approximately 56 dBA CNEL at the northwest comer. Table 5. Future SR 78 Noise Levels (dBA CNEL) Existing Future Existing-Existing Hourly Hourly to-Future Future Location Noise Traffic Traffic Traffic Noise Noise Level Volume Volume Increase Level (vehicles) (vehicles) ML 1 Northeast corner of site, 53.9 10,800 14,400 + 1.2 55.1 5 feet above ground ML 1' Northeast corner of site, 55.5 10,800 14,400 + 1.2 56.7 20 feet above ground ML2 Northwest corner of site, 53.4 10,800 14,400 + 1.2 54.6 5 feet above ground ML2' Northwest corner of site, 54.3 10,800 14,400 + 1.2 55.5 20 feet above ground ML3 South portion of site, 49.2 10,800 14,400 +1.2 50.4 5 feet above ground 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 Streets A, B, and D. The modeling effort considered roadway alignments, estimated average vehicle speed, peak-hour traffic volume, and vehicle mix. The default ground type used in the model was 'hard soil.' Because Marron Road and Streets A, B, and D do not currently exist, calibration of the roadway noise model was not possible. 11 Marron Road is expected to extend west from the QCMP east boundary to the QCMP west boundary as part of the 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 I "assumes the extension of Marron Road from the existing east end of the Quarry Creek Shopping Center property line, to the 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 the QCMP west boundary and the existing extension east of El Camino Real." [Urban Systems Associates 2012] "The project preferred alternative is Alternative 2 which does not assume the Marron Road 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. Marron Road is projected to carry a Buildout Alternative 2 P.M. peak-hour volume of307 vehicles between the QCMP east boundary and Street B, and 109 vehicles between Street Band 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 of97.89% cars, 1.83% medium trucks, and 0.28% heavy trucks. Street A is expected to extend west from the end of the Marron Road west extension and continue along the southeast/ south/ southwest edges ofR-4. Street A is projected to carry a Buildout Alternative 2 P.M. peak-hour volume of 109 vehicles. Street A is expected to be a Local Collector roadway with a speed limit of 30 mph. Street A is not expected to be a truck route; therefore, the traffic mix was assumed to be the City of Carlsbad non-truck-route average of97.89% cars, 1.83% medium trucks, and 0.28% heavy trucks. Street Bis expected to extend north from the end of the Marron Road west extension to Haymar Drive. Street Bis projected to carry a Buildout Alternative 2 P.M. peak-hour volume of296 vehicles between 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 of97.89% cars, 1.83% medium trucks, and 0.28% heavy trucks. Street D is expected to extend west from an intersection with Street B, north of the Marron Road west extension, along the north edge ofR-4. Street Dis projected to carry a Buildout Alternative 2 P.M. peak- hour volume of 109 vehicles. Street D is expected to be a Local Collector roadway with a speed limit of 30 mph. Street Dis not expected to be a truck route; therefore, the traffic mix was assumed to be the City of Carlsbad non-truck-route average of97.89% 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 of a standing person. Future exterior traffic noise levels would range from approximately 54 dBA CNEL in the central multi- family residential area of the project site to approximately 58 dBA CNEL at the northern boundary of the project site, as shown on Figure 3. Future exterior traffic noise levels at all outdoor usable areas would be less than 60 dBA CNEL. 12 ,...., ' 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 less than 60 dBA CNEL, in compliance with the Carlsbad requirement of 60 dBA CNEL, as designed. 4.1.2 Interior The City of Carlsbad Noise Guidelines Manual indicates that standard construction provides 20 dBA exterior-to-interior noise reduction with windows closed, and 12 dBA with windows closed. Because future exterior traffic noise levels at all project building fa,ades would be 60 dBA CNEL 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 fa,ade, 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. 14 5.0 REFERENCES State of California 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 of Environmental 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 of America. Woodbury, NY. International Organization for Standardization (ISO). 1996a. ISO 1996/1. Acoustics -Description and Measurement of Environmental Noise -Part I: Basic Quantities and Procedures. 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. Ldn Consulting, Inc. 2012. Noise and Vibration Study. Quarry Creek Master Plan. October 3. Nolte and Associates, Inc. 1995. City of Carlsbad Noise Guidelines Manual. September. SB&O. 2015. Quarry Creek R-4 Site Plan. June 28. 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 I. 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. 15 -... ·, APPENDICES .. -·~ APPENDIX A ROADWAY NOISE CALCULATIONS INPUT· ROADWAYS l Quarry Creek R-4 dBF Associates, Inc. 27 July 2015 SPF TNM2.5 INPUT: ROADWAYS Average pavement type shall be used unless PROJECT/CONTRACT: Quarry Creek R-4 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 X y z Control Speed Percent Pvmt lon Device Constraint Vehicles Type !Struct? Affected ! ' ft ft ft ft mph % Street A 50.0 point13 13 6,237,888-0 2,009,251.0 124_00 Average point14 14 6,237,967.5 2,009,137.9 126-00 Average point15 15 6,238,087.5 2,009,067-2 128.00 Average point16 16 6,238,214.0 2,009,006_6 130.00 Average point17 17 6,238,390_0 2,008,922.8 130.00 Average point18 18 6,238,518.5 2,008,894.2 128-00 Average point19 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 point21 21 6,238,887.0 2,009,011.6 122.00 Average poin\22 22 6,238,966_5 2,009,117.2 120_00 Average poin\23 23 6,239,045.5 2,009,223.0 118.00 Average poin\24 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 poin\26 26 6,239,290.5 2,009,534.9 112.00 Average poin\27 27 6,239,386.5 2,009,625.9 110.00 Average poin\28 28 6,239,589.5 2,009,769.0 110.00 Average poin\29 29 6,239,693.5 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 point49 49 6,239,383.0 2,010,954.0 122.00 Average point50 50 6,239,398.5 2,010,911.4 120.00 Average point51 51 6,239,414.5 2,010,868.9 118.00 Average point52 52 6,239,430_0 2,010,826.4 116_00 Average C:\Users\Steve Fiedler\DropboxldBFA TNM\Quarry Creek R-4\Future 1 INPUT· ROADWAYS Quarry Creek R-4 point53 53 6.239,445.5 2,010,783.9 114.00 Average point54 54 6,239,461.0 2,010,741.4 112.00 Average point55 55 6,239,476.5 2,010,698.9 110.00 Average point56 56 6,239,492.5 2,010,656.4 108.00 Average point57 57 6,239,510.0 2,010,607.8 106.00 Average point58 58 6,239,557.5 2,010,499.2 104.00 Average point59 59 6,239,690.5 2,010,117.5 108.00 Average point60 60 6,239,727.0 2,010,017.6 110.00 Average point61 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 50.0 point63 63 6,239,785.0 2,009,859.8 114.00 Average point32 32 6,239,853.0 2,009,882.6 116.00 Average point33 33 6,239,905.5 2,009,897.5 118.00 Average point34 34 6,239,958.0 2,009,910.0 120.00 Average point35 35 6,240,011.0 2,009,920.4 122.00 Average 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 point41 41 6,240,335.5 2,009,938.5 134.00 Average point42 42 6,240,389.5 2,009,937.9 136.00 Average point43 43 6,240,443.5 2,009,937.2 138.00 Average point44 44 6,240,512.0 2,009,936.5 140.00 Average point45 45 6,240,643.5 2,009,935.1 142.00 Street D 12.0 point64 64 6,239,666.0 2,010,046.2 108.00 Average point65 65 6,239,546.5 2,010,003.1 106.00 Average point66 66 6,239,311.0 2,009,952.8 106.00 Average point67 67 6,239,212.0 2,009,954.1 106.00 Average point68 68 6,239,097.5 2,009,950.2 106.00 Average point69 69 6,238,950.0 2,009,941.8 106.00 Average point70 70 6,238,888.0 2,009,917.4 106.50 Average point71 71 6,238,848.5 2,009,887.0 107.00 Average point72 72 6,238,792.5 2,009,803.6 108.00 Average point73 73 6,238,725.5 2,009,685.9 109.50 Average point74 74 6,238,695.5 2,009,644.4 110.00 Average point75 75 6,238,609.5 2,009,571.9 115.00 Average point76 76 6,238,575.5 2,009,513.6 117.50 Average point77 77 6,238,563.5 2,009,455.8 120.00 Average C:\Users\Steve Fiedler\DropboxldBFA TNM\Quarry Creek R-4\Future 2 INPUT: ROADWAYS Quarry Creek R-4 11 point78 I ?al 6,23a,s61.s1 2,009,395.91 120.001 1 ) C:\Users\Steve Fiedler\DropboxldBFA TNM\Quarry Creek R-4\Future 3 INPUT: TRAFFIC FOR LAeq1h Volumes Quarn• Creek R-4 dBF Associates, Inc. 27 July 2015 SPF TNM 2.5 INPUT: TRAFFIC FOR LAeq1h Volumes PROJECT/CONTRACT: Quarry Creek R-4 RUN: Future Roadway Points Name Name No. Segment -------~ ---- Autos MTrucks !HTrucks Buses Motorcycles V s V Is -iv s V s V -IS_ -' ) veh/hr mph veh/hr mph veh/hr mph veh/hr mph veh/hr mph Street A point13 13 107 35 2 35 0 0 0 0 0 0 point14 14 107 35 2 35 0 0 0 0 0 0 point15 15 107 35 2 35 0 0 0 0 0 0 point16 16 107 35 2 35 0 0 0 0 0 0 point17 17 107 35 2 35 0 0 0 0 0 0 point18 18 107 35 2 35 0 0 0 0 0 0 point19 19 107 35 2 35 0 0 0 0 0 0 point20 20 107 35 2 35 0 0 0 0 0 0 point21 21 107 35 2 35 0 0 0 0 0 0 I point22 22 107 35 2 35 0 0 0 0 0 0 ' point23 23 107 35 2 35 0 0 0 0 0 0 point24 24 107 35 2 35 0 0 0 0 0 0 point25 25 107 35 2 35 0 0 0 0 0 0 point26 26 107 35 2 35 0 0 0 0 0 0 point27 27 107 35 2 35 0 0 0 0 0 0 point28 28 107 35 2 35 0 0 0 0 0 0 point29 29 107 35 2 35 0 0 0 0 0 0 point30 30 Street B point46 46 290 30 5 30 1 30 0 0 0 0 point47 47 290 30 5 30 1 30 0 0 0 0 point48 48 290 30 5 30 1 30 0 0 0 0 point49 49 290 30 5 30 1 30 0 0 0 0 point50 50 290 30 5 30 1 30 0 0 0 0 C:\Users\Steve Fiedler\Dropbox\dBFA TNM\Quarry Creek R-4\Future 1 INPUT: TRAFFIC FOR LAeq1 h Volumes Quarrv Creek R-4 point51 51 290 30 5 30 1 30 0 0 0 0 point52 52 290 30 5 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 point55 55 290 30 5 30 1 30 0 0 0 0 point56 56 290 30 5 30 1 30 0 0 0 0 point57 57 290 30 5 30 1 30 0 0 0 0 point58 58 290 30 5 30 1 30 0 0 0 0 point59 59 290 30 5 30 1 30 0 0 0 0 point60 60 290 30 5 30 1 30 0 0 0 0 point61 61 290 30 5 30 1 30 0 0 0 0 , ) point62 62 , Marron Road point63 63 300 35 6 35 1 35 0 0 0 0 point32 32 300 35 6 35 1 35 0 0 0 0 point33 33 300 35 6 35 1 35 0 0 0 0 point34 34 300 35 6 35 1 35 0 0 0 0 point35 35 300 35 6 35 1 35 0 0 0 0 ! point36 36 300 35 6 35 1 35 0 0 0 0 point37 37 300 35 6 35 1 35 0 0 0 0 point38 38 300 35 6 35 1 35 0 0 0 0 point39 39 300 35 6 35 1 35 0 0 0 0 point40 40 300 35 6 35 1 35 0 0 0 0 point41 41 300 35 6 35 1 35 0 0 0 0 point42 42 300 35 6 35 1 35 0 0 0 0 point43 43 300 35 6 35 1 35 0 0 0 0 ( ,. point44 44 300 35 6 35 1 35 0 0 0 0 point45 45 Street D point64 64 107 35 2 35 0 0 0 0 0 0 point65 65 107 35 2 35 0 0 0 0 0 0 point66 66 107 35 2 35 0 0 0 0 0 0 point67 67 107 35 2 35 0 0 0 0 0 0 point68 68 107 35 2 35 0 0 0 0 0 0 point69 69 107 35 2 35 0 0 0 0 0 0 point70 70 107 35 2 35 0 0 0 0 0 0 point71 71 107 35 2 35 0 0 0 0 0 0 point72 72 107 35 2 35 0 0 0 0 0 01 C:\Users\Steve Fiedler\Dropbox\dBFA TNM\Quarry Creek R-4\Future 2 INPUT: TRAFFIC FOR LAea1 h Volumes Quarrv Creek R-4 point73 73 107 35 2 35 0 0 0 0 0 0 point74 74 107 35 2 35 0 0 0 0 0 0 point75 75 107 35 2 35 0 0 0 0 0 0 point76 76 107 35 2 35 0 0 0 0 0 0 point77 77 107 35 2 35 0 0 0 0 0 0 point78 78 ) C:\Users\Steve Fiedler\Dropbox\dBFA TNM\Quarry Creek R-4\Future 3 INPUT: RECEIVERS Quarn• Creek R-4 I dBF Associates, Inc. 27 July 2015 SPF TNM 2.5 INPUT: RECEIVERS PROJECT/CONTRACT: Quarry Creek R-4 RUN: Future Receiver Name No. #DUs Coordinates (ground) Height Input Sound Levels and Criteria Active ------- X y z above Existing Impact Criteria NR in Ground LAeq1h LAeq1h Sub'I Goal Cale. ) ft ft ft ft dBA dBA dB dB MF46 23 1 6,238,884.5 2,009,444.2 126.40 5.00 0.00 66 10.0 8.0 MF19 24 1 6,238,645.5 2,008,954.8 128.00 5.00 0.00 66 10.0 8.0 MF 5 / 6 / 7 25 1 6,239,292.5 2,009,616.1 120.00 5.00 0.00 66 10.0 8.0 MF 3/4 26 1 6,239,423.5 2,009,837.0 118.50 5.00 0.00 66 10.0 8.0 MF 32 27 1 6,238,932.5 2,009,869.6 120.10 5.00 0.00 66 10.0 8.0 38 28 1 6,237,970.0 2,009,204.1 127.70 5.00 0.00 66 10.0 8.0 27 29 1 6,238,458.5 2,008,957.2 131.30 5.00 0.00 66 10.0 8.0 17 30 1 6,238,504.5 2,009,429.2 128.10 5.00 0.00 66 10.0 8.0 10 31 1 6,238,212.0 2,009,385.6 130.20 5.00 0.00 66 10.0 8.0 1 32 1 6,237,872.0 2,009,377.6 125.60 5.00 0.00 66 10.0 8.0 C:\Users\Steve Fiedler\DropboxldBFA TNM\Quarry Creek R-4\Future 1 RESULTS· SOUND LEVELS Quarry Creek R-4 dBF Associates, Inc. 27 July 2015 SPF TNM 2.5 Calculated with TNM 2.5 ' I I RESULTS: SOUND LEVELS PROJECT/CONTRACT: Quarry Creek R-4 RUN: Future BARRIER DESIGN: INPUT HEIGHTS Average pavement type shall be used unless a State highway agency substantiates the use ATMOSPHERICS: 68 deg F, 50% RH of a different type with approval of FHWA. Receiver Name No. #DUs Existing No Barrier With Barrier I------ LAeq1h LAeq1h Increase over existing Type Calculated Noise Reduction J Calculated Crit'n Calculated Crit'n Impact LAeq1h Calculated Goal Calculated Sub'I Inc minus . Goal dBA dBA dBA dB dB dBA dB dB dB MF46 23 1 0.0 48.8 66 48.8 10 --48.8 0.0 8 -8.0 MF 19 24 1 0.0 54.7 66 54.7 10 --54.7 0.0 8 -8.0 MF5/6/7 25 1 0.0 54.3 66 54.3 10 ---54.3 0.0 8 -8.0 . MF3/ 4 26 1 0.0 52.9 66 52.9 10 ---52.9 0.0 8 -8.0 MF32 27 1 0.0 54.1 66 54.1 10 ----54.1 0.0 8 -8.0 38 28 1 0.0 55.0 66 55.0 10 ----55.0 0.0 8 -8.0 27 29 1 0.0 54.7 66 54.7 10 ---54.7 0.0 8 -8.0 17 30 1 0.0 52.2 66 52.2 10 ---52.2 0.0 8 -8.0 10 31 1 0.0 45.6 66 45.6 10 ---45.6 0.0 8 -8.0 1 32 1 0.0 46.0 66 46.0 10 ---46.0 0.0 8 -8.0 Dwelling Units #DUs Noise Reduction Min Avg Max dB dB dB All Selected 10 0.0 0.0 0.0 All Impacted 0 0.0 0.0 0.0 All that meet NR Goal 0 0.0 0.0 0.0 C:\Users\Steve Fiedler\Dropbox\dBFA TNM\Quarry Creek R-4\Future 1 27 J,