HomeMy WebLinkAboutSDP 2022-0003; FPC RESIDENTIAL - SB 330; NOISE IMPACT ANALYSIS; 2022-10-05
HELIX Environmental Planning, Inc. 7578 El Cajon Boulevard
La Mesa, CA 91942 619.462.1515 tel 619.462.0552 fax
www.helixepi.com
October 5, 2022 00321.00026.001
Ryley Webb
H.G. Fenton Company
7577 Mission Valley Road
San Diego, CA 92108
Subject: FPC Residential Complex Project Noise Analysis
Dear Mr. Webb:
HELIX Environmental Planning, Inc. (HELIX) has performed an analysis of noise impacts related to the
construction and operation associated with the proposed FPC Residential Complex Project (project).
Vibration exposure was analyzed in a separate report. This letter summarizes the methodology and
results of the noise analysis.
ENVIRONMENTAL SETTING AND PROJECT DESCRIPTION
The proposed project consists of a multi-family residential development in the City of Carlsbad; refer to
Figure 1, Regional Location. The project site is located northeast of the intersection of Ponto Road and
Ponto Drive and is currently developed with storage units and two small unoccupied buildings.
Surrounding land uses include a parking garage to the north; a North County Transit District (NCTD)
railway adjacent to the east, with mobile homes and single-family residences further eastward beyond
the rail line; undeveloped open space to the south; and single-family residences and a hotel to the west
(see Figure 2, Aerial Photograph).
The project would replace the existing structures with 86 multi-family residential units on an
approximately 4.54-acre site (approximately 19 dwelling units/acre). The proposed units would consist
of seven different layouts that include between two to four bedrooms and two to three bathrooms. The
proposed buildings would be either two-stories or three-stories in height, with a maximum height of
35 feet. The project would include 172 garage parking spaces and 34 open parking spaces, for a total of
216 parking spaces. The project would also include approximately 20,000 square feet (sf) of open space
throughout the site. Shared open space would include a 5,000-sf area in the northeast corner of the site,
a 2,000-sf area in the northern portion of the site, and a 3,000-sf area in the southern portion of the site.
Access to the project site would be via an entrance off of Ponto Drive (see Figure 3, Site Plan).
Letter to Ryley Webb Page 2 of 13
October 5, 2022
FUNDAMENTALS OF NOISE/SOUND AND VIBRATION
Noise/Sound
All noise level or sound level values presented herein are expressed in terms of decibels (dB), with
A-weighting (dBA) to approximate the hearing sensitivity of humans. Time-averaged noise levels are
expressed by the symbol LEQ, with a specified duration. The Community Noise Equivalent Level (CNEL) is
a 24-hour average, where noise levels during the evening hours of 7:00 p.m. to 10:00 p.m. have an
added 5 dBA weighting, and noise levels during the nighttime hours of 10:00 p.m. to 7:00 a.m. have an
added 10 dBA weighting. This is similar to the Day Night sound level (LDN), which is a 24-hour average
with an added 10 dBA weighting on the same nighttime hours but no added weighting on the evening
hours. Sound levels expressed in CNEL are always based on dBA. These metrics are used to express noise
levels for both measurement and municipal regulations, as well as for land use guidelines and
enforcement of noise ordinances.
Sound can be described as the mechanical energy of a vibrating object transmitted by pressure waves
through a liquid or gaseous medium (e.g., air) to a hearing organ, such as a human ear. Noise is defined
as loud, unexpected, or annoying sound.
In the science of acoustics, the fundamental model consists of a sound (or noise) source, a receiver, and
the propagation path between the two. The loudness of the noise source and obstructions or
atmospheric factors affecting the propagation path to the receiver contribute to the sound level and
characteristics of the noise perceived by the receiver. The field of acoustics deals primarily with the
propagation and control of sound.
Continuous sound can be described by frequency (pitch) and amplitude (loudness). A low frequency
sound is perceived as low in pitch. Frequency is expressed in terms of cycles per second, or Hertz (Hz)
(e.g., a frequency of 250 cycles per second is referred to as 250 Hz). High frequencies are sometimes
more conveniently expressed in kilohertz (kHz), or thousands of Hertz. The audible frequency range for
humans is generally between 20 Hz and 20,000 Hz.
The amplitude of pressure waves generated by a sound source determines the loudness of that source.
A logarithmic scale is used to describe sound pressure level (SPL) in terms of dBA units. The threshold of
hearing for the human ear is approximately 0 dBA, which corresponds to 20 micro Pascals (mPa).
Because decibels are logarithmic units, SPL cannot be added or subtracted through ordinary arithmetic.
Under the decibel scale, a doubling of sound energy corresponds to a 3 dBA increase. In other words,
when two identical sources are each producing sound of the same loudness, the resulting sound level at
a given distance would be 3 dBA higher than one source under the same conditions.
NOISE SENSITIVE LAND USES
Noise sensitive land uses (NSLUs) are land uses that may be subject to stress and/or interference from
excessive noise and generally include residences, hospitals, schools, hotels, resorts, libraries, sensitive
wildlife habitat, or similar facilities where quiet is an important attribute of the environment. The
nearest NSLUs to the project site are the single-family residences located as close as 60 feet to west of
the project site across Ponto Road. The proposed residences would also be considered to be NSLUs.
Letter to Ryley Webb Page 3 of 13
October 5, 2022
EXISTING NOISE SETTING
The proposed project site is in a partially developed area surrounded by residential land uses,
undeveloped land, and a hotel. Existing noise sources in the vicinity of the project site include vehicular
traffic along nearby roadways and periodic train pass-bys on the railway to the east of the site. An
ambient noise measurement survey was conducted on February 11, 2022 at the project site and
included three short-term measurements (refer to Attachment A, Site Survey Measurement Sheets).
Specifically, the survey included two 15-minute ambient noise measurements and one noise
measurement of the train passing by. Noise measurement locations and results are shown in Table 1,
Ambient Noise Measurement Survey. Additionally, the noise measurement locations are shown on
Figure 4, Noise Measurement Locations.
Table 1
AMBIENT NOISE MEASUREMENT SURVEY
Measurement Location/Notes Time Noise Level
(dBA LEQ)
1
Northern boundary of project site, at
adjacent parking garage. Noise sources
include ambient nature sounds and
distant traffic.
11:03 a.m. – 11:18 a.m. 55.2
2
Northwest corner of the intersection of
Ponto Road and Ponto Drive. Noise
sources include ambient nature sounds
and traffic at nearby roadways.
11:30 a.m. – 11:45 a.m. 55.2
3
Dirt path southeast of project site.
Train pass-by measurement lasting one
minute.
12:10 p.m. 72.9
Source: HELIX site visit conducted on February 11, 2022 EQUIPMENT AND METHODOLOGY
Ambient Noise Survey
The following equipment was used to measure existing noise levels at the project site:
• Larson Davis 831 Sound Level Meter
• Larson Davis Model CAL250 Calibrator
• Microphone windscreen
• Tripod for the Larson Davis 831 Sound Level Meter
The sound-level meters were field-calibrated immediately prior to the noise measurement to ensure
accuracy. All measurements were made with meters that conform to the American National Standards
Institute (ANSI) specifications for sound level meters (ANSI SI.4-1983 R2006). All instruments were
maintained with National Institute of Standards and Technology traceable calibration per the
manufacturers’ standards.
Letter to Ryley Webb Page 4 of 13
October 5, 2022
Noise Modeling Software
Project construction noise was analyzed using the U.S. Department of Transportation (USDOT) Roadway
Construction Noise Model (RCNM; USDOT 2008), which utilizes estimates of sound levels from standard
construction equipment.
Noise modeling was accomplished using the Computer Aided Noise Abatement (CadnaA) model version
2021. CadnaA is a program developed by DataKustik™ for predicting noise impacts in a wide variety of
conditions. It allows for the input of project-related information, such as noise source data, barriers,
structures, and topography to create a detailed model, and uses the methodology from the U.S.
Department of Transportation Federal Highway Administration (FHWA) Traffic Noise Model TNM
version 2.5 (USDOT 2004). The noise models used in this analysis were developed using Google Earth
and site plans provided by the project architect. Input variables included building mechanical equipment
reference noise levels, road alignment, elevation, lane configuration, projected traffic volumes,
estimated truck composition percentages, and vehicle speeds.
The one-hour LEQ traffic noise level is calculated utilizing peak-hour traffic. The model-calculated
one-hour LEQ noise output is the equivalent to the LDN (Caltrans 2013a). This is shown in the following
equation: LDN = LEQ (h)pk + 10log10(4.17/P) + 10log10 (D+10N), where LEQ (h)pk is peak hour LEQ, P is the peak
hour volume percentage of ADT, D is the daytime fraction of ADT, N is the nighttime fraction of ADT, and
D+N=1. The modeling includes the project building, the rooftop-mounted heating, ventilation, and air
conditioning (HVAC) units, and the traffic on Ponto Road and Carlsbad Boulevard.
Railway noise was analyzed using the Federal Transit Administration (FTA) Noise Impact Assessment
Spreadsheet (FTA 2007).
Assumptions and Model Input
Construction
Construction would require the use of equipment throughout the site for the full term of construction.
Typical construction activities include demolition, excavating, grading, construction of the building, and
paving. Standard equipment used on the site is assumed to include an excavator, scraper, front-end
loader, compactor, compressor, crane, dump truck, dozer, grader, backhoe, tractor, skid steer, ready-
mix truck, concrete pump, water truck, forklift, scissor lift, loader, and roller. Blasting or the use of pile
drivers is not anticipated to be required.
Operation
According to the project site plan and information proved by the project applicant, anticipated
operational noise sources would include HVAC systems and vehicular traffic.
HVAC Units
The project would use typical to larger-sized HVAC units located on the rooftop of the proposed
buildings or on the internal patios. Standard HVAC planning assumes one HVAC unit per proposed
residential unit; therefore, the project would require 86 units. The exact HVAC model has not been
determined as of this analysis. For the purposes of this analysis, a Carrier 38HDR060 split system
Letter to Ryley Webb Page 5 of 13
October 5, 2022
condenser HVAC unit was used to model the noise impacts from the proposed project’s HVAC system
(see Attachment B, Carrier 38HDR060 Split System Condenser). The manufacturer’s noise data for the
HVAC units is provided below in Table 2, Carrier HDR060 Condenser Noise.
Table 2
CARRIER HDR060 CONDENSER NOISE
Noise Levels in Decibels1 (dB) Measured at Octave Frequencies Overall Noise Level in
A-weighted Scale (dBA)1 125 Hz 250 Hz 500 Hz 1 KHz 2 KHz 4 KHz 8 KHz
63.0 61.5 64.0 66.5 66.0 64.5 55.5 72.0
1 Sound Power Level (SWL)
Hz = Hertz; KHz = kilohertz
Vehicular Traffic
Traffic modeling for the project was based on the Institute of Transportation Engineers (ITE) common
trip generation rates (ITE 2017), and the average daily trips on nearby roadways provided by the San
Diego Association of Government’s (SANDAG) Transportation Forecast Information Center (TFIC). Streets
to be modeled were chosen based on proximity to nearby NSLUs. Existing traffic volumes are based on
the SANDAG TFIC volumes for 2025 (SANDAG 2022). Using ITE’s trip generation rate of 0.56 trips per
dwelling unit for low-rise multi-family housing units, the project is anticipated to generate 51 peak hour
trips. A conservative traffic distribution of 97 percent automobiles, 2 percent medium trucks, and
1 percent heavy trucks was used in this analysis for the existing traffic. Posted traffic speeds are 25 miles
per hour along Ponto Road and 50 miles per hour along Carlsbad Boulevard. Table 3, Existing Plus
Project Traffic Volumes, summarizes the peak hour data for nearby roadways, both with and without the
project.
Table 3
EXISTING PLUS PROJECT TRAFFIC VOLUMES
Roadway Segment
Peak Hour Trips
Existing Project1 Existing Plus
Project
Ponto Road2
North of Ponto Drive 120 51 171
Carlsbad Boulevard
North of Avenida Encinas (northbound) 540 51 591
North of Avenida Encinas (southbound) 630 51 681
Source: SANDAG 2022; ITE 2017
1 The project is anticipated to generate 51 peak hour trips using ITE’s trip generation rate of 0.56 trips per
dwelling unit for low-rise multi-family housing units.
2 TFIC lists the roadway as “zone connector.”
Rail Traffic Noise
Rail noise sources include commuter trains (such as the Amtrak Pacific Surfliner, NCTD Coaster, and
Metrolink) and freight trains.
Letter to Ryley Webb Page 6 of 13
October 5, 2022
Commuter train modeling is based on a single (in operation) locomotive and five cars traveling at
50 mph, and freight train modeling is based on five locomotives and 80 cars traveling at 50 mph.
Commuter and freight train trips are shown in Table 4, Commuter and Freight Train Trips.
Table 4
COMMUTER AND FREIGHT TRAIN TRIPS
Time Commuter1 Freight
Day (7:00 a.m. to 10:00 p.m.) 46 0
Night (10:00 p.m. to 7:00 a.m.) 10 2
Source: Los Angeles-San Diego-San Luis Obispo (LOSSAN) 2012
1 The LOSSAN report lists 56 commuter trains (Coaster, Amtrak, and Metrolink) from Oceanside to San Diego
per day. Train splits between day and nighttime of approximately 85 percent day trains and 15 percent
nighttime trains were determined based upon the NCTD Coaster schedule effective October 14, 2019.
NOISE REGULATIONS
City of Carlsbad Noise Guidelines Manual
According to the City Noise Guidelines Manual (City of Carlsbad 2013), residential lots and dwellings are
to be sound attenuated against present and projected roadway noise, so as not to exceed an exterior
standard of 60 Community Noise Equivalent Level (CNEL), except that for areas impacted by McClellan-
Palomar Airport shall be mitigated at 65 dB(A) CNEL and an interior standard of 45 CNEL in all habitable
rooms.
City of Carlsbad General Plan Noise Element
The Carlsbad General Plan Noise Element (City of Carlsbad 2015) establishes noise standards and
allowable noise exposure. Table 5, Performance Standards for Non-Transportation Sources, provides
standards for noise from non-transportation noise sources. These standards apply to the noise sources
as measured at the edge of the property line.
Table 5
PERFORMANCE STANDARDS FOR NON-TRANSPORTATION SOURCES1
Noise Level Descriptor
Daytime
(7:00 a.m. to
10:00 p.m.)2
Nighttime
(10:00 p.m. to
7:00 a.m.)2
Hourly LEQ, dBA 55 45
Maximum Level, dBA 75 65
Source: City of Carlsbad 2015
1 Performance standards are measured at the property line of source/sensitive use – where is footnote in table?
2 Each of the noise levels specified shall be lowered by 5 dB for simple tone noises, noises consisting primarily of
speech or music, or for recurring impulsive noises.
LEQ = equivalent noise level; dBA = A-weighted decibels
The General Plan’s Noise Element provides noise land use compatibility standards. For residential multi-
family uses, exterior noise limits are considered acceptable up to 60 CNEL (65 CNEL for airport noise
impacts), with a transition of 65 to 70 CNEL being conditionally acceptable.
Letter to Ryley Webb Page 7 of 13
October 5, 2022
The Noise Element also sets standards that developments shall attain through noise attenuation
measures. The allowable noise exposure limits for outdoor activity areas are set at 60 CNEL for
residential land uses. Indoor limits are set at 45 CNEL.
City of Carlsbad Municipal Code, Chapter 8.48, Noise
It shall be unlawful to operate equipment or perform any construction in the erection, demolition,
alteration, or repair of any building or structure or the grading or excavation of land during the following
hours, except as hereinafter provided:
After 6:00 p.m. on any day, and before 7:00 a.m., Monday through Friday, and before 8:00 a.m.
on Saturday; all day on Sunday; and on any federal holiday.
ANALYSIS AND IMPACTS
Construction Noise Levels
Construction of the proposed project would involve demolition of the existing structures and
construction of 86 multi-family residential units. The magnitude of the impact would depend on the type
of construction activity, equipment, duration of each construction phase, distance between the noise
source and receiver, and intervening structures. Construction would generate elevated noise levels that
may by audible at nearby residential uses in the vicinity of the project site.
Construction equipment would not all operate at the same time or location. Furthermore, construction
equipment would not be in constant use during a typical 8-hour operating day. The closest NSLUs are
the residences to the west. While these residences are approximately 60 feet from the project
boundary, construction noise is mobile and would occur throughout the project site. An average
distance of 150 feet was used to assess noise levels. Table 6, Construction Equipment Noise Levels,
provides the 150-foot distance noise levels for expected construction equipment.
Letter to Ryley Webb Page 8 of 13
October 5, 2022
Table 6
CONSTRUCTION EQUIPMENT NOISE LEVELS
Unit Percent
Operating Time
dBA LEQ at
150 feet
Backhoe 40 64.0
Compactor 20 66.7
Compressor 40 64.1
Crane 16 63.0
Dozer 40 68.1
Dump Truck 40 62.9
Excavator 40 67.2
Front-End Loader 40 65.6
Generator 50 71.1
Grader 40 75.5
Paver 50 64.7
Pumps 50 68.4
Roller 20 63.5
Scraper 40 70.1
Tractor 40 70.5
Source: USDOT 2008
As shown in Table 6, the loudest piece of individual equipment operated during construction would be
the grader, which would generate 75.5 dBA LEQ at 150 feet. Additionally, an excavator, loader, and dump
truck were analyzed together for construction noise impacts due to their likelihood of being used in
conjunction with one another. Operation of an excavator, loader, and dump truck would generate a
noise level of 70.3 dBA LEQ at 150 feet. The City does not provide a numerical threshold for construction
noise levels, and construction would occur within the hours allowed by the municipal code. However,
noise levels may exceed the existing ambient noise levels of the project area, which would be
approximately 55.2 dBA, as measured by the ambient noise measurements.
Construction Vibration
Construction of the project would occur near single-family residences, with the nearest houses occurring
as close as 60 feet from the edge of the proposed project, and approximately 230 feet from the center
of the proposed project. A possible source of vibration during general project construction activities
would be a vibratory roller, which may be used for compaction of soil beneath building foundations and
would be used within 60 feet of off-site residences. A vibratory roller would create approximately
0.210 inch per second PPV at a distance of 25 feet (Caltrans 2013b). A 0.210 inch per second PPV
vibration level would equal 0.069 inch per second PPV at a distance of 60 feet.1 This would be lower
than the structural damage impact to older structures of 0.5 inches per second PPV and the “strongly
perceptible” impact for humans of 0.1 inches per second PPV. Additionally, off-site exposure to such
ground-borne vibration would be temporary. Therefore, even though vibration may be perceptible at
1 Equipment PPV = Reference PPV * (25/D)n (in/sec), where Reference PPV is PPV at 25 feet, D is distance from equipment to
the receiver in feet, and n = 1.1 (the value related to the attenuation rate through the ground); formula from Caltrans 2013.
Letter to Ryley Webb Page 9 of 13
October 5, 2022
nearby residences, temporary impacts associated with the roller (and other potential equipment) would
be less than significant.
Operation Noise Levels
On-site Noise Generation
As previously discussed, modeling assumed that the HVAC units would be Carrier 38HDR060 split system
condenser units, and that one unit would be mounted on the rooftop of each unit, resulting in a total of
86 HVAC units included in the project. According to the CadnaA modeling, operation of the proposed
HVAC units would generate a noise level of 33.3 dBA LEQ at the property line of the single-family
residence to the west. Therefore, the project would not exceed the non-transportation nighttime
operational noise limit of 45 dBA LEQ. Impacts would be less than significant.
Off-site Transportation Noise
As noted in the assumptions, Existing and Existing Plus Project traffic noise levels presented in this
analysis are based on traffic data provided by SANDAG’s TFIC and traffic calculated using ITE’s trip
generation rates. Refer to Table 3 for the forecasted peak hour traffic data for existing and project-
added traffic volumes.
CadnaA software was used to calculate the noise levels for Existing and Existing Plus Project conditions.
The off-site roadway modeling represents a conservative analysis that does not consider topography or
attenuation provided by structures such as existing noise walls. The results of this analysis for the noise
levels at the nearest NSLUs to the roadway centerline are shown below in Table 7, Off-site Traffic Noise
Levels at Nearest NSLU.
Table 7 OFF-SITE TRAFFIC NOISE LEVELS AT NEAREST NSLU (dBA)
Roadway Segment
Distance to
Nearest
NSLU
Existing
Traffic
Existing +
Project
Change from
Existing
Direct
Impact
Ponto Road 15 feet1 57.7 58.9 +1.2 No
Carlsbad Boulevard 75 feet2 58.9 59.3 +0.4 No
1 Receiver placed at the eastern property boundary of the residence at 7270 Ponto Drive.
2 Receiver placed at the western property boundary of the residence at 7258 Ponto Drive.
Implementation would result in a minimal increase in traffic noise at the nearest NSLUs to the impacted
roadways. With implementation of the project, the noise levels at the nearest NSLUs to the impacted
roadways would not exceed the noise level threshold of 60 dBA. Therefore, impacts from project-
generated traffic would be less than significant.
Operation Vibration Levels
As a residential development, the project would not generate excessive ground-borne vibration during
operation. Therefore, no impacts would occur.
Letter to Ryley Webb Page 10 of 13
October 5, 2022
Land Use Compatibility
Exterior Use Areas
The noise levels associated with traffic (including project-added trips) were modeled using CadnaA at
the project’s western boundary, which would be the portion of the project closest to local roadways.
The project’s western boundary would be located as close as 35 feet from the centerline of Ponto Road
and 230 feet from the northbound lane centerline of Carlsbad Boulevard. Future residential uses would
be exposed to noise from vehicular traffic along Carlsbad Boulevard and Ponto Road. Impacts related to
exterior noise would be significant if future exterior use areas are exposed to noise levels in excess of
65 dBA. The modeled roadway noise level at exterior use areas, assuming no topographic attenuation,
was modeled at 56.1 dBA. Noise levels at common exterior use area locations would not exceed the
65 CNEL standard.
The closest residences would have rear yards within approximately 100 feet from the centerline of the
NCTD railroad tracks. Noise levels were modeled using the FTA’s Noise Impact Assessment Spreadsheet
(Attachment C). At this distance, noise associated with commuter and freight trains would be
approximately 58.9 dBA average during the daytime hours and 58.6 dBA average during the nighttime
hours. This level of noise would equate to a 70.7 CNEL. Noise levels at these exterior use area locations
would not exceed the 60 CNEL standard.
NOI-1 Exterior Noise Standard Compliance.The project shall be required to include an exterior use
area noise control barrier of 7.5-feet above the finished pad elevation for the residences
adjacent the rail with a clear view of the rail.
The sound attenuation fence or wall must be solid. It can be constructed of masonry, wood,
plastic, fiberglass, steel, or a combination of those materials, as long as there are no cracks or
gaps, through or below the wall. Any seams or cracks must be filled or caulked. If wood is used,
it can be tongue and groove and must be at least one-inch total thickness or have a density of at
least 3½ pounds per square foot. Where architectural or aesthetic factors allow, glass or clear
plastic ⅜ of an inch thick or thicker may be used on the upper portion, if it is desirable to
preserve a view. Sheet metal of 18 gauge (minimum) may be used, if it meets the other criteria
and is properly supported and stiffened so that it does not rattle or create noise itself from
vibration or wind. Any door(s) or gate(s) must be designed with overlapping closures on the
bottom and sides and meet the minimum specifications of the wall materials described above.
The gate(s) may be of one-inch thick or better wood, solid-sheet metal of at least 18-gauge
metal, or an exterior-grade solid-core steel door with prefabricated doorjambs.
Tall walls may create an impact to locations opposite the wall. However, low level walls such as
the planned 7.5-foot wall at a distance of 160 feet from the opposite side residential land use
would not normally be expected to create a measurable change in noise level due to sound
reflection. It should be further noted that during the time noise is occurring from the tracks, the
train has a physical noise blocking presence between the wall and the far side properties further
reducing any reflected noise.
Letter to Ryley Webb Page 11 of 13
October 5, 2022
Interior Spaces
Traditional architectural materials are conservatively estimated to attenuate noise levels by 15 dBA;
therefore, if noise levels exceed 60 dBA, interior noise levels may exceed the Title 24 interior noise
standard of 45 dBA (California Building Standards Commission 2010).
As described above, noise levels from Carlsbad Boulevard and Ponto Road would not exceed 60 dBA at
the exterior use areas along the project’s western edge. Noise levels at building façades facing that
roadway would therefore not exceed 60 dBA, and interior noise levels would not exceed 45 dBA.
Train noise at the project’s eastern-facing façades was modeled using the FTA’s Noise Impact
Assessment Spreadsheet (Attachment C). The project buildings would be as close as approximately
100 feet from the centerline of the NCTD railroad tracks. At this distance, noise associated with
commuter and freight trains would be approximately 70.7 CNEL. These noise levels would exceed
60 CNEL, and interior noise levels may therefore exceed the Title 24 interior noise standard of 45 CNEL.
For receptors that have a clear line-of-sight and are within 425 feet of the railroad tracks, train noise
would exceed 60 CNEL. Because interior spaces may exceed 45 CNEL, north-facing, east-facing, and
south-facing units would require attenuation. NOI-2 would be required to reduce interior spaces to less-
than-significant levels.
NOI-2 Interior Noise Standard Compliance. Once specific building plan information is available, an
exterior-to-interior analysis shall be performed for habitable rooms with both a direct line-of-
sight and within 425 feet of the railroad tracks. The exterior-to-interior analysis shall
demonstrate that interior noise levels do not exceed 45 CNEL.
The information in the analysis shall include wall heights and lengths, room volumes, window
and door tables typical for a building plan, as well as information on any other openings in the
building shell. With this specific building plan information, the analysis shall determine the
predicted interior noise levels at the planned on-site buildings. If predicted noise levels are
found to exceed 45 CNEL, the report shall identify architectural materials or techniques that
could be included to reduce noise levels to 45 CNEL in habitable rooms. Standard measures such
as glazing with appropriate Sound Transmission Class (STC) ratings, as well as walls with
appropriate STC ratings, should be considered.
Appropriate means of air circulation and provision of fresh air would be provided to allow
windows to remain closed for extended intervals of time so that acceptable interior noise levels
can be maintained. The mechanical ventilation system would meet the criteria of all applicable
codes.
Letter to Ryley Webb Page 12 of 13
October 5, 2022
CONCLUSIONS
Construction of the proposed project would result in less than significant impacts related to vibration
but would result in impacts related to construction noise. Implementation of measure NOI-1 would
require a noise control barrier adjacent the railroad tracks to reduce impacts to less than significant
levels. Operation of the project would result in less than significant noise impacts to off-site NSLUs
resulting from traffic and HVAC units. Operation of the project would not generate vibration. The
proposed project would be compatible with existing noise levels related to vehicular traffic. However,
interior noise levels would exceed the 45 CNEL requirements due to nearby train noise. Implementation
of measure NOI-2 would ensure compliance of interior noise levels with the 45 CNEL standard.
Sincerely,
Charles Terry Kristen Garcia
Principal Specialist Noise, Acoustics & Vibration Noise Analyst
Attachments:
Figure 1 – Regional Location
Figure 2 – Aerial Photograph
Figure 3 – Site Plan
Figure 4 – Noise Measurement Locations
Attachment A – Site Survey Measurement Sheets
Attachment B – Carrier 38HDR060 Split System Condenser
Attachment C – Noise Impact Assessment Spreadsheet
Letter to Ryley Webb Page 13 of 13
October 5, 2022
REFERENCES
California Building Standards Commission. 2010. California Building Code, California Code of Regulations,
Title 24, Part 2.
California Department of Transportation (Caltrans). 2013a. Technical Noise Supplement to the Traffic
Noise Protocol. September.
2013b. Transportation and Construction Vibration Guidance Manual, Environmental
Engineering, Hazardous Waste, Air, Noise, Paleontology Office. September.
City of Carlsbad. 2015. Carlsbad General Plan. September.
2013. City of Carlsbad Noise Guidelines Manual. July.
Federal Transit Administration (FTA). 2007. Noise Impact Assessment Spreadsheet.
Institute of Transportation Engineers (ITE). 2017. Trip Generation Manual, 10th Edition. September.
Los Angeles-San Diego-San Luis Obispo Rail Corridor Agency (LOSSAN). 2012. LOSSAN Corridorwide
Strategic Implementation Plan. April.
San Diego Association of Governments (SANDAG). 2022. Transportation Forecast Information Center.
Available at: https://tfic.sandag.org/. Accessed March 2, 2022.
U.S. Department of Transportation (USDOT). 2008. Roadway Construction Noise Model (RCNM).
2004. Traffic Noise Model TNM version 2.5.
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VAIL LAKE
O NEILL LAKE
LAKE HENSHAW
LAKE WOHLFORD
LAKE
SAN MARCOS
SUTHERLAND
RESERVOIR
HODGES
RESERVOIR
LAKE RAMONA
LAKE POWAY
CUYAMACA
RESERVOIR
EL CAPITAN
RESERVOIR
SAN VICENTE
RESERVOIRMIRAMAR
RESERVOIR
LAKE JENNINGSSANTEE LAKES
LOVELAND
RESERVOIR
MURRAY
RESERVOIR
BARRETT
RESERVOIR
SWEETWATER
RESERVOIR
UPPER OTAY
RESERVOIR
LOWER OTAY
RESERVOIR
RIVERSIDE
COUNTY
SAN DIEGO
COUNTY
SAN D I E G O
COU N T Y
ORANG E
COU N T Y
Pacific
Ocean
CORONADO
DEL
MAR
IMPERIAL
BEACH
SOLANA BEACH
EL CAJON
LA MESA
LEMON
GROVE
LA MESA ANNEX
CHULA VISTA
ENCINITAS
ESCONDIDO
NATIONAL
CITY
SAN DIEGO
POWAY
CARLSBAD
OCEANSIDE
VISTA
SAN MARCOS
SANTEE
MEXICO
Project
Location
Figure 1
Regional Location
I:
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Source: Base Map Layers (SanGIS, 2016)K
Ponto Residential
0 8 Miles
LeewardSt
SantaBarbara
SanLuis
D ew Point Ave
San
L
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Open Space
Single-family
Residences
Single-family
Residences
Parking
Garage
Mobile Homes
Hotel
Nearmap, SANDAG, SanGIS
Figure 2
Aerial Photograph
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Source: Aerial (NearMap, 2019)K
Ponto Residential
0 200 Feet
Project Site
Ponto Residential
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Site Plan
Figure 3
Source:Hunsaker and Associates, 2022
B L D G .1 6
B L D G .1 7
B L D G .1 8 B L D G .1 9
B L D G .2 0
B L D G .2 1 B L D G .2 2
B L D G .2 3
BL D G.3
B L D G .4
BLDG.
5
BLDG.
7
BLDG.
8
BLDG.
9
BLDG.
10
BLDG.
11
BLDG.
12
BLDG.
13
BLDG.
6
B L D G .1 4
B L D G .1 5
BLDG.1BLDG.2
PROJECT BOUNDARY
&CURRENT
PROPERTY LINES
CURRENT
PROPERTY
LINES
B L D G .1 6
B L D G .1 7
B L D G .1 8 B L D G .1 9
B L D G .2 0
B L D G .2 1 B L D G .2 2
B L D G .2 3
BL D G.3
B L D G .4
BLDG.
5
BLDG.
7
BLDG.
8
BLDG.
9
BLDG.
10
BLDG.
11
BLDG.
12
BLDG.
13
BLDG.
6
B L D G .1 4
B L D G .1 5
BLDG.1BLDG.2
EXIST.PONTO DR
EXIST.PONTO DR
EXIST.
PONTO
DR
PROJECT
BOUNDARY
PROJECT
BOUNDARY
PREPARED BY:
HUNSAKER& ASSOCIATES
CONDENSED SITE PLAN
CITY OF CARLSBAD, CALIFORNIA
SELF-STORAGE AND JUNKYARD REDEVELOPMENT
03-14-22
PARCEL 1 GROSS ACRES: 4.64 ACRES OR 202,221 SF
PROJECT SUMMARY
NET DENSITY: 18.3 DU/AC
T CLUSTER PRODUCT
TRIPLEX (8) = 24 UNITS
TOTAL UNITS = 86 UNITS
PARKING
PROVIDED:GARAGES: 86 X 2 = 172 GARAGE STALLS
SURFACE PARKING: 19 (INCL. 1 ACCESSIBLE)
TOTAL SPACES = 191 SPACES
R CLUSTER PRODUCT
F CLUSTER PRODUCT
ROW TOWN 3-PLEX (4) = 12 UNITS
ROW TOWN 4-PLEX (5) = 20 UNITS
ROW TOWN 4-PLEX (1) = 4 UNITS
ROW TOWN 5-PLEX (3) = 15 UNITS
ROW TOWN 6-PLEX (1) = 6 UNITS
ROW TOWN 5.1-PLEX (1) = 5 UNITS
San Luis
San
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1
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2
Figure 4
Noise Measurement Locations
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Source: Aerial (NearMap, 2019)K
Ponto Residential
0 150 Feet
Project Site
Ambient Measurement
Train Measurement
Attachment A
Site Survey Measurement Sheets
Attachment B
Carrier 38HDR060 Split System
Condenser
6
ELECTRICAL DATA
38HDR
UNIT
SIZE
V --- PH --- Hz
VOLTAGE RANGE*COMPRESSOR OUTDOOR FAN MOTOR MIN
CKT
AMPS
FUSE/
HACR BKR
AMPSMinMaxRLALRAFLANEC
Hp
kW
Out
018 208/230---1---60 187 253 9.0 48.0 0.80 0.125 0.09 12.1 20
024 208/230---1---60 187 253 12.8 58.3 0.80 0.125 0.09 16.8 25
030 208/230---1---60 187 253 14.1 73.0 1.45 0.25 0.19 19.1 30
036
208/230---1---60 187 253 14.1 77.0 1.45 0.25 0.19 19.1 30
208/230---3---60 187 253 9.0 71.0 1.45 0.25 0.19 12.7 20
460 --- 3 --- 60 414 506 5.6 38.0 0.80 0.25 0.19 7.8 15
048
208/230---1---60 187 253 21.8 117.0 1.45 0.25 0.19 28.7 50
208/230---3---60 187 253 13.7 83.1 1.45 0.25 0.19 18.6 30
460 --- 3 --- 60 414 506 6.2 41.0 0.80 0.25 0.19 8.6 15
060
208/230---1---60 187 253 26.4 134.0 1.45 0.25 0.19 34.5 60
208/230---3---60 187 253 16.0 110.0 1.45 0.25 0.19 21.5 35
460 --- 3 --- 60 414 506 7.8 52.0 0.80 0.25 0.19 10.6 15
* Permissible limits of the voltage range at which the unit will operate satisfactorily
FLA --- Full Load Amps
HACR --- Heating, Air Conditininng, Refrigeration
LRA --- Locked Rotor Amps
NEC --- National Electrical Code
RLA ---RatedLoadAmps(compressor)
NOTE: Control circuit is 24---V on all units and requires external power source. Copper wire must be used from service disconnect to unit.
All motors/compressors contain internal overload protection.
SOUND LEVEL
Unit Size
Standard
Rating (dB)
Typical Octave Band Spectrum ( dBA ) (without tone adjustment)
125 250 500 1000 2000 4000 8000
018 68 52.0 57.5 60.5 63.5 60.5 57.5 46.5
024 69 57.5 61.5 63.0 61.0 60.0 56.0 45.0
030 72 56.5 63.0 65.0 66.0 64.0 62.5 57.0
036 72 65.0 61.5 63.5 65.0 64.5 61.0 54.5
048 72 58.5 61.0 64.0 67.5 66.0 64.0 57.0
060 72 63.0 61.5 64.0 66.5 66.0 64.5 55.5
CHARGING SUBCOOLING (TXV--TYPE EXPANSION DEVICE)
UNIT SIZE---VOLTAGE, SERIES REQUIRED SUBCOOLING _F(_C)
018 12 (6.7)
024 12 (6.7)
030 12 (6.7)
036 12 (6.7)
048 12 (6.7)
060 12 (6.7)
38
H
D
R
Attachment C
Noise Impact Assessment
Spreadsheet
Federal Transit Administration
Noise Impact Assessment Spreadsheet
Copyright 2007 HMMH Inc.
version: 7/3/2007
Project:Ponto Residential
Project Results Summary
Existing Ldn:55 dBA
Total Project Ldn:67 dBA
Receiver Parameters Total Noise Exposure:68 dBA
Receiver:Receiver 1 Increase:13 dB
Land Use Category:2. Residential Impact?:Severe
Existing Noise (Measured or Generic Value):55 dBA
Distance to Impact Contours
Dist to Mod. Impact Contour:---
Dist to Sev. Impact Contour:---
Noise Source Parameters
Number of Noise Sources:4
Noise Source Parameters Source 1
Source Type:Fixed Guideway
Specific Source:Diesel Electric Locomotive Source 1 Results
Daytime hrs Avg. Number of Locos/train 1 Leq(day):54.4 dBA
Speed (mph)70 Leq(night):50.0 dBA
Avg. Number of Events/hr 3.06 Ldn:57.4 dBA
Nighttime hrs Avg. Number of Locos/train 1
Speed (mph)70
Avg. Number of Events/hr 1.11
Distance Distance from Source to Receiver (ft)115
Number of Intervening Rows of Buildings 0
Adjustments Yes
No
No
No
Noise Source Parameters Source 2
Source Type:Fixed Guideway
Specific Source:Rail Car Source 2 Results
Daytime hrs Avg. Number of Rail Cars/train 5 Leq(day):55.7 dBA
Speed (mph)70 Leq(night):51.3 dBA
Avg. Number of Events/hr 3.06 Ldn:58.7 dBA
Incremental Ldn (Src 1-2):61.1 dBA
Nighttime hrs Avg. Number of Rail Cars/train 5
Speed (mph)70
Avg. Number of Events/hr 1.11
Distance Distance from Source to Receiver (ft)115
Number of Intervening Rows of Buildings
Adjustments Noise Barrier?No
Jointed Track?No
Embedded Track?No
Aerial Structure?No
Noise Source Parameters Source 3
Source Type:Fixed Guideway
Specific Source:Diesel Electric Locomotive Source 3 Results
Daytime hrs Avg. Number of Locos/train Leq(day):0.0 dBA
Speed Leq(night):56.2 dBA
Avg. Number of Events/hr Ldn:61.9 dBA
Incremental Ldn (Src 1-3):64.6 dBA
Nighttime hrs Avg. Number of Locos/train 5
Speed 50
Avg. Number of Events/hr 0.666
Distance Distance from Source to Receiver (ft)115
Number of Intervening Rows of Buildings
Adjustments No
No
No
No
Noise Source Parameters Source 4
Source Type:Fixed Guideway
Specific Source:Rail Car Source 4 Results
Daytime hrs Avg. Number of Rail Cars/train Leq(day):0.0 dBA
Speed (mph)Leq(night):58.2 dBA
Avg. Number of Events/hr Ldn:64.0 dBA
Incremental Ldn (Src 1-4):67.3 dBA
Nighttime hrs Avg. Number of Rail Cars/train 80
Speed (mph)50
Avg. Number of Events/hr 0.666
Distance Distance from Source to Receiver (ft)115
Number of Intervening Rows of Buildings
Adjustments Noise Barrier?No
Jointed Track?No
Embedded Track?No
Aerial Structure?No
67 dBA
40
45
50
55
60
65
70
75
80
85
40 45 50 55 60 65 70 75 80
Pr
o
j
e
c
t
N
o
i
s
e
E
x
p
o
s
u
r
e
/
L
d
n
(
d
B
A
)
Existing Noise Exposure (dBA)
Noise Impact Criteria(FTA Manual, Fig 3-1)
Moderate Impact
Severe Impact
Receiver 1
13 dB
0
5
10
15
20
40 45 50 55 60 65 70 75 80No
i
s
e
E
x
p
o
s
u
r
e
I
n
c
r
e
a
s
e
(
d
B
)
Existing Noise Exposure (dBA)
Increase in Cumulative Noise Levels Allowed
(FTA Manual, Fig 3-2)
Moderate Impact
Severe Impact
Receiver 1
Federal Transit Administration
Noise Impact Assessment Spreadsheet
Copyright 2007 HMMH Inc.
version: 7/3/2007
Project:Ponto Residential
Project Results Summary
Existing Ldn:55 dBA
Total Project Ldn:62 dBA
Receiver Parameters Total Noise Exposure:63 dBA
Receiver:Receiver 1 Increase:8 dB
Land Use Category:2. Residential Impact?:Severe
Existing Noise (Measured or Generic Value):55 dBA
Distance to Impact Contours
Dist to Mod. Impact Contour:---
Dist to Sev. Impact Contour:---
Noise Source Parameters
Number of Noise Sources:4
Noise Source Parameters Source 1
Source Type:Fixed Guideway
Specific Source:Diesel Electric Locomotive Source 1 Results
Daytime hrs Avg. Number of Locos/train 1 Leq(day):49.6 dBA
Speed (mph)70 Leq(night):45.2 dBA
Avg. Number of Events/hr 3.06 Ldn:52.6 dBA
Nighttime hrs Avg. Number of Locos/train 1
Speed (mph)70
Avg. Number of Events/hr 1.11
Distance Distance from Source to Receiver (ft)240
Number of Intervening Rows of Buildings 0
Adjustments Yes
No
No
No
Noise Source Parameters Source 2
Source Type:Fixed Guideway
Specific Source:Rail Car Source 2 Results
Daytime hrs Avg. Number of Rail Cars/train 5 Leq(day):51.0 dBA
Speed (mph)70 Leq(night):46.5 dBA
Avg. Number of Events/hr 3.06 Ldn:53.9 dBA
Incremental Ldn (Src 1-2):56.3 dBA
Nighttime hrs Avg. Number of Rail Cars/train 5
Speed (mph)70
Avg. Number of Events/hr 1.11
Distance Distance from Source to Receiver (ft)240
Number of Intervening Rows of Buildings
Adjustments Noise Barrier?No
Jointed Track?No
Embedded Track?No
Aerial Structure?No
Noise Source Parameters Source 3
Source Type:Fixed Guideway
Specific Source:Diesel Electric Locomotive Source 3 Results
Daytime hrs Avg. Number of Locos/train Leq(day):0.0 dBA
Speed Leq(night):51.4 dBA
Avg. Number of Events/hr Ldn:57.1 dBA
Incremental Ldn (Src 1-3):59.8 dBA
Nighttime hrs Avg. Number of Locos/train 5
Speed 50
Avg. Number of Events/hr 0.666
Distance Distance from Source to Receiver (ft)240
Number of Intervening Rows of Buildings
Adjustments No
No
No
No
Noise Source Parameters Source 4
Source Type:Fixed Guideway
Specific Source:Rail Car Source 4 Results
Daytime hrs Avg. Number of Rail Cars/train Leq(day):0.0 dBA
Speed (mph)Leq(night):53.4 dBA
Avg. Number of Events/hr Ldn:59.2 dBA
Incremental Ldn (Src 1-4):62.5 dBA
Nighttime hrs Avg. Number of Rail Cars/train 80
Speed (mph)50
Avg. Number of Events/hr 0.666
Distance Distance from Source to Receiver (ft)240
Number of Intervening Rows of Buildings
Adjustments Noise Barrier?No
Jointed Track?No
Embedded Track?No
Aerial Structure?No
62 dBA
40
45
50
55
60
65
70
75
80
85
40 45 50 55 60 65 70 75 80
Pr
o
j
e
c
t
N
o
i
s
e
E
x
p
o
s
u
r
e
/
L
d
n
(
d
B
A
)
Existing Noise Exposure (dBA)
Noise Impact Criteria(FTA Manual, Fig 3-1)
Moderate Impact
Severe Impact
Receiver 1
8 dB
0
5
10
15
20
40 45 50 55 60 65 70 75 80No
i
s
e
E
x
p
o
s
u
r
e
I
n
c
r
e
a
s
e
(
d
B
)
Existing Noise Exposure (dBA)
Increase in Cumulative Noise Levels Allowed
(FTA Manual, Fig 3-2)
Moderate Impact
Severe Impact
Receiver 1