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Home My WebLink AboutR-8535 Repealing 1975 Noise Element and Adopting 1996 Noise Element of the General PlanRESOLUTION NO. 8535 (1996 Series) A RESOLUTION OF THE SAN LUIS OBISPO CITY COUNCIL APPROVING A NEGATIVE DECLARATION, REPEALING THE 1975 NOISE ELEMENT, AND ADOPTING A NEW NOISE ELEMENT WHEREAS, the Planning Commission and the City Council have held public hearings on this matter in accordance with the California Government Code; and WHEREAS, the updated element comes to the Council upon the favorable recommendation of the Planning Commission; and WHEREAS, the potential environmental impacts of the project have been evaluated in accordance with the California. Environmental Quality Act and the City's Environmental Guidelines. BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: SECTION 1. Environmental Determination. The City Council has considered the initial study of environmental impact (ER 144 -94), finds that there will be no significant impacts, and approves a negative declaration. SECTION 2. Findings. This Council, after considering the draft documents and staff's analysis, the Planning Commission's recommendation, and public testimony, finds that the new element is consistent with the General Plan. SECTION 3. Repeal of Previous Element. The Noise Element adopted in 1975 is hereby repealed. SECTION 4. Element Adoption. The Noise Element (Revised Hearing Draft, April 1996) is hereby adopted as part of the General Plan. SECTION 5. Guidebook A rnn oval. The Noise Guidebook (Draft, March 1996) is hereby approved as a reference, separate from the General Plan. R8535 �I Resolution No. 8535 (1996 Series) Page 2 On motion of Connri 1 MPmbPr RnnIman , seconded by Counri l MPmbPr Sm�tand on the following roll call vote: AYES: Council Members Roalman, Smith, Mayor Settle. NOES: Council Members Romero, Williams ABSENT: None the foregoing resolution was passed and adopted this 7 day of May , 1996. Mayor Allen K. Settle ATTEST: Asst. Citv Clerk Kim Condon APPROVED: RES.NSE ,; �� z � ��' J 2 . 00 city or san -uIs oBIspo GENERAL PLAN NOISE —•- ELEMENT MAY 1996 ,9-9s aLy Of San US 0506M Our mission is to serve all persons in a positive and courteous manner and help ensure that San Luis Obispo continues to be a healthy, safe, attractive, and enjoyable place to live, work, or visit. We help plan the City's form and character, support community_ values, preserve the environment, promote the wise use of resources, and protect public health and safety. The City of San Luis Obispo Community Development Depart- ment staff provides high quality service when you need it. We will: • Listen to understand your needs; • Give clear, accurate and prompt answers to your questions; • Explain how you can achieve your goals under the City's rules; • Help resolve problems in an open, objective manner; • Maintain high ethical standards; and • Work to improve our service. September 23, 1992 42-92 The City's General Plan is made up of sections called "elements." Each element focuses on certain topics as required or allowed by State law. According to State law, each element carries equal weight in defining City policies. In May 1996 the following elements comprised the City's General Plan: Title Adoption or Last Major Revision Date Land Use 1994 Housing 1994 Circulation 1994 Open Spare 1994 Conservation 1973 Parks and Recreation 1995 Noise 1996 Seismic Safety* 1975 Safety* 1978 Energy Conservation 1981 Water and Wastewater Management* 1994 * The City is updating its General Plan. Revisions to these elements are in progress. CITY COUNCIL Allen Settle - Mayor William Roalman Dave Romero Kathleen Smith Dodie Williams PLANNING CONMUSSION David Jeffrey Barry Karlesldnt Janet Kouralds Paul Ready Charles Senn Pat Veesart Mary Whittlesey Brett Cross* Gilbert R. Hoffman* *former members ADMINISTRATION John Dunn, City Administrative Officer Ken Hampian, Assistant City Administrative Officer COMMUNITY DEVELOPMENT DEPARTMENT Arnold Jonas, Director John Mandeville, Long Range Planning Manager Glen Matteson, Associate Planner (Project Planner) CONSULTANTS This element is based on a draft prepared for San Luis Obispo County and its included cities in September 1991, by Brown-Buntin Associates, Inc. of Visalia, California. SLO General Plan Noise Element TABLE OF CONTENTS INTRODUCTION ......................................... 1 GOALS................................................ 3 POLICIES Minimizing Noise ...................................... Land Use & Transportation Noise Sources ...................... 3 New Development Design and Transportation Noise Sources .......... 4 New Transportation Noise Sources ........................... 4 Traffic Growth ....................................... 5 New Development and Stationary Noise Sources .................. 5 New or Modified Stationary Noise Sources ..................... 5 Preferred Noise Mitigation Approaches ........................ 6 Existing and Cumulative Impacts ............................ 7 Exceptions for Residential Noise Barriers ...................... 7 PROGRAMS Development Review ................................... 9 Noise Studies ........................................ 9 Assuring Compliance ................................... 9 Monitoring .......... 10 Vehicle Code Enforcement 10 City Operations and Purchasing 10 Noise Element Updates ................................. 10 Design Guidelines .................... 10 NOISE EXPOSURE INFORMATION ............................ 11 BACKGROUND Noise Effects ....................................... 23 State Direction ...................................... 23 Relationships with Other General Plan Elements ................. 23 Relationship to Noise Ordinance ........................... 24 DEFINITIONS ........................................... 25 ADOPTING RESOLUTION Noise Element SLO General Plan FIGURES NUMBER TITLE Page 1 Acceptability of New Noise -Sensitive Uses Exposed to Transportation Noise Sources .............. 2 2 Chart for Determining Noise Exposure and Mitigation .......... 8 3 Chart for Locating Noise Exposure Information ............. 12 4 1990 Noise Contours ......... 13 5 . Build -out Noise Contours 17 6 Airport Noise Contours ............................ 21 TABLES 1 Maximum Noise Exposure for Noise -Sensitive Uses due to Transportation Noise Sources .................... 4 2 Maximum Noise Exposure for Noise -Sensitive Uses due to Stationary Noise Sources ...................... 'S SLO General Plan Noise Element INTRODUCTION The City's General Plan guides the use and protection of various resources to meet community purposes. It reflects consensus and compromise among a wide diversity of citizens' preferences, within a framework set by State law. The General Plan is published in separately adopted sections, called elements, which address various topics. State law requires the City to adopt a noise element that assesses noise sources and noise exposure, and which aims to minimize noise conflicts. The City's first Noise Element was adopted in 1975. This revision, prepared in conjunction with updates to the Land Use Element and the Circulation Element, was adopted in 1996. These elements are related, since traffic circulation is the source of much community noise, and the location of noise -sensitive receptors is largely determined by land use designations. The Noise Element sets noise exposure standards for noise -sensitive land uses, and performance standards for new commercial and industrial uses. A companion document, the Noise Guidebook, contains guidelines for those involved in land use choices, and in project design and review, with methods for reducing noise exposure in relatively simple situations. The Noise Guidebook also contains more detailed background information on local noise levels. The Noise Guidebook is not part of the General Plan. Before adopting or revising any General Plan element, the Planning Commission and the City Council must hold public hearings. The City publishes notices in the local newspaper to let citizens know about the hearings at least ten days before they are held. Also, the City prepares environmental documents to help citizens understand the expected consequences of its planning policies before the hearings are held. Anyone may suggest or apply for amendments to General Plan elements. The City will probably update this element about every ten years; or more frequently if necessary. Noise Element FIGURE I ACCEPTABILITY OF NEW NOISE -SENSITIVE USES EXPOSED TO TRANSPORTATION NOISE SOURCES SLO General Plan INTERPRETATION - ACCEPTABLE Development may be permitted without specific noise studies or mitigation. CONDITIONALLY ACCEPTABLE Development may be permitted if designed to meet noise exposure standards (Table 1); specific noise study usually is required. UNACCEPTABLE Development with acceptable noise exposure generally is not possible. Source: Brown-Buntin Associates, modified from State of California's Guidelines for the Preparation and Content of Noise Element of the General Plan. 2 SIA General Plan Noise Element GOALS 1. Protect people from the harmful and annoying effects of exposure to noise. 2. Preserve the tranquility of residential neighborhoods by preventing noise -producing uses from encroaching upon existing or planned noise -sensitive uses. 3. Help citizens understand the effects of exposure to excessive noise and the methods available for minimizing such exposure. 4. Emphasize the reduction of noise impacts through careful site planning and project design, giving second preference to the use of noise barriers and structural features. 5. Prevent incompatible land uses from encroaching on existing or planned uses which are desired parts of the community, but which produce noise. 6. Encourage practices and technologies which reduce noise. POLICIES 1. Minimizing Noise The numerical noise standards of this element are maximum acceptable noise levels. New development should minimize noise exposure and noise generation. 2. Land Use & Transportation Noise Sources Figure 1 shall be used to determine the appropriateness of designating land for noise -sensitive uses, considering noise exposure due to transportation sources. Figure 1 shows the ranges of noise exposure, for various noise -sensitive land uses, which are considered to be acceptable, conditionally acceptable, or unacceptable. In acceptable noise environments, development may be permitted without requiring specific noise studies or specific noise -reducing features. In conditionally acceptable noise environments, development should be permitted only after noise mitigation has been designed as part of the project, to reduce noise exposure to the levels specified by the following policies. In these areas, further studies may be required to characterize the actual noise exposure and appropriate means to reduce it. In unacceptable noise environments, development in compliance with the policies generally is not possible. 3 Noise Element SLO General Plan 3. New Development Design and Transportation Noise Sources New noise -sensitive development shall be located and designed to meet the maximum outdoor and indoor noise exposure levels of Table 1. TABLE 1 MAXD" NOISE EXPOSURE FOR NOISE -SENSITIVE USES DUE TO TRANSPORTATION NOISE SOURCES 4. New Transportation Noise Sources Noise created by new transportation noise sources, including road, railroad, and airport expansion projects, shall be mitigated to not exceed the levels specified in Table 1 for outdoor activity areas and indoor spaces of noise -sensitive land uses which were established before the new transportation noise source. 4 Outdoor Activity Indoor Areas' Spam Land Use or CNM, in dB L, or CNEL, in dB L. in dEZin dB' Residences, hotels, motels, 60 45 — 60 hos 'tale, nursing homes Theaters, auditoriums, music halls — — 35 60 Churches, meeting halls, office 60 — 45 — mortuaries Schools libraries, museums — — 45 60 Neighborhood parlm 65 — — — Playgrounds 70 — — -- ' if the location of outdoor activity areas is not shown, the outdoor noise standard shall apply at the property line of the receiving land use. 2 As determined for a typical worst-case hour during periods of use. 3 L,,a indoor standard applies only to railroad noise at locations south of Orcutt Road. Source: Brown-Brmtin Associates 4. New Transportation Noise Sources Noise created by new transportation noise sources, including road, railroad, and airport expansion projects, shall be mitigated to not exceed the levels specified in Table 1 for outdoor activity areas and indoor spaces of noise -sensitive land uses which were established before the new transportation noise source. 4 SLO General Plan _ Noise Element 5. Traffic Growth The noise level standards in Table 1 should be used as criteria for limiting traffic growth on: • Residential Collector streets, as designated by the Circulation Element; • Local Streets, as designated by the Circulation Element, which extend through areas designated for residential uses. 6. New Development and Stationary Noise Sources New development of noise -sensitive land uses may be permitted only where location or design allow the development to meet the standards of Table 2, for existing stationary noise sources. 7. New or Modred Stationary Noise Sources Noise created by new stationary noise sources, or by existing stationary noise sources which undergo modifications that may increase noise levels, shall be mitigated to not exceed the noise level standards of Table 2, for lands designated for noise -sensitive uses. This policy does not apply to noise levels associated with agricultural operations. TABLE 2 MAXIMUM NOISE EXPOSURE FOR NOISE -SENSITIVE USES DUE TO STATIONARY NOISE SOURCES Duration Da (7 a.m to to pmj Night (10 pxL to 7 a.m.) Hourly L in dB12 50 45 Maximum level in dB'-' 70 65 Maximum impulsive noise in dB',' 65 60 As determined at the property line of the receiver. When determining effectivemsss of noise mitigation measures, the standards may be applied on the receptor side of Doise barriers or other property -line noise mitigation measures. 2 Sound level measured shall be made with slow meter response. ' Sound level measurements shall be made with fast meter response. Source: Brown-Buntin Associates 9 Noise Element SLO General Plan 8. Preferred Noise Mitigation Approaches When approving new development of noise -sensitive uses or noise sources, the City will require noise mitigation in the descending order of desirability shown below. For example, when mitigating outdoor noise exposure, providing distance between source and recipient is preferred to providing berms and walls. Before using a less desirable approach, the applicant must show that more desirable approaches are not effective or that it is not practical to use the preferred approaches consistent with other design criteria based on the General Plan. 8.1 Mitigating Noise Sources A. Arrange activity areas on the site of the noise -producing project so project features, such as buildings containing uses that are not noise -sensitive, shield neighboring noise -sensitive uses; B. Limit the operating times of noise -producing activities; C. Provide features, such as walls, with a primary purpose of blocking noise. 8.2 Mitigating Outdoor Noise Exposure A. Provide distance between noise source and recipient; B. Provide distance plus planted earthen berms; C. Provide distance and planted earthen berms, combined with sound walls; D. Provide earthen berms combined with sound walls; E. Provide sound walls only; F. Integrate buildings and sound walls to create a continuous noise barrier. 8.3 Mitigating Indoor Noise ]Exposure A. Achieve indoor noise level standards assuming windows are open; B. Achieve indoor noise level standards assuming windows must be closed (this option requires air conditioning or mechanical ventilation in buildings). Cl SLO General Plan _ Noise Element 8.4 Sound Walls Noise mitigation walls (sound walls) may be used only when it is shown that preferred approaches are not effective or that it is not practical to use the preferred approaches consistent with other design criteria based on the General Plan. Where noise mitigation walls are used, they should help create an attractive pedestrian, residential setting through features such as setbacks, changes in alignment, detail and texture, places for people to walk through them at regular intervals, and planting. In the Irish Hills Special Design Area and the Margarita and Orcutt expansion areas, dwellings shall be set back from Regional Routes and Highways, Parkway Arterials, Arterials, Residential Arterials, and Collector streets so that interior and exterior noise standards can be met without the use of noise walls. 9. Existing and Cumulative Impacts The City will consider the following mitigation measures where existing noise levels significantly impact existing noise -sensitive land uses, or where cumulative increases in noise levels resulting from new development significantly impact existing noise -sensitive land uses. (See also Chapter 2 of the Land Use Element, concerning residential neighborhoods.) A. Rerouting traffic onto streets that can maintain desired levels of service, consistent with the Circulation Element, and which do not adjoin noise -sensitive land uses. B. Rerouting trucks onto streets that do not adjoin noise -sensitive land uses. C. Constructing noise barriers. D. Lowering traffic speeds through street or intersection design methods (see also the Circulation Element). E. Retrofitting buildings.with noise -reducing features. F. Establishing financial programs, such as low cost loans to owners of noise -impacted property, or establishment of developer fees to pay for noise mitigation or trip reduction programs. 10. Exceptions for Residential Noise Barriers The City shall approve fence height exceptions to the extent required for effective noise -blocking walls in existing residential street yards, where existing traffic noise levels exceed the standards in Table 1. Such fence height exceptions shall be conditioned to minimize the aesthetic impacts to neighborhood character as perceived from the stmt and sidewalk. Such walls should help create an attractive pedestrian, residential setting through features such as setbacks, changes in alignment, detail and texture, places for people to walk through them at regular intervals, and planting. 7 Noise Element FIGURE 2 CHART FOR DETERMINING NOISE EXPOSURE AND MITIGATION VI-ITiffiratya Determine future noise exposure from maps or tables Noise mitigation in outdoor activity areas Do all of the following apply? • Less than 5 single-family dwellings; or offices, churches, meeting halls with less than 10,000 square feet floor area • Noise source is a single street, highway or rail line (airport O.K. for interior mitigation) • Existing or future noise exposure does not exceed 65 dB L. or CNEL • Project site is flat, and site and noise source are about the same elevation No I Yes Cannot use Noise Does noise exposure exceed thresholds for mitigation in Figure 1 or standards in Tables 1 or 2? Guidebook's May use standard Noise Guidebook packages; consult noise expert. Mitigation by site design is preferred alternative or Standard mitigation package may be used if mitigation by site design is not possible kor Yes Mitigation required SLO General Plan No No mitigation --) required Indoor noise mitigation Do all of the following apply? • Required "noise level reduction" is 30 dg or Less • Less than 5 single-family dwellings; or offices, churches, meeting halls with less than 10,000 square feet floor area • Noise source is a single street, highway, rail Line, or airport Yes May use standard mitigation packages in Guidebook —For Expert may be consulted or Expert may be consulted No Cannot use Guidebook; consult expert. Alternative site design or building orientation may reduce need for acoustical treatment of building Noise mitigation approved through City review process (see 'Noise Guidebook). I g SLO General Plan Noise Element PROGRAMS To carry out its noise goals and policies, the City will undertake the following programs. These programs focus on preventing noise -related land use conflicts by requiring that new development be reviewed to determine whether it complies with the policies. Figure 2 outlines the steps in determining and mitigating noise levels for development projects. Information sources for development review include this element's noise exposure maps and the Noise Guidebook. The noise exposure maps are intended for screening proposed developments to see if they may be exposed to excessive noise levels, and so need mitigation. The maps also guide long range planning. Generally, the noise exposure maps provide a conservative (worst-case) assessment of noise exposure for the major noise sources identified in this element. Other major sources of noise may be identified during project review. This will be especially true of stationary noise sources, since only a representative sample of such sources was evaluated, during the preparation of this element. The Noise Guidebook includes standard noise mitigation packages which may be used to reduce indoor and outdoor noise exposure by specified amounts. The Guidebook can help decide if proposed noise mitigation measures are a reasonable application of the techniques available, and likely to achieve the desired results. 1. Development Review The Community Development Department shall review new public and private development proposals to determine conformance with the policies of this element. 2. Noise Studies Where a project may expose people to existing noise levels or projected build -out noise levels exceeding acceptable limits, the City shall require the applicant to provide a noise study early in the review process so that noise mitigation may be included in the project design. The City will maintain standards and procedures for the preparation of noise studies. (See the Noire Guidebook for specifics.) 3. Assuring Compliance The City will ensure that required noise mitigation measures are carried out as a project is built, including enforcement of the State Building Code Chapter 35, "Sound Transmission Control," as amended, and the "Noise Insulation Standards" (California Code of Regulations, Title 24). E Noise Element SLO General Plan 4. Monitoring The City will monitor compliance with required noise mitigation measures after completion of projects. 5. Vehicle Code Enforcement The City will enforce within its jurisdiction California Vehicle Code sections on loud vehicle exhaust systems and sound amplification systems, and ask the California Highway Patrol and the County Sheriffs Office to do so within their jurisdictions. 6. City Operations and Purchasing The City will pursue alternatives to the use of noisy equipment, such as leaf blowers, and will purchase equipment and vehicles only if they incorporate the best available noise reduction technology. 7. Noise Element Updates The City will periodically review and update the Noise Element to ensure that noise exposure information and policies are appropriate and consistent with other elements.. 8. Design Guidelines The City will make the Noise Guidebook available to anyone involved in project design and review. 10 SLO General Plan - NOISE EXPOSURE INFORMATION Noise Levels in San Luis Obispo Noise Element Most areas of San Luis Obispo are noisier than surrounding rural land, but not so noisy as many more urbanized places. Major noise sources are road traffic, the airport, and the railroad. Noise level measurements in the community show that the noise exposure policies have a reasonable basis in local conditions. Citywide noise levels at build -out are not expected to be substantially different from 1990 noise levels. Most additional noise is expected to come from higher road traffic levels and more frequent aircraft operations, which will be largely offset by quieter aircraft and vehicles. In a few cases, road extensions will expose residents to higher noise levels. Considering mapped 1990 noise contours and 1995 land use patterns, about 700 dwellings (less than four percent of the City's total) are in locations with noise levels above 65 dB, and lack noise walls or other deliberate measures to reduce outdoor noise. These dwellings are mainly where arterial streets, highways, and the railroad are bordered by residential development dating from the 1970's or earlier. Sixty-five decibels was chosen as an indicator of "excessive" noise levels because it is midway in the "conditionally acceptable" range (Figure 1), and the 65 dB contour is often close enough to the noise source that intervening landforms and buildings will not substantially reduce noise exposure. The 60 dB contour, corresponding to the upper limit of "acceptable" noise exposure, typically lies a block or more beyond the edge of major noise sources (such as Highway 101), where intervening buildings would be expected to reduce actual noise exposure. Figure 3 shows where to find noise exposure information. The Noise Guidebook provides details on how noise levels were measured or estimated. 11 Noise Element SLO General Plan FIGURE 3 CHART FOR LOCATING NOISE EXPOSURE INFORMATION Traffic Noise 1. Small-scale noise contour maps (Figures 4 and 5) in this element; 2. Large-scale noise contour maps in planning office; 3. Table 2 of the Noise Guidebook. Topographic adjustments may be made from Table 3 of the Noise Guidebook. Aircraft Noise 1. Small-scale noise contour map (Figure 6) in this element; 2. Large-scale noise contour map in planning office. 12 Railroad Noise 1. Small-scale noise contour maps (Figures 4 and 5) in this element; 2. Large-scale noise contour maps in planning office; 3. Table 6 of the Noise Guidebook. Stationary Noise I 1. Page 22 of Noise Guidebook (generally requires specific study). b L� Z 0 Cif W ■ o CD cn CD 0 z 0C o cch � r _ -� o E. ZC4 —3 1 z _° ° 0 a No 'c .r J � y Llw� m a r 0 b m a P. SLO General Plan BACKGROUND Effects of Noise Noise Element Community noise has often been cited as being a health problem, in terms of inhibiting general well-being and contributing to stress and annoyance. The health effects of community noise arise from the interference with human activities such as sleep, speech, recreation, and tasks demanding concentration or coordination. When community noise interferes with human activities or contributes to stress, public annoyance with the noise source increases, and the acceptability of the environment for people decreases. This decrease in acceptability and the threat to public well-being are the basis for land use planning policies directed towards the prevention of exposure to excessive community noise levels. There are also economic affects of community noise: reduction in property values, inefficiency in the workplace, and lost hours due to stress. State Direction Noise Element contents and preparation methods are determined by Section 65302 (f) of the California Government Code, and by the Guidelines for the Preparation and Content of Noise Elements of the General Plan (by the California Department of Health Services) which are included in the State of California General Plan Guidelines, published by the State Office of Planning and Research. The Guidelines require that major noise sources and areas containing noise -sensitive land uses be identified and quantified by preparing generalized noise exposure contours for current and projected conditions. Contours may be prepared in terms of either the Community Noise Equivalent Level (CNEL) or the Day -Night Average Level (LdJ, which are descriptors of total noise exposure at a given location for an annual average day. (CNEL and L. are generally considered to be equivalent descriptors of the community noise environment within plus or minus 1.0 dB. (See the Definitions section for special terminology used in this element and in the Guidebook.) Relationships with Other general Plan Elements The Noise Element is related in particular to the land use, housing, circulation and open space elements of the General Plan. The relationships between noise and these four mandated elements must be understood to prepare an internally consistent general plan, and to make decisions which will keep noise exposure within acceptable levels. Relationships between these elements are outlined below. Land Use: Ideally, to be consistent with the Noise Element, the Land Use Element would show acceptable land uses in relation to existing and projected noise levels. This can be done in the city's expansion areas. Doing so is more difficult where most land uses and major noise sources were developed before there was attention to noise issues. In those areas, acceptable noise exposure must be achieved through project design, since changes to land use designations often 23 Noise Element SLO General Plan would not be consistent with other General Plan policies. (For example, designating as commercial part of a residential neighborhood near the highway would not be consistent with policies concerning protection of residential areas.) Housing: The Housing Element describes adequate sites for housing and some standards for residential development. Since residential land uses are noise -sensitive, the noise exposure information of the Noise Element must be considered in planning and designing housing. The State Noise Insulation Standards and other noise mitigation measures may influence the locations and construction costs of dwellings, which should be considered by the Housing Element. Circulation: The circulation system, which is a major source of noise, must be correlated with the Land Use Element. This is especially true for roads which carry significant numbers of trucks. Noise exposure will be a factor in locating and designing transportation facilities, and in mitigating noise produced by existing facilities. Open Space: Excessive noise impairs the enjoyment of recreational open space, particularly where quiet is a valued part of the recreational experience. Thus, noise exposure should be considered in planning for this kind of open space use. Conversely, some types of open space can be used to buffer noise -sensitive uses from noise sources. Relationship to Noise Ordinance Noise elements are directed at minimizing future noise conflicts, while noise ordinances are intended mainly to resolve noise conflicts. A noise control ordinance addresses noise generated by industrial, commercial, agricultural, and residential uses, which are not subject to Federal or State noise regulations. The regulation of noise sources such as traffic on public roads, rail line operations, and aircraft in flight is preempted by Federal and State regulations, meaning that such sources generally cannot be controlled by a local ordinance. The Noise Element can address the prevention of noise conflicts from all sources, however. The standards of a noise control ordinance should be consistent with the Noise Element, to achieve consistency in the implementation of noise control programs, and to provide businesses with consistent design criteria for development or expansion. The City has adopted, occasionally amends, and enforces a noise control ordinance, which is Chapter 9.12 of the Municipal Code. 24 SIA General Plan Noise Element DEFINITIONS A -weighted sound level is the sound level obtained by using an A -weighting filter for a sound level meter. All sound levels referred to in the policies are in A -weighted decibels (abbreviated "dBA"). A -weighting de-emphasizes the very low and very high frequencies (pitches) of sound in a manner similar to the human ear. Most community noise standards utilize A -weighting, as it provides a high degree of correlation with human annoyance and health effects. Build -out means substantial completion of the maximum development allowed by the Land Use Element within the urban area. Community noise equivalent level, abbreviated "CNEL," is the equivalent energy (or energy average) sound level during a 24-hour day, obtained by adding approximately five decibels to sound levels from 7:00 p.m. to 10:00 p.m. and ten decibels to sound levels between 10:00 p.m and 7:00 a.m. CNEL is generally computed for annual average conditions. Day/night average sound level, abbreviated "Ld„" is the equivalent energy (or energy average) sound level during a 24-hour day, obtained by adding ten decibels to sound levels between 10:00 p.m. and 7:00 a.m. The L,,, is generally computed for annual average conditions. Decibel, abbreviated "dB," is a measure of sound, which people perceive as loudness. Technically, decibel is a unit for describing the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure, which is 20 micropascals (20 micronewtons per square meter). Equivalent sound level, abbreviated "L q," is the constant or single sound level containing the same total energy as a time -varying sound, over a certain time. For example, if 64 dB is measured for 10 minutes, 68 dB is measured for 20 minutes, and 73 dB is measured for 30 minutes, the 1 -hour L, is about 71 dB. The Lq is typically computed over one, eight, or 24-hour sample periods. Impulsive noise is a noise of short duration, usually less than one second, such as a hammer blow. New development means projects requiring land use or building permits, but excluding remodeling or additions to existing structures. Noise exposure contours are lines drawn around a noise source, indicating constant levels of noise exposure. Noise level reduction, abbreviated "NLR," is the arithmetic difference between the levels of sound outside and inside a building, measured in decibels. For example, if the sound level outside a house is 70 dB and the level inside a room of the house is 45 dB, the NLR is 25 dB (70 - 45 = 25). 25 Noise Element SLO General Plan Noise -sensitive land use means: residential land uses; hotels, motels, bed -and -breakfast inns, or hostels; schools; libraries; churches; hospitals and nursing homes.; playgrounds and parks; theaters, auditoriums, and music halls; museums; meeting halls and convention facilities; professional offices; and, similar uses as determined by the Community Development Director. Outdoor activity areas are: patios, decks, balconies, outdoor eating areas, swimming pool areas, yards of dwellings, and other areas commonly used for outdoor activities and recreation. Resilient channel, or resilient clip, is a metal device that allows. indirect attachment of an interior wall or ceiling surface to a framing member. Resilient channels reduce sound transmission through walls or ceilings. Sound transmission class, abbreviated "STC," is a single -number rating of the amount of noise reduction provided by a window, door, or other building component. The higher the STC rating, the more effective the component will be in reducing noise. Windows and doors having a minimum STC rating are sometimes required to ensure that a building facade will achieve a minimum Noise Level Reduction (NLR). However, STC ratings cannot be subtracted from exterior noise exposure values to determine interior noise exposure values. Stationary noise source is any noise source not preempted from local control by Federal or State regulations. Examples of such sources include industrial and commercial facilities, and vehicle movements on private property (such as parking lots, truck terminals, or auto race tracks). Transportation noise source means traffic on public roadways, rail line operations, and aircraft in flight. Control of noise from these sources is preempted by Federal and State regulations. However, the effects of noise from transportation sources may be controlled by regulating the location and design of land uses affected by transportation noise sources. ELEM5-96.NSE P wPs.irs.2 RESOLUTION NO. 8535 (1996 Series) A RESOLUTION OF THE SAN LUIS OBISPO CITY COUNCIL APPROVING A NEGATIVE DECLARATION, REPEALING THE 1975 NOISE ELEMENT, AND ADOPTING A NEW NOISE ELEMENT WHEREAS, the Planning Commission and the City Council have held public hearings on this matter in accordance with the California Government Code; and WHEREAS, the updated element comes to the Council upon the favorable recommendation of the Planning Commission; and WHEREAS, the potential environmental impacts of the project have been evaluated in accordance with the California Environmental Quality Act and the City's Environmental Guidelines. BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: SECTION 1. Environmental Determination. The City Council has considered the initial study of environmental impact (ER 144-94), finds that there will be no significant impacts, and approves a negative declaration. SECTION 2. Findings. This Council, after considering the draft documents and staff's analysis, the Planning Commission's recommendation, and public testimony, finds that the new element is consistent with the General Plan. SECTION 3. Reseal of Previous Element. The Noise Element adopted in 1975 is hereby repealed. SECTION 4. Element Adoption. The Noise Element (Revised Hearing Draft, April 1996) is hereby adopted as part of the General Plan. SECTION 5. Guidebook Approval. The Noise Guidebook (Draft, March 1996) is hereby approved as a reference, separate from the General Plan. R8535 Resolution No. 8535 (1996 Series) Page 2 Crnmci 1 Mamher Smigtld On On motion of rn„n�il MomhPr Rnalman , $eCOnded by - the following roll call vote: AYES: Council Members Roalman, Smith, Mayor Settle NOES: Council Members Romero, Williams ABSENT: None the foregoing resolution was passed and adopted this 7 day of Max, 1996. Mayor Allen K. Settle' ATTEST: Asst. city Clerk Kim Condon OIL RESYSE 3. 50 City of San Luis Obispo NOISE GUIDEBOOK MEASUREMENT & MITIGATION TECHNIQUES May 1996 t Our mission is to serve all persons in a positive and courteous manner and help ensure that San Luis Obispo continues to be a healthy, safe, attractive, and enjoyable place to live, work, or visit. We help plan the City's form and character, support community. values, preserve the environment, promote the wise use of resources, and protect public health and safety. The City of San Luis Obispo Community Development Depart- ment staff provides high quality service when you need it. We will: ♦ Listen to understand your needs; ♦ Give clear, accurate and prompt answers to your questions; ♦ Explain how you can achieve your goals under the City's rules; ♦ Help resolve problems in an open, objective manner; ♦ Maintain high ethical standards; and. ♦ Work to improve our .service. September 23, 1992 42-92 1 COMMUIIIITY DEVELOPMENT DEPARTMENT Arnold Jonas, Director John Mandeville, Long Range Planning Manager Glen Matteson, Associate Planner (Project Planner) CONSULTANTS This publication is based on a draft Noise Element prepared for San Luis Obispo County and its included cities in September 1991, by Brown-Buntin Associates, Inc. of Visalia, California. This Guidebook was approved by the City Council on May 7, 1996. City of SLO CONTENTS Noise Guidebook INTRODUCTION ........................................ 1 NOISE ASSESSMENT Fundamentals of Noise Assessment ........................ 1 Criteria for Acceptable Noise Exposure ...................... 4 Noise Source Characteristics ............................ 6 NOISE LEVELS IN SAN LUIS OBISPO Identification of Noise Sources ........................... 7 Methods Used to Develop Noise Exposure Information ............ 7 Determining Noise Exposure for Specific Locations ............... 9 Roads and Highways ................................. 9 Traffic Noise Exposure Calculations ....................... 10 Traffic Calibration Study .............................. 15 Railroad Noise .................................... 18 Airport......................................... 20 Major Stationary Noise Sources .......................... 22 Community Noise Survey ............................... 25 NOISE MITIGATION Overview....................................... 28 City Review Process ................................. 28 Noise Studies ..................................... 29 Distance........................................ 30 Building Location and Orientation .. 31 Barriers ........................................ 32 Building Components ............................... 33 Vegetation....................................... 34 Sound Absorbing Materials ............................ 34 Standard Noise Mitigation Packages 34 Mitigation in Outdoor Activity Areas ...................... 35 Interior Noise Mitigation .............................. 36 DEFINITIONS ........................................ 41 REFERENCES ......................:................. 43 APPENDIX A: ROAD TRAFFIC DATA City of SLO Noise Guidebook FIGURES NUMBER TITLE Page 1 Examples of Noise Levels ......................... 3 2 Major Noise Sources in San Luis Obispo County I ........... 8 3 Relationship of Traffic Volume Change and Summary of Traffic Noise Calibration Studies ............. 17 Noise Level Change ........................... 11 4 Example of Stationary Noise Source Contours ............ 23 5 Community Noise Monitoring Locations ................ 24 6 Ambient Noise Levels ............................ 27 7 Building Orientation For Noise Reduction ............... 31 8 Noise Barriers ................................ 32 9 Floor Plan to Reduce Noise in Most Sensitive Rooms ........ 33 10 Examples of Noise Barrier Cross Sections ............... 37 11 Example of Attic Vent Baffle ...................... 40 TABLES 1 Subjective Reaction to Changes in Noise Levels ............. 5 2 Distance (feet) from Center of Roadway to L,, Contours ...... 12 3 Adjustments to Traffic Noise Levels Due to Topography ...... 15 4 Summary of Traffic Noise Calibration Studies ............. 17 5 Summary of Railroad Noise Level Measurements ........... 19 6 Distance from Center of Track to Ld. Contours ............ 20 7 Future (Airport Capacity) Daily Aircraft Operations - San Luis Obispo County Airport .................... 21 8 Summary of Community Noise Monitoring ............... 26 City of SIA — Noise Guidebook INTRODUCTION This Guidebook is to help assess noise exposure and to design projects so they will meet the standards of the City's General Plan Noise Element. The Guidebook applies to noise from road traffic, the railroad, and aircraft. This Guidebook's design suggestions can help reduce noise exposure in many situations. The suggestions may allow a project to meet noise exposure standards, when otherwise the project would not. Also, they may result in a project being quieter for its occupants or neighbors, even when compliance with noise exposure standards is not an issue. The City's noise exposure information covers the major transportation noise sources, and a representative sampling of stationary sources, identified for study when the Noise Element was last updated. Since noise from most stationary sources is difficult to quantify, and not all stationary noise sources have been assessed, noise from potentially significant stationary noise sources should be evaluated by an acoustical expert. Unanticipated changes in transportation noise sources may also require new information. The standard noise mitigation packages should be used with the noise exposure information, to achieve compliance with the Noise Element's standards in relatively simple situations. The standard noise mitigation packages may be used to reduce exterior noise exposure by up to 5 dB and interior noise levels by 15, 20, 25, and 30 dB. The standard packages may be used in place of following specific, detailed noise studies and recommendations, in some cases. This Guidebook is not intended to address noise produced by stationary sources (such as industrial or agricultural operations). Also, the methods described below should not be used where the noise source is at a much different elevation from the receiver, the noise source is shielded from the receiver by buildings or topography, or the project is exposed to noise from several sources. In such situations, the help of an acoustical expert should be obtained. NOISE ASSESSMENT Fundamentals of Noise Assessment Noise is often defined simply as unwanted sound. However, this subjective approach is difficult to use in planning for and regulating development. The descriptors of community noise commonly used in noise elements and noise control regulations have resulted from years of effort to translate subjective reaction to noise into objective measurements of sound. Before explaining these descriptors, it is useful to discuss some fundamental concepts of sound. Sound is defined as any pressure variation in air that the human ear can detect. The number of pressure variations per second is called the frequency of sound, and is expressed as cycles per second, now called Hertz (Hz) by international agreement. Some pressure variations at low frequencies, if sufficiently strong, can be felt as vibrations but are usually not considered to be sounds. Higher frequency variations are above the range of human hearing. 1 Noise Guidebook (Sty of SI.O The speed of sound in air is about 770 miles per hour, or 1,130 feet per second. Knowing the speed and frequency of a sound, one may calculate its wavelength, the distance from one compression of the atmosphere to the next. An understanding of wavelength is useful in evaluating the effectiveness of physical noise control devices such as mufflers or barriers, which depend upon either absorbing or blocking sound waves to reduce sound levels. To measure sound directly in terms of pressure would require an awkwardly large range of numbers. To avoid this, the decibel (dB) scale was devised. The decibel scale uses the hearing threshold as a point of reference, defined as 0 dB. Other sound pressures are then compared to the reference pressure, and the logarithm is taken to keep the numbers in a practical range. Use of the decibel scale allows a million -fold increase in pressure to be expressed as 120 dB. Another useful aspect of the decibel scale is that changes in levels (dB) correspond closely to human perception of relative loudness (Figure 1). The perceived loudness of sounds is dependent upon many factors, including sound pressure level and frequency. in the range of usual environmental noise levels, perception of loudness is relatively predictable, and can be approximated by weighting the frequency response of a sound level measurement device (called a sound level meter) by means of the standardized A - weighting network. There is a strong correlation between A -weighted sound levels and community response to noise. For this reason, the A -weighted sound level has become the standard tool of environmental noise assessment. Figure 1 illustrates typical A -weighted sound levels from some commonly known sources. Community noise is often described in terms of the "ambient" noise level, which is defined as the all-encompassing noise level associated with a certain location. A common statistical tool to measure the ambient noise level is the average, or equivalent, sound level (1,q). This is the sound level corresponding to a steady-state, A -weighted sound level containing the same total energy as a time -varying signal over a given time period (usually one hour). The L� is the foundation of the composite noise descriptors such as L. and CNEL, and shows very good correlation with community response to noise. Two composite noise descriptors in common use are L& and CNEL. The L,, (day -night average level) is based upon the average hourly L, over a 24-hour day, with 10 decibels added to night (10:00 p.m. to 7:00 a.m.) L.. values. The night penalty is based upon the assumption that people react to night noise exposures as though they were subjectively twice as loud as daytime exposures. The CNEL (Community Noise Equivalent Level) is also based on the weighted average hourly Lq over a 24-hour day, except that an additional 4.77 decibel penalty is applied to evening (7:00 p.m. to 10:00 p.m.) hourly Lq values. The CNEL was developed for the California Airport Noise Regulations, and is applied specifically to airport and aircraft noise assessment. The Ld, scale is a simplification of the CNEL concept, but the two will usually agree, for a given situation, within 1 dB. Like the Lq, these descriptors are also averages and tend to not reflect wide variations in noise (such as very loud but brief noises separated by quiet). Because Ld. and CNEL presume increased evening or night sensitivity, they are best applied as criteria for land uses where night noise exposures are critical to the acceptability of the noise environment, such as residences. i� City of SLO Level, dBA 140 130 120 110 100 so s0 70 60 60 40 30 20 I FIGURE 1 EXAMPLES OF NOISE LEVELS Activity Sonic booms . Threshold of pain Threshold of discomfort Amplified music Commercial jet takeoff at 200 feet Auto horn at 10 feet Noisy factory Interior Heavy truck. at 60 feet New automobile at 60 feet Stenographic room Normal conversation at 6 feet Office Interior Soft radio music Residence Interior Whisper at s feet 10 Human breathing 0 Threshold of audibility 3 Noise Guidebook; Subjective Evaluations Deafening Very loud Loud II Moderate I i Faint I Very faint J Noise Guidebook (Sty of SIA Criteria for Acceptable Noise Exposure The Guidelines for the Preparation and Content of the Noise Element of the General Plan include recommendations for exterior and interior noise level standards to be used by local jurisdictions, to identify and prevent the creation of incompatible land uses due to noise. These State Guidelines contain a land use compatibility table which describes the compatibility of different land uses with a range of environmental noise levels in terms of L., or CNEL. An exterior noise environment of 50 to 60 dB L& or CNEL is considered to be "normally acceptable" for residential uses according to those guidelines. The recommendations in the State Guidelines also note that, under certain conditions, more restrictive standards may be appropriate. As an example, the standards for quiet suburban and rural communities may be reduced by 5 to 10 dB to reflect lower existing outdoor noise levels. The U.S. Environmental Protection Agency (EPA) also has prepared guidelines for community noise exposure in Information on the Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety. These Federal guidelines consider occupational noise exposure as well as noise exposure away from work locations. The Federal guidelines recognize an exterior noise level of 55 dB Ld. as a goal to protect the public from hearing loss, activity interference, sleep disturbance, and annoyance. The EPA notes, however, that this level is not a regulation, but is a level defined by a negotiated scientific consensus without concern for economic and technological feasibility or the needs and desires of any particular community. The EPA and other agencies have suggested land use compatibility guidelines which indicate that residential noise exposures of 55 to 65 dB L,,, are acceptable. For control of noise nuisances, a community noise control ordinance is the most appropriate tool. The State Office of Noise Control has prepared a Model Community Noise Control Ordinance, which contains recommended noise standards in terms of "time -weighted" sound levels. Time -weighting allows discrimination of both short-term and long-term noise exposures, and sets allowable levels for each. The model ordinance recommends more stringent standards for residential land uses than for commercial and industrial, with the most stringent standards recommended for "rural suburban" situations. The primary exterior noise standard for rural residential uses is 50 dB from 7 a.m. to 10 p.m., and 40 dB at night. The standard is expressed in terms of the level exceeded for 30 minutes of an hour, equivalent to the median _level, or 1.60. This ordinance format is successfully applied in many California cities and counties. The U.S. Environmental Protection Agency also has prepared a Model Community Noise Control Ordinance, using the "Equivalent A -weighted Sound Level" (L) as the means of defining allowable noise levels. The EPA model contains no specific recommendations for local noise level standards, but reports a range of L,,q values as adopted by various local jurisdictions. The mean daytime noise standard reported by the EPA is about 57 dB (L,q); the mean nighttime noise standard is about 52 dB (L,J. This ordinance format has been successfully applied by the City and County of San Diego and by many other jurisdictions looking for a simplified approach to the enforcement of a local noise control ordinance. In addition to the A -weighted noise level, other factors should be considered in establishing criteria for noise sensitive land uses. For example, sounds with noticeable tonal content such as whistles, horns, or droning or high-pitched sounds may be more annoying than the A- 4 city of SLO �-� Noise Guidebook weighted sound level alone will suggest. Many noise standards apply a penalty, or correction, of 5 dB to such sounds. The effects of unusual tonal content will generally be more of a concern at night, when residents may notice the sound in contrast to previously -experienced background noise. Because many rural residential areas experience very low noise levels, residents may express concern about the loss of "peace and quiet" due to the introduction of a sound which was not audible previously. In very quiet environments, the introduction of virtually any change in local activities will cause an increase in noise levels. A change in noise level and the relative loss of "peace and quiet" is the inevitable result of land use or activity changes in such areas. Audibility of a new noise source or increases in noise levels within recognized acceptable limits are not usually considered to be significant noise impacts, but these concerns should be addressed during environmental review. Table 1 is commonly used to show expected public reaction to changes in environmental noise levels. This table is based on test subjects' reactions to changes in the levels of steady-state pure tones or broad -band noise, or to changes in levels of a given noise source. Table 1 only shows the general relationship between changes in sound energy, sound pressure levels, and subjective reactions. It is most applicable to noise levels in the range of 50 to 70 dB, the usual range of voice and interior noise levels. It is least applicable to public perception of intrusive noises in very quiet environments, because of the difference in frequency content between background noise sources and intrusive sounds. Also the absolute amount of energy required to make a given change in sound pressure level is much smaller at low noise levels than at higher levels. The comparisons of subjective reaction outlined in Table 1 may not apply to noise exposures which are very quiet or very loud. For example, a whisper which is increased by 10 decibels (from 20 dB to 30 dB) remains a whisper, and would still be described as quiet. In contrast, an increase in the noise level of a diesel locomotive from 90 dB to 100 dB would be a change from a loud noise to a very loud noise. Thus the subjective reaction to a 10 dB change may be different, even though the numerical change is the same. TABLE 1 SUBJECTIVE REACTION TO CHANGES IN NOISE LEVELS OF SIMILAR SOURCES Increase in Sound Relative Increase in Pressure Level, dB Acoustical Energy Subjective Reaction 1 1.26 times Minimum Detectable Change (Lab) 3 2.0 times Usually Noticeable Change 5 3.2 times Definitely Noticeable Change 10 10.0 times Twice as Loud as Before Sources: Various, reported by Brown-Buntin Associates, Inc., 1991. Noise Guidebook Noise Source Characteristics (Sty of SIA In assessing potential noise impacts and strategies for reducing them, one must know about the characteristics of noise produced by different sources. Basic characteristics of the three principal transportation noise sources are described below. Road traffic: For noise assessment, traffic is divided into cars, medium trucks (those having two axles), and heavy trucks (those with three or more axles). The effective heights of noise propagation from these types of vehicles are: Cars - at the road crown (high point in the surface); Medium trucks - 2 feet above the road crown Heavy trucks are - 8 feet above the road crown. Railroads: The effective source height of railroad noise is mostly determined by noise emitted by the locomotive, which is generally assumed to be 10 feet above the rails. However, the effective height of noise for a locomotive blowing its horn is increased to 15 feet above the rails, since the horn is situated on top of the locomotive. In many situations the effective source height of trains is even greater than these, since the rails rest on a gravel bed that is often two to three feet higher than surrounding ground. Aircraft: Aircraft in flight near an airport are usually a few hundred to several thousand feet above the ground. When aircraft noise exposure is an issue, generally the aircraft are at least 30 degrees above the horizon, where barriers cannot reduce exterior noise levels. 3i (Sty of SLO NOISE LEVELS IN SAN LUIS OBISPO Identification of Noise Sources Noise Guidebook Field studies and discussions between local government planners and consultants retained to -help with the Noise Element update identified several potentially significant sources of community noise within the City of San Luis Obispo. These sources include traffic on state highways and other major roads, railroad operations, airport operations, and industrial and commercial activities. Specific noise sources selected for study are discussed in the following sections. Figure 2 shows the locations of some major noise sources selected for study, and for which generalized noise exposure contours have been prepared. Methods Used to Develop Noise Exposure Information Brown-Buntin Associates, Inc., prepared generalized noise exposure contours for major sources of noise in San Luis Obispo County and its incorporated cities for 1990, and for future (generally, "build -out") conditions. Both mathematical modeling and sound level measurements were used. The future conditions were based on general plans then in effect or undergoing revision. In the case of San Luis Obispo, the land use patterns and traffic levels corresponded closely to the updates of the Land Use Element and the Circulation Element that were adopted in 1994. The exception to this method in San Luis Obispo was a street extension south of Terrace Hill, to link South Street and Bishop Street. An assessment of this link was prepared by City staff following adoption of the 1994 Circulation Element update, based on analogies with street segments projected to have similar traffic conditions. The noise contour information prepared by the consultants and staff generally reflects conservative (worst case) assumptions, so significant noise exposure concerns are not likely to be omitted or understated. Noise models typically use average levels of activity, hours of operation, seasonal fluctuations, and average levels of noise from source operations. Such models have been developed for many environmental noise sources, including roads, rail line operations, railroad yard operations, industrial plants, and aircraft and airport operations. Such methods produce reliable results if data inputs and assumptions are valid for the sources being studied. The models used to prepare this element closely follow recommendations made by the State Office of Noise Control, and were supplemented where appropriate by source -specific sound level data to account for local conditions. Methods included the Federal Highway Administration (FHWA) "Highway Traffic Noise Prediction Model" for road sources, the Wyle Laboratories method for railroad noise exposure, and the Federal Aviation Administration (FAA) "Integrated Noise Model" for assessment of airport noise. For industrial, commercial, and other stationary sources, source - specific noise level data and accepted calculation procedures were used to characterize noise based on operations described by the source operators. 7 Nose Guidebook FIGURE Z (Sty of SIA MAJOR NOISE SOURCES IN SAN LUIS OBISPO COUNTY SAN WTGU, Camp Robert s{¢�ti� `Mil. Res. ,- `' Paso Robles --'SanN_UuTs J �� '�$ - • - P SRO ROBES SON SIMEGN / j tf'nion Asphalt/Navaho Co crete `\ Barch Plants '4 1 ^ T'MPLGTON girtm an. ri4vaiml 'N�n•+'vnc• •'A-ASCADERO -� CAYUCOS `. NiCRRC SAY Stationary Nolse Sources Airports A Camp Roberts Railroad �— Highways �-PGBE 36Y WGQO PAFK +— 8 San.'Luis o'b Couety,,Airp S'4!C -EAr,H �� :a KC'VER CiT. Y OCEANO ocean Airpor r' .^ 5 SAN LUIS CEISPI_= 1 Block l: p.r�duce Cold Storage Unoca Refinery NIr-0 SA147A M, 1A\ ".� �_ City of SLO Noise Guidebook The noise exposure contours described in this Guidebook reflect annual average conditions, unless noted otherwise. They are not intended to be precise where local topography or structures may significantly affect noise exposure for a receiver. The contours should be used as a screening device when determining whether a project may result. in a noise -related land use conflict. Generally, a site specific study will be required to determine noise exposure in situations involving complex topography or shielding by buildings. In some cases, site-specific traffic noise exposure can be estimated using the adjustment factors for topography presented in Table 3. A noise study is usually needed where multiple noise sources impact a site, to assess the combined noise exposure. This Guidebook's noise exposure information for stationary industrial or commercial sources is a representative sampling, not a complete survey. Therefore, the data should be used only as an indicator of potential noise impacts when similar sources are considered. Determining Noise Exposure for Specific Locations Noise exposure information may be used to determine if a particular land use is consistent with the Noise Element, and if noise mitigation should be required. Noise exposure information for particular locations is found in the Noise Element's generalized maps (or larger scale maps in the City's planning office) and in this Guidebook's tables. Roads and Highways Brown-Buntin Associates used the Federal Highway Administration (FHWA) Highway Traffic Noise Prediction Model to develop Ld, contours for major traffic noise sources within the county and cities. The FHWA Model was the analytical method favored for traffic noise prediction by most state and local agencies, including Caltrans. The model is based on reference energy emission levels for automobiles, medium trucks (2 axles) and heavy trucks (3 axles or greater), with consideration given to vehicle volume, speed, roadway configuration, distance to the receiver, and the acoustical characteristics of the site. As recommended by Caltrans, the Calveno noise emission curves were used to more accurately portray noise exposure along roadways in California. Traffic data for existing and projected future conditions, used in the calculations, were obtained from San Luis Obispo County and each of the cities in the County. For some roadways where traffic data were unavailable, traffic counts were conducted during peak traffic periods so daily vehicle movements could be estimated. The FHWA Model was developed to predict hourly L� values for free-flowing traffic conditions, and is generally considered to be accurate within plus or minus 1.5 dB. To predict L& values it is necessary to determine the hourly distribution of traffic for a typical 24-hour day and to adjust the traffic volume input data to yield an equivalent hourly traffic volume. BBA experience with the use of the FHWA model indicated that for most situations where the roadway and receiving land use are at the same grade, the model will generally provide a conservative (worst-case) estimate of traffic noise exposure. W Noise Guidebook Traffic Noise Exposure Calculations (Sty of SLO Traffic data representing annual average daily traffic volumes (AADT), truck mix, and the day/night distribution of traffic for 1990 and buildout conditions were obtained. For state highways, the future situation was assumed to be 2010, except for Highway 101 which was assumed to be 2005. Traffic data used in the traffic noise exposure model are summarized in Appendix A. The odd numbered segments in Appendix A refer to existing traffic volumes and the even numbered segments refer to future traffic volumes. Using the FHWA Model and the traffic data summarized in Appendix A, the distances from the center of the roadway to the 60, 65 and 70 dB La, contours for existing and projected future traffic conditions were calculated. Contour distances are summarized in Table 2. Roadway segments listed in Table refer to the traffic data summarized in Appendix A. Noise contour calculations generally were performed only for roadways which had an existing or projected ADT of 5000 or more, since at lower traffic volumes the 60 dB Ld, contour would be closer to the road than normal residential setbacks. Where medium and heavy truck volumes were greater than about 5 percent or where speeds were greater than 50 mph, noise contours were calculated for roadways with less than 5000 AADT. Since noise contour calculations did not consider shielding by buildings or land forms, the distances reported in Table and depicted in the noise exposure maps should be considered worst-case estimates of noise exposure. Noise exposure behind the first row of houses or other types of buildings may be reduced by up to 15 dB. The effects of elevated or depressed roadways or other topographic features are described in following sections. For different traffic volumes, noise levels shown in Table 2 can be adjusted using Figure 3. For example, if it is known that a highway with 10,000 annual average daily trips (AADT) produces a noise level of 60 dB L,,. at 200 feet, the noise level at that same distance .can be calculated if the AADT increases to 20,000 (assuming no changes in other traffic conditions, such as percentage of truck traffic and speed). From Figure 3 it can be seen that a 100% increase in traffic volume (10,000 to 20,000) increases the relative noise level by +3 dB. Therefore, the new traffic noise level is 63 dB L,, (60 dB +3 dB) at 200 feet. 10 i I (Sty of SLO Noise Wdebook FIGURE 3 RELATIONSHIP OF TRAFFIC VOLUME CHANGE AND NOISE LEVEL CHANGE +8 m +7 .° +6 �a +5 J +4 5 +3 +2 0) +1 c -4 m -5 W -6 v -7 -8 -100 -50 0 +50 +100 +150 +200 +250 +300 +350 +400 Percent Change in Annual Average Daily Traffic Source: Brown-Buntin Associates 11 Noise Gwdebook City of SIA O eo 00 ^• O h 8en r e�•f ern N%O%0 00 en 0o O—b? 's' s aD p� H 0% P oo a O V1 N NN O 00 T �o t, O� V 00 M 00 1/1 �p M 7 P Go Cq n:.� o %Dccc co 00 aN., .,�' O ani m N to �O R N C� �+ l- 1,C4 en p T in%C N Vf l� r. M M r+ N N N00 .+Ma in eq f� �Ql— C"3 i:s: si}•: �N h�+S NS ems•, 00 O� ^"vI .n MTen vN Ob0 tn M S N p�00 N� eNn NNM `:ij:tyyp'v: i:4:�tiC' 8 Q w x Y'o x mp Oa x a r Y w3 OG Q Y in o !ryi. O 4 'O U. 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O co N eA y w '•' a VJ O 0 eA �' r .a �o 0 N �� „meg � m � �._ �� $ ��ga a .. q � ..� m Go Lis x°a ahs y�y w@ y Q �. s� 02 wig s�� a g a0 foo IN, e e O m mss oogo,� �o�oew g a NTS 0 .< aowU UUU Na%O 000N a %000 ONg gc0 N-etO 00 N NNN 00 00 00 00 M M M D\ 0� C O O •+ �+ �+ �+ ^� . . I �. � I , NNN NNN NNN NN N NNN r+ en %n t- M �+ en H n M — en to P OO�� F1 1�� !� 00 00 00 00 00 0% O� D` O� 0� O O O O O �+ �+ �••� �+ .� N N N N r+NN NNN NNN NN N NNN 13 Noise Guidebook N N W � m •c < o F U em, � mN en ��M -11 N ;' 7 �Q Q% Uf IA M 07 Iry �a00 n %0 h C4 mNtnv N .00+.cr,i� N �d tn Un VNf M h N .Ni .Nr .moi i ..., rr -eC4N� 000 a, N ^� ""� N O N %0 OD N fm vO� vN�N h Cil N � � � N , � � II O�Ntn V1 N PO+ NN. NC4 NNN City Of SM City of SLA Noise Guidebook Table 3 guides the application of traffic noise exposure contour information to areas with varying topography. The adjustment factors presented in Table 3 generally provide conservative (worst- case) results. More precise assessments for complex situations can be provided by a trained professional. The background for these correction factors is explained in the following section, "Traffic Calibration Study." TABLE 3 ADJUSTMENTS TO TRAFFIC NOISE LEVELS DUE TO TOPOGRAPHY Hillside overlooks roadway -0- +1 dB +3 dB Road is elevated (more than 15') -5 dB -2 dB -0- Road in cut or below embankment -5 dB -5 dB -5 dB Source: Brown-Buntin Associates Noise exposure may also be reduced when the receiver is located behind a row of buildings. The amount of shielding provided depends on the height and continuity of the row of buildings. Noise reduction can be effective if the row is continuous, and effectively interrupts line -of -sight between the noise source and receiver. Shielding by buildings can reduce noise exposure by up to 15 dB. It is sometimes assumed that trees and other vegetation can provide significant noise attenuation. However, approximately 100 feet of dense foliage is required to achieve a 5 dB attenuation of traffic noise. (The vegetation must be sufficiently dense that there is no line of sight through the foliage.) For this reason, vegetation generally cannot be considered a noise barrier unless there exists a substantial depth of dense foliage. Traffic Calibration Study Since many roadway segments are not at the same level as noise receivers, a traffic calibration study was conducted to determine the needed adjustments for traffic noise levels that were calculated using same -level assumptions. The findings of the traffic calibration study may also be applied to other noise sources where the height and precise location of the source with respect to the location of the receiver are known. The calibration study consisted of conducting sound level measurements and concurrent traffic counts in areas where the following topographic relationships between the roadway and surrounding area exist. 15 Noise Guidebook City of SW • Terrain gradually rises above roadway. This is typical of many areas where a potential receptor would look down on the roadway. • Roadway is elevated above surrounding terrain. • Roadway is located in a cut or is below a steep embankment. Traffic noise levels were measured in terms of the L,,q descriptor for 15 minute intervals while traffic counts were being conducted. Traffic counts were projected for a one-hour period and measured L,s values were compared to the levels calculated by the FHWA Model using the projected hourly number of vehicles, posted speed, and distance to the microphone. Calculations were based upon an acoustically "soft" site (that is, a site where absorption of sound by the ground is significant) since experience has shown that this generally .provides the closest correlation with measured results. These comparisons are summarized in Table 6. From Table 4 it may be seen that the FHWA Model generally overpredicted noise exposure in all situations. This was consistent with BBA experience with the use of the model. The model probably does not account for excess ground attenuation or atmospheric absorption over distance. The greatest amount of overprediction occurred in areas which were shielded from view of all or part of the roadway by either a cut or steep embankment, or an elevated -roadway situation. In these instances, predicted noise levels were found to be approximately 4 to 10 dB higher than measured levels, at distances of 150 feet or less from the center of the roadway. The shielding effect was found to diminish as the distance from the roadway increased. For_ topography that rises above the roadway, such as on a hillside overlooking the roadway it was found that the FHWA Model generally overpredicted noise exposure at distances of approximately 100-200 feet from the center of the roadway and somewhat underpredicted noise exposure at distances greater than 400 feet. The greatest amount of underprediction was found to occur in instances where the observer was elevated significantly above the roadway and there was a clear view of the entire roadway surface. 16 City of SLAD Q z P GA a �U WW a C0' ca O �z U LL( w a� O Z •� p N f V t+1 r� hm to — m M M O Wr 'T tD M t, R m t` Ot M M O Noise Guidebook M Irl l} Irl .o :3 OK �O O M O l\D lN h b l- O%O t- m ri m 4kAkb 06 b Q: ri s to h to y M to M to N %n V7 I/IS in In to try to to V1 � to to to to in to to In to to to in v, to to in H to H p 40. IN N Q Q T 7 y N m \O N m \O N m t0 N N N N N m N m G � qO L > N N tO m go ►+1 M to �c M to \O M to �O M t- t- '+ Ot %n b tO t0 m b t0 m b m %O O V r+ tNNN N N 'b p N � O IL 0 CD m m m m m c 0 0 0 0 3 3 3 3 3 3 3 3 3 3 3 d C m ao m m aeo 411% m ao �e_o m �" m m neo a, ao m a a �px�xxp��8�x�8x� p�xxxpx 9 xxxa�.g lO u0Y v01en en } 17 Noise Guidebook Qty of nD Railroad Noise A main line of the Southern Pacific Transportation Company passes through the City's planning area. In 1995, there were four passenger trains and, on average, four freight trains per day. Two of the freight trains generally pass through between 10:00 p.m. and 7:00 a.m. While the number of trains is not expected to increase in the immediate future, the projections of future noise levels assume more frequent operations. Several railroad operating conditions occur in the city. The yard, grade crossings, curves, and grades cause engine throttle levels, use of brakes, and the use of warning horns vary considerably from location to location. To document railroad noise exposure within different areas of the county where residential or other noise -sensitive development has occurred, measurements of noise levels generated by individual train pass-bys were conducted. Measurement sites were selected to quantify the effects of grade crossings, grades, and variations in speeds. The results of railroad noise level measurements are summarized in Table 5. From Table 5 it is apparent that measured sound levels from railroad pass-bys as defined by the Sound Exposure Level (SEL) at approximately 100 feet from the tracks were about 100 dB for freights and about 93 to 104 dB for passenger trains. At approximately 50 feet from the tracks, SEL values were approximately 110 dB for a freight train and 87 to 106 dB for passenger trains. The most significant variable in measured levels was whether or not the horn was in use during the measurements. Railroad noise exposure may be quantified in terms of I.,,m using the following formula: Ld, = SELM + 10 Log Nq -49.4 where SEL,,,, is the average SEL for a train pass -by, N q is the equivalent number of pass-bys in a typical 24-hour period, determined by adding 10 times the number of nighttime events (10:00 p.m -7:00 a.m.) to the actual number of daytime events (7:00 a.m.-10:00 p.m.), and 49.4 is a time constant equal to 10 log the number of seconds in the day. Operational data used for the calculation of railroad noise exposure for 1990 conditions were obtained from the railroad. For future conditions, an estimate was developed by BBA in conjunction with county staff which includes ten freight and four passenger trains per day. Fifty percent of the freight trains and one of the passenger trains would pass through during the night. This should be considered a worst-case estimate of future railroad operations. Using the above-described railroad noise level and operational data, the distances from tracks to the Lm, 60, 65, and 70 dB contours were calculated for existing and future conditions. Calculated distances are summarized in Table 6. The mean SEL values at 100 feet used for the calculations for area away from grade crossings and horn usage were .94.5 dB for passenger trains and 99.7dB for freight trains. For areas within 1000 feet of grade crossings where horns are likely to be used, mean SEL values used for calculations were 100.4 dB for passenger trains and 101.7 dB for freight trains. As shown by Table 5, noise levels from individual trains pass- bys can vary considerably from event to event. 18 City of SW Noise Guidebook Ld o ZZ �� r�^>' zzzz Z�Zi�� , N00qt -•r�.o v»0(n r-: 06 eF OS00 4 N N N 00 00 " N 070000 t�0 �00 Off.-�o0 OOpp IR C! V- 000 000 0000 000 000 0000 000 0 000 O 09 "C CL vein nOtn i i i OOOOO 1n MMSN N M i i i .fir .fir.kn-i .kn-� .M -i i 1ni i M N D N v i N N G SO SSS SSS GOON �tn1010,0 Av �ZZ ViZ cnZ Z07ZZ A ww a.a.w CL; a.w awaw a.ac,ww . F E E E E E E E E E E E E E EEE E � a a. a a a a a a a 00 °v $off Sots ov�g en inn, N N N -7 N et M N M O� M M N e•i M 00 coo oOo 0000 00000 ON O% O\ Ch m 00 00 00 00 00 00 N M � C% tt N N N N N N N N N N N N N N N N N A 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 U Q C C H�] a3 Cd U U -- p � > ; mon a a 0 aw vQ"i r L 3O 3 % w ° w X b ° z z 19 Nome Guidebook TABLE 6 DISTANCE FROM CENTER OF TRACK TO Ld, CONTOURS City of SIA Airport The State requires that aircraft noise be quantified in terms of the CNEL descriptor (Code of Regulations Title 21). CNEL is considered to be equivalent to the Lb descriptor used for other noise sources addressed in this element within approximately one decibel. Figure 14 shows the CNEL 70, 65 and 60 contours for the theoretical capacity of the airport. These contours should be used for determining potential conflicts with this Noise Element as the result of existing or proposed development of noise -sensitive land uses. Brown-Buntin Associates (BBA) estimated aircraft noise exposure which would occur when the airport reaches its capacity. The airport noise exposure map shows noise levels of aircraft in flight only. BBA did not evaluate noise from aircraft engine run -ups on the ground and other stationary noise sources at the airport. Engine run-up noise has been an issue at the airport. In response, some activities were shifted to Santa Maria and some to enclosures. BBA prepared noise exposure contours using Version 3.9 of the FAA Integrated Noise Model, and operational assumptions representative of the theoretical maximum capacity for the existing airfield. It is unknown when the airfield would reach capacity, although airport management indicated that this would occur beyond the year 2010. Aviation trends which were incorporated into the airport capacity scenario included a shift to larger turboprop commuter aircraft capable of carrying 60 passengers. Jet aircraft types in service at other airports were not included, since the runway does not have sufficient length or load bearing capacity. Projections of aircraft operations are otherwise similar to those in the 1986 Airport Master Plan Update for the year 2005, with. the total annual number of aircraft operations being approximately 314,000. The aircraft fleet mix used to prepare the noise exposure map is summarized in Table 7. 20 Distance (feet) :1990 Future* I., Contour Values w/o Horn w/Horn w/o Horn w/Horn 70 dB 25' 35' 76' 113' 65 dB 53' 76' 163' 244' 60 dB 115' 163' 352' 525' * Based on 10 freight and 4 passenger trains per day. Source: Brown-Buntin Associates, Inc., 1991. Airport The State requires that aircraft noise be quantified in terms of the CNEL descriptor (Code of Regulations Title 21). CNEL is considered to be equivalent to the Lb descriptor used for other noise sources addressed in this element within approximately one decibel. Figure 14 shows the CNEL 70, 65 and 60 contours for the theoretical capacity of the airport. These contours should be used for determining potential conflicts with this Noise Element as the result of existing or proposed development of noise -sensitive land uses. Brown-Buntin Associates (BBA) estimated aircraft noise exposure which would occur when the airport reaches its capacity. The airport noise exposure map shows noise levels of aircraft in flight only. BBA did not evaluate noise from aircraft engine run -ups on the ground and other stationary noise sources at the airport. Engine run-up noise has been an issue at the airport. In response, some activities were shifted to Santa Maria and some to enclosures. BBA prepared noise exposure contours using Version 3.9 of the FAA Integrated Noise Model, and operational assumptions representative of the theoretical maximum capacity for the existing airfield. It is unknown when the airfield would reach capacity, although airport management indicated that this would occur beyond the year 2010. Aviation trends which were incorporated into the airport capacity scenario included a shift to larger turboprop commuter aircraft capable of carrying 60 passengers. Jet aircraft types in service at other airports were not included, since the runway does not have sufficient length or load bearing capacity. Projections of aircraft operations are otherwise similar to those in the 1986 Airport Master Plan Update for the year 2005, with. the total annual number of aircraft operations being approximately 314,000. The aircraft fleet mix used to prepare the noise exposure map is summarized in Table 7. 20 City of SLO Noise Guidebook TABLE 7 FUTURE (AIRPORT CAPACITY) DAILY AIRCRAFT OPERATIONS SAN LUIS OBISPO COUNTY AIRPORT Itinerant Operations 50-60 Pass Turboprop 47.6 12.2 12.2 72.0 GA Jet Quiet 3.6 0.4 0 4.0 GA Jet Moderately Quiet 1.8 0.2 0 2.0 GA Jet Moderately Noisy 1.8 0.2 0 2.0 Twin Eng. Turboprop 28.4 8.3 3.4 40.1 Twin Eng. Piston 18.9 5.6 2.2 26.7 Single Eng. Prop. -Large 122.3 15.6 6.7 144.6 Single Eng. Prop. -Small 183.4 23.4 10.0 216.8 Civil Helicopter 4.0 2.0 0 6.0 Military -Helicopter 2.7 0 0 2.7 Military -Fixed Wing 1.3 0 0 1.3 Local Operations Twin Eng. Piston 61.6 6.8 0 68.4 Single Eng. Prop. 246.6 27.4 0 274.0 Daily Totals 724.0 102.1 34.5 860.6 Source: Brown-Buntin Associates, Inc. San Luis Obisoo Countv 21 Noise Guidebook Qty of SLO Major Stationary Noise Sources Noise is an inherent part of many industrial, commercial, and agricultural processes, even when the best available noise control technology is applied. Noise production in industrial or commercial facilities or close to many types of agricultural equipment is controlled indirectly by Federal and State employee health and safety regulations (OSHA and Cal -OSHA). However, outdoor noise exposure from such operations can exceed locally acceptable standards for noise - sensitive land uses, even if employees are protected. Noise conflicts can be avoided by preventing new noise -producing uses in noise -sensitive areas, and by preventing new noise -sensitive land uses near existing noise -generating facilities. When the City cannot, or chooses not to, separate generally incompatible types of land uses, performance standards can reduce noise at the source or receiver. BBA obtained noise exposure information for some major stationary noise sources, based on operational data obtained from source operators and from noise level measurements at reference locations around the noise sources. Consistent with the Ld, methodology, a 10 dB penalty was added to noise from night (10:00 p.m. - 7:00 a.m.) operations. In discussing future operations with source operators, BBA concluded that reliable projections of future activity cannot be made, because there are too many variables. The following discussions of major stationary noise sources in the San Luis Obispo planning area provide general information concerning the relative noise impacts of each source, and identify specific noise sources which should be considered in . the review of development proposals. The following discussions do not represent a comprehensive accounting of all noise sources in the planning area. Other sources may be identified during environmental review of projects. - Southern Pacific Milling Company Concrete Batch Plant, 131 Suburban Road, This facility operates from 6:00 a.m. to 2:00 p.m. During the busy season (April to August), about seven to nine loads of concrete are produced each day. During the rest of the year, one or two loads per day are produced. Approximately two truckloads per day of material are delivered. At 100 feet from a loading operation, the measured sound level was 78 dB Lq. Noise from the loading operation at the north property line (about 800 feet from the source) was inaudible above roadway traffic. No noise -sensitive land uses are located near the plant. - Air -Vol Block, 1 Suburban Road Air -Vol Block manufactures concrete blocks. Operating hours are 7:00 a.m. to 3:00 P.M. The principal noise sources are the block fabricating machine and fork lifts. Measured sound levels at the north property line, due to the block machine (about 250 feet from the block machine) were an L, q of 61 dB and an L,. of 67 dB. The 50 dB L. q contour is located about 890 feet from the block machine (Figure 15). A few residences are located west of South Higuera Street near the plant within the 50 dB Ley contour. 22 %Sty of SIA Noise Guidebook FIGURE 4 EXAMPLE OF STATIONARY NOISE SOURCE CONTOURS N LUIS •: •• ► 200 400 :►► 23 Noise Guidebook FIGURE 5 COMMUNITY NOISE MONITORING LOCATIONS City of SIA �■�12 ,iltJl+ I - 4 - --013 SAN S:M`oN iJ '-'-'...i'•- -``4.1 PASO ROEbES 1 21x24 CAM BR!.\\\,■///ll!/f ..i "-'��, 2\ ice../ ' ATASCADERO 35 38 {— W1ei• ?eco � •.. /j/ r22 �! t• .,avuCOS \- `� 3 39-41 MORRO SAY �; � t� ^ 101 AV W000 oAPI r f Lo= '-SOS .14 N-` ';ICI fi\j 1 dL SAN LUIS OBISPO =20 PiSMO BEACH `, GROVER CITY OCEANO ■ Short -Term Monitoring Sites j. 24-hour Monitoring Sites • Short -Term and 24-hour Monitoring Sites 24 7 •27 1 AFIRCYCD GRAtiCE E �, (VIPCP.iC� city of SW -- Community Noise Survey Noise Guidebook As recommended by the Government Code and Office of Noise Control Guidelines, a community noise survey was conducted to document noise exposure in representative areas of the county and cities containing noise -sensitive land uses. The following noise -sensitive land uses have been identified for the purpose of this survey: 1. All residential uses 2. Schools 3. Long-term care medical facilities, such as hospitals and nursing homes 4. Office buildings S. Parks Noise monitoring sites were selected to be representative of typical conditions where such uses are located. Forty-one monitoring sites were selected, as shown in Figure 5. A combination of short-term and continuous noise monitoring was used to document existing noise levels at these locations during August 1990. At 33 of the community noise survey sites, noise levels were sampled for* approximately 15 minutes during each of three periods of the day and night so that reliable estimates of Ld, could be prepared. The data collected during the short-term sampling program included the Lq; maximum noise level, minimum noise level, and a description of noise sources which were audible at the monitoring sites. Continuous noise monitoring was conducted at eight of the community noise survey sites to document fluctuations in noise levels over a typical 24-hour period within the different types of noise environments. Noise level data collected during continuous monitoring included the L,,, maximum noise level, and the statistical distribution of noise levels for each hour of the sample period. Community noise survey results for San Luis Obispo are summarized in Table 8. Hourly fluctuations of noise levels at the site where continuous noise monitoring was conducted are shown in graphic form in Figure 6. Hourly L,, values in this figure are representative of energy average sound levels, and are very sensitive to single events such as vehicle or railroad pass-bys or aircraft overflights. Lm„. and L. values represent the maximum and minimum values measured each hour. Countywide, the community noise survey results indicate that typical noise levels in noise - sensitive areas range from about 39 to 62 dB Ld,. As would be expected, the quietest area are those which are removed from major transportation noise sources and local industrial or other stationary noise sources. Examples of these quiet areas are the County Rural Areas defined by the El Pomar-Estrella, San Luis Obispo, and South County Planning Areas and some of the County Urban/Village Areas such as Heritage Ranch. The noisier locations monitored during the survey were near Highway 101 and major local streets. 25 City of SIA 26 Noise Guidebook City of SIA _I Noise Guidebook Maximum noise levels observed during the survey were generally caused by local automobile traffic or heavy trucks. Other sources of maximum noise levels included occasional aircraft overflights, construction activities, and nearby industrial or commercial equipment. Background noise levels in the absence of the above-described sources were generally caused by distant traffic, wind, birds, the surf or insects. One factor that is difficult to quantify, but is often mentioned by people who live in rural areas or quiet neighborhoods, is the greater expectation for a quiet living environment by those who have made the choice to live away from urbanized areas. This factor, coupled with the quiet existing background noise levels discussed above, greatly increases the likelihood that noise from a new noise generating land use will be perceived by residents of these areas as. a significant intrusion over existing conditions. FIGURE 6 AMBIENT NOISE LEVELS San Luis Obispo Residential Area, 1990 A Liam gam Noon Spm Opm Spm Midnight Sam Location: Parkland Terrace Source: Brown-Buntin Associates Time of Day —Lmin --Lo9-*-Lmaa 27 Noise Guidebook - City of SW NOISE MMGATION Overview Each noise problem has three basic elements: the source, a transmission path, and a receiver. In land use planning, the emphasis is usually on separation --having a long path between the source and the receiver. In project design, the emphasis is usually on putting sound barriers in the path and in the receiving structures. Project designers should consider the nature of the noise source and the sensitivity of the receiver. The problem should be defined in terms of the adopted noise level criteria (such as Lm or Lw), the location of the sensitive receiver (indoors or outdoors), and when the problem occurs (day or night). Noise control techniques should then be selected to provide an acceptable noise environment for the receiver, while also responding to aesthetic standards and structural and economic limits. The preferred noise mitigation is effective design of a project so noise -sensitive uses are not located in areas exposed to excessive noise. This may be accomplished by using building setbacks, natural topography, building orientation, and intervening buildings which do not contain noise -sensitive land uses to reduce noise exposure at the receiver. Such measures may minimize or eliminate the need to construct noise barriers, or to include special features in buildings. . Following sections summarize techniques for noise mitigation. There is no simple way to be certain if a proposed design will adequately reduce noise exposure, short of an expert's acoustical analysis of the project. If there is a question about the effectiveness of proposed noise mitigation measures, the City may require a noise study or apply the standard noise mitigation packages described below. City Review Process When a building permit is the only City approval for a project: Compliance with noise exposure standards is determined through the building "plan -check" process. If plans comply with all applicable codes, they must be approved; if plans do not comply, they cannot be approved. Public comment and appeals are not part of the process. A technical committee can consider applicants' appeals of staff decisions on the equivalence of construction materials and methods. Environmental review is not required. The City typically requires the noise mitigation features that are recommended by a qualified, independent expert hired by the applicant to evaluate the project or, if it qualifies, the project can use the standard noise mitigation packages described in a following section of this Guidebook. The applicant is encouraged to follow the order of preference for mitigation approaches listed in policy #8 of the Noise Element. 28 6ty of SW Noise Guidebook When a project is approved by the City through a use permit, architectural review, subdivision, or planned -development zoning: - Compliance with noise exposure standards is determined through discretionary project review, which considers all aspects of a project. The City can approve certain noise mitigation approaches. This process usually involves public hearings, and broad opportunities for appeal by the applicant and others. - The first step usually is an environmental determination which evaluates compliance with noise policies and standards. - The applicant must follow the order of preference for mitigation approaches listed in policy #8 of the Noise Element, or show that doing so is not practical or would prevent compliance with other design standards based on the General Plan --whether the source for the measures is an expert's study for that project or the standard noise mitigation packages described in a following section of this Guidebook. - Details of the noise mitigation approaches approved during the discretionary review will be checked when the building permit application is received. Noise Studies Noise studies required by the City shall: A. Be the financial responsibility of the applicant. B. Be prepared by a qualified person experienced in the fields of environmental noise assessment and architectural acoustics. C. Include sufficient locations and periods of noise level measurements to adequately describe area conditions. Where measurements cannot be made, identify the sources of data and the assumptions used to calculate noise levels (such as noise attenuation, absorption, reflection, or shielding). For commercial uses, consider all noise from operations, maintenance, and servicing, including parking lot and landscape maintenance, refuse collection, and truck loading and unloading. D. Estimate existing and projected buildout noise levels in terms of the descriptors used in Noise Element Tables 1 and 2, and compare them to the element's standards. Projected noise levels shall reflect planned streets and highways. E. Recommend appropriate mitigation to achieve compliance with Noise Element standards, giving preference to measures as listed in the Noise Element. F. Estimate noise exposure with prescribed mitigation measures in effect. G. Describe how to evaluate the effectiveness of the proposed mitigation measures. 29 Noise Guidebook City of SLO The Community Development Director may waive the requirement for a noise study if all the following conditions are met: A. The development consists of four or fewer single-family dwellings, or of offices, churches, or meeting halls having a total gross floor area less than 10,000 square feet. B. (1) For a development where acceptable noise exposure of an outdoor activity area is in question: The only noise source is a single road or rail line for which up-to-date noise information is available. (2) For a development where noise exposure of an outdoor activity area is clearly acceptable and the only question is indoor noise exposure: The only noise source is a single road, rail line, or airport for which up-to-date noise information is available. (A noise study will be required when the noise source is a stationary noise source or consists of multiple transportation noise sources.) C. Prior to mitigation, the expected noise exposure at the exterior of buildings which will contain noise -sensitive uses, or within proposed outdoor activity areas, does not exceed 65 dB L., (or CNEL). Exception: for playgrounds the level is 75 and for neighborhood parks the level. is 70 dB Ld. (or CNEL). D. The topography in the project area is essentially flat, and the noise source and receiver are at the same elevation. E. Effective noise mitigation, as determined by the City, is incorporated into the project design to reduce noise exposure to the levels specified in Tables 1 and 2. (Such measures may include the use of building setbacks, building orientation, noise barriers, and the standard noise mitigation packages in the Design Guidelines. If closed windows are required for compliance with interior noise standards, a mechanical ventilation system may be required by the building code.) F. The Noise Level Reduction required to meet indoor noise standards is 30 dB or less. Distance Noise exposure can be reduced by increasing the distance between the source and the receiver. Each doubling of distance from the noise source will reduce noise exposure by about 4 to 6 dB. Distance is often provided by spaces called "setbacks" or "buffers." These areas can take the form of some types of open space or recreation, frontage roads, storage yards, or other uses less sensitive to noise. The noise reduction that can be provided by distance is often limited by the characteristics of the noise source and its relationship to the noise -sensitive use. City of SLO Building Location and Orientation Noise Guidebook Buildings containing noise -sensitive uses may be located so they are outside the area requiring noise mitigation. Buildings can be placed to shield other buildings or areas, and to avoid increased noise levels caused by reflection: Shielding by buildings can reduce noise levels by. up to 15 decibels, though the exact amount of reduction depends on the specific design. The use of one building to shield another can reduce noise control costs, particularly if the shielding structure is insensitive to noise. As an example, carports or garages can be used to form or complement a barrier shielding adjacent dwellings or an outdoor activity area. Similarly, one residential unit can be placed to shield another so that building components- for noise reduction are needed for only the building closest to the noise source. Placement of outdoor activity areas within the shielded portion of a building complex, such as a central courtyard, can be an effective method of providing a quiet retreat in an otherwise noisy environment. Patios or balconies should be placed on the side of a building opposite the noise source, and "wing walls" can be added to buildings or patios to help shield sensitive uses. Where project design does not allow using buildings or other land uses to shield sensitive receivers, noise control costs can be reduced by orienting buildings with the narrow End facing the noise source, thereby reducing total area of the building needing noise -control components. Some examples of building orientation to reduce noise impacts are shown in Figure 7. FIGURE 7 BUILDING ORIENTATION FOR NOISE REDUCTION 0 C 31 B m m C C ur, J �F fR 00 C 31 B U m m C C 00 Por U wo U Noise Guidebook (Sty of SW If existing topography or development adjacent to the project site provides some shielding, as in the case of an existing berm, knoll or.building, sensitive structures or activity areas may be placed behind those features to reduce noise control costs (Figure 8). Site layout should avoid reflecting surfaces which may increase on-site noise levels. For example, two buildings placed at an angle facing a noise source may cause noise levels within that angle to increase by up to 3 dB (parts B and C of Figure 7). The open end of a "U" -shaped building should point away from noise sources for the same reason (part A of Figure 7). Noise walls or other walls may inadvertently reflect noise back to a receiver unless carefully located. Building facades can influence reflected noise levels, thereby impacting public spaces and buildings on neighboring sites. This is primarily a problem with high-rise buildings. The effect is most evident in urban centers, where an urban canyon may be created. Bell-shaped or irregular building facades, setbacks, and building orientationcan reduce this effect. Avoidance of these problems, as well as attaining a functional and attractive design, requires coordination between the City, the project architect and engineer, and any acoustical consultant. Barriers Noise can be reduced by putting walls, earth berms, or other masses between the noise source and the receiver. A barrier's effectiveness depends on blocking line -of --sight between the source and receiver, and is improved with greater mass and height (the distance sound must travel to pass over the barrier as compared to a straight line from source to receiver). FIGURE 8 NOISE BARRIERS WALL. 32 BERM AND WALL City of SLO Noise Guidebook Building Components When buildings have been located to avoid most noise exposure, noise reduction measures still may be required to achieve acceptable interior noise levels. The cost of such measures may be reduced by the thoughtful placement of rooms. For example, bedrooms, living rooms, family rooms, and other more noise -sensitive parts of a dwelling can be located on the side farthest from the noise source, as shown in Figure 9. Bathrooms, closets, stairwells, and food preparation areas are relatively insensitive to exterior noise sources, and can be placed on the noisy side. With such techniques, noise reduction requirements for the building facade can be reduced, although the designer must take care to isolate the noise impacted area by the use of partitions or doors. When buildings containing noise -sensitive uses are to be located in a noisy environment, interior noise exposure may be reduced through the acoustical design of building facades. Standard noise mitigation packages are recommended below. FIGURE 9 FLOOR PLAN TO REDUCE NOISE IN MOST SENSITIVE ROOMS BR. I BR. LR. DEN MME3ATH 11 KIT I aDR_ HIGHWAY 33 Noise Guidebook (Sty of SI.O Vegetation It is sometimes assumed that trees and other vegetation can provide significant noise attenuation. However, approximately 100 feet of dense foliage (so that no visual path extends through the foliage) is required to achieve a 5 dB reduction of traffic noise. The use of vegetation as a noise barrier should not be considered a practical method of noise control unless large tracts of dense foliage are part of the existing landscape. Vegetation can be used to acoustically "soften" intervening ground between a noise source and receiver by increasing ground absorption of sound. Vegetative barriers have been shown to reduce tire noise and other high frequency components of traffic noise. Trees and shrubs may reduce adverse reaction to a noise source by removing the source from view, even though noise levels may be largely unaffected. Sound Absorbing Materials Absorptive materials such as fiberglass, foam, cloth, and acoustical tiles are used to reduce reflection or reverberation in closed spaces. Their outdoor use is usually directed toward reducing reflections between parallel noise barriers or other reflective surfaces. Maintenance of absorptive materials used outdoors is difficult because such materials are easily damaged by sunlight and moisture. Their application as an outdoor noise control tool is limited to cases where the control of reflected noise is critical. Standard Noise Mitigation Packages Where buildings containing noise -sensitive land uses or outdoor activity areas are proposed for locations where noise levels exceed the standards of this element, noise mitigation will be required as part of project approval. Generally, a noise study by an expert will be required to quantify site-specific noise exposure and to propose effective noise mitigation measures. At the option of the City, the requirement for a noise study may be waived and standard noise mitigation packages may be used to achieve compliance with this element. Standard noise mitigation packages are sets of measures which may be used to reduce noise exposure by prescribed amounts. The standard noise mitigation packages below are intended to reduce exterior noise exposure in outdoor activity areas or at building facade by up to 5 dB. Reductions greater than this are significantly more difficult to achieve, and should be based on the recommendations of an expert after a detailed study has been performed. For indoor noise exposure, standard noise mitigation packages to achieve outdoor to indoor noise level reductions (NLR) of 15, 20, 25 and 30 dB have been developed. Since these are generalized packages intended to address a variety of specific conditions, a conservative approach has been taken. Some of the package's components can be modified or eliminated and the prescribed NLR values could still be achieved under certain conditions. A noise expert's recommendations, based on detailed study of a particular situation, may therefore differ from the standardized packages and yet achieve the desired results. 34 City of SL4D Mitigation in Outdoor Activity Areas Noise Guidebook The following standard noise mitigation packages may be implemented to reduce exterior noise levels by approximately 5 dB. Traffic Construct a barrier of sufficient height to interrupt line -of -sight between the source and receiver. For roadways where trucks are less than 5% of the Average Daily Traffic, a source height of 2 feet above the crown of the roadway should be used. For roadways where trucks are 5 % or more of the ADT, a source height of 8 feet above the crown of the roadway should be used. In both cases, a receiver height of 5 feet above the grade of the location of the outdoor activity area of concern or building pad elevation should be used. Railroad Construct a barrier of sufficient height to interrupt line -of -sight between the source and receiver. Within 1000 feet of a railroad grade crossing, a noise source height of 15 feet above the rails should be assumed. At other locations, a noise source height of 10 feet above the rails should be assumed. When determining the total height of a railroad noise source, the height of the roadbed must be added to the source heights described above. A receiver height of 5 feet above the outdoor activity area of concern or building pad elevation should be used. Aircraft Mitigation of exterior noise exposure due to aircraft overflights is generally not possible. Sideline aircraft noise exposure may be reduced by barriers in some cases, but such exposure should be evaluated by an acoustical expert. Stationary Sources Standard noise mitigation packages should not be applied to stationary noise sources due to the unpredictability of source height, the various pitches of noise, and the noise levels associated with such sources. The following procedure can determine if a barrier will interrupt line -of -sight between the source and receiver. Step #1: Select an appropriate scale on graph paper to accommodate the distance from the noise source to receiver, and the heights of the noise source and receiver (such as 1" = 20' or 1" = 50'). 35 Noise Guidebook " City of SLO Step #2: Mark a point -representing the effective height of the noise source above the crown of the road or top of the railroad track. Step #3: Scale off the distance from the noise source to the receiver and mark a point that is 5 feet above the building pad or outdoor activity area of concern. Step #4: Using a ruler, draw a straight line between the noise source and receiver. This line represents line -of -sight between the noise source and receiver. Step #5: At the location of the noise barrier, draw a vertical line extending from the ground to intercept the line -of -sight. The height of this line represents the minimum height of a noise barrier necessary to reduce exterior noise by approximately 5 decibels. Taller barriers will further reduce noise levels. Figure 10 provides examples of noise barrier cross-sections. For a noise barrier to be effective, it must consist of massive, tight -fitting materials, such as a grouted concrete block or stucco wall. No openings or gaps may be present in the wall or at the ground. Other noise barrier materials may be acceptable, but should be approved by a qualified acoustical expert. The use of wood for noise barriers is generally not recommended due to problems with warpage, shrinkage and deterioration over time. Barriers are most effective when placed close to either the source or receiver. A barrier that breaks line -of -sight will reduce noise levels by about 5 dB. Barrier noise reductions ranging from 5 to 15 dB are more difficult to achieve, and the design of such barriers should be based on the recommendations of an expert who has prepared a site-specific study. Noise reductions greater than 15 dB from barriers are generally not feasible. Interior Noise Mitigation The most direct way to determine the interior noise level within a building is through noise level measurements. However, this is not possible if the structure has not yet been constructed. Also, it may not be practical to perform interior noise level measurements in an occupied building, due to interference from activities in the building and the time needed to obtain representative results. Interior noise levels can be estimated if the exterior noise level is known and the outdoor -to - indoor Noise Level Reduction (NLR) provided by the building is known. NLR is defined as the arithmetic difference between the level of sound outside and inside a structure, measured in decibels. For example, if the noise level outside a residence is 70 dB and the level inside a room of the residence is 45 dB, the NLR of the structure is 25 dB (70 - 45 = 25). 36 City of SIA A +5' 0 Noise Guidebook FIGURE 10 EXAMPLES OF NOISE BARRIER CROSS SECTIONS' S 12 Step 14 Step 15 Step 13 n/ (I ine-of-sight) T '--''----Q Receiver B' T6' Barrier 5' Building Pod (min. height) Example of Simple Barrier Situation (may use standard noise mitigation packages) ife-ofro;o Barter (Ala. height) Example of Complex Barrier Situation (consult an acoustical expert) 37 Noise In - (Sty of SIA To satisfy the interior noise level standards (Table 1) the NLR provided by a building should equal or exceed the arithmetic difference between the exterior noise level at the building location and the required interior noise level. Referring to the example in the previous paragraph, if the exterior noise level is 70 dB L. and the required interior noise level is 45 dB Lam, the minimum NLR of the structure must be 25 dB. The following standard noise mitigation packages should be implemented to achieve NLR values of 15, 20, 25 and 30 dB. If an NLR greater than 30 dB is needed or if the effectiveness of the standard noise mitigation packages is questionable in a particular situation, the City may require a noise study by an expert. For all of the following noise mitigation packages, careful workmanship, including caulking of joints and base plates and installation of weather stripping, is essential to ensure the proper performance of building assemblies. Acoustical "leaks" in walls, roofs, and ceilings should be avoided by properly sealing penetrations and by eliminating flanking paths. NLR of 15 dB Follow normal construction practices and the Uniform Building Code. NLR of 20 dB Follow normal construction practices, the Uniform Building Code, and: 1) Provide air conditioning or a mechanical ventilation system, so windows and doors may remain closed. 2) .Mount windows and sliding glass doors in low air infiltration rate frames (0.5 cfm or less, per ANSI specifications). 3) Provide solid -core exterior doors, with perimeter weather-stripping and threshold seals. NLR of 25 dB Follow normal construction practices, the Uniform Building Code, and: 1) Provide air conditioning or a mechanical ventilation system, so windows and doors may remain closed. 2) Mount windows and sliding glass doors in low air infiltration rate frames (0.5 cfm or less, per ANSI specifications). 3) Provide solid -core exterior doors with perimeter weather stripping and threshold seals. 4) Cover exterior walls with stucco or brick veneer, or wood siding over 1h" minimum thickness fiberboard ("soundboard"). 5) Keep glass area in windows and doors below 20% of the floor area in a room. 6) Provide baffles for roof or attic vents facing the noise source (see Figure 11 for an example of a suitable vent treatment). 38 (qty of SLO Nom Giuddmk For aircraft noise exposure, all of the above plus: 1) Provide fireplaces with tight -fitting dampers and glass doors. 2) Provide solid sheeting with a minimum thickness of 'h" under roof coverings. 3) Do not use skylights in occupied rooms. NLR of 30 dB Follow normal construction practices, the Uniform Building Code, and: 1) Provide air conditioning or a mechanical ventilation system, so windows and doors may remain closed. 2) Mount windows and sliding glass doors in low air infiltration rate frames (0.5 cfm or less, per ANSI specifications). 3) Provide solid -core exterior doors with perimeter weather stripping and threshold seals. 4) Cover exterior walls with stucco or brick veneer. 5) Keep glass area in windows and doors below 20% of the floor area in a room. 6) Baffle roof or attic vents facing the noise source (see Figure 11 for an example of a suitable vent treatment).. 7) At exterior walls, attach interior sheetrock to studs by resilient channels, or use staggered studs or double walls. 8) Provide windows with a laboratory -tested STC rating of 30 or more. (Windows that provide superior noise reduction capability and that are laboratory -tested are sometimes called "sound -rated" windows. In general, these windows have thicker glass and/or increased air space between panes. However, standard energy -conservation double - pane glazing with an 1/8" or 1/4" air space may be less effective in reducing noise from some noise sources than single -pane glazing). For aircraft noise exposure, all of the above plus: 1) Do not use fireplaces.. 2) Provide solid sheeting with a minimum thickness of 1/2" under roof coverings. 3) Attach ceiling to joists with resilient channels. 4) Do not use skylights in occupied rooms. 39 Noise Guidebook Acoust ical I L ined Baff Ie - Line -of -Sight Path Avoided FIGURE 11 EXAMPLE OF ATTIC VENT BAFFLE (Sty of SIA Vent Opening Note that the baffle must allow any minimum effective ventilation area required by the building code. 40 City of SLO Noise Guidebook DEFINITIONS A -weighted sound level is the sound level obtained by using an A -weighting filter for a sound level meter. All sound levels referred to in the policies are in A -weighted decibels (abbreviated "dBA"). A -weighting de-emphasizes the very low and very high frequencies (pitches) of sound in a manner similar to the human ear. Most community noise standards utilize A -weighting, as it provides a high degree of correlation with human annoyance and health effects. Buildout means substantial completion of the maximum development allowed by the Land Use Element within the urban area. Community noise equivalent level, abbreviated "CNEL," is the equivalent energy (or energy average) sound level during a 24-hour day, obtained by adding approximately five decibels to sound levels from 7:00 p.m. to 10:00 p.m. and ten decibels to sound levels between 10:00 p.m and 7:00 a.m. CNEL is generally computed for annual average conditions. Day/night average sound level, abbreviated "Ld„" is the equivalent energy (or energy average) sound level during a 24-hour day, obtained by adding ten decibels to sound levels between 10:00 p.m. and 7:00 a.m. The L,,,, is generally computed for annual average conditions. Decibel, abbreviated "dB," is a measure of sound, which people perceive as loudness. Technically, decibel is a unit for describing the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure, which is 20 micropascals (20 micronewtons per square meter). Equivalent sound level, abbreviated "L q," is the constant or single sound level containing the same total energy as a time -varying sound, over a certain time. For example, if 64 dB is measured for 10 minutes, 68 dB is measured for 20 minutes, and 73 dB is measured for 30 minutes, the 1 -hour Lq is about 71 dB. The Lq is typically computed over one, eight, or 24-hour sample periods. Impulsive noise is a noise of short duration, usually less than one second, such as a hammer blow. New development means projects requiring land use or building permits, but excluding remodelling or additions to existing structures. Noise exposure contours are lines drawn around a noise source, indicating constant levels of noise exposure. Noise level reduction, abbreviated "NLR," is the arithmetic difference between the levels of sound outside and inside a building, measured in decibels. For example, if the sound level outside 41 Noise Guidebook city of SLO Noise -sensitive land use means: residential land uses; hotels, motels, bed -and -breakfast inns, or hostels; schools; libraries; churches; hospitals and nursing homes; playgrounds and parks; theaters, auditoriums, and music halls; museums; meeting halls and convention facilities; professional offices; and, similar uses as determined by the Community Development Director. Outdoor activity areas are: patios, decks, balconies, outdoor eating areas, swimming pool areas, yards of dwellings, and other areas commonly used for outdoor activities and recreation. Resilient channel, or resilient clip, is a metal device that allows indirect attachment of an interior wall or ceiling surface to a framing member. Resilient channels reduce sound transmission through walls or ceilings. Sound transmission class, abbreviated "STC," is a single -number rating of the amount of noise reduction provided by a window, door, or other building component. The higher the STC rating, the more effective the component will be in reducing noise. Windows and doors having a minimum STC rating are sometimes required to ensure that a building facade will achieve a minimum Noise Level Reduction (NLR). However, STC ratings cannot be subtracted from exterior noise exposure values to determine interior noise exposure values. _ Stationary noise source is any noise source not preempted from local control by Federal or State regulations. Examples of such sources include industrial and commercial facilities, and vehicle movements on private property (such as parking lots, truck terminals, or auto race tracks). Transportation noise source means traffic on public roadways, rail line operations, and aircraft in flight. Control of noise from these sources is preempted by Federal and State regulations. However, the effects of noise from transportation sources may be controlled by regulating the location and design of land uses affected by transportation noise sources. 42 City of SIA REFERENCES Noise Guidebook 1. California Department of Health Services, Guidelines for the Preparation and Content of the Noise Elements of the General Plan, 1990 (included in the 1990 State of California General Plan Guidelines, State Office of Planning and Research). 2. U.S. Environmental Protection Agency, Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety, March, 1974. 3. California Department of Health, Office of Noise Control, Model Community Noise Control Ordinance, April, 1977. 4. U.S. Environmental Protection Agency, Model Community Noise Control Ordinance, September, 1975. 5. Federal Highway Administration, FHWA Highway Traffic.Noise Prediction Model, December, 1978. 6. Brown-Buntin Associates, Inc., Aircraft Noise Assessment, Chandler Ranch Specific Plan EIR, July, 1990. 7. Federal Aviation Administration, Integrated Noise Model, Version 3.9, October, 1982. 43 APPENDIX A ROAD SEGMENT TRAFFIC DATA FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Number: 90-001 Run Time: 15:14:13 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day%. Eve% Hite% %MT %HT Speed Distance Offset 1 3800 90.0 0.0 10.0 5.0 2.1 50.0 100.0 0.0 2 6500 90.0 0.0 10.0 5.0 2.1 50.0 100.0 0.0 3 5800 89.0 0.0 11.0 6.1 10.1 40.0 100.0 0.0 4 10300 89.0 0.0 11.0 6.1 10.1 40.0 100.0 0.0 5 7400 89.0 0.0 11.0 6.1 10.1 40.0 100.0 0.0 6 12700 89.0 0.0 11.0 6.1. 10.1 40.0 100.0 0.0 7 12400 89.0 0.0 11.0 1.5 0.7 40.0 100.0 0.0 8 19700 89.0 0.0 11.0 1.5 0.7 40.0 100.0 0.0 9 30000 87.0 0.0 13.0 1.9 0.9 45.0 100.0 0.0 10 44300 87.0 0.0 13.0 1.9 0.9 45.0 100.0 0.0 11 21000 85.0 0.0 15.0 3.0 1.2 65.0 100.0 0.0 12 32800 85.0 0.0 15.0 3.0 1.2 65.0 100.0 0.0 13 17800 88.0 0.0 12.0 3.3 1.5 70.0 100.0 0.0 14 27800 88.0 0.0 12.0 3.3 1.5 70..0 100.0 0.0 15 21700 90.0 0.0 10.0 2.4 0.8 70.0 100.0 0.0 16 30900 90.0 0.0 10.0 2.4 0.8 70.0 100.0 0.0 17 15000 90.0 0.0 10.0 2.9 0.8 70.0 100.0 0.0 18 21000 90.0 0.0 10.0 2.9 0.8 70.0 100.0 0.0 19 8200 95.0 0.0 5.0 4.4 1.2 65.0 100.0 0.0 20 9500 95.0 0.0 5.0 4.4 1.2 65.0 100.0 0.0 21 6500 95.0 0.0 5.0 5.1 2.2 65.0 100.0 0.0 22 8600 95.0 0.0 5.0 5.1 2.2 65.0 100.0 0.0 23 8000 95.0 0.0 5.0 1.9 0.4 65.0 100.0 0.0 24 9800 95.0 0.0 5.0 1.9 0.4 65.0 100.0 0.0 25 2500 95.0 0.0 5.0 1.9 0.4 65.0 100.0 0.0 26 3700 95.0 0.0 5.0 1.9 0.4 65.0 100.0 0.0 27 9000 90.0 0.0 10.0 3.0 1.2 55.0 100.0 0.0 28 17400 90.0 0.0 10.0 3.0 1.2 55.0 100.0 0.0 29 6000 90.0 0.0 10.0 2.7 1.6 55.0 100.0 0.0 30 9400 90.0 0.0 10.0 2.7 1.6 55.0 100.0 0.0 31 11900 90.0 0.0 .10.0 2.7 1.6 45.0 100.0 0.0 32 30500 90.0 0.0 10.0 2.7 1.6 45.0 100.0 0.0 33 25000 90.0 0.0 10.0 2.2 1.5 45.0 100.0 0.0 34 46100 90.0 0.0 10.0 2.2 1.5 45.0 100.0 0.0 35 2800 90.0 0.0 10.0 2.2 1.5 45.0 100.0 0.0 36 4800 90.0 0.0 10.0 2.2 1.5 45.0 100.0 0.0 37 1900 90.0 0.0 10.0 2.3 1.2 45.0 100.0 0.0 38 3000 90.0 0.0 10.0 2.3 1.2 45.0 100.0 0.0 39 560 90.0 0.0 10.0 10.4 3..1 45.0 100.0 0.0 40 1100. 90.0 0.0 10.0 10.4 3.1 45.0 100.0 0.0 41 4300 64.0 0:0 16.0 5.6 8.7 60.0 100.0 0.0 42 7900 84.0 0.0 16.0 5.6 8.7 60.0 100.0 0.0 43 2100 94.0 0.0 6.0 2.4 1.1 65.0 100..0 0.0 44 2600 94.0 0.0 6.0 2.4 1.1 65.0 100.0 0.0 45 3900 94.0 0.0 6.0 2.8 1.2 60.0 100.0 0.0 FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Humber: 90-001 Run Time: 15:14:16 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Nite% %MT %HT Speed Distance Offset 46 5000 94.0 0.0 6.0 2.8 1.2 60.0 100.0 0.0 47 16000 85.0 0.0 15.0 8.6 11.4 65.0 100.0 0.0 48 23400 85.0 0.0 15.0 8.6 11.4 65.0 100.0 0.0 49 10000 81.0 0.0 19.0 8.3 12.5 65.0 100.0 0.0 50 17000 81.0 0.0 19.0 8.3 12.5 65.0 100.0 0.0 51 5200 84.0 0.0 16.0 5.8 18.2 65.0 100.0 0.0 52 8840 84.0 0.0 16.0 5.8 18.2 65.0 100.0 0.0 53 5100 88.0 0.0 12.0 3.5 2.5 60.0 100.0 0.0 54 8500 88.0 0.0 12.0 3.5 2.5 60.0 100.0 0.0 55 2400 88.0 0.0 12.0 3.0 3.0 60.0 100.0 0.0 56 4000 88.0 0.0 12.0 3.0 3.0 60.0 100.0 0.0 57 40000 89.0 0.0 11.0 2.2 5.3 70.0 100.0 0.0 58 66800 89.0 0.0 11.0 2.2 5.3 70.0 100.0 0.0 59 52000 90.0 0.0 10.0 2.3 5.3 70.0 100.0 0.0 60 133200 90.0 0.0 10.0 2.3 5.3 70.0 100.0 0.0 61 45000 90.0 0.0 10.0 2.6 5.9 70.0 100.0 0.0 62 95700 90.0 0.0 10.0 2.6 5.9 70.0 100.0 0.0 63 50000 90.0 0.0 10.0 2.6 5.9 70.0 100.0 0.0 64 83800 90.0 0.0 10.0 2:6 5.9 70.0 100.0 0.0 65 43000 90.0 0.0 10.0 2.6 5.9 70.0 100.0 0.0 66 73000 90.0 0.0 10.0 2.6 5.9 70.0 100.0 0.0 67 56000 90.0 0.0 10.0 2.7 6.3 70.0 100.0 0.0 68 100200 90.0 0.0 10.0 2.7 6.3 70.0 100.0 0.0 69 44000 89.0 0.0 11.0 3.0 7.0 70.0 100.0 0.0 70 102000 89.0 0.0 11.0 3.0 7.0 70.0 100.0 0.0 71 33000 86.0 0.0 14.0 3.0 6.6 70.0 100.0 0.0 72 69900 86.0 0.0 14.0 3.0 6.6 70.0 100.0 0.0 73 24000 86.0 0.0 14.0 3.9 8.5 65.0 100.0 0.0 74 53900 86.0 0.0 14.0 3.9 8.5 65.0 100.0 0.0 75 17000 86.0 0.0 14.0 4.6 13.3 70.0 100.0 0.0 76 30200 86.0 0.0 14.0 4.6 13.3 70.0 100.0 0.0 77 15500 86.0 0.0 14.0 4.6 .13.3 70.0 100.0 0.0 78 30200 86.0 0.0 14.0 4.6 13.3 70.0 100.0 0.0 79 2450 90.0 0.0 10.0 5.6 16.0 60.0 .100.0 0.0 80 3400 90.0 0.0 10.0 5.6 16.0 60.0 100.0 0.0 81 3000 91.0 0.0 9.0 4.3 1.7 50.0 100.0 0.0 82 6700 91.0 0.0 9.0 4.3 1.7 50.0 100.0 0.0 83 11000 92.0 0.0 8.0 4.3 1.7 50.0 100.0 0.0 84 23900 92.0 0.0 8.0 4.3 1.7 50.0 100.0 0.0 85 21900 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 86 40000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 87 29000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 88 52000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 89 10400 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 90 17000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 FHWA Model $D-77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Number: 90-001 Run Time: 15:14:18 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Nite% %MT %HT Speed Distance Offset 91 14300 90.0 0.0 10.0 2.0 2.4 60.0 100.0 0.0 92 29000 90.0 0.0 10.0 2.0 2.4 60.0 100.0 0.0 93 17000 90.0 0.0 10.0 2.5 2.5 50.0 100.0 0.0 94 30000 90.0 0.0 10.0 2.5 2.5 50.0 100.0 0.0 95 17000 90.0 0.0 10.0 2.5 2.5 36.0 100.0 0.0 96 30000 90.0 0.0 10.0 2.5 2.5 36.0 100.0 0.0 0.0 97 10100 90.0 0.0 10.0 1.0 1.0 40.0 100.0 100.0 0.0 98 20000 90.0 0.0 10.0 1.0 1.0 1.0 40.0 40.0 100.0 0.0 99 8500 90.0 0.0 10.0 1.0 1.0 1.0 40.0 100.0 0.0 100 11000 90.0 0.0 10.0 10.0 2.5 2.5 52.0 100.0 0.0 101 13000 90.0 0.0 0.0 10.0 2.5 2.5 52.0 100.0 0.0 102 22000 90.0 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 103 104 .2800 7000 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 0.0 105 3300 90.0 0.0 10.0 1.0 1.0 41.0 100.0 100.0 0.0 106 5500 90.0 0.0 10.0 1.0 1.0 1.0 41.0 40.0 100.0 0.0 107 2900 90.0 0.0 10.0 1.0 1.0 1.0 40.0 100.0 0.0 108 6000 90.0 0.0 10.0 1.0 1.0 40.0 100.0 0.0 109. 3000 90.0 0.0 0.0 10.0 10.0 1.0 1.0 40.0 100.0 0.0 1.10 5000 6100 90.0 90.0 0.0 10.0 1.0 1.0 32.0 100.0 0.0 111 112 10500 90.0 0.0 10.0 1.0 1.0 32.0 100.0 0.0 0.0 113 5800 90.0 0.0 10.0 1.0 1.0 35.0 35.0 100.0 100.0 0.0 114 8000 90.0 0.0 10.0 1.0 1.0 1.0 1.0 33.0 100.0 0.0 115 6300 90.0 0.0 0.0 10.0 10.0 1.0 1.0 33.0 100.0 0.0 116 10500 90.0 90.0 0.0 10.0 1.0 1.5 39.0 100.0 0.0 117 118 4500 17000 90.0 0.0 10.0 1.0 1.5 39.0 100.0 0.0 0.0 119 5500 90.0 0.0 10.0 1.0 1.0 35.0 35.0 100.0 100.0 0.0 120 .12000 90.0 0.0 10.0 1.0 1.0 1.0 31.0 100.0 0.0 121 4200 90.0 0.0 10.0 1.0 1.0 1.0 31.0 100.0 0.0 122 13000 90.0 0.0 10.0 10.0 1.0 1.0 35.0 100.0 0.0 123 3600 90.0 90.0 0.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 124 125 7300 2800 90.0 0.0 10.0 1.0 1.0 40.0 100.0 0.0 126 5400 90.0 0.0 10.0 1.0 1.0 40.0 100.0 0.0 0.0 127 5237 92.0 0.0 8.0 1.0 1.0 55.0 55.0 100.0 100.0. 0.0 128 5110 92.0 0.0 8.0 1.0 1.0 1.0 1.0 55.0 100.0 0.0 129 5237 92.0 0.0 8.0 8.0 1.0 1.0 55.0 100.0 0.0 130 15260 92.0 0.0 0.0 7..0 1.0 1.0 45.0 100.0 0.0 131 5190 6380 93.0' 93.0 0.0 7.0 1.0 1.0 45.0 100.0 0.0 132 133 5190 93.0 0.0 7.0 1.0 1.0 45.0 100.0 0.0 0.0 134 27650 93.0 0.0 7.0 1.0 1.0 45.0 45.0 100.0 100.0 0.0 135 3800 93.0 0.0 7.0 1.0 1.0 FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1.991 Project Number: 90-001 Run Time: 15:14:22 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Nite% %MT %HT Speed Distance Offset 136 7410 93.0 0.0 7.0 1.0 1.0 45.0 100.0 0.0 137 4600 92.0 0.0 8.0 2.5 2.5 45.0 100.0 0.0 138 12100 92.0 0.0 8.0 2.5 2.5 45.0 100.0 0.0 139 4600 92.0 0.0 8.0 2.5 2.5 45.0 100.0 0.0 140 18180 92.0 0.0 8.0 2.5 2.5 45.0 100.0 0.0 141 4400 90.0 0.0 10.0 5.0 5.0 45.0 100.0 0.0 142 10000 90.0 0.0 10.0 5.0 5.0 45.0 100.0 0.0 143 5900 88.0 0.0 12.0 1.0 1.0 50.0 100.0 0.0 144 13000 88.0. 0.0 12.0 1.0 1.0 50.0 100.0 0.0 145 11000 86.0 0.0 14.0 3.0 3.1 50.0 100.0 0.0 146 19500 86.0 0.0 14.0 3.0 3.1 50.0 100.0 0.0 147 2900 90.0 0.0 10.0 1.0 1.0 60.0 100.0 0.0 148 6000 90.0 0.0 10.0 1.0 1.0 60.0 100.0 0.0 149 2300 90.0 0.0 10.0 1.0 1.0 48.0 100.0 0.0 150 6500 90.0 0.0 10.0 1.0 1.0 48.0 100.0 0.0 151 2500 90.0 0.0 10.0 8.5 10.0 50.0 100.0 0.0 152 4000 90.0 0.0 10.0 8.5 10.0 50.0 100.0 0.0 153 3000 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 154 6000 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 155 6500 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 156 7000 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 157 5200 90.0 0.0 10.0 1.0 1.0 48.0 100.0 0.0 158 6000 90.0 0.0 10.0 1.0 1.0 48.0 100.0 0.0 159 23000 92.0 0.0 8.0 0.5 0.5 60.0 100.0 0.0 160 32000 92.0 0.0 8.0 0.5 0.5 60.0 100.0 0.0 161 14300 90.0 0.0 10.0 2.0 2.4 60.0 100.0 0.0 162 29000 90.0 0.0 10.0 2.0 2.4 60.0 100.0 0.0 163 11000 92.0 0.0 8.0 5.0 6.4 45.0 100.0 0.0 164 18000 92.0 0.0 8.0 5.0 6.4 45.0 100.0 0.0 165 2000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 166 16000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 167 5200 90.0 0.0 10.0 2.5 2.5 50.0 100.0 0.0 168 24000 90.0 0.0 10.0 2.5 2.5 50.0 100.0 0.0 169 3600 90.0 0.0 10.0 1.0 1.0 50.0 100.0 0.0 170 12000 90.0 0.0 10.0 1.0 1.0 50.0 100.0 0.0 171 5700 90.0 0.8 10.0 1.0 1.0 50.0 100.0 0.0 172 8100 90.0 0.0 10.0 1.0 1.0 50.0 100.0 0.0 173 3000 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 174 10000 90.0 0.0 10.0 1.0 .1.0 45.0 100.0 0.0 175 4300 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 176 6500 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 177 3400 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 178 6800 90.0 0.0 10.0 1.0 1.0 45.0 100.0. 0.0 179 3200 90.0 0.0 10.0 1.0 1.0 38.0 100.0 0.0 180 7 800 90.0 0.0 10.0 1.0 1.0 38.0 100.0 0.0 Q FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Humber: 90-001 Run Time: 15:14:24 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Nite% %MT %HT Speed Distance Offset 181 3600 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 182 3600 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 183 10400 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 184 17000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 185 29000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 186 52000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 187 21900 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 188 40000 92.0 0.0 8.0 2.0 3.0 40.0 100.0 0.0 189 4100 92.0 0.0 8.0 0.5 0.5 30.0 .100.0 0.0 190 10000 92.0 0.0 8.0 0.5 0.5 30.0 100.0. 0.0 191 16400 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 192 24000 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 193 12300 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 194 12000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 195 2700 92.0 0.0 8.0 0.5 0.5 33.0 100.0 0.0 196 16000 92.0 0.0 8.0 0.5 0.5 33.0 100.0 0.0 1.97 11500 92.0 0.0 8.0 0.5 0.5 33.0 100.0 0.0 1.98 15000 92.0 0.0 8.0 0.5 0.5 33.0 100.0 0.0 199 2700 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 200 8000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 201 8900 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 202 12000 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 203 11400 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 204 32000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 205 11400 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 206 17000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 207 12800 92.0 0.0 8.0 1.5 2.0 30.0 100.0 0.0 208 18000 92.0 0.0 8.0 1.5 2.0 30.0 100.0 0.0 209 15000 92.0 0.0 8.0 1.5 2.0 30.0 100.0 0.0 210 40000 92.0 0.0 8.0 1.5 2.0 30.0 100.0 0.0 211 15000 92.0 0.0 8.0 1.5 2.0 40.0 100.0 0.0 .212 31000 92.0 0.0 6.0 1.5 2.0 40.0 100.0 0.0 213 12600 92.0 0.0 8.0 2.0 2.0 45.0 100.0 0.0 214 19000 92.0 0.0 8.0 2.0 2.0 45.0 100.0 0.0 215 18000 92.0 0.0 8.0 2.0 2.0 45.0 100.0 0.0 216 20000 92.0 0.0 8.0 2.0 2.0 45.0 100.0 0.0 217 21000 92.0 0.0 8.0 1.5 1.5 40.0 100.0 0.0 218 34000 92.0 0.0 8.0 1.5 1.5 40.0 100.0 0.0 219 4800 92.0 0.0 8.0 1.0 1.0 40.0 100.0 0.0 220 15000 92.0 0.0 8.0 1.0 1.0 40.0 100.0 0.0 221 16000 92.0 0.0 8.0 1.5 1.5 35.0 100.0 0.0 222 29000 92.0 0.0 8.0 1.5 1.5 35.0 100.0 0.0 223 23000 92.0 0.0 8.0 0.5 0.5 45.0 100.0 0.0 224 32000 92.0 0.0 8.0 0.5 0.5 45.0 100.0 0.0 225 33000 92.0 0.0 8.0 1..5 2.0 45.0 100.0 0.0 FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991. Project Number: 90-001 Run Time: 15:15:22 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Hite% %MT %HT Speed Distance Offset 226 51000 92.0 0.0 8.0 1.5 2.0 45.0 100.0 0.0 227 16200 92.0 0.0 8.0 1.0 1.0 30.0 100.0 0.0 228 23000 92.0 0.0 8.0 1.0 1.0 30.0 100.0 0.0 229 12900 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 230 20000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 231 12700 92.0 0.0 8.0 1.5 1.5 30.0 100.0 0.0 232 1.4000 92.0 0.0 8.0 1.5 1.5 30.0 100.0 0.0 233 15100 92.0 0.0 8.0 2.0 2.0 30.0 100.0 0.0 234 23000 92.0 0.0 8.0 2.0 2.0 30.0 100.0 0.0 235 16800 89.0 0.0 11.0 1.5 0.7 35.0 100.0 0.0 236 28000 89.0 0.0 11.0 1.5 0.7 35.0 100.0 0.0 237 13500 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 238 27000 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 239 9700 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 240 19000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 241 14000 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 242 23000 92.0 0.0 8.0 0.5 0.5 40.0 100.0 0.0 243 2000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 244 16000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 245 2900 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 246 5800 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 247 3600 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 248 4300 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 249 3000 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 250 4000 92.0 0.0 8.0 0.5 0.5 30.0 100.0 0.0 251 4100 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 252 32000 92.0 0.0 8.0 0.5 0.5 35.0 100.0 0.0 253 5900 93.0 0.0 7.0 1.0 1.0 40.0 100.0 0.0 254 17200 93.0 0.0 7.0 1.0 1.0 40.0 100.0 0.0 255 11100 93.0 0.0 7.0 2.0 2.0 35.0 100.0 0.0 256 32400 93.0 0.0 7.0 2.0 2.0 35.0 100.0 0.0 257 9200 93.0 0.0 7.0 1.0 1.0 35.0 100.0 0.0 258 26700 93.0 0.0 7.0 1.0 1.0 35.0 100.0 0.0 259 6600 93.0 0.0 7.0 1.0 1.0 35.0 100.0 0.0 260 19100 93.0 0.0 7.0 1.0 1.0 35.0 100.0 0.0 261 7900 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 262 22900 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 263 5900 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 264 .17200 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 265 15100 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 266 43800 93.0 0. 0 ' 7.0 1.0 1.0 25.0 100.0 0.0 267 10500 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 268 30500 93.0 0.0 7.0 1.0 1.0 25.0 .100.0 0.0 269 5200 93.0 0.0 7.0 1.0 1.0 25.0 100.0 0.0 270 15200 93.0 0.0 7.0 1..0 1.0 25.0 100.0 0.0 FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Number: 90-001 Run Time: 15:16:27 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day% Eve% Hite% %MT %HT Speed. Distance Offset 271 16400 93.0 0.0 7.0 2.0 2.0 40.0 100.0 0.0 272 47700 93.0 0.0 7.0 2.0 2.0 40.0 100.0 0.0 273 6300 93.0 0.0 7.0 1.0 1.0 30.0 100.0 0.0 274 18300 93.0 0.0 7.0 1.0 1.0 30.0 100.0 0.0 275 3000 93.0 0.0 7.0 1.0 1.0 45.0 100.0 0.0 276 8800 93.0 0.0 7.0 1.0 1.0 45.0 100.0 0.0 277 12686 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 278 18000 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 279 12980 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 280 1.9500 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 281 28167 90.0 0.0 10.0 1.0 1.0 30.0 100.0. 0.0 282 42250 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 283 7000 90.0 0.0 10.0 5.0 1.6 35.0 100.0 0.0 284 8200 90.0 0.0 10.0 5.0 1.6 35.0 100.0 0.0 285 3700 90.0 0.0 10.0 1.9 0.1 35.0 100.0 0.0 286 6200 90.0 0.0 10.0 1.9 0.1 35.0 100.0 0.0 287 6100 0.0 10.0 1.9 0.1 35.0 100.0 0.0 288 7100 _90.0 90.0 0.0 10.0 1.9 0.1 35.0 100.0 0.0 289. 17000 90.0 0.0 10.0 1.3 2.6 45.0 100.0 0.0 0.0 290 22000 90.0 0.0 10.0 1.3 2.6 45.0 100.0 0.0 291 2320 90.0 0.0 10.0 0:1 0.1 35.0 100.0 100.0 0.0 292 5000 90.0 0.0 10.0 0.1 0.1 2.6 35.0 45.0 100.0 0.0 293 6400 90.0 0.0 0.0 10.0 10.0 1.3 1.3 2.6 45.0 100.0 0.0 294 295 7400 13400 90.0 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 296 73700 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 0.0 297 9500 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 298 41900 90.0 0.0 10.0 2.0 2.0 35.0 100.0 100.0 0.0 299 900 90.0 0.0 10.0 1.0 1.0 45.0 45.0 100.0 0.0 300 33800 90.0 0.0 10.0 1.0 1.0 1.0 30.0 100.0 0.0 301 15700 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 302 26500 90.0 0.0 0.0 10.0 10.0 1.0 2.0 2.0 45.0 100.0 0.0 303 5000 54700 90.0 90.0 0.0 10.0 2.0 2.0 45.0 100.0 0.0 304 305 2000 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 306 11000 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 307 3400 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 0.0 308 16700 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 309 6800 90.0 0.0 10.0 2.0 2.0 35.0 100.0 310 16900 90.0 0.0 10.0 2.0 2.0 35.0 100.0 0.0 0.0 311 2400 90.0 0.0- 10.0 1.0 1.0 35.0 100.0 312 5400 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 313 3400 90.0 0.0 10.0 2.0 2.0 40.0 100.0 0.0 314 6500 90.0 0.0 10.0 2.0 2.0 40.0 100.0 0.0 315 5613 93.0 0.0 7.0 1.0 1.0 33.0 100.0 0.0 FHWA Model RD -77-108: Brown-Buntin Associates, Inc. Calveno Emission Curves Run Date: 05-15-1991 Project Humber: 90-001 Run Time: 15:17:32 Year: 1991 Soft Site INPUT DATA SUMMARY: Segment ADT Day%. Eve% Nite% %MT %HT Speed Distance Offset 316 8000 93.0 0.0 7.0 1.0 1.0 33.0 100.0 0.0 317 3641 90.0 0.0 10.0 1.0 1.0 42.0 100.0 0.0 318 5200 90.0 0.0 10.0 1.0 1.0 42.0 100.0 0.0 319 31971 94.0 0.0 6.0 1.0 1.0 31.0 100.0 0.0 320 45400 94.0 0.0 6.0 1.0 1.0 31.0 100.0 0.0 321 11610 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 322 16500 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 323 10899 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 324 15500 90.0 0.0 10.0 1.0 1.0 30.0 100.0 0.0 325 10855 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 326 15500 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 327 7833 90.0 0.0 10.0 1.0 1.0 33.0 100.0 0.0 328 11200 90.0 0.0 10.0 1.0 1.0. 33.0 100.0 0.0 329 12618 95.0 0.0 5.0 r.0 1.0 32.0 100.0 0.0 330 18000 95.0 0.0 5.0 1.0 1.0 32.0 100.0 0.0 331 7747 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 332 11000 90.0 0.0 10.0 1.0 1.0 34.0 100.0 0.0 333 6314 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 334 9000 90.0 0.0 10.0 1.0 1.0 35.0 100.0 0.0 335 9300 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 336 18000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 337 9300 90.0 0.0 . 10.0 2.5 2.5 45.0 100.0 0.0 338 18000 90.0 0.0 10.0 2.5 2.5 45.0 100.0 0.0 339 9250 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 340 12900 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 341 3500 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 342 5000 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 343 6380 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 344 9800 90.0 0.0 10.0 1.0 1.0 45.0 100.0 0.0 345 4440 90.0 0.0 10.0 1.8 5.4 35.0 100.0 0.0 346 6660 90.0 0.0 10.0 1.8 5.4 35.0 100.0 0.0