Document Anaheim_doc_39224d7e86

5. Environmental Analysis SEIR No. 339 City of Anaheim• Page 5.5-1 5.5 NOISE This section evaluates potential noise and vibration impacts associated with implementation of the Proposed Project compared to the impacts analyzed by FSEIR No. 332. This section discusses the fundamentals of sound; examines federal, state, and local noise guidelines, policies, and standards; reviews noise levels at existing receptor locations; and evaluates potential noise impacts associated with the Proposed Project. This evaluation uses procedures and methodologies as specified by the California Department of Transportation (Caltrans), the Federal Transit Administration (FTA), and the Federal Highway Administration (FHWA). Noise modeling and datasheets on which this analysis is based are included in the Technical Appendices to this SEIR (Appendix 5.5.1 Environmental Setting Noise is most often defined as unwanted sound. Although sound can be easily measured, the perception of noise and the physical response to sound complicate the analysis of its impact on people. People judge the relative magnitude of sound sensation in subjective terms such as “noisiness” or “loudness.” The following are brief definitions of terminology used in this chapter. • Sound. A vibratory disturbance, which, when transmitted by pressure waves through a medium such as air, is capable of being detected by a receiving mechanism, such as the human ear or a microphone. • Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable. • Decibel (dB). A unitless measure of sound on a logarithmic scale, which indicates the squared ratio of sound pressure amplitude to a reference sound pressure amplitude. The reference pressure is 20 micropascals. • A-Weighted Decibel (dBA). A frequency-weighted sound level in decibels that approximates the frequency response of the human ear. • Equivalent Continuous Noise Level (Leq). The mean of the noise level averaged over the measurement period, regarded as an average level. • Day-Night Level (Ldn). The energy average of the A-weighted sound levels occurring during a 24-hour period, with 10 dB added to the A-weighted sound levels occurring during the period from 10:00 PM to 7:00 AM. • Community Noise Equivalent Level (CNEL). The energy average of the A-weighted sound levels occurring during a 24-hour period, with 5 dB added to the A-weighted sound levels occurring during the period from 7:00 PM to 10:00 PM, and 10 dB added to the A-weighted sound levels occurring during the period from 10:00 PM to 7:00 AM. Ldn and CNEL values rarely differ by more than 1 dB. As a matter of practice, Ldn and CNEL values are considered to be equivalent and are treated as such in this assessment. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-2 • The Planning Center August 2010 Characteristics of Sound When an object vibrates, it radiates part of its energy as acoustical pressure in the form of a sound wave. Sound can be described in terms of amplitude (loudness), frequency (pitch), or duration (time). The human hearing system is not equally sensitive to sound at all frequencies. Sound waves below 16 Hertz (Hz) are not heard at all and are "felt" more as a vibration. Similarly, while people with extremely sensitive hearing can hear sounds as high as 20,000 Hz, most people cannot hear above 15,000 Hz. In all cases, hearing acuity falls off rapidly above about 10,000 Hz and below about 200 Hz. Since the human ear is not equally sensitive to sound at all frequencies, a special frequency dependent rating scale is usually used to relate noise to human sensitivity. The A-weighted decibel scale (dBA) performs this compensation by discriminating against frequencies in a manner approximating the sensitivity of the human ear. That is, an A-weighted noise level deemphasizes low and very high frequencies of sound similar to the human ear's deemphasis of these frequencies. The normal range of human hearing extends from approximately 0 dBA to 140 dBA Unlike linear units such as inches or pounds, decibels (dB) are measured on a logarithmic scale, representing points on a sharply rising curve. Because of the physical characteristics of noise transmission and noise perception, the relative loudness of sound does not closely match the actual amounts of sound energy. Changes of 1 to 3 dB are detectable under quiet, controlled conditions and changes of less than 1 dBA are usually indiscernible. A 3 dB change in noise levels is considered the minimum change that is detectable with human hearing in outside environments. A change of 5 dB is readily discernable to most people in an exterior environment whereas a 10 dBA change is perceived as a doubling (or halving) of the sound. Table 5.5-1, Change in Sound Pressure Level, presents the subjective effect of changes in sound pressure levels. Table 5.5-1 Change in Sound Pressure Level Change in Apparent Loudness ± 3 dB Threshold of human perceptibility ± 5 dB Clearly noticeable change in noise level ± 10 dB Half or twice as loud ± 20 dB Much quieter or louder Source: Bies and Hansen, Engineering Noise Control, 1988. Sound dissipates exponentially with distance from the noise source. This phenomenon is known as “spreading loss.” For a single point source, sound levels decrease by approximately 6 dB for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by on-site operations from stationary equipment or activity at a project site. If noise is produced by a line source, such as highway traffic, the sound decreases by 3 dB for each doubling of distance in a hard site environment. Line-source noise in a relatively flat environment with absorptive vegetation decreases by 4.5 dB for each doubling of distance. When sound is measured for distinct time intervals, the statistical distribution of the overall sound level during that period can be obtained. The energy-equivalent sound level (Leq) is the most common parameter associated with such measurements. The Leq metric is a single-number noise descriptor that represents the average sound level over a given period of time. For example, the L50 noise level represents the noise level that is exceeded 50 percent of the time. This level is also representative of the level that is exceeded 30 minutes in an hour. Similarly, the L02, L08, and L25 values represent the noise levels that are exceeded 2, 8, and 25 percent of the time, or 1, 5, and 15 minutes per hour. Other values typically noted during a noise ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-3 survey are the Lmin and Lmax. These values represent the minimum and maximum root-mean-square noise levels obtained over the measurement period. Because community receptors are more sensitive to unwanted noise intrusion during the evening and at night, state law requires that, for planning purposes, an artificial dB increment be added to quiet-time noise levels in a 24-hour noise descriptor called the Community Noise Equivalent Level (CNEL) or Day-Night Noise Level (Ldn). and Physiological Effects of Noise Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA. Exposure to high noise levels affects our entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, and thereby affecting blood pressure, functions of the heart, and the nervous system. In comparison, extended periods of noise exposure above 90 dBA could result in permanent hearing damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with short-term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dBA, the tickling sensation is replaced by the feeling of pain in the ear. This is called the threshold of pain. A sound level of 160 to 165 dBA will result in dizziness or loss of equilibrium. A sound level of 190 dBA will rupture the eardrum and permanently damage the inner ear. Table 5.5-2 shows typical noise levels from various noise sources. Table 5.5-2 Typical Noise Levels from Noise Sources Common Outdoor Activities Noise Level (dBA) Common Indoor Activities 110 Rock Band Jet Flyover at 1,000 feet 100 Gas Lawn Mower at three feet 90 Diesel Truck at 50 feet, at 50 mph Food Blender at 3 feet 80 Garbage Disposal at 3 feet Noisy Urban Area, Daytime 70 Vacuum Cleaner at 10 feet Commercial Area Normal speech at 3 feet Heavy Traffic at 300 feet 60 Large Business Office Quiet Urban Daytime 50 Dishwasher Next Room Quiet Urban Nighttime 40 Theater, Large Conference Room (background) Quiet Suburban Nighttime 30 Library Quiet Rural Nighttime Bedroom at Night, Concert Hall (background) 20 Broadcast/Recording Studio 10 Lowest Threshold of Human Hearing 0 Lowest Threshold of Human Hearing Source: California Department of Transportation Table 9-2136.2 1998. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-4 • The Planning Center August 2010 Vibration Fundamentals Vibration is an oscillatory motion through a solid medium in which the motion’s amplitude can be described in terms of displacement, velocity, or acceleration. Vibration is normally associated with sources such as railroads, but can also be associated with construction equipment such as jackhammers, pile drivers, and hydraulic hammers. Vibration displacement is the distance that a point on a surface moves away from its original static position. The instantaneous speed that a point on a surface moves is described as the velocity and the rate of change of the speed is described as the acceleration. Each of these descriptors can be used to correlate vibration to human response, building damage, and acceptable equipment vibration levels. During project construction, the operation of construction equipment can cause groundborne vibration. During the operational phase of the project, the project occupants may be subject to levels of train- generated vibration that can cause annoyance due to noise generated from vibration of the project structure and items within the structure. Analysis of this type of vibration is best measured in velocity and acceleration. The three main wave types of concern in the propagation of groundborne vibrations are surface or Rayleigh waves, compression or P-waves, and shear or S-waves. • Surface or Rayleigh waves travel along the ground surface. They carry most of their energy along an expanding cylindrical wave front, similar to the ripples produced by throwing a rock into a lake. The particle motion is more or less perpendicular to the direction of propagation (known as retrograde elliptical). • Compression or P-waves are body waves that carry their energy along an expanding spherical wave front. The particle motion in these waves is longitudinal, in a push-pull motion. P-waves are analogous to airborne sound waves. • Shear or S-waves are also body waves, carrying their energy along an expanding spherical wave front. Unlike P-waves, however, the particle motion is transverse, or perpendicular to the direction of propagation. The peak particle velocity (PPV) or the root mean square (RMS) velocity is usually used to describe vibration amplitudes. PPV is defined as the maximum instantaneous peak of the vibration signal and RMS is defined as the square root of the average of the squared amplitude of the signal. PPV is more appropriate for evaluating potential building damage, whereas RMS is typically more suitable for evaluating human response. The units for PPV and RMS velocity are normally inches per second (in/sec). Often, vibration is presented and discussed in dB units in order to compress the range of numbers required to describe the vibration. All PPV and RMS velocities are in in/sec and all vibration levels in this study are in dB relative to one microinch per second (abbreviated as VdB). The threshold of perception is approximately 65 VdB. Typically, groundborne vibration generated by manmade activities attenuates rapidly with distance from the source of the vibration. Even the more persistent Rayleigh waves decrease relatively quickly as they move away from the source of the vibration. Manmade vibration problems are, therefore, usually confined to short distances (500 feet or less) from the source. Construction operations generally include a wide range of activities that can generate groundborne vibration. In general, blasting and demolition of structures generate the highest vibrations. Vibratory compactors or rollers, pile drivers, and pavement breakers can generate perceptible amounts of vibration at distances within 200 feet of the vibration sources. Heavy trucks can also generate groundborne vibrations, which vary depending on vehicle type, weight, and pavement conditions. Potholes, pavement joints, discontinuities, ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-5 differential settlement of pavement, etc., all increase the vibration levels from vehicles passing over a road surface. Construction vibration is normally of greater concern than vibration of normal traffic on streets and freeways with smooth pavement conditions. Trains generate substantial quantities of vibration due to their engines, steel wheels, and heavy loads. Regulatory Framework To limit population exposure to physically and/or damaging as well as intrusive noise levels, the federal government, the State of California, various county governments, and most municipalities in the state have established standards and ordinances to control noise. Federal Aviation Administration Heliport Noise Standards The Federal Aviation Administration (FAA) Advisory Circular Number 150 5020 2, entitled “Noise Assessment Guidelines for New Helicopters” recommends the use of the cumulative noise measure, the 24-hour equivalent sound level (Leq(24)), so that the relative contributions of the heliport and other sound sources within the community may be compared. The Leq(24) is similar to the Ldn used in assessing the impacts of fixed-wing aircraft. The helicopter Leq(24) values are obtained by logarithmically adding the single-event SEL values over a 24-hour period. The FAA recommends exterior noise criteria for individual heliports based on the types of surrounding land uses. These recommended noise levels are included in Table 5.5-3. The maximum recommended Leq(24) from the operations of helicopters at any new site should not exceed the ambient noise already present in the community at the site of the proposed heliport or the sound levels in Table 5.5-3, whichever is lower. Table 5.5-3 Normally Compatible Community Sound Levels for New Heliports Type of Area Leq(24) Residential Suburban Urban City 57 67 72 Commercial 72 Industrial 77 Source: FAA Advisory Circular Number 150-5020-2, 1983. California State Regulations State of California Building Code The state of California’s noise insulation standards are codified in the California Code of Regulations, Title 24, Building Standards Administrative Code, Part 2, California Building Code. These noise standards are applied tor new construction in California for the purpose of interior noise compatibility from exterior noise sources. The regulations specify that acoustical studies must be prepared when noise-sensitive structures, such as residential buildings, schools, or hospitals, are located near major transportation noise sources, and where such noise sources create an exterior noise level of 60 dBA CNEL or higher. Acoustical studies that accompany building plans must demonstrate that the structure has been designed to limit interior noise in habitable rooms to acceptable noise levels. For new residential buildings, schools, and hospitals, the acceptable interior noise limit for new construction in 45 dBA CNEL. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-6 • The Planning Center August 2010 City of Anaheim Noise Standards Land Use Compatibility Cities and counties in California are preempted by federal law from controlling noise generated from most mobile sources, including noise generated by vehicles and trucks on the roadway, trains on the railroad, and airplanes. Therefore, Table 5.5-4 is used by the state as a tool to gauge the compatibility of new development in the noise environment generated by mobile sources. Table 5.5-4 identifies normally acceptable, conditionally acceptable, and clearly unacceptable noise levels for various land uses. A conditionally acceptable designation implies new construction or development should be undertaken only after a detailed analysis of the noise reduction requirements for each land use is made and needed noise insulation features are incorporated in the design. By comparison, a normally acceptable designation indicates that standard construction can occur with no special noise reduction requirements. The Noise Element of the City’s General Plan indicates that noise levels are to be attained in habitable exterior areas and need not encompass the entirety of the property, and that special consideration should be given in the case of infill residential development located along the City’s arterial corridors or railroad lines in order to achieve an appropriate balance between providing a quality living environment and attractive project design. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-7 Table 5.5-4 Community Noise and Land Use Compatibility CNEL (dBA) Land Uses 55 60 65 70 75 80 Residential-Low Density Single Family, Duplex, Mobile Homes Residential- Multiple Family Transient Lodging – Motels, Hotels Schools, Libraries, Churches, Hospitals, Nursing Homes Amphitheaters, Concert Hall, Amphitheaters Sports Arena, Outdoor Spectator Sports Playground, Neighborhood Parks Golf Courses, Riding Stables, Water Recreation, Cemeteries Office Buildings, Businesses, Commercial and Professional Industrial, Manufacturing, Utilities, Agricultural Explanatory Notes Normally Acceptable: Specified land use is satisfactory based upon the assumption that any buildings involved are of normal conventional construction, without any special noise insulation requirements. Normally Unacceptable: New construction/development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made with needed noise insulation features included in the design. Outdoor areas must be shielded. Clearly Unacceptable: New construction/development should generally not be undertaken. Construction costs to make the indoor environment acceptable would be prohibitive and the outdoor environment would not be useable. Conditionally Acceptable: New construction/development should be undertaken only after a detailed analysis of the noise reduction requirement is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply systems or air conditioning will normally suffice. Outdoor environment will seem noisy. Source: City of Anaheim, City of Anaheim General Plan, Chapter 9, Noise Element. Adopted May 2004. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-8 • The Planning Center August 2010 Stationary Noise Nuisance The City of Anaheim regulates noise through the City of Anaheim’s Municipal Code, Chapter 6.70, Sound Pressure Levels. Pursuant to the City’s Municipal Code, the City restricts noise levels generated at a property from exceeding 60 dBA for extended period of time. The City applies these standards to nontransportation stationary noise sources. These standards do not gauge the compatibility of developments in the noise environment, but provide restrictions on the amount and duration of noise generated at a property, as measured at the property line of the noise receptor. The City’s Noise Ordinance is designed to protect people from objectionable nontransportation noise sources such as music, construction activity, machinery, pumps, and air conditioners. The City of Anaheim also restricts noise generated by commercial uses within the Platinum Triangle Mixed Use (PTMU) Overlay Zone within Chapter 18.020, PTMU Overlay Zone, Section 18.20.160, Compatibility Standards, of the City’s Municipal Code. Under this ordinance, commercial uses are required to be designed and operated, and hours of operation limited, so that neighboring residents are not exposed to offensive noise, especially from traffic, trash collection, routine deliveries, or late night activity. In addition, continual loading or unloading of heavy trucks at commercial sites within the PTMU Overlay Zone is prohibited between the hours of 8:00 PM and 6:00 AM. Construction Noise The City of Anaheim exempts noise generated by construction or building repair from the noise limits of the City’s Municipal Code for the purpose of allowing such activities to occur. Pursuant to Chapter 6.70, Sound Pressure Levels, construction is permitted between the hours of 7:00 AM and 7:00 PM. Emergency Vehicles The City of Anaheim’s Municipal Code, Chapter 6.70, Sound Pressure Levels, exempts emergency activities and sound created by governmental units or their contractors from the noise limits of the City’s Municipal Code. Vibration Standards The City of Anaheim does not have specific limits or thresholds for vibration. The FTA provides criteria for acceptable levels of groundborne vibration for various types of special buildings that are sensitive to vibration for both vibration annoyance and structural damage. The human reaction to various levels of vibration is highly subjective. As noted in the FTA manual, “although PPV is appropriate for evaluating the potential of building damage, it is not suitable for evaluating human response” (FTA 2006). This is because it takes time for the human body to respond to vibration signals. Groundborne vibration related to human annoyance is generally related to RMS velocity levels expressed in VdB. Construction vibration is generally assessed in terms of PPV. The relationship of PPV to RMS velocity is expressed in terms of the “crest factor,” defined as the ratio of the PPV amplitude to the RMS amplitude. PPV is typically a factor of 1.7 to 6 times greater than RMS vibration velocity. Vibration Annoyance Groundborne noise refers to the vibration of floors and walls that may cause rattling of items such as windows or dishes on shelves, or a rumbling noise. The rumbling is created by the motion of the room surfaces; in essence, the room surfaces act like a giant loudspeaker. The FTA provides criteria for acceptable levels of groundborne vibration based on the relative perception of a vibration event for various types of vibration-sensitive land uses (see Table 5.5-5). ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-9 Table 5.5-5 Groundborne Vibration and Noise Impact Criteria – Human Annoyance Land Use Category Max Lv (VdB)1 Description Workshop 90 felt vibration. Appropriate to workshops and nonsensitive areas Office 84 Felt vibration. Appropriate to offices and nonsensitive areas. Residential – Daytime 78 Barely felt vibration. Adequate for computer equipment. Residential – Nighttime 72 Vibration not felt, but groundborne noise may be audible inside quiet rooms. Source: FTA, 2006 1 As measured in 1/3-octave bands of frequency over the frequency ranges of 8 to 80 Hz. Vibration-Related Structural Damage The level at which groundborne vibration is strong enough to cause structural damage has not been determined conclusively. The most conservative estimates are reflected in the FTA standards, shown in Table 5.5-6. Table 5.5-6 Groundborne Vibration and Noise Impact Criteria – Structural Damage Building Category PPV (in/sec) VdB I. Reinforced concrete, steel, or timber (no plaster) 0.5 102 II. Engineered concrete and masonry (no plaster) 0.3 98 III. Nonengineered timber and masonry buildings 0.2 94 IV. Buildings extremely susceptible to vibration damage 0.12 90 Source: FTA, 2006 RMS velocity calculated from vibration level (VdB) using the reference of one microinch/second. Vibration-related problems generally occur due to resonances in the structural components of a building. The maximum vibration amplitudes of the floors and walls of a building will often be at the resonance frequencies of various components of the building. That is, structures amplify groundborne vibration. Resonant response is frequency dependent and 1/3-octave band charts are best for describing vibration behavior. Wood-frame buildings, such as typical residential structures, are more easily excited by ground vibration than heavier buildings. According to Caltrans’ Transportation Related Earthborne Vibration (2002), extreme care must be taken when sustained pile driving occurs within 25 feet of any building; however, the threshold at which there is a risk of architectural damage to normal houses with plastered walls and ceilings is 0.2 inch per second. Supplemental Noise Criteria As a train approaches, passes by, and then continues into the distance the sound level rises, reaches a maximum, and then fades into the background noise. The maximum sound level reached during this passby event is referred to as single-event noise. Single-event noise is important for relating the maximum amount of noise that would result in nighttime awakenings and/or classroom speech interruptions. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-10 • The Planning Center August 2010 Nighttime Awakenings The Federal Interagency Committee on Aviation Noise (FICAN) 1997 report relates the proportion of persons awakened by noise events at different Sound Exposure Levels (SEL). As some populations are more sensitive to noise events, the threshold for awakening typically used for airport analysis assumes a significant impact if 10 percent of the population is awakened. Based on the FICAN study, the interior noise level at which 10 percent of a population would be awakened is 81 dBA SEL or greater. Existing Noise Environment The Platinum Triangle is located within the City of Anaheim and, like all highly urbanized areas, is subject to a myriad of noise sources. Existing noise-generating land uses within the Platinum Triangle include Angel Stadium of Anaheim, Honda Center, The Grove of Anaheim, the Anaheim Stadium Metrolink/Amtrak Station, and existing light industrial land uses, distribution facilities, hotels, offices, restaurants, and supporting retail. In addition, new residential communities have been developed as part of the Platinum Triangle. Stationary noise generated by these existing land uses; traffic on major arterials, freeways, and local roadways within and surrounding the Platinum Triangle; occasional aircraft overflights; and rail traffic contribute to the existing urban noise environment at the project site. Noise Monitoring Noise monitoring as part of the noise study for the FSEIR No. 332 was conducted on January 12, 13, and 20, 2005, to determine the existing noise levels in the project area. Noise monitoring locations are shown in Figure 5.5-1. As confirmed by noise monitoring, the existing noise environment shown in Table 5.5-7 is dominated by traffic noise on the major thoroughfares: Interstate 5 State Route 57 (SR-57), Katella Avenue, Orangewood Avenue, and State College Boulevard. Other noise sources that contribute to the secondary (background) noise environment include aircraft overflights and railroad noise (train horns). Table 5.5-7 Noise Measurements along Local Roadways Monitoring Site Lmin Leq Lmax Monitoring Site #1 – South State College Boulevard, South of Katella Avenue 57.9 69.6 78.9 Monitoring Site #2 – 350 Feet East of South State College Boulevard 57.4 54.7 76.9 Monitoring Site #3 – South State College Boulevard, South of Gene Autry Way 57.9 69.4 77.9 Monitoring Site #4 – 350 Feet West of State College Boulevard 54.7 57.7 76.9 Monitoring Site #5 – Katella Avenue, East of South State College Boulevard 56.8 68.4 95.7 Noise monitoring conducted by The Planning Center on January 12, 13, 18, and 20, 2005, during morning peak hours of hours. Noise monitoring was conducted using a Type 1 Larson Davis 820 Sound Level Meter. Monitoring Site South State College Boulevard, South of Katella Avenue. Noise measurements were conducted at the property line of site. This monitoring location is dominated by traffic noise along State College Boulevard and secondarily from traffic noise along Katella Avenue. Noise levels are characteristic of uses near a roadway arterial. Monitoring Site 350 Feet East of South State College Boulevard. Noise at this measurement location is due to semidistant traffic noise from both Katella Avenue and State College Boulevard. The noise generated by these roadways is fairly low due to the distance from the noise monitor and the roadways. ---PAGE BREAK--- Source: Google Earth Pro 2009 5. Environmental Analysis SEIR No. 339 The Planning Center • Figure 5.5-1 Noise Monitoring Locations 57 22 Orange Orange Garden Grove Garden Grove Anaheim Anaheim Orangewood Av Orangewood Av Katella Av Katella Av Cerritos Av Cerritos Av Ball Rd Ball Rd Chapman Av Chapman Av Harbor Bl Harbor Bl Lewis St Lewis St State College Bl State College Bl Sunkist St Sunkist St Anaheim Bl Anaheim Bl East St East St Batavia St Batavia St Main St Main St Gene Autry Way Gene Autry Way Angel Stadium of Anaheim Angel Stadium of Anaheim The Platinum Triangle The Platinum Triangle The Honda Center The Honda Center The Block The Block The Grove of Anaheim The Grove of Anaheim Santa Ana River Santa Ana River 1 2 5 3 4 City of Anaheim Boundary The Platinum Triangle Boundary 1. South State College Boulevard, south of Katella Locations: 2. 350 feet east of South State College Boulevard 3. South State College Avenue, south of Gene Autry Way 4. 350 feet west of South State College Boulevard 5. Katella Avenue, east of South State College Boulevard 57 5 0 2,600 Scale (Feet) ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-12 • The Planning Center August 2010 This page intentionally left blank. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-13 Monitoring Site South State College Boulevard, South of Gene Autry Way. Noise measurements were conducted at the property line of the site. This monitoring location is dominated by traffic noise along State College Boulevard and secondarily from traffic noise along Orangewood Avenue. Noise levels are characteristic of uses near a roadway arterial. Monitoring Site 350 West of South State College Boulevard. Noise at this measurement location is due to semidistant traffic noise from State College Boulevard and secondarily from traffic noise generated by I-5. The noise generated by these roadways is fairly low due to the distance from the roadways. Monitoring Site Katella Avenue, East of South State College Boulevard. Noise measurements were conducted at the property line of site. This monitoring location is dominated by traffic noise along Katella Avenue and secondarily from traffic noise along Orangewood Avenue. Noise levels are characteristic of uses near a roadway arterial. Occasionally, distant train noise could be heard from the Metrolink rail line to the north of the measurement location. On-Road Vehicles Noise from motor vehicles is generated by engine vibrations, the interaction between tires and the road, and the exhaust system. Reducing the average motor vehicle speed reduces the noise exposure of receptors adjacent to the road. Each reduction of five miles per hour reduces noise by about 1 dBA. In order to assess the potential for mobile-source noise impacts, it is necessary to determine the noise currently generated by vehicles traveling through the project area. Average daily traffic (ADT) volumes were based on the existing daily traffic volumes provided by Parsons Brinkerhoff (December 2009). The results of this modeling indicate that average noise levels along arterial segments currently range from approximately 62 dBA to 77 dBA CNEL as calculated at a distance of 50 feet from the centerline of the road. Noise levels for existing conditions along analyzed roadways are presented in Table 5.5-8. Table 5.5-8 Existing Traffic Noise Levels (dBA CNEL) Existing Year 2009 Distance to CNEL Contour (Feet from Centerline) Segment ADT Volumes CNEL (dBA @ 50 ft from centerline) 60 (dBA CNEL) 65 (dBA CNEL) 70 (dBA CNEL) Anaheim Boulevard Katella Avenue to I-5 Freeway 19,380 73.2 380 176 82 I-5 Freeway to Cerritos Avenue 33,160 75.5 544 252 117 Cerritos Avenue to Ball Road 26,790 74.6 472 219 102 Ball Road to Vermont Street 25,230 73.4 390 181 84 Anaheim Way State College Boulevard to Orangewood Avenue 3,220 66.3 132 61 29 Orangewood Avenue to Katella Avenue 18,190 73.9 420 195 90 Katella Avenue to Anaheim Boulevard 10,730 71.6 295 137 64 Ball Road Walnut Street 34,020 75.7 553 257 119 ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-14 • The Planning Center August 2010 Table 5.5-8 Existing Traffic Noise Levels (dBA CNEL) Existing Year 2009 Distance to CNEL Contour (Feet from Centerline) Segment ADT Volumes CNEL (dBA @ 50 ft from centerline) 60 (dBA CNEL) 65 (dBA CNEL) 70 (dBA CNEL) Disneyland Drive to Harbor Boulevard 44,320 76.8 660 306 142 Harbor Boulevard to Anaheim Boulevard 36,890 76.0 584 271 126 Anaheim Boulevard to East Street 35,280 75.8 567 263 122 East Street to State College Boulevard 38,110 76.2 597 277 129 State College Boulevard to Sunkist Street 40,500 76.4 621 288 134 Sunkist Street to SR-57 Freeway 48,400 77.2 700 325 151 SR-57 Freeway to Main Street 32,740 75.5 539 250 116 Cerritos Avenue Anaheim Boulevard to Lewis Street 11,710 71.0 272 126 59 Lewis Street to State College Boulevard 10,030 70.4 245 114 53 State College Boulevard to Sunkist Street 6,180 68.3 177 82 38 Sunkist Street to Douglass Road 4,520 66.9 144 67 31 Chapman Avenue State College Boulevard to SR-57 Freeway 30,740 75.2 517 240 111 SR-57 Freeway to Main Street 27,260 74.7 477 221 103 The City Drive SR-22 Freeway to Chapman Avenue 20,980 72.6 344 160 74 Clementine Street Orangewood Avenue to Gene Autry Way NA NA NA NA NA Gene Autry Way to Katella Avenue NA NA NA NA NA Katella Avenue to Manchester Avenue 7,510 69.1 202 94 44 Collins Avenue Eckhoff Street to Main Street 6,620 68.5 186 86 40 Main Street to Batavia Street 10,800 70.7 257 119 55 Batavia Street to Glassell Street 14,710 72.0 316 147 68 Disney Way Harbor Boulevard to Clementine Street 7,770 68.3 178 82 38 Clementine Street to Anaheim Boulevard 13,880 70.8 262 121 56 Douglass Street Katella Avenue to Cerritos Avenue 6,910 67.7 164 76 35 Eckhoff Street Orangewood Avenue to Collins Avenue 10,870 70.7 259 120 56 Gene Autry Way Harbor Boulevard to Clementine Street NA NA NA NA NA Clementine Street to Haster Street NA NA NA NA NA Haster Street to I-5 Freeway NA NA NA NA NA I-5 Freeway to State College Boulevard 2,220 63.8 90 42 19 Harbor Boulevard Chapman Avenue to Orangewood Avenue 35,560 75.8 570 264 123 Orangewood Avenue to Convention Way 35,870 75.9 573 266 123 Convention Way to Katella Avenue 40,430 76.4 621 288 134 Katella Avenue to Disney Way 38,410 75.2 516 239 111 Disney Way to Manchester Avenue 41,340 75.5 541 251 117 ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-15 Table 5.5-8 Existing Traffic Noise Levels (dBA CNEL) Existing Year 2009 Distance to CNEL Contour (Feet from Centerline) Segment ADT Volumes CNEL (dBA @ 50 ft from centerline) 60 (dBA CNEL) 65 (dBA CNEL) 70 (dBA CNEL) Manchester Avenue to I-5 Freeway 39,450 75.3 525 244 113 I-5 Freeway to Ball Road 44,360 75.8 568 263 122 Ball Road to Vermont Street 26,900 73.7 407 189 88 Haster Street I-5 Freeway to Ball Road 18,190 72.9 364 169 79 Ball Road to Vermont Street 19,760 73.3 385 179 83 Howell Avenue State College Boulevard to Sunkist Street 4,390 65.8 121 56 26 Sunkist Street to Katella Avenue 5,830 67.0 147 68 32 Katella Avenue Euclid Street to Ninth Street 31,470 75.3 525 244 113 Ninth Street to Walnut Street 29,270 75.0 500 232 108 Walnut Street to Disneyland Drive 35,240 75.8 566 263 122 Disneyland Drive to Harbor Boulevard 37,440 76.1 590 274 127 Harbor Boulevard to Clementine Street 39,100 76.3 607 282 131 Clementine Street to Anaheim Boulevard 38,510 76.2 601 279 129 Anaheim Boulevard to I-5 Freeway 37,830 76.1 594 276 128 I-5 Freeway to Lewis Street 35,040 75.8 564 262 122 Lewis Street to Stage College Boulevard 30,260 75.1 512 237 110 State College Boulevard to Sportstown 32,800 75.5 540 251 116 Sportstown to Howell Avenue 34,240 75.7 555 258 120 Howell Avenue to SR-57 Freeway 37,990 76.1 595 276 128 SR-57 Freeway to Main Street 29,610 75.1 504 234 109 Main Street to Batavia Street 30,280 75.2 512 238 110 Batavia Street to Glassell Street 29,490 75.0 503 233 108 Lewis Street Gene Autry Way to Katella Avenue 1,440 62.8 77 36 17 Katella Avenue to Cerritos Avenue 7,680 70.1 236 110 51 Cerritos Avenue to Ball Road 6,460 69.4 211 98 45 Main Street Chapman Avenue to Orangewood Avenue 20,090 72.4 335 155 72 Orangewood Avenue to Collins Avenue 16,900 72.6 347 161 75 Collins Avenue to Katella Avenue 17,700 72.8 358 166 77 Katella Avenue to Taft Avenue 11,440 70.9 267 124 58 Manchester Avenue Compton Avenue to Orangewood Avenue 6,840 68.7 190 88 41 Orangewood Avenue to Katella Avenue 11,050 70.8 261 121 56 Katella Avenue to Anaheim Boulevard 1,410 61.8 66 31 14 Orangewood Avenue Harbor Boulevard to Haster Avenue 15,540 72.3 328 152 71 Haster Avenue to Manchester Avenue 17,950 72.9 361 168 78 Manchester Avenue to State College Boulevard 19,810 73.3 386 179 83 State College Boulevard to Rampart Street 24,490 74.2 444 206 96 ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-16 • The Planning Center August 2010 Table 5.5-8 Existing Traffic Noise Levels (dBA CNEL) Existing Year 2009 Distance to CNEL Contour (Feet from Centerline) Segment ADT Volumes CNEL (dBA @ 50 ft from centerline) 60 (dBA CNEL) 65 (dBA CNEL) 70 (dBA CNEL) Rampart Street to SR-57 Freeway 23,490 74.0 432 201 93 SR-57 Freeway to Eckhoff Street 27,720 74.8 483 224 104 Eckhoff Street to Main Street 14,160 71.9 308 143 66 Phoenix Club Drive Honda Center to Ball Road 3,880 65.2 112 52 24 Rampart Street Chapman Avenue to Orangewood Avenue 2,770 63.8 89 41 19 State College Boulevard Chapman Avenue to I-5 Freeway 26,980 74.7 474 220 102 I-5 to Orangewood Avenue 21,400 73.6 406 188 87 Orangewood Avenue to Gene Autry Way 22,160 73.8 416 193 90 Gene Autry Way to Katella Avenue 20,120 73.4 390 181 84 Katella Avenue to Howell Avenue 23,980 74.1 438 203 94 Howell Avenue to Cerritos Avenue 3,900 66.3 131 61 28 Cerritos Avenue to Ball Road 23,320 74.0 430 200 93 Ball Road to Wagner 24,020 74.1 439 204 94 Struck Avenue Katella Avenue to Main Street 6,720 67.6 161 75 35 Sunkist Street Howell Avenue to Cerritos Avenue 3,900 66.3 131 61 28 Cerritos Avenue to Ball Road 7,720 69.2 206 96 44 Walnut Avenue Main Street to Batavia Street 8,540 68.7 189 88 41 Batavia Street to Glassell Street 8,090 68.4 183 85 39 Source: FHWA, Highway Traffic Noise Prediction Model, The Planning Center, based on traffic volumes and speed limits obtained from the Traffic Analysis prepared by Parsons Brinkerhoff, August 2010. e/o: east of; w/o: west of; n/o: north of; s/o: south of Traffic noise levels within 50 feet of the roadway centerline require site-specific analysis. Railroad Noise Noise from trains is generated by crossing bells, engines, exhaust noise, air turbulence generated by cooling fans, and other gear noise. The interaction of steel wheels with rails generates three types of noise: rolling noise; impact noise when a wheel encounters a discontinuity in the running surfaces, such as a rail joint, turnout, or crossover; and squeals generated by friction on tight curves. Noise generated by the event of a single train passing is dominated primarily by the train horn and secondarily by the train engines and cars. Train horns are required by the Federal Railroad Administration (FRA) to sound at a minimum of 103 dBA as measured from 100 feet from the train. The Orange County Line, owned by the Orange County Transportation Authority (OCTA) and operated and maintained by the Southern California Regional Rail Authority (SCRRA) traverses the Platinum Triangle from the east to the northwest. The Orange County Line’s operations include Metrolink passenger service, freight ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-17 trains operated by the Burlington Northern Santa Fe (BNSF), and passenger trains operated by Amtrak for their Pacific Surfliner route. In addition to this major rail line, small rail spurs are used by existing businesses in the northern and northwestern portion of the Platinum Triangle for occasional freight operations. While these smaller rail spurs contribute to the ambient noise environment in the Platinum Triangle, the Orange County Line carries the majority of rail traffic within the Platinum Triangle and is therefore the dominant rail noise source. Noise modeling of railroad noise levels on the Orange County Line used the FRA’s Grade Crossing Noise Model based on train volumes and average train speed provided by the OCTA and Metrolink. Currently the Orange County Line accommodates approximately 19 Metrolink, 24 Amtrak, 2 Union Pacific Railroad (UPRR) trains per day and 3 to 5 BNSF trains per week (OCTA 2009). The FRA Grade Crossing Noise Modeling predicts that the 65 dBA Ldn noise contour falls at a distance of approximately 699 feet from the centerline of the tracks when the horn is sounded, which is a quarter mile from the grade crossing. When there are no at- grade railroad crossings the 65 dBA Ldn noise contour extends to 553 feet from the centerline of the railroad tracks. Actual distances to these contours could be shorter where topography or structures block the line of sight to the rails. Stadium/Event Noise The Angel Stadium of Anaheim baseball stadium is located within the Platinum Triangle. Events hosted at the Angel Stadium of Anaheim generate noise from cheering, public address (PA) systems, and fireworks (when the Angels have a home run). Typical noise levels to a spectator within the stadium during a sporting event range from 94 dBA to 114 dBA, while fireworks shows are 150 dBA as measured at a distance of 10 feet (Berger, Neitzel, and Kladden 2006). Events hosted at the Angel Stadium of Anaheim typically occur in the evening hours and could last past 10:00 PM, which is considered the noise-sensitive portion of the night. The average baseball game lasts 2 hours and 47 minutes and each team plays 162 games per year during the baseball season, which lasts from April until potentially October (Wikipedia 2007). Sensitive Receptor Locations Certain land uses are particularly sensitive to noise and vibration. Noise- and vibration-sensitive uses include residential land uses where quiet environments are necessary for enjoyment and public health and safety. Recent development in the Platinum Triangle has introduced new noise-sensitive residential developments within the project area. 5.5.2 Thresholds of Significance According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the environment if the project would result in: N-1 Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. Based on local noise criteria as established in the City of Anaheim General Plan and Municipal Code the following would be considered significant: • Project-related on-site activities increasing the CNEL at any noise-sensitive receptor by an audible amount of 5 dBA or more when the CNEL is less than 65 dBA or by 3 dBA or more when the CNEL is 65 dBA or greater in the vicinity of noise-sensitive land uses. A minimum 3 dB change in noise levels is necessary for human hearing to discern a change in noise levels. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-18 • The Planning Center August 2010 • Stationary noise generated by the Proposed Project exceeding the stationary noise standards of the City’s Municipal Code of 60 dBA Leq at the property line of noise- sensitive land uses. • Project residential land uses would be exposed to exterior noise levels that exceed 65 dBA CNEL (City of Anaheim land use compatibility criteria) or interior noise levels that exceed 45 dBA CNEL (CBC). N-2 Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels. Based on the Federal Transit Administration criteria, the following would be considered significant: • Project-related activities resulting in an exceedance of the vibration threshold of 80 VdB during construction activities for human annoyance at nearest sensitive receptors. N-3 A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project. Based on local noise criteria as established in the City of Anaheim General Plan and Municipal Code, the following would be considered significant: • Project-related on-site activities increasing the CNEL at any noise-sensitive receptor by an audible amount of 5 dBA or more when the CNEL is less than 65 dBA or by 3 dBA or more when the CNEL is 65 dB or greater in the vicinity of noise-sensitive land uses. A minimum 3 dB change in noise levels is necessary for human hearing to discern a change in noise levels. N-4 A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project. Based on local noise criteria as established in the City of Anaheim General Plan and Municipal Code the following would be considered significant: • Project-related roadway construction activities occurring outside of the hours specified (7:00 AM and 7:00 PM) under Chapter 6.70 of the City of Anaheim Municipal Code. N-5 For a project located within an airport land use plan or where such a plan has not been adopted, within two miles of a public airport or public use airport, expose people residing or working in the project area to excessive noise levels. N-6 For a project within the vicinity of a private airstrip, expose people residing or working in the project area to excessive noise levels. The Initial Study, included as Appendix A, substantiates that impacts associated with the following threshold would be less than significant: • Threshold N-5 ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-19 This impact will not be addressed in the following analysis. Impact threshold N-6 was eliminated in the Initial Study from further consideration. However, the analysis has been included in the SEIR to evaluate noise associated with helicopter overflights of the project site which were not analyzed in the Initial Study for the Proposed Project. 5.5.3 Environmental Impacts The following impact analysis addresses thresholds of significance for which the Initial Study disclosed potentially significant impacts. The applicable thresholds are identified in brackets after the impact statement. IMPACT 5.5-1: BUILD-OUT OF THE PROPOSED PROJECT WOULD RESULT IN A SUBSTANTIAL, PERMANENT INCREASE IN AMBIENT TRAFFIC NOISE LEVELS WITHIN THE VICINITY OF EXISTING NOISE-SENSITIVE RECEPTORS. [THRESHOLDS N-1 AND N-3] Impact Analysis: Traffic noise was considered a significant unavoidable impact in FSEIR No. 332. The traffic noise analysis for the Proposed Project analyzed traffic impacts on a larger circulation system network compared to FSEIR No. 332. Consequently, roadway segments for both the Adopted MLUP and the Proposed Project were analyzed in this SEIR. The analysis below evaluates changes to the traffic noise modeling between the Adopted MLUP and the Proposed Project. Implementation of the Proposed Project would generate noise primarily associated with vehicular trips. Traffic noise modeling is based on average daily traffic volumes on roadway segments from the analysis conducted by Parson Brinckerhoff Associates. Traffic noise modeling was compiled for build-out year 2030 Adopted MLUP and the Proposed Project conditions, as shown in Table 5.5-9. Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Anaheim Boulevard Katella Avenue to I-5 Freeway 73.2 75.2 30,590 75.3 31,080 2.1 0.1 I-5 Freeway to Cerritos Avenue 75.5 77.6 53,130 77.8 55,320 2.2 0.2 Cerritos Avenue to Ball Road 74.6 76.8 43,930 77.0 46,190 2.4 0.2 Ball Road to Vermont Street 73.4 75.1 37,690 75.3 39,160 1.9 0.2 Anaheim Way State College Boulevard to Orangewood Avenue 66.3 72.5 13,360 73.1 15,130 6.7 0.5 Orangewood Avenue to Katella Avenue 73.9 75.3 25,230 75.5 26,650 1.7 0.2 Katella Avenue to Anaheim Boulevard 71.6 73.2 15,650 73.8 18,110 2.3 0.6 ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-20 • The Planning Center August 2010 Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Ball Road Walnut Street 75.7 76.5 41,120 76.6 42,390 1.0 0.1 Disneyland Drive to Harbor Boulevard 76.8 77.9 56,710 78.0 58,690 1.2 0.1 Harbor Boulevard to Anaheim Boulevard 76.0 76.9 45,610 77.1 47,460 1.1 0.2 Anaheim Boulevard to East Street 75.8 76.8 44,140 77.0 46,390 1.2 0.2 East Street to State College Boulevard 76.2 76.8 44,720 77.1 47,540 1.0 0.3 State College Boulevard to Sunkist Street 76.4 77.0 46,630 77.2 48,590 0.8 0.2 Sunkist Street to SR-57 Freeway 77.2 78.0 58,790 78.3 61,800 1.1 0.2 SR-57 Freeway to Main Street 75.5 78.1 59,090 78.1 60,250 2.6 0.1 Cerritos Avenue Anaheim Boulevard to Lewis Street 71.0 74.6 26,370 75.1 30,130 4.1 0.6 Lewis Street to State College Boulevard 70.4 74.5 26,010 75.0 29,510 4.7 0.5 State College Boulevard to Sunkist Street 68.3 72.5 16,380 73.3 19,870 5.1 0.8 Sunkist Street to Douglass Road 66.9 73.8 22,300 74.6 26,820 7.7 0.8 Chapman Avenue State College Boulevard to SR-57 Freeway 75.2 76.0 37,220 76.2 38,400 1.0 0.1 SR-57 Freeway to Main Street 74.7 75.5 32,610 75.6 33,930 1.0 0.2 The City Drive SR-22 Freeway to Chapman Avenue 72.6 74.4 31,710 74.5 33,030 2.0 0.2 Clementine Street Orangewood Avenue to Gene Autry Way NA 69.4 8,070 69.9 9,010 NA 0.5 Gene Autry Way to Katella Avenue NA 67.8 5,530 67.9 5,720 NA 0.1 Katella Avenue to Manchester Avenue 69.1 69.6 8,400 69.6 8,470 0.5 0.0 Collins Avenue Eckhoff Street to Main Street 68.5 73.4 20,280 73.5 20,830 5.0 0.1 Main Street to Batavia Street 70.7 74.0 23,270 74.1 23,650 3.4 0.1 Batavia Street to Glassell Street 72.0 73.6 21,360 73.7 21,820 1.7 0.1 ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-21 Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Disney Way Harbor Boulevard to Clementine Street 68.3 71.3 15,600 71.7 17,040 3.4 0.4 Clementine Street to Anaheim Boulevard 70.8 73.3 24,690 73.6 26,660 2.8 0.3 Douglass Street Katella Avenue to Cerritos Avenue 67.7 73.3 24,550 73.9 28,540 6.2 0.7 Eckhoff Street Orangewood Avenue to Collins Avenue 70.7 74.7 27,340 74.8 27,760 4.1 0.1 Gene Autry Way Harbor Boulevard to Clementine Street NA 73.9 22,960 74.3 24,940 NA 0.4 Clementine Street to Haster Street NA 74.8 27,890 75.2 30,800 NA 0.4 Haster Street to I-5 Freeway NA 75.4 32,420 76.2 38,780 NA 0.8 I-5 Freeway to State College Boulevard 63.8 75.5 32,850 76.9 45,660 13.1 1.4 Harbor Boulevard Chapman Avenue to Orangewood Avenue 75.8 77.2 48,780 77.4 50,300 1.5 0.1 Orangewood Avenue to Convention Way 75.9 77.1 46,890 77.1 47,440 1.2 0.1 Convention Way to Katella Avenue 76.4 77.3 49,980 77.4 50,350 1.0 0.0 Katella Avenue to Disney Way 75.2 76.8 55,020 76.9 56,730 1.7 0.1 Disney Way to Manchester Avenue 75.5 76.6 53,490 76.7 54,500 1.2 0.1 Manchester Avenue to I-5 Freeway 75.3 76.8 55,420 76.9 57,240 1.6 0.1 I-5 Freeway to Ball Road 75.8 77.0 57,660 77.1 59,290 1.3 0.1 Ball Road to Vermont Street 73.7 75.1 37,440 75.2 38,240 1.5 0.1 Haster Street I-5 Freeway to Ball Road 72.9 76.0 36,460 76.1 38,010 3.2 0.2 Ball Road to Vermont Street 73.3 76.0 37,170 76.3 39,830 3.0 0.3 Howell Avenue State College Boulevard to Sunkist Street 65.8 71.3 15,580 72.8 22,000 7.0 1.5 Sunkist Street to Katella Avenue 67.0 67.4 6,380 68.3 7,910 1.3 0.9 Katella Avenue Euclid Street to Ninth Street 75.3 77.3 49,450 77.4 50,900 2.1 0.1 Ninth Street to Walnut Street 75.0 77.1 47,260 77.2 48,170 2.2 0.1 ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-22 • The Planning Center August 2010 Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Walnut Street to Disneyland Drive 75.8 77.8 55,400 77.9 56,930 2.1 0.1 Disneyland Drive to Harbor Boulevard 76.1 78.5 64,920 78.6 67,110 2.5 0.1 Harbor Boulevard to Clementine Street 76.3 77.9 57,480 78.1 59,070 1.8 0.1 Clementine Street to Anaheim Boulevard 76.2 77.9 57,500 78.1 59,650 1.9 0.2 Anaheim Boulevard to I-5 Freeway 76.1 77.8 55,320 77.9 57,520 1.8 0.2 Manchester Avenue to Anaheim Way2 75.8 78.0 58,160 78.9 71,090 3.1 0.9 Anaheim Way to Lewis Street2 75.8 78.0 58,160 78.9 71,090 3.1 0.9 Lewis Street to Stage College Boulevard 75.1 77.2 48,820 78.0 57,860 2.8 0.7 State College Boulevard to Sportstown 75.5 77.2 47,980 77.5 51,920 2.0 0.3 Sportstown to Howell Avenue 75.7 77.7 54,380 78.3 62,310 2.6 0.6 Howell Avenue to SR-57 Freeway 76.1 78.2 60,860 78.9 71,190 2.7 0.7 SR-57 Freeway to Main Street 75.1 77.7 54,600 78.3 62,900 3.3 0.6 Main Street to Batavia Street 75.2 77.1 47,690 77.5 51,570 2.3 0.3 Batavia Street to Glassell Street 75.0 77.0 46,060 77.3 49,250 2.2 0.3 Lewis Street Gene Autry Way to Katella Avenue 62.8 73.5 16,800 75.4 25,710 12.5 1.8 Katella Avenue to Cerritos Avenue 70.1 74.8 22,360 76.4 32,900 6.3 1.7 Cerritos Avenue to Ball Road 69.4 74.5 20,870 74.9 22,950 5.5 0.4 Main Street Chapman Avenue to Orangewood Avenue 72.4 75.3 39,050 75.4 40,550 3.1 0.2 Orangewood Avenue to Collins Avenue 72.6 74.9 28,730 75.0 29,410 2.4 0.1 Collins Avenue to Katella Avenue 72.8 75.2 30,920 75.3 31,360 2.5 0.1 Katella Avenue to Taft Avenue 70.9 73.7 21,540 73.7 21,730 2.8 0.0 Manchester Avenue Compton Avenue to Orangewood Avenue 68.7 72.5 16,590 72.4 16,050 3.7 -0.1 ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-23 Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Orangewood Avenue to Katella Avenue 70.8 73.7 21,540 74.1 23,810 3.3 0.4 Katella Avenue to Anaheim Boulevard 61.8 70.9 11,500 72.0 14,740 10.2 1.1 Orangewood Avenue Harbor Boulevard to Haster Avenue 72.3 73.4 20,130 73.7 21,480 1.4 0.3 Haster Avenue to Manchester Avenue 72.9 74.2 24,480 74.5 25,910 1.6 0.2 Manchester Avenue to State College Boulevard 73.3 74.9 28,530 75.7 34,410 2.4 0.8 State College Boulevard to Rampart Street 74.2 76.1 38,080 77.4 50,380 3.1 1.2 Rampart Street to SR-57 Freeway 74.0 76.4 40,050 77.1 47,660 3.1 0.8 SR-57 Freeway to Eckhoff Street 74.8 76.8 44,670 77.3 49,090 2.5 0.4 Eckhoff Street to Main Street 71.9 72.8 17,750 73.3 19,610 1.4 0.4 Phoenix Club Drive Honda Center to Ball Road 65.2 69.5 13,530 69.5 13,510 5.4 0 Rampart Street Chapman Avenue to Orangewood Avenue 63.8 71.5 16,510 72.9 22,510 9.1 1.3 State College Boulevard Chapman Avenue to I-5 Freeway 74.7 76.6 42,370 77.0 45,860 2.3 0.3 I-5 to Orangewood Avenue 73.6 76.7 43,240 77.2 48,060 3.5 0.5 Orangewood Avenue to Gene Autry Way 73.8 76.3 39,670 77.1 46,900 3.3 0.7 Gene Autry Way to Katella Avenue 73.4 75.3 31,040 75.8 34,920 2.4 0.5 Katella Avenue to Howell Avenue 74.1 76.3 39,840 77.0 46,470 2.9 0.7 Howell Avenue to Cerritos Avenue 66.3 67.0 4,640 67.5 5,180 1.2 0.5 Cerritos Avenue to Ball Road 74.0 74.5 4,640 74.9 5,180 0.9 0.4 Ball Road to Wagner 74.1 75.5 25,880 75.8 28,570 1.6 0.3 Struck Avenue Katella Avenue to Main Street 67.6 70.8 14,100 71.3 15,500 3.6 0.4 Sunkist Street Howell Avenue to Cerritos Avenue 66.3 70.3 9,950 71.3 12,610 5.1 1.0 Cerritos Avenue to Ball Road 69.2 70.8 11,240 71.1 12,000 1.9 0.3 ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-24 • The Planning Center August 2010 Table 5.5-9 Project-Related Traffic Noise Increases Year 2030 Adopted MLUP Year 2030 Proposed Project Location Existing CNEL1 CNEL ADT CNEL ADT Increase in CNEL (dBA) from Existing Increase in CNEL (dBA) Between Projects Walnut Avenue Main Street to Batavia Street 68.7 69.2 9,630 69.2 9,710 0.6 0.3 Batavia Street to Glassell Street 68.4 69.3 9,870 69.3 9,860 0.9 0.2 Source: FHWA, Highway Traffic Noise Prediction Model, The Planning Center, based on traffic volumes and speed limits obtained from the Traffic Analysis prepared by Parsons-Brinkerhoff, August 2010. Notes: e/o: east of; w/o: west of; n/o: north of; s/o: south of Bold/Italicized = Significant Impacts Traffic noise levels within 50 feet of the roadway centerline require site-specific analysis. 1 dBA CNEL measured at 50 feet from the roadway centerline. 2 Under existing conditions, segment is listed as from I-5 Freeway to Lewis Street. Based on the criteria used in the 2005 SEIR to determine level of significance a 5 dBA increase in an ambient noise environment of less than 65 dBA CNEL or a 3 dBA noise increase in an ambient noise environment of 65 dBA CNEL or more), the Proposed Project would result in new significant noise increases along multiple roadway segments as shown in the above table. As shown in the table, the Proposed Project would not substantially increase noise dB) beyond the noise levels shown in FSEIR No. 332. However, because FSEIR No. 332 identified significant increases in the ambient noise environment from existing conditions that exceed the thresholds outlined above, noise impacts along the roadway segments (bolded in the Table 5.5-9) in the vicinity of the project site would occur under the Adopted MLUP and the Proposed Project; and therefore, impacts would remain significant. IMPACT 5.5-2: BUILD-OUT OF THE PLATINUM TRIANGLE WOULD NOT GENERATE SIGNIFICANT LEVELS OF STATIONARY-SOURCE NOISE THAT EXCEEDS THE CITY OF ANAHEIM’S NOISE STANDARDS FROM TRUCK LOADING/UNLOADING ACTIVITIES AND OPERATION OF HVAC SYSTEMS. [THRESHOLDS N-1 AND N-3] Impact Analysis: FSEIR No. 332 did not evaluate for the following stationary sources of noise: heating, ventilation, and air-conditioning systems; on-site recreation; and truck deliveries and idling. The City of Anaheim’s Municipal Code, Chapter 6.70, Sound Pressure Levels, regulates noise generated at a property within the City of Anaheim to prevent in a noise nuisance at noise-sensitive receptors. Pursuant to the City’s Municipal Code, the City restricts noise levels generated at a property from exceeding 60 dBA for an extended period. In addition, land uses within the PTMU Overlay Zone must adhere to additional restrictions within Chapter 18.20.160, Compatibility Standards, to minimize noise to ensure compatibility within the mixed-use districts. These standards do not evaluate the compatibility of developments in the noise environment, but provide restrictions on the amount and duration of noise generated at a property, as measured at the property line of the noise receptor. The City’s Noise Ordinance is designed to protect people from objectionable nontransportation noise sources such as music, construction activity, machinery, pumps, and air conditioners. Compliance with City’s Noise Ordinance ensures noise compatibility between existing and proposed development so that on-site noise sources do not constitute a noise nuisance. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-25 Heating, Ventilation, and Air Condition Systems Noise generated by residential, retail, and office land uses are typically associated with landscape maintenance and operation of heating, ventilation, and air conditioning (HVAC) systems. Build-out of the Platinum Triangle would entail additional residential, commercial, retail, and office development within the City of Anaheim. HVAC units for new residential, commercial, retail, and office uses are required to be constructed to meet the City of Anaheim’s Municipal Code (60 dBA Leq) so that noise levels are not intrusive to noise-sensitive uses. As a result, noise impacts from these sources associated with the Proposed Project would be less than significant. On-Site Recreation Pocket parks are a permitted use in residential areas associated with the Platinum Triangle. Urban parks may contain passive recreational amenities such as open lawns, piazzas, barbeque areas, and children’s play areas. Noise generated at pocket parks would be primarily from voices. Noise levels from a person shouting at 100 feet are measured at 55 dBA (USEPA 1971). Thus noise levels from 10 people shouting at 100 feet would be 65 dBA Leq. Because all roadways modeled within the Platinum Triangle generate substantially greater noise levels, and use of the recreational areas is typically restricted to daytime hours, noise generated by pocket parks would not generate substantial levels of stationary-source noise at existing noise- sensitive receptors. As a result, noise impacts from these sources associated with the Proposed Project would be less than significant. Truck Deliveries and Idling Commercial land use designations within the Platinum Triangle may involve retail truck deliveries. FSEIR No. 332 did not specifically evaluate noise impacts from truck delivery operations and idling. Noise from truck loading/unloading activities would be primarily from the back-up warning bells and truck engine noise when backing up to the truck bays of the retail building. While stationary equipment would be required to adhere to the City of Anaheim Noise Ordinance, truck noise is not governed under the City’s Municipal Code because it is mobile. However, a nonmoving truck, such as an idling vehicle, is considered to be a stationary source of noise generation. Noise levels from actual unloading and loading activities would be minimal, as the truck interior would be shielded from the exterior environment and unloading and loading activities would occur in the interior of the building after the truck is docked at the truck bay. However, if cold-storage transportation is required, then trucks at the Proposed Project site would require the use of transport refrigeration units (TRUs). TRUs are typically diesel-powered engines located at the top of the truck cab. If truck bays for the proposed facilities are located in close proximity to the existing or future residences, then potential stationary noise impacts could occur. Under the City’s Municipal Code, commercial uses within the PTMU Overlay Zone are required to be designed and operated, and hours of operation limited, so that neighboring residents are not exposed to offensive noise, especially from traffic, trash collection, routine deliveries, or late night activity. In addition, continual loading or unloading of heavy trucks at commercial sites within the PTMU Overlay Zone is prohibited between the hours of 8:00 PM and 6:00 AM. Furthermore, all commercial trucks are prohibited from idling longer than five minutes under CARB’s In-Use Idling Airborne Toxics Control Measure Rule 2485.Therefore, noise impacts from truck deliveries and idling would result in a less than significant impact to noise sensitive uses. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-26 • The Planning Center August 2010 IMPACT 5.5-3: NOISE-SENSITIVE RESIDENTIAL UNITS PROPOSED WITHIN THE PLATINUM TRIANGLE MAY BE EXPOSED TO MOBILE- AND STATIONARY-SOURCE NOISE LEVELS THAT EXCEED STATE AND/OR CITY STANDARDS. [THRESHOLDS N-1 AND N-3] Impact Analysis: Both stationary and mobile sources were determined in FSEIR No. 332 to result in potentially significant impacts to noise-sensitive residential units proposed within the Platinum Triangle. The Noise Element of the City’s General Plan indicates that noise thresholds are to be attained in habitable exterior areas and need not encompass the entirety of a property, and that special consideration should be given in the case of infill residential development along the City’s arterial corridors or railroad lines in order to achieve an appropriate balance between providing a quality living environment and attractive project design. Residential, office, institutional, and commercial land uses should be considered in light of achieving this type of balance. It should be noted that the City of Anaheim does not regulate noise levels for balconies less than six feet in depth. However, ground-floor patios at future residences facing major arterials and within the vicinity of rail lines would be exposed to high noise levels that exceed the City’s normally acceptable compatibility criterion. Numerous major arterials, highways, railroads, and other noise-generating land uses are located within and surrounding the Platinum Triangle and could affect future noise-sensitive land uses. The primary sources of noise within the Platinum Triangle are traffic on roadways in the vicinity of the project and locations near at- grade rail crossings where railroad traffic (and train horns) generates substantial noise. Major transportation sources within and surrounding the Platinum Triangle include I-5, SR-57, Katella Avenue, Gene Autry Way, Orangewood Boulevard, State College Boulevard, and the Orange County Line. In addition to transportation noise sources, existing industrial and entertainment land uses can generate high levels of stationary-source noise that can affect proposed land uses if new noise-sensitive residential developments were within close proximity. Transportation-Source Noise Table 5.5-9 above show that that noise from roadways within the Platinum Triangle can exceed 65 dBA CNEL, resulting in noise levels that exceed the City’s conditionally acceptable noise compatibility criterion for noise-sensitive residential uses. Noise from SR-57, I-5, and the Orange County Line also contributes to the exterior noise environment. FSEIR No. 332 identified potentially significant noise impacts for noise-sensitive uses placed in proximity to freeways and major arterials, as they may fall within the 65 dBA CNEL noise contour. Similarly, under the Proposed Project, because not all noise-sensitive areas constructed under individual development proposals under the Platinum Triangle may meet the City’s noise compatibility standards and impacts would need to be evaluated on a case-by-case basis, any siting of sensitive land uses within the vicinity of major arterials and freeways represents a potentially significant impact and would require a separate noise study through the development review process to determine the level of impact and required mitigation. Consequently, impacts under the revised plan would be similar to those identified in FSEIR No. 332. Adjacent Industrial-Source Noise Residences within the Platinum Triangle could be exposed to stationary-source noise from activities conducted at the adjacent industrial areas. Noise from industrial uses could occur during the nighttime hours when residences are most sensitive to extraneous noise sources. As no manufacturing occurs within this area, the primary noise generators from these types of industrial/commercial uses include truck idling, loading, and unloading activities. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-27 As part of the Noise Study for the FSEIR No. 332, noise measurements were taken at the Consolidated Volume Transfer Station and Recycling Facility (CVT) located at 1071 North Blue Gum Street in Anaheim. Noise sources during 15 minutes of noise monitoring included yard activities (truck engine starts, idling, bucket loader) from a green waste processing area. Noise measurements were taken at a distance of 50 feet from the noisiest portion of the truck the side with the engine exposed), which resulted in noise levels of 73 dBA Leq. The use of multiple trucks could generate noise levels on the order of 80 dBA Leq, as measured at a distance of 50 feet. Process equipment and the use of pneumatic tools could also generate elevated noise levels, but this equipment is typically housed within the facilities and would not be expected to exceed the 80 dBA Leq projected for exterior trucks. If it is assumed that the 80 dBA Leq level were produced continually for eight hours during the day, the calculated CNEL is 75 dBA as measured at a distance of 50 feet. The 65 dBA CNEL contour would fall at a distance of 158 feet. FSEIR No. 332 identified potentially significant impacts for any noise-sensitive uses sited in close proximity or adjacent to industrial uses. The Proposed Project would increase residential density within the City that may be developed in close proximity or adjacent to industrial or entertainment uses. Consequently, impacts associated with the Proposed Project would be similar to those identified in FSEIR No. 332. Impacts for both are considered potentially significant. Anaheim Regional Transportation Intermodal Center (ARTIC) The Institutional General Plan land use designation currently assigned to properties within the proposed ARTIC District includes a wide range of public and quasi-public uses including government office, transportation facilities, public or private colleges and universities, public utilities, hospitals, large assisted living facilities, community centers, museums, and public libraries. The proposed ARTIC District would allow up to 1.5 million square feet of institutional uses in addition to up to 520 residential units, 358,000 square feet of commercial uses and 2,202,803 square feet of office development. The current proposed use of the site is for the ARTIC project, which would be accommodated by both the existing Institutional land use designation and the proposed ARTIC District. The ARTIC project is a major regional intermodal transit center proposed under a partnership between the City of Anaheim and the OCTA. The ARTIC project would link rail, ground, and transit services in Orange County and would serve as a gateway for high speed and conventional rail, bus, and automobile travelers. Stationary sources of noise within the ARTIC District would include HVAC systems for the proposed ARTIC project and future land uses. As stated, installation of HVAC systems would be required to comply with the City’s stationary noise standard of 60 dBA Leq. In addition, bus terminals and/or similar types of institutional development may generate substantial stationary-source noise bus engine idling, back-up warning bells, parking lot activities, helipads). An intermodal facility with a bus and commuter train transit station in addition to a park and ride facility can generate noise levels of 86 dBA Ldn at a distance of 50 feet (FTA 2007). The 65 dBA Ldn noise contour would fall at a distance of 350 feet. There are no residential uses currently located in close proximity to the proposed ARTIC District. However, siting of noise sensitive land uses within this distance would exceed the City’s normally acceptable noise compatibility standard and result in potentially significant noise impacts. Railroad Noise The Proposed Project would replace the existing General Plan Institutional land use designation for properties within the proposed ARTIC District with the Mixed Use land use designation. This designation would allow for transit oriented mixed-use development that would complement the proposed ARTIC project that would link rail, ground, and transit services in Orange County and would serve as a gateway for high speed and conventional rail, bus, and automobile travelers. Development of land uses in the Platinum Triangle, including in the ARTIC District, could result in demand for additional train trips on the Orange County Line (Metrolink and Amtrak). An increase in train trips would increase noise levels. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-28 • The Planning Center August 2010 Placement of project-related noise-sensitive receptors in the vicinity of Orange County Line or major rail transportation centers, such as the proposed ARTIC project or the existing Metrolink/Amtrak station, could expose noise-sensitive receptors to substantial levels of noise from train activities. Noise modeling of railroad noise levels on the Orange County Line was modeled using the FRA’s Grade Crossing Noise Model based on future train volumes and average train speed provided by the OCTA and Metrolink. Future rail projections on the Orange County Line are estimated at approximately 52 Metrolink, 36 Amtrak, and 12 freight trains operated by the UPRR or BNSF on a worst-case day (OCTA 2007; SCRRA 2007). The FRA Grade Crossing Noise Modeling predicts that the 65 dBA Ldn noise contour would fall at a distance of approximately 951 feet from the centerline of the tracks when the horn is sounded, which is a quarter mile from the grade crossing. When there are no at-grade railroad crossings the 65 Ldn noise contour would be 765 feet from the centerline of the railroad tracks. Actual distances to these contours could be shorter where topography or structures block the line of sight to the rails. SEIR No. 332 evaluated noise impacts of the Orange County Line at Anaheim Stadium Metrolink/Amtrak Station, located adjacent to Angel Stadium south of Katella Avenue. According to FSEIR No. 332, operation along this line would put the 65 dBA Ldn noise contour at approximately 630 feet. Residential developments within 65 dBA Ldn noise contour with outdoor noise sensitive areas ground floor patios and recreation areas) would exceed the City’s normally acceptable noise compatibility criterion. Consequently, noise impacts associated with train activity on the Orange County Line under the Proposed Project would be similar to those identified in FSEIR No. 332 and considered potentially significant. Stadium/Event Noise Placement of noise-sensitive land uses within the vicinity of Angel Stadium of Anaheim would also expose residents to temporary increases in ambient noise environment during a stadium event. During a game day, cheering, PA systems, and fireworks (when the Angels have a home run) would be audible at residential areas surrounding the stadium. These events typically occur in the evening hours and could last past 10:00 PM, which is considered the noise-sensitive portion of the night. The average baseball game lasts 2 hours and 47 minutes and each team plays 162 games per year (Wikipedia 2007). Temporary increases in the ambient noise environment during the baseball season, which lasts from April until potentially October, could result in nighttime awakenings for future residents. Typical noise levels within the stadium during a sporting event range from 94 dBA to 114 dBA for spectators within the stadium, while fireworks shows are 150 dBA as measured at a distance of 10 feet (Berger, Neitzel, and Kladden 2006). The FICAN 1997 report gives the proportion of persons awakened by noise events at different SEL. Because some populations are more sensitive to noise events, the threshold for awakening typically used for airport analysis assumes impacts if 10 percent of the population is awakened. Based on the FICAN study, the interior noise level at which 10 percent of population is awakened by a loud event is when interior noise levels exceed 81 dBA SEL. For interior noise levels to exceed 81 dBA SEL, the exterior noise level would have to exceed 105 dBA SEL (based on standard construction). Without acoustically upgraded windows and doors, noise from sporting events at the stadium could result in a significant number of nighttime awakenings for projects located within the vicinity of the stadium. Any siting of sensitive land uses within the vicinity of the stadium that would be exposed to interior noise levels of 81 dBA SEL due to the stadium would result in a potentially significant noise impact. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-29 IMPACT 5.5-4: BUILDING FAÇADES THAT ARE EXPOSED TO NOISE LEVELS THAT EXCEED 69 dBA WOULD REQUIRE ARCHITECTURAL IMPROVEMENTS TO ACHIEVE THE REQUIRED 45 dBA CNEL INTERIOR NOISE LEVEL LIMITS. [THRESHOLDS N-1 AND N-3] Impact Analysis: Interior noise impacts would be considered significant if the Proposed Project would place sensitive receptors in a noise environment that exceeds the land use noise compatibility criteria or interior noise standards of the California Building Code of 45 dBA CNEL. Noise-sensitive portions of the project site include the interior of hotel, office and medical buildings, and residential units. Commercial, retail, and other ancillary uses are not considered noise-sensitive uses. Interior Noise Pursuant to the California Building Code, noise-sensitive habitable rooms would be required to be designed to achieve an interior noise standard of 45 dBA CNEL. In general, exterior-to-interior transmission loss from standard building construction results in a minimum attenuation of 24 dBA (SAE 1971). While the exact location of the office structures have not yet been determined, building facades that are exposed to noise levels that exceed 69 dBA would require architectural improvements, such as Sound Transmission Class (STC)-rated windows and doors, to achieve the required 45 dBA CNEL interior noise level limits. Because noise levels along major arterials could exceed these noise levels, the office buildings could require additional noise insulation to meet the 45 dBA CNEL standard. Compliance with the California Building Code would ensure that interior noise levels meet the required limits. Table 5.5-9 above shows that noise from roadways within the Platinum Triangle can exceed 69 dBA CNEL, resulting in elevated interior noise levels that do not meet the state’s noise standards. Due to the high volumes of traffic and proximity of new noise- sensitive developments adjacent to the major arterials, freeways, and railroads, it may be necessary to provide architectural acoustic upgrades in the form of STC-rated windows and doors in new residential units. Therefore, siting of sensitive land uses within the vicinity of major arterials, freeways, railroads, or industrial uses that would result in building facades being exposed to noise levels that exceed 69 dBA would represent a potentially significant interior noise impact. IMPACT 5.5-5: CONSTRUCTION OF THE PROPOSED PROJECT WOULD GENERATE SUBSTANTIAL LEVELS OF GROUNDBORNE VIBRATION AND GROUNDBORNE NOISE IN THE VICINITY OF VIBRATION-SENSITIVE LAND USES. [THRESHOLD N-2] Impact Analysis: Construction activities can generate varying degrees of groundborne vibration depending on the construction procedures and equipment used. Operation of construction equipment generates vibrations that spread through the ground and diminish with distance from the source. The effect on buildings near the construction site varies depending on soil type, ground strata, and receptor building construction. The results from vibration can range from no perceptible effects at the lowest levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight damage at the highest levels. Groundborne vibration from construction activities rarely reaches levels that can damage structures, but it can achieve the audible and perceptible ranges in buildings close to a construction site. Groundborne vibration would be generated by the Proposed Project during construction activities, primarily during the demolition, grading, and foundation phases. Unless there are extremely large generators of vibration, such as pile drivers, or receptors in close proximity to construction equipment, vibration is generally only perceptible at structures when vibration rattles windows, picture frames, and other objects. Table 5.5-10 lists the maximum levels of vibration that would be experienced at vibration-sensitive structures located 25 feet from the construction equipment. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-30 • The Planning Center August 2010 Table 5.5-10 Vibration Source Levels for Construction Equipment Equipment Approximate Velocity Level at 25 Feet (VdB) Approximate RMS1 Velocity at 25 Feet (in/sec) Pile Driver (impact) – Upper Range 112 1.518 Pile Driver (impact) – Lower Range 104 0.644 Pile Driver (sonic) – Upper Range 105 0.734 Pile Driver (sonic) – Lower Range 93 0.170 Clam Shovel Drop (Slurry Wall) 94 0.202 Hydromill (Slurry Wall) – In Soil 66 0.008 Hydromill (Slurry Wall) – In Rock 75 0.017 Vibratory Roller 94 0.210 Hoe Ram 87 0.089 Large Bulldozer 87 0.089 Caisson Drilling 87 0.089 Loaded Trucks 86 0.076 Jackhammer 79 0.035 Small Bulldozer 58 0.003 Source: Federal Transit Administration, USDOT, Transit Noise and Vibration Impact Assessment, 2006. 1 RMS velocity calculated from vibration level (VdB) using the reference of 1 microinch per second. Vibration Annoyance Construction of individual land uses pursuant to the implementation of the Proposed Project would occur over a period of approximately 20 years. However, there would be considerable overlap in construction of individual development projects. While the majority of heavy construction equipment would not be in operation exactly at the property line, residences within and surrounding the Proposed Project site would be exposed to construction-related vibration during development. Vibration is typically not perceptible in outdoor environments, but sensed at nearby structures when objects within the structure generate noise from the vibration, such as rattling windows or picture frames. Levels of vibration produced by construction equipment are evaluated against the FTA’s significance threshold for vibration annoyance of 78 VdB for barely perceptible levels of vibration during the daytime. Vibration would primarily occur during the grading and foundation phases of construction. Construction activities would be restricted to daytime hours when people are the least sensitive to noise intrusions. However, as shown in Table 5.5-10, heavy construction equipment has potential to generate substantial levels of vibration that would cause annoyance at the on-site and off-site vibration-sensitive receptors. Vibration-Induced Structural Damage In addition to vibration-induced annoyance, project-related construction vibration was evaluated for its potential to cause structural damage in comparison to the FTA’s structural damage criteria (see Table 5.5-6). The FTA threshold of 0.2 inch per second is the threshold at which there is a risk of architectural damage to normal houses with plastered walls and ceilings. The nearest sensitive uses for vibration-induced structural damage assessment are the on-site and the adjacent off-site residences. Typically, only construction equipment generating extremely high levels of vibration, such as pile drivers, has the potential for vibration- induced structural damage. Construction of buildings taller than 12 stories may require use of an impact pile driver, which generates substantial levels of vibration that can be perceived at even farther distances and could result in structural damage. Construction activities related to build-out of the Proposed Project could ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-31 result in vibration levels exceeding the FTA’s criteria for vibration-induced structural damage within the Platinum Triangle, and would be considered significant. IMPACT 5.5-6: IMPLEMENTATION OF THE PROPOSED PROJECT COULD EXPOSE VIBRATION- SENSITIVE RECEPTORS TO SUBSTANTIAL LEVELS OF GROUNDBORNE VIBRATION AND GROUNDBORNE NOISE IN THE VICINITY OF THE AMTRAK/METROLINK LINE. [THRESHOLD N-2] Impact Analysis: Implementation of the Proposed Project could potentially expose people to the impacts of groundborne vibration or noise levels from transportation and industrial activities. On-Road Mobile-Source Vibration Impacts Caltrans has studied the effects of propagation of vehicle vibration on sensitive land uses. Caltrans notes that “heavy trucks, and quite frequently buses, generate the highest earthborne vibrations of normal traffic.” Caltrans further notes that the highest traffic-generated vibrations are along the freeways and state routes. Their study finds that vibrations measured on freeway shoulders (five meters from the centerline of the nearest lane) have never exceeded 0.08 inch per second, with the worst combinations of heavy trucks. This level coincides with the maximum recommended safe level for ruins and ancient monuments (and historic buildings). Typically, trucks do not generate high levels of vibration because they travel on rubber wheels and do not have vertical movement which generates ground vibration. Vibrations from trucks may be noticeable if there are any roadway imperfections such as potholes (FTA 1995). Vibration-sensitive structures are not and will not be sited within five meters from the centerline of the nearest lane of I-5 or SR-57. Consequently, no significant impacts related to on-road mobile-source vibration impacts are anticipated. Orange County Line Railroad Vibration Impacts New vibration-sensitive land uses, including residential land uses, would be exposed to groundborne vibration from train operations along the Orange County Line. Vibration levels within the City from train- induced vibration are dependant on specific site conditions including geology and the condition of the railroad track and train wheels. In addition, wood-framed structures could amplify vibration levels felt by occupants (FTA 2006). Vibration impacts from the Orange County Line are based on the potential for rail operations to cause perceptible levels of vibration. If current levels at the residential structure are less than perceptible to residents, future increases in rail traffic would not generate levels of vibration perceptible to residents, as the intensity of vibration would not increase, only the frequency of occurrence. However, vibration-sensitive land uses located in close proximity to the Orange County Line have the potential to be impacted by perceptible levels of vibration from rail operations. Vibration-sensitive land uses would be exposed to light rail and locomotive trains on the Orange County Line during both daytime and nighttime hours. Levels of vibration produced by construction equipment are evaluated against the FTA’s frequent events significance threshold for vibration annoyance of 72 VdB for residential land uses.1 Based on the FTA’s generalize ground surface vibration curve, light rail trains would generate a vibration level of 72 VdB at a distance of 60 feet. Locomotive powered passenger or freight trains traveling at 50 miles per hour would generate a vibration level of 72 VdB at a distance of 200 feet (FTA 2006). Vibration-sensitive land uses located within 200 feet of the Orange County Line would result in a potentially significant impact. 1 Frequent events is defined as more than 70 vibration events of the same source per day. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-32 • The Planning Center August 2010 IMPACT 5.5-7: DEVELOPMENT WITHIN THE PLATINUM TRIANGLE COULD RESULT IN A SUB- STANTIAL TEMPORARY INCREASE IN NOISE LEVELS IN THE VICINITY OF EXISTING NOISE-SENSITIVE LAND USES DURING CONSTRUCTION ACTIVITIES. [THRESHOLD N-3] Impact Analysis: Short-term noise impacts are impacts associated with site preparation, grading, and building construction of the proposed land uses. Construction of individual land uses under the Proposed Project would occur over a period of approximately 20 years in the 820-acre area. Two types of short-term noise impacts could occur during construction. First, the transport of workers and movement of materials to and from the site could incrementally increase noise levels along local access roads. The second type of short-term noise impact is related to noise generated at the job site during demolition, site preparation, grading, and/or physical construction. Construction is performed in distinct steps, each of which has its own mix of equipment and, consequently, its own noise characteristics. However, despite the variety in the type and size of construction equipment, similarities in the dominant noise sources and patterns of operation allow construction-related noise ranges to be categorized by work phase. Construction-Related Vehicles Construction Worker Vehicles and Material Delivery Trucks The transport of workers and equipment to the construction site would incrementally increase noise levels along site access roadways. However, the amount of construction traffic is typically small in relation to the total daily traffic volumes on those roadway segments. Additionally, the truck trips would be spread throughout the workday and would primarily occur during nonpeak traffic periods. Therefore, these impacts are less than significant at noise receptors along the construction routes. Soil Haul Trucks Development of individual projects within the Platinum Triangle could require import and export of soil from the sites. The number of daily haul trips would typically be dependant on the amount of soil to be hauled, the duration of haul operations, and capacity of the haul trucks. Haul operations could generate a high number of daily truck trips that would occur throughout the entire workday. A doubling of traffic volumes is necessary to increase noise by 3 dB or more. Similar to material delivery trucks, the amount soil haul trips would be small relative to the total daily traffic volumes on the surrounding roadways. While haul trucks would result in a noise impact, they would not cause a substantial increase in the ambient noise levels along the roadways. Therefore, soil haul operations would not result in potential significant noise impacts along the designated haul routes. Construction Equipment Noise The other type of short-term noise impact is related to demolition, site preparation, grading, and/or physical construction. Table 5.5-11 lists typical construction equipment noise levels recommended for noise-impact assessments, based on a distance of 50 feet between the equipment and a noise receptor. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-33 Table 5.5-11 Construction Equipment Noise Emission Levels Construction Equipment Typical Noise Level (dBA) at 50 Feet from the Source Construction Equipment Typical Noise Level (dBA) at 50 Feet from the Source Air Compressor 81 Pile-Driver (Impact) 101 Backhoe 80 Pile-Driver (Sonic) 96 Ballast Equalizer 82 Pneumatic Tool 85 Ballast Tamper 83 Pump 76 Compactor 82 Rail Saw 90 Concrete Mixer 85 Rock Drill 98 Concrete Pump 71 Roller 74 Concrete Vibrator 76 Saw 76 Crane, Derrick 88 Scarifier 83 Crane, Mobile 83 Scraper 89 Dozer 85 Shovel 82 Generator 81 Spike Driver 77 Grader 85 Tie Cutter 84 Impact Wrench 85 Tie Handler 80 Jack Hammer 88 Tie Inserter 85 Loader 85 Truck 88 Paver 89 Source: FTA 2006 Composite construction noise is best characterized by Bolt, Beranek and Newman. In their study, construction noise for development ranges from 77 to 89 dBA Leq when measured at a distance of 50 feet from the construction effort. These values take into account both the number of pieces and spacing of the heavy equipment used in the construction effort. In later phases during building assembly, noise levels are typically reduced from these values and the physical structures further break up line-of-sight noise propagation. Construction of individual developments associated with build-out of the Proposed Project would temporarily increase the ambient noise environment. As more residential projects are built within the Platinum Triangle, it is probable that development of the Proposed Project would involve construction activities that occur within 50 feet of existing noise-sensitive uses. Project-related construction would temporarily increase the ambient noise environment. In addition, construction of buildings that are taller than 12 stories may require use of an impact pile driver, which can generate extremely high levels of noise. According to Section 6.70 of the City’s Municipal Code, construction activities are restricted to the hours of 7:00 AM to 7:00 PM, excluding federal holidays. Based on the 89 dBA Leq value, and assuming that construction would occur for eight hours a day, FSEIR No. 332 calculated the CNEL at 84 dBA at 50 feet (83 dBA CNEL for residential construction) from construction activities. Furthermore, it identified that the 65 dBA CNEL contour would fall at a distance of about 446 feet (397 feet for residential construction). Construction noise impacts associated with the Proposed Project would be similar to those identified in FSEIR No. 332 because construction intensity (mass grading, utility installation, etc.) would be similar. In addition, while the City of Anaheim restricts the hours of construction activities to the least noise-sensitive portions of the day (7:00 AM to 7:00 PM, excluding federal holidays), construction activities would occur over an extended period of time (approximately 18 years). ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-34 • The Planning Center August 2010 However, construction impacts would result in temporary exceedances of 65 dBA up to 446 feet from the construction site and impacts would be significant. IMPACT 5.5-8: HELIPORTS/HELIPADS WITHIN AND SURROUNDING THE PLATINUM TRIANGLE WOULD NOT SIGNIFICANTLY EXPOSE FUTURE RESIDENTS AND/OR WORKERS TO SUBSTANTIAL LEVELS OF AIRPORT-RELATED NOISE. [THRESHOLDS N-6] Impact Analysis: Helicopter noise is unique in terms of noise generated by aviation activities. Unlike fixed- wing aircraft, helicopter noise not only emanates from the engine, but is also generated by the main rotor. This sound modulation is referred to as blade slap. Blade slap is more pronounced during low-speed descents and high-speed cruise. To a listener on the ground, it is most audible as the aircraft approaches (Caltrans 2002). For helicopter noise, the significance of noise exposure depends on both the loudness of the event and how often the event occurs. Helicopters typically take off and land into the wind and fly approximately 500 to 1,000 feet above ground level when in flight. When helicopters land, they descend at a rate of approximately 1,000 feet per minute. North Net Fire Training Center One heliport/helistop is at the North Net Fire Training Center (Heliport ID No. CL45), located southeast of the intersection of Orangewood Avenue and Rampart Street at 2400 East Orangewood Avenue. The North Net Fire Training Site is privately owned and operated by the Orange Joint Powers Authority (Airnav 2007). The North Net Fire Training Center averages approximately two flights per day. The primary flight path for helicopters approaching and departing the North New Fire Training Center is along the Santa Ana River Channel (City of Anaheim 2005). Due to the infrequent use of this helistop and distance of the project site from the flight path along the Santa Ana River Channel, noise from helicopters arriving and departing during an emergency event would not significantly affect noise-sensitive land uses within the Platinum Triangle. UCI Medical Heliport The second heliport is located at the UCI Medical Center Heliport (Heliport ID No. 1CL4), southwest of the project near the intersection of Chapman Avenue and The City Drive. This heliport is privately owned and operated by the Regents of the University of California (AirNav 2007). This heliport is located 3,400 feet south of the project site. The typical flight path to the UCI Medical Center Heliport follows the Santa Ana River Channel from the northeast. The UCI Medical Center averaged four to six flights per month in 2004 (City of Anaheim 2005). Due to the infrequent use of this helistop and the flight pattern along the Santa Ana River Channel, noise from helicopters arriving and departing would not significantly affect noise-sensitive land uses at the Platinum Triangle. Anaheim Police Department – Anaheim Stadium The Anaheim Police Department (APD) uses the Anaheim Stadium to conduct helicopter training exercises five to eight times per week for a maximum of 15 minutes. Training exercises consist mainly of touch-and-go landings and takeoffs. However, occasionally the APD simulates emergency procedures, including hover exercises during training operations. The APD owns one McDonnell Douglas/Hughes MD 500 helicopter and one Eurocopter 350B2 for its air operations. The MD 500 helicopter is equipped with an Allison 250-C20B Turboshaft 420 horsepower engine while the Eurocopter is equipped with a Turbomeca ARRIEL 1B turbo 732 horsepower engine. These are both lightweight helicopters. Training exercises formerly occurred in the west side of the parking lot to simulate a tight-landing training exercise. However, as a result of development within the Platinum Triangle, the APD no longer uses the west side of the Anaheim Stadium parking lot for ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-35 training activities. Instead, training exercises are now located in the southern parking lot, just west of SR-57 and north of Orangewood Boulevard. Noise levels at the project site from helicopters were estimated from noise measurements from a typical landing-takeoff (LTO) cycle of the Bell 412 helicopters, which are equipped with dual engines (two propellers) and have a horsepower rating approximately five times that of the MD 500 series. Noise levels from a LTO of a Bell 412 helicopter were measured at 80.4 dBA at a distance of 326 feet to determine baseline noise volumes. New developments within the vicinity of the Anaheim Stadium may be exposed to noise from training operations. While helicopter training exercises at the stadium may be audible to new development constructed in close proximity to the facility, there would be a low frequency in occurrence of training activities (five to eight times per week for 15 minutes). New Heliports High-rise structures within the Platinum Triangle may require construction of a rooftop helistop for emer- gency use for fire and medical safety. Development of new heliports must be submitted through the City to the Airport Land Use Commission (ALUC) for review pursuant to Public Utilities Code Section 21661.5. Proposed heliport projects must comply fully with the state permit procedure provided by law and with all conditions of approval imposed or recommended by the Federal Aviation Administration, the ALUC, and by the Caltrans Division of Aeronautics. Because emergency helistops would not be frequently used and would require approval by Caltrans to evaluate noise compatibility consistent with the recommendations of the FAA Advisory Circular Number 150 5020 2, noise generated by new helicopter activities would not significantly affect existing or future noise-sensitive land uses within the Platinum Triangle. Summary As analyzed above, while noise-sensitive uses could be potentially placed in proximity to heliports and areas of helicopter activity, use of these heliports and occurrence of helicopter activity would be infrequent. As a result, noise impacts from heliport use and helicopter activity under the Proposed Project would be less than significant. 5.5.4 Cumulative Impacts Cumulative noise impacts occur when multiple sources of noise, though individually not substantial, combine and lead to excessive cumulative noise exposure at noise-sensitive uses. Construction Noise and Vibration Cumulative construction noise and vibration impacts have the potential to occur when multiple construction projects in the local area generate noise within the same time frame and contribute to the local ambient noise environment. Because the project would be constructed in phases and the proposed development phases may overlap with construction of adjacent developments, cumulative construction noise and vibration impacts may occur. Therefore, construction associated with the Adopted MLUP and the Proposed Project would result in significant cumulative noise impacts at nearby noise-sensitive receptors in the immediate vicinity of the project. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-36 • The Planning Center August 2010 Long-Term Operational Phase Activities Stationary Noise Unlike transportation noise sources, whose effects can extend well beyond the limits of the project site, stationary noise generated by the project is limited to impacts to noise-sensitive receptors adjacent to the project site. Stationary noise sources are confined to the immediate area of noise generation. As no significant stationary noise impacts from implementation of the Proposed Project were identified after the implementation of mitigation, and the City of Anaheim restricts stationary noise generated on a property from creating a nuisance to other noise-sensitive receptors, cumulative stationary source noise generation would result in less than significant noise impacts. Traffic Noise Cumulative development in the project area plus development of the Proposed Project would increase the ambient noise environment as a result of additional traffic on local roadways affected by the project (see Chapter 5.9, Transportation and Traffic). Table 5.5-8 describes the cumulative condition for the project and is based on full build-out of the City of Anaheim General Plan and other cumulative projects. The difference in traffic noise between the existing noise environment and build-out year 2030 conditions represents cumulative noise impacts and the project’s contribution to the cumulative noise increases. Project-related cumulative noise impacts may occur if the project results in substantial (3 dBA or more) cumulative noise increases when the ambient noise environment is above 65 dBA CNEL under the Proposed Project. Thus, where individual project-related impacts are identified in Impact 5.5-1, the project would also significantly contribute to cumulative traffic noise increases on local roadways for build-out year conditions. Table 5.5-9 shows the roadway segments where significant cumulative increases in traffic noise levels were identified (see bold). Based on the analysis above, significant traffic noise was identified at the following locations: • Anaheim Way o State College Boulevard to Orangewood Avenue • Cerritos Avenue o Anaheim Boulevard to Lewis Street o Lewis Street to State College Boulevard o State College Boulevard to Sunkist Street o Sunkist Street to Douglass Road • Collins Avenue o Eckhoff Street to Main Street o Main Street to Batavia Street • Disney Way o Harbor Boulevard to Clementine Street • Douglass Street o Katella Avenue to Cerritos Avenue • Eckhoff Street o Orangewood Avenue to Collins Avenue • Gene Autry Way o I-5 Freeway to State College Boulevard • Haster Street o I-5 Freeway to Ball Road o Ball Road to Vermont Street ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-37 • Howell Avenue o State College Boulevard to Sunkist Street • Katella Avenue o Manchester Avenue to Anaheim Way o Anaheim Way to Lewis Street • Lewis Street o Gene Autry Way to Katella Avenue o Katella Avenue to Cerritos Avenue o Cerritos Avenue to Ball Road • Main Street o Chapman Avenue to Orangewood Avenue • Manchester Avenue o Compton Avenue to Orangewood Avenue o Orangewood Avenue to Katella Avenue o Katella Avenue to Anaheim Boulevard • Orangewood Avenue o State College Boulevard to Rampart Street o Rampart Street to SR-57 Freeway • Phoenix Club Drive o Honda Center to Ball Road • Rampart Street o Chapman Avenue to Orangewood Avenue • State College Boulevard o I-5 Freeway to Orangewood Avenue o Orangewood Avenue to Gene Autry Way • Struck Avenue o Katella Avenue to Main Street • Sunkist Street o Howell Avenue to Cerritos Avenue 5.5.5 Existing Regulations and Standard Conditions • State of California Interior and Exterior Noise Standards are incorporated into the California Building Code (Title 24, Part 2, California Code of Regulations) and are the noise standards required for new construction in California. • Community noise standards adopted by the City of Anaheim in the General Plan, Noise Element. • City of Anaheim Municipal Code, Chapter 6.20, Sound Pressure Levels: Stationary Noise Standards. • City of Anaheim Municipal Code, Chapter 6.20, Construction Noise • City of Anaheim Municipal Code, Chapter 18.20.160, Compatibility Standards • FTA groundborne vibration and noise impact criteria. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-38 • The Planning Center August 2010 5.5.6 Level of Significance Before Mitigation Upon implementation of regulatory requirements and standard conditions of approval, the following impacts would be less than significant: 5.5-2 and 5.5-8. Without mitigation, the following impacts would be potentially significant: • Impact 5.5-1 Build-out of the Proposed Project would result in a substantial, permanent increase in ambient traffic noise levels within the vicinity of existing noise-sensitive receptors. • Impact 5.5-3 Noise-sensitive residential units proposed within the Platinum Triangle may be exposed to mobile- and stationary-source noise levels that exceed state and/or City standards. • Impact 5.5-4 Building façades that are exposed to noise levels that exceed 69 dBA would require architectural improvements to achieve the required 45 dBA CNEL interior noise level limits. • Impact 5.5-5 Construction of the Proposed Project would generate substantial levels of groundborne vibration and groundborne noise in the vicinity of vibration-sensitive land uses. • Impact 5.5-6 Implementation of the Proposed Project could expose vibration-sensitive receptors to substantial levels of groundborne vibration and groundborne noise in the vicinity of the Orange County Line. • Impact 5.5-7 Implementation of the Proposed Project could result in a substantial temporary increase in noise levels in the vicinity of existing noise-sensitive land uses during construction activities. 5.5.7 Mitigation Measures Impact 5.5-1 Applicable Mitigation Measures from MMP No. 106A No existing mitigation measures from MMP No. 106A apply. Additional Mitigation 5-1 Prior to approval of street improvement plans for any project-related roadway widening, the City shall retain a qualified acoustic engineer to design project acoustical features that will limit traffic noise at noise sensitive uses to levels that are below the City’s noise ordinance. These treatments shall be noted on the street improvement plans to the satisfaction of the Planning Department and may include, but are not limited to, the replacement of windows and doors at existing residences with acoustically rated windows and doors. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-39 Impacts 5.5-3 and 5.5-4 Applicable Mitigation Measures from MMP No. 106A The following mitigation measure was included in the Updated and Modified Mitigation Monitoring Program No. 106A for the Platinum Triangle, adopted by the City Council on October 25, 2005, as part of the SEIR No. 332 and is applicable to the Proposed Project. Additions are shown in bold and deletions are indicated in strikeout format. The mitigation reference numbers from MMP No. 106A are shown in (italics). 5-2 Prior to issuance of a building permit for any project generating over 100 peak hour trips, the project property owner/developers shall submit a final acoustical report prepared to the satisfaction of the Planning Director. The report shall show that the development will be sound- attenuated against present and projected noise levels, including roadway, aircraft, helicopter, stationary sources industrial, commercial, stadium, etc.), and railroad, to meet City interior standards as follows: (5.7-2) a) The report shall demonstrate that the proposed residential design will result in compliance with the 45 dBA CNEL interior noise levels, as required by the California Building Code and California Noise Insulation Standards (Title 24 and 25 of the California Code of Regulations). b) The report shall demonstrate that the Proposed Project residential design shall minimize nighttime awakening from stadium event noise and train horns such that interior single-event noise levels are below 81 dBA Lmax. The property owner/developer shall submit the noise mitigation report to the Planning Director for review and approval. Upon approval by the City, the project acoustical design features shall be incorporated into construction of the Proposed Project. Additional Mitigation 5-3 Prior to the first final building and zoning inspection, the property owner/developer shall submit evidence to the satisfaction of the Planning Director that occupancy disclosure notices regarding the potential for exterior noise levels to be elevated during a stadium event will be provided to all future tenants in the Stadium District. 5-4 Prior to the first final building and zoning inspection, the property owner/developer shall submit evidence to the satisfaction of the Planning Director that occupancy disclosure notices regarding potential for exterior noise levels to be elevated during sounding of train horns will be provided to all future tenants facing an at-grade crossing of the Orange County Line. Impact 5.5-5 Applicable Mitigation Measures from MMP No. 106A No existing mitigation measures from MMP No. 106A apply. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-40 • The Planning Center August 2010 Additional Mitigation 5-5 Prior to issuance of the first building permit, to reduce noise and vibration impacts from the impact pile driver, the construction contractor shall evaluate the feasibility of using auger cast piles or a similar system to drill holes to construct cast-in-place piles for a pile-supported transfer slab foundation system. This alternative construction method would reduce the duration necessary for use of the impact pile driver and/or eliminate the need to use pile drivers altogether. Proof of compliance with this measure shall be submitted to the Planning Department in the form of a letter from the construction contractor. Impact 5.5-6 Applicable Mitigation Measures from MMP No. 106A No existing mitigation measures from MMP No. 106A apply. Additional Mitigation 5-6 Prior to approval of any Final Site Plan, if new vibration-sensitive land uses are located in close proximity to the Orange County Line, the project applicant shall retain an acoustical engineer to conduct an acoustic analysis that includes a vibration analysis for potential impacts from vibration generated by operation of the rail line. If perceptible levels of vibration are detected, the acoustic analysis shall recommend site design features, such as setbacks and trenches, and/or required building improvements, such as harder building materials steel framing vs. wood framing), to eliminate the potential for train operations to result in perceptible levels of vibration that cause human annoyance to future project residents. The site design features shall be identified on the Final Site Plan to the satisfaction of the Planning Director. Impact 5.5-7 Applicable Mitigation Measures from MMP No. 106A The following mitigation measure was included in the Updated and Modified Mitigation Monitoring Program No. 106A for the Platinum Triangle, adopted by the City Council on October 25, 2005, as part of the SEIR No. 332 and is applicable to the Proposed Project. Additions are shown in bold and deletions are indicated in strikeout format. The mitigation reference numbers are shown in (italics). 5-7 Ongoing during grading, demolition, and construction, the property owner/developer shall be responsible for requiring contractors to implement the following measures to limit construction- related noise: (5.7-1) a) Noise generated by construction shall be limited by the property owner/developer to 60 dBA along the property boundaries, before 7:00 AM and after 7:00 PM, as governed by Chapter 6.7, Sound Pressure Levels, of the Anaheim Municipal Code. b) Limit the hours of operation of equipment that produces noise levels noticeably above general construction noise levels to the hours of 10:00 AM to 4:00 PM. c) All internal combustion engines on all of the construction equipment shall be properly outfitted with well-maintained muffler systems. ---PAGE BREAK--- 5. Environmental Analysis NOISE SEIR No. 339 City of Anaheim• Page 5.5-41 Additional Mitigation 5-8 Ongoing during construction activities, the property owner/developer shall be responsible for requiring project contractors to properly maintain and tune all construction equipment to minimize noise emissions. 5-9 Ongoing during construction activities, the property owner/developer shall be responsible for requiring project contractors to locate all stationary noise sources generators, compressors, staging areas) as far from occupied noise-sensitive receptors as is feasible. 5-10 Ongoing during construction activities, material delivery, soil haul trucks, and equipment servicing shall also be restricted to the hours set forth in the City of Anaheim Municipal Code, Section 6.70. 5.5.8 Level of Significance After Mitigation Impact 5.5-1 Mitigation Measure 5-1 will reduce impacts related traffic noise increases to the extent feasible. However, some areas may experience noise levels in exceedance of the City’s noise ordinance prior to implementation of roadway improvements and associated noise attenuation. Consequently, Impact 5.5-1 would remain significant and unavoidable. Impact 5.5-3 Mitigation Measures 5-2 through 5-4 would reduce exterior noise levels at noise-sensitive exterior areas from roadway source noise, railroad noise, and from stadium events. However, the exterior noise environment may still exceed the goals for noise compatibility established by the City and would require evaluation of individual project compatibility with the exterior noise environment on a case-by-case basis. Consequently, Impact 5.5-3 would remain significant and unavoidable. Impact 5.5-4 Mitigation Measures 5-2 through 5-4 would ensure that the interior environment of noise-sensitive residents would not be exposed to intrusive noise levels from roadway source noise, railroad noise, and stadium events. Therefore, with implementation of these mitigation measures, Impact 5.5-4 would be less than significant. Impact 5.5-5 Mitigation Measure 5-5 would reduce vibration impacts from pile driving, but would not eliminate vibration generated by heavy construction equipment operating within close proximity to existing or proposed units within the Platinum Triangle. Therefore, Impact 5.5-5 would remain significant and unavoidable. Impact 5.5-6 Mitigation Measure 5-6 would ensure that occupants of proposed structures within close proximity to the Orange County Line would not experience perceptible levels of vibration from rail activities. With the implementation of this mitigation measure, Impact 5.5-6 would be less than significant. ---PAGE BREAK--- 5. Environmental Analysis NOISE Page 5.5-42 • The Planning Center August 2010 Impact 5.5-7 Mitigation Measures 5-7 through 5-10 would reduce noise levels from construction activities to the extent feasible. Construction noise impacts would be temporary as they would only occur when construction activities are occurring and would cease by evening. However, due to the proximity of occupied units within the Platinum Triangle to construction activities and potential overlap in the construction schedule from individual development projects constructed within the Platinum Triangle, Impact 5.5-7 would remain significant and unavoidable.