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PUENTE HILLS LANDFILL PARK

MASTER PLAN

NOISE IMPACT ANALYSIS

May 3, 2016

Kunzman Associates, Inc.

PUENTE HILLS LANDFILL PARK MASTER PLAN

NOISE IMPACT ANALYSIS

May 3, 2016

Prepared by:

Mike Dickerson, INCE Carl Ballard, LEED GA

William Kunzman, P.E.

1111 Town & Country Road, Suite 34 Orange, California 92868

(714) 973-8383

www.traffic-engineer.com

6351a

TABLE OF CONTENTS

I. INTRODUCTION AND SETTING ............................................................................................ 1 A. Purpose and Objectives ................................................................................................... 1 B. Project Location ............................................................................................................... 1 C. Project Description .......................................................................................................... 1

II. NOISE AND VIBRATION FUNDAMENTALS ........................................................................... 5 A. Noise Fundamentals ........................................................................................................ 5 B. Vibration Fundamentals................................................................................................... 6

III. EXISTING NOISE ENVIRONMENT ...................................................................................... 10 A. Existing Land Uses and Sensitive Receptors .................................................................. 10 B. Ambient Noise Measurements ...................................................................................... 11

IV. REGULATORY SETTING ..................................................................................................... 14 A. Federal Regulations ....................................................................................................... 14 B. State Regulations ........................................................................................................... 14 C. Local Regulations ........................................................................................................... 15

V. ANALYTICAL METHODOLOGY AND MODEL PARAMETERS ................................................ 22 A. Noise Modeling and Input ............................................................................................. 22

VI. IMPACT ANALYSIS ............................................................................................................ 24 A. Noise Impacts ................................................................................................................. 24 B. Vibration Impacts ........................................................................................................... 28

VII. MEASURES TO REDUCE IMPACTS ..................................................................................... 37 A. Construction Mitigation Measures ................................................................................ 37

VIII. REFERENCES ..................................................................................................................... 38 APPENDICES Appendix A – List of Acronyms Appendix B – Definitions of Acoustical Terms Appendix C – Noise Monitoring Field Worksheets Appendix D – RCNM Noise Modeling Output Appendix E – Project Generated Traffic FHWA Worksheets Appendix F – SoundPlan Input and Output

LIST OF TABLES Table 1. Vibration Source Levels for Construction Equipment ...................................................... 7 Table 2. Typical Human Reaction and Effect on Buildings Due to Groundborne Vibration .......... 8 Table 3. Short-Term Noise Measurement Summary (dBA) ......................................................... 12 Table 4. State of California Land Use Compatibility for Community Noise Exposure ................. 21 Table 5. Typical Construction Equipment Noise Levels ............................................................... 30 Table 6. Project Average Daily Traffic Volumes and Roadway Parameters ................................ 31 Table 7. Existing (Without Project) Exterior Noise Levels Along Roadways (dBA CNEL) ............. 32 Table 8. Existing Plus Project Exterior Noise Levels Along Roadways (dBA CNEL) ...................... 33 Table 9. Change in Existing Noise Levels Along Roadways as a Result of Project (dBA CNEL) .... 34

LIST OF FIGURES Figure 1. Project Location Map ....................................................................................................... 3 Figure 2. Site Plan ........................................................................................................................... 4 Figure 3. Common Noise Sources and Noise Levels ....................................................................... 9 Figure 4. Noise Measurement Location Map ............................................................................... 13 Figure 5. Operational Noise Levels ............................................................................................... 35 Figure 6. Operational Noise Level Contours ................................................................................. 36

I. INTRODUCTION AND SETTING A. Purpose and Objectives

The purpose of this report is to provide an assessment of the noise impacts resulting from development of the proposed Puente Hills Landfill Park Master Plan project and to identify mitigation measures that may be necessary to reduce those impacts. The noise issues related to the proposed land use and development have been evaluated in the context of the California Environmental Quality Act. Although this is a technical report, every effort has been made to write the report clearly and concisely. To assist the reader with those terms unique to noise analysis, a glossary of terms is provided in Appendix A of this report.

B. Project Location The proposed project is located within the boundaries of the Puente Hills Landfill (landfill), which is owned by the Sanitation Districts of Los Angeles County (Sanitation Districts). The landfill is approximately 1,365 acres in size and has been closed since 2013. The landfill is located southeast of the intersection of the SR-60 Freeway and I-605 Freeway in unincorporated Los Angeles County. Although the entire landfill site is not located in the City of Industry, the address of the landfill front entry is 13130 Crossroads Parkway South, City of Industry, CA 91746. Full vehicular access to the site is currently available via a single driveway from Crossroads Parkway South. The Puente Hills Landfill site contains a series of ridges, hillsides, and canyons which rise up around surrounding valleys to an elevation of 900 feet. The site currently contains a range of environments, including natural and artificial slopes that support native habitats, restored native habitats, non-native planted woodlands, actively managed artificial landfill decks, an extensive paved and unpaved road network, and several maintenance buildings (Table 2-1). The landfill decks are still settling as underlying trash decomposes and many of these hillsides are traversed by landfill gas (methane) pipelines ranging in diameter from 12 to 36 inches. The entire site is traversed by more than 10 miles of internal roadways of varying widths, which are not open to the public. Landfill closure and maintenance activities and facilities are currently the dominant uses of the project site, including the operation of heavy equipment and the Materials Recovery Facility (MRF) on the northwestern edge of the site. Landfill closure activities are projected to continue for at least 30 years, decreasing over time as deck settling rates and landfill gas production decline. A vicinity map showing the project location is provided on Figure 1.

C. Project Description The overall project site occupies approximately 600 acres, accessed by way of a single existing landfill access road, which connects with Crossroads Parkway South. The project would develop approximately 117 acres of the overall site with new recreational opportunities. Facilities would include picnic areas, scenic overlooks, running trails, equestrian trails, a dog park, slides, zip lines, climbing stairs, a bicycle skills area, bicycle

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rentals and restrooms. A visitor center would be located on the landfill access road. Open space within the park would be available for special single-day or multi-day events and performances during daytime hours. The largest events may draw 2,000 to 5,000 people. Landscaping would be added to the site and trails would extend beyond the 117-acre area, connecting with the existing Schabarum Skyline Trail, which extends from Covina to Whittier. This analysis focuses on a) the final park concept ('project'), which includes everything mentioned above together with approximately 30,950 square feet of on-site buildings/structures and approximately 200 parking spaces throughout the site, b) the recreate alternative (high-build alternative), which includes all the same features as the project together with an additional 9,300 square feet of on-site buildings (for a total of 40,250 square feet of on-site buildings) and 600 parking spaces. The impacts for the low-build ecology alternative (lower building square footage than the project, but also includes 600 parking spaces) are also discussed. The project site plan is illustrated on Figure 2.

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II. NOISE AND VIBRATION FUNDAMENTALS A. Noise Fundamentals

Sound is a pressure wave created by a moving or vibrating source that travels through an elastic medium such as air. Noise is defined as unwanted or objectionable sound. The effects of noise on people can include general annoyance, interference with speech communication, sleep disturbance, and in extreme circumstances, hearing impairment. Commonly used noise terms are presented in Appendix B. The unit of measurement used to describe a noise level is the decibel (dB). The human ear is not equally sensitive to all frequencies within the sound spectrum. Therefore, the “A-weighted” noise scale, which weights the frequencies to which humans are sensitive, is used for measurements. Noise levels using A-weighted measurements are written dB(A) or dBA. From the noise source to the receiver, noise changes both in level and frequency spectrum. The most obvious is the decrease in noise as the distance from the source increases. The manner in which noise reduces with distance depends on whether the source is a point or line source as well as ground absorption, atmospheric effects and refraction, and shielding by natural and manmade features. Sound from point sources, such as air conditioning condensers, radiates uniformly outward as it travels away from the source in a spherical pattern. The noise drop-off rate associated with this geometric spreading is 6 dBA per each doubling of the distance (dBA/DD). Transportation noise sources such as roadways are typically analyzed as line sources, since at any given moment the receiver may be impacted by noise from multiple vehicles at various locations along the roadway. Because of the geometry of a line source, the noise drop-off rate associated with the geometric spreading of a line source is 3 dBA/DD. Decibels are measured on a logarithmic scale, which quantifies sound intensity in a manner similar to the Richter scale used for earthquake magnitudes. Thus, a doubling of the energy of a noise source, such as a doubled traffic volume, would increase the noise levels by 3 dBA; halving of the energy would result in a 3 dBA decrease. Figure 3 shows the relationship of various noise levels to commonly experienced noise events. Average noise levels over a period of minutes or hours are usually expressed as dBALeq, or the equivalent noise level for that period of time. For example, Leq(3) would represent a 3-hour average. When no period is specified, a one-hour average is assumed. Noise standards for land use compatibility are stated in terms of the Community Noise Equivalent Level (CNEL) and the Day-Night Average Noise Level (Ldn). CNEL is a 24-hour weighted average measure of community noise. CNEL is obtained by adding five decibels to sound levels in the evening (7:00 PM to 10:00 PM), and by adding ten decibels to sound levels at night (10:00 PM to 7:00 AM). This weighting accounts for the increased human sensitivity to noise during the evening and nighttime hours. Ldn is a very similar 24-hour average measure that weights only the nighttime hours.

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It is widely accepted that the average healthy ear can barely perceive changes of 3 dBA; that a change of 5 dBA is readily perceptible, and that an increase (decrease) of 10 dBA sounds twice (half) as loud. This definition is recommended by the California Department of Transportation’s Traffic Noise Analysis Protocol for New Highway and Reconstruction Projects (2009).

B. Vibration Fundamentals The way in which vibration is transmitted through the earth is called propagation. Propagation of earthborn vibrations is complicated and difficult to predict because of the endless variations in the soil through which waves travel. There are three main types of vibration propagation: surface, compression and shear waves. Surface waves, or Raleigh waves, travel along the ground’s surface. These waves carry most of their energy along an expanding circular wave front, similar to ripples produced by throwing a rock into a pool of water. Compression waves, or P-waves, are body waves that carry their energy along an expanding spherical wave front. The particle motion in these waves is longitudinal (i.e., in a “push-pull” fashion). P-waves are analogous to airborne sound waves. Shear waves, or S-waves, are also body waves that carry energy along an expanding spherical wave front. However, unlike P-waves, the particle motion is transverse or “side-to-side and perpendicular to the direction of propagation”. As vibration waves propagate from a source, the energy is spread over an ever-increasing area such that the energy level striking a given point is reduced with the distance from the energy source. This geometric spreading loss is inversely proportional to the square of the distance. Wave energy is also reduced with distance as a result of material damping in the form of internal friction, soil layering, and void spaces. The amount of attenuation provided by material damping varies with soil type and condition as well as the frequency of the wave. Construction operations generally include a wide range of activities that can generate groundborne vibration. Vibratory compactors or rollers, pile drivers, and pavement breakers can generate perceptible amounts of vibration at up to 200 feet. Heavy trucks can also generate groundborne vibrations, which can vary depending on vehicle type, weight, and pavement conditions. Potholes, pavement joints, discontinuities, or the differential settlement of pavement all increase the vibration levels from vehicles passing over a road surface. Construction vibration is normally of greater concern than vibration from normal traffic flows on streets and freeways with smooth pavement conditions. Typically, particle velocity or acceleration (measured in gravities) is used to describe vibration. Table 1 shows the peak particle velocities (PPV) of some common construction equipment and Table 2 shows typical human reactions to various levels of PPV as well as the effect of PPV on buildings.

Peak Particle Velocity Approximate Vibration Level(inches/second) at 25 feet LV (dVB) at 25 feet

1.518 (upper range) 1120.644 (typical) 104

0.734 upper range 1050.170 typical 93

Clam shovel drop (slurry wall) 0.202 94Hydromill 0.008 in soil 66(slurry wall) 0.017 in rock 75Vibratory Roller 0.21 94Hoe Ram 0.089 87Large bulldozer 0.089 87Caisson drill 0.089 87Loaded trucks 0.076 86Jackhammer 0.035 79Small bulldozer 0.003 58

1 Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006.

Equipment

Vibration Source Levels for Construction Equipment 1

Table 1

Pile driver (impact)

Pile driver (sonic)

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Vibration LevelPeak Particle Velocity (PPV)

0.006–0.019 in/secThreshold of perception, possibility of intrusion

Vibrations unlikely to cause damage of any type

0.08 in/sec Vibrations readily perceptibleRecommended upper level of vibration to which ruins and ancient monuments should be subjected

0.10 in/secLevel at which continuous vibration begins to annoy people

Virtually no risk of “architectural” (i.e., not structural) damage to normal buildings

0.20 in/secVibrations annoying to people in buildings

Threshold at which there is a risk to “architectural” damage to normal dwelling – houses with plastered walls and ceilings

0.4–0.6 in/sec

Vibrations considered unpleasant by people subjected to continuous vibrations and unacceptable to some people walking on bridges

Vibrations at a greater level than normally expected from traffic, but would cause “architectural” damage and possibly minor structural damage

1 Source: California Department of Transportation, 2002

Table 2

Typical Human Reaction and Effect on Buildings Due to Groundborne Vibration1

Human Reaction Effect on Buildings

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III. EXISTING NOISE ENVIRONMENT A. Existing Land Uses and Sensitive Receptors

The project site is largely bordered by developed urban uses. Surrounding land uses include office and light industrial uses to the west and north; residential and open space/ preserve properties to the east and south; and Rose Hills Memorial Park, Rio Hondo College, and a Southern California Edison electrical transmission line right-of-way (ROW) to the south and west. SR-60 borders the site to the northeast. Multi-use trails constructed and maintained by the Los Angeles County Department of Parks and Recreation (County) adjoin and cross the site connecting east to west over the former landfill. Surrounding cities and unincorporated communities include the City of South El Monte to the northwest, the cities of Industry and La Puente to the north, the unincorporated community of Hacienda Heights to the east, the City of Whittier to the south, and the City of Pico Rivera to the west. The northern boundary of the project site is bordered by the 350 foot wide SR-60 Freeway corridor, which carries an estimated 200,000 vehicles per day. North of the SR-60 Freeway lies the Wildwood mobile home park as well as major commercial centers (e.g., Fry’s Electronics), light industrial uses, and both channelized and relatively natural segments of San Jose Creek. To the east, the project site is bordered by a 3,400 foot wide open space corridor that links the site to native habitats in the Hacienda Hills (see discussion below). The eastern boundary of the project site is bordered by the unincorporated community of Hacienda Heights, which includes a single family residential neighborhood, Orange Grove Middle School, and Orange Grove Park. To the south and southwest, the project site is border by a mix of uses, including a 230-acre preserve area managed by the Puente Hills Habitat Authority, a cemetery use (Rose Hills Memorial Park), and a Southern California Edison (SCE) ROW that contains two high power overhead electric transmission lines (T/L). The adjacent preserve area provides important aesthetic and ecological resources valuable for resident and migrant wildlife populations and for native plant communities. The preserve area maintains connectivity between the project site and the Chino and Puente Hills, which allows for wildlife movement between these open spaces. The manicured lawns of Rose Hills Memorial Park extend for approximately one mile along the southwestern boundary of the project site. This shared boundary includes areas of open undeveloped grassland, which have been approved for cemetery expansion. A SCE ROW is located between Rose Hills Memorial Park and the project site. This SCE ROW contains two high power overhead electric T/L; a 220 kilovolt (kv) T/L and a 500 kv T/L suspended from lattice towers. To the west, the project site is bordered by Rio Hondo College. Rio Hondo College is a community college with a mix of uses, including extensive surface parking lots, classroom and administration buildings, and the native habitats of Ecology Canyon. Ecology Canyon is a 24- acre area which is used by the Rio Hondo College for study purposes and has been designated as a Significant Ecological Area (SEA) in the Los Angeles County General Plan.

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Beyond Rio Hondo College to the west there are light industrial and commercial uses, I-605 Freeway, and the San Gabriel River. The State of California defines sensitive receptors as those land uses that require serenity or are otherwise adversely affected by noise events or conditions. Schools, libraries, churches, hospitals, single and multiple-family residential, including transient lodging, motels and hotel uses make up the majority of these areas. Sensitive receptors that may be affected by project generated noise include the single-family detached residential dwelling units located to the west, east, and south; the multi-family attached residential dwelling units located to the west; and Orange Grove Elementary School and Palm Elementary School located to the east.

B. Ambient Noise Measurements An American National Standards Institute (ANSI Section SI4 1979, Type 1) Larson Davis model LxT sound level meter was used to document existing ambient noise levels. In order to document existing ambient noise levels in the project area, five (5) 10-minute daytime noise measurements were taken between the hours of 1:49 AM and 8:17 PM on February 19, 2016. Field worksheets and measurement output data are included in Appendix C. As shown on Figure 4, the noise measurements were taken on Meadowview Terrace within the mobile home park to the north of the project site, to the east of the project in close proximity to the single-family detached residential dwelling units along Autumn Moon Drive, to the west of the project site just east of the single-family detached residential dwelling units along Overcrest Drive, to the northwest of the project along Circle Drive, and to the north of the project at the southern edge of the Los Angeles County Services parking lot. Table 3 provides a summary of the short-term ambient noise data. Ambient noise levels measured 44.1 to 65.5 dBA Leq during the daytime (7:00 AM to 10:00 PM). Estimated ambient nighttime noise levels are anticipated to decrease by 5 dBA to ranging between 39.1 to 60.5 dBA Leq during nighttime hours. The dominant noise source was from vehicles traveling along the SR-60 Freeway, bird song, dogs barking, and train noises.

Site Location Time Started Leq Lmax Lmin L(2) L(8) L(25) L(50)

1 1:49 PM 65.5 76.2 61.3 72.7 67.8 65.0 64.02 5:29 PM 44.1 61.4 37.1 51.3 47.5 43.4 41.43 6:33 PM 46.5 59.1 39.5 54.6 52.3 44.1 41.94 7:33 PM 51.1 65.9 45.3 59.7 55.4 48.2 47.15 8:17 PM 58.8 75.9 49.2 67.3 63.2 56.4 51.5

2 Noise measurements performed on February 19, 2016.

Table 3

Short-Term Noise Measurement Summary (dBA)1, 2

1 See Figure 4 for noise measurement location. Each noise measurement was performed over a 10-minute duration.

Daytime

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IV. REGULATORY SETTING A. Federal Regulations

1. Federal Noise Control Act of 1972

The U.S. Environmental Protection Agency (EPA) Office of Noise Abatement and Control was originally established to coordinate federal noise control activities. After its inception, EPA’s Office of Noise Abatement and Control issued the Federal Noise Control Act of 1972, establishing programs and guidelines to identify and address the effects of noise on public health, welfare, and the environment. In response, the EPA published Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety (Levels of Environmental Noise). The Levels of Environmental Noise recommended that the Ldn should not exceed 55 dBA outdoors or 45 dBA indoors to prevent significant activity interference and annoyance in noise-sensitive areas. In addition, the Levels of Environmental Noise identified five (5) dBA as an “adequate margin of safety” for a noise level increase relative to a baseline noise exposure level of 55 dBA Ldn (i.e., there would not be a noticeable increase in adverse community reaction with an increase of five dBA or less from this baseline level). The EPA did not promote these findings as universal standards or regulatory goals with mandatory applicability to all communities, but rather as advisory exposure levels below which there would be no risk to a community from any health or welfare effect of noise. In 1981, EPA administrators determined that subjective issues such as noise would be better addressed at lower levels of government. Consequently, in 1982 responsibilities for regulating noise control policies were transferred to State and local governments. However, noise control guidelines and regulations contained in EPA rulings in prior years remain in place by designated Federal agencies, allowing more individualized control for specific issues by designated Federal, State, and local government agencies.

B. State Regulations

1. State of California General Plan Guidelines 2003 Though not adopted by law, the State of California General Plan Guidelines 2003, published by the California Governor’s Office of Planning and Research (OPR) (OPR Guidelines), provide guidance for the compatibility of projects within areas of specific noise exposure. The OPR Guidelines identify the suitability of various types of construction relative to a range of outdoor noise levels and provide each local community some flexibility in setting local noise standards that allow for the variability in community preferences. Findings presented in the Levels of Environmental Noise Document (EPA 1974) influenced the recommendations of the OPR Guidelines, most importantly in the choice of noise exposure metrics (i.e., Ldn or CNEL) and in the upper limits for the Normally Acceptable outdoor exposure of noise-

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sensitive uses. The OPR Guidelines include a Noise and Land Use Compatibility Matrix identifies acceptable and unacceptable community noise exposure limits for various land use categories. The City of Industry utilizes the compatibility matrix and is demonstrated in Table 4.

C. Local Regulations

1. City of Industry General Plan Applicable policies and standards governing environmental noise in the City are set forth in the General Plan Safety Element. Those applicable to the proposed project are presented below. Goal S6: An environment where noise does not adversely affect sensitive land uses. Policy S6-1 Coordinate with Caltrans, San Gabriel Valley Council of Governments,

Southern California Association of Governments, neighboring jurisdictions, and other transportation providers in the preparation and maintenance of transportation and land use plans to minimize noise impacts and provide appropriate mitigation measures.

Policy S6-2 Address noise impacts through the effective enforcement of the noise

ordinance, project and environmental review, and compliance with state and federal noise standards.

Policy S6-3 Consider noise levels likely to be produced by any new businesses or

substantially expanded business activities locating near existing noise-sensitive uses such as schools, community facilities, and residences, as well as adjacent to established businesses involving vibration-sensitive activities.

2. County of Los Angeles General Plan

The Los Angeles County 2035 General Plan establishes goals and policies in order to provide a healthy, livable, and sustainable community. Applicable policies and standards governing environmental noise in the County are set forth in the General Plan Noise Element. Those applicable to the proposed project are presented below. Goal N 1: The reduction of excessive noise impacts. Policy N 1.1 Utilize land uses to buffer noise-sensitive uses from sources of

adverse noise impacts. Policy N 1.2 Reduce exposure to noise impacts by promoting land use

compatibility. Policy N 1.3 Minimize impacts to noise-sensitive land uses by ensuring adequate

site design, acoustical construction, and use of barriers, berms, or

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additional engineering controls through Best Available Technologies (BAT).

Policy N 1.4 Enhance and promote noise abatement programs in an effort to

maintain acceptable levels of noise as defined by the Los Angeles County Exterior Noise Standards and other applicable noise standards.

Policy N 1.5 Ensure compliance with the jurisdictions of State Noise Insulation

Standards (Title 24, California Code of Regulations and Chapter 35 of the Uniform Building Code), such as noise insulation of new multifamily dwellings constructed within the 60 dB (CNEL or Ldn) noise exposure contours.

Policy N 1.6 Ensure cumulative impacts related to noise do not exceed health-

based safety margins. Policy N 1.7 Utilize traffic management and noise suppression techniques to

minimize noise from traffic and transportation systems. Policy N 1.9 Require construction of suitable noise attenuation barriers on noise

sensitive uses that would be exposed to exterior noise levels of 65 dBA CNEL and above, when unavoidable impacts are identified.

Policy N 1.12 Decisions on land adjacent to transportation facilities, such as the

airports, freeways and other major highways, must consider both existing and future noise levels of these transportation facilities to assure the compatibility of proposed uses.

3. City of Industry Ordinance

The City’s Municipal Code includes several references to noise control that apply to the proposed project. Therefore, the following sections of the Municipal Code that are applicable to land uses adjacent to and proposed as part of the project will be considered for the purpose of this analysis. Section 9.31.050 Disturbances It shall be unlawful for any person to disturb the peace and quiet of any park by making any unduly loud or unusual noise. Section 17.12.030 Entertainment and/or Dance Regulations The noise level created by any entertainment and/or dance business shall not exceed the following at the property line of any adjacent or nearby residential land use, hospital, school in session, church or public library as measured by a sound level meter: • 55 dBA between 7 AM and 10 PM and 50 dBA between 10 PM and 7 AM for a

cumulative period of more than thirty minutes in any hour;

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• 60 dBA between 7 AM and 10 PM and 55 dBA between 10 PM and 7 AM for a cumulative period of more than fifteen minutes in any hour;

• 65 dBA between 7 AM and 10 PM and 60 dBA between 10 PM and 7 AM for a cumulative period of more than five minutes in any hour;

• 70 dBA between 7 AM and 10 PM and 65 dBA between 10 PM and 7 AM at any time.

4. County of Los Angeles Ordinance

Chapter 12.08 Noise Control of the County’s Municipal Code controls unnecessary, excessive and annoying noise and vibration within the County of Los Angeles. The following sections of the Municipal Code applicable to the land uses adjacent to and proposed as part of the project will be utilized for the purpose of this analysis. As per Section 12.08.380 of the County Code, receptor properties are assigned to the following noise zones: Zone I - noise-sensitive area; Zone II - Residential properties; Zone III - Commercial properties; Zone IV - Industrial properties. Section 12.08.390 Exterior Noise Standards A. The following exterior noise levels shall apply to all receptor properties within a

designated noise zone:

Noise Zone

Designated Noise Zone Land Use (Receptor property) Time Interval

Exterior Noise Level (dB)

I Noise-sensitive area Anytime 45

II Residential Properties

10:00 PM to 7:00 AM (nighttime) 45 7:00 AM to 10:00 PM (daytime) 50

III Commercial Properties

10:00 PM to 7:00 AM (nighttime) 55 7:00 AM to 10:00 PM (daytime) 60

IV Industrial Properties Anytime 70

B. No person shall operate or cause to be operated, any source of sound at any location within the unincorporated county, or allow the creation of any noise on property owned, leased, occupied or otherwise controlled by such person which causes the noise level, when measured on any other property either incorporated or unincorporated, to exceed any of the following exterior noise standards: • Standard No. 1 shall be the exterior noise level which may not be exceeded

for a cumulative period of more than 30 minutes in any hour. Standard No. 1 shall be the applicable noise level from subsection A of this section; or, if the ambient L50 exceeds the foregoing level, then the ambient L50 becomes the exterior noise level for Standard No. 1.

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• Standard No. 2 shall be the exterior noise level which may not be exceeded for a cumulative period of more than 15 minutes in any hour. Standard No. 2 shall be the applicable noise level from subsection A of this section plus 5dB; or, if the ambient L25 exceeds the foregoing level, then the ambient L25 becomes the exterior noise level for Standard No. 2.

• Standard No. 3 shall be the exterior noise level which may not be exceeded for a cumulative period of more than five minutes in any hour. Standard No. 3 shall be the applicable noise level from subsection A of this section plus 20dB; or, if the ambient L8.3 exceeds the foregoing level, then the ambient L8.3 becomes exterior noise level for Standard No. 3.

• Standard No. 4 shall be the exterior noise level which may not be exceeded for a cumulative period of more than one minute in any hour. Standard No. 4 shall be the applicable noise level from subsection A of this section plus 15dB; or, if the ambient L1.7 exceeds the foregoing level, then the ambient L1.7 becomes the exterior noise level for Standard No. 4.

• Standard No. 5 shall be the exterior noise level which may not be exceeded for any period of time. Standard No. 5 shall be the applicable noise level from subsection A of this section plus 20dB; or, if the ambient L0 exceeds the foregoing level then the ambient L0 becomes the exterior noise level for Standard No. 5.

Section 12.08.400 Interior Noise Standards A. No person shall operate or cause to be operated within a dwelling unit, any

source of sound, or allow the creation of any noise, which causes the noise level when measured inside a neighboring receiving dwelling unit to exceed the following standards: • Standard No. 1 The applicable interior noise level for cumulative period of

more than five minutes in any hour; or • Standard No. 2 The applicable interior noise level plus 5dB for a cumulative

period of more than one minute in any hour; or • Standard No. 3 The applicable interior noise level plus 10dB or the maximum

measured ambient noise level for any period of time.

B. The following interior noise levels for multifamily residential dwellings shall apply, unless otherwise specifically indicated, within all such dwellings with windows in their normal seasonal configuration.

Noise Zone

Designated Land Use Time Interval

Allowable Interior Noise Level (dB)

All Multi-Family Residential

10:00 PM to 7:00 AM 40 7:00 AM to 10:00 PM 45

C. If the measured ambient noise level reflected by the L50 exceeds that permissible

within any of the interior noise standards in subsection A of Section 12.08.390,

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the allowable interior noise level shall be increased in 5dB increments in each standard as appropriate to reflect said ambient noise level (L50).

Section 12.08.440 Construction Noise A. Operating or causing the operation of any tools or equipment used in

construction, drilling, repair, alteration or demolition work between weekday hours of 7:00 PM and 7:00 AM, or at any time on Sundays or holidays, such that the sound therefrom creates a noise disturbance across a residential or commercial real-property line, except for emergency work of public service utilities or by variance issued by the health officer is prohibited.

B. Noise Restrictions at Affected Structures. The contractor shall conduct construction activities in such a manner that the maximum noise levels at the affected buildings will not exceed those listed in the following schedule: a. At residential structures:

i. Mobile Equipment. Maximum noise levels for nonscheduled, intermittent, short-term operation (less than 10 days) of mobile equipment:

Timeframe

Single-Family Residential

Multi-Family Residential

Semi-Residential/ Commercial

Daily, except Sundays and legal holidays, 7:00 AM to 8:00 PM

75dBA 80dBA 85dBA

Daily, 8:00 PM to 7:00 AM and all day Sunday and legal holidays

60dBA 64dBA 70dBA

ii. Stationary Equipment. Maximum noise level for repetitively scheduled

and relatively long-term operation (periods of 10 days or more) of stationary equipment:

Timeframe

Single-Family Residential

Multi-Family Residential

Semi-Residential/ Commercial

Daily, except Sundays and legal holidays, 7:00 AM to 8:00 PM

60dBA 65dBA 70dBA

Daily, 8:00 PM to 7:00 AM and all day Sunday and legal holidays

50dBA 55dBA 60dBA

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b. At business structures: i. Mobile equipment. Maximum noise levels for nonscheduled,

intermittent, short-term operation of mobile equipment: Daily, including Sunday and legal holidays, all hours: maximum of 85dBA.

c. All mobile or stationary internal-combustion-engine powered equipment or machinery shall be equipped with suitable exhaust and air-intake silencers in proper working order.

Section 12.08.560 Vibration Operating or permitting the operation of any device that creates vibration which is above the vibration perception threshold of any individual at or beyond the property boundary of the source if on private property, or at 150 feet (46 meters) from the source if on a public space or public right-of-way is prohibited. The perception threshold shall be a motion velocity of 0.01 in/sec over the range of 1 to 100 Hertz.

1 Source: Governor’s Office of Planning and Research. 2003 and City of Industry General Plan Safety Element Table 4, June 2014.

Specified land uses is satisfactory based upon the assumption that any buildings involved are of normal conventional construction, without any special noise insulation or requirements.

New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements 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.

New construction and 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.

New construction or development should generally not be undertaken. Construction costs to make the indoor environment acceptable would be prohibitive and the outdoor environment would not be usable.

Normally Acceptable: Conditionally Acceptable: Normally Unacceptable: Clearly Unacceptable:

Industrial, Manufacturing, Utilities, Agriculture

Office Buildings, Businesses, Commercial

and Professional

Golf Courses, Riding Stables, Water Recreation,

Cemeteries

Playgrounds, Neighborhood Parks

Sports Arenas, Outdoor Spectator Sports

Transient Lodging, Motels, Hotels

Auditoriums, Concert Halls, Amphitheaters

Schools, Libraries, Churches, Hospitals,

Nursing Homes

Residential- Multiple Family

Table 4

State of California Land Use Compatibility for Community Noise Exposure (dBA CNEL or Ldn)1

Land Use 55 60 65 70 75 80

Residential-Low Density Single Family, Duplexes

and Mobile Homes

21

22

V. ANALYTICAL METHODOLOGY AND MODEL PARAMETERS A. Noise Modeling and Input

1. Road Construction Model

A worst-case construction noise scenario was modeled using a version of the Federal Highway Administration’s Roadway Construction Noise Model (RCNM). RCNM utilizes standard noise emission levels for many different types of equipment and includes utilization percentage, impact, and shielding parameters. Modeling input parameters and output are provided in Appendix D.

2. Federal Highway Administration (FHWA) Traffic Noise Prediction Model In order to determine if project traffic would result in a substantial increase in ambient noise levels, Existing and Existing Plus Project noise levels along affected roadways were modeled utilizing the FHWA Traffic Noise Prediction Model – FHWA-RD-77-108, as modified for CNEL and the “Calveno” energy curves. This model arrives at a predicted noise level through a series of adjustments to the Reference Energy Mean Emission Level (REMEL). Adjustments are then made to the REMEL to account for total average daily trips (ADT), roadway classification, width, speed, and truck mix, roadway grade and site conditions (hard or soft surface). Areas adjacent to all modeled roadways were assumed to be “soft site”. Hard site, such as pavement, is highly reflective and does not attenuate noise as quickly as grass or vegetation. Possible reduction in noise levels due to intervening topography and vegetation were not accounted for in the analysis. Project traffic volumes were obtained from the project’s traffic study (Fehr Peers, April 2016). The vehicle mix and split data were utilized for typical southern California roadways within the City of Industry area. Vehicle speeds were based on posted speed limits. FHWA worksheets are included in Appendix E.

3. SoundPLAN SoundPLAN acoustical modeling software was utilized to model project operational worst-case stationary noise impacts from the proposed project to adjacent sensitive uses (e.g., residences). SoundPLAN is capable of evaluating stationary noise sources and area noise sources (e.g., parking lots, loading/unloading, HVAC equipment, etc.) and much more. SoundPLAN’s software utilizes algorithms (based on the inverse square law) to calculate noise level projections. The software allows the user to input specific noise sources, spectral content, sound barriers, building placement, topography, and sensitive receptor locations. Modeling input and outputs assumptions are indicated in Appendix F. The future worst-case noise level projections were modeled using reference sound level data for the various stationary on-site (live events) sources. Noise associated with the live events held at the outdoor performance space was modeled as an area

23

source across the western deck. Sound levels will range between 65 to 95 dBA across the project area. A worst-case scenario was modeled which assumes a 95 dBA noise level across the surface area at the outdoor performance area. The topography of the site was taken into account.

24

VI. IMPACT ANALYSIS A. Noise Impacts

This impact discussion analyzes the potential for project construction noise and operational noise to cause an exposure of person to or generation of noise levels in excess of established City of Industry and County of Los Angeles noise standards related to construction noise, transportation, and stationary related noise impacts caused by the proposed project. 1. Construction Noise

Construction noise is considered a short-term impact and would be considered significant if construction activities are undertaken outside the allowable times as described by the County of Los Angeles Municipal Code Section 12.08.440. Existing residences to the east, west, and south and the elementary schools to the east may be temporarily affected by short-term noise impacts associated the transport of workers, the movement of construction materials to and from the project site, demolition, ground clearing, excavation, grading, and building activities. The noise analysis reviews the construction noise levels during the various phases of the project. Modeling assumptions and output calculations are available in Appendix D. Project generated construction noise will vary depending on the construction process, type of equipment involved, location of the construction site with respect to sensitive receptors, the schedule proposed to carry out each task (e.g., hours and days of the week) and the duration of the construction work. Site preparation and/or any grading is expected to produce the highest sustained construction noise levels. Typical noise sources and noise levels associated with the site grading phase of construction are shown in Table 5. Typical operating cycles for these types of construction equipment may involve one or two minutes of full power operation followed by three to four minutes at lower power settings. Noise levels will be loudest during site excavation/grading phase. A likely worst-case construction noise scenario during grading assumes the use of a grader, a dozer, and two (2) excavators, two (2) backhoes and a scrapper operating at 300 feet from the nearest sensitive receptor. Assuming a usage factor of 40 percent for each piece of equipment, unmitigated noise levels at 300 feet have the potential to reach 71 dBA Leq and 73 dBALmax at the nearest sensitive receptors during excavation/grading. Noise levels for the other construction phases would be lower and range between 66 to 70 dBA. Consistency with Applicable Standards County of Los Angeles General Plan Noise Element The County’s General Plan Noise Element establishes Goals intended to protect residents from the harmful effects of noise from mechanical equipment and trucks. The majority of the project site is located at distance greater than 300 feet from any

25

sensitive receptor. As demonstrated by the construction noise calculations the construction noise level is below the City’s/County’s 75 dBA construction noise limit and therefore is consistent with the City’s/County’s General Plan Noise Element Goals. Furthermore, additional mitigation measures presented in Section VII of this report are provide to further ensure compliance minimize construction noise impacts. County of Los Angeles Municipal Code Construction is anticipated to occur during the permissible hours according the County’s Municipal Code and not exceed 75 dBA threshold at nearest sensitive receptors. Construction noise will have a temporary or periodic increase in the ambient noise levels above the existing within the project vicinity. Pursuant to Municipal Code Section 12.08.440, construction activities may occur between the hours of 7:00 AM and 7:00 PM on weekdays and is prohibited on Sundays and federal holidays. These permitted hours of construction are included in the code in recognition that construction activities undertaken during daytime hours are a typical part of living in an urban environment and do not cause a significant disruption. Compliance with the County’s ordinance and implementation of the mitigation measures presented in Section VII of this report will greatly reduce potential construction noise impacts to nearby sensitive receptors.

2. Noise Impacts to Off-Site Receptors Due to Project Generated Traffic A worst-case project generated (high-build alternative) traffic noise level was modeled utilizing the FHWA Traffic Noise Prediction Model - FHWA-RD-77-108. Traffic noise levels were calculated 50 feet from the centerline of the analyzed roadway. The modeling is theoretical and does not take into account any existing barriers, structures, and/or topographical features that may further reduce noise levels. Therefore, the levels are shown for comparative purposes only to show the difference in with and without project conditions. In addition, the noise contours for 55, 60, 65 and 70 dBA CNEL were calculated. Roadway input parameters including average daily traffic volumes (ADTs), speeds, and vehicle distribution data is shown in Table 6. The potential on-site and off-site noise impacts caused by an increase of traffic from operation of the proposed project on the nearby roadways were calculated for the following scenarios: Existing Year (without Project): This scenario refers to existing year traffic noise conditions and is demonstrated in Table 7. Existing Year (Plus Project): This scenario refers to existing year traffic noise conditions and is demonstrated in Table 8. All other project scenarios would create noise levels lower than the high-build scenario and therefore this assessment addresses the worst-case scenario and lower. According to the TIA (Fehr Peers, April 2016), the high-build alternative would generate 2,691 trips, the proposed project would generate approximately 2,340 trips, while the low-build alternative would generate 585 trips.

26

Consistency with Applicable Standards A project is considered to have a significant noise impact where it causes an adopted noise standard to be exceeded for the project site or for adjacent sensitive receptors. In addition to being concerned about the absolute noise level that might occur when a new source is introduced into an area, it is also important to consider the existing noise environment. If the existing noise environment is quiet and the new noise source greatly increases the noise exposure, even though a criterion level might not be exceeded, some impact may occur. Lacking adopted standards for evaluating such impacts, general considerations for community noise environments are that a change of over 5 dBA is readily noticeable when the existing noise level is less than 60 dBA and, therefore, is considered a significant impact. Increases in the ambient noise level between 3 dBA and 5 dBA are noticed when existing noise levels are between 60 dBA and 65 dBA, therefore a significant impact would occur under these conditions. Changes in community noise levels greater than 1.5 dBA are noticeable when the existing noise level is greater than 65 dBA; therefore a significant impact would occur. The significance of changes in cumulative noise exposure is summarized below and was applied to the project. Potential significant impacts would result if increases in ambient noise levels exceeded the thresholds specified below and ambient noise level exceeds the thresholds stipulated within the City’s Municipal Code.

Ambient Noise Level Without Project (Ldn or CNEL)

Significant Impact Assumed to Occur if the Project Increases Ambient Noise Levels by:

< 60 dBA 5.0 dBA or more 60 dBA - 65 dBA 3.0 dBA or more

> 65 dBA 1.5 dBA or more Source: U.S. EPA Office of Noise Abatement and Control, Noise Effects Handbook-A Desk Reference to Health and Welfare Effects of Noise, October 1979 (revised July 1981).

Table 9 compares the Existing and the Existing Plus Project scenario and shows the change in traffic noise levels as a result of the proposed project. It takes a change of 3 dB or more to hear an audible difference. As demonstrated in Table 9, the project is anticipated to change the noise nominal amount (approximately 0.1 to 1.0 dBA CNEL) along the analyzed roadway segments. The increase along the subject roadways where the level is above 65 dBA CNEL is considered not significant as an increase of 1.5 or more would need to occur before the impact would be considered significant. The increase along the subject roadways where the level is 60 – 65 dBA CNEL is considered not significant as an increase of 3.0 or more would need to occur before the impact would be considered significant. Traffic noise calculation outputs are included as Appendix E.

27

Traffic noise impacts are considered less than significant. In addition, any of the scenarios would result in a less than significant impact as the worst-case scenario has demonstrated a nominal increase in traffic noise levels. All other project scenarios would result in lower traffic noise levels as the trip generation associated with said alternatives would be smaller.

3. Noise Impacts to Off-site Receptors Due to On-Site Operational Noise Sensitive receptors that may be affected by project operational noise include the residences to the east, west, and south and the elementary schools to the east. The worst-case stationary noise was modeled utilizing the SoundPLAN model. The park is anticipated to operate during daytime hours which falls within the City’s/County’s daytime allowable hours of 7AM to 10PM for noise limits. A total of seven (7) sensitive receptors were modeled to accurately evaluate the proposed project’s operational noise impact. A receptor is denoted by a yellow dot on Figure 5. All yellow dots represent either a property line or a sensitive receptor such as an outdoor sensitive area (e.g., backyard, etc.). Figure 5 shows the future noise levels at the property lines and nearby sensitive receptors. Future operational noise levels are expected to range from 21.8 to 41.6 dBA Leq. Noise associated with project operations will not exceed the City’s most strict exterior daytime standard of 50 dBA. Therefore, the impact would be considered less than significant. Typical “windows closed” condition assumes a 20 dBA noise reduction from building construction techniques. The anticipated interior noise level at the nearby sensitive receptors will range between 1.8 to 21.6 dBA which is below the City’s most strict nighttime 40 dBA standard. Therefore project operations would be considered less than significant as it relates to interior noise. The Community Equivalent Noise Level (CNEL) generated by project operational noise at the nearest sensitive receptors will range between 45 to 55 dBA CNEL, which is consistent with criteria presented in the City’s Land Use Compatibility for Community Noise Environments. The project is consistent with applicable General Plan standards and municipal code and impacts are considered less than significant without mitigation. Figure 6 illustrates the noise contours at the project site and illustrates how the noise will propagate at the site. Consistency with Applicable Standards As demonstrated above, noise levels for project operations will be below the City’s applicable noise standards and therefore are consistent with the City’s General Plan.

28

4. Noise Impacts to On-site Receptors Consistency with Applicable Standards The City of Industry land use compatibility guidelines set forth noise/land use compatibility criteria for various land use types. The guidelines state that the proposed project would be “normally acceptable” in areas with noise levels up to 70 dBA CNEL and “conditionally acceptable” in areas with noise levels up to 75 dBA CNEL. Based upon the ambient measurements perform at or near the project vicinity, the project site would be exposed to levels below the 65 dBA CNEL, which would be consistent with the City’s compatibility matrix and General Plan for park land uses. Furthermore, as demonstrated the proposed project would not expose the adjacent (noise sensitive) land uses to noise levels in excess of the City’s 65 dBA CNEL “normally acceptable” guideline and the project would be consistent with the City’s compatibility matrix and General Plan guidelines.

B. Vibration Impacts This impact discussion analyzes the potential for the proposed project to cause an exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels. Vibration levels in the project area may be influenced by construction. A vibration impact would generally be considered significant if it involves any construction-related or operations-related impacts in excess of 0.01 +inches per second (in/sec) over the range of 1 to 100 Hz. 1. Construction Vibration

Construction activity can result in varying degrees of ground vibration, depending on the equipment used on the site. Operation of construction equipment causes ground vibrations that spread through the ground and diminish in strength with distance. Buildings respond to these vibrations with varying results ranging from no perceptible effects at the low levels to slight damage at the highest levels. Table 2 gives approximate vibration levels for particular construction activities. This data provides a reasonable estimate for a wide range of soil conditions. The City allows vibration from temporary construction however this analysis provides the potential vibration impact for quantitative purposes. The nearest existing structure to the project site is located at a distance greater than 300 feet. As shown in Table 2, the threshold at which there may be a risk of architectural damage to normal houses with plastered walls and ceilings is 0.20 PPV in/second. Primary sources of vibration during construction would be bulldozers. As shown in Table 2, a large bulldozer could produce up to 0.089 PPV at 25 feet.

29

At a distance of 300 feet, a bulldozer would yield no vibratory impact and would be a worst-case 0.015 PPV (in/sec) which is slightly within the threshold of perception. The impact is considered less than significant. Consistency with Applicable Standards The County of Los Angeles Municipal Code Section 12.08.560 prohibits the operation of any device that creates vibration which is above the vibration perception threshold of any individual at or beyond the property boundary of the source. Construction equipment is anticipated to be located at least 300 feet or more from any existing sensitive receptor. Temporary vibration levels associated with project construction would be less than significant. Mitigation measures to reduce potential impacts are presented in Section VII of this report. Annoyance related impacts would be short-term and would only occur during site grading and construction activities.

Type of Equipment

Range of Maximum Sound Levels Measured

(dBA at 50 feet)

Suggested Maximum Sound Levels for Analysis

(dBA at 50 feet)

Rock Drills 83-99 96Jack Hammers 75-85 82Pneumatic Tools 78-88 85Pumps 74-84 80Dozers 77-90 85Scrappers 83-91 87Haul Trucks 83-94 88Cranes 79-86 82Portable Generators 71-87 80Rollers 75-82 80Tractors 77-82 80Front-End Loaders 77-90 86Hydraulic Excavators 81-90 86Graders 79-89 86Air Compressors 76-89 86Trucks 81-87 86

1 Source: Bolt, Beranek & Newman; Noise Control for Buildings and Manufacturing Plants, 1987.

Typical Construction Equipment Noise Levels1

Table 5

30

ExistingExisting Plus

ProjectCrossroads Parkway North

east of Crossroads Parkway South 10,100 10,400 35 Soft

Crossroads Parkway North to SR-60 Ramps 9,200 9,500 35 SoftSR-60 Freeway Ramps to Puente Hills Landfill Access 11,000 13,100 35 SoftPuente Hills Landfill Access to Workman Mill Road 11,900 13,400 35 SoftWorkman Mill Road to Peck Road 11,500 12,400 35 Soft

south of Workman Mill Road 29,200 29,500 45 SoftWorkman Mill Road to Pellisier Place 20,000 20,600 45 Softnorth of Pellisier Place 18,800 19,500 45 Soft

Workman Mill Road north of Crossroads Parkway South 5,200 5,800 35 Soft

Motor-Vehicle TypeDaytime %

(7 AM - 7 PM)Evening %

(7 PM - 10 PM)Night %

(10 PM - 7 AM)Total % of

Traffic FlowAutomobiles 77.5 12.9 9.6 95.00

Medium Trucks 84.8 4.9 10.3 2.50Heavy Trucks 86.5 2.7 10.8 2.50

1 Average daily traffic volumes were obtained from the San Gabriel Medical Office Building Traffic Impact Study, prepared by KOA (November 2015).

2 Vehicle percentages are based on typical Southern California vehicle mix percentages.

Table 6

Project Average Daily Traffic Volumes and Roadway Parameters

Roadway Segment

Average Daily Traffic Volumes Posted Travel Speeds(MPH)

SiteConditions

Vehicle Distribution (Truck Mix)2

Crossroads Parkway South

Peck Road

31

70 dBA CNEL

65 dBA CNEL

60 dBA CNEL

55 dBA CNEL

Crossroads Parkway North

east of Crossroads Parkway South 66.3 29 61 132 285

Crossroads Parkway North to SR-60 Ramps 65.9 27 58 124 268

SR-60 Ramps to Puente Hills Landfill Access 66.7 30 65 140 302Puente Hills Landfill Access to Workman Mill Road 67.1 32 69 148 318Workman Mill Road to Peck Road 66.9 31 67 144 311south of Workman Mill Road 73.2 82 177 380 820Workman Mill Road to Pellisier Place 71.4 63 136 294 633north of Pellisier Place 71.0 60 130 280 604

Workman Mill Road north of Crossroads Parkway South 63.0 18 39 84 180

1 Exterior noise levels calculated 5 feet above pad elevation, perpendicular to subject roadway.


Peck Road

Table 7

Existing (Without Project) Exterior Noise Levels Along Roadways (dBA CNEL)1

Roadway Segment

CNEL at 50 feet (dBA)

Distance to Contour (feet)

32

70 dBA CNEL

65 dBA CNEL

60 dBA CNEL

55 dBA CNEL

Crossroads Parkway North

east of Crossroads Parkway South 66.5 29 63 135 291

Crossroads Parkway North to SR-60 Ramps 66.1 27 59 127 274

SR-60 Ramps to Puente Hills Landfill Access 67.5 34 73 157 339Puente Hills Landfill Access to Workman Mill Road 67.6 34 74 160 344Workman Mill Road to Peck Road 67.2 33 70 152 327south of Workman Mill Road 73.3 83 178 383 825Workman Mill Road to Pellisier Place 71.7 65 140 301 649north of Pellisier Place 71.5 63 135 291 626

Workman Mill Road north of Crossroads Parkway South 63.9 20 42 91 197



Peck Road

Table 8

Existing Plus Project Exterior Noise Levels Along Roadways (dBA CNEL)1

Roadway Segment

CNEL at 50 feet (dBA)

Distance to Contour (feet)

33

Existing Without Project

Existing Plus

ProjectChange in

Noise Level

Potential Significant

ImpactCrossroads Parkway North

east of Crossroads Parkway South 66.3 66.5 0.1 No

Crossroads Parkway North to SR-60 Ramps 65.9 66.1 0.1 No

SR-60 Ramps to Puente Hills Landfill Access 66.7 67.5 0.8 NoPuente Hills Landfill Access to Workman Mill Road 67.1 67.6 0.5 NoWorkman Mill Road to Peck Road 66.9 67.2 0.3 Nosouth of Workman Mill Road 73.2 73.3 0.0 NoWorkman Mill Road to Pellisier Place 71.4 71.7 0.3 Nonorth of Pellisier Place 71.0 71.5 0.5 No

Workman Mill Road north of Crossroads Parkway South 63.0 63.9 1.0 No



Peck Road

Table 9

Change in Existing Noise Levels Along Roadways as a Result of Project (dBA CNEL)1

Roadway Segment

CNEL at 50 Feet dBA

34

37

VII. MEASURES TO REDUCE IMPACTS A. Construction Mitigation Measures

In addition to adherence to the City of Industry’s policies found in the Safety Element and Municipal Code limiting the construction hours of operation, the following measures are recommended to reduce construction noise and vibrations, emanating from the proposed project: 1. During all project site excavation and grading on-site, construction contractors shall

equip all construction equipment, fixed or mobile, with properly operating and maintained mufflers, consistent with manufacturer standards.

2. The contractor shall place all stationary construction equipment so that emitted noise is directed away from the noise sensitive receptors nearest the project site.

3. Equipment shall be shut off and not left to idle when not in use.

4. The contractor shall locate equipment staging in areas that will create the greatest distance between construction-related noise/vibration sources and sensitive receptors nearest the project site during all project construction.

5. Jackhammers, pneumatic equipment and all other portable stationary noise sources shall be shielded and noise shall be directed away from sensitive receptors.

38

VIII. REFERENCES Bolt, Beranek & Newman 1987 Noise Control for Buildings and Manufacturing Plants. California Department of Transportation 2002 Transportation Related Earthborne Vibrations (Caltrans Experiences), Technical

Advisory, Vibration TAV-02-01-R9601. February 20. Environmental Protection Agency 1974 "Information on Levels of Environmental Noise Requisite to Protect Public Health And

Welfare with an Adequate Margin of Safety," EPA/ONAC 550/9-74-004, March, 1974. Harris, Cyril M. 1991 Handbook of Acoustical Measurement and Noise Control. Acoustical Society of

America. Woodbury, N.Y. Industry, City of 2014 General Plan Safety Element. June 12. 2015 Municipal Code. Fehr Peers 2016 Traffic Impact Analysis. April 2016. Los Angeles, County of 2015 Los Angeles County General Plan. October 6. 1987 Los Angeles County Code (as updated February 9, 2016). Office of Planning and Research 2003 State of California General Plan Guidelines. U.S. Department of Transportation. 2006 FHWA Roadway Construction Noise Model User’s Guide. January.

APPENDICES Appendix A – List of Acronyms Appendix B – Definitions of Acoustical Terms Appendix C – Noise Monitoring Field Worksheets Appendix D – RCNM Noise Modeling Output Appendix E – Project Generated Traffic FHWA Worksheets Appendix F – SoundPlan Input and Output

APPENDIX A

List of Acronyms

Term Definition ADT ANSI CEQA CNEL D/E/N dB dBA or dB(A) dBA/DD dBA Leq EPA FHWA L02,L08,L50,L90

Ldn

Leq(x)

Leq

Lmax

Lmin

LOS C OPR PPV RCNM REMEL RMS

Average Daily Traffic American National Standard Institute California Environmental Quality Act Community Noise Equivalent Level Day / Evening / Night Decibel Decibel "A-Weighted" Decibel per Double Distance Average Noise Level over a Period of Time Environmental Protection Agency Federal Highway Administration A-weighted Noise Levels at 2 percent, 8 percent, 50 percent, and 90 percent, respectively, of the time period Day-Night Average Noise Level Equivalent Noise Level for '"x" period of time Equivalent Noise Level Maximum Level of Noise (measured using a sound level meter) Minimum Level of Noise (measured using a sound level meter) Level of Service C California Governor's Office of Planning and Research Peak Particle Velocities Road Construction Noise Model Reference Energy Mean Emission Level Root Mean Square

APPENDIX B

Definitions of Acoustical Terms

Term Definition Decibel, dB A logarithmic unit of noise level measurement that relates the energy

of a noise source to that of a constant reference level; the number of decibels is 10 times the logarithm (to the base 10) of this ratio.

Frequency, Hertz

In a function periodic in time, the number of times that the quantity repeats itself in one second (i.e., the number of cycles per second).

A-Weighted Sound Level, dBA

The sound level obtained by use of A-weighting. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear.

Root Mean Square (RMS)

A measure of the magnitude of a varying noise source quantity. The name derives from the calculation of the square root of the mean of the squares of the values. It can be calculated from either a series of lone values or a continuous varying function.

Fast/Slow Meter Response

The fast and slow meter responses are different settings on a sound level meter. The fast response setting takes a measurement every 100 milliseconds, while a slow setting takes one every second.

L02, L08, L50, L90 The A-weighted noise levels that are equaled or exceeded by a fluctuating sound level, 2 percent, 8 percent, 50 percent, and 90 percent of a stated time period, respectively.

Equivalent Continuous Noise Level, Leq

A level of steady state sound that in a stated time period, and a stated location, has the same A-weighted sound energy as the time-varying sound.

Lmax, Lmin Lmax is the RMS (root mean squared) maximum level of a noise source or environment measured on a sound level meter, during a designated time interval, using fast meter response. Lmin is the minimum level.

Ambient Noise Level

The all-encompassing noise environment associated with a given environment, at a specified time, usually a composite of sound from many sources, at many directions, near and far, in which usually no particular sound is dominant.

Offensive/ Offending/ Intrusive Noise

The noise that intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of sound depends on its amplitude, duration, frequency, and time of occurrence, and tonal information content as well as the prevailing ambient noise level.

APPENDIX C

Noise Monitoring Field Worksheets

Noise Measurement Field Data

Puente Hills Noise Analysis Date:

6351a

NM1 3099 LxT_Data.139 Technician:

Residential

66 deg F Wind: ~7mph Settings: SLOW FAST (Circle one)

Sunny Clear skies. Humidty : 51% Terrain: Flat

Start Time: 1:49 PM End Time: 1:59 PM Run Time: 10 MIN

Leq: 65.5 dB

Lmax 76.2 dB Traffic noise from the Pomona 60FWY

L2 72.7 dB

L8 67.8 dB Kids playing in the street, occasional flapping American Flag, bird song.

L25 65.0 dB

L50 64.0 dB

NOISE METER: SoundTrack LxT Class 1 CALIBRATOR Larson Davis CAL250 Acoustic Calibrator

MAKE: Larson Davis MAKE: Larson Davis

MODEL: LxT1 MODEL: Cal250

SERIAL NUMBER: 3099 SER. NUMBER: 2723

11/3/2014

FIELD CALIBRATION DATE: 5/26/2015

Weather:

19‐Feb‐16

Ian Edward Gallagher

Temperature:

FACTORY CALIBRATION DATE:11/4/2014

Project Name:

Project #:

Noise Measurement #:

Nearest Address or Cross Street:Site Description (Type of Existing Land Use and any other notable features)

FACTORY CALIBRATION DATE:

Primary Noise Source:

Secondary Noise Sources:

Meadowview Terrace and Sunny Hill Terrace

SummaryFile Name LxT_Data.139Serial Number 0003099Model SoundTrack LxT®Firmware Version 2.301UserStart 2016‐02‐19 16:49:15Stop 2016‐02‐19 16:59:15Duration 0:10:00.0Run Time 0:10:00.0Pause 0:00:00.0

Pre Calibration 2016‐02‐19 16:48:40Post Calibration NoneCalibration Deviation ‐‐‐

Overall SettingsRMS Weight A WeightingPeak Weight A WeightingDetector SlowPreamp PRMLxT1LMicrophone Correction OffIntegration Method LinearOBA Range HighOBA Bandwidth 1/1 and 1/3OBA Freq. Weighting A WeightingOBA Max Spectrum Bin MaxOverload 121.7 dBResultsLAeq 65.5 dBLAE 93.3 dBEA 237.920 µPa²hEA8 11.420 mPa²hEA40 57.101 mPa²hLApeak (max) 2016‐02‐19 16:52:03 95.8 dBLASmax 2016‐02‐19 16:50:05 76.2 dBLASmin 2016‐02‐19 16:53:33 61.3 dBSEA ‐99.9 dB

LCeq 72.1 dB StatisticsLAeq 65.5 dB LAS2.00 72.7 dBLCeq ‐ LAeq 6.5 dB LAS8.00 67.8 dBLAIeq 70.2 dB LAS10.00 67.0 dBLAeq 65.5 dB LAS25.00 65.0 dBLAIeq ‐ LAeq 4.7 dB LAS50.00 64.0 dB# Overloads 0 LAS90.00 62.6 dBOverload Duration 0.0 s



6351a


Residential, wooded area to the West.

63 deg F Wind: calm ~ 3mph Settings: SLOW FAST (Circle one)

Sunny Clear skies. Humidty : 52% Terrain: Flat


Leq: 44.1 dB

Lmax 61.4 dB Bird song, occasional barking dog

L2 51.3 dB

L8 47.5 dB Ambient traffic noise, occasional train horn

L25 43.4 dB Aircraft, choppers overhead

L50 41.4 dB





11/3/2014


Weather:

19‐Feb‐16


Temperature:


Project Name:

Project #:






West end of Los Robles Ave


Really noisy squeaky van turns around about 10 yards from microphone in street at 5:39pm

Additional Notes/Sketch



Overall SettingsRMS Weight A WeightingPeak Weight A WeightingDetector SlowPreamp PRMLxT1LMicrophone Correction OffIntegration Method LinearOBA Range HighOBA Bandwidth 1/1 and 1/3OBA Freq. Weighting A WeightingOBA Max Spectrum Bin MaxOverload 121.7 dBResultsLAeq 44.1 dBLAE 71.9 dBEA 1.710 µPa²hEA8 82.070 µPa²hEA40 410.351 µPa²hLApeak (max) 2016‐02‐19 17:29:44 96.5 dBLASmax 2016‐02‐19 17:29:44 61.4 dBLASmin 2016‐02‐19 17:30:17 37.1 dBSEA ‐99.9 dB

LCeq 56.5 dB StatisticsLAeq 44.1 dB LAS2.00 51.3 dBLCeq ‐ LAeq 12.4 dB LAS8.00 47.5 dBLAIeq 51.8 dB LAS10.00 46.5 dBLAeq 44.1 dB LAS25.00 43.4 dBLAIeq ‐ LAeq 7.7 dB LAS50.00 41.4 dB# Overloads 0 LAS90.00 39.4 dBOverload Duration 0.0 s# OBA Overloads 0



6351a


Residential, wooded area to the Southand East

59 deg F Wind: calm Settings: SLOW FAST (Circle one)

After dark Clear skies. Humidty : 62% Terrain: Flat


Leq: 46.5 dB

Lmax 59.1 dB Trains, train horn, occasional barking dog

L2 54.6 dB

L8 52.3 dB Ambient traffic noise,


L50 41.9 dB





11/3/2014


Weather:

19‐Feb‐16


Temperature:


Project Name:

Project #:






Overcrest Drive and Shadows Drive



Overall SettingsRMS Weight A WeightingPeak Weight A WeightingDetector SlowPreamp PRMLxT1LMicrophone Correction OffIntegration Method LinearOBA Range HighOBA Bandwidth 1/1 and 1/3OBA Freq. Weighting A WeightingOBA Max Spectrum Bin MaxOverload 121.6 dBResultsLAeq 46.5 dBLAE 74.3 dBEA 2.994 µPa²hEA8 143.714 µPa²hEA40 718.571 µPa²hLApeak (max) 2016‐02‐19 18:36:42 84.9 dBLASmax 2016‐02‐19 18:40:59 59.1 dBLASmin 2016‐02‐19 18:38:29 39.5 dBSEA ‐99.9 dB




6351a


Parking lot for commerce, surrounded by wooded area




Leq: 51.1 dB

Lmax 65.9 dB Trains, train horn,

L2 59.7 dB

L8 55.4 dB Ambient traffic noise,


L50 47.1 dB





11/3/2014


Weather:

19‐Feb‐16


Temperature:


Project Name:

Project #:






Circle Drive and North Drive


Golf cart drove by in the last 30 seconds of 10 minute sample.

Additional Notes/Sketch



Overall SettingsRMS Weight A WeightingPeak Weight A WeightingDetector SlowPreamp PRMLxT1LMicrophone Correction OffIntegration Method LinearOBA Range HighOBA Bandwidth 1/1 and 1/3OBA Freq. Weighting A WeightingOBA Max Spectrum Bin MaxOverload 121.6 dBResultsLAeq 51.1 dBLAE 78.9 dBEA 8.627 µPa²hEA8 414.102 µPa²hEA40 2.071 mPa²hLApeak (max) 2016‐02‐19 19:37:50 91.6 dBLASmax 2016‐02‐19 19:42:17 65.9 dBLASmin 2016‐02‐19 19:37:25 45.3 dBSEA ‐99.9 dB




6351a


Parking lot for commerce, wooded area to the south




Leq: 58.8 dB

Lmax 75.9 dB Ocassional train, train horn

L2 67.3 dB

L8 63.2 dB Ambient traffic noise from Crossroads Pkwy S and 60 FWY


L50 51.5 dB





11/3/2014


Weather:

19‐Feb‐16


Temperature:


Project Name:

Project #:






Circle Drive and North Drive



Overall SettingsRMS Weight A WeightingPeak Weight A WeightingDetector SlowPreamp PRMLxT1LMicrophone Correction OffIntegration Method LinearOBA Range HighOBA Bandwidth 1/1 and 1/3OBA Freq. Weighting A WeightingOBA Max Spectrum Bin MaxOverload 121.7 dBResultsLAeq 58.8 dBLAE 86.6 dBEA 50.265 µPa²hEA8 2.413 mPa²hEA40 12.064 mPa²hLApeak (max) 2016‐02‐19 20:25:18 88.9 dBLASmax 2016‐02‐19 20:25:19 75.9 dBLASmin 2016‐02‐19 20:23:59 49.2 dBSEA ‐99.9 dB


APPENDIX D

RCNM Noise Modeling Output

Activity

Leq at 300 feet

dBA

LMax at 300 feet

dBA

Grading 71 73Building Construction 66 68Paving 67 69

Equipment Summary

Reference (dBA)

50 ft Lmax

Rock Drills 96

Jack Hammers 82

Pneumatic Tools 85

Pumps 80

Dozers 85

Scrappers 87

Haul Trucks 88

Cranes 82

Portable Generators 80

Rollers 80

Tractors 80

Front-End Loaders 86

Hydraulic Excavators 86

Graders 86

Air Compressors 86

Trucks 86

GradingNoise Level Calculation Prior to Implementation of Noise Attenuation Requirements

Lmax Leq

1 Grader 86 1 40 50 0.5 0 86.0 82.0 159242868

2 Dozer 85 1 40 50 0.5 0 85.0 81.0 126491106

3 Excavator 86 2 40 50 0.5 0 89.0 85.0 318485736

4 Tractor/Backhoe 80 2 40 50 0.5 0 83.0 79.0 80000000

5 Scrapper 87 2 40 50 0.5 0 90.0 86.0 400949787

Source: KAI, Mar 2016. Lmax* 92 Leq 90

1- Percentage of time that a piece of equipment is operating at full power. Lw 124 Lw 122

dBA – A-weighted Decibels

Lmax- Maximum Level

Leq- Equivalent Level

Feet Meters Ground Effect

No

Shielding

Leq dBA

1 dBA

Shielding

Leq dBA

2 dBA

Shielding

Leq dBA

3 dBA

Shielding

Leq dBA

4 dBA

Shielding

Leq dBA

5 dBA

Shielding

Leq dBA

6 dBA

Shielding

Leq dBA

7 dBA

Shielding

Leq dBA

8 dBA

Shielding

Leq dBA

9 dBA

Shielding

Leq dBA

10 dBA

Shielding

Leq dBA

11 dBA

Shielding

LeqdBA

12 dBA

Shielding

Leq dBA

13 dBA

Shielding

Leq dBA

14 dBA

Shielding

Leq dBA

15 dBA

Shielding

Leq dBA

50 15.2 0.5 90 89 88 87 86 85 84 83 82 81 80 79 78 77 76 75

60 18.3 0.5 88 87 86 85 84 83 82 81 80 79 78 77 76 75 74 73

70 21.3 0.5 87 86 85 84 83 82 81 80 79 78 77 76 75 74 73 72

80 24.4 0.5 85 84 83 82 81 80 79 78 77 76 75 74 73 72 71 70

90 27.4 0.5 84 83 82 81 80 79 78 77 76 75 74 73 72 71 70 69

100 30.5 0.5 83 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68

110 33.5 0.5 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68 67

120 36.6 0.5 81 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66

130 39.6 0.5 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65

140 42.7 0.5 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64

150 45.7 0.5 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63

160 48.8 0.5 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63

170 51.8 0.5 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62

180 54.9 0.5 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61

190 57.9 0.5 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61

200 61.0 0.5 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60

210 64.0 0.5 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60

220 67.1 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59

230 70.1 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59

240 73.1 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58

250 76.2 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58

260 79.2 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

270 82.3 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

280 85.3 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

290 88.4 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

300 91.4 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

310 94.5 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

320 97.5 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

330 100.6 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

340 103.6 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

350 106.7 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

360 109.7 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

370 112.8 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

Shielding

(dBA)

Calculated (dBA)

EnergyNo. Equipment Description

Reference (dBA)

50 ft Lmax

Ground

EffectQuantity

Usage

Factor1

Distance to

Receptor

(ft)

Building ConstructionNoise Level Calculation Prior to Implementation of Noise Attenuation Requirements

Lmax Leq

1 Cranes 82 1 40 50 0.5 0 82.0 78.0 63395727.7

2 Forklift/Tractor 80 3 40 50 0.5 0 84.8 80.8 120000000

3 Generator 80 1 40 50 0.5 0 80.0 76.0 40000000

4 Tractor/Backhoe 80 3 40 50 0.5 0 84.8 80.8 120000000




Lmax- Maximum Level



No

Shielding

Leq dBA

1 dBA

Shielding

Leq dBA

2 dBA

Shielding

Leq dBA

3 dBA

Shielding

Leq dBA

4 dBA

Shielding

Leq dBA

5 dBA

Shielding

Leq dBA

6 dBA

Shielding

Leq dBA

7 dBA

Shielding

Leq dBA

8 dBA

Shielding

Leq dBA

9 dBA

Shielding

Leq dBA

10 dBA

Shielding

Leq dBA

11 dBA

Shielding

LeqdBA

12 dBA

Shielding

Leq dBA

13 dBA

Shielding

Leq dBA

14 dBA

Shielding

Leq dBA

15 dBA

Shielding

Leq dBA

50 15.2 0.5 85 84 83 82 81 80 79 78 77 76 75 74 73 72 71 70

60 18.3 0.5 83 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68

70 21.3 0.5 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68 67

80 24.4 0.5 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65

90 27.4 0.5 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64

100 30.5 0.5 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63

110 33.5 0.5 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62

120 36.6 0.5 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61

130 39.6 0.5 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60

140 42.7 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59

150 45.7 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58

160 48.8 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58

170 51.8 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

180 54.9 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

190 57.9 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

200 61.0 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

210 64.0 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

220 67.1 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

230 70.1 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

240 73.1 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

250 76.2 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

260 79.2 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

270 82.3 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

280 85.3 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

290 88.4 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

300 91.4 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

310 94.5 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

320 97.5 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50

330 100.6 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50

340 103.6 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50

350 106.7 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49

360 109.7 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49

370 112.8 0.5 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49

Ground

Effect

Shielding

(dBA)

Calculated (dBA)


Reference (dBA)

50 ft Lmax Quantity

Usage

Factor1

Distance to

Receptor

(ft)

PavingNoise Level Calculation Prior to Implementation of Noise Attenuation Requirements

Lmax Leq

1 Pavers 86 2 40 50 0.5 0 89.0 85.0 318485736

2 Rollers 80 2 40 50 0.5 0 83.0 79.0 80000000

3 Paving Equipment 80 2 40 50 0.5 0 83.0 79.0 80000000




Lmax- Maximum Level



No

Shielding

Leq dBA

1 dBA

Shielding

Leq dBA

2 dBA

Shielding

Leq dBA

3 dBA

Shielding

Leq dBA

4 dBA

Shielding

Leq dBA

5 dBA

Shielding

Leq dBA

6 dBA

Shielding

Leq dBA

7 dBA

Shielding

Leq dBA

8 dBA

Shielding

Leq dBA

9 dBA

Shielding

Leq dBA

10 dBA

Shielding

Leq dBA

11 dBA

Shielding

LeqdBA

12 dBA

Shielding

Leq dBA

13 dBA

Shielding

Leq dBA

14 dBA

Shielding

Leq dBA

15 dBA

Shielding

Leq dBA

50 15.2 0.5 87 86 85 84 83 82 81 80 79 78 77 76 75 74 73 72

60 18.3 0.5 85 84 83 82 81 80 79 78 77 76 75 74 73 72 71 70

70 21.3 0.5 83 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68

80 24.4 0.5 82 81 80 79 78 77 76 75 74 73 72 71 70 69 68 67

90 27.4 0.5 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65

100 30.5 0.5 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64

110 33.5 0.5 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63

120 36.6 0.5 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62

130 39.6 0.5 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61

140 42.7 0.5 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61

150 45.7 0.5 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60

160 48.8 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59

170 51.8 0.5 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59

180 54.9 0.5 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58

190 57.9 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

200 61.0 0.5 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57

210 64.0 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

220 67.1 0.5 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56

230 70.1 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

240 73.1 0.5 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55

250 76.2 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

260 79.2 0.5 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54

270 82.3 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

280 85.3 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

290 88.4 0.5 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

300 91.4 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

310 94.5 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

320 97.5 0.5 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52

330 100.6 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

340 103.6 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

350 106.7 0.5 66 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51

360 109.7 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50

370 112.8 0.5 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50

Ground

Effect

Shielding

(dBA)

Calculated (dBA)


Reference (dBA)

50 ft Lmax Quantity

Usage

Factor1

Distance to

Receptor

(ft)

APPENDIX E

Project Generated Traffic FHWA Worksheets

FHWA‐RD‐77‐108 ROADWAY TRAFFIC NOISE PREDICTION MODEL (CNEL) ‐ CALVENO

PROJECT: Puente Hills County Regional Park Master Plan Noise Impact Analysis JOB #: 6351a

ROADWAY Crossroads Parkway North DATE: 31‐Mar‐16

SEGMENT east of Crossroads Parkway South ENGINEER: M. Dickerson

LOCATION City of Industry/County of LA SCENARIO: Existing

NOISE INPUT DATA

ROADWAY CONDITIONS RECEIVER INPUT DATA

0

ADT = 10,100 RECEIVER DISTANCE = 50SPEED = 35 DIST C/L TO WALL = 0PK HR % = 10 RECEIVER HEIGHT = 5NEAR LANE/FAR LANE DIST = 50 WALL DISTANCE FROM RECEIVER = 50ROAD ELEVATION = 0 PAD ELEVATION = 0GRADE = 0 ROADWAY VIEW: LF ANGLE ‐90PK HR VOL = 1,010 RT ANGLE 90

DF ANGLE 180

SITE CONDITIONS WALL INFORMATION

AUTOMOBILES 15 HTH WALL = 0 FT

MED TRUCKS 15 (HARD SITE=10, SOFT SITE=15) AMBIENT = 0

HVY TRUCKS 15 BARRIER = 0 (0=WALL,1=BERM)

MISC. VEHICLE INFO

VEHICLE TYPE DAY EVE NIGHT DAILY VEHICLE TYPE HEIGHT SLE DISTANCE GRADE ADJUSTMENT

AUTOMOBILES 0.775 0.129 0.096 0.950 AUTOMOBILES = 2.00 43.4 ‐ ‐

MEDIUM TRUCKS 0.848 0.049 0.103 0.025 MEDIUM TRUCKS= 4.00 43.3 ‐ ‐

HEAVY TRUCKS 0.865 0.027 0.108 0.025 HEAVY TRUCKS = 8.01 43.4 0.0

NOISE OUTPUT DATA

NOISE IMPACTS (WITHOUT TOPO OR BARRIER SHIELDING)

VEHICLE TYPE PK HR LEQ DAY LEQ EVEN LEQ NIGHT LEQ LDN CNEL

AUTOMOBILES 63.8 61.9 60.1 54.1 62.7 63.3

MEDIUM TRUCKS 57.7 56.2 49.9 48.3 56.8 57.0

HEAVY TRUCKS 62.9 61.5 52.5 53.7 62.1 62.2

VEHICULAR NOISE 67.0 65.3 61.2 57.5 66.0 66.3

NOISE CONTOUR (FT)NOISE LEVELS 70 dBA 65 dBA 60 dBA 55 dBACNEL 29 61 132 285LDN 27 58 125 269

VEHICLE MIX DATA



ROADWAY Crossroads Parkway South DATE: 31‐Mar‐16

SEGMENT Crossroads Parkway North to SR‐60 Ramps ENGINEER: M. Dickerson


NOISE INPUT DATA


0

ADT = 9,200 RECEIVER DISTANCE = 50SPEED = 35 DIST C/L TO WALL = 0PK HR % = 10 RECEIVER HEIGHT = 5NEAR LANE/FAR LANE DIST = 50 WALL DISTANCE FROM RECEIVER = 50ROAD ELEVATION = 0 PAD ELEVATION = 0GRADE = 0 ROADWAY VIEW: LF ANGLE ‐90PK HR VOL = 920 RT ANGLE 90

DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 63.4 61.5 59.7 53.7 62.3 62.9

MEDIUM TRUCKS 57.3 55.8 49.5 47.9 56.4 56.6

HEAVY TRUCKS 62.5 61.1 52.1 53.3 61.7 61.8

VEHICULAR NOISE 66.6 64.9 60.8 57.1 65.6 65.9


VEHICLE MIX DATA




SEGMENT SR‐60 Ramps to Puente Hills Landfill Access ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 64.2 62.3 60.5 54.4 63.1 63.7

MEDIUM TRUCKS 58.1 56.6 50.2 48.7 57.2 57.4

HEAVY TRUCKS 63.3 61.9 52.9 54.1 62.5 62.6

VEHICULAR NOISE 67.3 65.7 61.5 57.8 66.3 66.7


VEHICLE MIX DATA




SEGMENT Puente Hills Landfill Access to Workman Mill Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 64.5 62.6 60.8 54.8 63.4 64.0

MEDIUM TRUCKS 58.4 56.9 50.6 49.0 57.5 57.7

HEAVY TRUCKS 63.7 62.2 53.2 54.4 62.8 62.9

VEHICULAR NOISE 67.7 66.0 61.9 58.2 66.7 67.1


VEHICLE MIX DATA




SEGMENT Workman Mill Road to Peck Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 64.4 62.5 60.7 54.6 63.3 63.9

MEDIUM TRUCKS 58.3 56.8 50.4 48.9 57.3 57.6

HEAVY TRUCKS 63.5 62.1 53.0 54.3 62.7 62.8

VEHICULAR NOISE 67.5 65.9 61.7 58.0 66.5 66.9


VEHICLE MIX DATA



ROADWAY Peck Road DATE: 31‐Mar‐16

SEGMENT south of Workman Mill Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 71.6 69.7 67.9 61.8 70.5 71.1

MEDIUM TRUCKS 64.0 62.5 56.2 54.6 63.1 63.3

HEAVY TRUCKS 68.6 67.1 58.1 59.3 67.7 67.8

VEHICULAR NOISE 73.8 72.1 68.6 64.3 72.8 73.2


VEHICLE MIX DATA




SEGMENT Workman Mill Road to Pellisier Place ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 69.7 67.8 66.1 60.0 68.6 69.2

MEDIUM TRUCKS 62.2 60.7 54.4 52.8 61.3 61.5

HEAVY TRUCKS 66.7 65.3 56.3 57.5 65.9 66.0

VEHICULAR NOISE 72.0 70.3 66.8 62.5 71.0 71.4


VEHICLE MIX DATA




SEGMENT north of Pellisier Place ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 69.3 67.4 65.6 59.6 68.2 68.8

MEDIUM TRUCKS 61.8 60.3 53.9 52.4 60.8 61.1

HEAVY TRUCKS 66.3 64.9 55.9 57.1 65.5 65.6

VEHICULAR NOISE 71.6 69.9 66.3 62.0 70.5 71.0


VEHICLE MIX DATA



ROADWAY Workman Mill Road DATE: 31‐Mar‐16

SEGMENT north of Crossroads Parkway South ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 60.4 58.5 56.8 50.7 59.3 59.9

MEDIUM TRUCKS 54.4 52.8 46.5 44.9 53.4 53.6

HEAVY TRUCKS 59.6 58.1 49.1 50.4 58.7 58.8

VEHICULAR NOISE 63.6 61.9 57.8 54.1 62.6 63.0


VEHICLE MIX DATA



ROADWAY Crossroads Parkway North DATE: 31‐Mar‐16

SEGMENT east of Crossroads Parkway South ENGINEER: M. Dickerson

LOCATION City of Industry/County of LA SCENARIO: Existing Plus Project

NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 63.9 62.0 60.3 54.2 62.8 63.4

MEDIUM TRUCKS 57.9 56.4 50.0 48.4 56.9 57.1

HEAVY TRUCKS 63.1 61.6 52.6 53.9 62.2 62.3

VEHICULAR NOISE 67.1 65.4 61.3 57.6 66.1 66.5


VEHICLE MIX DATA




SEGMENT Crossroads Parkway North to SR‐60 Ramps ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 63.5 61.6 59.9 53.8 62.4 63.0

MEDIUM TRUCKS 57.5 56.0 49.6 48.1 56.5 56.7

HEAVY TRUCKS 62.7 61.3 52.2 53.5 61.8 61.9

VEHICULAR NOISE 66.7 65.0 60.9 57.2 65.7 66.1


VEHICLE MIX DATA




SEGMENT SR‐60 Ramps to Puente Hills Landfill Access ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 64.9 63.0 61.3 55.2 63.8 64.4

MEDIUM TRUCKS 58.9 57.4 51.0 49.5 57.9 58.1

HEAVY TRUCKS 64.1 62.6 53.6 54.9 63.2 63.3

VEHICULAR NOISE 68.1 66.4 62.3 58.6 67.1 67.5


VEHICLE MIX DATA




SEGMENT Puente Hills Landfill Access to Workman Mill Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 65.0 63.1 61.4 55.3 63.9 64.5

MEDIUM TRUCKS 59.0 57.5 51.1 49.6 58.0 58.2

HEAVY TRUCKS 64.2 62.7 53.7 55.0 63.3 63.4

VEHICULAR NOISE 68.2 66.5 62.4 58.7 67.2 67.6


VEHICLE MIX DATA




SEGMENT Workman Mill Road to Peck Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 64.7 62.8 61.0 55.0 63.6 64.2

MEDIUM TRUCKS 58.6 57.1 50.8 49.2 57.7 57.9

HEAVY TRUCKS 63.8 62.4 53.4 54.6 63.0 63.1

VEHICULAR NOISE 67.8 66.2 62.1 58.4 66.9 67.2


VEHICLE MIX DATA




SEGMENT south of Workman Mill Road ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 71.6 69.7 67.9 61.9 70.5 71.1

MEDIUM TRUCKS 64.1 62.6 56.2 54.7 63.1 63.4

HEAVY TRUCKS 68.6 67.2 58.1 59.4 67.7 67.9

VEHICULAR NOISE 73.9 72.1 68.6 64.3 72.8 73.3


VEHICLE MIX DATA




SEGMENT Workman Mill Road to Pellisier Place ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 70.0 68.1 66.4 60.3 68.9 69.5

MEDIUM TRUCKS 62.5 61.0 54.7 53.1 61.6 61.8

HEAVY TRUCKS 67.0 65.6 56.6 57.8 66.2 66.3

VEHICULAR NOISE 72.3 70.6 67.1 62.8 71.3 71.7


VEHICLE MIX DATA




SEGMENT north of Pellisier Place ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 69.8 67.9 66.1 60.1 68.7 69.3

MEDIUM TRUCKS 62.3 60.8 54.4 52.9 61.3 61.6

HEAVY TRUCKS 66.8 65.4 56.3 57.6 65.9 66.1

VEHICULAR NOISE 72.1 70.3 66.8 62.5 71.0 71.5


VEHICLE MIX DATA



ROADWAY Workman Mill Road DATE: 31‐Mar‐16

SEGMENT north of Crossroads Parkway South ENGINEER: M. Dickerson


NOISE INPUT DATA


0


DF ANGLE 180





MISC. VEHICLE INFO





NOISE OUTPUT DATA



AUTOMOBILES 61.4 59.5 57.7 51.7 60.3 60.9

MEDIUM TRUCKS 55.3 53.8 47.5 45.9 54.4 54.6

HEAVY TRUCKS 60.5 59.1 50.1 51.3 59.7 59.8

VEHICULAR NOISE 64.5 62.9 58.8 55.1 63.6 63.9


VEHICLE MIX DATA

APPENDIX F

SoundPlan Input and Output

Lev Frequency spectrum [dB(A)] CorrectionsSource name RefeDay31 40 50 63 80 100125160200250315400500630800 1 1.3 1.6 2 2.5 3.2 4 5 6.3 8 10 12.516 20 KwaCI CT

dB(AHz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz Hz kHzkHzkHzkHzkHzkHzkHzkHzkHzkHzkHzkHzkHzkHzdB(AdB(AdB(AOutdoor PerforMete - -3.09.4 26.849.449.555.561.270.075.276.676.477.682.083.581.281.680.582.582.882. 80.477.975.674.370.667. 64.057.644.8 - - -

Noise Emissions of Industry Sources

MD Acoustics 4960 S. Gilbert Rd, Suite 1-461 Chandler, AZ 85249 USA

Level w/o NP Level w. NPSource name Day Day

dB(A) dB(A)1 1.Fl 27.7 0.0

Outdoor Performance Area 27.7 0.02 1.Fl 41.6 0.0




Outdoor Performance Area 29.5 0.06 1.Fl 29.9 0.0Outdoor Performance Area 29.9 0.07 1.Fl 26.0 0.0Outdoor Performance Area 26.0 0.08 1.Fl 34.9 0.0Outdoor Performance Area 34.9 0.0

Contribution Levels of the Receivers

MD Acoustics 4960 S. Gilbert Rd, Suite 1-461 Chandler, AZ 85249 USA

1111 Town & Country Road, Suite 34 Orange, California 92868

(714) 973-8383

www.traffic-engineer.com

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