HomeMy WebLinkAboutAttachment 13 Noise Analysis
Orange Corporate Yard
Affordable Housing
NOISE IMPACT ANALYSIS
CITY ORANGE
PREPARED BY:
Bill Lawson, PE, INCE
blawson@urbanxroads.com
(949) 336-5979
MARCH 27, 2020
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TABLE OF CONTENTS
TABLE OF CONTENTS ......................................................................................................................... III
APPENDICES .................................................................................................................................... IV
LIST OF EXHIBITS .............................................................................................................................. IV
LIST OF TABLES ................................................................................................................................. V
LIST OF ABBREVIATED TERMS ........................................................................................................... VI
EXECUTIVE SUMMARY ....................................................................................................................... 1
On-Site Rail Noise Analysis ...................................................................................................................... 1
On-Site Rail Vibration Analysis................................................................................................................. 2
Operational Noise Levels ......................................................................................................................... 2
Construction Noise Analysis .................................................................................................................... 2
Construction Vibration Analysis............................................................................................................... 2
1 INTRODUCTION ......................................................................................................................... 3
1.1 Site Location .................................................................................................................................. 3
1.2 Project Description ........................................................................................................................ 3
2.1 Range of Noise .............................................................................................................................. 7
2.2 Noise Descriptors .......................................................................................................................... 8
2.3 Sound Propagation ........................................................................................................................ 8
2.4 Noise Control ................................................................................................................................ 9
2.5 Noise Barrier Attenuation ............................................................................................................. 9
2.6 Land Use Compatibility With Noise ............................................................................................ 10
2.7 Community Response to Noise ................................................................................................... 10
2.8 Exposure to High Noise Levels .................................................................................................... 11
2.9 Vibration ..................................................................................................................................... 11
3 REGULATORY SETTING ............................................................................................................. 15
3.1 State of California Noise Requirements ...................................................................................... 15
3.2 State of California Building Code ................................................................................................ 15
3.3 City Orange General Plan Noise Element .................................................................................... 15
3.4 City Orange Municipal Code Standards ...................................................................................... 16
3.5 Construction Vibration Standards ............................................................................................... 18
4 SIGNIFICANCE CRITERIA ........................................................................................................... 19
4.1 CEQA Guidelines Not Further Analyzed ...................................................................................... 19
4.2 Incremental Noise Level Increases.............................................................................................. 19
4.3 Significance Criteria .................................................................................................................... 20
5 EXISTING NOISE LEVEL MEASUREMENTS .................................................................................. 22
5.1 Measurement Procedure and Criteria ........................................................................................ 23
5.2 Noise Measurement Locations ................................................................................................... 23
5.3 Noise Measurement Results ....................................................................................................... 24
6 METHODS AND PROCEDURES .................................................................................................. 26
6.1 On-Site Rail Noise Prediction Model ........................................................................................... 27
6.2 On-Site Rail Vibration Assessment .............................................................................................. 27
6.3 Construction Vibration Assessment ............................................................................................ 29
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7 ON-SITE RAIL ANALYSIS ........................................................................................................... 31
7.1 On-Site Exterior Noise Analysis ................................................................................................... 31
7.1 On-Site Interior Noise Analysis ................................................................................................... 31
8 RECEIVER LOCATIONS .............................................................................................................. 33
9 CONSTRUCTION IMPACTS ........................................................................................................ 35
9.1 Construction Noise Levels ........................................................................................................... 35
9.2 Construction Reference Noise Levels ......................................................................................... 35
9.3 Construction Noise Analysis ........................................................................................................ 37
9.3 Construction Noise Level Compliance ........................................................................................ 38
9.4 Construction Vibration Impacts .................................................................................................. 39
10 REFERENCES ............................................................................................................................ 41
11 CERTIFICATION ........................................................................................................................ 43
APPENDICES
APPENDIX 3.1: CITY ORANGE MUNICIPAL CODE
APPENDIX 5.1: STUDY AREA PHOTOS
APPENDIX 5.2: NOISE LEVEL MEASUREMENT WORKSHEETS
APPENDIX 6.1: RAIL PARAMETERS
APPENDIX 7.1: ON-SITE RAIL NOISE CALCULATIONS
APPENDIX 9.1: CADNAA CONSTRUCTION NOISE MODEL INPUTS
LIST OF EXHIBITS
EXHIBIT 1-A: LOCATION MAP ............................................................................................................. 4
EXHIBIT 1-B: SITE PLAN ...................................................................................................................... 5
EXHIBIT 2-A: TYPICAL NOISE LEVELS ................................................................................................... 7
EXHIBIT 2-B: NOISE LEVEL INCREASE PERCEPTION ............................................................................ 11
EXHIBIT 2-C: TYPICAL LEVELS OF GROUND-BORNE VIBRATION .......................................................... 13
EXHIBIT 5-A: NOISE MEASUREMENT LOCATIONS .............................................................................. 25
EXHIBIT 6-A: FTA REFERENCE GROUND SURFACE VIBRATION CURVES ............................................... 28
EXHIBIT 8-A: RECEIVER LOCATIONS .................................................................................................. 34
EXHIBIT 9-A: CONSTRUCTION NOISE SOURCE LOCATIONS ................................................................ 36
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LIST OF TABLES
TABLE 4-1: SIGNIFICANCE CRITERIA SUMMARY ................................................................................. 21
TABLE 5-1: 24-HOUR AMBIENT NOISE LEVEL MEASUREMENTS ......................................................... 24
TABLE 6-1: ON-SITE RAILROAD PARAMETERS ................................................................................... 27
TABLE 6-2: VIBRATION SOURCE LEVELS FOR CONSTRUCTION EQUIPMENT ........................................ 29
TABLE 7-1: INTERIOR NOISE LEVELS (CNEL) ....................................................................................... 32
TABLE 9-1: CONSTRUCTION REFERENCE NOISE LEVELS ..................................................................... 37
TABLE 9-2: CONSTRUCTION EQUIPMENT NOISE LEVEL SUMMARY .................................................... 38
TABLE 9-3: CONSTRUCTION NOISE LEVEL COMPLIANCE .................................................................... 38
TABLE 9-4: CONSTRUCTION EQUIPMENT VIBRATION LEVELS ............................................................ 40
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LIST OF ABBREVIATED TERMS
(1) Reference
ANSI American National Standards Institute
CEQA California Environmental Quality Act
CNEL Community Noise Equivalent Level
dBA A-weighted decibels
EPA Environmental Protection Agency
FHWA Federal Highway Administration
FTA Federal Transit Administration
IEOC Inland Empire-Orange County Line
INCE Institute of Noise Control Engineering
Leq Equivalent continuous (average) sound level
Lmax Maximum level measured over the time interval
Lmin Minimum level measured over the time interval
mph Miles per hour
NIOSH National Institute for Occupational Safety and Health
OSHA Occupational Safety and Health Administration
PPV Peak Particle Velocity
Project Orange Corporate Yard Affordable Housing
REMEL Reference Energy Mean Emission Level
RMS Root-mean-square
VdB Vibration Decibels
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EXECUTIVE SUMMARY
Urban Crossroads, Inc. has prepared this noise study to determine the noise exposure and the
necessary noise attenuation measures for the proposed Orange Corporate Yard Affordable
Housing development (“Project”). The Project site is located north of Struck Avenue and east of
Batavia Street adjacent to the Metrolink Inland Empire-Orange County (IEOC) rail lines in the City
Orange. It is our understanding that the Project is to consist of up to 62 multi-family affordable
housing residential dwelling units This study has been prepared consistent with applicable City
Orange noise standards and significance criteria, consistent with guidance provided in Appendix
G of the California Environmental Quality Act (CEQA). (1)
ON-SITE RAIL NOISE ANALYSIS
Using the Federal Transit Administration (FTA) rail noise prediction model and the parameters
outlined in this noise study, the worst-case future exterior rail noise levels at the Project building
façades are estimated at 64.8 CNEL. With no clearly defined outdoor living areas shown on the
site plan, the Project is not subject to the City Orange 65 dBA CNEL exterior noise level standards.
Instead, the City Orange has established maximum interior noise levels for new residential
development, requiring sufficient insulation be provided to reduce interior ambient noise levels
to 45 dBA CNEL. To provide the necessary interior noise reduction and to satisfy the City Orange
45 dBA CNEL interior noise standards the Project shall provide the following interior noise
mitigation measures:
• Windows & Glass Doors: All windows and glass doors shall be well fitted, well weather-stripped
assemblies and shall have a minimum sound transmission class (STC) rating of 27.
• Exterior Doors (Non-Glass): All exterior doors shall be well weather-stripped and have minimum
STC ratings of 27. Well-sealed perimeter gaps around the doors are essential to achieve the
optimal STC rating. (2)
• Walls: At any penetrations of exterior walls by pipes, ducts, or conduits, the space between the
wall and pipes, ducts, or conduits shall be caulked or filled with mortar to form an airtight seal.
• Roof: Roof sheathing of wood construction shall be per manufacturer’s specification or caulked
plywood of at least one-half inch thick. Ceilings shall be per manufacturer’s specification or well-
sealed gypsum board of at least one-half inch thick. Insulation with at least a rating of R-19 shall
be used in the attic space.
• Ventilation: Arrangements for any habitable room shall be such that any exterior door or window
can be kept closed when the room is in use and still receive circulated air. A forced air circulation
system (e.g. air conditioning) or active ventilation system (e.g. fresh air supply) shall be provided
which satisfies the requirements of the Uniform Building Code.
With the interior Project Design Feature s provided by the Project, interior noise levels in
residential units are expected to meet the City Orange 45 dBA CNEL interior noise level standards
for residential development.
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ON-SITE RAIL VIBRATION ANALYSIS
Based on the FTA vibration analysis methodology, the vibration levels at the closest residential
units to the adjacent railroad lines are estimated to approach 67 VdB. Therefore, on-site rail-
related vibration levels are shown to remain below the FTA vibration threshold of 72 VdB for
frequent events at residential land uses. (3) Ground-borne noise levels generated by on-site rail
vibration levels will still be audible in exterior areas, and may be audible within quiet rooms. (3)
OPERATIONAL NOISE LEVELS
The Orange Corporate Yard Affordable Housing mixed-use development is not expected to
include any specific type of operational noise levels beyond the typical noise sources associated
with residential land use in the Project study area, such as people and children, car doors
slamming, garage doors, trash collection, and outdoor common areas, and is considered a noise-
sensitive receiving land use. In addition, the project study area does not include any nearby noise
sensitive receiver locations that may be impacted from the Project related operational noise
levels. Therefore, the potential operational noise impacts associated with the mixed-use Project
are considered less than significant.
CONSTRUCTION NOISE ANALYSIS
Using sample reference noise levels to represent the planned construction activities of the
Orange Corporate Yard Affordable Housing site, this analysis estimates the Project-related
construction noise levels at nearby sensitive receiver locations. The Project -related short-term
construction noise levels are expected to range from 55.0 to 73.6 dBA Leq and will satisfy the
acceptable 85 dBA Leq threshold at all receiver locations. Therefore, based on the results of this
analysis, all nearby sensitive receiver locations will experience less than significant impacts due
to Project construction noise levels.
CONSTRUCTION VIBRATION ANALYSIS
Construction activity can result in varying degrees of ground vibration, depending on the
equipment and methods used, distance to the affected structures and soil type. Based on this
analysis it is expected that ground-borne vibration from Project construction activities would
cause only intermittent, localized intrusion. At distances ranging from 38 feet (at location R4) to
124 feet (at location R2) from Project construction activities (at the Project site boundary),
construction vibration levels are estimated to range from 66.1 to 81.5 VdB and will remain below
the FTA Transit Noise and Vibration Impact Assessment maximum acceptable vibration criteria
by use at all receiver locations. Therefore, the Project-related vibration impacts are considered
less than significant during the construction activities at the Project site.
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1 INTRODUCTION
This noise analysis has been completed to determine the noise impacts associated with the
development of the proposed Orange Corporate Yard Affordable Housing (“Project”). This noise
study describes the proposed Project, provides information regarding n oise fundamentals,
outlines the local regulatory setting, provides the study methods and procedures for rail noise
and vibration analysis. In addition, this study includes an analysis of the potential Project-related
short-term construction noise and vibration impacts.
1.1 SITE LOCATION
The proposed Orange Corporate Yard Affordable Housing site is located north of Struck Avenue
and east of Batavia Street in the City Orange, as shown on Exhibit 1-A. The Project site is located
adjacent to the Metrolink Inland Empire-Orange County Line. Existing uses that surround the
Project site include commercial retail centers to the north, the Department of Public Works to
the west, and a nursey to the south. The City of Orange General Plan designates the Project site
for General Commercial (GC) uses. The GC designation allows for a wide range of retail and
service commercial uses and professional offices. Regional shopping centers, mid-rise office
projects, corridor shopping districts, and neighborhood corner stores are permitted uses (4).
1.2 PROJECT DESCRIPTION
The proposed Project is anticipated to include the development of up to 62 multi-family
affordable housing residential dwelling units (DU) as shown on Exhibit 1 -B. As the land uses
proposed by the Project are not consistent with the General Plan land use designation, t he
Project would require a Development Code Amendment from GC to Medium Density Residential
(MDR) (i.e., Zone Change).
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EXHIBIT 1-A: LOCATION MAP
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EXHIBIT 1-B: SITE PLAN
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2 Fundamentals
Noise is simply defined as "unwanted sound." Sound becomes unwanted when it interferes with
normal activities, when it causes actual physical harm or when it has adverse effects on health.
Noise is measured on a logarithmic scale of sound pressure level known as a decibel (dB). A-
weighted decibels (dBA) approximate the subjective response of the human ear to broad
frequency noise source by discriminating against very low and very high frequencies of the
audible spectrum. They are adjusted to reflect only those frequencies which are audible to the
human ear. Exhibit 2-A presents a summary of the typical noise levels and their subjective
loudness and effects that are described in more detail below.
EXHIBIT 2-A: TYPICAL NOISE LEVELS
Source: Environmental Protection Agency Office of Noise Abatement and Control, 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.
2.1 RANGE OF NOISE
Since the range of intensities that the human ear can detect is so large, the scale frequently used
to measure intensity is a scale based on multiples of 10, the logarithmic scale. The scale for
measuring intensity is the decibel scale. Each interval of 10 decibels indicates a sound energy ten
times greater than before, which is perceived by the human ear as being roughly twice as loud.
(5) The most common sounds vary between 40 dBA (very quiet) to 100 dBA (very loud). Normal
conversation at three feet is roughly at 60 dBA, while loud jet engine noises equate to 110 dBA
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at approximately 100 feet, which can cause serious discomfort. (6) Another important aspect of
noise is the duration of the sound and the way it is described and distributed in time.
2.2 NOISE DESCRIPTORS
Environmental noise descriptors are generally based on averages, rather than instantaneous,
noise levels. The most commonly used figure is the equivalent level (Leq). Equivalent sound levels
are not measured directly but are calculated from sound pressure levels typically measured in A-
weighted decibels (dBA). The equivalent sound level (Leq) represents a steady state sound level
containing the same total energy as a time varying signal over a given sample period (typically
one hour) and is commonly used to describe the “average” noise levels within the environment.
Peak hour or average noise levels, while useful, do not completely describe a given noise
environment. Noise levels lower than peak hour may be disturbing if they occur during times
when quiet is most desirable, namely evening and nighttime (sleeping) hours. To account for
this, the Community Noise Equivalent Level (CNEL), representing a composite 24 -hour noise level
is utilized. The CNEL is the weighted average of the intensity of a sound, with corrections for time
of day, and averaged over 24 hours. The time of day corrections require the addition of 5 decibels
to dBA Leq sound levels in the evening from 7:00 p.m. to 10:00 p.m., and the addition of 10
decibels to dBA Leq sound levels at night between 10:00 p.m. and 7:00 a.m. These additions are
made to account for the noise sensitive time periods during the evening and night hours when
sound appears louder. CNEL does not represent the actual sound level heard at any time, but
rather represents the total sound exposure. The City Orange relies on the 24-hour CNEL level to
assess land use compatibility with transportation related noise sources.
2.3 SOUND PROPAGATION
When sound propagates over a distance, it changes in level and frequency conten t. The way noise
reduces with distance depends on the following factors.
2.3.1 GEOMETRIC SPREADING
Sound from a localized source (i.e., a stationary point source) propagates uniformly outward in a
spherical pattern. The sound level attenuates (or decreases) at a rate of 6 dB for each doubling
of distance from a point source. Highways consist of several localized noise sources on a defined
path and hence can be treated as a line source, which approximates the effect of several point
sources. Noise from a line source propagates outward in a cylindrical pattern, often referred to
as cylindrical spreading. Sound levels attenuate at a rate of 3 dB for each doubling of distance
from a line source. (5)
2.3.2 GROUND ABSORPTION
The propagation path of noise from a highway to a receiver is usually very close to the ground.
Noise attenuation from ground absorption and reflective wave canceling adds to the attenuation
associated with geometric spreading. Traditionally, the excess attenuation has also been
expressed in terms of attenuation per doubling of distance. This approximation is usually
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sufficiently accurate for distances of less than 200 ft. For acoustically hard sites (i.e., sites with a
reflective surface between the source and the receiver, such as a parking lot or body of water),
no excess ground attenuation is assumed. For acoustically absorptive or soft sites (i.e., those
sites with an absorptive ground surface between the source and the receiver such as soft dirt,
grass, or scattered bushes and trees), an excess ground attenuation value of 1.5 dB per doubling
of distance is normally assumed. When added to the cylindrical spreading, the excess ground
attenuation results in an overall drop-off rate of 4.5 dB per doubling of distance from a line
source. (7)
2.3.3 ATMOSPHERIC EFFECTS
Receivers located downwind from a source can be exposed to increased noise levels relative to
calm conditions, whereas locations upwind can have lowered noise levels. Sound levels can be
increased at large distances (e.g., more than 500 feet) due to atmospheric temperature inversion
(i.e., increasing temperature with elevation). Other factors such as air temperature, humidity,
and turbulence can also have significant effects. (5)
2.3.4 SHIELDING
A large object or barrier in the path between a noise source and a receiver can substantially
attenuate noise levels at the receiver. The amount of attenuation provided by shielding depends
on the size of the object and the frequency content of the noise source. Shielding by trees and
other such vegetation typically only has an “out of sight, out of mind” eff ect. That is, the
perception of noise impact tends to decrease when vegetation blocks the line-of-sight to nearby
residents. However, for vegetation to provide a substantial, or even noticeable, noise reduction,
the vegetation area must be at least 15 feet in height, 100 feet wide and dense enough to
completely obstruct the line-of sight between the source and the receiver. This size of vegetation
may provide up to 5 dBA of noise reduction. The FHWA does not consider the planting of
vegetation to be a noise abatement measure. (7)
2.4 NOISE CONTROL
Noise control is the process of obtaining an acceptable noise environment for an observation
point or receiver by controlling the noise source, transmission path, receiver, or all three. This
concept is known as the source-path-receiver concept. In general, noise control measures can
be applied to these three elements.
2.5 NOISE BARRIER ATTENUATION
Effective noise barriers can reduce noise levels by up to 10 to 15 dBA, cut ting the loudness of
traffic noise in half. A noise barrier is most effective when placed close to the noise source or
receiver. Noise barriers, however, do have limitations. For a noise barrier to work, it must be
high enough and long enough to block the path of the noise source. (7)
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2.6 LAND USE COMPATIBILITY WITH NOISE
Some land uses are more tolerant of noise than others. For example, schools, hospitals,
churches, and residences are more sensitive to noise intrusion than are commercial or industrial
developments and related activities. As ambient noise levels affect the perceived amenity or
livability of a development, so too can the mismanagement of noise impacts impair the economic
health and growth potential of a community by reducing the area’s desirability as a place to live,
shop and work. For this reason, land use compatibility with the noise environment is an
important consideration in the planning and design process. The FHWA encourages State and
Local government to regulate land development in such a way that noise -sensitive land uses are
either prohibited from being located adjacent to a highway, or that the developments are
planned, designed, and constructed in such a way that noise impacts are minimi zed. (8)
2.7 COMMUNITY RESPONSE TO NOISE
Community responses to noise may range from registering a complaint by telephone or letter, to
initiating court action, depending upon everyone’s susceptibility to noise and personal attitudes
about noise. Several factors are related to the level of community annoyance including:
• Fear associated with noise producing activities;
• Socio-economic status and educational level;
• Perception that those affected are being unfairly treated;
• Attitudes regarding the usefulness of the noise-producing activity;
• Belief that the noise source can be controlled.
Approximately ten percent of the population has a very low tolerance for noise and will object to
any noise not of their making. Consequently, even in the quietest environment, some complaints
will occur. Twenty-five percent of the population will not complain even in very severe noise
environments. Thus, a variety of reactions can be expected from people exposed to any given
noise environment. (9) Surveys have shown that about ten percent of the people exposed to
traffic noise of 60 dBA will report being highly annoyed with the noise, and each increase of one
dBA is associated with approximately two percent more people being highly annoyed. When
traffic noise exceeds 60 dBA or aircraft noise exceeds 55 dBA, people may begin to complain. (9)
Despite this variability in behavior on an individual level, the population can be expected to
exhibit the following responses to changes in noise levels as shown on Exhibit 2-B. A change of
3 dBA are considered barely perceptible, and changes of 5 dBA are considered readily perceptible.
(7)
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EXHIBIT 2-B: NOISE LEVEL INCREASE PERCEPTION
2.8 EXPOSURE TO HIGH NOISE LEVELS
The Occupational Safety and Health Administration (OSHA) sets legal limits on noise exposure in
the workplace. The permissible exposure limit (PEL) for a worker over an eight -hour day is 90
dBA. The OSHA standard uses a 5 dBA exchange rate. This means t hat when the noise level is
increased by 5 dBA, the amount of time a person can be exposed to a certain noise level to receive
the same dose is cut in half. The National Institute for Occupational Safety and Health (NIOSH)
has recommended that all worker exposures to noise should be controlled below a level
equivalent to 85 dBA for eight hours to minimize occupational noise induced hearing loss. NIOSH
also recommends a 3 dBA exchange rate so that every increase by 3 dBA doubles the amount of
the noise and halves the recommended amount of exposure time. (10)
OSHA has implemented requirements to protect all workers in general industry (e.g. the
manufacturing and the service sectors) for employers to implement a Hearing Conservation
Program where workers are exposed to a time weighted average noise level of 85 dBA or higher
over an eight-hour work shift. Hearing Conservation Programs require employers to measure
noise levels, provide free annual hearing exams and free hearing protect ion, provide training,
and conduct evaluations of the adequacy of the hearing protectors in use unless changes to tools,
equipment and schedules are made so that they are less noisy and worker exposure to noise is
less than the 85 dBA. This noise study does not evaluate the noise exposure of workers within a
project or construction site based on CEQA requirements, and instead, evaluates Project-related
operational and construction noise levels at the nearby sensitive receiver locations in the Project
study area.
2.9 VIBRATION
Per the Federal Transit Administration (FTA) Transit Noise Impact and Vibration Assessment (3),
vibration is the periodic oscillation of a medium or object. The rumbling sound caused by the
vibration of room surfaces is called structure-borne noise. Sources of ground-borne vibrations
include natural phenomena (e.g., earthquakes, volcanic eruptions, sea waves, landslides) or
human-made causes (e.g., explosions, machinery, traffic, trains, construction equipment).
Vibration sources may be continuous, such as factory machinery, or transient, such as explosions.
As is the case with airborne sound, ground-borne vibrations may be described by amplitude and
frequency.
0 1 2 3 4 5 6 7 8 9 10
Just Perceptible
Barely Perceptible
Readily Perceptible
Twice as Loud
Noise Level Increase (dBA)
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There are several different methods that are used to quantify vibration. The peak particle
velocity (PPV) is defined as the maximum instantaneous peak of the vibration signal. The PPV is
most frequently used to describe vibration impacts to buildings but is not always suitable for
evaluating human response (annoyance) because it takes some time for the human body to
respond to vibration signals. Instead, the human body responds to average vibration amplitude
often described as the root mean square (RMS). The RMS amplitude is defined as the average of
the squared amplitude of the signal and is most frequently used to describe the effect of vibration
on the human body. Decibel notation (VdB) is commonly used to measure RMS. Decibel notation
(VdB) serves to reduce the range of numbers used to describe human response to vibration.
Typically, ground-borne vibration generated by man-made activities attenuates rapidly with
distance from the source of the vibration. Sensitive receivers for vibration include structures
(especially older masonry structures), people (especially residents, the elderly, and sick), and
vibration-sensitive equipment and/or activities
The background vibration-velocity level in residential areas is generally 50 VdB. Ground -borne
vibration is normally perceptible to humans at approximately 65 VdB. For most people, a
vibration-velocity level of 75 VdB is the approximate dividing line between barely perceptible and
distinctly perceptible levels. Typical outdoor sources of perceptible ground -borne vibration are
construction equipment, steel-wheeled trains, and traffic on rough roads. If a roadway is smooth,
the ground-borne vibration is rarely perceptible. The range of interest is from approximately 50
VdB, which is the typical background vibration-velocity level, to 100 VdB, which is the general
threshold where minor damage can occur in fragile buildings. Exhibit 2-C illustrates common
vibration sources and the human and structural response to ground -borne vibration.
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EXHIBIT 2-C: TYPICAL LEVELS OF GROUND-BORNE VIBRATION
Source: Federal Transit Administration (FTA) Transit Noise Impact and Vibration Assessment.
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3 REGULATORY SETTING
To limit population exposure to physically and/or psychologically damaging as well as intrusive
noise levels, the federal government, the State of California, various county governments, and
most municipalities in the state have established standards and ordinances to control noise. In
most areas, automobile and truck traffic is the major source of environmental noise. Traffic
activity generally produces an average sound level that remains constant with time. Air and rail
traffic, and commercial and industrial activities are also major sources of noise in some areas.
Federal, state, and local agencies regulate different aspects of environmental noise. Federal and
state agencies generally set noise standards for mobile sources such as aircraft and motor
vehicles, while regulation of stationary sources is left to local agencies.
3.1 STATE OF CALIFORNIA NOISE REQUIREMENTS
The State of California regulates freeway noise, sets standards for sound transmission, provides
occupational noise control criteria, identifies noise standards, and provides guidance for local
land use compatibility. State law requires that each county and city adopt a General Plan that
includes a Noise Element which is to be prepared per guidelines adopted by the Governor’s Office
of Planning and Research (OPR). (12) The purpose of the Noise Element is to limit the exposure
of the community to excessive noise levels. In addition, the California Environmental Quality Act
(CEQA) requires that all known environmental effects of a project be analyzed, including
environmental noise impacts.
3.2 STATE OF CALIFORNIA BUILDING CODE
The State of California’s noise insulation standards are codified in the California Code of
Regulations, Title 24, Building Standards Administrative Code, Part 2, and the California Building
Code. These noise standards are applied to new construction in California for controlling interior
noise levels resulting from exterior noise sources. The regulations specify that acoustical studies
must be prepared when noise-sensitive structures, such as residential buildings, schools, or
hospitals, are developed near major transportation noise sources, and where such noise sources
create an exterior noise level of 60 dBA CNEL or higher. Acoustical studies that accompany
building plans for noise-sensitive land uses must demonstrate that the structure has been
designed to limit interior noise in habitable rooms to acceptable noise levels. For new residential
buildings, schools, and hospitals, the acceptable interior noise limit for new construction is 45
dBA CNEL.
3.3 CITY ORANGE GENERAL PLAN NOISE ELEMENT
The City Orange has adopted a Noise Element of the General Plan to control and abate
environmental noise, and to protect the citizens of the City Orange from excessive exposure to
noise. (13) The Noise Element specifies the maximum allowable exterior noise levels for new
developments impacted by transportation noise sources such as arterial roads, freeways, airports
and railroads. In addition, the Noise Element identifies several polices to minimize the impacts
of excessive noise levels throughout the community and establishes noise level requirements for
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all land uses. To protect City Orange residents from excessive noise, the Noise Element contains
the following policies related to the Project:
Policy 1.3: Incorporate design features into residential and mixed-use projects that can be used to
shield residents from excessive noise.
Policy 1.4: Ensure that acceptable noise level are maintained near noise-sensitive uses.
Policy 3.1: Encourage noise-compatible land uses and incorporate noise-reducing design features
within transit oriented, mixed-use development near rail corridors.
Policy 7.2: Require developers and contractors to employ noise minimizing techniques during
construction and maintenance operations.
Policy 7.3: Limit the hours of construction and maintenance operations located adjacent to noise-
sensitive land uses.
3.3.1 LAND USE COMPATIBILITY
To ensure noise-sensitive land uses are protected from high levels of noise the City Orange has
developed its own land use compatibility standards, based on recommended parameters from
the Governor’s Office of Planning and Research (OPR) (14).
The City’s Land Use Compatibility standards use the CNEL noise descriptor, are intended to be
applicable for land use designations exposed to noise levels generated by transportation related
sources. Land use compatibility noise exposure limits are generally established as 65 dBA CNEL
for a majority of land use designations throughout the City. Higher exterior noise levels are
permitted for multiple-family housing and housing in mixed-use contexts than for single-family
houses. This is because multiple-family complexes are generally located in transitional areas
between single-family and commercial districts or in proximity to major arterials served by
transit, and a more integrated mix of residential and commercial activity (accompanied by higher
noise levels) is often desired in mixed-use areas close to transit routes. These standards establish
maximum interior noise levels for new residential development, requiring that sufficient
insulation be provided to reduce interior ambient noise levels to 45 dBA CNEL.
3.3.2 STATIONARY NOISE STANDARDS
The City Orange has set stationary-source hourly average Leq exterior limits to control
operational stationary source noise levels associated with the development of the proposed
Orange Corporate Yard Affordable Housing. These hourly and maximum performance standards
(expressed in Leq) for non-transportation or stationary noise sources are designed to protect
noise sensitive land uses adjacent to stationary sources from excessive noise. According to Table
N-4 of the City Orange General Plan Noise Element, acceptable exterior noise levels at the
sensitive receptor is 55 dBA Leq during daytime (7:00 a.m. to 10:00 p.m.) hours and 45 dBA Leq
during the nighttime (10:00 p.m. to 7:00 a.m.) hours.
3.4 CITY ORANGE MUNICIPAL CODE STANDARDS
To analyze noise impacts originating from a designated fixed location or private property such as
the Orange Corporate Yard Affordable Housing Project, stationary-source (operational) noise
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levels and noise from construction activities are typically evaluated against standards established
under the City’s Municipal Code.
3.4.1 OPERATIONAL NOISE STANDARDS
For noise-sensitive residential property, the City Orange Municipal Code, Section 8.24.040,
identifies exterior noise levels standards of 55 dBA Leq for the daytime hours (7:00 a.m. to 10:00
p.m.) and 50 dBA Leq during the nighttime (10:00 p.m. to 7:00 a.m.) hours. The City Orange
Municipal Code Noise Standards are included in Appendix 3.1. The daytime Municipal Code
requirements are consistent with the noise levels identified in the City Orange General Plan Noise
Element, however, the 50 dBA Leq nighttime noise levels are 5 dBA higher than the 45 dBA Leq
thresholds identified in the Noise Element. For the purpose of this analysis relies on the more
restrictive 45 dBA Leq nighttime noise level standards identified in the Noise Element.
Per Section 8.24.040(B) For multi-family residential or mixed use developments located within
the City's Urban Mixed Use, Neighborhood Mixed Use, Old Towne Mixed Use or Medium Density
Residential General Plan land use districts, exterior noise standards shall apply to common
recreation areas only and shall not apply to private exterior space (such as a private yard, patio,
or balcony).
3.4.2 CONSTRUCTION NOISE STANDARDS
The City Orange has set restrictions to control noise impacts associated with the construction of
the proposed Project. Section 8.24.50(E) of the City’s Municipal Code states: Noise sources
associated with construction, repair, remodeling, or grading of any real property, provided said
activities take place between the hours of 7:00 a.m. and 8:00 p.m. on any day except for Sunday
or a Federal holiday, or between the hours of 9:00 a.m. and 8:00 p.m. on Sunday or a Federal
holiday. Neither the City’s General Plan nor Municipal Code establish numeric maximum
acceptable construction source noise levels at potentially affected receivers, which would allow
for a quantified determination of what CEQA constitutes a substantial temporary or periodic
noise increase.
To evaluate whether the Project will generate potentially significant construction noise levels at
off-site sensitive receiver locations, a construction-related noise level threshold is adopted from
the Criteria for Recommended Standard: Occupational Noise Exposure prepared by the National
Institute for Occupational Safety and Health (NIOSH). (15) A division of the U.S. Department of
Health and Human Services, NIOSH identifies a noise level threshold based on the duration of
exposure to the source. The construction related noise level threshold starts at 85 dBA for more
than eight hours per day, and for every 3-dBA increase, the exposure time is cut in half. This
results in noise level thresholds of 88 dBA for more than four hours per day, 92 dBA for more
than one hour per day, 96 dBA for more than 30 minutes per day, and up to 100 dBA for more
than 15 minutes per day. (15) For the purposes of this analysis, the lowest, more conservative
construction noise level threshold of 85 dBA Leq is used as an acceptable threshold for
construction noise at the nearby sensitive receiver locations. Since this construction -related
noise level threshold represents the energy average of the noise source over a given time, they
are expressed as Leq noise levels. Therefore, the noise level threshold of 85 dBA Leq over a period
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of eight hours or more is used to evaluate the potential Project-related construction noise level
impacts at the nearby sensitive receiver locations.
The NIOSH 85 dBA Leq construction noise level threshold used in the Noise Study is consistent
with similar construction noise level thresholds identified by the Federal Transit Administration
(FTA) that are specific to noise-sensitive residential uses. The FTA Transit Noise and Vibration
Impact Assessment identifies a daytime construction noise level threshold of 90 dBA L eq for
general assessment. (3) As such, the NIOSH 85 dBA Leq threshold used in the Noise Study to
identify potential impacts is more conservative than the FTA threshold which is specific to
construction noise at residential receiver locations.
3.5 CONSTRUCTION VIBRATION STANDARDS
Construction activity can result in varying degrees of ground -borne vibration, depending on the
equipment and methods used, distance to the affected structures and soil type. (3) Construction
vibration is generally associated with pile driving and rock blasting. Other construction
equipment such as air compressors, light trucks, hydraulic loaders, etc., generates little or no
ground vibration. (3) Occasionally large bulldozers and loaded trucks can cause perceptible
vibration levels at close proximity.
To analyze vibration impacts originating from the operation and construction of the Orange
Corporate Yard Affordable Housing, vibration-generating activities are appropriately evaluated
against standards established under a City’s Municipal Code, if such standards exist. However,
the City Orange does not identify specific vibration level limits and instead relies on the Federal
Transit Administration (FTA) methodology (3). The FTA Transit Noise and Vibration Impact
Assessment methodology provides guidelines for the maximum-acceptable vibration criteria for
different types of land uses. These guidelines allow 90 VdB for industrial (workshop) use, 84 VdB
for office use and 78 VdB for daytime residential uses and 72 VdB for nighttime uses in buildings
where people normally sleep. (16 p. 8_8)
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4 SIGNIFICANCE CRITERIA
The following significance criteria are based on currently adopted guidance provided by Appendix
G of the California Environmental Quality Act (CEQA) Guidelines. (1) For the purposes of this
report, impacts would be potentially significant if the Project results in or causes:
A. Generation of a substantial temporary or permanent increase in ambient noise levels in the
vicinity of the project in excess of standards established in the local general plan or noise
ordinance, or applicable standards of other agencies?
B. Generation of excessive ground-borne vibration or ground-borne noise levels?
C. For a project located within the vicinity of a private airstrip or an airport land use plan or, where
such a plan has not been adopted, within two miles of a public airport or public use airport, would
the project expose people residing or working in the project area to excessive noise levels?
While the City Orange General Plan Guidelines provide direction on noise compatibility and
establish noise standards by land use type that are sufficient to assess the significance of noise
impacts, they do not define the levels at which increases are considered substantial for use under
Guideline A. CEQA Appendix G Guideline C applies to nearby public and private airports, if any,
and the Project’s land use compatibility.
4.1 CEQA GUIDELINES NOT FURTHER ANALYZED
The Project site is not located within two miles of a public airport or within an airport land use
plan; nor is the Project within the vicinity of a private airstrip. As such, the Project site would not
be exposed to excessive noise levels from airport operations, and therefore, impacts are
considered less than significant, and no further noise analysis is conducted in relation to
Guideline C.
4.2 INCREMENTAL NOISE LEVEL INCREASES
Noise level increases resulting from the Project are evaluated based on the Appendix G CEQA
Guidelines described above at the closest receiver locations. Under CEQA, consideration must
be given to the magnitude of the increase, the existing ambient noise levels, and the location of
noise-sensitive receivers to determine if a noise increase represents a signifi cant adverse
environmental impact. (17)
There is no completely satisfactory way to measure the subjective effects of noise or of the
corresponding human reactions of annoyance and dissatisfaction, primarily because of the wide
variation in individual thresholds of annoyance and differing individual experiences with noise .
Thus, an effective way of determining a person’s subjective reaction to a new noise is the
comparison of it to the existing environment to which one has adapt ed—the so-called ambient
environment. In general, the more a new noise exceeds the previously existing ambient noise
level, the less acceptable the new noise will typically be judged.
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To describe the amount to which a given noise level increase is considered acceptable, the CCity
Orange General Plan has adopted criteria for determining appropriate mitigation under the
California Environmental Quality Act (CEQA). In addition to the maximum allowable noise level
standards outlined in Section 3.4.1, an increase in ambient noise levels is assumed to be a
significant noise impact if a project causes ambient noise levels to exceed the following:
• Where the existing ambient noise level is less than 65 dBA, a project related permanent
increase in ambient noise levels of 5 dBA CNEL or greater.
• Where the existing ambient noise level is greater than 65 dBA, a project related permanent
increase in ambient noise levels of 3 dBA CNEL or greater.
4.3 SIGNIFICANCE CRITERIA
Noise impacts shall be considered significant if any of the following occur as a direct result of the
proposed development. Table 4-1 shows the significance criteria summary matrix.
ON-SITE RAIL NOISE
• If the on-site interior noise levels exceed 45 dBA CNEL at the residential uses located within
the Project site (City Orange General Plan Noise Element, Table N-3).
ON-SITE RAIL VIBRATION
• If the on-site vibration levels exceed 78 VdB for daytime residential uses and 72 VdB for
nighttime uses in buildings where people normally sleep. (FTA, Transit Noise and Vibration
Impact Assessment) (16 p. 8_8).
CONSTRUCTION NOISE
• If Project-related construction activities take place outside the hours between 7:00 a.m. and
8:00 p.m. on any day except for Sunday or a Federal holiday, or between the hours of 9:00
a.m. and 8:00 p.m. on Sunday or a Federal holiday (City Orange Municipal Code Section
8.24.50(E).
• If Project-related construction activities create noise levels which exceed the 85 dBA Leq
acceptable noise level threshold at the nearby sensitive receiver locations (NIOSH, Criteria for
Recommended Standard: Occupational Noise Exposure).
CONSTRUCTION VIBRATION
• If Project generated operational vibration levels exceed the FTA’s acceptable vibration
thresholds of 78 VdB for daytime residential use and buildings where people normally sleep.
(FTA Transit Noise and Vibration Impact Assessment). (16 p. 8_8)
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TABLE 4-1: SIGNIFICANCE CRITERIA SUMMARY
Analysis Receiving
Land Use Condition(s) Significance Criteria
Daytime Nighttime
On-Site
Rail Residential Noise Level Threshold1 45 dBA CNEL
Vibration Level Threshold2 78 VdB 72 VdB
Construction Residential
Permitted between 7:00 a.m. and 8:00 p.m. on any day
except for Sunday or a Federal holiday3
Noise Level Threshold4 85 dBA Leq n/a
Vibration Level Threshold2 78 VdB n/a
1 City Orange General Plan Noise Element, Table N-3.
2 FTA, Transit Noise and Vibration Impact Assessment.
3 City Orange Municipal Code Section 8.24.50(E).
4 NIOSH, Criteria for Recommended Standard: Occupational Noise Exposure.
"Daytime" = 7:00 a.m. to 10:00 p.m.; "Nighttime" = 10:00 p.m. to 7:00 a.m.
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5 EXISTING NOISE LEVEL MEASUREMENTS
To assess the existing noise level environment, 24-hour noise level measurements were taken at
four locations in the Project study area. The receiver locations were selected to describe and
document the existing noise environment within the Project study area. Exhibit 5-A provides the
boundaries of the Project study area and the noise level measurement locations. To fully
describe the existing noise conditions, noise level measurements were collected by Urban
Crossroads, Inc. on Wednesday, February 26th, 2020. Appendix 5.1 includes study area photos.
5.1 MEASUREMENT PROCEDURE AND CRITERIA
To describe the existing noise environment, the hourly noise levels were measured during typical
weekday conditions over a 24-hour period. By collecting individual hourly noise level
measurements, it is possible to describe the daytime and nighttime hourly noise levels and
calculate the 24-hour CNEL. The long-term noise readings were recorded using Piccolo Type 2
integrating sound level meter and dataloggers. The Piccolo sound level meters were calibrated
using a Larson-Davis calibrator, Model CAL 150. All noise meters were programmed in "slow"
mode to record noise levels in "A" weighted form. The sound level meters and microphones
were equipped with a windscreen during all measurements. All noise level measurement
equipment satisfies the American National Standards Institute (ANSI) standard specifications for
sound level meters ANSI S1.4-2014/IEC 61672-1:2013. (18)
5.2 NOISE MEASUREMENT LOCATIONS
The long-term noise level measurements were positioned as close to the nearest sensitive
receiver locations as possible to assess the existing ambient hourly noise levels surrounding the
Project site. Both Caltrans and the FTA recognize that it is not reasonable to collect noise level
measurements that can fully represent every part of a private yard, patio, deck, or balcony
normally used for human activity when estimating impacts for new development projects. This
is demonstrated in the Caltrans general site location guidelines which indicate that, sites must be
free of noise contamination by sources other than sources of interest. Avoid sites located near
sources such as barking dogs, lawnmowers, pool pumps, and air conditioners unless it is the
express intent of the analyst to measure these sources. (5) Further, FTA guidance states, that it is
not necessary nor recommended that existing noise exposure be determined by measuring at
every noise-sensitive location in the project area. Rather, the recommended approach is to
characterize the noise environment for clusters of sites based on measurements or estimates at
representative locations in the community. (3)
Based on recommendations of Caltrans and the FTA, it is not necessary to collect measurements
at each individual building or residence, because each receiver measurement represents a group
of buildings that share acoustical equivalence. (3) In other words, the area represented by the
receiver shares similar shielding, terrain, and geometric relationship to the reference noise
source. Receivers represent a location of noise sensitive areas and are used to estimate the
future noise level impacts. Collecting reference ambient noise level measurements at the nearby
sensitive receiver locations allows for a comparison of the before and after Project noise levels
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and is necessary to assess potential noise impacts due to the Project’s contribution to the
ambient noise levels.
5.3 NOISE MEASUREMENT RESULTS
The noise measurements presented below focus on the average or equivalent sound levels (Leq).
The equivalent sound level (Leq) represents a steady state sound level containing the same total
energy as a time varying signal over a given sample period. Table 5-1 identifies the hourly
daytime (7:00 a.m. to 10:00 p.m.) and nighttime (10:00 p.m. to 7:00 a.m.) noise levels at each
noise level measurement location. Table 5-1 provides the (energy average) noise levels used to
describe the daytime and nighttime ambient conditions.
TABLE 5-1: 24-HOUR AMBIENT NOISE LEVEL MEASUREMENTS
Location1 Description
Energy Average Noise
Level (dBA Leq)2 CNEL
Daytime Nighttime
L1 Located east of the Project site on West Hoover Avenue
near existing multi-family residential homes. 55.7 52.4 59.8
L2 Located southeast of the Project site north of West
Brenna Lane near Citrus Grove Apartments. 52.8 55.0 61.3
L3 Located West of the Project site on Struck Avenue near
the Department of public works. 59.3 59.6 66.1
L4 Located north of the Project site in the parking lot of the
Metro Court Plaza. 56.6 55.4 62.2
1 See Exhibit 5-A for the noise level measurement locations.
2 Energy (logarithmic) average levels. The long-term 24-hour measurement worksheets are included in Appendix 5.2.
"Day" = 7:00 a.m. to 10:00 p.m.; "Night" = 10:00 p.m. to 7:00 a.m.
These daytime and nighttime energy average noise levels represent the avera ge of all hourly
noise levels observed during these time periods expressed as a single nu mber. Appendix 5.2
provides summary worksheets of the noise levels for each hour as well as the minimum,
maximum, L1, L2, L5, L8, L25, L50, L90, L95, and L99 percentile noise levels observed during the daytime
and nighttime periods. The background ambient noise levels in the Project study area are
dominated by the transportation-related noise associated with Highland Springs Avenue and E
8th Street.
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EXHIBIT 5-A: NOISE MEASUREMENT LOCATIONS
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6 METHODS AND PROCEDURES
The following section outlines the methods and procedures used to model and analyze the future
noise environment.
6.1 ON-SITE RAIL NOISE PREDICTION MODEL
The estimated railroad noise impacts from the adjacent Metrolink Inland Empire-Orange County
(IEOC) rail lines east of the Project site are calculated using the Federal Transit Administration
(FTA) General Transit Noise Assessment Model. The IEOC Line is a commuter rail line run by
Metrolink in Southern California. It runs from San Bernardino through Orange County to
Oceanside in northern San Diego County. The FTA Model calculates the predicted noise level
based on the type of train, distance to receiver, number of trains per hour, speed, number of cars
per train, and type of railroad tracks. The existing rail volumes on the IEOC east of the Project
are shown on Table 6-1.
TABLE 6-1: ON-SITE RAILROAD PARAMETERS
Rail
Activity
Speed
(mph)3
Trains Per Day
Daytime Nighttime Total
Existing1 39 14 2 16
Future2 39 28 4 32
1 U.S. Department of Transportation Crossing Inventory Form No. 027015T and the March 26th, 2020 Metro
Inland Empire-Orange County Schedule.
2 Based on a conservative doubling of the existing rail volume.
3 Metrolink Fact Sheet Q3 '18-19 Average Speed.
"Day" = 7:00 a.m. to 10:00 p.m.; "Night" = 10:00 p.m. to 7:00 a.m.
The average train speeds were obtained from the Southern California Regional Rail Authority
Metrolink Fact Sheet for Quarter 3 of ’18-19. In addition, the existing train volumes were
obtained from the current schedules for the IEOC line, and the Department of Transportation
Crossing Inventory Form at Katella Avenue (Crossing Number 027015T). (19) The Metrolink Fact
Sheet and Crossing inventory Form are included in Appendix 6.1. For existing conditions, the
IEOC rail line serves 16 trains per day. The future noise conditions at the residential land use
within the Project site are based on the estimated future rail volumes. To estimate the worst-
case future noise conditions due to rail activity, the existing train volumes were doubled to serve
32 trains per day.
6.2 ON-SITE RAIL VIBRATION ASSESSMENT
This section focuses on the potential ground-borne vibration associated with rail transportation
activities. The estimated railroad vibration impacts from freight trains trav eling on the railroad
tracks near the Project site are calculated using the FTA Transit Noise and Vibration Impact
Assessment General Vibration Assessment methodology. The FTA General Vibration Assessment
calculates the predicted vibration level based on generalized ground surface vibration curves
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which were developed using actual measurements of representative North American transit
systems. (3) Figure 6-4 of the FTA Transit Noise and Vibration Impact Assessment shows the
generalized ground surface vibration curves for three types of transit sources, as shown on
Exhibit 6-A of this report. The generalized reference curves are used to identify the appropriate
reference vibration level, before any adjustments, for the Pro ject based on the type of train,
speed, and distance to receiver locations. The FTA reference curves are provided in VdB to
describe the human response to vibration levels.
Based on the reference curve for a rapid transit train traveling at 50 mph, as shown on Exhibit 6-
A, the reference vibration level at 50 feet is estimated to be 72 VdB. As previously shown on
Table 6-1, the Metrolink trains passing the Project site are expected to travel at a lower speed of
40 mph, and therefore, the reference level will be adjusted to reflect the change from 50 to 40
mph, as well as to reflect the distance to the Project building. In addition, the FTA provides
vibration source and propagation adjustments to the reference vibration curve levels based on
the characteristics of the trains and rail lines in the study area.
EXHIBIT 6-A: FTA REFERENCE GROUND SURFACE VIBRATION CURVES
Source: FTA Transit Noise and Vibration Impact Assessment, Figure 6-4.
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6.3 CONSTRUCTION VIBRATION ASSESSMENT
This analysis focuses on the potential ground-borne vibration associated with construction
activities. Ground-borne vibration levels from automobile traffic are generally overshadowed by
vibration generated by heavy trucks that roll over the same uneven roadway surfaces. However,
due to the rapid drop-off rate of ground-borne vibration and the short duration of the associated
events, vehicular traffic-induced ground-borne vibration is rarely perceptible beyond the
roadway right-of-way, and rarely results in vibration levels that cause damage to buildings in the
vicinity. However, while vehicular traffic is rarely perceptible, construction has the potential to
result in varying degrees of temporary ground vibration, depending on the specific construction
activities and equipment used.
Ground vibration levels associated with various types of construction equipment are summarized
on Table 6-2. Based on the representative vibration levels presented for various construction
equipment types, it is possible to estimate the potential Project construction vibration levels
using the following vibration assessment methods defined by the FTA. To describe the human
response (annoyance) associated with vibration impacts the FTA provides the following equation:
LVdB(D) = LVdB(25 ft) – 30log(D/25)
TABLE 6-2: VIBRATION SOURCE LEVELS FOR CONSTRUCTION EQUIPMENT
Equipment Vibration Decibels (VdB)
at 25 feet
Small bulldozer 58
Jackhammer 79
Loaded Trucks 86
Large bulldozer 87
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7 ON-SITE RAIL ANALYSIS
An on-site analysis has been completed to determine the rail noise and vibration levels and to
identify potential necessary attenuation measures for the proposed Orange Corporate Yard
Affordable Housing Project. It is expected that the primary source of these potential impacts to
the Project site will be rail activity from the existing and future IEOC Line.
7.1 ON-SITE EXTERIOR NOISE ANALYSIS
A review of the Project site plan suggests that the areas subject to the City Orange exterior noise
level standards will be limited to the outdoor common areas. This is consistent with the City
Orange General Plan Noise Element indicating that higher exterior noise levels are permitted for
multiple-family housing and housing in mixed-use contexts than for single-family houses. In
addition, the City Orange Municipal Code Section 8.24.040(B) indicates that for multi-family
residential exterior noise standards shall apply to common recreation areas only and shall not
apply to private exterior space (such as a private yard, patio, or balcony). With no clearly defined
outdoor living areas shown on the site plan, the Project is not subject to the City Orange 65 dBA
CNEL exterior noise level standards. Instead, the City Orange has established maximum interior
noise levels for new residential development, requiring sufficient insulation be provided to
reduce interior ambient noise levels to 45 dBA CNEL.
7.1 ON-SITE INTERIOR NOISE ANALYSIS
To ensure that the interior noise levels comply with the City Orange 45 dBA CNEL interior noise
standards, future noise levels were calculated at the building facades. A review of the Project
site plan indicates that the multi-family residential building façade is located roughly 63 feet from
IEOC rail line. Using the Federal Transit Administration (FTA) rail noise prediction model and the
parameters outlined in this noise study, the worst -case future exterior rail noise levels at the
Project building façades are estimated at 64.8 dBA CNEL. Appendix 7.1 includes the future
exterior rail noise calculations.
7.1.1 NOISE REDUCTION METHODOLOGY
The interior noise level is the difference between the predicted exterior noise level at the building
façade and the noise reduction of the structure. Typical building construction will provide a Noise
Reduction (NR) of approximately 12 dBA with "windows open" and a minimum 25 dBA noise
reduction with "windows closed." (7) (20) However, sound leaks, cracks and openings within the
window assembly can greatly diminish its effectiveness in reducing noise. Several methods are
used to improve interior noise reduction, including: [1] weather-stripped solid core exterior
doors; [2] upgraded dual glazed windows; [3] mechanical ventilation/air conditioning; and [4]
exterior wall/roof assembles free of cut outs or openings.
7.1.2 INTERIOR NOISE LEVEL ASSESSMENT
To provide the necessary interior noise reduction, Table 7-2 indicates that residential units
adjacent to the railroad lines will require a windows closed condition and a means of mechanical
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ventilation (e.g. air conditioning). Table 7-1 shows that the future interior noise levels are
expected to range from 40.8 to 49.9 dBA CNEL. The interior noise level analysis on Table 7-1
shows that the City Orange 45 dBA CNEL interior noise level standards can be satisfied using
typical building construction and standard windows with a minimum STC rating of 27. The
interior noise analysis shows that the Project will satisfy the City Orange 45 dBA CNEL interior
noise level standards for residential development.
TABLE 7-1: INTERIOR NOISE LEVELS (CNEL)
Location Noise Level
at Façade1
Required
Interior
NR2
Minimum
Interior
NR3
Upgraded
Windows4
Interior
Noise
Level5
Noise
Standard
(dBA
CNEL)6
Standard
Exceeded?
Building Façade 64.8 19.8 25 No 39.8 45 No
1 Exterior noise level at the facade with a windows closed condition requiring a means of mechanical ventilation (e.g. air conditioning).
2 Noise reduction required to satisfy the interior noise standards.
3 Minimum interior noise reduction with standard building construction.
4 Does the required interior noise reduction trigger upgraded windows with a minimum STC rating of greater than 27?
5 Estimated interior noise level with minimum STC rating for all windows.
6 Interior noise level standards as described in Section 3.1.
"NR" = Noise Reduction
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8 RECEIVER LOCATIONS
To assess the potential for long-term operational and short-term construction noise impacts, the
following receiver locations, as shown on Exhibit 8-A, were identified as representative locations
for analysis. Sensitive receivers are generally defined as locations where people reside or where
the presence of unwanted sound could otherwise adversely affect the use of the land. The City
Orange General Plan Noise Element defines noise-sensitive uses as residences, hospitals,
convalescent and day care facilities, schools, and libraries. (13) Moderately noise-sensitive land
uses typically include multi-family dwellings, hotels, motels, dormitories, out-patient clinics,
cemeteries, golf courses, country clubs, athletic/tennis clubs, and equestrian clubs. Land uses
that are considered relatively insensitive to noise include business, commercial, and professional
developments. Land uses that are typically not affected by noise include: industrial,
manufacturing, utilities, agriculture, undeveloped land, parking lots, warehousing, liquid and
solid waste facilities, salvage yards, and transit terminals.
Consistent with the Orange Corporate Yard Affordable Housing Air Quality Impact Analysis (21),
four receiver locations in the vicinity of the Project site were identified. All distances are
measured from the Project site boundary to the outdoor living areas (e.g., private backyards) or
at the building façade, whichever is closer to the Project site. The selection of receiver locations
is based on FHWA guidelines and is consistent with additional guidance provided b y Caltrans and
the FTA, as previously described in Section 5.2.
Other sensitive land uses in the Project study area that are located at greater distances than
those identified in this noise study will experience lower noise levels than those presented in this
report due to the additional attenuation from distance and the shielding of intervening
structures. Distance is measured in a straight line from the project boundary to each receiver
location.
R1: Located approximately 90 feet east of the Project site, R1 represents the Lemon Grove
Apartment complex at 1148 North Lemon Street.
R2: Located approximately 124 feet east of the Project site, R2 represents the Citrus Grove
Apartment complex at 1120 North Lemon Street.
R3: Location R3 represents the City Orange Department of Public Works facility located 173
feet west of the Project site at 637 West Struck Avenue.
R4: Location R4 represents the Factory Motor Parts facility located at 448 West Katella
Avenue at approximately 38 feet from the Project site.
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EXHIBIT 8-A: RECEIVER LOCATIONS
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9 CONSTRUCTION IMPACTS
This section analyzes potential average dBA Leq impacts resulting from the short-term
construction activities associated with the development of the Project. Exhibit 9-A shows the
construction noise source locations in relation to the nearby sensitive receiver locations
previously described in Section 8.
9.1 CONSTRUCTION NOISE LEVELS
Noise generated by the Project construction equipment will include a combination of trucks,
power tools, concrete mixers, and portable generators that when combined can reach high
levels. The number and mix of construction equipment is expected to occur in the following
stages, based on the Orange Corporate Yard Affordable Housing Air Quality Impact Analysis for
the Project: (21)
• Site Preparation
• Grading
• Building Construction
• Paving
• Architectural Coating
This construction noise analysis was prepared using reference noise level measurements taken
by Urban Crossroads, Inc. to describe the typical construction activity noise levels for each stage
of Project construction. The construction reference noise level measurements represent a list of
typical construction activity noise levels.
Hard site conditions are used in the construction noise analysis which result in noise levels that
attenuate (or decrease) at a rate of 6.0 dBA for each doubling of distance f rom a point source,
based on existing conditions in the Project study area. A default ground attenuation factor of 1.0
was used in the CadnaA noise prediction model to account for hard site conditions.
9.2 CONSTRUCTION REFERENCE NOISE LEVELS
To describe the Project construction noise levels, measurements were collected for similar
activities at several construction sites. Table 9-1 provides a summary of the construction
reference noise level measurements. Since the reference noise levels were collected at varying
distances of 30 feet and 50 feet, all construction noise level measurements presented on Table
9-1 have been adjusted for consistency to describe a uniform reference distance of 50 feet.
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EXHIBIT 9-A: CONSTRUCTION NOISE SOURCE LOCATIONS
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TABLE 9-1: CONSTRUCTION REFERENCE NOISE LEVELS
Construction
Stage Reference Construction Activity1
Reference Noise
Level @ 50 Feet
(dBA Leq)
Highest Reference
Noise Level
(dBA Leq)
Site
Preparation
Scraper, Water Truck, & Dozer Activity 75.3
75.3 Backhoe 64.2
Water Truck Pass-By & Backup Alarm 71.9
Grading
Rough Grading Activities 73.5
73.5 Water Truck Pass-By & Backup Alarm 71.9
Construction Vehicle Maintenance Activities 67.5
Building
Construction
Foundation Trenching 68.2
71.6 Framing 62.3
Concrete Mixer Backup Alarms & Air Brakes 71.6
Paving
Concrete Mixer Truck Movements 71.2
71.2 Concrete Paver Activities 65.6
Concrete Mixer Pour & Paving Activities 65.9
Architectural
Coating
Air Compressors 65.2
65.2 Generator 64.9
Crane 62.3
1 Reference construction noise level measurements taken by Urban Crossroads, Inc.
9.3 CONSTRUCTION NOISE ANALYSIS
Using the reference construction equipment noise levels and the CadnaA noise prediction model,
calculations of the Project construction noise level impacts at the nearby sensitive receiver
locations were completed. To assess the worst-case construction noise levels, the Project
construction noise analysis relies on the highest noise level impacts when the equipment with
the highest reference noise level is operating at the closest point from the edge of primary
construction activity (Project site boundary) to each receiver location. As shown on Table 9-2,
construction noise levels are expected to range from 55.0 to 73.6 dBA Leq at the nearby receiver
locations. Appendix 9.1 includes the detailed CadnaA construction noise model inputs.
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TABLE 9-2: CONSTRUCTION EQUIPMENT NOISE LEVEL SUMMARY
Receiver
Location1
Construction Noise Levels (dBA Leq)
Site
Preparation Grading Building
Construction Paving Architectural
Coating
Highest
Levels2
R1 67.1 65.3 63.4 63.0 57.0 67.1
R2 65.1 63.3 61.4 61.0 55.0 65.1
R3 70.9 69.1 67.2 66.8 60.8 70.9
R4 73.6 71.8 69.9 69.5 63.5 73.6
1 Noise receiver locations are shown on Exhibit 9-A.
2 Construction noise level calculations based on distance from the project site boundaries (construction activity area) to
nearby receiver locations. CadnaA construction noise model inputs are included in Appendix 9.1.
9.3 CONSTRUCTION NOISE LEVEL COMPLIANCE
Project construction activities will comply with the City’s Noise Ordinance. Although neither the
City’s General Plan nor Municipal Code contain quantified limits on construction noise levels, to
evaluate whether the Project will generate potentially significant short-term noise levels at
nearby receiver locations, a construction-related the NIOSH noise level threshold of 85 dBA Leq is
used as acceptable thresholds to assess construction noise level impacts. The construction noise
analysis shows that the nearby receiver locations will not experience noise levels above the 85
dBA Leq significance threshold during Project construction activities as shown on Table 9-3.
Therefore, the noise impacts due to Project construction noise is considered less than significant
at all receiver locations
TABLE 9-3: CONSTRUCTION NOISE LEVEL COMPLIANCE
Receiver
Location1
Construction Noise Levels (dBA Leq)
Highest Construction
Noise Levels2 Threshold3 Threshold
Exceeded?4
R1 67.1 85 No
R2 65.1 85 No
R3 70.9 85 No
R4 73.6 85 No
1 Noise receiver locations are shown on Exhibit 9-A.
2 Highest construction noise level calculations based on distance from the construction noise source activity to nearby
receiver locations as shown on Table 9-2.
3 Construction noise level thresholds as shown on Table 4-1.
4 Do the estimated Project construction noise levels exceed the construction noise level threshold?
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9.4 CONSTRUCTION VIBRATION IMPACTS
Construction activity can result in varying degrees of ground vibration, depending on the
equipment and methods used, distance to the affected structures and soil type. It is expected
that ground-borne vibration from Project construction activities would cause only intermittent,
localized intrusion. The proposed Project’s construction activities most likely to cause vibration
impacts are:
• Heavy Construction Equipment: Although all heavy mobile construction equipment has the
potential of causing at least some perceptible vibration while operating close to buildings, the
vibration is usually short-term and is not of sufficient magnitude to cause building damage.
• Trucks: Trucks hauling building materials to construction sites can be sources of vibration
intrusion if the haul routes pass through residential neighborhoods on streets with bumps or
potholes. Repairing the bumps and potholes generally eliminates the problem.
Ground-borne vibration levels resulting from construction activities occurring within the Project
site were estimated by data published by the Federal Transit Administration (FTA). Construction
activities that would have the potential to generate low levels of ground-borne vibration within
the Project site include grading. Using the vibration source level of construction equipment
provided on Table 6-2 and the construction vibration assessment methodology published by the
FTA, it is possible to estimate the Project vibration impacts.
Table 9-4 presents the expected Project related vibration levels at the nearby receiver locations.
At distances ranging from 38 feet (at location R4) to 124 feet (at location R2) from Project
construction activities (at the Project site boundary), construction vibration levels are estimated
to range from 66.1 to 81.5 VdB and will remain below the FTA Transit Noise and Vibration Impact
Assessment maximum acceptable vibration criteria by use at all receiver locations. Therefore,
the Project-related vibration impacts are considered less than significant during the construction
activities at the Project site.
Moreover, the vibration levels reported at the sensitive receiver locations are unlikely to be
sustained during the entire construction period but will occur rather only during the times that
heavy construction equipment is operating adjacent to the Project site perimeter.
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TABLE 9-4: CONSTRUCTION EQUIPMENT VIBRATION LEVELS
Receiver
Location1
Land
Use
Distance to
Construction
Activity
(Feet)
Receiver Vibration Levels (VdB)2
Threshold
VdB3
Threshold
Exceeded?4 Small
Bulldozer
Jack-
hammer
Loaded
Trucks
Large
Bulldozer
Highest
Vibration
Levels
R1 Residential 90' 41.3 62.3 69.3 70.3 70.3 78 No
R2 Residential 124' 37.1 58.1 65.1 66.1 66.1 78 No
R3 Office 89' 41.5 62.5 69.5 70.5 70.5 84 No
R4 Industrial 38' 52.5 73.5 80.5 81.5 81.5 90 No
1 Noise receiver locations are shown on Exhibit 8-A.
2 Based on the Vibration Source Levels of Construction Equipment included on Table 6-5.
3 FTA Transit Noise and Vibration Impact Assessment maximum acceptable vibration criteria (see Section 3.5)
4 Does the vibration level exceed the maximum acceptable vibration threshold?
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10 REFERENCES
1. State of California. California Environmental Quality Act, Appendix G. 2019.
2. Harris, Cyril M. Noise Control in Buildings. s.l. : McGraw-Hill, Inc., 1994.
3. U.S. Department of Transportation, Federal Transit Administration. Transit Noise and Vibration Impact
Assessment. September 2018.
4. City of Orange. City of Orange General Plan. [Online] 2010.
https://www.cityoforange.org/DocumentCenter/View/570/General-Plan---Land-Use-PDF.
5. California Department of Transportation Environmental Program. Technical Noise Supplement - A
Technical Supplement to the Traffic Noise Analysis Protocol. Sacramento, CA : s.n., September 2013.
6. Environmental Protection Agency Office of Noise Abatement and Control. Information on Levels of
Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of
Safety. March 1974. EPA/ONAC 550/9/74-004.
7. U.S. Department of Transportation, Federal Highway Administration, Office of Environment and
Planning, Noise and Air Quality Branch. Highway Traffic Noise Analysis and Abatement Policy and
Guidance. December 2011.
8. U.S. Department of Transportation, Federal Highway Administration. Highway Traffic Noise in the
United States, Problem and Response. April 2000. p. 3.
9. U.S. Environmental Protection Agency Office of Noise Abatement and Control. Noise Effects
Handbook-A Desk Reference to Health and Welfare Effects of Noise. October 1979 (revised July 1981).
EPA 550/9/82/106.
10. Occupational Safety and Health Administration. Standard 29 CRF, Part 1910.
11. U.S. Department of Transportation, Federal Transit Administration. Transit Noise and Vibration
Impact Assessment. September 2018.
12. Office of Planning and Research. State of California General Plan Guidelines. October 2017.
13. City of Orange. General Plan Noise Element. March 2010.
14. Office of Planning and Research. State of California General Plan Guidlines. 2018.
15. National Institute for Occupational Safety and Health. Criteria for Recommended Standard:
Occupational Noise Exposure. June 1998.
16. U.S. Department of Transportation, Federal Transit Administration. Transit Noise and Vibration
Impact Assessment. May 2006.
17. California Court of Appeal. Gray v. County of Madera, F053661. 167 Cal.App.4th 1099; - Cal.Rptr.3d,
October 2008.
18. American National Standards Institute (ANSI). Specification for Sound Level Meters ANSI S1.4-
2014/IEC 61672-1:2013.
19. U.S. Department of Transportation. Crossing Inventory Form, Crossing Number 027015T. January
2019.
20. California Department of Transportation. Traffic Noise Analysis Protocol. May 2011.
21. Urban Crossroads, Inc. Orange Corporate Yard Affordable Housing Air Quality Impact Analysis. March
2020.
Orange Corporate Yard Affordable Housing Noise Impact Analysis
13210-02 Noise Study
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22. —. Orange Corporate Yard Affordable Housing Air Quality Impact Analysis. March 2020.
Orange Corporate Yard Affordable Housing Noise Impact Analysis
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43
11 CERTIFICATION
The contents of this noise study report represent an accurate depiction of the noise environment
and impacts associated with the proposed Orange Corporate Yard Affordable Housing Project.
The information contained in this noise study report is based on the best available data at the
time of preparation. If you have any questions, please contact me directly at (949) 336-5979.
Bill Lawson, P.E., INCE
Principal
URBAN CROSSROADS, INC.
260 E. Baker Street, Suite 200
Costa Mesa, CA 92626
(949) 336-5979
blawson@urbanxroads.com
EDUCATION
Master of Science in Civil and Environmental Engineering
California Polytechnic State University, San Luis Obispo • December, 1993
Bachelor of Science in City and Regional Planning
California Polytechnic State University, San Luis Obispo • June, 1992
PROFESSIONAL REGISTRATIONS
PE – Registered Professional Traffic Engineer – TR 2537 • January, 2009
AICP – American Institute of Certified Planners – 013011 • June, 1997–January 1, 2012
PTP – Professional Transportation Planner • May, 2007 – May, 2013
INCE – Institute of Noise Control Engineering • March, 2004
PROFESSIONAL AFFILIATIONS
ASA – Acoustical Society of America
ITE – Institute of Transportation Engineers
PROFESSIONAL CERTIFICATIONS
Certified Acoustical Consultant – County of Orange • February, 2011
FHWA-NHI-142051 Highway Traffic Noise Certificate of Training • February, 2013
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APPENDIX 3.1:
CITY ORANGE MUNICIPAL CODE
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Chapter 8.24 - NOISE CONTROL[2]
Sections:
Footnotes:
--- (2) ---
Editor's note— Ord. No. 1-14, § I, adopted August 12, 2014, repealed the former Ch. 8.24, §§
8.24.010—8.24.110 and enacted a new Ch. 8.24 as set out herein. The former Ch. 8.24 pertained to
similar subject matter and derived from Prior Code 9500.1—9500.16; Ord. Nos. 49-74, 17-74, 1-80, and
26-96.
8.24.010 - Policy.
A. In order to control unnecessary, excessive and annoying sounds emanating from the City, it is th e
policy of the City to regulate such sounds generated from all sources as specified in this chapter.
The intent of this chapter is to protect residential land uses from unnecessary, excessive and
annoying sounds.
B. It is determined that certain sound levels are detrimental to the public health, welfare and safety, and
contrary to public interest.
(Ord. No. 1-14, § I, 8-12-14)
8.24.020 - Definitions.
The following words, phrases and terms as used in this chapter shall have the meaning as indicated
below:
A. "Ambient noise level" means the all-encompassing noise level associated with a given environment,
being a composite of sounds from all sources, excluding the alleged offensive noise, at the location
and approximate time at which a comparison with the alleged offensive noise is to be made.
B. "Adjusted ambient noise level" means the measured ambient noise level plus 3 dB (A). Three (3) dB
(A) is the industry-accepted threshold of human perceptibility for a change in the noise environment.
C. "Decibel (dB)" means a unit which denotes the ratio between two quantities which are proportional to
power: the number of decibels corresponding to the ratio of two amounts of power is ten times the
logarithm to the base ten of this ratio.
D. "Emergency machinery, vehicle or work" means any machinery, vehicle or work used, employed or
performed in an effort to protect, provide or restore safe conditions in the community or for the
citizenry, or work by private or public utilities when restoring utility servi ce.
E. "Fixed noise source" means a stationary noise source which creates sounds while fixed or
motionless, including but not limited to construction equipment, industrial and commercial machinery
and equipment, pumps, fans, compressors, generators, air conditioners and refrigeration equipment.
F. "Grading" means any excavating or filling of ea rth material or any combination thereof conducted to
prepare a site for construction or other improvements thereon.
G. "Hourly Average" (L eq ) means the energy mean or average sound level over a one (1) hour period
of time.
H. "Impact noise" means the noise produced by the collision of one mass in motion with a second mass
which may be either in motion or at rest.
47
I. "Mobile noise source" means any noise source other than a fixed noise source.
J. "Noise level" means the "A" weighted sound pressure level in decibels obtained by using a sound
level meter at slow response with a reference pressure of twenty (20) micronewtons per square
meter. The unit of measurement shall be designated as dB(A).
K. "Person" means a person, firm, association, co-partnership, joint venture, corporation or any entity,
public or private in nature.
L. "Recurring impulsive noise" means a noise of short duration, usually less than one (1) second, with
an abrupt onset and rapid decay, which occurs repeatedly or in a cyclica l manner. Examples include
jack hammering, pile driving, or operational noise from a generator or other mechanical equipment
that is cyclical in nature.
M. "Residential property" means a parcel of real property which is developed and used either in part or
in whole for residential purposes, other than transient uses such as hotels and motels.
N. "Simple tone noise" means a noise characterized by a predominant f requency or frequencies so that
other frequencies cannot be readily distinguished.
O. "Sound level meter" means an instrument meeting American National Standard Institute's Standard
Sl.4- 1983 for Type 1 sound level meters or an instrument and the associ ated recording and
analyzing equipment which will provide equivalent data.
P. "Sound pressure level" of a sound, in decibels, means twenty times the logarithm to the base ten of
the ratio of the pressure of the sound to a reference pressure, which reference pressure shall be
explicitly stated.
(Ord. No. 1-14, § I, 8-12-14)
8.24.030 - Noise Level Measurement Criteria.
Any noise level measurements made pursuant to the provisions of this chapter shall be performed
using a sound level meter as defined in Section 8.24.020P.
(Ord. No. 1-14, § I, 8-12-14)
8.24.040 - Exterior Standards.
A. The following noise standards for fixed noise sources, unless otherwise specifically indicated, shall
apply to all residential property:
Table 8.24.040 Exterior Noise Standards
Noise Level Time Period
Hourly Average (L eq ) 55 dB (A) 7:00 a.m.—10:00 p.m.
50 dB (A) 10:00 p.m.—7:00 a.m.
Maximum Level 70 dB (A) 7:00 a.m.—10:00 p.m.
65 dB (A) 10:00 p.m.—7:00 a.m.
48
B. It is unlawful for any person at any location within the City to create any noise, or to 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 residential property to exceed the noise
standards identified in Table 8.24.040. For multi-family residential or mixed use developments
located within the City's Urban Mixed Use, Neighborhood Mixed Use, Old Towne Mixed Use or
Medium Density Residential General Plan land use districts, exterior noise standards shall apply to
common recreation areas only and shall not apply to private exterior space (such as a private yard,
patio, or balcony).
C. In the event the ambient noise level exceeds the noise standards identified in Table 8.24.040 of this
section, the "adjusted ambient noise level" shall be applied as the noise standard. In cases where
the noise standard is adjusted due to a high ambient noise level, the noise standard shall not exceed
the "adjusted ambient noise level", or 70 dB (A), whichever is less. In cases where the ambient noise
level is already greater than 70 dB (A), the ambient noise level shall be applied as the noise
standard.
D. Each of the noise limits specified in Table 8.24.040 shall be reduced by 5 dB(A) for impact or simple
tone noises, recurring impulsive noises, or for noises consisting of speech or music.
(Ord. No. 1-14, § I, 8-12-14)
8.24.050 - Exemptions from Chapter Provisions.
The following activities shall be exempted from the provisions of this chapter:
A. School bands, school athletic and school entertainment events;
B. Outdoor gatherings, public dances, shows, and sporting and entertainment events provided such
events are conducted pursuant to any permit requirements established by the City;
C. Activities conducted on public parks, public playgrounds, and public or pri vate school grounds;
D. Any mechanical device, apparatus or equipment used, related to or connected with emergency
machinery, vehicle or work;
E. Noise sources associated with construction, repair, remodeling, or grading of any real property,
provided said activities take place between the hours of 7:00 a.m. and 8:00 p.m. on any day except
for Sunday or a Federal holiday, or between the hours of 9:00 a.m. and 8:00 p.m. on Sunday or a
Federal holiday. Noise generated outside of the hours specified are su bject to the noise standards
identified in Table 8.24.040;
F. All mechanical devices, apparatus or equipment which are utilized for the protection or salvage of
agricultural crops during periods of potential or actual frost damage or other adverse weather
conditions;
G. Noise sources associated with agricultural operations provided such operations take place between
the hours of 7:00 a.m. and 8:00 p.m. on any day except Sunday or a Fede ral holiday, or between the
hours of 9:00 a.m. and 8:00 p.m. on Sunday or a Federal holiday;
H. Noise sources associated with agricultural pest control through pesticide application, provided that
the application is made in accordance with restricted mat erial permits issued by or regulations
enforced by the Agricultural Commissioner;
I. Noise sources associated with the maintenance of real property, provided such activities take place
between the hours of 7:00 a.m. and 8:00 p.m. on any day except Sunday or a Federal holiday, or
between the hours of 9:00 a.m. and 8:00 p.m. on Sunday or a Federal holiday. Operation of leaf
blowers are regulated under OMC Chapter 8.26;
49
J. Industrial or commercial noise affecting residential units, when the residential uni t is associated with
said industrial or commercial use (e.g. caretaker's dwellings);
K. Any maintenance or construction activity undertaken by a public agency or utility within street right of
way;
L. Mobile noise sources including but not limited to operational noise from trains, or automobiles or
trucks traveling on roadways. Transportation noise as related to noise/land use compatibility is
subject to the City's General Plan Noise Element;
M. Any activity to the extent regulation thereof has been preempted by State or Federal Law.
(Ord. No. 1-14, § I, 8-12-14)
8.24.060 - Special Provisions for Schools, Hospitals and Churches.
It is unlawful for any person to create any noise which causes the noise level at any school, hospital
or church, while the same is in use, to exceed the noise limits as specified in Section 8.24.040, or which
noise level unreasonably interferes with the use of such institutions.
(Ord. No. 1-14, § I, 8-12-14)
8.24.070 - Measurement of Noise Levels.
The location selected for measuring exterior noise levels shall be the point closest to the noise
source along the perimeter of the outdoor activity area (such as a private yard, patio, balcony, or common
recreation area, as applicable pursuant to Section 8.24.040B. of this chapt er) of the affected residential
receiving property. If the location of the outdoor activity area is unknown or unclear, the noise standard
shall be applied at the point closest to the noise source along the property line of the affected residential
receiving property.
(Ord. No. 1-14, § I, 8-12-14)
8.24.080 - Enforcement Authority.
A. The Chief Building Official or his/her designee are directed to enforce the provisions of this chapter.
The Chief Building Official or his/her designee are authorized, purs uant to Penal Code Section
836.5, to arrest any person without a warrant when they have reasonable cause to believe that such
person has committed a misdemeanor in their presence.
B. No person shall interfere with, oppose or resist any authorized person charged with the enforcement
of this chapter while such person is engaged in the performance of his duty.
(Ord. No. 1-14, § I, 8-12-14)
8.24.090 - Violation—Public Nuisance.
Any violation of this chapter is a public nuisance and may be abated in accordance with law. The
expense of such abatement may, by resolution of the City Council, be declared to be a lien against the
property on which such nuisance is maintained, and such lien shall be made a personal obligation of the
property owner.
(Ord. No. 1-14, § I, 8-12-14)
50
8.24.100 - Alternative Noise Prohibition.
Notwithstanding any other provisions of this chapter and in addition thereto, it is unlawful for any
person to willfully make, continue, maintain, permit or cause to be made, continued, maintained, or
permitted, any loud, unnecessary and unusual noise which disturbs the peace or quiet of any residential
property or which causes discomfort or annoyance to any reasonable person of normal sensitivity residing
in the area. It shall be a prima facie violation of this section if any power tool, radio, receiving set,
television, music amplifier, tape player, record player, compact disc player, musical instrument or similar
device is played, used or permitted to be played or us ed between the hours of 10:00 p.m. and 7:00 a.m.
when audible from a distance of one hundred (100) feet from the property line of the noise source or from
a distance of one hundred fifty (150) feet from any non-stationary noise source. For the purpose of this
chapter, these prohibitions shall also be applied to stationary vehicles parked on the street or on private
property. The determination may be made by a peace officer or may be proven by the testimony of any
other person. Furthermore, and in addition to the provisions of this chapter, noise prohibitions pursuant to
Penal Code Section 415 and Orange Municipal Code Chapter 9.39 may also be applied.
(Ord. No. 1-14, § I, 8-12-14)
8.24.110 - Violation—Misdemeanor.
Any person violating any of the provisions of this chapter shall be deemed guilty of a misdemeanor.
Each day such violation is committed or permitted to continue shall constitute a separate offense and
shall be punishable as such. The provisions of this chapter shall not be construed as permitting conduct
not prescribed herein and shall not affect the enforceability of any other applicable provisions of law.
(Ord. No. 1-14, § I, 8-12-14)
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APPENDIX 5.1:
STUDY AREA PHOTOS
53
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54
JN:13210 Study Area Photos
L1_E
33, 48' 27.020000", 117, 51' 19.360000"
L1_N
33, 48' 27.040000", 117, 51' 19.360000"
L1_S
33, 48' 27.040000", 117, 51' 19.330000"
L1_W
33, 48' 27.000000", 117, 51' 19.360000"
L2_E
33, 48' 21.010000", 117, 51' 24.000000"
L2_N
33, 48' 21.050000", 117, 51' 23.970000"
55
JN:13210 Study Area Photos
L2_S
33, 48' 21.020000", 117, 51' 23.970000"
L2_W
33, 48' 20.980000", 117, 51' 23.970000"
L3_E
33, 48' 22.070000", 117, 51' 34.160000"
L3_N
33, 48' 22.020000", 117, 51' 34.160000"
L3_S
33, 48' 22.050000", 117, 51' 34.160000"
L3_W
33, 48' 22.070000", 117, 51' 34.160000"
56
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APPENDIX 5.2:
NOISE LEVEL MEASUREMENT WORKSHEETS
57
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58
Date:Location:Meter:Piccolo I JN:13210
Project:Orange Corporate Yard Analyst:P. Mara
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%L eq Adj.Adj. L eq
0 44.0 58.9 38.9 54.0 52.0 48.0 46.0 42.0 41.0 39.0 39.0 39.0 44.0 10.0 54.0
1 48.3 72.3 38.7 59.0 57.0 52.0 48.0 42.0 40.0 39.0 39.0 39.0 48.3 10.0 58.3
2 43.5 60.0 38.8 51.0 49.0 47.0 46.0 43.0 41.0 39.0 39.0 39.0 43.5 10.0 53.5
3 48.7 69.8 38.9 58.0 56.0 53.0 51.0 46.0 44.0 40.0 40.0 39.0 48.7 10.0 58.7
4 54.8 81.4 40.6 60.0 58.0 56.0 55.0 50.0 48.0 44.0 43.0 42.0 54.8 10.0 64.8
5 54.7 68.5 47.3 62.0 61.0 59.0 58.0 54.0 52.0 49.0 49.0 48.0 54.7 10.0 64.7
6 58.0 77.4 50.2 68.0 65.0 62.0 60.0 56.0 54.0 52.0 51.0 51.0 58.0 10.0 68.0
7 57.7 81.3 45.1 66.0 64.0 61.0 60.0 56.0 53.0 48.0 47.0 46.0 57.7 0.0 57.7
8 55.7 73.5 45.2 65.0 63.0 61.0 59.0 55.0 52.0 47.0 47.0 46.0 55.7 0.0 55.7
9 57.0 81.1 43.7 68.0 65.0 61.0 58.0 54.0 51.0 47.0 46.0 45.0 57.0 0.0 57.0
10 56.0 74.3 40.8 67.0 64.0 61.0 59.0 54.0 50.0 45.0 43.0 42.0 56.0 0.0 56.0
11 56.7 81.0 44.3 65.0 63.0 60.0 59.0 55.0 52.0 47.0 46.0 45.0 56.7 0.0 56.7
12 53.8 72.4 43.7 64.0 61.0 58.0 56.0 53.0 50.0 47.0 46.0 44.0 53.8 0.0 53.8
13 54.5 77.6 44.7 64.0 61.0 58.0 57.0 53.0 50.0 47.0 46.0 45.0 54.5 0.0 54.5
14 55.1 75.2 44.5 65.0 63.0 60.0 58.0 54.0 51.0 47.0 46.0 45.0 55.1 0.0 55.1
15 55.6 78.0 43.3 65.0 63.0 59.0 58.0 54.0 50.0 47.0 46.0 44.0 55.6 0.0 55.6
16 56.5 80.1 44.2 66.0 62.0 59.0 58.0 54.0 51.0 47.0 46.0 45.0 56.5 0.0 56.5
17 55.4 79.6 43.4 65.0 62.0 59.0 57.0 53.0 49.0 46.0 45.0 44.0 55.4 0.0 55.4
18 57.1 83.0 43.0 67.0 64.0 59.0 58.0 53.0 49.0 45.0 44.0 43.0 57.1 0.0 57.1
19 53.6 73.0 43.0 65.0 62.0 57.0 56.0 52.0 48.0 45.0 44.0 43.0 53.6 5.0 58.6
20 53.2 76.1 44.2 63.0 59.0 56.0 55.0 51.0 48.0 46.0 45.0 45.0 53.2 5.0 58.2
21 54.6 79.2 45.0 65.0 62.0 57.0 55.0 52.0 49.0 46.0 46.0 45.0 54.6 5.0 59.6
22 50.2 68.1 42.9 58.0 57.0 55.0 54.0 50.0 47.0 44.0 44.0 43.0 50.2 10.0 60.2
23 47.0 64.4 42.0 55.0 53.0 50.0 49.0 46.0 45.0 43.0 43.0 42.0 47.0 10.0 57.0
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%
Min 53.8 72.4 40.8 64.0 61.0 58.0 56.0 53.0 49.0 45.0 43.0 42.0
Max 57.7 83.0 45.2 68.0 65.0 61.0 60.0 56.0 53.0 48.0 47.0 46.0
56.1 65.6 62.9 59.7 58.1 54.0 50.7 46.7 45.7 44.5
Min 53.2 73.0 43.0 63.0 59.0 56.0 55.0 51.0 48.0 45.0 44.0 43.0
Max 54.6 79.2 45.0 65.0 62.0 57.0 56.0 52.0 49.0 46.0 46.0 45.0
53.8 64.3 61.0 56.7 55.3 51.7 48.3 45.7 45.0 44.3
Min 43.5 58.9 38.7 51.0 49.0 47.0 46.0 42.0 40.0 39.0 39.0 39.0
Max 58.0 81.4 50.2 68.0 65.0 62.0 60.0 56.0 54.0 52.0 51.0 51.0
52.4 58.3 56.4 53.6 51.9 47.7 45.8 43.2 43.0 42.4
Evening
L1 - Located east of the Project site on West Hoover Avenue
near existing multi-family residential homes.
24-Hour Noise Level Measurement Summary
Wednesday, February 26, 2020
Hourly L eq dBA Readings (unadjusted)
Night
Day
Night
L eq (dBA)
Day
Energy Average Average:
24-Hour Daytime Nighttime
Evening 24-Hour CNEL (dBA)
54.7 55.7 52.4
Energy Average Average:59.8Night
Energy Average Average:44.048.343.548.754.854.758.057.755.757.056.056.753.854.555.155.656.555.457.153.653.254.650.247.035.040.045.050.055.060.065.070.075.080.085.0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23Hourly Leq(dBA)Hour Beginning
U:\UcJobs\_13100-13500\_13200\13210\Field Work\Measurements\13210_L1_L 59
Date:Location:Meter:Piccolo I JN:13210
Project:Orange Corporate Yard Analyst:P. Mara
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%L eq Adj.Adj. L eq
0 46.7 60.5 40.7 60.0 54.0 50.0 47.0 44.0 43.0 41.0 41.0 41.0 46.7 10.0 56.7
1 55.8 76.7 40.5 65.0 63.0 63.0 63.0 44.0 42.0 41.0 41.0 40.0 55.8 10.0 65.8
2 45.4 60.0 40.3 55.0 51.0 50.0 47.0 44.0 43.0 41.0 41.0 40.0 45.4 10.0 55.4
3 56.4 63.4 42.1 62.0 62.0 61.0 61.0 60.0 47.0 43.0 43.0 42.0 56.4 10.0 66.4
4 57.5 80.7 44.6 69.0 64.0 61.0 57.0 52.0 49.0 46.0 45.0 45.0 57.5 10.0 67.5
5 55.4 68.1 49.6 65.0 63.0 58.0 56.0 54.0 53.0 51.0 51.0 50.0 55.4 10.0 65.4
6 57.0 73.5 52.4 65.0 65.0 61.0 59.0 55.0 55.0 53.0 53.0 53.0 57.0 10.0 67.0
7 58.9 85.2 48.0 67.0 63.0 59.0 57.0 53.0 52.0 49.0 49.0 48.0 58.9 0.0 58.9
8 54.0 72.4 43.1 63.0 62.0 60.0 58.0 52.0 48.0 46.0 45.0 44.0 54.0 0.0 54.0
9 52.3 78.5 42.5 62.0 60.0 56.0 54.0 48.0 46.0 44.0 43.0 43.0 52.3 0.0 52.3
10 52.0 70.8 42.5 63.0 60.0 55.0 54.0 50.0 47.0 44.0 44.0 43.0 52.0 0.0 52.0
11 50.5 67.0 42.3 59.0 58.0 55.0 54.0 50.0 46.0 44.0 44.0 43.0 50.5 0.0 50.5
12 52.6 65.6 43.9 60.0 59.0 57.0 56.0 53.0 50.0 46.0 45.0 45.0 52.6 0.0 52.6
13 51.4 72.4 43.0 61.0 58.0 55.0 54.0 49.0 47.0 45.0 44.0 43.0 51.4 0.0 51.4
14 49.1 65.3 43.4 58.0 56.0 53.0 52.0 48.0 46.0 45.0 44.0 44.0 49.1 0.0 49.1
15 51.5 73.4 44.2 61.0 60.0 56.0 54.0 49.0 48.0 46.0 45.0 45.0 51.5 0.0 51.5
16 49.3 65.8 43.0 57.0 56.0 53.0 51.0 48.0 47.0 45.0 44.0 43.0 49.3 0.0 49.3
17 51.3 67.4 43.6 60.0 58.0 56.0 54.0 50.0 48.0 46.0 46.0 45.0 51.3 0.0 51.3
18 49.4 70.3 44.1 58.0 56.0 54.0 51.0 47.0 46.0 45.0 45.0 44.0 49.4 0.0 49.4
19 50.6 72.0 45.4 60.0 58.0 54.0 52.0 49.0 48.0 46.0 46.0 45.0 50.6 5.0 55.6
20 50.3 63.2 45.9 57.0 56.0 53.0 52.0 50.0 49.0 47.0 47.0 46.0 50.3 5.0 55.3
21 54.9 73.4 46.1 63.0 62.0 62.0 58.0 52.0 51.0 48.0 47.0 47.0 54.9 5.0 59.9
22 51.4 64.4 45.4 60.0 59.0 56.0 54.0 50.0 48.0 46.0 46.0 46.0 51.4 10.0 61.4
23 56.0 72.4 45.3 64.0 63.0 62.0 60.0 57.0 50.0 47.0 46.0 45.0 56.0 10.0 66.0
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%
Min 49.1 65.3 42.3 57.0 56.0 53.0 51.0 47.0 46.0 44.0 43.0 43.0
Max 58.9 85.2 48.0 67.0 63.0 60.0 58.0 53.0 52.0 49.0 49.0 48.0
52.9 60.8 58.8 55.8 54.1 49.8 47.6 45.4 44.8 44.2
Min 50.3 63.2 45.4 57.0 56.0 53.0 52.0 49.0 48.0 46.0 46.0 45.0
Max 54.9 73.4 46.1 63.0 62.0 62.0 58.0 52.0 51.0 48.0 47.0 47.0
52.5 60.0 58.7 56.3 54.0 50.3 49.3 47.0 46.7 46.0
Min 45.4 60.0 40.3 55.0 51.0 50.0 47.0 44.0 42.0 41.0 41.0 40.0
Max 57.5 80.7 52.4 69.0 65.0 63.0 63.0 60.0 55.0 53.0 53.0 53.0
55.0 62.8 60.4 58.0 56.0 51.1 47.8 45.4 45.2 44.7
Energy Average Average:61.3Night
Energy Average Average:
Evening 24-Hour CNEL (dBA)
53.8 52.8 55.0
Night
L eq (dBA)
Day
Energy Average Average:
24-Hour Daytime Nighttime
Evening
L2 - Located southeast of the Project site north of West
Brenna Lane near Citrus Grove Apartments.
24-Hour Noise Level Measurement Summary
Wednesday, February 26, 2020
Hourly L eq dBA Readings (unadjusted)
Night
Day 46.755.845.456.457.555.457.058.954.052.352.050.552.651.449.151.549.351.349.450.650.354.951.456.035.040.045.050.055.060.065.070.075.080.085.0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23Hourly Leq(dBA)Hour Beginning
U:\UcJobs\_13100-13500\_13200\13210\Field Work\Measurements\13210_L2_N 60
Date:Location:Meter:Piccolo I JN:13210
Project:Orange Corporate Yard Analyst:P. Mara
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%L eq Adj.Adj. L eq
0 49.0 68.9 41.9 59.0 56.0 52.0 50.0 47.0 45.0 43.0 42.0 42.0 49.0 10.0 59.0
1 53.2 74.1 42.6 63.0 61.0 59.0 57.0 48.0 46.0 44.0 43.0 43.0 53.2 10.0 63.2
2 59.9 85.3 43.5 72.0 67.0 58.0 55.0 48.0 47.0 45.0 44.0 44.0 59.9 10.0 69.9
3 54.8 68.7 45.5 62.0 61.0 60.0 59.0 55.0 50.0 47.0 47.0 46.0 54.8 10.0 64.8
4 53.2 70.9 43.6 63.0 61.0 57.0 56.0 52.0 50.0 46.0 45.0 45.0 53.2 10.0 63.2
5 59.4 78.6 50.0 70.0 67.0 63.0 61.0 57.0 55.0 52.0 52.0 51.0 59.4 10.0 69.4
6 67.1 98.1 53.4 73.0 70.0 67.0 65.0 60.0 58.0 55.0 55.0 54.0 67.1 10.0 77.1
7 61.9 92.1 47.2 69.0 67.0 64.0 62.0 57.0 54.0 50.0 49.0 48.0 61.9 0.0 61.9
8 59.7 84.6 41.6 70.0 67.0 63.0 61.0 56.0 51.0 46.0 45.0 43.0 59.7 0.0 59.7
9 57.6 74.9 41.8 68.0 66.0 63.0 61.0 56.0 51.0 45.0 44.0 42.0 57.6 0.0 57.6
10 62.3 87.3 43.5 72.0 68.0 64.0 62.0 56.0 52.0 47.0 46.0 44.0 62.3 0.0 62.3
11 60.4 82.3 45.2 72.0 68.0 65.0 63.0 57.0 53.0 48.0 48.0 46.0 60.4 0.0 60.4
12 59.0 82.2 45.6 67.0 65.0 62.0 61.0 58.0 54.0 49.0 48.0 47.0 59.0 0.0 59.0
13 59.1 84.5 45.6 70.0 66.0 63.0 61.0 56.0 53.0 49.0 48.0 47.0 59.1 0.0 59.1
14 60.9 83.5 46.2 73.0 69.0 65.0 62.0 57.0 53.0 49.0 48.0 48.0 60.9 0.0 60.9
15 62.3 85.5 45.8 73.0 69.0 65.0 63.0 58.0 53.0 48.0 47.0 46.0 62.3 0.0 62.3
16 59.2 81.9 43.8 69.0 67.0 62.0 60.0 55.0 51.0 47.0 46.0 45.0 59.2 0.0 59.2
17 57.9 81.7 44.1 68.0 64.0 61.0 59.0 55.0 52.0 49.0 47.0 45.0 57.9 0.0 57.9
18 54.0 74.6 46.8 63.0 60.0 58.0 57.0 53.0 49.0 48.0 47.0 47.0 54.0 0.0 54.0
19 54.8 77.4 46.5 64.0 62.0 59.0 57.0 51.0 49.0 47.0 47.0 47.0 54.8 5.0 59.8
20 52.5 72.4 46.6 61.0 59.0 56.0 55.0 51.0 49.0 47.0 47.0 47.0 52.5 5.0 57.5
21 53.2 68.8 47.7 61.0 59.0 56.0 55.0 52.0 51.0 49.0 48.0 48.0 53.2 5.0 58.2
22 53.3 70.0 47.2 63.0 60.0 58.0 57.0 52.0 50.0 48.0 48.0 47.0 53.3 10.0 63.3
23 54.2 81.5 47.1 62.0 58.0 55.0 54.0 51.0 49.0 48.0 48.0 47.0 54.2 10.0 64.2
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%
Min 54.0 74.6 41.6 63.0 60.0 58.0 57.0 53.0 49.0 45.0 44.0 42.0
Max 62.3 92.1 47.2 73.0 69.0 65.0 63.0 58.0 54.0 50.0 49.0 48.0
60.0 69.5 66.3 62.9 61.0 56.2 52.2 47.9 46.9 45.7
Min 52.5 68.8 46.5 61.0 59.0 56.0 55.0 51.0 49.0 47.0 47.0 47.0
Max 54.8 77.4 47.7 64.0 62.0 59.0 57.0 52.0 51.0 49.0 48.0 48.0
53.6 62.0 60.0 57.0 55.7 51.3 49.7 47.7 47.3 47.3
Min 49.0 68.7 41.9 59.0 56.0 52.0 50.0 47.0 45.0 43.0 42.0 42.0
Max 67.1 98.1 53.4 73.0 70.0 67.0 65.0 60.0 58.0 55.0 55.0 54.0
59.6 65.2 62.3 58.8 57.1 52.2 50.0 47.6 47.1 46.6
Energy Average Average:66.1Night
Energy Average Average:
Evening 24-Hour CNEL (dBA)
59.4 59.3 59.6
Night
L eq (dBA)
Day
Energy Average Average:
24-Hour Daytime Nighttime
Evening
L3 - Located West of the Project site on Struck Avenue near
the Department of public works.
24-Hour Noise Level Measurement Summary
Wednesday, February 26, 2020
Hourly L eq dBA Readings (unadjusted)
Night
Day 49.053.259.954.853.259.467.161.959.757.662.360.459.059.160.962.359.257.954.054.852.553.253.354.235.040.045.050.055.060.065.070.075.080.085.0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23Hourly Leq(dBA)Hour Beginning
U:\UcJobs\_13100-13500\_13200\13210\Field Work\Measurements\13210_L3_B 61
Date:Location:Meter:Piccolo I JN:13210
Project:Orange Corporate Yard Analyst:P. Mara
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%L eq Adj.Adj. L eq
0 56.4 79.3 42.3 68.0 66.0 62.0 56.0 46.0 44.0 43.0 43.0 43.0 56.4 10.0 66.4
1 46.4 61.6 40.9 60.0 51.0 46.0 45.0 44.0 43.0 42.0 41.0 41.0 46.4 10.0 56.4
2 50.0 65.8 42.2 63.0 62.0 52.0 48.1 46.0 45.0 43.0 43.0 42.0 50.0 10.0 60.0
3 57.7 67.5 44.6 63.0 63.0 63.0 63.0 60.0 49.0 46.0 45.0 45.0 57.7 10.0 67.7
4 53.4 69.3 44.6 65.0 63.0 56.0 54.0 52.0 50.0 46.0 46.0 45.0 53.4 10.0 63.4
5 57.4 78.9 50.1 66.0 63.0 61.0 59.0 56.0 54.0 52.0 51.0 50.0 57.4 10.0 67.4
6 58.8 76.5 53.2 67.0 66.0 63.0 61.0 58.0 56.0 55.0 54.0 53.0 58.8 10.0 68.8
7 63.6 87.7 47.0 75.0 72.0 68.0 65.0 58.0 55.0 50.0 49.0 48.0 63.6 0.0 63.6
8 54.9 79.3 41.9 65.0 63.0 60.0 57.0 51.0 48.0 45.0 44.0 43.0 54.9 0.0 54.9
9 58.3 80.0 44.0 69.0 66.0 62.0 60.0 54.0 50.0 46.0 46.0 45.0 58.3 0.0 58.3
10 55.7 77.3 44.9 63.0 62.0 60.0 59.0 54.0 52.0 48.0 47.0 46.0 55.7 0.0 55.7
11 54.9 75.4 44.4 61.0 60.0 59.0 58.0 56.0 52.0 47.0 46.0 45.0 54.9 0.0 54.9
12 56.4 67.2 45.6 61.0 61.0 60.0 59.0 57.0 55.0 50.0 49.0 47.0 56.4 0.0 56.4
13 55.8 73.0 45.6 64.0 63.0 61.0 59.0 55.0 52.0 48.0 48.0 46.0 55.8 0.0 55.8
14 56.6 81.4 45.6 66.0 64.0 61.0 59.0 55.0 53.0 50.0 49.0 47.0 56.6 0.0 56.6
15 54.9 66.9 46.1 61.0 60.0 58.0 58.0 56.0 52.0 48.0 47.0 46.0 54.9 0.0 54.9
16 51.3 67.7 43.8 60.0 58.0 55.0 54.0 50.0 49.0 46.0 46.0 45.0 51.3 0.0 51.3
17 53.5 68.4 46.8 63.0 61.0 59.0 56.0 52.0 51.0 49.0 48.0 47.0 53.5 0.0 53.5
18 51.9 64.8 45.1 62.0 60.0 57.0 54.0 50.0 49.0 47.0 47.0 46.0 51.9 0.0 51.9
19 54.0 72.8 45.9 65.0 64.0 59.0 55.0 51.0 48.0 47.0 46.0 46.0 54.0 5.0 59.0
20 52.5 68.3 46.6 63.0 62.0 56.0 53.0 51.0 50.0 48.0 48.0 47.0 52.5 5.0 57.5
21 55.7 73.2 47.6 66.0 65.0 64.0 56.0 52.0 51.0 49.0 48.0 48.0 55.7 5.0 60.7
22 52.0 64.6 46.7 64.0 63.0 53.0 52.0 50.0 49.0 48.0 48.0 47.0 52.0 10.0 62.0
23 54.8 77.4 41.6 67.0 65.0 60.0 53.0 46.0 45.0 43.0 43.0 42.0 54.8 10.0 64.8
Timeframe Hour L eq L max L min L1%L2%L5%L8%L25%L50%L90%L95%L99%
Min 51.3 64.8 41.9 60.0 58.0 55.0 54.0 50.0 48.0 45.0 44.0 43.0
Max 63.6 87.7 47.0 75.0 72.0 68.0 65.0 58.0 55.0 50.0 49.0 48.0
57.0 64.2 62.5 60.0 58.2 54.0 51.5 47.8 47.2 45.9
Min 52.5 68.3 45.9 63.0 62.0 56.0 53.0 51.0 48.0 47.0 46.0 46.0
Max 55.7 73.2 47.6 66.0 65.0 64.0 56.0 52.0 51.0 49.0 48.0 48.0
54.3 64.7 63.7 59.7 54.7 51.3 49.7 48.0 47.3 47.0
Min 46.4 61.6 40.9 60.0 51.0 46.0 45.0 44.0 43.0 42.0 41.0 41.0
Max 58.8 79.3 53.2 68.0 66.0 63.0 63.0 60.0 56.0 55.0 54.0 53.0
55.4 64.8 62.4 57.3 54.6 50.9 48.3 46.4 46.0 45.3
Evening
L4 - Located north of the Project site in the parking lot of the
Metro Court Plaza.
24-Hour Noise Level Measurement Summary
Wednesday, February 26, 2020
Hourly L eq dBA Readings (unadjusted)
Night
Day
Night
L eq (dBA)
Day
Energy Average Average:
24-Hour Daytime Nighttime
Evening 24-Hour CNEL (dBA)
56.2 56.6 55.4
Energy Average Average:62.2Night
Energy Average Average:56.446.450.057.753.457.458.863.654.958.355.754.956.455.856.654.951.353.551.954.052.555.752.054.835.040.045.050.055.060.065.070.075.080.085.0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23Hourly Leq(dBA)Hour Beginning
U:\UcJobs\_13100-13500\_13200\13210\Field Work\Measurements\13210_L4_S 62
Orange Corporate Yard Affordable Housing Noise Impact Analysis
13210-02 Noise Study
APPENDIX 6.1:
RAIL PARAMETERS
63
Orange Corporate Yard Affordable Housing Noise Impact Analysis
13210-02 Noise Study
This page intentionally left blank
64
U. S. DOT CROSSING INVENTORY FORM
DEPARTMENT OF TRANSPORTATION
FEDERAL RAILROAD ADMINISTRATION OMB No. 2130-0017
Instructions for the initial reporting of the following types of new or previously unreported crossings: For public highway-rail grade crossings, complete the entire inventory
Form. For private highway-rail grade crossings, complete the Header, Parts I and II, and the Submission Information section. For public pathway grade crossings (including
pedestrian station grade crossings), complete the Header, Parts I and II, and the Submission Information section. For Private pathway grade crossings, complete the Header,
Parts I and II, and the Submission Information section. For grade-separated highway-rail or pathway crossings (including pedestrian station crossings), complete the Header, Part
I, and the Submission Information section. For changes to existing data, complete the Header, Part I Items 1-3, and the Submission Information section, in addition to the
updated data fields. Note: For private crossings only, Part I Item 20 and Part III Item 2.K. are required unless otherwise noted. An asterisk * denotes an optional field.
A. Revision Date
(MM/DD/YYYY)
_____/_____/_________
B. Reporting Agency C. Reason for Update (Select only one) D. DOT Crossing
Inventory Number Railroad Transit Change in
Data
New
Crossing
Closed No Train
Traffic
Quiet
Zone Update
State Other Re-Open Date
Change Only
Change in Primary
Operating RR
Admin.
Correction
Part I: Location and Classification Information
1. Primary Operating Railroad
_____________________________________________________
2. State
________________________________
3. County
____________________________________
4. City / Municipality
In
Near __________________________
5. Street/Road Name & Block Number
________________________________| __________________
(Street/Road Name) |* (Block Number)
6. Highway Type & No.
_______________________________________
7. Do Other Railroads Operate a Separate Track at Crossing? Yes No
If Yes, Specify RR
____________, ____________, ____________, _____________
8. Do Other Railroads Operate Over Your Track at Crossing? Yes No
If Yes, Specify RR
____________, ____________, ____________, _____________
9. Railroad Division or Region
None _______________________
10. Railroad Subdivision or District
None _______________________
11. Branch or Line Name
None _______________________
12. RR Milepost
_______|____________|____________
(prefix) | (nnnn.nnn) | (suffix)
13. Line Segment
*
_________________________
14. Nearest RR Timetable
Station *
__________________________
15. Parent RR (if applicable)
N/A _____________________________
16. Crossing Owner (if applicable)
N/A _________________________________
17. Crossing Type
Public
Private
18. Crossing Purpose
Highway
Pathway, Ped.
Station, Ped.
19. Crossing Position
At Grade
RR Under
RR Over
20. Public Access
(if Private Crossing)
Yes
No
21. Type of Train
Freight
Intercity Passenger
Commuter
Transit
Shared Use Transit
Tourist/Other
22. Average Passenger
Train Count Per Day
Less Than One Per Day
Number Per Day_____
23. Type of Land Use
Open Space Farm Residential Commercial Industrial Institutional Recreational RR Yard
24. Is there an Adjacent Crossing with a Separate Number?
Yes No If Yes, Provide Crossing Number __________________
25. Quiet Zone (FRA provided)
No 24 Hr Partial Chicago Excused Date Established _________________
26. HSR Corridor ID
__________________ N/A
27. Latitude in decimal degrees
(WGS84 std: nn.nnnnnnn)
28. Longitude in decimal degrees
(WGS84 std: -nnn.nnnnnnn)
29. Lat/Long Source
Actual Estimated
30.A. Railroad Use * 31.A. State Use *
30.B. Railroad Use * 31.B. State Use *
30.C. Railroad Use * 31.C. State Use *
30.D. Railroad Use * 31.D. State Use *
32.A. Narrative (Railroad Use) *32.B. Narrative (State Use) *
33. Emergency Notification Telephone No. (posted)
_________________________________
34. Railroad Contact (Telephone No.)
______________________________________
35. State Contact (Telephone No.)
_________________________________
Part II: Railroad Information
1. Estimated Number of Daily Train Movements
1.A. Total Day Thru Trains
(6 AM to 6 PM)
__________
1.B. Total Night Thru Trains
(6 PM to 6 AM)
__________
1.C. Total Switching Trains
__________
1.D. Total Transit Trains
__________
1.E. Check if Less Than
One Movement Per Day
How many trains per week? ______
2. Year of Train Count Data (YYYY)
__________
3. Speed of Train at Crossing
3.A. Maximum Timetable Speed (mph) __________
3.B. Typical Speed Range Over Crossing (mph) From __________ to __________
4. Type and Count of Tracks
Main __________ Siding __________ Yard __________ Transit __________ Industry __________
5. Train Detection (Main Track only)
Constant Warning Time Motion Detection AFO PTC DC Other None
6. Is Track Signaled?
Yes No
7.A. Event Recorder
Yes No
7.B. Remote Health Monitoring
Yes No
FORM FRA F 6180.71 (Rev. 08/03/2016) OMB approval expires 11/30/2022 Page 1 OF 2
8 8
01 17 2019
027015T
Southern California Regional Rail Authority [SCAX]CALIFORNIA ORANGE
ORANGE
KATELLA AVENUE8 0
ARTERIA
8 8
BNSF
8 OLIVE
OL 0004.46 0
8
101OL-44 ORANGE SCAX SCAX
8
8 8 8
8 8 16
8
8 8
8 33.8090250 -117.8560980 8
101OL-4.46 101OL-4.40
0
0
0 NOE 2/24/2011
OTHER SIGNS 4-R15-2(2), 2-W10-9(24X8), 4-W10-9(18X2), 1-R4-7, 1-TYPE N, 4-R15-8, 3-R6-11 2-R10-6OTHER SIGNS 4-R15-2(2), 2-W10-9(24X8), 4-W10-9(18X2), 1-R4-7, 1-TYPE N, 4-R15-8, 3-R6-11 2-R10-6
888-446-9721 800-371-5465 415-703-3722
14 2 0 0 0
70
2019 40 70
1 0 0 0 0
8 8
8 8 8
65
FORM FRA F 6180.71 (Rev. 08/03/2016) OMB approval expires 11/30/2022 Page 2 OF 2
U. S. DOT CROSSING INVENTORY FORM
A. Revision Date (MM/DD/YYYY) PAGE 2 D. Crossing Inventory Number (7 char.)
Part III: Highway or Pathway Traffic Control Device Information
1. Are there
Signs or Signals?
Yes No
2. Types of Passive Traffic Control Devices associated with the Crossing
2.A. Crossbuck
Assemblies (count)
2.B. STOP Signs (R1-1)
(count)
2.C. YIELD Signs (R1-2)
(count)
2.D. Advance Warning Signs (Check all that apply; include count) None
W10-1 ________ W10-3 ________ W10-11 __________
W10-2 ________ W10-4 ________ W10-12 __________
2.E. Low Ground Clearance Sign
(W10-5)
Yes (count_______)
No
2.F. Pavement Markings 2.G. Channelization
Devices/Medians
2.H. EXEMPT Sign
(R15-3)
Yes
No
2.I. ENS Sign (I-13)
Displayed
Yes
No
Stop Lines
RR Xing Symbols
Dynamic Envelope
None
All Approaches
One Approach
Median
None
2.J. Other MUTCD Signs Yes No 2.K. Private Crossing
Signs (if private)
Yes No
2.L. LED Enhanced Signs (List types)
Specify Type _______________
Specify Type _______________
Specify Type _______________
Count __________
Count __________
Count __________
3. Types of Train Activated Warning Devices at the Grade Crossing (specify count of each device for all that apply)
3.A. Gate Arms
(count)
Roadway _____
Pedestrian _____
3.B. Gate Configuration 3.C. Cantilevered (or Bridged) Flashing Light
Structures (count)
3.D. Mast Mounted Flashing Lights
(count of masts) _________
3.E. Total Count of
Flashing Light Pairs
2 Quad
3 Quad
4 Quad
Full (Barrier)
Resistance
Median Gates
Over Traffic Lane _____
Not Over Traffic Lane _____
Incandescent
LED
Incandescent
Back Lights Included
LED
Side Lights
Included
3.F. Installation Date of Current
Active Warning Devices: (MM/YYYY)
______/___________ Not Required
3.G. Wayside Horn 3.H. Highway Traffic Signals Controlling
Crossing
Yes No
3.I. Bells
(count) Yes
No
Installed on (MM/YYYY) ______/__________
3.J. Non-Train Active Warning
Flagging/Flagman Manually Operated Signals Watchman Floodlighting None
3.K. Other Flashing Lights or Warning Devices
Count ___________ Specify type ______________________
4.A. Does nearby Hwy
Intersection have
Traffic Signals?
Yes No
4.B. Hwy Traffic Signal
Interconnection
Not Interconnected
For Traffic Signals
For Warning Signs
4.C. Hwy Traffic Signal Preemption 5. Highway Traffic Pre-Signals
Yes No
6. Highway Monitoring Devices
(Check all that apply)
Yes - Photo/Video Recording
Yes – Vehicle Presence Detection
None
Simultaneous
Advance
Storage Distance * ____________
Stop Line Distance * ____________
Part IV: Physical Characteristics
1. Traffic Lanes Crossing Railroad One-way Traffic
Two-way Traffic
Number of Lanes _______ Divided Traffic
2. Is Roadway/Pathway
Paved?
Yes No
3. Does Track Run Down a Street?
Yes No
4. Is Crossing Illuminated? (Street
lights within approx. 50 feet from
nearest rail) Yes No
5. Crossing Surface (on Main Track, multiple types allowed) Installation Date * (MM/YYYY) _______/__________ Width * ______________ Length * _______________
1 Timber 2 Asphalt 3 Asphalt and Timber 4 Concrete 5 Concrete and Rubber 6 Rubber 7 Metal
8 Unconsolidated 9 Composite 10 Other (specify) ________________________________________________________
6. Intersecting Roadway within 500 feet?
Yes No If Yes, Approximate Distance (feet) _________________
7. Smallest Crossing Angle
0° – 29° 30° – 59° 60° - 90°
8. Is Commercial Power Available? *
Yes No
Part V: Public Highway Information
1. Highway System
(01) Interstate Highway System
(02) Other Nat Hwy System (NHS)
(03) Federal AID, Not NHS
(08) Non-Federal Aid
2. Functional Classification of Road at Crossing
(0) Rural (1) Urban
(1) Interstate (5) Major Collector
(2) Other Freeways and Expressways
(3) Other Principal Arterial (6) Minor Collector
(4) Minor Arterial (7) Local
3. Is Crossing on State Highway
System?
Yes No
4. Highway Speed Limit
___________ MPH
Posted Statutory
5. Linear Referencing System (LRS Route ID) *
6. LRS Milepost *
7. Annual Average Daily Traffic (AADT)
Year _______ AADT _____________
8. Estimated Percent Trucks
___________________ %
9. Regularly Used by School Buses?
Yes No Average Number per Day ___________
10. Emergency Services Route
Yes No
Submission Information - This information is used for administrative purposes and is not available on the public website.
Submitted by __________________________________ Organization _______________________________________ Phone _______________ Date _____________
Public reporting burden for this information collection is estimated to average 30 minutes per response, including the time for reviewing instructions, searching existing data
sources, gathering and maintaining the data needed and completing and reviewing the collection of information. According to the Paperwork Reduction Act of 1995, a federal
agency may not conduct or sponsor, and a person is not required to, nor shall a person be subject to a penalty for failure to comply with, a collection of information unless it
displays a currently valid OMB control number. The valid OMB control number for information collection is 2130-0017. Send comments regarding this burden estimate or any
other aspect of this collection, including for reducing this burden to: Information Collection Officer, Federal Railroad Administration, 1200 New Jersey Ave. SE, MS-25
Washington, DC 20590.
01/17/2019 027015T
8 6 0 0
8 2 0 0
0 0 0
8
8
8
8
8
8
8
R8-8 4
W10-9P 6
W10-9 2
0
8
6 8
1
6
8
8
4 8 0 7
8
8 8 4
8 0
8
8
8 118
5
8
6
8
88 8
8
10 136
8 238 8 8
8
8
8
40
8
8
0
0
2011 032000 18 8 8
66
The Metrolink Regional Rail System Q3 '18-19 Q3 '17-18
Number of Routes 7 7
Stations in Service 62 62
Route Miles (includes shared miles) 538 538
Route Miles (excludes shared miles) 388 388
Average Trains Operated/Weekday 173 173
Average Trains Operated/Saturday 48 48
Average Trains Operated/Sunday 42 42
Average Weekday Riders on Metrolink trains 38,436 37,652
Average Weekday Metrolink Riders on Amtrak 1,054 965
Total Average Weekday Metrolink Riders 39,490 38,617
Total Passenger Miles Traveled 99,550,224 102,022,721
Average System Speed (M.P.H. with stops) 36 m.p.h. 36 m.p.h.
Metrolink by Route Corridor Q3 '18-19 Q3 '17-18
Ventura County Line (E. Ventura to Los Angeles) Includes 13 Hollywood Burbank Airport trains
Stations 12 12
Route Miles 70.9 70.9
Trains Operated/Day 33 33
Avg. Weekday Riders on Metrolink 3,545 3,503
Avg. Weekday Metrolink Riders on Amtrak 94 91
Total Avg. Weekday Metrolink Riders 3,639 3,594
Saturday Metrolink Riders on Amtrak 7 4
Avg. Sunday Metrolink Riders on Amtrak 5 16
Passenger Miles Traveled 6,919,611 6,863,987
Average Speed 34 m.p.h. 34 m.p.h.
ABOUT US
Metrolink is Southern California’s regional commuter rail service in its 26th year of operation. Metrolink is governed
by the Southern California Regional Rail Authority (SCRRA), a joint powers authority made up of an 11 -member
board representing the transportation commissions of Los Angeles, Orange, Riverside, San Bernardino and
Ventura counties. Metrolink operates over seven routes through a six-county, 538 route-mile network. Metrolink’s
passengers travel approximately 441 million miles each year, making Metrolink the second busiest public
transportation provider in Southern California. Metrolink is the third largest commuter rail agency in the United
States based on directional route miles and the eighth largest based on annual ridership.
67
Southern California Regional Rail Authority’s FACT SHEET
Metrolink by Route Corridor Q3 '18-19 Q3 '17-18
Antelope Valley Line (Lancaster to Los Angeles)
Stations 12 12
Route Miles 76.6 76.6
Trains Operated/Weekday 30 30
Trains Operated/Saturday 12 12
Trains Operated Sunday 12 12
Average Weekday Riders 5,729 5,706
Average Saturday Service Riders 2,282 2,982
Average Sunday Service Riders 1,818 2,680
Passenger Miles Traveled 16,416,053 17,214,189
Average Speed 35 m.p.h. 35 m.p.h.
San Bernardino Line (San Bernardino to Los Angeles)
Stations 14 14
Route Miles 57.6 57.6
Trains Operated/Weekday 38 38
Trains Operated/Saturday 20 20
Trains Operated/Sunday 14 14
Average Weekday Riders 9,736 9,336
Average Saturday Service Riders 3,794 3,775
Average Sunday Service Riders 2,332 2,953
Passenger Miles Traveled 25,661,470 26,066,446
Average Speed 33 m.p.h. 33 m.p.h.
Riverside Line (Riverside to Los Angeles)
Stations 7 7
Route Miles 59.1 59.1
Trains Operated/Weekday 12 12
Average Weekday Riders 4,251 4,398
Passenger Miles Traveled 8,167,491 8,257,479
Average Speed 41 m.p.h. 41 m.p.h.
Orange County Line (Oceanside to Los Angeles)
Stations 15 15
Route Miles 87.2 87.2
Trains Operated/Weekday 29 29
Trains Operated/Saturday 8 8
Trains Operated/Sunday 8 8
Avg. Weekday Riders on Metrolink 7,739 7,337
Avg. Weekday Metrolink Riders on Amtrak 960 873
Total Avg. Weekday Metrolink Riders 8,699 8,210
Average Saturday Service Riders 2,272 2,055
Average Sunday Service Riders 1,747 2,242
Avg. Saturday Metrolink Riders on Amtrak 59 54
Avg. Sunday Metrolink Riders on Amtrak 47 47
Passenger Miles Traveled 23,366,357 23,725,384
Average Speed 39 m.p.h. 39 m.p.h.
68
Southern California Regional Rail Authority’s FACT SHEET
Metrolink by Route Corridor Q3 '18-19 Q3 '17-18
Inland Empire-Orange County Line (San Bernardino to Oceanside)
Stations 16 16
Route Miles 100.1 100.1
Trains Operated/Weekday 16 16
Trains Operated/Saturday 4 4
Trains Operated/Sunday 4 4
Average Weekday Riders 4,501 4,376
Average Saturday Service Riders 542 682
Average Sunday Service Riders 373 444
Passenger Miles Traveled 10,542,004 10,796,649
Average Speed 39 m.p.h. 39 m.p.h.
91/Perris Valley Line (Perris Valley to Los Angeles via Fullerton)
Stations 12 12
Route Miles 83.8 83.8
Trains Operated/Day 15 15
Trains Operated/Saturday 4 4
Trains Operated/Sunday 4 4
Average Weekday Riders 2,934 2,997
Average Saturday Service Riders 799 1039
Average Sunday Service Riders 548 753
Passenger Miles Traveled 8,477,239 9,098,588
Average Speed 35 m.p.h. 35 m.p.h.
Metrolink Fast Facts
• Average weight of a Metrolink train 600 tons
• Passenger Car Dimensions
Length 85’0”
Width 9’10”
Height 15’11”
• Locomotive Dimensions (maximum)
Length 68’0”
Width 10’7.5”
Height 15’5”
• Average distance for a Metrolink train to stop 1/3 mile
Metrolink’s 2018-19 Annual Budget *
Operating Budget $251 million
Projected percent of operating costs covered by operating revenues 40.20%
Projected percent of operating costs covered by fares 34.10%
Source: SCRRA Approved Budget for FY 2018-19
*All amounts shown are annual
69
Southern California Regional Rail Authority’s FACT SHEET
Southern California Regional Rail Authority/Metrolink
Date of Formation August 1991
Form of Government Joint Powers Authority
Number of SCRRA Board Members 11
Number of Alternates 11
Number of Member Agencies 5
Number of Ex-Officio Members 3
SCRRA Member Agencies Los Angeles County Metropolitan Transportation Authority
Orange County Transportation Authority
Riverside County Transportation Commission
San Bernardino County Transportation Authority
Ventura County Transportation Commission
Ex-Officio Member Agencies Southern California Association of Governments
San Diego Association of Governments
State of California
SCRRA/Contract Employment Operations Bombardier 165
Operations Amtrak 180
Maintenance of the Way VTMI 81
Maintenance Signal Mass Electric 66
SCRRA Administration 260
SCRRA Interns 17
SCRRA GOTCs 10
TOTAL 779
Metrolink Train Equipment
Number of Locomotives 62*
Total Number of Commuter Rail Cars 258
Cab Cars 73
Coaches 185
Equipment on Order
Locomotives 25
Cab Cars 0
Coaches 0
* 59 Owned; 3 Leased to date
Highway-Rail Grade Crossings
Total Number of Grade Crossings of All Types in Metrolink System1,2 882
Number of At-Grade Crossings in System 456
Number of Undergrade Crossings (Railroad Over) in System 193
Number of Overgrade Crossings (Railroad Under) in System 233
Number of Public Crossings in System 726
Number of Pedestrian Crossings in System 47
Number of Private Crossings in System 56
1 The Metrolink system operates over rail rights-of-way owned by SCRRA member agencies, Burlington Northern Santa Fe Railroad
(BNSF), Union Pacific Railroad (UPRR) and North County Transit District (NCTD)
70
Southern California Regional Rail Authority’s FACT SHEET
Number of Private Pedestrian Crossings in System 3
Number of Station Crossings in the System 50
Number of SCRRA-owned Crossings in System 606
Number of BNSF-owned Crossings in System 130
Number of UPRR-owned Crossings in System 124
Number of NCTD-owned Crossings in System 22
At-Grade Crossings:
Metrolink BNSF UPRR NCTD
Total 352 41 60 3
Public 281 38 47 2
Pedestrian 11 0 4 0
Private 31 2 9 1
Pedestrian Private 0 0 0 0
Station 29 1 0 0
Undergrade Crossings (Railroad Over):
Metrolink BNSF UPRR NCTD
Total 98 47 39 9
Public 72 42 36 4
Pedestrian 14 5 2 2
Private 6 0 1 2
Pedestrian Private 1 0 0 0
Station 5 0 0 1
Overgrade Crossings (Railroad Under):
Metrolink BNSF UPRR NCTD
Total 156 42 25 10
Public 140 33 23 8
Pedestrian 9 0 0 0
Private 0 2 0 2
Pedestrian Private 2 0 0 0
Station 5 7 2 0
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13210-02 Noise Study
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APPENDIX 7.1:
ON-SITE RAIL NOISE CALCULATIONS
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Federal Transit Administration
Noise Impact Assessment Spreadsheet
Copyright 2007 HMMH Inc.
version: 7/3/2007
Project:13210
Receiver Parameters
Receiver: Worst-Case Façade
Land Use Category: 2. Residential
Existing Noise (Measured or Generic Value):
Noise Source Parameters
Number of Noise Sources: 2
Noise Source Parameters Source 1
Source Type:Fixed Guideway
Specific Source:Diesel Electric Locomotive
Daytime hrs Avg. Number of Locos/train 1
Speed (mph)39
Avg. Number of Events/hr 2
Nighttime hrs Avg. Number of Locos/train 1
Speed (mph)39
Avg. Number of Events/hr 1
Distance Distance from Source to Receiver (ft)63
Number of Intervening Rows of Buildings 0
Adjustments Yes
No
No
No
Noise Source Parameters Source 2
Source Type:Fixed Guideway
Specific Source:Rail Car
Daytime hrs Avg. Number of Rail Cars/train 6
Speed (mph)39
Avg. Number of Events/hr 2
Nighttime hrs Avg. Number of Rail Cars/train 1
Speed (mph)39
Avg. Number of Events/hr 1
Distance Distance from Source to Receiver (ft)63
Number of Intervening Rows of Buildings 0
Adjustments Noise Barrier?No
Jointed Track?Yes
Embedded Track?No
Aerial Structure?No
75
Project:13210
Receiver:Worst-Case Façade
Hour Source 1 Source 2 Source 3 LOG SUM Adj.
0 56.0 47.7 56.6 66.6
1 56.0 47.7 56.6 66.6
2 56.0 47.7 56.6 66.6
3 56.0 47.7 56.6 66.6
4 56.0 47.7 56.6 66.6
5 56.0 47.7 56.6 66.6
6 56.0 47.7 56.6 66.6
7 59.0 58.5 61.8 61.8
8 59.0 58.5 61.8 61.8
9 59.0 58.5 61.8 61.8
10 59.0 58.5 61.8 61.8
11 59.0 58.5 61.8 61.8
12 59.0 58.5 61.8 61.8
13 59.0 58.5 61.8 61.8
14 59.0 58.5 61.8 61.8
15 59.0 58.5 61.8 61.8
16 59.0 58.5 61.8 61.8
17 59.0 58.5 61.8 61.8
18 59.0 58.5 61.8 61.8
19 59.0 58.5 61.8 66.8
20 59.0 58.5 61.8 66.8
21 59.0 58.5 61.8 66.8
22 56.0 47.7 56.6 66.6
23 56.0 47.7 56.6 66.6
CNEL 64.8
FTA Ldn 64.2
Delta 0.6
76
Orange Corporate Yard Affordable Housing Noise Impact Analysis
13210-02 Noise Study
APPENDIX 9.1:
CADNAA CONSTRUCTION NOISE MODEL INPUTS
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78
13210
CadnaA Noise Prediction Model: 13210_Construction.cna
Date: 27.03.20
Analyst: B. Lawson
Receiver Noise Levels
Name M.ID Level Lr Limit. Value Land Use Height Coordinates
Day Night CNEL Day Night CNEL Type Auto Noise Type X Y Z
(dBA)(dBA)(dBA)(dBA)(dBA)(dBA)(ft)(ft)(ft)(ft)
RECEIVERS R1 67.1 67.1 73.8 0.0 0.0 65.0 5.00 a 6073559.95 2240992.92 5.00
RECEIVERS R2 65.1 65.1 71.8 0.0 0.0 65.0 5.00 a 6073511.62 2240699.75 5.00
RECEIVERS R3 70.9 70.9 77.6 0.0 0.0 65.0 5.00 a 6073010.11 2240775.00 5.00
RECEIVERS R4 73.6 73.6 80.3 0.0 0.0 65.0 5.00 a 6073430.95 2241253.07 5.00
Area Source(s)
ID Result. PWL Result. PWL''Lw / Li Operating Time Moving Pt. Src Height
Day Evening Night Day Evening Night Type Value Day Special Night Number
(dBA)(dBA)(dBA)(dBA)(dBA)(dBA)(min)(min)(min)Day Evening Night (ft)
SITEBOUNDARY 117.7 117.7 117.7 75.3 75.3 75.3 Lw"75.3 8
Name Height Coordinates
Begin End x y z Ground
(ft)(ft)(ft)(ft)(ft)(ft)
SITEBOUNDARY 8.00 a 6073096.37 2241218.94 8.00 0.00
6073560.03 2241213.77 8.00 0.00
6073545.97 2241182.52 8.00 0.00
6073518.36 2241122.10 8.00 0.00
6073480.34 2241023.66 8.00 0.00
6073437.63 2240895.54 8.00 0.00
6073415.76 2240808.04 8.00 0.00
6073380.34 2240678.87 8.00 0.00
6073283.47 2240679.39 8.00 0.00
6073282.42 2240688.25 8.00 0.00
6073281.38 2240695.02 8.00 0.00
6073279.82 2240700.75 8.00 0.00
6073273.05 2240713.25 8.00 0.00
6073262.63 2240723.14 8.00 0.00
6073249.09 2240732.00 8.00 0.00
6073225.13 2240738.25 8.00 0.00
6073198.57 2240734.41 8.00 0.00
6073190.29 2240729.65 8.00 0.00
6073182.86 2240723.66 8.00 0.00
6073177.95 2240719.47 8.00 0.00
6073172.50 2240716.00 8.00 0.00
6073166.61 2240713.34 8.00 0.00
6073160.41 2240711.53 8.00 0.00
6073154.01 2240710.60 8.00 0.00
6073098.46 2240711.19 8.00 0.00
Urban Crossroads, Inc.79
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13210-02 Noise Study
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80