1.0 INTRODUCTION. 1 U.S. Department of Transportation, Federal Highway Administration, Highway Noise Fundamentals, (1980) 81.

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1 IV.I NOISE 1.0 INTRODUCTION This section describes the ambient noise levels on the Loyola Marymount University (LMU) campus and in the surrounding area and provides a comparison of existing noise levels to applicable federal, state, and local noise standards. Potential noise impacts due to construction and operation of the Proposed Project are identified and discussed. Finally, this section identifies mitigation measures to reduce potentially significant impacts. Analysis in this section is based in part on technical reports containing the results of noise monitoring on LMU s campus and evaluating potential noise impacts associated with proposed relocation of the existing waste management and recycling area, provided in Appendix IV.I. Noise calculations prepared for the Proposed Project are also provided in Appendix IV.I. Characteristics of Noise: Noise is usually defined as unwanted sound and can be an undesirable byproduct of society s normal day-to-day activities. Sound becomes unwanted when it interferes with normal activities, causes actual physical harm, or has an adverse effect on health. The definition of noise as unwanted sound implies that it has an adverse effect or causes a substantial annoyance to people and their environment. Noise is measured on a logarithmic scale of sound pressure known as a decibel (db). Sound pressure level alone is not a reliable indicator of loudness because the human ear does not respond uniformly to sounds at all frequencies. For example, the ear is less sensitive to low and high frequencies than to medium frequencies that more closely correspond with human speech. In response to the human ear s sensitivity or lack thereof to different frequencies, the A-weighted noise level, referenced in units of db(a), was developed to better correspond to a person s subjective judgment of sound levels. In general, changes in a community noise level of less than 3 db(a) are not typically noticed by the human ear. 1 Relative changes of 3 to 5 db(a) may be noticed by some individuals who are extremely sensitive to changes in noise. An increase of greater than 5 db(a) is readily noticeable, while the human ear perceives a 10 db(a) increase in sound level to be a doubling of sound volume. In contrast, a doubling of sound energy (e.g., doubling the volume of traffic on a roadway) would result in only a 3 db(a) increase in sound, a barely perceptible change in sound level. Noise sources take two forms: (1) point sources, such as stationary equipment or individual motor vehicles; and (2) line sources, such as a roadway with a large number of mobile point sources (motor 1 U.S. Department of Transportation, Federal Highway Administration, Highway Noise Fundamentals, (1980) 81. City of Los Angeles IV.I-1 Loyola Marymount University Master Plan Project Draft EIR

2 vehicles). Sound generated by a stationary point source typically diminishes (attenuates) at a rate of 6 db(a) for each doubling of distance from the source to the receptor at acoustically hard sites, and at a rate of 7.5 db(a) at acoustically soft sites. 2 For example, a 60 db(a) noise level measured at 50 feet from a point source at an acoustically hard site would be 54 db(a) at 100 feet from the source and would be 48 db(a) at 200 feet from the source. Sound generated by a line source typically attenuates at a rate of 3 db(a) and 4.5 db(a) per doubling of distance from the source to the receptor for hard and soft sites, respectively. 3 Manmade or natural barriers can also attenuate sound levels, as illustrated in Figure IV.I-1, Noise Attenuation by Barriers and Elevation Differences. Solid walls and berms may reduce noise levels by 5 to 10 db(a). 4 The minimum attenuation of exterior to interior noise provided by typical structures in California is provided in Table IV.I-1, Outside to Inside Noise Attenuation. Table IV.I-1 Outside to Inside Noise Attenuation, in db(a) Building Type Residences Schools Churches Hospitals/Convalescent Homes Offices Theaters Hotels/Motels Open Windows Closed Windows Source: Bolt Beranek and Newman, Inc., Highway Noise: A Design Guide for Highway Engineers, NCHRP Report No. 117, (1971). Prepared for Highway Research Board, National Academy of Sciences, Washington, D.C. 1 As shown, structures with closed windows can attenuate exterior noise by a minimum of 25 to 30 db(a). 2 US Department of Transportation, Federal Highway Administration, Highway Noise Fundamentals, 97. An acoustically hard or reflective site does not provide any excess ground-effect attenuation and is characteristic of asphalt, concrete, and very hard-packed soils. An acoustically soft or absorptive site is characteristic of normal earth and most ground with vegetation. 3 US Department of Transportation, Federal Highway Administration, Highway Noise Fundamentals, US Department of Transportation, Federal Highway Administration, Highway Noise Fundamentals, 18. City of Los Angeles IV.I-2 Loyola Marymount University Master Plan Project Draft EIR

3 Source 8' Deflected Noise Roadway Barrier Line-of-Sight Receptor "Barrier Effect" Resulting from Differences in Elevation. Source Deflected Noise Line-of-Sight Receptor 8' Roadway Barrier "Barrier Effect" Resulting from Typical Soundwall. SOURCE: Impact Sciences, Inc. October 2004 FIGURE IV.I-1 Noise Attenuation by Barriers and Elevation Differences /09

4 When assessing community reaction to noise, there is a need for a scale that averages varying noise exposure over time and quantifies the result in terms of a single number descriptor. Several scales have been developed that address community noise levels. Those that are applicable to this analysis are the Equivalent Noise Level (Leq) and the Community Noise Equivalent Level (CNEL). Leq is the average A-weighted sound level measured over a given time interval. Leq can be measured over any period but is typically measured for 1-minute, 15-minute, 1-hour, or 24-hour periods. CNEL is another average A-weighted sound level measured over a 24-hour period. However, this noise scale is adjusted to account for some individuals increased sensitivity to noise levels during evening and nighttime hours. A CNEL noise measurement is obtained by adding 5 decibels to sound levels occurring during the evening from 7:00 PM to 10:00 PM and 10 decibels to sound levels occurring during the nighttime from 10:00 PM to 7:00 AM. The 5 and 10 decibel penalties are applied to account for increased noise sensitivity during the evening and nighttime hours. The logarithmic effect of adding these penalties to the 1-hour Leq measurements typically results in a CNEL measurement that is within approximately 3 db(a) of the peak hour Leq. 5 Characteristics of Vibration: Vibration is a form of noise with energy carried through structures and the earth, whereas noise is simply carried through the air. Thus, vibration is generally felt rather than heard. Some vibration effects can be caused by noise, e.g., the rattling of windows from passing trucks. This phenomenon is related to the coupling of the acoustic energy at frequencies that are close to the resonant frequency of the material being vibrated. Typically, ground-borne vibration generated by manmade activities attenuates rapidly as distance from the source of the vibration increases. Vibration, which spreads through the ground rapidly, diminishes in amplitude with distance from the source. The ground motion caused by vibration is measured as peak particle velocity (PPV) in inches per second. PPV is the speed at which a particle of earth moves and is expressed in units of inches per second. Vibration also is measured as the root mean square amplitude of a motion over a one-second period. For convenience, the logarithmic decibel scale is used to describe vibration velocity level relative to a reference level of 10-6 inches per second and is expressed as vibration decibels (VdB). The vibration velocity level threshold of perception for humans is approximately 65 VdB. 6 A vibration velocity of 75 VdB is considered the approximate dividing line between barely and distinctly perceptible levels for many people. 7 Most perceptible indoor vibration is caused by sources within buildings such as operation of mechanical equipment, movement of people, or the slamming of doors. Typical outdoor 5 California Department of Transportation, Technical Noise Supplement: A Technical Supplement to the Traffic Noise Analysis Protocol, (1998) N51-N54. 6 US Department of Transportation, Federal Transit Administration, Office of Planning and Environment, Transit Noise and Vibration Impact Assessment (FTA-VA ), (2006) US Department of Transportation, Transit Noise and Vibration Impact Assessment, 7-6 and 7-7. City of Los Angeles IV.I-4 Loyola Marymount University Master Plan Project Draft EIR

5 sources of perceptible ground-borne vibration include construction equipment, steel-wheeled trains, and traffic on rough roads. If a roadway is smooth, the ground-borne vibration from traffic is barely perceptible. 8 The range of interest is from approximately 50 VdB, which is the typical background vibration velocity, to 100 VdB, which is the general threshold where minor damage can occur in fragile buildings. Figure IV.I-2, Typical Levels of Ground-Borne Vibration, identifies the typical ground-borne vibration levels in VdB and human response to different levels of vibration. 2.0 REGULATORY FRAMEWORK Plans and policies that pertain to the noise conditions affecting and affected by the Proposed Project include (1) the State of California, Department of Health Services, Environmental Health Division Guidelines for Noise and Land Use Compatibility; (2) the City of Los Angeles General Plan; (3) the City of Los Angeles Municipal Code (LAMC); and (4) the City of Los Angeles CNEL Guidelines. As the Proposed Project is located in the City of Los Angeles, it is subject to the standards promulgated by the City. 2.1 State of California The State of California, Department of Health Services, Environmental Health Division, has published recommended guidelines for land use compatibility with community noise exposure levels. These guidelines rate ranges of noise levels for various land use categories as either normally acceptable, conditionally acceptable, normally unacceptable, or clearly unacceptable. Figure IV.I-3, State Land Use Compatibility Guidelines, identifies the acceptability of exterior noise levels for various land use categories as recommended by the Department of Health Services. Each jurisdiction within the state is required to consider these guidelines when developing its general plan noise element and when determining acceptable noise levels within its community. The City of Los Angeles uses elements of these guidelines when assessing a land use s compatibility with mobile-source noise. In addition, the City has incorporated the state noise/land use compatibility guidelines into the General Plan (as discussed in the following subsection). 8 US Department of Transportation, Transit Noise and Vibration Impact Assessment, 7-9. Rubber tires and suspension systems provide vibration insulation. City of Los Angeles IV.I-5 Loyola Marymount University Master Plan Project Draft EIR

6 HUMAN/STRUCTURAL RESPONSE PPV AMPLITUDE IN INCHES PER SECOND 1 VELOCITY LEVEL IN VdB RMS VELOCITY AMPLITUDE IN INCHES/SECOND 2 TYPICAL SOURCES 50 FEET FROM SOURCE THRESHOLD, MINOR COSMETIC DAMAGE TO FRAGILE BUILDINGS BLASTING FROM CONSTRUCTION PROJECTS DIFFICULTY WITH TASKS SUCH AS READING A VDT SCREEN BULLDOZER AND OTHER HEAVY-TRACKED CONSTRUCTION EQUIPMENT RESIDENTIAL ANNOYANCE, INFREQUENT EVENTS (E.G., COMMUTER RAIL) COMMUTER RAIL, UPPER RANGE RAPID TRANSIT, UPPER RANGE RESIDENTIAL ANNOYANCE, FREQUENT EVENTS (E.G., RAPID TRANSIT) COMMUTER RAIL, TYPICAL BUS OR TRUCK OVER BUMP RAPID TRANSIT, TYPICAL LIMIT FOR VIBRATION-SENSITIVE EQUIPMENT APPROXIMATE THRESHOLD FOR HUMAN PERCEPTION OF VIBRATION BUS OR TRUCK, TYPICAL AVERAGE RESIDENCE WITHOUT STEREO PLAYING AVERAGE WHISPER TYPICAL GROUND VIBRATION 1 2 PPV is typically a factor 1.7 to 6 times greater than RMS vibration velocity. A factor of 4 was used to calculate noise levels. Vibration levels in terms of velocity levels are defined as: V=20 x log 10 (a/r) V=velocity levels in decibels a=rms velocity amplitude r=reference amplitude (accepted reference quantities for vibration velocity are 1 x 10-6 inches/second in the United States) FIGURE IV.I-2 Typical Levels of Ground-Bourne Vibration /09

7 LAND USE CATEGORY COMMUNITY NOISE EXPOSURE Ldn or CNEL, db Residential - Low Density Single Family, Duplex, Mobile Homes Residential - Multi Family Transient Lodging - Motels, Hotels Schools, Libraries Churches, Hospitals, Nursing Homes Auditoriums, Concert Halls, Amphitheatres Sports Arena, Outdoor Spectator Sports Playgrounds, Neighborhood Parks Golf Courses, Riding Stables, Water Recreation, Cemeteries Office Buildings, Business Commercial and Professional Industrial, Manufacturing Utilities, Agriculture NORMALLY ACCEPTABLE Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction, without any special noise insulation requirements. CONDITIONALLY ACCEPTABLE New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply systems or air conditioning will normally suffice. NORMALLY UNACCEPTABLE New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise reduction features included in the design. CLEARLY UNACCEPTABLE New construction or development should generally not be undertaken. SOURCE: California Department of Health, Office of Health Control, Guidelines for the Preparation and Content of Noise Elements of the General Plan, February FIGURE IV.I-3 Land Use Compatibility Guidelines /09

8 2.2 City of Los Angeles General Plan The Noise Element contained in the City s General Plan includes noise guidelines and policies that establish acceptable noise levels for different land uses. These noise levels are contained in the Los Angeles Municipal Code, Section 111 et seq. The General Plan incorporates a variety of means by which noise levels are managed and regulated. These include federal, state, and local regulations that cover sources of noise such as automobiles, rail systems, aircraft, and airports, and nuisance noise. 9 Implementation programs in the General Plan Noise Element require that a proposed development project that is deemed to have a potentially significant noise impact on noise sensitive uses require mitigation measures, as appropriate, in accordance with the California Environmental Quality Act (CEQA) and City procedures. In addition, the Noise Element requires that development of a noisesensitive use of four or more detached single-family units that is determined to be potentially significantly impacted by existing or proposed noise sources requires mitigation so as to achieve an interior noise level of a CNEL of 45 db or less in any habitable room. 2.3 City of Los Angeles Municipal Code Operational Noise The City of Los Angeles Municipal Code Section (Chapter XI, Articles 1 through 6 of the Municipal Code) (LAMC) regulates noise generated by various stationary sources (e.g., sound amplifying equipment, powered equipment and machinery, and places of public entertainment) as well as auto repair activity, vehicle acceleration, and audible warning and signaling devices for vehicles. For noise sources listed in Section , , and of the LAMC, which includes radios, television sets, and similar devices, air conditioning, refrigeration, heating, pumping, filtering equipment, unreasonable operation of a motor driven vehicle, a violation occurs if the source results in a noise level increase of 5 db(a) or more over the existing average ambient noise level at an adjacent property line. In order to account for greater tolerance for short-term noise events, the noise level measurement may be reduced by 5 db(a) if the noise event occurs for 5 minutes or less during a 1-hour period. For other noise sources, such as powered equipment intended for repetitive use in residential areas and other machinery, equipment, and devices listed in Section of the LAMC, a violation occurs if the duration of the noise exceeds a specified period. Also, a penalty of 5 db(a) is applied to steady high-pitched noise or repeated impulsive noise. Where the actual ambient noise level is not known, the presumed daytime (7:00 AM to 10:00 PM) minimum ambient noise level for properties zoned residential is considered to be 50 db(a), while the presumed nighttime (10:00 PM to 7:00 AM) ambient noise level is presumed to be 9 City of Los Angeles, Noise Element, General Plan, Policy 2.2 and 3.2, (1999). City of Los Angeles IV.I-8 Loyola Marymount University Master Plan Project Draft EIR

9 40 db(a). 10 For properties zoned commercial, the presumed daytime and nighttime ambient noise is 60 db(a) and 55 db(a) respectively. 11 These values are presented below in Table IV.I-2, Presumed Ambient Noise Levels. Table IV.I-2 Presumed Ambient Noise Levels Zone Decibels Time Residential 50 db(a) Daytime 1 Residential 40 db(a) Nighttime 2 Commercial 60 db(a) Daytime 1 Commercial 55 db(a) Nighttime 2 Source: City of Los Angeles, Municipal Code, Chapter XI, Article I, Section Daytime is defined as between 7:00 AM to 10:00 PM. 2 Nighttime is defined as between 10:00 PM to 7:00 AM the next day Construction Noise Construction noise sources are not measured over a 24-hour period and are therefore not held to a 24-hour community noise standard, since construction noise typically occurs only during the day and varies greatly throughout the day. Construction activities are also treated separately in many noise ordinances because they do not generate chronic, permanent noise. To abate the potential nuisance from construction noise, Chapter IV, Article 1, Section of the Municipal Code regulates construction noise in several ways. The standards defined by the City for construction activity noise control include the following: Section 41.40(a) limits hours of construction activities to 7:00 AM to 9:00 PM if such activities may disturb the sleep of any persons in the vicinity. Construction activities include equipment operations, as well as equipment repair and servicing, and the delivery of any construction materials. (Ordinance No ) Section 41.40(c) further limits hours of allowable operations from 8:00 AM to 6:00 PM on Saturday or any holiday. Construction work is not permitted on Sundays. (Ordinance No ) Additionally, Section of the Los Angeles Municipal Code establishes performance standards for powered equipment or powered hand tools. Between the hours of 7:00 AM. and 10:00 PM, in or within 10 Los Angeles Municipal Code, Chapter XI, Article I, Section Los Angeles Municipal Code, Chapter XI, Article I, Section City of Los Angeles IV.I-9 Loyola Marymount University Master Plan Project Draft EIR

10 500 feet of any residential zone of the City, no person shall operate any powered equipment or powered hand tool that produces a maximum noise level exceeding the following noise limits at a distance of 50 feet from the noise source: 75 db(a) for construction, industrial, and agricultural machinery including crawler-tractors, dozers, rotary drills and augers, loaders, power shovels, cranes, derricks, motor graders, paving machines, off-highway trucks, ditchers, trenchers, compactors, scrapers, wagons, pavement breakers, compressors and pneumatic or other powered equipment. 75 db(a) for powered equipment of 20 horsepower (HP) or less intended for infrequent use in residential areas, including chain saws, log chippers and powered hand tools. 65 db(a) for powered equipment intended for repetitive use in residential areas, including lawn mowers, backpack blowers, small lawn and garden tools and riding tractors. (Ordinance No ) This restriction holds unless compliance is not technically feasible even with the use of noise mufflers, shields, sound barriers and/or other noise reduction devices or techniques during operation of the equipment. 2.4 City of Los Angeles CNEL Guidelines The City of Los Angeles has adopted local guidelines based, in part, on the State Department of Health Services noise compatibility guidelines, which are used for planning purposes (i.e., they have no regulatory enforcement). These guidelines, contained in the Los Angeles CEQA Thresholds Guide adopted in 2006, are intended for use in assessing the compatibility of various land use types within a range of noise levels. Similar to the State Guidelines, the City s CNEL ranges for specific land uses are classified as normally acceptable, conditionally acceptable, normally unacceptable, or clearly unacceptable. As shown in Table IV.I-3, City of Los Angeles Land Use Compatibility Guidelines, a CNEL value of 60 and 65 db(a) is the upper limit of what is considered a normally acceptable noise environment for single- and multi-family residential uses, respectively. However, a CNEL as high as 70 db(a) is considered conditionally acceptable. For schools, libraries, places of worship, and nursing homes, a CNEL value of 70 db(a) is the upper limit of what is considered a conditionally acceptable noise environment. 2.5 Ground-Borne Vibration Standards The City of Los Angeles has not adopted policies or guidelines relative to ground-borne vibration. A technical discussion of construction activity-related vibration is provided in Section 12.2 of the Federal Transit Administration publication titled Transit Noise and Vibration Impacts Assessments, May City of Los Angeles IV.I-10 Loyola Marymount University Master Plan Project Draft EIR

11 As described therein, a ground-borne vibration level of 0.2 inch-per-second peak particle velocity (PPV) should be considered as damage threshold criterion for non-engineered timber and masonry buildings. Table IV.I-3 City of Los Angeles Land Use Compatibility Guidelines Land Use Normally Acceptable Conditionally Acceptable db(a) CNEL Normally Unacceptable Clearly Unacceptable Single-Family, Duplex, Mobile Homes Multi-Family Homes Schools, Libraries, Churches, Hospitals, Nursing Homes Transient Lodging: Motels, Hotels Auditoriums, Concert Halls, Amphitheaters Sports Arena, Outdoor Spectator Sports, Playgrounds, Neighborhood Parks Golf Courses, Riding Stables, Water Recreation, Cemeteries Office Buildings: Personal, Business and Professional Commercial Industrial, Manufacturing, Utilities, Agriculture Source: City of Los Angeles, Los Angeles CEQA Thresholds Guide, (2006) I.2-4. Normally Acceptable: The specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements. Conditionally Acceptable: New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply systems or air conditioning will normally suffice. Normally Unacceptable: New construction or development should be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design. Clearly Unacceptable: New construction or development should generally not be undertaken. 3.0 EXISTING CONDITIONS The ambient noise environment on and surrounding the LMU campus is characterized by a mix of point and mobile noise sources, as described below. City of Los Angeles IV.I-11 Loyola Marymount University Master Plan Project Draft EIR

12 3.1 Ambient Noise Levels The primary off-site noise sources in the Proposed Project area are residential uses and traffic along Lincoln Boulevard. As shown on Figure IV.I-4, Noise Monitoring Locations, 48-hour noise monitoring was conducted by Newson Brown Acoustics at four locations along the perimeter of the campus on April 11, 2007, February 2, 2009, February 24, 2009, and March 16, The Rion NL-21 Sound Level Meter was used, which satisfies the American National Standards Institute (ANSI) for general environmental noise measurement instrumentation. Wind speeds were below 10 miles per hour and no unusual noise occurred during the monitoring session. Noise readings at each location were taken in 10- to 15-minute intervals (Leq) for two 24-hour periods (CNEL) with A frequency fast time weighting. Table IV.I-4, Existing Ambient Noise Levels, provides the measured noise levels for the two 24-hour periods associated with each monitoring location. Current noise levels along the campus boundary range from 56 db(a)to 63.5 db(a) CNEL and are primarily influenced by activity within and surrounding the campus and traffic along roadways. These measured noise levels are representative of noise levels during one particular period at that location. Table IV.I-4 Existing Ambient Noise Levels Map # Location 1 Burns Campus Eastern Boundary, Adjacent to Existing Recycling and Waste Management Area 2 Burns Campus Southern Boundary, Southwest Corner of Sullivan Soccer Field 3 Burns Campus Western Boundary, Adjacent to Existing Child Care Center 4 Leavey Campus Southern Boundary, North of Nardian Way and W. 78 th Street intersection Measured Noise Levels CNEL db(a), 61.8 db(a) 61.4 db(a), the 56 db(a), 58 db(a) 58 db(a), 59.6 db(a) Source: Newson Brown Acoustics, LLC, Campus Property Line Community Noise Monitoring, Notes: 48-hour noise monitoring was conducted at each location on different days. 1 The measured noise levels are the CNEL for the two 24-hour periods. City of Los Angeles IV.I-12 Loyola Marymount University Master Plan Project Draft EIR

13 3.2 Existing Point Noise Sources Existing point noise sources on campus that influence the noise environment on and around the campus include the following: Outdoor athletic and recreational facilities and activities, concentrated at the southern end of Burns Campus. Such facilities include the outdoor Intramural Hannon Field, Page Baseball Stadium, Sullivan Soccer Field, Smith Softball Field, Burns Aquatic Center (swimming pool), Batting Cage, Higgins Golf Center, and Tennis Center. The intramural Leavey Field atop Drollinger Parking Plaza is located within Leavey Campus, immediately north of the slightly elevated W. 78 th Street/Fordham Road residential neighborhood. Page Baseball Stadium, Smith Softball Field, the Batting Cage, and the pool are equipped with permanent amplified audio systems and Sullivan Soccer Field and the Tennis Center are equipped with temporary amplified sound. Amplified sound at these facilities is used during competitions and occasionally during practices and other non-athletic events. Megaphones are also used at the pool during instructional practices and competitions, although LMU has a policy of prohibiting megaphone use prior to 7:00 AM. Outdoor ceremonies and concerts, typically held in the Sunken Gardens near the north end of Burns Campus and in recreational facilities in the southern end and southeastern corner of Burns Campus (e.g., Page Baseball Stadium and Sullivan Soccer Field). Typical outdoor events LMU hosts include annual convocations and commencement ceremonies, festivals, a regular farmers market, balls or dances, and game days. 12 Activity within the parking lots scattered across campus, including Parking Lot A in the southwestern corner of Burns Campus and the enclosed Drollinger Parking Structure, both near the W. 78 th Street/Fordham Road residential neighborhood; Parking Lots E, G, and H, along the eastern edge of Burns Campus near the McConnell Avenue residential neighborhood; and in other surface lots throughout the core of the campus. Noise associated with parking lots, and to a much lesser extent enclosed parking structures, includes idling vehicles, vehicle movement through lots, vehicle doors slamming, and automobile alarms. The operation of equipment in shops associated with the Facilities Management department and other departments, and the campus recycling area, along the eastern-central edge of Burns Campus, as well as the Central Plant in the northwestern corner of Burns Campus. Landscaping maintenance equipment throughout landscaped campus open spaces. Rooftop heating, cooling, and ventilation (HVAC) equipment throughout the campus atop residential and nonresidential buildings. Gathering of waste and other noise generally associated with regular maintenance and operation of the campus. 12 Clarence Griffin, Loyola Marymount University Director of Community and Local Government Relations, personal communication with Impact Sciences, November 4, City of Los Angeles IV.I-13 Loyola Marymount University Master Plan Project Draft EIR

14 Existing Waste Management Operations Drollinger Parking Plaza MP1 Fordham Rd. Existing Residential Existing Child Care Center MP3 Existing Parking Lot Loyola Blvd. LMU Campus MP4 Existing Soccer Field MP2 W 80th St. Existing Residential n NOT TO SCALE SOURCE: Campus Property Line Community Noise Monitoring - March 2009 FIGURE IV.I-4 Noise Monitoring Locations /09

15 Existing point noise sources off campus are associated with surrounding residential land uses, which include people talking, doors slamming, stereos, and domestic animals. Existing mobile noise sources on the campus originate from vehicles traveling on interior campus roadways as well as through the surrounding neighborhood on W. 78 th Street, Fordham Road, W. 80 th Street, and McConnell Avenue. Traffic along Lincoln Boulevard is also audible on portions of Hughes and Leavey Campuses closest to Lincoln. Because of LMU s proximity to LAX (the airport is approximately 1 mile south of the campus), planes passing overhead on approach or departure also contribute to the ambient noise environment. 3.3 Existing Roadway Noise Noise generated by vehicular traffic traveling on the local roadway network represents the predominant and most consistent noise source in the area surrounding the campus. In order to characterize the contribution of motor vehicle noise to the ambient environment in the study area (i.e., the campus and its immediate surroundings), off-site noise prediction modeling was conducted along potentially affected roadway segments. Table IV.I-5, Existing Weekday Modeled Roadway Noise Levels, identifies the existing roadway noise levels for 36 roadway segments analyzed in the traffic study prepared for the Proposed Project. Roadway noise levels for these roadways were modeled at various reference locations based on approximate roadway width and distance to the nearest receptor. As indicated in Table IV.I-5, existing roadway noise levels modeled from the edge of the roadway to the receptor are predicted to range from 52.3 to 73.0 db(a) CNEL. The highest noise level of 73.0 db(a) CNEL occurs where cars accelerate along Sepulveda Boulevard south of 76 th Street. Based on Table IV.I-5, this noise level exceeds the range of noise levels considered normally acceptable for residential and school land uses. It should be noted that the model calculates noise associated with a specific line source, and the results characterize noise generated by motor vehicle traffic along the specific roadway and do not reflect other noise sources. City of Los Angeles IV.I-15 Loyola Marymount University Master Plan Project Draft EIR

16 Table IV.I-5 Existing Weekday Modeled Roadway Noise Levels Roadway Segment Existing CNEL in db(a) Culver Blvd. N/O SR-90 Fwy 69.1 Lincoln Blvd. N/O Jefferson Blvd Lincoln Blvd. S/O Jefferson Blvd Jefferson Blvd. E/O Lincoln Blvd Lincoln Blvd. S/O LMU Dr Lincoln Blvd. S/O 83 rd St Lincoln Blvd. S/O Manchester Ave Lincoln Blvd. S/O La Tijera Blvd Manchester Ave. W/O Lincoln Blvd Manchester Ave. E/O Lincoln Blvd Manchester Ave. E/O Sepulveda Blvd Loyola Blvd. S/O 80 th St th St. W/O Loyola Blvd th St. E/O Loyola Blvd Loyola Blvd. S/O 83 rd St rd St. W/O Loyola Blvd rd St. E/O Loyola Blvd th St. E/O McConnell Ave th St. E/O Emerson Ave th St. E/O McConnell Ave th St. E/O Emerson Ave Sepulveda Blvd. S/O Centinela Ave Centinela Ave. W/O Sepulveda Blvd Centinela Ave. N/O Jefferson Blvd Sepulveda Blvd. N/O 76 th St Sepulveda Blvd. S/O 76 th St Sepulveda Blvd. N/O 83 rd St Sepulveda Blvd. S/O 83 rd St th St. E/O Sepulveda Blvd th St. E/O Sepulveda Blvd rd St. W/O Sepulveda Blvd rd St. E/O Sepulveda Blvd McConnell Ave. S/O 77 th St City of Los Angeles IV.I-16 Loyola Marymount University Master Plan Project Draft EIR

17 Roadway Segment Existing CNEL in db(a) McConnell Ave. S/O 80 th St Emerson Ave. S/O 77 th St Emerson Ave. S/O 80 th St Source: Impact Sciences, Inc. Noise model results are provided in Appendix IV.I. Note: Noise level estimates are taken from the edge of the roadway to the receptor. N/O = north of; S/O = south of; W/O = west of; E/O = east of. 3.4 Sensitive Receptors Some land uses are considered more sensitive to elevated noise levels than others based on the types of activities they support. The Los Angeles CEQA Thresholds Guide states that residences, transient lodgings, schools, libraries, places of worship, hospitals, nursing homes, auditoriums, concert halls, amphitheaters, playgrounds, and parks are generally considered more sensitive to noise than are commercial and industrial land uses. 13 The Proposed Project site is located adjacent to existing sensitive receptors. In the immediate vicinity of the campus, off-site sensitive receptors include single-family residences located to east of Burns Campus in the McConnell Avenue residential neighborhood and to the south and southeast in the W. 78 th Street/Fordham Road residential neighborhood. The Playa Vista multifamily residential (and commercial) community is located north and west of the campus at the foot of the Westchester Bluffs, which rise approximately 120 feet above sea level and form the northern and western edge of the campus. The closest Playa Vista residential uses are located approximately 300 feet northwest of the edges of Hughes and Leavey Campuses, beyond Playa Vista athletic fields and recreational facilities, and 800 to 1,000 feet west of the edge of Burns Campus. Additionally, LAUSD has approved construction of the 650-student Playa Vista Elementary School next to the public park on Bluff Creek Drive, at the base of the bluffs, approximately 250 feet west of LMU s Hughes Campus. The school is considered a potential sensitive noise receptor. 13 City of Los Angeles, Los Angeles CEQA Thresholds Guide, (2006) I.1-3. City of Los Angeles IV.I-17 Loyola Marymount University Master Plan Project Draft EIR

18 4.0 ENVIRONMENTAL IMPACT ANALYSIS 4.1 Methodology The analysis for future noise levels presented in this section is based on noise monitoring, published reports, noise prediction modeling, empirical observations, and traffic volume data provided by Fehr and Peers. Ambient noise levels were monitored at selected locations along the campus boundary using the Rion NL-21 sound level meter, which satisfies the American National Standards Institute for general environmental noise measurement instrumentation. Noise levels for the operation of construction equipment and some future stationary activities were estimated using literature cited in this section. Roadway noise levels along individual roadway segments in the vicinity of the campus were modeled with the FHWA Highway Noise Prediction Model (FHWA-RD ), as recommended in the Los Angeles CEQA Thresholds Guide. This model calculates the average noise level at specific locations based on traffic volumes, auto/truck mix, average speeds, roadway geometry, and site conditions. Average vehicle noise rates (energy rates) utilized in the FHWA Model have been modified to reflect average vehicle noise rates identified for California by the California Department of Transportation (Caltrans). 14 Caltrans data show that California automobile noise is 0.8 to 1.0 db(a) louder than national levels and that medium and heavy truck noise is 0.3 to 3.0 db(a) quieter than national levels. 15 Traffic volumes utilized as data inputs to the noise prediction model were based on information provided by Fehr and Peers, as part of the traffic impact analysis conducted for the Proposed Project. Ground-borne vibration impacts were evaluated by identifying potential vibration sources, measuring the distance between vibration sources and surrounding structure locations, and making a significance determination based on the significance thresholds described below. 4.2 Significance Thresholds Noise thresholds consider both the Noise Compatibility Criteria and community responses to changes in noise levels. The thresholds of significance used in this noise impact analysis are based on the Los Angeles CEQA Thresholds Guide, the plans and policies identified previously in this section, and community responses to noise level changes. These thresholds apply to both project and cumulative impacts assessed herein. 14 Rudolf W. Hendriks, California Vehicle Noise Emission Levels, (Sacramento, California: California Department of Transportation, January 1987), NTIS, FHWA/CA/TL-87/ Rudolf W. Hendriks, California Vehicle Noise Emission Levels. City of Los Angeles IV.I-18 Loyola Marymount University Master Plan Project Draft EIR

19 4.2.1 Construction Noise Thresholds The Los Angeles CEQA Thresholds Guide state that a project would result in significant noise impacts from construction if any of the following situations occurred: NOISE-1 Construction activities lasting more than a day would exceed existing ambient exterior noise levels by 10 db(a) or more at a noise sensitive use; NOISE-2 Construction activities lasting more than 10 days in a 3-month period would exceed existing ambient exterior noise levels by 5 db(a) or more at a noise sensitive use; or NOISE-3 Construction activities would exceed the ambient noise level by 5 db(a) at a noise sensitive use between the hours of 9:00 PM and 7:00 AM Monday through Friday, before 8:00 AM or after 6:00 PM on Saturday or at anytime on Sunday Construction Vibration Thresholds The Los Angeles CEQA Thresholds Guide does not define the levels at which vibration is considered a significant impact. The Federal Transit Administration has published guidelines for assessing the impacts of ground-borne vibration associated with construction activities, which have been applied by other jurisdictions to other types of projects. The Federal Transit Administration threshold for architectural damage for non-engineered timber and masonry buildings (e.g., most residential units) is 0.2 inch per second PPV, which is approximately equal to 94 VdB. 17 The Federal Highway Administration does not provide standards for traffic-related vibrations, since they do not consider highway traffic vibrations to pose a threat to buildings and structures. 18 The Proposed Project would result in a significant vibration impact during construction if the following situation occurred: 19 NOISE-4 Vibration levels exceed the Federal Transit Administration threshold for architectural damage to non-engineered timber and masonry buildings of 0.2 inch per second PPV (approximately 94 VdB). 16 City of Los Angeles, Los Angeles CEQA Thresholds Guide, (2006) I Federal Transit Administration, Office of Planning and Environment, Transit Noise and Vibration Impact Assessment, FTA-VA , (2006) The Federal Transit Administration recommends that these limits be viewed as criteria that should be used during the environmental impact assessment phase to identify problem locations that must be addressed during final design. 18 California Department of Transportation, Transportation Related Earthborne Vibrations (Caltrans Experiences), Technical Advisory, Vibration TAV R9601, (2002) U.S. Department of Transportation, (2006) 8-3. City of Los Angeles IV.I-19 Loyola Marymount University Master Plan Project Draft EIR

20 4.2.3 Operational Noise Thresholds The Los Angeles CEQA Thresholds Guide indicates a project would normally have a significant operational noise impact if it would: NOISE-5 The Proposed Project would result in a significant impact on noise levels from Project operation if the Proposed Project would cause the ambient noise level measured at the property line of affected noise uses to increase by 3 db(a) in CNEL to or within the normally unacceptable or clearly unacceptable category, as identified in Table IV.I-3, or any 5 db(a) or greater noise increase. 20 NOISE-6 Project-related operational (i.e., non-roadway) noise sources, such as outdoor building mechanical/electrical equipment, increase off-campus ambient noise levels by 5 db(a), thus causing a violation of the City of Los Angeles Noise Ordinance. Appendix G of the State CEQA Guidelines provides sample questions for use in an initial study to determine a project s potential for environmental impacts. According to the sample questions included in Appendix G under Section XI Noise, a project would have a significant impact if it would result in: XI.a) Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies; XI.b) Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels; XI.c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project; or XI.d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project. The Initial Study prepared for the Proposed Project determined that the Proposed Project would have no impact with regard to sample questions XI.c and d of Appendix G of the State CEQA Guidelines. The responses to these questions are discussed in Section VII, Effects Found Not to be Significant. The Initial Study is provided in Appendix I. The thresholds used in the Los Angeles CEQA Thresholds Guide to determine significant noise impacts are inclusive of those provided in Appendix G of the State CEQA Guidelines. Therefore, thresholds NOISE-1 through NOISE-6, above, are used for the following analysis of the Proposed Project s potential impacts. 20 City of Los Angeles, Los Angeles CEQA Thresholds Guide, I.2-3 and I.2-4. City of Los Angeles IV.I-20 Loyola Marymount University Master Plan Project Draft EIR

21 4.3 Project Design Features Construction and Operational Design Features All construction activities shall be conducted in accordance with Section of the Los Angeles Municipal Code Noise Ordinance, which states that construction operations shall be limited to the hours of 7:00 AM to 9:00 PM Monday through Friday and 8:00 AM to 6:00 PM on Saturdays and holidays. In compliance with the Noise Ordinance, no construction activities would occur on Sundays. In addition, heavy-duty construction equipment would be staged on campus for the duration of its use for construction of specific Proposed Project components, to minimize or avoid disruption from repeated movement of such equipment to and from campus. During construction activities, the operation of vibratory rollers and sonic pile drivers would occur at a minimum distance of 50 feet from the campus boundary in order to minimize the generation of groundborne vibration at off-site sensitive receptors. All new mechanical equipment, such as outdoor air conditioning, refrigeration, heating, pumping, and filtering equipment, associated with the Proposed Project would be designed in compliance with LAMC Section , which prohibits noise from air conditioning, refrigeration, heating, pumping, and filtering equipment from exceeding the ambient noise level on the premises of other occupied properties by more than 5 db(a). Construction worker parking would be provided at an off-site location in the campus vicinity, to minimize the number of construction-related trips onto the campus. Parking would be provided at a commercial or other parking lot where sufficient parking for the expected number of workers can be accommodated. A shuttle service would transport workers to and from campus in the morning and afternoon. No construction worker parking would be permitted on residential streets. Although noise associated with parking structures is not of sufficient volume to exceed community standards based on the time-weighted CNEL scale, to further reduce noise levels, proposed parking structures would include a half-wall on the grade-level parking deck and/or full walls on the sides of the structure that face nearby receptors. In order to minimize noise levels attributed to audio systems, all speakers for existing, to-be-improved, and new outdoor audio systems would be mounted in such a fashion that they face bleachers and are directed away from nearby residences, and the settings would be fixed by the manufacturers representative to ensure that sound levels from the systems do not exceed off-campus ambient noise levels by 5 db(a). For example, in 2009 LMU upgraded the existing audio systems around the pool, redirecting the speakers away from residences and placing limitations on the allowable volume, in order to minimize noise levels attributed to the audio system. City of Los Angeles IV.I-21 Loyola Marymount University Master Plan Project Draft EIR

22 4.3.2 LMU Department of Public Safety The Department of Public Safety s main responsibility is to ensure a safe and secure campus environment. Public safety officials patrol the campus on foot and in vehicles, assist students, faculty, and staff with access to offices and residence halls, monitor the main entrance off Lincoln Boulevard, and take on other responsibilities, as needed. The Department also responds to crimes and other unusual incidents that occur on campus or along the immediate perimeter of the campus. The Department is notified of and responds to on-campus incidents involving disruptive student behavior. If the student is found responsible for disruptive behavior through the LMU judicial process, violations shall be sanctioned as provided in LMU s Student Conduct Code. Refer to Section IV.J.1, Police Protection for further information regarding the responsibilities and authority of the LMU Department of Public Safety. 4.4 Project Impacts Construction-Related Noise Impacts The Proposed Project would result in significant noise impacts from construction if any of the following situations occurred: NOISE-1 NOISE-2 NOISE-3 Construction activities lasting more than a day that would exceed existing ambient exterior noise levels by 10 db(a) or more at a noise sensitive use; Construction activities lasting more than 10 days in a 3-month period that would exceed existing ambient exterior noise levels by 5 db(a) or more at a noise sensitive use; or Construction activities occurring on the Proposed Project site that would result in an increase of 5 db(a) or more at a noise sensitive use outside the hours permitted by the City's noise ordinance (i.e., between the hours of 9:00 PM and 7:00 AM Monday through Friday, before 8:00 AM or after 6:00 PM on Saturday or a public holiday, or at any time on Sunday); Implementation of the Proposed Project would involve site demolition (i.e., hardscape and buildings), clearance and grading; trenching for and installation of utilities; roadway and pedestrian walkway/hardscape construction; construction of new buildings and facilities; and post-construction cleanup. The operation of equipment such as rubber-tired dozers, crawler tractors, off-highway trucks, and concrete saws during demolition of various buildings and structures would generate noise on campus. Grading and excavation activities would require the operation of equipment such as excavators, graders, rubber-tired dozers, crawler tractors, off-highway trucks, and water trucks. Building City of Los Angeles IV.I-22 Loyola Marymount University Master Plan Project Draft EIR

23 construction would require the operation of equipment such as cranes, forklifts, and crawler tractors. During asphalt paving, noise impacts would result from the operation of cement and mortar mixers, pavers, and rollers. Additionally, large construction equipment would be transported to the campus along the City-approved haul route that avoid residential neighborhood streets and other sensitive receptors to the greatest extent possible. Given the size of equipment being transported and the location of LMU s campus, routes are anticipated to be along major arterials. The US Environmental Protection Agency (US EPA) has compiled data regarding the noise generating characteristics of specific types of construction equipment. These data are presented in Figure IV.I-5, Noise Levels of Typical Construction Equipment. As shown, noise levels generated by heavy equipment can range from approximately 68 db(a) to noise levels in excess of 100 db(a) when measured at 50 feet. 21 As discussed previously, these stationary source noise levels would diminish rapidly with distance from the construction site at a rate of approximately 6.0 to 7.5 db(a) per doubling of distance. Nonetheless, any locations that would have an uninterrupted line of sight to the construction noise sources could be exposed to some level of construction noise. It should be noted that individual construction equipment would not be used continuously. Additionally, the loudest piece of equipment operating at any one time would represent the ambient noise at that time, as it would partially mask other lesser noise sources Construction Equipment Noise Noise levels generated during Proposed Project implementation that is, during construction of specific Proposed Project components would depend upon the distance between the construction activity/site and the affected use(s), as well as upon the noise attenuation qualities of existing buildings on campus and any intervening development already built during earlier phases of the Proposed Project. Detailed information on specific building plans and sites and schedules for construction activities for the 20-year buildout are not available at this time, and, therefore, it is not possible to accurately predict on- and offsite noise levels during the construction at a given Proposed Project site. Accordingly, this analysis assumes a conservative scenario in which the loudest construction equipment is assumed to operate at the campus perimeter (property line) adjacent to the nearest sensitive uses (excepting vibratory rollers and sonic pile drivers, which would be limited to a distance greater than 50 feet from the campus boundary, as stated in PDF-NOISE-1). The closest off-campus sensitive uses include single-family residential uses located along McConnell Avenue immediately east of Burns Campus, adjacent to the campus boundary. Other single-family residential uses near the campus are located along Campion Drive approximately 35 feet from Hughes Campus boundary, albeit at a higher elevation, and along Fordham Road, Altavan 21 Sonic pile drivers instead of impact pile drivers would be used during construction activities associated with the Proposed Project. According to the Federal Transit Administration, a sonic pile driver generates lower noise levels (96 db(a) at 50 feet) compared to an impact pile driver (101 db(a) at 50 feet). City of Los Angeles IV.I-23 Loyola Marymount University Master Plan Project Draft EIR

24 Avenue, the north end of Nardian Way and Belton Drive, and W. 78 th and W. 80 th Streets, with most residences approximately 60 feet or more from the campus boundary, separated by roadways. Projected noise levels that would be generated during typical construction phases of the Proposed Project (i.e., demolition, grading, building construction, and asphalt paving) are presented in Table IV.I-6, Construction Noise Levels. These estimates should be considered conservative since they assume the simultaneous operation of all equipment needed for that each construction phase. In reality, it is unlikely that all pieces of equipment associated with each phase would operate simultaneously at the property lines adjacent to the nearest sensitive land uses. The noise prediction modeling used in this analysis also does not account for the attenuation of noise by intervening buildings between noise sources and sensitive receptors. Finally, the model does not account for the fact that construction noise levels associated with the excavation and shoring of any subterranean areas (e.g., foundations, basements, or partially subgrade levels) would be much lower due to the location of the construction activities below grade. Accordingly, construction noise levels experienced at adjacent off-site sensitive land uses would therefore be well below the noise levels reflected in Table IV.I-6 during a large portion of the day. Sound levels may be attenuated 3.0 to 5.0 db(a) by a first row of houses/buildings and 1.5 db(a) for each additional row of houses in residential environments. 22 Nonetheless, Proposed Project-related construction noise could increase the current ambient noise levels, which range from 56 CNEL to 63.5 CNEL along the campus boundary, by 5 db(a) at the nearest residential land use. The City s thresholds states that construction activities lasting more than 10 days in a 3-month period and exceeding existing ambient exterior noise levels by 5 db(a) or more at a sensitive land use would result in a significant impact on that use. Proposed Project construction was modeled to potentially generate noise levels between 88.7 db(a) and 95.6 db(a) as measured 50 feet from noise sources, conservatively assuming simultaneous operation of multiple pieces of equipment at grade (vibratory rollers and sonic pile drivers were modeled at a distance of 50 feet). Conservatively assuming no intervening buildings or structures on campus that attenuate noise, since the precise timing and location of future building demolition and construction on campus is not yet known, construction in most areas of campus could potentially increase existing ambient exterior noise levels at off-site 22 T. M. Barry and J. A. Reagan, US Department of Transportation, Federal Highway Administration, Office of Research, Office of Environmental Policy, FHWA Highway Traffic Noise Prediction Model, (Washington D.C., December 1978), NTIS, FHWA-RD , 33. City of Los Angeles IV.I-24 Loyola Marymount University Master Plan Project Draft EIR

25 NOISE LEVEL (dba) AT 50 FEET Compacters (Rollers) Front Loaders EQUIPMENT POWERED BY INTERNAL COMBUSTION ENGINES EARTH MOVING MATERIALS HANDLING STATIONARY Backhoes Tractors Scrapers, Graders Pavers Trucks Concrete Mixers Concrete Pumps Cranes (Movable) Cranes (Derrick) Pumps Generators Compressors IMPACT EQUIPMENT OTHER Pneumatic Wrenches Jack Hammers, Rock Drills Pile Drivers (Peaks) Vibrators Saws Note: Based on limited available data samples. SOURCE: United States Environmental Protection Agency, 1971, "Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances," NTID FIGURE IV.I /09 Noise Levels of Typical Construction Equipment

26 residences near the campus perimeter by 5dB(A) or more. Therefore, the operation of construction equipment could result in significant off-campus noise impacts on off-site residents near the campus perimeter, particularly residences closest to campus along McConnell Avenue and potentially along Fordham Road, Altavan Avenue, the north end of Nardian Way and Belton Drive, and W. 78 th and W. 80 th Streets. Only the northwest corner of Burns Campus is sufficiently distant from residential uses to entirely preclude potentially significant Noise impacts on these uses. Mitigation measure MM-NOISE-1 is proposed to reduce the impacts. Construction Phase Table IV.I-6 Construction Noise Levels Required Equipment Anticipated Noise Levels at a Distance of 50 feet 1 Leq db(a) Demolition Rubber-tired dozer, loaders, and concrete saw 88.7 Grading and Excavation 2 Grader, rubber-tired dozer, loaders, and water truck 90.2 Building Construction Asphalt Paving 2 Crane, forklifts, generator, sonic pile driver and loader Cement and mortar mixers, loader, pavers, and roller Source: Impact Sciences, Inc. Noise model results are provided in Appendix IV.I. 1 Sonic pile drivers and vibratory rollers were modeled at a distance of 50 feet. 2 For Phase 4 Grading, one load was assumed as part of the equipment mix instead of two as in Phases 1 through 3. As a result, noise levels would be lower during Phase 4 Grading. 3 For Phases 1 through 3 Asphalt Paving, no loaders were assumed as part of the equipment mix, which would result in lower noise levels during asphalt paving when compared to Phase 4 Asphalt Paving Construction Traffic Noise In addition to heavy-duty construction equipment noise, the movement of equipment, haul trucks and workers to and from the campus during construction would generate temporary traffic noise along access routes to the campus. The transport of heavy-duty construction equipment onto the campus would be minimized during construction by keeping construction equipment staged on campus for the duration of construction of specific Proposed Project components. For this reason, the movement of heavy-duty construction equipment is expected to result in a less than significant short-term effect on roadway noise levels. In addition, the operation of haul trucks and the daily transportation of construction workers via shuttle from an off-site parking facility during construction is expected to cause increases in noise levels along some roadways near the campus. However, it takes a doubling of average daily trips on roadways to increase noise by 3 db(a) and the maximum haul truck and construction worker shuttle trips to the City of Los Angeles IV.I-26 Loyola Marymount University Master Plan Project Draft EIR

27 campus would not cause a doubling of average daily trips in the immediate area. As a result, the noise level increases along major arterials surrounding the campus would be less than 3 db(a). Therefore, noise impacts associated with construction-related traffic would be less than significant Construction-Related Vibration Impacts The Proposed Project would result in significant vibration impacts from construction if any of the following situations occurred: NOISE-4 Vibration levels exceed the Federal Transit Administration threshold for architectural damage to non-engineered timber and masonry buildings of 0.2 inch per second PPV (approximately 94 VdB) Persons residing and working in the area surrounding the Proposed Project could be exposed to the generation of groundborne vibration or groundborne noise levels related to construction activities. Typical groundborne vibrations from construction activities very rarely reach the levels that can damage structures; however, they can achieve the audible range and can be felt in buildings very close to the Proposed Project site. The primary and most intensive vibration source associated with the development of the Proposed Project would be associated with the use of vibratory rollers and sonic pile drivers during construction. 23 On-road haul trucks carrying demolition debris, soil, and building materials to and from the site may also generation vibration. Sensitive receptors located in the immediate vicinity of the Proposed Project site include single-family residences located to east of Burns Campus in the McConnell Avenue residential neighborhood and to the south and southeast in the W. 78 th Street/Fordham Road residential neighborhood. The operation of vibratory rollers within 50 feet of residences located along the campus boundary could generate vibration levels of 85 VdB at those residences. The operation of sonic pile drivers within 50 feet of residences located along the campus boundary could generate vibration levels of 84 VdB at those residences. It should be noted that the vibration levels generated by the types of equipment required for each phase of construction would be experienced intermittently, since construction equipment do not operate continuously. Unlike sonic pile drivers or rollers, haul trucks are not considered stationary equipment. Nonetheless, loaded haul trucks carrying demolition debris, soil, and building materials also result in vibration 23 Based on the formula VdB = VdB(25ft) - 30 x LOG10 (D/25), where D is equal to the distance. City of Los Angeles IV.I-27 Loyola Marymount University Master Plan Project Draft EIR

28 impacts. The operation of loaded haul trucks results in a vibration velocity level of 86 VdB measured at 25 feet. 24 Based on the above analysis, vibratory rollers and sonic pile drivers operating at a minimum of 50 feet from residential land uses and loaded haul trucks operating 25 feet from residential land uses would result in vibration impacts that are less than the Federal Transit Administration s thresholds, and would therefore be less than significant. Project design feature PDF-NOISE-1 and mitigation measure MM- NOISE-2 are included to ensure vibration impacts remain less than significant Operational Noise Impacts NOISE-5 NOISE-6 Would the Proposed Project would result in a significant impact on noise levels from project operation by causing the ambient noise level measured at the property line of affected noise uses to increase by 3 db(a) in CNEL to or within the normally unacceptable or clearly unacceptable category, as identified in Table IV.I-3, or any 5 db(a) or greater noise increase? 25 Would Proposed Project-related operational (i.e., non-roadway) noise sources, such as outdoor building mechanical/electrical equipment, increase off-campus ambient noise levels by 5 db(a), thus causing a violation of the City of Los Angeles Noise Ordinance? Roadway Noise As discussed previously, the predominant source of existing noise in the vicinity of the Proposed Project site is vehicular noise on local roadways. Development of the Proposed Project would increase the traffic volumes traveling along local roadways. To evaluate the potential permanent impact associated with increased vehicle trips generated by operation of the Proposed Project, noise prediction modeling utilizing the FHWA noise prediction model was conducted for future (2030) traffic levels plus the additional traffic associated with the Proposed Project. Future baseline traffic levels account for ambient traffic growth in addition to the traffic generated by related projects in the study area. The same roadway segments at the same reference locations previously identified in Table IV.I-5 were analyzed. Roadway geometrics and traffic volumes for the segments were obtained from the traffic study prepared for the Proposed Project. The results of the modeled weekday roadway noise levels are provided in Table IV.I-7, Weekday Modeled Roadway Noise Levels with Project. 24 Federal Transit Administration, Transit Noise and Vibration Impact Assessment (FTA-VA ), (2006) and Based on the formula VdB = VdB(25ft) - 30 x LOG10 (D/25), where D is equal to the distance, pp. I.2-3 through I.2-4. City of Los Angeles IV.I-28 Loyola Marymount University Master Plan Project Draft EIR

29 Table IV.I-7 Weekday Modeled Roadway Noise Levels with Project Roadway Segment Future Roadway Noise Levels without Project Future Roadway Noise Levels with Project Increase as a Result of Project Culver Blvd. N/O SR-90 Fwy Lincoln Blvd. N/O Jefferson Blvd Lincoln Blvd. S/O Jefferson Blvd Jefferson Blvd. E/O Lincoln Blvd Lincoln Blvd. S/O LMU Dr Lincoln Blvd. S/O 83 rd St Lincoln Blvd. S/O Manchester Ave Lincoln Blvd. S/O La Tijera Blvd Manchester Ave. W/O Lincoln Blvd Manchester Ave. E/O Lincoln Blvd Manchester Ave. E/O Sepulveda Blvd Loyola Blvd. S/O 80 th St th St. W/O Loyola Blvd th St. E/O Loyola Blvd Loyola Blvd. S/O 83 rd St rd St. W/O Loyola Blvd rd St. E/O Loyola Blvd th St. E/O McConnell Ave th St. E/O Emerson Ave th St. E/O McConnell Ave th St. E/O Emerson Ave Sepulveda Blvd. S/O Centinela Ave Centinela Ave. W/O Sepulveda Blvd Centinela Ave. N/O Jefferson Blvd Sepulveda Blvd. N/O 76 th St Sepulveda Blvd. S/O 76 th St Sepulveda Blvd. N/O 83 rd St Sepulveda Blvd. S/O 83 rd St th St. E/O Sepulveda Blvd th St. E/O Sepulveda Blvd rd St. W/O Sepulveda Blvd rd St. E/O Sepulveda Blvd McConnell Ave. S/O 77 th St McConnell Ave. S/O 80 th St City of Los Angeles IV.I-29 Loyola Marymount University Master Plan Project Draft EIR

30 Roadway Segment Future Roadway Noise Levels without Project Future Roadway Noise Levels with Project Increase as a Result of Project Emerson Ave. S/O 77 th St Emerson Ave. S/O 80 th St Source: Impact Sciences, Inc. Noise model results are provided in Appendix IV.I. Note: Noise level estimates are taken from the edge of the roadway to the receptor. All noise levels are reported in db(a) CNEL. N/O = north of; S/O = south of; W/O = west of; E/O = east of. As indicated in Table IV.I-7, Proposed Project operation would result in permanent ambient noise level increases of 0.3 db(a) or less on the 25 surrounding roadways during the weekday. The greatest project-related noise increase of 0.3 db(a) would occur on the following five roadway segments: Loyola Boulevard south of W. 80 th Street; W. 80 th Street east of Loyola Boulevard; Loyola Boulevard south of W. 83 rd Street; W. 77 th Street east of McConnell Avenue; and McConnell Avenue south of W. 77 th Street. However, none of the roadway segments that were evaluated would experience an increase in CNEL of 3 db(a) within the normally unacceptable or clearly unacceptable categories, as defined in Table IV.I-3, or a 5 db(a) noise increase in any category. Therefore, roadway noise impacts associated with the Proposed Project would be less than significant Point Source Noise On-Campus Housing Potential noise sources related to residential housing uses on campus include people talking, car engines, car doors slamming, stereos, waste collection, and other operational noise. These noise sources are not unique in a suburban environment and generally constitute an element of the ambient noise levels experienced in all residential areas. Noise levels for residential uses typically range between 48 and 52 db(a) CNEL. Existing ambient noise levels along LMU s campus boundaries range from 56 to 63.5 db(a) CNEL, and are the result of numerous on- and off-campus noise sources in addition to campus residential housing, including vehicular roadway noise on- and off- campus; campus parking lot activity; campus athletic facility use and events; outdoor ceremonies and concerts; equipment operation in the campus recycling area and shops associated with Facilities Management and the Central Plant; operation of landscape maintenance equipment; operation of rooftop heating, cooling, and ventilation equipment; waste collection activities; and other campus operational activities. The highest ambient noise levels, 63.5 db(a), were measured at the southern edge of Burns Campus, in proximity to Sullivan Soccer Field and Lincoln Boulevard City of Los Angeles IV.I-30 Loyola Marymount University Master Plan Project Draft EIR

31 New campus residential uses would generate noise levels within the same range as existing campus residential uses, from 48 to 63.5 db(a) CNEL. As previously discussed, noise is measured on a logarithmic scale and is not simply cumulative or additive; therefore, increased campus housing would not automatically increase community noise levels in the vicinity. As previously discussed, changes in noise levels of less than 3 db(a) are not considered generally noticeable; an increase of greater than 5 db(a) is considered readily noticeable; and a 10 db(a) increase in sound level is considered to be a doubling of sound volume. In contrast, a doubling of sound energy (e.g., doubling the volume of traffic on a roadway) would result in only a 3 db(a) increase in sound, a barely perceptible change in sound level. For this reason, the proposed additional on-campus housing, since it would be similar to existing student housing, would not cause ambient noise levels to increase by 3 db(a) in CNEL to or within the normally unacceptable or clearly unacceptable categories as identified in Table IV.I-3, or by 5 db(a). Therefore, impacts associated with the introduction of new residential uses on campus would have a less than significant noise impact. Parking Facilities As part of the Proposed Project, existing parking facilities would be reconfigured and new parking would be provided in parking structures and surface parking. As shown in Table IV.I-4, existing ambient noise levels along the campus boundary range from 56 db(a) to 63.5 db(a) CNEL. The nearest off-campus sensitive land uses are single-family residential uses located along McConnell Avenue abutting the eastern boundary of Burns Campus. Parking areas, like cars generally used in neighborhoods, can be a source of annoyance due to automobile engine start-ups and acceleration and the occasional accidental activation of car alarms. These intermittent noise events associated with parking areas can generate Leq noise levels of between 49 db(a) Leq (tire squeals) to 74 db(a) Leq (car alarms) at 50 feet. In general, noise associated with surface parking and parking structures are intermittent and short-term in nature and not of sufficient volume to exceed community standards based on the time-weighted CNEL scale. In addition, as stated under the Project Design Features, proposed parking structures would include a half-wall on the grade-level parking deck and/or full walls on the sides of the structure that face nearby receptors. Due to the minimum attenuation of 5 db(a) associated with solid walls and the existing ambient noise level, the predicted noise level increase caused by activity within the parking structure would not increase ambient noise levels by 5 db(a). Thus, to the extent parking is located underground or in a parking structure, noise associated with parking would be reduced. Given that noise associated with surface parking and parking structures are not of sufficient volume to exceed community standards based on the time-weighted CNEL scale, offcampus noise impacts associated with the proposed parking structures and surface parking would be less than significant. City of Los Angeles IV.I-31 Loyola Marymount University Master Plan Project Draft EIR

32 Recreational Facilities and Outdoor Venue The Proposed Project proposes improvements to existing recreational facilities as well as replacement of old facilities with new facilities. Improvements and replacements to recreational facilities that would result in a new point source noise are discussed below. Proposed improvements to Sullivan Field include an increase of 1,300 seats for a total of approximately 2,500 seats, an improved audio system, and permanent nighttime lighting. Proposed improvements to Page Baseball Stadium include the addition of up to 1,400 seats, for a total of 2,000 seats, and nighttime lighting. Under the Proposed Project, improvements to Smith Field would include additional seating for 500 for a total of 700 seats, and nighttime lighting. Nighttime lighting is proposed at the Burns Recreation Center Pool. Activities at the remaining recreational facilities proposed for improvement or replacement would not change substantially, or would be indoors, therefore it is not anticipated that noise from the remaining recreational facilities would change substantially from existing conditions. Nighttime lighting would be installed at Sullivan Field, Page Stadium, Smith Field, and Burns Recreation Center Pool, which would extend the hours of operation at these facilities. As indicated in Section IV.A.3, Light and Glare, MM-LIGHT-6 would limit the use of field lighting within all outdoor athletic facilities to only those hours during which the fields are being utilized, which would not surpass 10:00 PM with the exception of unusual circumstances such as overtime or extra innings. As indicated in Subsection 3.2, Existing Point Noise Sources, Page Stadium, Smith Field, and the pool are equipped with permanent amplified audio systems. The improved audio system proposed for Sullivan Field would require speakers to be located on several of the proposed lighting poles. The installation of nighttime lighting would also extend the use of existing and improved audio systems associated with the facilities listed above. Implementation of MM-NOISE-3 would limit the operation of audio systems associated with all outdoor athletic facilities to only those hours during which the fields are being utilized, which would not surpass 10:00 PM with the exception of unusual circumstances such as overtime or extra innings. Use of audio systems at recreational facilities would randomly and intermittently increase sound levels at the fields during games. Current ambient noise levels along the campus boundary range from 56 CNEL to 63.5 CNEL, which are within the normally acceptable to conditionally acceptable noise category for residential uses, as defined in Table IV.I-3. The closest sensitive receptors to the recreational facilities listed above are single-family residential uses located directly adjacent to the eastern boundary of Burns Campus and along W. 80 th Street approximately 80 feet from the southern boundary of Burns Campus. Project design features would ensure that speakers associated with the improved and existing audio City of Los Angeles IV.I-32 Loyola Marymount University Master Plan Project Draft EIR

33 systems would be angled downward, mounted in such a fashion that they face the bleachers and directed away from nearby residences. In addition, the settings would be fixed by the manufacturers representative to ensure that sound levels from the audio systems do not exceed off-campus ambient noise levels by 5 db(a). It should be noted that sound generated by point source typically diminishes (attenuates) at a rate of 6 db(a) for each doubling of distance. Given the attenuation rate of 6 db(a) for each doubling of distance, implementation of the audio system project design features, and implementation of MM-NOISE-3, the improved and existing audio systems would not cause the ambient noise level to increase by 5 db(a). Therefore, off-campus noise impacts associated with the audio system would be less than significant with the incorporation of mitigation. Recycling and Waste Management Area In order to characterize noise generated by typical recycling and waste handling activities at the existing recycling and waste management area, noise monitoring was conducted by Newson Brown Acoustics at the existing location of on-campus recycling and waste management operations along the eastern boundary of Burns Campus. A Brüel and Kjaer Type 2260 sound level meter was used, which satisfies the ANSI for general environmental noise measurement instrumentation. Wind speeds were below 10 miles per hour during noise monitoring. Noise measurements were typically 15 to 20 seconds in duration at different distances, depending on the equipment size (to control for noise attenuation). For the major fixed equipment items, the measurement was taken 50 feet from the equipment, truck noise measurements were taken 60 feet from the truck being measured, and measurements of the trash container train were taken 10 feet from the path of travel. Table IV.I-8, below, provides the results of short-term noise measurements for major noise sources associated with the recycling and waste management operations equipment. The noise levels of existing recycling and waste management equipment presented in Table IV.I-8 are conservative, since LMU has ordered new, quieter equipment to replace existing equipment. 26 However, noise levels associated with existing recycling and waste management equipment are used in the noise analysis below. 26 Newson Brown Acoustics, LLC, Recycling and Waste Management Operations Relocation Study and Community Noise Impact Analysis, (2010) 6. City of Los Angeles IV.I-33 Loyola Marymount University Master Plan Project Draft EIR

34 Table IV.I-8 Recycling and Waste Management Equipment Noise Levels Noise Source Distance from Source Leq Lmax Wash Rack Station 50 Feet 56 db(a) 56 db(a) Solid Waste Compactor 50 Feet 54 db(a) 56 db(a) Cardboard Bailer 50 Feet 57 db(a) 59 db(a) Sorting Conveyer 50 Feet 50 db(a) 51 db(a) Green Waste Collection 50 Feet 60 db(a) 63 db(a) Truck Idle 60 Feet 58 db(a) 58 db(a) Truck with reverse alarm 60 Feet 68 db(a) 72 db(a) Trash Container Train 10 Feet 76 db(a) 80 db(a) Source: Newson Brown Acoustics, LLC, Recycling and Waste Management Operations Relocation Study and Community Noise Impact Analysis, (2010). Note: The Wash Rack Station, Solid Waste Compactor, Cardboard Bailer, Sorting Conveyer, and Green Waste Collection are all stationary waste handling equipment. All noise equipment measurements were taken on October 10, 2007 except for measurements of the trash container train, which were taken on February 4, As part of the Proposed Project, the following three development scenarios are proposed for LMU s recycling and waste management operations: (a) the recycling and waste management area may remain in its current location, on Burns Campus east of the Facilities Management buildings, with no improvements; (b) the recycling and waste management area may remain close to its current location inside a structure built 40 feet from the eastern boundary to enclose operations; and (c) the recycling and waste management area may be relocated to the lowest level of the existing Drollinger Parking Plaza on Leavey Campus. Noise impacts associated with each development scenario are discussed below. a. No Changes to Recycling and Waste Management Area No physical changes to the recycling and waste management area would occur under this scenario and the hours of operation would remain the same, although the volume of recycled waste would increase. Proposed Project implementation would increase solid waste generation on the campus by approximately 1,724 tons annually, which represents an approximately 31 percent increase over the existing solid waste generation of approximately 5,800 tons annually. As indicated in Table IV.I-4, existing ambient noise levels along Burns Campus s eastern boundary, adjacent to the recycling and waste management operations, range from 60.3 db(a) to 61.8 db(a) CNEL. Since noise is measured on a logarithmic scale and is not merely cumulative, and future waste management and recycling operations would be similar to existing operations, noise associated with recycling and waste management operations under this City of Los Angeles IV.I-34 Loyola Marymount University Master Plan Project Draft EIR

35 scenario would not cause ambient noise levels to increase by 5 db(a) and a less than significant impact would occur. b. Enclosed Recycling and Waste Management Area Under this scenario, a structure would be constructed that would enclose the recycling and waste management operations in a location 40 feet from the eastern campus boundary. As indicated in Table IV.I-4, existing ambient noise levels along Burns Campus s eastern boundary, adjacent to the recycling and waste management operations, range from 60.3 db(a) to 61.8 db(a) CNEL. Enclosure of the recycling and waste management area would reduce noise levels associated with operations and would result in a reduced noise impact. Therefore, noise associated with enclosed recycling and waste management operations would not cause ambient noise level to increase by 5 db(a) and a less than significant impact would occur. c. Relocation of Recycling and Waste Management Area Under this development scenario, recycling and waste management operations would be relocated to the lower level of the existing enclosed Drollinger Parking Plaza on Leavey Campus, as shown in Figure IV.I-6, Recycling and Waste Management Operations within Drollinger Parking Plaza. The closest off-site sensitive receptors to this area are single-family residential uses located south of W. 78 th Street, approximately 220 feet from the proposed entrance to Drollinger Parking Plaza and 200 feet from the southern end of the truck turnaround area, which are shown in Figure IV.I-6. Trucks hauling bins and waste containers would use the truck turnaround area to maneuver into the recycling and waste management area within Drollinger Parking Plaza and unload the bins and containers. Under this scenario, stationary noise sources associated with the facility would be relocated within the lower level of the Drollinger Parking Plaza. Drollinger Parking Plaza is a cement parking structure partially embedded into the hillside. Drollinger Parking Plaza has full walls on the side of the structure that faces the residential uses to the south. As a result, the line-of-sight from the equipment to closest off campus residential uses to the south would be obstructed. In addition, the solid walls closest to the off-campus residences would attenuate noise a minimum of 5 db(a). As indicated in Table IV.I-4, existing ambient noise levels along Leavey Campus s southern boundary, north of the Nardian Way and W. 78 th Street intersection, range from 58 db(a) to 59.6 db(a) CNEL. During the two 24-hour noise measurements at the same location along Leavey Campus s southern boundary, existing maximum momentary noise levels frequently exceeded 70 db(a) throughout the day and night, and occasionally exceeded 80 db(a) Newson Brown Acoustics, LLC, Recycling and Waste Management Operations Relocation Study and Community Noise Impact Analysis. City of Los Angeles IV.I-35 Loyola Marymount University Master Plan Project Draft EIR

36 Proposed Waste Management Operations To Be Located On Lower Level of Existing Drollinger Parking Plaza Structure LMU Campus Proposed New Driveway and Truck Turn Around Area 48 Hour Noise Monitoring Position at Campus Fence Line LMU Campus Property Line Existing Residential Existing Residential n NOT TO SCALE SOURCE: Waste Management Operations Redevelopment Study and Community Noise Impact Analysis - March 2009 FIGURE IV.I-6 Recycling and Waste Management Operations within Drollinger Parking Plaza /09