3.9 NOISE Environmental Setting Area of Influence Setting

Transcription

1 3.9 NOISE Environmental Setting Area of Influence The Project site is located within the Terminal Island s heavy industrial use area, surrounded by other port industrial uses and is not located directly adjacent to noise-sensitive receptors, such as residential areas, schools etc. For the purposes of noise and vibration impact analysis, the area of influence includes the Port and sensitive receptors closest to the Project site as well as those that might potentially be affected by indirect effects from the Project, such as noise associated with truck transport of Projectrelated freight. To characterize noise in the Project area, a total of 10 noise level measurements were conducted within the area of influence because there are no sensitive receptors within the Port property. The nearest noise-sensitive receptors (Cesar Chavez Elementary School and Hilton Long Beach & Executive Meeting Center) to the Project site are approximately 1 mile to the east of the easternmost Project boundary line. Noise monitoring locations were selected to be close to the nearest noise-sensitive receptors and along the transportation routes. Each measurement location is described in detail at the end of section Setting Noise Characteristics Noise can be defined as unwanted sound that is usually objectionable because it is disturbing or annoying. The objectionable nature of sound can be caused by its pitch or loudness. Pitch is the height or depth of a tone or sound, depending on the relative rapidity (frequency) of the vibrations by which it is produced. Higher pitched signals sound louder to humans than sounds with a lower pitch. Loudness is the amplitude of sound waves combined with the reception characteristics of the ear. Amplitude may be compared with the height of an ocean wave. Technical acoustical terms commonly used in this section are defined in Table Sound Level and Frequency Several noise measurement scales are used to describe noise. The decibel (db) is a unit of measurement that indicates the relative amplitude of a sound. Zero on the decibel scale is based on the lowest sound pressure that a healthy, unimpaired human ear can detect. Sound levels in decibels are calculated on a logarithmic basis, such that an increase of 10 db represents a 10-fold increase in acoustic energy, while 20 db is 100 times more intense, 30 db is 1,000 times more intense, etc. There is a relationship between the subjective noisiness or loudness of a sound and its level. Each 10-dB increase in sound level is perceived as approximately a doubling of loudness over a wide range of amplitudes. Since decibels are logarithmic units, sound pressure levels are not added arithmetically. When two sounds of equal sound pressure level are added, the result is a sound pressure level that is 3 db higher. For example, if the sound level were 70 db when 100 cars pass by, then it would be 73 db when 200 cars pass the observer. Doubling the amount of energy would result in a 3-dB increase to the sound level. At a difference of 10 db or greater, the phenomenon called masking occurs. Masking is when one noise source is so much louder than another that the quieter source is inaudible Frequency relates to the number of pressure oscillations per second, or hertz (Hz). The range of sound frequencies that can be heard by healthy human ears is from about 20 Hz at the low end of the frequency spectrum to 20,000 Hz at the high end. There are several methods for characterizing sound. The most common is the A-weighted sound level or dba. This scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Studies have shown that the A-weighted level is closely correlated with annoyance caused by noise sources such as traffic and construction activity. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

2 Table Definitions of Acoustical Terms Decibel (db) Term Sound Pressure Level Frequency (hertz [Hz]) A-Weighted Sound Level (dba) Equivalent Noise Level (L eq ) Maximum Noise Level (L max ) Community Noise Equivalent Level (CNEL) Ambient Noise Level Definition A decibel is a unit describing the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure. The reference pressure for sound in air is 20 micropascals. Sound pressure is the sound force per unit area, usually expressed in micropascals (or micronewtons per square meter), where 1 Pascal is the pressure resulting from a force of 1 Newton exerted over an area of 1 square meter. The sound pressure level is expressed in decibels as 20 times the logarithm to the base 10 of the ratio between the pressures exerted by the sound to a reference sound pressure (e.g., 20 micropascals in air). Sound pressure level is the quantity that is directly measured by a sound level meter. The number of complete pressure fluctuations per second above and below atmospheric pressure. Normal human hearing is between 20 Hz and 20,000 Hz. Infrasonic sounds are below 20 Hz and ultrasonic sounds are above 20,000 Hz. The sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. The A-weighting filter deemphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise. The average A-weighted noise level during the measurement period. The hourly L eq used for this report is denoted as dba L eq [h]. The highest sound level occurring during a specific period of time. Typically used to characterize a specific event, such as a horn sounding. A weighted average of sound level gathered throughout a 24-hour period. Different weighting factors apply to day, evening, and nighttime periods. This recognizes that community members are most sensitive to noise in late night hours and are more sensitive during evening hours than in daytime hours. The ambient noise level is the composite of noise from all sources near and far, and represents the normal or existing level of environmental noise at a given location. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

3 Table shows typical A-weighted noise levels that occur in various indoor and outdoor environments. Noise Descriptors Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations is utilized. Most commonly, environmental sounds are described in terms of an average level that has the same acoustical energy as the summation of all the time varying events. This energyequivalent sound/noise descriptor is called the equivalent noise level or L eq. A common averaging period is hourly, but L eq can describe any series of noise events of arbitrary duration. The maximum noise level (L max ) is the highest sound level occurring during a specific period of time. The Community Noise Equivalent Level (CNEL) is the 24-hour L eq with 5-dB penalty for the noise-sensitive hours between 7:00 p.m. to 10:00 p.m. and a 10-dB penalty applied during nighttime noise-sensitive hours, 10:00 p.m. through 7:00 a.m. The CNEL attempts to account for the concepts that sound between 7:00 p.m. and 10:00 p.m. is typically reserved for relaxation, conversation, reading, and television, and noise between 10:00 p.m. and 6:00 a.m. is a potential source of disturbance with respect to normal sleeping hours. The scientific instrument used to measure noise is the sound level meter. Sound level meters can accurately measure environmental noise levels to within approximately plus or minus 1 dba. Human Response to Noise Sound pressure level changes of 3 dba are considered barely perceptible to most people, while a change of 5 dba is readily perceptible (Caltrans 2009:2-48). An increase in sound pressure level of 10 dba is perceived as being twice as loud; a decrease of 10 dba is perceived as being half as loud (2007 Handbook of Noise and Vibration Control, John Wiley and Sons, Inc: page 395). Sound Propagation When sound propagates over a distance, it changes in both level and frequency content. The degree in which noise is reduced with distance depends on several factors discussed below: Geometric Spreading Sound from a single source (i.e., a point source) radiates uniformly outward as it travels away from the source in a spherical pattern. The sound level attenuates (or drops off) at a rate of 6 dba for each doubling of distance (Caltrans 2009:2-29). Highway noise is not a single stationary point source of sound. The movement of vehicles on a highway makes the source of the sound appear to emanate from a line (i.e., a line source) rather than from a point. This results in cylindrical spreading rather than the spherical spreading resulting from a point source. The attenuation from a line source is 3 dba per doubling of distance (Caltrans 2009:2-30). Ground Absorption Usually the noise path between the source and the receptor is very close to the ground. Noise attenuation from ground absorption and reflective wave canceling adds to the attenuation due to geometric spreading. Traditionally, ground absorption has also been expressed in terms of attenuation per doubling of distance. This approximation is done for simplification only; for distances of less than 300 feet, prediction results based on this scheme are sufficiently accurate. For acoustically reflective surface or hard sites (i.e., sites such as a parking lot or a smooth body of water, between the source and the receptor), no ground absorption is assumed. For acoustically absorptive or soft sites (i.e., sites with a ground surface, such as soft dirt, grass, or scattered bushes and trees), an attenuation value of 1.5 dba per doubling of distance is normally assumed and added to the geometric spreading attenuation rate. Shielding A large object or barrier, whether natural or man-made, in the path between a noise source and a receptor can substantially attenuate noise levels at the receptor location. The amount of attenuation provided by this shielding depends PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

4 Table Typical Noise Levels in the Environment Common Outdoor Activities Noise Level (dba) Common Indoor Activities 110 Rock band Jet fly-over at 1000 feet 100 Gas lawn mower at 3 feet 90 Diesel truck at 50 feet at 50 mph Food blender at 3 feet 80 Garbage disposal at 3 feet Noisy urban area, daytime Gas lawn mower, 100 feet 70 Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet Heavy traffic at 300 feet 60 Large business office Quiet urban daytime 50 Dishwasher next room Quiet urban nighttime 40 Theater, large conference room (background) Quiet suburban nighttime 30 Library Quiet rural nighttime Bedroom at night, concert 20 Broadcast/recording studio 10 Lowest threshold of human hearing 0 Lowest threshold of human hearing PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

5 on the size of the object and the frequency of the noise source. Natural terrain and man-made buildings and walls can often serve as effective noise barriers. Transportation Noise Concepts Traffic noise is a combination of the noises produced by the vehicle engine and tires. According to the FHWA Web site on Noise Policy and Regulations, the noise level of traffic depends primarily on three things: (1) the volume of the traffic, (2) the speed of the traffic, and (3) the number of trucks in the flow of traffic. The loudness of traffic noise is increased by heavier traffic volumes, higher speeds, and greater numbers of trucks. Thus, traffic noise and land use compatibility is typically assessed during the loudest period, which is when the roadway is operating at maximum LOS C/D capacity. This is the condition typically used by Caltrans and other jurisdictions when evaluating land use compatibility and designing noise abatement walls for highways. Vibration Characteristics Ground-borne vibration consists of oscillatory waves that propagate from the source through the ground to adjacent structures. The frequency of a vibrating object describes how rapidly it is oscillating. The number of cycles per second of oscillation is the vibration frequency, which is described in terms of hertz (Hz). The normal frequency range of most ground-borne vibration that can be felt generally starts from a low frequency of less than 1 Hz to a high of about 200 Hz (Crocker 2007). Perception of Vibration at the Receptor While people have varying sensitivities to vibrations at different frequencies, in general they are most sensitive to low-frequency vibration. Vibration in buildings from construction activities may cause rattling of windows, items on shelves, and pictures hanging on walls. Vibration of building components can also take the form of an audible low-frequency rumbling noise, which is referred to as ground-borne noise (FTA 2006:7-2). Although ground-borne vibration is sometimes noticeable in outdoor environments, it is almost never annoying to people who are outdoors (FTA 2006:7-2). Existing Noise Environment in the Project Area Noise surveys were conducted on June 9, 2008, September 22, 2009, and October 28, 2009, to quantify ambient noise levels at 10 sites (seven short-term sites and three long-term sites), as described in Tables and Noise measurement locations are illustrated in Figure The locations of these measurements were selected because they are in areas representative of sensitive receptors that could be exposed to increased noise levels from the Project or Project-related traffic. The receptors include a school and intersections adjacent to residences. The closest hotels are located along Golden Shore Street, which is not near the Project site (i.e., more than 5,000 feet away) or along a route that Project construction or operation traffic would travel. Long-term Noise Measurements Long-term noise levels were monitored in consecutive hourly intervals over a 24-hour period at three sites defined as long-term measurement sites (LT) LT-1, LT-2, and LT-3. The purpose of the long-term measurements is to establish the ambient noise conditions in the Project area and provide a relationship of the loudest periods to the overall noise exposure. The long-term noise monitoring was conducted using a Larson Davis Model 820 Integrating Sound Level Meter, fitted with a Larson Davis type PRM-828 preamplifier and type /2 microphone. The noise monitoring system was calibrated on-site, immediately prior to each measurement, using a Larson Davis Model Cal 200 Sound Level Calibrator. The calibration was checked at the completion of each monitoring period and no change had taken place. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

6 Figure Noise Measurement Locations 8.5 x 11 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

7 Table Summary of Long-Term (24-Hour) Noise Level Measurements in L eq Time LT-1 (PCH) 6/8/2008 6/9/2008 (dba) LT-2 (Williams & San Gabriel) 9/22/2009 9/23/2009 (dba) LT-3 (Park) 10/28/ /29/2009 (dba) 14: : : : : : : : : : : : : : : : : : : : : : : : Daytime L eq Nighttime L eq hour L eq CNEL PCH = Pacific Coast Highway PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

8 Table Noise Survey Results for Short-Term (15-minute) Monitoring Sites Site Location Date Start Time of Measurement L eq (15 min.) dba ST-1 ST-2 ST-3 ST-4 Golden Avenue/Cesar Chavez Park PCH at Daisy Avenue 150 feet east of Santa Fe Avenue Cana Street 150 feet north of PCH 6/9/ :09 a.m. 65 9/22/2009 3:20 p.m. 67 9/22/2009 8:30 p.m. 63 9/23/2009 2:25 a.m. 55 6/9/ :39 a.m. 58 9/22/2009 3:50 p.m. 55 9/22/2009 9:00 p.m. 57 9/23/2009 2:40 a.m. 45 6/9/ :00 p.m. 68 9/22/2009 4:20 p.m. 60 9/22/2009 9:30 p.m. 61 9/23/2009 3:00 a.m. 54 6/9/2008 1:30 p.m. 66 9/22/2009 4:50 p.m. 64 9/22/ :00 p.m. 65 9/23/2009 3:30 a.m. 55 6/9/2008 1:56 p.m. 62 ST-5 Hill Street adjacent to I /28/2009 7:30 p.m /29/2009 2:00 a.m /29/ :00 a.m. 60 6/9/2008 2:25 p.m. 63 ST-6 33rd Street adjacent to I /28/2009 8:00 p.m /29/2009 2:40 a.m. 54 ST-7 E St. and Alameda St., 50 north of Alameda St. 10/29/ :45 a.m /28/2009 4:00 p.m /28/2009 8:45 p.m /28/2009 3:30 a.m /29/ :30 a.m. 71 H = Pacific Coast Highway PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

9 Southwest Corner of PCH and Canal Avenue (LT-1) The LT-1 site is located southeast of the intersection of Pacific Coast Highway (PCH) and Canal Avenue. This location is approximately 120 feet south of PCH, to the north of the Port property. This location was selected to represent the nearest residential land uses, as this location is at a similar distance as residential uses north of PCH. Vehicular traffic on PCH was the dominant noise source in this location, with a minor noise contribution from vehicles using Canal Avenue to access PCH. Southeast Corner of Williams Street and San Gabriel Avenue (LT-2) LT-2 is located southeast of the intersection of Williams Street and San Gabriel Avenue. This location is approximately 320 feet east of the Terminal Island Freeway, to the north of the Port property. This location was selected for its unobstructed view corridor to Terminal Island Freeway and similar distance from Terminal Island Freeway and to represent the nearest residential land uses east of the Terminal Island Freeway. Vehicular traffic on the Terminal Island Freeway was the dominant noise source in this location, with additional noise contribution from vehicles using Williams Street and San Gabriel Avenue. Cesar Chavez Elementary School Joint Use Park (LT-3) LT-3 is located at the western end of Cesar Chavez Elementary School, the nearest nonresidential noise-sensitive receptor. This location is approximately 320 feet west of the school and 70 feet east of I-710, to the east of the Port property. This location was selected to characterize the noise environment at Cesar Chavez Elementary School. The park is directly adjacent to the school and access to the school was denied by the Long Beach Unified School District due to insurance and student safety concerns. Vehicular traffic on I-710 was the dominant noise source in this location, with additional noise contribution from vehicles using the on- and off-ramps north and south of the school and park. Table identifies the recorded noise levels at LT-3, from which noise levels at the school can be calculated. Due to the distance between LT-3 and the school buildings, noise levels at the school areas would be approximately 10 dba lower than at LT-3. Based on this attenuation due to distance and intervening structures, noise levels at the school are estimated to be 64 dba CNEL. Short-term Noise Measurements Short-term (15-minute) noise measurements were taken to represent typical morning, midday, evening, and nighttime noise conditions at seven locations (ST-1 through ST-7) in the Project area. The purpose of the short-term measurements was to provide an understanding of the noise environment at various locations within the Project area and additional information regarding extraneous noise sources and traffic inputs for modeling. Short-term measurements were made using a Larson Davis Model 824 Real Time Analyzer, fitted with a Type /2 microphone and a Larson Davis Model 820 Integrating Sound Level Meter, fitted with a Larson Davis type PRM-828 preamplifier and type /2 microphone. The meters were calibrated prior to use and the calibration checked upon completion of the measurement using a Larson Davis Model Cal 200 Sound Level Calibrator. The long-term and short-term sound level measurement/monitoring systems used in the survey comply with the requirements of American National Standards Institute (ANSI S1.4 for a Type 1 sound level meter. The results of the noise measurements are shown in Tables and as L eq values. Cesar Chavez Park North End (ST-1) The park was selected as a short-term noise monitoring site because of the residential uses (which include multi-story apartment and condominium buildings to the east of the park and a school to the south) and proximity to the I- 710 freeway, which would handle much of the truck traffic in and out of the Project site. Noise levels in and around the park were dominated by car and truck movements on the I-710 freeway as well as the elevated on- and off-ramps PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

10 connecting to 7th and 6th Streets, respectively. A sound wall, located at the western boundary of the park, blocks the line of sight to the roads and railroads to the west and attenuates the noise produced by traffic flows on the I-710 north and southbound lanes, Shoreline Drive, and Harbor Scenic Way. Train horns and distant aircraft flyovers were occasionally audible from this location but did not have a significant effect on the hourly L eq values. The sound of locomotives and railcars moving on the tracks across the Los Angeles River were rarely, if ever, heard above the dominant street- and freeway-traffic noise. Pacific Coast Highway, East of 710 (ST-2) ST-2 is located approximately 50 feet north of PCH within the median of Daisy Avenue. This stretch of PCH includes motels and duplex/single-family residential uses to the north. The noise environment near Daisy Avenue is dominated by traffic flows on PCH, which include a high percentage of heavy trucks, day and night. Local traffic includes car movements in and out of the parking lots of the motels and other commercial/light industrial businesses in the vicinity. Other noise sources in this area include distant aircraft flyovers and pedestrian traffic on local sidewalks. Pacific Coast Highway, West of I-710 (ST-3) ST-3 is located approximately 150 feet north of PCH at the northwest corner of PCH and Canal Avenue. Multi-family and single-family residential uses occur in the first block north of PCH, near the intersection with Canal Avenue. This location is exposed to the constant noise of traffic on PCH, which includes a high percentage of heavy trucks. In addition to through-traffic, a steady flow of northbound trucks joins the PCH from Canal Avenue, before turning east to join I Based on the noise measurement at LT-1, across PCH from ST-3, intervening commercial structures fronting PCH provide approximately 9-dBA attenuation from traffic noise on PCH. Santa Fe Avenue, North of the PCH (ST-4) ST-4 is located approximately 150 feet west of Santa Fe Avenue at the northeast corner of Santa Fe Avenue and West Parade Street. Multi- and single-family residential uses occur in the first block north of PCH, between Santa Fe Avenue and I-710. This location is exposed to the constant noise of traffic on PCH and represents noise levels for the first row of residences north of PCH. Based on measurement data from Site 1, the intervening structures along PCH offer 7-dBA attenuation. The lower attenuation as compared to Site 3 is likely the result of the noise contribution from Santa Fe Avenue at this location. Neighborhoods West of I-710 (ST-5 and ST-6) ST-5 and ST-6 are located in residential neighborhoods on the west side of the Los Angeles River, north of PCH. These homes are immediately adjacent to I-710, which would handle most of the truck traffic associated with the Project. A sound wall blocks the line of sight between Sites 5 and 6 and the freeway; however, freeway noise is still the dominant noise source at these locations. Traffic on local roadways also contributes to the hourly L eq values. Occasional aircraft flyovers were audible at Sites 6 and 7, although these were generally not sufficiently loud to influence hourly L eq values. E Street and Alameda Street (ST-7) ST-7 is located along the route trucks would take on the way to I-110. There are no noisesensitive receptors in this area as all land uses are commercial or industrial in nature. This location was chosen to determine existing noise levels along Alameda Street for determining impacts from potential increases in traffic noise. Traffic noise from Alameda Street is the dominant noise source at this location. Traffic on local roadways and activities on surrounding land uses also contribute to the hourly L eq values. Occasional aircraft flyovers were audible, although these were generally not sufficiently loud to influence hourly L eq values. In summary, based on the results from the ambient noise survey, some areas in the Project area are currently out of compliance with exterior noise standards established by the City, PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

11 primarily related to transportation source noise. Some of these areas include noise barriers to limit the amount of noise exposure experienced at residential land uses. Other areas that show elevated ambient noise levels do not have noise-sensitive uses located adjacent to the noise source. Train Vibration Existing ground vibration levels were recorded in the morning of April 18, 2006, in Cesar Chavez Park. The park area was selected since it represents the sensitive uses near the rail lines for the Project. The measurement data associated with the Port train activity in this location is not specifically applicable to the Proposed Project or its alternatives because measurements were not conducted on adjacent sensitive uses in the immediate area. However, the measurements provide background vibration levels that are assumed to be similar to those background vibration levels in the Project area because the train type and traffic are similar. Typical ambient vibration levels measured indicated an ambient peak vibration level of 0.5 millimeters per second squared (mm/sec 2 ) at 16 Hz. Thus, based on these measurements, existing activities in the Project area, including existing Port operations, do not generate perceivable vibrations. Furthermore, the measured vibration levels are well below the acceptability base curve prescribed by ANSI S Regulatory Setting The City of Long Beach General Plan Noise Element contains goals and policies that will be used during the planning and agency review of proposed Project applications. The noise element contains standards for land use compatibility for various land uses and noise sources affecting the land use in question. In addition, Chapter 8.80 of the Long Beach Municipal Code (LBMC) contains a noise ordinance that regulates the emission of noise levels emanating from a land use and enforces the noise standards established by the City. The noise levels established in the LBMC will be used to evaluate the noise impacts of the Project. Long Beach Municipal Code Chapter 8.80 of the LBMC prescribes exterior noise level limits (Table 3.9-6). These limits apply to noise sources that persist for a cumulative total of more than 30 minutes in any hour. The majority of the Port property is within Land Use District 4. The only portion of the Port outside District 4 is the Queensway Bay Planning District, which is located within Land Use District 3. In the event that the noise source contains a steady audible tone such as a whine, screech, or hum, or is a repetitive noise such as hammering or riveting or contains music or speech conveying informational content, the standard limits set forth in Table A (Table 3.9-6) will be reduced by 5 decibels. In receptor locations where the existing ambient noise level exceeds the permissible noise limit within any of the first four Land Use categories, the LBMC allows the exterior noise exposure standard to be increased in 5-decibel increments as necessary to encompass or reflect the ambient noise level. Therefore, the noise standards applicable to this Project would be either (1) the values presented in Tables and 3.9-6, or (2) for those locations where the existing environment already exceeds the Table and Table values, the next multiple of 5 greater than the measurements shown in Tables and Construction activity is regulated by Section of the LBMC. Section limits construction Monday through Friday between the hours of 7:00 a.m. to 7:00 p.m. and on Saturdays between the hours of 9:00 a.m. and 6:00 p.m., and prohibits construction anytime on Sundays. Section does not contain a specific noise level limit for construction activities. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

12 Table Maximum Acceptable Noise Levels in dba a Outdoor Indoor Land Use Type Max. Single Hourly Peak L10 b L50 c Ldn d Residential e 7 a.m. 10 p.m Residential e 10 p.m. 7 a.m Commercial (anytime) f Industrial (anytime) f a Based on existing ambient level ranges in Long Beach and recommended EPA ratios and standards for interference and annoyance. b Noise levels exceeded 10 percent of the time. c Noise levels exceeded 50 percent of the time. d Day-Night average sound level. The 24-hour A-weighted equivalent sound level with a 10-decibel penalty applied to nighttime levels. e Includes all residential categories and all noise-sensitive land uses such as hospitals, schools, etc. f Since different types of commercial and industrial activities appear to be associated with different noise levels, identification of a maximum indoor level for activity interference is infeasible. Source: City of Long Beach 1975 Table LBMC Exterior Noise Limits Land Use District Land Uses within District Maximum Noise Levels (dba) L eq Daytime a Nighttime b Anytime 1 Predominantly residential Predominantly commercial Predominantly industrial c 4 Predominantly industrial c 5 Airport, freeways, and waterways Regulated by other agencies and laws a b c 7:00 a.m. to 10:00 p.m. 10:00 p.m. to 7:00 a.m. Limits for Districts 3 and 4 are intended primarily for use at their boundaries rather than for noise control within those districts. All PMP planning districts are located within Noise Land Use District 4 except the Queensway Bay Planning District, which is located within Noise Land Use District 3. Source: Long Beach Municipal Code, Section PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

13 3.9.2 Impacts and Mitigation Measures Significance Criteria Noise The thresholds for determining the significance of impacts for purposes of both CEQA and NEPA are based on the environmental checklist in Appendix G of the CEQA Guidelines. The proposed action or alternatives under consideration were determined to result in a significant impact related to noise if they would do any of the following: NOI-1: Increase ambient noise levels by 3 dba or more from Project construction at any noise-sensitive receptor; NOI-2: Result in construction noise levels exceeding the limits established by the LBMC at any noise-sensitive receptor; NOI-3: Permanently increase ambient noise levels by 3 dba or more from Project operations at any noise-sensitive receptor; or NOI-4: Exceed the maximum noise levels allowed by the LBMC from operations. As described in Section , in accordance with LBMC requirements, if existing ambient noise levels exceed the LBMC standards, the standard applied in this analysis shall be increased in 5-dBA increments. Any such adjustments are indicated in the analyses below for the adjustment of applicable standards. Vibration The vibration significance criterion corresponds to ANSI Standard S (R2006) (Formerly S ). This standard sets acceptability limits for vibration in buildings (including residential structures) in the frequency range of 1 to 80 Hz. The Project would have a significant vibration impact under the following circumstances: NOI-5: Ground vibration levels would exceed the acceptability limits prescribed by ANSI S , approximately 0.07 inches per second per second (in/sec 2 ); or NOI-6: Exposure would occur to a substantially increased number of vibration events that exceed the acceptability limits prescribed by ANSI S2.71. Thus, noise impacts associated with this Project are considered significant if existing noisesensitive land uses would be exposed to noise levels in excess of City noise standards or if implementation of the Proposed Project would result in a +3 dba increase in ambient noise levels Methodology Assessment of the significance of noise and vibration impacts resulting from the construction and operation of the Project was conducted according to the following: (1) Sensitive receptor locations were selected to represent residential and other sensitive uses in the study area; (2) Noise measurements were made at selected receptor sites to establish existing baseline noise conditions in the vicinity of noise-sensitive receptor; (3) Noise data for the proposed construction activities were assembled from published sources and used to calculate estimates of the net construction noise impacts during each stage of the Project. (These calculations were based on estimates of the numbers of pieces of equipment to be utilized and assumptions about the likely phasing of the various activities involved in this work.); (4) Construction traffic impacts were modeled from a road traffic model and compared to the existing noise baseline; PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

14 (5) Noise data for the proposed on-site (terminal) operations activities were assembled from published sources and used to calculate estimates of the terminal operations noise impacts. (These calculations were based on estimates of the numbers of pieces of equipment to be utilized.); (6) Traffic noise impacts were determined from a road traffic model, which included automobile and truck volumes on the street segments that would be affected by each Project alternative and compared to the existing noise baseline; and (7) Potential train operation noise and vibration impacts were assessed by comparing existing train movements with future train volume projections for the Project. Proposed Environmental Controls for Construction In addition, the assessment of impacts is based on the following environmental controls that would be included as part of the Pier S Project. Environmental Control Measure NOI-1: Construction Equipment. All construction equipment powered by internal combustion engines would be properly muffled and maintained. Environmental Control Measure NOI-2: Idling Prohibitions. The idling of internal combustion engines near noise-sensitive areas would be prohibited during Project construction. Environmental Control Measure NOI-3: Equipment Location. All stationary noisegenerating construction equipment, such as air compressors and portable power generators, would be located as far as practical from existing noise-sensitive land uses. Environmental Control Measure NOI-4: Quiet Equipment Selection. Quiet construction equipment would be used during Project construction to the extent feasible. Environmental Control Measure NOI-5: Notification. The Port would publish notices in the Press Telegram, and all property managers adjacent to the Project site would be notified in advance of the construction schedule. The Port would coordinate with affected agencies, including schools, to ensure construction activities would not substantially interfere with facility operations. Environmental Control Measure BIO-1: Noise Reduction (see Section 3.5). The construction contractor would use sound abatement techniques to reduce both noise and vibrations from pile-driving activities. Sound abatement techniques would include, but are not limited to, vibration or hydraulic insertion techniques, drilled or augured holes for cast-inplace piles, bubble curtain technologies, and sound aprons where feasible. At the initiation of each pile-driving event, and after breaks of more than 15 minutes the pile driving shall also employ a soft-start in which the hammer is operated at less than full capacity (i.e., approximately percent energy levels) with no less than a 1-minute interval between each strike for a 5-minute period. A qualified biologist hired by the Port would be required to monitor the area in the vicinity of pile-driving activities for any fish kills during pile driving. If there are any reported fish kills, pile driving shall be halted and USACE and NMFS shall be notified via the Port. The biological monitor would also note (surface scan only) whether marine mammals are present within 100 meters of the pile driving, and if any are observed, temporarily halt pile driving until the observed mammals move beyond this distance Three-Berth Alternative Construction Impacts For purposes of noise assessment, construction equipment can be considered to operate in two modes, stationary and mobile. Stationary equipment operates in one location for one or more days at a time, with either a fixed-power operation, such as, pumps, generators, and PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

15 compressors; or a variable noise operation, such as pile drivers, rock drills, and pavement breakers. Mobile equipment moves around the construction site with power applied in cyclic fashion, such as bulldozers, graders, and loaders (FTA 2006:12-5). Noise impacts from stationary equipment are assessed from the center of the equipment, while noise impacts for mobile construction equipment are assessed from the center of the equipment activity or construction site. For linear construction, such as a roadway or pipeline, construction noise is assessed from the centerline of the alignment. Variation in power imposes additional complexity in characterizing the noise source level from construction equipment. Power variation is accounted for by describing the noise at a reference distance from the equipment operating at full power and adjusting it based on the percent of an hour the equipment is at full power. This is referred to as the duty cycle, of the activity, which is used to determine the L eq of the operation (FTA 2006:12-5). Typical duty cycles and maximum noise levels generated by representative pieces of equipment are listed in Table Each stage of construction has a specific equipment mix, depending on the work to be accomplished during that stage. Each stage also has its own noise characteristics; some will have higher continuous noise levels than others, and some have high-impact noise levels. The maximum hourly L eq of each stage is determined by combining the L eq contributions from each piece of equipment used in that stage (FTA 2006:12-6). In typical construction projects, grading activities typically generate the highest noise levels as grading involves the largest equipment. The exception to this is when pile driving is required. Pile driving involves sources that may generate noise levels up to 20 dba higher than other construction equipment. Maximum hourly L eq noise levels were modeled for the Proposed Project based on the types and numbers of equipment anticipated to be on-site for each stage of construction, as well as the potential overlap, or simultaneous construction activities, of the various stages of pier development. A summary of the maximum hourly noise levels for each stage of construction for the Proposed Project at a reference distance of 50 feet and 5,000 feet is provided in Table 3.9-8, and detailed modeling inputs are included in Appendix C of this document. There are intervening structures between the Project site and all noise-sensitive receptors affected by the Project. To account for the noise shielding provided by the existing intervening structures, construction noise modeling from the Project site conservatively assumed 5 dba of noise attenuation and applied -5 dba to calculated construction noise levels at noise-sensitive receptor locations. The Project site is located further than 1 mile (5,280 feet) from the nearest sensitive receptors; thus the 5,000-foot calculation distance is a conservative distance, and noise levels from construction at the actual sensitive receptors would be less than the figures in Table due to the greater distance from the noise source. Overall, construction of the Proposed Project would require approximately 25 months to complete. As shown in Table 3.9-8, the highest noise levels would occur during construction stages that include pile driving during building and wharf construction and the back channel improvements. Pile driving for the Proposed Project is anticipated to require 12 months to complete. The nearest noise-sensitive receptor is Cesar Chavez Elementary School, at approximately 5,400 feet to the west of the nearest point of inwater construction. Shore construction would be located approximately 7,000 feet from Cesar Chavez Elementary School. Construction Activities Based on the noise levels shown in Table and accounting for distance and intervening structures, on days when pile driving occurs, calculated hourly noise levels at a distance of 5,000 feet from construction would reach as high as 51 dba L eq. Upon completion of pile driving, construction activities, such as grading and terminal building construction, would generate approximately 50 dba L eq at 5,000 feet. If the PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

16 Table Typical Maximum Construction Equipment Noise Levels Equipment Noise Level at 50 feet (dba L max) Typical Duty Cycle (%) Auger Drill Rig Backhoe Blasting 94 1 Chain Saw Clam Shovel Compactor (ground) Compressor (air) Concrete Mixer Truck Concrete Pump Concrete Saw Crane (mobile or stationary) Dozer Dump Truck Excavator Front End Loader Generator (25 KVA or less) Generator (more than 25 KVA) Grader Hydra Break Ram Impact Pile Driver (diesel or drop) Insitu Soil Sampling Rig Jackhammer Mounted Impact Hammer (hoe ram) Paver Pneumatic Tools Pumps Rock Drill Roller Scraper Tractor Vacuum Excavator (vac-truck) Vibratory Concrete Mixer Vibratory Pile Driver KVA = kilovolt amps Source: FHWA, Construction Noise Handbook, PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

17 Table Summary of Construction Noise Levels for the Proposed Project (Three-Berth Alternative) Construction Activity Noise Level dba L eq at 50 ft. at 5,000 ft. Terminal Backlands Const Grading Utilities Paving Terminal Buildings Construction Rail Yard Construction Grading Utilities Paving / Rail Construction Dredging/Dike Realignment Dredge/Material Disposal Rock Placement Wharf Construction Pile Construction Deck Construction Back Channel Navigation Safety, Outfall/Intake Structures Demolition and Removal Intake Structure Demolition and Removal Outfall Structure Demolition and Removal Back Channel Navigation Safety, Dredging Excavation (above MLLW) - 3,000 CY Dredge/Material Disposal - 250,000 CY Rock Placement - 76,000 Tons Back Channel Navigation Safety, Dredging CDSM Enhancement Detailed equipment lists for each stage are provided in Appendix C. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

18 three loudest stages of construction (51 dba L eq for pile driving, 50 dba L eq for back channel work, and 48 dba L eq for deck construction), occurred at the same time, the resultant noise level would be on the order of 55 dba L eq. Based on the measured noise levels shown in Tables and at LT-1, LT-3, ST-1, ST-3, and ST-4, ambient noise levels at the nearest noise-sensitive land uses generally exceed 65 dba L eq on average during construction hours. Therefore, as a result of the generation of 55 dba L eq due to the operation of multiple construction activities occurring simultaneously, Project construction noise would be inaudible at sensitive receptors because it is 10 db less than ambient levels. (Per db addition, any 10-dB difference in noise levels would not cause in overall increase in noise; see Sound Level and Frequency in Section ). Construction Traffic Based on the traffic analysis, construction of the Proposed Project would generate a maximum of 244 peak hour trips during the AM peak traffic hour (8a.m. 9 a.m.) (232 in-bound worker trips and 12 in-bound and out-bound truck trips). The AM scenario is used to assess constructionrelated traffic impacts. This would represent the period with the highest hourly noise levels as construction worker traffic would not occur during the PM peak traffic hour( 4 p.m 5 p.m.), and the midday (MD) peak period (2 p.m 3 p.m.) used in the traffic analysis would not include the higher background volumes. The traffic analysis assumes approximately 81 trips would come from the north and west, while the remaining 82 trips would come from the east. The primary access routes would include SR-47/SR-103 to the north, I-405/I-710 to the east, and I-405/I-110 to the west. Existing peak hour traffic volumes on each of these roadways is greater than 1,000; thus, the contribution of construction-related traffic would be less than 10 percent on all roadways. A less than 10 percent increase in roadway traffic volumes would result in a less than 1-dBA increase in traffic-related noise levels, based on industry standard acoustical calculations. This would represent a conservative estimate of construction traffic noise. Impact NOI-1: Project construction noise levels would not increase ambient noise levels by 3 dba or more at any noisesensitive receptor. The average daytime noise level measured at representative noise-sensitive receptor locations was 65 dba L eq at ST-1, ST-3, ST-4 and approximately 71 dba L eq at LT-1, and LT-3. Therefore, for the purposes of this analysis, 68 and 74 dba L eq are considered the applicable noise standard for determining impacts relative to increases in temporary noise levels (+3 dba) during daytime construction activities. Construction Activities During Project construction activities, the highest calculated hourly noise levels (pile driving) at the nearest noise-sensitive receptor are predicted to be 51 dba L eq. Considering that multiple construction activities could be operating simultaneously (pile driving, back channel work, deck construction), the combined noise level calculated for the three loudest phases of construction is predicted to be 55 dba L eq at the nearest noise-sensitive receptor. Therefore, since construction noise levels would be 10 dba or less than existing ambient noise levels when combined with existing noise levels, ambient noise levels would not increase by 3 dba L eq or more at the nearest noise-sensitive receptor. (Per dba addition, any 10-dBA difference in noise levels would not cause in overall increase in noise; see Sound Level and Frequency in Section ) Construction Traffic All of the roadways used by construction traffic have traffic volumes in excess of 1,000 trips. Construction-related traffic would generate a maximum of 82 trips to any one roadway, which would be a less than 10 percent increase. An increase in traffic of 10 percent would result in a less than 1-dBA noise level increase along roadways and construction activities would occur on-site and not combine with traffic-related noise. Construction traffic would not increase the existing ambient noise levels by 3 dba L eq or more. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

19 CEQA Impact Determination Project construction activities and construction traffic would not cause a substantial increase in ambient noise levels at nearby sensitive receptors, or result in exposure of nearby noisesensitive receptors to significant short-term noise impacts. Additionally, compliance with Environmental Control Measures NOI-1 to NOI-5 and Environmental Control Measure BIO-1 (Section 3.5) would reduce adverse construction noise effects. Thus, construction of the Proposed Project would result in a less-thansignificant impact under CEQA. significant, no mitigation is required. NEPA Impact Determination Construction Activities During Project construction activities, the highest calculated hourly noise levels (pile driving) at the nearest noise-sensitive receptor are predicted to be 51 dba L eq. Considering that multiple construction activities could be operating simultaneously (pile driving, back channel work, deck construction), the combined noise level calculated for the three loudest phases of construction is predicted to be 55 dba L eq at the nearest noise-sensitive receptor. Because existing ambient noise levels at the nearest sensitive receptors are greater than 65 dba L eq construction activities would not increase the existing ambient noise levels by 3 dba L eq or more at the nearest noise-sensitive receptor. Construction Traffic Project-related construction traffic would not increase the existing ambient noise levels by 3 dba L eq or more. Therefore, no adverse noise impacts would occur. Construction activities under the Proposed Project would not cause ambient noise levels to substantially increase at nearby sensitive receptors, or result in exposure of nearby noisesensitive receptors to significant short-term noise impacts. Additionally, compliance with Environmental Control Measures NOI-1 to NOI-5 and Environmental Control Measure BIO-1 (Section 3.5) would reduce adverse construction noise effects. Thus, construction of the Proposed Project would result in a less-thansignificant impact. significant, no mitigation is required. Impact NOI-2: Construction noise would not result in noise levels exceeding the limits established by the LBMC. The measurement locations in proximity to sensitive land uses nearest construction activities include LT-1, LT-3, ST-1, ST-3, and ST-4. According to the LBMC, these land uses should not be exposed to exterior noise levels from construction in excess of 70 dba L eq at ST- 1, ST-3, ST-4, and 75 dba L eq at LT-1 and LT-3 (see threshold explanation above under impact NOI-1). During Project construction activities, the highest calculated hourly noise levels at the nearest noise-sensitive receptor for multiple simultaneous construction activities would not exceed 55 dba L eq, which would be below the actual and adjusted impact thresholds at noisesensitive receptors of 65, 70, and 75 dba L eq. CEQA Impact Determination Project construction activities would not exceed the construction noise level limit of the LBMC at any nearby sensitive receptors. Thus, construction of the Proposed Project would PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011