NOISE ELEMENT
1.0 Introduction
1.1 Overview
1.1.1 Contents of Element
The Noise Element follows the recently revised State guidelines in the State Government code Section 653021(g) and Section 46050.1 of the Health and Safety Code. The element quantifies the community noise environment in terms of noise exposure contours for both near and long-term levels of growth and traffic activity. The information will become a guideline for the development of land use policies to achieve compatible land uses and provide baseline levels and noise source identification for local Noise Ordinance enforcement.
1.1.2 Key Issues
1. Transportation Noise Control – Within the City of Solana Beach are a number of transportation related noise sources including freeways, major arterials and collector roadways. In addition a railroad line runs through the City. These sources are the major contributors of noise in Solana Beach. Cost effective strategies to reduce their influence on the community noise environment are an essential part of the Noise Element.
2. Community Noise Control for Non-transportation Noise Sources – Residential land uses and areas identified as noise-sensitive must be protected from excessive noise from non-transportation sources including commercial and industrial operations. The south side of Solana Beach is impacted by noise from the Del Mar Fairgrounds. These impacts are most effectively controlled through the adoption and application of a City Noise Ordinance.
3. Noise and Land Use Planning Integration – Information relative to the existing and future noise environment within Solana Beach should be integrated into future land use planning decisions. The Element presents the noise environment in order that the City may include noise impact considerations in development programs. Noise and land use compatibility guidelines are presented, as well as noise standards for new developments.
1.2 Purpose
The Noise Element of a General Plan is a comprehensive program for including noise control in the planning process. It is a tool for local planners to use in achieving and maintaining compatible land use with environmental noise levels. The Noise Element identifies noise sensitive land uses and noise sources, and defines areas of noise impact for the purpose of developing programs to ensure that Solana Beach residents will be protected from excessive noise intrusion.
1.3 Authorization
The State of California has mandated that each county and city prepare a Noise Element as part of its General Plan. Section 65302(g) of the California Government Code requires specifically:
“(g) A Noise Element shall identify and appraise noise problems in the community. The noise element shall recognize the guidelines established by the Office of Noise Control in the State Department of Health Services and shall analyze and quantify, to the extent practicable, as determined by the legislative body, current and projected noise levels for all of the following sources:
Highways and freeways.
Primary arterials and major local streets.
Passenger and freight on-line railroad operations and ground rapid transit systems.
Commercial, general aviation, heliport, helistop, and military airport operations, aircraft overflights, jet engine test stands, and all other ground facilities and maintenance functions related to airport operation. Local industrial plants, including, but not limited to, railroad classification yards.
Other ground stationary noise sources identified by local agencies as contributing to the community noise environment.
Noise contours shall be shown for all of the sources and stated in terms of community noise equivalent level (CNEL) or day-night average level (LDN). The noise contours shall be prepared on the basis of noise monitoring or following generally accepted noise modeling techniques for the various sources identified in paragraphs (1) to (6), inclusive. The noise contours shall be used as a guide for establishing a pattern of land uses in the land use element that minimizes the exposure of community residents to excessive noise. The Noise Element shall include implementation measures and possible solutions that address existing and forseeable noise problems, if any. The adopted noise element shall serve as a guideline for compliance with the state’s noise insulation standards.”
The State Guidelines for Preparation and Content of Noise Elements of the General Plan indicates that the Noise Element should present the noise environment in terms of noise contours. For those areas identified as containing noise sensitive facilities, the noise environment is determined by monitoring.
2.0 Existing Conditions/Issue Analysis
2.1 Definition of Noise
1. Noise Definitions. Sound is technically described in terms of the loudness (amplitude) of the sound and frequency (pitch) of the sound. The standard unit of measurement of the loudness of sound is the decibel (dB). Since the human ear is not equally sensitive to sound at all frequencies, a special frequency-dependent rating scale has been devised to relate noise to human sensitivity. The A-weighted decibel scale (dBA) performs this compensation by discriminating against frequencies in a manner approximating the sensitivity of the human ear.
Decibels are based on the logarithmic scale. The logarithmic scale compresses the wide range in sound pressure levels to a more usable range of numbers in a manner similar to the Richter scale used to measure earthquakes. In terms of human response to noise, a sound 10 dBA higher than another is judged to be twice as loud; and 20 dBA higher four times as loud; and so forth. Everyday sounds normally range from 30 dB (very quiet) to 100 dB (very loud). Examples of various sound levels in different environments are shown in Exhibit 1.
Noise has been defined as unwanted sound and it is known to have several adverse effects on people. From these known effects of noise, criteria have been established to help protect the public health and safety and prevent disruption of certain human activities. These criteria are based on such known impacts of noise on people as hearing loss, speech interference, sleep interference, physiological responses and annoyance. Each of these potential noise impacts on people are briefly discussed in the following narratives:
HEARING LOSS is not a concern in community noise problems of this type. The potential for noise induced hearing loss is more commonly associated with occupational noise exposures in heavy industry or very noisy work environments. Noise levels in neighborhoods, even in very noisy airport environs, are not sufficiently loud to cause hearing loss.
SPEECH INTERFERENCE is one of the primary concerns in environmental noise problems. Normal conversational speech is in the range of 60 to 65 dBA and any noise in this range or louder may interfere with speech. There are specific methods of describing speech interference as a function of distance between speaker and listener and voice level. Exhibit 2 shows the impact of noise and speech interference.
|
dB(A) |
OVERALL LEVEL Sound Pressure Level Approx. 0.0002 Microbar |
COMMUNITY (Outdoor) |
HOME OR INDUSTRY |
LOUDNESS |
|
130 |
UNCOMFORTABLY |
Military Jet Aircraft Take-Off With After-burner From Aircraft Carrier @ 50 Ft. (130) |
Oxygen Torch (121) |
120 dB(A) 32 Times as Loud |
|
120 110 |
LOUD |
Turbo-Fan Aircraft @ Take-Off Power @ 200 Ft. (90) |
Riveting Machine (110) Rock-N-Roll Band (108-114) |
110 dB(A) 16 Times as Loud |
|
100 |
VERY |
Jet Flyover @ 1000 Ft. (103) Boeing 707, DC-8 @ 6080 Ft. Before Landing (106) Bell J-2A Helicopter @ 100 Ft. (100) |
100 dB(A) 8 Times as Loud |
|
|
90 |
LOUD |
Power Mower (96) Boeing 737, DC-9 @ 6080 Ft. Before Landing (97) Motorcycle @ 25 Ft. (90) |
Newspaper Press (97) |
90 dB(A) 4 Times as Loud |
|
80 |
Car Wash @ 20 Ft. (89) Prop. Airplane Flyover @ 1000 Ft. (88) Diesel Truck, 40 MPH @ 50 Ft. (84) Diesel Train, 45 MPH @ 100 Ft. (83) |
Food Blender (88) Milling Machine (85) Garbage Disposal (80) |
80 dB(A) 2 Times as Loud |
|
|
70 |
MODERATELY LOUD |
High Urban Ambient Sound (80) Passenger Car, 65 MPH @ 25 Ft. (77) Freeway @ 50 Ft. From Pavement Edge, 10:00 AM (76 +or- 6) |
Living Room Music (76) TV-Audio, Vacuum Cleaner |
70 dB(A) |
|
60 |
Air Conditioning Unit @ 100 Ft. (60) |
Cash Register @ 10 Ft. (65-70) Electric Typewriter @ 10 Ft. (64) Dishwasher (Rinse) @ 10 Ft. (60) Conversation (60) |
60 dB(A) 1/2 as Loud |
|
|
50 |
QUIET |
Large Transformers @ 100 Ft. (50) |
50 dB(A) 1/4 as Loud |
|
|
40 |
Bird Calls (44) Lower Limit Urban Ambient Sound (40) |
40 dB(A) 1/8 as Loud |
||
|
JUST AUDIBLE |
(dB[A] Scale lnterrupted) |
|||
|
10 |
THRESHOLD OF HEARING |
SOURCE: Reproduced from Melville C. Branch and R. Dale Beland, Outdoor Noise in the Metropolitan Environment. Published by the City of Los Angeles, 1970, p.2.
SLEEP INTERFERENCE is a major noise concern because sleep is the most noise sensitive human activity. Sleep disturbance studies have identified interior noise levels that have the potential to cause sleep disturbance. Note that sleep disturbance does not necessarily mean awakening from sleep, but can refer to altering the pattern and stages of sleep.
PHYSIOLOGICAL RESPONSES are those measurable effects of noise on people which are realized as changes in pulse rate, blood pressure, etc. While such effects can be induced and observed, the extent is not known to which these physiological responses cause harm or are signs of harm.
ANNOYANCE is the most difficult of all noise responses to describe. Annoyance is a very individual characteristic and can vary widely from person to person. What one person considers tolerable can be quite unbearable to another of equal hearing capability. It is also influenced by the perceived need for the sound. For example, a carpenter is not annoyed by the sound of his saw, whereas persons nearby who do not benefit from the work may be annoyed.
2.2 Standards and Methods of Measurement
2.2.1 Standards
Community noise is generally not a steady state and varies with time. Under conditions of non-steady state noise, some type of statistical metric is necessary in order to quantify noise exposure over a long period of time. Several rating scales have been developed for describing the effects of noise on people. They are designed to account for the above known effects of noise on people.
Based on these effects, the observation has been made that the potential for noise to impact people is dependent on the total acoustical energy content of the noise. A number of noise scales have been developed to account for this observation. These scales are the: Equivalent Noise Level (LEQ), the Day Night Noise Level (LDN), and the Community Noise Equivalent Level (CNEL). These scales are described in the following paragraphs.
LEQ is the sound level corresponding to a steady-state sound level containing the same total energy as a time-varying signal over a given sample period. LEQ is the “energy” average noise level during the time period of the sample. LEQ can be measured for any time period, but is typically measured for 15 minutes, 1 hour or 24-hours.
LDN is a 24-hour, time-weighted annual average noise level. Time-weighted refers to the fact that noise which occurs during certain sensitive time periods is penalized for occurring at these times. In the LDN scale, those events that take place during the night (10 pm to 7 am) are penalized by 10 dB. This penalty was selected to attempt to account for increased human sensitivity to noise during the quieter period of a day, where sleep is the most probable activity.
CNEL is similar to the LDN scale except that it includes an additional 5 dBA penalty for events that occur during the evening (7pm to 10pm) time period. Either LDN or CNEL may be used to identify community noise impacts within the Noise Element. Examples of CNEL noise levels are presented in Exhibit 3. Although not shown on the exhibit (prepared by the U.S. EPA) suburban residential areas would be at roughly the 60 CNEL level.
The public reaction to different noise levels varies from community to community. Extensive research has been conducted on human responses to exposure of different levels of noise. Exhibit 4 relates LDN noise levels (approximately equal to CNEL noise levels) to community response from some of these surveys. Community noise standards are derived from tradeoffs between community response surveys, such as this, and economic considerations for achieving these levels.
Intermittent or occasional noise such as those associated with stationary noise sources is not of sufficient volume to exceed community noise standards that are based on a time averaged scale such as the LDN scale. To account for intermittent noise, another method to characterize noise is the Percent Noise Level (L%). The Percent Noise Level is the level exceeded X% of the time during the measurement period. Examples of various noise environments in terms of the Percent Noise Levels are shown in Exhibit 5.
Noise Ordinances are typically specified in terms of the percent noise levels. Ordinances are designed to protect people from non-transportation related noise sources such as music, machinery and vehicular traffic on private property. Noise Ordinances do not apply to motor vehicle noise on public streets or other transportation related noise sources that are preempted by the State or Federal government.
Noise/Land Use Compatibility Guidelines. The purpose of this section is to present information regarding the compatibility of various land uses with environmental noise. It is from these guidelines and standards, that the City of Solana Beach Noise Criteria and Standards have been developed. Noise/Land use guidelines have been produced by a number of Federal and State agencies including the Federal Highway Administration, the Environmental Protection Agency, the Department of Housing and Urban Development, the American National Standards Institute and the State of California. These guidelines, presented in the following paragraphs, are all based upon cumulative noise criteria such as LEQ, LDN or CNEL.
The ENVIRONMENTAL PROTECTION AGENCY published in March 1974 a very important document entitled “Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety” (EPA 550/9-74-004). Exhibit 6 presents a table of land uses and requisite noise levels. In this table, 55 LDN is described as the requisite level with an adequate margin of safety for areas with outdoor uses, this includes residences, and recreational areas. The EPA “levels document” does not constitute a standard, specification or regulation, but identifies safe levels of environmental noise exposure without consideration for economic cost for achieving these levels.
The FEDERAL HIGHWAY ADMINISTRATION (FHWA) has adopted and published noise abatement criteria for highway construction projects. The noise abatement criteria specified by the FHWA are presented in Exhibit 7 in terms of the maximum one hour Noise Equivalent Level (LEQ). The FHWA noise abatement criteria basically establishes an exterior noise goal for residential land uses of 67 LEQ and an interior goal for residences of 52 LEQ. The noise abatement criteria applies to private yard areas and assumes that typical wood frame homes with windows open provide 10 dB noise reduction (outdoor to indoor) and 20 dB noise reduction with windows closed.
The STATE OF CALIFORNIA requires each City and County to adopt Noise Elements of their General Plans. Such Noise Elements must contain a Noise/Land Use compatibility matrix. A recommended (but not mandatory) matrix is presented in the “Guidelines for the Preparation and Content of Noise Elements of the General Plan,” (Office of Noise Control, California Department of Health, February 1976). Exhibit 8 presents this recommended matrix.
2.2.2 Methods of Measurement
Methodology. The noise environment in Solana Beach was determined through the employment of a comprehensive noise measurement survey of existing noise sources and incorporating these results into computer noise models to model the noise environment (it is, of course, impossible to measure future noise levels so we must rely on computer noise models for future noise estimates). The noise environment is commonly presented graphically in terms of lines of equal noise levels, or noise contours. The following paragraphs detail the methodology used in the measurement survey and computer modeling of these results into noise contours.
|
Measure |
Indoor |
Outdoor |
|||||
|
Activity Interference |
Hearing Loss Consideration |
To Protect Against Both Effects (b) |
Activity Interference |
Hearing Loss Consideration |
To Protect Against Both Effects (b) |
||
|
Residential with Outside Space and Farm Residences |
Ldn Leq(24) |
45 |
70 |
45 |
55 |
70 |
55 |
|
Residential with No Outside Space |
Ldn Leq(24) |
45 |
70 |
45 |
|||
|
Commercial |
Leq(24) |
(a) |
70 |
70(c) |
(a) |
70 |
70(c) |
|
Inside Transportation |
Leq(24) |
(a) |
70 |
(a) |
|||
|
Industrial |
Leq(24)(d) |
(a) |
70 |
70(c) |
(a) |
70 |
70(c) |
|
Hospitals |
Ldn Leq(24) |
45 |
70 |
45 |
55 |
70 |
55 |
|
Educational |
Leq(24) Leq(24)(d) |
45 |
70 |
45 |
55 |
70 |
55 |
|
Recreational Areas |
Leq(24) |
(a) |
70 |
70(c) |
(a) |
70 |
70(c) |
|
Farm Land and General Unpopulated Land |
Leq(24) |
(a) |
70 |
70(c) |
|||
Code:
a. Since different types of activities appear to be associated with different levels, identification of a maximum level for activity interference may be difficult except in those circumstances where speech communication is a critical activity.
b. Based on lowest level.
c. Based only on hearing loss.
d. An Leq(8) of 75 dB may be identified in these situations so long as the exposure over the remaining 16 hours per day is low enough to result in a negligible contribution to the 24-hour average, i.e., no greater than an Leq of 60 dB.
Note: Explanation of identified level for hearing loss: The exposure period which results in hearing loss at the identified level is a period of 40 years.
*Refers to energy rather than arithmetic averages.
SOURCE: EPA
|
ACTIVITY CATEGORY |
DESIGN NOISE LEVEL – LEQ |
DESCRIPTION OF ACTIVITY CATEGORY |
|
A |
57 (Exterior) |
Tracts of land in which serenity and quiet are of extraordinary significance and serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose. Such areas could include amphitheaters, particular parks or portions of open spaces, or historic districts which are dedicated or recognized by appropriate local officials for activities requiring special qualities of serenity and quiet. |
|
B |
67 (Exterior) |
Picnic areas, recreation areas, playgrounds, active sports areas and parks which are not included in category A and residences, motels, hotels, public meeting rooms, schools, churches, libraries, and hospitals. |
|
C |
72 (Exterior) |
Developed lands, properties, or activities not included in Category A or B above. |
|
D |
– |
For requirements of undeveloped lands see FHWA PPM 773. |
|
E |
52 (Interior) |
Residences, motels, hotels, public meeting rooms, schools, churches, libraries, hospitals, and auditoriums. |
Measurement Procedure. Twenty sites were selected for measurement of the noise environment in Solana Beach. Discussions with City staff and identification of major noise sources in the community provided the initial base for development of the community noise survey. The measurement locations were selected on the basis of proximity to major noise sources and noise sensitivity of the land use.
The measurement locations are presented in Exhibit 9. The Solana Beach Noise Element measurement survey utilized the Bruel and Kjaer Model 4427 Portable Noise Monitor. This instrument automatically calculates the Equivalent Noise Level (LEQ), maximum noise levels and various percentile noise levels for any specific time period. The system was calibrated with a Bruel and Kjaer calibrator with calibration traceable to the National Bureau of Standards. Calibration for the calibrator is certified through the duration of the measurements by Bruel & Kjaer. This measurement system satisfies the ANSI (American National Standards Institute) Standards 1.4 for Type 1 precision noise measurement instrumentation.
Measurement Results. The noise measurement program was conducted from September 10, 1987 to September 11, 1987 at 21 locations throughout the City. A measurement period of 15 minutes was used for the survey. The results of the ambient noise measurements at each site are presented as Appendix A. The measurement data also identifies the date and time of the measurement and the primary noise source affecting the noise environment. The quantities measured were the Equivalent Noise Level (LEQ), the maximum noise level and several percentile noise levels ranging from 1 to 99%.
2.3 Existing Acoustic Environment
This section contains a detailed description of the current noise environment within the City. This description of the noise environment is based on an identification of noise sources and noise sensitive land uses, a community noise measurement survey and noise contour maps.
To define the noise exposure, this section of the report first identifies the major sources of noise in the community. The sources of noise in Solana Beach include: Interstate 5, Highway 101, arterial roadways, the Atchinson Topeka and Santa Fe Railroad line, and the Del Mar Fairgrounds located in Del Mar adjacent to the southern boundary of Solana Beach. In addition, noise levels within the City are affected by overflights from military, commercial, and general aviation aircraft. To completely assess the noise environment in the City, noise sensitive receptors must also be identified. As mandated by the State, noise sensitive receptors include, but are not limited to, residential areas, areas containing schools, hospitals, rest homes, long-term medical or mental care facilities, or any other land use areas deemed noise sensitive by the local jurisdiction.
2.3.1 Noise Sources and Levels
The predominant land use in the City is residential, and should also be considered the most noise sensitive. Other noise sensitive land uses include schools and parks. Maintenance of a relatively quiet ambience is important to maintaining the overall atmosphere of the area.
The predominant noise source in Solana Beach originates from motor vehicles. Several major arterial roadways pass through the City. The primary roadways of concern are Interstate 5 and Highway 101. The Atchinson Topeka and Santa Fe Railroad line runs parallel to Highway 101 and is also considered a primary concern. The other major sources of noise are not found within the City but have a significant effect on the City’s noise environment.
Del Mar Fairgrounds is located on state property adjacent to the southern boundary of Solana Beach and impacts City residences. Previously, an analysis of the raceway’s impact on Solana Beach was undertaken (“Measurement of Grand Prix Raceway Noise in the City of Solana Beach”, Mestre Greve Associates, October 30, 1987). The report provided results of noise measurements taken in residential areas of Solana Beach during the Grand Prix races at Del Mar Fairgrounds. The report stated that the raceway alone did not violate the Noise Ordinance but a combination of freeway traffic, aircraft flyovers and raceway noise exceeded the ordinance on several occasions (at the time of the study, results were compared to the Noise Ordinance for San Diego County which is presently used by Solana Beach). Noise originating from the fairgrounds during auto/horse races is intermittant type noise. The primary entrance and exit routes utilize roadways bordering or within Solana Beach; primarily Via De La Valle, Jimmy Durante Boulevard and Highway 101. The fairgrounds is operated by the State on State property. Therefore, noise ordinances adopted by Solana Beach (or the City of Del Mar) will not be able to control the noise generated at the fairgrounds since it is outside the Cities’ jurisdiction. However, recent court cases are testing the legality of imposing their noise ordinances on activities on State property. Most notable, is the recent court actions by the City of Costa Mesa against Pacific Amphitheatre and the State of California. The City has been trying to impose it’s noise ordinance on the amphitheatre which is operated on State property. The court cases are still in progress, but could set new precedents in this area.
An acoustical report prepared by Mr. Raymond Sacco (Sound Level Monitoring of Grand Prix at Del Mar Auto Race, November 12, 1987, Raymond Sacco, Assistant Noise Control Officer) sums up the situation as follows:
In summary, noise impact from automobile racing activity was greater than other activities conducted on the fairgrounds and would exceed the noise standards as adopted by the City of Del Mar and the City of Solana Beach, but due to the special status of the fairgrounds, local standards are not applicable. The predicted noise levels in the Environmental Impact Report were used as the standard not to be exceeded and monitoring data shows that the noise produced by the auto racing activities were less than predicted and therefore in conformance to the requirements.
Additional monitoring of fairground activities is needed. It has been observed that when the wind blows from the south or east, that the wind carries the noise towards Solana Beach better and higher noise levels in residential areas result. Winds from the south or east may cause the fairgrounds noise to exceed noise ordinance limits in Solana Beach.
Several studies have been previously prepared addressing the potential noise impacts of the fairground activities. These studies include the “Environmental Noise Study for Southern California Grand Prix,” (prepared by Gordon Bricken & Associates, January 7, 1986).
Aircraft flyovers occur over Solana Beach several times throughout the day. The aircraft consist of military, commercial, and general aviation types (both fixed and rotary wing) originating from various airports. Aircraft flights occur over residential and other noise sensitive land uses within the City. The aircraft flyovers do not contribute significantly to the overall noise level, but can be annoying on a short term basis. Future agreements with military, commercial and private airport operators may provide the opportunity for more stringent flight paths over the City. It would be desirable to confine aircraft flight corridors in the area to less sensitive land uses such as at least 1 mile off the coast. Flights out over the ocean would have virtually no impact on the City.
The noise environment for Solana Beach can be described using noise contours developed for the major noise sources within the City. The major noise source impacting the City is traffic noise. Existing and future noise contour maps have been developed for the City as part of this noise element.
The traffic noise contours for existing conditions are presented on Exhibit 10. (This map is available for review at the City at 1" = 1000' scale.) The noise contours in a tabular format are presented in Table 2. The 60, 65 and 70 CNEL contour levels are shown on the map. These traffic noise levels were computed using the Highway Noise Model published by the Federal Highway Administration (“FHWA Highway Traffic Noise Prediction Model,” FHWA-RD-77-108, December 1978). The FHWA Model uses traffic volume, vehicle mix, vehicle speed, and roadway geometry to compute the LEQ noise level. A computer code has been written which computes equivalent noise levels for each of the time periods used in CNEL. Weighting these noise levels and summing them results in the CNEL for the traffic projections used. The traffic data used to project these noise levels are derived from the Circulation Element for the City. The traffic mixes and time distributions for the arterials are presented in Table 1. The traffic mix data for the arterials are based on measurements for roadways in Southern California and are considered typical for arterials in this area. The existing and future contour maps include railroad noise contours from the tracks that run parallel to Highway 101.
|
PERCENT OF ADT |
|||
|
VEHICLE TYPE |
DAY |
EVENING |
NIGHT |
|
Automobile |
75.51 |
12.57 |
9.34 |
|
Medium Truck |
1.56 |
0.09 |
0.19 |
|
Heavy Truck |
0.64 |
0.02 |
0.08 |
Most cities have adopted 65 CNEL for outdoor living areas and 45 CNEL for indoor areas. The noise contour map indicates that currently and in the future 65 CNEL is only exceeded significantly along Highway 101 (in combination with the railroad line) and Interstate 5. The remaining portions of the City experience noise levels generally of 60 CNEL or less.
|
|
Distance to CNEL Contour (feet) |
||||
|
Roadway |
ADT (,000) |
Speed |
70 CNEL |
65 CNEL |
60 CNEL |
|
CEDROS AVENUE |
|||||
|
Cliff to Via De La Valle |
2.0 |
35 |
7 |
15 |
33 |
|
STEVENS AVENUE |
|||||
|
Lomas Santa Fe to Via De La Valle |
10.8 |
40 |
27 |
58 |
126 |
|
LOMAS SANTA FE DRIVE |
|||||
|
Highway 101 to I-5 |
22.3 |
45 |
53 |
115 |
247 |
|
I-5 to El Camino Real |
8.5 |
45 |
28 |
60 |
130 |
|
VIA DE LA VALLE |
|||||
|
Highway 101 to Jimmy Durante |
16.6 |
45 |
44 |
94 |
203 |
|
Jimmy Durante to I-5 |
43.0 |
45 |
82 |
178 |
383 |
|
I-5 to El Camino Real |
18.4 |
45 |
47 |
101 |
217 |
|
HIGHWAY 101 |
|||||
|
South of Via De La Valle |
18.3 |
45 |
47 |
100 |
217 |
|
Via De La Valle to City Line |
17.5 |
45 |
45 |
98 |
210 |
|
North of City Line |
25.0 |
45 |
57 |
124 |
267 |
|
INTERSTATE 5 |
|||||
|
South of Via De La Valle |
169.0 |
55 |
363 |
782 |
1685 |
|
Via De La Valle to Santa Fe |
156.0 |
55 |
344 |
741 |
1597 |
|
North of Lomas Santa Fe |
158.0 |
55 |
347 |
747 |
1611 |
|
ADT – Average Daily Traffic based on 1987 traffic counts. Speed – Speed is in miles per hour. |
|||||
An Atchinson, Topeka, and Santa Fe railroad line lies next to Highway 101. To determine train noise levels at various distances the Wyle Model was used (“Assessment of Noise Environments Around Railroad Operations,” Wyle Laboratories Report WCR 73-5, July 1973). The noise generated by the train pass-by can be divided into two components; that generated by the engine or locomotive, and that due to the railroad cars. The characteristic frequency of the engine is different than for the cars. The noise generated by the engine is the result of the mechanical movements of the engine parts, the combustion process of the horn if used, and to a lesser extent the exhaust system. The noise generated by the cars is a result of the interaction between the wheels and the railroad track. A zero source height is used for the car noise, and a source height of 10 feet is utilized for the locomotive.
Data on railroad operations were obtained from Mr. Jim Beard of the San Bernardino office of the A.T. and S.F. Railway line. The railroad line is used for both Amtrak and freight train operations. Amtrak operations consist of 16 trains per day passing through the City with an average of 8 cars per train. An average of 3 freight trains per day typically pass through the City with 50 cars per train. A speed of 90 miles per hour is typical for the Amtrak trains and 55 miles per hour for freight trains. The operational data was utilized in conjunction with the Wyle Model to project train noise levels on the project site. The results of the train noise projections are displayed in Table 3 in terms of CNEL noise levels at distances of 100, 200, 500, and 1000 feet from the tracks. Railroad noise sources must be addressed in terms of the CNEL scale as per the State requirements. The projections do not include topography or barriers which may reduce the noise levels.
|
DISTANCE (FEET) |
100 |
200 |
500 |
1,000 |
|
CNEL (DB) |
70 |
66 |
58 |
53 |
Railroad noise levels are expected to remain virtually unchanged in future years. However, there are no guarantees that operations will not change. Freight operations may increase, Amtrak may increase passenger service, and private ventures may attempt to provide high speed rail service. Any significant changes in operations should be preceeded by the required environmental documentation addressing potential impacts and mitigation measures. Railroad levels and traffic levels for Highway 101 were combined to achieve the existing and future contour distances along the tracks. Potential future mitigation of the railroad noise may include lowering the rail bed.
2.3.2 Noise Sensitive Land Uses
The most noise sensitive land use in Solana Beach is residential development. It is considered especially noise sensitive because (1) considerable time is spent by individuals at home, (2) significant activities occur outdoors, and (3) sleep disturbance is most likely to occur in a residential area. Additionally, the City of Solana Beach has a number of public and private educational facilities, and churches that are considered noise sensitive. The location of residential areas, schools, and parks are shown on the Existing Land Use Map (Exhibit 11). The distribution of these facilities varies from quiet residential areas to major arterial roadways.
Four schools are located within Solana Beach. Two of the schools are located along Lomas Santa Fe Drive at Stevens Avenue. These two schools are located along major roadways and subsequently portions of these school sites experience high noise levels. However, the schools have the buildings located back from the roadways which act to reduce the noise levels somewhat. School Districts have been able to apply to the State for funds to mitigate noise problems for many years. The funds are used to sound insulate classrooms and to provide ventilation or air conditioning so that windows may remain closed. The other two schools are located on East Cliff Street at Rios Avenue and at Santa Victoria near Santa Carina. These schools are located in areas where the noise levels do not appear to be excessive.
The San Elijo Lagoon merits special consideration. Due to its natural condition it should be considered as noise sensitive. However, the wetlands area is located outside the City of Solana Beach. Actions by the City should take into consideration the noise sensitive nature of this area.
Noise contours represent lines of equal noise exposure, just as the contour lines on a topographic map are lines of equal elevation. The contours shown on the maps are the 70, 65, and 60 CNEL noise level for the traffic and railroad noise contours. The noise contours presented should be used as a guide for land use planning. The 60 CNEL contour defines the noise referral zone. This is the noise level for which noise considerations should be included when making land use policy decisions. The 65 CNEL contour describes the areas for which new noise sensitive developments will be permitted only if appropriate mitigation measures are included such that the standards contained in this Element are achieved.
The contours presented in this report are a graphic representation of the noise environment. Topography and intervening buildings or barriers have a very complex effect on the propagation of noise. This topographic effect is not included in these contours.
2.4 Future Acoustic Environment
2.4.1 Noise Sources and Levels
Future traffic noise levels have been computed using the FHWA Highway Traffic Noise Prediction Model and projected traffic volumes presented in the circulation element. Table 4 and Exhibit 12 show the traffic noise contours along the city’s principal highways that are projected to occur following buildout of the proposed general plan.
|
Distance to CNEL Contour (feet) |
|||||
|
Roadway |
ADT (,000) |
Speed |
70 CNEL |
65 CNEL |
60 CNEL |
|
CEDROS AVENUE |
|||||
|
Cliff to Via De La Valle |
4.0 |
35 |
11 |
24 |
52 |
|
STEVENS AVENUE |
|||||
|
Lomas Santa Fe to Via De La Valle |
17.0 |
40 |
37 |
79 |
170 |
|
SAN ANDRES DRIVE |
|||||
|
Marine View to Highland |
5.0 |
40 |
16 |
35 |
75 |
|
Highland to Via De La Valle |
7.0 |
40 |
20 |
44 |
94 |
|
SANTA HELENA |
|||||
|
North of Lomas Santa Fe |
6.0 |
40 |
18 |
39 |
85 |
|
SAN MARLO DRIVE |
|||||
|
North of Lomas Santa Fe |
8.0 |
40 |
22 |
48 |
103 |
|
HIGHLAND DRIVE |
|||||
|
San Andres to Lomas Santa Fe |
4.0 |
40 |
14 |
30 |
65 |
|
LOMAS SANTA FE DRIVE |
|||||
|
East of Highway 101 |
16.0 |
45 |
43 |
92 |
198 |
|
West of Stevens |
24.0 |
45 |
56 |
120 |
259 |
|
Stevens to I-5 |
36.0 |
45 |
73 |
158 |
340 |
|
I-5 to Highland |
29.0 |
45 |
63 |
137 |
294 |
|
Highland to El Camino Real |
12.0 |
45 |
35 |
76 |
163 |
|
VIA DE LA VALLE |
|||||
|
Highway 101 to Jimmy Durante |
20.0 |
45 |
49 |
107 |
230 |
|
Jimmy Durante to I-5 |
45.0 |
45 |
85 |
183 |
395 |
|
I-5 to San Andres |
35.0 |
45 |
72 |
155 |
334 |
|
San Andres to El Camino Real |
28.0 |
45 |
62 |
133 |
288 |
|
HIGHWAY 101 |
|||||
|
South of Via De La Valle |
27.0 |
45 |
60 |
130 |
281 |
|
Via De La Valle to City Line |
28.0 |
45 |
62 |
133 |
288 |
|
North of City Line |
31.0 |
45 |
66 |
143 |
308 |
|
SAN DIEGO FREEWAY |
|||||
|
South of Via De La Valle |
274.0 |
55 |
501 |
1079 |
2325 |
|
Via De La Valle to Lomas Santa Fe |
266.0 |
55 |
491 |
1058 |
2279 |
|
North of Lomas Santa Fe |
265.0 |
55 |
490 |
1055 |
2274 |
Based on current and future traffic levels the only areas of the City that experiences noise levels in excess of 65 CNEL is along Interstate 5 and Highway 101. Much of the land uses along Highway 101 are commercial or business uses which are generally considered insensitive to noise. However, there are some multi-family residential uses along this road which are considered noise sensitive. Several single and multi-family residential areas lie in close proximity to Interstate 5. Several of the residential areas are protected from freeway noise by existing noise barriers. However, residences exist on hills overlooking the freeway that are unprotected from freeway noise. Therefore, future planning for the City should be directed at reducing noise levels along Highway 101 and Interstate 5 and limiting the future siting of noise sensitive land uses along these areas.
As previously discussed, the sources of noise in Solana Beach can be divided into two basic categories, transportation sources (primarily traffic) and non-transportation sources. A local government has little direct control of transportation noise at the source. State and Federal agencies have the responsibility to control the noise from the source, such as vehicle noise emission levels. The most effective method the City has to mitigate transportation noise is through reducing the impact of the noise onto the community (i.e. noise barriers and site design review). Mitigation through the design and construction of a noise barrier (wall, berm, or combination wall/berm) is the most common way of alleviating traffic noise impacts (Exhibit 13). The effect of a noise barrier is critically dependent on the geometry between the noise source and the receiver. A noise barrier effect occurs when the “line of sight” between the source and receiver is penetrated by the barrier. The greater the penetration the greater the noise reduction.
2.4.2 Noise/Land Use Compatibility
Noise concerns should be incorporated into land use planning to reduce future noise and land use incompatibilities. This is achieved by establishing standards and criteria that specify acceptable limits of noise for various land uses throughout the City. These criteria are designed to integrate noise considerations into land use planning to prevent noise/land use conflicts. Exhibit 14 presents criteria used to assess the compatibility of proposed land uses with the noise environment. These criteria are the basis for the development of specific Noise Standards. The proposed standards, presented in Exhibit 15, represent City policies related to land uses and acceptable noise levels. These tables are the primary tools which allow the City to ensure integrated planning for compatibility between land uses and outdoor noise.
The most effective method to control community noise impacts from non-transportation noise sources is through application of the Community Noise Ordinance. The City presently uses the Noise Ordinance for San Diego County. The San Diego County ordinance is a good guideline and has served the City for the past several years. In addition, the Orange County Noise Ordinance is also a good guideline, is used by many jurisdictions throughout the State of California, and is considered to be one of the finest noise ordinances in the nation. The San Diego County ordinance addresses noise in terms of the average (Leq) noise level. The Orange County Ordinance also addresses peak and intermittent sounds in addition to average levels.
|
LAND USE CATEGORIES |
COMMUNITY NOISE EQUIVALENT LEVEL CNEL |
||||||||||||||
|
CATEGORIES |
USES |
<55 |
60 |
65 |
70 |
75 |
80> |
||||||||
|
RESIDENTIAL |
Single Family, Duplex, Multiple Family |
A |
A |
B |
B |
C |
D |
D |
|||||||
|
RESIDENTIAL |
Mobile Home |
A |
A |
B |
C |
C |
D |
D |
|||||||
|
COMMERCIAL Regional, District |
Hotel, Motel, Transient Lodging |
A |
A |
B |
B |
C |
C |
D |
|||||||
|
COMMERCIAL Regional, Village District, Special |
Commercial Retail, Bank Restaurant, Movie Theatre |
A |
A |
A |
A |
B |
B |
C |
|||||||
|
COMMERCIAL INDUSTRIAL INSTITUTIONAL |
Office Building, Research and Development, Professional Offices, City Office Building |
A |
A |
A |
B |
B |
C |
D |
|||||||
|
COMMERCIAL Recreation INSTITUTIONAL Civic Center |
Amphitheatre, Concert Hall Auditorium, Meeting Hall |
B |
B |
C |
C |
D |
D |
D |
|||||||
|
COMMERCIAL Recreation |
Childrens Amusement Park, Miniature Golf Course, Go-cart Track, Equestrian Center, Sports Club |
A |
A |
A |
B |
B |
D |
D |
|||||||
|
COMMERCIAL General, Special INDUSTRIAL, INSTITUTIONAL |
Automobile Service Station, Auto Dealership, Manufacturing, Warehousing, Wholesale, Utilities |
A |
A |
A |
A |
B |
B |
B |
|||||||
|
INSTITUTIONAL General |
Hospital, Church, Library Schools’ Classroom |
A |
A |
B |
C |
C |
D |
D |
|||||||
|
OPEN SPACE |
Parks |
A |
A |
A |
B |
C |
D |
D |
|||||||
|
OPEN SPACE |
Golf Course, Cemetaries, Nature CentersWildife Reserves, Wildlife Habitat |
A |
A |
A |
A |
B |
C |
C |
|||||||
|
AGRICULTURE |
Agriculture |
A |
A |
A |
A |
A |
A |
A |
|||||||
|
INTERPRETATION |
|
|
ZONE A CLEARLY COMPATIBLE |
Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements. |
|
ZONE B NORMALLY COMPATIBLE |
New construction or development should be undertaken only after detailed analysis of the noise reduction requirements are made and needed noise insulation features in the design are determined. Conventional construction, with closed windows and fresh air supply systems or air conditioning, will normally suffice. |
|
ZONE C NORMALLY INCOMPATIBLE |
New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of noise reduction requirements must be made and needed noise insulation features included in the design. |
|
ZONE D CLEARLY INCOMPATIBLE |
New construction or development should generally not be undertaken. |
|
LAND USE CATEGORIES |
ENERGY AVERAGE CNEL |
|||
|
CATEGORIES |
USES |
INTERIOR1 |
EXTERIOR2 |
|
|
RESIDENTIAL |
Single Family, Duplex, Multiple Family |
453 |
554 |
65 |
|
Mobile Home |
– |
655 |
||
|
COMMERCIAL INDUSTRIAL INSTITUTIONAL |
Hotel, Motel, Transient Lodging |
45 |
656 |
|
|
Commercial Retail, Bank Restaurant |
55 |
– |
||
|
Office Building, Research and Development, Professional Offices, City Office Building |
50 |
– |
||
|
Amphitheatre, Concert Hall Auditorium, Meeting Hall |
45 |
– |
||
|
Gymnasium (Multipurpose) |
50 |
– |
||
|
Sports Club |
55 |
– |
||
|
Manufacturing, Warehousing, Wholesale, Utilities |
65 |
– |
||
|
Movie Theatres |
45 |
– |
||
|
INSTITUTIONAL |
Hospital, Schools’ Classroom |
45 |
65 |
|
|
Church, Library |
45 |
– |
||
|
OPEN SPACE |
Parks |
– |
65 |
|
INTERPRETATION
1. Indoor environment excluding: Bathrooms, toilets, closets, corridors.
2. Outdoor environment limited to: Private yard of single family
Multi-family private patio or balcony which is served by a means of exit from inside.
Mobile home Park
Hospital patio
Park’s picnic area
School’s playground
Hotel and motel recreation area
3. Noise level requirement with closed windows. Mechanical ventilating system or other means of natural ventilation shall be provided as of Chapter 12, Section 1205 of UBC.
4. Noise level requirement with open windows, if they are used to meet natural ventilation requirement.
5. Exterior noise level should be such that interior noise level will not exceed 45 CNEL.
6. Except those areas affected by aircraft noise.
3.0 Goals, Objectives, and Policies
GOAL 3.1
TO PROTECT PUBLIC HEALTH AND WELFARE BY ELIMINATING EXISTING NOISE PROBLEMS AND BY PREVENTING SIGNIFICANT DEGRADATION OF THE FUTURE ACOUSTIC ENVIRONMENT.
Objective 1.0
Establish a community noise standard that specifies acceptable limits of noise for various land uses throughout the City.
Policy 1.a The city shall adopt a standards by which identifies interior and exterior noise standards in relation to specific land uses, particularly “noise sensitive” areas such as residential areas, schools, hospitals, open space preserves, and parks. The ordinance shall specify the maximum allowable noise levels for transportation sources, construction activities, and other non-transportation sources such as industrial and commercial land uses.
Policy 1.b The adopted community noise standards shall be consistent with applicable state noise standards which specify that interior noise levels for residential living spaces shall not exceed 45 Ldn/CNEL. This standard shall be applied to all new single- and multi-family dwellings, hotels, and motels.
Policy 1.c The adopted community noise standards shall designate the code enforcement officer as the noise control coordinator and shall establish the respective responsibilities and police powers of all city departments involved in noise abatement.
Policy 1.d The city shall encourage a long-term development pattern which minimizes noise conflicts through planning and zoning.
Objective 2.0
Establish measures by to control noise impacts from transportation related noise sources.
Policy 2.a The city shall require the construction of barriers to mitigate sound emissions where necessary and feasible.
Policy 2.b The city shall require the inclusion of noise mitigation measures in the design of new roadway projects in Solana Beach, including Interstate 5 projects.
Policy 2.c The city shall minimize potential transportation noise through proper design of street circulation, coordination of routing, and other traffic control measures.
Policy 2.d The city shall actively support state and federal legislation that may be proposed to establish noise control standards to be met by automobile manufacturers.
Policy 2.e The city shall exercise its police powers by establishing an intensive motor vehicle noise regulation program. This shall include, but not be limited to, pursuing ways to lower the rail bed and construct sound walls along the railroad right of way.
Policy 2.f The city shall seek measures to minimize noise impacts associated with railroad operations.
Policy 2.g The city shall explore measures in cooperation with the Federal Aviation Administration to minimize noise resulting from low-flying aircraft (including ultralights) and helicopters, particularly along coastal areas.
Policy 2.h The City shall encourage the California Department of Transportation (Caltrans) to construct sound walls along the San Diego Freeway. Any modifications to the freeway that would increase the capacity of the freeway or increase speeds are considered by the City to have the potential of significantly noise impacting the residents of Solana Beach. Before any such modifications are made necessary mitigation measures such as noise barriers should be constructed.
Objective 3.0
Establish measures to control impacts from non-transportation noise sources.
Policy 3.a The city shall ensure the effective enforcement of city, state and federal noise level standards by all appropriate city divisions. The city shall provide quick response to complaints and rapid abatement of noise nuisances within the scope of the city’s police powers.
Policy 3.b The city shall actively advocate federal regulations for the control of equipment noise levels. Currently, Federal regulations only control noise emissions from air compressors. Standards may be developed for additional equipment.
Policy 3.c The city shall establish noise guidelines for city purchasing policy to take advantage of federal regulations and labeling requirements.
Policy 3.d The city shall coordinate with the California Occupational Safety and Health Administration (Cal-OSHA) to provide information on and enforcement of occupational noise requirements within the city.
Policy 3.e The city shall cooperate with the Fair Board, the City of Del Mar and all adjacent entities (including the cities of Encinitas, San Diego and the County of San Diego) to reduce noise impacts from sources outside the city included, but not limited to, concerts.
Policy 3.f The city shall adopt a noise ordinance designed to control non-transportation noise sources within the city. The noise ordinance will be designed to control industrial and commercial sources of noise as well as occasional noise sources such as barking dogs, gas powered dust blowers and excessively loud amplified music.
Objective 4.0
Integrate the adopted community noise ordinance and related considerations into the city’s ongoing land use planning process.
Policy 4.a The city shall require that potential noise impacts be addressed for all projects as part of the initial study per CEQA to determine if unacceptable noise levels will be created or experienced. Depending on the level of impact, a noise impact evaluation may be required to be undertaken. Should noise abatement be necessary, the city shall require the implementation of mitigation measures based on a detailed technical study prepared by a qualified acoustical engineer.
Policy 4.b The city shall not approve projects that do not comply with the standards established in the community noise ordinance concerning noise/land use compatibility unless all practical measures have been taken to mitigate potential noise impacts and the City Council adopts a “Statement of Overriding Considerations” which provides the rationale for approving such a project.
Policy 4.c The city shall establish a noise monitoring program to identify progress in achieving noise abatement objectives and to perform necessary updating of the noise element and community noise ordinance.
4.0 The Plan for Control and Management of Noise
In order to achieve the goals and objectives of the Noise Element, an effective implementation program developed within the constraints of the City’s financial and staffing capabilities is necessary. The underlying purpose is to reduce the number of people exposed to excessive noise and to minimize the future effect of noise in the City. The following are the actions that the City should consider implementing to control the impacts of noise in Solana Beach.
Issue 1 – Transportation Noise Control – The most efficient and effective means of controlling noise from transportation systems is reducing noise at the source. However, since the City has little direct control over source noise levels because of State and Federal preemption (i.e. State Motor Vehicle Noise Standards), policies should be focused on reducing the impact of the noise on the community. Cooperative efforts with State and Federal offices are essential.
Action 1 Encourage the use of walls and berms in the design of residential or other noise sensitive land uses that are adjacent to major roads, commercial, or industrial areas.
Action 2 Pursue with Caltrans the issue of sound walls along Interstate 5.
Action 3 Provide for continued evaluation of truck movements and routes in the City to provide effective separation from residential or other noise sensitive land uses.
Action 4 Encourage the enforcement of State Motor Vehicle noise standards for cars, trucks, and motorcycles through coordination with the California Highway Patrol and Solana Beach Police Department.
Action 5 Encourage aircraft overflights to occur over the ocean at least 1 mile off the coast to minimize the impact on noise sensitive land uses within the City.
Issue 2 – Noise and Land Use Planning Integration. Community noise considerations are to be incorporated into land use planning. These measures are intended to prevent future noise and land-use incompatibilities.
Action 6 Establish standards that specify acceptable limits of noise for various land uses throughout the City. These criteria are designed to fully integrate noise considerations into land use planning to prevent new noise/land use conflicts. Exhibit 14 shows criteria used to assess the compatibility of proposed land uses with the noise environment. These criteria are the bases for the development of specific Noise Standards. These standards, presented in Exhibit 15, define the City policies related to land uses and acceptable noise levels. These tables are the primary tools which allow the City to ensure noise integrated planning for compatibility between land uses and outdoor noise.
Action 7 Incorporate noise reduction features during site planning to mitigate anticipated noise impacts on affected noise sensitive land uses. The noise referral zones identified in Exhibits 10 and 12 (areas exposed to noise levels greater than 55 CNEL) can be used to identify locations of potential conflict. New developments will be permitted only if appropriate mitigation measures are included such that the standards contained in this Element or an adopted ordinance are met.
Action 8 Enforce the State of California Uniform Building Code that specifies that the indoor noise levels for residential living spaces not exceed 45 dB LDN/CNEL due to the combined effect of all noise sources. The State requires implementation of this standard when the outdoor noise levels exceed 60 dB LDN/CNEL. The Noise Referral Zones (60 CNEL) can be used to determine when this standard needs to be addressed. The Uniform Building Code (specifically, the California Administrative Code, Title 24, Part 6, Division T25, Chapter 1, Subchapter 1, Article 4, Sections T25-28) requires that “Interior community noise levels (CNEL/LDN) with windows closed, attributable to exterior sources shall not exceed an annual CNEL or LDN of 45 dB in any habitable room.” The code requires that this standard be applied to all new hotels, motels, apartment houses and dwellings other than detached single-family dwellings.
Issue 3 – Community Noise Control for Non-Transportation Noise Sources. The focus of control of noise from non-transportation sources is the Community Noise Ordinance. The ordinance can be used to protect people from noise generated on adjacent properties.
Action 9 Amend and adopt a new comprehensive community noise ordinance to ensure that City residents are not exposed to excessive noise levels from existing and new stationary noise sources. The purpose of the ordinance is to protect people from non-transportation related noise sources such as music, machinery and pumps, air conditioners and truck traffic on private property. The Noise Ordinance does not apply to motor vehicle noise on public streets, but it does apply to vehicles on private property. The Noise Ordinance is designed to protect quiet residential areas from stationary noise sources. The noise levels encouraged by the ordinance are typical of a quiet residential area.
Action 10 Enforce the new community Noise Ordinance. The most effective method to control community noise impacts from non-transportation noise sources is through application of the community noise ordinance.
Action 11 Monitor upcoming court decisions regarding noise control of operations on State property by the City.
Action 12 Require that new commercial projects, proposed for development near existing residential land use, demonstrate compliance with the City Noise Ordinance prior to approval of the project.
Action 13 All new residential projects to be constructed near existing sources of non-transportation noise (including but not limited to commercial facilities, public parks with sports activities) must demonstrate via an acoustical study conducted by a Registered Engineer that the indoor noise levels will be consistent with the limits contained in the noise ordinance.
Action 14 Require construction activity to comply with limits established in the City Noise Ordinance.
Action 15 Designate one agency in the City to act as the noise control coordinator. This will ensure the continued operation of noise enforcement efforts of the City.
5.0 Glossary
A-WEIGHTED SOUND LEVEL. The sound pressure level in decibels as measured on a sound level meter using the A-Weighted filter network. The A-Weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the response of the human ear. A numerical method of rating human judgement of loudness.
AMBIENT NOISE LEVEL. The composite of noise from all sources near and far. In this context, the ambient noise level constitutes the normal or existing level of environmental noise at a given location.
COMMUNITY NOISE EQUIVALENT LEVEL (CNEL). The average equivalent A-Weighted sound level during a 24-hour day, obtained after addition of five (5) decibels to sound levels in the evening from 7 p.m. to 10 p.m. and after addition of ten (10) decibels to sound levels in the night before 7 a.m. and after 10 p.m.
DAY-NIGHT AVERAGE LEVEL (LDN). The average equivalent A-Weighted sound level during a 24-hour day, obtained after addition of ten (10) decibels to sound levels in the night before 7 a.m. and after 10 p.m.
DECIBEL (dB). A unit for measuring the amplitude of a 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, which is 20 micro-pascals.
dB(A). A-weighted sound level (see definition above)
EQUIVALENT SOUND LEVEL (LEQ). The sound level corresponding to a steady noise level over a given sample period with the same amount of acoustic energy as the actual time varying noise level. The energy average noise level during the sample period.
FREQUENCY. The number of times per second that a sound pressure signal oscillates about the prevailing atmosphere pressure. The unit of frequency is the hertz. The abbreviation is Hz.
INTRUSIVE NOISE. That noise which intrudes over and above the ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, time of occurrence, and tonal or informational content as well as the prevailing ambient noise level.
L10. The A-Weighted sound level exceeded 10 percent of the sample time. Similarly L50, L90, L99, etc.
NOISE. Any unwanted sound or sound which is undesirable because it interferes with speech and hearing, or is intense enough to damage hearing, or is otherwise annoying. The State Noise Control Act defines noise as “...excessive undesirable sound...”
NOISE ATTENUATION. The ability of a material, substance, or medium to reduce the noise level from one place to another or between one room and another. Noise attenuation is specified in decibels.
NOISE EXPOSURE CONTOURS. Lines drawn around a noise source indicating constant or equal level of noise exposure. CNEL and LDN are typical metrics used.
NOISE REFERRAL ZONES. Such zones are defined as the area within the contour defining a CNEL level of 55 decibels. It is the level at which either State or Federal laws and standards related to land use become important and, in some cases, preempted local laws and regulations. Any proposed noise sensitive development which may be impacted by a total noise environment of 55 dB CNEL or more should be evaluated on a project specific basis.
NOISE SENSITIVE LAND USE. Those specific land uses which have associated indoor and/or outdoor human activities that may be subject to stress and/or significant interference from noise produced by community sound sources. Such human activity typically occurs daily for continuous periods of 24 hours or is of such a nature that noise is significantly disruptive to activities that occur for short periods. Specifically, noise sensitive land uses include: residences of all types, hospitals, places of worship and schools.
SOUND LEVEL (NOISE LEVEL). The weighted sound pressure level obtained by use of a sound level meter having a standard frequency-filter for attenuating part of the sound spectrum.
SOUND LEVEL METER. An instrument, including a microphone, an amplifier, an output meter, and frequency weighting networks for the measurement and determination of noise and sound levels.
Appendix A
Noise Measurement Results
The following pages present the noise data collected during the measurement survey. The data reported is in terms of the Leq, Lmax, and various percentile descriptors. The Leq or noise equivalent level represents the energy average noise level. It is the building block of the CNEL scale, and the Leq noise level measured at a site during the daytime is usually about equal to the CNEL noise level. The CNEL noise level is a 24 hour weighted average noise level as previously discussed. The CNEL noise level is not measured directly because it would require that the monitoring be conducted continuously at each site for a minimum of 24 hours.
The Lmax noise level is simply the loudest noise level that was obtained during the monitoring period. The L1, L5, L10, etc. are percentile noise levels. The L5, for example, represents the noise level that is exceeded 5% of the time. It represents the louder noise levels experienced at the site. For example, at a site along Highway 101, the L5 level may be determined primarily by truck pass-bys. The L50 noise level is the level that is exceeded half of the time. The L90 and L99 noise levels represent the quieter periods at the measurement site. Sometimes these levels are referred to as the ambient or background noise levels. Usually, these levels are determined by distant roadways or freeways.
The noise measurement results should be considered as a “snapshot” of the noise environment. The noise levels will of course change throughout the day and may change from day to day. However, our past experience when repeating measurements on several different days indicates that the noise levels do not vary greatly from one day to another. Exceptions to this observation include sites near industrial areas, airports, and construction sites.
Site 1 is indicative of the residential areas west of Highway 101. The noise level is relatively low due primarily to local traffic and some construction activities during the day. Although Highway 101 could be heard at the site, the noise from the highway appears to be reduced due to the intervening buildings, which as a noise barrier. The site was also measured during the evening hours to check for potential noise generated by nearby restaurants and other commercial operations.
Sites 2, 3, and 19 attempted to determine the extent of the noise impact generated by the commercial core east of Highway 101. The measurements at Site 2 indicate that the lumber yard generates significant levels of noise. Violations by the lumber yard of the Noise Ordinance may occur from time to time. All three sites can be significantly impacted by train noise.
Sites 4, 5, 6, 7, and 8 were measurements in residential areas that border low traffic volume roadways. The main concern with these sites was how much noise was really generated by these low volume roadways, and how intrusive was the noise from the distant major roadways. In our site selection meeting, many of the residents felt that this was a noisy part of the City. A second purpose of the measurements was to document the noise levels when the fairgrounds were not in operation. Generally, our measurements indicated that these were fairly quite areas. Measurement results at Sites 4, 5 and 8 at first glance appeared higher than expected. However, the microphone location at Sites 4 and 5 was located closer to the street than usual and thus recorded higher levels. A portion of the Site 8 data included lawn mower noise.
Sites 9, 10, and 14 were located along major arterial roadways. The noise data indicate that the noise levels are high along these roadways.
Site 18 was selected as a very quite site near the wetlands area. It was selected to document how quite the wetlands currently are. The noise levels measured at this site were the quietest encountered during our survey.
Sites 11 and 17 were designed to measure freeway noise intrusion into the adjacent residential area. Houses exist between the freeway and the measurement sites. Site 11 data indicate that the substantial noise reduction is provided by the first row of homes along the freeway in protecting the second row. Less reduction was observed at Site 17.
Sites 12, 13, 15, and 16 are representative of various residential location east of the freeway. In general, these areas are considered to be relatively quiet. The noise levels at Sites 12 and 13 were higher than is typical for this type of area. Further review of the data indicated unusual heavy truck activity which appeared to be due to construction activities. Heavy truck noise at Site 12 was made even worse at this location due to the roadway grade. Site 15 and 16 had low noise levels typical for this type of area.
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SITE: # 1 LOCATION: Cliff Street at Acacia Avenue |
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DATE: September 10, 1987 TIME: 12:45 p.m. |
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MEASURED VALUES (dBA) |
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|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
54.8 |
72.4 |
66.4 |
60.6 |
57.2 |
50.6 |
48.6 |
45.0 |
43.2 |
|
PRIMARY NOISE SOURCES: Traffic, Construction |
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|
LAND USE: Commercial/Residential Border |
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|
COMMENTS: Slight traffic noise from Pacific Coast Highway |
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SITE: # 1 LOCATION: Cliff Street at Acacia Avenue |
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DATE: September 10, 1987 TIME: 7:45 p.m. |
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MEASURED VALUES (dBA) |
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|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
49.1 |
64.7 |
60.5 |
52.9 |
50.5 |
47.5 |
46.1 |
41.3 |
38.1 |
|
PRIMARY NOISE SOURCES: Traffic, Construction |
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|
LAND USE: Commercial/Residential Border |
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|
COMMENTS: Slight traffic noise from Pacific Coast Highway |
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SITE: # 2 LOCATION: 202 Cedros Avenue across from Lumber Yard |
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DATE: September 10, 1987 TIME: 3:00 p.m. |
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MEASURED VALUES (dBA) |
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|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
64.7 |
82.7 |
76.7 |
69.9 |
67.3 |
59.7 |
57.1 |
51.1 |
48.7 |
|
PRIMARY NOISE SOURCES: Lumber Yard, Traffic |
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LAND USE: Residential/Commercial Border |
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|
COMMENTS: Trucks and Machinery in Lumber Yard are noise source |
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SITE: # 3 LOCATION: 209 Rios Avenue |
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DATE: September 10, 1987 TIME: 3:45 p.m. |
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MEASURED VALUES (dBA) |
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|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
53.3 |
73.9 |
66.9 |
57.3 |
50.9 |
46.5 |
45.3 |
43.1 |
42.1 |
|
PRIMARY NOISE SOURCES: Traffic |
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LAND USE: Residential |
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|
COMMENTS: Very light Traffic |
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SITE: # 4 LOCATION: 354 Nardo Avenue |
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DATE: September 10, 1987 TIME: 4:15 p.m. |
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MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
61.0 |
79.9 |
74.1 |
67.9 |
62.3 |
48.3 |
44.7 |
40.1 |
38.7 |
|
PRIMARY NOISE SOURCES: Traffic |
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|
LAND USE: Residential |
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|
COMMENTS: Very light Traffic |
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SITE: # 5 LOCATION: Nardo Avenue at Solana Circle |
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DATE: September 10, 1987 TIME: 4:30 p.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
62.5 |
80.3 |
74.1 |
69.1 |
65.9 |
56.3 |
50.5 |
41.3 |
38.9 |
|
PRIMARY NOISE SOURCES: Traffic |
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|
LAND USE: Residential |
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|
COMMENTS: Speed limit is 30 MPH |
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SITE: # 6 LOCATION: Solana Circle |
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|
DATE: September 11, 1987 TIME: 8:45 a.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
54.8 |
67.0 |
63.6 |
58.6 |
57.2 |
54.4 |
52.6 |
49.8 |
48.4 |
|
PRIMARY NOISE SOURCES: Traffic, Light Construction |
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LAND USE: Residential |
||||||||
|
COMMENTS: Very light traffic |
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SITE: # 7 LOCATION: Del Mar Downs at Pepper Tree Lane |
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|
DATE: September 11, 1987 TIME: 9:15 a.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
48.1 |
61.0 |
58.8 |
52.2 |
50.4 |
47.2 |
45.6 |
42.8 |
41.8 |
|
PRIMARY NOISE SOURCES: Very Light Traffic, Wind Chimes, Single Engine Planes |
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LAND USE: Residential, Church |
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|
COMMENTS: There is currently no Race Track noise |
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SITE: # 8 LOCATION: Highland Court on top of Cliff |
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DATE: September 11, 1987 TIME: 9:45 a.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
62.4 |
70.8 |
67.2 |
65.0 |
64.2 |
62.8 |
62.0 |
58.8 |
55.4 |
|
PRIMARY NOISE SOURCES: Traffic, Lawn Mowers |
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|
LAND USE: Residential below |
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|
COMMENTS: There is no Race Track noise |
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SITE: # 9 LOCATION: Stevens Avenue in front of City Hall |
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|
DATE September 11, 1987 TIME: 10:00 a.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
65.6 |
79.0 |
74.6 |
71.2 |
69.6 |
64.8 |
62.0 |
52.6 |
47.2 |
|
PRIMARY NOISE SOURCES: Traffic |
||||||||
|
LAND USE: Commercial |
||||||||
|
COMMENTS: |
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SITE: # 10 LOCATION: 505 Lomas Santa Fe Drive |
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DATE September 11, 1987 TIME: 10:45 a.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
72.3 |
88.4 |
82.8 |
76.6 |
75.0 |
71.4 |
69.0 |
60.6 |
50.0 |
|
PRIMARY NOISE SOURCES: Traffic |
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|
LAND USE: School, Commercial |
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|
COMMENTS: Diesel Air Horn is cause of Lmax Traffic Count: 96.2% Cars, 1.1% Medium Truck, 2.6% Heavy Truck |
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SITE: # 11 LOCATION: Santa Florencia at Santa Olivia |
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DATE: September 11, 1987 TIME: 11:30 a.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
61.4 |
76.4 |
74.0 |
67.6 |
64.0 |
57.0 |
55.8 |
53.4 |
52.2 |
|
PRIMARY NOISE SOURCES: Traffic, Interstate 5 Freeway |
||||||||
|
LAND USE: Residential |
||||||||
|
COMMENTS: Truck with backup beeper is cause of Lmax |
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SITE: # 12 LOCATION: Santa Helena at Santa Victoria |
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DATE: September 11, 1987 TIME: 11:45 a.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
72.2 |
97.4 |
79.8 |
71.6 |
68.8 |
60.2 |
56.4 |
50.8 |
49.0 |
|
PRIMARY NOISE SOURCES: Traffic |
||||||||
|
LAND USE: Residential |
||||||||
|
COMMENTS: Heavy Truck going up grade is cause of Lmax |
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SITE: # 13 LOCATION: San Mario Court at Santa Marta Court |
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DATE: September 11, 1987 TIME: 1:00 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
65.1 |
81.0 |
76.0 |
72.6 |
69.6 |
59.8 |
53.2 |
43.0 |
41.4 |
|
PRIMARY NOISE SOURCES: Traffic |
||||||||
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LAND USE: Residential, Golf Course |
||||||||
|
COMMENTS: Heavy Truck is cause of Lmax |
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SITE # 14 LOCATION: Lomas Santa Fe Drive at Caminode Villas |
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DATE: September 11, 1987 TIME: 1:45 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
70.7 |
84.4 |
79.0 |
76.6 |
75.2 |
69.8 |
65.8 |
52.2 |
50.2 |
|
PRIMARY NOISE SOURCES: Traffic |
||||||||
|
LAND USE: Residential, Golf Course |
||||||||
|
COMMENTS: |
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|
SITE: # 15 LOCATION: Via De La Senda at Vista De La Tierra |
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|
DATE: September 11, 1987 TIME: 2:15 p.m. |
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|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
48.5 |
63.0 |
58.0 |
52.8 |
49.6 |
46.6 |
46.0 |
44.2 |
43.2 |
|
PRIMARY NOISE SOURCES: Traffic, Bird Calls |
||||||||
|
LAND USE: Residential, Golf Course |
||||||||
|
COMMENTS: Only two cars drove by location |
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SITE: # 16 LOCATION: Avocado Place |
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DATE: September 11, 1987 TIME: 2:45 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
54.5 |
70.6 |
65.8 |
57.0 |
54.0 |
52.2 |
51.8 |
50.2 |
49.4 |
|
PRIMARY NOISE SOURCES: Interstate 5 Freeway |
||||||||
|
LAND USE: Residential |
||||||||
|
COMMENTS: |
||||||||
|
SITE: # 17 LOCATION: Marine View Avenue |
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DATE: September 11, 1987 TIME: 3:00 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
66.1 |
79.6 |
70.0 |
67.8 |
67.2 |
66.2 |
65.6 |
64.0 |
62.8 |
|
PRIMARY NOISE SOURCES: Interstate 5 Freeway |
||||||||
|
LAND USE: Residential |
||||||||
|
COMMENTS: |
||||||||
|
SITE: # 18 LOCATION: (The Back Road) |
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|
DATE: September 11, 1987 TIME: 3:15 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
47.1 |
53.8 |
52.0 |
50.4 |
49.4 |
47.2 |
46.2 |
43.8 |
42.4 |
|
PRIMARY NOISE SOURCES: Traffic, Interstate 5 Freeway |
||||||||
|
LAND USE: Residential |
||||||||
|
COMMENTS: Only four cars drove by location |
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|
SITE: # 19 LOCATION: 508 Cedros Avenue |
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|
DATE: September 11, 1987 TIME: 3:45 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
58.1 |
77.3 |
70.3 |
59.1 |
57.3 |
54.9 |
53.7 |
50.7 |
46.5 |
|
PRIMARY NOISE SOURCES: Traffic from Pacific Coast Highway, Train |
||||||||
|
LAND USE: Commercial/Residential Border |
||||||||
|
COMMENTS: One Amtrak Train with six cars at seventy MPH passed location |
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|
SITE # 20 LOCATION: Pacific Coast Highway at Dahlia Drive |
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|
DATE: September 10, 1987 TIME: 8:15 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
66.8 |
82.1 |
77.9 |
72.5 |
70.7 |
64.7 |
61.9 |
52.9 |
49.1 |
|
PRIMARY NOISE SOURCES: Traffic, Train |
||||||||
|
LAND USE: Commercial |
||||||||
|
COMMENTS: One Amtrak Train with seven cars at seventy MPH passed location Traffic Count: 98.7% Cars, 0.5% Medium Truck, 0.8% Heavy Truck |
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|
SITE # 20 LOCATION: Pacific Coast Highway at Dahlia Drive |
||||||||
|
DATE: September 11, 1987 TIME: 6:15 p.m. |
||||||||
|
MEASURED VALUES (dBA) |
||||||||
|
LEQ |
Lmax |
L1 |
L5 |
L10 |
L33 |
L50 |
L90 |
L99 |
|
68.5 |
80.1 |
76.3 |
73.5 |
72.3 |
68.5 |
66.3 |
58.1 |
53.1 |
|
PRIMARY NOISE SOURCES: Traffic |
||||||||
|
LAND USE: Commercial |
||||||||
|
COMMENTS: Traffic Count: 98.3% Cars, 1.1% Medium Truck, 0.6% Heavy Truck |
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