Construction and Operation Noise and Vibration Assessment for Section 3 Project Refinements Task No

LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY WESTSIDE PURPLE LINE EXTENSION PROJECT, SECTION 3 ADVANCED PRELIMINARY ENGINEERING Contract No. PS-4350-2000

Construction and Operation Noise and Vibration Assessment for Section 3 Project Refinements Task No. 62.04.010.03.06E

Prepared for:

Prepared by:

777 South Figueroa Street, Suite 1100 Los Angeles, CA 90017

December 2018

Construction and Operation Noise and Vibration Assessment for Section 3 Project Refinements Table of Contents

Table of Contents

1.0 INTRODUCTION ...... 1-1 1.1 Project Overview ...... 1-1 1.2 Purpose of Technical Memorandum ...... 1-4

2.0 PROJECT REFINEMENTS ...... 2-1 2.1 Construction Staging Areas ...... 2-2 2.1.1 Western VA Construction Staging Area ...... 2-5 2.1.2 Lot 42 Construction Staging Area ...... 2-7 2.1.3 Construction Staging and Work Areas in Caltrans Infiltration Basins ...... 2-7 2.1.4 Construction Staging Area Located West of Bonsall Avenue ...... 2-7 2.1.5 Replacement Parking Structure ...... 2-7 2.2 Alignment at VA Medical Center and Westwood/VA Hospital Station Entrances ...... 2-8 2.3 Westwood/VA Hospital Station Access ...... 2-12 2.4 Murals ...... 2-15 2.5 Construction Method for Westwood/VA Hospital Station West Crossover ...... 2-18 2.6 Westwood/UCLA Station Entrances ...... 2-20 2.7 Tunnel Size ...... 2-23 2.8 Grouting ...... 2-23 2.9 Underground Conduits ...... 2-26

3.0 DESCRIPTION OF CONSTRUCTION ACTIVITIES ...... 3-1 3.1 Tunnel Boring Machines/Tunnel Construction ...... 3-1 3.2 Stations and Crossovers ...... 3-1 3.3 Laydown and Staging Construction Areas ...... 3-2 3.3.1 Westwood/UCLA Station...... 3-2 3.3.2 Westwood/VA Hospital Station ...... 3-3 3.3.3 Western VA Construction Staging Area — Tunneling Operations ...... 3-5 3.4 Construction Activities...... 3-6 3.4.1 Westwood/UCLA Station Site ...... 3-6 3.4.2 Westwood/VA Hospital Station Site ...... 3-6 3.4.3 Western VA Construction Staging Area ...... 3-7

4.0 PREDICTION METHODOLOGY ...... 4-1 4.1 Construction Noise ...... 4-1 4.2 Vibration Prediction Methodology ...... 4-2 4.2.1 Surface Construction Activities...... 4-2 4.2.2 Train Groundborne Vibration and Groundborne Noise ...... 4-3 4.2.3 Prediction Methodology TBM and Muck Train Activities GBV and GBN ...... 4-5

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4.2.4 Groundborne Noise ...... 4-7

5.0 NOISE AND VIBRATION LIMITS ...... 5-1 5.1 FTA Train Groundborne Vibration Criteria ...... 5-1 5.2 FTA Construction Groundborne Vibration Criteria ...... 5-1 5.2.1 Vibration Limits for Historic Resources ...... 5-2 5.2.2 Metro Groundborne Vibration and Groundborne Noise Criteria...... 5-3 5.3 Construction Noise Limits ...... 5-4 5.3.1 City of Los Angeles Construction Noise Limits...... 5-4 5.3.2 County of Los Angeles Construction Noise Limits ...... 5-5 5.3.3 Summary of Construction Noise Limits ...... 5-6

6.0 EXISTING AMBIENT NOISE ...... 6-1 6.1 Westwood/VA Hospital Station and VA Lot 43 ...... 6-1 6.2 Western VA Construction Staging Area ...... 6-3 6.3 UCLA Lot 36 Staging Area ...... 6-4

7.0 VIBRATION AND NOISE ASSESSMENT...... 7-1 7.1 Assessment of Vibration and Noise Effects on Contributing and Non- Contributing Resources Associated with West Los Angeles Veterans Affairs Historic District ...... 7-3 7.1.1 Construction Groundborne Vibration ...... 7-4 7.1.2 Construction Noise ...... 7-15 7.1.3 Linde (Westwood) Medical Plaza...... 7-24 7.1.4 Train Vibration and Groundborne Noise Assessment ...... 7-25 7.2 Assessment of other Noise- and Vibration-Sensitive Receivers ...... 7-27 7.2.1 Construction Noise ...... 7-27 7.2.2 Construction Groundborne Vibration ...... 7-35 7.2.3 Alignment at VA Medical Center and Westwood/VA Hospital Station Entrances ...... 7-38 7.2.4 Murals ...... 7-39 7.2.5 Construction Method for Westwood/VA Hospital Station West Crossover ...... 7-39 7.2.6 (Westwood) Federal Building ...... 7-40 7.2.7 Westwood/UCLA Station Entrances ...... 7-41 7.2.8 Predicted GBV and GBN for Tunneling Activities...... 7-43 7.2.9 Westwood/UCLA Station Construction ...... 7-46 7.2.10 Train Vibration and Groundborne Noise Assessment at Linde Medical Plaza ...... 7-48 7.3 Tunnel Size ...... 7-49 7.4 Grouting ...... 7-49 7.5 Underground Conduit...... 7-50

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8.0 MITIGATION MEASURES...... 8-1 8.1 Surface Construction Noise Mitigation...... 8-1 8.2 Construction-related Vibration Mitigation ...... 8-6 8.3 TBM Mitigation ...... 8-6 8.4 Muck and Material Supply Train Mitigation ...... 8-6

9.0 NOISE AND VIBRATION MONITORING ...... 9-1 9.1 Noise Monitoring ...... 9-1 9.2 Vibration Monitoring ...... 9-1

10.0 REFERENCES ...... 10-1

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List of Figures Figure 1-1: Westside Purple Line Extension ...... 1-2 Figure 2-1: Construction Schedule for Section 3 ...... 2-1 Figure 2-2: Construction Staging Areas – Final EIS/EIR and Proposed...... 2-3 Figure 2-3: Tower Crane and Vertical Conveyor Belt Storage Towers (Example) ...... 2-6 Figure 2-4: Tunnel and Crossover Alignment at VA Medical Center – Final EIS/EIR and Proposed ...... 2-9 Figure 2-5: Westwood/VA Hospital Station Entrances and Pedestrian Circulation Features – Final EIS/EIR and Proposed ...... 2-11 Figure 2-6: Bus and Passenger Drop-off Areas – Final EIS/EIR ...... 2-13 Figure 2-7: Bus and Passenger Drop-off Areas – Proposed...... 2-14 Figure 2-8: Murals ...... 2-16 Figure 2-9: Northeast Mural Wall ...... 2-17 Figure 2-10: Construction Method for Westwood/VA Hospital Station West Crossover ...... 2-19 Figure 2-11: Westwood/UCLA Station Entrances – Final EIS/EIR ...... 2-21 Figure 2-12: Westwood/UCLA Station Entrances – Proposed ...... 2-22 Figure 2-13: Tunnel Size – Final EIS/EIR and Proposed ...... 2-23 Figure 2-14: Ground Improvement Grouting for WPLE Section 3 at Westfield Mall ...... 2-24 Figure 2-15: Ground Improvement Grouting at Sepulveda Boulevard ...... 2-25 Figure 2-16: Temporary and Permanent Power ...... 2-27 Figure 3-1: Westwood/UCLA Station Overall Site Layout ...... 3-2 Figure 3-2: Westwood/UCLA Station Laydown – Northeast Entrance ...... 3-3 Figure 3-3: Westwood/VA Hospital Station Overall Site Layout ...... 3-4 Figure 3-4: Westwood/VA Hospital Station Laydown Areas ...... 3-5 Figure 3-5: Western VA Construction Staging Area Overall Site Layout and Laydown ...... 3-6 Figure 4-1: Force Density Level for Breda Vehicles ...... 4-4 Figure 4-2: Foundation Response for Various Types of Buildings ...... 4-5 Figure 6-1: Ambient Noise Measurement Locations ...... 6-2 Figure 6-2: UCLA Lot 36 Ambient Noise Measurement Locations...... 6-4 Figure 7-1: Noise- and Vibration-Sensitive Receivers ...... 7-2 Figure 7-2: Vibration Analysis Sites Relative to WLA VA Historic District, including Los Angeles National Cemetery ...... 7-5 Figure 7-3: UCLA Lot 36 Receivers ...... 7-9 Figure 7-4: VA Lot 43 ...... 7-13 Figure 7-5: Western VA Construction Staging Area and Westwood/VA Hospital Station Construction Noise Prediction Sites ...... 7-16 Figure 7-6: Western VA Construction Staging Area ...... 7-18 Figure 7-7: Westwood/VA Hospital Station Laydown Areas ...... 7-19

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Figure 7-8: UCLA Lot 36 Staging Area ...... 7-21 Figure 7-9: Los Angeles National Cemetery Sensitive Receivers ...... 7-23 Figure 7-10: Westwood/UCLA Construction Noise Prediction Sites...... 7-28 Figure 7-11: VA Lot 43 Construction Noise Prediction Sites ...... 7-29 Figure 7-12: (Westwood) Federal Building...... 7-41 Figure 7-13: Construction Noise Receivers along Underground Conduit Route ...... 7-51 Figure 8-1: Westwood/UCLA Laydown – Northeast Entrance Noise Barrier Wall ...... 8-2 Figure 8-2: UCLA Lot 36 Construction Staging Area Noise Barrier Wall...... 8-3 Figure 8-3: Westwood/VA Hospital Station Laydown Areas Noise Barrier Wall ...... 8-4 Figure 8-4: Western VA Construction Staging Area Noise Barrier Wall ...... 8-5

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List of Tables Table 4-1: Construction Equipment Noise Source Levels ...... 4-1 Table 4-2: Equipment Vibration Emission Levels ...... 4-3 Table 5-1: Construction Vibration Damage Risk Thresholds ...... 5-1 Table 5-2: Proposed Damage Risk Criteria for Historic Resources ...... 5-3 Table 5-3: Interior Groundborne Noise Annoyance Criteria for Underground Construction Activities ...... 5-4 Table 5-4: GBV and GBN Thresholds for Historic Buildings with Noise Sensitive Use ...... 5-4 Table 5-5: Construction Noise Limits ...... 5-7 Table 6-1: Average Nighttime Ambient Noise Levels and Corresponding Noise Limits ...... 6-3 Table 7-1: Noise- and Vibration-Sensitive Receivers ...... 7-1 Table 7-2: Predicted GBV from UCLA Lot 36 Construction Staging Area ...... 7-4 Table 7-3: Predicted GBV from Western VA Construction Activities – PPV in/sec ...... 7-7 Table 7-4: Predicted GBV from Westwood/VA Hospital Station Construction Activities – PPV in/sec ...... 7-10 Table 7-5: Predicted GBV at VA WLA Campus from Haul Truck Operations on Wilshire Boulevard – PPV in/sec ...... 7-12 Table 7-6: Predicted GBV at Los Angeles National Cemetery from Haul Truck Operations on Wilshire Boulevard – PPV in/sec ...... 7-12 Table 7-7: Predicted GBV from Construction of Five-Story Parking Structure at VA Lot 43 – PPV in/sec ...... 7-14 Table 7-8: Western VA Construction Staging Area – Predicted Construction Noise, Leq (dBA) ...... 7-17 Table 7-9: Predicted Construction Noise – Westwood/VA Hospital Station Site ...... 7-20 Table 7-10: Predicted Construction Noise – UCLA Lot 36, Leq (dBA) ...... 7-22 Table 7-11: Predicted Construction Noise – Five-Story Parking Structure at VA Lot 43...... 7-24 Table 7-12: Predicted GBV and GBN Levels – Train Passby1 ...... 7-26 Table 7-13: Equipment Used during Nighttime Hours of Construction...... 7-30 Table 7-14: Equipment Used during Daytime Hours of Construction ...... 7-30 Table 7-15: Western VA Construction Staging Area Predicted Construction Noise ...... 7-32 Table 7-16: Westwood/VA Hospital Station Predicted Construction Noise ...... 7-33 Table 7-17: UCLA Lot 36 Predicted Construction Noise...... 7-34 Table 7-18: VA Parking Lot 43 Five-Story Parking Structure Predicted Construction Noise ...... 7-36 Table 7-19: Predicted Construction Noise at VA Main Hospital Building 500...... 7-37 Table 7-20: Distance to Construction Vibration Impact Thresholds...... 7-38 Table 7-21: Groundborne Vibration and Noise Levels near Alignment at VA Medical Center and Westwood/VA Hospital Station—Predicted Train Passby ...... 7-39 Table 7-22: Predicted Construction Noise Levels at (Westwood) Federal Building (Receiver 18)...... 7-40

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Table 7-23: Predicted Train Passby Groundborne Vibration and Noise Levels near Westwood/UCLA Station (Site R) ...... 7-42 Table 7-24: Unmitigated Predicted Groundborne Noise and Vibration Levels for TBM Tunneling ...... 7-43 Table 7-25: Unmitigated Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains ...... 7-43 Table 7-26-: Predicted Groundborne Noise and Vibration Levels for TBM Tunneling – VA Section 106 Receivers ...... 7-44 Table 7-27: Predicted Groundborne Vibration Levels for TBM Tunneling – National Cemetery and (Westwood) Federal Building Section 106 Receivers1 ...... 7-45 Table 7-28: Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains – VA Section 106 Receivers ...... 7-45 Table 7-29: Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains – National Cemetery and (Westwood) Federal Building Section 106 Receivers1 ...... 7-46 Table 7-30: Distance to Construction Vibration Impact Thresholds...... 7-47 Table 7-31: Predicted Construction Noise at Linde (Westwood) Medical Plaza ...... 7-48 Table 7-32: Predicted Train Passby Groundborne Vibration and Noise Levels near Westwood/UCLA Station (Site R) ...... 7-49 Table 7-33: Construction Noise at Receivers along SCE Power Route ...... 7-51

List of Appendices

APPENDIX A FUNDAMENTALS OF NOISE AND VIBRATION ...... A-1

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Acronyms and Abbreviations BMP best management practice Caltrans California Department of Transportation CEQA California Environmental Quality Act (PRC 21000-21177) CFR Code of Federal Regulations dB Decibels dBA A-weighted decibels EIS/EIR environmental impact statement/environmental impact report FDL force density level FHWA Federal Highway Administration FTA Federal Transit Administration GBN ground-borne noise GBV ground-borne vibration GSA General Services Administration I-405 Interstate 405 ISO International Standards Organization Leq equivalent sound level LSTM Line Source Transfer Mobility Metro Los Angeles County Metropolitan Transportation Authority mph miles per hour MRI magnetic resonance imaging NHRP National Register of Historic Properties PPV peak particle velocity Project Westside Purple Line Extension Project PSTM point source transfer mobility RMS root mean squared ROD Record of Decision SCE Southern California Edison Section 106 National Historic Preservation Act of 1966 TBM tunnel boring machine UCLA University of California, Los Angeles VA Veterans Affairs

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VA WLA Campus Veterans Affairs West Los Angeles Campus VdB vibration decibels WLA VA Historic District West Los Angeles Veterans Affairs Historic District WPLE Westside Purple Line Extension

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WESTSIDE PURPLE LINE EXTENSION PROJECT Page x December 2018 Construction and Operation Noise and Vibration Assessment for Section 3 Project Refinements 1.0 - Introduction

1.0 INTRODUCTION

Since certification of the Westside Subway Extension Final Environmental Impact Statement/ Environmental Impact Report (Final EIS/EIR) in May 2012 (Los Angeles County Metropolitan Transportation Authority [Metro] 2012) and issuance of the Record of Decision (ROD) in August 2012, efforts in support of Advanced Preliminary Engineering and stakeholder coordination have occurred within Section 3 of the Westside Purple Line Extension (WPLE) Project. As a result of these efforts, Metro has identified a limited number of refinements to project features and construction methods that are necessary to improve long-term operational efficiency, minimize previously identified impacts, and/or decrease the construction schedule and construction costs. Implementation of the project refinements provides benefits to the Project. The project refinements are described in Section 2.0. This memorandum assesses the potential noise and vibration effects of the WPLE Section 3 project refinements during construction and operation. 1.1 Project Overview The WPLE Project is an approximately 9-mile heavy rail transit subway that will operate as an extension of the Metro Purple Line from its current western terminus at Wilshire/Western Station to a new western terminus near the Veterans Affairs West Los Angeles (VA WLA) Campus (Figure 1-1). The Project will improve mobility and provide a fast, reliable, high-capacity, and environmentally sound transportation alternative for the Westside of Los Angeles. This improvement in public transit service will significantly increase east–west capacity and improve mobility by reducing transit travel times. On a county-wide level, the Project will strengthen regional access by connecting Metro bus, Metro rail, and Metrolink networks to a high-capacity transit solution serving the Project Area.

The overall Project Area is located in western Los Angeles County and encompasses approximately 38 square miles. The overall Project Area is east/west oriented and includes portions of the Cities of Los Angeles, West Hollywood, Beverly Hills, and Santa Monica, as well as unincorporated areas of Los Angeles County. The Study Area boundaries generally extend north to the base of the Santa Monica Mountains along Hollywood, Sunset, and San Vicente Boulevards; east to the Metro Rail stations at Hollywood/Highland and Wilshire/Western Boulevards; south to Pico Boulevard; and west to the Pacific Ocean.

The Project was planned to be constructed in three phases:

µ Section 1: 3.92-mile section from the existing Wilshire/Western Station to Wilshire/La Cienega with three new stations: Wilshire/La Brea, Wilshire/Fairfax, and Wilshire/La Cienega

µ Section 2: 2.59-mile section from Wilshire/La Cienega to Century City with two new stations: Wilshire/Rodeo and Century City Constellation

µ Section 3: 2.56-mile section from Century City to Westwood/VA Hospital with two new stations: Westwood/UCLA and Westwood/VA Hospital

The Federal Transit Administration (FTA) and Metro completed the Final EIS/EIR for the Project in March 2012 (Metro 2012).

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Figure 1-1: Westside Purple Line Extension

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In April and again in May 2012, the Metro Board of Directors (Board) certified the Final EIS/EIR and adopted the Findings of Fact, Statement of Overriding Considerations, and a Mitigation Monitoring and Reporting Program and approved the first phase of the Project. In May 2012, the Metro Board approved the second and third phases of the Project. The ROD was issued by FTA for all three sections of the Project in August 2012 (note: in the Final EIS/EIR the “sections” of the Project were referred to as “phases”).1 The ROD issued by the FTA and the certification of the Final EIS/EIR by the Metro Board completed the National Environmental Policy Act and California Environmental Quality Act (CEQA) review of the Project, respectively.

The Final EIS/EIR included two construction scenarios―concurrent and phased. The concurrent construction scenario assumed construction would begin in 2013 and the entire Project would be operational in 2022. The phased construction scenario assumed construction of Section 3 would begin in 2029 with operation beginning in 2036. The November 2016 Los Angeles County voter approval of Measure M, the one-half-cent sales tax, enables construction of Section 3 to occur sooner than originally planned. Construction of Section 3 would be largely concurrent with construction of Sections 1 and 2 of the Project, construction of which are already underway.

The ROD issued for the Project states that Metro must notify FTA of any changes to the Project and refrain from taking action on those changes until FTA has determined what, if any, additional environmental analysis is necessary and that the analysis has been completed and approved by FTA. The ROD additionally states that FTA will review changes in accordance with its environmental procedures (23 Code of Federal Regulations (CFR) § 771.130) on supplemental documentation.

23 CFR § 771.129 requires consultation with the FTA to establish whether the approved environmental document remains valid. Additionally, 40 CFR § 1502.9(c) and 23 CFR § 771.130 both state that an EIS must be supplemented whenever it is determined that “[c]hanges to the proposed action” or “[n]ew information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts” would result in significant impacts that were not evaluated in the EIS. 23 CFR § 771.130(b) states that a supplemental EIS is not required when the changes in the proposed action or new information or circumstances result in a lessening of adverse environmental impacts evaluated in the Final EIS without resulting in other environmental impacts that are significant and were not evaluated in the Final EIS.

Consistent with 23 CFR § 771.130, Section 15162 of the CEQA Guidelines (14 California Code of Regulations Section 15000 et seq.) states that after certification of an EIR, a subsequent EIR is not required unless the agency determines that there are substantial changes in the Project, substantial changes in the circumstances surrounding the Project, or new information that involves “new significant environmental effects or a substantial increase in the severity of previously identified significant effects.” When the conditions described in Section 15162 are satisfied, a supplemental EIR containing only the information required to make the prior EIR adequate for the project may be prepared.

1 In November 2017, the FTA issued a Supplemental ROD addressing Section 2 of the WPLE. Because the Supplemental ROD pertained to Section 2 only, it is not further discussed in this technical memorandum. None of the Project refinements alter the conclusions of the Supplemental ROD.

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Metro has advanced the design of Section 3 of the Project and has had further coordination with stakeholders, including the University of California Los Angeles (UCLA) and the Veterans Affairs (VA), resulting in a number of refinements to the design of the Project. The description of the refinements is summarized in Section 2.0 of this Technical Memorandum. Metro evaluated these refinements in accordance with the aforementioned regulations pursuant to the National Environmental Policy Act and CEQA. 1.2 Purpose of Technical Memorandum This technical memorandum summarizes the evaluation of noise and vibration impacts associated with the project refinements within Section 3 of the WPLE Project. The evaluation considers potential impacts during operation and construction of the project refinements. This memorandum also summarizes the methodology used for the analysis.

The analysis considers potential impacts to historic properties that are noise- or vibration-sensitive and other noise- and vibration-sensitive receivers in the vicinity of the project refinements.

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2.0 PROJECT REFINEMENTS

The following sections describe the project refinements identified during Advanced Preliminary Engineering and through stakeholder coordination.

Final design and construction of the WPLE Project Section 3 will be procured by Metro primarily through two main design-build contracts, one for tunnel construction and the other for stations and systems construction. The descriptions of the project refinements, including construction means and methods, provided in this section are based on the Section 3 Construction Approach Plan dated March 2018. This plan updated the construction plan evaluated in the Final EIS/EIR issued in 2012. The plan describes how it is anticipated that the contractors, once they are selected, will complete the work; however, the final means and methods may differ from what is included in this analysis. Experience from previous phases of the WPLE Project indicate that similar sequencing and methods would largely be adopted by the Section 3 contractors. The design-build contractors will be required to comply with the criteria included in this analysis. It is anticipated that the ultimate design of the project refinements will be in substantial conformance with the descriptions provided in this section. A third contract for advance utility relocations will be procured for the Westwood/UCLA Station to relocate utilities ahead of construction in the street. Note – utility relocations would also occur under the tunnel and stations and systems contractors described above.

The construction schedule for Section 3 is presented in Figure 2-1. This schedule is largely consistent with the construction sequencing and timeline presented in the Final EIS/EIR; however, Metro proposes advancing the construction schedule of Section 3 in order to have the system in operation by the 2028 Olympic Games that will be held in Los Angeles. To accomplish this goal, Metro must advance contracts concurrently and, therefore, anticipates that the tunnel and station contracts would overlap. In comparison, the Final EIS/EIR did not assume that these contracts would overlap.

Figure 2-1: Construction Schedule for Section 3

Source: WSP 2018 Note: TBM = tunnel boring machine

Major construction activities begin with mobilization at the tail track exit shaft on the Western VA Construction Staging Area (the tail track exit shaft is defined in Section 2.1.1) for the tunnel contract. The tunneling operation, utilizing tunnel boring machines (TBMs), would progress from west to east, to the end of the tunnel reach (at Century City). Cross-passage construction commences below ground on completion of tunneling. Surface piling for the station end walls (excavation support walls at both ends of the station box), modifications to the California Department of Transportation (Caltrans) basin, surface instrumentation, and grouting at Sepulveda Boulevard and at Westfield Mall (see Section 2.8) are required as part of the work for the tunneling contractor.

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For the Westwood/VA Hospital Station, the piling of the side walls and appendages of the station box and partial, temporary decking of Bonsall Avenue and the I-405 ramp at the Westwood/VA Hospital Station would be undertaken by the station contractor and are largely unchanged from the concepts described in the Final EIS/EIR. Other activities such as utility relocations, installation of dewatering and instrumentation wells, and removal of street pavement and subgrade would be undertaken to facilitate the excavation of the station. Areas of the station box that are off-street would not need to be decked. Following the installation of the piling and street decking, the station box can be excavated. This sequence is unchanged from the Final EIS/EIR. Following excavation and invert construction, the station walls, floors, and roof would be constructed, followed by architectural finishes along with mechanical, electrical, plumbing, and systems installation.

The Westwood/UCLA Station would generally be constructed concurrently with the Westwood/VA Hospital Station. The Westwood/UCLA Station is located underneath Wilshire Boulevard and requires full street decking of that roadway, which would be installed over a series of weekends. The advance utility relocation would move utilities away from the pile corridor and lower them under the decking. This approach is consistent with the Final EIS/EIR. Once the decking is installed, excavation would commence. The sequence then is the same as described for the Westwood/VA Hospital Station. The stations contractor would construct the station entrances at a similar time or just after the station boxes for each station. Changes to station entrances from the Final EIS/EIR are described in Sections 2.2 and 2.6 for the Westwood/VA Hospital and Westwood/UCLA Stations, respectively.

In addition to the station construction, the station contractor must install the concrete invert, track, wayside cabling and systems in the tunnels and stations. This work can commence after the train rooms at both stations are clear of obstructions. Once construction activities are complete, systems testing and integration for the power, communications, and signaling systems can be undertaken. On completion of systems testing and integration, test running and trial operations are undertaken ahead of revenue service. These activities are generally subsurface and are consistent with the Final EIS/EIR. 2.1 Construction Staging Areas The construction staging areas identified on or in proximity to the VA WLA Campus have been refined since issuance of the Final EIS/EIR (Metro 2012). The locations of the construction staging areas in the Final EIS/EIR and the refined construction staging areas adjacent to and west of I-405 are shown in Figure 2-2. The following sections summarize the refinements to construction staging areas west of I-405.

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Figure 2-2: Construction Staging Areas – Final EIS/EIR and Proposed

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2.1.1 Western VA Construction Staging Area As stated in Chapter 2, Section 2.6.4 of the Final EIS/EIR under the heading “Westwood/VA Hospital South Station,” two options for the location of the construction staging area for the Westwood/VA Hospital Station were considered: within a parking lot located south of Wilshire Boulevard and east of Bonsall Avenue (referred to as Lot 42) and on the U.S. Army Reserve site located west of the VA WLA Campus. The construction staging area at the U.S. Army Reserve site would be approximately 3.3 acres, of which approximately 1.7 acres would be located on the western side of the VA WLA Campus and 1.6 acres would be on the U.S. Army Reserve site. According to the Final EIS/EIR, this staging area would be used if Lot 42 were unavailable at the time of project construction. In an effort to minimize construction- related impacts to the VA Main Hospital (Building 500, also identified as the James W. Wadsworth Building), Metro proposes to stage a substantial portion of major construction activities as far from the Main Hospital as feasible. (As described in Section 2.1.2, construction staging for the Westwood/VA Hospital Station box would continue to occur from Lot 42. Due to the overlap in the tunnel and station contracts described above, Metro requires larger construction staging areas to support construction of Section 3.) Based on coordination with the U.S. Army, locating a portion of the construction staging area on the U.S. Army Reserve site is no longer feasible. Therefore, Metro proposes a construction staging area located completely on the western portion of the VA WLA Campus. In the Final EIS/EIR, the portion of the alternate staging area on the VA WLA Campus was located in an area that has since been converted into a solar farm. The solar farm provides an alternative source of energy to the VA. The VA has also indicated that this site would be used to support construction of projects identified in the Greater Los Angeles Draft Master Plan (U.S. Department of VA 2016), for which the VA is preparing a Draft Programmatic EIS. Information provided by the VA also indicates that the solar farm may be the site of future construction. Therefore, to avoid impacts to the solar farm and future construction activities undertaken by the VA, Metro has reconfigured the portion of the construction staging area on the VA WLA Campus. The footprint of the construction staging area also seeks to minimize impacts to landscaping in the West Los Angeles Veterans Affairs Historic District (WLA VA Historic District), including the “Palm Grid,” which is identified as a contributing element to the historic district. The construction staging area would be approximately 3.1 acres, which is approximately 0.2 acre smaller than the footprint of the alternate site identified in the Final EIS/EIR.

Metro proposes to use this construction staging area to support the TBM (including launching the TBMs) and spoil removal activities, for construction field offices, to allow construction vehicle circulation, and to house temporary electrical power equipment. Metro also proposes to locate an electric tower crane adjacent to the tail track exit shaft that would be used to move materials in and out of the shaft. The tower crane would be approximately 120 feet high with a horizontal boom length of approximately 160 feet (Figure 2-3). Conveyors would be used in the tunnels to move excavated materials from the TBM to the access shaft and out to the storage piles. A vertical conveyor would move material from the bottom of the shaft, and transfer conveyors would move spoils from the top of the tail track exit shaft to the storage piles. The vertical conveyor would be approximately 30 feet above the ground surface, as would the transfer conveyors. Two vertical conveyor belt storage towers would be erected adjacent to the tail track exit shaft. These towers would be 90 to 100 feet high and approximately 10 feet wide by 20 feet in length. The vertical conveyor belt storage towers would be enclosed to control noise and dust. The tail track exit shaft is approximately 90 feet in internal diameter and is the location from which the TBMs would be launched. Storage silos approximately 40 to 50 feet in height would also be located on the site. These would be enclosed structures, storing grouting materials for the TBM.

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Figure 2-3: Tower Crane and Vertical Conveyor Belt Storage Towers (Example)

Source: Photo from presentation on Line A Extension Prague Metro by Ermin Stehlik – Gall Zeidler Consultants at BTS 2013 Conference

Utilization of this construction staging area would move a substantial portion of major construction activities away from the VA Main Hospital (Building 500), thereby reducing impacts to the hospital and its patrons, including veterans, compared to those described in the Final EIS/EIR for the option where all construction staging on the VA WLA Campus occurred in Lot 42. Specifically, the Lot 42 construction staging area is approximately 300 feet from the entrance to the VA Main Hospital while the tail track exit shaft on the Western VA Construction Staging Area is approximately 1,400 feet from the entrance. This reduction of impacts occurs even though the staging area on the VA WLA Campus has increased in size from 1.7 acres in the Final EIS/EIR to 3.1 acres. In particular, benefits associated with moving the staging area would include a reduction in noise, improved air quality, and reduced truck trips near the VA Main Hospital (Building 500).

This construction staging area would be accessed directly from Wilshire Boulevard via a new driveway to the staging area, thereby reducing construction vehicle activity elsewhere on the VA WLA Campus relative to the Final EIS/EIR, which assumed construction truck activity would occur on Bonsall Avenue and Dowlen Drive. Dowlen Drive would not be used to access the construction staging area except for emergency situations. At the request of the VA, the driveway from Wilshire Boulevard would also accommodate future traffic associated with construction activities undertaken by the VA on the south campus. The location and size of the construction staging area, as well as the construction activities that would occur there, have been coordinated with representatives of the VA. Refer to Section 2.2 for information on permanent aboveground features located in the western portion of the VA WLA Campus.

The Final EIS/EIR assumed that if construction were staged from Lot 42, support and launch of the TBM would occur at this location as well. The Final EIS/EIR assumed the tunnels located west of the station, known as tail tracks and used for storage of trains, would be mined structures (as shown on Drawing No.

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A-011 in Appendix B of the Final EIS/EIR), meaning that the structures would be almost entirely excavated with small excavators as opposed to TBMs. As the TBM would now be launched from the Western VA Construction Staging Area, the tail tracks would be constructed using the TBM instead, which provides benefits to schedule and reduced construction risk. The proposed use of the TBM rather than mining would allow for a more controlled excavation as the TBM operates with a shield under pressurized conditions.

2.1.2 Lot 42 Construction Staging Area The Final EIS/EIR included a construction staging area within the VA WLA Campus parking lot located south of Wilshire Boulevard and east of Bonsall Avenue (referred to as Lot 42). The size of this construction staging area remains largely unchanged; however, certain major construction activities, such as support for operation of the TBM, have been shifted to the construction staging area on the west side of the VA WLA Campus to minimize construction-related impacts to the VA Main Hospital (Building 500).

2.1.3 Construction Staging and Work Areas in Caltrans Infiltration Basins The Final EIS/EIR also included a construction staging area within a Caltrans infiltration basin (a stormwater Best Management Practice or BMP) located south of Wilshire Boulevard and bounded by the I-405 raised west embankment and the I-405 southbound off-ramp to Wilshire Boulevard (Figure 2-2). The size of this construction staging area has been reduced since issuance of the Final EIS/EIR from 1.7 acres to 1 acre as a result of a consolidated construction staging area and design refinement.

During the advancement of design, it was determined that the Caltrans infiltration basin located north of Wilshire Boulevard and bounded by I-405 and the on-ramp to southbound I-405 would require modifications to replace the volume of water displaced by construction within the south basin. Modifications include excavation and backfill with permeable material, as well as storm drain diversions. The approximately 1-acre site is shown in Figure 2-2. The basins are for the exclusive use of Caltrans and cannot be used by other agencies for drainage purposes, unless encroachment permits submitted by those agencies are approved by Caltrans. Metro’s contractor will be required to obtain permits for the handling and disposal of water in the construction staging areas.

2.1.4 Construction Staging Area Located West of Bonsall Avenue A construction staging area west of Bonsall Avenue is also required to construct the west crossover and west end of the station box (refer to Section 2.2 for a description of the change in location of the station box and Section 2.5 for a description of the construction method for the west crossover). Very limited construction traffic (approximately 20 vehicles per day) is proposed in this staging area; the contract documents require that the site not be used for storage of diesel engine equipment, for contractor parking, or for construction facilities such as trailers. The staging area is approximately 10 feet wider than the station piled walls and approximately 300 feet long. The approximately 1-acre site is shown in Figure 2-2.

2.1.5 Replacement Parking Structure The Final EIS/EIR identified the construction of a replacement parking structure within an existing doctors’ parking lot on the VA WLA Campus (Lot 43), located east of the VA Main Hospital (Building 500), to offset the permanent and temporary loss of parking that would occur in Lot 42 during construction of

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the station. Metro is coordinating with representatives of the VA regarding the location and capacity of the parking structure, but at present assumes the structure would be five stories in height plus a ground floor and would continue to be located in Lot 43. The northern half of the existing parking lot would be demolished to accommodate the parking structure. 2.2 Alignment at VA Medical Center and Westwood/VA Hospital Station Entrances Within proximity to the Westwood/VA Hospital Station, the alignment as evaluated in the Final EIS/EIR contained several smaller radius (tighter) curves and an east crossover structure (referred to as the GSA [General Services Administration] crossover) within the GSA property east of I-405 (a crossover is specialized trackwork that allows a train to reverse direction and use an adjacent track to continue operation). Metro Rail Criteria require that a terminal station include two crossovers, before and after the station; therefore, there is also a west crossover attached to the west end of the platform. Through the advancement of design, the curves in the alignment have been minimized to improve operating conditions for a future transit extension from the Westwood/VA Hospital Station. The Final EIS/EIR and refined alignments are shown in Figure 2-4. In the Final EIS/EIR, the tail tracks were situated in tunnels directly beneath a contributing element to the WLA VA Historic District, referred to as Building 90: Duplex. As a result of the refinement to the alignment, the tail track tunnels are no longer situated beneath any building within the VA WLA Campus or the WLA VA Historic District (Figure 2-4).

The refinement to the alignment would accommodate an east crossover directly east of the Westwood/VA Hospital Station and partly within the Caltrans infiltration basin, which would be connected to the station platform (this crossover is referred to as the East Crossover at the VA Campus). This location for this crossover is operationally preferred by Metro compared to the GSA crossover because the crossover is located closer to the station platform. With this refinement, the GSA crossover would be eliminated and a cross passage within Caltrans right-of-way east of I-405 would be added (the project is constructed as two tunnels; a cross passage is a small passageway that connects those tunnels to provide egress in the case of fire or another emergency). Placement of the cross passage off-street in this location minimizes impacts to Wilshire Boulevard and the I-405 northbound ramps. The Final EIS/EIR included two construction staging areas for construction of the GSA crossover—one on GSA property and the other within Caltrans right-of-way in an area bounded by Wilshire Boulevard to the north and the I-405 northbound ramps (Figure 2-4). The construction staging area on the GSA property would be eliminated completely because all construction on the GSA property would occur from underground. The construction staging area within Caltrans right-of-way would no longer be required to support construction at the GSA property; however, this staging area would be used for construction of the cross passage, necessary grout injection to support utilities beneath Sepulveda Boulevard (refer to Section 2.8), and as a staging site for advance utility relocations. The overall size of this Caltrans staging area has been reduced from 1.72 acres to 0.94 acre (a 0.78-acre reduction) because these construction activities can be accommodated on a smaller staging area than what was required for the crossover. Minimizing construction on the GSA property would benefit the Project and the GSA, as there would be less disruption, noise and vibration, haul routes, and traffic in front of the building.

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Figure 2-4: Tunnel and Crossover Alignment at VA Medical Center – Final EIS/EIR and Proposed

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The tail tracks for the Final EIS/EIR alignment would terminate in a new access shaft, consisting of an exit stair and ventilation shaft, located subsurface within the WLA VA Historic District and in the sidewalk along Wilshire Boulevard for emergency exiting (the Final EIS/EIR referred to the access shaft as an “emergency exit”; this term will be used in this memorandum since the purpose of the shaft is to provide an emergency exit from the subway tunnels). As a result of the refinement to the alignment, relocation of the emergency exit was required to the westernmost part of the WLA VA Historic District. The tail track exit shaft described in Section 2.1.1 would be modified when construction is complete to accommodate a small permanent subsurface access shaft for emergency egress in the event of a fire and a ventilation shaft. Features at the surface would include ventilation grates and an access hatch, each of which would be terminated just above grade level, sufficiently high to prevent flooding. A path would connect the emergency exit to Wilshire Boulevard and a gate would be provided at the exterior. The path would help direct personnel exiting the shaft to the street rather than entering the WLA VA Historic District. The permanent aboveground features are shown in Figure 2-4.

As a result of the refinement to the alignment, the alignment and station box have been shifted south by approximately 150 feet away from Wilshire Boulevard. The alignment and station box would continue to be located beneath the existing parking lot on the VA WLA Campus. The station box has been moved west, beneath the WLA VA Historic District, by approximately an additional 150 feet as a result of the crossover being added to the east side of the platform. The station box and crossover cannot be moved east because open-cut construction would require closure of portions of I-405. Metro Operations does not favor a separated station box with portions moved east of the I-405. Additionally, this design would reduce the design headways and the ability of trains to turn around at the terminal station. It is not favorable to move the station to the west, as this pushes it farther into the WLA VA Historic District and closer to contributing elements within the district. The shift in the station box required refinements to the station entrance and pedestrian circulation features. With this refinement, the station entrance would be located approximately 100 feet closer to the VA Main Hospital (Building 500), benefiting transit passengers, including veterans and employees, with destinations at this facility. Additionally, the pedestrian circulation features between the station entrance and Wilshire Boulevard would be less circuitous than those included in the Final EIS/EIR design. New vertical circulation elements (elevators and escalators) would be included, thus improving passenger connectivity, particularly for patrons with disabilities (Figure 2-5).

The refinements to the station entrance and pedestrian circulation features would also eliminate the need to reconfigure the access ramps on both sides of Wilshire Boulevard and reduce the impact to the Bonsall Avenue and access ramps intersection. Reconfiguration of the access ramp on the east side of Bonsall Avenue is no longer required; therefore, the pedestrian ramp in the Final EIS/EIR has been replaced with a pedestrian bridge compliant with the Americans with Disabilities Act (ADA) and Architectural Barriers Act to provide access from the Westwood/VA Hospital Station entrance to the bus stop on eastbound Wilshire Boulevard (Figure 2-5). These refinements are being coordinated with representatives of the VA WLA Campus.

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Figure 2-5: Westwood/VA Hospital Station Entrances and Pedestrian Circulation Features – Final EIS/EIR and Proposed

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2.3 Westwood/VA Hospital Station Access Refinements were made to the provision of passenger drop-off and bus access to the Westwood/VA Hospital Station. The Final EIS/EIR included a passenger drop-off area on the westbound access ramp from Bonsall Avenue to Wilshire Boulevard (i.e., on the north side of Wilshire Boulevard) and the westbound bus turnout. The Westside Subway Extension Project Station Circulation Report (Metro 2011) specified that a passenger drop-off area could not be accommodated on the eastbound bus turnout or access ramp because of space constraints; however, passenger drop-off activities were expected to occur informally in both locations. The locations of the potential drop-off areas are shown in Figure 2-6.

As a result of further design, it was determined that the westbound access ramp from Bonsall Avenue to Wilshire Boulevard was too short to accommodate a passenger drop-off area. Additionally, the slope of the ramp is not ADA compliant to accommodate drop offs without requiring substantial modifications. There was also concern that informal passenger drop off would occur from various locations on the VA WLA Campus. Therefore, through coordination with representatives of the VA WLA Campus, a formal passenger drop-off area is now proposed within the northern portion of the existing VA Hospital parking lot (referred to as Lot 42) just east of the proposed station plaza and entrance (Figure 2-7). The passenger drop-off area would have approximately 40 spaces for short-term parking (15 to 30 minutes) and include lighting, storm drain BMPs, and traffic islands. The provision of the dedicated passenger drop-off/pick-up area would benefit the VA WLA Campus and the veteran community as it is designed to prevent Metro passengers that are not associated with the VA from being dropped off or picked up within the VA WLA Campus. Signage (including “no stopping” signs) would be located to direct Metro passengers to the drop-off area and to ensure vehicles do not stop at other points on the campus to drop off passengers. Access to the drop-off area would be via Bonsall Avenue; the new intersection would be striped with a dedicated left-turn lane. Based on analyses completed in support of design, consistent with the California Manual of Uniform Traffic Control Devices, a traffic signal would be required at the following two locations on Bonsall Avenue: (1) at the intersection with the Wilshire Boulevard westbound on- and off-ramps and (2) at the intersection with the Wilshire Boulevard eastbound on- and off-ramps. These locations are currently all-way stop-sign controlled. The passenger drop-off area would be designed to accommodate bus service operated by the VA Medical Center; however, public transit provided by other operators (e.g., Metro) would not use the drop-off area.

A bus layover area located on Los Angeles County property has also been included along the westbound on-ramp from Bonsall Avenue to Wilshire Boulevard at the request of Metro’s Bus/Rail Interface group (Figure 2-7). This layover area would allow for the provision of additional future services to West Los Angeles and Santa Monica. To accommodate the bus layover area, the ramp would be widened, which would extend into the adjacent sloped lawn area. The widening would occur within Los Angeles County property.

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Figure 2-6: Bus and Passenger Drop-off Areas – Final EIS/EIR

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Figure 2-7: Bus and Passenger Drop-off Areas – Proposed

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2.4 Murals The Final EIS/EIR identified military-themed murals painted on the walls of the Bonsall Avenue underpass and access ramps to/from Wilshire Boulevard (Figure 2-8). These murals, located on Los Angeles County property, were painted in 1995 by Peter Stewart and other veteran volunteers known as “the crew” and are public art. The Final EIS/EIR assumed that the murals could be protected in place during construction of the Westwood/VA Hospital Station. However, studies conducted since completion of the Final EIS/EIR indicate that removal of the northeast mural wall along the south side of the westbound Wilshire Boulevard off-ramp to Bonsall Avenue (Figure 2-9) would be required for construction of the station circulation elements at that location. Once the stairs and escalators are constructed, there would not be sufficient space to accommodate the mural in its original location. As such, Metro proposes removal of the entire northeast mural and conveying the story of that mural in a reduced-scale version using a more durable medium of mosaic tile in another location. The mosaic wall would be located across from the current location of the northeast mural into an embankment and retaining wall on Los Angeles County property. Metro is coordinating with the VA, veterans groups (e.g., the National Veterans Foundation), and other stakeholders (e.g., the LA County Arts Commission) regarding this proposal and has received support from stakeholders. Reconfiguration of the mural into a mosaic is subject to the approval of the LA County Arts Commission and the Los Angeles County Board of Supervisors and agreement by Los Angeles County to maintain the mosaic in perpetuity.

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Figure 2-8: Murals

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Figure 2-9: Northeast Mural Wall

Source: Metro 2018

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2.5 Construction Method for Westwood/VA Hospital Station West Crossover The Project as defined in the Final EIS/EIR included a crossover located west of the Westwood/VA Hospital Station platform; the crossover structure would be approximately 300 feet long. The crossover was to be constructed adopting sequential excavation mining methods at its western end (approximately 50 feet) to reduce impacts to the lawn area within the WLA VA Historic District, which is located at the surface above a portion of the crossover. The adjacent platform, and most of the crossover, which was located underneath an existing VA WLA Campus parking lot (Lot 42), was to be constructed via the cut-and-cover method. The refined alignment would move approximately 250 feet of the crossover section west of Bonsall Avenue beneath the lawn area. With the refined alignment and schedule, the tunnels would be excavated in advance of the crossover from the tail track exit shaft, and the tunnel linings would then be removed during excavation of the crossover. Geotechnical investigations completed since publication of the Final EIS/EIR for the refined alignment confirmed that sands and clays of the Younger and Older Alluvium are present (Metro 2017a). These “soft ground” soils are less favorable for the sequential excavation mining methods, which require specialized construction techniques and monitoring to ensure a safe excavation. Multiple headings (a series of small sections within the cavern face) would need to be excavated for construction safety, slowing progress of the excavation. Therefore, sequential excavation mining methods for the crossover would increase construction risks, including schedule and worker safety. As such, Metro proposes constructing the crossover via the cut-and-cover method, similar to the rest of the station structure. The proposed cut- and-cover area and associated construction staging area are shown in Figure 2-10.

As stated in Section 2.2, the project is constructed as two tunnels, one tunnel for each direction of travel. At terminal stations, a crossover is required to allow trains arriving in one tunnel to cross over into the other tunnel to depart. Because a crossover allows a train to reverse direction, the crossover must connect trackwork located in one tunnel with that in the other tunnel. Typically, crossovers are constructed in a structure directly next to the station and extend for the full width of the station. The TBM tunnels are not normally sized to accommodate any portion of the crossover structure, meaning the width is insufficient to permit the movement of the train through the crossover trackwork. As stated in Section 2.7, the Section 3 tunnel diameter has increased from an outside diameter of 20 feet 10 inches to 22 feet 6 inches to permit 50 feet of the crossover trackwork to extend into the tunnels, which reduces the length of the cut-and-cover area required for the crossover within the WLA VA Historic District west of the station from 300 feet to 250 feet. The 250-foot cut-and-cover area west of Bonsall Avenue is in addition to the cut-and-cover area required for the station box east of Bonsall Avenue.

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Figure 2-10: Construction Method for Westwood/VA Hospital Station West Crossover

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2.6 Westwood/UCLA Station Entrances The Final EIS/EIR included two options for the location of the Westwood/UCLA Station, referred to as the on- or off-street station option (described in Chapter 2, Section 2.6.4 of the Final EIS/EIR). Since completion of the Final EIS/EIR, the on-street station option has been advanced because the off-street option would undermine several large buildings with very deep basements, resulting in high risk to construction of the Project. As stated in Section 2.6.4 of the Final EIS/EIR, the on-street option also had two scenarios for entrance locations: (1) two entrances would be provided, both of which would be north of Wilshire Boulevard, and (2) three entrances would be provided – two north of Wilshire Boulevard and one south of Wilshire Boulevard. Metro is advancing this second scenario.

Refinements of varying degrees are proposed at all three of the station entrances. The locations of station entrances as evaluated in the Final EIS/EIR are shown in Figure 2-11 and the proposed locations are shown in Figure 2-12. Through coordination with UCLA, the location of the main station entrance on the UCLA Campus within the area identified as Lot 36 has been shifted slightly to the east and closer to Gayley Avenue, and the plaza has been shifted south toward Wilshire Boulevard. This design moves the entrance closer to the intersection of Wilshire Boulevard and Gayley Avenue and reduces the station footprint in Lot 36, which increases the amount of land returned to UCLA after construction. This refinement would require relocation of a portion of a Los Angeles County storm drain; however, no other changes would be necessary.

The location of the east station half entrance on the north side of Wilshire Boulevard, adjacent to Westwood Boulevard, has also been refined. Through the advancement of design and coordination with the property owner, it was determined that the entrance as designed and located in the Final EIS/EIR would require substantial structural reframing to the Linde (Westwood) Medical Plaza located at 10921 Wilshire Boulevard. Other station entrance options were examined; however, the City of Los Angeles Department of Transportation expressed concerns that these entrance options could result in additional pedestrian congestion at the corner of Wilshire and Westwood Boulevards. Therefore, Metro is proposing to locate a full station entrance within the east portion of the Linde (Westwood) Medical Plaza in a space currently occupied by Chase Bank, thereby displacing Chase Bank. The one-story building occupied by Chase Bank would be deconstructed to accommodate the full station entrance; the full station entrance would have two sets of escalators, stairs, and elevators. A full station entrance in this location would minimize impacts to the foundation and structural framing of the Linde (Westwood) Medical Plaza building and the adjacent parking structure because mining under the building and parking structure would no longer be required. Instead, the deconstruction of the Chase Bank provides the space needed for the full entrance. This station location would also provide a larger area for pedestrian activity.

Currently, four planters are located within the landscaped plaza fronting the Chase Bank retail space; vegetation of various sizes and species, including a number of tall palms, are located within the planters. The planters are raised above the plaza. All four planters would be removed to support construction of the station. Metro does not propose to replace the planters when construction is complete as they present a tripping hazard and restrict pedestrian movement.

Minor refinements are proposed to the half entrance on the south side of Wilshire Boulevard. Metro proposes to replace the escalators presented in the Final EIS/EIR with up to two elevators to improve ADA accessibility. The addition of the elevators required shifting the stairs slightly closer to the intersection of Wilshire and Westwood Boulevards in order to provide sufficient room for queueing.

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Figure 2-11: Westwood/UCLA Station Entrances – Final EIS/EIR

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Figure 2-12: Westwood/UCLA Station Entrances – Proposed

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2.7 Tunnel Size For Section 3 of the project alignment, the size of the tunnel has increased from an outside diameter of 20 feet 10 inches to 22 feet 6 inches to accommodate portions of the crossover at the Westwood/VA Hospital Station and thereby reduce the size of the cut-and-cover excavation, as described in Section 2.5. The change in diameter size is shown on Figure 2-13. The distance between the tunnels has been reduced to keep the tunnels within the subsurface easement areas identified in the Final EIS/EIR. The larger tunnels would reduce the length of the station box cut-and-cover excavation by approximately 50 feet at each crossover. As a result, the station would not extend into the I-405 off-ramp near the east end of the station, and the easement area required at the WLA VA Historic District on the west end of the station box would be reduced.

Figure 2-13: Tunnel Size – Final EIS/EIR and Proposed

2.8 Grouting Further geotechnical studies completed in support of the advancement of design have indicated that ground improvement (grouting) may be required beneath Westfield Mall to minimize ground settlement during tunneling of Section 3 of the project near the intersection of Century Park West and Constellation Boulevard (Metro 2017b). The grouting may be provided from several shafts, or trenches, located within Century Park West and/or Constellation Boulevard (Figure 2-14). In either or both locations, the shafts would be approximately 20 feet in diameter and 80 feet deep. The shafts may be in use for several months, requiring traffic lane closures. Trenches would be longer, however, they would not impact additional traffic lanes.

Ground improvement is also proposed at Sepulveda Boulevard from below the level of existing utilities to below the bottom of the tunnels, fully encompassing the tunnels, to protect the utilities as the tunnels pass beneath them (Figure 2-15). Several major utilities are in this location, some of which are deep. A 96-inch-diameter water main is the deepest utility, the bottom of which is 35 feet below the ground surface; the top of the tunnels is approximately 12 feet below this utility. Other utilities are as

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shallow as 4 feet below ground level. Grouting is therefore required to protect against excessive ground settlement effects. As stated in Section 2.2, grouting would be provided from a shaft located within Caltrans right-of-way and street closures would not be required.

Figure 2-14: Ground Improvement Grouting for WPLE Section 3 at Westfield Mall

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Figure 2-15: Ground Improvement Grouting at Sepulveda Boulevard

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2.9 Underground Conduits Temporary power for construction, including power required to operate the TBMs and for station construction, would require installation of new power cables from the existing Southern California Edison (SCE) Sawtelle substation to the Western VA Construction Staging Area via Ohio Avenue, Federal Avenue, and Wilshire Boulevard (Figure 2-16); these cables were not identified in the Final EIS/EIR. The route would be a combination of new power lines on existing overhead lines and new underground conduits within public rights-of-way. SCE would install the new overhead lines, and construction of the new underground conduits would be performed by Metro. Some of these same conduits would be used for permanent primary power for the project and would be extended from the Western VA Construction Staging Area to the permanent Westwood/VA Hospital Station switchgear site along Wilshire Boulevard and the off-ramp to Bonsall Avenue. Other conduits are included as backup for Metro, which is a standard request from SCE when constructing new power routes.

In addition, a secondary (emergency) power source would be provided to the Westwood/VA Hospital Station from the existing SCE Colorado substation in the event that the Sawtelle substation fails, as Metro requires two independent power sources for reliability. Details of the new power line are still being determined, but the power line would be within the public rights-of-way and is expected to use existing SCE overhead infrastructure for the majority of the route as well as some new underground conduits constructed by Metro. The civil work would be carried out by the Metro contractor for the area. The conduits are expected to run underground and parallel with the Sawtelle route, from Texas Avenue to the Westwood/VA Hospital Station switchgear.

The provision of power is a minor action located within public rights-of-way. The primary power route would extend for approximately 0.8 mile from the Sawetelle substation to the Western VA Construction Staging Area and would pass through the jurisdictions of the City of Los Angeles and the County of Los Angeles. The work would require coordination with both the City and the County for traffic control during construction. The route would extend an additional 0.3 mile from the Western VA Construction Staging Area to the Westwood/VA Hospital Station switchgear. The secondary power route extends for approximately 4 miles, of which approximately 3.5 miles would use existing SCE infrastructure and would not require any civil construction work. The new underground portion of the secondary power route is the remaining approximate 0.5 mile, which is located within the jurisdiction of the County of Los Angeles, parallel to the primary power route.

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Figure 2-16: Temporary and Permanent Power

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3.0 DESCRIPTION OF CONSTRUCTION ACTIVITIES

The following is a description of the construction approach for the Project, including for the project refinements. The construction approach is based on the Final EIS/EIR construction plan for the WPLE Project, updated to reflect project refinements described in Section 2.0, additional detail on construction means and methods, and schedule constraints. This description reflects the best estimate of how the design-build contractors, once they are selected, will complete the work; however, the final means and methods and scheduling are likely to differ from what is included in this analysis. The contractors will be required to meet the criteria included in this analysis. 3.1 Tunnel Boring Machines/Tunnel Construction The Final EIS/EIR requires pressurized closed-face TBMs be used to drive the tunnels. Contractors would generally have two TBM technologies to select from, earth pressure balance or slurry machines. The Western VA Construction Staging Area provides sufficient lay down and staging space for either tunneling technology, although it is assumed for this technical memorandum that earth pressure balance machines would be used for Section 3.

Metro proposes launching the TBMs from the tail track exit shaft at the Western VA Construction Staging Area. This site would also support boring of the tunnels. The Western VA Construction Staging Area would require clearance and regrading work to enable construction of the shaft. Twenty megawatts of temporary power for tunneling operations would be provided at a feeder at the Western VA Construction Staging Area site as part of the underground conduits (Section 2.9). A connection at the feeder (the interface point), as well as any other utility connections required to suit the contractor’s means and methods, would need to be constructed by the contractor. 3.2 Stations and Crossovers The Final EIS/EIR assumed that the Section 3 stations would be excavated by open cut methods with soldier pile and lagging shoring systems and with street decking. There is no change to this approach. The Westwood/VA Hospital Station is largely off-street and would only require partial decking at the I-405 on/off-ramps and Bonsall Avenue.

The west crossover at Westwood/VA Hospital was originally shown in the Final EIS/EIR to be a mined structure, which would be excavated about 75 feet in length by sequential mining techniques below grade and minimize disturbance from the surface. However, additional soil investigations at the site undertaken since the Final EIS/EIR, along with the refined length of the excavation, indicate that this method may be difficult to achieve and potentially unsafe. Therefore, the west crossover is designed to be excavated by open cut methods, similar to the rest of the station structure.

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3.3 Laydown and Staging Construction Areas 3.3.1 Westwood/UCLA Station The Chase Bank retail space at the Linde (Westwood) Medical Plaza, at the northwest corner of Wilshire Boulevard and Westwood Boulevard, would be deconstructed. The excavation and construction of the Westwood/UCLA Station northeast entrance would be staged from this site (Figure 3-1). Consistent with the Final EIS/EIR, staging of the northwest entrance located in Lot 36 would occur from a staging area within Lot 36 on the UCLA Campus.

Figure 3-1: Westwood/UCLA Station Overall Site Layout

The laydown and staging area at the northeast entrance for the Westwood/UCLA Station is the closest construction staging area to the Linde (Westwood) Medical Plaza (Figure 3-2). The southeast entrance laydown and staging area is on the south side of Wilshire Boulevard.

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Figure 3-2: Westwood/UCLA Station Laydown – Northeast Entrance

3.3.2 Westwood/VA Hospital Station The locations of the Westwood/VA Hospital Station and Western VA Construction Staging Areas are shown in Figure 3-3. The Westwood/VA Hospital Station construction staging area includes staging areas at three locations: (1) west of Bonsall Avenue, (2) within Lot 42, and (3) within a Caltrans infiltration basin/BMP area west of I-405 and south of Wilshire Boulevard (Figure 3-4). The construction activities associated with the laydown and staging at the Westwood/VA Hospital Station are as follows:

µ The staging area is for construction of the station.

µ Off-street excavation is not anticipated to be fully decked. Decking may be used by the contractor to provide access between the north and south sides of excavation. Decking would be required for spanning utilities.

µ Decking and staged construction would be required at Bonsall Avenue to maintain access along the road and sidewalks at all times.

µ The decking across the I-405 on- and off-ramps would require staged construction to maintain the operation of both ramps at all times.

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Figure 3-3: Westwood/VA Hospital Station Overall Site Layout

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Figure 3-4: Westwood/VA Hospital Station Laydown Areas

3.3.3 Western VA Construction Staging Area — Tunneling Operations The key points to note regarding the laydown and staging at the Western VA Construction Staging Area, as shown in Figure 3-5, are as follows:

µ The area shaded in yellow in Figure 3-5 was identified as an alternate staging area in the Final EIS/EIR. Based on coordination with the U.S. Army, staging on the U.S. Army Reserve site is no longer feasible. Metro also proposes eliminating the portion of the staging area on the solar farm in order to avoid impacts to this alternative source of energy for the VA WLA Campus. As part of the project refinements, Metro proposes a construction staging area represented by the orange shading.

µ The laydown area would support TBM activity (Figure 3-5).

µ To minimize effects on access to the VA WLA Campus for veterans and employees, the laydown area would not encroach onto the sidewalk or lanes of Wilshire Boulevard; access is via Wilshire Boulevard only. There would be no construction access from Dowlen Drive, except for emergency access. Based on coordination with the VA, the access road will also be used by the VA during construction of its Master Plan projects on the VA WLA South Campus.

µ The laydown and staging area would be transferred to the stations and systems contractor on completion of the tunnel contract. The stations and systems contractor may use the shaft for tunnel access after this handover; however, access through the tunnels is anticipated to be cut off at times during station construction. This location also would be the base of operations for trackwork and systems installation during construction.

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Figure 3-5: Western VA Construction Staging Area Overall Site Layout and Laydown

3.4 Construction Activities The major construction activities that would occur at each of the laydown and staging areas are described in the following sections.

3.4.1 Westwood/UCLA Station Site

µ Deconstruction of Chase Bank Building at the northeast entrance

µ Piling and decking for station box and appendages

µ Excavation of Westwood/UCLA station box

µ Restoration of construction site

µ Construction of station, appendages, and station entrances and rerouting of storm drain around station entrance

µ Backfilling station box, removal of street decking, and reinstatement of street and sidewalks

3.4.2 Westwood/VA Hospital Station Site Applies to both the station platform structure and the crossovers east and west of the station platform.

µ Demolition of site features and site clearing, including removal or replacement of trees

µ Piling for station box

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µ Decking station box at I-405 ramp and Bonsall Avenue

µ Excavation of Westwood/VA Hospital station box

µ Construction of station box

µ Backfill and compaction at station box

µ Removal of decking

µ Restoration and landscaping

3.4.3 Western VA Construction Staging Area

µ Demolition of site features and site clearing, including removal or replacement of trees

µ Piling for tail track exit shaft

µ Excavation for tail track exit shaft

µ Support of TBM operations including staging of tunnel materials and removal of tunnel spoils

µ Construction of concrete shaft

µ Site restoration and landscaping

3.4.3.1 VA Lot 43

µ Site demolition, utility relocation, and clearing of VA Lot 43

µ Construction of five-story parking structure including foundations

3.4.3.2 Underground Conduits

µ Trenching for underground power conduits in Ohio and Federal Avenues and Wilshire Boulevard

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4.0 PREDICTION METHODOLOGY 4.1 Construction Noise The projected noise levels for surface construction activities were modeled using CadnaA version 4.0, a three-dimensional graphics-oriented noise-modeling program that uses the International Standards Organization (ISO) 9613-2 Acoustics – Attenuation of sound during propagation outdoors – Part 2: General method of calculation1993. CadnaA incorporates the following elements:

µ The noise generated by the equipment at a reference distance

µ The ISO propagation model that calculates how the noise level varies with distance

µ A prediction model that sums the noise of each source at sensitive locations

The noise modeling includes the effects of distance, ground cover, topography, the elevation of construction equipment and/or receivers, shielding of building structures, and the means and methods of construction. Distance alone does not provide an accurate comparison of the modeling results.

The construction noise levels were estimated at each of the receivers within proximity to the construction sites. The unmitigated source noise levels used in the model for different types of construction equipment are presented in Table 4-1. The data presented in Table 4-1 represent the equipment that generate the highest noise levels, while Table 4-2 presents the equipment that generates the highest vibration levels. The equipment between the tables varies because equipment that may generate the highest vibration levels may not also generate the greatest noise levels. This data is from the Federal Highway Administration Roadway Construction Noise Model, February 2006.

Table 4-1: Construction Equipment Noise Source Levels

Lmax Noise Limit Lmax Noise Limit Equipment Description at 50 ft., dB Slow Equipment Description at 50 ft., dB Slow Auger drill rig 85 dBA Generator (more than 25 KVA) 82 dBA Backhoe 80 dBA Gradall 85 dBA Chain saw 85 dBA Impact pile driver (diesel or drop) 95 dBA Compactor (ground) 80 dBA Jackhammer 85 dBA Concrete mixer truck 85 dBA Mounted impact hammer 90 dBA Concrete pump truck 82 dBA Paver 85 dBA Concrete saw 90 dBA Pickup truck 55 dBA Crane (mobile or stationary) 85 dBA Pneumatic tools 85 dBA Crane (electric tower) 75 dBA Scraper 85 dBA Dozer 85 dBA Slurry plant 78 dBA Drill rig 78 dBA Tie back drill 85 dBA Dump truck 84 dBA Track dozer 85 dBA Excavator 85 dBA Tractor 84 dBA Flat bed truck 84 dBA Vacuum excavator (vac-truck) 85 dBA Fork lift 80 dBA Vacuum street sweeper 80 dBA Front end loader 80 dBA Ventilation fan 84 dBA Generator (25 KVA or less) 70 dBA Vibratory roller 74 dBA Notes: dBA = A-weighted decibels; dB = decibels; Lmax = maximum sound level

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4.2 Vibration Prediction Methodology 4.2.1 Surface Construction Activities For this study, the FTA analytical/empirical construction vibration prediction model was used to estimate vibration level propagation from construction equipment to vibration-sensitive locations. The vibration model is based on a combination of previous works, including measured equipment vibration emission data from several reference sources and projects, including the FTA’s Transit Noise and Vibration Impact Assessment Guidance Manual (FTA guidance manual) (FTA 2006), the Central Artery/Tunnel Project in Boston, and ground transmissibility relationships found in Charles Dowding’s reference textbook Construction Vibrations (Dowding 1996). The fundamental equation used in the model is based on propagation relationships of vibration through average soil conditions and distance, as follows:

n PPV < PPV ) ∑100 ⌡ receiver ref  Dist   receiver  ,

where:

PPVreceiver = predicted PPV at the receiver

PPVref = reference PPV of equipment at 100 feet

Distreceiver = distance from the receiver to the equipment in feet n = 1.5 (the vibration attenuation rate through the soil)

The suggested value for n in the FTA guidance manual is 1.5. The value for n can lie between 1.0 and 2.0, and a value of 1.5 is commonly used in general vibration prediction models.

Equipment vibration emission levels used for the predictions are shown in Table 4-2. The equipment presented in Table 4-2 is not the same as Table 4-1. The data presented in Table 4-2 represent the equipment that generates the highest vibration levels and not the highest noise levels, which are presented in Table 4-1. Equipment such as generators and compressors that may require noise modeling and assessment are not assessed for vibration impact.

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Table 4-2: Equipment Vibration Emission Levels

Vibration Type Ref PPV at 100 ft Equipment Description (Steady or Transient) (in/sec) Auger drill rig Steady 0.011 Backhoe Steady 0.011 Concrete mixer Steady 0.01 Concrete pump Steady 0.01 Crane Steady 0.001 Tower crane Steady 0.001 Dozer Steady 0.011 Dump truck Steady 0.01 Excavator Steady 0.011 Flatbed truck Steady 0.01 Front end loader Steady 0.011 Gradall Steady 0.011 In situ soil sampling rig Steady 0.0111 Jackhammer Steady 0.003 Mounted hammer hoe ram Transient 0.05 Paver Steady 0.01 Pickup truck Steady 0.01 Roller compactor Steady 0.03 Scraper Steady 0.000375 Slurry trenching machine Steady 0.002125 Soil mix drill rig Steady 0.011125 Tractor Steady 0.01 Vibratory roller (large) Steady 0.059 Vibratory roller (small) Steady 0.022 Notes: in/sec = inches per second; PPV = peak particle velocity

4.2.2 Train Groundborne Vibration and Groundborne Noise 4.2.2.1 Groundborne Vibration The predictions of train groundborne vibration (GBV) follow the Detailed Vibration Assessment procedure of the FTA guidance manual (FTA 2006). This is an empirical method based on testing of the vibration propagation characteristics of the soil in the project corridor and measurements of the vibration characteristics of similar light rail vehicles. The vibration propagation test is used to determine the line source transfer mobility (LSTM). The vibration characteristics of the light-rail vehicles are quantified by the force density level (FDL). The basic relationship used for the vibration predictions is:

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Lv = LSTM + FDL + SF + Building Adj.

Lv = Predicted vibration level inside the space LSTM = Measured line surface transfer mobility FDL = Force density level SF = Safety factor to account for uncertainties Building = Adjustment to account for attenuation or amplification as vibration Adj. travels from the soil into the building structure

The FDL characterizes the vibration forces generated by the train and track structure. FDL measurements conducted of the Breda vehicles operating on the existing Metro Red and Purple Lines are shown in Figure 4-1.

Figure 4-1: Force Density Level for Breda Vehicles

4.2.2.2 Building Adjustment The propagation of vibration from the soil into the building foundation and through the building structure is complex and dependent on the specific design and construction of the building. The FTA guidance manual (FTA 2006) provides generic adjustments to account for building response and floor resonance; however, the FTA guidance manual also recommends that measured values be used in place of the generic adjustments when available. Because this analysis is for a proposed building design, it is not possible to conduct building response measurements. The building adjustment factors include coupling loss as the vibration travels from the soil into the building foundation and transmission loss as the vibration travels though the building, as shown in Figure 4-2.

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Figure 4-2: Foundation Response for Various Types of Buildings

Source: FTA 2006

4.2.2.3 Safety Factor A safety factor of +5 dB is also added to each one-third octave band. The purpose of the safety factor is to account for measurement and prediction uncertainties. This is a conservative approach, ensuring that in most cases the predicted levels are higher than what would occur during regular operations.

4.2.2.4 Groundborne Noise Groundborne noise (GBN) is directly related to GBV inside the building. GBN is predicted using the following formula:

La = Lv + Krad + Kawt

La = Predicted A-weighted groundborne noise inside the space

Lv = Predicted vibration level inside the space

Krad = Radiation adjustment

Kawt = A-weighting adjustment at the one-third octave band center frequency

The radiation factor, Krad, is an adjustment to convert from GBV to sound pressure level.

4.2.3 Prediction Methodology TBM and Muck Train Activities GBV and GBN The estimates of GBV for the WPLE Section 3 tunneling are based on previous measurements conducted of the Metro Red Line Section 2 construction (HMMH 1993). To estimate TBM or muck train-induced vibration levels, the 1993 measured reference levels at a known distance were extrapolated using the 2011/2016 measured attenuation profiles from a borehole vibration propagation test performed in the

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area. Boreholes at six locations were used to create a composite that was then applied to all receivers. The relation below was used to make the predictions for the root mean squared (RMS) vibration velocity in the interior space of identified sensitive receivers:

= + × + ℎ − where,

Predicted vibration level inside the space

1993 measured reference RMS velocity in dB re 1 micro-inch/s Source to sensor distance for in ft

Source to receiver distance for predicted level in ft × 2011/2016 measured attenuation rate from local boreholes ℎ Building adjustment factor due to soil-foundation coupling and transmission loss through the building Safety factor to account for uncertainties in the predictions

: Levels were calculated for each 1/3 octave frequency band from 5 Hz to 200 Hz for the tunneling and from 12.5 Hz to 200 Hz for the muck trains. For a given the predicted level was computed for each reference pair and , and then a linear average was taken. Lastly, the overall levels were obtained through a decibel sum across the bandwidth. : The distance used for the TBM predictions is the tunnel perimeter-to-receiver, and for muck trains it is the top of rail-to-receiver. : For the attenuation rate, the slope of the measured point source transfer mobility (PSTM) was used for TBM vibrations since the source of vibrations occurred predominately in a single location. For muck vibrations, the LSTM was used since the source is an extended train. The PSTM is roughly 20 dB lower than the LSTM, and because the PSTM is based on a single point, it decays faster than the LSTM.

: The propagation of vibration from the soil into the building foundation and through the building structure is complex and dependent on the specific design and construction of the building. The FTA guidance manual provides some generic adjustments to account for building response and floor resonance; however, the FTA guidance manual also recommends that measured values be used in place of the generic adjustments when available. Because for the current report measurements of the outdoor-to-indoor transfer functions were not possible, the following rationale was used to estimate building adjustment factors. The building adjustment factors include coupling loss as the vibration travels from the soil into the building foundation and transmission loss as the vibration travels though the building.

: A safety factor of +5 dB is also added to each one-third octave band. The purpose of the safety factor is to account for measurement uncertainties and other error sources in the predictions. This is a

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conservative approach, ensuring that in most cases the predicted levels are higher than what would occur during regular operations.

4.2.4 Groundborne Noise Groundborne noise is directly related to groundborne vibration inside the building. Groundborne noise is predicted using the following formula: = + +

where,

Predicted A-weighted groundborne noise inside the space

Predicted vibration level inside the space

Radiation adjustment

A-weighting adjustment at the 1/3 octave band center frequency

: The radiation factor is an adjustment to convert from groundborne vibration to sound pressure level. The 2006 FTA guidance manual suggest a value of 0 dB for Krad. In the upcoming revised FTA guidance manual, a Krad of -5 dB is recommended because a Krad of 0 dB results in higher groundborne noise predictions requiring mitigation than has been experienced in real-world conditions. In this analysis, a Krad of 0 dB was used as a conservative measure.

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5.0 NOISE AND VIBRATION LIMITS 5.1 FTA Train Groundborne Vibration Criteria The FTA groundborne vibration and groundborne noise criteria for train operations are presented in the Final EIS/EIR (Metro) 2012). 5.2 FTA Construction Groundborne Vibration Criteria The way a structure will respond to ground vibration depends on many factors, among which are the soil on which the structure is founded, its foundation, mass, and the stiffness of the structural elements. Whether dynamic motion will damage the building’s structure and its architectural features (e.g., interior surface finishes) depends in large part on the type of construction (e.g., masonry) and the elastic behavior of the building material at higher levels of strain. Wood and steel are more elastic than masonry, such as brick and stone. Interior finishes that are more susceptible to damage are those such as lath and plaster. The condition of a building and its maintenance are important factors when assessing susceptibility to vibration damage and should be considered when setting vibration limits.

A categorization of damage, which is contained in BS Standard 7385: Part 1: 1990 (BSI 1990) and ISO 4866-2010 (ISO 2010), follows. Note that dusting of cracks may occur even when no cosmetic damage has been observed.

µ Cosmetic: The formation of cracks on drywall surfaces, or the growth of existing cracks in plaster or drywall surfaces, or cracks through bricks/concrete blocks µ Minor: The formation of large cracks, loosening and falling of plaster or drywall surfaces, or cracks in bricks and/or concrete blocks

µ Major: Damage to structural elements, cracks in support columns, loosening of joints, splaying of masonry cracks, etc.

For this technical memorandum, the term “threshold damage vibration level” is defined as the highest vibration level at which no cosmetic, minor, or major damage occurs.

The damage risk criteria for historic resources is based on their observed condition during a field reconnaissance conducted on July 17, 2017. Those resources that are considered fragile would have a greater likelihood to be affected by construction activities. Based on the initial assessment of these resources, the proposed criteria to protect these historic resources from potential risk of minor or major architectural damage is presented in Table 5-1. The criteria are based on the thresholds recommended in the FTA guidance manual (FTA 2006).

Table 5-1: Construction Vibration Damage Risk Thresholds

Building Category Peak Particle Velocity (in/sec) Structural Building Damage 2.0 Architectural Building Damage 0.5 Damage Risk to Historic Buildings and Cultural Resource Structures1 0.12 to 1.01 Source: Metro 2012 Notes: 1 Criteria for individual historic resources is provided in Table 5-2. in/sec = inches per second

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The primary concern regarding construction vibration relates to risk of damage. Vibration is generally assessed in terms of PPV for risk of building damage. PPV is the appropriate metric for evaluating the potential of building damage and is often used when monitoring construction vibration because it relates to the stresses that are experienced by the building structure.

Vibration damage risk thresholds from the Final EIS/EIR (Metro 2012) are presented in Table 5-1. The table presents PPV thresholds for different building categories. The “Structural Building Damage” category is the level above which there is a risk that structural damage may occur. The “Architectural Building Damage” category is the level above which there is a risk that superficial building damage, such as small cracks, may occur. The third category, “Damage Risk to Historic Buildings and Cultural Resource Structures” is meant to apply to historic buildings that are particularly susceptible to damage. In this technical memorandum, the “Architectural Building Damage” threshold of 0.5 in/sec PPV is used for all non-historic structures. Where the PPV exceeds 0.5 in/sec, monitoring or other appropriate mitigation measures, such as using alternative construction approaches, are considered.

5.2.1 Vibration Limits for Historic Resources The vibration criteria for historic resources apply to steady-state and continuous construction vibration, which can be caused by vibratory compaction of soil, vibratory pile driving, movement of large equipment, and other sources. In contrast, vibration that is much more transient in nature and intermittent due to impulsive forces caused by pile driving and blasting would have a slightly higher damage risk criteria than steady-state and continuous vibration. However, since these type of construction equipment and activities would not be used on this Project, they are not considered in this assessment. The appropriate vibration damage risk threshold for the historic buildings and resources are presented in Table 5-2. These criteria are based on the FTA Construction Damage Risk Criteria (Table 5-1) for buildings extremely susceptible to vibration (0.12 in/sec PPV, and non-engineered timber and masonry buildings (0.20 in/sec)). Damage risk criteria for palms, fences, stone piers, and other structures are estimated based on their observed condition.

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Table 5-2: Proposed Damage Risk Criteria for Historic Resources

Site ID Historic Resource Peak Particle Velocity (in/sec) A Building 226: Wadsworth Theater 0.12 B Building 20: Wadsworth Chapel 0.12 C Bonsall Avenue underpass murals1 0.5 D Bonsall Avenue palm rows 1.0 E Building 90: Duplex – Staff residence 0.2 F Building 91: Duplex – Staff residence 0.2 G Building 23 Landscape 1.0 H Fence with stone piers 1.0 I Building 23: Quarters and outbuilding – unoccupied 0.12 J Fireplace structure 0.2 K Palm-tree grid 1.0 L Spanish-American War Monument 0.5 M Wilshire Boulevard gatehouses (2) 0.5 N Burial section with markers 0.5 O Cemetery entrance plaza 0.5 P Roads/curbs/walkways 0.5 Q Cemetery perimeter trees 1.0 R Linde (Westwood) Medical Plaza 0.2 S (Westwood) Federal Building 0.2 Note: 1 The murals were painted in 1995 and although they are important to the VA community, they do not have the exceptional importance required for assessing and listing properties less than 50 years of age. Therefore, they are not a historic property as part of Section 106.

5.2.2 Metro Groundborne Vibration and Groundborne Noise Criteria The Metro Specification Section 01 56 19, Construction Noise and Vibration Control, includes limits on the levels of building GBV and GBN generated by underground construction activities. The limits are different for occupant annoyance and for risk of cosmetic damage to buildings. The construction groundborne noise limits inside residences, hotels and motels, and office buildings from construction operations are summarized in Table 5-3. These GBN limits are used to assess potential annoyance to building occupants during construction. The GBV level limit for these receivers, which is related to the threshold of human annoyance, is 80 vibration decibels (VdB). The 80 VdB is a measure of annoyance from construction vibration and is used by the contractor to investigate and verify complaints.

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Table 5-3: Interior Groundborne Noise Annoyance Criteria for Underground Construction Activities

Groundborne Noise Level Land Use Activity Limits1 – Lmax (dBA) Single-family dwellings 40 Multi-family dwellings 45 Hotel/motel 50 Offices 50 Commercial buildings 55 Concert halls, recording and TV studios 30 Auditoriums and music rooms 35 Churches and theaters 40 Hospital sleeping rooms 45 Schools and libraries 45

Notes: 1 The groundborne noise limits are the maximum sound level as measured using the “SLOW” setting on a standard sound level meter, which is equivalent to the maximum 1-second RMS sound level. The limits are applicable to all indoor spaces that are commonly used by the occupants. dBA = A-weighted decibels; Lmax = maximum sound level

The applicable Metro maximum interior GBV and groundborne noise thresholds for the historic buildings are presented in Table 5-4. The GBV limit of 80 dBV is used to assess potential annoyance to building occupants during construction. This limit is substantially lower than the damage risk criteria for the building. The damage risk criteria are used for NEPA impact analysis.

Table 5-4: GBV and GBN Thresholds for Historic Buildings with Noise Sensitive Use

Damage Risk GBV Threshold – Annoyance GBV Threshold – Receiver PPV (in/sec) VdB GBN Threshold – dBA Buildings 90 and 91 0.20 80 VdB 40 dBA Building 23 0.12 80 VdB 40 dBA Wadsworth Chapel 0.12 80 VdB 40 dBA Wadsworth Theater 0.12 80 VdB 40 dBA Notes: dBA = A-weighted decibels; GBN = groundborne noise; GBV = groundborne vibration; in/sec = inches per second; PPV = peak particle velocity; VdB = vibration decibels

5.3 Construction Noise Limits 5.3.1 City of Los Angeles Construction Noise Limits The Westwood/UCLA Station and the noise-sensitive receivers near the station are subject to the local noise limits set forth in Section 112.05 of the City of Los Angeles Municipal Code, which sets a maximum noise level for powered equipment of 75 dBA at 50 feet when operated within 500 feet of a residential zone. However, compliance with this standard is not required where “technically infeasible,” which means that the established noise limits cannot be met at the project site despite the use of mufflers,

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shields, sound barriers, and/or other noise reduction devices or techniques employed during the operation of equipment.

Section 111.02 of the City of Los Angeles Municipal Code provides procedures and criteria for the measurement and impact assessment of noise sources. Specifically, the procedures provide for a penalty of 5 dBA for steady high-pitched noise or repeated impulsive noises. Conversely, the procedures provide a credit of 5 dBA for noise occurring less than 15 minutes in a period of 60 consecutive minutes during the day because short-term noise events are typically less annoying than continuous noise sources.

The City of Los Angeles Municipal Code also restricts the hours of construction activities. Section 41.40 prohibits construction between 9:00 p.m. and 7:00 a.m. Monday through Friday, 6:00 p.m. and 8:00 a.m. on Saturday, and at any time on Sunday. Construction outside of these hours requires a noise variance. If a noise variance is obtained, construction can be conducted during nighttime hours with a noise limit of 5 decibels above the measured ambient noise level.

5.3.2 County of Los Angeles Construction Noise Limits The Los Angeles County Code of Ordinances Title 12, Chapter 12.08 Noise Control, Part 4 Specific Noise Restrictions (§ 12.08.440. Construction Noise) applies to the area between the centerline of Veteran Avenue and Federal Avenue; the VA WLA Campus is located within this area. Metro recognizes that the VA WLA Campus is under the jurisdiction of the Department of VA and that County of Los Angeles noise ordinance may not apply to the campus. It is Metro’s understanding that the VA applies construction noise limits, as defined in VA Specification 01 57 19 Temporary Environmental Controls, to work conducted by the VA on the campus. The VA Specification generally allows for higher construction noise levels (70 dB continuous and 75 dB for up to 12 minutes per hour) than allowed for by the Los Angeles County criteria. However, it does not allow construction activities before 8:00 a.m. and after 6:00 p.m. unless otherwise permitted by local ordinance. The Los Angeles County allows construction from 7:00 a.m. to 8:00 p.m. The VA does not have construction noise limits for nighttime hours from 6:00 p.m. to 8:00 a.m. Metro has applied the Los Angeles County criteria because it provides both daytime and nighttime noise limits at noise-sensitive uses during construction.

Section 12.08.440 of the Los Angeles County Code of Ordinances lists specific levels for construction noise under different circumstances. Operation of any tools or equipment used in construction between the weekday hours of 7:00 p.m. and 7:00 a.m., or at any time on Sundays or holidays, is prohibited unless a variance is granted by the health officer.

In addition, the County also sets limits based on the specific receiver type that is impacted and time of day of noise. From 7:00 a.m. to 8:00 p.m. on weekdays and Saturdays, limits for short-term (less than 10 days) construction are 75 dBA for single-family residential, 80 dBA for multi-family residential, and 85 dBA for semi-residential and commercial receivers. Hospital and medical facilities are considered semi-residential receivers. Cemeteries are classified as commercial receivers. On Sundays, and from 8:00 p.m. to 7:00 a.m. every day, the limits for short-term (less than 10 days) construction are 60 dBA for single-family residential, 64 dBA for multi-family residential, and 70 dBA for semi-residential and commercial receivers.

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For long-term (greater than 10 days) operation of construction equipment from 7:00 a.m. to 8:00 p.m. on weekdays and Saturdays, the limits are as follows:

µ 60 dBA for single-family residential

µ 65 dBA for multi-family residential

µ 70 dBA for semi-residential and commercial receivers

On Sundays, holidays, and from 8:00 p.m. to 7:00 a.m. every day, the limits for short-term (less than 10 days) construction are as follows:

µ 50 dBA for single-family residential

µ 55 dBA for multi-family residential

µ 60 dBA for semi-residential and commercial receivers

Businesses are always at a limit of 85 dBA.

5.3.3 Summary of Construction Noise Limits A summary of the City and County of Los Angeles construction noise limits is presented in Table 5-5. These limits are applied at the facade of the nearest sensitive receivers. Residential land uses (where people sleep) or institutional land uses such as theaters, churches, schools, hospitals, or medical facilities are considered sensitive receivers. Commercial and industrial land uses are not considered sensitive and are not assessed.

Pre-construction nighttime noise measurements were conducted at the closest residential receivers to the activities. The noise measurement results are presented in Section 6.0.

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Table 5-5: Construction Noise Limits

Construction Activity Noise Limit1, dBA Receiver Type SFR MFR SR/C

County of Los Angeles daytime (Saturday and weekdays from 7:00 a.m. to 8:00 75 dBA 80 dBA 85 dBA p.m.) for mobile equipment (less than 10 days) County of Los Angeles nighttime (Sunday and holidays all day and all times from 60 dBA 64 dBA 70 dBA 8:00 p.m. to 7:00 a.m.) for mobile equipment (less than 10 days) County of Los Angeles daytime (Saturday and weekdays from 7:00 a.m. to 8:00 60 dBA 65 dBA 70 dBA p.m.) for stationary equipment (more than 10 days) County of Los Angeles nighttime (Sunday and holidays all day and all times from 50 dBA 55 dBA 60 dBA 8:00 p.m. to 7:00 a.m.) for stationary equipment (more than 10 days) County of Los Angeles business structures, all times 85 dBA

City of Los Angeles daytime (7:00 a.m. to 9:00 p.m.), general activities 75 dBA

City of Los Angeles daytime (7:00 a.m. to 9:00 p.m.), steady high-pitch noise or 70 dBA repeated impulsive noises City of Los Angeles daytime (7:00 a.m. to 9:00 p.m.), less than 15-minute 80 dBA duration in a period of 60 consecutive minutes City of Los Angeles nighttime (9:00 p.m. to 7:00 a.m.), all activities Nighttime Ambient + 5dB Notes: dB = decibel; dBA = A-weighted decibel; SFR = single-family residence; MFR = multi-family residence; SR/C = semi- residential/commercial 1 Noise limit applies to the facade of the closest noise-sensitive property.

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6.0 EXISTING AMBIENT NOISE

Existing ambient noise measurements were conducted at selected receivers near the WPLE Section 3 construction areas. The purpose of these measurements was to establish the noise limits for nighttime construction activities. All measurements were taken using a sound level meter 5 feet off the ground and at least 5 feet away from the nearest building façade or wall to avoid reflections. The sound level meter was set to record noise every 1 second as equivalent sound levels (Leq dBA). Events not corresponding to typical ambient conditions, such as someone talking right next to the microphone, were edited from the measurements. 6.1 Westwood/VA Hospital Station and VA Lot 43 Existing noise conditions were measured at five noise-sensitive receivers closest to the Westwood/VA Hospital Station and VA Lot 43 construction areas to determine the baseline ambient noise levels. These receivers are in Los Angeles County. The locations of these receivers are shown in Figure 6-1 and the averages of the measured nighttime noise are shown in Table 6-1.

µ Receiver 1: VA Main Hospital (Building 500)

µ Receiver 2: VA Buildings 90 and 91, multi-family residences

µ Receiver 3: VA Buildings 307 through 312, 14, 23, 522, and 318, which include single-family residences

µ Receiver 4: VA Medical Buildings 304 and 507, which include medical and mental health services facilities

µ Receiver 5: VA Medical Buildings 400, 401, and 402, which include medical and mental health services facilities

Measurements were taken overnight for use in determining how the construction noise limits would compare to the ambient conditions. Short-term measurements were taken at Receivers 2, 3, 4, and 5 and were compared to the long-term measurement at Receiver 1 to establish how levels differed among sensitive receivers within the vicinity of the Project. The difference in the levels between the long-term and the one-hour short-term was used to estimate the levels at each receiver for the duration of the nighttime period. A distance adjustment was then applied to the measurements where the microphone was not directly next to the façade using the following formula:

= + {10 log ( )}

After the distance correction factor was found,∗ it was added to the 11-hour⁄ measurements. The average of the measured nighttime noise levels between 8:00 p.m. and 7:00 a.m. and the corresponding noise limits are presented in Table 6-1.

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Figure 6-1: Ambient Noise Measurement Locations

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Table 6-1: Average Nighttime Ambient Noise Levels and Corresponding Noise Limits

City of Los Los Angeles Angeles Nighttime County Nighttime Site Ambient Nighttime Noise Noise Limit ID Measurement Location Leq (dBA) Limit (dBA) (dBA) 1 VA Main Hospital (Building 500) 61 601 -- 2 VA Buildings 90 and 91, multi-family residences 60 60 (50)2 -- 3 VA Buildings 307 through 312, 14, 23, 522, and 318, including single-family residences 55 55 (50)2 -- 4 VA Medical Buildings 304 and 507 53 601 -- 5 VA Medical Buildings 400, 401, and 402 55 601 -- 6 SE 1223 Federal Avenue 59 -- 64 7 SE 11620 Wilshire Boulevard 54 -- 59 8 SW 11620 Wilshire Boulevard 56 -- 61 9 SE 11666 Goshen Avenue 59 -- 64 10 11500 San Vicente Boulevard 62 -- 67 11 1122 Gayley Avenue Apartments 68 -- 73 12 Apartments east of Midvale Avenue 56 -- 61 13 Apartments between Veteran and Midvale Avenues 58 -- 63 14 U.S. Army Reserve Center, Sadao Munemori Hall 603 N/A --- Notes: 1 This receiver is subject to the Los Angeles County semi-residential/commercial area nighttime noise limit. 2 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise would be the nighttime noise limit. 3 The average nighttime noise levels at Receiver 14 are assumed to be the same as Receiver 2 due primarily to the traffic on Wilshire Boulevard. N/A not applicable because there is not nighttime use. Receivers 1 through 5, and 14 are in Los Angeles County and receivers 6 through 10 are in the City of Los Angeles. The locations of these residential receivers are shown in Figure 6-1. dBA = A-weighted decibels; Leq = equivalent sound level; VA = Veterans Affairs

6.2 Western VA Construction Staging Area Existing ambient noise levels were measured at residential receivers closest to the Western VA Construction Staging Area to determine the baseline ambient noise levels before the work activity is conducted. Receivers 6 through 10 are in the City of Los Angeles. The locations of these residential receivers are shown in Figure 6-1 and the averages of the measured nighttime noise are shown in Table 6-1.

µ Receiver 6: Apartments on the west side of Federal Avenue, numbered 1223 to 1225

µ Receiver 7: SE 11620 Wilshire Boulevard, third-row apartments on the west side of Barry Avenue, numbered 1215 to 1239

µ Receiver 8: Second-row apartments on the east side of Barry Avenue, numbered 1238 to 1258

µ Receiver 9: Second-row apartments on the east side of Barry Avenue, north of Wilshire Boulevard, numbered 1145 Barry Avenue and 11666 Goshen Avenue

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µ Receiver 10: Third-row apartments on Kiowa Avenue, within line of site of the construction zone down San Vincente Boulevard, numbered 11618 and 11661 Kiowa Avenue

µ Receiver 14: U.S. Army Reserve Center, Sadao Munemori Hall 6.3 UCLA Lot 36 Staging Area Existing ambient noise levels were measured at residential receivers closest to the UCLA Lot 36 staging area to determine the baseline ambient noise levels before the work activity is conducted. Receivers 11 through 13 are in the City of Los Angeles. The locations of these residential receivers are shown in Figure 6-2 and the averages of the measured nighttime noise are shown in Table 6-1.

µ Receiver 11: 1122 Gayley Avenue Apartments

µ Receiver 12: Apartments east of Midvale Avenue at 250 Midvale Avenue and 10930 Ashton Avenue

µ Receiver 13: Apartments between Veteran and Midvale Avenues

Figure 6-2: UCLA Lot 36 Ambient Noise Measurement Locations

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These existing noise measurements are used as the basis for determining the noise limit for the City of Los Angeles during the nighttime hours from 9:00 p.m. to 7:00 a.m. Existing daytime noise, from 7:00 a.m. to 9:00 p.m., was not measured because the noise limit is 75 dBA for these hours and is not dependent on the ambient. The average of the measured nighttime noise levels over the 10-hour period of 9:00 p.m. to 7:00 a.m. and the corresponding noise limits are presented in Table 6-1.

Short-term measurements were taken at Receivers 7, 8, 9, and 10 and compared to the long-term measurement at Receiver 6 to establish how levels differed among sensitive receivers within the vicinity of the Project. The difference in the levels between the long-term and the one-hour short-term was used to estimate the levels at each receiver for the duration nighttime period. A distance adjustment was then applied to the measurements where the microphone was not directly next to the façade using the following formula:

= + {10 log ( )}

After the distance correction factor was found,∗ it was added to the 11-hour⁄ measurements. The average of the measured nighttime noise levels between 9:00 p.m. and 7:00 a.m. and the corresponding noise limits are presented in Table 6-1.

The setback from Wilshire Boulevard is approximately the same for Receiver 2 and Receiver 14. The average nighttime noise levels at Receiver 14 are assumed to be the same as the levels measured at Receiver 2 due to the traffic on Wilshire Boulevard.

The existing ambient noise was measured by ATS Consulting in December 2016 and is documented in the January 2017 technical memorandum Nighttime Ambient Noise Level Measurements – Purple Line Section 3 (Metro 2017c). The construction sites and receivers are shown in Figure 6-1, and the averages of the measured nighttime noise for the receivers are presented in Table 6-1.

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7.0 VIBRATION AND NOISE ASSESSMENT

Construction noise and vibration levels were predicted following FTA guidance. Noise- and vibration- sensitive receivers were identified, including residential uses, historic properties, medical facilities, and sensitive equipment and structures near the project refinements. These receivers are shown in Figure 7-1 and identified in Table 7-1. Noise levels for construction equipment, as documented in the Federal Highway Administration (FHWA) Roadway Construction Noise Model (FHWA 2006), were used along with information on anticipated construction activities and equipment to predict construction-period noise and vibration levels near the project refinements.

Table 7-1: Noise- and Vibration-Sensitive Receivers

Site ID Location and Description Site ID Location and Description 1 VA Main Hospital (Wadsworth Building), Building 500 A Building 226: Wadsworth Theater 2 VA Buildings 90 and 91 (multi-family residences) B Building 20: Wadsworth Chapel 3 VA Buildings 307 through 312, 14, 23, 522, and 318 C Bonsall Avenue Underpass Murals (includes single-family residences) 4 VA Medical Buildings 304 and 507 D Bonsall Palm Rows 5 VA Medical Buildings 400, 401, and 402 E Building 90: Duplex 6 SE 1223 Federal Ave F Building 91: Duplex 7 SE 11620 Wilshire Blvd G Building 23: Landscape 8 SW 11620 Wilshire Blvd H Fence with Stone Piers 9 SE 11666 Goshen Ave I Building 23: Quarters and Outbuilding 10 11500 San Vicente Blvd J Fireplace Structure 11 Apartments at 1122 Gayley Ave K Palm Tree Grid 12 Apartments at 10916 Ashton Ave L Spanish-American War Monument 13 Apartments at 1255 Midvale Ave M Wilshire Boulevard Gatehouses 14 U.S. Army Reserve Center N Burial Section with Markers 15 Building 226: Wadsworth Theater O Cemetery Entrance Plaza 16 Building 20: Wadsworth Chapel P Roads/Curbs/Walkways 17 Linde (Westwood) Medical Plaza Q Cemetery Perimeter Trees 18 (Westwood) Federal Building R Linde (Westwood) Medical Plaza S (Westwood) Federal Building Numbered sites refer to noise receptor sites and lettered sites to vibration analysis sites. Refer to Figure 7-1 for the locations of each site by Site ID.

This section summarizes the evaluation of noise and vibration impacts associated with the project refinements within Section 3 of the WPLE Project. The evaluation considers potential impacts during operation and construction of the project refinements. The analysis considers potential impacts to historic properties that are noise- or vibration-sensitive and other noise- and vibration-sensitive receivers in the vicinity of the project refinements.

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Figure 7-1: Noise- and Vibration-Sensitive Receivers

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The Final EIS/EIR committed to meeting the construction noise limits for the County of Los Angeles and the City of Los Angeles during construction; therefore, an evaluation of noise and vibration associated with construction of Section 3 of the WPLE Project was not conducted. The refinements described in Section 2.0 that have the potential to change noise and vibration compared to the Project as evaluated in the Final EIS/EIR have been assessed at noise- and vibration-sensitive receivers.

The construction noise and vibration analysis also considered construction activities at UCLA Lot 36. The construction staging area on this site remains unchanged since the Final EIS/EIR; however, as this lot is in proximity to the Los Angeles National Cemetery, which is a historic property, an evaluation of noise and vibration during construction is also evaluated in this technical memorandum. 7.1 Assessment of Vibration and Noise Effects on Contributing and Non- Contributing Resources Associated with West Los Angeles Veterans Affairs Historic District Key observations about the GBV, GBN, and construction noise predictions at the West Los Angeles Veterans Affairs Historic District (WLA VA Historic District), including the Los Angeles National Cemetery, buildings, and resources (shown in Figure 7-2 and designated by letter, from A to Q), are as follows. These key observations consider GBV, GBN, and construction noise predictions from the project refinements located in proximity to the WLA VA Historic District.

µ GBV predictions from construction activities at UCLA Lot 36, the Westwood/VA Hospital Station, VA Lot 43, and the Western VA Construction Staging Area are not predicted to exceed the FTA damage risk criteria.

µ The GBV predictions associated with haul truck movements on Wilshire Boulevard do not exceed the FTA damage risk criteria except for Receiver C, the Bonsall Avenue underpass murals. Predicted GBV levels at the murals are in the range of 0.32 in/sec PPV to 0.89 in/sec PPV, which may exceed the threshold of 0.50 in/sec PPV. The murals were painted in 1995, and while they are important to the VA community, they do not have the exceptional importance required for assessing and listing properties less than 50 years of age. Therefore, they are not a historic property as part of Section 106.

µ Construction noise from activities at UCLA Lot 36, the Westwood/VA Hospital Station sites, VA Lot 43, and the Western VA Construction Staging Area are predicted not to exceed the Los Angeles County and City of Los Angles daytime and nighttime construction noise limits, except for Receiver E, VA Building 90 (multi-family residence), by 4 dB at night.

µ Underground construction activities from operation of the TBM and the material handling trains are not predicted to exceed the FTA damage risk criteria, Metro GBN criteria, and GBV annoyance criteria and, therefore, would not result in impacts during underground tunneling.

µ The GBV and GBN from revenue train operation is predicted not to exceed the FTA impact thresholds and, therefore, there would not be impacts during operation of the Project.

The following sections summarize the noise and vibration evaluation for contributing and non- contributing resources associated with the WLA VA Historic District.

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7.1.1 Construction Groundborne Vibration 7.1.1.1 UCLA Lot 36 Construction Staging Area As stated previously, the construction staging area on UCLA Lot 36 remains unchanged since the Final EIS/EIR; however, as this staging area is in proximity to the Los Angeles National Cemetery, which is a historic property, a consideration of GBV during construction is included in this memorandum.

Predicted GBV levels from activities at the UCLA Lot 36 on the historic properties of the Los Angeles National Cemetery (Figure 7-3) are presented in Table 7-2. The GBV levels are predicted to be less than 0.01 in/sec PPV, which is substantially lower than damage risk thresholds of 0.50 in/sec and 1.0 in/sec PPV.

Table 7-2: Predicted GBV from UCLA Lot 36 Construction Staging Area

Damage Risk Criteria, Distance to Historic Predicted GBV, Receiver in/sec PPV Receivers, ft. in/sec PPV Receiver L: Spanish American War Memorial 0.5 440 0.00121 Receiver M: Wilshire Boulevard Gatehouses (2) 0.5 1000 0.00035 Receiver N: Burial Section with Markers 0.5 460 0.00113 Receiver O: Cemetery Entrance Plaza 0.5 990 0.00036 Receiver P: Roads/Curbs/Walkways 0.5 650 0.00067 Receiver Q: Cemetery Perimeter and Trees 1.0 420 0.00129 Note: Damage risk criteria for these receivers are based on their observed condition.

7.1.1.2 Western VA Construction Staging Area The major vibration-generating equipment and activities expected to be used during the demolition, excavation, and restoration of the Western VA Construction Staging Area are presented in Table 4-2 and in Table 7-3 for the different construction activities. The locations of the GBV prediction sites are shown on Figure 7-2 and presented in Table 7-3 along with the damage risk criteria. These criteria are based on the FTA Construction Damage Risk Criteria (Table 5-2) for buildings extremely susceptible to vibration (0.12 in/sec PPV, and non-engineered timber and masonry buildings (0.20 in/sec)). Damage risk criteria for palm trees, fences, stone piers, and other structures are estimated based on their observed condition. As shown in Table 7-3, the predicted GBV levels from construction do not exceed the damage risk criteria for the buildings and resources associated with the historic properties.

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Figure 7-2: Vibration Analysis Sites Relative to WLA VA Historic District, including Los Angeles National Cemetery

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Table 7-3: Predicted GBV from Western VA Construction Activities – PPV in/sec

Receiver A: Receiver B: Receiver C: Receiver I: Building 226: Building 20: Bonsall Receiver D: Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver K: Wadsworth Wadsworth Avenue Bonsall Palm Building 90: Building 91: Building 23: Fence with Quarters and Fireplace Palm Tree Receiver Theater Chapel Underpass Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Demolition at Western VA Construction Staging Area Excavator 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 Front end loader 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 10 ton hauling truck 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283 Support of Tunneling at Western VA Construction Staging Area Long boom crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 Front end loader 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 40 ton hauling trailer truck 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283 Remove TBM Long boom crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 Tower crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 40 ton hauling trailer truck 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283 Piling for Tail Track Exit Shaft Long boom crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 Pile drill rig 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0077 0.0315 Front end loader 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 20 ton hauling truck 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283

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Receiver A: Receiver B: Receiver C: Receiver I: Building 226: Building 20: Bonsall Receiver D: Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver K: Wadsworth Wadsworth Avenue Bonsall Palm Building 90: Building 91: Building 23: Fence with Quarters and Fireplace Palm Tree Receiver Theater Chapel Underpass Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Excavate for Tail Track Exit Shaft Long boom crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 Front end loader 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 Hauling double tandem 14 CY trucks 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283 Restore and Landscape Western VA Construction Staging Area Tower crane 0.0001 0.0000 0.0000 0.0000 0.0001 0.0001 0.0001 0.0001 0.0003 0.0007 0.0028 Front end loader 0.0006 0.0003 0.0003 0.0003 0.0006 0.0007 0.0010 0.0012 0.0034 0.0076 0.0311 Roller compactor 0.0016 0.0007 0.0007 0.0009 0.0016 0.0019 0.0027 0.0032 0.0092 0.0207 0.0849 10 ton hauling truck 0.0005 0.0002 0.0002 0.0003 0.0005 0.0006 0.0009 0.0011 0.0031 0.0069 0.0283 Notes: GBV = groundborne vibration; in/sec = inches per second; PPV = peak particle velocity; TBM = tunnel boring machine

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Figure 7-3: UCLA Lot 36 Receivers

7.1.1.3 Westwood/VA Hospital Station Construction Staging Area The predicted GBV levels from the construction activities at the Westwood/VA Hospital Station staging area are presented in Table 7-4. The locations of the GBV prediction sites are shown on Figure 7-2. As shown in Table 7-4, the predicted GBV levels from construction do not exceed the damage risk criteria for the buildings and resources associated with the historic property (the damage risk criteria are shown in Table 5-2 and repeated in Table 7-4).

7.1.1.4 Haul Truck Operations on Wilshire Boulevard The predicted GBV levels from haul trucks along Wilshire Boulevard are presented in Table 7-5 for the historic properties on the VA WLA Campus and Table 7-6 for the historic properties within the Los Angeles National Cemetery (note, both locations are within the WLA VA Historic District). The haul truck GBV levels at the buildings and resources associated with the WLA VA Historic District are predicted not to exceed the damage risk thresholds. Given the distances between buildings and resources that contribute to the historic property and the surface construction activities and haul truck operations, the predicted GBV levels at the historic properties are substantially lower than the damage risk thresholds.

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Table 7-4: Predicted GBV from Westwood/VA Hospital Station Construction Activities – PPV in/sec

Receiver A: Receiver B: Receiver C: Receiver I: Building 226: Building 20: Bonsall Receiver Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver Wadsworth Wadsworth Avenue D: Bonsall Building 90: Building 91: Building 23: Fence with Quarters and Fireplace K: Palm Receiver Theater Chapel Underpass Palm Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Tree Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Demo Westwood/VA Hospital Station Site Excavator 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 10 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Piling for Westwood/VA Hospital Station Box Long boom crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Pile drill rig 0.00047 0.00086 0.00206 0.35180 0.00371 0.00399 0.00195 0.00194 0.00111 0.00078 0.00094 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 20 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Decking Westwood/VA Hospital Station Box I-405 Ramp Rough terrain crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 20 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Decking Westwood/VA Hospital Station Box Bonsall Area Rough terrain crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 20 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Excavation First 12 Feet Westwood/VA Hospital Station Box and Bonsall Area Box Long boom crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Rough terrain crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Dozer 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Hauling double tandem 7 CY 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 trucks

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Receiver A: Receiver B: Receiver C: Receiver I: Building 226: Building 20: Bonsall Receiver Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver Wadsworth Wadsworth Avenue D: Bonsall Building 90: Building 91: Building 23: Fence with Quarters and Fireplace K: Palm Receiver Theater Chapel Underpass Palm Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Tree Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Excavation Westwood/VA Hospital Station Entrance Long boom crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Rough terrain crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Dozer 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Hauling double tandem 7 CY 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 trucks Backfill and Compact Westwood/VA Hospital Station Box Long boom crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Grader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Dozer 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Roller compactor 0.00127 0.00233 0.00555 0.94868 0.01000 0.01077 0.00527 0.00524 0.00299 0.00209 0.00253 Hauling double tandem 7 CY 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 trucks Remove Decking Westwood/VA Hospital Station Box Rough terrain crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 20 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Restore and Landscape Westwood/VA Hospital Station Long boom crane 0.00004 0.00008 0.00019 0.03162 0.00033 0.00036 0.00018 0.00017 0.00010 0.00007 0.00008 Front end loader 0.00047 0.00085 0.00204 0.34785 0.00367 0.00395 0.00193 0.00192 0.00110 0.00077 0.00093 Roller compactor 0.00127 0.00233 0.00555 0.94868 0.01000 0.01077 0.00527 0.00524 0.00299 0.00209 0.00253 10 ton hauling truck 0.00042 0.00078 0.00185 0.31623 0.00333 0.00359 0.00176 0.00175 0.00100 0.00070 0.00084 Note: Distance to Site D: Bonsall Palm Rows is assumed to be no closer than 10 feet for haul trucks and 20 feet for dozer and roller compactor. GBV = groundborne vibration; in/sec = inches per second; PPV = peak particle velocity; VA = Veterans Affairs

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Table 7-5: Predicted GBV at VA WLA Campus from Haul Truck Operations on Wilshire Boulevard – PPV in/sec

Receiver Receiver A: Receiver B: Receiver C: D: Receiver I: Building 226: Building 20: Bonsall Bonsall Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver K: Wadsworth Wadsworth Avenue Palm Building 90: Building 91: Building 23: Fence with Quarters and Fireplace Palm Tree Receiver Theater Chapel Underpass Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Haul truck passby 0.00306 0.00281 0.32 to 0.89 0.00326 0.00943 0.00289 0.00114 0.00141 0.00070 0.00073 0.02828 Note: Distance to Site C: Bonsall Avenue overpass is assumed to be in the range of 5 to 10 feet. GBV = groundborne vibration; in/sec = inches per second; PPV = peak particle velocity; VA = Veterans Affairs

Table 7-6: Predicted GBV at Los Angeles National Cemetery from Haul Truck Operations on Wilshire Boulevard – PPV in/sec

Receiver M: Wilshire Receiver O: Receiver L: Spanish Boulevard Gatehouses Receiver N: Burial Cemetery Receiver P: Receiver Q: Cemetery American War Memorial (2) Section with Markers Entrance Plaza Roads/Curbs/Walkways Perimeter and Trees Receiver Damage Risk Criteria – in/sec 0.5 0.5 0.5 0.5 0.5 1.0 Haul truck passby 0.026 0.005 0.040 0.009 0.026 0.026 GBV = groundborne vibration; in/sec = inches per second; PPV = peak particle velocity

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GBV levels at the murals along the Bonsall Avenue underpass, which are not a contributing resource to the historic district, are predicted in the range of 0.32 in/sec PPV to 0.89 in/sec PPV as a result of the haul truck movements on Bonsall Avenue. The predicted GBV levels may exceed the damage risk criteria of 0.5 in/sec PPV for the murals, which could result in cracking of the substrate the murals are painted on; however, the murals currently experience occasional vibration levels from similar trucks without obvious damage. The murals are not a historic property as part of Section 106, and representatives of the VA have agreed to this determination. Nonetheless, they are an important resource to the VA. Consistent with Mitigation Measure CON-46 (Metro Ground-Borne Noise and Ground-Borne Vibration Limits) from the Final EIS/EIR, Metro will monitor vibration levels at the murals and will take necessary action if vibration levels are exceeded.

7.1.1.5 VA Lot 43 A parking structure to replace parking lost during construction is proposed within VA Lot 43, located east of the VA Main Hospital (Building 500). The predicted GBV levels from the demolition in VA Lot 43 and construction of a five-story parking structure at the VA historic properties and resources (Figure 7-4) are presented in Table 7-7. The predicted GBV levels from construction do not exceed the damage risk criteria for the buildings and resources associated with the historic property (the damage risk criteria are included in Table 5-2 and repeated in Table 7-7).

Figure 7-4: VA Lot 43

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Table 7-7: Predicted GBV from Construction of Five-Story Parking Structure at VA Lot 43 – PPV in/sec

Receiver A: Receiver B: Receiver C: Receiver I: Building 226: Building 20: Bonsall Receiver D: Receiver E: Receiver F: Receiver G: Receiver H: Building 23: Receiver J: Receiver K: Wadsworth Wadsworth Avenue Bonsall Building 90: Building 91: Building 23: Fence with Quarters and Fireplace Palm Tree Receiver Theater Chapel Underpass Palm Rows Duplex Duplex Landscape Stone Piers Outbuilding Structure Grid Damage Risk Criteria – in/sec 0.12 0.12 0.5 1.0 0.2 0.2 1.0 1.0 0.12 0.12 1.0 Demolition Excavator 0.00014 0.00021 0.00035 0.00066 0.00023 0.00023 0.00023 0.00023 0.00021 0.00021 0.00017 Front end loader 0.00014 0.00021 0.00035 0.00066 0.00023 0.00023 0.00023 0.00023 0.00021 0.00021 0.00017 10 ton hauling truck 0.00013 0.00020 0.00032 0.00060 0.00021 0.00021 0.00021 0.00021 0.00019 0.00019 0.00016 Construction and Restoration Excavator 0.00014 0.00021 0.00035 0.00066 0.00023 0.00023 0.00023 0.00023 0.00021 0.00021 0.00017 Crane, rough terrain 0.00001 0.00002 0.00003 0.00006 0.00002 0.00002 0.00002 0.00002 0.00002 0.00002 0.00002 Front end loader 0.00014 0.00021 0.00035 0.00066 0.00023 0.00023 0.00023 0.00023 0.00021 0.00021 0.00017 Roller compactor 0.00039 0.00059 0.00095 0.00181 0.00064 0.00064 0.00064 0.00064 0.00057 0.00057 0.00047 10 ton hauling truck 0.00013 0.00020 0.00032 0.00060 0.00021 0.00021 0.00021 0.00021 0.00019 0.00019 0.00016

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7.1.2 Construction Noise The construction noise that may affect the historic buildings and resources associated with the WLA VA Historic District would be generated from activities and equipment located at the following locations:

µ Western VA Construction Staging Area

µ Westwood/VA Hospital Station construction staging area

µ Haul trucks on Wilshire Boulevard

µ Construction staging area at UCLA Lot 36

µ VA Parking Lot 43 Construction noise modeling considers distance, topography, the effects of shielding from buildings, and the means and methods of construction. Distance alone does not provide an accurate comparison of the modeling results. The evaluation of construction activities at these locations is provided in the following sections.

7.1.2.1 Western VA Construction Staging Area Predicted noise levels from construction at the Western VA Construction Staging Area are presented in Table 7-8. The construction noise assessment evaluated the same activities and equipment used for the GBV analyses. The receivers that were assessed are shown in Figure 7-5. The daytime and nighttime predicted noise levels assume a minimum 20-foot-high perimeter noise barrier wall, as shown in Figure 7-6. A gate of the same construction and design as the noise barrier wall will be used where the noise barrier wall is shown at an access road to the laydown areas. The noise barrier wall is consistent with Mitigation Measure CON-27 (Noise Barrier Walls for Nighttime Construction) from the Final EIS/EIR. The predicted construction noise levels are presented in Table 7-8 for the construction activities and equipment at the Western VA Construction Staging Area; this table also presents the daytime and nighttime construction noise limits. The Los Angeles County daytime and nighttime construction noise limits are predicted not to be exceeded at the buildings and resources that contribute to the historic property. The nighttime construction noise limits do not apply to the historic property sites where there are no nighttime activities.

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Figure 7-5: Western VA Construction Staging Area and Westwood/VA Hospital Station Construction Noise Prediction Sites

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Table 7-8: Western VA Construction Staging Area – Predicted Construction Noise, Leq (dBA)

Average Tunneling at Western VA Site After Tunneling at Western VA Site Distance to Receiver from Nighttime Construction Los Angeles Los Angeles Los Angeles Los Angeles Ambient Activities Day County Daytime Night County Nighttime Day County Daytime Night County Nighttime Site ID Receiver Noise Level (feet) (dBA) Noise Limits (dBA) Noise Limits (dBA) Noise Limits (dBA) Noise Limits A Building 226: Wadsworth N/A 650 56 65 56 N/A 53 65 53 N/A Theater B Building 20: Wadsworth N/A 1145 49 65 49 N/A 46 65 46 N/A Chapel E Building 90: Duplex 60 690 54 65 54 601 51 65 51 601 F Building 91: Duplex 60 560 55 65 55 601 52 65 52 601 I Building 23: Quarters and 55 235 45 65 45 602 42 65 42 602 Outbuilding (Unoccupied) Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. 1 The measured ambient noise is higher than the Los Angeles County multi-family nighttime limit of 55 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. 2 Unoccupied property treated as semi-residential in establishing nighttime noise limit. N/A – There are no nighttime activities at this receiver. Leq = equivalent sound level; dBA = A-weighted decibels See Figure 7-2 for the location of the receivers.

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Figure 7-6: Western VA Construction Staging Area

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7.1.2.2 Westwood/VA Hospital Station Construction Staging Area Predicted noise levels from construction at the Westwood/VA Hospital site are presented in Table 7-9. The construction noise assessment for the Westwood/VA Hospital site evaluated the same activities and equipment used for the GBV analyses. The receivers that were assessed are shown in Figure 7-5.

The daytime and nighttime predicted noise levels assume a minimum 20-foot-high perimeter noise barrier wall, as shown in Figure 7-7. A gate of the same construction and design as the noise barrier wall will be used where the noise barrier wall is shown at an access road to the laydown areas. The noise barrier wall is consistent with Mitigation Measure CON-27 (Noise Barrier Walls for Nighttime Construction) from the Final EIS/EIR. The predicted construction noise levels are presented in Table 7-9 for the construction activities and equipment at the Westwood/VA Hospital site; this table also presents the daytime and nighttime construction noise limits. The construction noise is predicted not to exceed the daytime Los Angeles County construction noise limits at the historic property receiver sites. The nighttime noise limit would be exceeded only at Site E, Building 90, a multi-family residence, where the construction noise levels are predicted to exceed the nighttime noise limits by 4 dB. Refer to Section 8.0 for the additional mitigation that would apply for this impact.

Figure 7-7: Westwood/VA Hospital Station Laydown Areas

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Table 7-9: Predicted Construction Noise – Westwood/VA Hospital Station Site

VA Station Contract VA Staging West of Bonsall Average Distance to Los Angeles Los Angeles Los Angeles Los Angeles Receiver from Nighttime County County County County Construction Ambient Noise Day Daytime Nighttime Day Daytime Noise Night Nighttime Site ID Receiver Activities (feet) Level (dBA) Noise Limits Night (dBA) Noise Limits (dBA) Limits (dBA) Noise Limits A Building 226: Wadsworth Theater 940 N/A 51 65 51 N/A 55 65 55 N/A B Building 20: Wadsworth Chapel 520 N/A 56 65 56 N/A 62 65 62 N/A E Building 90: Duplex 450 60 55 65 55 601 64 65 64 601 F Building 91: Duplex 490 60 46 65 46 601 60 65 60 601 I Building 23: Quarters and 715 55 49 65 49 60 60 65 60 602 Outbuilding (Unoccupied) Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. 1 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. 2 Unoccupied property treated as semi-residential in establishing nighttime noise limit. N/A – There are no nighttime activities at this receiver. Noise levels in red indicate an exceedance of the Los Angeles County nighttime noise limit. dBA = A-weighted decibels; VA = Veterans Affairs See Figure 7-2 for the location of the receivers.

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7.1.2.3 UCLA Lot 36 Construction Staging Area The closest historic property to the Westwood/UCLA Station construction site in UCLA Lot 36 Staging Area (Figure 7-8) is the Los Angeles National Cemetery, which is part of the WLA VA Historic District. Predicted noise from the construction at UCLA Lot 36 at the Los Angeles National Cemetery historic receiver locations, shown in Figure 7-2, are presented in Table 7-10. The Los Angeles County daytime construction noise limits are predicted not to be exceeded at these sites. Because there are no activities after 9:00 p.m. and before 7:00 a.m. at the Los Angeles National Cemetery, the effects of nighttime construction noise are not considered.

Figure 7-8: UCLA Lot 36 Staging Area

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Table 7-10: Predicted Construction Noise – UCLA Lot 36, Leq (dBA)

Average Distance to Daytime Predicted Receiver from Level with Los Angeles Construction Approximately 20-foot County Daytime Activities Noise Barrier Wall Noise Level Daytime Noise Site ID Receiver (feet) Leq, dBA Limit, dBA Exceedance, dB L Spanish-American War Monument 480 58 701 -12 M Wilshire Boulevard Gatehouses 1040 56 701 -14 N Burial Section with Markers 490 58 701 -12 O Cemetery Entrance Plaza 1040 56 701 -14 P Roads/Curbs/Walkways 690 58 701 -12 Q Cemetery Perimeter Trees 470 58 701 -12 S (Westwood) Federal Building 780 56 70 -14 Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, shielding by intervening buildings, and sound reflecting off the facades of high-rise buildings on Wilshire Boulevard. 1 Cemeteries are classified as commercial receivers (see Section 5.3.2) Leq = equivalent sound level; dBA = A-weighted decibels See Figure 7-9 for the location of the historic receivers.

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Figure 7-9: Los Angeles National Cemetery Sensitive Receivers

7.1.2.4 VA Lot 43 The predicted noise levels from construction of the five-story parking structure at VA Lot 43 are presented in Table 7-11. The receivers assessed are shown in Figure 7-4. The Los Angeles County daytime construction noise limit of 65 dBA is predicted not to be exceeded at the buildings and resources that contribute to the historic property. Construction of the parking structure will be limited to the daytime hours of 8:00 a.m. to 5:00 p.m. and may be extended from 7:00 a.m. to 8:00 p.m. due to scheduling constraints. These expanded hours of construction would still be considered as daytime by Los Angeles County.

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Table 7-11: Predicted Construction Noise – Five-Story Parking Structure at VA Lot 43

Average Demolition Construction and Restoration Distance to Receiver from Los Angeles County Construction Daytime Noise Los Angeles County Site ID Receiver Activities (feet) Day (dBA) Limits Day (dBA) Daytime Noise Limits A Building 226: 1,800 36 65 34 65 Wadsworth Theater B Building 20: Wadsworth 1,380 48 65 45 65 Chapel E Building 90: Duplex 1,300 34 65 33 65 F Building 91: Duplex 1,300 31 65 27 65 I Building 23: Quarters 1,400 28 65 24 65 and Outbuilding (Unoccupied) Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. dBA = A-weighted decibels; VA = Veterans Affairs See Figure 7-4 for the location of the Section 106 receivers.

7.1.3 Linde (Westwood) Medical Plaza The Linde (Westwood) Medical Plaza is a historical resource eligible for listing in the National Register of Historic Properties (NRHP). The medical plaza includes a 12-story tower and a single-story building where the Chase Bank retail space is located. The Project would remove the Chase Bank one-story building, build the Westwood/UCLA Station entrance, and then reconstruct the one-story building as a station entrance. The station will preserve the few original elements that remain and reuse those in the redesign to the extent feasible.

The major vibration-generating equipment and activities are expected to be used during the deconstruction of the Chase Bank building, excavation, and construction of station entrance and restoration of the Westwood/UCLA Station’s construction site. The types of equipment to be used for these construction activities are presented in Section 7.2.9.1 along with the distance beyond which the damage risk criteria of 0.20 in/sec PPV would not be exceeded. Most of the equipment can be operated without risk of damage at distances of 15 feet or greater from the Linde (Westwood) Medical Plaza 12-story tower. The exception is the roller compactor used for site restoration, which should generally only be operated at 30 feet from the Linde (Westwood) Medical Plaza building. If operated closer than 30 feet from the building, vibration monitoring would be conducted at the closest façade of the building to determine if the damage risk vibration criteria of 0.20 in/sec PPV would be exceeded, consistent with Mitigation Measure CON-46 (Metro Ground-Borne Noise and Ground-Borne Vibration Limits). If exceeded, the contractor will need to use an alternative method of compacting with lower ground vibration levels.

The predicted construction noise levels at the 12-story tower with an approximately 20-foot high noise barrier wall at the Westwood/UCLA Station laydown area (see Figure 8-1) would comply with the City of Los Angeles daytime construction noise limit of 75 dBA (see Section 7.2.9.2). If nighttime construction activity occurs at this construction area, Metro would obtain a noise variance per CON-24 (comply with provisions of the Nighttime Nosie Variance). The GBV and GBN predictions for TBM or haul train activities do not exceed the Metro thresholds (see Section 7.2.7).

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The maximum GBV and GBN for a train passby at the Linde (Westwood) Medical Plaza tower is predicted not to exceed the FTA impact thresholds (see Section 7.2.10).

7.1.4 Train Vibration and Groundborne Noise Assessment Except for the Wadsworth Theater, the predicted GBN and vibration levels at the WLA VA Historic District were not included in the Final EIS/EIR (Metro 2012). The GBN and vibration analysis in the Final EIS/EIR used vibration impact thresholds defined by the FTA in its guidance manual (FTA 2006). Buildings with overnight accommodations are considered FTA Vibration Category 2 receivers and include residences, hotels, and motels. Those buildings without overnight accommodations are considered FTA Vibration Category 3 receivers and include schools, churches, other institutions, and quiet offices. The vibration threshold for Category 2 receivers for GBV is 72 VdB and for GBN it is 35 dBA. Category 3 receivers have a threshold of 75 VdB for GBV and 40 dBA for GBN. The Wadsworth Theater is considered by FTA as a special building with a GBV threshold of 72 VdB and a GBN threshold of 35 dBA.

Table 7-12 show the FTA thresholds and the predicted train GBV and GBN at the VA Hospital Building 500 and VA historic properties due to the change in the alignment and station box, which have been shifted south of Wilshire Boulevard 40 feet on the east end and 180 feet on the west end.

FTA thresholds for GBN apply to interior building receivers and not to outside receivers. The modeling assumptions used for the GBV and GBN analyses of the VA historic properties are as follows:

µ 65-feet depth to top of rail at closest point

µ Horizontal distance varies from 109 feet to 637 feet to center of near track

µ Six-car vehicle train operating at a speed of 75 miles per hour (mph) to reflect conditions when a future extension of Section 3 occurs to the west

µ A safety factor of +5 dB that accounts for uncertainty in the building amplification, future rail corrugations, and wheel roughness that may result in higher-than-predicted GBV levels

µ No adjustment was made for the No. 645R double crossover turnouts which are more than 200 feet from any of the receivers

µ Recommended FTA coupling loss to building foundation for single-family (wood-frame) buildings (refer to Figure 4-2 in Section 4.2.2.2) The slant distance between the receivers in Table 7-12 and the tunnel are greater than the vibration propagation tests conducted at distances up to 150 feet. The train vibration and groundborne noise in Table 7-12 are presented as less than the levels that would be predicted at 150 feet. The exception is Receiver F (Building 91), which is at a slant distance of 127 feet.

As shown in Table 7-12, the train GBV and GBN is predicted not to exceed the FTA impact thresholds and, therefore, there would not be an impact.

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Table 7-12: Predicted GBV and GBN Levels – Train Passby1

Depth to Top of Tunnel Invert – Horizontal Distance Slant Distance Speed – Predicted Predicted GBN – FTA Land Use FTA GBV FTA GBN Site ID Receiver feet – feet – feet mph GBV – VdB dBA Category Threshold –VdB Threshold –dBA A Wadsworth 65 637 640 75 <61 <30 Special 72 35 Theater Buildings B Wadsworth 65 580 584 75 <61 <30 Category 3 75 40 Chapel E Building 90 65 197 207 75 <61 <30 Category 2 72 35 F Building 91 65 109 127 75 62 31 Category 2 72 35 I Building 23 65 164 176 75 <61 <30 Category 2 72 35 Quarters (unoccupied) 1 VA Hospital Main 65 350 356 75 <61 <30 Category 2 72 35 Building 500 Notes: 1 Predicted vibration levels include the No. 645R crossovers. Predicted vibration levels are based on a future train speed of 75 mph to reflect conditions when Section 3 is extended west. See Figure 7-2 for the location of the receivers. < is less than, FTA = Federal Transit Administration; GBV = groundborne vibration; GBN = groundborne noise; mph = miles per hour; VdB = vibration decibels

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7.2 Assessment of other Noise- and Vibration-Sensitive Receivers Key observations about the GBV, GBN, and construction noise predictions at the other (non-historic) noise- and vibration-sensitive receivers (shown in Figure 7-5 and designated by letter, from 1 to 13) are listed below. These key observations consider GBV, GBN, and construction noise predictions from the project refinements located in proximity to the sensitive receivers.

µ GBV predictions from construction activities at the UCLA Lot 36, Westwood/VA Hospital Station, VA Lot 43, and the Western VA Construction Staging Area are not predicted to exceed the FTA damage risk criteria.

µ Nighttime construction noise from activities at the Westwood/VA Hospital Station site are predicted to exceed the Los Angeles County construction noise limits in the range of 1 to 6 dB at Sites 1, 2, and 3 (described in Section 7.1.2.2). An exceedance of the daytime noise limit is predicted at Site 3 by 1 dB.

µ The daytime and nighttime construction noise from the activities at the Western VA Construction Staging Area are predicted not to exceed the Los Angeles County construction noise limits.

µ The construction noise from the activities at UCLA Lot 36 are predicted not to exceed the City of Los Angles nighttime or daytime construction noise limits.

µ The daytime noise levels from the construction activities at VA Parking Lot 43 for the construction of a five-story parking structure with an approximately 20-foot perimeter noise barrier wall is predicted to exceed the Los Angeles County daytime construction noise limit of 70 dBA at the at the second through the sixth floors of the VA Main Hospital (Building 500). These activities are expected to occur from 8:00 a.m. to 5:00 p.m. and may be extended from 7:00 a.m. to 8:00 p.m. due to scheduling constraints. These expanded hours of construction would still be considered as daytime by Los Angeles County. Localized sound curtains would be utilized to mitigate impacts at the upper floors.

µ The GBV and GBN from revenue train operation are predicted not to exceed the FTA impact thresholds and, therefore, there would not be impacts during operation of the Project.

µ Traffic noise from vehicles using the Westwood/VA Hospital passenger drop-off area would be similar to the noise generated by the surrounding street network. No increase in noise levels is predicted.

µ The Final EIS/EIR documented existing ambient daytime peak noise-hour levels of 64 dBA Leq south of Wilshire Boulevard in the grassy open space west of Bonsall Avenue. The maximum predicted construction noise levels in this area are in the range of 61 to 64 dBA Leq, which is the same or lower than the peak hour existing ambient noise levels presented in the Final EIS/EIR. The following sections summarize the noise and vibration evaluation for receivers that are noise and vibration sensitive for reasons other than their association with a historic property.

7.2.1 Construction Noise Noise prediction models were developed for daytime and nighttime hours at the noise-sensitive receivers in the project area for the construction staging areas listed below based on the project plan drawings and the anticipated means and methods for construction. The locations of the receiver prediction sites are shown in Figure 7-5 for the Western VA and Westwood/VA Hospital Station

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construction staging areas; Figure 7-10 for the UCLA Lot 36 site; and Figure 7-11 for the VA Lot 43 site. The receivers are identified as numbers 1 through 13. The construction staging areas are as follows:

µ Western VA Construction Staging Area, including exit shaft, would be near the southeast corner of the Federal Avenue and Wilshire Boulevard intersection. This site would be associated with construction of the exit shaft, the laydown area for tunnel operations, and support of other construction activities.

µ Westwood/VA Hospital Station construction staging area, located south of Wilshire Boulevard west of Bonsall Avenue and between Bonsall Avenue and I-405. This construction staging area is predominantly located in Lot 42. This site is the laydown area for construction of the station, including the crossovers east and west of the station platforms. Piling and decking of the station construction area is only required at Bonsall Avenue (to maintain access to the VA Hospital) and the I-405 ramps. The station box in between these areas is anticipated to be open (not decked).

µ UCLA Lot 36, located between Veteran Avenue and Gayley Avenue is associated with construction of the Westwood/UCLA Station. This construction area is unchanged from the Final EIS/EIR.

µ VA Lot 43 is located east of the VA Main Hospital (Building 500) and is associated with construction of a five-story parking structure that would replace parking lost during construction in Lot 42.

Figure 7-10: Westwood/UCLA Construction Noise Prediction Sites

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Figure 7-11: VA Lot 43 Construction Noise Prediction Sites

The equipment expected to be used during nighttime hours of construction are presented in Table 7-13 and for daytime hours in Table 7-14. Usage factors for each piece of construction equipment were provided by WSP. Predictions assume that each construction site is surrounded by a minimum 20-foot perimeter noise barrier wall (consistent with Final EIS/EIR Mitigation Measure CON-27 (Noise Barrier Walls for Nighttime Construction)), but do not include other mitigation or minimization measures.

There may be an overlap in construction activities that could result in higher noise levels at some receivers where the construction activities and distances are approximately the same. Predicting levels with overlap would be difficult to anticipate when the exact construction means and methods will be determined by the construction contractor. The distances to most receivers are such that one location would dominate and the other location would have negligible effect on the overall level.

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Table 7-13: Equipment Used during Nighttime Hours of Construction

Westwood/VA Hospital Station Construction Western VA Site Construction Site Cranes Tower Crane Street sweeper Telehandler 1-ton pickup truck Lift hoist 20-ton haul truck Front end loader Backhoe Compressors Light plant Water plants Concrete mix truck Ventilation plants Vacuum excavator Dump truck Welder Grout plant Auger drill rig Foam plant Welder

Table 7-14: Equipment Used during Daytime Hours of Construction

Westwood/VA Hospital Station Construction Site Western VA Construction Site Cranes Tower Crane Street sweeper Telehandler FE loader Lift hoist Bob cat Front end loader Concrete pump Compressors Concrete mix truck Water plants 1-ton pickup truck Ventilation plants 20-ton haul truck Dump truck Dozer Grout plant Auger drill rig Foam plant Ventilation fans Welder Street sweeper Auger drill rig Telehandler Bob cat Vacuum excavator Concrete pump Backhoe Concrete truck Street sweeper Generator Shotcrete machine Vacuum excavator Machine shop Electrical shop

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7.2.1.1 Western VA Construction Staging Area The predicted construction noise from the activities at the Western VA Construction Staging Area are presented in Table 7-15. No nighttime uses at Receiver 14, U.S. Army Reserve Center, occur after 8:00 p.m. and before 7:00 a.m. There are no predicted exceedances of the daytime and nighttime Los Angeles County or City of Los Angeles construction noise limits at any of the evaluated receivers. Construction noise at Receiver Sites 2 and 3, which are closer to the Western VA Construction Staging Area than the U.S. Army Reserve Construction Staging Area assessed in the Final EIS/EIR, are predicted not to exceed the daytime and nighttime noise limits.

7.2.1.2 Westwood/VA Hospital Station Sites The predicted noise levels from construction activities at the Westwood/VA Hospital Station construction staging area with an approximately 20-foot perimeter noise barrier wall are presented in Table 7-16 for nighttime and daytime hours. The Los Angeles County nighttime construction noise limits are predicted to be exceeded in the range of 1 to 6 dB at three sites:

µ Site 1: VA Main Hospital (Building 500)

µ Site 2: VA Buildings 90 and 91, multi-family residences

µ Site 3: VA Buildings 307 through 312, 14, 23, 522, and 318, all of which are residences

These exceedances are a result of the low nighttime noise limit in that area of the VA WLA Campus. An exceedance of the daytime construction limit by 1 dBA is predicted at Site 3. Mitigation for these impacts is described in Section 8.0 of this technical memorandum.

7.2.1.3 UCLA Lot 36 The predicted construction noise from the activities at UCLA Lot 36 are presented in Table 7-17 with an approximately 20-foot noise barrier wall at the perimeter of the staging area. No exceedance of the City of Los Angles nighttime or daytime construction noise limits are predicted.

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Table 7-15: Western VA Construction Staging Area Predicted Construction Noise

Average Distance to Nighttime Daytime Receiver from Nighttime Nighttime Noise Predicted Daytime Construction Predicted Level Noise Limit, Exceedance, Level Leq, Noise Limit, Daytime Noise Site ID Noise Prediction Location Activities (feet) Leq, dBA dBA dB dBA dBA Exceedance, dB 2 VA Buildings 90 and 91 (multi-family residences) 440 54 601 -6 54 65 -11 3 VA Buildings 307 through 312, 14, 23, 522, and 318 (single- 430 43 551 -12 43 60 -17 family residences) 4 VA Medical Buildings 304 and 507 470 50 60 -10 50 70 -20 5 VA Medical Buildings 400, 401, and 402 630 59 60 -1 59 70 -11 6 Apartments on west side of Federal Avenue 570 50 64 -14 50 75 -25 7 Second-row apartments on east side of Barry Avenue 700 38 59 -21 38 75 -37 8 Third-row apartments on west side of Barry Avenue 890 37 61 -24 37 75 -38 9 Second-row apartments on east side of Barry Avenue north of 820 37 64 -27 37 75 -38 Wilshire Boulevard 10 Third-row apartments on Kiowa Avenue within line of site of 840 37 67 -30 37 75 -38 the construction zone down San Vincente Boulevard 14 U.S. Army Reserve Center, 130 No nighttime uses at this receiver after 8:00 p.m. 61 70 -9 Sadao Munemori Hall and before 7:00 a.m. Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. 1 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. Receivers 4 and 5 are in Los Angeles County and receivers 6 through 10 are in the City of Los Angeles. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs The locations of the receivers are shown in Figure 7-5.

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Table 7-16: Westwood/VA Hospital Station Predicted Construction Noise

Average Distance to Receiver from Construction Nighttime Site Activities Predicted Level Nighttime Noise Nighttime Noise Daytime Predicted Daytime Noise Daytime Noise ID Noise Prediction Location (feet) Leq, dBA Limit, dBA Exceedance, dB Level Leq, dBA Limit, dBA Exceedance, dB 1 VA Main Hospital (Building 500) 250 61 601 1 61 70 -9 2 VA Buildings 90 and 91 (multi-family 460 64 601 4 64 -1 65 residences) 3 VA Buildings 307 through 312, 14, 23, 522, 415 61 551 6 61 1 60 and 318 (single-family residences) 4 VA Medical Buildings 304 and 507 500 56 60 -4 56 70 -14 5 VA Medical Buildings 400, 401, and 402 880 56 60 -4 56 70 -14 6 SE 1223 Federal Avenue 1,720 53 64 -11 53 75 -22 7 SE 11620 Wilshire Boulevard 1,860 40 59 -19 40 75 -35 8 SW 11620 Wilshire Boulevard 2,040 39 61 -22 39 75 -36 9 SE 11666 Goshen Avenue 2,000 39 64 -25 39 75 -36 10 11500 San Vicente Boulevard 1,920 53 67 -14 53 75 -22 Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. 1 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. Noise levels in red indicate an exceedance of the Los Angeles County nighttime noise limit. There would be no exceedances of the Los Angeles City nighttime noise limits. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs Receivers 1 through 5 are in Los Angeles County and receivers 6 through 10 are in the City of Los Angeles. Receivers 1, 4, and 5 are semi-residential/commercial, Receiver 2 is multi-family, and Receiver 3 is single-family residential. The locations of the receivers are shown in Figure 7-5.

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Table 7-17: UCLA Lot 36 Predicted Construction Noise

Average Distance to Receiver from Nighttime Noise Prediction Construction Activities Predicted Level Nighttime Noise Nighttime Noise Daytime Predicted Daytime Noise Daytime Noise Site ID Location (feet) Leq, dBA Limit, dBA Exceedance, dB Level Leq, dBA Limit, dBA Exceedance, dB 11 Apartments at 1122 190 57 73 -16 -16 59 75 Gayley Avenue 12 Apartments at 10916 620 35 61 -26 -38 37 75 Ashton Avenue 13 Apartments at 1255 460 39 63 -24 -34 41 75 Midvale Avenue Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs Receivers 11 through 13 are in the City of Los Angeles. The locations of the receivers are shown in Figure 7-10.

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7.2.1.4 VA Lot 43 The predicted noise levels from the construction activities at VA Parking Lot 43 associated with construction of the five-story parking structure are presented in Table 7-18 for daytime hours only because construction is expected to occur from 8:00 a.m. to 5:00 p.m. and may be extended from 7:00 a.m. to 8:00 p.m. due to scheduling constraints. These expanded hours of construction would still be considered as daytime by Los Angeles County. The VA Main Hospital (Building 500) is a six-story structure. The noise from construction of the five-story parking structure within VA Parking Lot 43 was predicted at each of the six stories of the VA Main Hospital (Building 500) closest to the parking structure site. The results of the predicted noise levels are presented in Table 7-19 with and without an approximately 20-foot perimeter noise barrier wall at the parking structure site. The effectiveness of the perimeter noise barrier wall in reducing construction noise is limited to the ground, second, and third floors of the hospital building. At the fourth floor and higher, the perimeter noise barrier is predicted not to provide any reduction in construction noise. With an approximately 20-foot perimeter noise barrier wall, the Los Angeles County daytime construction noise limit for the VA Main Hospital (Building 500) of 70 dBA would be exceeded during demolition at the site at the fourth through the sixth floors. Demolition is expected to occur for about one month and measures can be provided to reduce the noise to acceptable levels, such as the addition of localized sound curtains to the area. During construction and restoration―approximately 12 months―that predicted noise level would be equal to the 70-dBA limit at the second through the sixth floors, which would not be an impact.

7.2.2 Construction Groundborne Vibration The major vibration-generating equipment and activities that are expected to be used during the demolition, excavation, backfilling, and restoration of the U.S. Army Reserve site, the Westwood/VA Hospital Station site, and the construction of the VA Lot 43 five-story parking structure are presented in Table 7-20 along with the distance beyond which the damage risk criteria would not be exceeded. Most of the equipment can be operated without risk of damage at distances of 8 feet or greater from non- historic buildings. The exception is the roller compactor, which should generally only be operated at more than 15 feet from non-historic buildings. No impact is predicted from surface construction vibration since there are no buildings within 50 feet of the U.S. Army Reserve and Westwood/VA Hospital Station laydown and staging areas where this equipment would be operated. Construction activities at the U.S. Army Reserve staging area, approximately 70 feet from the U.S. Army Reserve staging area, would not exceed the 0.5 in/sec PPV damage risk criteria for this building. Construction activities at the VA Lot 43, approximately 90 feet from the VA Main Hospital (Building 500), would not exceed the 0.5 in/sec PPV damage risk criteria for this building.

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Table 7-18: VA Parking Lot 43 Five-Story Parking Structure Predicted Construction Noise

Demolition Construction and Restoration Average Distance to Receiver from Daytime Daytime Daytime Noise Daytime Daytime Daytime Noise Site Construction Predicted Noise Limit, Exceedance, Predicted Noise Limit, Exceedance, ID Noise Prediction Location Activities (feet) Level Leq, dBA dBA dB Level Leq, dBA dBA dB 1 VA Main Hospital (Building 500) 80 63 70 -7 59 70 -11 2 VA Buildings 90 and 91 (multi-family residences) 1,300 31 65 -29 28 65 -32 3 VA Buildings 307 through 312, 14, 23, 522, and 318 (single- 1,050 32 601 -28 28 60 -32 family residences) 4 VA Medical Buildings 304 and 507 740 32 70 -38 28 70 -32 5 VA Medical Buildings 400, 401, and 402 740 31 70 -39 27 70 -33 6 SE 1223 Federal Avenue 2,300 28 75 -47 21 75 -54 7 SE 11620 Wilshire Boulevard 2,400 23 75 -52 19 75 -56 8 SW 11620 Wilshire Boulevard 2,600 23 75 -52 19 75 -56 9 SE 11666 Goshen Avenue 2,600 23 75 -52 18 75 -57 10 11500 San Vicente Boulevard 2,700 23 75 -52 19 75 -56 Notes: Differences in the predicted construction noise varies by distance to the receiver, topography, and shielding by intervening buildings. 1 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. Receivers 1 through 5 are in Los Angeles County and receivers 6 through 10 are in the City of Los Angeles. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs The locations of the receivers are shown in Figure 7-11.

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Table 7-19: Predicted Construction Noise at VA Main Hospital Building 500

Demolition Construction and Restoration Daytime Daytime Predicted Daytime Predicted Level with Predicted Daytime Predicted Level with Los Angeles County Daytime VA Hospital Building Noise Level - Leq, Approximately 20-foot-Noise Barrier Leq, Level - Leq, Approximately 20-foot Noise Barrier Leq, Construction Noise Limit, Prediction Location dBA dBA dBA dBA dBA Ground Floor 72 60 68 56 70 Second Floor 74 64 70 60 70 Third Floor 74 69 70 65 70 Fourth Floor 74 74 (+ 4 over limit) 70 70 70 Fifth Floor 74 74 (+ 4 over limit) 70 70 70 Sixth Floor 73 73 (+ 3 over limit) 70 70 70 Notes: Noise levels in red indicate an exceedance of the Los Angeles County daytime noise limit. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs The locations of the receivers are shown in Figure 7-11.

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Table 7-20: Distance to Construction Vibration Impact Thresholds

PPV Ref Level at 100 Distance to Impact Threshold of Distance to Impact Threshold of Equipment ft (in/sec) 0.5 in/sec PPV1 0.2 in/sec PPV1 Auger drill rig 0.011 in/sec 8 ft 15 ft Cranes 0.001 in/sec 2 ft 3 ft Dozer 0.011 in/sec 8 ft 15 ft Dump truck 0.01 in/sec 8 ft 15 ft Front end loader 0.011 in/sec 8ft 15 ft Jackhammer 0.003 in/sec 4 ft 7 ft Roller compactor 0.03 in/sec 16 ft 30 ft Grader 0.011 in/sec 8 ft 15 ft Excavator 0.011 in/sec 8 ft 15 ft Notes: 1 The impact threshold for non-historic buildings is 0.5in/sec PPV, and the impact threshold for historic buildings is 0.2 in/sec PPV. ft = feet; in/sec = inches per second; PPV = peak particle velocity

7.2.3 Alignment at VA Medical Center and Westwood/VA Hospital Station Entrances As described in Section 2.2, within proximity to the Westwood/VA Hospital Station, the alignment as evaluated in the Final EIS/EIR (Metro 2012) contained several low radius (tight) curves and an east crossover structure (referred to as the GSA crossover) within the GSA property east of I-405. Metro proposes reducing these curves to improve operation of a future extension from the Westwood/VA Hospital Station. The potential wheel squeal that could occur from the low radius (tight) curves was not assessed in the Final EIS/EIR. Wheel squeal would result in higher noise levels for transit patrons inside the vehicles. The reduction in these curves will reduce the potential occurrence of wheel squeal.

The predicted train vibration and groundborne noise related to the shift in the alignment and station box, approximately 150 feet south from Wilshire Boulevard, is presented in Table 7-21 at the buildings located in the WLA VA Historic District. The shift in the alignment and station box would not result in vibration or groundborne noise levels that exceed the FTA vibration criterion of 72 VdB or groundborne noise criterion of 35 dBA. No new or worsened significant operational vibration or groundborne noise impacts would occur in the vicinity of the Westwood/VA Hospital Station. Mitigation is not required.

The predicted GBV and GBN from the new location of the crossover east of the Westwood/VA Hospital Station, which would be connected to the station platform, is predicted to be less than 53 VdB and 18 dBA at the VA Main Hospital (Building 500), which is the nearest receiver to the crossover. These levels are well below the FTA GBV and GBN thresholds for a hospital. Mitigation is not required. The predicted levels at this receiver presented in the Final EIS/EIR are 53 VdB and 20 dBA.

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Table 7-21: Groundborne Vibration and Noise Levels near Alignment at VA Medical Center and Westwood/VA Hospital Station—Predicted Train Passby

FTA GBV FTA GBN Site Predicted GBV Predicted GBN FTA Land Use Threshold – Threshold – ID Receiver (VdB) (dBA) Category VdB dBA A Wadsworth Theater 56 23 Special Buildings 72 35 B Wadsworth Chapel 56 23 Category 3 75 40 E Building 90 63 30 Category 2 72 35 F Building 91 63 30 Category 2 72 35 I Building 23 Quarters 63 30 Category 2 72 35 (unoccupied) Notes: Predicted vibration levels include a 10-dB increase for the No. 645R crossover. Refer to Figure 7-2 for the location of the receivers by Site ID. dBA = decibels; FTA = Federal Transit Administration; GBV = groundborne vibration; GBN = groundborne noise; VdB = vibration decibels

7.2.4 Murals Murals are currently located along the Bonsall Avenue underpass and ramps connecting Bonsall Avenue and Wilshire Boulevard. As stated in Section 7.1.1.4, predicted GBV levels at the murals are in the range of 0.32 in/sec PPV to 0.89 in/sec PPV as a result of haul truck activity on Bonsall Avenue, which may exceed the threshold of 0.50 in/sec PPV. Consistent with Mitigation Measure CON-46 (Metro Ground- Borne Noise and Ground-Borne Vibration Limits) from the Final EIS/EIR, Metro will monitor vibration levels at the murals and will take necessary action if vibration levels are exceeded. With implementation of this mitigation measure, there would not be vibration impacts to the murals during construction.

7.2.5 Construction Method for Westwood/VA Hospital Station West Crossover As discussed in Section 2.5, the crossover west of the Westwood/VA Hospital Station platform will be constructed via a cut-and-cover (also called open-cut method) method similar to the rest of the station structure. The predicted construction vibration and noise levels at this crossover was included in the assessment of the Westwood/VA Hospital laydown and staging area, the results of which are presented in Table 7-4 and Table 7-9. The damage risk criteria at the vibration-sensitive receivers is predicted not to be exceeded by construction of the crossover.

The Los Angeles County daytime construction noise limit of 65 dBA is predicted not to be exceeded at any of the sensitive buildings. The nighttime noise limits are predicted not to be exceeded at any of the noise-sensitive receivers, except at Receiver E, Building 90, the staff quarters and outbuilding, by 4 dB. Mitigation for these vibration and noise impacts are described in Section 8.0 of this technical memorandum.

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7.2.6 (Westwood) Federal Building The construction activities at the staging areas in the Caltrans infiltration basin located east of I-405 and south of Wilshire Boulevard are closest to the (Westwood) Federal Building (Figure 7-12). Grouting would be completed from the staging area east of I-405. The predicted construction noise levels at this building with an approximately 20-foot noise barrier wall around the staging area is presented in Table 7-22 at each floor. The predicted noise levels do not exceed the City of Los Angles daytime noise limit of 75 dBA.

Table 7-22: Predicted Construction Noise Levels at (Westwood) Federal Building (Receiver 18)

Daytime Construction Noise Level Los Angeles City with Approximately 20-Foot Noise Daytime Noise Limit, Noise Limit Floor Barrier, dBA dBA Exceedance, dBA Floor 1 61 75 -14 Floor 2 62 75 -13 Floor 3 64 75 -11 Floor 4 65 75 -10 Floor 5 65 75 -10 Floor 6 66 75 -9 Floor 7 68 75 -7 Floor 8 68 75 -7 Floor 9 69 75 -6 Floor 10 69 75 -6 Floor 11 70 75 -5 Floor 12 70 75 -6 Floor 13 70 75 -6 Floor 14 69 75 -6 Floor 15 69 75 -6 Floor 16 69 75 -6 Floor 17 69 75 -6 Note: Average distance to receiver S from construction activities is 390 feet. dBA = decibels

The construction activities at the staging areas in the Caltrans infiltration basin located east of I-405 and south of Wilshire Boulevard are closest to the (Westwood) Federal Building (Receiver S). Groundborne vibration levels from these activities are predicted to be 0.00143 in/sec PPV, which is substantially lower than the building damage risk threshold of 0.20 in/sec PPV this type of building.

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Figure 7-12: (Westwood) Federal Building

7.2.7 Westwood/UCLA Station Entrances 7.2.7.1 Long-Term Operations The Final EIS/EIR characterized operational vibration and groundborne noise in the vicinity of the Westwood/UCLA Station at the Armand Hammer Museum, a Category 3 noise- and vibration-sensitive receiver. The Final EIS/EIR predicted levels at this receiver of 63 VdB and 34 dBA, which would not change as a result of the project refinements and would not exceed the FTA thresholds of 75 VdB and 40 dBA. The Final EIS/EIR did not include the predicted vibration and groundborne noise at the Linde (Westwood) Medical Plaza building. This building has a magnetic resonance imaging (MRI) machine on the second floor of the building, which is a Category 1 vibration-sensitive use with a vibration criterion of 65 VdB. The groundborne noise criterion for the MRI is 40 dBA because vibration-sensitive equipment such as an MRI is not sensitive to noise.

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Table 7-23 shows the FTA thresholds and the predicted vibration and groundborne noise levels for a train passby at the ground and second floors of the Linde (Westwood) Medical Plaza and the Armand Hammer Museum. The ground floor of the Linde (Westwood) Medical Plaza is commercial spaces and the second floor is medical offices where the MRI is located. The ground floor of the Armand Hammer Museum is public space. The predicted maximum operational vibration and groundborne noise levels would be less than the FTA impact criteria; therefore, operational vibration and groundborne noise impacts would not occur at the Linde (Westwood) Medical Plaza ground and second-floor spaces, MRI, and the Armand Hammer Museum. Mitigation is not required.

Table 7-23: Predicted Train Passby Groundborne Vibration and Noise Levels near Westwood/UCLA Station (Site R)

Predicted GBV Predicted GBN FTA Land Use FTA GBV Threshold FTA GBN Threshold Receiver (VdB) (dBA) Category –VdB –dBA Ground-Floor Medical Tower 58 31 Category 3 75 40 Occupied Spaces Second-Floor Linde 56 29 Category 1 for 65 40 (Westwood) Medical Plaza MRI GBV, Category 3 Facility for GBN Armand Hammer Museum 63 34 Category 3 75 40 Source: FTA 2006 Notes: dBA = A-weighted decibels; FTA = Federal Transit Administration; GBN = groundborne noise; GBV = groundborne vibration; MRI = magnetic resonance imaging; VdB = vibration decibels

7.2.7.2 Construction Phase This section evaluates noise and vibration during construction of the Westwood/UCLA Station entrances as well as operation of the WPLE Project near the Westwood/UCLA Station. As stated previously, because the Final EIS/EIR committed to meeting the construction noise limits for the County of Los Angeles and the City of Los Angeles during construction, the potential construction noise and vibration effects from the Westwood/UCLA Station were not assessed in detail. Since completion of the Final EIS/EIR, a MRI machine located on the second floor of the Linde (Westwood) Medical Plaza building has been identified through coordination with the property owner. An assessment of potential effects from tunneling activities and surface construction activities has also been prepared. The overall unmitigated groundborne noise and vibration levels for TBM mining and haul/supply train activities at the Linde (Westwood) Medical Plaza are presented in Table 7-24 and Table 7-25, respectively. The overall levels were obtained by taking an energy sum across the entire one-third octave spectrum. As shown, there would not be exceedances of the thresholds. An assessment of the potential GBV effects from train passbys on the MRI has also been prepared (refer to Section 7.2.10).

Key observations about the predictions at the Linde (Westwood) Medical Plaza building are as follows:

µ The GBV predictions do not exceed the Metro thresholds for TBM or haul train activities.

µ The GBN predictions do not exceed the Metro thresholds for TBM activities because the TBM vibrations have energy concentrated in the lower frequencies.

µ The GBN predictions do not exceed the Metro threshold for tunnel haul train operations.

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Table 7-24: Unmitigated Predicted Groundborne Noise and Vibration Levels for TBM Tunneling

Predicted Criteria Criteria GBV GBN Receiver Bldg. Slant Distance Predicted GBN GBV GBN Exceed Exceed Address Type to Tunnel (feet) GBV (VdB) (dBA) (VdB) (dBA) (dB) (dB) Linde (Westwood) Medical Plaza, COM 60 68 44 80 50 -12 -6 10901-10921 Wilshire Boulevard Notes: COM = commercial; dB = decibels; dBA = A-weighted decibels; GBN = groundborne noise; GBV = groundborne vibration; TBM = tunnel boring machine; VdB = vibration decibels

Table 7-25: Unmitigated Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains

Slant Distance Predicted Criteria Criteria GBV GBN Receiver Bldg. to Tunnel Predicted GBN GBV GBN Exceed Exceed Address Type (feet) GBV (VdB) (dBA) (VdB) (dBA) (dB) (dB) Linde (Westwood) Medical Plaza, COM 60 68 44 80 50 -12 -6 10901-10921 Wilshire Boulevard Notes: COM = commercial; dB = decibels; dBA = A-weighted decibels; GBN = groundborne noise; GBV = groundborne vibration; VdB = vibration decibels

7.2.8 Predicted GBV and GBN for Tunneling Activities The overall unmitigated GBV and GBN levels and impact thresholds for TBM mining activities at the VA, National Cemetery, and (Westwood) Federal Building Section 106 resources are presented in Table 7-26- and Table 7-27, respectively. Table 7-28 and Table 7-29 provide this data for the haul train activities, respectively. The historic property receiver locations are shown in Figure 7-2.The GBV and GBN predictions for the TBM and haul train activities do not exceed the FTA damage risk criteria, Metro GBN thresholds, and Metro GBV thresholds for annoyance.

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Table 7-26-: Predicted Groundborne Noise and Vibration Levels for TBM Tunneling – VA Section 106 Receivers

GBV Horizontal Slant Distance GBV Damage GBN Construction Site Distance - Depth to Top of to Top of GBV, in/sec Risk Criteria - Construction GBV, dBV Criteria, dBV ID Receiver feet Tunnel - feet Tunnel - feet PPV in/sec PPV GBN - dBA Criteria - dBA (rms) (rms) A Wadsworth Theater (Bldg. 226) 630 50 632 0.0009 0.12 0 40 47 80 B Wadsworth Chapel (Bldg. 20) 520 50 522 0.0010 0.12 0 40 47 80 C Bonsall Avenue Underpass Murals 200 50 206 0.0044 0.5 NA NA NA NA D Bonsall Avenue Palm Rows 0 50 50 0.0176 1 NA NA NA NA E Building 90 Duplex 200 50 206 0.0025 0.2 10 45 56 80 F Building 91 Duplex 85 50 99 0.0051 0.2 23 45 55 80 G Building 23 Landscape 0 50 50 0.0176 1.0 NA NA NA NA H Fence with Stone Piers 0 50 50 0.0176 1.0 NA NA NA NA I Building 23 Quarters and Outbuilding 145 50 153 0.0033 0.12 14 45 58 80 (Unoccupied) J Fireplace Structure 240 50 245 0.0037 0.2 NA NA NA NA K Palm Tree Grid 0 50 50 0.0176 1 NA NA NA NA Note: NA – The FTA GBN and GBV annoyance thresholds do not apply to outdoor receivers.

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Table 7-27: Predicted Groundborne Vibration Levels for TBM Tunneling – National Cemetery and (Westwood) Federal Building Section 106 Receivers1

Horizontal Slant Distance to Distance – Depth to Top of Top of Tunnel - GBV – PPV GBV Damage Risk Site ID Receiver feet Tunnel - feet feet in/sec Criteria - in/sec L Spanish-American War Monument 20 50 54 0.0164 0.5 M Cemetery Entrance Plaza 130 50 139 0.0064 0.5 N Burial Section with Markers 40 50 64 0.0138 0.5 O Wilshire Boulevard Gatehouses (2) 160 50 168 0.0054 0.5 P Road/Curbs/Walkways 260 50 265 0.0035 0.5 Q Cemetery Perimeter Trees 15 50 52 0.0169 1 S (Westwood) Federal Building 150 50 158 0.0056 0.2 Note: 1The FTA GBN and GBV annoyance thresholds do not apply to outdoor receivers.

Table 7-28: Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains – VA Section 106 Receivers

Slant GBV Depth to Distance Damage GBN Horizontal Top of to Top of GBV – Risk Constructio GBV Site Distance - Tunnel - Tunnel - PPV Criteria - GBN - n Criteria - GBV, Construction ID Receiver feet feet feet in/sec in/sec dBA dBA dBV Criteria, dBV A Wadsworth Theater (Bldg. 630 70 634 0.0007 0.12 6 40 45 80 226) B Wadsworth Chapel (Bldg. 520 70 525 0.0009 0.12 9 40 47 80 20) C Bonsall Avenue 200 70 212 0.0037 0.5 NA NA NA NA Underpass Murals D Bonsall Avenue Palm 0 70 70 0.0313 1 NA NA NA NA Rows E Building 90 Duplex 200 70 212 0.0021 0.2 27 45 54 80 F Building 91 Duplex 85 70 110 0.0061 0.2 42 45 64 80 G Building 23 Landscape 0 70 70 0.0313 1 NA NA NA NA H Fence with Stone Piers 0 70 70 0.0313 1.0 NA NA NA NA I Building 23 Quarters and 145 70 161 0.0031 0.12 33 45 58 80 Outbuilding (Unoccupied) J Fireplace Structure 240 70 250 0.0031 0.2 NA NA NA NA K Palm Tree Grid 0 70 70 0.0313 1 NA NA NA NA Note: NA – The FTA GBN and GBV annoyance thresholds do not apply to outdoor receivers.

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Table 7-29: Predicted Groundborne Noise and Vibration Levels for Tunnel Haul Trains – National Cemetery and (Westwood) Federal Building Section 106 Receivers1

Slant Distance to Horizontal Depth to Top of Top of GBV – PPV GBV Damage Risk Site ID Receiver Distance – feet Tunnel - feet Tunnel - feet in/sec Criteria - in/sec L Spanish-American War Monument 20 70 73 0.0283 0.5 M Cemetery Entrance Plaza 130 70 148 0.0063 0.5 N Burial Section with Markers 40 70 81 0.0219 0.5 O Wilshire Boulevard Gatehouses (2) 160 70 175 0.0048 0.5 P Road/Curbs/Walkways 260 70 269 0.0028 0.5 Q Cemetery Perimeter Trees 15 70 72 0.0295 1 S (Westwood) Federal Building 150 70 165 0.0050 0.2 Note: 1 The FTA GBN thresholds do not apply to outdoor receivers.

7.2.9 Westwood/UCLA Station Construction 7.2.9.1 Groundborne Vibration The major vibration-generating equipment and activities are expected to be used during the deconstruction of the Chase Bank building, excavation, and construction of station entrance and restoration of the Westwood/UCLA Station’s construction site. The types of equipment to be used for these construction activities are presented in Table 7-30 along with the distance beyond which the damage risk criteria of 0.20 in/sec PPV would not be exceeded. Equipment vibration reference emission levels used for the predictions were gathered from measurements performed and published from several reference sources and projects, including the FTA guidance manual (FTA 2006), the Central Artery/Tunnel Project in Boston, and ground transmissibility relationships in Dowding 1996. Equipment such as generators and compressors that may require noise modeling and assessment are not assessed for vibration impact.

Most of the equipment can be operated without risk of damage at distances of 15 feet or greater from the Linde (Westwood) Medical Plaza building. The exception is the roller compactor used for site restoration, which should generally only be operated at 30 feet from the Linde (Westwood) Medical Plaza building. If operated closer than 30 feet from the building, vibration monitoring would be conducted at the closest façade of the building to determine if the damage risk vibration criteria of 0.20 in/sec PPV would be exceeded, consistent with Mitigation Measure CON-46 (Metro Ground-Borne Noise and Ground-Borne Vibration Limits). If exceeded, the contractor will need to use an alternative method of compacting with lower ground vibration levels.

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Table 7-30: Distance to Construction Vibration Impact Thresholds

PPV Ref Level at 100 Distance to Impact Threshold of 0.2 Equipment ft. (in/sec) in/sec PPV Deconstruction of Chase Bank Building Excavator 0.011 in/sec 15 ft. Front end loader 0.011 in/sec 15 ft. Hauling dump truck 0.01 in/sec 15 ft. Excavation of Westwood/UCLA Station Box Long boom cranes 0.001 in/sec 3 ft. Dozer 0.011 in/sec 15 ft. Rough terrain crane 0.001 in/sec 3 ft. Front end loader 0.011 in/sec 15 ft. Backhoe 0.011 in/sec 15 ft. Hauling dump truck 0.01 in/sec 15 ft. Construction of Station Entrance and Restoration of Construction Site Roller compactor 0.03 in/sec 30 ft. Long boom cranes 0.001 in/sec 3 ft. Front end loader 0.011 in/sec 15 ft. Hauling trucks 0.01 in/sec 15 ft. Notes: ft = feet; in/sec = inches per second; PPV = peak particle velocity; UCLA = University of California, Los Angeles

Temporary construction vibration levels could exceed operating criteria for the MRI equipment on the second floor of the Linde (Westwood) Medical Plaza building. There would be no long-term effect on the MRI equipment as a result of construction, and recalibration is unlikely to be needed because the equipment sensitivity is related to active imaging when not in use, similar to the vibration sensitivity of other electronic equipment. The office operating the MRI would be notified of planned high-vibration activities so that MRI use can be scheduled appropriately. Based on coordination conducted with the property owner, the MRI is generally used Monday through Saturday, 6:30 a.m. to 8:00 p.m. and by appointment on Sundays. Construction vibrations levels from activities associated with deconstruction of the existing Chase Bank building and the installation of the piling for the support of excavation within the Chase Bank site will be monitored at the closest face of the Linde (Westwood) Medical Plaza building to the construction activities to verify that the 65 VdB threshold is not exceeded when the MRI machine is in use. Coordination with the building owner and MRI operator will be conducted during construction to minimize impacts to the MRI operation. If exceedance of the vibration threshold occurs, this will be discussed with the building owner and MRI operator to determine the impacts and work schedule.

Predicted groundborne vibration levels from activities at UCLA Lot 36 on the historic properties of the Los Angeles National Cemetery are predicted to be 0.001 in/sec PPV, which is substantially lower than the damage risk thresholds of 0.50 in/sec and 1.0 in/sec PPV.

Therefore, construction vibration from the Westwood/UCLA Station would not result in significant construction vibration impacts or increase the severity of impacts, and the impact conclusions in the Final EIS/EIR remain unchanged.

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7.2.9.2 Westwood/UCLA Station Construction Noise The construction noise that may affect the Linde (Westwood) Medical Plaza would be generated from activities and equipment located at the northeast station staging and laydown area on the northeast corner of Wilshire and Westwood Boulevards. The three major phases of construction would be: (1) deconstruction of the existing Chase Bank retail space, (2) excavation of the station entrance, and (3) construction of the station entrance and site restoration. The range of predicted construction noise levels for each of these construction phases is presented in Table 7-31 with and without an approximately 20-foot-high noise barrier wall between the construction site and the Linde (Westwood) Medical Plaza building. The predicted noise levels without the approximately 20-foot-high noise barrier wall would exceed the Los Angeles daytime construction noise limit of 75 dBA from 7:00 a.m. to 9:00 p.m. The approximately 20-foot-high noise barrier wall would reduce the construction noise by 15 dB, which would comply with the Los Angeles construction noise limit of 75 dBA. Therefore, consistent with Mitigation Measure CON-27 (Noise Barrier Walls for Nighttime Construction), an approximately 20-foot- high noise barrier wall will be included around this construction site. If nighttime construction activity occurs at this construction area, Metro would obtain a noise variance. Table 7-31: Predicted Construction Noise at Linde (Westwood) Medical Plaza

Range of Predicted Noise Level w/ Range of Predicted Noise Approximately 20-Foot-High Noise Construction Phase Level Barrier Wall Deconstruction 81 dBA to 85 dBA 66 dBA to 70 dBA Excavation 85 dBA to 89 dBA 70 dBA to 74 dBA Station Construction and Site 85 dBA to 89 dBA 70 dBA to 74 dBA Restoration Note: dBA = A-weighted decibels

7.2.10 Train Vibration and Groundborne Noise Assessment at Linde Medical Plaza The predicted groundborne noise and vibration levels at the Linde (Westwood) Medical Plaza during operation of the WPLE Project were not detailed in the Final EIS/EIR (Metro 2012). The groundborne noise and vibration analysis in the Final EIS/EIR used vibration impact thresholds defined by the FTA guidance manual (FTA 2006). Office and medical buildings, without overnight accommodations, are considered FTA Category 3 receivers and include schools, churches, other institutions, and quiet offices that do not have vibration-sensitive equipment but still have the potential for activity interference. The vibration thresholds for Category 3 receivers are 75 VdB for GBV and 40 dBA for GBN. These thresholds are used for the Linde (Westwood) Medical Plaza spaces where there is no vibration-sensitive equipment.

As stated previously, the Linde (Westwood) Medical Plaza building has an MRI on the second floor of the building, which would be considered by FTA as a Category 1 land use with a GBV criterion of 65 VdB. The GBN threshold for Category 1 land uses is 40 dBA, the same as a Category 3 land use since vibration- sensitive equipment such as an MRI is not sensitive to noise. Table 7-32 shows the FTA thresholds and the predicted groundborne vibration and noise levels for a train passby at the second-floor MRI in the tower building.

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Table 7-32: Predicted Train Passby Groundborne Vibration and Noise Levels near Westwood/UCLA Station (Site R)

Predicted GBV Predicted GBN FTA Land Use FTA GBV Threshold FTA GBN Threshold Receiver (VdB) (dBA) Category –VdB –dBA Ground-Floor Medical 58 31 Category 3 75 40 Tower Occupied Spaces Second-Floor Linde 56 29 Category 1 for 65 40 (Westwood) Medical GBV, Category 3 Plaza MRI Facility for GBN Source: FTA 2006 Notes: dBA = A-weighted decibels; FTA = Federal Transit Administration; GBN = groundborne noise; GBV = groundborne vibration; MRI = magnetic resonance imaging; VdB = vibration decibels

The modeling assumptions used for the groundborne vibration and groundborne noise analyses of the Linde (Westwood) Medical Plaza buildings are as follows:

µ 48 feet depth to top of rail at closest point

µ Horizontal distance of 36 feet

µ Six-car vehicle train operating at 45 mph

µ Safety factor of +5 dB that accounts for uncertainty in the building amplification, future rail corrugations, and wheel roughness that may result in higher-than-predicted groundborne vibration levels

µ Recommended FTA coupling loss to building foundation for a large masonry building on spread footings (refer to Figure 4-2 in Section 4.2.2.2)

µ Floor-to-floor attenuation of -2 dB for the second-floor MRI facility above grade

As shown in Table 7-32, the maximum GBV and GBN for a train passby at the second-floor MRI facility of the Linde (Westwood) Medical Plaza building is predicted not to exceed the FTA impact thresholds. 7.3 Tunnel Size The increase of the external tunnel diameter from 20 feet 10 inches to 22 feet 6 inches will have little to no effect on the predicted GBV and GBN levels at any of the receivers along the Section 3 alignment. 7.4 Grouting No effect in the predicted construction GBV or GBN would occur with the grouting, which generally would be provided from existing shafts. The construction noise and vibration effects of the grouting at the (Westwood) Federal Building, the closest receiver to these activities, are presented in Section 7.2.6.

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7.5 Underground Conduit Temporary power for construction, including power required to operate the TBMs and for station construction, would require installation of new power cables from the existing SCE Sawtelle substation to the Western VA Construction Staging Area and then on to the Westwood/VA Hospital site via Ohio Avenue, Federal Avenue, and Wilshire Boulevard (Figure 7-13). The route, which would be within public rights-of-way, would be a combination of overhead and underground conduits on Ohio and Federal Avenues, and underground conduits on Wilshire Boulevard. SCE would install the new overhead lines, and construction of the underground conduits would be performed by Metro.

The construction noise predictions are based on the installation of underground conduits that would result in the highest noise levels. Pavement saw cutting and trenching for the underground conduits would generate the highest levels. These activities would occur from 9:00 a.m. to 3:30 p.m. along Ohio and Federal Avenues, a total of approximately 4,000 feet of construction. The work would advance at the rate of 10 to 20 feet per day.

The work along Wilshire Boulevard would occur during the nighttime hours after the p.m. peak traffic hour and before the a.m. peak traffic hour, a total of 2,000 feet of construction. The work would advance at the rate of 10 to 20 feet per night.

Daytime noise of the trenching construction was modeled at Receiver 6, apartments on west side of Federal Avenue, which is representative of the residential receivers along Federal and Ohio Avenues. The closest receiver locations to the nighttime underground conduit construction activities on Wilshire Boulevard are Receiver 2, VA Buildings 90 and 91, and Receiver 14, U.S. Army Reserve Center. Nighttime construction noise was modeled at the closest VA buildings to Wilshire Boulevard, VA Building 90, which is a multi-family residence (Receiver 2), but not at the U.S. Army Reserve Center (Receiver 14), which has no nighttime uses. The predicted nighttime and daytime construction noise levels are presented in Table 7-33. At VA Building 90 (Receiver 2), the predicted nighttime construction noise would exceed the Los Angeles County noise limit by 6 dB. Nighttime construction would not impact the U.S. Army Reserve Center because the building is not used during these hours. The predicted daytime construction noise level at the residences on Federal and Ohio Avenue would not exceed the Los Angeles City daytime noise limit of 75 dBA.

Groundborne vibration from breaking pavement as part of the construction of underground conduits is predicted to be 0.012 in/sec PPV at VA Building 90, the closest receiver to these activities, which does not exceed the damage risk threshold of 0.20 in/sec PPV and would not exceed Metro’s annoyance threshold of 80 VdB.

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Figure 7-13: Construction Noise Receivers along Underground Conduit Route

Table 7-33: Construction Noise at Receivers along SCE Power Route

Average Distance Nighttime Nighttime Daytime Daytime Daytime to Receiver from Predicted Nighttime Noise Predicted Noise Noise Site Construction Level Leq, Noise Exceedance, Level Leq, Limit, Exceedance, ID Noise Prediction Location Activities (feet) dBA Limit, dBA dB dBA dBA dB 2 VA Building 90 (multi-family 50 66 601 6 NA NA NA residence) 6 Apartments on west side of 60 NA NA NA 66 75 -9 Federal Avenue 14 U.S. Army Reserve Center, 140 No nighttime uses at this receiver after 8:00 p.m. NA NA NA Sadao Munemori Hall and before 7:00 a.m. Notes: NA – Construction activities do not occur during these time periods. 1 The measured ambient noise is higher than the Los Angeles County single-family nighttime limit of 50 dBA. Therefore, the measured ambient noise is assumed to be the nighttime noise limit. Receivers 2 and 14 are in Los Angeles County and receiver 6 is in the City of Los Angeles. dBA = decibels; Leq = equivalent noise level; VA = Veterans Affairs The locations of the receivers are shown in Figure 7-13.

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8.0 MITIGATION MEASURES

Construction noise impacts are predicted to occur at the following locations on the VA WLA Campus:

µ VA Buildings 90 and 91, multi-family residence

µ VA Main Hospital (Building 500)

µ VA Buildings 307 through 312, 14, 23, 522, and 318, which include single-family residences

µ VA Main Hospital (Building 500) floors 4 through 6

Construction vibration impacts are predicted to occur at the following locations:

µ Bonsall Avenue underpass from haul truck operations

µ Façade of the Linde (Westwood) Medical Plaza building if a roller compactor is operated closer than 30 feet from the building

µ MRI on the second floor of the Linde (Westwood) Medical Plaza building from construction activities at the Westwood/UCLA Station staging area 8.1 Surface Construction Noise Mitigation Consistent with Mitigation Measure CON-27 (Noise Barrier Walls for Nighttime Construction) from the Final EIS/EIR, an approximately 20-foot-high perimeter noise barrier wall would be constructed at the following construction staging areas: Westwood/UCLA Station northeast entrance adjacent to the Linde (Westwood) Medical Plaza (Figure 8-1), Lot 36 (Figure 8-2), Westwood/VA Hospital Station (Figure 8-3), and Western VA (Figure 8-4).

If nighttime construction activities occur at the surface of the Westwood/VA Hospital Station site and the double crossover box west of the site, additional mitigation measures would be required to reduce the noise levels by between 1 and 6 dBA to meet the Los Angeles County Noise Limits at the following locations:

µ VA Buildings 90 and 91, multi-family residence

µ VA Main Hospital (Building 500)

µ VA Buildings 307 through 312, 14, 23, 522, and 318, which include single-family residences

The nighttime construction of underground conduits on Wilshire Boulevard is predicted to result in an exceedance of the Los Angeles County nighttime noise limits at VA Building 90. Mitigation measures in the form of moveable noise barriers or sound-control curtains would be required to shield the construction noise from VA Building 90. The use of moveable noise barriers is consistent with Mitigation Measure CON-34 (Use of Temporary Noise Barriers and Sound-Control Curtains) from the Final EIS/EIR. If this measure does not result in meeting the Los Angeles County nighttime noise level limit, then additional mitigation measures such as the use of alternative means and methods of construction would be required.

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Figure 8-1: Westwood/UCLA Laydown – Northeast Entrance Noise Barrier Wall

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Figure 8-2: UCLA Lot 36 Construction Staging Area Noise Barrier Wall

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Figure 8-3: Westwood/VA Hospital Station Laydown Areas Noise Barrier Wall

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Figure 8-4: Western VA Construction Staging Area Noise Barrier Wall

Additional construction noise mitigation for these exceedances could be achieved by:

µ Use of moveable noise barriers at the source of the construction noise, consistent with Final EIS/EIR Mitigation Measure CON-34 (Use of Temporary Noise Barriers and Sound-Control Curtains)

µ Changes in equipment or operating procedures, consistent with Final EIS/EIR Mitigation Measure CON-31 (Use of Fixed-Noise Producing Equipment), CON-32 (Use of Mobile or Fixed Noise-Producing Equipment), CON-33 (Use of Electrically Powered Equipment), and CON-37 (Requirements on Project Equipment)

µ An increase in the height of the approximately 20-foot noise barrier wall (CON-27) around the construction site

With these additional mitigation measures, there would not be noise impacts at the noise-sensitive receivers during construction.

Construction activities at the VA Lot 43 is predicted to result in an exceedance of the Los Angeles County daytime noise limits at the VA Main Hospital (Building 500) floors 4 through 6 by 4 dB. The predicted exceedances at the upper floor receiver locations could be mitigated by:

µ Use of moveable noise barriers at the source of the construction noise, consistent with Final EIS/EIR Mitigation Measure CON-34 (Use of Temporary Noise Barriers and Sound-Control Curtains)

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µ An increase in the height of the approximately 20-foot noise barrier wall (CON-27) around the VA Lot 43 construction site 8.2 Construction-related Vibration Mitigation Consistent with Mitigation Measure CON-46 (Metro Ground-Borne Noise and Ground-Borne Vibration Limits), vibration monitoring would be conducted at the Bonsall Avenue underpass to determine vibration levels at the locations of the murals. If the monitored levels from the haul truck movements on Bonsall Avenue exceed the 0.5 in/sec PPV threshold, Metro would take necessary action to avoid damage to the murals.

Mitigation Measure CON-46 would also be implemented at the closest façade of the Linde (Westwood) Medical Plaza building if a roller compactor is operated closer than 30 feet from the building to determine if the damage risk vibration criteria of 0.20 in/sec PPV would be exceeded. The contractor would take the necessary actions if this threshold would be exceeded.

Temporary construction vibration levels could exceed operating criteria for the MRI on the second floor of the Linde (Westwood) Medical Plaza building. The office operating the MRI would be notified of planned high-vibration activities so that MRI use can be scheduled accordingly. Based on coordination conducted with the property owner, the MRI is generally used Monday through Friday, 6:40 a.m. to 5:40 p.m. Operation of the MRI varies on Saturday, but would also be between 5:40 a.m. and 5:40 p.m. The MRI is not used on Sunday. Construction activities for deconstruction of the existing Chase Bank building and the installation of the piling for the support of excavation within the Chase Bank site would be coordinated with the building owner. The remaining construction operations would be assessed, and if exceedance of vibration is calculated to occur, this would be discussed with the building owner to determine the impacts and work schedule. 8.3 TBM Mitigation TBM mining activities would generate groundborne noise and vibration levels below impact criteria; therefore, no mitigation is required. 8.4 Muck and Material Supply Train Mitigation TBM mining activities would generate groundborne noise and vibration levels below impact criteria; therefore, no mitigation is required. Occasionally supply train operation can generate groundborne noise and vibration at an annoyance level. The primary cause for the high vibration of these trains is the track joint gap size; however, other factors contribute, such as poor quality rail, mismatched rail profiles, and rigid attachments to the tunnel invert. Should annoyance levels occur, they can be reduced through management practices including:

µ A conveyor belt system to remove spoils and muck. Operation of a conveyor belt system is unlikely to cause vibration or groundborne noise concerns and would reduce the number of material supply train operations.

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µ Rail isolation. Groundborne noise reduction would be provided by supporting the rails on cross-ties and with an elastomer isolator installed between the floor of the tunnel and the rails and ties.

µ Use of a good quality rail with careful installation. Uniform rail that is not bent or warped and is free from pits would reduce vibrations.

µ Minimization of rail joint gap size or use of filler weld at joints. Typically, material supply and muck train rail is constructed without much regard to the rail joint gap size. As the wheel traverses the gap, a “wheel strike” occurs potentially causing a large vibration event. The joint gap should therefore be minimized, and the use of filler weld would be used if the filler weld is ground to smooth the transition.

µ Train speed control. Operating the train at a reduced speed would reduce vibration. It was previously shown that reducing the train speed by half, reduced the vibration by 3 to 7 dB depending on the frequency. However, reducing the train speed over long distances could affect completion schedules.

µ Use of rubber tire vehicles. This option removes a rail-based system entirely, as all supplies and/or spoils would be conveyed by a vehicle with rubber tires. The use of such a vehicle could remove all groundborne and vibration issues except for those at the lowest frequencies (usually below 5 Hz where a tire resonance may occur).

µ Maintenance. Regardless of the mitigation measures used, over time rail degrades, gaps open, and train speed limits are violated. The construction management team would need to pro-actively check the condition of the imposed measures and quickly respond to make corrective actions if needed.

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9.0 NOISE AND VIBRATION MONITORING

The contractor is required to submit a Noise and Vibration Monitoring Plan prepared, stamped, and administered by the contractor's acoustical engineer for all work in Section 3 of the WPLE Project. Noise and vibration monitoring will be performed at receiver locations near all construction sites. 9.1 Noise Monitoring Short-term noise monitoring consisting of weekly (one hour or more) daytime and nighttime measurements to verify that noise levels during construction do not exceed the Los Angeles County and City of Los Angeles noise level limits is required. The contractor must initiate short-term noise monitoring when performing a new activity or as requested by Metro. 9.2 Vibration Monitoring Short-term vibration measurements will be conducted at the historic buildings and resources closest to the construction activities during periods of construction when equipment that generates a substantial amount of ground-borne vibration are in use. All vibration monitors used for short-term measurements will be equipped with an “alarm” feature to provide notification that vibration impact criteria have been approached or exceeded.

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10.0 REFERENCES

Building Standards Institute (BSI). 1990. BS Standard 7385: Part 1: 1990. Evaluation and Measurement for Vibration in Buildings. Guide for Measurement of Vibrations and Evaluation of Their Effects on Buildings.

Dowding, Charles. 1996. Construction Vibrations. Prentice Hall, Upper Saddle River, N.J.

Federal Highway Administration (FHWA). 2006. Federal Highway Administration (FHWA) Roadway Construction Noise Model.

Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment. Guidance Manual. Office of Planning and Environment. Document FTA-VA-90-1003-06. May 2006.

HMMH. 1993. Vibration from Metro Rail Tunneling Operations. Report No. 292330, February 18, 1993.

International Standards Organization (ISO). 2010. ISO 4866-2010. Mechanical Vibration and Shock – Vibration of Fixed Structures – Guidelines for the Measurement of Vibrations and Evaluation of Their Effects on Structures.

Los Angeles County Metropolitan Transportation Authority (Metro). 2011. Westside Subway Extension Project Station Circulation Report.

Los Angeles County Metropolitan Transportation Authority (Metro). 2012. Westside Subway Extension Final Environmental Impact Statement/Environmental Impact Report. March 2012.

Los Angeles County Metropolitan Transportation Authority (Metro). 2017a. Westside Purple Line Extension Project Section 3, Geotechnical Data Report—Westwood/VA Hospital Station.

Los Angeles County Metropolitan Transportation Authority (Metro). 2017b. Westside Purple Line Extension Project Section 3, Building, Utility and Adjacent Structure Protection – Tunnels.

Los Angeles County Metropolitan Transportation Authority (Metro). 2017c. Nighttime Ambient Noise Level Measurements – Purple Line Section 3. Prepared by ATS Consulting, December 2016.

U.S. Department of Veterans Affairs (VA). 2016. Greater Los Angeles Draft Master Plan.

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WESTSIDE PURPLE LINE EXTENSION PROJECT Construction and Operation Noise and Vibration Assessment for Section 3 Project Refinements Appendix A - Fundamentals of Noise and Vibration

APPENDIX A FUNDAMENTALS OF NOISE AND VIBRATION

Sound is mechanical energy transmitted by pressure waves in a compressible medium such as air. Noise is generally defined as unwanted or excessive sound. Sound can vary in intensity by over one million times within the range of human hearing. Therefore, a logarithmic scale, known as the decibel scale (dB), is used to quantify sound intensity and compress the scale to a more manageable range.

Sound is characterized by both its amplitude and frequency (or pitch). The human ear does not hear all frequencies equally. The ear deemphasizes low and very high frequencies. To better approximate the sensitivity of human hearing, the A-weighted decibel scale has been developed. A-weighted decibels are abbreviated as “dBA.” On this scale, the human range of hearing extends from approximately 3 dBA to around 140 dBA. As a point of reference, Figure A-1 includes examples of A-weighted sound levels from common indoor and outdoor sounds.

Figure A-1: Typical Outdoor and Indoor Noise Levels

Using the decibel scale, sound levels from two or more sources cannot be directly added together to determine the overall sound level. Rather, the combination of two sounds at the same level yields an increase of 3 dBA. The smallest recognizable change in sound level is approximately 1 dBA. A 3-dBA increase is generally considered perceptible, whereas a 5-dBA increase is readily perceptible. A 10-dBA increase is judged by most people as an approximate doubling of the perceived loudness.

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Two of the primary factors that reduce levels of environmental sounds are increasing the distance between the sound source and the receiver and having intervening obstacles, such as walls, buildings, or terrain features that block the direct path between the sound source and the receiver. Factors that act to increase the loudness of environmental sounds include the proximity of the sound source to the receiver, sound enhancements caused by reflections, and focusing caused by various meteorological conditions.

Brief definitions of the measures of environmental noise used in this memorandum are as follows:

µ Equivalent Sound Level (Leq): Environmental sound fluctuates constantly. The equivalent sound level (Leq), sometimes referred to as the energy-average sound level, is the most common means of characterizing community noise. Leq represents a constant sound that, over the specified period, has the same sound energy as the time-varying sound.

µ Day-Night Sound Level (Ldn): Ldn is basically a 24-hour Leq with an adjustment to reflect the greater sensitivity of most people to nighttime noise. The adjustment is a 10-dB penalty for all sound that occurs between the hours of 10:00 P.M. and 7:00 A.M. The effect of the penalty is that, when calculating Ldn, any event that occurs during the nighttime is equivalent to 10 of the same event during the daytime. Ldn is the most common measure of total community noise over a 24-hour period.

µ Maximum Sound Level (Lmax): The maximum sound level over a period of time or for a specific event can also be a useful parameter for characterizing specific noise sources. Standard sound level meters have two settings, fast and slow, which represent different time constants. Lmax using the fast setting will typically be 1 to 3 dB greater than Lmax using the slow setting.

µ Percent Exceedance Level (Lxx): This is the sound level that is exceeded for xx percent of the measurement period. For example, L99 is the sound level exceeded 99 percent of the measurement period. For a one hour period, the sound level is less than L99 for 36 seconds of the hour and the sound level is greater than L1 for 36 seconds of the hour. L1 represents typical maximum sound levels, L33 is approximately equal to Leq when free-flowing traffic is the dominant noise source, L50 is the median sound level, and L99 is close to the minimum sound level.

µ Sound Exposure Level (SEL): SEL is a measure of the total sound energy of an event. All sound from the event is compressed into a one-second period. This means that SEL increases as the event duration increases and as the event sound level increases. SEL is useful for estimating the Ldn that would be caused by individual events such as train passbys.

Vibration is an oscillatory motion that can be described in terms of the displacement, velocity, or acceleration of the motion. One potential effect from the Project is an increase in vibration that is transmitted from the tracks through the ground into adjacent residences. When evaluating human response, groundborne vibration is usually expressed in terms of decibels using the Root Mean Squared (RMS) vibration velocity. RMS is defined as the average of the squared amplitude of the vibration signal. To avoid confusion with sound decibels, the abbreviation VdB is used for vibration decibels. All vibration decibels in this memorandum use a decibel reference of 1 µin/sec. Vibration can also be expressed as the peak particle velocity (PPV), which is generally used to evaluate whether vibration has potential to cause damage to fragile building structures. PPV is normally expressed in inches per second.

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The potential adverse effects of rail transit groundborne vibration are as follows:

µ Perceptible Building Vibration: This is when building occupants feel the vibration of the floor or other building surfaces. Experience has shown that the threshold of human perception is around 65 VdB and that vibration that exceeds 75 to 80 VdB may be intrusive and annoying to building occupants.

µ Rattle: The building vibration can cause rattling of items on shelves and hanging on walls, and various rattle and buzzing noises from windows and doors.

µ Reradiated Noise: The vibration of room surfaces radiates sound waves that may be audible to humans. This is referred to as groundborne noise. When audible groundborne noise occurs, it sounds like a low-frequency rumble. For surface rail systems, the groundborne noise is usually masked by the normal airborne noise radiated from the transit vehicle and the rails.

µ Damage to Building Structures: Vibration from rail systems is usually one to two orders of magnitude below the most restrictive thresholds for preventing building damage. However, fragile and extremely fragile structures may be susceptible to damage if the tracks are in sufficient proximity to the structure.

Figure A-2 shows typical RMS vibration velocity levels from rail and non-rail sources as well as the human and structure response to such levels.

Figure A-2: Typical RMS Vibration Velocity Levels

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Often it is necessary to determine the contribution at different frequencies when evaluating vibration or noise signals. The 1/3-octave band spectrum is the most common procedure used to evaluate frequency components of acoustic signals. The term “octave” has been borrowed from music where it refers to a span of eight notes. The ratio of the highest frequency to the lowest frequency in an octave is 2:1. For a 1/3-octave band spectrum, each octave is divided into three bands where the ratio of the lowest frequency to the highest frequency in each 1/3-octave band is 21/3:1 (1.26:1). An octave consists of three 1/3 octaves.

The 1/3-octave band spectrum of a signal is obtained by passing the signal through a bank of filters. Each filter excludes all components except those that are between the upper and lower range of one 1/3- octave band. The FTA Guidance Manual is a good reference for additional information on transit noise and vibration and the technical terms used in this section.

Construction equipment can produce high levels of vibration, and many pieces of equipment will incite vibration levels greater than expected from train operations. Vibration from construction equipment is generally expressed as a peak particle velocity (PPV) in units of inches per second. The PPV is an instantaneous linear peak value and is more appropriate for assessing vibration when damage is a concern.

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