NOISE ANALYSIS

SUPER LOOP La Jolla, CA

December 22, 2006

Prepared for: HELIX Environmental Planning, Inc. 7578 El Cajon Boulevard, Suite 200 La Mesa, CA 91941

Prepared by: Kimley-Horn and Associates, Inc. 517 4th Avenue, Suite 301 San Diego, CA 92101

ãKimley-Horn and Associates, Inc. 2006 NOISE ANALYSIS

SUPER LOOP La Jolla, CA

______Jeffrey D. Fuller, INCE, REHS Senior Project Manager

______Steve Fiedler, INCE Project Acoustical Analyst

Prepared for: HELIX Environmental Planning, Inc. 7578 El Cajon Boulevard, Suite 200 La Mesa, CA 91941

ãKimley-Horn and Associates, Inc. 2006 December 22, 2006 095219008 Section 1 Introduction...... 1-1

1.1 Noise Background ...... 1-1 1.2 Applicable Noise Standards ...... 1-2

Section 2 Project Description ...... 2-1

Section 3 Exterior Noise Environment...... 3-1

3.1 Sound Level Measurements ...... 3-1 3.2 Traffic Noise Analysis...... 3-4

Section 4 Mitigation...... 4-1

Section 5 References ...... 5-1

Tables

Table 1 Sound Levels of Typical Noise Sources and Noise Environments Table 2 Sound Level Measurement Locations Table 3 Sound Level Measurements (dBA) Table 4 Traffic Counts During Sound Level Measurements Table 5 Project Traffic Noise Level Contribution to Existing Conditions (dBA Ldn) Table 6 Project Traffic Noise Level Contribution to Year 2010 Conditions (dBA Ldn) Table 7 Project Traffic Noise Level Contribution to Year 2030 Conditions (dBA Ldn) Table 8 Project Traffic Noise Level Contribution at 75’Reference Distance (dBA Ldn)

Figures

Figure 1 Measurement Locations

Appendices

Appendix A FTA Criteria Appendix B Detailed Project Description

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc i SECTION 1 INTRODUCTION

This report assesses the noise increase from the operation of the Super Loop project at noise-sensitive receptors near proposed bus stops along the route through La Jolla, California (Figure 1). The following details the findings of the field investigation and acoustical calculations.

1.1 NOISE BACKGROUND

Noise is generally defined as loud, unpleasant, unexpected, or undesired sound typically associated with human activity that interferes with or disrupts normal activities. The human environment is characterized by a certain consistent noise level which varies with each area. This is called ambient noise. Although exposure to high noise levels has been demonstrated to cause hearing loss, the principal human response to environmental noise is annoyance. The response of individuals to similar noise events is diverse and influenced by the type of noise, perceived importance of the noise and its appropriateness in the setting, time of day and type of activity during which the noise occurs, and sensitivity of the individual.

Sound is a physical phenomenon consisting of minute vibrations that travel through a medium, such as air, and are sensed by the human ear. Sound is generally characterized by several variables, including frequency and intensity. Frequency describes the sound’s pitch and is measured in cycles per second, or hertz (Hz), whereas intensity describes the sound’s loudness and is measured in decibels (dB). Decibels are measured using a logarithmic scale. A sound level of 0 dB is approximately the threshold of human hearing and is barely audible under extremely quiet listening conditions. Normal speech has a sound level of approximately 60 dB. Sound levels above about 120 dB begin to be felt inside the human ear as discomfort and eventually as pain at still higher levels. The minimum change in the sound level of individual events that an average human ear can detect is about 3 dB. The average person perceives a change in sound level of about 10 dB as a doubling (or halving) of the sound’s loudness; this relation holds true for sounds of any loudness. Sound levels of typical noise sources and environments are provided in Table 1.

Because of the logarithmic nature of the decibel unit, sound levels cannot be added or subtracted directly and are somewhat cumbersome to handle mathematically. A simple rule is useful, however, in dealing with sound levels. If a sound’s intensity is doubled, the sound level increases by 3 dB, regardless of the initial sound level. Thus, for example, 60 dB + 60 dB = 63 dB, and 80 dB + 80 dB = 83 dB.

The normal human ear can detect sounds that range in frequency from about 20 Hz to 20,000 Hz. However, all sounds in this wide range of frequencies are not heard equally well by the human ear, which is most sensitive to frequencies in the range of 1,000 Hz to 4,000 Hz. This frequency dependence can be taken into account by applying a correction to each frequency range to approximate the human ear’s sensitivity within each range. This is called A-weighting and is commonly used in measurements of community environmental noise. The A-weighted sound pressure level (abbreviated as dBA) is the sound level with the “A-weighting”frequency correction. In practice, the level of a noise source is conveniently measured using a sound level meter that includes a filter corresponding to the dBA curve.

Because community noise fluctuates over time, a single measure called the Equivalent Sound Level (Leq) is often used to describe the time-varying character of community noise. The Leq is the energy-averaged A-weighted sound level during a measured time interval, and is equal to the level of a continuous steady

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 1-1 sound containing the same total acoustical energy over the averaging time period as the actual time- varying sound. Additionally, it is often desirable to know the acoustic range of the noise source being measured. This is accomplished through the Lmax and Lmin indicators, which represent the root-mean- square maximum and minimum noise levels obtained during the measurement interval. The Lmin value obtained for a particular monitoring location is often called the “acoustic floor”for that location.

To describe the time-varying character of environmental noise, the statistical noise descriptors L10, L50, and L90 are commonly used. They are the noise levels equaled or exceeded during 10, 50, and 90 percent of a stated time, respectively. Sound levels associated with L10 typically describe transient or short-term events, whereas levels associated with L90 describe the steady-state (or most prevalent) noise conditions.

Another sound measure known as the Day-Night Sound Level (Ldn) is an adjusted average A-weighted sound level for a 24-hour day. It is calculated by adding a 10-dBA adjustment to sound levels during nighttime hours (10:00 p.m. to 7:00 a.m.). This adjustment compensates for the increased sensitivity to noise during the typically quieter nighttime hours. The Ldn is used by agencies such as the U.S. Department of Housing and Urban Development (HUD) and the U.S. Environmental Protection Agency (EPA) to evaluate land-use compatibility with regard to noise.

Another sound measure known as the Community Noise Equivalent Level (CNEL) is an adjusted average A-weighted sound level for a 24-hour day. It is calculated by adding a 5-dB adjustment to sound levels during evening hours (7:00 p.m. to 10:00 p.m.) and a 10-dB adjustment to sound levels during nighttime hours (10:00 p.m. to 7:00 a.m.). These adjustments compensate for the increased sensitivity to noise during the typically quieter evening and nighttime hours. The CNEL is used by the State of California and the City of San Diego (City) to evaluate land-use compatibility with regard to noise.

Some land uses are considered sensitive to noise. Noise sensitive areas (NSAs) are land uses associated with indoor and/or outdoor activities that may be subject to stress and/or significant interference from noise. NSAs often include residential dwellings, mobile homes, hotels, motels, hospitals, nursing homes, educational facilities, and libraries. Industrial, commercial, and agricultural land uses are generally considered not sensitive to noise.

1.2 APPLICABLE NOISE STANDARDS

The Federal Transit Administration (FTA) Transit Noise and Vibration Impact Assessment (FTA 2006) identifies noise impact criteria for bus transit projects. The criterion for determination of impact is relative; the allowable increase is based upon the existing noise level, and the impact is based on the project-caused increase to the existing noise level. For example, at an existing noise level of 50 dBA, a 5 dBA increase is allowed; at an existing noise level of 60 dBA, a 2 dBA increase is allowed. Refer to Appendix A. Also, the appropriate metric is dependent on land use type; for residential buildings and institutional land uses, Ldn should be used.

The City’s Transportation Element of the General Plan and Progress Guide (City of San Diego 1982) identifies sound levels from transportation noise sources compatible with various land uses. Sound levels up to 65 dBA CNEL are compatible with residential, transient housing, educational, playground, and park uses. This requirement is typically applied at outdoor activity areas, such as patios, balconies, rear yards, and child play areas. Sound levels up to 70 dBA CNEL are compatible with office buildings, business, and professional uses. The City Noise Ordinance does not govern noise generated by roadway traffic.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 1-2 SECTION 2 PROJECT DESCRIPTION

The San Diego Association of Governments (SANDAG) proposes the implementation of the Super Loop Transit Project in the University community within the City of San Diego. The project entails the implementation of a 7.5-mile bus route that would include 15 new bus stations, transit priority features, improvements at select intersections, and deployment of specialized buses. The Super Loop would operate seven days a week between 5:00 a.m. and 10:00 p.m., with peak period (Monday through Friday from 6:00 a.m. to 9:00 a.m. and 3:00 p.m. to 6:00 p.m.) headways of 10 minutes and off-peak headways of 15 minutes. Super Loop buses would be designed to reduce external noise with a goal of maximum external noise of 80 decibels (dBA) under full power acceleration. For a detailed project description, refer to Appendix B.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 2-1 SECTION 3 EXTERIOR NOISE ENVIRONMENT

The existing exterior noise environment in the vicinity of the project is a result of vehicular traffic, military aircraft, and construction. The project area has residential, commercial, industrial, institutional, school, park/open space, private recreation, and undeveloped land uses.

3.1 SOUND LEVEL MEASUREMENTS

To quantify the existing noise environment, sound level measurements were conducted at noise-sensitive areas adjacent to proposed Super Loop stops during the peak traffic periods of September 12, September 13, October 11, and December 20, 2006. The measurement locations are shown on Figure 1.

The measurements were conducted using a Larson Davis Model 820 American National Standards Instutute (ANSI) Type 1 Integrating Sound Level Meter (SLM) and a Larson Davis Model 720 ANSI Type 2 Integrating SLM. The meter was mounted on a tripod at a height of approximately 5 feet above ground level to simulate the height of the average human ear. Each measurement was 15 minutes in duration. The meter was field-calibrated before and after the measurement periods with a Larson Davis Model 150 calibrator. Simultaneous traffic counts were conducted during each measurement.

Weather conditions during the survey period were warm with clear skies and no precipitation. Air temperature during the measurements ranged from 70°F to 75°F, with low relative humidity. Winds were moderate, ranging from 0 to 5 miles per hour (mph) throughout the measurements.

The following details the measurement locations, results of sound levels, and noise sources at each site. Table 1 summarizes the results.

ML1: Nobel/Regents (south). The measurement was conducted approximately 13 feet north of the Regents Court multifamily residence building façade (south of Nobel Drive and east of Regents Road) from 3:45 p.m. to 4:00 p.m. on September 12. The measured sound level was 69.7 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 35 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection. There is an existing bus stop at this location.

ML2: Nobel/Regents (north). The measurement was conducted approximately 7 feet south of the Costa Verde multifamily residence building façade (north of Nobel Drive and east of Regents Road) from 4:15 p.m. to 4:30 p.m. on September 12. The measured sound level was 66.4 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 35 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection.

ML3: Executive/Genesee. The measurement was conducted approximately 15 feet northeast of the Regents La Jolla multifamily residence building façade (south of Executive Drive and west of Regents Park Row) from 5:05 p.m. to 5:20 p.m. on September 12. The measured sound level was 66.7 dBA Leq. The primary noise source at this site was vehicular traffic on Executive Drive. The posted speed limit was 30 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. A city park with a recreation center is located north of Executive Drive, and a parking garage is located south of Executive Drive and east of Regents Park Row.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 3-1 ML4: Executive Drive Transit Center. The measurement was conducted approximately 50 feet north of the Braille Institute facility building façade (south of Executive Drive and east of Executive Way) from 5:50 p.m. to 6:05 p.m. on September 12. The measured sound level was 62.6 dBA Leq. The primary noise source at this site was vehicular traffic on Executive Drive. The posted speed limit was 30 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. A business park is located north of Executive Drive. There is an existing bus stop at this location.

ML5: Nobel/Lebon (south). The measurement was conducted approximately 6 feet north of the Verano La Jolla multifamily residence building façade (south of Nobel Drive and west of Lebon Drive) from 6:30 a.m. to 6:45 a.m. on September 13. The measured sound level was 64.9 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 35 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection. There is an existing bus stop at this location.

ML6: Nobel/Lebon (north). The measurement was conducted approximately 9 feet south of the Villa Vicenza La Jolla multifamily residence building façade (north of Nobel Drive and west of Lebon Drive) from 6:55 a.m. to 7:10 a.m. on September 13. The measured sound level was 64.9 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 35 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection.

ML7: Nobel/Towne Centre (south). The measurement was conducted approximately 10 feet north of the Archstone University Town Center multifamily residence building façade (south of Nobel Drive and west of Towne Centre Drive from 7:35 a.m. to 7:50 a.m. on September 13. The measured sound level was 66.5 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 45 mph. There is a +3% grade in the westbound direction of Nobel Drive in this area. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection.

ML8: Nobel/Towne Centre (north). The measurement was conducted approximately 30 feet south of the Vista La Jolla Townhomes multifamily residence building façade (north of Nobel Drive and west of Towne Centre Drive from 8:10 a.m. to 8:25 a.m. on September 13. The measured sound level was 68.6 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive. The posted speed limit was 45 mph. There is a +3% grade in the westbound direction of Nobel Drive in this area. Other noise sources included military aircraft, pedestrians, and trees rustling. Multifamily residences are located at all four corners of this intersection. There is an existing bus stop at this location.

ML9: Judicial/Golden Haven. The measurement was conducted approximately 6 feet west of the La Jolla Crossroad multifamily residence building façade (east of Judicial Drive and north of Golden Haven Drive/Brooke Lane) from 3:50 p.m. to 4:05 p.m. on September 13. The measured sound level was 63.0 dBA Leq. The primary noise source at this site was vehicular traffic on Judicial Drive; however, because this roadway currently terminates approximately 300 feet north of the intersection, vehicular traffic is limited in this area. There was no posted speed limit; the observed vehicular speed during the measurement was 35 mph. There is a +3% grade in the southbound direction of Judicial Drive in this area. Other noise sources included military aircraft, pedestrians, and trees rustling. A multifamily residence is located west of Judicial Drive and south of Golden Haven Drive/Brooke Lane, and a parking garage is located west of Judicial Drive and north of Golden Haven Drive/Brooke Lane.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 3-2 ML10: Nobel Park. The measurement was conducted approximately 10 feet east of the The Villas multifamily residence building façade (west of Judicial Drive and north of Research Place) from 4:30 p.m. to 4:45 p.m. on September 13. The measured sound level was 60.7 dBA Leq. The primary noise source at this site was vehicular traffic on Judicial Drive; however, because this roadway currently terminates approximately 300 feet north of the intersection, vehicular traffic is limited in this area. There was no posted speed limit; the observed vehicular speed during the measurement was 35 mph. There is a +3% grade in the southbound direction of Judicial Drive in this area. Other noise sources included military aircraft, pedestrians, and trees rustling. A parking garage is located east of Judicial Drive and north of Research Place.

ML11: UCSD/VA Medical Center. The measurement was conducted approximately 4 feet south of the UCSD student residence building façade (north of Gilman Drive and east of Villa La Jolla Drive) from 5:30 p.m. to 5:45 p.m. on September 13. The measured sound level was 56.5 dBA Leq. The primary noise source at this site was vehicular traffic on Gilman Drive, in the adjacent parking lot, and in the adjacent parking garage. Its posted speed limit was 35 mph. Other noise sources included military aircraft, pedestrians, and trees rustling. There is an existing bus stop at this location. A parking garage is located north of Gilman Drive and west of Villa La Jolla Drive, the VA Medical Center is located south of Gilman Drive and east of Villa La Jolla Drive, and parking lots are located at the other two corners of this intersection.

ML12: Gilman/Villa La Jolla. The measurement was conducted approximately 10 feet west of the Villa La Jolla multifamily residence façade (east of Gilman Drive and south of Villa La Jolla Drive) from 7:30 a.m. to 7:45 a.m. on October 11. The measured sound level was 66.1 dBA Leq. The primary noise source at this site was vehicular traffic on Gilman Drive and Villa La Jolla. Other noise sources included military aircraft, pedestrians, and trees rustling. There is an existing bus stop at this location. A multifamily residence is located east of Gilman Drive and north of Villa La Jolla, and a single-family residential area is located west of Gilman Drive and north of Villa La Jolla.

ML13: Nobel/Costa Verde (south). The measurement was conducted approximately 13 feet north of the Whispering Pines multifamily residence façade (south of Nobel Drive and east of Cargill Avenue) from 8:00 a.m. to 8:15 a.m. on December 20. The measured sound level was 69.1 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive and Cargill Avenue/Costa Verde Boulevard. Other noise sources included military aircraft, pedestrians, trees rustling, the auditory crosswalk signal, and the car wash dryers at the gas station on the northeast corner of the intersection. There is an existing bus stop at this location. Multifamily residences are located north and south of Nobel Drive and west of Cargill Avenue.

ML14: Nobel/Costa Verde (north). The measurement was conducted approximately 8 feet south of the Costa Verde Village multifamily residence façade (north of Nobel Drive and west of Costa Verde Boulevard) from 8:30 a.m. to 8:45 a.m. on December 20. The measured sound level was 66.8 dBA Leq. The primary noise source at this site was vehicular traffic on Nobel Drive and Cargill Avenue/Costa Verde Boulevard. Other noise sources included military aircraft, pedestrians, trees rustling, and the auditory crosswalk signal. There is an existing bus stop at this location. Multifamily residences are located south of Nobel Drive and east and west of Cargill Avenue. A gas station is located north of Nobel Drive and east of Costa Verde Boulevard.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 3-3 3.2 TRAFFIC NOISE ANALYSIS

A traffic noise analysis was conducted to estimate the noise level increase generated by the Super Loop buses at the nearby noise-sensitive receptors. The FHWA’s Traffic Noise Model (TNM) version 2.5 was used to estimate traffic noise levels at the closest noise-sensitive building façade for existing, existing + project, year 2010, year 2010 + project, year 2030, and year 2030 + project conditions, for the purpose of estimating the change in sound level resulting from the project at each scenario.

The model at each receptor was calibrated using actual traffic counts and sound level measurements. Measured sound levels varied from modeled sound levels by less than 2 dBA in most cases; larger deviations were a result of high aircraft volume during the measurement. The actual sound level at any receptor location is dependent on such factors as the source-to-receptor distance and the presence of intervening structures, barriers, and topography.

The modeling effort considered the posted vehicle speed limits or estimated vehicle speeds, ADT volumes, and estimated vehicle mixes of the roadways. The peak-hour traffic volume was assumed to be 10 percent of the ADT on each roadway. Agencies such as the City of San Diego and the U.S. Department of Housing and Urban Development consider the peak-hour sound level to be reasonably equivalent to the CNEL or Ldn for vehicle traffic.

The model used a default ground type of “hard soil.” The assumed without-project traffic mix was 3% medium trucks/1% heavy trucks for Nobel Drive, 1%/0.5% for Judicial Drive and Executive Drive, 2%/1% for Regents Drive and off-campus areas of Gilman Drive, and 0.5%/0.5% for Voigt Drive and on- campus areas of Gilman Drive.

All current roadway parameters were assumed to remain constant in the future, and were modeled accordingly. The number of Super Loop operations during the peak hours was estimated using Table 4.2 in the traffic report (STV Incorporated 2006). This table indicates a headway of 10 minutes during both morning and afternoon peak periods; this corresponds to 6 bus operations in each direction during each one-hour period. Each bus stop was modeled using the capability of TNM to apply ‘acceleration from full stop’noise characteristics, with a project bus traffic volume of 6 buses at each bus stop adjacent to a noise-sensitive area. Because acceleration is the main noise source associated with bus operation, project noise along the travel route would be expected to be equal to or less than that at the bus stops.

Tables 4-7 summarize the results of the acoustical calculations. Table 8 presents a comparison of with- and without-project noise levels at a reference distance of 75 feet from the centerline of the roadway. A review of the table shows that the Super Loop buses would not add more than the noise exposure increase allowed by the FTA. The existing noise level near 9 of the bus stops currently exceeds the City land use compatibility guideline of 65 dBA CNEL. The project would add 2 dBA CNEL or less to the noise environment at these locations. Sound level variations of less than 3 dBA are not detectable by the average human ear; therefore, the impact at these locations is considered to be not significant. Sound levels at the remaining locations would not increase to over 65 dBA CNEL as a result of the project, and would therefore comply with City land use compatibility guidelines; the impact at these locations is considered not significant.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 3-4 SECTION 4 MITIGATION

No significant impacts were identified; therefore, no mitigation is necessary.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 4-1 SECTION 5 REFERENCES

Bolt, Beranek, and Newman, Inc. 1973. Fundamentals and Abatement of Highway Traffic Noise. U.S. Department of Transportation Contract Number DOT-FH-11-7976, Office of Environmental Policy, Federal Highway Administration.

City of San Diego. 1982. Transportation Element of the Progress Guide and General Plan.

Federal Highway Administration (FHWA). 2004. Traffic Noise Model, Version 2.5. February.

Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment. Final Report. May.

Harris, Cyril M. 1998. Handbook of Acoustical Measurements and Noise Control, Third Edition. Acoustical Society of America. Woodbury, NY.

International Organization For Standardization (ISO). 1996a. Description and Measurement of Environmental Noise, Basic Quantities and Procedures Part 1. ISO 1996/1.

1996b. Description and Measurement of Environmental Noise, Basic Quantities and Procedures, Acquisition of Data Pertinent to Land Use, Part 2. ISO 1996/2.

1996c. Description and Measurement of Environmental Noise, Basic Quantities and Procedures, Application to Noise Limits, Part 3. ISO 1996/3.

STV Incorporated. 2006. Super Loop Transit Project. Traffic Noise Study. Draft. Version 1. August 24.

U.S. Department of Health, Education, and Welfare. 1975. Compendium of Materials for Noise Control. June.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc 5-1 Table 1 Sound Levels of Typical Noise Sources and Noise Environments

Human Judgment Noise Source A-Weighted of Noise Loudness Noise Environment (at Given Distance) Sound Level (Relative to Reference Loudness of 70 Decibels*)

Military Jet Takeoff Carrier Flight Deck 140 Decibels 128 times as loud with Afterburner (50 ft)

Civil Defense Siren (100 ft) 130 64 times as loud

32 times as loud Commercial Jet Take-off (200 ft) 120 Threshold of Pain Rock Music Concert Pile Driver (50 ft) 110 16 times as loud Inside Subway Station (New York) Ambulance Siren (100 ft) 8 times as loud Newspaper Press (5 ft) 100 Very Loud Gas Lawn Mower (3 ft) Food Blender (3 ft) Boiler Room Propeller Plane Flyover (1,000 ft) 90 4 times as loud Printing Press Plant Diesel Truck (150 ft) Higher Limit of Garbage Disposal (3 ft) 80 2 times as loud Urban Ambient Sound Passenger Car, 65 mph (25 ft) Reference Loudness Living Room Stereo (15 ft) 70 Moderately Loud Vacuum Cleaner (10 ft) Normal Conversation (5 ft) Data Processing Center 60 1/2 as loud Air Conditioning Unit (100 ft) Department Store Large Business Office Light Traffic (100 ft) 50 1/4 as loud Quiet Urban Daytime 1/8 as loud Bird Calls (distant) Quiet Urban Nighttime 40 Quiet Library and Bedroom at Night Soft Whisper (5 ft) 30 1/16 as loud Quiet Rural Nighttime 1/32 as loud Broadcast and Recording Studio 20 Just Audible

10 1/64 as loud

1/128 as loud 0 Threshold of Hearing Source: Compiled by Kimley-Horn and Associates, Inc.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-1 Table 2 Sound Level Measurement Locations

Measurement Bus Stop (Direction) Adjacent NSA Measurement Location ID 112’ E of Regents CL, 10’ S of Nobel curb, ML1 Regents/Nobel (south) Regents Court 13’ N of façade, on grade 55’ E of Regents CL, 20’ N of Nobel curb, ML2 Regents/Nobel (north) Costa Verde 7’ S of façade, 8’ above grade 17’ W of Regents curb, 32’ S of Executive curb, ML3 Executive/Genesee Regents La Jolla 15’ NE of façade, on grade Executive Drive Transit 90’ E of Executive Way CL, 20’ S of Executive ML4 Braille Institute Center Dr CL, 50’ N of façade, 4’ above grade 62’ W of Lebon CL, 18’ S of Nobel curb, ML5 Nobel/Lebon (south) Verano La Jolla 6’ N of façade, on grade 60’ W of Lebon CL, 21’ N of Nobel curb, ML6 Nobel/Lebon (north) Villa Vicenza La Jolla 9’ S of façade, on grade Archstone University 65’ E of Towne Centre CL, 45’ S of Nobel curb, ML7 Nobel/Towne Centre (south) Town Center 10’ N of façade, 6’ above grade 97’ W of Towne Centre CL, 10’ N of Nobel ML8 Nobel/Towne Centre (north) Vista La Jolla Townhomes curb, 30’ S of façade, on grade 83’ N of Golden Haven CL, 36’ E of Judicial ML9 Judicial/Golden Haven La Jolla Crossroad curb, 6’ W of façade, 2’ above grade 380’ N of Research CL, 12’ W of curb, ML10 Nobel Park The Villas 10’ E of façade, on grade 36’ E of Gilman Parking Structure access, ML11 UCSD/VA Medical Center Student Housing 160’ N of Gilman curb, 4’ S of façade, on grade 27’ S of Villa La Jolla curb, 36’ E of Gilman ML12 Gilman/Villa La Jolla Villa La Jolla curb, 10’ W of façade, on grade 130’ E of Cargill CL, 11’ S of Nobel curb, ML13 Nobel/Costa Verde (south) Whispering Pines 13’ N of façade, on grade 150’ W of Costa Verde CL, 24’ N of Nobel curb, ML14 Nobel/Costa Verde (north) Costa Verde Village 8’ S of façade, 8’ above grade

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-2 Table 3 Sound Level Measurements (dBA)

Measurement ID Leq Lmin Lmax L10 L50 L90 ML1 69.7 52.5 84.9 73.8 66.2 57.5 ML2 66.4 52.3 77.4 70.0 63.8 58.3 ML3 66.7 54.2 89.7 66.8 59.0 55.3 ML4 62.6 53.4 75.9 66.0 60.2 56.4 ML5 64.9 47.5 83.1 68.3 61.9 54.8 ML6 64.9 48.3 80.6 68.3 60.0 53.3 ML7 66.5 47.2 78.2 71.5 60.7 53.4 ML8 68.6 45.5 84.4 71.8 64.8 57.4 ML9 63.0 48.7 80.7 64.8 55.5 50.8 ML10 60.7 46.6 79.0 61.8 49.8 47.8 ML11 56.5 50.4 73.3 59.5 53.9 51.9 ML12 66.1 47.0 75.8 69.7 64.5 56.3 ML13 69.1 56.7 79.6 73.2 66.6 59.6 ML14 66.8 51.1 79.5 70.8 63.2 56.4

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-3 Table 4 Traffic Counts During Sound Level Measurements

Measurement Roadway 1 Direction Cars MT HT Bus Roadway 2 Direction Cars MT HT Bus ID

E 174 3 - - Regents N 18 - - - ML1 Nobel Drive W 194 - - - Road S 54 - - - E 171 1 - - Regents N 17 - - - ML2 Nobel Drive W 204 1 - - Road S 62 - - - Executive E 28 - - - Regents Park N 8 1 - - ML3 Drive W 87 2 - - Row S 18 2 - - Executive E 71 - - 1 Executive N 23 - - - ML4 Drive W 69 - - - Way S 14 - - - E 52 3 - 1 N 34 - 1 - ML5 Nobel Drive Lebon Drive W 71 1 - 1 S 14 1 - - E 94 1 - 1 N 24 - - - ML6 Nobel Drive Lebon Drive W 98 2 - - S 8 - - - E 129 1 - - Towne N 40 - - - ML7 Nobel Drive W 57 - - 2 Centre Drive S 4 - - - E 218 1 1 - Towne N 15 - - - ML8 Nobel Drive W 102 - 1 - Centre Drive S - - - Golden E 20 1 - 1 N 3 - - - ML9 Judicial Drive Haven Drive W 20 2 - - S 4 - - - Research E - - - - N 14 - - - ML10 Judicial Drive Place W - - - - S 9 1 - - Gilman E 36 - - 4 Villa La Jolla N 27 - - 3 ML11 Drive W 92 1 - 2 Drive S 29 - - - Villa La Jolla E 50 1 - - N 227 1 - 2 ML12 Gilman Drive Drive W 46 - - - S 72 1 - 1 E 181 3 - - Cargill N 27 - - - ML13 Nobel Drive W 93 2 - - Avenue S 51 3 - - E 121 1 - - Costa Verde N 28 1 - - ML14 Nobel Drive W 138 3 - - Boulevard S 49 2 - - Notes: MT = Medium Trucks HT = Heavy Trucks

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-4 Table 5 Project Traffic Noise Level Contribution to Existing Conditions (dBA Ldn)

FTA Increase Existing Increase Due Bus Stop (Direction) Existing Impact? Threshold + Project To Project

Regents/Nobel (south) 71 1 71 0 N Regents/Nobel (north) 70 1 71 1 N Executive/Genesee 60 2 62 2 N Executive Drive Transit Center 60 2 60 0 N Nobel/Lebon (south) 72 1 72 0 N Nobel/Lebon (north) 71 1 71 0 N Nobel/Towne Centre (south) 69 1 69 0 N Nobel/Towne Centre (north) 69 1 69 0 N Judicial/Golden Haven 61 2 62 1 N Nobel Park 62 2 64 2 N UCSD/VA Medical Center 49 5 52 3 N Gilman/Villa La Jolla (north) 67 1 67 0 N Gilman/Villa La Jolla (south) 67 1 67 0 N Nobel/Costa Verde (south) 72 1 72 0 N Nobel/Costa Verde (north) 71 1 71 0 N Note: All traffic noise levels are the result of modeling.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-5 Table 6 Project Traffic Noise Level Contribution to Year 2010 Conditions (dBA Ldn)

FTA Increase 2010 + Increase Due Bus Stop (Direction) 2010 Impact? Threshold Project To Project

Regents/Nobel (south) 72 1 72 0 N Regents/Nobel (north) 71 1 71 0 N Executive/Genesee 61 2 62 1 N Executive Drive Transit Center 62 2 62 0 N Nobel/Lebon (south) 72 1 72 0 N Nobel/Lebon (north) 72 1 72 0 N Nobel/Towne Centre (south) 71 1 71 0 N Nobel/Towne Centre (north) 71 1 71 0 N Judicial/Golden Haven 65 1 65 0 N Nobel Park 65 1 66 1 N UCSD/VA Medical Center 57 2 57 0 N Gilman/Villa La Jolla (north) 69 1 69 0 N Gilman/Villa La Jolla (south) 68 1 68 0 N Nobel/Costa Verde (south) 73 1 73 0 N Nobel/Costa Verde (north) 72 1 72 0 N Note: All traffic noise levels are the result of modeling.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-6 Table 7 Project Traffic Noise Level Contribution to Year 2030 Conditions (dBA Ldn)

FTA Increase 2030 + Increase Due Bus Stop (Direction) 2030 Impact? Threshold Project To Project

Regents/Nobel (south) 72 1 72 0 N Regents/Nobel (north) 71 1 71 0 N Executive/Genesee 64 1 64 0 N Executive Drive Transit Center 62 2 62 0 N Nobel/Lebon (south) 72 1 72 0 N Nobel/Lebon (north) 71 1 71 0 N Nobel/Towne Centre (south) 71 1 71 0 N Nobel/Towne Centre (north) 71 1 71 0 N Judicial/Golden Haven 65 1 65 0 N Nobel Park 65 1 66 1 N UCSD/VA Medical Center 57 2 58 1 N Gilman/Villa La Jolla (north) 69 1 69 0 N Gilman/Villa La Jolla (south) 69 1 69 0 N Nobel/Costa Verde (south) 72 1 72 0 N Nobel/Costa Verde (north) 72 1 72 0 N Note: All traffic noise levels are the result of modeling.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-7 Table 8 Project Traffic Noise Level Contribution at 75’Reference Distance (dBA Ldn)

Existing + 2010 + 2030 + Bus Stop (Direction) Existing 2010 2030 Project Project Project Regents/Nobel (south) 71 71 72 72 72 72 Regents/Nobel (north) 71 71 72 72 72 72 Executive/Genesee 61 62 61 62 64 64 Executive Drive Transit Center 61 62 63 64 64 64 Nobel/Lebon (south) 71 71 72 72 71 71 Nobel/Lebon (north) 71 71 72 72 71 71 Nobel/Towne Centre (south) 70 70 71 71 71 71 Nobel/Towne Centre (north) 70 70 71 71 71 71 Judicial/Golden Haven 61 62 65 65 65 65 Nobel Park 61 62 64 64 64 65 UCSD/VA Medical Center 54 59 62 63 63 64 Gilman/Villa La Jolla (north) 68 68 69 69 70 70 Gilman/Villa La Jolla (south) 68 68 69 69 70 70 Nobel/Costa Verde (south) 71 71 72 72 72 72 Nobel/Costa Verde (north) 71 71 72 72 72 72 Note: All traffic noise levels are the result of modeling.

K:\095219008\Report\Super Loop Noise Analysis 2006-12-22.doc T-8

APPENDICES APPENDIX A FTA CRITERIA Figure 3-2 Increase in Cumulative Noise Levels Allowed by Criteria (Land Use Cat. 1 & 2) APPENDIX B DETAILED PROJECT DESCRIPTION SUPER LOOP PROJECT DESCRIPTION

Environmental Setting

The San Diego Association of Governments (SANDAG) proposes the implementation of the Super Loop Transit Project in the University City community within the City of San Diego. The project entails the implementation of an 8.0-mile bus route that would include up to 15 new bus stations, transit priority features, improvements at select intersections, and deployment of specialized buses. The proposed Super Loop route would extend along Nobel Drive between Judicial Drive and Villa La Jolla Drive, Villa La Jolla Drive between Nobel Drive and Gilman Drive, Gilman Drive between Villa La Jolla Drive and Voigt Drive, Voigt Drive between Gilman Drive and Campus Point Drive, Campus Point Drive between Voigt Drive and Medical Center Drive, Medical Center Drive between Campus Point Drive and Health Sciences Drive, Health Sciences Drive between Medical Center Drive and Regents Road, Regents Road between Health Sciences Drive and Executive Drive, Executive Drive between Regents Road and Judicial Drive, and Judicial Drive between Executive Drive and Nobel Drive (Figures 1 and 2). The proposed route would traverse a portion of the University of California San Diego (UCSD) campus.

The University community is characterized by high intensity mixed-use development anchored by the UCSD campus and the University Towne Centre regional shopping center. Research/corporate offices, medical centers and urban residential development also characterize the community. Land uses adjacent to the proposed Super Loop route include a mixture of higher density residential developments, neighborhood and regional shopping centers, high-rise hotels, high technology commercial office and industrial campuses, schools, hospitals and park areas. Interstates 5 and 805 also are located in the immediate project vicinity (Figure 2).

Project Characteristics

The Super Loop project would increase mobility for local residents, employees and visitors by providing connectivity between activity centers within the University community. Connections also would be provided to regional transit facilities, including regional bus routes, the future proposed Nobel Drive Coaster Station and the Mid-Coast Light Rail Extension. Proposed stations would be spaced approximately 0.5 mile apart within existing road rights-of-way to provide frequent, efficient transit service. With specialized vehicles, stations, and priority treatments (as described below), the Super Loop project would provide opportunities to increase transit ridership and reduce automobile trips within the area. Figure 3 illustrates the Super Loop and proposed project features.

The Super Loop would operate seven days a week between 5:00 a.m. and 10:00 p.m., with peak period (Monday through Friday from 6:00 a.m. to 9:00 a.m. and 3:00 p.m. to 6:00 p.m.) headways of 10 minutes and off-peak headways of 15 minutes. A fleet of 10 buses would be required upon initial operation, with 8 (4 each direction) in service during peak periods and 6 (3 each direction) during off-peak periods. The total travel time to complete one non-stop loop would be approximately 30 minutes and 36 minutes with a layover at one of the stations. The average travel time for passengers is projected to be approximately 10 minutes.

Super Loop Stations

A total of up to 15 Super Loop stations would be constructed along the proposed route. Stations would be constructed largely within existing road rights-of-way and would be accessible via the main travel lanes. Most stations would consist of a 10-foot-wide parkway that would include a 6-foot-wide raised platform and a 4-foot- wide throughway area. Several stations would have a wider platform (two at 9 feet and one at 11 feet) while one station would consist of an 8-foot-wide island platform within Nobel Drive (westbound at its intersection with Regents Road). The stations would include seating, shelters, planters, lighting and other transit furnishings. Conceptual station designs are illustrated in Figures 5 and 6. Proposed stations and their locations are listed below in Table 1. Table 1 PROPOSED SUPER LOOP STATIONS AND LOCATIONS

Station Name Location University Towne Centre University Towne Centre Transit Center Nobel/Regents1 Nobel Drive @ Regents Road Nobel/Lebon Nobel Drive @ Lebon Drive La Jolla Village Square Nobel Drive @ La Jolla Village Square Driveway Gilman/Via La Jolla Gilman Drive @ Villa La Jolla Drive (south) UCSD/VA Medical Center Gilman Drive @ Russell Lane (future Gilman Transit Hub) Scripps Hospital Voigt Drive @ Scripps Hospital UCSD East Campus Medical Center Drive @ Health Sciences Drive Executive/Genesee Executive Drive @ Regents Park Row Executive Way Executive Drive @ Executive Way La Jolla Commons2 Judicial Drive @ Executive Drive Judicial/Golden Haven Judicial Drive @ Golden Haven Drive Nobel Park Judicial Drive @ Research Place Nobel Drive Coaster Station3 Nobel Drive between Shoreline Drive and Towne Centre Drive Nobel/Towne Centre Nobel Drive @ Towne Centre Drive 1 This station may be relocated to the intersection of Nobel Drive and Costa Verde Blvd. All impacts would remain the same. 2 Station may potentially be built pending completion of the La Jolla Commons project. 3 Proposed station depending on the timeline for implementation of the Coaster Station at this site.

These specialized stations have been designed to efficiently load and unload transit riders through innovative station treatments, such as raised curbs, extended station platforms and designated running ways, as described below.

Raised Curbs

To allow for convenient and efficient boarding of passengers on and off transit vehicles, 10-inch-high raised curbs would be provided at Super Loop stations. Standard curbs have a height of six inches, which requires vehicles to be mechanically equipped to “kneel”to bring the door closer to the curb, or passengers must bridge the gap themselves. Not only is this inconvenient for transit passengers, especially those with mobility issues, it is very time consuming.

Extended Station Platforms

Extended station platforms would be constructed at Super Loop stations that would accommodate two or more transit vehicles simultaneously without compromising vehicle movements. These 70-foot-long extended platforms would serve Super Loop vehicles, as well as other area transit operators such as Metropolitan Transit System (MTS), North County Transit District (NCTD) and UCSD shuttles.

Designated Running Ways

Concrete pads would be constructed at grade in the running ways at Super Loop stations and painted a distinctive color to designate them solely for transit vehicular use.

Super Loop Transit Vehicles

Specialized vehicles (buses) would be procured and utilized for the Super Loop route. These buses would provide swift loading of passengers while accommodating the ridership capacity expected for the route. Super Loop vehicles would be approximately 35 to 40 feet long with two doors that would allow multiple streams of passenger loading, enhanced wheelchair access, and an alternative seat layout to facilitate passenger movement. The vehicles would emit low levels of air pollutants and noise. Vehicles are anticipated to have Compressed Natural Gas (CNG) or CNG-Hybrid propulsion technology, as they are consistent with the existing MTS fleet and yard infrastructure. Vehicles would also be designed to reduce external noise with a goal of maximum external noise of 80 decibels (dBA) under full power acceleration. Traffic Control Improvements

In order for the proposed Super Loop to operate effectively and safely, several traffic control improvements are proposed along the route within the City of San Diego and the UCSD campus. These improvements consist of signal prioritization, installation of new traffic signals, installation of pedestrian crossings, removal of existing stop signs, lane re-striping and the addition of new travel and queue jumper lanes (Figures 6 through 23). The following section describes the proposed traffic control improvements.

Signal Priority Treatments

Transit signal prioritization modifies the normal traffic signal operation process to improve transit reliability and schedule adherence, as well as increases transit operating speeds. Existing and proposed traffic signals along the Super Loop route would be coordinated and timed to ensure that transit vehicles would generally encounter the green light phase when running on schedule. Super Loop vehicles would also be equipped with transponders and receivers to give them priority at intersections when running behind schedule. This technology, known as Intelligent Transportation Systems (ITS), allows the real-time collection and use of operational data to speed vehicles. For example, signals could be sent from Super Loop buses approaching traffic signals nearing the end of the green phase that would extend the phase until the bus travels through the intersection. Super Loop buses could also send signals that would shorten cross street phases to reduce delays at intersections.

New Traffic Signals

New traffic signals are proposed to be installed at key intersections along the proposed Super Loop route, including:

Nobel Drive/Lombard Place* Gilman Drive/Scholars Drive/Osler Lane (UCSD)* Gilman Drive/Myers Drive (UCSD) Gilman Drive/Russell Lane (UCSD) Voigt Drive/Scripps Hospital Bus Turnaround (UCSD) Executive Drive/Regents Park Row Executive Drive/Judicial Drive* Nobel Drive/Nobel Coaster Station* *Traffic signals are planned (by others) at these intersections regardless of the Super Loop project.

Pedestrian Crossings

Protected pedestrian crossings are proposed at two locations within the UCSD campus to protect the large volume of pedestrian traffic, including:

Gilman Drive/ Library Walk (UCSD) Gilman Drive/Gilman Transit Hub (UCSD)

Stop Sign Removals

Several existing stop signs at intersections along the proposed route would be removed in conjunction with the proposed traffic control improvements (i.e., replaced with traffic signals or pedestrian crossings). Reducing the number of stop-controlled intersections along the Super Loop route would decrease overall transit travel time. The following stop signs are proposed for removal:

Gilman Drive/Scholars Drive/Osler Lane (UCSD) Gilman Drive/Eucalyptus Grove Lane (UCSD) Gilman Drive/Mandeville Lane (UCSD) Gilman Drive/Myers Drive (UCSD) Gilman Drive/Russell Lane (UCSD) Executive Drive/Judicial Drive Queue Jumper Lanes

Queue jumper lanes allow buses to bypass long vehicular queues at congested intersections by utilizing an exclusive or shared bus/vehicle lane. These bypass lanes substantially reduce delays at signals, as buses are given priority at the green phase. Queue jumper lanes are proposed along the most heavily congested segments of the Super Loop route, specifically along Nobel Drive between Towne Centre Drive and Villa La Jolla Drive. The queue jumper lanes would be shared by transit vehicles, bicycles and vehicles making right-turns and would be marked to clearly delineate their purpose. Proposed queue jumper lane locations are summarized in Table 2 (see Figure 3).

Table 2 PROPOSED QUEUE JUMPER LANE LOCATIONS

Intersection Direction Lane Configuration Nobel Drive atGenesee Avenue Eastbound Shared bus through and automobile right-turn only Nobel Drive at Eastbound and Westbound Shared bus through and Costa Verde Boulevard automobile right-turn only Nobel Drive at Westbound Exclusive bus through Regents Road Nobel Drive at Eastbound and Westbound Shared bus through and La Jolla Village Square Driveway automobile right-turn only

New Lanes

New lanes are proposed at various intersections and roadway segments along the Super Loop route to increase capacity and reduce overall delays at intersections. All new turn lanes are within existing roadways and are accomplished with re-striping and shifting of median curbs and striping. Specific locations and proposed lanes are summarized below in Table 3 (see Figure 3).

Table 3 PROPOSED NEW LANE LOCATIONS

Intersection/Road Segment Lane Type Nobel Drive at Two additional turn lanes on southbound Lombard Place Lombard Place New right-turn lane on westbound Nobel Drive Nobel Drive at Right-turn lane on northbound Villa La Jolla Drive Villa La Jolla Drive Gilman Drive at Extend left-turn lane on southbound Gilman Drive Villa La Jolla Drive (south) Health Sciences Drive Second westbound lane between Regents Road and Medical Center Drive Health Sciences Drive at Provision for bus only left-turns on the shared through/right-turn lane on Medical Center Drive Medical Center Drive southbound Health Sciences Drive at New right and left-turn lanes on westbound Health Sciences Drive. Voigt Drive Second through lane on eastbound Health Sciences Drive Nobel Drive at Re-striping to allow easier through movements on eastbound Nobel Drive Towne Centre Drive Third westbound lane between Towne Centre Drive and Lombard Place.

The proposed traffic control improvements and stations would be located largely within existing road rights-of-way, but would require the acquisition of an additional 5-foot width of right-of-way over a 145-foot portion of the east- bound segment of Nobel Drive at La Jolla Village Driveway; an additional 2-foot width of right-of-way over a 110- foot portion of the north-bound segment of Gilman Drive at La Jolla Village Drive; and an additional 5-foot width of right-of-way over a 100-foot portion of the west-bound segment of Voigt Drive at Scripps Hospital. Table 4 provides a summary of proposed improvements along the Super Loop route (see Figure 3). Table 4 SUMMARY OF PROPOSED SUPER LOOP IMPROVEMENTS

Major Street Cross Street Signal Priority Signal Signal Traffic New New Pedestrian Crossing Remove Sign Stop Loop Super Station Jumper Queue Lanes Lanes New UTC Transit Center X Nobel Drive Lombard Place X X X Nobel Drive Genesee Avenue X X Nobel Drive Costa Verde Blvd/Cargill Avenue X X1 X Nobel Drive Regents Road X X2 X Nobel Drive Lebon Drive X X Nobel Drive Caminito Plaza Centro X Nobel Drive I-5 Off-ramp/University Center Lane X Nobel Drive I-5 SB On-ramp X Nobel Drive La Jolla Village Square Driveway X X X Nobel Drive Villa La Jolla Drive X X Villa La Jolla Villa La Jolla Driveway X Villa La Jolla Via Mallorca X Gilman Drive Villa La Jolla Drive (south) X X X Gilman Drive La Jolla Village Drive WB ramps X Gilman Drive Scholars Drive/Osler Lane X X X Gilman Drive Eucalyptus Grove Lane X Gilman Drive Mandeville Lane X Gilman Drive Library Walk X Gilman Drive Myers Drive X X X Gilman Drive Gilman Transit Hub X X Gilman Drive Russell Lane X Gilman Drive Villa La Jolla Drive (north) X Voigt Drive Scripps Hospital Bus Turnaround X X X Voigt Drive Campus Point Drive X Health Sciences Drive Medical Center Drive X X Health Sciences Drive Voigt Drive/Athena Circle X Regents Road Health Sciences Drive X X Regents Road Eastgate Mall X Executive Drive Regents Road X Executive Drive Regents Park Row X X X Executive Drive Genesee Avenue X Executive Drive Executive Way X X Executive Drive Towne Centre Drive X Executive Drive Judicial Drive X X X X Judicial Drive Golden Haven Drive/Brooke Lane X X Judicial Drive Sydney Court X Judicial Drive Research Place X X Nobel Drive Judicial Drive X Nobel Drive Shoreline Drive X Nobel Drive Nobel Drive Coaster Station X X X Nobel Drive Towne Centre Drive X X X 1 The Nobel Drive/Regents Road station may be relocated to this location. 2 This station may be relocated to the intersection of Costa Verde Blvd. and Nobel Drive. Source: STV Inc. 2006.

Construction Schedule

Project construction is anticipated to take approximately 12 months to complete.