Section 3.10 Noise

3.10.1 Introduction This section describes the potential noise and vibration impacts of the proposed project. It includes a discussion of noise and vibration fundamentals, existing regulatory requirements, the existing noise setting within the project area, and noise and vibration impacts that would result from implementation of the proposed project.

Noise Fundamentals and Terminology Noise is commonly defined as unwanted sound. Sound can be described as the mechanical energy of a vibrating object transmitted by pressure waves through a liquid or gaseous medium (e.g., air) to a hearing organ, such as a human ear. Noise is often defined as sound that is objectionable because it is disturbing or annoying.

In the science of acoustics, the fundamental model consists of a sound (or noise) source, a receptor, and the propagation path between the two. The loudness of the noise source and the obstructions or atmospheric factors, which affect the propagation path to the receptor, determine the sound level and the characteristics of the noise perceived by the receptor.

The following sections provide an explanation of key concepts and acoustical terms used in the analysis of environmental and community noise.

Frequency, Amplitude, and Decibels Continuous sound can be described by frequency (pitch) and amplitude (loudness). A low-frequency sound is perceived as low in pitch. Frequency is expressed in terms of cycles per second, or Hertz (Hz) (e.g., a frequency of 250 cycles per second is referred to as 250 Hz). High frequencies are sometimes more conveniently expressed in kilohertz (kHz), or thousands of Hz. The audible frequency range for humans is generally between 20 Hz and 20,000 Hz.

The amplitude of pressure waves generated by a sound source determines the loudness of that source. The amplitude of a sound is typically described in terms of sound pressure level (SPL) which refers to the root-mean-square (rms) pressure of a sound wave and can be measured in units called microPascals (µPa -billionth (0.00000000001) of normal atmospheric pressure. Sound pressure levels for different kinds of noise environments can range ). One μPa is approximately one hundred el from less than 100 to over 100,000,000 μPa. Because of this large range of values, sound is rarely decibelexpressed describes in terms the of ratioμPa. Instead,of the actual a logarithmic sound pressure scale is to used a reference to describe pressure the sound and ispressure calculated lev as follows:(also referred to simply as the sound level) in terms of decibels, abbreviated dB. Specifically, the

 X 

SPL = 20× log10   ,  20µPa 

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where X is the actual sound pressure and 20 µPa is the standard reference pressure level for acoustical measurements in air.

DecibelThe threshold Addition of hearing for young people is about 0 dB, which corresponds to 20 μPa.

- Becauseincrease. decibels In other are words, logarithmic when two units, identical sound sources pressure are levels each cannotproduci beng added sound or of subtracted the same through ordinary arithmetic. On the dB scale, a doubling of sound energy corresponds to a 3 dB

loudness, their combined sound level at a given distance would be 3 dB higher than one source undercumulative the same sound conditions. level of any For number example, of ifsources, one excavator such as producesexcavators, a sound can be pressure determined level using of 80 dB, twodecibel excavators addition. would The same not produce decibel addition160 dB. R isather, used theyfor A would-weighted combine decibels to produce described 83 below. dB. The

Perception of Noise and A-Weighting

frequencies of a sound have a substantial effect on the human response to that sound. Although the intensityThe dB scale (energy alone per does unit not area) adequately of the sound characterize is a purely how physica humansl quantity, perceive the noise. loudness The dominant or human response is determined by characteristics of the human ear.

Human hearing is limited in the range of audible frequencies as well as in the way it perceives the sound pressure level in that range. In general, people are most sensitive to the frequency range of 1,000 to 8,000 Hz and perceive sounds within that range better than sounds of the same amplitude in higher or lower frequencies. To approximate the response of the human ear, sound levels in various frequency bands are adjusted (or “weighted”), depending on human sensitivity to those frequencies. The resulting sound pressure level is expressed in A-weighted decibels, abbreviated eir judgments correlate well with the A- -1 describes dBA.typical When A-weighted people makesound judgments levels for variousregarding noise the sources.relative loudness or annoyance of a sound, th weighted sound levels of those sounds. Table 3.10 Studies have shown that under controlled conditions in an acoustics laboratory, a healthy human

ear is able to discern changes in sound levels of one dBA. In the normalable to environment,most people. A the change healthy of five human ear can detect changes of about two dBA; however, it is widely accepted that changes of athree doubling dBA inof the sound normal energy environment (e.g., doubling are consideredthe volume justof traffic notice on a highway) resulting in a three- dBAincrease is readily in sound perceptible, would generally and a change be barely of ten detectable. dBA is perceived as being twice as loud. Accordingly, dB

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Table 3.10-1. Typical A-Weighted Sound Levels

Common Outdoor Noise Source Sound Level (dBA) Common Indoor Noise Source — 110 — Jet flying at 1,000 feet Rock band — 100 —

— 90 — Gas lawn mower at 3 feet Diesel truck at 50 feet at 50 mph — 80 — Food blender at 3 feet Noisy urban area, daytime Garbage disposal at 3 feet Gas lawn mower at 100 feet — 70 — Vacuum cleaner at 10 feet Commercial area — 60 — Normal speech at 3 feet Large business office Heavy traffic at 300 feet Quiet urban daytime — 50 — Dishwasher in next room

Quiet urban nighttime — 40 — Theater, large conference room (background) Quiet suburban nighttime — — Library Quiet rural nighttime 30 — 20 — Bedroom at night

— 10 — Broadcast/recording studio Lowest threshold of human hearing — 0 — Lowest threshold of human hearing a.

Source: California Department of Transportation 2013

Noise Descriptors

“metrics” have been developed to quantify environmental and community noise. These metrics generallyBecause sound describe levels either can thevary average markedly character over a shortof the period noise or of thetime, statistical various behaviordescriptors of theor noise variations in the noise level. The most common of these metrics are described below:

Equivalent Sound Level (Leq) The equivalent sound level is the most common metric used to describe short-term average noise levels. Many nois equipment that cycles on and off, or construction work which can vary sporadically. The equivalent e sources produce levels that fluctuate over time; examples include mechanical sound level (Leq) describes the average acoustical energy content of noise for an identified period of time, commonly 1 hour. Thus, the Leq of a time-varying noise and that of a steady noise are the same if they deliver the same acoustical energy over the duration of the exposure. For many noise sources, the Leq will vary depending on the time of day – a prime example is traffic noise which rises and falls depending on the amount of traffic on a given street or freeway.

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Maximum Sound Level (Lmax) and Minimum Sound Level (Lmin)

Lmax and Lmin refer to the maximum and minimum sound levels, respectively, that occur during the noise measurement period. More specifically, they describe the rms sound levels that correspond to the loudest and quietest 1-second intervals that occur during the measurement.

Percentile-Exceeded Sound Level (L%)

The percentile-exceeded sound level, L%, is the sound level exceeded for the stated percentage of the noise measurement period. For example, L25 is the sound level exceeded 25% of the time and L50 is the sound level exceeded 50% of the time. The percentile-exceeded noise level is most commonly assessed based on a 1-hour period such that the L25 would correspond to 15 minutes in an hour and the L50 0 minutes in an hour.

Communitywould Noise correspond Equivalent to 3 Level (CNEL) It is recognized that a given level of noise may be more or less tolerable depending on the duration of the exposure experienced by an individual, as well as the time of day during which the noise occurs. The community noise equivalent level (CNEL) is a measure of the cumulative 24-hour noise exposure that considers not only the variation of the A-weighted noise level but also the duration and the time of day of the disturbance. The CNEL is derived from the twenty-four A-weighted 1-hour Leq’s that occur in a day, with “penalties” applied to the Leq’s occurring during the evening hours (7 p.m. to 10 p.m.) and nighttime hours (10 p.m. to 7 a.m.) to account for increased noise sensitivity eq’s, eq’s, and then taking the average value for all 24 hours. during these hours. Specifically, the CNEL is calculated by adding 5 dBA to each of the evening L addingSound 10 Propagation dBA to each of the nighttime L

in which noise is reduced with distance depends on the following important factors: When sound propagates over a distance, it changes in both level and frequency content. The manner Geometric Spreading Sound from a single source (i.e., a “point” source) radiates uniformly outward as it travels away from

each doubling of distance. Highway noise is not a single stationary point source of sound. The movementthe source inof avehicles spherical on pattern. a highway The makes sound the level source attenuates of the sound(or drops appear off) toat emanatea rate of sixfrom dBA a line for (i.e., a “line” source) rather than from a point. This results in cylindrical spreading rather than the spherical spreading resulting from a point source. The change in sound level (i.e., attenuation) from

Grounda line source Absorption is three dBA per doubling of distance. Usually the noise path between the source and the observer is very close to the ground. The excess noise attenuation from ground absorption occurs due to acoustic energy losses on sound wave reflection. Traditionally, the excess attenuation has also been expressed in terms of attenuation per than 200 feet, prediction results based on this scheme are sufficiently accurate. For acoustically “hard” doublingsites (i.e., ofsites distance. with a Thisreflective approximation surface, such is done as a forparking simplification lot or a smooth only; for body distances of water, of betweenless the source and the receptor), no excess ground attenuation is assumed because the sound wave is reflected without energy losses. For acoustically absorptive or “soft” sites (i.e., sites with an

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absorptive ground surface, such as soft dirt, grass, or scattered bushes and trees), an excess ground attenu geometric spreading, the excess ground attenuation results in an overall drop- ation value of 1.5 dBA per doubling of distance is normally assumed.distance for When a point added source. to the off rate of 4.5 dBA per doublingAtmospheric of distance Effects for a line source and 7.5 dBA per doubling of

approximatelyResearch by Caltrans 500 feet, and whereas others has vertical shown air that temperature atmospheric gradien conditionsts are more can have important a major over effect longer on distances.noise levels. Other Wind factors, has been such shown as air to temperature, be the single humidity, most important and turbulence, meteorological also have factor major within effects.

conditions, whereas locations upwind can have lower noise levels. Increased sound levels can also Receptorsoccur because located of temperature downwind from inversion a source conditions can be exposed(i.e., increasing to increased temperature noise levels with relative elevation, to calmwith cooler air near the surface, where the sound source tends to be and the warmer air above which acts as a cap, causing a reflection of ground level–generated sound).

Shielding by Natural or Human-Made Features A large object or barrier in the path between a noise source and a receptor can substantially attenuate noise levels at the receptor. The amount of attenuation provided by this shielding depends on the size of the object, proximity to the noise source and receptor, surface weight, solidity, and the frequency content of the noise source. Natural terrain features (such as hills and dense woods) and human- often constructed between a source and a receptor with the specific purpose of reducing noise. A barrier thatmade breaks features the (such line of as sight buildings between and a walls) source can and substantially a receptor will reduce typically noise result levels. in Walls at least are 5

GroundbornedB of noise reduction. Vibration A higher Fundamentals barrier may provide and Terminologyas much as 20 dB of noise reduction. Groundborne vibration is an oscillatory motion of the ground with respect to the equilibrium position. Most perceptible indoor vibration is caused by sources within buildings, such as the operation of mechanical equipment, movement of people, or the slamming of doors. However, when vibration occurs as a result of groundborne transmission from exterior sources it can be a serious concern for residents and tenants, causing buildings to shake and rumbling sounds to be heard. Typical outdoor sources of perceptible groundborne vibration are heavy construction equipment (such as earthmoving, blasting, and pile driving), steel-wheeled trains, and heavy trucks on rough roads. If a roadway is smooth, the groundborne vibration from traffic is rarely perceptible.

The following sections provide an explanation of key concepts and terms used in the analysis of groundborne vibration.

Displacement, Velocity, and Acceleration Groundborne vibration can be described in terms of displacement, velocity, or acceleration.

moves from its static position (i.e., its resting position when the vibration is not present). The velocityDisplacement describes is the the easiest instantaneous descriptor speed to understand; of the movement it is simply and accelerationthe distance thatis the a instantaneousvibrating point rate of change of the speed. Although displacement is fundamentally easier to understand than velocity or acceleration, it is rarely used for describing groundborne vibration, for the following

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reasons: 1) human response to ground-borne vibration correlates more accurately with velocity or sing -borne acceleration;vibration actually 2) the measure effect on either buildings velocity and or sensitive acceleration. equipment For evaluating is more accurately the potential described u velocityenvironmental or acceleration; impacts of and, groundborne 3) most transducers vibration, usedvelocity in the is the measurement fundamental of measure ground that is typically used.

The frequency of vibration is expressed in the same unit, Hz, as described under Noise Fundamentals and Terminology, above. One Hertz is equal to one cycle per second, and one kHz is equal to one thousand cycles per second. The description of the vibration amplitude depends on the metric being used, as described below under Groundborne Vibration Descriptors. If a person is engaged in any type of physical activity, vibration tolerance increases considerably.

Perception of Groundborne Vibration There are three primary types of receivers that can be adversely affected by ground vibration: people, structures, and equipment.

People may perceive both primary and secondary effects of groundborne vibration. Primary effects occur when groundborne vibration is felt directly through the ground or the building structure. Secondary effects include phenomena such as the rattling of fixtures or the movement of hanging objects. Any effect (primary perceptible vibration, secondary effects, or a combination of the two) can lead to annoyance. The degree to which a person is annoyed depends on the activity in which they are participating at the time of the disturbance. For example, someone sleeping or reading will be more sensitive than so primary and secondary vibration effects often lead people to believe that the vibration is damaging their home, although vibrationmeone levels who areis engaged well below in any minimum type of physicalthresholds activity. for damage Reoccurring potent ial.

Vibration generated by construction activity has the potential to damage structures. This damage could be structural damage, such as cracking of floor slabs, foundations, columns, beams, or wells, or cosmetic architectural damage, such as cracked plaster, stucco, or tile.

Ground vibration also has the potential to disrupt the operation of vibration-sensitive research and advanced technology equipment such as optical microscopes, cell probing devices, magnetic ) machines, scanning electron microscopes, photolithography equipment, micro-lathes, and precision milling equipment. The degree to which this equipment is disturbed resonancedepends on imaging the type (MRI of equipment, how it used, and its support structure.

Groundborne Vibration Descriptors

Peak Particle Velocity (PPV) The peak particle velocity (PPV) is defined as the maximum instantaneous positive or negative peak amplitude of the vibration PPV can be used to assess both human response to groundborne vibration and the potential for building damage. PPV is relatedvelocity. to the The stresses unit of measurementthat are experienced is inches by per buildings second, subjec abbreviatedted to in/s. groundborne vibration.

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3.10.2 Environmental Setting Existing Conditions The existing noise-sensitive receivers in the vicinity of the proposed project include a single-family -family residences

residential community directly to the north of the project site; single approximatelyvicinity include 300 vacant feet land to the to westthe south of the and project the Me site along Mira Vista; and Saddleback Church Ranchothe east. Capistrano, approximately 400 feet to the south of the project site. Other land uses in the rcedes Benz of Laguna Niguel car dealership to Traffic on the nearby I- - respectively, is the primary sources of noise affecting the project site. Sporadic noise is also generated b 5 and SR 73 freeways, approximately 650 to 1,000 feet to the east, auto body repair shop activities) and a freight and passenger railroad approximately 600 feet east of the project site.y operations at the adjacent Mercedes Benz of Laguna Niguel (primarily car wash and

In order to document existing on-site noise levels, two short-term (ST) measurements and two long- term (LT) measurements were obtained within the project site (see .10-1) between August levels at representative locations across the project site and to determine changesFigure in 3 noise levels throughout a11 typical and August day. Two 13, 2015.additional These noise locations measurements were selected were to conducted document adjacent the existing to single noise-family residences north and west of the project site in order to document ambient noise levels at off-site noise-sensitive locations. Each short-term measurement was conducted over a period of approximately 15 to 20 minutes. Long-term measurements were conducted over the period of 48 hours. Noise measurements indicate that the general ambient noise level near off-site locations (ST- -4) is approximately 56 A- ) Leq. Measured on-site noise levels range eq, and 66 to 71 CNEL. Additional details and a summary of 3 and ST weighted decibels.10-2 (dBA. Field photos and field noise survey sheets are includedfrom approximately in Appendix 56 M to to 68 this dBA docu L ment. dB the measurement results are provided in Table 3 Long-term on-site noise levels (CNEL) include the combined contributions of all noise sources including traffic, railroad, and activities at the neighboring car dealership. On-site observations and post-measurement analysis of the data indicate that the overall CNEL is dominated by traffic noise from I- -

5 and SR 73.

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Table 3.10-2. Existing Noise Levels in Study Area

Measured Noise Levels, dBA

Location Number, Description (date, time) CNEL Leq a Lmax Lmin L90 L50 L25 L8.33 L1.67 ST- 66.0 b 61.5 65.0 57.2 58.8 61.4 1 (On site): East of existing–2:20 p.m.) Remolina Lejos STRoad;-2 (On at eastern site): East edge of ofexisting proposed Calle Lot de 54 Cambio 62.3 63.2 64.3 (08/11/2015, 2:00 p.m. 69.7 b 66.0 75.4 64.5 65.4 66.0 66.5 71.5 –11:15 a.m.) STRoad;- near the eastern edge of proposed Lot 12 63.6 residence(08/13/2015, at 10:55 a.m. 55.7 65.5 51.4 55.1 56.5 57.6 59.7 a.m.3– (Off12:01 site): p.m.) Approximately 30 feet east of ST-4 (Off site):25834 Approximately Avatar (08/13/2015, 90 feet east 11:46 of N/A 53.2 55.6 60.4 51.6 57.2 58.6 p.m.– residence at 28792 Mira Vista (08/13/2015, 12:57 N/A Daytime: Daytime: Daytime: 53.7 55.3 56.3 1:13 p.m.) LT-1 (On site): East of existing Hombre de Guerra 65.4– 67.1– 60.7–67.2 Evening: Evening: Evening:

– 70.8–71.2 64.9–68.3 65.8–91.093.2 59.0– Road; near eastern edge of the proposed Lot 1 Range: 11:00 a.m.) Nighttime: Nighttime: Nighttime: N/A N/A N/A N/A N/A residence (08/11/2015, 11:00 a.m. 08/13/2015, 58.5–67.368.2 61.2– 48.2–64.366.6 Daytime: Daytime: Daytime: 89.3 LT- 57.0–64.1 58.6–86.5 52.5– Evening: Evening: Evening:

2 (On site): East of existing Avenidaa.m.– del Caballo; 66.2–66.8 57.2–61.9 58.4–84.8 –60.663.8 near northeastern edge of the proposed Lot 34 Range: 12:29 p.m.) Nighttime: Nighttime: Nighttime: N/A N/A N/A N/A N/A residence (08/11/2015, 10:19 08/13/2015, 55.7- 56.9–80.5 48.753.1– a Daytime indicates the range of hourly noise levels measured between 7 a.m. and 7 p.m. Evening indicates the range of hourly noise levels measured between 7 p.m. and 10 p.m. Nighttime indicates the range of hourly noise levels measured between 10 p.m. and 7 a.m. 63.9 63.5 b CNEL values for on-site short-term measurements were derived from measured Leq values using 24-hour data collected from long-term measurements Notes: ST = short- - -weighted sound level, the sound pressure level in decibels as measured using the A weighting filter network, which de-emphasizes the very low- and very high- eq = equivalent sound level, the average of the sound energy term; LT = long term; dBAmax = A min xx = percentile-exceeded sound level, the sound level exceeded for a given percentage of a specified period (e.g.,frequency L25 is the componentssound level exceeded of the sound 25% in of a themanner time, similar and L50 to is thethe frequencysound level response exceeded of 50%the human of the time)ear; L occurring over the measurement period; L = maximum sound level; L = minimum sound level; L

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de Paseo la Col Legend inas Project Boundary A! Long Term Measurement Location A! Short Term Measurement Location Avery Pkwy

y w k P te ri ST4 e u (Offsite) rg a A! M ST3 (Offsite) Mercedes Benz A! Of Laguna Niguel ST1 (Onsite) ! A ST73 lo del Cabal LT1 Ave ST2 A! Capistrano LT2 (Onsite) Valley 5 A! A! ¦¨§ High School Oso Creek

Camino Capistrano

Coast Bible Church

Saddleback Rancho Viejo Rd Church ± 0 250 500

Feet

Source: NAIP Imagery (2010) K:\Irvine\GIS\Projects\City_of_Laguna_Niguel\00406_15\mapdoc\DEIR\Fig03.10-1_Measurement_Locs.mxd Date: 12/10/2016 19316 Date: 12/10/2016 K:\Irvine\GIS\Projects\City_of_Laguna_Niguel\00406_15\mapdoc\DEIR\Fig03.10-1_Measurement_Locs.mxd Figure 3.10-1 Onsite and Offsite Short-Term and Long-Term Measurement Locations SunPointe Residential Project

City of Laguna Niguel 3.10. Noise

3.10.3 Regulatory Setting State The State of California does not provide any specific noise standards that would apply to the project.

California Department of Transportation Caltrans provides widely referenced vibration guidelines in its publication Transportation and Construction Vibration Guidance Manual b strict standards that apply to the project, they are useful in assessing groundborne vibration levels generated by project construction, particularly(Caltrans because 2013 the). While City of these Laguna guidelines Niguel doesdo not not represent provide any quantitative vibration standards. The manual defines two different types of potential vibration .10- -4, below. impact: (1) building damage potential and (2) annoyance potential, as summarized in Tables 3 3 Tableand 3.10 3.10-3. Caltrans Vibration Damage Potential Threshold Criteria

Maximum PPV (inch per second) Continuous/Frequent Structure and Condition Transient Sources Intermittent Sources Extremely fragile historic buildings, ruins, ancient 0.12 0.08 monuments Fragile buildings 0.2 0.1 Historic and some old buildings 0.5 0.25 Older residential structures 0.5 New residential structures 1.0 0.5 0.3 2.0 0.5 . Modern industrial/commercial buildings intermittentSource: Caltrans sources 2013b include impact pile drivers, pogo-stick compactors, crack-and-seat equipment, vibratory pile drivers, and vibratoryNotes: Transient compaction sources equipment. create a single isolated vibration event, such as blasting or drop balls. Continuous/frequent PPV = peak particle velocity, the maximum instantaneous positive or negative peak amplitude of the vibration velocity, measured in inches per second.

Table 3.10-4. Caltrans Vibration Annoyance Potential Criteria

Maximum PPV (inches/second) Human Response Transient Sources Continuous/Frequent Intermittent Sources 0.04 0.01 Distinctly perceptible 0.25 0.04 Barely perceptible Strongly perceptible 0.90 0.10 Severe 2.00 0.40 b. PPV = peak particle velocity Source: Caltrans 2013

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Local

City of Laguna Niguel Municipal Code Section 6.6 of the LNGP provides the City’s noise ordinance. The noise ordinance is intended to protect sensitive land uses from stationary (i.e., non-transportation) noise sources such as commercial and industrial activities, music, and mechanical equipment. Sections 6.6.5 and 6.6.6 of the noise ordinance set limits on the level and duration of noise that may affect the exterior and .10-5. As shown in the table, the ordinance provides stricter noise limits at nighttime to reflect that people are typically more interiorsensitive areas to noise of residential during these properties, hours. as summarized in Table 3

Table 3.10-5. City of Laguna Niguel Noise Ordinance Standards at Residential Properties

Noise Level (dBA) That May Not Be Exceeded For More Than… 30 minutes 15 minutes 5 minutes 1 minute per hour per hour per hour per hour Anytime Location Time Period (L50) (L25) (L8.33) (L1.67) (Lmax) Exterior Daytime 55 60 65 70 75 (7 AM – 10 PM) Nighttime 50 55 60 65 70 (10 PM – 7 AM) Interior Daytime -- -- 55 60 65 (7 AM – 10 PM) Nighttime -- -- 45 50 55 (10 PM – 7 AM) Source: City of Laguna Niguel, Municipal Code: Noise Control. Section 6.6.5: Exterior Noise Standards and Section 6.6.6: Interior Noise Standards. Notes:

 If the alleged offensive noise consists entirely of impact noise, simple tone noise, speech or music, or any combination thereof,

 If the ambient noise level exceeds any of the firs -, 15-, 5-, or 1-minute limits), the cumulativeeach of the noiseperiod levels applicable specified to that in the category table shall will be reducedincreased by to 5 reflect dBA. the ambient noise level. In the event the ambient noise level exceeds the fifth (i.e., anytime) noise limit category,t four noise the limit maximum categories allowable above noise (i.e., the level 30 under said category will be increased to reflect the maximum ambient noise level. -weighted decibels

Lmax = maximum sound level dBA = A

ion noise is exempt from provisions in the noise ordinance provided that construction activities do not occur between the hours of 8:00Referring p.m. andto Section 7:00 a.m. 6.6.7(5) on weekdays of the Municipal or Saturdays, Code, or construct at any time on Sundays or federal holidays.

City of Laguna Niguel General Plan and Noise Element The LNGP includes a Noise Element, which is a comprehensive program to identify and temper environmental factors that potentially threaten community health and safety. The Noise Element requires consideration of potential noise impacts early in the planning process and provides interior .10-6. These noise standards are typically applied to transportation (i.e., non-stationary) noise standards. and exterior noise standards for various land uses as summarized in Table 3

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Table 3.10-6. City of Laguna Niguel General Plan Interior and Exterior Noise Standards

Noise Standards (CNEL, dBA) Land Use Interior Exterior 45 65 Neighborhood Commercial, Community Commercial -- 70 Residential Detached, Residential Attached Professional Office 50 70 55¹ 75 -- 70 Industrial/Business Park -- 75 CommercialCommunity Commercial/Professional Office Professional Office/Industrial/Business Park/Community 50 70 Schools 50² 65² Public/Institutional, Public Institutional/Professional Office -- 70 Source: City of Laguna Niguel, General Plan: Noise Element. Chapter 6, Section VIII: Goals, Policies, and Actions (Table N-9). AugustParks 4,and 1992. Recreation Notes: 1. 2. In interior or exterior Classroom Areas during school operating hours. Where quiet is a basis for use. CNEL = Community Equivalent Noise Level -weighted decibel

dBA = A 3.10.4 Impact Analysis Methodology

Construction

Noise Construction- ) ) (2008), which predicts average noise levels (Leq) at nearby receptorsrelated by analyzing noise was the analyzed type of using equipment, the Federal usage Highway factor, distance Administration’s from source (FHWA’s to receptor, andRoadway presence Construction or absence Noise of intervening Model (RCNM shielding between source and receptor. Construction schedule information was based on assumptions developed for the project’s air quality analysis. Project construction would be implemented in five phases: (1) Paving, and (5) Architectural Coating. 10-7 provides a summary of the equipment schedule for each phase. The construction equipmentSite Preparation, used on any(2) Grading,given day (3) could beBuilding mobile Construction, across the entire (4) project site. Therefore, the distances usedTable in 3. the analysis were the acoustical average distances1 to the anticipated work area for each phase. The only exception is the crushing operation, which would be stationary. The crushing plant would be located in the southeast corner of the property, near the current horizontal drain dewatering operation. The distances used in the analysis of crusher noise were measured from the proposed crusher location to each receptor.

1 The acoustical average distance is used to represent noise sources that are mobile or distributed over an area (such as a construction receptor and the noise source area by the farthest distance and then taking the square root of the product. This distance considers noise from across the sitesite); but it places is calculated greater by emphasis multiplying on the the noise shortest sources distance operating between closest the to the receptor.

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Actual noise levels during construction would vary depending on the relative distance from a given receptor to the current construction activities. As a conservative assumption, noise barrier effects that might be provided by intervening buildings or topography were excluded from analysis.

Table 3.10-7. Project Construction Phasing and Equipment

Construction Phase Equipment (Number of Pieces) Phase 1: Site Preparation Tractor (1) Front-End Loader (2)

Backhoe (1) Excavators (2) Dozer (3) Graders (1) Crusher (1) Phase 2: Grading Front-End Loader (1) Backhoe (1) Scraper (2) Dozer (1) Crane (1)

Generator Sets (1) Forklift (3) Tractor (1) Front-End Loader (1) Phase 3: Building Construction

Backhoe (1) Paver (2) Welder/Torch (1) Phase 4: Paving Paving Equipment (2) Roller (2) Phase 5: Architectural Coating Air Compressor (1)

Groundborne Vibration The groundborne vibration analysis used the same construction schedule information summarized -10.7. -case vibration levels would be associated with the operation of heavy earthmoving equipment such as in Table 3 Based on the anticipated construction equipment list for the project, the worst b), similar heavy equipment items (large bulldozers) produce peak particle velocity (PPV) vibration levelsexcavators, of 0.089 dozers, inch backhoes,per second and at agraders. distance Based of 25 onfee datat. published by Caltrans (Caltrans 2013

Vibration levels from construction equipment attenuate as they radiate from the source. The equation to determine vibration levels at a specific distance states that

PPVequip = PPVref 1.3 where PPVref is the PPV at a reference distance of 25 feet,× (25/D) D is the distance from the equipment to

b). the sensitive receptor, and the value of 1.3 is determined based on the soil conditions at the project site, which are understood to be silt/clay (Caltrans 2013 SunPointe Residential Project April 2017 3.10-12 Draft Environmental Impact Report ICF 406.15

City of Laguna Niguel 3.10. Noise

Operation

Off-site Traffic Noise Off-site traffic noise impacts were analyzed using a proprietary spreadsheet model, with ®), Version 2.5, Look-Up ). The parameters used to estimate vehicular traffic noise were average daily calculationstraffic (ADT) based volumes, on data vehicle from mix the (percentages FHWA Traffic of Noiseautomobiles, Model (TNM medium trucks, and heavy trucks), Tablesposted (FHWAspeed limits, 2004 and roadway and receiver locations. To provide a conservative assessment, existing barriers were not included in this analysis. Traffic volumes were derived from the December 2016 Transportation Impact Analysis (TIA) (Appendix N). For Avenida del Caballo and Charreadas -hour traffic volumes were converted to ADT volumes using ratios provided by the traffic engineer (PM peak-hour traffic, ADT volumes were providedused because directly they in were the TIA;generally for all higher other streets,than AM PM volumes). peak Vehicle mix data were gathered from Sound Attenuation Guidelines – Vehicle Mix by Time of Day (County of Orange Environmental Management Agency 1984). Distances from the centerline of the roadway to the receivers were derived using Google Earth.

On-site Traffic Noise TNM®, version 2.5. The TNM® tion and analysis. The parameters usedTraffic to noise estimate levels vehicular at the project traffic sitenoise were were predicted equivalent using hourly FHWA’s traffic volumes, vehicle mix (i.e., is FHWA’s computer program for highway traffic noise predic - dimensional geometry for roadways, receivers, terrain, and barriers. Average daily traffic (ADT) volumespercentage on ofthe automobiles, I- - medium trucks, and heavy trucks), posted speed limits, and 3 were gathered using the Caltrans Performance Measurement System (PeMS) data for August 11, 2015 (Caltrans 2015). An5 and assumed SR 73 2%highways annual used increase for the in trafficanalysis volumes of Existing was (2015)applied traffic to the noiseExisting levels (2015) ADT v TNM® to predict CNEL noise levels, all ADT volumes were converted to equivalent hourly traffic olumes to attain Opening Year 2018 and Future Year 2035 ADT volumes. In 1998 order). for Vehicle mix data were obtained from the Caltrans document Annual Average Daily Truck Traffic on volumesCalifornia using State Equation Highways 15 in Appendix Cc ).of Horizontal the FHWA andTNM® vertical Technical geometry Manual for (FHWAexisting and future roadways, receivers, buildings, and other TNM® features were derived using Google Earth and scaled plans of the proposed(Caltrans site contained 2013 in the SunPointe Vesting Tentative Tract Map No. 17433 & Site Development Permit SP 12-07P (Hunsaker & Associates 2015). To validate the accuracy of the TNM®, measured traffic noise levels at the on-site short-term and long-term field measurement locations were compared with modeled traffic noise levels for those same locations. For each measurement, the corresponding daily PeMS traffic volumes on the I-5 and - sound power of the noise source during the actual measurement period. Modeled and measured soundSR 73 highwayslevels were were then used. compared These tovolumes determine were the assigned accuracy to theof the modeled model roadwaysand if additional to simulate the

n the measured and modeled noise levels found during calibrationthe model validation was necessary. process, Results a correction indicated factor that (calibrationmodeled and constant) measured was sound included levels to agree adjust within 2 dB CNEL. To account for deviations betwee - incre themodeled validated noise TNM® levels wasto within calibrated 1 dB CNELto the ofoverall the measured measured noise noise level. levels, A K whichfactor were of +0.7 dominated dB (i.e., anby ase of 0.7 dB) was applied to the noise levels at all modeled receiver locations. It is noted that

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City of Laguna Niguel 3.10. Noise

traffic noise but also included all contributions from secondary sources such as the nearby railroad. As a result, the noise model was calibrated to effectively incorporate all the relevant noise sources affecting the project site. The validated model was updated to reflect the proposed future site plan geometry and grading and future traffic data, as described above. Future traffic noise levels at the proposed project site were then analyzed at 26 different modeled receiver locations across the project site.

On-site Stationary Noise Impacts In order to analyze potential on-site noise impacts as a result of operations at the adjacent car wash

short-term (approximately 15 to 20 minutes in duration) measurements were taken of the noise levelsand auto generated body repair by those shop sources. at Mercedes These Benz measurements of Laguna Niguel were obtainedeast of the west proposed of the carproject wash site, and two auto body repair shop. It is noted that traffic noise from the nearby I- - be avoided during measurement. Therefore, the measured noise levels likely provide a somewhat conservative estimate of the noise levels generated by the car wash and5 and auto SR body73 freeways shop. To couldpredict not the noise level at the nearest receiver, the worst-case measured noise levels were propagated back to the nea

Thresholdsrest of Significancereceiver location, assuming an attenuation rate of 6 dB per doubling of distance. Criteria for determining the significance of impacts related to noise are based on criteria contained in Appendix G of the State CEQA Guidelines. The proposed project could have a significant impact on the environment if it would result in any of the following.

NOI-1 Expose persons to or generate noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?

NOI-2 Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels?

NOI-3 A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project?

NOI-4 A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project?

NOI-5 For a project located within an airport land use land use plan or, where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels?

NOI-6 For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels?

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City of Laguna Niguel 3.10. Noise

Impacts and Mitigation

Impact NOI-1. The Project Would Not Expose Persons to or Generate Noise Levels in Excess of Standards Established in the Local General Plan or Noise Ordinance, or Applicable Standards of Other Agencies Noise generated by project construction and operation could result in impacts on nearby receptors. Additionally, existing ambient noise levels from nearby highway and train activity, as well as the adjacent car dealership, could affect the proposed residential receptors. These impacts are described below.

Construction Two types of short-term noise impacts could occur during construction of the proposed project. First, construction workers who would commute to the site and trucks that would transport equipment and materials would incrementally increase noise levels on access roads. Although there would be a relatively high single-event noise level, which could cause an intermittent noise nuisance (e.g., passin to ambient noise levels (such as the daily CNEL) would be low due to the infrequent traffic volume. Therefore, shortg trucks-term at construction50 feet would-related generate impacts up to 76associated dBA), the wit contributionh commuting of workersconstruction and traffic transporting equipment to the project site would be less than significant.

The second type of short-term noise impact is related to noise generated during site preparation including demolition and crushing of existing below grade and street improvements, grading, building construction, paving, and architectural coating at the project site. Construction-related noise levels would typically be higher than existing ambient noise levels in the project area, but would cease once construction of the project is completed. Construction activities are estimated to last 1 year.

Actual noise levels during construction would vary depending on the relative distance from a given receptor to the current construction activities. Noise levels were analyzed using the methods described previously. The results of the analysis at four of the closest noise-sensitive receptors are provided in Appendix M .10-8 .10-2 shows the locations of the noise-sensitive receptors in relation to the project site. and summarized in Table 3 . Figure 3

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Table 3.10-8. Construction Noise Levels by Phase at Sensitive Receptors

Hourly Average Noise Level (1-hour Leq) Due to Construction, dBA Receptor 1: Receptor 2: Receptor 3: Receptor 4: Single-Family Single-Family Single-Family Saddleback Church Construction Residence at Residence at Residence at at 29251 Camino Phase/Location 28832 Mira Vista 25834 Avatar 29012 Mira Vista Capistrano Phase 1: Site 65.2 77.0 62.7 65.9 Preparation Phase 2: Grading 78.2 62.5 62.6 69.5 60.1 62.2 Construction 65.3 64.3 Phase 4:3: BuildingPaving 64.5 56.1 58.5 Phase 5: Architectural 51.0 57.8 48.4 50.6 Coating 58.3

-weighted decibel Leq = equivalent noise level

dBA = A ; Construction activity at the project site would be limited to the hours permitted by the City’s Municipal Code, and any construction noise that occurs outside of those hours could cause a significant impact. Therefore, Standard Condition of Approval COA NOI-1 would be required to limit noise-generating construction activity to the permitted daytime hours and to implement standard noise-reduction methods to minimize potential annoyance at nearby noise-sensitive Standard Condition of Approval COA NOI-1, impacts would be less than significant. receptors. With the implementation of Operation

Off-site Traffic Noise Impacts Implementation of the proposed project would result in a permanent increase in traffic volumes on roadways in several noise-sensitive areas surrounding the project site. Traffic noise levels at off-site noise-sensitive receptors with implementation of the proposed project would range from 49 to 67 49 Year conditions. Traffic noise level increases at off-site noise-sensitive receptors due to dBimplementation CNEL under Existing of the proposed Year conditions project wouldand from range tofrom 68 0dB to CNEL under Opening Year and Future, Opening Year conditions, and Future Year conditions. A more detailed summary of the results and .10-9. 2.3 dB CNEL under Existing Year

Aroadways noise impact studied is considered in this analysis to be is significant provided inwhen Table the 3 predicted noise level at a receiver location .10-6) for its given land use due to implementation of the proposed project. The primary noise-sensitive receptors that could be exceedsaffected theby noise exterior from noise project standard-related (as traffic defined are in residences Table 3 along the affected roadways. As noted in .10-6, residential land uses -site locations, but that these exceedancesTable 3 would not be caused byhave project an exterior-related noise traffic standard because of they 65 dBwould CNEL. occur Analysis with or shows thatwithout noise implementation levels are predicted of the to project. exceed Furthermore, 65 dB CNEL atthe a actualnumber project of off-generated traffic noise increases at these locations would be 0 to 0.1

dB CNEL, which would be an imperceptible change.

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Legend Project Boundary o de la Colin ase as P A! Receptor

Avery Pkwy

y w k P te ri e u rg a M

1 2 ! ! Mercedes Benz A A Of Laguna Niguel

73 lo ST e del Cabal Av Capistrano ¦¨§5 Valley

Oso Creek High School

3 Camino Capistrano A!

4 A!

o j Coast e i

V Bible

o Church h

a Saddleback R Church ± 0 250 500

Feet

Source: NAIP Imagery (2010) K:\Irvine\GIS\Projects\City_of_Laguna_Niguel\00406_15\mapdoc\DEIR\Fig03.10-2_Construction_Receptor_Locs.mxd Date: 12/10/2016 12/10/2016 19316 Date: K:\Irvine\GIS\Projects\City_of_Laguna_Niguel\00406_15\mapdoc\DEIR\Fig03.10-2_Construction_Receptor_Locs.mxd Figure 3.10-2 Construction Noise Analysis Receptor Locations SunPointe Residential Project

City of Laguna Niguel 3.10. Noise

At all other locations, the predicted traffic noise levels are b project, and are not predicted to increase by more than elow 65 dB CNEL with orimperceptible without the or barely perceptible to a).2.3 Therefore,dB CNEL nodue significant to implementation off-site traffic of the proposednoise impacts project. are predictedChanges in to noise occur levels and noof lessmitigation than 3 measuresdB are generally are required. considered the human ear (Caltrans 2013

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Table 3.10-9. Estimated Traffic Noise Levels at Off-site Receivers

Estimated Traffic Noise Levels at Nearest Receiver to Roadway Centerline, dB CNEL Increase Increase Over Over Existing Increase Opening Opening Opening Future Future Future with Over without with without without with without Roadway/Segment Existing Project Existing Project Project Project Project Project Project Avenida del Caballo Star Drive to Project Site 49.6 49.6 49.6 Charreadas 47.3 2.3 47.3 2.3 47.3 2.3 Paseo de la Colinas to Avenida Del 47.1 49.2 2.1 47.1 49.2 2.1 47.1 49.2 2.1 Caballo Crown Valley Parkway 65.4 65.5 0.1 66.1 66.1 0.0 0.0 0.0 64.4 64.4 0.0 64.6 64.6 0.0 West of Cabot Road 66.3 66.3 Cabot Road East of Cabot Road 63.7 63.7 North of Crown Valley Parkway 64.9 64.9 0.0 66.2 66.2 0.0 66.4 66.4 0.0 Crown Valley Parkway to Paseo de 65.4 0.1 65.6 65.7 0.1 65.8 65.9 0.1 la Colinas 65.3 Paseo de la Colinas 67.0 67.0 0.0 67.2 67.2 0.0 67.4 67.5 0.1 67.4 0.1 67.6 67.6 0.0 67.8 67.9 0.1 West of Cabot Road Star Drive to Camino Capistrano 58.2 0.1 58.4 58.5 0.1 58.6 58.7 0.1 Cabot Road to Star Drive 67.3 Star Drive 58.3 South of Paseo de la Colinas 54.5 1.4 54.6 1.4 54.8 Camino Capistrano 53.1 53.2 53.5 1.3 North of Paseo de la Colinas 56.7 56.7 0.0 56.8 56.8 0.0 57.1 57.1 0.0 Paseo de la Colinas to Avery 61.1 61.2 0.1 61.4 0.1 61.5 61.6 0.1 Parkway South of Avery Parkway 64.4 64.4 0.0 64.661.3 64.6 0.0 64.8 64.8 0.0

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I-5 Southbound Off- -5 58.158.3 58.1 0.0 0.0 58.5 58.5 0.0 NorthboundSouthbound RampsOn- East of I-5 NorthboundRamp On to- I 66.9 66.9 0.0 67.158.3 67.158.3 0.0 0.0 Ramp I-5 Southbound Off-Ramp Ramp 67.3 67.3 North of Avery Parkway 60.5 60.6 0.1 60.7 60.7 0.0 60.9 61.0 0.1 I-5 Southbound On-Ramp South of Avery Parkway 57.9 58.0 0.1 58.2 58.2 0.0 58.4 58.5 0.1 I-5 Northbound Off-Ramp South of Avery Parkway 58.2 0.1 58.5 58.5 0.0 58.7 58.7 0.0 I-5 Northbound On-Ramp 58.3 North of Avery Parkway 0.0 60.5 60.5 0.0 60.7 60.7 0.0 CNEL = Community Equivalent Noise Level 60.3 60.3

I-5 = Interstate 5 dB = decibel

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City of Laguna Niguel 3.10. Noise

On-site Traffic Noise Impacts CEQA requires analysis of the project’s impact on the environment. For noise, that means whether traffic or other noise sources generated by the project would affect surrounding properties. In keeping with the City’s standard practice for development within close proximity to the freeway, this section also analyzes whether future homeowners would be affected by existing noise sources. -10 lists the modeled receivers and the estimated exterior noise levels under Opening

Tableshown 3.10 in Appendix M. The residential lot locations and numbering used in the table correspond to Yearthe site and plans Future provided (2035) in conditions the SunPointe for the Vesting proposed Tentative project. Tract Modeled Map No. receiver 17433 locations& Site Development are also Permit SP 12-07P (Hunsaker & Associates 2015).

Table 3.10-10. Modeled Exterior Traffic Noise Levels

Opening Future Year Year (2018) (2035) Proposed Land Traffic Traffic Use/Exterior Noise Proposed Lot Number Noise Level Noise Level Receiver Standard (dB CNEL) and Location on Lot (dB CNEL) S? (dB CNEL) S? M1 71 Yes 72 Yes M2 65 No 68 No Park/70 Lot 73 Park; east side Park/70 sideLot 73 Park; west side 71 Yes Yes Lot 1 Residence; east M4M3 Residential/65 side 69 Yes 7173 Yes Lot 2 Residence; south M5 Residential/65 side 67 Yes 68 Yes Lot 56 Residence; north M6 Residential/65 southwest side 68 Yes 70 Yes Residence; M7 Residential/65 side 68 Yes 70 Yes Lot 8 Residence; east M8 Residential/65 side 60 No 62 No Lot 7 Residence; north M9 Residential/65 side 69 Yes 71 Yes Lot 1422 Residence; east M10 Residential/65 side 48 No 50 No Residence; west M11 Residential/65 southeast side 68 Yes 70 Yes Lot 26 Residence; M12 Residential/65 side 67 Yes 69 Yes Lot 29 Residence; east Residential/65 side 50 No 52 No Lot 37 Residence; south M14M13 Residential/65 northeast side 67 Yes 69 Yes Lot 34 Residence; M15 Residential/65 side 56 No 58 No M16 Lot 38 Residence; south 67 Yes 69 Yes Residential/65

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City of Laguna Niguel 3.10. Noise

M17 side 65 No 67 Yes M18 Lot 44 Residence;center north 61 No No Residential/65 M19 Park/70 sideLot 74 Park; 67 Yes 6863 Yes Lot 55 Residence; east M20 Residential/65 side 45 No 47 No Lot 46 Residence; west M21 Residential/65 side 48 No 50 No Lot 50 Residence; west M22 Residential/65 side 66 Yes 67 Yes Lot 53 Residence; east Residential/65 side 64 No 66 Yes Lot 62 Residence; south M24M23 Residential/65 west side 54 No 56 No Lot 60 Residence; north M25 Residential/65 side 66 Yes 68 Yes Lot 69 Residence; north M26 Residential/65 side 69 Yes 71 Yes Lot 66 Residence; east Residential/65 CNEL = Community Equivalent Noise Level Note: A correction factor of +0.7 dB was applied to noise levels at each receiver.

S? = significant impact? dB = decibel

A noise impact is considered to be significant when the predicted noise level at a receiver location exceeds the exterior noise standard for its given land use, as defined in the City’s Noise Element .10-6). Under Opening Year (2018) plus project conditions, there are 15 future receivers where the predicted noise levels plus(refer project to Table conditions, 3 there are 17 future receivers where the predicted noise levels would exceed the standards. These noise impacts would occurwould at exceed locations the throughoutstandards. Under the project Future site. Year The (2035) project is therefore considered to expose future residents within the project site to significant on-site traffic noise.

The affected locations are primarily rear yards and parks with unshielded (or only partially shielded) views of the I- - e northeast, east, or southeast. This lack of shielding, by either topography or proposed buildings, would occur because the site would be graded in tiers, with a substantial5 and SR 73increase freeways in elevation to th occurring from east to west across the proposed project site. In order to minimize noise levels at affected receivers, noise barriers would need to be constructed to provide shielding between the freeways and all affected parks and residential rear yards. Therefore, Standard Condition of Approval COA NOI-2 is required to ensure that the final project design would reduce the impact of traffic noise on proposed exterior noise-sensitive locations to a less-than-significant level.

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City of Laguna Niguel 3.10. Noise

Technical Noise Supplement (Caltrans 201 a) and EPA’s Protective Noise Levels (U.S. Environmental Protection Agency 1978), typical residential constructionBased on information in Southern published California in Caltrans’ will provide an exterior-to-interior noise reduction3 of 20 to 24

– CNEL,dB with and doors 69 – and windows closed. Therefore, Tableexterior .10 noise-10, levelsmultiple in excess lots throughout of 65 to 69 the dB project CNEL could lead to interior noise levels that exceed the City’s standard of 45 dB CNEL (i.e., 65 20 = 45 dB Standard Condition24 = 45 of dBApproval CNEL). ReferringCOA NOI- to2 would 3eliminate the majority of impacts at first-floor site would be exposed to noise levels above 65 dB CNEL. The noise barriers required under elevations that would not receive the same degree of noise attenuation from these barriers (primarilyresidential secondelevations-floor by elevations) reducing the would exterior still benoise exposure to 65 dB CNEL or less. However, CNEL, which could lead to potentially significant interior traffic noise impacts. Therefore, Standard Condition of Approval COA NOI-3 is required to exposedensure that to exterior the final noise project levels design in excess would of reduce 65 dB the impact of traffic noise on proposed interior noise-sensitive locations to a less-than-significant level.

On-site Stationary Noise Impacts Proposed on-site residences would potentially be exposed to noise from the adjacent car wash and auto body repair shop Operating hours of the car wash and auto body shop fall within daytime hours (i.e., 7 a.m. to 10 p.m.) at Mercedes Benz of Laguna Niguel.10-5). east of the proposed project site.

asThe defined noise level by the City’s Municipal Code.10 -(see5 were Table used 3 to determine potential impacts at the on-site

Municipal Code standardsallows for inadjustments Table 3 in the noise level standards if measured ambient levels receiver location closest to the noise sources at Mercedes Benz of Laguna Niguel. The City’s.10-11 below.

Tableexceed 3 .10the- defined11. Noise standards. Ordinance The Standards adjusted andnoise Adjusted level standards Standards are (dBA) shown in Table 3

L50 L25 L8.33 L1.67 Lmax .10-5) 55.0 60.0 65.0 70.0 75.0 Measured ambient noise levels (ST- .10-2) 65.4 66.0 66.5 71.5 75.4 Exterior daytime noise level standards (see Table 3 Adjusted noise level standards 65.4 66.0 66.5 71.5 75.4 2; see Table 3 L50

L25 = sound level exceeded 25% of the time (more than 15 minutes per hour) = sound level exceeded 50% of the time (more than 30 minutes per hour) L

L1.678.33 = sound level exceeded 1.67% of the time (more than 1 minute per hour) = sound level exceeded 8.33% of the time (more than 5 minutes per hour) Lmax = maximum sound level

To predict the noise level at the nearest receiver, noise measurements were conducted of the car wash and auto body shop, as described under Methodology, above. The worst-case measured noise levels were then used to predict noise levels at the nearest receiver and these levels were compared .10-11 to determine potential impacts. The results of this ana .10-12. The distances used in the analysis were the toacoustical the adjusted average noise distances level standards from the shown noise sourcein Table to 3 the measurement location and from the noise source to the nearestlysis receiver. are shown in Table 3

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Table 3.10-12. Mercedes Benz of Laguna Niguel Noise Source Levels at On-site Receivers (dBA)

Name L50 L25 L L1.67 Lmax

Measured worst-case noise levels (at 250 feet) 60.7 61.58.33 62 76 Estimated worst- 57.1 57.5 58.8 72.8 feet) 60.3 case noise levels at nearest receiver (at 360 .10-11) 65.4 66.0 58.366.5 71.5 75.4 Exceeds adjusted noise level standards at nearest receiver No No No No No location?Adjusted noise level standards (see Table 3

L50

L25 = sound level exceeded 25% of the time (more than 15 minutes per hour) = sound level exceeded 50% of the time (more than 30 minutes per hour) L

L1.678.33 = sound level exceeded 1.67% of the time (more than 1 minute per hour) = sound level exceeded 8.33% of the time (more than 5 minutes per hour) Lmax = maximum sound level

The impact of stationary noise sources on the proposed project site would be considered significant if they exceed the adjusted noise level standards. Analysis shows that noise levels contributed by the -sensitive receiver are below the applicable standards, and are therefore considered less than significant. It car wash and auto body shop at Mercedes Benz of Laguna Niguel to the nearest noise should be noted that all noise levels other than L50 also comply with the unadjusted noise standards defined by the City’s Municipal Code. Furthermore, implementation of Standard Condition of Approval COA NOI-2 and COA NOI-3 would reduce the on-site noise levels from stationary sources and would further reduce any potential impacts.

Standard Conditions of Approval COA NOI-1: Limit construction hours and employ noise-reducing construction practices. The following noise control measures shall be incorporated into the project contract specifications in order to minimize construction noise effects.

 Construction activities shall be limited to the hours of 7:00 a.m. to 8:00 p.m. on weekdays and Saturdays, and shall not occur at any time on Sundays or federal holidays. Construction personnel shall not be permitted on the job site, and material or equipment deliveries and collections shall not be permitted, outside of these hours.

 All construction equipment and vehicles using internal combustion engines shall be equipped with mufflers, air-inlet silencers where appropriate, and any other shrouds, shields, or other noise-reducing features in good operating condition that meet or exceed original factory specifications.

 All mobile or fixed construction equipment used on the project that is regulated for noise output by a local, state, or federal agency shall comply with such regulations while in the course of project activity.

 All construction equipment shall be properly maintained. (Poor maintenance of equipment may cause excessive noise levels.)

 All construction equipment shall be operated only when necessary and shall be switched off when not in use.

 Construction employees shall be trained in the proper operation and use of the equipment. (Careless or improper operation or inappropriate use of equipment can increase noise

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levels. Poor loading, unloading, excavation, and hauling techniques are examples of how a lack of adequate guidance and training may lead to increased noise levels.)

 Electrically powered equipment shall be used instead of pneumatic or internal combustion– powered equipment, where feasible.

 Material stockpiles and mobile equipment staging, parking, and maintenance areas shall be located as far as practicable from noise-sensitive receptors.

 Construction site and access road speed limits shall be established and enforced during the construction period.

 The use of noise-producing signals, including horns, whistles, alarms, and bells, shall be for safety warning purposes only.

 To minimize potential public objections to unavoidable noise, the contractor shall maintain good communication with the surrounding community regarding the schedule, duration, and progress of the construction. Notification shall be provided advising that there will be loud noise associated with construction and providing a telephone contact number for affected parties to ask questions and report any unexpected noise levels. The on-site construction supervisor shall have the responsibility and authority to receive and resolve noise complaints.

COA NOI-2: Prior to issuance of certificates of occupancy, construct noise barriers, which can include glass walls, around affected receivers to reduce noise levels below the applicable exterior noise standard. The following noise control measures will be incorporated into the project design in order to reduce exterior traffic noise levels to less-than-significant levels at proposed on-site noise-sensitive locations.

 Noise barriers shall be constructed as necessary to reduce future exterior noise levels to 70 CNEL or less at all residential rear yards. dB CNEL or less at the park located on the eastern side of the project site, and to 65 dB  Preliminary analysis indicates that barrier heights of approximately 5 to 6 feet will be required at the top of slope surrounding the northern, eastern, and southern sides of the park and lots with exposed line-of-sight views to the nearby I- - actual barrier heights and locations shall be determined during a detailed noise study prepared by a qualified acoustical consultant based on final site,5 and grading, SR 73 and freeways. architectural The plans for the project.

COA NOI-3: The design of all on-site residential buildings shall comply with the City’s applicable interior noise standard. The following noise control measures shall be incorporated into the project in order to reduce interior traffic noise levels to a less-than-significant levels at proposed on-site noise-sensitive locations.

 Prior to issuance of building permits for any proposed residence, a detailed noise assessment shall be prepared to demonstrate that the interior noise levels will not exceed

acoustical consultant based on final site, grading, and architectural plans, and shall describe anythe City’smeasures standard required of 45 to dB meet CNEL. the The standard. noise assessment Such measures shall may be prepared include, but by aare qualified not -rated windows. The noise assessment may be conducted as part of the same study required under Standard limited to, upgraded façade construction and/or specification of sound

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Condition of Approval COA NOI-2, and should be based on the predicted exterior noise levels after inclusion of any necessary exterior noise barriers.

 All residential units shall be designed with a heating, ventilating, and air conditioning (HVAC) system (i.e., mechanical ventilation) to provide for a habitable environment with doors and windows closed.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Implementation of Standard Conditions of Approval NOI-1, COA NOI-2, and COA NOI-3 would ensure impacts remain less than significant.

Impact NOI-2. The Project Would Not Potentially Result in Exposure of Persons to or Generation of Excessive Groundborne Vibration or Groundborne Noise Levels Groundborne vibration generated by construction activities would, at times, be perceptible at nearby sensitive receptors but would be below applicable criteria for potential building damage. Standard Condition of Approval COA NOI-1 would limit all on-site construction activities to the daytime hours permitted by the City’s Municipal Code and the impacts would be less than significant. Additional analysis is provided below. Proposed operation of the project would not include any new activities or equipment that would generate perceptible groundborne vibration

been analyzed quantitatively. levels; therefore, no impacts would occur as a result of project operations, and this impact has not Heavy construction equipment has the potential to produce groundborne vibration levels that .10-1 summarizes the estimated vibration levels at the closest sensitive receptors to the project site and compares them to the applicablewould be perceptible thresholds tofor people potential in the vibratio surroundingn damage area. to buildings. Table 3 The3 threshold is based on a

residential structures,” which likely provides a conservative assessment because the nearby structurescontinuous/frequent are a intermittent vibration source (i.e., earthmoving equipment) affecting “older

ll relatively modern (30 years old or newer).

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Table 3.10-13. Construction Vibration Levels at Sensitive Receptors

Vibration Vibration Threshold Distance to level, PPV for Continuous/

closest earth (inch per Frequent moving (feet) second) Intermittent Sources Significant?

290 No

Receptor 1: Residence at 0.0037 0.3 28832 Mira Vista 50 No

Receptor 2: Residence at 415 0.0361 0.3 No 2901225834 AvatarMira Vista Receptor 3: Residence at 0.0023 0.3 0.0028 No atReceptor 29251 Camino4: Saddleback Church Rancho Capistrano Capistrano 355 0.3 PPV = peak particle velocity

To assess potential impacts related to annoyance potential, the estimated vibration levels are - b). At

comparedsecond, and to the the impact annoyance would potential be less thancriteria significant. provided in Table 3.10 4 (Caltrans 2013 Receptors 1, 3, and 4, the predicted PPV is below the “barely perceptible” criterion of 0.01 inch per

activities would, at times, be perceptible at the closest homes north of the project site. According to theBased criteria on the provided predicted in PPV at Receptor-4 2, it is likely that groundborne vibration from construction inch per second criterion for “distinctly perceptible” vibration. Such vibration could cause a significant impact if it occurredTable 3.10 during, the nighttime predicted hours PPV (whenof 0.0361 people inch are per typicall second is close to the 0.04 and most sensitive to vibration) or for a prolonged period of time. However, due to the mobile nature of the construction equipment and the large size of the project site, the durationy resting/sleeping of activity close to any individual receptor would be limited and the vibration levels would reduce rapidly as

quantitative construction vibration standards, it does exempt construction activities from the noise ordworkinance moves provided away from they the occur receptor only during location. the While permitted the City’s daytime Municipal hours. Code Implementation does not provide of Standard Condition of Approval COA NOI-1 would ensure that construction only occurs during the permitted daytime hours and would eliminate potentially significant impacts that could be caused by groundborne vibration occurring at nighttime.

Standard Conditions of Approval Implement Standard Condition of Approval COA NOI-1.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Implementation of Standard Condition of Approval COA NOI-1 would ensure impacts remain less than significant.

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City of Laguna Niguel 3.10. Noise

Impact NOI-3. The Project Would Not Result in a Substantial Permanent Increase in Ambient Noise Levels in the Project Vicinity above Levels Existing without the Project Construction noise would be temporary and, as such, would not cause any permanent increases in ambient noise levels. Implementation of the proposed project would result in a permanent increase in traffic volumes on several roadways surrounding the project site. However, analysis shows that the noise increases would be small (mostly 0 to 0.1 impact on traffic noise levels in surrounding areas would be less than significant (refer to threshold NOI-1, above). Furthermore, the project itself is a residentialdB, with a development maximum increase that is notof 2.3 anticipateddB) and the to generate significant noise levels that would propagate onto surrounding properties. Therefore, impacts would be less than significant.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Impacts would be less than significant.

Impact NOI-4. The Project Would Not Result in a Substantial Temporary or Periodic Increase in Ambient Noise Levels in the Project Vicinity above Levels Existing without the Project Implementation of the proposed project would result in a temporary increase in ambient noise .10-8, construction noise levels are predicted to range from ap eq at noise-sensitive receptors. levels in the project vicinity associated with construction. As shown in Table 3 eq, construction noise could proximately 48 to 78 dBA L Comparedwould be limited to existing to periods ambient of thenoise site levels preparation of approximately and grading 56 phasesdBA L when heavy equipment is cause increases of approximately 1 to 22 dBA. (It is noted that the highest noise level increases perceptible at the closest noise-sensitive receptors, the overall impacts would be less than significantworking close provided to existing the construction homes.) While occurs noise during increases the prescribed due to project daytime construction hours when would be clearly construction is exempt from the provisions of the City’s noise ordinance. Therefore, Standard Condition of Approval COA NOI-1 is provided to limit noise-generating construction activity to the permitted daytime hours and to implement standard noise-reduction methods to minimize potential annoyance at nearby noise-sensitive receptors.

Standard Conditions of Approval Implement Standard Condition of Approval COA NOI-1.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Implementation of Standard Condition of Approval COA NOI-1 would ensure impacts remain less than significant.

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City of Laguna Niguel 3.10. Noise

Impact NOI-5. The Project Would Not Expose People Residing or Working in the Project Area to Excessive Noise Levels for a Project Located within an Airport Land Use Land Use Plan or, Where Such a Plan Has Not Been Adopted, within 2 Miles of a Public Airport or Public Use Airport

miles away. The closest military airport to the project site (Camp Pendleton) is more than 25 miles away.The closest Therefore, public the airport project to thewould project not expose site (John people Wayne residing Airport or inworking Santa Ana)within is morethe project than 14 area to excessive airport noise levels and the impact would be less than significant.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Impacts would be less than significant.

Impact NOI-6. The Project Would Not Expose People Residing or Working in the Project Area to Excessive Noise Levels for a Project within the Vicinity of a Private Airstrip There are no private airstrips in the vicinity of the proposed project. Therefore, the project would not expose people residing or working within the project area to excessive private airstrip noise levels and the impact would be less than significant.

Mitigation Measures Mitigation measures are not required.

Residual Impacts Impacts would be less than significant.

3.10.5 Cumulative Impacts Potential noise and vibration impacts associated with the proposed project could occur due to construction, nearby stationary noise sources, or traffic. Construction activities for the proposed -1. However, the closest cumulative project to the proposed project site is the Cabot Career Lofts, which project could coincide with construction activitiesite. from Attenuation the cumulative due to projectsdistance, listed as well in Tableas 3 intervening topography and building structures, would substantially reduce construction noise and isgroundborne approximately vibration 3,500 feetto levels north that of thewould project be imperceptible s or barely audible to people in the immediate project vicinity. Furthermore, project construction noise impacts would be less than significant with the implementation of Standard Condition of Approval COA NOI-1, which would implement standard noise reduction measures and limit construction activities to the hours permitted by the City of Laguna Niguel’s Municipal Code. Therefore, because the project, with implementation of standard conditions of approval, would not result in any significant construction noise or vibration impacts and cumulative projects would not add noticeably to the overall construction noise and vibration levels in the project vicinity, construction noise and vibration impacts would not be cumulatively considerable.

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City of Laguna Niguel 3.10. Noise

Stationary noise sources affecting the project site include the car wash and auto body repair shop at above, the impact from these noise sources would be less than significant and noise levels would be further reduced by implementation of Standard MercedesCondition Benzs of Approval of Laguna COA Niguel. NOI As-2 described and COA NOI-3. The noise levels produced by these sources are not predicted to significantly increase in the future, and no cumulative projects that might include

the cumulative impact from stationary noise sources would not be cumulatively considerable. stationary noise sources are proposed within approximately 3,500 feet of the project site. Therefore, The proposed project site would be potentially affected by traffic noise from the nearby I- - -site traffic noise levels provided in Section XII, Noise, includes the traffic noise5 impacts and SR 73at proposed freeways. on The-site analysis noise- sensitiveof on receivers would be less than significant with implementation of Standardeffects of cumulative Condition growthof Approval under COA future NOI year-2, which(2035) calls conditions. for the construction Cumulative of noise barriers around affected noise-sensitive locations, with actual barrier heights and locations to be determined by a detailed noise study based on final site, grading, and architectural plans for the project. Cumulative interior traffic noise impacts would be less than significant with implementation of Standard Condition of Approval COA NOI-3, which requires HVAC systems at all residential units and a detailed noise assessment (based on final site, grading, and architectural plans) to determine specific building design features required for compliance with CNEL. Therefore, with implementation of standard conditions of approval, the cumulative on-site impacts from traffic noise would not be cumulatively considerable.the City’s interior standard of 45 dB

The combination of the proposed project, the -1, and ambient growth would result in a permanent increase in traffic volumes on several local roadways in the project vicinity, which could affect nearby off-cumulativesite noise-sensitive projects receivers.listed in Table These 3 cumulative traffic volume increases were reported in the TIA (Appendix N .10-14 compares existing traffic -site noise-sensitive receivers both with and without the project, and shows the contribution of the proposed). Table 3 project to cumulative traffic noise noiselevel increases. levels with The future pro posed(2035) project traffic wouldnoise levels not contribute at off more than 0.1 noise increases at any location except along Avenida del Caballo, Charreadas, and Star Drive. An increase of 0.1 dB to cumulativederable. traffic

dB or less would be imperceptible and would not be cumulatively consi theCumulative project. Cumulativetraffic noise traffic increases noise along increases Avenida al del Caballo are predicted to be 2.3 dB with the implementation of the proposed project, which is 2.3 dB greater than the predicted increase without the project. ong Charreadas are predicted to be 2.1 dB with the implimplementation of the proposed project, which is 2.1 dB greater than the predicted increase without Cumulative traffic noise increases along Star Drive are predicted to be 1.7 dB with the ementation of the proposed project, which is 1.3 dB greaterls along than Avenida the predicted del Caballo increase, Charreadas without, theand project. Star Drive However, would remainnoise level 10 to increases 15 of less than 3 dB are considered imperceptible or barely perceptible;Therefore, cumulative furthermore, traffic the noise cumulative impacts traffic at off noise-site receiversleve would not be cumulatively considerable. dB below the City’s applicable noise standard of 65 dB CNEL.

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City of Laguna Niguel 3.10. Noise

Table 3.10-14. Estimated Cumulative Traffic Noise Levels at Off-site Receivers

Estimated Traffic Noise Levels at Nearest Receptor to Roadway Centerline, dB CNEL Future Future Without With Future Project Future Project Contribution (2035) Increase (2035) Increase of Project to Without Over With Over Cumulative Roadway/Segment Existing Project Existing Project Existing Noise Increase Avenida del Caballo Star Drive to Project Site 0.0 49.6 Charreadas 47.3 47.3 2.3 2.3 Paseo de la Colinas to Avenida 47.1 47.1 0.0 49.2 2.1 2.1 del Caballo Crown Valley Parkway 65.4 0.9 0.9 0.0 64.6 0.9 64.6 0.9 0.0 West of Cabot Road 66.3 66.3 Cabot Road East of Cabot Road 63.7 North of Crown Valley 64.9 66.4 1.5 66.4 1.5 0.0 Parkway Crown Valley Parkway to 65.8 0.5 65.9 0.6 0.1 Paseo de la Colinas 65.3 Paseo de la Colinas 67.0 67.4 0.4 67.5 0.5 0.1 67.8 0.5 67.9 0.6 0.1 West of Cabot Road Star Drive to Camino 58.2 58.6 0.4 58.7 0.5 0.1 CapistranoCabot Road to Star Drive 67.3 Star Drive South of Paseo de la Colinas 0.4 54.8 1.7 Camino Capistrano 53.1 53.5 1.3 North of Paseo de la Colinas 56.7 57.1 0.4 57.1 0.4 0.0 Paseo de la Colinas to Avery 61.1 61.5 0.4 61.6 0.5 0.1 Parkway South of Avery Parkway 64.4 64.8 0.4 64.8 0.4 0.0 Avery Parkway Camino Capistrano to I-5 58.8 0.5 58.9 0.6 0.1

I-5 Southbound Off- - 58.158.3 58.5 0.4 58.5 0.4 0.0 5Southbound Northbound Ramps On- East of I-5 NorthboundRamp On to- I 66.9 0.4 0.4 0.0 Ramp 67.3 67.3 I-5 Southbound Off-Ramp Ramp North of Avery Parkway 60.5 60.9 0.4 61.0 0.5 0.1 I-5 Southbound On-Ramp South of Avery Parkway 57.9 58.4 0.5 58.5 0.6 0.1

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City of Laguna Niguel 3.10. Noise

I-5 = Interstate 5 dB = decibel

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