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Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND Appendix B - Air Quality and Greenhouse Gas
Assessment
429 East Cotati Avenue
Cotati, California 94931
Tel: 707-794-0400 Fax: 707-794-0405 www.illingworthrodkin.com [email protected]
July 23, 2020
Brian Bacciarini
Senior Environmental Scientist
GHD
2235 Mercury Way, Suite 150
Santa Rosa, CA 95407
VIA E-MAIL: [email protected]
SUBJECT: Elliott Avenue Traffic Calming Pilot Project, Santa Rosa, CA – Air Quality and Greenhouse Gas CEQA Evaluation
Dear Brian:
The purpose of this letter is to compute changes to air quality and greenhouse gas emissions associated with the proposed Elliott Avenue Traffic Calming Pilot Project in Santa Rosa, California. The project would involve the closure of the portion of Elliott Avenue adjacent to the Santa Rosa Junior College (SRJC) campus. This would change travel patterns in the area and possibly air pollutant/greenhouse gas (GHG) emissions.
The purpose of the project is to redirect traffic away from a busy pedestrian street crossing located on the SRJC campus. This project would require the installation of 20-foot Opticom actuated gates, closing the city right-of way between the eastern and western Emeritus Hall parking lot exits, while still allowing access for emergency and utility vehicles.
It is likely that closing a portion of Elliott Avenue will affect traffic on other local roads around the campus, as vehicles will need to take different routes to get to their destinations. Elliott Avenue runs east to west, connecting Mendocino Avenue to Armory Drive. If vehicles can no longer use Elliott Avenue to pass between Mendocino Avenue and Armory drive, this traffic will be distributed to other nearby roads. The roads that could be affected include; Bear Cub Way, Clement Avenue, Salem Avenue, Albany Drive, Nordyke Avenue, Victor Drive, Oliver Lane, Illinois Avenue, and Sucher Lane. The primary environmental impact to air quality would be associated with changes to traffic that affects emissions.
Brian Bacciarini
July 23, 2020
Criteria pollutant (ROG, NO X, PM 10, and PM 2.5) emissions, along with greenhouse gas (GHG) emissions (i.e. CO 2) were estimated for both existing conditions and conditions with the closure of a section of Elliott Avenue between West Emeritus Way and East Emeritus Way to vehicular traffic in the City of Santa Rosa near the SRJC campus. Emissions were estimated under both existing year (2020) and future year (2040) traffic conditions and the existing and “build” (i.e., closure) scenarios. To estimate emissions, average (weekday) daily traffic (ADT) was estimated for each of several roadway segments identified using the preliminary circulation study conducted by W-Trans (April 17, 2020). Roadway segments were identified between each of the 15 intersections listed in the circulation study and AM (7am to 9am) and PM (4pm to 6pm) peak hour traffic estimates for each link were developed using the intersection turning volumes provided in the preliminary report. Peak hour volumes were converted to ADT by adding the two peak hours (AM+PM) and multiplying by a factor of 5, representing the assumption the two peak hours together represent 20% of the ADT. The ADT for each segment was then multiplied by the centerline distance between each intersection (i.e., roadway segment length). Google Earth was used to estimate the length (in miles) of each segment.
Emissions factors, in grams per mile, specific to Sonoma County were developed for the criteria pollutants using EMFAC2017 for the specific posted speeds applicable to each roadway segment.
EMFAC2017 was run for each year (2020 and 2040) as well as each applicable speed (15mph, 25 mph, and 35 mph). Raw EMFAC emissions factors for each speed class were aggregated first by fuel type within each vehicle classification and then by VMT for each vehicle type to develop a single factor for each pollutant representative of all the vehicle and fuels types within Sonoma County. This was done for each analysis year (i.e., 2020 and 2040). These aggregated emissions factors (in grams per mile) for each speed were then applied to the appropriate segment VMTs to produce an emission estimate for each segment. The emissions (in grams per day) associated with each segment for a given pollutant were then summed for each scenario (i.e., 2020 existing, 2020 build, 2040 existing, and 2040 build) to develop a total emission estimate for each pollutant per scenario. Emissions in grams/day were converted to pounds per day for criteria pollutants and metric tons per day for GHG.
Paved road dust emissions factors (in grams PM 2.5 and PM 10 per VMT) for each segment were also calculated, applied to segment VMT estimates, and added to the exhaust emission to estimate total PM2.5 and PM10. CARB’s March 2018 methodology for estimating paved road dust was applied assuming lower speed roadways (15mph and 25 mph) for local roadway types, while roadways with a posted speed of 35 mph were either collector or major roadway types. The Bay Area default for average weight of the vehicles on the roadway (2.4 tons) was used for the analysis, as was the default number of precipitation days for Sonoma County (69).
Tables 1 and 2 summarize the results of the emissions analysis.
Brian Bacciarini
July 23, 2020
Table 1: Vehicle Miles Traveled (VMT)
VMT
2020
Existing 27,740.6
Build 25,668.0
Change -2,072.6
2040
Existing 36,445.8
Build 35,475.8
Change -970.0
Table 2: Emissions Estimate
ROG
(lbs/day)
NOx
(lbs/day)
PM10
(lbs/day)
PM2.5
(lbs/day)
CO2
(metric
ton/day)
Condition
2020
(lbs/day)
Existing 4.39 27.51 21.79 3.62 11.74
Build 3.06 19.06 15.58 2.57 9.48
Change -1.33 -8.46 -6.20 -1.06 -2.25
2040
(lbs/day)
Existing 1.72 13.18 27.99 4.29 10.42
Build 1.47 10.55 23.36 3.58 9.40
Change -0.26 -2.63 -4.63 -0.71 -1.01
* * *
This concludes our assessment of the air quality and GHG emissions from this project. If you have any questions or comments, please feel free to contact me at (707) 794-0400. We appreciate the opportunity to assist you.
Sincerely,
James A. Reyff
Principal Consultant
Illingworth & Rodkin, Inc.
I&R Job #: 19-080
Elliott Avenue Pilot Closure Project – Initial Study/Proposed MND Appendix C - Noise Assessment
ELLIOT AVENUE TRAFFIC CALMING
PILOT PROJECT
ENVIRONMENTAL NOISE
ASSESSMENT
Santa Rosa, California
July 23, 2020
Prepared for:
Brian Bacciarini
GHD
2235 Mercury Way, Suite 150
Santa Rosa, CA 95407
Prepared by:
Micah Black
Michael S. Thill
429 East Cotati Avenue
Cotati, CA 94931
(707) 794-0400
Project: 19-080
INTRODUCTION
A traffic calming pilot project has been proposed for Elliot Avenue in Santa Rosa, California. The purpose of the project is to redirect traffic away from a busy pedestrian street crossing located on the Santa Rosa Junior College (SRJC) campus. This project would require the installation of 20 - foot Opticom actuated gates, closing the city right -of way between the eastern and western Emeritus Hall parking lot exits, while still allowing access for emergency and utility vehicles.
It is likely that closing a portion of Elliot Avenue will affect traffic on other local roads around the campus, as vehicles will need to take different route s to get to their destinations. Elliot Avenue runs east to west, connecting Mendocino Avenue to Armory Drive. If vehicles can no longer use Elliot Avenue to pass between Mendocino Avenue and Armory drive, this traffic will be distributed to other nearby roads. The roads that could be affected include; Bear Cub Way, Clement Avenue, Salem Avenue, Albany Drive, Nordyke Avenue, Victor Drive, Oliver Lane, Illinois Avenue, and Sucher Lane. A noise study was conducted to establish noise levels due to current traffic conditions in this area, and to estimate the noise level increase if this traffic calming project is implemented.
The report is divided into two sections: 1) the Setting Section provides a brief description of the fundamentals of environmental noise, summarizes applicable regulatory criteria, and discusses the results of the ambient noise monitoring survey completed to document existing noise conditions; and, 2) the Impacts and Mitigation Measures Section describes the significance criteria used to evaluate project impacts and discusses the results of the evaluation. The project was not found to result in any significant noise impacts; therefore, mitigation was not recommended.
SETTING
Fundamentals of Environmental Noise
Noise may be defined as unwanted sound. Noise is usually objectionable because it is disturbing or annoying. The objectionable nature of sound could be caused by its pitch or its loudness. Pitch is the height or depth of a tone or sound, depending on the r elative rapidity ( frequency) of the vibrations by which it is produced. Higher pitched signals sound louder to humans than sounds with a lower pitch. Loudness is intensity of sound waves combined with the reception characteristics of the ear. Intensity may be compared with the height of an ocean wave in that it is a measure of the amplitude of the sound wave.
In addition to the concepts of pitch and loudness, there are several noise measurement scales which are used to describe noise in a particular locat ion. A decibel (dB) is a unit of measurement which indicates the relative amplitude of a sound. The zero on the decibel scale is based on the lowest sound level that the healthy, unimpaired human ear can detect. Sound levels in decibels are calculated on a logarithmic basis. An increase of 10 decibels represents a ten -fold increase in acoustic energy, while 20 decibels is 100 times more intense, 30 decibels is 1,000 times more intense, etc. There is a relationship between the subjective noisiness or loudness of a sound and its intensity. Each 10 decibel increase in sound level is perceived as approximately a doubling of loudness over a fairly wide range of intensities. Technical terms are defined in Table 1.
There are several methods of characterizing soun d. The most common in California is the A- weighted sound level (dBA). This scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Representative outdoor and indoor noise levels in units of dBA are shown in Table 2. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be utilized. Most commonly, environmental sounds are described in term s of an average level that has the same acoustical energy as the summation of all the time-varying events.
This energy-equivalent sound/noise descriptor is called Leq. The most common averaging period is hourly, but Leq can describe any series of noise events of arbitrary duration.
The scientific instrument used to measure noise is the sound level meter. Sound level meters can accurately measure environmental noise levels to within about plus or minus 1 dBA. Various computer models are used to predict env ironmental noise levels from sources, such as roadways and airports. The accuracy of the predicted models depends upon the distance the receptor is from the noise source. Close to the noise source, the models are accurate to within about plus or minus 1 to 2 dBA.
Since the sensitivity to noise increases during the evening and at night -- because excessive noise interferes with the ability to sleep -- 24-hour descriptors have been developed that incorporate artificial noise penalties added to quiet-time noise events. The Community Noise Equivalent Level (CNEL) is a measure of the cumulative noise exposure in a community, with a 5 dB penalty added to evening (7:00 p.m. - 10:00 p.m.) and a 10 dB addition to nocturnal (10:00 p.m. - 7:00 a.m.) noise levels. The Day/Night Average Sound Level (Ldn or DNL) is essentially the same as CNEL, with the exception that the evening time period is dropped and all occurrences during this three - hour period are grouped into the daytime period.
TABLE 1 Definition of Acoustical Terms Used in this Report Term Definition
Decibel, dB A unit describing, the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure. The reference pressure for air is 20 micro Pascals.
Sound Pressure Level Sound pressure is the sound force per unit area, usually expressed in micro Pascals (or 20 micro Newtons per square meter), where 1 Pascal is the pressure resulting from a force of 1 Newton exerted over an area of 1 square meter. The sound pressure level i s expressed in decibels as 20 times the logarithm to the base 10 of the ratio between the pressures exerted by the sound to a reference sound pressure (e. g., 20 micro Pascals). Sound pressure level is the quantity that is directly measured by a sound leve l meter.
Frequency, Hz The number of complete pressure fluctuations per second above and below atmospheric pressure. Normal human hearing is between 20 Hz and 20,000 Hz. Infrasonic sounds are below 20 Hz and Ultrasonic sounds are above 20,000 Hz.
A-Weighted Sound
Level, dBA
The sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise.
Equivalent Noise Level,
Leq
The average A-weighted noise level during the measurement period.
Lmax, Lmin The maximum and minimum A -weighted noise level during the measurement period.
L01, L10, L50, L90 The A-weighted noise levels that are exceeded 1%, 10%, 50%, and 90% of the time during the measurement period.
Day/Night Noise Level,
Ldn or DNL
The average A-weighted noise level during a 24 -hour day, obtained after addition of 10 decibels to levels measured in the night between 10:00 p.m. and 7:00 a.m.
Community Noise
Equivalent Level,
CNEL
The average A -weighted noise level during a 24 -hour day, obtained after addition of 5 decibels in the evening from 7:00 p.m.to 10:00 p.m. and after addition of 10 decibels to sound levels measured in the night between 10:00 p.m. and 7:00 a.m.
Ambient Noise Level The composite of noise from all sources near and far. The normal or existing level of environmental noise at a given location.
Intrusive That noise which intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, and time of occurrence and tonal or informational content as well as the prevailing ambient noise level.
Source: Handbook of Acoustical Measurements and Noise Control, Harris, 1998.
TABLE 2 Typical Noise Levels in the Environment
Common Outdoor Activities
Noise Level (dBA)
Common Indoor Activities
110 dBA Rock band
Jet fly-over at 1,000 feet
100 dBA
Gas lawn mower at 3 feet
90 dBA
Diesel truck at 50 feet at 50 mph Food blender at 3 feet 80 dBA Garbage disposal at 3 feet
Noisy urban area, daytime
Gas lawn mower, 100 feet 70 dBA Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet
Heavy traffic at 300 feet 60 dBA
Large business office
Quiet urban daytime 50 dBA Dishwasher in next room
Quiet urban nighttime 40 dBA Theater, large conference room Quiet suburban nighttime
30 dBA Library
Quiet rural nighttime Bedroom at night, concert hall
(background)
20 dBA
Broadcast/recording studio
10 dBA
0 dBA
Source: Technical Noise Supplement (TeNS), California Department of Transportation, September 2013.
Regulatory Background
The State of California and the City of Santa Rosa have established regulatory criteria that are applicable in this assessment. The State of California Environmental Quality Act (CEQA) Guidelines, Appendix G, are used to assess the potential significance of impacts pursuant to local General Plan policies. A summary of the applicable regulatory criteria is provided below.
State CEQA Guidelines. The CEQA contains guidelines to evaluate the significance of effects of environmental noise attributable to a proposed project. Under CEQA, noise impacts would be considered significant if the project would result in:
(a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies;
(b) Generation of excessive groundborne vibration or groundborne noise levels;
(c) For a project located within the vicinity of a private airstrip or an airport land use plan or where such a plan has not been adopted within two miles of a public airport or public use airport, if the project would expose people residing or working in the project area to excessive noise levels.
Only item (a) applies to the proposed project. The construction and operation of the project would not generate excessive groundborne vibration or groundborne noise levels because the resulting project-generated traffic will not increase levels enough to significantly impact the nearby sensitive receptors. Additionally, the project is not within the vicinity of a private airstrip or an airport land use plan where people residing or working in the project area would be exposed to excessive noise levels. Items (b) and (c) are not carried forward in the analysis.
City of Santa Rosa General Plan 2035. The City of Santa Rosa’s General Plan1 includes the Noise and Safety Element, which provides guidelines to achieve the goal of maintaining an acceptable community noise level. For context and informational purposes , goals and policies are provided below:
NS-B Maintain an acceptable community noise level to protect the health and comfort of people living, working and/or visiting in Santa Rosa, while maintaining a visually appealing community.
NS-B-3 Prevent new stationary and transportation noise sources from creating a nuisance in existing developed areas. Use a comprehensive program of noise prevention through planning and mitigation, and consider noise impacts as a crucial factor in project approval.
1 Santa Rosa General Plan 2035, November 3, 2009.
The Land Use Compatibility Standards specify normally acceptable levels for community noise in various land use areas.
NS-B-4 Require new projects in the following categories to submit an acoustical study, prepared by a qualified acoustical consultant:
• All new projects proposed for areas with existing (exterior) noise above 60 dBA DNL. Mitigation shall be sufficient to reduce noise levels below 45 dBA DNL in (interior) habitable rooms and 60 dBA DNL in (interior) private and shared recreational facilities. Additions to existing housing units are exempt.
• All new projects that could generate noise whose impacts on other existing uses would be greater than those normally acceptable (as specified in the Land Use Compatibility Standards).
NS-B-5 Pursue measures to reduce noise impacts primarily through site planning.
Engineering solutions for noise mitigation, such as sound walls, are the least desirable alternative.
NS-B-6 Do not permit existing uses to generate new noises exceeding normally acceptable levels unless:
• Those noises are mitigated to acceptable levels; or
• The activities are specifically exempted by the City Council on the basis of community health, safety, and welfare.
NS-B-9 Encourage developers to incorporate acoustical site planning into their projects.
Recommended measures include:
• Incorporating buffers and/or landscaped earth berms;
• Orienting window s and outdoor living areas away from unacceptable noise exposure;
• Using reduced-noise pavement (rubberized-asphalt);
• Incorporating traffic calming measures, alternative intersection designs, and lower speed limits; and
• Incorporating state-of-the-art structural sound attenuation and setbacks.
NS-B-14 Discourage new projects that have potential to create ambient noise levels more than 5 dBA DNL above existing background, within 250 feet of sensitive receptor.
Source: Santa Rosa General Plan 2035, 2009.
Existing Noise Environment
The project site is located along Elliot Avenue between the eastern and western Emeritus Hall parking lot exits. However, the project study area extends from Bear Cub Way to Steele Lane, and from Mendocino Avenue to Armory Drive because traffic would be redistributed with the project and possibly affect surrounding neighborhoods.
Bear Cub way runs from Mendocino Avenue to Armor y Drive, separating SRJC and Santa Rosa High School (SRHS). Typical noise sources are from parking lot traffic, recreation, and students.
Noise levels along Steele Lane and Mendocino Avenue are dominated by vehicle traffic, and noise levels along Armory Drive are heavily influenced by U.S. Highway 101 traffic. The SRJC campus and residential areas north of Elliot Avenue are less noisy than the major roads surrounding the study area. Therefore, these two locations would likely be most affected by the changed traffic conditions.
A noise monitoring survey was performed in the study area beginning on Wednesday May 8, 2019 and concluding on Monday May 13, 2019. The monitoring survey included three long-term and two short-term noise measurements as shown in Figure 1. Local traffic noise dominates the noise environment at the surrounding land uses. Secondary noise sources include U.S. Highway 101 and Mendocino Avenue traffic noise, which establishes background noise levels throughout the project vicinity, as well as student activities.
Long-term noise measurement LT -1 was made from a tree located along Bear Cub Way, which separates the SRJC and SRHS campuses. LT-1 was approximately 20 feet south of the centerline of Bear Cub Way, 900 feet east of centerline of U.S. Highway 101, and 10 feet above the ground.
This location serves to characterize the noise environment of SRHS just to the south. Hourly average noise levels at this location typically ranged from 49 to 64 dBA Leq during the day, and from 46 to 61 dBA Leq at night. The day-night average noise level s ranged from 60 to 63 dBA DNL. The daily trend in noise levels at LT-1 is shown in Figures 2A through 2F.
Long-term noise measurement LT -2 was made from a utility pole located along Albany Drive, which runs north from Elliot Avenue to Oliver Lane. LT-2 was approximately 20 feet west of the centerline of Albany Drive, 155 feet south of the centerline of Oliver Lane , 920 feet east of U.S.
Highway 101, and 1 2 feet above the ground. This location serves to characterize the noise environment of Albany Drive. Hourly average noise levels at this location typically ranged from 48 to 68 dBA Leq during the day, and from 38 to 57 dBA Leq at night. The day-night average noise levels were 56 to 59 dBA DNL. The daily trend in noise levels at LT -2 is shown in Figures 3A through 3F.
Long-term noise measurement LT -3 was made from a utility pole located along Salem Avenue, which runs north from Elliot Avenue to Clement Avenue. LT-3 was approximately 20 feet east of the centerline of Salem Avenue, 215 feet north of the centerline of Elliot Avenue, 335 feet west of Mendocino Avenue, and 12 feet above the ground. This location serves to characterize the noise environment of Salem Avenue. Hourly average noise levels at this location typically ranged from 48 to 70 dBA Leq during the day, and from 42 to 57 dBA Leq at night. The day-night average noise
levels were 57 to 60 dBA DNL. The daily trend in noise levels at LT -3 is shown in Figures 4A through 4F.
Two short-term noise measurements were made on Wednesday , May 8, 2019 in 10-minute intervals, starting at 11:00 a.m. and concluding at 11:30 a.m. Short-term noise measurement ST-1 was made from 11:00 a.m. to 11:10 a.m. on Clement Avenue, approximately 20 feet north of the centerline, 260 feet west of the centerline of Mendocino Avenue, and 5 feet above the ground. The dominant source of noise was traffic on Mendocino Avenue, with occasional traffic on Clement Avenue. The ten-minute average noise level at ST -1 was 5 5 dBA L eq(10-min). Short-term noise measurement ST-2 was made from 11:20 a.m. to 11:30 a.m. on Nordyke Avenue, approximately 20 feet west of the centerline, 65 feet south of the centerline of Sucher Lane, 605 feet east of U.S.
Highway 101, and 5 feet above the ground . The dominant source of noise was occasional traffic on Nordyke Avenue, with constant background traffic noise coming from U.S. Highway 101. The ten-minute average noise level at ST-1 was 56 dBA Leq(10-min). A summary of the short-term noise measurements can be found in Table 3.
Supplemental noise data from a previous study 2 further describes the existing noise environment along Elliot Avenue. A previous noise monitoring survey was performed in the study area beginning on Wednesday September 27, 2017 and concluding on Monday October 2, 2017. Data from two of the long -term noise measurements conducted during this survey will be used in this report as LT-4 and LT-5.
Long-term noise measurement LT-4 was made from Wednesday September 27, 2017 to Monday October 2, 2017 from a utility pole located along Elliot Avenue, which runs west from Mendocino Avenue to Armory Drive. LT-4 was approximately 18 feet north of the centerline of Elliot Avenue, 155 feet west of the centerline of Albany Drive, and 12 feet above the ground. This location serves to characterize the noise environment of Elliot Avenue. Hourly average noise levels at this location typically ranged from 56 to 70 dBA L eq during the day, and from 4 4 to 64 dBA Leq at night. The day-night average noise levels were 61 to 65 dBA DNL. The daily trend in noise levels at LT-4 is shown in Figures 5A through 5F.
Long-term noise measurement LT -5 was made from Wednesday September 27, 2017 to Friday September 29, 2017 from a tree located along the northern fence line of the vacant lot just north of LT-4. LT-5 was approximately 125 feet north of the centerline of Elliot Avenue, 110 feet east of the centerline of Nordyke Avenue , and 1 0 feet above the ground. This location serves to characterize the noise environment of residents just north of Elliot Avenue. Hourly average noise levels at this location typically ranged from 5 1 to 56 dBA Leq during the day, and from 44 to 55 dBA Leq at night. The day-night average noise level was 58 dBA. The daily trend in noise levels at LT-5 is shown in Figures 6A through 6C.
2 SCIENCE & MATH REPLACEMENT PROJECT – SANTA ROSA JUNIOR COLLEGE ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT – ILLINGWORTH & RODKIN PROJECT 17-174 – NOVEMBER 2017
FIGURE 1 Noise Measurement Locations
FIGURE 2A Daily Trend in Noise Levels at LT-1
FIGURE 2B Daily Trend in Noise Levels at LT-1
FIGURE 2C Daily Trend in Noise Levels at LT-1
FIGURE 2D Daily Trend in Noise Levels at LT-1
FIGURE 2E Daily Trend in Noise Levels at LT-1
FIGURE 2F Daily Trend in Noise Levels at LT-1
FIGURE 3A Daily Trend in Noise Levels at LT-2
FIGURE 3B Daily Trend in Noise Levels at LT-2
FIGURE 3C Daily Trend in Noise Levels at LT-2
FIGURE 3D Daily Trend in Noise Levels at LT-2
FIGURE 3E Daily Trend in Noise Levels at LT-2
FIGURE 3F Daily Trend in Noise Levels at LT-2
FIGURE 4A Daily Trend in Noise Levels at LT-3
FIGURE 4B Daily Trend in Noise Levels at LT-3
FIGURE 4C Daily Trend in Noise Levels at LT-3
FIGURE 4D Daily Trend in Noise Levels at LT-3
FIGURE 4E Daily Trend in Noise Levels at LT-3
FIGURE 4F Daily Trend in Noise Levels at LT-3
FIGURE 5A Daily Trend in Noise Levels at LT-4
FIGURE 5B Daily Trend in Noise Levels at LT-4
FIGURE 5C Daily Trend in Noise Levels at LT-4
FIGURE 5D Daily Trend in Noise Levels at LT-4
FIGURE 5E Daily Trend in Noise Levels at LT-4
FIGURE 5F Daily Trend in Noise Levels at LT-4
FIGURE 6A Daily Trend in Noise Levels at LT-5
FIGURE 6B Daily Trend in Noise Levels at LT-5
FIGURE 6C Daily Trend in Noise Levels at LT-5
TABLE 3 Summary of Short-Term Noise Measurements (dBA)
Noise
Measurement
Location
Date, Time Lmax L(1) L(10) L(50) L(90) Leq(10-min)
ST-1: Clement
Avenue
5/8/2019 11:00-
11:10 a.m. 72 64 58 53 51 55
ST-2: Nordyke
Avenue
5/8/2019 11:20-
11:30 a.m. 69 64 58 54 52 56
NOISE IMPACTS AND MITIGATION MEASURES
Significance Criteria
The following criteria were used to evaluate the significance of environmental noise resulting from the project:
• Permanent Noise Increases in Excess of Established Standards: A significant impact would be identified if traffic generated by the project or project improvements/operations would substantially increase noise levels at sensitive receivers in the vicinity. The City of Santa Rosa discourages new projects that have potential to create ambient noise levels more than 5 dBA DNL above existing background, within 250 feet of sensitive receptors.
Impact 1: Permanent Noise Increases in Excess of Established Standards. The project would not result in substantial permanent noise level increases at existing noise - sensitive land uses in the project vicinity. This is a less than significant impact.
Based on Policy NS-B-14 of the City of Santa Rosa General Plan, a significant impact would occur if the proposed project would result in a permanent noise level increase due to project -generated traffic of 5 dBA DNL or greater at sensitive receptors located within 250 feet of the project site.
For reference, a 5 dBA DNL noise increase would be expected if the project would triple existing traffic volumes along a roadway where local roadway traffic is the primary noise source.
A review of the peak hour traffic volumes provided in the traffic study for the proposed project was conducted, and the Federal Highway Administration’s (FHWA) Traffic Noise Model, version TNM 2.5, (TNM 2.5) was used to calculate noise levels under existing and existing plus project conditions. In order to pr ovide a worst -case assessment along the major roadways in the study area, the modeling focused on weekdays when SRJC classes would be in session and did not incorporate existing buildings or barriers into the calculations. The 15 intersections included in the traffic study can be seen in Figure 7. Based on a screening review of the traffic data, i t was concluded that 2 road segments had the potential for substantial increases in traffic noise resulting from re-routing traffic in the study area. The segments that had potential for substantial increases in traffic noise were Clement Avenue between Salem Avenue and Mendocino Avenue (Intersections 6 and 7) , and the northern segment of the Elliot Avenue/Emeritus Circle West intersection (Intersection 10). The results of the calculations showing intersection segments with increased noise levels from rerouting traffic are summarized in Table 4.
TABLE 4 Roadway Segments with Increased Noise Levels from Project
Roadway Segment
Noise Level Increase from Existing
Conditions, dBA DNL
Existing Existing Plus
Project Increase
Clement Avenue Salem Avenue to
Mendocino Avenue 59 60 1
Emeritus Circle West
Parking Lot
Just North of Elliot
Avenue 64 65 1
Emeritus Circle West
Parking Lot
North of Elliot
Avenue near
Clement Avenue
57 58 1
Project traffic is expected to increase ambient noise levels by at most 1 dBA DNL along the most affected roadway study segments, and by 0 to 1 dBA DNL on the remaining roadway segments in the project area. Project traffic would not substantially increase traffic noise levels by 5 dBA DNL or more, and is considered to be a less-than-significant impact.
Mitigation Measures: NONE
FIGURE 7 Traffic Study Intersection Locations