Sunnyvale City Council
July 25, 2023

18010179.01
Noise and Environmental
Justice Background Report
for the City of Sunnyvale General Plan Update
Prepared for:

City of Sunnyvale
456 West Olive Ave
Sunnyvale, CA 94086
May 2020
Attachment 9

Noise and Environmental
Justice Background Report
for the City of Sunnyvale General Plan Update
Prepared for:

C
ity of Sunnyvale
456 West Olive Ave
Sunnyvale, CA 94086
Contact:

Mary Jeyaprakash
Associate Planner
Prepared by:

Ascent Environmental
455 Capitol Mall, Suite 300
Sacramento, CA 95814
Contact:

Dimitri Antoniou
Project Manager
May 2020
Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report i

TABLE OF CONTENTS
Section Page
LIST OF ABBREVIATIONS ................................ ................................ ................................ ................................ ................................ .......... III 1 INTRODUCTION ................................ ................................ ................................ ................................ ................................ ............ 1 2 ACOUSTIC FUNDAMENTALS ................................ ................................ ................................ ................................ ..................... 1

2.1 Sound, Noise, and Acoustics ............................................................................................................................................. 1

2.2 A-Weighted Decibels ........................................................................................................................................................... 1

2.3 Addition of Decibels ............................................................................................................................................................ 2

2.4 Human Response to Noise ............................................................................................................................................... 2

2.5 Common Noise Descriptors ............................................................................................................................................. 3

2.6 Sound Propagation .............................................................................................................................................................. 3

2.7 Vibration .................................................................................................................................................................................. 5 3 REGULATORY SETTING ................................ ................................ ................................ ................................ ............................... 6

3.1 Federal ...................................................................................................................................................................................... 6

3.2 State .......................................................................................................................................................................................... 6

3.3 Local .......................................................................................................................................................................................... 8

3.4 Environmental Justice ........................................................................................................................................................ 10 4 EXISTING COMMUNITY CONDITIONS ................................ ................................ ................................ ................................ .. 11

4.1 Existing Noise- and Vibration-Sensitive Land Uses ................................................................................................. 11

4.2 Transportation Noise.......................................................................................................................................................... 17

4.3 Existing Land Use and Planning Context .................................................................................................................... 20

4.4 Environmental Justice ....................................................................................................................................................... 23 5 FINDINGS AND RECOMMENDATIONS ................................ ................................ ................................ ................................ 27

5.1 Findings .................................................................................................................................................................................. 27

5.2 Recommendations ............................................................................................................................................................. 27 6 REFERENCES ................................ ................................ ................................ ................................ ................................ ................ 29 Figures
Figure 1 Noise Measurement Locations ....................................................................................................................................... 16 Figure 2 Existing Noise Exposure in Sunnyvale .......................................................................................................................... 19 Figure 3 Moffett Federal Airfield Aircraft Noise Contours ...................................................................................................... 21 Figure 4 CalEnviroScreen 3.0 Scores for the City of Sunnyvale ........................................................................................... 24 Figure 5 Senate Bill 535 and Assembly Bill 1550 Low Income Communities .................................................................. 26 Attachment 9

C ity of Sunnyvale
ii Noise and Environmental Justice Report
Tables
Table 1 Typical A-Weighted Noise Levels ................................................................................................................................... 2 Table 2 Human Perception of Sound Level Increases ............................................................................................................. 3 Table 3 Summary of Attenuation Rates by Source Type ........................................................................................................ 4 Table 4 Human Response to Different Levels of Ground Noise and Vibration .............................................................. 5 Table 5 Ground-Borne Vibration Impact Criteria for General Assessment ...................................................................... 6 Table 6 Caltrans Recommendations Regarding Levels of Vibration Exposure ............................................................... 8 Table 7 City of Sunnyvale: Exterior Noise Compatibility Standards for Various Land Uses ....................................... 9 Table 8 Significant Noise Impacts from New Development on Existing Land Use ....................................................... 9 Table 9 Noise Measurements at Long-Term (LT) Locations, Existing Conditions ........................................................ 13 Table 10 Resurveyed Noise Measurements at Select Long-Term (LT) Locations, Existing Conditions1 .................. 14 Table 11 Noise Measurements at Short-Term (ST) Locations, Existing Conditions........................................................ 15 Table 12 Existing (2016) Noise Levels Along Sunnyvale Roadways ...................................................................................... 17 Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report iii

LIST OF ABBREVIATIONS
µPa micro-Pascals
CalEPA California Environmental Protection Agency
Caltrans California Department of Transportation
City City of Sunnyvale
CLUP Comprehensive Land Use Plan
CNEL Community Noise Equivalent Level
DAC disadvantaged community
dB decibels
dBA A-weighted decibels
EP
A U.S. Environmental Protection Agency
FTA Federal Transit Administration
Hz hertz
Ldn Day-Night Level
Leq Equivalent Continuous Sound Level
Lmax Maximum Sound Level
L
UTE EIR Land Use and Transportation Element Draft Environmental Impact Report Moffett Moffett Federal Airfield
NASA National Aeronautics and Space Administration
OPR Governor’s Office of Planning and Research
PPV peak particle velocity
Report Noise and Environmental Justice Background Report RMS root-mean-square
SB Senate Bill
SPL sound pressure level
SR State Route
VdB vibration decibels
Attachment 9

C ity of Sunnyvale
iv Noise and Environmental Justice Report
T
his page intentionally left blank.

Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 1
1 INTRODUCTION
The Noise and Environmental Justice Background Report (Report) has been developed to assess and summarize the existing environmental setting of the City of Sunnyvale (City) as it relates to noise (including vibration), and environmental justice. The Report also provides a summary of acoustic and vibration fundamentals and relevant federal, state, and local regulations pertaining to noise, land use planning, and environmental justice. This Report is being developed as part of a larger process to establish new goals, policies, and implementing action items related to noise to be incorporated into the Noise section of Chapter 6 (Safety and Noise) of the City’s General Plan. The information provided in this report was derived from existing documentation, such as the City’s Land Use and Transportation Element Draft Environmental Impact Report (LUTE EIR) prepared in 2016, the currently adopted General Plan, applicable existing documentation, and informed by a site visit to various locations. The analysis conducted in the LUTE EIR was informed by and consistent with the General Plan Guidelines issued by the Governor’s Office of Planning and Research (OPR), guidance from the Federal Transit Administration (FTA) and the California Department of Transportation (Caltrans), and current academic literature regarding noise and vibration.

Noise and vibration in the City are regulated through the efforts of various federal, state, and local government agencies. These agencies work jointly and independently to standardize noise and vibration levels throughout their jurisdictions through the passage of legislation, land use planning, education, and policy making. These agencies and regulations, as well as a comprehensive evaluation of the existing noise and vibration in the City , are discussed below in this document. Prior to discussing the regulatory setting, background information about sound, noise, vibration, a discussion of common descriptors is needed to provide context to help understand the technical terms referenced throughout. Finally, based on the review of available regulations/guidelines, existing noise levels, and current City policy, findings and recommendations are summarized that will inform the development of goals and policy updates to the Noise section of the Safety and Noise Chapter of the City’s General Plan. 2 ACOUSTIC FUNDAMENTALS

2.1 SOUND, NOISE, AND ACOUSTICS
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 human ear. Noise is defined as loud, unexpected, or annoying sound.

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 kilo Hz, 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. Sound pressure amplitude is measured in micro-Pascals (µPa). One mPa is approximately one hundred billionth (0.00000000001) of normal atmospheric pressure. Sound pressure amplitudes for different kinds of noise environments can range from less than 100 to 100,000,000 µPa. Because of this large range of values, sound is rarely expressed in terms of µPa. Instead, a logarithmic scale is used to describe sound pressure level (SPL) in terms of decibels (dB).

2.2 A-WEIGHTED DECIBELS
Human hearing is limited in the range of audible frequencies as well as in the way it perceives the SPL in that range.

In general, people are most sensitive to the frequency range of 1,000–8,000 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 of individual frequency bands are weighted, depending on the human sensitivity to those Attachment 9

C ity of Sunnyvale
2 Noise and Environmental Justice Report
frequencies. Then, an “A-weighted” sound level (expressed in units of A-weighted decibels) can be computed based on this information.

The A-weighting network approximates the frequency response of the average young ear when listening to most ordinary sounds. When people make judgments of the relative loudness or annoyance of a sound, their judgment correlates well with the A-scale sound levels of those sounds. Thus, noise levels are typically reported in terms of A-weighted decibels or dBA. All sound levels discussed in this section are A-weighted decibels. Table 1 describes typical A-weighted noise levels for various noise sources.

Table 1 Typical A-Weighted Noise Levels
Common Outdoor Activities Noise Level (dBA) Common Indoor Activities — 110 — Rock band
Jet fly-over at 1,000 feet — 100 —
Gas lawn mower at 3 feet — 90 —
Diesel truck at 50 feet at 50 miles per hour — 80 — Food blender at 3 feet, Garbage disposal at 3 feet Noisy urban area, daytime, Gas lawn mower at 100 feet — 70 — Vacuum cleaner at 10 feet, Normal speech at 3 feet Commercial area, Heavy traffic at 300 feet — 60 —
Quiet urban daytime — 50 — Large business office, Dishwasher next room Quiet urban nighttime — 40 — Theater, large conference room (background) Quiet suburban nighttime — 30 — Library, Bedroom at night Quiet rural nighttime — 20 —
— 10 — Broadcast/recording studio
Lowest threshold of human hearing — 0 — Lowest threshold of human hearing Source: Caltrans 2013

2.3 ADDITION OF DECIBELS
Because decibels are logarithmic units, SPL cannot be added or subtracted through ordinary arithmetic. Under the decibel scale, a doubling of sound energy corresponds to a 3-dBA increase. In other words, when two identical sources are each producing sound of the same loudness at the same time, the resulting sound level at a given distance would be 3 dBA higher than if only one of the sound sources was producing sound under the same conditions. For example, if one automobile produces an SPL of 70 dBA when it passes an observer, two cars passing simultaneously would not produce 140 dBA; rather, they would combine to produce 73 dBA. Under the decibel scale, three sources of equal loudness together produce a sound level 5 dBA louder than one source.

2.4 HUMAN RESPONSE TO NOISE
Excessive and chronic exposure to elevated noise levels can result in auditory and non -auditory impacts to humans.

Auditory effects of noise on people are those related to temporary or permanent hearing loss caused by loud noises.

Non-auditory effects of exposure to elevated noise levels are those related to behavioral and physiological effects.

The non-auditory behavioral effects of noise on humans are associated primarily with the subjective effects of annoyance, nuisance, and dissatisfaction, which lead to interference with activities such as communication, sleep, and learning. The non-auditory physiological health effects of noise on humans have been the subject of considerable research attempting to discover correlations between exposure to elevated noise levels and health problems, such as hypertensions and cardiovascular disease. The mass of research indicates that noise- related health issues are predominantly the result of behavioral stressors and not a direct noise -induced response. The extent to which noise contributes to non-auditory health effects remains a subject of considerable research, with no definitive conclusions.

The degree to which noise results in annoyance and interference is highly subjective and may be influenced by several non-acoustic factors. The number and effect of these non-acoustic environmental and physical factors vary depending on individual characteristics of the noise environment such as sensitivity, level of activity, location, time of day, and length of exposure. One key aspect in the prediction of human response to new noise environments is the Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 3
individual level of adaptation to an existing noise environment. The greater the change in the noise levels that are attributed to a new noise source, relative to the environment an individual has become accustom to, the less tolerable the new noise source will be perceived.

As mentioned previously, the doubling of sound energy results in a 3-dBA increase in the sound level. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different from what is measured.

Under controlled conditions in an acoustical laboratory, the trained, healthy human ear can discern 1-dBA changes in sound levels when exposed to steady, single-frequency (“pure-tone”) signals in the mid-frequency (1,000–8,000 Hz) range. In typical noisy environments, changes in noise of 1–2 dBA are generally not perceptible. However, it is widely accepted that people can begin to detect sound level increases of 3 dBA in typical noisy environments. Further, a 5- dBA increase is generally perceived as a distinctly noticeable increase, and a 10 -dBA increase is generally perceived as a doubling of loudness. Therefore, a doubling of sound energy (e.g., doubling the volume of traffic on a highway) that would result in a 3-dBA increase in sound would generally be perceived as barely detectable (Caltrans 2013a).

Changes in sound levels and associated human perception are summarized below in Table 2.

Table 2 Human Perception of Sound Level Increases
Sound Level Increase Human Perception of Sound Level Increase 1-2 dBA Sound level increases are generally not perceptible. 3 dBA Sound level increases are barely detectable.
5 dBA Sound level increases are distinctly noticeable.
10 dBA Sound level increases are generally perceived as double .

Source: Caltrans 2013a

2.5 COMMON NOISE DESCRIPTORS
Noise in our daily environment fluctuates over time. Various noise descriptors have been developed to describe time- varying noise levels. The following are the noise descriptors used throughout this Report .

Equivalent Continuous Sound Level (Leq): Leq represents an average of the sound energy occurring over a specified period. In effect, Leq is the steady-state sound level containing the same acoustical energy as the time-varying sound that occurs during the same period. The 1-hour A-weighted equivalent sound level is the energy average of A- weighted sound levels occurring during a 1-hour period and is the basis for noise abatement criteria used by Caltrans and Federal Highway Administration.

Maximum Sound Level (Lmax): Lmax is the highest instantaneous sound level measured during a specified period.

Day-Night Level (Ldn): Ldn is the energy average of A-weighted sound levels occurring over a 24-hour period, with a 10-dBA “penalty” applied to A-weighted sound levels occurring during nighttime hours between 10 p.m. and 7 a.m.

Community Noise Equivalent Level (CNEL): Similar to Ldn, CNEL is the energy average of the A-weighted sound levels occurring over a 24-hour period, with a 10-dBA penalty applied to A-weighted sound levels occurring during the nighttime hours between 10 p.m. and 7 a.m. and a 5-dBA penalty applied to the A-weighted sound levels occurring during evening hours between 7 p.m. and 10 p.m.

2.6 SOUND PROPAGATION
When sound propagates over a distance, it changes in level and frequency content. The amount noise is reduced with increasing distance from the source depends on the following factors.

Attachment 9

C ity of Sunnyvale
4 Noise and Environmental Justice Report

2.6.1 Geometric Spreading
Sound from a localized source (i.e., a point source) propagates uniformly outward in a spherical pattern. The sound level attenuates (or decreases) at a rate of 6 dBA for each doubling of distance from a point source. Roads and highways consist of several localized noise sources on a defined path and hence can be treated as a line source, which approximates the effect of several point sources, thus propagating at a slower rate in comparison to a point source. Noise from a line source propagates outward in a cylindrical pattern, often referred to as cylindrical spreading. Sound levels attenuate at a rate of 3 dBA for each doubling of distance from a line source (Caltrans 2013a).

2.6.2 Ground Absorption
The propagation path of noise from a source to a receiver is usually very close to the ground. Noise attenuation from ground absorption and reflective wave canceling adds to the attenuation associated with geometric spreading.

Traditionally, the excess attenuation has also been expressed in terms of attenuation per doubling of distance. This approximation is usually sufficiently accurate for distances of less than 200 feet. For acoustically hard sites (i.e., sites with a reflective surface between the source and the receiver, such as a parking lot or body of water), no excess ground attenuation is assumed. For acoustically absorptive or soft sites (i.e., those sites with an absorptive ground surface between the source and the receiver, such as soft dirt, grass, or scattered bushes and trees), an excess ground-attenuation value of 1.5 dBA per doubling of distance is normally assumed. When added to the cylindrical spreading, the excess ground attenuation results in an overall drop-off rate of 4.5 dBA per doubling of distance. This would hold true for point sources, resulting in an overall drop-off rate of up to 7.5 dBA per doubling of distance (Caltrans 2009). Table 3 summarizes the attenuation rate per doubling of distance from the source, by source type.

Table 3 Summary of Attenuation Rates by Source Type
Source Type Attenuation Rate Per Doubling of Distance from Source Point Source (e.g., diesel generator) 6 dBA1
Line Source (e.g., roadway) 3 dBA
1 Soft ground between the source and receiver can result in an additional 1.5 dBA reduction in sound levels Source: Caltrans 2013a

2.6.3 Atmospheric Effects
Receivers located downwind from a source can be exposed to increased noise levels relative to calm conditions, whereas locations upwind can have lowered noise levels, as wind can carry sound. Sound levels can be increased at large distances (e.g., more than 500 feet) from the source because of atmospheric temperature inversion (i.e., increasing temperature with elevation). Other factors such as air temperature, humidity, and turbulence can also have significant effects.

2.6.4 Shielding by Natural or Human-Made Features
A large object or barrier in the path between a noise source and a receiver can substantially attenuate noise levels at the receiver. The amount of attenuation provided by shielding depends on the size of the object and the frequency content of the noise source. Natural terrain features (e.g., hills and dense woods) and human- made features (e.g., buildings and walls) can substantially reduce noise levels. Walls are often constructed between a source and a receiver specifically to reduce noise. A barrier that breaks the line of sight between a source and a receiver will typically result in at least 5 dBA of noise reduction (Caltrans 2013a, FTA 2006). Taller barriers provide increased noise reduction. Vegetation between the source and receiver is rarely effective in reducing noise because it does not create a solid barrier.

Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 5

2.7 VIBRATION
Vibration is the periodic oscillation of a medium or object with respect to a given reference point. Sources of vibration include natural phenomena (e.g., earthquakes, volcanic eruptions, sea waves, landslides) and those introduced by human activity (e.g., explosions, machinery, traffic, trains, construction equipm ent). Vibration sources may be continuous, (e.g., operating factory machinery) or transient in nature (e.g., explosions). Vibration levels can be depicted in terms of amplitude and frequency, relative to displacement, velocity, or acceleration.

Vibration amplitudes are commonly expressed in peak particle velocity (PPV) or root-mean-square (RMS) vibration velocity. PPV and RMS vibration velocity are normally described in inches per second (in/sec) or in millimeters per second. PPV is defined as the maximum instantaneous positive or negative peak of a vibration signal. PPV is typically used in the monitoring of transient and impact vibration and has been found to correlate well to the stresses experienced by buildings (Caltrans 2013a, FTA 2006).

Although PPV is appropriate for evaluating the potential for building damage, it is not always suitable for evaluating human response. It takes some time for the human body to respond to vibration signals. In a sense, the human body responds to average vibration amplitude. The RMS of a signal is the average of the squared amplitude of the signal, typically calculated over a 1-second period. As with airborne sound, the RMS velocity is often expressed in decibel notation as vibration decibels (VdB), which serves to compress the range of numbers required to describe vibration (FTA 2006). This is based on a reference value of 1 micro inch per second.

The typical background vibration-velocity level in residential areas is approximately 50 VdB. Ground vibration is normally perceptible to humans at approximately 65 VdB. For most people, a vibration -velocity level of 75 VdB is the approximate dividing line between barely perceptible and distinctly perceptible levels (FTA 2006).

Typical outdoor sources of perceptible ground vibration are construction equipment, steel- wheeled trains, and traffic on rough roads. If a roadway is smooth, the ground vibration is rarely perceptible. The range of interest is from approximately 50 VdB, which is the typical background vibration-velocity level, to 100 VdB, which is the general threshold where minor damage can occur in fragile buildings. Construction activities can generate enough ground vibrations to pose a risk to nearby structures. Constant or transient vibrations can weaken structures, crack facades, and disturb occupants (FTA 2006).

Vibrations generated by construction activity can be transient, random, or continuous. Transient construction vibrations are generated by blasting, impact pile driving, and wrecking balls. Continuous vibrations result from vibratory pile drivers, large pumps, and compressors. Random vibration can result from jackhammers, pavement breakers, and heavy construction equipment. Table 4 describes the general human response to different ground vibration-velocity levels.

Table 4 Human Response to Different Levels of Ground Noise and Vibration Vibration-Velocity Level Human Reaction
65 VdB Approximate threshold of perception.
75 VdB Approximate dividing line between barely perceptible and distinctly perceptible. Many people find that transportation-related vibration at this level is unacceptable. 85 VdB Vibration acceptable only if there are an infrequent (fewer than 30) number of events per day.

Notes: VdB = vibration decibels referenced to 1 micro inch per second and based on the root-mean-square (RMS) velocity amplitude.

Source: FTA 2006
Attachment 9

C ity of Sunnyvale
6 Noise and Environmental Justice Report
3 REGULATORY SETTING
This section provides a summary of federal, state, and local regulations, ordinances, plans, and policies that related to noise and vibration. The chapter also provides a summary of guidance from the state’s General Plan Guidelines, specifically guidance related to noise.

3.1 FEDERAL

3.1.1 U.S. Environmental Protection Agency Office of Noise Abatement and Control
The U.S. Environmental Protection Agency (EPA) Office of Noise Abatement and Control was originally established to coordinate federal noise control activities. In 1981, EPA administrators determined that subjective issues such as noise would be better addressed at more local levels of government. Consequently, in 1982 responsibilities for regulating noise control policies were transferred to state and local governments. However, documents and research completed by the EPA Office of Noise Abatement and Control continue to provide value in the analysis of noise effects.

3.1.2 Federal Transit Administration
To address the human response to ground vibration, FTA has set forth gu idelines for maximum-acceptable vibration criteria for different types of land uses. These guidelines are presented in Table 5.

Table 5 Ground-Borne Vibration Impact Criteria for General Assessment Land Use Category
GVB Impact Levels (VdB re 1 micro-inch/second)
Frequent Events1 Occasional Events2 Infrequent Events3
Category 1: Buildings where vibration would interfere with interior operations. 65 4 65 4 65 4
Category 2: Residences and buildings where people normally sleep. 72 75 80 Category 3: Institutional land uses with primarily daytime uses. 75 78 83 Notes: VdB = vibration decibels referenced to 1 μ inch/second and based on the root mean square (RMS) velocity amplitude. GBV = Ground-Borne Vibration
1 “Frequent Events” is defined as more than 70 vibration events of the same source per day. 2 “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day. 3 “Infrequent Events” is defined as fewer than 30 vibration events of the same source per day. 4 This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. Vibration-sensitive manufacturing or research would require detailed evaluation to define the acceptable vibration levels.

Source: FTA 2006

3.2 STATE

3.2.1 California Office of Planning and Research General Plan Guidelines
The State of California General Plan Guidelines 2017, published by OPR, provides the state’s requirements and recommendations for city and county general plan noise elements. The 2017 OPR Guidelines include the required contents for noise elements, noise compatibility guidelines, recommended methods and considerations for conducting community noise measurements and noise modeling, guidance and example noise and vibration Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 7
minimization measures, and policy recommendations. Described in further detail below are the required contents of a noise element and State-recommended policies.

REQUIRED CONTENTS
The noise element should utilize the most accurate and up-to-date information available to reflect the noise environment, stationary sources of noise, predicted levels of noise, and the impacts of noise on local residents. It should be as detailed as necessary to describe the local situation and offer solutions to local noise issues. It must include the considerations of noise levels from:
 Highways and freeways;
 Primary arterials and major local streets;
 Passenger and freight online railroad operations and ground rapid transit systems;  Commercial, general aviation, heliport, helistop, and military airport operations, aircraft overflights, jet engine test stands, and all other ground facilities and maintenance functions related to airport operation ;  Local industrial plants, including, but not limited to, railroad classification yards; and  Other ground stationary noise sources, including, but not limited to, military installations, identified by lo cal a
gencies as contributing to the community noise environment.

RECOMMENDED POLICIES
The 2017 OPR Guidelines provide the following recommended noise-related policies for General Plans:
 The City shall avoid placing noise sensitive land uses (e.g. residential, hospitals, assisted living facilities, group homes, schools, day care centers, etc.) within the high noise impact areas (over 65 dB CNEL) for (designat ed
air
ports) in accordance with the (city/county) Airport Land Use Compatibility Plan.  The City shall orient buildings such that the noise sensitive portions of a project are shielded from noise sources.  The City shall require new development to include noise mitigation to assure acceptable interior noise levels appropriate to the land use type: 45 dBA Ldn for residential, transient lodgings, hospitals, nursing homes and o
ther uses where people normally sleep; and 45 dBA Leq (peak hour) for office buildings and similar uses.  The City shall protect schools, hospitals, libraries, churches, convalescent homes, and other noise sensitive uses from excessive noise levels by incorporating site planning and project design techniques to minimize noise impacts. The use of noise barriers shall be considered after all practical design- related noise measures have been integrated into the project. In cases where sound walls are necessary, they should help create an attractive setting with features such as setbacks, changes in alignment, detail and texture, murals, pedestrian access (if appropriate), and landscaping.
 The City shall integrate noise considerations into land use planning decisions to prevent new noise/land use conflicts.

3.2.2 California Department of Transportation
In 2013, Caltrans published the Transportation and Construction Vibration Manual (Caltrans 2013b). The manual provides general guidance on vibration issues associated with construction and operation of projects in relation to human perception and structural damage. Table 6 presents recommendations for levels of vibration that could result in damage to structures exposed to continuous vibration.

Attachment 9

C ity of Sunnyvale
8 Noise and Environmental Justice Report
Table 6 Caltrans Recommendations Regarding Levels of Vibration Exposure PPV (in/sec) Effect on Buildings

0.4–0.6 Architectural damage and possible minor structural damage

0.2 Risk of architectural damage to normal dwelling houses

0.1 Virtually no risk of architectural damage to normal buildings

0.08 Recommended upper limit of vibration to which ruins and ancient monuments should be subjected

0.006–0.019 Vibration unlikely to cause damage of any type Notes: PPV= peak particle velocity; in/sec = inches per second Source: Caltrans 2013b

3.3 LOCAL

3.3.1 Sunnyvale General Plan
Consistent with OPR General Plan Guidelines, Chapter 6, Safety and Noise, of the Sunnyvale General Plan includes goals, policies, and standards to mitigate the generation or exposure to excessive noise levels within the community.

Relevant goals and policies are included below.

GOAL SN-8 Compatible Noise Environment: maintain or achieve a compatible noise environment for all land uses in the community.
 Policy SN-8.1 Enforce and supplement state laws regarding interior noise levels of residential units.  Policy SH-8.2 Apply Title 24 noise Insulation Requirements to all new single-family detached homes.  Policy SN -8.3 Attempt to achieve a maximum instantaneous noise level of 50 dBA in bedrooms and 55 dBA in other areas of residential units exposed to train or aircraft noise, where the exterior L dn exceeds 55 dBA.  Policy SN-8.4 Prevent significant noise impacts from new development by applying state noise guidelines a nd S
unnyvale Municipal Code noise regulations in the evaluation of land use issues and proposals.  Policy SN-8.5 Comply with “State of California Noise Guidelines for Land Use Planning” (Figure 6-5) for the compatibility of land uses with their noise environments, except where the City determines that there ar e p
revailing circumstances of a unique or special nature.
 Policy SN-8.6 Use Figure 6-6, “Significant Noise Impacts from new Development on Existing Land Use” to determine if proposed development results in a “significant noise impact” on existing development.  Policy SN-8.7 Supplement Figure 6-5, “State of California Noise guidelines for Land Use Planning” for residential u
ses by attempting to achieve an outdoor day-night level (Ldn) of no greater than 60 dBA for common recreational a
reas, backyards, patios and medium and large-size balconies. These guidelines should not apply where the noise s
ource is a railroad or an airport. If the noise source is a railroad, then an Ldn of no greater than 70 dBA should be a
chieved in common areas, backyards, patios and medium and large balconies. If the noise source is from aircraft, then preventing new residential uses within areas of high Ldn from aircraft noise is recommended.  Policy SN-8.8 Avoid construction of new residential uses where the outdoor Ldn is greater than 70 dBA as a result from train noise.
 Policy SN-8.9 Consider techniques which block the path of noise and insulate people from noise. (Previously Noise Policy 3.6A.3)
GOAL SN-9 Acceptable Limits for Community Noise: maintain or achieve acceptable limits for the levels of noise generated by land use operation and single-events.
 Policy SN-9.1 Regulate land use operation noise.

Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 9
 Policy SN-9.2 Regulate select single-event noises and periodically monitor the effectiveness of the regulations.  Policy SN-9.3 Apply conditions to discretionary land use permits which limit hours of operation, hours of delivery and other factors which affect noise.

GOAL SN-10 Maintained or reduced transportation noise: preserve and enhance the quality of neighborhoods by maintaining or reducing the levels of noise generated by transportation facilities.  Policy SN-10.1 Refrain from increasing or reduce the noise impacts of major roadways.  Policy SN-10.2 Support efforts to reduce or mitigate airport noise, including noise impacts of Moffett Feder al A
irfield, San Jose International Airport and helicopters.  Policy SN-10.3 Oppose any effort and/or expenditure of public funds to promote Moffett Federal Airfield for non - federal purposes.
 Policy SN-10.4 Mitigate and avoid the noise impacts from trains and light rail facilities.

Sunnyvale General Plan establishes standards to protect residents and sensitive receptors from harmful and annoying noise levels. These policies identify permissible maximum average-daily noise standards for different land uses. The City’s General Plan exterior noise compatibility standards are summarized in Table 7. New residential land uses must also comply with the state’s Title 24 Noise Insulation Standards.

Table 7 City of Sunnyvale: Exterior Noise Compatibility Standards for Various Land Uses Land Use Type Normally Acceptable1 Conditionally Acceptable2 Unacceptable3 Residential, Hotels and Motels ≤ 60 dBA 60 - 75 dBA >75 dBA Outdoor Sports and Recreation and Neighborhood Parks and Playgrounds
≤ 65 dBA 65 - 80 dBA >80 dBA
Schools, Libraries, Museums, Hospitals, Personal Care,
Meeting Halls, and Churches
≤ 60 dBA 60 - 75 dBA >75 dBA
Office Buildings and Commercial and Professional Businesses ≤ 70 dBA 70 - 80 dBA >80 dBA Auditoriums, Concert Halls, Amphitheaters N/A 55 – 70 dBA >70 dBA Industrial, Manufacturing, Utilities, and Agriculture 55-70 dBA 70 - 85 dBA N/A 1 Normally Acceptable: Specified Land Use is satisfactory, based on the assumption that any buildings involved are of normal conventional construction, without any special insulation requirements. 2 Conditionally Acceptable: Specified land use may be permitted only after detailed analysis of the noise reduction requirements and needed noise insulation features are included in the design.
3 Unacceptable: New construction or development should generally not be undertaken because mitigation is usually not feasible to comply with noise element policies.

Notes: dBA = A-weighted decibels, Ldn = day-night level, CNEL = Community Noise Equivalent Level, N/A = not applicable Source: City of Sunnyvale 2011.

For CEQA analyses, a proposed development must be reviewed to see if it results in a significant noise impact on existing development. Table 8 includes the City’s General Plan standards for significant noise impacts from new development on existing land uses.

Table 8 Significant Noise Impacts from New Development on Existing Land Use Ldn Category of Existing Development Noise Increase Considered “Significant” Over Existing Noise Levels Normally Acceptable An increase of more than 3 dBA and the total Ldn exceeds the “normally acceptable” category Normally Acceptable An increase of more than 5 dBA
Conditionally Acceptable An increase of more than 3 dBA Unacceptable An increase of more than 3 dBA
Notes: Ldn = day-night level
Source: Sunnyvale General Plan
Attachment 9

C ity of Sunnyvale
10 Noise and Environmental Justice Report

3.3.2 Sunnyvale Municipal Code
Sunnyvale Municipal Code includes regulations and standards regarding construction noise and ground vibration.

Sunnyvale Municipal Code Title 19, Chapter 19.42, provides operational noise standards, which limit oper ational noise to 75 dBA at any point at the property line of the property upon which the noise or sound is generated or produced; provided, however, that the noise or sound level is not to exceed 50 dBA during nighttime or 60 dBA during daytime hours at any point on adjacent residentially zoned property. If the noise occurs during nighttime hours and the enforcing officer has determined that the noise involves a steady, audible tone such as a whine, screech, or hum, or is a staccato or intermittent noise (e.g., hammering), or includes music or speech, the allowable noise or sound level cannot exceed 45 dBA.

The noise standards extend to the use of powered equipment, excluding leaf blowers, if used more on other than a temporary basis and if equipment exceeds noise limits, it must be operated during the daytime only. This code further restricts the nighttime deliveries to a commercial or industrial establishment when the loading/unloading area of the establishment is adjacent to a property in a residential zoning district.

Sunnyvale Municipal Code Title 19.42.060 regulates vibration, such that every activity or operation shall be conducted in such a manner that ground vibration generated or produced on the premises is not perceptible at any point on the property line of the premises without the use of a special measuring instrument.

Sunnyvale Municipal Code Title 19, Section 19.48.100 restricts mechanical equipment, such as but not limited to heating or air conditioning units, from being located between the face of building and the street and requir es that mechanical equipment be screened from view. Additionally, Section 19.48.100 requires that mechanical equipment higher than eighteen inches meet the side and rear yard setbacks of the project sites zoning requirements and also comply with the noise requirements set forth in Chapter 19.42 as discussed above.

Sunnyvale Municipal Code Title 16, Chapter 16.08, presents construction noise regulations. Construction activity is permitted between the hours of 7:00 a.m. and 6:00 p.m., Monday through Friday. Permissible construction hours of operation on Saturday are between 8:00 a.m. and 5:00 p.m. No construction activity is allowed on Sundays or on national holidays when City offices are closed. Additionally, no loud environmentally disruptive noises, such a s air compressors without mufflers, continuously running motors or generators, loud playing musical instruments, radios, etc., will be allowed where such noises may be a nuisance to adjacent residential neighborhoods. The City of Sunnyvale Municipal Code does not contain quantitative standards for regulating construction noise, but does exempt noise from the municipal code during daytime hours (7:00 a.m. to 6:00 p.m. Monday through Friday and 8:00 a.m. to 5:00 p.m. on Saturday)

3.4 ENVIRONMENTAL JUSTICE
The topic of environmental justice is gaining increasing importance in the planning process particularly in terms of economic and racial disparities, public health impacts, and, disadvantaged communities who are disproportionately exposed to and impacted by noise pollution. This section provides an overview of potential environmental justice concerns in the City, specifically as they relate to noise and land use planning. The Environmental Justice movement developed it foundations in the 1960s and 1970s, at a time when the social and environmental justice movements were growing quickly in the U.S. Gaining momentum in the 1980s and 1990s, with the first National People of Color Environmental Leadership Summit held in 1991.

3.4.1 Senate Bill 1000
Senate Bill (SB) 1000 was signed into State law in 2016 to address the statewide problem that disadvantaged communities (DACs), as defined in the legislation, often bear a disproportionate burden of exposure to pollution and other environmental hazards. The law requires local jurisdictions with DACs, designated at the census tract level, to address environmental justice when they update two or more general plan elements on or after January 1, 2018. The Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 11
law requires that an environmental justice element be added to the general plan or that relevant environmental justice goals be integrated into other required elements identifying DACs and providing policies and objectives to reduce the disproportionate health risks in DACs. Objectives and policies should promote civic engagement in th e public decision-making process. The purpose is to promote policies that improve the health and overall well- being of vulnerable and at-risk communities through reductions in pollution exposure, increased access to healthy foods, increased prevalence of healthy homes, improved air quality, and increased physical activity. The SB 1000 Toolkit, developed by the California Environmental Justice Alliance to guide implementation of SB 1000 requirements, provides screening methodologies for identifying DACs.

3.4.2 Senate Bill 535 and 1550 - Disadvantaged Communities Authorized by the California Global Warming Solutions Act of 2006 (AB 32), the cap -and-trade program is one of several strategies that California uses to reduce GHGs that cause climate change. The funds mu st be used for programs that further reduce emissions of greenhouse gases.

In 2012, the Legislature passed SB 535 (de Leon), directing that 25 percent of the proceeds from the Greenhouse Gas Reduction Fund go to projects that provide a benefit to disadvantaged communities. The legislation gave California Environmental Protection Agency (CalEPA) responsibility for identifying those communities. In 2016, the California Legislature passed AB 1550 (Gomez) which established the requirement that 25 percent of proceeds from the fund be spent on projects located within disadvantaged communities. In February 2017, CalEPA released its list of disadvantaged communities for the purpose of SB 535 in April 2017. To inform its decision, CalEPA used the CalEnviroScreen 3.0 results. In June 2018, to address a minor flaw in the software program algorithm, CalEPA has added two census tracts (6067000800 in Sacramento and 6075012301 in San Francisco) to its Disadvantaged Communities List for Climate Investments in accordance with CalEPA’s designation report. 4 EXISTING COMMUNITY CONDITIONS
The Existing Community Conditions section of this Report provides an overview of the environmental settings in the City with a focus on issues related to noise and vibration. These includes existing noise- and vibration-sensitive land uses as defined by OPR and the City’s General Plan as well as ambient transportation, stationary, and area noise levels within the City.

4.1 EXISTING NOISE- AND VIBRATION-SENSITIVE LAND USES
Noise-sensitive land uses are generally considered to include those uses where noise exposure could result in health- related risks to individuals, as well as places where quiet is an essential element of their intended purpose. Residential dwellings are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels. Additional land uses such as parks, schools, historic sites, cemeteries, and recreation areas are also generally considered sensitive to increases in exterior noise levels. Places of worship and transient lodging, and other places where low interior noise levels are essential are also considered noise sensitive .

Those noted above are also considered vibration-sensitive land uses in addition to commercial and industrial buildings where vibration would interfere with operations within the building, including levels that may be well below those associated with human annoyance. The General Plan Area contains dozens of locations considered to be sensitive land uses.

Current trends of land use development within the City include an increased focus on infill development, higher density residential, and mixed-use projects, which have new and unique noise issues. That is, in many cases, these types of uses occur in already highly developed areas where existing ambient noise is high. Examples include development proposed near a busy road/freeway or in a commercial district with a high concentration of nighttime- oriented uses such as restaurants, entertainment venues, and night clubs. In addition, mixed-use buildings can also Attachment 9

C ity of Sunnyvale
12 Noise and Environmental Justice Report
pose a unique noise situation, where commercial uses on the bottom level may generate unique noise sources, depending on the use, that affects uses in the upper levels.

4.1.1 Existing Noise Sources and Ambient Levels

COMMUNITY NOISE SURVEY
Existing community noise in the City was documented during a noise monitoring survey that was completed for the LUTE EIR in late May and early June of 2012 that consisted of long-term and short-term measurements. Long-term noise measurements were taken at 16 locations and spanned approximately 24 hours to characterize average ambient noise levels and provide a composite average including Lmax and Lmin values (Table 9). A sampling of several individual noise monitoring locations was resurveyed in late July and early August 2015 to confirm that the previously documented noise monitoring survey remained representative of existing community noise (Table 10). Short-term noise levels were recorded at 18 different sites were conducted in 15-minute intervals (Table 11). The locations of these measurements are displayed in Figure 1, “Noise Measurement Locations in Sunnyvale.” Attachment 9

City of Sunnyvale
Noise Technical Report and Environmental Jus tice Report 13 Table 9 Noise Measurements at Long-Term (LT) Locations, Existing Conditions Site Location Date/Time
A-Weighted Noise Level
Lmax L1 L10 L50 L90 Leq Ldn
LT-1 Evelyn Avenue at Sunset Avenue – 120 feet from Caltrain track 5/29/12 – 5/30/12 — — — — — — 73
5/29/12 – 12:46 pm 79 77 74 63 50 68 —
LT-2 The Dalles Avenue at S. Bernardo Avenue – 100 feet from SR 85 sound wall
5/29/12 – 5/30/12 — — — — — — 66
5/29/12 – 1:58 pm 74 71 66 65 63 65 —
LT-3 S. W olfe Road, 35 feet from centerline – near Elizabeth Way 5/29/12 – 5/30/12 — — — — — — 72
5/29/12 - 2:54 pm 81 78 74 70 57 71 —
LT-4 Lawrence Expressway, 70 feet from centerline – near Sandia Avenue 5/30/12 – 5/31/12 — — — — — — 70
5/30/12 – 2:29 pm 77 75 71 65 60 68 —
LT-5 Central Expressway, 170 feet to centerline – Murphy Avenue at Arques Avenue
5/30/12 – 5/31/12 — — — — — — 61
5/31/12 – 1:46 pm 70 66 58 55 51 56 —
LT-6 Martin Murphy Park along Sunnyvale Avenue, 50 feet from roadway centerline
5/30/12 – 5/31/12 — — — — — — 63
5/31/12 – 12:36 pm 78 74 67 58 52 63 —
LT-7 Tasman Drive, 70 feet from LRT tracks centerline – 500 feet east of Lawrence Expressway
6/5/12 – 6/6/12 — — — — — — 69
6/13/12 – 10:30 am 91 81 74 61 54 71 —
LT-8 I-280, 275 feet from centerline – Parkview Court at Linnet Lane 6/5/12 – 6/6/12 — — — — — — 68
6/13/12 – 11:20 am 79 66 64 62 60 63 —
LT-9 Homestead Road, 75 feet to centerline – at Canary Drive 6/5/12 – 6/6/12 — — — — — — 62
6/13/12 – 11:50 am 72 69 65 60 49 62 —
LT-10 End of Kennewick Court
6/6/12 – 6/7/12 — — — — — — 59
6/13/12 – 1:30 pm 70 68 61 48 41 57 —
LT-11 Homestead Road, 60 feet from centerline – across from Kaiser Hospital
6/6/12 – 6/7/12 — — — — — — 73
6/13/12 – 12:20 pm 80 76 73 67 58 69 —
LT-12 Caltrain Station on Frances Street, 150 feet from tracks centerline 6/6/12 — — — — — — 70
6/18/12 – 4:30 pm 89 82 55 52 51 68 —
LT-13 E. D uane Avenue, 50 feet from centerline – near Deguigne Drive 6/12/12 – 6/13/12 — — — — — — 69
6/13/22 v 2:30 pm 77 75 69 60 55 65 —
LT-14 East of Morse Avenue, 180 feet from centerline – in John W. Christian Greenbelt
6/12/12 – 6/13/12 — — — — — — 60
6/15/12 – 12:20 pm 86 82 66 54 52 66 —
Attachment 9

C ity of Sunnyvale
14 Noise Technical Report and Environmental Justice Report Site Location Date/Time
A-Weighted Noise Level
Lmax L1 L10 L50 L90 Leq Ldn
LT-15 SR 237, 330 feet from centerline – Plaza Drive at Borregas Drive 6/12/12 – 6/13/12 — — — — — — 57
6/15/12 – 12:40 pm 86 82 64 54 52 67 —
LT-16 In Ponderosa Park along Iris Avenue, 35 feet from centerline 6/12/12 – 6/13/12 — — — — — — 62
6/18/12 – 5:00 pm 67 65 60 51 46 56 —
Notes: LT = long-term, Lmax=maximum sound level, L1=sound level exceeded 1 percent of a period, L10=sound level exceeded 10 percent of a period, L50=sound level exceeded 50 percent of a period, L90=sound level exceeded 90 percent of a period, Leq=equivalent continuous noise level, Ldn=day-night sound level Values derived from Table 3.6-3 of the Land Use and Transportation Element Draft Environmental Impact Report.

Source: City of Sunnyvale 2016
Table 10 Resurveyed Noise Measurements at Select Long-Term (LT) Locations, Existing Conditions1 Site Location Date/Time
A-Weighted Noise Level
Lmax L1 L10 L50 L90 Leq Ldn
LT-1 Evelyn Avenue at Sunset Avenue – 120 feet from Caltrain track 7/21/15 – 7/22/15 — — — — — — 71 7/22/15 – 12:10 pm 102 72 68 57 40 68 —
LT-2 The Dalles Avenue at S. Bernardo Avenue – 100 feet from SR 85 sound wall
7/27/15 – 7/28/15 — — — — — — 65
7/27/15 – 5:14 pm 90 65 64 61 51 61 —
LT-3 S. Wolfe Road, 35 feet from centerline – near Elizabeth Way 7/23/15 – 7/24/15 — — — — — — 74 7/24/15 – 1:57p m 93 77 76 68 41 71 --
LT-5 Central Expressway, 170 feet to centerline – Murphy Avenue at Arques Avenue
7/20/15 – 7/21/15 — — — — — — 55
7/20/15 – 12:22 pm 61 60 59 51 50 55 —
LT-9 Homestead Road, 75 feet to centerline – at Canary Drive 7/29/15 – 7/30/15 — — — — — — 69 7/30/15 – 9:39 am 97 72 71 62 39 67 —
LT-13 E. Duane Avenue, 50 feet from centerline – near Deguigne Drive 8/03/15 – 8/04/15 — — — — — — 62 8/03/15 – 11:54 am 84 66 63 53 43 59 —
LT-15 SR 237, 330 feet from centerline – Plaza Drive at Borregas Drive 7/16/15 – 7/17/15 — — — — — — 62 7/16/15 – 11:48 pm 102 61 57 49 41 62 —
1 Ldn values at resurveyed locations generally aligned with the values derived from the first iteration of long-term noise measurements.

Notes: LT = long-term, Lmax=maximum sound level, L1=sound level exceeded 1 percent of a period, L10=sound level exceeded 10 percent of a period, L50=sound level exceeded 50 percent of a period, L90=sound level exceeded 90 percent of a period, Leq=equivalent continuous noise level, Ldn=day-night sound level Values derived from Table 3.6-4 of the Land Use and Transportation Element Draft Environmental Impact Report.

Source: City of Sunnyvale 2016
Attachment 9

City of Sunnyvale
Noise Technical Report and Environmental Jus tice Report 15 Table 11 Noise Measurements at Short-Term (ST) Locations, Existing Conditions Site Location Date/Time
A-Weighted Noise Level
Lmax L1 L10 L50 L90 Ldn
ST-1 Corner of Bayview Avenue and Bryan Avenue 8/07/2015 – 4:26 pm 75 62 57 49 47 56 ST-2 Arques Avenue at St. Mark Lutheran Church 8/07/2015 – 5:21 pm 70 64 63 60 58 61 ST-3 Front of 1001 W. McKinley Avenue at S. Mary Avenue 8/07/2015 – 4:49 pm 77 69 68 61 50 64 ST-4 Sunnyvale Saratoga Road, 135 feet to centerline at Remington Drive 6/13/2012 – 1:47 pm 67 66 63 59 54 60 ST-5 1604 S. Mary Avenue, 100 feet to center 8/07/2015 – 2:37 pm 80 64 63 51 42 59 ST-6 Replaced by LT-10 8/7/2015 N/A N/A N/A N/A N/A N/A ST-7 Fremont Avenue, 100 feet to center at Bella Avenue 8/07/2015 – 2:11 pm 74 67 66 58 46 62 ST-8 Homestead Road east of Ontario Road 8/07/2015 – 2:59 pm 77 63 61 54 49 58 ST-9 Homestead Road, 50 feet to center, at Langport Way 8/07/2015 – 3:22 pm 73 67 66 60 51 62 ST-10 Southwest corner of Sunnyvale Saratoga Road and Alberta Avenue 8/07/2015 – 4:01 pm 83 71 70 65 57 67 ST-11 Lakewood Park at 50 feet to centerline of Silverlake Drive 6/13/2012 – 10:45 am 76 73 65 61 58 63 ST-12 Lawrence Expressway at 1099 Lakedale Way 8/10/2015 – 12:35 am 68 64 63 59 53 60 ST-13 Front of 827 Lakewood Drive 8/10/2015 – 11:57 am 66 60 58 53 51 55 ST-14 75 feet from centerline of Caribbean at Borregas Avenue 8/10/2015 – 11:30 am 85 76 73 67 57 70 ST-15 Front of 1399 Sandia Avenue at Wildwood Avenue 8/10/2015 – 1:06 pm 94 68 66 54 50 68 ST-16 Southeast corner of San Rafael Avenue and Ahwanee Avenue; 55 feet to US 101 sound wall 8/07/2015 – 6:11 pm 73 67 65 63 62 64 ST-17 Borregas Drive at Persian Drive 8/16/2015 – 1:41 pm 77 64 60 54 52 60 ST-18 Borregas Drive at Moffett Park Road 8/16/2015 – 2:10 pm 81 72 70 62 58 66 Notes: ST = short-term, Lmax=maximum sound level, L1=sound level exceeded 1 percent of a period, L10=sound level exceeded 10 percent of a period, L50=sound level exceeded 50 percent of a period, L90=sound level exceeded 90 percent of a period, Leq=equivalent continuous noise level, Ldn=day-night sound level Values derived from Table 3.6-5 of the Land Use and Transportation Element Draft Environmental Impact Report.

Source: City of Sunnyvale 2016
Attachment 9

C ity of Sunnyvale
16 Noise and Environmental Justice Report
Source: Data downloaded from Santa Clara County in 2020 Figure 1 Noise Measurement Locations
Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 17

4.2 TRANSPORTATION NOISE
In addition to a community noise survey, traffic noise modeling was conducted for major roadways in the City. Table 12 summarizes the existing roadway noise levels at 75 feet from the roadway centerline, based on data available from the LUTE EIR. Figure 2 displays the existing traffic noise contours for the roadway segments analyzed in the LUTE EIR.

Table 12 Existing (2016) Noise Levels Along Sunnyvale Roadways Roadway Segment Surrounding Uses Ldn at 75 Feet, dBA*
US 101, Mathilda Avenue to Fair Oaks Avenue, 75 feet from sound wall Residential, Commercial & Warehousing 77.4 SR 237, Mathilda Avenue to Fair Oaks Avenue, 75 feet from sound wall Residential & Industrial 75.2 I-280 near SR 85, just east of interchange Residential 77.4 I-280 near Wolfe Road, just west of interchange Residential 77.4 SR 85, Fremont Avenue to Homestead Road, 75 feet from sound wall Residential & Educational 75.8 Arques Avenue, Lawrence Expressway to Wolfe Road Commercial & Health Services 64.3 Bernardo Avenue, El Camino Real to Remington Avenue Residential, Commercial & Educational 59.4 Bernardo Avenue, Evelyn Avenue to El Camino Real Residential, Commercial & Industrial 61.4 Central Expressway, just west of Lawrence Expressway Commercial & Industrial 72.2 Central Expressway, Mary Avenue to Mathilda Avenue Residential, Commercial & Office 72.1 Duane Avenue, Mathilda Avenue to Fair Oaks Avenue Residential 60.2 El Camino Real, southeast of Fair Oaks Avenue Commercial 70.5 El Camino Real, Wolfe Road to Lawrence Expressway Commercial 71.9 Evelyn Avenue, Reed Avenue to Wolfe Road Residential 61.6 Fair Oaks Avenue, Central Expressway to Kifer Road Residential & Commercial 64.9 Fair Oaks Avenue, Tasman Drive to SR 237 Residential & Commercial 64.4 Fremont Avenue, Bernardo Avenue to Mary Avenue Residential & Commercial 64.4 Fremont Avenue, Sunnyvale Avenue to Wolfe Road Residential & Commercial 64.5 Hollenbeck Avenue, El Camino Real to Remington Avenue Residential & Commercial 60.9 Hollenbeck Avenue, Evelyn Avenue to El Camino Real Residential, Parkland & Institutional 61.2 Hollenbeck Avenue, Fremont Avenue to Homestead Road Residential, Educational & Commercial 63.2 Homestead Road, Wolfe Road to Lawrence Expressway Residential, Commercial & Health Services 65.2 Homestead Road, Mary Avenue to Hollenbeck Avenue Residential, Educational & Commercial 65.8 Java Drive, Mathilda Avenue to SR 237 Commercial & Office 63.0 Kifer Road, Lawrence Expressway to Wolfe Road Office & Industrial 62.5 Lawrence Expressway, Reed Avenue to El Camino Real Residential & Commercial 73.3 Lawrence Expressway, Tasman Drive to SR 237 Residential, Commercial & Industrial 71.4 Mary Avenue, El Camino Real to Remington Avenue Residential, Educational & Commercial 63.1 Mary Avenue, Evelyn Avenue to El Camino Real Residential, Educational & Commercial 65.9 Mary Avenue, Fremont Avenue to Homestead Road Residential & Educational 61.2 Mathilda Avenue, Evelyn Avenue to El Camino Real Residential & Commercial 67.3 Mathilda Avenue, Java Drive to SR 237 Commercial & Industrial 65.7 Maude Avenue, Mary Avenue to Mathilda Avenue Office & Industrial 64.6 Attachment 9

C ity of Sunnyvale
18 Noise and Environmental Justice Report
Roadway Segment Surrounding Uses Ldn at 75 Feet, dBA*
Reed Avenue, Lawrence Expressway to Evelyn Avenue Residential & Commercial 65.1 Remington Avenue, Hollenbeck Avenue to Sunnyvale Avenue Residential & Commercial 61.8 Sunnyvale Avenue, Fremont Avenue to Homestead Road Residential & Commercial 68.5 Sunnyvale Avenue, El Camino Real to Remington Avenue Residential & Commercial 67.0 Sunnyvale Avenue, Evelyn Avenue to Reed Avenue Residential & Commercial 62.4 Tasman Drive, Java Drive to Lawrence Expressway Residential 62.9 Wolfe Road, Homestead Road to Fremont Avenue Residential & Commercial 65.6 Wolfe Road, Arques Avenue to Stewart Avenue Residential & Commercial 63.7 Notes: Ldn=day-night sound level
* N
oise levels for highways and expressways are given at 75 feet from the center of the near direction of travel.

Values derived from Table 3.6-5 of the Land Use and Transportation Element Draft Environmental Impact Report.

Source: City of Sunnyvale 2016
Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 19
Source: Data downloaded from Santa Clara County in 2020 Notes: DNL = day-night sound level; dB(A) = A-weighted decibels Figure 2 Existing Noise Exposure in Sunnyvale
Attachment 9

C ity of Sunnyvale
20 Noise and Environmental Justice Report

4.3 EXISTING LAND USE AND PLANNING CONTEXT
This section provides a summary of the current land use planning context in the City, recent planning efforts relevant to noise and vibration, and the relevant regulations, plans, and ordinances which will dictate land use planning in the future in the City.

4.3.1 Land Use Context
The City was incorporated in 1912 and remained a mostly rural agricultural community until the 1930s when the U.S. Navy developed Moffett Federal Airfield, which is located directly northwest of the City. Like many communities during the post-WW II era, the City experienced significant growth between 1950 and 1960. The aircraft manufacturer Lockheed moved its headquarters to the City in 1956, further supporting growth in the City. Since the 1960s, numerous high-tech companies have established offices and headquarters in the City, with the City now including major employment centers in the northern and central portions of the City.

STATIONARY SOURCES
Industrial operations comprise the primary stationary noise sources that contribute to local community noise levels.

These stationary sources (e.g., loading areas, large mechanical equipment, fabrication) are often located in commercially- and industrially-zoned areas and are isolated from noise-sensitive land uses. However, noise sensitive uses have encroached on some of these stationary noise sources resulting in some land use conflicts. Other noise sources that affect sensitive receptors in the City’s community include commercial land uses or those normally associated with and/or secondary to residential developing including, but not limited to, nightclubs, outdoor dining areas, gas stations, car washes, drive throughs, fire stations, air conditioning units, swimming pool pumps, school playgrounds, athletic and music events, and public parks.

MOBILE SOURCES
Traffic Noise
The City encompasses several large roadways which, as shown in Table 12, contribute a notable amount of sound to the ambient environment. These roadways include U.S. 101, Interstate 280, State Route (SR) 85 , and SR 237. Major local roadways include Mathilda Avenue, Wolfe Road, Lawrence Expressway, Central Expressway, El Camino Real (SR 82), and Homestead Road. Mary Avenue, Hollenbeck Avenue, Wolfe Road, Fair Oaks Avenue, Fremont Avenue, and Remington Drive generate less noise than area highways, but they are adjoined by a large number of residences and therefore contribute to residential noise exposure in the City.

Aircraft Noise
Santa Clara County completed a Comprehensive Land Use Plan (CLUP) in 2012 for the Moffett Federal Airfield (Moffett), which is not located within the City limits. Moffett was transferred from a U.S. Naval Air Station to the National Aeronautics and Space Administration (NASA). The California Air National Guard is based at and operating from the airport. The remainder of the airport operation includes NASA test flights and U.S. government personnel and air cargo flights. A limited number of civilians work at the airport. Because Moffett is a U.S. government airport, it is not covered by many of the Federal Aviation Administration regulations.

Figure 3 depicts the aircraft noise contours that represent the current level of activity through the year 2022. The 75 dBA CNEL contour is completely contained within the airport boundaries. The 70 dBA CNEL contour is generally contained within NASA-owned property but overlays a small area of industrial land uses in the vicinity of the Sunnyvale Golf Course and North of the West Maude Avenue and Mary Avenue intersection. The 65 dBA CNEL noise contour is generally contained within the area bounded by the intersections of Mary Avenue and West Maude Avenue, Mathilda Avenue and Evelyn Avenue, Evelyn Avenue and Sunnyvale Avenue, and the U.S. 101/SR 237 interchange. Most of this area is zoned commercial and industrial, but the area principally southeast of the Central Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 21
Source: Data downloaded from Santa Clara County in 2020 Figure 3 Moffett Federal Airfield Aircraft Noise Contours Attachment 9

C ity of Sunnyvale
22 Noise and Environmental Justice Report
Expressway and Mary Avenue intersection is predominantly single- and multi-family residential. The 60 dBA CNEL contour principally affects commercial and industrial areas, except for the area southeast of the Central Expressway and Mary Avenue intersection, which comprises predominately single- and multi-family residences.

The CLUP has a 20-year planning horizon. The original base year for aviation activity was 1992, and existing projections were made up to the year 2010. The document forecast projects no significant changes in activity in the airport through the CLUP planning period to the year 2022.

Caltrans and Railway Noise and Vibration
There are two primary sources of train noise—engine noise and train horn noise. Sunnyvale has two Caltrain stations – Sunnyvale and Lawrence. Train horns blow at both stations, as well as at-grade rail crossings, at Mary Avenue and Su
nnyvale Avenue. Areas affected by train noise experiences an Ldn of 71–73 dBA at 50 feet from the train tracks.

Maximum noise events can reach 90 dBA from engine operation and 105 dBA from horns. All residences in the City experience “acceptable” train-generated noise levels, with the exception of approximately 80 homes near the tracks w
hich experience “conditionally acceptable” noise levels. Train-generated noise levels are generally acceptable for all nonresidential uses (City of Sunnyvale 2011).

Caltrain trains presently consistent of diesel locomotive-hauled, bi-level passenger cars. Current weekday Caltrain operating schedule between San Francisco and San Jose (since April 1, 2019) in composed of a mix of 92 express, limited, and local trains (PCJPB 2019). According to the Caltrain Electrification Proj ect Draft EIR, which estimated ground-borne vibration measurements conducted in the City in 2010, ground-borne vibration reached 77 VdB at 50 feet from the tracks, which is considered perceptible to humans (PCJPB 2014). When taken at distances farther than 50 feet, the measured VdB is less than 75.

A mix of electric and diesel trains is scheduled to become operational in 2022 (PCJPB 2019). It would be expected that operational noise associated with Caltrain would lessen as electric trains generate less noise than diesel -powered locomotives; however, given this decrease in engine noise, it is foreseeable that increased horn usage would rise for safety reasons, which could offset the decrease.

TEMPORARY NOISE
Construction is a temporary source of noise for residences and business located near construction sites. Construction noise can be significant for short periods of time at any location as a result of public improvement projects, private development projects, and remodeling. The greatest level of noise occurs during the grading and site excavation phases. Large earth-moving equipment, such as grader, scrapers, and bulldozers generated maximum noise levels of 85 to 80 dBA when measured at 50 feet from a construction site. Other construction equipment, such as pile drivers, can generate levels of noise up to 105 dBA at 50 feet. Construction activities can elevate noise levels at adjacent land uses by 15 to 20 dBA or more, depending on the project.

4.3.2 Land Use and Transportation Element Update
In 2017, the City updated the Land Use and Transportation Element (LUTE) of the City’s General Plan. The LUTE, which establishes the fundamental framework of how streets and buildings in the City will be laid out and how various land uses, developments, and transportation facilities will function together. The LUTE helps the City guide land use planning and transportation decision over an approximate 20-year horizon (2035). The LUTE update was also developed to integrate policy direction and land use patterns from a number of specific plans in the City including opportunities to increase density and transit-oriented-development in the City. The LUTE would result in an estimated addition of 27,445 residents and 42,410 jobs over existing conditions by the year 2035 (Sunnyvale General Plan).

Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 23

4.4 ENVIRONMENTAL JUSTICE
This section provides an overview of existing conditions in the City, specifically as they relate to locations within the City that have been identified as Disadvantaged Communities based on the CalEnviroScreen 3.0 scoring method. The section also provides a discussion of some of the key pollutant indicators used in the CalEnviroScreen 3.0 that are important to the City (e.g., diesel particulate, ozone exposure levels, pesticide, traffic exposure) as well as other important environmental justice considerations such as proximity to impaired land uses (e.g., clean- up site, impaired bodies of water) and socioeconomic factors (e.g., educational attainment, linguistic isolation, poverty). While CalEnviroScreen 3.0 does not explicitly identify noise as a contribution to a DAC, it can be inferred that communities that support high volumes of traffic are subject to high levels of mobile-source noise.

4.4.1 Senate Bill 1000 and CalEnviroScreen
CalEnviroScreen identifies low-income census tracts in California that are disproportionately burdened by and vulnerable to multiple sources of pollution. DACs identified using CalEnviroScreen 3.0 are targeted for investment proceeds under SB 535, the state’s cap-and-trade program. These investments are aimed at improving public health, quality of life, and economic opportunity in California’s most burdened communities while at the same time reducing pollution that causes climate change. Scores are generated using 20 statewide indicators to characterize both pollution burden and population characteristics. There are four components (i.e., exposures, environmental effects, sensitive populations, and socioeconomic factors) with associated indicators that are ranked by percentile. Thes e components are placed within either the Pollution Burden or Population Characteristics category to be scored.

Pollution burden and population characteristics are then multiplied to generate the CalEnviroScreen score. A census tract with a high score is one that experiences higher pollution burden and/or greater presence of sensitive populations and socioeconomic challenges than areas with low scores. CalEnviroScreen orders census tracts based on their combined pollution burden and population characteristics score, from low to high. A percentile for the overall score is then calculated from the ordered values. For example, if a census tract scores in the 50th percentile, this means it has a higher combined pollution burden score and population indicator score than 50 percent of all other census tracts in California.

According to CalEnviroScreen 3.0, there are two census tracts within the City that are in the top 25 percent of highest scoring tracts for the state and may qualify as CalEPA-defined DACs (see Figure 4). Both census tracts extend beyond City limits, and are described below:
 Census tract 6085504602 is scored in the 80-85 percentile (i.e., this census tract has a higher overall CalEnviroScreen score than 80-85 percent of all other census tracts in the state). The tract is located at the northern end of the City adjacent to the southern tip of the San Francisco Bay and bounded by Enterprise Way to the west and the State Route (SR) 237 to the southeast. A large portion of this census tract is within the City o f
S
an Jose and includes the community of Alviso. The portion of this census tract that is within the City o f Su
nnyvale does not include residential uses and is composed of baylands, light industrial, office uses, restaurants, and hotels. This area is within the Moffett Park Specific Plan (MPSP), last updated in 2013, which includes zoning for industrial, office, and commercial uses. The City is currently conducting a comprehensive update to the MPSP.  Census tract 6085505202 is scored in the 75-80 percentile (i.e., this census tract has a higher overall CalEnviroScreen score than 75-80 percent of all other census tracts in the state). The tract is located primarily within the City of Santa Clara. A small portion of the tract is in the eastern part of the City, near the Lawrence C
altrain Station. This area is bounded by Kifer Road to the north, the Caltrain tracks to the south, Calabazas Creek to the west, and Uranium Drive to the east. This area is within the Lawrence Area Specific Plan (LSAP), adopted i n 2 016, which includes flexible, mixed-use zoning for residential, commercial, office, research and development, and industrial and service uses. The portion of this census tract that is within the City does not include resident ial us
es; however, the City is currently in the process of updating the LSAP to consider allowing residential uses in this area.

Attachment 9

C ity of Sunnyvale
24 Noise and Environmental Justice Report
Source: Data downloaded from Santa Clara County in 2020 Figure 4 CalEnviroScreen 3.0 Scores for the City of Sunnyvale Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 25
These tracts are in the top 25 percent of highest scoring tracts in the state due to a combination of high pollution burden and the presence of sensitive populations and socioeconomic challenges. However, it is important to note that the sensitive populations within these tracts reside outside of the City boundaries and fall under the jurisdiction of the City of San Jose and the City of Santa Clara. SB 535 is intended to provide funding to priority populations residing in an area with high pollution exposures. There are no residential uses in the portions of these census tracts within City boundaries; therefore, they would not be considered DACs for the City under SB 535.

4.4.2 Low-Income Areas
SB 1000 allows for additional identification methods of DACs by identifying areas that are both 1) low income and 2) disproportionately affected by environmental pollution and other hazards that can lead to negative health effects, exposure, and/or environmental degradation (CEJA 2017). These additional definitions were included in the legislation to give jurisdictions the flexibility to adapt DAC identification to their local context. To identify DACs under these two definitions, planners must screen for areas that meet the conditions of both definitions. However, in 2016, AB 155 0 (Gomez, Statutes of 2016) modified the investment minimums to DACs, requiring at least 25 percent of funds to go to project in and benefitting DACs and at least an additional 10 percent of funds to go to low -income households or communities. A low-income census tract, defined under AB 1550, is a tract with a median household income at or below 80 percent of the statewide median income for American Community Survey 2011 –2015 data (CEJA 2017).

Research has found that poverty may lead to greater susceptibility to the effects of chronic stress (Brunner and Marmot 2006). As discussed in Section 3, “Acoustic Fundamentals,” acute and chronic exposure to noise can result in physical and psychological distress. Census tract 6085504802 (Figure 5), located in the northern portion of the City, is bounded by SR 237 to the north, U.S. 101 to the south, Calabazas Creek to the east, and Lawrence Expressway/Lawrence Station Road to the west. This census tract is in the 86th percentile for traffic density, located directly southeast of the juncture of SR 237 and U.S. 101, two major roadways with high daily traffic rates. As discussed previously, high traffic volumes contribute to high levels of ambient noise, which could result in adverse physical and mental health impacts.

Attachment 9

C ity of Sunnyvale
26 Noise and Environmental Justice Report
Source: data downloaded from Santa Clara County in 2020 Figure 5 Senate Bill 535 and Assembly Bill 1550 Low Income Communities Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 27
5 FINDINGS AND RECOMMENDATIONS

5.1 FINDINGS
The following key findings, based on the results of this analysis, have been identified to help inform the City’s planning policy development process for updates to the Noise section of the City’s General Plan:
 A review of all existing general plan policies determined that the minimum requirements outlined by O PR are included in the currently adopted General Plan. OPR does provide further recommendations that shoul d be c
onsidered to reduce the effects of noise and vibration on infill development, which is not included in the current General Plan.
 Based on ambient noise level measurements throughout the City, the predominant sources of noise inclu de t
raffic noise on major roadways, transit and freight trains, and aircraft.  Roadway traffic is the predominant source of noise affecting sensitive land uses in the City. Freeways and major arterial roadways are the primary sources of traffic noise. Based on the traffic noise modeling presented in the LUTE EIR, the roadways in the City with the greatest modeled traffic noise levels are Interstate 280 and U.S. 101.  The Moffett Airport CLUP for Santa Clara County establishes compatibility policies for sensitive land uses within the 60 dBA CNEL and higher noise contours.
 Noise generated by industrial and stationary sources contribute to the ambient noise environment in thei r immediate vicinities.
 Census tract 6085504802 (Figure 5), located in the northern portion of the City, is bounded by SR 237 to t he no
rth, U.S. 101 to the south, Calabazas Creek Boulevard to the east, and Lawrence Expressway/Lawrence Statio n R
oad to the west. This census tract is in the 86th percentile for traffic density, located east of the juncture of SR 237 and U.S. 101, two major roadways with high daily traffic rates. High traffic volumes contribute to high levels of ambient noise, which could result in adverse physical and mental health impacts.

5.2 RECOMMENDATIONS
The following section considers available guidance/recommendations by local and state agencies, discussed throughout this report and provides recommendations for future new policies that may be considered for adoption into the Sunnyvale General Plan. The recommendations describe specific issue areas where new policies may be recommended but do not represent actual adopted policy language.  Consistent with OPR guidelines and current trends in the City, attention should be given to various land uses, including infill and mixed-use development, to deal with the unique noise issues they present. To this end policies in the following areas are recommended noise compatibility standards may be revised to accommodate land uses unique to Sunnyvale:
 Additional clarification may be necessary for interpreting and implementing the noise compatibility standards. This could include implementation programs that set criteria for the City to implement when projects are located within a conditionally unacceptable noise area or near existing noise sources.  Clarification can be added to specify exterior areas where noise standards should apply, based on land use types.
 Noise standards applied to new development are based on the current noise compatibility standards. Thus, these policies may be revised to reflect updated noise compatibility standards that will more closely reflect the existing conditions and likely future trends (i.e., higher existing noise levels due to existing urban development and density).

Attachment 9

C ity of Sunnyvale
28 Noise and Environmental Justice Report
 To address unique issues associated with new mixed-use projects, additional policies may include requirements for site specific noise analyses to determine the most appropriate noise reduction measures suited to the project type. Implementation programs can include criteria for performing site-specific analyses.  Regarding proposed new development in areas where existing major noise sources exist, new policy can establish screening criteria for determining when additional noise reducing inducing measures should be considered.  Regarding proposed new development in areas where existing vibration sources exist, new policy can establish screening distances for determining when additional vibration reducing measures should be considered.

Attachment 9

City of Sunnyvale
Noise and Environmental Justice Report 29
6 REFERENCES
California Department of Transportation. 2009 (November). Technical Noise Supplement. California Department of Transportation Division of Environmental Analysis. Sacramento, CA. Prepared by ICF Jones & Stokes. ———. 2013a (September). Technical Noise Supplement. California Department of Transportation Division of Environmental Analysis. Sacramento, CA. Prepared by ICF Jones & Stokes. ———. (September). Transportation and Construction Vibration Guidance Manual . Sacramento, CA: Noise, Division of Environmental Analysis. Sacramento, CA. Available:
https://www.cityofdavis.org/home/showdocument?id=4521. Accessed February 6, 2020.

Caltrans. See California Department of Transportation.

City of Sunnyvale. 2011. City of Sunnyvale General Plan. Available:
https://sunnyvale.ca.gov/government/codes/plan.htm. Accessed November 6, 2019. ———. 2016. City of Sunnyvale Land Use and Transportation Element Draft Environmental Impact Report.

EPA. See U.S. Environmental Protection Agency.

Federal Highway Administration. 2004. Traffic Noise Model, Version 2.5. Available for download at https://www.fhwa.dot.gov/environment/noise/traffic_noise_model/purchasing_tnm/. Accessed April 4, 2017. ———. 2006 (January). Roadway Construction Noise Model User’s Guide. Washington, D.C. Prepared by the Research and Innovative Technology Administration, Cambridge, MA. ———. 2011 (De cember). Highway Traffic Noise: Analysis and Abatement Guidance. Washington D.C. FHWA-HEP-10- 025. As
cited in LSA Associates 2015. Available:
http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatement_guidance/r evguidance.pdf. Accessed July 3, 2018.

Federal Transit Administration. 2006. Transit Noise and Vibration Impact Assessment. Washington, D.C. Available:
https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Noise_and_Vibration_Manual.pdf. Accessed February 6, 2020.

FHWA. See Federal Highway Administration.

FTA. See Federal Transit Administration.

Governor’s Office of Planning and Research. 2017 (August). State of California General Plan Guidelines. Sacramento, CA. Available: http://www.opr.ca.gov/planning/general-plan/. Accessed January 4, 2017.

OEHHA. See Office of Environmental Health Hazard Assessment.

Office of Environmental Health Hazard Assessment. 2018 (June). CalEnviroScreen 3.0 Results. Available:
https://oehha.maps.arcgis.com/apps/webappviewer/index.html?id=4560cfbce7c745c299b2d0cbb07044f5 .

Accessed: February 7, 2020.

OPR. See Governor’s Office of Planning and Research.

PCJPB. See Peninsula Corridor Joint Powers Board.

Peninsula Corridor Joint Powers Board. 2014. Caltrain Electrification Project Draft Environmental Impact Report —3.11 Noise and Vibration Chapter. Available:
http://www.caltrain.com/Assets/Caltrain+Modernization+Program/DEIR/3.11+Noise.pdf . Accessed February 7, 2020.
———. 2019 (June 6). Caltrain Short -Range Transit Plan: FY 2018—2027. Available:
http://www.caltrain.com/Assets/_Planning/Caltrain+SRTP+-+FY18-27+-+Adopted.pdf. Accessed February 6, 2020.

Attachment 9

C ity of Sunnyvale
30 Noise and Environmental Justice Report
U.S. Environmental Protection Agency. 1971 (December). Noise from Construction Equipment and Operations, Building Equipment, and Home Appliances. Washington, DC. Prepared by Bolt Baranek and Newman.

Veneklasen Associates. 2016. 1 AMD Site Noise Report. Prepared for the Irvine Company.

Attachment 9