HomeMy Public PortalAbout4-11_Noise.pdf4.11 NOISE
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This section describes existing noise conditions in the project area, describes
criteria for determining the significance of noise impacts, and estimates the
likely noise that would result from implementation of the project. Where
appropriate, mitigation measures are recommended to reduce project-related
noise impacts to less-than-significant levels. A summary of the characteristics
of noise, vibration, and acoustical terms and definitions is provided in Ap-
pendix G, Noise Data, of this Draft EIR.
A. Fundamentals of Sound and Environmental Noise
Sound is technically described in terms of amplitude (loudness) and frequency
(pitch). The standard unit of sound amplitude measurement is the decibel
(dB). The decibel scale is a logarithmic scale that describes the physical inten-
sity of the pressure vibrations that make up any sound. The pitch of the
sound is related to the frequency of the pressure vibration. Since the human
ear is not equally sensitive to a given sound level at all frequencies, a special
frequency-dependent rating scale has been devised to relate noise to human
sensitivity. The A-weighted decibel scale (dBA) provides this compensation
by discriminating against frequencies in a manner approximating the sensitivi-
ty of the human ear.
Noise, on the other hand, is typically defined as unwanted sound. A typical
noise environment consists of a base of steady ambient noise that is the sum
of many distant and indistinguishable noise sources. Superimposed on this
background noise is the sound from individual local sources. These can vary
from an occasional aircraft or train passing by to virtually continuous noise
from, for example, traffic on a major highway.
Several rating scales have been developed to analyze the adverse effect of
community noise on people. Because environmental noise fluctuates over
time, these scales consider that the effect of noise upon people is largely de-
pendent upon the total acoustical energy content of the noise, as well as the
time of day when the noise occurs. The Leq is a measure of ambient noise,
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while the Ldn and CNEL are measures of community noise. Each is applica-
ble to this analysis and defined as follows:
¤ Leq, the equivalent energy noise level, is the average acoustic energy con-
tent of noise for a stated period of time. Thus, the Leq of a time-varying
noise and that of a steady noise are the same if they deliver the same
acoustic energy to the ear during exposure. For evaluating community
impacts, this rating scale does not vary, regardless of whether the noise
occurs during the day or the night.
¤ Ldn, the Day-Night Average Level, is a 24-hour average Leq with a 10 dBA
“weighting” added to noise during the hours of 10:00 p.m. to 7:00 a.m. to
account for noise sensitivity in the nighttime. The logarithmic effect of
these additions is that a 60 dBA 24 hour Leq would result in a measure-
ment of 66.4 dBA Ldn.
¤ CNEL, the Community Noise Equivalent Level, is a 24-hour average Leq
with a 5 dBA “weighting” during the hours of 7:00 p.m. to 10:00 p.m.
and a 10 dBA “weighting” added to noise during the hours of 10:00 p.m.
to 7:00 a.m. to account for noise sensitivity in the evening and nighttime,
respectively. The logarithmic effect of these additions is that a 60 dBA 24
hour Leq would result in a measurement of 66.7 dBA CNEL.
¤ Lmin is the minimum instantaneous noise level experienced during a given
period of time.
¤ Lmax is the maximum instantaneous noise level experienced during a given
period of time.
B. Regulatory Framework
The following section summarizes the regulatory framework related to noise,
including federal, State, and Town of Truckee plans, policies, and standards.
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1. Federal Laws and Regulations
i. U.S. Environmental Protection Agency
In 1972 Congress enacted the Noise Control Act. This Act authorized the
U.S. Environmental Protection Agency (EPA) to publish descriptive data on
the effects of noise and establish levels of sound “requisite to protect the pub-
lic welfare with an adequate margin of safety.” These levels are separated into
health (hearing loss levels) and welfare (annoyance levels), as shown in Table
4.11-1. The U.S. EPA cautions that these identified levels are not standards
because they do not take into account the cost or feasibility of the levels.
For protection against hearing loss, 96 percent of the population would be
protected if sound levels are less than or equal to an Leq(24) of 70 Db. The
“(24)” signifies an Leq duration of 24 hours. The U.S. EPA activity and inter-
ference guidelines are designed to ensure reliable speech communication at
about 5 feet in the outdoor environment. For outdoor and indoor environ-
ments, interference with activity and annoyance should not occur if levels are
below 55 dBA and 45 dBA, respectively.
The noise effects associated with an outdoor Ldn of 55 dB are summarized in
Table 4.11-2. At 55 dB Ldn, 95 percent sentence clarity (intelligibility) may be
expected at 3.5 meters, and no community reaction. However, one percent of
the population may complain about noise at this level and 17 percent may
indicate annoyance.
2. State Laws and Regulations
The State of California has established regulations that help prevent adverse
impacts to occupants of buildings located near noise sources. Referred to as
the “State Noise Insulation Standard,” it requires buildings to meet perfor-
mance standards through design and/or building materials that would offset
any noise source in the vicinity of the receptor.
State regulations include requirements for the construction of new hotels,
motels, apartment houses, and dwellings other than detached single-family
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TABLE 4.11-1 SUMMARY OF EPA NOISE LEVELS
Effect Level Area
Hearing loss Leq(24) < 70 dB All areas.
Outdoor activity
interference and
annoyance
Ldn < 55 dB
Outdoors in residential areas and farms and
other outdoor areas where people spend
widely varying amounts of time and other
places in which quiet is a basis for use.
Leq(24) < 55 dB
Outdoor areas where people spend limited
amounts of time, such as school yards, play-
grounds, etc.
Indoor activity
interference and
annoyance
Leq < 45 dB Indoor residential areas.
Leq(24) < 45 dB Other indoor areas with human activities
such as schools, etc.
Source: U.S. Environmental Protection Agency, 1974. “Information on Levels of Environmen-
tal Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety.”
TABLE 4.11-2 SUMMARY OF HUMAN EFFECTS IN AREAS EXPOSED TO
55 DBA LDN
Type of Effects Magnitude of Effect
Speech – Indoors 100% sentence intelligibility (average) with a 5 dB margin
of safety.
Speech – Outdoors
100% sentence intelligibility (average) at 0.35 meters.
99%sentence intelligibility (average) at 1.0 meters.
95% sentence intelligibility (average) at 3.5 meters.
Average Community
Reaction
None evident; 7 dB below level of significant complaints
and threats of legal action and at least 16 dB below
“vigorous action.”
Complaints 1% dependent on attitude and other non-level related
factors.
Annoyance 17% dependent on attitude and other non-level related
factors.
Attitude Towards
Area Noise essentially the least important of various factors.
Source: U.S. Environmental Protection Agency, 1974. “Information on Levels of Environ-
mental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safe-
ty.”
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dwellings that are intended to limit the extent of noise transmitted into habit-
able spaces. These requirements are found in the California Code of Regula-
tions, Title 24 (known as the Building Standards Administrative Code), Part 2
(known as the California Building Code), Appendix Chapters 12 and 12A.
For limiting noise transmitted between adjacent dwelling units, the noise in-
sulation standards specify the extent to which walls, doors, and floor ceiling
assemblies must block or absorb sound. For limiting noise from exterior
noise sources, the noise insulation standards set an interior standard of 45
dBA CNEL in any habitable room with all doors and windows closed. In
addition, the standards require preparation of an acoustical analysis demon-
strating the manner in which dwelling units have been designed to meet this
interior standard, where such units are proposed in an area with exterior
noise levels greater than 60 dBA CNEL.
The State has also established land use compatibility guidelines for determin-
ing acceptable noise levels for specified land uses. The Town has adopted and
modified the State’s land use compatibility guidelines, as shown in Table
4.11-3, and as discussed below.
3. Local Regulations and Policies
a. Town of Truckee 2025 General Plan
The Town of Truckee addresses noise in the Noise Element of the Town of
Truckee 2025 General Plan. The Town’s policies extend the California Noise
Insulation Standards for interior noise levels attributable to exterior sources
to all proposed new single-family residences. The policies of the Noise (N)
Element that are applicable to the proposed project are provided in Table
4.11-4.
b. Town of Truckee Municipal Code
Title 18, Development Code, Chapter 18.44 establishes regulations for noise
level requirements of new development. Chapter 18.44 includes the follow-
ing ordinances governing stationary noise sources that are applicable to the
proposed project.
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TABLE 4.11-3 LAND USE COMPATIBILITY GUIDELINES
Land Use Category
Exterior Noise Exposure (CNEL, dB)a
55 60 65 70 75 80
Residential, Mobile Homes
Residential in Mixed Use
Development
Hospitals, Schools, Congregate Care
Office, Medical;
Light Industrial
Hotel; Commercial
Neighborhood Parks, RV Parks
Other Recreation; Community and
Regional Parks
NORMALLY ACCEPTABLE
Specified land use is compatible, assuming standard con-
struction practices are used.
NORMALLY UNACCEPTABLE
New land uses should be discouraged, but development
may be allowed after a detailed noise analysis is performed,
noise reduction and insulation features necessary to reduce
exterior noise to “normally acceptable” levels and interior
noise levels as appropriate are included in project design,
and the land uses are shown to serve the greater public
interests of the citizens of Truckee.
CONDITIONALLY ACCEPTABLE
New land uses may be allowed if detailed noise analysis is
performed and noise reduction and insulation features
necessary to reduce exterior noise levels to “normally
acceptable” levels and interior noise levels as appropriate
are included in the project design.
UNACCEPTABLE
New construction or development of these land uses should
generally not be permitted because mitigation is usually not
feasible.
Note: the Truckee-Tahoe Airport has separate guidelines addressing airport noise.
a Based on worst-case levels, both existing and 2025.
Source: Town of Truckee, 2007. Town of Truckee 2025 General Plan. Figure N-3.
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TABLE 4.11-4 TOWN OF TRUCKEE GENERAL PLAN GOALS AND POLICIES
RELEVANT TO NOISE
Policy or
Goal No. Goals and Policies
Goal N-1 Minimize community exposure to excessive noise by ensuring compati-
ble land uses relative to noise sources.
N-P1.1
Allow new development only if consistent with the ground trans-
portation noise compatibility guidelines illustrated in Figure N-3
[reference Table 4.11-] and the policies of this [the Noise] Element.
Noise measurements used in establishing compatibility shall be
measured in dBA CNEL and based on worst-case noise levels,
either existing or future.
N-P1.2
Require new development to mitigate exterior noise to “normally
acceptable” levels in outdoor areas where quiet is a benefit, such as
in the backyards of single-family homes.
N-P1.3
Enforce the California Noise Insulation Standards for interior
noise levels attributable to exterior sources for all proposed new
single- and multi-family residences.
Goal N-2 Address noise issues through the planning and permitting process.
N-P2.1 Require mitigation of all significant noise impacts as a condition of
project approval.
N-P2.2
Require preparation of a noise analysis/acoustical study, which is
to include recommendations for mitigation, for all proposed pro-
jects which may result in potentially significant noise impacts to
nearby noise sensitive land uses such as residences.
N-P2.5
Require the application of the provisions in the California Build-
ing Code Appendix Chapter II, Sections 1208A.8: Exterior Sound
Transmission Control, to apply to all new single-family residences.
Goal N-3
Reduce noise levels from sources such as domestic uses, construction
and car stereos, and from mobile sources, including motor vehicle
traffic and aircraft operations.
N-P3.1
Enforce provisions of the Municipal Noise Ordinance, which lim-
its maximum permitted noise levels that cross property lines and
impact adjacent land uses.
N-P3.2 Regulate noise from non-emergency construction activities
through the Municipal Noise Ordinance.
N-P3.13
Require the following standard construction noise control
measures to be included as requirements at construction sites in
order to minimize construction noise impacts.
¤ Equip all internal combustion engine driven equipment with
intake and exhaust mufflers that are in good condition and ap-
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TABLE 4.11-4 TOWN OF TRUCKEE GENERAL PLAN GOALS AND POLICIES
RELEVANT TO NOISE (CONTINUED)
4.11-8
Policy or
Goal No. Goals and Policies
propriate for the equipment.
¤ Locate stationary noise generating equipment as far as possible
from sensitive receptors when sensitive receptors adjoin or are
near a construction project area.
¤ Utilize “quiet” air compressors and other stationary noise gen-
erating equipment where appropriate technology exists.
¤ The project sponsor shall designate a “disturbance coordinator”
who would be responsible for responding to any local com-
plaints about construction noise. The disturbance coordinator
will determine the cause of the noise complaint (e.g., starting
too early, bad muffler, etc.) and will require that reasonable
measures warranted to correct the problem be implemented.
The project sponsor shall also post a telephone number for ex-
cessive noise complaints in conspicuous locations in the vicinity
of the project site. Additionally, the project sponsor shall send
a notice to neighbors in the project vicinity with information
on the construction schedule and the telephone number for
noise complaints.
Source: Town of Truckee 2025 General Plan.
¤ 18.44.040 – Exterior Noise Standards: It shall be unlawful for any per-
son, at any location within the Town, to create any noise or to allow the
creation of any noise on property leased, occupied, owned, or otherwise
controlled by the person which does not comply with the provisions of
this Section, unless the provisions of either Sections 18.44.050 (Residen-
tial Interior Noise Standards) or 18.44.070 (Exceptions), below have been
met.
A. Exterior Levels: Exterior noise levels, when measured at any receiv-
ing church, commercial, hospital, public library, residential or school
property, do not conform to the provisions of this Section when
they exceed the noise level standards established by Table 3-8, which
has been reproduced in this Draft EIR as Table 4.11-5 below.
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TABLE 4.11-5 NOISE STANDARD BY RECEIVING LAND USE
Cumulative
Number of Minutes
in Any Hour
Noise Level Standards, dBA
Day – 7:00 a.m.
to 10:00 p.m.
Night – 10:00 p.m.
to 7:00 a.m.
Hospital, Library, Religious Institutions, Residential, or School Uses
30a 55 50
15 60 55
5 65 60
1 70 65
0 75 70
Commercial Uses
30 65 60
15 70 65
5 75 70
1 80 75
0 85 80
a For example, this means the measured noise level may not exceed 55 dBA for more than 30
minutes out of any one hour time period.
Source: Town of Truckee, 2011. Municipal Code, Title 18, Development Code, Chapter 18.44,
Table 3-8.
B. Ambient Noise Level Adjustment: In the event the measured ambi-
ent noise level exceeds the applicable noise level standard in any cate-
gory above, the applicable standards shall be adjusted to equal the
ambient noise level. For example, if the applicable noise level stand-
ard is 60 dB(A) and the ambient noise level is 63 dB(A), the applica-
ble noise level standard would be adjusted to 63 dB(A). In these cas-
es, a use would not exceed the applicable noise level standard if it did
not increase the ambient noise level by more than 3.0 dB(A) when
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the ambient noise level is between 60 and 65 dB(A) or by more than
1.5 dB(A) when the ambient noise level is greater than 65 dB(A).
H. Sensitive Land Uses: Whenever a use is proposed on a parcel where
the expected noise levels generated by the use, when measured at any
receiving church, hospital, public library, residential, or school prop-
erty, may exceed the noise level standards established by Table 3-8
(reference Table 4.11-5), the land use permit application shall include
an acoustical analysis of the effect of the noise generated by the use
on the sensitive land use property. An acoustical analysis shall also
be required when a commercial or industrial loading dock or area is
located within 300 feet of a sensitive use. The acoustical analysis
shall identify appropriate mitigation measures that reduce exterior
noise levels to acceptable levels established by Table 3-8 (reference
Table 4.11-5). These mitigation measures shall be incorporated into
the design, construction, and operation of the use.
I. Mitigation: Reasonable noise mitigation measures including building
setbacks, alternative site design techniques, and alternative building
orientation layouts shall be employed in lieu of sound walls to miti-
gate noise impacts. Sound walls may be used if there are no other
reasonable mitigation measures available or all reasonable mitigation
measures do not satisfactorily reduce noise levels to acceptable levels.
The Municipal Code, Title 18, Development Code, further includes ordi-
nances governing mobile and stationary noise sources that are applicable to
the proposed project as outlined below.
¤ 18.44.050 - Residential Interior Noise Standards: Single-family and multi-
family residential development shall be designed and constructed to com-
ply with the interior noise standards of this Section.
A. Interior Noise Standard: Whenever a new single-family or multi-
family dwelling unit is proposed on a parcel where the existing exte-
rior ambient noise level may exceed 60 dB(A) CNEL, the land use
permit application shall include an acoustical analysis showing the
dwelling unit has been designed to limit intruding noise to an interi-
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or CNEL of 45 dB(A), in compliance with California Code of Regu-
lations Title 24, Part 2.
B. Residential Development Affected by Aircraft Noise: Land use per-
mit applications for residential structures proposed within the Air-
port 55 dB(A) CNEL contour shall comply with the provisions of
Section 18.64.060 (Airport Noise Zones).
C. Noise Mitigation Measures: Whenever interior noise levels may ex-
ceed 45 dB(A) CNEL, residential developments shall incorporate the
following noise mitigation measures, where appropriate:
1. Increase the distance between the noise source and the receiver;
2. Locate bedrooms on the side of the structure away from major
public rights-of-way; and/or
3. Locate land uses not sensitive to noise (e.g., garages, maintenance
facilities, parking lots, utility areas, etc.) between the noise
source and the receiver.
D. Noise Barrier Standards: The minimum acceptable surface weight for
a noise barrier is four pounds per square foot (equivalent to three-
fourths inch plywood). Noise barriers shall interrupt the line-of-
sight between the noise source and the receiver. The barrier shall be
of a continuous material which is resistant to sound and may includ-
ing the following:
1. Earth berm or a combination of earth berm with concrete block;
or,
2. Masonry block; or,
3. Precast concrete.
¤ 18.44.070 – Exceptions.
A. Construction: The provisions of this section shall not apply to noise
sources associated with non-single family residential construction,
provided the activities do not take place before 7:00 a.m. or after 9:00
p.m. on any day except Sunday, or before 9:00 a.m. or after 6:00 p.m.
on Sunday. The review authority may impose further limitations on
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the hours of construction or other measures to mitigate significant
noise impacts on sensitive uses.
G. Public Transportation Facilities. The provisions of this section shall
not apply to any airports, railroad facilities including but not limited
to trains, rolling stock, and railroad equipment, publicly owned
roads and rights-of-way, or other similar facilities.
C. Existing Conditions
The following section describes the existing noise environment and identifies
primary noise sources in each of the component areas of the proposed subdi-
vision area.
1. Existing Conditions
The project noise environment can be characterized as a typical rural envi-
ronment and has not changed substantially in the last several years. There-
fore, the ambient noise measurements conducted in 2006 by J.C. Brennan &
Associates, Inc. are an accurate representation of the existing noise environ-
ment in the project vicinity. The results of their noise monitoring effort are
documented in the Canyon Springs Subdivision Draft EIR, dated April 2007.1
According to their documentation, in May 2006, continuous 24-hour noise
level measurements were conducted on the proposed project site. In addition,
short-term noise level measurements were also conducted on the site and in
the vicinity of the site at four locations. Figure 4.11-1 shows the locations of
all noise measurement sites.
Table 4.11-6 shows the results of the noise measurement data. An analysis of
this data was used to determine the overall daily noise levels on the project
1 The 2007 Draft EIR prepared for the project site by Quad Knopf was com-
pleted and comments were provided by the public and interested agencies; however,
no Final EIR was prepared and the 2007 Draft EIR was not certified. Comments
submitted on the 2007 Draft EIR were taken into consideration for the preparation of
this Draft EIR.
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NOISE MEASUREMENT MAP
FIGURE 4.11-1
Source: SCO Planning, Engineering & Surveying, April 2011.
J.C. Brennan & Associates, 2006 / Quad Knopf, 2007.4000 800 FeetNORTH
R
R
Martis Peak Road
Main Access Point
Edinburgh Drive
Gated Access
Short term noise
measurement site
24 hour continuous noise
measurement siteA#
A 1
2
3
4
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TABLE 4.11-6 AMBIENT NOISE MONITORING RESULTS, MAY 23-24, 2006
Site
Measured
Ldn/CNEL
(dBA)
Average Hourly Daytime
(7:00 am – 10:00 pm)
Leq
(dBA)
Lmax
(dBA)
A 45.8 45.4 51.4
1 NA 41.6 48.4
2 NA 42.6 56.1
3 NA 40.1 49.6
4 NA 40.3 52.9
Source: J.C. Brennan & Associates, Inc., April 2007.
site for comparison to the Town’s land use compatibility standards. Based
upon the noise measurements, the proposed project site and surrounding area
can be characterized as fairly quiet with documented noise levels ranging
from 40 dBA to 45 dBA Leq, and 45.8 dBA CNEL. Existing noise sources
included distant trains, local roadway traffic, and aircraft operations at the
Tahoe Truckee Airport.
2. Existing Aircraft Noise Sources
While aircraft noise is occasionally audible within the project vicinity, the
project does not lie within the noise influence area of the Truckee-Tahoe Air-
port. Truckee-Tahoe Airport is located over 3.5 miles southwest of the pro-
ject site. According to the future airport noise contours (Figure 2B of the
Truckee Tahoe Airport Land Use Compatibility Plan)2 the project site would lie
outside of the 55 dBA CNEL airport noise contour. The noise contours rep-
resent the points beyond which airport-related noise would attenuate to be-
low the indicated noise level. These contours reflect generalized noise projec-
tions, and do not take into account site specific topography, natural vegeta-
tion, site orientation or other localized factors.
2 Truckee Tahoe Airport Land Use Compatibility Plan, December 2, 2004.
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3. Existing Traffic Noise Sources
Vehicular traffic is the primary noise source in the project vicinity. The exist-
ing traffic noise levels along select roadway segments in the study area are
listed in Table 4.11-7. The Federal Highway Administration (FHWA) High-
way Traffic Noise Prediction Model (RD-77-108) was used to evaluate traffic-
related noise conditions along segments of Glenshire Drive and Martis Peak
Road in the project vicinity. These existing roadways would handle all the
trips that access the project site. The project access drive as well as all internal
roadways would be constructed with implementation of the project. The
traffic noise model requires various data inputs, including traffic volumes,
vehicle mix, vehicle speed, and roadway geometry to compute typical equiva-
lent noise levels during daytime, evening, and nighttime hours. Traffic vol-
umes were obtained from the traffic study prepared for the project by LSC
Transportation Consultants, Inc.3 The resultant noise levels were weighted
and summed over 24-hour periods to determine the CNEL values. Existing
noise levels along these roadway segments (at 50 feet from the centerline of
the outermost travel lane) range from 51.7 dBA CNEL to 64.9 dBA CNEL.
The traffic noise model printouts are included in Appendix I, Traffic Data, of
this Draft EIR.
D. Standards of Significance
The proposed project would have a significant impact with regard to noise if
it would result in the following:
¤ Exposure of persons to or generation of noise levels in excess of standards
established in the local General Plan or noise ordinance, or applicable
standards of other agencies.
¤ Exposure of persons to or generation of excessive groundborne vibration
or groundborne noise levels.
3 LSC Transportation Consultants, Inc., Canyon Springs Traffic Impact Analysis,
2011 (See Appendix I of this Draft EIR).
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TABLE 4.11-7 EXISTING TRAFFIC NOISE LEVELS
Roadway
Segment ADTa
Center-
line to 70
CNEL
(Feet)
Center-
line to 65
CNEL
(Feet)
Center-
line to 60
CNEL
(Feet)
CNEL (dBA)
50 Feet
From
Centerline
of Outer-
Most Lane
Glenshire Drive –
Old State Route 40
to Dorchester Drive
6,300 < 50 b 55 118 64.9
Glenshire Drive –
Dorchester Drive to
Somerset Drive
4,000 < 50 < 50 87 62.9
Glenshire Drive –
Somerset Drive to
Martis Peak Road
2,900 < 50 < 50 70 61.5
Glenshire Drive –
Martis Peak Road to
Hirschdale Road
3,100 < 50 < 50 74 61.8
Glenshire Drive –
Hirschdale Road to
I–80 ramps
3,200 < 50 < 50 75 61.9
Martis Peak Road –
east of Glenshire
Drive
300 < 50 < 50 < 50 49.0
a Average Daily Traffic.
b Traffic noise within 50 feet of the roadway centerline requires site-specific analysis.
Source: LSA Associates Inc., August 2011.
¤ A substantial permanent increase in ambient noise levels in the project
vicinity above levels existing without the project.
¤ A substantial temporary or periodic increase in ambient noise levels in
the project vicinity above levels existing without the project.
¤ For a project located within an airport land use plan or, where such a
plan has not been adopted, within 2 miles of a public airport or public
use airport, would the project expose people residing or working in the
project area to excessive noise levels.
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¤ For a project within the vicinity of a private airstrip, would the project
expose people residing or working in the project area to excessive noise
levels.
E. Impact Discussion
This section explains what the project’s potential impacts are, and it tells
which impacts would actually occur, and why.
1. Project Impacts
a. Exposure of persons to or generation of noise levels in excess of standards
established in the local General Plan or noise ordinance, or applicable
standards of other agencies.
i. Traffic Noise Impacts.
The FHWA highway traffic noise prediction model (FHWA RD-77-108) was
used to evaluate traffic-related noise conditions in the vicinity of the project
area. The resultant noise levels were weighed and summed over a 24-hour
period in order to determine the CNEL values. The existing and future traf-
fic volumes for roadway segments in the project vicinity were used in the
traffic noise impact analysis. Table 4.11-8 shows the 2011 Plus Project Traffic
Noise Levels along modeled roadway segments in the project area. Tables
4.11-9 and 4.11-10 show the predicted traffic noise levels for the year 2031
without and with the project, respectively.
A significant impact would occur for proposed on-site noise sensitive land
uses if the cumulative (2031) traffic noise levels would exceed the Town’s
normally acceptable standards for new residential development according to
land use shown in Table 4.11-3. Ambient noise levels greater than 60 dBA
CNEL are in excess of the Town’s standards for normally acceptable noise
environments for new residential development, such as that proposed under
the project.
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TABLE 4.11-8 2011 PLUS PROJECT TRAFFIC NOISE LEVELS
Roadway Segment ADTa
Centerline to
70 CNEL
(Feet)
Centerline to
65 CNEL
(Feet)
Centerline to
60 CNEL
(Feet)
50 Feet from
Centerline of
Outermost Lane
CNEL (dBA)
Increase from
Existing
Conditions
Glenshire Drive – Old State Route 40 to Dorchester Drive 7,000 < 50 b 59 126 65.3 0.4
Glenshire Drive – Dorchester Drive to Somerset Drive 4,800 < 50 < 50 98 63.7 0.8
Glenshire Drive – Somerset Drive to Martis Peak Road 3,900 < 50 < 50 86 62.8 1.3
Glenshire Drive – Martis Peak Road to Hirschdale Road 4,700 < 50 < 50 97 63.6 1.8
Glenshire Drive – Hirschdale Road to I-80 ramps 4,800 < 50 < 50 98 63.7 1.8
Martis Peak Road – East of Glenshire Drive 2,800 < 50 < 50 < 50 58.7 9.7
Project Main Access Road – South of Martis Peak Road 2,800 < 50 < 50 < 50 55.2 NA
Note: NA = Not applicable as there is no existing roadway to which to make a comparison.
a Average Daily Traffic.
b Traffic noise within 50 feet of the roadway centerline requires site-specific analysis.
Source: LSA Associates Inc., August 2011.
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TABLE 4.11-9 2031 WITHOUT PROJECT TRAFFIC NOISE LEVELS
Roadway Segment ADT
Centerline to
70 CNEL
(Feet)
Centerline to
65 CNEL
(Feet)
Centerline to
60 CNEL
(Feet)
CNEL (dBA)
50 Feet from
Centerline of
Outermost Lane
Glenshire Drive - Old State Route 40 to Dorchester Drive 8,600 < 50 67 145 66.2
Glenshire Drive - Dorcester Drive to Somerset Drive 5,600 < 50 51 109 64.4
Glenshire Drive - Somerset Drive to Martis Peak Road 3,100 < 50 < 50 74 61.8
Glenshire Drive - Martis Peak Road to Hirschdale Road 3,100 < 50 < 50 74 61.8
Glenshire Drive - Hirschdale Road to I-80 ramps 5,200 < 50 < 50 104 64.0
Martis Peak Road - east of Glenshire Drive 300 < 50 < 50 < 50 49.0
Project Main Access Road - south of Martis Peak Road NA NA NA NA NA
Source: LSA Associates Inc., August 2011.
TOWN OF TRUCKEE
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4.11-20
TABLE 4.11-10 2031 PLUS PROJECT TRAFFIC NOISE LEVELS
Roadway Segment ADT
Centerline to
70 CNEL
(Feet)
Centerline to
65 CNEL
(Feet)
Centerline to
60 CNEL
(Feet)
50 Feet from
Centerline of
Outermost Lane
CNEL (dBA)
Increase from
Without Project
Conditions
Glenshire Drive - Old State Route 40 to Dorchester Drive 9,400 < 50 72 154 66.6 0.4
Glenshire Drive - Dorchester Drive to Somerset Drive 6,500 < 50 56 120 65.0 0.6
Glenshire Drive - Somerset Drive to Martis Peak Road 4,000 < 50 < 50 87 62.9 1.1
Glenshire Drive - Martis Peak Road to Hirschdale Road 4,700 < 50 < 50 97 63.6 1.8
Glenshire Drive - Hirschdale Road to I-80 ramps 6,700 < 50 57 123 65.1 1.1
Martis Peak Road - east of Glenshire Drive 6,700 < 50 < 50 81 62.5 13.5
Project Main Access Road - south of Martis Peak Road 6,700 < 50 < 50 < 50 59.0 NA
Source: LSA Associates Inc., August 2011.
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Although the traffic analysis did not generate vehicle trip calculations for the
project’s access (and primary internal) road, for the purposes of this analysis
(and to provide an environmentally conservative analysis) it was assumed that
the total (background plus project) trips for Martis Peak Road would also be
the maximum trips for the primary access road. Per the Town Municipal
Code Section 18.05.020, the speed limit on all Town local streets is 25 miles
per hour. Thus, using the same traffic volume as Martis Peak Road but with
a traffic speed of 25 mph, the resulting traffic noise levels for the year 2031
would range up to 59 dBA CNEL at 50 feet from the centerline of the outer-
most travel lane of the project’s access and primary internal road. This noise
level is within the Town’s “normally acceptable” range for new residential
development. Therefore, traffic noise levels would have a less-than-significant
impact in the project area.
The traffic noise model printouts for all calculations, including those for the
project’s access road, are included in Appendix I of this Draft EIR.
ii. Stationary Sources Noise Impacts.
Proposed project on-site uses could contain stationary noise sources such as
mechanical equipment (e.g. air conditioning and heating units) and landscap-
ing and maintenance equipment. The use of these types of equipment would
be potential point sources of noise that could affect noise-sensitive receptors
in the project vicinity. However, proposed residential units would be located
over 500 feet from the closest existing noise sensitive receptors. At this dis-
tance, noise levels from periodic use of project-related stationary equipment
would not result in a perceptible increase in ambient noise levels, nor would
they result in an exceedance of the existing ambient noise levels at nearby
sensitive land uses. Therefore, noise levels from project-related stationary
noise sources would result in a less-than-significant impact on off-site sensitive
receptors.
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4.11-22
b. Exposure of persons to or generation of excessive groundborne vibration
or groundborne noise levels.
Human perception to vibration starts at levels as low as 67 VdB and some-
times lower. Annoyance due to vibration in residential settings starts at ap-
proximately 70 VdB. In extreme cases, excessive groundborne vibration has
the potential to cause structural damage to buildings. The damage threshold
for buildings considered of particular historical significance or that are partic-
ularly fragile structures is approximately 96 VdB; the damage threshold for
other structures is 100 VdB.4
Common sources of ground-borne vibration include construction activities
such as blasting, pile driving, and operating heavy earth moving equipment.
However, it is anticipated that construction of the project will not employ
pile driving as a construction method. Typical groundborne vibration levels
measured at a distance of 50 feet from heavy construction equipment in full
operation, such as bulldozers or other heavy tracked equipment, range up to
approximately 94 VdB. This is below the damage threshold for historic or
fragile buildings. Furthermore, compliance with all of Truckee’s established
standard construction noise control measures would reduce construction-
related groundborne vibration impacts to a less-than-significant level.
No permanent noise sources that would expose persons to excessive ground
borne vibration or noise levels are proposed as part of the project. Therefore,
implementation of the proposed project would have a less-than-significant im-
pact in the permanent exposure of persons within or around the project site
to excessive ground borne vibration.
c. A substantial permanent increase in ambient noise levels in the project
vicinity above levels existing without the project.
A significant impact on off-site sensitive receptors would occur if project re-
lated traffic noise levels would result in a substantial permanent increase of
5 dBA if the existing ambient noise level is below 60 dBA, or an increase of
4 Harris, C.M., 1998. Handbook of Acoustical Measurements and Noise Control.
TOWN OF TRUCKEE
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4.11-23
3 dBA or greater if the ambient noise level is between 60 and 65 dBA, or an
increase by more than 1.5 dBA if the ambient noise level in the project vicini-
ty is greater than 65 dBA.
Modeling results indicate that only one modeled roadway segment would
experience an increase in project-related traffic noise levels of more than
5 dBA. The roadway segment of Martis Peak Road east of Glenshire Drive
would experience traffic noise levels of up to 58.7 dBA CNEL under the 2011
plus project traffic conditions, representing an increase of 9.7 dBA compared
to conditions without the project. Under 2031 with project traffic condi-
tions, this roadway segment would experience traffic noise levels of up to 62.5
dBA CNEL, representing an increase of 13.4 dBA compared to conditions
without the project. However, there are no existing sensitive land uses along
this roadway segment. The closest residential property to this roadway seg-
ment is located over 100 feet west of Martis Peak Road, the residential prop-
erty in the southwest quadrant of the Glenshire Drive and Martis Peak Road
intersection. At a distance of 100 feet, noise levels from traffic on Martis Peak
Road would attenuate to below 57 dBA CNEL. However, the closest resi-
dential property fronts Glenshire Drive and is exposed to noise levels from
traffic on Glenshire Drive of up to 61.5 dBA CNEL under existing condi-
tions. Therefore, noise levels from traffic on Martis Peak Road would not
result in an increase in traffic noise levels at this closest sensitive receptor.
Therefore, implementation of the proposed project would result in a less-than-
significant permanent increase in ambient noise levels impacting any sensitive
land use in the project vicinity.
d. A substantial temporary or periodic increase in ambient noise levels in
the project vicinity above levels existing without the project.
Noise levels from grading and other construction activities associated with
build out of the project may range up to 91 dBA Lmax at the closest off-site
sensitive receptors for very limited times when construction occurs near the
project’s boundary. Short-term noise impacts would result from excavation,
grading, and erecting of buildings within the project area during construction
TOWN OF TRUCKEE
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4.11-24
of proposed projects. Construction-related short-term noise levels would be
higher than existing ambient noise levels in the project area but would no
longer occur once construction is completed.
Two types of short-term noise impacts could occur during construction with-
in the project area. First, construction crew commutes and the transport of
construction equipment and materials to construction sites within the project
area would incrementally increase noise levels on access roads leading to the
sites. Although there would be a relatively high single-event noise exposure
potential causing intermittent noise nuisance (passing trucks at 50 feet would
generate up to a maximum of 86 dBA Lmax), the effect on longer term (hour-
ly or daily) ambient noise levels would be small. Therefore, short-term con-
struction related impacts associated with worker commute and equipment
transport to construction sites within the project area would be less than sig-
nificant.
The second type of short-term noise impact is related to noise generated dur-
ing excavation, grading, and erection of buildings on sites within the project
area. Construction is completed in discrete steps, each of which has its own
mix of equipment and, consequently, its own noise characteristics. These
various sequential phases would change the character of the noise generated
and, therefore, the noise levels surrounding the site as construction progress-
es. Despite the variety in the type and size of construction equipment, simi-
larities in the dominant noise sources and patterns of operation allow con-
struction related noise ranges to be categorized by work phase. Table 4.11-11
lists typical construction equipment noise levels recommended for noise im-
pact assessments, based on a distance of 50 feet between the equipment and a
noise receptor. The site preparation phase, which includes excavation and
grading of the site, tends to generate the highest noise levels, because the nois-
iest construction equipment is earth moving equipment. Earth moving
equipment includes excavating machinery such as backhoes, bulldozers, drag-
lines, and front loaders. Earth moving and compacting equipment includes
compactors, scrapers, and graders. Typical operating cycles for these
TOWN OF TRUCKEE
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4.11-25
TABLE 4.11-11 TYPICAL CONSTRUCTION EQUIPMENT MAXIMUM NOISE
LEVELS
Type of Equipment
Range of Maximum
Sound Levels
(dBA at 50 ft)
Suggested
Maximum Sound
Levels for Analysis
(dBA at 50 ft)
Pile Drivers 81 to 96 93
Rock Drills 83 to 99 96
Jackhammers 75 to 85 82
Pneumatic Tools 78 to 88 85
Pumps 68 to 80 77
Scrapers 83 to 91 87
Haul Trucks 83 to 94 88
Electric Saws 66 to 72 70
Portable Generators 71 to 87 80
Rollers 75 to 82 80
Dozers 85 to 90 88
Tractors 77 to 82 80
Front-End Loaders 86 to 90 88
Hydraulic Backhoe 81 to 90 86
Hydraulic Excavators 81 to 90 86
Graders 79 to 89 85
Air Compressors 76 to 89 85
Trucks 81 to 87 85
Source: Bolt, Beranek & Newman, 1987. Noise Control for Buildings and Manufacturing Plants.
TOWN OF TRUCKEE
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types of construction equipment may involve 1 or 2 minutes of full-power
operation followed by three or four minutes at lower power settings.
During the construction phase, equipment such as bulldozers, scrapers, load-
ers, graders, water trucks, and other trucks will be used. As shown in Table
4.11-11, the typical maximum noise level generated by backhoes is assumed to
be 86 dBA Lmax at 50 feet from the operating equipment. The maximum
noise level generated by bulldozers is approximately 88 dBA Lmax at 50 feet.
The maximum noise level generated by trucks is approximately 85 dBA Lmax
at 50 feet from these vehicles. Each doubling of the sound sources with equal
strength would increase the noise level by 3 dBA. Assuming each piece of
construction equipment operates at some distance apart from the other
equipment, the worst-case combined noise level during the construction phase
would be 91 dBA Lmax at a distance of 50 feet from an active construction ar-
ea.
The closest existing sensitive receptors would be the residential land uses lo-
cated along the east end of Edinburgh Drive near the southwest portion of
the project area. These residences would potentially be exposed to construc-
tion noise levels of up to 91 dBA Lmax during construction of the extension of
Edinburgh Drive (for the emergency access roadway) would occur. Other
noise sensitive receptors would include residential land uses along Regency
Circle and a portion of Courtney Lane that would be exposed to noise during
installation of the off-site water main. These residences would potentially be
exposed to construction noise levels of up to 91 dBA Lmax if multiple pieces of
earth moving equipment operate simultaneously on the roadway adjacent to
their property.
The operation of heavy earth moving equipment related to construction of
the proposed project would result in substantial temporary or periodic in-
crease in ambient noise levels in the project vicinity above levels existing
without the project. However, through mandatory regulatory compliance
with the Town’s standards including Town’s General Plan Policy P3.13 and
Development Code Section 18.44.070, project related noise impacts resulting
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4.11-27
from construction would be less than significant and no mitigation measures
are required.
e. For a project located within an airport land use plan or, where such a
plan has not been adopted, within 2 miles of a public airport or public
use airport, would the project expose people residing or working in the
project area to excessive noise levels.
Aircraft related noise would be audible at noise sensitive land uses on the pro-
ject site. However, the project site is located approximately 3.5 miles from
the Truckee-Tahoe Airport, and lies well outside of the 55 dBA CNEL air-
port noise contour. Therefore, due to the distance from and the flight path
orientation to the airport, aircraft related noise impacts would have a less-
than-significant impact on noise sensitive development within the project area.
f. For a project within the vicinity of a private airstrip, would the project
expose people residing or working in the project area to excessive noise
levels.
The Truckee-Tahoe Airport, which is the closest airport, is located approxi-
mately 3.5 miles southwest of the project site. The proposed project would
not be located in an airport land use plan or within 2 miles of a private air-
strip. Therefore, implementation of the proposed project would have a less-
than-significant impact on the exposure of persons within the project site to
excessive aircraft-related noise levels.
2. Cumulative Impacts
This section analyzes potential noise impacts that could occur from a combi-
nation of the project with the Town buildout identified in the Town of Truck-
ee 2025 General Plan and reasonably foreseeable projects in the surrounding
area. The geographic scope of this analysis is taken as the Town of Truckee
sphere of influence (SOI), as defined in the Town of Truckee 2025 General Plan
and reasonably foreseeable projects in the surrounding area. Therefore, as
described in Chapter 4, Environmental Evaluation, of this Draft EIR, the
Boca Quarry Expansion project in Nevada County, when considered with
the project and the Town buildout of the Town of Truckee 2025 General Plan
TOWN OF TRUCKEE
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4.11-28
could result in cumulative environmental impacts. The Boca Quarry Expan-
sion project site is approximately 2.5 miles northeast of the project site and
north of Interstate 80 and noise generated from this project would not impact
the project area.
Cumulative noise impacts associated with implementation of the proposed
project would primarily result from project-related traffic noise sources. As
shown in the discussion above in Section E, Traffic Noise Impacts, implemen-
tation of the proposed project would result in projected traffic noise levels
along the project’s primary access road of up to 59 dBA CNEL at 50 feet
from the centerline of the outermost travel lane under future 2031 conditions
with the project which is within the Town’s “normally acceptable” range for
new residential development. Therefore, no on-site significant exterior noise
impacts would occur from cumulative (2031) traffic noise levels.
A cumulative impact would also occur if there would be any increase in am-
bient noise levels at existing sensitive receptors in the project vicinity that are
currently exposed to noise levels above the Town’s conditionally acceptable
threshold for that type of land use. As discussed above, the roadway segment
of Martis Peak Road east of Glenshire Drive would experience traffic noise
levels of up to 58.7 dBA CNEL under the 2011 plus project traffic conditions,
representing an increase of 9.7 dBA compared to conditions without the pro-
ject. Under 2031 with project traffic conditions, which include the Bocca
Quarry project, this roadway segment would experience traffic noise levels of
up to 62.5 dBA CNEL, representing an increase of 13.4 dBA compared to
conditions without the project. However, there are no existing sensitive land
uses along this roadway segment. Therefore, no existing traffic noise levels
exceed the Town’s conditionally acceptable threshold of 65 dBA CNEL for
residential land uses. Therefore, the project would have a less-than-significant
increase in traffic noise levels under cumulative conditions with implementa-
tion of the proposed project.
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4.11-29
F. Impacts and Mitigation Measures
Project and cumulative impacts related to noise would be less than significant
and no mitigation measures are required.
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4.11-30