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5. Environmental Analysis
5.10 NOISE
5.10.1 Environmental Setting
Characteristics of Sound
Sound is a pressure wave transmitted through the air. It is described in terms of loudness or amplitude
(measured in decibels), frequency or pitch (measured in Hertz [Hz] or cycles per second), and duration
(measured in seconds or minutes). The standard unit of measurement of the loudness of sound is the
decibel (dB). Changes of 1 to 3 dBA are detectable under quiet, controlled conditions and changes of less
than 1 dBA are usually indiscernible. A change of 5 dBA is readily discernable to most people in an exterior
environment whereas a 10 dBA change is perceived as a doubling (or halving) of the sound.
The human ear is not equally sensitive to all frequencies. Sound waves below 16 Hz are not heard at all and
are "felt" more as a vibration. Similarly, while people with extremely sensitive hearing can hear sounds as
high as 20,000 Hz, most people cannot hear above 15,000 Hz. In all cases, hearing acuity falls off rapidly
above about 10,000 Hz and below about 200 Hz. Since the human ear is not equally sensitive to sound at all
frequencies, a special frequency dependent rating scale is usually used to relate noise to human sensitivity.
The A-weighted decibel scale (dBA) performs this compensation by discriminating against frequencies in a
manner approximating the sensitivity of the human ear.
Noise is defined as unwanted sound, and is known to have several adverse effects on people, including
hearing loss, speech and sleep interference, physiological responses, and annoyance. Based on these
known adverse effects of noise, the Federal government, the State of California, and many local govern-
ments have established criteria to protect public health and safety and to prevent disruption of certain human
activities.
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Measurement of Sound
Sound intensity is measured through the A-weighted measure to correct for the relative frequency response
of the human ear. That is, an A-weighted noise level de-emphasizes low and very high frequencies of sound
similar to the human ear's de-emphasis of these frequencies.
Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale, representing
points on a sharply rising curve. On a logarithmic scale, an increase of 10 dB is 10 times more intense than
1 dB, while 20 dB is 100 times more intense, and 30 dB is 1,000 times more intense. A sound as soft as
human breathing is about 10 times greater than 0 dB. The decibel system of measuring sound gives a rough
connection between the physical intensity of sound and its perceived loudness to the human ear. Ambient
sounds generally range from 30 dBA (very quiet) to 100 dBA (very loud).
Sound levels are generated from a source and their decibel level decreases as the distance from that source
increases. Sound dissipates exponentially with distance from the noise source. This phenomenon is known
as "spreading loss." For a single point source, sound levels decrease by approximately 6 dB for each
doubling of distance from the source. This drop-off rate is appropriate for noise generated by on-site
operations from stationary equipment or activity at a project site. If noise is produced by a line source, such
as highway traffic, the sound decreases by 3 dB for each doubling of distance in a hard site environment.
Line source noise in a relatively flat environment with absorptive vegetation decreases by 4.5 dB for each
doubling of distance. This latter value is also used in the calculation of railroad noise.
Time variation in noise exposure is typically expressed in terms of a steady-state energy level equal to the
energy content of the time varying period (called Leq) , or alternately, as a statistical description of the sound
level that is exceeded over some fraction of a given observation period. For example, the LSD noise level
represents the noise level that is exceeded 50 percent of the time. Half the time the noise level exceeds this
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City of San Bernardino . Page 5.10-1
5. Environmental Analysis
level and half the time the noise level is less than this level. This level is also representative of the level that is
exceeded 30 minutes in an hour. Similarly, the Lo2' loB and L:zs values represent the noise levels that are
exceeded 2, 8, and 25 percent of the time or 1, 5, and 15 minutes per hour. These "L" values are typically
used to demonstrate compliance for stationary noise sources with a city's noise ordinance, as discussed
below. Other values typically noted during a noise survey are the L",in and L",ax. These values represent the
minimum and maximum root-mean-square noise levels obtained over the measurement period.
Because community receptors are more sensitive to unwanted noise intrusion during the evening and at
night, State law and the City of San Bernardino require that, for planning purposes, an artificial dB increment
be added to quiet time noise levels in a 24-hour noise descriptor called the Community Noise Equivalent
Level (CNEL) or Day-Night Noise Level (Ldn). The CNEL descriptor requires that an artificial increment of
5 dBA be added to the actual noise level for the hours from 7:00 p.m. to 10:00 p.m. and 10 dBA for the hours
from 10:00 p.m. to 7:00 a.m. The Ldn descriptor uses the same methodology except that there is no artificial
increment added to the hours between 7:00 p.m. and 10:00 p.m. Both descriptors give roughly the same
24-hour level with the CNEL being only slightly more restrictive (i.e., higher).
Psychological and Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA.
Exposure to high noise levels affects our entire system, with prolonged noise exposure in excess of 75 dBA
increasing body tensions, and thereby affecting blood pressure, functions of the heart and the nervous
system. In comparison, extended periods of noise exposure above 90 dBA could result in permanent cell
damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with
short-term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dBA, the
tickling sensation is replaced by the feeling of pain in the ear. This is called the threshold of pain. A sound
level of 190 dBA will rupture the eardrum and permanently damage the inner ear.
Vibration Fundamentals
Vibration is a trembling, quivering, or oscillating motion of the earth. Like noise, vibration is transmitted in
waves, but in this case through the earth or solid objects. Unlike noise, vibration is typically of a frequency
that is felt rather than heard.
Vibration can be either natural as in the form of earthquakes, volcanic eruptions, sea waves, landslides, or
man-made as from explosions, the action of heavy machinery or heavy vehicles such as trains. Both natural
and man-made vibration may be continuous such as from operating machinery, or transient as from an
explosion.
As with noise, vibration can be described by both its amplitude and frequency. Amplitude may be charac-
terized in three ways including displacement, velocity and acceleration. Particle displacement is a measure
of the distance that a vibrated particle travels from its original position and for the purposes of soil displace-
ment is typically measured in inches or millimeters. Particle velocity is the rate of speed at which soil particles
move in inches per second or millimeters per second. Particle acceleration is the rate of change in velocity
with respect to time and is measured in inches per second or millimeters per second. Typically, particle
velocity (measured in inches or millimeters per second) and/or acceleration (measured in gravities) are used
to describe vibration. Table 5.10-1 presents the human reaction to various levels of peak particle velocity.
Vibrations also vary in frequency and this affects perception. Typical construction vibrations fall in the 10 to
30 Hz range and usually occur around 15 Hz. Traffic vibrations exhibit a similar range of frequencies;
however, due to their suspension systems, buses often generate frequencies around 3 Hz at high vehicle
speeds. It is more uncommon, but possible, to measure traffic frequencies above 30 Hz.
Page 5.10-2 . The Planning Center
July 2005
5. Environmental Analysis
Vibration Level
Peak Particle
Velocity
(in/sec) Human Reaction Effect on Buildings
0.006 - 0.019 Threshold of perception, possibility of intrusion Vibrations unlikely to cause damage of any type
0.08 Vibrations readily perceptible Recommended upper level of vibration to which ruins and
ancient monuments should be subjected
0.10 Level at which continuous vibration begins to Virtually no risk of "architectural" (I.e., not structural)
annoy people damage to normal buildings
Vibrations annoying to people in buildings Threshold at which there is a risk to "architectural"
0.20 damage to normal dwelling - houses with plastered walls
and ceilings
Vibrations considered unpleasant by people Vibrations at a greater level than normally expected from
0.4 - 0.6 subjected to continuous vibrations and traffic, but would cause "architectural" damage and
unacceptable to some people walking on bridges possibly minor structural damage
Table 5.10-1
Human Reaction to Typical Vibration Levels
Source: Caltrans 2002.
The way in which vibration is transmitted through the earth is called propagation. Propagation of earth born
vibrations is complicated and difficult to predict because of the endless variations in the soil through which
waves travel. There are three main types of vibration propagation: surface, compression and shear waves.
Surface waves, or Raleigh waves, travel along the ground's surface. These waves carry most of their energy
along an expanding circular wave front, similar to ripples produced by throwing a rock into a pool of water.
P-waves, or compression waves, are body waves that carry their energy along an expanding spherical wave
front. The particle motion in these waves is longitudinal (Le., in a "push-pull" fashion). P-waves are analo-
gous to airborne sound waves. S-waves, or shear waves, are also body waves that carry energy along an
expanding spherical wave front. However, unlike P-waves, the particle motion is transverse or "side-to-side
and perpendicular to the direction of propagation."
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As vibration waves propagate from a source, the energy is spread over an ever-increasing area such that the
energy level striking a given point is reduced with the distance from the energy source. This geometric
spreading loss is inversely proportional to the square of the distance. Wave energy is also reduced with
distance as a result of material damping in the form of internal friction, soil layering, and void spaces. The
amount of attenuation provided by material damping varies with soil type and condition as well as the
frequency of the wave.
Regulatory Framework
To limit population exposure to physically and/or psychologically damaging, as well as intrusive noise levels,
the Federal government, the State of California, various County governments, and most municipalities in the
State have established standards and ordinances to control noise.
Federal Regulations
Federal Highway Administration
Interstate 215, Interstate 21 0, Interstate 10, State Route (SR) 30, SR-330, and SR-18 traverse the City of San
Bernardino. These routes are subject to Federal funding and as such are under the purview of the Federal
Highway Administration (FHWA). The FHWA has developed noise standards that are typically used for
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City of San Bernardino . Page 5.10-3
5. Environmental Analysis
federally funded roadway projects or projects that require either Federal or Caltrans review. These noise
standards are based on L"q and L10 values.
The FHWA values are the maximum desirable values by land use type and area based on a "trade-off" of
what is desirable and what is reasonably feasible. These values recognize that in many cases lower noise
exposures would result in greater community benefits. The FHWA design noise levels are included in Table
5.102.
Activity Design Noise Levels 1
Category Len (dBA) L10 (dBA) Description of Activity Category
Lands on which serenity and quiet are of extraordinary
A 57 60 significance and serve an important public need and where the
(exterior) (exterior) preservation of those qualities is essential if the area is to
continue to serve its intended purpose.
67 70 Picnic areas, recreation areas, playgrounds, active sports
B (exterior) (exterior) areas, parks, residences, motels, hotels, schools, churches,
libraries, and hospitals.
C 72 75 Developed lands, properties, or activities not included in
(exterior) (exterior) Categories A or B, above
D - - Undeveloped lands.
E 52 55 Residences, motels, hotels, public meeting rooms, schools,
(interior) (interior) churches, libraries, hospitals, and auditoriums.
Table 5.10-2
FHWA Design Noise Levels
1 Either Leq or L10 (but not both) design noise levels may be used on a project.
Source: FHWA
U.S. Environmental Protection Agency
I n addition to FHW A standards, the United States Environmental Protection Agency (EP A) has identified the
relationship between noise levels and human response. The EPA has determined that over a 24-hour period,
a Leq of 70 dBA will result in some hearing loss. Interference with activity and annoyance will not occur if
exterior levels are maintained at a L"q of 55 dBA and interior levels at or below 45 dBA. While these levels are
relevant for planning and design and useful for informational purposes, they are not land use planning
criteria because they do not consider economic cost, technical feasibility, or the needs of the community.
The EPA also set 55 dBA Ldn as the basic goal for exterior residential noise intrusion. However, other
Federal agencies, in consideration of their own program requirements and goals, as well as difficulty of
actually achieving a goal of 55 dBA Ldn, have settled on the 65 dBA Ldn level as their standard. At 65 dBA
Ldn, activity interference is kept to a minimum, and annoyance levels are still low. It is also a level that can
realistically be achieved.
Occupational Health and Safety Administration
The Federal government regulates occupational noise exposure common in the workplace through the
Occupational Health and Safety Administration (OSHA) under the EP A. Such limitations would apply to the
operation of construction equipment and could also apply to any proposed industrial land uses. Noise
exposure of this type is dependent on work conditions and is addressed through a facility's Health and
Safety Plan, as required under OSHA, and is therefore not addressed further in this analysis.
Page 5.10-4 . The Planning Center
July 2005
5. Environmental Analysis
U.S. Department of Housing and Urban Development
The US Department of Housing and Urban Development (HUD) has set a goal of 65 dBA Ldn as a desirable
maximum exterior standard for residential units developed under HUD funding. (This level is also generally
accepted within the State of California.). While HUD does not specify acceptable interior noise levels,
standard construction of residential dwellings constructed under Title 24 standards typically provides in
excess of 20 dBA of attenuation with the windows closed. Based on this premise, the interior Ldn should not
exceed 45 dBA.
Railroad Noise Standards
The Burlington Northern Santa Fe (BNSF), Union Pacific, and Metrolink railroads also transverse the City of
San Bernardino. The Federal government regulates railroad operations in the United States. Train noise is
preempted from direct local control by the Federal Noise Control Act (Public Law 90-411, as amended).
Federal regulations do not specify absolute levels of acceptable noise that apply directly to rail noise and
compatible land uses along rail lines. The following summarizes the applicable Federal rail noise assessment
criteria and guidelines.
The EPA is charged with regulating railroad noise under the Noise Control Act. These regulations appear in
the Code of Federal Regulations, Title 40, Chapter 1, Part 201. While these regulations remain in force, the
EPA Office of Noise Abatement and Control was closed in 1982, leaving enforcement ofthe EPA regulations
to the Federal Railroad Administration (FRA). Representatives of the EP A, however, have indicated that states
and localities may, at their option, enforce the Federal regulation.
Table 5.10-3 summarizes the EPA railroad noise standards that set operating noise standards for railroad
equipment and set noise limit standards for new equipment. (Note that these values are in terms of the Lmax
[Le., greatest root-mean-square value obtained over a measurement period], and can be considerably
greater than the L"q [Le., time-weighted equivalent sound level] typically used in the measurement of
obtrusive noise.])
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Table 5.10-3
Summary of EPA/FRA Railroad Noise Standards
Operating Measured Standard
Noise Sources Conditions Noise Metric Distance (feet) (dB A)
Non-Switcher Locomotives built on Stationary Lmax (Slow) 1 100 73
or before 12/31/79 Idle Stationary Lmax (Slow) 100 93
Non-Idle Moving Lmax (Fast) 2 100 95
Switcher Locomotives plus Non- Stationary Lmax (Slow) 100 70
Switcher Locomotives built after Idle Stationary Lmax (Slow) 100 87
12/31/79 Non-Idle Moving Lmax (Fast) 100 90
Speed < 45 mph Lmax (Fast) 100 88
Rail Cars Speed> 45 mph Lmax (Fast) 100 93
Coupling Adj. Avg. Max. 50 92
1 A slow exponential-time-weighting is used.
2 A fast exponential-time-weighting is used.
Source: United States Environmental Protection Agency Railroad Noise Emission Standard (40 CFR Part 201)
The Federal Rail Administration adopted the EPA railroad noise standards as its noise regulations (CFR 49,
Chapter 11, part 210) for the purpose of enforcement. The standards provide specific noise limits for
stationary and moving locomotives, moving railroad cars and associated railroad operations in terms of
A-weighted sound level at a specified measurement location. These regulations are pre-emptive, and states
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-5
5. Environmental Analysis
and local governments cannot set more stringent limits for railroad equipment than required by these Federal
regulations.
Aircraft Noise Standards
The San Bernardino International Airport is located within the City of San Bernardino. The San Bernardino
International Airport was formerly known as the Norton Air Force Base until its closure in 1994. The Airport is
currently owned and operated by the San Bernardino International Airport Authority (SBIAA), a regional Joint
Powers Authority formed in 1990 and 1992 respectively. The SBIAA includes the City of San Bernardino, the
County of San Bernardino, Highland, Loma Linda, and Colton. The non-airport portions of former Norton Air
Force Base is under the jurisdiction of the Inland Valley Development Agency, a Joint Powers Authority that
includes the City of San Bernardino, the County of San Bernardino, Loma Linda, and Colton. The San
Bernardino Airport is an FAA Part 139 commercial airport, rated for Stage 2 aircraft. Stage 2 aircraft meet the
noise levels prescribed by Federal Aviation regulations (FAR) Part 36 and are less stringent than those
established for the quieter designation (Stage 3). Its infrastructure is supported with a 1 O,OOO-foot runway, a
new state-of-the-art Instrument Landing System and an Automated Weather Observation System III. The
SBIAA is currently in the process of preparing an Airport Master Plan and Airport Land Use Compatibility Plan
for the San Bernardino International Airport. Section 21676 of the Public Utilities Code requires that cities
revise general plans and specific plans to be consistent with the airport land use plan.
The FAA Advisory Circular Number 15050202, entitled "Noise Assessment Guidelines for New Helicopters
recommends the use of a cumulative noise measure, the 24-hour equivalent sound level (L"q(24)) , so that the
relative contributions of the heliport and other sound sources within the community may be compared. The
L"q(24) is similar to the Ldn used in assessing the impacts of fixed wing aircraft. The helicopter Leq(24) values
are obtained by logarithmically adding the single-event SEL values over a 24-hour period.
Public Law 96 193 also directs the FAA to identify land uses which are "normally compatible" with various
levels of noise from aircraft operations. Because of the size and complexity of many major hub airports and
their operations, FAR Part 150 identifies a large number of land uses and their attendant noise levels.
However, since the operations of most heliports and helistops tend to be much simpler and the impacts
more restricted in area, Part 150 does not apply to heliports/helistops not located on airport property.
Instead, the FAA recommends exterior noise criteria for individual heliports based on the types of
surrounding land uses. These recommended noise levels are included in Table 5.104.
The maximum recommended cumulative sound level (L"q(24)) from the operations of helicopters at any new
site should not exceed the ambient noise already present in the community at the site of the proposed
heliport or the sound levels in Table 5.10 4, whichever is lower.
Table 5.10-4
Normally Compatible Community Sound Levels
Type of Area Lel24}
Residential
Suburban 57
Urban 67
City 72
Commercial 72
Industrial 77
Source: FAA Advisory Circular Number 150-5020-2, 1983
Page 5.10-6 . The Planning Center
July 2005
5. Environmental Analysis
California State Regulations
The California Department of Health Services' (DHS) Office of Noise Control has studied the correlation of
noise levels and their effects on various land uses. The State of California Interior and Exterior Noise
Standards are shown in Table 5.10-5.
Table 5.10-5
State of California Interior and Exterior Noise Standards
Land Use CNEL (dBA)
Categories Uses Interior1 Exterio,z
Residential Single and multi-family, duplex 453 65
Mobile homes - 654
Hotel, motel, transient housing 45 -
Commercial retail, bank, restaurant 55 -
Office building, research and development, professional -
offices 50
Commercial Amphitheater, concert hall, auditorium, movie theater 45 -
Gymnasium (Multi-purpose) 50 -
Sports Club 55 -
Manufacturing, warehouse, wholesale, utilities 65 -
Movie Theaters 45 -
Institutional! Hospital, school classrooms/playground 45 65
Public Church, library 45 -
Open Space Parks - 65
1 Indoor environment excluding: bathrooms, kitchens, toilets, closets, and corridors
2 Outdoor environment limited to:
. Private yard of single-family dwellings' Multi-family private patios or balconies accessed from within the dwelling (Balconies 6 feet deep or
less are exempt) . Mobile home parks' Park picnic areas' School playgrounds' Hospital patios
3 Noise level requirement with closed windows, mechanical ventilation or other means of natural ventilation shall be provided as per Chapter 12,
Section 1205 ofthe Uniform Building Code.
4 Exterior noise levels should be such that interior noise levels will not exceed 45 dBA CNEL.
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Table 5.1 0-6, presents a land use compatibility chart for community noise prepared by the California Office of
Noise Control. This Table provides urban planners with a tool to gauge the compatibility of land uses relative
to existing and future noise levels.
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10- 7
5. Environmental Analysis
Table 5.10-6
Community Noise and Land Use Compatibility
Land Uses
50
Residential-Low Density
Single Family, Duplex, Mobile Homes
Residential- Multiple Family
Transient Lodging: Hotels and Motels
Schools, Libraries, Churches, Hospitals, Nursing Homes
Auditoriums, Concert Halls, Amphitheaters
Sports Arena, Outdoor Spectator Sports
Playground, Neighborhood Parks
Golf Courses, Riding Stables, Water Recreation, Cemeteries
Office Buildings, Businesses, Commercial and Professional
Industrial, Manufacturing, Utilities, Agricultural
Explanatory Notes
D Normally Acceptable:
With no special noise reduction requirements
assuming standard construction.
Conditionally Acceptable:
New construction or development should be
undertaken only after a detailed analysis of the
noise reduction requirement is made and needed
noise insulation features included in the design.
Source: Federal Highway Program Manual Vol. 7, Ch. 7, Sec. 3, 1982
Generally Unacceptable:
New construction is discouraged. If new
construction does not proceed, a detailed analysis
of the noise reduction requirements must be made
and needed noise insulation features included in
the design.
. Land Use Discouraged:
New construction or development should
generally not be undertaken.
Page 5.10-8 . The Planning Center
July 2005
5. Environmental Analysis
Table 5.10-5 identifies normally acceptable, conditionally acceptable and clearly unacceptable noise levels
for various land uses. A conditionally acceptable designation implies new construction or development
should be undertaken only after a detailed analysis ofthe noise reduction requirements for each land use is
made and needed noise insulation features are incorporated in the design. By comparison, a normally
acceptable designation indicates that standard construction can occur with no special noise reduction
requirements.
City of San Bernardino Noise Standards
The General Plan is subject to the Noise Ordinance incorporated therein. The City of San Bernardino Noise
Ordinance (Section 19.20.030.15 of the Development Code) specifies the maximum acceptable levels of
noise for residential uses in the City. According to the Noise Ordinance, in residential areas, no exterior noise
level shall exceed 65dBA and no interior noise level shall exceed 45dBA.
Noise from the operation of construction equipment is governed under the local Municipal Code, Section
8.54. Section 8.44.020 ofthe City of San Bernardino Municipal Code prohibits the operation or use between
the hours often p.m. and seven a.m. of any pile driver, steam shovel, pneumatic hammers, derrick, steam or
electric hoist, power driven saw, or any other tool or apparatus, the use of which is attended by loud and
excessive noise, except with the approval of the Mayor and Common Council.
5.10.1.1 San Bernardino General Plan
Like all highly urbanized areas, the City of San Bernardino is subject to noise from a myriad of sources. The
major source of noise is from mobile sources and most specifically, traffic traveling through the City on its
various roadways and freeways. Aircraft over flights from the San Bernardino International Airport also
contribute to this noise. The southeastern portion of the City is located directly within the flight path of aircraft
approaching and departing the San Bernardino International Airport. Noise generated by aircraft generates
substantial noise within the area surrounding the airport. Noise generated by trains on the BNSF, Union
Pacific and Metrolink railroads also generates noise within the City. Freight and commuter rail-traffic pass
through the City and noise generated along these rail lines can be substantially higher than in areas that are
located away from the tracks. Noise from trains and their associated horns and whistles are a particular
concern to those residents that live along these railroad corridors.
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The City also includes a variety of stationary noise sources. These are primarily associated with existing
industrial land uses.
On-Road Vehicles
Noise from motor vehicles is generated by engine vibrations, the interaction between tires and the road, and
the exhaust system. Reducing the average motor vehicle speed reduces the noise exposure of receptors
adjacent to the road. Each reduction of five miles per hour reduces noise by about 1.3 dBA.
In order to assess the potential for mobile-source noise impacts, it is necessary to determine the noise
currently generated by vehicles traveling through the project area. Average daily traffic (ADT) volumes were
based on the existing daily traffic volumes provided by Transtech Engineers. The results of this modeling
indicate that average noise levels along arterial segments currently range from approximately 61 dBA to
about 77 dBA CNEL as calculated at a distance of 50 feet from the centerline of the road. Freeways and
interstate routes would have noise levels that range from 74 dBA to 87 dBA CNEL at the edge of the
roadway. Noise levels for existing conditions along analyzed roadways are presented in Table 5.10-7.
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City of San Bernardino . Page 5.10-9
5. Environmental Analysis
Table 5.10-7
Existing Traffic Noise Levels
(dBA CNEL)
Existing Year 2005
Distance to CNEL Contour
CNEL (Feet from Centerline)
(dBA @ 60 I 65 I 70
Segment ADT Volumes 50 Feet) (dBA CNEL) (dBA CNEL) (dBA CNEL)
4th Street
1-215 - Arrowhead
5th Street
1,208
61
58
27
12
Pepper - 1-215 24,250 76 560 260 121
1-215 - Waterman 28,290 76 621 288 134
Waterman - Victoria 11,200 72 335 155 72
Victoria - Palm 1,965 65 105 49 23
9th Street
Medical Center -1-215 4,495 67 138 64 30
1-215 - Waterman 6,018 68 168 78 36
Waterman - Tippecanoe 4,539 67 139 65 30
Tippecanoe - Del Rosa 4,7 45 67 143 67 31
40th Street
Valencia - Waterman 8,910 71 251 117 54
Waterman - Sierra 18,879 72 310 144 67
Sierra - Mountain View 15,810 71 275 128 59
Baseline Street
SR-30 - Palm 6,940 69 185 86 40
Palm - Valencia 14,670 72 304 141 66
Valencia -1-215 24,141 77 634 294 137
1-215 - Riverside 18,680 74 412 191 89
Highland Avenue
Riverside -1-215 26,028 73 383 178 83
1-215 - Victoria 15,150 71 267 124 58
Victoria - SR-30 18,930 72 310 144 67
SR-30 - E. City Limit 12,970 72 323 150 70
Hospitality lane
E Street - Hunts
Hunts - Waterman
Mill Street
25,820
25,750
73
73
381
381
177
177
82
82
Tippecanoe - Waterman 13,040 71 281 131 61
Waterman - Mt. Vernon 16,179 71 279 130 60
Mt. Vernon - Bordwell 15,680 71 273 127 59
Redlands Boulevard
1-215 - Waterman
Rialto Avenue
14,554
72
303
141
65
Riverside - Rancho 12,250 70 232 108 50
Rancho -I Street 10,050 69 203 94 44
I Street - Sierra 8,410 68 181 84 39
Sierra - Tippecanoe 2,920 64 89 41 19
Boulder Avenue
Atlantic -Pacific
10,910
72
329
153
71
Page 5.10-10 . The Planning Center
July 2005
5. Environmental Analysis
Table 5.10-7
Existing Traffic Noise Levels
(dBA CNEL)
Existing Year 2005
Distance to CNEL Contour
CNEL (Feet from Centerline)
(dBA @ 60 I 65 I 70
Segment ADT Volumes 50 Feet) (dBA CNEL) (dBA CNEL) (dBA CNEL)
Del Rosa Drive
3rd Street - Paloma 6,040 67 145 67 31
Baseline - SR-30 8,110 68 176 82 38
SR-30 - Quail Canyon 4,070 66 129 60 28
E Street
1-10 - Fairway 18,134 73 351 163 76
FailWay - 9th Street 8,770 70 216 100 47
9th St - Kendall 17,7 40 73 345 160 74
Palm Avenue
Pacific - Highland 9,940 71 271 126 58
Pepper Avenue
1-10 - Foothill 16,420 73 378 175 81
Rancho Avenue
1-10-MiII 10,566 70 245 113 53
MiII- Rialto 10,566 70 245 113 53
Rialto - Foothill 5,770 68 163 76 35
Sierra Way
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Waterman - 40th Street 9,000 70 220 102 47
40th Street - 5th Street 7,000 68 160 74 34
5th Street - 2nd Street 9,336 69 194 90 42
2nd Street - Mill 3,385 64 98 46 21
Victoria Avenue
Lynwood - Baseline 7,720 69 198 92 43
Baseline - 3rd Street 6,380 68 175 81 38
Waterman Avenue
1-10 - Highland 22,144 74 400 186 86
Highland - Sierra 18,480 75 468 217 101
Interstate 10
Jct. 1-215 to Waterman Ave 182,350 86 2752 1278 593
Waterman Ave to Tippecanoe Ave 149,470 85 2411 1119 519
Tippecanoe Ave to Mountain View 148,420 85 2399 1114 517
Interstate 215
Jct. 1-10 to Orange Show Rd 144,220 85 2354 1093 507
Orange Show Rd to Inland Center Drive 135,780 85 2261 1050 487
Jct. Route 66 to Baseline St 113,690 84 2009 932 433
Jct. Route 30 to University Parkway 55,790 81 1250 580 269
State Route 259
Junction Route 30 67,000 82 1,412 655 304
E Street 67,000 82 1,412 655 304
End Route 259 55,000 81 1,238 575 267
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-11
5. Environmental Analysis
Table 5.10-7
Existing Traffic Noise Levels
(dBA CNEL)
Existing Year 2005
Distance to CNEL Contour
CNEL (Feet from Centerline)
(dBA @ 60 I 65 I 70
Segment ADT Volumes 50 Feet) (dBA CNEL) (dBA CNEL) (dBA CNEL)
State Route 30
Highland Ave to Jct.I-215 15,260 75 527 244 113
Jct. 1-215 to H Street 31,580 78 855 397 184
H Street to Route 259 32,630 79 874 406 188
Route 259 to Waterman Ave 66,670 82 1407 653 303
Waterman Ave to Del Rosa Drive 66,670 82 1407 653 303
State Route 330
Junction Route 30
Running Springs Junction Route 18
11,500
12,400
74
74
436
459
202
213
94
99
Aircraft Noise
The San Bernardino International Airport is located in the southeastern portion ofthe City of San Bernardino.
Airport noise generated from large aircraft contributes to the noise environment within the City. Noise from
aircraft is produced from takeoff, flyovers/over flights, and approach/landings. Each of these events results in
noise exposure to populations living in close proximity to the airport. Since the SBIAA is in the process of
preparing the Airport Master Plan and the Comprehensive Land Use Plan (CLUP), the precise noise contours
were not available to include in the General Plan Update. Upon adoption of the Airport Master Plan and
CLUP, the new noise contours shall be incorporated into Figure LU-4 of the City of San Bernardino General
Plan, in accordance with Section 21676 of the Public Utilities Code.
In addition to aircraft noise from the San Bernardino International Airport, local helicopter air traffic is
commonplace throughout the City. News and other helicopters (e.g., freeway traffic report helicopters) fly
through the area. Helicopter use for fire and police and at hospitals is considered as an emergency activity
and is addressed by FAA regulations. The noise exposure generated by helicopter activity varies dependant
on flight path which is determined by wind direction. There are currently five heliports in San Bernardino
(National Orange Show, Red Dog Properties (private), San Bernardino Community Hospital, SCE Eastern
Division, and in the Tri-City area).
Railroad Noise
The project area includes the presence of the freight and passenger trains along the Union Pacific railroad
(UPRR), Burlington Northern Santa Fe (BNSFRR) railroads and Metrolink railroads. The UPRR is rail line is
located along the 10 Freeway from Los Angeles till it reaches Colton from which it splits into the Palmdale
line which turns northward through the western portion of the City of San Bernardino and the Yuma line
which continues eastward. This rail line is utilized by both commuter (Metrolink) and freight trains. The total
number of trains along the UPRR is variable on any given day due freight train usage. The BNSFRR heads
east and southward from Los Angeles through Los Angeles and Riverside County where it heads northward
through the City of San Bernardino. The portion of the BNSF line that crosses through the City of San
Bernardino and heads north is called the Cajon Line. The San Bernardino Metrolink Line extends from San
Bernardino to Los Angeles Union Station. The Inland Empire Orange County (IEOC) Metrolink Line extends
from San Bernardino to San Juan Capistrano.
Page 5.10-12 . The Planning Center
July 2005
5. Environmental Analysis
The number of freight trains using the UPRR and BNSF is dependant on the quantities and scheduling of
freight at the sea ports. The Southern California Association of Governments (SCAG) has published 'The Los
Angeles-Inland Empire Railroad Main Line Advanced Planning Study" which provides estimates of train
volumes for the year 2000. Table 5.10-8 presents the past and projected train volumes.
Table 5.10-8
Daily Train Volume Estimates
Year 2000
Union Pacific Yuma Line 44
Union Pacific Palmdale Line 6.5
Burlington Northern Santa Fe Cajon Line 96
San Bernardino Metrolink Line 30
Inland Empire Grange County (lEG C) Metrolink Line 11
Source: Los Angeles-Inland Empire Railroad Main Line Advanced Planning Study.
Southern California Association of Governments
Railroad noise is dependant on numerous factors including the number of engines and railcars, the average
speed, the percentage of operations that take place at night, the type of rails and the presence of "at-grade"
crossings that require the engineer to sound a warning horn. An at-grade crossing raises the noise produced
by train activity substantially due to the sounding of the horn at 103 dBA as measured at 100 feet. Trains are
required to sound their horns beginning at 1,300 feet from an at-grade crossing. The use of railroad warning
signals is regulated at the Federal Railroad Administration and the City does not have authority to dictate
railroad policy in this matter.
~
Noise from these operations was modeled using the horn model distributed by the Federal Railroad Adminis-
tration. Modeling predicts that the 65 dBA Ldn noise contour falls at varying distances as shown in Table
5.10-9. These noise levels occur from 1,300 feet from the at-grade crossing. Noise levels with just the noise
generated by the train without the horn would result in lower noise levels as shown in Table 5.10-9.
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-13
5. Environmental Analysis
Table 5.10-9
Train Noise Estimates
(Distance in feet to 65 dBA Ldn Contour)
Line / Condition I Year 2000
Union Pacific Yuma line
With Horn Sounding
Without Horn Sounding
Union Pacific Palmdale line
With Horn Sounding
Without Horn Sounding
Burlington Northern Santa Fe Cajon line
With Horn Sounding
Without Horn Sounding
San Bernardino Metrolink line
With Horn Sounding
Without Horn Sounding
Inland Empire Orange County Metrolink line
With Horn Sounding
Without Horn Sounding
Based on the Federal Highway Administration (FHWA) Horn Model.
859
618
408
279
1,135
829
745
532
505
352
5.10.1.2 Arrowhead Springs Specific Plan
The Arrowhead Springs Planning area encompasses approximately 1,916 acres in a remote area within the
San Bernardino Mountains. A portion of the project site is currently developed with the Arrowhead Springs
Resort operated by Campus Crusade for Christ, I nternational. The resort currently consists of approximately
34 buildings including a hotel, an auditorium, a chapel, dormitories, a pool and cabanas, residential
bungalows, office buildings, and maintenance buildings. However, only the office, maintenance, and select
bungalow buildings are currently utilized. The existing Arrowhead Springs area is characterized by the noise
environment associated with these stationary sources and through traffic on SR-18.
Field Survey
The Planning Center conducted field monitoring on Tuesday, June 1, 2005, in conjunction with the develop-
ment of the General Plan Update. Five separate noise level measurements were obtained to determine the
ambient noise levels of areas where the largest potential traffic noise impacts would occur due to the
proposed project. Noise monitoring locations were chosen based on the traffic distribution of the proposed
Arrowhead Springs development with construction of the proposed alignment that provides site
ingress/egress to 40th Street in San Bernardino. The noise monitoring locations are shown in Figure 5.10-1,
Noise Monitoring Locations. Additional details on the monitoring program are covered in Appendix D, Noise
Data. The results of the noise monitoring are presented in Table 5.10-10.
Page 5.10-14 . The Planning Center
July 2005
5. Environmental Analysis
Noise Monitoring Locations
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City Boundary
: Sphere of Influence Boundary
NOTTO SCl\lE
~
San Bernardino General Plan Update and Associated SPecific Plam ElK
The Plamlitlg Center · Figure 5.10-1
5. Environmental Analysis
This page intentionally left blank.
Page 5.10-16 . The Planning Center
July 2005
5. Environmental Analysis
Table 5.10-10
Noise Measurements Along Local Roadways
Monitoring Site Lmax Lea Lmia
Monitoring Site #1 80.7 64.2 38.1
Monitoring Site #2 86.3 72.7 61.7
Monitoring Site #3 81.1 68.1 40.0
Monitoring Site #4 79.7 67.7 41.2
Monitoring Site #5 91.2 72.6 57.4
Noise monitoring conducted on June 1, 2005 during morning peak hours of 7:00 a.m. and 9:00 a.m.
Monitoring Site 1
Monitoring Site 2
Monitoring Site 3
Monitoring Site 4
The sound level meter was located on the eastern side of Harrison Street, south of
37th Street. Primary noise sources were from local traffic and school buses
traveling north-south on Harrison Street. Harrison Street is a two-lane roadway
approximately 30 feet wide. The noise measurement was obtained during the
morning peak traffic period. The western side of the roadway is separated from the
percolation ponds by a 35 to 50 foot soil berm, which rises above houses on the
east side of the roadway. Only back yards front this portion of Harrison Street and
are separated from the roadway by an existing five- to six-foot block masonry wall,
although, some yards have wood or chain linked fences. The noise meter was
placed six feet from the block masonry wall directly adjacent to the roadway. There
were no sidewalks.
~
The sound level meter was located on 30th Street, east of Valencia and west of the
percolation ponds. Thirtieth Street is a four-lane roadway with no median and
approximately 44 feet wide. The noise measurement was obtained during the
morning peak traffic period. The primary noise source is traffic along 30th Street,
which includes a fair number of trucks. Secondary noise sources include SR-30,
which is located approximately 300 feet south. State Road 30 is located below the
grade of 30th Street. Housing in the neighborhood adjacent to 30th Street backs up
to the roadway. However, only a few houses had five-foot block masonry walls, with
the majority having wood fencing instead. The meter was placed three feet away
from the wood fence and two feet from the roadway. There were no sidewalks.
The sound level meter was located on 40th Street west of Harrison Street and east
of the proposed intersection with the new access road to the Arrowhead Springs
development (Village Parkway). Fortieth Street is a four-lane roadway with no
median and approximately 51 feet wide. The noise measurement was obtained
during the morning peak traffic period. Primary noise source was traffic along 40th
Street. Currently, trucks arrive once every five minutes from the unimproved road-
way, which is proposed to be modified for the Arrowhead Springs development.
Trucks turn left (head east) on 40th Street then enter the percolation ponds to the
south, for soil disposal/haul. After disposal, trucks turn left on 40th and continue
west. It should be noted that this truck activity is an interim activity being conducted
by the San Bernardino County Flood Control District to remove of excess debris
from the percolation basins. Noise measurements were taken east of this truck
entrance. Noise meter was placed eight feet from the roadway.
The sound level meter was located on 40th Street east of the proposed roadway for
Arrowhead Springs and west of Waterman Canyon Road (SR-18). Fortieth Street is
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-1 7
5. Environmental Analysis
a four-lane roadway with no median at this location with street parking on the south
side of the road which is approximately 58 feet wide. The noise measurement was
obtained during the morning peak traffic period. Primary noise source was traffic on
40th Street. Houses that front 40th Street are separated from the roadway by a
landscaped sidewalk area. The noise meter was placed on the three-foot sidewalk,
approximately eight feet from the roadway.
Monitoring Site 5
The sound level meter was located on 30th Street, west of Waterman Canyon Road
(SR-18). Thirtieth Street is a four-lane roadway with no median and street parking is
available on the northern side of 30th Street which is approximately 50 feet wide.
The noise measurement was obtained during the morning peak traffic period. Noise
monitoring was conducted three-feet in front of the existing residential property on
30th Street, two-feet from roadway, which faces the roadway with little obstruction
from roadway noise sources. Primary noise source was traffic on 30th Street,
although some ambient noise is generated by the SR-30, which is located below
grade of 30th Street. Traffic at this intersection is very busy due to the SR-30
entrance approximately 300 feet to the east. Traffic during the a.m. peak hour backs
up past Waterman Canyon Road and many trucks enter the highway at this
location.
5.10.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on he
environment if the project would result in:
N-1
Exposure of persons to or generation of noise levels in excess of standards estab-
lished in the local general plan or noise ordinance, or applicable standards of other
agencies.
N-2
Exposure of persons to or generation of excessive groundborne vibration or
groundborne noise levels.
N-3
A substantial permanent increase in ambient noise levels in the project vicinity
above levels existing without the project.
N-4
A substantial temporary or periodic increase in ambient noise levels in the project
vicinity above levels existing without the project.
N-5
For a project located within an airport land use plan or where such a plan has not
been adopted, within two miles of a public airport or public use airport, expose
people residing or working in the project area to excessive noise levels.
N-6
For a project within the vicinity of a private airstrip, expose people residing or
working the project area to excessive noise levels.
5.10.3 Environmentallmpacts
The following impact analysis addresses thresholds of significance for which the Initial Study disclosed
potentially significant impacts. The applicable thresholds are identified in parentheses after the impact
statement.
Page 5.10-18. The Planning Center
July 2005
5. Environmental Analysis
5.10.3.1 San Bernardino General Plan
The General Plan Update is a guidance document for future development within the City of San Bernardino.
The following is a discussion of the noise related impacts from full buildout potential of the San Bernardino
General Plan. This impact analysis occasionally identifies full buildout as occurring in 2030 for ease of
comparison, however no date for full buildout has been established.
GP IMPACT 5.10-1:
PROJECT IMPLEMENTATION WOULD RESULT IN LONG-TERM OPERATION-
RELATED NOISE THAT WOULD EXCEED LOCAL STANDARDS. [THRESHOLDS
N-1, AND N-3]
Impact Analysis: Noise is regulated by numerous codes and ordinances across Federal, State, and local
agencies. In addition, the City regulates noise-generating activities through the Municipal Code.
Operational Impacts
On-Road Mobile-Source Noise Impacts on Proposed Land Uses
The operational phase of individual projects that constitute the entirety of the General Plan update may
generate noise from either stationary or vehicular sources.
Stationary Sources
Stationary sources of noises may occur from all types of land uses. Residential uses would generate noise
from landscaping, maintenance activities, and air conditioning systems. Commercial uses would generate
noise from heating, ventilation, air conditioning (HV AC) systems, loading docks and other sources. Industrial
uses may generate HV AC systems, loading docks and possibly machinery. Noise generated by residential or
commercial uses are generally short and intermittent. Industrial uses may generate noise on a more
continual basis due to the nature of its activities.
~
The General Plan proposes nearly 106 million square-feet of new light and heavy industrial development. The
siting of new industrial land uses may increase noise levels in their proximity. This can be due to the
continual presence of heavy trucks used for the pick-up and delivery of goods and supplies; or from the use
of noisy equipment actually used in the manufacturing or machining process. While vehicle noise is exempt
from local regulation while operating on public roadways, for the purposes of the planning process, this
noise may be regulated as a stationary-source while operating on private property. Previous studies have
shown that heavy trucks produce a level of approximately 73 dBA L"q as measured at a distance of 50 feet
from the noisiest portion ofthe truck (Le., to the side with the engine exposed).1 The use of multiple trucks
could generate noise levels on the order of 80 dBA L"q; again as measured at a distance of 50 feet. Process
equipment and the use of pneumatic tools could also generate elevated noise levels, but this equipment is
typically housed within the facilities and would not be expected to exceed the 80 dBA Leq projected for
exterior trucks.
If it is assumed that the 80 dBA L"q level were produced continually for a period of 8-hours during the day,
the calculated CNEL is 75 dBA as measured at a distance of 50 feet. The 65 dBA CNEL would fall at a
distance of 158 feet.
The General Plan has industrial uses located throughout the City. As mentioned previously, these industrial
land uses are located adjacent to residential and other noise sensitive uses. The City also through Municipal
Code Section 8.54.030 provides an exception to the noise regulations for noise generated in commercial or
industrially zoned areas. Potential areas of land use-noise conflict could occur at the borders along the noise
1 The Planning Center. Consolidated Volume Transfer Station and Recycling Facility (CVT). Anaheim. February 8,1996.
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-19
5. Environmental Analysis
sensitive uses. The impact could be significant if a new industrial source that emits excessive noise is
allowed along such a border area.
On-Road Mobile-Source Noise Impacts on Existing Land Uses
Potential impacts on existing land uses stem mainly from the addition of project-generated vehicles along
site access roads. Table 5.108 presents those routes with the potential for significant increase in noise due
to growth anticipated under the General Plan. The increase or decrease in noise along all routes is included
in Volume II, Appendix D, Noise Data. As expected, the greatest increases are expected in those areas
subject to increased land use intensity or increased connectivity with major arterials such as freeways. While
an increase of 3 or 5 dBA is potentially significant, it is only significant if it impacts sensitive land uses. The
land uses most sensitive to exterior noise are playgrounds/parks and residential uses. The 63 dBA CNEL is
the limit for playground and neighborhood park land uses which are considered conditionally acceptable
based on Table 5.10-5 Community Noise and Land Use Compatibility matrix. The 65 dBA CNEL is the limit
for residential land uses which are considered conditionally acceptable based on the City's Community
Noise and Land Use Compatibility matrix. Commercial and industrial areas are not considered to be noise
sensitive uses and have much higher tolerances for exterior noise levels.
The analysis, as performed, is required under CEQA and essentially assumes that the project would be built
at one time and that the entirety of its traffic would be added to the existing volumes of traffic on the road. In
actuality, project development would occur over a period of many years and the increase in noise on an
annual basis would not be readily discernable because traffic and noise would increase incrementally.
However, the largest increases in noise due to the General Plan Update need to be identified and as such a
comparison of existing and future year 2030 build-out of the General Plan would be compared. As shown in
Table 5.1 0 11 , some of the roadways analyzed would experience noise levels in excess of the 3 dB threshold
for noise sensitive uses. These increases in noise levels would occur at existing noise sensitive land uses
and would exceed the City's land use compatibility standards for noise. The increase in traffic noise is due to
the large increases in traffic volumes projected to occur with the build-out of the General Plan. As such, traffic
generated noise attributable to the General Plan Update would result in significant noise impacts to existing
noise sensitive uses.
Table 5.10-11
Build-out Traffic Volumes and Resultant Noise Levels Along Major Roadways
Subject to Potentially Significant Change
Existing Year Future Year 2030 With Project Increase
Distance to CNEL Contour 50.0 Distance to CNEL Contour in Noise
CNEL (Feet from Centerline) CNEL (Feet from Centerline) Levels
(dBA @ I 65 I (dBA @ I 65 I (dBA
Segment ADT 50 Ft) 60 70 ADT 50 Ft) 60 70 CNEL)
4th Street
1-215 - Arrowhead
5th Street
I 1,208 I 61
58
27
12 I 24,633 I 74 I 430 I 200 I 93
13
Pepper - 1-215 24,250 76 560 260 121 19,238 75 480 223 103 -1
1-215 - Waterman 28,290 76 621 288 134 24,007 76 557 258 120 -1
Waterman - Victoria 11,200 72 335 155 72 17,878 74 457 212 99 2
Victoria - Palm 1,965 65 105 49 23 14,370 73 395 183 85 9
9th Street
Medical Center - 1-215 4,495 67 138 64 30 5,219 67 153 71 33 1
1-215 - Waterman 6,018 68 168 78 36 8,367 69 209 97 45 1
Waterman - Tippecanoe 4,539 67 139 65 30 5,927 68 166 77 36 1
Tippecanoe - Del Rosa 4,7 45 67 143 67 31 5,712 68 162 75 35 1
Page 5.10-20 . The Planning Center
July 2005
5. Environmental Analysis
Table 5.10-11
Build-out Traffic Volumes and Resultant Noise Levels Along Major Roadways
Subject to Potentially Significant Change
Existing Year Future Year 2030 With Project Increase
Distance to CNEL Contour 50.0 Distance to CNEL Contour in Noise
CNEL (Feet from Centerline) CNEL (Feet from Centerline) Levels
(dBA @ I 65 I (dBA @ I 65 I (dBA
Segment ADT 50 Ft) 60 70 ADT 50 Ft) 60 70 CNEL)
40th Street
Valencia - Waterman 8,910 71 251 117 54 17,908 74 401 186 86 3
Waterman - Sierra 18,879 72 310 144 67 22,625 73 349 162 75 1
Sierra - Mountain View 15,810 71 275 128 59 31,279 74 433 201 93 3
Baseline Street
SR-30 - Palm 6,940 69 185 86 40 25,185 74 436 203 94 6
Palm - Valencia 14,670 72 304 141 66 34,286 75 536 249 115 4
Valencia -1-215 24,141 77 634 294 137 23,585 76 624 290 134 0
1-215 - Riverside 18,680 74 412 191 89 18,194 74 405 188 87 0
Highland Avenue
Riverside -1-215 26,028 73 383 178 83 8,447 68 181 84 39 -5
1-215 - Victoria 15,150 71 267 124 58 26,775 73 391 181 84 2
Victoria - SR-30 18,930 72 310 144 67 27,788 74 400 186 86 2
SR-30 - E. City Limit 12,970 72 323 150 70 23,666 75 482 224 104 3
Hospitality lane
E Street - Hunts
Hunts - Waterman
Mill Street
-3
-1
~
Tippecanoe - Waterman 13,040 71 281 131 61 19,150 73 363 169 78 2
Waterman - Mt. Vernon 16,179 71 279 130 60 30,155 74 423 196 91 3
Mt Vernon - Bordwell 15,680 71 273 127 59 31,126 74 432 200 93 3
Redlands Boulevard
1-215 - Waterman
Rialto Avenue
114,5541 72 1 303 1 141 1 65 118,011 1 73 1 349 1 162 1 75 1
Riverside - Rancho 12,250 70 232 108 50 16,287 71 280 130 60 1
Rancho -I Street 10,050 69 203 94 44 16,970 71 288 134 62 2
I Street - Sierra 8,410 68 181 84 39 8,628 68 184 85 40 0
Sierra - Tippecanoe 2,920 64 89 41 19 7,688 68 170 79 37 4
Boulder Avenue
Atlantic -Pacific
Del Rosa Drive
110,910 1 72 1 329 1 153 1 71 114,853 1 74 1 404 1 188 1 87 1
3rd Street - Paloma 6,040 67 145 67 31 14,877 71 264 123 57 4
Baseline - SR-30 8,110 68 176 82 38 21,995 73 343 159 74 4
SR-30 - Quail Canyon 4,070 66 129 60 28 1,445 62 65 30 14 -4
E Street
1-10- Fairway 18,134 73 351 163 76 23,208 74 413 192 89 1
Fairway - 9th Street 8,770 70 216 100 47 18,814 73 359 167 77 3
9th St - Kendall 17,7 40 73 345 160 74 35,103 76 544 253 117 3
Palm Avenue
Pacific - Highland
Pepper Avenue
1-10 - Foothill
1 9,940 1 71
116,420 1 73
58 119,826 1 74
81 1 44,034 1 77
271
126
429
199
92
3
378
175
730
339
157
4
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-21
5. Environmental Analysis
Table 5.10-11
Build-out Traffic Volumes and Resultant Noise Levels Along Major Roadways
Subject to Potentially Significant Change
Existing Year Future Year 2030 With Project Increase
Distance to CNEL Contour 50.0 Distance to CNEL Contour in Noise
CNEL (Feet from Centerline) CNEL (Feet from Centerline) Levels
(dBA @ I 65 I (dBA @ I 65 I (dBA
Segment ADT 50 Ft) 60 70 ADT 50 Ft) 60 70 CNEL)
Rancho Avenue
1-10-MiII 10,566 70 245 113 53 21,870 73 397 184 86 3
MiII- Rialto 10,566 70 245 113 53 23,685 74 419 194 90 4
Rialto - Foothill 5,770 68 163 76 35 20,783 73 384 178 83 6
Sierra Way
Waterman - 40th Street 9,000 70 220 102 47 37,828 76 572 266 123 6
40th Street - 5th Street 7,000 68 160 74 34 2,112 62 72 33 15 -5
5th Street - 2nd Street 9,336 69 194 90 42 5,505 67 136 63 29 -2
2nd Street - Mill 3,385 64 98 46 21 5,789 67 141 65 30 2
Victoria Avenue
Lynwood - Baseline
Baseline - 3rd Street
Waterman Avenue
1-10 - Highland
Highland - Sierra
Freeways
10 Freeway
1
o
Jct. 1-215 to Waterman 182,350 86 2752 1278 593 286,000 88 3715 1725 800 2
Waterman to Tippecanoe 149,470 85 2411 1119 519 264,000 88 3522 1635 759 2
Tippecanoe to 148,420 85 2399 1114 517 264,000 88 3522 1635 759 3
Mountain View
Interstate 215
Jct. 1-10 to Orange Show 144,220 85 2354 1093 507 220,000 87 3119 1448 672 2
Road
Orange Show Road to 135,780 85 2261 1050 487 220,000 87 3119 1448 672 2
Inland Center Drive
Jct. Route 66 to Baseline 113,690 84 2009 932 433 242,000 87 3324 1543 716 3
Jct. SR-30 to University
Parkway 55,790 81 1250 580 269 132,000 85 2219 1030 478 4
State Route 259
Junction SR-30 67,000 82 1,412 655 304 100,500 84 1,850 859 399 2
E Street 67,000 82 1,412 655 304 100,500 84 1,850 859 399 2
End Route 259 55,000 81 1,238 575 267 82,500 83 1,622 753 349 2
State Route 30
Highland to Jct. 1-215 15,260 75 527 244 113 154,000 85 2459 1141 530 10
Jct. 1-215 to H Street 31,580 78 855 397 184 132,000 85 2219 1030 478 6
H Street to SR-259 32,630 79 874 406 188 132,000 85 2219 1030 478 6
Route 259 to Waterman 66,670 82 1407 653 303 176,000 86 2688 1248 579 4
Waterman to Del Rosa 66,670 82 1407 653 303 132,000 85 2219 1030 478 3
State Route 330
Junction SR-30 11,500 74 436 202 94 17,250 76 571 265 123 2
Running Springs 12,400 74 459 213 99 18,600 76 601 279 129 2
Junction SR-18
Page 5.10-22 . The Planning Center
July 2005
5. Environmental Analysis
On-Road Mobile-Source Noise Impacts on Proposed Land Uses
An impact could be significant if the project sites sensitive land uses in areas that do not meet the
environmental goals of the City for the area in which they are to be situated. The noise contours for existing
conditions and General Plan projected build-out conditions are presented in Table 5.10-12. As noted in the
prior discussion, for the purposes of this analysis, impacts on sensitive areas are considered significant if a
CNEL of 63 and 65 dBA are exceeded. These standards shall then serve as the basis of the impact analysis.
The General Plan presents the anticipated buildout vehicle-generated noise contours and proposed land use
designations. There are areas in the City where noise levels would potentially exceed the 63 and 65 dBA
CNEL noise contours for playground, park and residential areas. Furthermore, other sensitive land uses,
such as schools, churches, or recreational uses may be exposed to noise levels which exceed the 65 dBA
CNEL contours generated by on-road vehicles. This is especially true in those areas that lie near the
freeways. Any siting of sensitive land uses within these contours then represents a potentially significant
impact and would require a separate noise study through the development review process to determine the
level of impacts and required mitigation. The General Plan Noise Element does contain a number of policies,
to minimize potential noise impacts on sensitive land uses.
Railroad Noise Impacts
Noise generated by railroads is dependant on the quantity of trains utilizing the railroads that traverse the
City. The number of trains occurring in the future is predicted to increase substantially due to the increased
freight arriving at southern Californian seaports and the projected increases in the number of people using
commuter trains. This increased freight is due primarily to increases in the international trade of goods. As
such, the need for trains is projected to increase to transport these goods. The Southern California
Association of Governments (SCAG) has published 'The Los Angeles-Inland Empire Railroad Main Line
Advanced Planning Study" which provides estimates of train volumes for existing and future conditions.
Table 5.10-12 below presents the projected train volumes.
~
Table 5.10-12
Daily Train Volume Estimates
Line Year 2000 Year 2010 Year 2025
Union Pacific Yuma Line 44 64 95
Union Pacific Palmdale Line 6.5 7.5 8.8
Burlington Northern Santa Fe Cajon Line 96 136 198
San Bernardino Metrolink Line 30 42 50
Inland Empire Orange County (I EO C) Metrolink Line 11 24 32
Source: The Los Angeles-Inland Empire Railroad Main Line Advanced Planning Study. Southern California Association of Governments
Noise from these operations was modeled using the horn model distributed by the Federal Railroad
Administration. Modeling predicts that the 65 dBA Ldn noise contour falls at varying distances as shown in
Table 5.1 0-13. These noise levels occur from 1,300 feet from the at-grade crossing. Noise levels with just the
noise generated by the train without the horn would result in lower noise levels as shown in Table 5.1 0-7. The
General Plan update may contribute to increasing train traffic incrementally due to the increased demand of
goods development of industrial uses and increases in persons using commuter trains. However, as
mentioned previously, the large increase in train traffic is primarily due to the increased demand for goods
produced internationally. The increases in train traffic would result in further exposing noise sensitive uses to
noise exposure and increase the level of noise experienced at noise sensitive uses. The General Plan update
may also result in the intensified use of noise sensitive uses near railroad tracks thereby exposing additional
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-23
5. Environmental Analysis
people to excessive amounts of noise. As such, significant noise impacts would occur due to noise sensitive
uses being exposed to greater levels of train noise.
Table 5.10-13
Train Noise Estimates
(Distance in feet to 65 dBA Ldn Contour)
Line / Condition I Year 2000 I Year 2010
Union Pacific Yuma line
With Horn Sounding
Without Horn Sounding
Union Pacific Palmdale line
With Horn Sounding
Without Horn Sounding
Burlington Northern Santa Fe Cajon line
With Horn Sounding
Without Horn Sounding
San Bernardino Metrolink line
With Horn Sounding
Without Horn Sounding
Inland Empire Orange County Metrolink line
With Horn Sounding 505 685 763
Without Horn Sounding 352 486 545
Source: The Los Angeles-Inland Empire Railroad Main Line Advanced Planning Study. Southern California Association of
Governments
Year 2020
859
618
983
713
1131
826
408
279
433
298
462
319
1,135
829
1,281
941
1,457
1,076
745
532
844
607
900
649
GP IMPACT 5.10-2:
BUlLDOUT OF THE SAN BERNARDINO GENERAL PLAN WOULD CREATE
SHORT- TERM AND LONG-TERM GROUNDBORNE VIBRATION AND GROUND-
BORNE NOISE. [THRESHOLD N-2]
Impact Analysis: Buildout of the General Plan Update could potentially expose people to the impacts of
groundborne vibration or noise levels. Vibration related impacts could potentially result in impacts from the
generation of substantial levels of vibration from construction and industrial activities. Vibration impacts could
also occur by placing vibration sensitive uses proximate to railroads which are substantial sources of
vibration.
Construction Vibration Impacts
On-Road Mobile-Source Vibration Impacts
Caltrans has studied the effects of propagation of vehicle vibration on sensitive land uses. Caltrans notes that
"heavy trucks, and quite frequently buses, generate the highest earth born vibrations of normal traffic."
Caltrans further notes that the highest traffic generated vibrations are along the freeways. Their study finds
that "vibrations measured on freeway shoulders (5 meters from the centerline of the nearest lane) have never
exceeded 0.08 inch per second (in/sec), with the worst combinations of heavy trucks. This level coincides
with the maximum recommended "safe level" for ruins and ancient monuments (and historic buildings).
Because sensitive land uses are not and will not be sited within this distance, any potential for significant
vibration impacts is less than significant.
Page 5.10-24 . The Planning Center
July 2005
5. Environmental Analysis
Railroad Vibration Impacts
Caltrans has studied the effects of propagation of train vibration on sensitive land uses and notes that train
vibration levels may be quite high, depending on the speeds, load, condition of track, and amount of ballast
used to support the track. Caltrans obtained measurement of train vibrations and using their highest
recorded value, prepared a "drop-off curve." The curve represents the maximum expected levels from trains,
and is considered by Caltrans to be "very conservative." The curve demonstrates that 0.08 in/sec level, the
maximum recommended "safe level" for ruins and ancient monuments and used here as a significance
threshold, occurs at a distance of 25 feet from the rails. The 0.2 in/sec level, at which there is a risk of archi-
tectural damage occurs at a distance of about 7.5 feet from the rails. Because sensitive land uses are not
and will not be sited within these distances, any potential for significant vibration impacts due to structural
damage is less than significant.
Vibration can also lead to annoyance due to windows, picture frames or other items rattling and in extreme
cases direct perception of vibration. The Federal Transit Administration has established screening distances
for vibration assessments. Table 5.10-14 shows the distances at which vibration induced annoyance would
not be expected to occur. Vibration generation and propagation is specific to the area analyzed because
factors such as geology, railroad track conditions, train suspension and train wheel conditions can all affect
vibration experienced at sensitive receivers. As such, site specific analyses would need to be conducted if
projects are located within these screening distances. The screening distance for residential uses is 200 feet
for railroads. Because there are vibration sensitive uses located within these distances, significant vibration
impacts may occur due to vibration induced annoyance.
Vibration Sensitive
Type of Project Uses Residential Uses Institutional Uses
Conventional Commuter Railroad 600 200 120
Bus Projects 100 50 NA
Table 5.10-14
Screening distances for Vibration Induced Annoyance (feet)
~
Industrial Vibration Impacts
The use of heavy equipment (e.g., stamping tools) associated with industrial operations can create elevated
vibration levels in their immediate proximity. However, vibration generated by machinery is regulated under
the City's municipal code section 15.68.20. Compliance with this section would result in vibration levels that
are considered acceptable to the City. As such, no significant vibration impacts would occur from vibration
generated by industrial uses.
GP IMPACT 5.10-3:
CONSTRUCTION ACTIVITES ASSOCIATED WITH BUlLDOUT OF THE SAN
BERNARDINO GENERAL PLAN WOULD RESULT IN TEMPORARY NOISE
INCREASES IN THE VICINITY OF THE PROPOSED PROJECT. [THRESHOLD
N-4]
Impact Analysis: The City regulates noise-generating activities through the Municipal Code. Pursuant to
Section 8.54.020 of the City of San Bernardino Municipal Code, construction activities are prohibited
between the hours of ten p.m. and seven a.m.
Short-term noise impacts are impacts associated with demolition, site preparation, grading and building
construction of the proposed land uses. Two types of short-term noise impacts could occur during construc-
tion. First, the transport of workers and movement of materials to and from the site could incrementally
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-25
5. Environmental Analysis
increase noise levels along local access roads. The second type of short-term noise impact is related to
noise generated at the job site during demolition, site preparation, grading, and/or physical construction.
Construction is performed in distinct steps, each of which has its own mix of equipment, and, consequently,
its own noise characteristics. However, despite the variety in the type and size of construction equipment,
similarities in the dominant noise sources and patterns of operation allow construction-related noise ranges
to be categorized by work phase. Table 5.10-15 lists typical construction equipment noise levels
recommended for noise impact assessments as based on a distance of 50 feet between the equipment and
a noise receptor.
Composite construction noise is best characterized by Bolt, Beranek and Newman (EPA December 31,
1971). In their study, construction noise for commercial and industrial development is presented as 89 dBA
Leq when measured at a distance of 50 feet from the construction effort. Residential development is slightly
quieter with a composite noise level of about 88 dBA L"q, again when measured at a distance of 50 feet from
the construction effort. These values take into account both the number of pieces and spacing of the heavy
equipment used in the construction effort. In later phases during building assembly, noise levels are typically
reduced from these values and the physical structures further break up line-of-sight noise propagation.
Range of Sound Levels Suggested Sound Levels for
Type of Equipment Measured (dBA at 50 feet) Analysis (dBA at 50 feet)
Pile Drivers, 12,000 to 18,000 ft-Ibjblow 81 to 96 93
Rock Drills 83 to 99 96
Jack Hammers 75 to 85 82
Pneumatic Tools 78 to 88 85
Pumps 68 to 80 77
Dozers 85 to 90 88
Tractor 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 86
Air Compressors 76 to 86 86
Trucks 81 to 87 86
Table 5.10-15
Noise Levels Generated by Typical Construction Equipment
Source: Noise Control for Buildings and Manufacturing Plants," Bolt, Beranek and Newman, 1987.
Based on the 89 dBA L"q value, and assuming that construction were to occur for 8 hours a day, the CNEL is
calculated at 84 dBA at 50 feet (83 dBA CNEL for residential construction). The 65 dBA CNEL contour would
fall at a distance of about 446 feet (397 feet for residential construction). These impacts are considered less
than significant at the project level through the enforcement of the San Bernardino Municipal Code and in a
broader sense through the policies of the General Plan Noise Element.
GP IMPACT 5.10-4:
THE SAN BERNARDINO INTERNATIONAL AIRPORT IS LOCATED WITHIN THE
CITY OF SAN BERNARDINO, RESULTING IN EXPOSURE OF FUTURE
RESIDENTS TO AIRPORT-RELATED NOISE. [THRESHOLDS N-5 AND N-6]
Impact Analysis: The San Bernardino International Airport is located within the City of San Bernardino.
Airport Noise generated from large aircraft contribute to the noise environment within the City. Noise from
aircraft is produced from takeoff, flyovers/over flights, and approach/landings. Each of these events results in
noise exposure to populations living in close proximity to the airport. The San Bernardino International
Page 5.10-26 . The Planning Center
July 2005
5. Environmental Analysis
Airport is operated under a Joint Powers Authority. Currently the SBIAA is in the process of preparing the
Airport Master Plan and the Comprehensive Land Use Plan (CLUP). As a consequence, the precise noise
contours were not available to include in the General Plan Update. Upon adoption of the Airport Master Plan
and CLUP, the new noise contours shall be incorporated into Figure LU-4 of the City of San Bernardino
General Plan, in accordance with Section 21676 of the Public Utilities Code. In the interim, the City of San
Bernardino regulates noise from aircraft under the City's Municipal Code, which are based on noise contours
from the former Norton Air Force Base and the interim Airport Operating Plan. However, the noise contours
from the former Norton Air Force Base were based on military aircraft, and current operations as an
international airport may have different noise contours due to the type and frequency of commercial aircraft
anticipated at the San Bernardino International Airport. Prior to the inclusion of noise contours with the
Airport Master Plan and CLUP, no analysis of potential noise impacts from the operation of the Airport is
possible. As a result impacts are significant.
Furthermore, the existing land uses under the flight path, for the San Bernardino International Airport include
noise sensitive uses, including parkland and residential units. The City of San Bernardino considers both
residential and parkland as sensitive noise use in the City (See Figure N-1 of the San Bernardino General
Plan Update, Land Use Compatibility for Community Noise Exposure). During the creation of the Airport Land
Use Plan by the SBIAA, potential incompatibility with existing residential uses and the airport is required to be
addressed. However, the FAA does not consider parkland to be a sensitive use (except for crash zones and
parks containing water) and therefore may not analyze the incompatibility between the existing parkland use
and the operations of the San Bernardino International Airport. As a result, there is an inherent incompatibility
with the parkland and operation of the San Bernardino International Airport, which may result in exposure of
visitors to noise levels that exceed noise compatibility standards established in the General Plan.
In addition to aircraft noise from the San Bernardino International Airport, local helicopter air traffic is
commonplace throughout the City. News and other helicopters (e.g., freeway traffic report helicopters) fly
through the area. Helicopter use for fire and police and at hospitals is considered as an emergency activity
and is addressed by FAA regulations. The noise exposure generated by helicopter activity varies dependant
on flight path which is determined by wind direction. There are currently five heliports in San Bernardino
(National Orange Show, Red Dog Properties, San Bernardino Community Hospital, SCE Eastern Division,
and in the Tri-City area). Individual projects occurring as part of the General Plan would have to be analyzed
on a project specific basis.
~
General Plan Relevant Policies and Programs
The relevant General Plan goals and policies pertaining to noise include the following:
Land Use Element
Policy 2.9.1: Require that all new development be consistent with the adopted Comprehensive Land Use
Plan for the San Bernardino International Airport and ensure that no structures or activities encroach upon or
adversely affect the use of navigable airspace.
Policy 2.9.2: Refer any adoption or amendment of this General Plan, specific plan, zoning ordinance, or
building regulation within the planning boundary of the adopted Comprehensive Airport Master Plan for the
SBIA to the airport authority as provided by the Airport Land Use Law.
Policy 2.9.3: Limit the type of development, population density, maximum site coverage, and height of
structures as specified in the applicable safety zones in the Comprehensive Land Use Plan for the SBIA and
as shown on Figure LU-4.
Policy 2.9.4: Limit the development of sensitive land uses (e.g. residential, hospitals, schools) within the
65 decibel (dB) Community Noise Equivalent Level (CNEL) contour, as shown on Figure LU-4.
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-27
5. Environmental Analysis
Circulation Element
Policy 6.4.1: Work with Caltrans to ensure that construction of new facilities includes appropriate sound
walls or other mitigating noise barriers to reduce noise impacts on adjacent land uses.
Policy 6.4.8: Develop appropriate protection measures along routes frequently used by trucks to minimize
noise impacts to sensitive land uses including but not limited to residences, hospitals, schools, parks,
daycare facilities, libraries, and similar uses.
Policy 6.5.1: Provide designated truck routes for use by commercial/industrial trucking that minimize
impacts on local traffic and neighborhoods.
Policy 6.7.3: Encourage the provision of a buffer between residential land uses and railway facilities and
encourage the construction of sound walls or other mitigating noise barriers between railway facilities and
adjacent land uses.
Noise Element
Policy 14.1.1: Minimize, reduce, or prohibit, as may be required, the new development of housing, health
care facilities, schools, libraries, religious facilities, and other noise sensitive uses in areas where existing or
future noise levels exceed an Ldn of 65 dB(A) exterior and an Ldn of 45 dB(A) interior if the noise cannot be
reduced to these levels.
Policy 14.1.2: Require that automobile and truck access to commercial properties abutting residential
parcels be located at the maximum practical distance from the residential parcel.
Policy 14.1.3: Require that all parking for commercial uses abutting residential areas be enclosed within a
structure, buffered by walls, and/or limited hours of operation.
Policy 14.1.4: Prohibit the development of new or expansion of existing industrial, commercial, or other
uses that generate noise impacts on housing, schools, health care facilities or other sensitive uses above a
Ldn of 65 dB(A).
Policy 14.2.1: Work with Caltrans to landscape or install mitigation elements along freeways and highways
adjacent to existing residential subdivisions or noise-sensitive uses to reduce noise impacts.
Policy 14.2.2: Employ noise mitigation practices when designing future streets and highways, and when
improvements occur along existing road segments. Mitigation measures should emphasize the establish-
ment of natural buffers or setbacks between the arterial roadways and adjoining noise-sensitive areas.
Policy 14.2.3: Require that development that increases the ambient noise level adjacent to noise-sensitive
land uses provide appropriate mitigation measures.
Policy 14.2.4: Maintain roadways so that the paving is in good condition and free of cracks, bumps, and
potholes.
Policy 14.2.5: Require sound walls, berms, and landscaping along existing and future highways and
railroad right-of-ways to beautify the landscape and reduce noise.
Policy 14.2.6: Buffer residential neighborhoods from noise caused by train operations and increasing high
traffic volumes along major arterials and freeways.
Page 5.10-28 . The Planning Center
July 2005
5. Environmental Analysis
Policy 14.2.7: Require heliports/helistops to comply with Federal Aviation Administration standards.
Policy 14.2.8: Minimize noise attributable to vehicular travel in residential neighborhoods by inhibiting
through trips by the use of cul-de-sacs, one-way streets, and other traffic controls.
Policy 14.2.9: Enforce sections of the California Vehicle Code related to mufflers and modified exhaust
systems.
Policy 14.2.10: Provide for the development of alternate transportation modes such as bicycle paths and
pedestrian walkways to minimize the number of automobile trips.
Policy 14.2.11: Require that new equipment and vehicles purchased by the City comply with noise
performance standards consistent with the best available noise reduction technology.
Policy 14.2.12: Require that commercial and industrial uses implement transportation demand
management programs consistent with the Air Quality Management Plan that provide incentives for car
pooling, van pools, and the use of public transit to reduce traffic and associated noise levels in the City.
Policy 14.2.13: Work with local agencies and businesses to provide public transit services that reduce traffic
and associated noise.
Policy 14.2.14: Work with public transit agencies to ensure that the buses, vans, and other vehicles used do
not generate excessive noise levels.
Policy 14.2.15: Work with all railroad operators in the City to properly maintain lines and establish
operational restrictions during the early morning and late evening hours to reduce impacts in residential
areas and other noise sensitive areas.
~
Policy 14.2.16: Work with all railroad operators to install noise mitigation features where operations impact
existing adjacent residential or other noise-sensitive uses.
Policy 14.2.17: Ensure that new development is compatible with the noise compatibility criteria and noise
contours as defined in the Comprehensive Land Use Plan for the SBIA and depicted in Figure LU-4.
Policy 14.2.18: Limit the development of sensitive land uses located within the 65 decibel (dB) Community
Noise Equivalent Level (CNEL) contour, as defined in the Comprehensive Land Use Plan for the SBIA and
depicted in Figure LU-4.
Policy 14.2.19: As may be necessary, require acoustical analysis and ensure the provision of effective noise
mitigation measures for sensitive land uses, especially residential uses, in areas significantly impacted by
noise.
Policy 14.3.1: Require that construction activities adjacent to residential units be limited as necessary to
prevent adverse noise impacts.
Policy 14.3.2: Require that construction activities employ feasible and practical techniques that minimize the
noise impacts on adjacent uses.
Policy 14.3.3: Adopt and enforce a standard for exterior noise levels for all commercial uses that prevents
adverse levels of discernible noise on adjoining residential properties.
Policy 14.3.4: Adopt and enforce a standard for exterior noise levels from the use of leaf blowers, motorized
lawn mowers, parking lot sweepers, or other high-noise equipment on commercial properties if their activity
will result in noise that adversely affects abutting residential parcels.
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-29
5. Environmental Analysis
Policy 14.3.5: Require that the hours of truck deliveries to commercial properties abutting residential uses
be limited unless there is no feasible alternative or there are overriding transportation benefits by scheduling
deliveries at another hour.
Policy 14.3.6: Ensure that buildings are constructed soundly to prevent adverse noise transmission
between differing uses located in the same structure and individual residences in multifamily buildings.
Policy 14.3.7: Require that commercial uses in structures containing residences on upper floors not be
noise intensive.
Policy 14.3.8: Require common walls and floors between commercial and residential uses be constructed
to minimize the transmission of noise and vibration.
5.10.3.2 Arrowhead Springs Specific Plan
Implementation of the Arrowhead Springs Specific Plan includes development of 1,350 residential dwelling
units, 1,049,190 square-feet of commercial and office uses, 199-acre golf course, a new 300-room hotel,
expansion of the sewage treatment plant and conference center, and expansion of the existing historic
Arrowhead Springs Hotel. Much of the new development would be concentrated on approximately 556 acres
of the approximately 1,916 acre site. Buildout of the Arrowhead Springs Specific Plan would result in
additional vehicle trips to and from the resort recreational areas, residential, commercial, and office uses. The
following is a discussion of the noise related impacts from buildout of the Arrowhead Springs Specific Plan.
AHS IMPACT 5.10-1:
IMPLEMENTATION OF THE ARROWHEAD SPRINGS SPECIFIC PLAN WOULD
RESULT IN LONG-TERM OPERATION-RELATED NOISE THAT WOULD EXCEED
LOCAL STANDARDS. [THRESHOLDS N-l AND N-3]
Impact Analysis: Potential noise impacts from stationary sources of noise and traffic generated noise are
evaluated in relation to changes in the noise environment as a result of additional project-related traffic. The
project seeks to develop a wastewater treatment plant, as well as residential, recreational, office and
commercial uses. The proposed wastewater treatment plant is the only potential generator of substantial
noise levels from stationary sources. The waste water treatment plant would employ numerous pumps and
other wastewater treatment machinery that would generate noise at a local level. The proposed location of
the wastewater treatment plant is located on the very south side of the project site. The nearest noise
sensitive uses are the proposed 300 units of senior residential uses and a golf course. Noise levels
generated from the wastewater treatment plant would depend on the treatment technology that is selected
and the configuration of the plant. Potential noise impacts from the plant may occur due to the proximity of
the plant to the proposed residential and golf course.
To quantify incremental traffic noise impacts, noise levels from existing traffic data were determined and
compared to estimates of traffic noise generated by (1) future estimated traffic volumes without the proposed
project and (2) future estimated traffic volumes, including the proposed project. Project-generated and
cumulative traffic volumes were estimated using the Federal Highway Administration's Highway Traffic Noise
Prediction Model. The potential for exceedance of the City's noise criteria is based on those roads that have
the highest contribution of project traffic distribution and proximity to noise-sensitive receptors.
The modeling of traffic noise levels is based on data pertaining to traffic volumes, traffic speeds and the
types of vehicles traveling on area roads. The modeling input was developed from the project traffic study,
the FHWA Highway Traffic Noise Prediction Model and field observations. Table 5.1 0-15 provides traffic noise
modeling for existing conditions, future year 2007 no project and with project conditions. Future year 2007
conditions include vehicle trips from related projects as detailed in the project's traffic study. Project related
traffic would increase noise levels by a maximum of 1.3 dB along Harrison Street for the opening year 2007.
Page 5.10-30 . The Planning Center
July 2005
5. Environmental Analysis
Other roadways would experience lower increases in traffic noise due to the project because the other
roadways would have lower proportions of project related traffic versus background traffic.
Table 5.10-16
Modeled Traffic Noise for Opening Year
(dBA CNEL)
Existing No Project With Project Project Cumulative
Year 2003 Year 2007 Year 2007 Increment1 Increment1
SR-18 njo Waterman Avenue 75.6 76.0 77.2 +1.2 +1.6
Waterman Avenue sjo 40th Street 74.3 74.6 75.7 +1.1 +1.4
Waterman Avenue njo 30th Street 73.4 73.8 74.7 +0.9 +1.2
40th Street ejo Waterman Avenue 71.2 71.5 71.8 +0.3 +0.6
Harrison Street sjo 40th Street 58.9 59.3 60.6 +1.3 +1.7
Sterling Avenue sjo Foothill Drive 62.0 62.3 63.2 +0.9 +1.2
Valencia Avenue sjo 40th Street 66.3 66.6 66.6 - +0.3
Valencia Avenue njo 30th Street 66.5 66.9 66.9 - +0.3
1The Project Increment is the difference between the Year 2007 No Project and With Project conditions. The cumulative increment is the difference
between the Year 2007 With Project condition and Year 2003 conditions.
Source: The Planning Center (June 2005).
In the year 2030, the maximum increase in noise levels due to the buildout of the project would be 68.6 dBA
CNEL along the new project roadway (Village Parkway) and 69.8 dBA CNEL along Harrison Parkway
between 40th and 30th Street shown in Table 5.1 0-17. Though the new project roadway would result in large
increases, the new roadway would not expose noise sensitive uses to noise because there are no noise
sensitive uses along the roadway. For Harrison Parkway, this roadway would expose residential uses (rear
yards) proximate to the roadway to substantial levels of noise. In addition, Sterling Avenue south of Foothill
Drive would experience a noise level increase of 3.5 dBA CNEL on a cumulative basis due to project and
background traffic growth from existing conditions to the year 2030. As such, significant project related traffic
noise impacts would occur as a result of operation of the proposed project.
~
Table 5.10-17
Modeled Traffic Noise for Future Year 2030
(dBA CNEL)
Existing No Project With Project Project Cumulative
Year 2003 Year 2030 Year 2030 Increment1 Increment1
New Road - Project to 40th Street NA NA 73.3 +68.6 +68.6
Harrison Parkway - 40th to 30th Street NA NA 74.6 +69.8 +69.8
SR-18 njo Waterman Avenue 75.6 76.6 76.8 +0.2 +1.2
Waterman Avenue sjo 40th Street 74.3 75.8 75.8 - +1.5
Waterman Avenue njo 30th Street 73.4 74.0 74.0 - +0.6
40th Street ejo Waterman Avenue 71.2 73.6 73.9 +0.3 +2.7
Sterling Avenue sjo Foothill Drive 62.0 63.5 65.5 +2.0 +3.5
Valencia Avenue sjo 40th Street 66.3 67.0 68.0 +1.0 +1.7
Valencia Avenue njo 30th Street 66.5 67.2 68.1 +0.9 +1.6
1The Project Increment is the difference between the Year 2030 No Project and With Project conditions. The cumulative increment is the difference
between the Year 2030 With Project condition and Year 2003 conditions.
Source: The Planning Center (June 2005).
General Plan Update and Associated Specific Plans EIR
City of San Bernardino . Page 5.10-31
5. Environmental Analysis
AHS IMPACT 5.10-2:
IMPLEMENTATION OF THE ARROWHEAD SPRINGS SPECIFIC PLAN PROJECT
WOULD CREATE SHORT-TERM AND LONG-TERM GROUNDBORNE
VIBRATION AND GROUNDBORNE NOISE. [THRESHOLD N-2]
Impact Analysis: Construction activities can generate varying degrees of ground vibration, depending on
the construction procedures and the construction equipment. Operation of construction equipment
generates vibrations which spread through the ground and diminish in amplitude with distance from the
source. The effect on buildings located in the vicinity of the construction site often varies; depending on soil
type, ground strata and receptor building construction. The results from vibration can range from no
perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at
moderate levels, and slight damage at the highest levels. Ground vibrations from construction activities rarely
reach the levels that can damage structures, but can achieve the audible and perceptible ranges in buildings
close to a construction site. Ground-borne vibration would be generated by the proposed project during
construction activities. Vibration generation would primarily occur during the demolition, grading and
foundation phases of construction. Unless there are extremely large generators of vibration such as pile
drivers or in close proximity of sources of vibration, vibration is generally perceptible at structures where
vibration would rattle windows, picture frames and other objects. Table 5.10-18 lists vibration source levels
for construction equipment as well as the vibration levels experienced at the nearest structures.
Table 5.10-18
Vibration Source Levels For Construction Equipment
Vibhltion AnnoyanceA"ssessment
Velocity level at 25 Significance Exceeds Significance
Equipment Feet (VdB) Threshold (VdB) Threshold?
Scraper (large bulldozer) 87 72 No
Small bulldozer 58 72 No
Loaded trucks 86 72 No
Structural Damage Assessment
Approximate RMS
Velocity at 25 Feet Significance Exceeds Significance
Equipment (in/see) Threshold (VdB) Threshold?
Scraper (Large bulldozer) 0.089 0.2 No
Small bulldozer 0.003 0.2 No
Loaded trucks 0.076 0.2 No
1 Determined based on use of jackhammers or pneumatic hammers that may be used for pavement demolition at a distance
of 25 feet.
Notes: RMS velocity calculated from vibration level (VdB) using the reference of one microinch/second.
Source: The Planning Center, (October 2004) based on methodology from the United States Department of Transportation
Federal Transit Administration, Transit Noise and Vibration Impact Assessment (1995).
Based on procedures established by the Federal Transit Administration (FTA) Manual, Root Mean Square
(RMS) vibration velocities from construction equipment operations are expected to range from 0.003 to 0.089
in/sec (58 to 87 VdB) at a reference distance of 25 feet. Vibration sensitive uses in the specific plan area
consist of the historical spa and hotel uses in addition to the San Bernardino National Forrest. Because
detailed construction information is not currently available, a conservative approach was taken in which the
project could possibly entail construction equipment operating in close proximity to the above mentioned
vibration sensitive uses and result in levels of vibration that would exceed United States Department of
Transportation's (USDOT's) significance threshold for vibration annoyance of 72 VdB. This threshold is
established for potential human annoyance. Construction activities would potentially result in significant
adverse impacts from vibration induced human annoyance at the nearest vibration sensitive uses.
Page 5.10-32 . The Planning Center
July 2005
5. Environmental Analysis
The RMS velocity produced by construction activities would not exceed the USDOT's building damage
significance threshold of 0.20 in/sec for fragile structures. Therefore, construction activities would not result
in significant adverse vibration induced structural damage impacts at the nearest vibration sensitive uses.
AHS IMPACT 5.10-3:
CONSTRUCTION ACTIVITES ASSOCIATED WITH THE ARROWHEAD SPRINGS
SPECIFIC PLAN WOULD RESULT IN TEMPORARY NOISE INCREASES IN THE
VICINITY OF THE PROPOSED PROJECT. [THRESHOLD N-4]
Impact Analysis: The City regulates noise-generating activities through the Municipal Code. Pursuant to
Section 8.54.020 of the City of San Bernardino Municipal Code, construction is prohibited between the hours
of ten p.m. and seven a.m.
Short-term noise impacts are impacts associated with demolition, site preparation, grading and construction
of the Arrowhead Springs Specific Plan project are similar to the General Plan and are discussed above in
General Plan Impact 5.1 0-1. Based on the 89 dBA L"q value and assuming that construction were to occur for
8 hours a day, the CNEL is calculated at 84 dBA at 50 feet (83 dBA CNEL for residential construction). The 65
dBA CNEL contour would fall at a distance of about 446 feet (397 feet for residential construction). The
nearest noise sensitive uses to development areas of the Arrowhead Springs area are the existing resort
uses and the San Bernardino National Forest. Other residential uses to the east of the southern boundary
would be more than 400 feet away from the nearest construction activities. Mitigation of these impacts to a
level that is less than significant would be conducted through the enforcement of the San Bernardino
Municipal Code and in a broader sense through the policies of the General Plan Noise Element.
AHS IMPACT 5.10-4:
THE ARROWHEAD SPRINGS SPECIFIC PLAN AREA IS NOT LOCATED WITHIN
THE VICINITY OF AN AIRPORT OR AIRSTRIP THAT WOULD RESULT IN
EXPOSURE OF FUTURE RESDIENT, WORKERS, AND VISITORS TO AIRPORT-
RELA TED NOISE. [THRESHOLDS N-5 AND N-6]
~
Impact Analysis: The Arrowhead Springs Specific Plan area is not located within the vicinity of a public or
private airport. The closest airport to the site is the San Bernardino International Airport located on the
southern side of the City while the Arrowhead Springs area is located in the mountains to the north. The
project site is anticipated to be outside of the 65 dBA CNEL noise contour of the Airport due to the large
distance between the Airport and the project site.
5.10.4 Existing Regulations and Standard Conditions
. The City of San Bernardino Municipal Code, Title 19, Section 19.20, Property Development
Standards requires the following development standards for noise:
o No loudspeaker, bells, gongs, buzzers, mechanical equipment or other sounds, attention-
attracting, or communication device associated with any use shall be discernible beyond
any boundary line of the parcel, except fire protection devices, burglar alarms and church
bells. The following provisions shall apply:
A. In residential areas, no exterior noise level shall exceed 65dBA and no interior noise
level shall exceed 45dBA.
B. All residential developments shall incorporate the following standards to mitigate noise
levels:
1. Increase the distance between the noise source and receiver.
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5. Environmental Analysis
2. Locate land uses not sensitive to noise (Le., parking lots, garages, maintenance
facilities, utility areas, etc.) between the noise source and the receiver.
3. Bedrooms should be located on the side of the structure away from major
rights-of-way.
4. Quiet outdoor spaces may be provided next to a noisy right-of-way by creating
a U-shaped development which faces away from the right-of-way.
C. The minimum acceptable surface weight for a noise barrier is 4 pounds per square foot
(equivalent to 3/4 inch plywood). The barrier shall be of a continuous material which is
resistant to sound including:
1 . Masonry block
2. Precast concrete
3. Earth berm or a combination of earth berm with block concrete.
D. Noise barriers shall interrupt the line-of-sight between noise source and receiver.
. The City of San Bernardino Municipal Code, Title 8, Chapter 8.54, prohibits for any person to make,
continue, or cause to be made or continued any loud, unnecessary and excessive noise which
disturbs, offends, injures or endangers the peace, quiet, comfort, repose, health, or safety of any
neighborhood or persons within the limits of the City. Under Section 5.54.020 the operation or use
between the hours of ten p.m. and seven a.m. of any pile driver, steam shovel, pneumatic hammers,
derrick, steam or electric hoist, power driven saw, or any other tool or apparatus, the use of which is
attended by loud and excessive noise, except with the approval of the Mayor and Common Council
is prohibited.
. The Federal Aviation Regulations (FAR) Part 36, Noise Standards, regulates aircraft noise at airports
based on type of aircraft.
. Article 3.5 of the Public Utilities Code regulates land use compatibility of airports through
designation of a airport commission to ensure public health and safety:
o Section 21675.1 requires that if a commission has not yet adopted an airport land use
compatibility plan, the city shall first submit all actions, regulations, and permits within the
vicinity of a public airport to the commission for review and approval. "Vicinity" means land
that will be included or reasonably could be included within the airport land use compati-
bility plan. If the commission has not designated an airport influence area for the airport land
use compatibility plan, then "vicinity" means land within two miles of the boundary of a
public airport.
5.10.5 Level of Significance Before Mitigation
5.10.5.1 San Bernardino General Plan
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts
would be less than significant:
GP Impact 5.10-3
The 65 dBA CNEL contour would fall at a distance of about 446 feet (397 feet for
residential construction). Impacts are considered less than significant at the project
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5. Environmental Analysis
level through the enforcement of the San Bernardino Municipal Code and in a
broader sense through the policies of the General Plan Noise Element.
GP Impact 5.10-1
Without mitigation, the following impacts would be significant:
GP Impact 5.10-2
GP Impact 5.10-4
Project implementation would result in long-term operation-related noise that would
exceed local standards that may have significant noise impacts related to noise
sources which include stationary, roadway, railroad and aircraft.
The project would create groundborne vibration and groundborne noise that may
result in significant vibration impacts from vibration intensive construction activities
and increased train travel along railroads.
The San Bernardino International Airport is located within the City. Although the City
would be required to amend the General Plan once the Airport Land Use Plan has
been adopted, currently no noise contours are available. In the interim, the City of
San Bernardino regulates land uses around the airport through the existing noise
ordinance based on noise contours from the former Norton Air Force Base.
However, noise incompatibility with the existing designation of parkland underneath
the existing flight path is anticipated to result in significant noise impacts on this
sensitive use.
5.10.5.2 Arrowhead Springs Specific Plan
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts
would be less than significant:
AHS Impact 5.10-3
AHS Impact 5.10-4
~
The 65 dBA CNEL contour would fall at a distance of about 446 feet (397 feet for
residential construction. Impacts are considered less than significant at the project
level through the enforcement of the San Bernardino Municipal Code and in a
broader sense through the policies of the General Plan Noise Element.
The Arrowhead Springs Specific Plan is not within the vicinity of a private or a public
airport.
AHS Impact 5.10-1
Without mitigation, the following impacts would be significant:
AHS Impact 5.10-2
Project implementation would result in long-term operation-related noise that would
exceed local standards that may have significant noise impacts related to noise
generated at the proposed wastewater treatment plant and the construction of the
new Harrison Parkway roadway. Cumulative noise impacts would occur due project
and background traffic in the year 2030 at Sterling Avenue south of Foothill Drive.
The project would create groundborne vibration and groundborne noise that may
result in significant vibration impacts from vibration intensive construction activities.
Vibration intensive construction activities may temporarily lead to significant
vibration impacts if vibration sensitive receivers are located proximate to the
construction activities.
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5. Environmental Analysis
5.10.6 Mitigation Measures
5.10.6.1 San Bernardino General Plan
GP 5.10-1 Prior to the issuance of building permits for any project that involves a noise sensi-
tive use within the 65 dBA CNEL contour along major roadways or freeway,
railroads, or the San Bernardino International Airport, the project property owner/
developers shall submit a final acoustical report prepared to the satisfaction of the
Planning Director. The report shall show that the development will be sound-
attenuated against present and projected noise levels, including roadway, aircraft,
helicopter and railroad, to meet City interior and exterior noise standards.
GP 5.10-2 Adherence to Mitigation Measure GP 5.10-1 would result in exterior/interior noise
levels within the City noise standards, as a result, vibration created from noise levels
that exceed the City noise standards would also be mitigated.
GP 5.10-4 The City of San Bernardino shall incorporate into the General Plan the noise
contour map developed for the SBIAA after completion of the Airport Master Plan.
5.10.6.2 Arrowhead Springs Specific Plan
AHS 5.10-1A
A site specific acoustic study shall be conducted to analyze and mitigate noise
levels along the existing Harrison Street from 40th to 30th Street and submitted to
the Development Services Department with plans for road widening of Harrison
Street. This acoustic study shall specify the necessary mitigation to achieve exterior
noise level limits at residential uses proximate to the new Harrison Parkway.
Mitigation measures may include the use of berms or sound walls to attenuate
exterior noise levels.
AHS 5.10-1 B
A site specific acoustic study shall be conducted to evaluate and, if necessary,
mitigate potential noise impacts from the proposed wastewater treatment plan on
the golf course and residences located proximate to the project site. The study shall
be submitted to the Development Services Department with building plans for
approval. Mitigation, if necessary, shall be in compliance with the City's exterior and
interior noise limits.
AHS 5.1 0-2A
Prior to issuance of land disturbing permits for projects that would occur within
25 feet of sensitive uses, the project applicant shall submit a list of equipment to the
Development Services Department demonstrating compliance with USDOT
significance threshold for vibration annoyance of 72 VdB.
AHS 5.1 0-2B
Prior to issuance of land disturbing permits for projects that would occur within
25 feet of sensitive uses, the project applicant shall submit a list of equipment to the
Development Services Department demonstrating compliance with USDOT
significance threshold for vibration induced structural damage of 0.20 in/sec.
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5. Environmental Analysis
5.10.7 Level of Significance After Mitigation
Although the mitigation measures listed above would reduce noise impacts, the following impacts would
remain significant:
. GP Impact 5.10-4
Until the Airport Master Plan has been adopted by the SBIAA and corresponding noise contours
have been established the extent of impact to parkland near the airport cannot be determined.
Parkland is designated as a sensitive use in the General Plan and should the noise contour exceed
the limitations established by the General Plan no foreseeable mitigation could be accomplished if
the park were to remain in use. Under those circumstances the impact would be considered a
significant adverse and unavoidable impact.
. AHS Impact 5.10-1 and 5.10-2
Noise along Sterling Avenue south of Foothill Drive would lead to noise level increases of 3.5 dBA
CNEL which is not considered to be mitigable and would result in an unavoidable significant noise
impact. Vibration impacts would also remain significant and unavoidable from vibration intensive
construction activities.
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