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3.A Attachment Pismo_Tech_Background_Report Noise CITY OF PISMO BEACH GENERAL PLAN NOISE ELEMENT UPDATE 2020 TECHNICAL BACKGROUND REPORT Technical Background Report 1 Acoustics Principles 1.1 Sound and Environmental Noise Acoustics is the science of sound. Sound can be described as the energy of a vibrating object transmitted by pressure waves through a medium (e.g., air) to human (or animal) ear. If the pressure variations occur frequently enough (at least 20 times per second), they can be heard and are called sound. The number of pressure variations per second is called the frequency of sound and is expressed as cycles per second, or hertz (Hz). As an example of this phenomenon, a person speaking creates energy through vibration of the vocal chords, pressure waves caused from this vibration are carried through the air to a nearby listener's ear, where they are detected as the sound of a human voice. The speed of sound in air is approximately 770 miles per hour, or 1,130 feet/second. Knowing the speed and frequency of a sound, one may calculate its wavelength, the physical distance in air from one compression of the atmosphere to the next. An understanding of wavelength is useful in evaluating the effectiveness of physical sound control devices such as mufflers or barriers, which depend upon either absorbing or blocking sound waves to reduce sound levels. Noise is defined as loud, unexpected, or annoying sound. The fundamental acoustics model consists of a noise source, receptor, and the propagation path between the two. The loudness of the noise source, obstructions, or atmospheric factors affecting the propagation path, determine the perceived sound level and noise characteristics at the receptor. Acoustics deal primarily with the propagation and control of sound. A typical noise environment consists of ambient noise that is the sum of many distant and indistinguishable noise sources. Superimposed on this ambient noise is the sound from individual local sources. These sources can vary from an occasional aircraft or train passing by to continuous noise from traffic on a major highway. Perceptions of sound and noise are highly subjective from person to person. Measuring sound directly in terms of pressure would require a large range of numbers. To avoid this, the decibel (dB) scale was devised. The dB scale uses the hearing threshold of 20 micropascals (pPa) as a point of reference, defined as 0 dB. Other sound pressures are then compared to this reference pressure, and the logarithm is taken to keep the numbers in a practical range. The dB scale allows a million-fold increase in pressure to be expressed as 120 dB; another useful aspect of the decibel scale is that changes in levels (dB) are uniform throughout the scale, which corresponds closely to human perception of relative loudness. 1.2 Noise Descriptors The dB scale alone does not adequately characterize how humans perceive noise. The dominant frequencies of a sound have a substantial effect on the human response to that sound. Several rating scales have been developed to analyze the adverse effect of community noise on people. Because environmental noise fluctuates over time, these scales consider that the effect of noise on people is largely dependent on the total acoustical energy content of the noise, as well as the time of day when the noise occurs. The equivalent noise level (Leq) is the average noise level averaged over the measurement period, while the day-night noise level (Ldn) and Community Equivalent Noise Level (CNEL) are measures of energy average during a 24-hour period, with dB weighted sound levels from 7:00 PM to 7:00 AM Most commonly, environmental sounds are described in terms of Leq that has the same acoustical energy as the summation of all the time-varying events. Pismo Beach Noise Element Update February 2020 1 Technical Background Report 1.3 Metrics Used in Noise Assessment A-Weighted Decibel Scale The A weighted decibel (dBA) sound level scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be used. Most commonly, environmental sounds are described in terms of an average level that has the same acoustical energy as the summation of all the time-varying events. The scientific instrument used to measure noise is the sound level meter. Sound level meters can accurately measure environmental noise levels to within about plus or minus 1 dBA. Various computer models are used to predict environmental noise levels from sources, such as roadways and airports. The accuracy of the predicted models depends on the distance between the receptor and the noise source. The perceived loudness of sounds is dependent on many factors, including sound pressure level and frequency content. However, within the usual range of environmental noise levels, perception of loudness is relatively predictable and can be approximated by dBA values. There is a strong correlation between dBA and the way the human ear perceives sound. For this reason, the dBA has become the standard tool of environmental noise assessment. All noise levels reported in this document are in terms of dBA, but are expressed as dB, unless otherwise noted. Addition of Decibels The dB scale is logarithmic, not linear, and therefore sound levels cannot be added or subtracted through ordinary arithmetic. Two sound levels 10 dB apart differ in acoustic energy by a factor of 10. When the standard logarithmic dB is A-weighted, an increase of 10 dBA is generally perceived as a doubling in loudness. For example, a 70-dBA sound is half as loud as an 80-dBA sound and twice as loud as a 60-dBA sound (Caltrans 2013). When two identical sources are each producing sound of the same loudness, the resulting sound level at a given distance would be 3 dBA higher than one source under the same conditions. Under the dB scale,three sources of equal loudness together would produce an increase of approximately 5 dBA. (Caltrans 2013) Sound Propagation and Attenuation Sound spreads (propagates uniformly outward in a spherical pattern, and the sound level decreases (attenuates) at a rate of approximately 6 dB for each doubling of distance from a stationary or point source. Sound from a line source, such as a highway, propagates outward in a cylindrical pattern. Sound levels attenuate at a rate of approximately 3 dB for each doubling of distance from a line source, such as a roadway, depending on ground surface characteristics (Caltrans 2013). No excess attenuation is assumed for hard surfaces like a parking lot or a body of water. Soft surfaces, such as soft dirt or grass, can absorb sound, so an excess ground-attenuation value of 1.5 dB per doubling of distance is normally assumed. Thus, soft-site attenuation from a point source is at a rate of 7.5 dB for each doubling of distance, while soft-site attenuation from a line source is 4.5 dB per each doubling of distance (Caltrans 2013). Noise levels may also be reduced by intervening structures; generally, a single row of buildings between the receptor and the noise source reduces the noise level by about 5 dBA, while a solid wall or berm reduces noise levels by 5 to 10 dBA (Cowan 1994). The way older homes in California were constructed generally provides a Pismo Beach Noise Element Update February 2020 2 Technical Background Report reduction of exterior-to-interior noise levels of about 20 to 25 dBA with closed windows. The exterior-to-interior reduction of newer residential units is generally 30 dBA or more (HUD 2009). 1.4 Human Response to Noise The human response to environmental noise is subjective and varies considerably from individual to individual. Noise in the community has often been cited as a health problem, not in terms of actual physiological damage, such as hearing impairment, but in terms of inhibiting general well-being and contributing to undue stress and annoyance. The health effects of noise in the community arise from interference with human activities, including sleep, speech, recreation, and tasks that demand concentration or coordination. When community noise interferes with human activities or contributes to stress, public annoyance with the noise source increases, and the acceptability of the environment for people decreases. This decrease in acceptability and the threat to public well-being is the basis for land use planning policies directed towards the prevention of exposure to excessive community noise levels. Hearing loss can occur at the highest noise intensity levels. Noise environments and consequences of human activities are usually well represented by median noise levels during the day or night or over a 24-hour period. Environmental noise levels are generally considered low when the CNEL is below 60 dBA, moderate in the 60 to 70 dBA range, and high above 70 dBA. Examples of low daytime levels are isolated, natural settings with noise levels as low as 20 dBA and quiet, suburban, residential streets with noise levels around 40 dBA (Cowan 1994). Interior noise levels above 45 dBA at night can disrupt sleep. Examples of moderate-level noise environments are urban residential or semi-commercial areas (typically 55 to 60 dBA) and commercial locations (typically 60 dBA). People may consider louder environments adverse, but most will accept the higher levels associated with noisier urban residential or residential-commercial areas (60 to 75 dBA) or dense urban or industrial areas(65 to 80 dBA). Regarding increases in dBA,the following relationships should be noted (Caltrans 2013). ■ Except in carefully controlled laboratory experiments, a 1-dBA change cannot be perceived by humans. ■ Outside of the laboratory, a 3-dBA change is considered a just-perceivable difference. ■ A minimum 5-dBA change is required before any noticeable change in community response would be expected. A 5-dBA increase is typically considered substantial. ■ A 10-dBA change is subjectively heard as an approximate doubling in loudness and would almost certainly cause an adverse change in community response. Health Effects of Noise on People Hearing Loss. While physical damage to the ear from an intense noise impulse is rare, a degradation of auditory acuity can occur even within a community noise environment. Hearing loss occurs mainly due to chronic exposure to excessive noise but may be due to a single event such as an explosion. Natural hearing loss associated with aging may also be accelerated from chronic exposure to loud noise. The Occupational Safety and Health Administration has a noise exposure standard that is set at the noise threshold where hearing loss may occur from long-term exposures. The maximum allowable level is 90 dBA averaged over 8 hours. If the noise is above 90 dBA,the allowable exposure time is correspondingly shorter. Pismo Beach Noise Element Update February 2020 3 Technical Background Report Annoyance. Attitude surveys are used for measuring the annoyance felt in a community for noises intruding into homes or affecting outdoor activity areas. In these surveys, it was determined that causes for annoyance include interference with speech, radio and television, house vibrations, and interference with sleep and rest. The Ldn as a measure of noise has been found to provide a valid correlation of noise level and the percentage of people annoyed. People have been asked to judge the annoyance caused by aircraft noise and ground transportation noise. There continues to be disagreement about the relative annoyance of these different sources. A noise level of about 55 dBA Ldn is the threshold at which a substantial percentage of people begin to report annoyance (FICON 1992). 2 Community Noise Survey 2.1 Description of Major Noise Sources in the Community 2.1.1 Transportation Noise Sources Aviation The nearest public airports to the study area are the San Luis Obispo County Regional Airport located approximately 5 miles due northwest, and the Oceano County Airport located approximately 2 miles to the south. According to the Airport Land Use Plan (ALUP 2005) the mapped 60 dB noise contour for the San Luis Obispo County Regional Airport extends no further than 1,000 feet from the runways in the direction of Pismo Beach;this 60 dB contour is therefore located more than 4.5 miles from Pismo Beach. According to the ALUP for Ocean County Airport (ALUP 2007), the 65 dB noise contour for Oceano Airport extends no closer to Pismo Beach than approximately Farroll Road in Grover Beach (approximately one mile south of the Pismo Beach City limits). High- altitude overflights for aircraft using the San Luis Obispo County Airport occur over the study area, but do not contribute to the ambient noise environment within the study area. Consequently the Pismo Beach noise environment is not affected by aircraft operations associated with airport facilities in the region. Roadways Highways are a major noise source in many jurisdictions, and they are the primary means of circulation throughout Pismo Beach. Pismo Beach is primarily subject to noise impacts from US Highway 101 and State Route 1. US Highway 101 roughly bisects Pismo Beach in the southern and central portions of the City, and is aligned along the east side of urban development in the northern portion of the City. The relatively central alignment of US Highway 101 means that traffic noise from this facility affects much of the area within the City. State Route 1 is a separate two-lane at grade highway only within the southern section of the City,joining with US Highway 101 in the vicinity of Pismo Preserve. State Route 1 generally bisects the western urban areas of the City between US Highway 101 and the beach. With more limited traffic and only two travel lanes, noise from Route 1 is not as extensive as that from US Highway 101. One short-term noise measurement and manual traffic counts were conducted for each of these highways to characterize existing noise levels. Major arterial roadways in Pismo Beach also contribute traffic noise to the ambient noise environment. While traffic speeds are lower on these facilities than on highways, setback distances from travel lanes to adjacent uses tend to be less, and therefore noise from arterial roadways can result in unacceptably high noise levels at adjacent noise-sensitive land uses. Dudek completed a short-term noise measurement and manual traffic counts Pismo Beach Noise Element Update February 2020 4 Technical Background Report for Ocean Boulevard, North 4t" Street, Mattie Road, North Oak Boulevard, Price Canyon Road, and Shell Beach Road,to characterize existingtraffic noise levels alongthese roadways. Railroads The Union Pacific Railroad (UPRR) owns rail lines that traverse Pismo Beach, carrying UPRR freight trains and Amtrak passenger trains. The UPRR line extends from the Bello Street industrial area at the City's northern boundary, due south to the vicinity of Pismo State Beach before continuing on to Grover Beach. Although train noise is intermittent, it is a significant source of noise due to its magnitude and associated vibration effects. Train noise is comprised of the sounds of the locomotive engine, wheel-on-rail noise, and train whistles near at-grade roadway crossings. For train horns to be an effective warning device for motorists, they must provide a sound level capable of initiating a response from the driver as the train approaches the crossing. Dudek completed a 24-hour continuous sound level measurement adjacent to the UPRR alignment in order to characterize community noise levels associated with train operations. 2.1.2 Industrial - Commercial Noise Sources Industrial Sources Noise from industrial businesses and large stationary sources varies but can result in substantially elevated noise levels and impacts on adjacent noise-sensitive land uses. Industrial operations often involve the use of mechanical equipment, generators, and vehicles that contribute to noise levels at industrial sites, particularly if operations occur outdoors. Pismo Beach has one area designated for industrial uses; the area is situated east of Price Canyon Road, generally north of Bello Street, and along the west side of the UPRR alignment (described above). Currently this area serves as storage and staging for Pacific Gas and Electric. Dudek conducted a 24-hour measurement near the closest residences west of this industrial area to characterize community noise levels from industrial operations. Commercial Sources Most of the commercial businesses in Pismo Beach are aligned along Price Street, Shell Beach Road, 5 Cities Drive, and Hinds Avenue/Price Canyon Road. The Pismo Beach Premium Outlets represents the largest commercial use, by size and in relation to traffic generation. As a major commercial land use and stationary noise source, Dudek completed a 24-hour measurement near the closest residences south of Pismo Beach Premium Outlets area to characterize community noise levels from major commercial retail operations. 2.2 Existing Noise Levels 2.2.1 Sound Level Measurement Program Existing noise conditions present in the City of Pismo Beach were inventoried by Dudek in October 2019. Two types of sound-level measurements were taken: short-term (varying from 5 to 30 minutes) measurements were performed along highways and major local roadways to characterize noise levels associated with transportation facilities and for calibration of the transportation noise model; and, 24-hour measurements were performed Pismo Beach Noise Element Update February 2020 5 Technical Background Report adjacent to the railroad, in the vicinity of the Price Canyon Road industrial area, and adjacent to the Pismo Beach Premium outlets. Noise measurement location points are illustrated in Exhibit 1 (at the back of this report). Sound-level measurements were performed using two different integrating sound-level meters: A Rion Model NL- 32 (American National Standards Institute [ANSI] Type 1), and three SoftdB Piccolo II Model (ANSI Type II). ANSI Type I and Type 11 sound-level meters both have sufficient accuracy to be used for environmental noise evaluation. The sound-level meters were calibrated before and after each series of measurements using a Rion Model NC-74 calibrator. SHORT-TERM MEASUREMENTS Roadway Sound Level Measurements Since roadway traffic is often a primary contributor to the noise environment in any community, short-term noise measurements were conducted adjacent to selected existing roadways within Pismo Beach.These measurements are useful in characterizing ambient noise levels along roadways, as well as providing sound data and manual traffic counts used to calibrate the transportation noise model.A total of 10 short-term noise measurements were conducted. The results of short-term roadway traffic noise measurements are presented in Table 1. Field data for each short-term sound level measurement are provided in Attachment 1 (Short-term Noise Measurements Field Data Sheets), including measured sound levels, manual traffic count results, distance from the roadway edge to the measurement point, vehicle speed on the roadway, and measurement point identification. Table 1 Roadway Noise Level Measurements (Existing) (dBA) Date Measurement ST# Measured Time Period Leq Lmax Lmin Roadway 1 11:35-11:50 55 62 50 Seacliff Drive(between Paddock&Baker) 2 12:30-12:45 54 61 49 Ocean Blvd.(between Palisade&Seaview) 3 14:05-14:20 43 46 41 Dugan Road.(between Christine&Elaine) 4 9:40-9:45 72 76 69 US Highway 101(at southbound 5 Cities Drive ramps) 5 13:00-13:10 69 83 51 State Route 1(between Park&Addie) 10/22/19 6 10:10-10:20 73 82 49 North 4th Street(south of 5 Cities Drive) 7 10:50-11:20 66 80 62 Mattie Road(between Foothill and Bayfront) 8 13:50- 14:00 67 79 45 North Oak Park Blvd.(south of Dell Ct.) 9 13:20-13:30 71 86 48 Price Canyon Road.(south of Meadowlark) 10 12:00-12:15 66 83 55 Shell Beach Road.(south of Ebb Tide Lane) Traffic noise measurements (short-term) were collected using the Rion NL-32 ANSI Type I Meter. The meter was placed on a tri-pod at approximately five feet above the ground, in accordance with the ANSI standard for environmental noise measurements. The sound level meter was oriented toward the adjacent street, and a windscreen was employed. The distance from the edge of the pavement to the sound level meter was noted in the field data sheet for each measurement location. The number of cars, medium trucks, and heavy trucks Pismo Beach Noise Element Update February 2020 6 Technical Background Report passing the measurement point during the measurement period were tallied, along with identification of the posted speed limit for the roadway. The duration was noted for each measurement, and sound levels including Leq. Lmax, Lmin, and other percentile statistics were recorded on the data sheet for each measurement location (Refer to Attachment 1). The measurement identifications (ST#) in Table 1 correspond to locations illustrated in Exhibit 1 for these short-term measurements. As presented in Table 1, recorded traffic noise levels range from a high of 73 dBA Leq to a low of 43 dBA Leq. The highest traffic noise levels are associated with US Highway 101, North 4t" Street, and Price Canyon Road, with each of these roadways carrying a large number of vehicles at higher speeds. Dugan Road (LT3) had the lowest recorded noise level, and there were also no vehicles that passed the measurement point during the measurement. There were also no vehicles that passed the measurement point on Seacliff Drive (LT1) during the measurement, but background surf noise was dominant at this measurement point along the sea cliff, resulting in a moderate recorded noise level of 55 dBA Leq. LONG-TERM MEASUREMENTS Dudek completed a total of three long-term (24-hour) measurements to characterize environmental noise associated with industrial, commercial, and railroad operations. Long term measurement locations (LT#) are indicated on Exhibit 1 (at the end of this report). Measurements were conducted using three SoftdB Piccolo II Model (ANSI Type II) sound level meters. The measurements were unattended, but locked cases were employed to prevent tampering of the meters. The Piccolo meters were calibrated before and after the 24-hour measurements to verify accuracy. The Piccolo meters were configured to record data each hour (using a one-hour averaging period) across the entire 24-hour measurement. Sound level metrics including Leq. Lmax, Lmin, and other percentile statistics were recorded for each hourly period. Data logs for each long term measurement location are included in Attachment 3. Based on the recorded hourly averages at each long-term measurement location, the CNEL was calculated at these monitoring locations; a CNEL worksheet for each location is also provided in Attachment 3. Table 2 summarizes the minimum (Lmin) and maximum (Lmax) sound levels recorded for each monitor location during the 24-hour measurement, as well as the calculated 24-hour weighted average noise level (CNEL). The sound monitor location description and source being measured are also provided in Table 2 for each monitor location. More detail about each monitoring location is provided below Table 2. Table 2 Ambient Sound Level Measurements (dBA) Site Location Noise Sources Dates CNEL Lmax Lmin LT1 Closest residences west of Price Price Canyon Industrial Area 10/22/19 - 56 82.5 37.1 Canyon Industrial Area 10/23/19 LT2 Adjacent to UPRR alignment, UPRR train operations 10/22/19 - 66 94.9 43 vicinity of Park View Avenue 10/23/19 LT3 Near closest residences,southwest Pismo Premium Outlets 10/22/19 - 64 92.7 43.1 corner of Pismo Premium Outlets 10/23/19 Pismo Beach Noise Element Update February 2020 7 Technical Background Report Industrial Noise Sources (LT1) The only area designated for industrial uses within Pismo Beach is located along the west side of the UPRR alignment, north of Bello Street, and east of Price Canyon Road. To characterize industrial noise levels, a 24-hour measurement was conducted along Dell Court, between two widely-spaced residences closest to the western boundary of the industrial area (LT1 on Exhibit 1). The measurement location is approximately 300 feet from the western boundary of the industrial area. A 56 dBA CNEL at this location was determined from hourly average noise levels. Using this CNEL value and separation distance from the industrial area, the distance to the 70, 65 and 60 CNEL contours was calculated. This calculation was based upon outdoor attenuation rates of 6 dBA per doubling of distance for a point source. This calculation ignores topography, the presence of structures or walls, and the presence of vegetation, and is therefore very conservative (i.e., the presence of topography between the industrial uses and receivers would partially or fully block the propagation of sound, reducing the distance from the industrial noise source to the calculated noise contour boundary). The distance to the 70, 65, and 60 dBA CNEL contour associated with the industrial area operations is reported in Table C (Attachment 2). Railroad Noise Sources (LT2) To characterize community noise levels from rail (train) operations, a 24-hour measurement was conducted along the UPRR tracks, in the vicinity of Park View Avenue (LT2 on Exhibit 1). The measurement location is approximately 40 feet from the center of the tracks. A 66 dBA CNEL at this location was determined from hourly average noise levels. Using this CNEL value and separation distance from the industrial area, the distance to the 70, 65 and 60 CNEL contours was calculated. This calculation was based upon outdoor attenuation rates of 3 dBA per doubling of distance for a line source. This calculation is a conservative worst-case distance, ignoring topography, the presence of structures or walls, and the presence of vegetation. The distance to the 70, 65, and 60 dBA CNEL contour associated with UPRR operations is reported in Table C(Attachment 2). Commercial Noise Sources (LT3) The Pismo Beach Premium Outlets represents the largest commercial use, by size and in relation to traffic generation. To characterize noise levels associated with major commercial operations, a 24-hour measurement was conducted at the southwest corner of the Pismo Premium Outlets, near the closest adjacent residences (LT3 on Exhibit 1). The measurement location is approximately 55 feet from the southern boundary of the Pismo Premium Outlets site.A 64 dBA CNEL at this location was determined from hourly average noise levels. Using this CNEL value and separation distance from the commercial retail operations, the distance to the 70, 65 and 60 CNEL contours was calculated. This calculation was based upon outdoor attenuation rates of 6 dBA per doubling of distance for a point source. This calculation is a conservative worst-case distance, ignoring topography, the presence of structures or walls, and the presence of vegetation. The distance to the 70, 65, and 60 dBA CNEL contour associated with UPRR operations is reported in Table C(Attachment 2). 2.2.2 Traffic Noise Modeling (Existing Conditions) The traffic noise levels presented in Table 1 are the average noise level (Leq) over the period of the measurement. In order to determine the CNEL associated with current traffic volumes, traffic modeling is performed. The existing CNEL was calculated for each of the roadways represented by the short-term measurement locations, except for ST1 and ST3. The roadway segments adjacent to ST1 and ST3 had no traffic occurring during the measurement, and no published traffic data exists for these roads (Seacliff Drive and Dugan Road). As such, ST1 and ST3 are representative of ambient noise levels in residential areas removed from major transportation noise Pismo Beach Noise Element Update February 2020 8 Technical Background Report sources. Adjacent to the ocean, residences can expect a background level of approximately 55 dBA Leq.hourly; in areas removed from both the ocean and US Highway 101, residential neighborhood noise levels are as low as 43 dBA Leq.hourly. Traffic counts, vehicle speeds, roadway configuration, and noise levels recorded during the short-term measurement at ST2 and at ST4 through ST10 were used to set up and calibrate the TNM 2.5 Traffic Noise Model (FHWA 2004) in order to model existing traffic noise (CNEL) along the roadway segments adjacent to these measurement points. In accordance with FHWA guidelines for TNM 2.5, the counted vehicles at each measurement point were normalized to a one-hour volume (for example if the measurement period was for thirty minutes, the counted number of vehicles was doubled to account for vehicles passing the measurement point during a 60-minute period). The normalized traffic volume, vehicle composition ratios, vehicle speeds, and lane configurations recorded during the noise measurement at each location were used to calibrate the model and verify the input used in the noise model. The modeled Leq for short-term measurement locations are within one dB of the measured noise levels. This result generally confirms the assumptions used in the noise model. The calibrated noise model was then run using "existing" average daily trip (ADT) data from the Citywide Transportation Model and Circulation Study, Final Report (Pismo Beach 2016) for each of the selected highway and roadway segments. The existing scenario input ADT data for the model runs in presented in Attachment 2 (Table A-Traffic Count Data and Future traffic Volume Forecast Summary). The calculated existing CNEL for each selected highway and roadway segment is also presented in Attachment 2 (Table B - Traffic Noise Levels and Noise Contour Boundary Distances). The TNM 2.5 model runs used a uniform distance of 50 feet from the centerline of US Highway 101, and 25 feet from the center-line of all other roadways. The CNEL values at this uniform distance are reported in Table B. The modeled CNEL at a given distance of 50 feet (US Highway 101) or 25 feet (all other roadways) from the roadway was then used to calculate the distance from the roadway center-line to the boundary of the 70, 65, and 60 dBA CNEL contours. This calculation was based upon outdoor attenuation rates of 3 dBA per doubling of distance for a line source. This calculation ignores topography, the presence of structures or walls, and the presence of vegetation, and is therefore very conservative (i.e., the presence of buildings along a roadway would partially or fully block the propagation of sound, reducing the distance from the roadway to the calculated noise contour boundary).The distance to the 70, 65, and 60 dBA CNEL contour is also reported in Table B. 2.3 Predicted Future Noise Levels Roadway transportation represents the most important and pervasive noise source for a compact community such as Pismo Beach. Therefore the prediction of future community noise levels in Pismo Beach rests heavily on modeling of traffic noise associated with ADT forecasts pertaining to major local roadways and highways. The Citywide Transportation Model and Circulation Study, Final Report (Pismo Beach 2016) provides the forecast ADT to the year 2035 for each of the selected highway and roadway segments. In order to extend the forecast to Year 2040, Dudek applied the annual growth rate indicated in the 2019 Regional Transportation Plan (SLOCOG 2019). The RTP identifies an annual growth rate of 0.053%, which Dudek applied to the 2035 ADT values in the Circulation Study,to increment the predicted ADT values to the Year 2040. The calibrated noise model was then run using the calculated Year 2040 ADT data (described above) for each of the selected highway and roadway segments. The Year 2040 scenario input ADT data for the model runs in presented in Attachment 2 (Table A - Traffic Count Data and Future traffic Volume Forecast Summary). The Pismo Beach Noise Element Update February 2020 9 Technical Background Report calculated Year 2040 CNEL for each selected highway and roadway segment is also presented in Attachment 2 (Table B -Traffic Noise Levels and Noise Contour Boundary Distances). The TNM 2.5 model runs used a uniform distance of 50 feet from the centerline of US Highway 101, and 25 feet from the center-line of all other roadways. The modeled Year 2040 CNEL values at this uniform distance are reported in Table B. The modeled Year 2040 CNEL at a given distance of 50 feet (US Highway 101) or 25 feet (all other roadways) from the roadway was then used to calculate the distance from the roadway center-line to the boundary of the 70, 65, and 60 dBA CNEL contours. This calculation was based upon outdoor attenuation rates of 3 dBA per doubling of distance for a line source. This calculation is a conservative worst-case distance, ignoring topography, the presence of structures or walls, and the presence of vegetation. The distance to the 70, 65, and 60 dBA CNEL contour is also reported in Table B. Pismo Beach Noise Element Update February 2020 10 Technical Background Report 3 References Cited Airport Land Use Commission of San Luis Obispo County. 2005.Airport Land Use Plan for the San Luis Obispo County Regional Airport, May 18, 2005. Airport Land Use Commission of San Luis Obispo County. 2007.Airport Land Use Plan for the Oceano County Airport, May 16, 2007. California Department of Transportation (Caltrans), 1987, California Vehicle Noise Emission Levels, (FHWA/CA/TL-87/03). California Department of Transportation. 2011. Traffic Noise Analysis Protocol. California Department of Transportation. 2013. Technical Noise Supplement to the Traffic Noise Analysis Protocol. City of Pismo Beach. 2016 . City of Pismo Beach Citywide Transportation Model and Circulation Study, Final Report,August 23, 2016. City of Pismo Beach. 2018. Pismo Beach General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration (IS/MND). March 2018 Cowan,James P. 1994. Handbook of Environmental Acoustics Federal Highway Administration (FHWA), 2004, Traffic Noise Model Version 2.5 (TNM 2.5) Federal Interagency Committee on Noise (FICON), Federal Agency Review of Selected Airport Noise Analysis Issues,August 1992 HUD, Noise Guidebook, 2009.Available at: https://www.hudexchange.info/resource/313/hud-noise-guidebook/ San Luis Obispo Council of Governments (SLOCOG). 2019. Regional Transportation Plan Pismo Beach Noise Element Update February 2020 11 lea j ,„yw r i F 8 et y i�EE do f i w / b.. F ' r � A• qvj ;r ifs ,i c, e ah p -''"., � '/i 1 e .,I � �' .a• �''� .d � r,!F'• ep9.p t ��� i ri+� `:4fd- y s� v s_.':�'r�: �•'ti' �",jyt�n9+}'-,.�� id♦+!1"., (� ,r -: vy.-.yr� �i',.S � j t e�, �.. i� � •�• � � � � •Y� •Y ,, `ova � � �. 101 Z 'ffi'' r �•f„ /';per' ;�'� ' .t � {t ST10 WNW ,tw ST1 ,�,��� •'��,��,��_' tea. LT1 3 �. \ ;r, ST9 - �'t ST ST8 j,17 -> ST4 f A, I 4% LT2 1 Z N O m F O Pismo Beach City Limit Noise Measurement Location F N W 0 LT-Long Term Measurement ST-Short Term MeasurementtX fi SOURCE:NAIP 2016;San Luis Obispo County 2019 EXHIBIT 1 D U D E K © 1,200 2,4°° Noise Measurement Locations Feet Pismo Beach Noise Element Update Background Technical Report Technical Background Report INTENTIONALLY LEFT BLANK Pismo Beach Noise Element Update February 2020 13 Technical Background Report ATTACHMENT 1 FIELD DATA SHEETS - SHORT TERM MEASUREMENTS Pismo Beach Noise Element Update February 2020 14 FIELD NOISE MEASUREMENT DATA DUDEK PROJECT 7,r"D u1 PROJECT# (I q Z SITE ID SITE ADDRESS OBSERVER(S) START DATE r?,'-_2 END DATE START TIME ; END TIME \\. METEOROLOGICAL CONDITIONS TEMP —72 F HUMIDITY %R.H. WIND CALM LIGHT MODERATE WINDSPD O MPH DIR. N NE S SE S SW W NW VARIABLE STEADY GUSTY SKY SUNNY CLEAR OVRCAST PRTLYCLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT TYPE 0 2 SERIAL# CALIBRATOR n),) I +C SERIAL# �L4ls��S7CD CALIBRATION CHECK PRE-MEASUREMENT dBA SPL POST-MEASUREMENT 9 y, dBA SPL WINDSCRN� SETTINGS A WTD SLOW FAST IF 0NTA RANDOM ANSI OTHER: REC.b BEGIN END Leq Lmax Lmin L90 L50 L10 OTHER(SPECIFY METRIC 1�"SD 55,2 WAR SO,J 523 s7. COMMENTS _[y'-��v �i~T.��.-. � .C.�P-i �..f� '�•�� �l_\F--i ~.ice' 1l.�,.,tr_r� SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L OR EDP: TRAFFIC COUNT DURATION: MIN SPEED MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB IF COUNTING } AUTOS x BOTH N N Y Z MEDTRKS DIRECTIONS Z _ p HVY TRKS AS ONE, Z) U O BUSES CHECK HERE U O MOTRCLS SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: Cx E F7)IJ c V� DESCRIPTION/SKETCH TERRAIN HARD SOFT IXE FLAT OTHER: PHOTOS k�8 OTHER COMMENTS/SKETCH -T �� .. i _..._. _ ............. ................ _._ ....... m,,.... __ . _,....._...w _._._..._ - .... _.. _ —...... ..... _..._.......... ......_....... .-.... ....._....mF.... .............. ............__.........j�C......... _ w { � �. ................- ........� i , -- i.. ... ..w......'c...._....... _..._...._I......................... _�.._...........,.__..._.,. W ..: M._ .,.. _...W._.... W.W_..._W FIELD NOISE MEASUREMENT DATA DUDEK PROJECT PROJECT# SITE ID -ti—Z SITE ADDRESS C o niLVP. OBSERVER(S) 3V Is START DATE 0L� END DATE I❑ �'L START TIME ,30 END TIME z;Y$ METEOROLOGICAL CONDITIONS TEMP Ll F HUMIDITY 35 %R.H. WIND CALM IGHT MODERATE WINDSPD :_ MPH DIR. N E S SE S SW W NW VARIABLE STEADY GUSTY SKY UNN ; .CLE�Ah—•. OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT I E�N t.J(_ TYPE 1 (J SERIAL# OI0 305(6( CALIBRATOR I!L o SERIAL# 3Lfp1857& CALIBRATION CHECK PRE-MEASUREMENT�dBASPL POST-MEASUREMENT ! dBASPL WINDSCRN� SETTINGS A-WTD LOW FAST FRONTAL RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 L50 L10 OTHER(SPECIFY METRIC S3•� �_ LI , 5),l 52.to 55' Cb COMMENTS ;'•- 'r i�iP_TCa -ITTL1'-A � �_I� t���+ t-)r ' n�_' ,L.V�`, SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAYTYPE: N LL_ec--S'0 z— DIST.TO RDWY C/L OR EOP: loI TRAFFIC COUNT DURATION: MIN SPEED �6 — • MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB AUTOS IF COUNTING N BOTH N } Z IVIED TRKS DIRECTIONS Z 00 HVY TRKS C� AS ONE, =O V 0 BUSES CHECK HERE U O MOTRCLS SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: 22 OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN *ARD SOFT MIXED FLAT OTHER: PHOTOS 5 yi- w{ t - OTHER COMMENTS/SKETCH _...._....:,._......:::.................. . ............._...,._m..,........_.-.._-........... ......... -.».� � ... •- s...............................L............,,.._............... m ......... �.m._.. -- i _ 1.L?..... _............. .........._._..... ........ ............ 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N S SE S SW W NW VARIABLE TEADY GUSTY _ � A Y� SKY SUNNY, CLEAR] OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT I`]p U J JL- j _TYPE 1 2 SERIAL# WO305"(ol CALIBRATOR SERIAL# 3�f(p1Q$l(Q CALIBRATION CHECK PRE-MEASUREMENT dBA SPL POST-MEASUREMENT dBA SPL WINDSCRN SETTINGS A-WTD SLOW FAST FRONTAL RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC a � COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: AtGf�f�tJD ROADWAY TYPE: DIST.TO RDWY C/L ORon 8 TRAFFIC COUNT DURATION: MIN SPEED _ MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB r' AUTOS IF COUNTING N BOTH z MEDTRKS > DIRECTIONS Z p HVYTRKS AS ONE, Z) u O BUSES r' CHECK HERE u O MOTRCLS SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST,INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: -�T /" I r1 F,In•J I"��I:_'1✓ DESCRIPTION/SKETCH TERRAIN AR SOFT MIXED `FLA� OTHER: PHOTOS t� �1� OTHER COMMENTS/SKETCH � L� .......�................... ; �_�_....«— �....... ..................... ................_... ............................ .....�......._.... W._....._._ .. ..............=.......... n•�.:._................... — i {E— •-• w M _ _..._..::.._::..........:........ ......... W., _ _ ._ .m._......... ......__........... _.... ............. }_........_.__..... } „ w. « ..................._.-......-......«_».- ..1.,...._........................................ _ I } FIELD NOISE MEASUREMENT DATA DUDEK PROJECT flieu PROJECT# SITE ID 7�54— SITE ADDRESS f k VC=_ C � D \yT-- MAo-boti7 OBSERVER(S) START DATE ���Z Z END DATE STARTTIME �ENDTIME METEOROLOGICAL CONDITIONS TEMP _'72 F HUMIDITY 3L.0 %R.H. WIND CALM LIGHT MODERATE WINDSPD MPH DIR. N NE S SE S SW W NW VARIABLE STEADY GUSTY SKY `SUNN LEAR OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT ,rniJ )•_)I ? TYPE (D 2 SERIAL# OIO�aS(v� CALIBRATOR '_ lc)o I._5 n SERIAL# �y1��°v57Cp CALIBRATION CHECK PRE-MEASUREMENT dBA SPL POST-MEASUREMENT � LI dBA SPL WINDSCRN x SETTINGS A-WTD LOW FAST RONTA RANDOM ANSI OTHER- REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC / 9 9 .`)5 "1Z,y 752, OJ (A.3 2Z.I -fY,`f COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFI AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: Urj )0 1 DIST.TO RDWY C/L O EOP 12S t TRAFFIC COUNT DURATION:_ MIN SPEED _ MIN SPEED DIRECTION NNB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB r AUTOS J lb IF COUNTING N ~ BOTH IVIED > TRKS 0 DIRECTIONS Z Q p HVYTRKS ASONE, O v 0 BUSES I CHECK HERE V O MOTRCLS Z SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: Lps- OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CDNVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DI STD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN HARD 1 SOFT IXED FLAT OTHER: PHOTOS 4- 1 -Cl lt� r� OTHER COMMENTS/SKETCH. .. .. 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N (,Np S SE S SW W NW VARIABLE STEADY GUSTY SKY SUNNY CLEAR OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT �lOh3 /U L —3 2 TYPE 1� 2 SERIAL# 010 3 DSLQ I CALIBRATOR SERIAL# 3lj(p`?)S-7(.p CALIBRATION CHECK PRE-MEASUREMENT dBASPL POST-MEASUREMENT dBASPL WINDSCRN SETTINGS W LOW FAST FRONTA RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC I I Do J,to 5),3 58,a U-7 -72,1_ COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L OR EOP: TRAFFIC COUNT DURATION: MIN SPEED MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB AUTOS I A IF COUNTING N BOTH Z 3: MEDTRKS DIRECTIONS Z O HVY TRKS ASONE, O u O BUSES O CHECK HERE u 0 MOTRCLS SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: L4 S OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH f TERRAIN HARD SOFT MIXED FLAT OTHER: PHOTOS , 15 a Y-SILO [ OTHER COMMENTS/SKETCH —........................... .........""....... ...... ... — _.._..,._........................F...........................'- .......... .........."....i.". .. .. ..... ............_..... ... ........................... ..................... ...................._.....s...,............,........s.. -_ ......._....._......... ......_...... ............._.........t.............,......... ..................... ..................... ' ... """" "."""_...................... ....... ..X..._...._�:.. ..... i" .......... -----...._.--.._ .........""""" .............. "_ ......................... """"_ _"""_ _ ...... i............._...." ..................... "" .- .. ..... ....._.... - .....................-..E:............... - ' Y......."......5..."............................_... i i i f i .. fir.... ...._. ... .. _..;...... .�.........._........ •..^.....�...—.�......e.i3�.....—.,,.— .... ...�.._.� ...{......- c...:. ��...«...:�..:L..........—.,:c. .i...::......�_...._._,,.;,..._. �:...... .5:. ,�...�.�:.5.�..... FIELD NOISE MEASUREMENT DATA DUDEK PROJECT 1 1 rN1 p 7.�PR[1+ h J(_;:�L ) PROJECT# SITE ID G.T— SITE ADDRESS L I 11-1- OBSERVER(S) S\/ START DATE 10/Z7- END DATE I J2Z STARTTIME END TIME METEOROLOGICAL CONDITIONS TEMP 7Z F HUMIDITY 3Cp %R.H. WIND CALM-) LIGHT MODERATE WINDSPD `�] MPH DIR. N NE S SE S SW W NW VARIABLE STEADY GUSTY SKY UNN CLEA OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT 'P,,I , "_r L - TYPE 2 SERIAL# 010 30510 CALIBRATOR T__Z I:?r/ SERIAL# 3H1AlBsl(p CALIBRATION CHECK PRE-MEASUREMENT dBASPL POST-MEASUREMENT I L+ dBASPL WINDSCRN x SETTINGS WT SLO FAST FRONT RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC ID; ro �o, 2D -77. 59,9 7o,2 -1[p,l COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE AF.FIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L OR OP: )p' Cram: OF L(,)kj F TRAFFIC COUNT DURATION:_ MIN SPEED MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB r AUTOS 1Zj IF COUNTING N } BOTH N } Z IVIED TRKS I DIRECTIONS Z p HVYTRKS ✓ AS ONE, O O BUSES CHECK HERE U O MOTRCLS O SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: L-i S OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN 'Hi AAR SOFT MIXED FLAT OTHER: PHOTOS �� j OTHER COMMENTS/SKETCH ------.. -..-----."....------------- W.W _ --------..-.... _ m_ (.. ............ ............. :. ._.....-. .T•........ �j.cy .,.«.«I ....«. 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N (ED 5 SE S SW W NW VARIABLE TEAD GUSTY SKY UNN LEAR OVRCAST PRTLY CLOY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT j t,}O K) J -'> TYPE V 2 SERIAL# O10"�oS lol CALIBRATOR f nr_j V-) Y - SERIAL# 3y(y78E ILP CALIBRATION CHECK PRE-MEASUREMENT 9 dBASPL POST-MEASUREMENT dBASPL WINDSCRN _ SETTINGS A-WTD LO FAST RONTA RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC b5J -719 51 Lv2 o bti.S 611 COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L OR EOP:; q I TRAFFIC COUNT DURATION:_ MIN SPEED MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB IF COUNTING > AUTOS BOTH N N z MED TRKS DIRECTIONS Z p HVY TRKS O AS ONE, O u 0 BUSES CHECK HERE V O MOTRCLS SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPI EIS,[Gp}�$dy: '5S OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING� DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN AR SOFT MIXED FLAT OTHER: PHOTOS i OTHER COMMENTS/SKETCH _ —' ....,_...........»{........... .. ....w....� .. :..... " �.�.�_^.�...�: .—.-.. ..---�«�w--�r.. T ....i .— }.. .................1•............ .....................:.:�..... ._..-•.? ................ .............}............«.«.»..»:«.. ».._».a._......... ...._ ....... _ ..................... .. .«.... ..................... ....... .._R... - ._.-.. ! - E �f F i } c = . i I �J FIELD NOISE MEASUREMENT DATA DUDEK PROJECT J�rllf] I=WC� PROJECT# t�, SITE ID - _ SITE ADDRESS OBSERVER(S) START DATE 7f - :G END DATE I oki 7 f START TIME J r. END TIME METEOROLOGICAL CONDITIONS TEMP F HUMIDITY %R.H. WIND CALM LIGHT MODERATE WINDSPD MPH DIR. N NE S SE S SW W NW VARIABLE STEADY GUSTY SKY SUNNY CLEAR OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS MEAS.INSTRUMENT P!OIJ L- �j Z _ TYPE Q 2 SERIAL# 0�03��1eI CALIBRATOR 'R�m) o C_ SERIAL# CALIBRATION CHECK PRE-MEASUREMENT dBA SPL POST-MEASUREMENT dBA SPL WINDSCRN }� SETTINGS A-WTD SLOW FAST FRONTAL RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC c-7 COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L Of{�P: 10 TRAFFIC COUNT DURATION:` MIN SPEED 1./p MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB AUTOS 8�2_ IF COUNTING N BOTH fN r Z MEDTRKS DIRECTIONSZ 3 p HVY TRKS O ASONE, =O U. 0 BUSES I CHECK HERE U O MOTRCLS O v SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEED LIMIT SIGNS SAY: -0 OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN HARD SOFT MIXED FLAT OTHER: PHOTOS )�-X-1 tT I? OTHER COMMENTS/SKETCH _...................................._...................... ... ....-..._......... i r [ E .. L... .........,..............7......... _....�..'w ... ... .. .. f_ ............... . ... r - I I -- .... • _....._.__ ..._,.m _,..I ....• ...._....._.._._.................. _._ .............. W............._..... _... : ... 1. - .�.... .»..�...�... FIELD NOISE MEASUREMENT DATA DUDEK PROJECT f�f�`lp �. � �-� �� PROJECT# 1 [—l- SITE ID SITE ADDRESS yLC C[�F I�'L��J 1�r. �] (! ��=C,� OBSERVER(S) Zu L START DATE END DATE tC7 f` START TIME0 END TIME METEOROLOGICAL CONDITIONS u TEMP -74( F HUMIDITY 3 I %R.H. WIND CALM LIGHT MODERATE WINDSPD "] MPH DIR. N NE S SE S SW W NW VA ABLE STEADY GUSTY SKY SLINNY CLEAR OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS _ MEAS.INSTRUMENT fit] J I_, - j2 TYPE V 2 SERIAL#0)0 30Sle CALIBRATOR -, 31,J P -jr- SERIAL# _31�-7E5S 1 Lp CALIBRATION CHECK PRE-MEASUREMENT [ dBASPL PaT-MEASUREMENT 9 1 dBASPL WINDSCRN x SETTINGS A-WTD SLOW FAST FRONTAL RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L10 OTHER(SPECIFY METRIC (;'30 -7 1 .o ff y a,? 53.5 teti •9 - 1-f.2 COMMENTS SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE TRAFFIC AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: DIST.TO RDWY C/L ORe f Z TRAFFIC COUNT DURATION:_ MIN SPEED LJS MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB - AUTOS IF COUNTING N Y BOTH N > z IVIED TRKS �_ DIRECTIONS Z -7 p HVY TRKS 1 AS ONE, o 0 u O BUSES Q CHECK HERE OU cr 0 MOTRCLS O SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTED SPEEDLlMIT5[CyN55�: L15 OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST-CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN AR SOFT MIXED LAT OTHER: PHOTOS y\ OTHER COMMENTS/_SKETCH _ _ - _ .-..._......... .. „......�T - ,.r...._...................y.....„.......„.-�.� .....��.._ .___T,.._.....:...,,.....,..,_...�...,...,.._... .....:. .. .. .. .._....:�:.....:.r.......1...:..:...._.,,„�-.-.-j..._.... �..._._M ...........................i....W.... ......�.�«-�� W _ dig i ._.... .-- .- ..._.-.... .- ....................y„w.�..�,....«,«.; ...:...................... ......,.......... ......««•..,��...,..-.-......-_.......... .j..::�. ,::::::.:..:.:..•e .... m_ »._ ... .... .�. .. E - .-......._ .--...f- -..--- ..�.1^�. ....... {{ 1' i C i i E : - i FIELD NOISE MEASUREMENT DATA DUDEK PROJECT 1�-I-A PROJECT# SITE ID SITE ADDRESS L_ j p Gig} OBSERVER(S) START DATE (O/',q- END DATE_ /(]'2 Z START TIME A._,�onA/ END TIME METEOROLOGICAL CONDITIONS TEMP _7& F HUMIDITY %R.H. WIND CALM IGHT MODERATE WINDSPD MPH DIR. N E S SE S SW W NW VARIABLE STEADY GUSTY SKY SUNNY CLEAR OVRCAST PRTLY CLDY FOG RAIN ACOUSTIC MEASUREMENTS pp MEAS.INSTRUMENT `!TYPE D 2 SERIAL# 0 CALIBRATOR � ) f.,J - SERIAL#�j[p�(Q CALIBRATION CHECK PRE-MEASUREMENT dBA SPL POST-MEASUREMENT 1 4 dBA SPL WINDSCRN SETTINGS A-WTD SLOW FAST FRONTAL RANDOM ANSI OTHER: REC.# BEGIN END Leq Lmax Lmin L90 LSO L30 OTHER(SPECIFY METRIC COMMENTS �c f +s'n-� r � `*f1,=P�:��-1 ti-- �F�(-1 ►�°.r.�I'� �-�.��►arv. ��=1f?l SOURCE INFO AND TRAFFIC COUNTS PRIMARY NOISE SOURCE RAFFI AIRCRAFT RAIL INDUSTRIAL OTHER: ROADWAY TYPE: � 1Q�� DIST.TO RDWY C/L OR OP: -7 FT- TRAFFIC COUNT DURATION:_ MIN SPEED _ MIN SPEED DIRECTION NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB NB/EB SB/WB - AUTOS I I F COUNTING N BOTH Z MED TRKS 2 DIRECTIONS Z o - p HVY TRKS + AS ONE, =O cr U O BUSES C7 CHECK HERE U cr O MOTRCLS O SPEEDS ESTIMATED BY: RADAR/DRIVING THE PACE POSTE �¢�W GNS'SAY: S5 OTHER NOISE SOURCES(BACKGROUND): DIST.AIRCRAFT RUSTLING LEAVES DIST.BARKING DOGS BIRDS DIST.INDUSTRIAL DIST.KIDS PLAYING DIST.CONVRSTNS/YELLING DIST.TRAFFIC(LIST RDWYS BELOW) DISTD GARDENERS/LANDSCAPING NOISE OTHER: DESCRIPTION/SKETCH TERRAIN HARD SOFT MIXED FLAT OTHER: PHOTOS % I- OTHER COMMENTS/�KETCHI .. __... «..._........_........_..............................i. ._......:.......- ....-.. .......i....................... ......._.. ....... ............. ... ......... ................. ._..... � Y . ......... ..................................t-7. i E E ' ........:.. ......_.. ...,»..««....��_....�--__._...—...i—..:.._ _...... ._........._.. - ...ry .. -- _..�. .TW.. ^. �..............._ .... _I»......_........................_.............. _............. _........... -F^ II is Y No Technical Background Report ATTACHMENT 2 TRAFFIC NOISE MODELING DATA AND RESULTS Pismo Beach Noise Element Update February 2020 15 TABLE A -Traffic Count Data and Future Traffic Volume Forecast Summary Total Hourly Speed Existing ADT Existing ADT 2040 ADT 2040 ADT City Site Road Minutes Autos MT/Bus HT %Auto %MT % HT EOP Distance #of Lanes Leq 3 4 s e A+MT+HT Trips (mph) City Streets Highway Highway Streets ST-1 Seacliff Drive 1 15 0 0 0 0 N/A N/A N/A 0 25 8 2 55.2 - - - - ST-2 Ocean Boulevard 15 5 0 0 5 100% 0% 0% 20 25 10 2 53.6 200 - - 221 Dugan Road ST-3 1 15 0 0 0 0 N/A N/A N/A 0 25 8 2 42.7 - - - - (at Elawe Way) ST-4 US Highway 101 5 318 5 14 337 94% 1% 4% 4044 65 125 4 72.4 - 69600 77652 - (adjacent to 5 Cities Drive) ST-5 US 1 10 131 3 3 137 96% 2% 2% 822 45 14 2 69.3 - 7900 8814 - ST-6 4th Street 10 128 2 3 133 96% 2% 2% 798 45 10 2 72.8 8990 - - 10210 ST-7 Mattie Road 30 39 0 0 39 100% 0% 0% 78 35 9 2 65.7 930 - - 1281 ST-8 N. Oak Park Boulevard 10 82 4 0 86 95% 5% 0% 516 40 10 2 67.3 16090 - - 19283 ST-9 Price Canyon Road 10 81 4 7 92 88% 4% 8% - - (at Dell Court) 552 45 12 2 71 4630 5823 ST-10 Shell Beach Road 15 71 2 1 74 96% 3% 1% 296 35 7 2 66.1 3530 - - 4131 US 101: Price St(North)to o Mattie Road - - - - - - - 65 50 4 - - 64670 72152 - 0 p US 101: North of Avila Beach z Z - - - - - - - - - 65 50 4 - - 62020 69195 - 75; Drive I- N US 101: South of Oak Park Blvd.z - - - - - - 65 50 4 - - 62230 69429 - n US 101: Price St(South)to Prce Z) - - - - - - - - - 65 50 4 - - 62840 70110 - + St(North) c E US 101: Mattie Road to °J Spyglass Drive - - - - - - - 65 50 4 - - 63550 70902 - w o US 101: Spyglass Drive to Avila o Beach Drive - - - - - - - 65 50 4 - - 64860 72364 - U US 101: Oak Park Blvd to u Fourth St - - - - - - - - 65 50 4 - - 71070 79292 - 00 US 101: Fourth St to Price St - - - - - - - - - 65 50 4 - - 78600 87693 - Table Notes: 1 Measurement collected to characterize residential neghborhood sound levels distant from major traffic sources, no traffic occurred on adjacent street during measurement. 2 This segment of US 101 is adjacent to, but outside, Pismo Beach City limits. 3 Existing Local Street Roadway Volumes from Citywide Transportation Model and Circulation Study 2016; ADT for local roadways not included in 2016 study based upon manual traffic counts during short-term sound measurements. 4 US 101 segments ADT and US 1 segment ADT from 2018 Pismo Beach General Plan Circulation Element Update IS/MND. 5 Year 2040 volumes based on 2016 Circulation Study,with 2019 RTP annual growth rates (0.5%) applied to predict increase from 2035 to 2040. 6 Year 2040 volumes based on 2016 Circulation Study,with 2019 RTP annual growth rates (0.5%) applied to predict increase from 2035 to 2040. Technical Background Report Pismo Beach Noise Element Update TABLE A -Traffic Count Data and Future Traffic Volume Forecast Summary Technical Background Report Pismo Beach Noise Element Update TABLE B-TRAFFIC NOISE LEVELS AND NOISE CONTOUR BOUNDARY DISTANCES Project Number: 11924 DUDE K Project Name: Pismo Beach NEU Noise Model Assumptions and Background Data Model Description: FHWA Highway Noise Prediction Model(FHWA-RD-77-108)with California Vehicle Noise(CALVENO)Emission Levels. Traffic Data Source: 2017 Circulation Element Update MND,San Luis Obispo County RTP 2019 Community Noise Descriptor: CNEL CNEL Contour Notes: 24 Hour Traffic Distrbution Assumptions Day Evening Night -"countour is located within the roadway right-of-way Total ADT Volumes 77.70% 12.70% 9.60% Distance is from the centerline of the roadway segment Medium Trucks 87.43% 5.05% 7.52% to the receptor location. Heavy Trucks 89.10% 2.64% 8.06% Design Vehicle Mix Distance from Centerline Analysis Condition Median ADT Speed Medium Heavy CNEL at of Roadway to Contour Highway Segment Lanes Width Volume (mph) Trucks Trucks 50 Feet 70 CNEL 65 CNEL 60 CNEL US Highway 101 Price Street to Mattie Road,Existing 4 25 64,670 65 5% 6% 75.5 177 561 1774 Price Street to Mattie Road,2040 4 25 72,152 65 5% 6% 76.0 199 629 1991 US Highway 101 North of Avlia Beach Drive,Existing 4 25 62,020 65 5% 6% 75.6 182 574 1815 North of Avlia Beach Drive,2040 4 25 69,195 65 5% 6% 76.1 204 644 2037 US Highway 101 South of Oak Park Blvd,Existing 4 25 62,230 65 5% 6% 75.6 182 574 1815 South of Oak Park Blvd,2040 4 25 69,429 65 5% 6% 76.1 644 2037 US Highway 101 Price Street(south)to Price Street(north),Existing 4 25 62,840 65 5% 6% 75.6 182 574 1815 Price Street(south)to Price Street(north),2040 4 25 70,110 65 5% 6% 76.1 644 2037 US Highway 101 Mattie Road to Spyglass Drive,Existing 4 25 63,550 65 5% 6% 75.7 186 587 1858 Mattie Road to Spyglass Drive,2040 4 25 70,902 65 5% 6% 76.2 659 2084 US Highway 101 Spyglass Drive to Avila Beach Drive,Existing 4 25 64,860 65 5% 6% 75.8 190 601 1901 Spyglass Drive to Avila Beach Drive,2040 4 25 72,364 65 5% 6% 76.3 674 2133 US Highway 101 Oak Park Blvd.to Fourth Street,Existing 4 25 71,070 65 5% 6% 76.6 229 723 2285 Oak Park Blvd.to Fourth Street,2040 4 25 79,292 65 5% 6% 77.1 256 811 2564 US Highway 101 Fourth Street to Price Street,Existing 4 25 78,600 65 5% 6% 77.0 251 792 2506 Fourth Street to Price Street,2040 4 25 87,693 65 5% 6% 77.5 281 889 2812 Technical Background Report Page 1 of 2 Pismo Beach Noise Element Update Design Vehicle Mix Distance from Centerline Analysis Condition Median ADT Speed Medium Heavy CNEL at of Roadway to Contour Roadway Segment Lanes Width Volume (mph) Trucks Trucks 25 Feet 70 CNEL 65 CNEL 60 CNEL Ocean Boulevard Between Palisade Ave and Seaview Ave,Existing 2 0 200 25 1% 1% 48.1 Between Palisade Ave and Seaview Ave,2040 221 25 1% 1% 48.5 North 4th Street South of 5 Cities Drive,Existing 2 0 8,990 45 2% 2% 70.1 25 81 256 South of 5 Cities Drive,2040 10,210 45 2% 2% 70.6 29 91 287 Mattie Road Between Foothill Road and Baycliff Drive,Existing 2 0 930 35 1% 1% 57.9 Between Foothill Road and Baycliff Drive,2040 2 0 1,281 35 1% 1% 59.3 North Oak Park Blvd. South of Meadowlark Drive,Existing 2 0 16,090 40 2% 1% 71.5 25 112 353 South of Meadowlark Drive,2040 2 0 19,283 40 2% 1% 72.3 42 134 425 Price Canyon Road South of Dell Court,Existing 2 0 4,630 45 2% 4% 67.2 - 41 131 South of Dell Court,2040 2 0 5,823 45 2% 4% 68.2 - 52 165 Shell Beach Road Between Solano Road and Ebb Tide Lane,Existing 2 0 3,530 35 3% 1% 63.7 - 19 59 Between Solano Road and Ebb Tide Lane,2040 2 0 4,131 35 3% 1% 64.4 - 22 69 Cabrillo Highhway(US-1) Between Addie Street and Park Avenue,Existing 2 0 7,900 45 2% 2% 69.5 25 70 223 Between Addie Street and Park Avenue,2040 2 0 8,814 45 2% 2% 70.0 25 79 250 Technical Background Report Page 2 of 2 Pismo Beach Noise Element Update TABLE C:NON-TRAFFIC NOISE LEVELS AND NOISE CONTOUR BOUNDARY DISTANCES Project Number: 11924 DUDE K Project Name: Noise Element Update Distance to Contour Boundary Noise Source CNEL Distance from (feet) (dBA) Noise Source 70 CNEL 65 CNEL 60 CNEL UPRR Rail Line 66.3 40 17 54 171 (Distance reference is center of tracks) Industrial Area 56.1 300 61 108 191 (Distance Reference is from boundary of Industrial Area) Retail Center 63.7 55 27 47 84 (Distance Reference is from boundary of Retail Center) Page 1 of 1 Technical Background Report ATTACHMENT 3 LONG-TERM MEASUREMENTS AND CALCULATIONS Pismo Beach Noise Element Update February 2020 16 LT-1 Industrial Area 24-hour Noise Measurement Data SPL Time Freq Number Start Date Start Time End Time Weight Weight LAeq LAmax LAmin LApeak L1% L5% 1-10% L50% L90% 1 10/22/2019 9:00:00 AM 10:00:00 AM Slow dBA 49.7 72.5 42.3 86.8 55.5 53.2 52 48.2 45 2 10/22/2019 10:00:00 AM 11:00:00 AM Slow dBA 46.3 57.9 38.7 74.7 53.4 50.4 49.1 44.8 41.9 3 10/22/2019 11:00:00 AM 12:00:00 PM Slow dBA 49.3 66.2 38.1 87.4 61 56.4 48.9 43.6 41.3 4 10/22/2019 12:00:00 PM 1:00:00 PM Slow dBA 50 67.2 43 86.6 61.4 53.2 49.5 47.1 45.7 5 10/22/2019 1:00:00 PM 2:00:00 PM Slow dBA 57.1 80.8 44.3 100.4 68.4 61.9 58.7 51.7 46.4 6 10/22/2019 2:00:00 PM 3:00:00 PM Slow dBA 49.5 75.5 44.6 86.6 54.5 50.4 49.5 47.9 46.2 7 10/22/2019 3:00:00 PM 4:00:00 PM Slow dBA 51.3 78.1 44.5 93.4 57.3 53 51.7 49.4 46.8 8 10/22/2019 4:00:00 PM 5:00:00 PM Slow dBA 50.9 63.9 44.9 89.9 58.3 53.3 52.1 50.2 48 9 10/22/2019 5:00:00 PM 6:00:00 PM Slow dBA 50.4 63.4 41.6 84.5 58 55.6 53.3 48.9 45 10 10/22/2019 6:00:00 PM 7:00:00 PM Slow dBA 54.2 65.4 48.8 84 58.2 56.9 56.1 53.7 51.2 11 10/22/2019 7:00:00 PM 8:00:00 PM Slow dBA 52.5 59.5 47.4 75 57.2 56.1 55.2 51.2 49.3 12 10/22/2019 8:00:00 PM 9:00:00 PM Slow dBA 49.7 56.9 45.9 76 53.6 52 51.3 49.4 47.7 13 10/22/2019 9:00:00 PM 10:00:00 PM Slow dBA 55.2 82.5 45.7 96.1 57.3 53.6 52.5 49.8 48.3 14 10/22/2019 10:00:00 PM 11:00:00 PM Slow dBA 49 61.5 43.1 80.9 54.6 52.1 51.1 48.2 46.1 15 10/22/2019 11:00:00 PM 12:00:00 AM Slow dBA 47.8 58.3 42.2 74 53.5 51.3 50.2 46.8 44.4 16 10/23/2019 12:00:00 AM 1:00:00 AM Slow dBA 44.7 53.6 40 70.3 49.3 47 46.3 44.3 42.2 17 10/23/2019 1:00:00 AM 2:00:00 AM Slow dBA 44.2 53.3 37.9 66.9 49.4 47.6 46.5 43.3 41.2 18 10/23/2019 2:00:00 AM 3:00:00 AM Slow dBA 46.1 60.6 39.1 75.3 52.5 49.8 48.3 45 42.2 19 10/23/2019 3:00:00 AM 4:00:00 AM Slow dBA 47.6 60.2 37.2 74.5 55.1 52.4 50.8 45.8 41.7 20 10/23/2019 4:00:00 AM 5:00:00 AM Slow dBA 48.1 71.8 37.1 86.8 54.5 51.6 50.3 45.7 42 21 10/23/2019 5:00:00 AM 6:00:00 AM Slow dBA 50.5 61.3 41.2 73.8 57.3 55.3 53.9 48.7 45.2 22 10/23/2019 6:00:00 AM 7:00:00 AM Slow dBA 51.4 72.3 42.6 96.1 57.6 55.2 53.9 50 47 23 10/23/2019 7:00:00 AM 8:00:00 AM Slow dBA 51 66.8 43 82.7 60.7 53.7 52.6 49.3 46.4 24 10/23/2019 8:00:00 AM 9:00:00 AM Slow dBA 49 60.5 42.4 83.3 54.6 51.9 51 48.2 46.2 25 10/23/2019 9:00:00 AM 9:04:13 AM Slow dBA 64.4 79.5 44.8 110.6 76.6 71.4 67.5 51.7 46.4 Technical Background Report Pismo Beach Noise Element Update LT-2 Train Source 24-hour Noise Measurement Data SPL Time Freq Number Start Date Start Time End Time Weight Weight LAeq LAmax LAmin LApeak L1% L5% L10% 1-50% L90% 1 10/22/2019 9:00:00 AM 10:00:00 AM Slow dBA 62.5 90.1 44.7 118.1 71.2 64.6 63 58 49.2 2 10/22/2019 10:00:00 AM 11:00:00 AM Slow dBA 58.7 72.3 43.9 85.8 65.9 63.2 61.9 57.2 49.4 3 10/22/2019 11:00:00 AM 12:00:00 PM Slow dBA 60.7 73.4 54.1 91.8 67.6 63.9 62.8 59.8 56.7 4 10/22/2019 12:00:00 PM 1:00:00 PM Slow dBA 60.9 71.5 52 88.3 67.8 64.4 63.1 60 56.5 5 10/22/2019 1:00:00 PM 2:00:00 PM Slow dBA 60.3 74.8 51.9 87.8 67.2 64.2 62.9 59.1 54.7 6 10/22/2019 2:00:00 PM 3:00:00 PM Slow dBA 64.8 88.7 51.3 107.3 69.2 65.3 64.2 60.7 55.7 7 10/22/2019 3:00:00 PM 4:00:00 PM Slow dBA 72.3 94.9 51.1 114.1 79.2 68.3 66.5 61.6 56.1 8 10/22/2019 4:00:00 PM 5:00:00 PM Slow dBA 67.2 93.3 50.4 112.8 68.4 64.2 63.1 59.5 54.7 9 10/22/2019 5:00:00 PM 6:00:00 PM Slow dBA 61.6 79.8 50.2 99.9 68.8 64.9 63.9 60.4 55.9 10 10/22/2019 6:00:00 PM 7:00:00 PM Slow dBA 62.4 80.1 54.6 105.7 68.4 65.4 64.6 61.3 57.6 11 10/22/2019 7:00:00 PM 8:00:00 PM Slow dBA 60.5 69.1 53.7 82.4 65.7 64 63.3 59.7 56.2 12 10/22/2019 8:00:00 PM 9:00:00 PM Slow dBA 60.8 82.3 51.6 99.9 67.7 63.6 62.8 58.8 54.6 13 10/22/2019 9:00:00 PM 10:00:00 PM Slow dBA 63.2 84.6 51.9 101.3 74.1 64.6 63.1 58 54.4 14 10/22/2019 10:00:00 PM 11:00:00 PM Slow dBA 59 71.3 50.7 87.3 65.8 63.6 62.2 57.3 53.8 15 10/22/2019 11:00:00 PM 12:00:00 AM Slow dBA 55.9 67.1 43.8 82.1 64.2 61.5 59.8 52.9 46.7 16 10/23/2019 12:00:00 AM 1:00:00 AM Slow dBA 54.1 69.2 44.9 81.5 63.8 60.3 57.8 50.2 47.3 17 10/23/2019 1:00:00 AM 2:00:00 AM Slow dBA 52.4 65.9 43 79.2 62.1 56.6 54.3 50.6 46.8 18 10/23/2019 2:00:00 AM 3:00:00 AM Slow dBA 51.8 66.7 43 89.3 61.5 57.8 53.6 48.9 45 19 10/23/2019 3:00:00 AM 4:00:00 AM Slow dBA 56.2 66.2 49.5 79.9 63.3 60 58.8 54.9 52.1 20 10/23/2019 4:00:00 AM 5:00:00 AM Slow dBA 55.8 67.1 47.7 80.3 64.3 60.5 58.6 54 51.2 21 10/23/2019 5:00:00 AM 6:00:00 AM Slow dBA 58.1 71.4 46.8 88.8 65.6 63.1 61.9 55.3 50.6 22 10/23/2019 6:00:00 AM 7:00:00 AM Slow dBA 61.7 75.1 49.2 90.5 68.9 66.4 65.3 60 52.7 23 10/23/2019 7:00:00 AM 8:00:00 AM Slow dBA 67.9 93.1 50.2 110.1 69.8 67.8 67.1 63.3 56.2 24 10/23/2019 8:00:00 AM 9:00:00 AM Slow dBA 61.9 70.9 47.6 92 67.1 65.7 64.9 61.2 53.7 25 10/23/2019 9:00:00 AM 9:12:30 AM Slow dBA 61.5 74.6 47.6 104.9 69 66 64.7 59.8 52.3 Technical Background Report Pismo Beach Noise Element Update LT-3 Retail Center 24-hour Noise Measurement Data SPL Time Freq Number Start Date Start Time End Time Weight Weight LAeq LAmax LAmin LApeak L1% L5% L10% L50% L90% 1 10/22/2019 9:00:00 AM 10:00:00 AM Slow dBA 62.2 92.7 50.7 125.8 70.1 61.5 59 56.4 53.3 2 10/22/2019 10:00:00 AM 11:00:00 AM Slow dBA 53.1 64.4 49.4 82.8 57.4 55.6 54.7 52.6 51.2 3 10/22/2019 11:00:00 AM 12:00:00 PM Slow dBA 58.4 67.3 49.4 80.7 63.6 62.3 61.4 57.7 52.5 4 10/22/2019 12:00:00 PM 1:00:00 PM Slow dBA 55.6 72.9 49.2 93 63.5 60.6 58.4 53 51.1 5 10/22/2019 1:00:00 PM 2:00:00 PM Slow dBA 62.6 89.7 50.9 107.8 72.8 62.9 59.1 54.6 52.7 6 10/22/2019 2:00:00 PM 3:00:00 PM Slow dBA 57.3 70.3 52.7 85.9 62 59.2 58.5 56.8 55.1 7 10/22/2019 3:00:00 PM 4:00:00 PM Slow dBA 56 75.1 50.6 88.2 61.7 58.2 57.1 55.1 53.5 8 10/22/2019 4:00:00 PM 5:00:00 PM Slow dBA 54.6 67.9 50 84.1 59.4 57 56.3 54.1 51.8 9 10/22/2019 5:00:00 PM 6:00:00 PM Slow dBA 55.6 71.2 49.6 91.6 60.1 57.7 56.9 55.1 53.2 10 10/22/2019 6:00:00 PM 7:00:00 PM Slow dBA 56 63.7 51 79.7 60.2 59 58.1 55.4 53.1 11 10/22/2019 7:00:00 PM 8:00:00 PM Slow dBA 57.3 64.7 52.1 81.1 61.4 59.8 59 56.8 55 12 10/22/2019 8:00:00 PM 9:00:00 PM Slow dBA 55 61.4 51.3 75.2 58.5 57.5 56.8 54.5 52.8 13 10/22/2019 9:00:00 PM 10:00:00 PM Slow dBA 56.6 79.7 50.2 90.9 61.9 59.4 58.1 55.3 53.4 14 10/22/2019 10:00:00 PM 11:00:00 PM Slow dBA 56.1 63.4 49.6 79.7 61 59.1 58.2 55.5 53.1 15 10/22/2019 11:00:00 PM 12:00:00 AM Slow dBA 53.9 62.9 45.8 76.8 58.9 57.1 56.4 53.1 49.9 16 10/23/2019 12:00:00 AM 1:00:00 AM Slow dBA 55.3 69.2 43.6 82.2 63.1 59.5 58 53.6 48.6 17 10/23/2019 1:00:00 AM 2:00:00 AM Slow dBA 54.6 65.9 43.1 80 61.8 59.5 58.1 52.8 47.8 18 10/23/2019 2:00:00 AM 3:00:00 AM Slow dBA 54.1 63.7 43.1 82.5 61.4 59 57.5 52.3 47.1 19 10/23/2019 3:00:00 AM 4:00:00 AM Slow dBA 55.8 69 43 80.1 63.9 61 59.2 53.5 47.2 20 10/23/2019 4:00:00 AM 5:00:00 AM Slow dBA 56.8 71.2 45.8 88 62.3 60.7 59.6 55.8 52 21 10/23/2019 5:00:00 AM 6:00:00 AM Slow dBA 60 79.1 51.1 99.1 65.7 63.5 62.1 59.1 56.3 22 10/23/2019 6:00:00 AM 7:00:00 AM Slow dBA 59.5 72.3 53.6 91.5 64.1 62.1 61.4 58.9 56.1 23 10/23/2019 7:00:00 AM 8:00:00 AM Slow dBA 61.3 68.6 53.8 87.1 66 64.9 64.2 60.4 56.6 24 10/23/2019 8:00:00 AM 9:00:00 AM Slow dBA 58.6 79.9 50.2 102 67.3 61 59.9 56.8 54 25 10/23/2019 9:00:00 AM 9:21:03 AM Slow dBA 59.6 79.2 52.1 103.7 70.7 61.8 59.6 56.5 54.4 Technical Background Report Pismo Beach Noise Element Update Industrial CNEL Leq Time Adjustment 44.7 Midnight 10 54.7 54.7 44.2 1 10 54.2 54.2 46.1 2 10 56.1 56.1 47.6 3 10 57.6 57.6 48.1 4 10 58.1 58.1 50.5 5 10 60.5 60.5 51.4 6 10 61.4 61.4 51 7am 51 51 49 8 49 49 49.7 9 49.7 49.7 46.3 10 46.3 46.3 49.3 11 49.3 49.3 50 noon 50 50 57.1 1 57.1 57.1 49.5 2 49.5 49.5 51.3 3 51.3 51.3 50.9 4 50.9 50.9 50.4 5 50.4 50.4 54.2 6 54.2 54.2 52.5 7 5 57.5 52.5 49.7 8 5 54.7 49.7 55.2 9 5 60.2 55.2 49 10 10 59 59 47.8 11 10 57.8 57.8 56.1 55.5 CNEL LDN Technical Background Report Pismo Beach Noise Element Update Train CNEL Leq Time Adjustment 54.1 Midnight 10 64.1 64.1 52.4 1 10 62.4 62.4 51.8 2 10 61.8 61.8 56.2 3 10 66.2 66.2 55.8 4 10 65.8 65.8 58.1 5 10 68.1 68.1 61.7 6 10 71.7 71.7 67.9 7am 67.9 67.9 61.9 8 61.9 61.9 62.5 9 62.5 62.5 58.7 10 58.7 58.7 60.7 11 60.7 60.7 60.9 noon 60.9 60.9 60.3 1 60.3 60.3 64.8 2 64.8 64.8 72.3 3 72.3 72.3 67.2 4 67.2 67.2 61.6 5 61.6 61.6 62.4 6 62.4 62.4 60.5 7 5 65.5 60.5 60.8 8 5 65.8 60.8 63.2 9 5 68.2 63.2 59 10 10 69 69 55.9 11 10 65.9 65.9 66.3 65.9 CNEL LDN Technical Background Report Pismo Beach Noise Element Update Retail Center CNEL Leq Time Adjustment 55.3 Midnight 10 65.3 65.3 54.6 1 10 64.6 64.6 54.1 2 10 64.1 64.1 55.8 3 10 65.8 65.8 56.8 4 10 66.8 66.8 60 5 10 70 70 59.5 6 10 69.5 69.5 61.3 7am 61.3 61.3 58.6 8 58.6 58.6 62.2 9 62.2 62.2 53.1 10 53.1 53.1 58.4 11 58.4 58.4 55.6 noon 55.6 55.6 62.6 1 62.6 62.6 57.3 2 57.3 57.3 56 3 56 56 54.6 4 54.6 54.6 55.6 5 55.6 55.6 56 6 56 56 57.3 7 5 62.3 57.3 55 8 5 60 55 56.6 9 5 61.6 56.6 56.1 10 10 66.1 66.1 53.9 11 10 63.9 63.9 63.7 63.4 CNEL LDN Technical Background Report Pismo Beach Noise Element Update