HomeMy WebLinkAboutApp-J_NoiseAppendix J
Environmental Noise Assessment
ENVIRONMENTAL NOISE ASSESSMENT
PROPOSED COMMERCIAL DEVELOPMENT
SOUTH H STREET AND HOSKING AVENUE
BAKERSFIELD, CALIFORNIA
BBA Report No. 14-015
PREPARED FOR
3Js & R, LLC
P.O. BOX 1969
BAKERSFIELD, CALIFORNIA 93303
PREPARED BY
BROWN-BUNTIN ASSOCIATES, INC.
VISALIA, CALIFORNIA
JUNE 1, 2015
406 W. School Avenue · Visalia, CA 93291 · (559) 627-4923 · (559) 627-6284 Fax
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1. INTRODUCTION
Project Description:
The project is a proposed commercial development consisting of approximately 800,000 square
feet of retail shopping space with an additional 240-room hotel. The project will be developed in
two phases, with the first phase scheduled for completion in 2017 and full build-out in 2020.
The first phase will include 400,000 square feet of commercial retail space and the second phase
will include an additional 400,000 square feet of commercial retail space and a 240-room hotel.
Location:
The 85-acre project site is located east of State Route 99 (SR 99) along the west side of South H
Street between Hosking Avenue and Berkshire Road in southeastern Bakersfield. The project
vicinity is shown as Figure 1.
Environmental Noise Assessment:
This environmental noise assessment has been prepared to determine if significant noise impacts
will be produced by the project and to describe mitigation measures for noise if significant
impacts are determined. The environmental noise assessment, prepared by Brown-Buntin
Associates, Inc. (BBA), is based upon the project site plan dated June 10, 2014 (Figure 2), a
traffic study prepared by Ruettgers and Schuler dated October 20141 and a project site visit on
May 14, 2014. Revisions to the site plan, traffic study or other project-related information
available to BBA at the time the analysis was prepared may require a reevaluation of the findings
and/or recommendations of the report.
Appendix A provides definitions of the acoustical terminology used in this report. Unless
otherwise stated, all sound levels reported in this analysis are A-weighted sound pressure levels
in decibels (dB). A-weighting de-emphasizes the very low and very high frequencies of sound in
a manner similar to the human ear. Most community noise standards utilize A-weighted sound
levels, as they correlate well with public reaction to noise.
2. THRESHOLDS OF SIGNIFICANCE
The CEQA Guidelines indicate that significant noise impacts occur when the project exposes
people to noise levels in excess of standards established in local noise ordinances or general plan
noise elements, or causes a substantial permanent or temporary increase in noise levels above
levels existing without the project.
a. Noise Level Standards
City of Bakersfield
The project site lies within the City of Bakersfield. The applicable standards for noise levels that
apply to this project are contained within Chapter VII of the Metropolitan Bakersfield General
Plan2, adopted in 2002.
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For transportation noise sources (e.g., traffic and railway noise), the noise element sets a standard
of 65 dB CNEL at the exterior of noise-sensitive uses. Noise-sensitive uses include residences,
schools, hospitals, transient lodging and recreational areas. An interior noise standard of 45 dB
CNEL applies within interior living spaces.
For non-transportation noise sources (e.g., commercial property), the noise element applies
hourly noise levels performance standards at residential and other noise-sensitive uses. Table I
summarizes the applicable hourly noise level standards.
TABLE I
HOURLY NOISE LEVEL PERFORMANCE STANDARDS
STATIONARY NOISE SOURCES
METROPOLITAN BAKERSFIELD GENERAL PLAN
Maximum Acceptable Noise Level, dB
Min./Hr. (Ln) Day (7a-10p) Night (10p-7a)
30 (L50) 55 50
15 (L25) 60 55
5 (L8.3) 65 60
1 (L1.7) 70 65
0 (Lmax) 75 70
Note: Ln means the percentage of time the noise level is exceeded during an hour. L50 means the level exceed 50%
of the hour, L25 is the level exceed 25% of the hour, etc.
Source: Metropolitan Bakersfield General Plan
Additionally, The City of Bakersfield General Plan Noise Element sets standards for
project-related noise impacts and cumulative noise impacts from mobile (transportation-related)
noise sources affecting existing noise-sensitive land uses. The City utilizes the standards listed
below in impact determination in regards to increases in ambient noise levels at existing
noise-sensitive land uses resulting from project-related transportation noise sources.
Standards For Project-Related Noise Impacts From Mobile Sources
A significant increase of existing ambient noise levels affecting existing noise-sensitive
land uses (receptors), and requiring the adoption of practical and feasible mitigation
measures, is deemed to occur where a project will cause:
An increase of the existing ambient noise level by 5 dB or more, where the
existing ambient level is less than 60 dB CNEL;
An increase of the existing ambient noise level by 3 dB or more, where the
existing ambient level is 60 to 65 dB CNEL;
An increase of the existing ambient noise level by 1.5 dB or more, where the
existing ambient level is greater than 65 dB CNEL
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Standards For Cumulative Noise Impacts From Mobile Sources
The project’s contribution to noise increases would normally be considered cumulatively
considerable and significant when ambient noise levels affect noise sensitive land uses
(receptors) and when the following occurs.
A project increases the ambient (cumulative without project) noise level by 1 dB
or more;
and
The cumulative with project noise level cause the following:
o An increase of the existing ambient noise level by 5 dB or more, where the
existing ambient level is less than 60 dB CNEL;
o An increase of the existing ambient noise level by 3 dB or more, where the
existing ambient level is 60 to 65 dB CNEL;
o An increase on the existing ambient noise level by 1.5 dB or more, where
the existing ambient level is greater than 65 dB CNEL.
State of California
There are no state noise standards that are applicable to the project.
Federal Noise Standards
There are no federal noise standards that are applicable to the project.
b. Construction Noise and Vibration
Section 9.22.050 of the Bakersfield Municipal Code3 limits construction to the hours of 6:00 a.m.
to 9:00 p.m. on weekdays, and between 8:00 a.m. and 9:00 p.m. on weekends, when construction
is within 1,000 feet of a residence. Certain exceptions to these hours are specified in the code.
The City of Bakersfield does not have regulations that define acceptable levels of vibration. One
of the most recent references suggesting vibration guidelines is the California Department of
Transportation (Caltrans) Transportation and Construction Vibration Guidance Manual4. The
Manual provides guidance for determining annoyance potential criteria and damage potential
threshold criteria. These criteria are provided below in Table III and Table IV, and are presented
in terms of peak particle velocity (PPV) in inches per second (in/sec).
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TABLE III
GUIDELINE VIBRATION ANNOYANCE POTENTIAL CRITERIA
Human Response
Maximum PPV (in/sec)
Transient Sources Continuous/Frequent
Intermittent Sources
Barely Perceptible 0.04 0.01
Distinctly Perceptible 0.25 0.04
Strongly Perceptible 0.9 0.1
Severe 2.0 0.4
Source: Caltrans
TABLE IV
GUIDELINE VIBRATION DAMAGE POTENTIAL THRESHOLD CRITERIA
Structure and Condition
Maximum PPV (in/sec)
Transient Sources Continuous/Frequent
Intermittent Sources
Extremely fragile, historic buildings, ancient monuments 0.12 0.08
Fragile buildings 0.2 0.1
Historic and some old buildings 0.5 0.25
Older residential structures 0.5 0.3
New residential structures 1.0 0.5
Modern industrial/commercial buildings 2.0 0.5
Source: Caltrans
3. SETTING
The project site and surrounding area is generally flat. The area immediately adjacent to the
project site is comprised predominantly of single-family residential land uses, with commercial
land uses north of the project site and SR 99 west of the project site. The dominant source of
existing noise in the project vicinity is traffic noise from SR 99 and from nearby local roadways.
Meadows Field Airport is located approximately 10 miles north of the project site. The project
site is located less than 2 miles northeast of a small, unattended private-use airstrip (Costerisan
Farms Airport). It should be noted that the airport is not recognized in the Kern County Airport
Land Use Compatibility Plan (November 13, 2012) and no data regarding flight operations is
known at this time.
a. Background Noise Level Measurements
Measurements of existing ambient noise levels in the project vicinity were conducted at three
locations within the project site on May 14, 2014 and two additional locations in the project
vicinity of January 20, 2015. Noise monitoring equipment consisted of a Larson-Davis
Laboratories Model LDL 820 sound level analyzer equipped with a Bruel & Kjaer (B&K) Type
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4176 ½” microphone. The microphone was mounted on a tripod at approximately five (5) feet
above the ground and was equipped with a random incidence corrector so that noise from
sources in all directions could be accurately measured. The monitor was calibrated with a B&K
Type 4230 acoustical calibrator to ensure the accuracy of the measurements. The equipment
complies with applicable specifications of the American National Standards Institute (ANSI) for
Type 1 sound measurement systems.
The locations of the measurement sites are shown in Figure I. Table V summarizes measured
noise levels. Traffic was the only identifiable noise source. It should be noted that at the time of
measurement, an existing, large berm of soil was present between Site # 3 and SR 99, which
provided acoustical shielding from traffic noise on SR 99. Therefore, noise levels reported for
Site # 3 are lower than what would normally be expected at that location. Site 1 and Site 2 were
intended to provide representative ambient noise levels to the backyard areas of the homes
located on the east side of H Street. Due to the existing canal that parallels H Street, access to
the area near those backyards was not possible. Site 1 and Site were located at the approximately
200 feet from the centerline of H Street, the same approximate distance as the backyards of the
residences located east of H Street. Additionally, Site 1 was located in the vicinity of a proposed
hotel within the project site. Sites 4 and 5 were located off-site within the general project
vicinity.
TABLE V
BACKGROUND NOISE LEVELS
MAY 14, 2014 and January 20, 2015
Location Time Leq Lmin Lmax L1.7 L8.3 L25 L50 L90
Site #1 10:20-10:35 a.m. 60.5 48.8 74.7 69.3 63.4 59.8 56.9 51.8
Site #1 11:20-11:35 a.m. 60.2 48.7 69.7 67.0 64.5 61.1 57.6 52.4
Site #1 2:15-2:30 p.m. 61.0 49.0 80.7 68.4 62.5 59.8 57.3 53.0
Site #2 10:00-10:15 a.m. 56.8 45.8 70.4 64.2 60.5 56.9 54.1 49.1
Site #2 11:00-11:15 a.m. 57.4 45.3 69.9 65.4 61.1 57.8 55.1 49.5
Site #2 12:30-12:45 p.m. 63.0 47.1 86.8 68.7 63.0 57.5 54.9 50.9
Site #3 10:40-10:55 a.m. 58.6 48.5 68.7 64.9 62.1 59.7 57.1 50.9
Site #3 11:40-11:55 a.m. 59.0 47.5 70.5 66.4 62.6 59.6 56.6 51.1
Site #3 1:55-2:10 p.m. 58.1 50.1 63.4 62.1 60.9 59.6 57.7 53.4
Site #4 10:35-10:40 a.m. 66.8 44.9 75.0 72.8 70.8 68.4 65.4 57.6
Site #4 11:15-11:30 a.m. 66.4 49.7 71.8 70.8 69.4 67.9 65.7 59.2
Site #4 2:40-2:55 p.m. 65.5 46.2 71.4 70.7 69.2 66.8 64.9 54.0
Site #5 10:50-11:05 a.m. 63.4 47.4 75.5 73.8 68.3 61.8 56.0 50.1
Site #5 11:40-11:55 a.m. 63.0 43.3 77.7 74.4 67.0 61.4 56.9 49.7
Site #5 3:05-3:20 p.m. 64.6 45.2 76.5 74.8 71.1 61.7 55.4 50.1
Source: Brown-Buntin Associates, Inc.
b. Existing Traffic Noise Levels
Noise levels from traffic on roadways in the project vicinity were calculated for existing
conditions using the Federal Highway Administration (FHWA) Highway Traffic Noise
Prediction Model and traffic data obtained from the traffic study prepared by Ruettgers and
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Schuler. Noise levels from traffic on State Road 99 (SR) were predicted using data obtained
from Caltrans.
The FHWA Model is a standard analytical method used for roadway traffic noise calculations.
The model is based upon reference energy emission levels for automobiles, medium trucks (2
axles) and heavy trucks (3 or more axles), with consideration given to vehicle volume, speed,
roadway configuration, distance to the receiver, and the acoustical characteristics of the site. The
FHWA Model was developed to predict hourly Leq values for free-flowing traffic conditions, and
is generally considered to be accurate within ±1.5 dB. To predict CNEL values, it is necessary to
determine the hourly distribution of traffic for a typical day and adjust the traffic volume input
data to yield an equivalent hourly traffic volume. The FHWA Model assumes a clear view of
traffic with no shielding at the receiver location.
Additional noise level monitoring and concurrent traffic counts were conducted by BBA at two
locations in the project vicinity on December 15, 2014. The purpose of the noise monitoring was
to evaluate the accuracy of the FHWA Model in describing noise exposure from traffic on local
roadways in the project vicinity. One measurement was conducted along Panama Lane between
South H Street and South Union Avenue, at a distance of 75 feet from the centerline of Panama
Lane. A second measurement was conducted along Hosking Avenue between South H Street
and South Union Avenue, at a distance of 50 feet from the centerline of the roadway.
Noise measurements were conducted in terms of the equivalent energy sound level (Leq).
Measured Leq values were compared to Leq values calculated (predicted) by the FHWA Model
using as inputs the traffic volumes, truck mix and vehicle speed observed during the noise
measurements. The results of that comparison are shown in Table VI.
From Table VI it may be determined that the predicted traffic noise level was the same as the
measured noise level along Panama Lane and 0.1 dB higher than the measured noise level along
Hosking Avenue, for the traffic conditions observed at the time of the noise measurements. This
is considered an excellent prediction by the model and no adjustments to the model are
necessary.
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TABLE VI
COMPARISON OF MEASURED AND PREDICTED
(FHWA MODEL) NOISE LEVELS
PROPOSED HOSKING AND 99 COMMERCIAL DEVELOPMENT-PROJECT VICINITY
DECEMBER 15, 2014
Panama Lane Hosking Avenue
Measurement Date 12/15/14 12/15/14
Measurement Start Time 1:40 p.m. 2:05 p.m.
Observed # Autos/Hr. 1164 336
Observed # Medium Trucks/Hr. 12 12
Observed # Heavy Trucks/Hr. 48 12
Posted Speed (MPH) 45 45
Distance, ft. (from center of roadway) 75 50
Leq, dBA (Measured) 69.0 65.4
Leq, dBA (Predicted) 69.0 65.5
Difference between Measured and Predicted Leq, dBA 0.0 -0.1
Source: Brown-Buntin Associates, Inc.
Annual Average Daily Traffic (AADT) volumes were obtained from the above-referenced traffic
study. The day/evening/night distribution of traffic and the percentages of trucks on the
roadways used for modeling were obtained from similar studies BBA has conducted in the area.
Noise attenuation provided by existing noise barriers along the analyzed roadways were taken
into consideration. For a typical 6-foot wall along most roads, the reduction is about 5 dB.
Appendix B summarizes the noise modeling data used to calculate traffic noise exposure for
existing conditions in the project area. The traffic noise modeling data summarized by
Appendix B represent the best information known to BBA at the time this analysis was prepared.
Table VII summarizes calculated traffic noise exposure for existing traffic conditions along
roadways in the project area. Shown are the calculated CNEL values at a typical residential
setback along the roadways (75 feet from the center of the roadway). The existing CNEL value
for SR 99 in the project vicinity was calculated for a setback of 150 feet from the center of the
roadway.
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TABLE VII
EXISTING (2014) TRAFFIC NOISE LEVELS VICINITY OF PROJECT SITE AT
SOUTH H STREET AND HOSKING AVENUE, BAKERSFIELD
Roadway Name CNEL, dB1
Berkshire Rd : S. H St to Union Ave (SR 204) 62.6
White Ln: West of Union Ave 64.1
White Ln: Hughes Ln. to H St 68.2
White Ln: H St. to Monitor St 65.3
White Ln: Wible Rd to SR 99 69.7
Panama Ln: Gosford Rd to Ashe Rd 58.3
Panama Ln: Ashe Rd to Stine Rd 62.8
Panama Ln: Stine Rd to Akers Rd 63.5
Panama Ln: Akers Rd to Wible Rd 69.6
Panama Ln: Wible Rd to SR 99 70.8
Panama Ln: SR 99 to S. H St 68.2
Panama Ln: S. H St to Union Ave (SR 204) 59.5
Panama Ln: Union Ave (SR 204) to Cottonwood Rd 63.1
Hosking Ave: Stine Rd to Wible Rd 62.2
Hosking Ave: Wible Rd to SR 99 58.5
Hosking Ave: SR 99 to S. H St 66.1
Hosking Ave: S. H St to Union Ave (SR 204) 55.8
Hosking Ave: Union Ave (SR 204) to Cottonwood Rd 56.6
Taft Hwy (SR 119): Ashe Rd to Stine Rd 64.1
Taft Hwy (SR 119): Stine Rd to Akers Rd 64.1
Taft Hwy (SR 119): Akers Rd to Wible Rd 64.1
Taft Hwy (SR 119): Wible Rd to S. H St 64.8
Taft Hwy (SR 119): S. H St to Chevalier Rd 65.4
Panama Rd: Chevalier Rd to Cottonwood Rd 64.5
S. H St: White Ln to Pacheco Rd 62.2
S. H St: Pacheco Rd to Fairview Rd 65.7
S. H St: Fairview Rd to Panama Ln 65.7
S. H St: Panama Ln to Hosking Ave 59.9
S. H St: Hosking Ave to McKee Rd 60.6
S. H St: McKee Rd to Taft Hwy (SR 119) 62.3
Cottonwood Rd: Hosking Ave to Panama Ln 62.0
S. Union Ave (SR 204): White Ln to Pacheco Rd 68.3
S. Union Ave (SR 204): Fairview Rd to Panama Ln 60.5
S. Union Ave (SR 204): Panama Ln to Hosking Ave 64.9
S. Union Ave (SR 204): Hosking Ave to Panama Ln 65.6
S. Union Ave (SR 204): Pacheco Rd. to Fairview Ln 66.3
SR 99: South of Panama Ln2 73.7
1At a typical residential setback (assumed to be 75 feet from the center of the roadway).
2150 feet from the center of SR 99.
Source: Brown-Buntin Associates, Inc.
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4. PROJECT IMPACTS AND MITIGATION MEASURES
a. Project Traffic Noise Impacts on Existing Noise-Sensitive Land Uses Outside
Project Site (Less Than Significant)
Future traffic noise exposure for 2017, 2020 and 2035 traffic conditions were calculated based
upon the FHWA Model and the above-described traffic study. Table VIII summarizes calculated
traffic noise exposure for future 2017 conditions, with and without the project. Table IX
summarizes calculated traffic noise exposure for future 2020 conditions, with and without the
project. Table X summarizes calculated traffic noise exposure for future 2035 conditions, with
and without the project. Shown are the calculated CNEL values at a typical residential setback
along the roadways (75 feet from the center of the roadway).
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TABLE VIII
FUTURE (2017) TRAFFIC NOISE LEVELS
VICINITY OF PROJECT SITE AT
SOUTH H STREET AND HOSKING AVENUE, BAKERSFIELD
Roadway Name
CNEL, dB1
Change Significant
Impact? No Project With
Project
Berkshire Rd : S. H St to Union Ave (SR 204) 62.7 63.6 0.9 No
White Ln: West of Union Ave 64.2 64.4 0.2 No
White Ln: Hughes Ln. to H St 68.3 68.4 0.1 No
White Ln: H St. to Monitor St 65.4 65.4 0.0 No
White Ln: Wible Rd to SR 99 69.7 69.8 0.1 No
Panama Ln: Gosford Rd to Ashe Rd 58.9 58.9 0.0 No
Panama Ln: Ashe Rd to Stine Rd 63.0 63.2 0.2 No
Panama Ln: Stine Rd to Akers Rd 63.8 64.0 0.2 No
Panama Ln: Akers Rd to Wible Rd 69.7 69.9 0.2 No
Panama Ln: Wible Rd to SR 99 71.0 71.2 0.2 No
Panama Ln: SR 99 to S. H St 68.5 69.1 0.6 No
Panama Ln: S. H St to Union Ave (SR 204) 59.9 60.5 0.6 No
Panama Ln: Union Ave (SR 204) to Cottonwood Rd 63.4 63.9 0.5 No
Hosking Ave: Stine Rd to Wible Rd 62.8 64.0 1.2 No
Hosking Ave: Wible Rd to SR 99 59.0 60.3 1.3 No
Hosking Ave: SR 99 to S. H St 66.6 68.7 2.1 No2
Hosking Ave: S. H St to Union Ave (SR 204) 56.2 57.5 1.3 No
Hosking Ave: Union Ave (SR 204) to Cottonwood Rd 57.1 58.7 1.6 No
Taft Hwy (SR 119): Ashe Rd to Stine Rd 64.3 64.4 0.1 No
Taft Hwy (SR 119): Stine Rd to Akers Rd 64.4 64.6 0.2 No
Taft Hwy (SR 119): Akers Rd to Wible Rd 64.4 64.7 0.3 No
Taft Hwy (SR 119): Wible Rd to S. H St 65.0 65.1 0.1 No
Taft Hwy (SR 119): S. H St to Chevalier Rd 65.6 65.7 0.1 No
Shafter Rd: Chevalier Rd to Cottonwood Rd 64.7 64.9 0.2 No
S. H St: White Ln to Pacheco Rd 62.3 62.5 0.2 No
S. H St: Pacheco Rd to Fairview Rd 65.8 66.2 0.4 No
S. H St: Fairview Rd to Panama Ln 65.8 66.3 0.5 No
S. H St: Panama Ln to Hosking Ave 60.3 61.8 1.5 No
S. H St: Hosking Ave to McKee Rd 61.2 63.1 1.9 No
S. H St: McKee Rd to Taft Hwy (SR 119) 62.7 63.9 1.2 No
Cottonwood Rd: Hosking Ave to Panama Ln 62.4 62.7 0.3 No
S. Union Ave (SR 204): White Ln to Pacheco Rd 68.5 68.7 0.2 No
S. Union Ave (SR 204): Fairview Rd to Panama Ln 60.8 61.3 0.5 No
S. Union Ave (SR 204): Panama Ln to Hosking Ave 65.3 65.7 0.4 No
S. Union Ave (SR 204): Hosking Ave to Panama Ln 66.2 66.4 0.2 No
S. Union Ave (SR 204): Pacheco Rd. to Fairview Ln 66.5 66.8 0.3 No 1At a typical residential setback (assumed to be 75 feet from the center of the roadway). 2 There are no existing or planned noise-sensitive land uses along this roadway, therefore no impact.
Source: Brown-Buntin Associates, Inc.
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TABLE IX
FUTURE (2020) TRAFFIC NOISE LEVELS
VICINITY OF PROJECT SITE AT
SOUTH H STREET AND HOSKING AVENUE, BAKERSFIELD
Roadway Name
CNEL, dB1
Change Significant
Impact? No Project With
Project
Berkshire Rd : S. H St to Union Ave (SR 204) 62.8 63.8 1.0 No
White Ln: West of Union Ave 64.3 64.5 0.2 No
White Ln: Hughes Ln. to H St 68.4 68.5 0.1 No
White Ln: H St. to Monitor St 65.4 65.5 0.1 No
White Ln: Wible Rd to SR 99 69.8 69.9 0.1 No
Panama Ln: Gosford Rd to Ashe Rd 59.5 59.6 0.1 No
Panama Ln: Ashe Rd to Stine Rd 63.2 63.4 0.2 No
Panama Ln: Stine Rd to Akers Rd 64.1 64.3 0.2 No
Panama Ln: Akers Rd to Wible Rd 69.8 70.1 0.3 No
Panama Ln: Wible Rd to SR 99 71.1 71.3 0.2 No
Panama Ln: SR 99 to S. H St 68.8 69.4 0.6 No
Panama Ln: S. H St to Union Ave (SR 204) 60.3 60.9 0.6 No
Panama Ln: Union Ave (SR 204) to Cottonwood Rd 63.7 64.2 0.5 No
Hosking Ave: Stine Rd to Wible Rd 63.3 64.5 1.2 No
Hosking Ave: Wible Rd to SR 99 59.5 60.7 1.2 No
Hosking Ave: SR 99 to S. H St 67.0 69.0 2.0 No2
Hosking Ave: S. H St to Union Ave (SR 204) 56.6 57.9 1.3 No
Hosking Ave: Union Ave (SR 204) to Cottonwood Rd 57.7 59.1 1.4 No
Taft Hwy (SR 119): Ashe Rd to Stine Rd 64.6 64.6 0.0 No
Taft Hwy (SR 119): Stine Rd to Akers Rd 64.7 64.9 0.2 No
Taft Hwy (SR 119): Akers Rd to Wible Rd 64.7 65.0 0.3 No
Taft Hwy (SR 119): Wible Rd to S. H St 65.2 65.3 0.1 No
Taft Hwy (SR 119): S. H St to Chevalier Rd 65.7 65.9 0.2 No
Shafter Rd: Chevalier Rd to Cottonwood Rd 64.9 65.2 0.3 No
S. H St: White Ln to Pacheco Rd 62.4 62.6 0.2 No
S. H St: Pacheco Rd to Fairview Rd 65.9 66.3 0.4 No
S. H St: Fairview Rd to Panama Ln 66.0 66.5 0.5 No
S. H St: Panama Ln to Hosking Ave 60.8 62.2 1.4 No
S. H St: Hosking Ave to McKee Rd 61.8 63.6 1.8 No
S. H St: McKee Rd to Taft Hwy (SR 119) 63.2 64.3 1.1 No
Cottonwood Rd: Hosking Ave to Panama Ln 62.9 63.1 0.2 No
S. Union Ave (SR 204): White Ln to Pacheco Rd 68.8 68.9 0.1 No
S. Union Ave (SR 204): Fairview Rd to Panama Ln 61.1 61.6 0.5 No
S. Union Ave (SR 204): Panama Ln to Hosking Ave 65.7 66.1 0.4 No
S. Union Ave (SR 204): Hosking Ave to Panama Ln 66.7 66.9 0.2 No
S. Union Ave (SR 204): Pacheco Rd. to Fairview Ln 66.7 67.0 0.3 No
1At a typical residential setback (assumed to be 75 feet from the center of the roadway).
2 There are no existing or planned noise-sensitive land uses along this roadway, therefore no impact.
Source: Brown-Buntin Associates, Inc.
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TABLE X
FUTURE (2035) TRAFFIC NOISE LEVELS
VICINITY OF PROJECT SITE AT
SOUTH H STREET AND HOSKING AVENUE, BAKERSFIELD
Roadway Name
CNEL, dB1
Change Significant
Impact? No Project With
Project
Berkshire Rd : S. H St to Union Ave (SR 204) 63.5 64.3 0.8 No
White Ln: West of Union Ave 64.8 65.0 0.2 No
White Ln: Hughes Ln. to H St 68.9 69.0 0.1 No
White Ln: H St. to Monitor St 65.8 65.8 0.0 No
White Ln: Wible Rd to SR 99 70.0 70.1 0.1 No
Panama Ln: Gosford Rd to Ashe Rd 62.6 62.6 0.0 No
Panama Ln: Ashe Rd to Stine Rd 64.2 64.4 0.2 No
Panama Ln: Stine Rd to Akers Rd 65.4 65.5 0.1 No
Panama Ln: Akers Rd to Wible Rd 70.5 70.7 0.2 No
Panama Ln: Wible Rd to SR 99 71.8 71.9 0.1 No
Panama Ln: SR 99 to S. H St 70.5 70.9 0.4 No
Panama Ln: S. H St to Union Ave (SR 204) 62.2 62.6 0.4 No
Panama Ln: Union Ave (SR 204) to Cottonwood Rd 65.3 65.6 0.3 No
Hosking Ave: Stine Rd to Wible Rd 66.2 66.8 0.6 No
Hosking Ave: Wible Rd to SR 99 62.1 62.8 0.7 No
Hosking Ave: SR 99 to S. H St 69.3 70.6 1.3 No
Hosking Ave: S. H St to Union Ave (SR 204) 58.5 59.4 0.9 No
Hosking Ave: Union Ave (SR 204) to Cottonwood Rd 60.4 61.2 0.8 No
Taft Hwy (SR 119): Ashe Rd to Stine Rd 65.9 65.9 0.0 No
Taft Hwy (SR 119): Stine Rd to Akers Rd 66.1 66.3 0.2 No
Taft Hwy (SR 119): Akers Rd to Wible Rd 66.2 66.4 0.2 No
Taft Hwy (SR 119): Wible Rd to S. H St 66.3 66.3 0.0 No
Taft Hwy (SR 119): S. H St to Chevalier Rd 66.6 66.8 0.2 No
Shafter Rd: Chevalier Rd to Cottonwood Rd 66.0 66.2 0.2 No
S. H St: White Ln to Pacheco Rd 62.7 62.9 0.2 No
S. H St: Pacheco Rd to Fairview Rd 66.4 66.8 0.4 No
S. H St: Fairview Rd to Panama Ln 66.6 67.1 0.5 No
S. H St: Panama Ln to Hosking Ave 63.0 63.9 0.9 No
S. H St: Hosking Ave to McKee Rd 64.9 65.9 1.0 No
S. H St: McKee Rd to Taft Hwy (SR 119) 65.3 66.0 0.7 No
Cottonwood Rd: Hosking Ave to Panama Ln 65.1 65.2 0.1 No
S. Union Ave (SR 204): White Ln to Pacheco Rd 70.0 70.1 0.1 No
S. Union Ave (SR 204): Fairview Rd to Panama Ln 62.6 62.9 0.3 No
S. Union Ave (SR 204): Panama Ln to Hosking Ave 67.7 68.0 0.3 No
S. Union Ave (SR 204): Hosking Ave to Panama Ln 69.6 69.7 0.1 No
S. Union Ave (SR 204): Pacheco Rd. to Fairview Ln 67.8 68.1 0.3 No
SR 99 South of Panama Ln2 76.4 -- -- --
1At a typical residential setback (assumed to be 75 feet from the center of the roadway). 2150 feet from the center of SR 99. Project related traffic volumes for SR 99 was not available.
Source: Brown-Buntin Associates, Inc.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
14
A significant noise impact is considered to occur when there is a significant increase in ambient
noise levels due to the project. The City of Bakersfield utilizes the standards provided in Table
II of this report for the determination of significant impacts resulting from project-related
transportation noise sources. Tables VIII, IX and X indicate that project-related changes in
traffic noise levels will be less than significant at all off-site locations. It should be noted that
along Hosking Avenue between SR 99 and South H Street (2017 and 2020 conditions),
transportation noise sources do result in an increase in noise greater than 1.5 dB in an area where
existing ambient noise levels are 65 dB or greater, however, there are no residential land uses
(sensitive receivers) along Hosking Avenue between SR 99 and South H Street. Additionally,
the land adjacent to this section of roadway is not zoned for residential uses, and there are no
future planned residential uses along this section of roadway. Therefore, no impacts would occur
to noise sensitive land uses along this roadway.
b. Noise Impacts from On-Site Noise Sources (Less Than Significant)
Sources of noise from the shopping center could potentially include truck deliveries, loading
docks, parking lot vehicle movements, air conditioners, and trash compactors.
Information about the number of truck deliveries to stores on site is limited. The only identified
commercial use is a Bass Pro Shops store. According to a Bass Pro representative, one truck
delivery per week will occur at the store. No information on truck deliveries is available for the
“anchor” store or the remaining retail stores. Figure 2 shows conceptual store locations on the
site. Based on the placement of stores along the eastern side of the site, the distance from
probable truck delivery routes to the nearest residences is approximately 350 feet.
File data for slowly moving heavy trucks indicate that the maximum noise level (Lmax) is
approximately 73 dB at 50 feet. Truck movements that do not occur on a public roadway are
considered to be a stationary noise source. Accounting for distance to residences and the
attenuation provided by the existing block wall bordering the residences, the Lmax in yards of
residences is estimated to be about 55 dB. This level is below the 75 dB (daytime) and 70 dB
(nighttime) Lmax criteria in the noise element. Therefore, noise levels from on-site truck
movements will be less than significant.
Any loading docks will be located no closer than 350 feet from the residences. File data for
loading docks where refrigerated trucks unload indicate that at 75 feet the L50 noise level during
a busy hour of activity is 57 dB. Accounting for distance and the existing wall, the estimated L50
at the nearest residential yards is about 39 dB. This is below the daytime L50 55 dB and
nighttime 50 dB noise element criteria (Table I) for this type of stationary noise source.
Therefore, noise levels from loading dock activities will be less than significant.
Noise due to traffic in parking lots is typically limited by low speeds and is not usually
considered to be significant. Human activity in parking lots that can produce noise includes
voices, stereo systems and the opening and closing of car doors and trunk lids. Such activities
can occur at any time. The noise levels associated with these activities cannot be precisely
defined due to variables such as the number of parking movements, time of day and other
factors. It is typical for a passing car in a parking lot to produce a maximum noise level of 60 to
65 dBA at a distance of 50 feet, which is comparable to the level of a raised voice. For this
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
15
project, the closest proposed parking would be located approximately 300 feet from the closest
existing homes. It should be noted that the closest parking lots to nearby noise-sensitive land
uses are relatively small, with the majority of parking occurring toward the center of the project
site, in a location where parking lot noise would be shielded from noise-sensitive land uses by
the intervening commercial and hotel buildings. Parking lot noise would not be expected to
exceed the standards of the city’s noise element or contribute to overall ambient noise levels.
Detailed information about air conditioners and trash compactors is not available at this time.
Based upon noise studies conducted by BBA for other projects, the maximum noise level
produced by a typical un-enclosed trash compactor (Hydra-Fab Model 1200) is approximately 74
dBA at a distance of 10 feet from the equipment, or approximately 45 dBA at a distance of 300
feet (approximate distance from closest proposed store to nearby homes). Since trash
compactors operate intermittently, they would not produce noise levels in excess of the City’s
performance standards at the closest homes. Trash compactors would also not exceed the
daytime or nighttime maximum noise level standards of the city’s noise ordinance at the closest
existing homes.
It can be assumed that the project would include roof-mounted HVAC units on commercial
buildings. Based upon data from large stores similar to those proposed for the project, it is
estimated that noise levels from roof-mounted HVAC units at the closest homes to the project
site would be in the range of 40-45 dBA. This does include consideration of acoustic shielding
provided if the building included parapets around roof-mounted HVAC units. These levels
would not be audible above existing ambient noise levels at the nearby homes and they do not
exceed the City’s performance standards.
c. Noise from Construction (Less Than Significant With Mitigation)
Construction noise could occur at various locations within and near the project site through the
build-out period. During the construction of the project, noise from construction activities would
potentially impact noise-sensitive land uses in the immediate area. The distance from the closest
residence to the project site is approximately 300 feet. Table XI provides typical construction-
related noise levels at distances of 50 feet, 100 feet, and 300 feet. Construction activities would
be temporary in nature and would most likely occur only during the daytime hours. Construction
noise impacts could result in annoyance or sleep disruption for nearby residents if nighttime
operations were to occur or if equipment is not properly muffled or maintained.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
16
TABLE XI
TYPICAL CONSTRUCTION EQUIPMENT
MAXIMUM NOISE LEVELS, dBA
Type of Equipment 50 Ft.100 Ft.300 Ft.
Backhoe 78 72 62
Concrete Saw 90 84 74
Crane 81 75 65
Excavator 81 75 65
Front End Loader 79 73 63
Jackhammer 89 83 73
Paver 77 71 61
Pneumatic Tools 85 79 69
Dozer 82 76 66
Rollers 80 74 64
Trucks 86 80 70
Pile Drivers 93 87 77
Rock Drills 96 90 80
Pumps 80 74 64
Scrapers 87 81 71
Portable Generators 80 74 64
Front Loader 86 80 70
Backhoe 86 80 70
Excavator 86 80 70
Grader 86 80 70
Source: FHWA
Noise Control for Buildings and Manufacturing Plants, Bolt, Beranek & Newman, 1987
Some guidance and estimates on construction equipment and amount of usage has been provided
by Insight Environmental Consultants, the project’s air quality consultant. Additionally, BBA
utilized the FHWA Roadway Construction Noise Model (RCNM) to quantify potential noise
levels that could occur at nearby residences during the various phases of construction. The
RCNM is considered to be a construction noise screening tool and is based upon construction
noise measurements conducted during the construction of the Central Artery/Tunnel (CA/T)
Project in Boston in the early 1990s. The model assumes percentages of usage times that are
typical for the various types of construction equipment and provides noise levels in terms of the
Leq. Noise levels reported in Table XII reflect those which could be expected at a distance of
300 feet from construction activities, the approximate distance from the project site to the closest
residences, for the assumed construction schedule. Noise levels reported in Table XII also
consider acoustic shielding provided by existing sound walls along the nearby residences.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
17
TABLE XII
ASSUMED PROJECT CONSTRUCTION EQUIPMENT SCHEDULE
NOISE LEVELS, dBA
Phase Equipment Total Number of Days Leq, dBA
Site Preparation (6/1/15-6/19/15) 3 Rubber Tired Dozers 15 65 4 Tractors/Loaders/Backhoes 15
Grading (6/19/15-8/7/15)
2 Excavators 35
67
1 Grader 35
1 Rubber Tired Dozer 35
2 Scrapers 35
2 Tractors/Loaders/Backhoes 35
Building Construction (8/7/15-7/22/16)
1 Crane 250
64
3 Forklifts 250
1 Generator Set 250
3 Tractors/Loaders/Backhoes 250
1 Welder 250
Paving (7/22/16-9/9/16)
2 Pavers 35
64 2 Pieces of Paving Equipment 35
2 Rollers 35
Painting (9/9/16-10/28/16) 1 air compressor (6 hours/day) 35 53
Site Preparation (1/1/17-1/27/17) 3 Rubber Tired Dozers 20 65 4 Tractors/Loaders/Backhoes 20
Grading (1/27/17-3/30/17)
2 Excavators 45
67
1 Grader 45
1 Rubber Tired Dozer 45
2 Scrapers 45
2 Tractors/Loaders/Backhoes 45
Building Construction (3/30/17-9/5/18)
1 Crane 375
64
3 Forklifts 375
1 Generator Set 375
3 Tractors/Loaders/Backhoes 375
1 Welder 375
Paving (9/5/18-10/23/18)
2 Pavers 35
64 2 Pieces of Paving Equipment 35
2 Rollers 35
Painting (10/23/18-12/10/18) 1 air compressor (6 hours/day) 35 53
Source: FHWA Roadway Construction Noise Model
Insight Environmental Consultants
Prediction of construction noise levels as described by the statistical criteria of the City’s noise
performance standards (Table I) are not quantified by the RCNM. However, there is a potential
under some circumstances that construction noise could temporarily exceed the City’s
performance standards and therefore be significant.
Temporary increases in traffic noise levels as a result of construction crews and equipment
entering and exiting the project site could occur, and would most likely take place during the
morning and evening hours of commute. Estimates of these temporary increases were not
provided in the project traffic study; therefore, quantifying the actual increases in construction-
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
18
related traffic noise levels was not possible. Due the transient nature of potential construction-
related traffic noise increases, it would not be considered a significant impact to nearby noise-
sensitive land uses.
Mitigation
Mitigation of construction noise may be accomplished by complying with the city’s construction
noise ordinance, which limits construction hours to 6:00 a.m. to 9:00 p.m. on weekdays and 8:00
a.m. to 9:00 p.m. on weekends, where construction occurs within 1000 feet of a residence. In
addition, all construction equipment should be equipped with adequate mufflers and be properly
maintained.
d. Vibration Impacts (Less Than Significant)
The dominant sources of man-made vibration are sonic booms, blasting, pile driving, pavement
breaking, demolition, diesel locomotives, and rail-car coupling. None of these sources are
anticipated from the project site. Vibration from construction activities could be detected at the
closest sensitive land uses, especially during movements by heavy equipment or loaded trucks
and during some paving activities. The closest existing residences to the project site are located
approximately 300 feet to the west. Typical vibration levels at distance of 300 feet are
summarized by Table XIII.
TABLE XIII
TYPICAL VIBRATION LEVELS DURING CONSTRUCTION
PPV (in/sec)
Equipment @ 300´
Bulldozer (Large) 0.006
Bulldozer (Small) 0.00019
Loaded Truck 0.005
Jackhammer 0.002
Vibratory Roller 0.013
Caisson Drilling 0.006
Source: Caltrans
Table XIII indicates that the equipment with the highest potential vibration levels would be a
vibratory roller. The estimated equipment schedule presented in Table XII indicates that a roller
would be used for approximately 35 days during each of the two phases of construction. While
in use, the roller could produce vibration levels of approximately 0.013 PPV (in/sec) at the
closest residence. As described in Table III and Table IV, such levels would not be expected to
cause damage to any of the described building types and would be “barely noticeable” at the
closest residence if the equipment was used continuously or frequently. Such levels are not
considered to be a significant impact.
After full project build out, it is not expected that ongoing operational activities will result in any
vibration impacts at nearby sensitive uses. Activities involved in trash bin collection could result
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
19
in minor on-site vibrations as the bin is placed back onto the ground. Such vibrations would not
be expected to be felt at the closest off-site sensitive uses.
e. Noise Impacts to On-Site Proposed Noise-Sensitive Uses (Less Than Significant)
The proposed commercial development includes two proposed hotels to be located in the
northeast corner of the project site. The location of the proposed hotels is provided in Figure 2.
Transient lodging (hotels and motels) are considered to be a noise-sensitive land use as described
by the City’s Noise Element. The Noise Element establishes an exterior noise level standard of
65 dB CNEL and an interior noise level standard of 45 dB CNEL.
The exterior noise level standard of 65 dB CNEL would be applied to common outdoor activity
areas of the hotel such as the pool area or common courtyard. At the time of this analysis,
specific design details for the proposed hotels were not known. The approximate distance from
the exterior of the proposed hotel to South H Street is 150 feet from the centerline of the
roadway. Using the above-described FHWA traffic model, the future (2035) with project traffic
noise exposure at the exterior of the closest façade facing South H Street is approximately 64.4
dB CNEL. At this setback from the roadway, the exterior noise impact would be less than
significant.
A specific analysis of interior noise levels was not performed. However, it may be assumed that
commercial construction methods complying with current building code requirements will
reduce exterior noise levels by a minimum of 25 dB if windows and doors are closed. Therefore,
compliance with the noise element would require a minimum outdoor-to-indoor noise level
reduction (NLR) of 19.4 dB (64-45=19.4). This will be sufficient for compliance with the City’s
45 dB CNEL interior noise level standard.
f. Noise Impacts From Nearby Private Airstrip (Less Than Significant)
The proposed project site is located less than two miles northeast of a small, privately operated
airstrip (Costerisan Farms Airport). As previously described, the airport is not recognized in the
Kern County Airport Land Use Policy Plan, and operational data is not known. It is not
anticipated that operations from the airstrip would generate substantial noise levels at the project
site; therefore, the impact would be less than significant.
5. CUMULATIVE NOISE IMPACTS (NOT CUMULATIVELY
CONSIDERABLE)
Table XIV compares existing (2014) traffic noise levels to 2035 (with project) traffic noise
levels. The city’s criteria for determining cumulative noise impacts for mobile sources indicate
than cumulative noise levels will not be cumulatively considerable at any location.
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(
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4
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7
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(
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B
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-
B
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A
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s
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c
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a
t
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s
,
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n
c
.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
21
6. SOURCES CONSULTED
1. Ruettgers & Schuler, Traffic Study for a Proposed Commercial Land Development at South H
Street and Hosking Avenue, Bakersfield, California, October 2014.
2. City of Bakersfield, Metropolitan Bakersfield General Plan, December 2002.
3. City of Bakersfield, Municipal Code Section 9.22.050, Noise During Construction, 1999.
4. California Department of Transportation, Transportation and Construction Vibration Guidance
Manual, September 2013.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
22
Figure 1: Project Vicinity and Noise Monitoring Site Locations
14
-
0
1
5
(
P
r
o
p
o
s
e
d
C
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m
m
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2
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14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
APPENDIX A
ACOUSTICAL TERMINOLOGY
AMBIENT NOISE LEVEL: The composite of noise from all sources near and far. In this
context, the ambient noise level constitutes the normal or
existing level of environmental noise at a given location.
CNEL: Community Noise Equivalent Level. The average equivalent
sound level during a 24-hour day, obtained after addition of
approximately five decibels to sound levels in the evening from
7:00 p.m. to 10:00 p.m. and ten decibels to sound levels in the
night before 7:00 a.m. and after 10:00 p.m.
DECIBEL, dB: A unit for describing the amplitude of sound, equal to 20 times
the logarithm to the base 10 of the ratio of the pressure of the
sound measured to the reference pressure, which is 20
micropascals (20 micronewtons per square meter).
DNL/Ldn: Day/Night Average Sound Level. The average equivalent sound
level during a 24-hour day, obtained after addition of ten decibels
to sound levels in the night after 10:00 p.m. and before 7:00 a.m.
Leq: Equivalent Sound Level. The sound level containing the same
total energy as a time varying signal over a given sample period.
Leq is typically computed over 1, 8 and 24-hour sample periods.
NOTE: The CNEL and DNL represent daily levels of noise exposure
averaged on an annual basis, while Leq represents the average
noise exposure for a shorter time period, typically one hour.
Lmax: The maximum noise level recorded during a noise event.
Ln: The sound level exceeded "n" percent of the time during a sample
interval (L90, L50, L10, etc.). For example, L10 equals the level
exceeded 10 percent of the time.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
A-2
ACOUSTICAL TERMINOLOGY
NOISE EXPOSURE
CONTOURS: Lines drawn about a noise source indicating constant levels of
noise exposure. CNEL and DNL contours are frequently utilized
to describe community exposure to noise.
NOISE LEVEL
REDUCTION (NLR): The noise reduction between indoor and outdoor environments or
between two rooms that is the numerical difference, in decibels,
of the average sound pressure levels in those areas or rooms. A
measurement of Anoise level reduction@ combines the effect of
the transmission loss performance of the structure plus the effect
of acoustic absorption present in the receiving room.
SEL or SENEL: Sound Exposure Level or Single Event Noise Exposure Level.
The level of noise accumulated during a single noise event, such
as an aircraft overflight, with reference to a duration of one
second. More specifically, it is the time-integrated A-weighted
squared sound pressure for a stated time interval or event, based
on a reference pressure of 20 micropascals and a reference
duration of one second.
SOUND LEVEL: The sound pressure level in decibels as measured on a sound level
meter using the A-weighting filter network. The A-weighting
filter de-emphasizes the very low and very high frequency
components of the sound in a manner similar to the response of
the human ear and gives good correlation with subjective
reactions to noise.
SOUND TRANSMISSION
CLASS (STC): The single-number rating of sound transmission loss for a
construction element (window, door, etc.) over a frequency range
where speech intelligibility largely occurs.
14-015 (Proposed Commercial Development, Bakersfield) 6-1-15
APPENDIX B
TRAFFIC NOISE MODELING ASSUMPTIONS
Br
o
w
n
-
B
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(
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