Noise Abatement Decision Report STATE ROUTE 11 NADR

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STATE ROUTE 11
NADR
SR-125
555
SR-905
SR-11
Southwestern
College
Satellite
Campus
FPOE
Noise Abatement Decision Report
From Britannia Blvd. on SR 905 to the Border of Mexico East of
SR 905/Otay Mesa Border Crossing
Construction of 4-Lane Freeway
11-SD-905-PM R8.4-10.1 and 11-SD-11-PM 0.0-2.1
EA 056310
November 2010
List of Abbreviated Terms
List of Abbreviated Terms
Caltrans
California Department of Transportation
dB
A measure of sound pressure level on a logarithmic scale
dBA
A-weighted sound pressure level
FHWA
Federal Highway Administration
Leq
Equivalent sound level (energy averaged sound level)
Leq[h]
A-weighted, energy average sound level during a 1-hour period
Benefited residence
A dwelling unit expected to receive a noise reduction of at least 5
dBA from the proposed abatement measure
Critical design
receiver
The design receiver that is impacted and for which the absolute
noise levels, build vs. existing noise levels, or achievable noise
reduction will be at a maximum where noise abatement is
considered
Planned, designed, and A noise-sensitive land use is considered planned, designed, and
programmed when it has received final development approval
programmed
(generally the issuance of a building permit) from the local agency
with jurisdiction
Date of public
knowledge
The date that a project is approved—approval of the final
environmental documentation (e.g., Record of Decision) is
complete
NSR
Noise study report
NADR
Noise Abatement Decision Report
NAC
Noise abatement criteria
ED
Environmental document
Reasonable allowance
A single dollar value—a reasonable allowance per benefited
residence that embodies five reasonableness factors
POE
Port of Entry
CVEF
Commercial Vehicle Enforcement Facility
HOV
High Occupancy Vehicle
Noise Abatement Decision Report November 30,2010
iii
Executive Summary
The Caltrans Traffic Noise Analysis Protocol (Protocol) specifies that Caltrans must address
issues arising due to noise impacts produced by State projects. The Noise Study Report
(NSR) is the source of the project noise level information used for this Noise Abatement
Decision Report (NADR) and is hereby incorporated, in its entirety, by reference. The
NADR represents the preliminary decision regarding noise abatement for the State Route 11
(SR-11) Project and is presented to the public for comment prior to final decision.
The SR-11 is to be located in southern portion of the City and County of San Diego in the
community of Otay Mesa. The purpose of the project is to provide access, via a four-lane
highway, to a new Port of Entry to be built concurrent with the SR-11 project. The project
extends from 0.2 mile west of Britannia Boulevard along State Route 905 (SR-905) and then
proceeds east and south, along the new SR-11 alignment, to the border. There are three build
alternatives under consideration. However, each alternative ties into SR-905 and makes
similar changes to that segment of the project. Southwestern College Higher Education
Facility, the site shown in the NSR as having noise impacts greater than 12-dBA, is located
along this segment of the project.
The preliminary noise abatement decision is based on the feasibility of evaluated abatement
and the preliminary reasonableness determination. Noise abatement is considered to be
acoustically feasible if it provides noise reduction of at least 5-dBA at receivers subject to
noise impacts. The preliminary reasonableness determination is made by calculating an
allowance that is considered to be a reasonable amount of money, per benefited residence, to
spend on abatement. This reasonable allowance is then compared to the engineer’s cost
estimate for the abatement. If the engineer’s cost estimate is less than the allowance, the
preliminary determination is that the abatement is reasonable. If the cost estimate is higher
than the allowance, the preliminary determination is that the abatement is not reasonable.
The NSR showed that there were no sites along the SR-11 portion of the project that required
noise barriers for any of the design alternatives. Along the SR-905 portion of the project,
noise impacts were recorded at the track at Southwestern College Higher Education Facility.
No matter which design alternative is ultimately selected, the noise impact at the college
exceeds 12-dBA and a noise barrier must be looked at. The NSR states that a wall that is 591
feet long and 10 or more feet high would achieve a 5-dBA reduction in noise and thus, is
acoustically feasible. Walls in increasing two-foot increments between 6 feet and 16 feet
were evaluated. The walls shorter that 10 feet were not feasible and the walls taller than 10
feet added only one more decibel of relief, which is not considered to be a reasonable
tradeoff compared to the increase in cost. An engineer’s cost estimate was prepared for this
project. The estimate was more than double the cost allowance. It is therefore the
preliminary decision to not construct the sound wall.
iv
Noise Abatement Decision Report
Chapter 1 Introduction
1. Introduction
The Noise Abatement Decision Report (NADR) presents the preliminary noise abatement
decision as defined in the Caltrans Traffic Noise Analysis Protocol (Protocol). This report
has been approved by a California licensed professional civil engineer. The project level
Noise Study Report (NSR) (March 2010) prepared for this project is hereby incorporated by
reference.
1.1.
Noise Abatement Assessment Requirements
Title 23, Code of Federal Regulations (CFR), Part 772 of the Federal Highway
Administration (FHWA) standards (23 CFR 772) and the Caltrans Traffic Noise Analysis
Protocol (Protocol) require that noise abatement be considered for projects that are predicted
to result in traffic noise impacts. A traffic noise impact is considered to occur when future
predicted design-year noise levels with the project ―approach or exceed‖ Noise Abatement
Criteria (NAC) defined in 23 CFR 772 or when the predicted design-year noise levels with
the project substantially exceed existing noise levels. A predicted design-year noise level is
considered to ―approach‖ the NAC when it is within 1-dB of the NAC. A substantial
increase is defined as being a 12-dB increase above existing conditions.
23 CFR 772 requires that noise abatement measures that are reasonable and feasible and are
likely to be incorporated into the project be identified before adoption of the final
environmental document.
The Protocol establishes a process for assessing the reasonableness and feasibility of noise
abatement. Before publication of the draft environmental document, a preliminary noise
abatement decision is made. The preliminary noise abatement decision is based on the
feasibility of evaluated abatement and the preliminary reasonableness determination. Noise
abatement is considered to be acoustically feasible if it provides noise reduction of at least 5dBA at receivers subject to noise impacts. Other nonacoustical factors relating to geometric
standards (e.g., sight distances), safety, maintenance, and security can also affect feasibility.
The preliminary reasonableness determination is made by calculating an allowance that is
considered to be a reasonable amount of money, per benefited residence, to spend on
abatement. This reasonable allowance is then compared to the engineer’s cost estimate for
the abatement. If the engineer’s cost estimate is less than the allowance, the preliminary
determination is that the abatement is reasonable. If the cost estimate is higher than the
allowance, the preliminary determination is that abatement is not reasonable.
Noise Abatement Decision Report November 30,2010
1
Chapter 1 Introduction
The NADR presents the preliminary noise abatement decision based on acoustical and
nonacoustical feasibility factors and the relationship between noise abatement allowances
and the engineer’s cost estimate. The NADR does not present the final decision regarding
noise abatement; rather, it presents key information on abatement to be considered
throughout the environmental review process, based on the best available information at the
time the draft environmental document (ED) is published. The final overall reasonableness
decision will take this information into account, along with other reasonableness factors
identified during the environmental review process. These factors may include:
impacts of abatement construction
public and local agency input,
life cycle of abatement measures,
views/opinions of impacted residents, and
social, economic, environmental, legal, and technological factors.
At the end of the public review process for the draft ED, the final noise abatement decision is
made and is indicated in the final ED. The preliminary noise abatement decision will
become the final noise abatement decision unless compelling information received during the
environmental review process indicates that it should be changed.
1.2.
Purpose of the Noise Abatement Decision Report
The purpose of the NADR is to:
summarize the conclusions of the NSR relating to acoustical feasibility and the
reasonable allowances for abatement evaluated,
present the engineer’s cost estimate for evaluated abatement,
present the engineer’s evaluation of nonacoustical feasibility issues,
present the preliminary noise abatement decision, and
present preliminary information on secondary effects of abatement (impacts on
cultural resources, scenic views, hazardous materials, biology, etc.).
2
Noise Abatement Decision Report
Chapter 1 Introduction
The NADR does not address noise barriers or other noise-reducing treatments required as
remediation for significant adverse environmental effects identified under the California
Environmental Quality Act (CEQA).
1.3.
Project Description
State Route 11 (SR-11) is proposed as a four-lane facility on a new alignment. Its purpose is
to serve the new the Port of Entry (POE) at Otay Mesa East and the new California Vehicle
Enforcement Facility (CVEF). The San Diego Association of Governments will operate the
highway as a toll road. The project is partly situated in the City of San Diego and the rest is
in the County of San Diego. Despite the fact that the project is located in a major
metropolitan area, the area is largely undeveloped.
There are currently three build alternatives and several design variations on those
alternatives. Aside from the CVEF and POE at Otay Mesa East, the common constituents to
each alternative and variation are two lanes in each direction, seven bridges and three
retaining walls. Except for Sanyo Avenue, all the bridges are overcrossings. A toll plaza
will also be built as part of the project and will be located adjacent to the POE.
Transportation Systems Management and Transportation Demand Management measures
will be incorporated into the project. The proposed overall POE footprint would include
space to accommodate a potential future transit center adjacent to the POE. The transit
center is not part of the proposed project, and would be designed and constructed by others.
State Route 905 is currently under construction between Britannia Boulevard and State Route
125. It is a six-lane freeway with a median large enough to contain two extra lanes in each
direction. Every one of the alternatives will modify SR-905 in order to make the needed
connections with SR-11. The project mitigates the proximity of La Media Road Interchange
with the eastbound and westbound connectors with SR-11 by adding auxiliary lanes. A
westbound auxiliary lane in the median from the westbound SR-11/SR-905 connector to La
Media Road will improve functioning of that roadway section. Two auxiliary lanes to the
outside of the eastbound mainlanes would also have a positive affect.
TWO INTERCHANGE ALTERNATIVE: The Two Interchange Alternative has local road
interchanges at Enrico Fermi Drive and Siempre Viva Road (see Appendix A). Enrico Fermi
Drive is designed as a full diamond interchange and is located about one mile to the east of
the SR-905/SR-125/SR-11 Interchange. One auxiliary lane in each direction has been
included between Enrico Fermi Drive Interchange and the SR-905/SR-125/SR-11
Interchange to mitigate the proximity of the two interchanges. The addition of the auxiliary
lanes increases the width of the roadway. In turn, this forces traffic closer to the buildings
where the SR-11 goes between the buildings at Sanyo Avenue. The profile is raised and
retained by walls on each side of the freeway. By using retaining walls, the amount of Right
of Way (R/W) needed is reduced.
Noise Abatement Decision Report November 30,2010
3
Chapter 1 Introduction
The second, local-road interchange is at Siempre Viva Road. It is a half interchange located
close to the POE and Toll Plaza. It is located approximately one mile to the east of the
Enrico Fermi Drive Interchange.
ONE INTERCHANGE ALTERNATIVE: This alternative has a single, full, local-road-tohighway interchange at Alta Road. It is located about 1.4 miles to the east of the SR-905/SR125/SR-11 Interchanges (see Appendix A). As in the Two Interchange Alternative, the
profile is raised and retained by walls on the outside shoulders of the highway in the vicinity
of Sanyo Avenue. Enrico Fermi Drive is not an interchange in this alternative; so auxiliary
lanes between Enrico Fermi Drive and Sanyo Avenue are not needed. The bridge at Siempre
Viva Road would be reduced in size since there would be no local-road access to the
highway.
NO INTERCHANGE ALTERNATIVE: The No Interchange Alternative connects SR-905
and SR-125 with SR-11, but there are no local road interchanges along SR-11 (see Appendix
A). The SR-11 simply provides access to the Mexico and United States Ports of Entry.
DESIGN VARIATIONS: In addition to the three proposed build alternatives, several
possible variations are proposed. These are: the No Toll Variation (in which SR-11 would
be operated as a freeway instead of a toll highway); the 46-foot Median Variation (in which
the median in the Sanyo Avenue area would be 46 feet wide instead of the 22-foot median
proposed under the build alternatives); the SR-125 Connector Variation (in which an extra
connector would be constructed at the SR-90/SR-125/SR-11 Interchange to connect
southbound SR-125 to eastbound SR-11 and SR-905, in addition to the SR-125 connector
just mentioned); and the Siempre Viva Road Full Interchange Variation (which would apply
only to the Two Interchange Alternative, and would involve construction of a full
interchange at Siempre Viva Road, instead of the half interchange proposed at this location
under the Two Interchange Alternative).
1.4.
Affected Land Uses
The majority of the land within and immediately adjacent to the SR11 alignment project is
undeveloped. Along the SR-905 segment, however, the majority of the land is developed.
The developed properties include developed industrial land, partially graded areas, and
Southwestern College Higher Education Facility.
4
Noise Abatement Decision Report
Chapter 5 References
2. Results of the Noise Study Report
The purpose of the Noise Study Report is to analyze traffic noise impacts predicted to
occur due to the project and then to identify preliminary, noise abatement measures. The
NSR addresses the requirements of the FHWA and of Caltrans.
Surrounding land uses in the vicinity of the project include primarily industrial,
commercial and undeveloped, and one educational institution (Southwestern College
Higher Education Facility). The nearest residence is located approximately 1,200 feet to
the north of the project, beyond a reasonably expected project noise impact distance. The
project R/W is primarily vacant; but does currently contain a portion of several developed
properties just east of Sanyo Avenue that would be altered under the SR-11 project. In
addition, the project would traverse a portion of an auto auction yard west of Alta Road, a
portion of a graded industrial property currently being used for truck parking to the east of
Enrico Fermi Drive, and a portion of a developed property just west of Michael Faraday
Drive. The site and immediate vicinity are located on a mesa, and, as such, are relatively
flat, with a slight downward slope to the south. According to the Federal Regulation 23
CFR 772, the adjacent land uses fall within Activity Categories B, C, D and E. Activity
category D does not have a corresponding Noise Abatement Criteria (NAC), but Activity
Category B has a NAC of 67 A-weighted decibels (dBA) 1-hour A-weighted equivalent
sound level (LEQ(h)) at the exterior of the buildings; Activity Category C has a NAC of 72
dBA LEQ(h); and Activity Category E has a NAC of 52 dBA LEQ(h) at the interior of the
buildings.
Ambient noise in the area is primarily generated by vehicular traffic, airport traffic (Brown
Field), and commercial/industrial uses. Ambient noise levels in the project vicinity range
from 46 to 65 dBA LEQ. The East Otay Mesa area is undergoing a substantial amount of
development and is expected to experience an increase in noise levels in the future.
With the implementation of any of the proposed build alternative, future noise is expected
to increase as a result of SR-11 and associated facilities. To determine traffic noise
impacts, nineteen surrounding receiver locations were identified in three areas of the
project, and the noise levels at these receivers were modeled (see Appendix A). The
traffic noise modeling completed for each alternative with the baseline 22-foot median and
the 46-foot median variation did not identify any traffic noise impacts from the
implementation of any of the alternatives with any of the proposed variations in Area 2 or
Area 3. Therefore, no abatement measures were considered in these areas. In Area 1,
modeling results for all of the build alternatives and design variation indicated that
predicted traffic noise levels with maximum traffic for LOS C traffic conditions would
exceed the NAC at the Southwestern College Higher Education Facility receiver locations
(R-10 and R-11). A noise control barrier of 10 feet in height approximately 591 feet in
length along the edge of the roadway (within transportation R/W) would achieve the
required minimum 5-dBA of noise reduction. The total reasonable allowance for this
barrier is $105,000.
Noise Abatement Decision Report November 30,2010
5
Chapter 5 References
Under the No Build Alternative, it is anticipated that future traffic noise levels associated
with LOS C traffic conditions at analyzed receivers would be similar to noise levels
predicted for the proposed project in Areas 1 and 2, where approved SR-905 is planned or
under construction, and lower than noise levels predicted for the proposed project in Area
3.
During construction of the project, noise from construction activities may intermittently
dominate the noise environment in the immediate area of construction. Construction noise
is regulated by Caltrans Standard Specifications Section 7-1.01(l), ―Sound Control
Requirements‖ (Caltrans 2006b).
Table 1. Summary of Barrier Evaluation from Noise Study Report
Barrier Location
NB1
EP
NB1
EP
NB1
EP
NB1
EP
NB1
EP
NB1
EP
Station
Sta.
570+22.7
to 570+28
Sta.
570+22.7
to 570+28
Sta.
570+22.7
to 570+28
Sta.
570+22.7
to 570+28
Sta.
570+22.7
to 570+28
Sta.
570+22.7
to 570+28
Height
Feet
Number of
Acoustically Benefited
Feasible? Residences
Reasonable
Allowance
Total
per
Reasonable
Residence Allowance
6
N/A
3*
$35,000
$105,000
8
No
3*
$35,000
$105,000
10
Yes
3*
$35,000
$105,000
12
Yes
3*
$35,000
$105,000
14
Yes
3*
$35,000
$105,000
16
Yes
3*
$35,000
$105,000
EP = edge of pavement
* This is one location considered equivalent to 3 benefited residences,
6
Noise Abatement Decision Report
Chapter 5 References
3. Preliminary Noise Abatement Decision
3.1.
Summary of Key Information
3.1.1. Feasibility Criteria
The NSR summarizes data gathered on existing and predicted noise impacts, provides the
recommendation for the type of sound abatement to be used and recommends the number,
size and locations of sites to be mitigated. The NSR recommends abatement for noise
impacts only after an impacted site is determined to be an area of frequent human use and
when a lowered noise level would be of benefit. The Caltrans Traffic Noise Analysis
Protocol for New Highway Construction, Reconstruction, and Retrofit Barrier Projects
(Protocol) (Caltrans 2006a) provides Caltrans policy for implementing 23 CFR 772 in
California. The Protocol states that recommended abatement is feasible if the noise
barrier results in an insertion loss of at least 5-dBA reduction in noise level when
comparing future noise levels with and without abatement. Factors that could affect
feasibility include the need to provide openings in the noise barrier due to the presence of
cross streets or driveway openings, topography, safety considerations or the existence of
other noise sources in the area.
After evaluating the data for this project, Southwestern College Higher Education Facility
(located 0.5 miles west of La Media Road along SR-905) is the one location that the NSR
recommends for noise abatement. The building at the Southwestern College building is
constructed with permanently closed, double glazed windows. The building construction
is heavier than Light Frame construction, but does not provide as much noise control as
Masonry construction. This type of construction typically provides a minimum of 25 dBA
applied to the predicted exterior noise level of 75 dBA Leq, the expected interior noise
level would be 50 dBA Leq. The predicted exterior noise level would not approach or
exceed the Activity Category E NAC of 52 dBA Leq; therefore, noise abatement is not
considered. The parking lot exceeds noise abatement criteria but the parking lot is not a
benefited area for educational uses, so it does not require mitigation. The preliminary
findings show the track meets the feasibility criteria of 5-dBA as set out in the PDPM.
This criterion is satisfied with a wall height of 10 feet.
3.1.2. Reasonableness Criteria
The preliminary decision for considering abatement occurs when there are noise sensitive
receptors that would benefit from a reduced noise level. For most of the SR-11 Project,
Noise Abatement Decision Report November 30,2010
7
Chapter 5 References
the surrounding land use s are industrial and commercial developed lands or undeveloped
lands, Noise Abatement Categories C and E, both of which do not have frequent outdoor
human use areas that would benefit from a reduced noise level. A noise impact was
identified at Southwestern Community College recreational use area, therefore, noise
abatement was considered. Although the recommended abatement met the feasibility
requirement, the NADR has preliminarily resulted in the decision not to build the
soundwall, as the construction cost exceeds the reasonable allowance, as discussed in
further detail in section 3.1.2.
The cost reasonable determination is a collar amount allocated for noise abatement
consideration based on some of the following factors:
The cost of the abatement per benefited resident
The life cycle of the selected abatement measure
The amount of the noise impact
The amount of the achievable noise reduction verses cost
The points of view of the impacted residents
The timeframe for future development along the highway
The legal, social, environment, economic conditions
The input of public and local agencies
Some of the considerations have been addressed while others remain to be considered
after public input and a thorough evaluation of environmental impacts. For this reason,
the decision presented here is a preliminary one.
Cost Analysis Methodology
Cost Allowance
While some of the above factors call for common sense and good judgment, others of the
conditions are more easily quantifiable. A noise barrier project has a cost allowance
associated with it that is based on the number of benefited frontage units; the greater the
number of impacted frontage units, the longer the wall and the greater the costs. Since
the sound wall under consideration is contiguous to a college, an equivalency is made
based on the length of footage along the highway. For the purposes of this report, the
frontage along Southwestern College Higher Education Facility is equivalent to three
frontage units. A cost related to current, general, construction costs is established as the
base allowance. Other very specific cost factors, when applicable to the project, are
added to the base allowance. The reasonable allowance for this project, as calculated in
the NSR, is $35, 000 per frontage unit (see Appendix A). This brings the total reasonable
allowance for the wall to $105, 000.
Construction Cost
Caltrans construction estimates of cost are based on the actual, most current construction
costs to build a Caltrans project. The completed, estimated construction cost is compared
to the cost allowance and the sound wall is preliminarily established as reasonable or not
reasonable to build.
8
Noise Abatement Decision Report
Chapter 5 References
Unit Price Derivation: The height, length, type and location of a sound wall all affect the
Estimated Cost to build the wall. Caltrans assigns a unit price to each component of
construction based upon historical data for that item of work. In generating this cost
estimate, the most recent Contract Cost Data (2009 CCD) was used. This database is
located at the Caltrans web site,
http://www.dot.ca.gov/hq/esc/oe/awards/2009CCDB/2009ccdb.pdf. The 2009 CCD lists
the costs by district and also gives the average cost for every pay item. At times, a district
may not have done any work in a particular category in the past year. At other times, a
district may only have one project within a particular category. To use a cost, in that case,
risks skewing the results. The costs used here are the average costs of all the districts as
listed in Caltrans’ 2009 CCD. It may not be immediately apparent by the name of a pay
item what is included in its payment. The Caltrans Standard Special Provisions specifies
exactly what labor, material and incidentals are included for each pay item. See Caltrans
Office Engineer’s web site at http://www.dot.ca.gov/hq/esc/oe/specifications/SSPs/2006SSPs/ Measurements and Payments section for each item of work to see what the cost item
covers.
Certain actual costs of construction are not added to the sound wall budget, but will be
included in the overall cost of constructing the SR-11 project. For example, the
construction cost is based on a standard, masonry block wall with standard aesthetic
treatments. Additional costs to mitigate the visual effects of the wall or to mitigate for
hazardous materials, cultural resources or biological resources are not considered as a part
of the cost for comparison purposes.
It should be noted that there are no easement costs associated with this sound wall because
the wall in entirely within the State Right of Way. The costs that apply to the construction
of the sound wall at the Southwestern College Higher Education Facility are as follows:
Structure Excavation (Sound Wall): $34.71 per cubic yard
Structure Backfill (Sound Wall): $27.00 per cubic yard
Relocate Roadside Sign (Wood Post): $207.73 each
Remove Road Base and Surfacing: $21.61 per cubic yard
Remove Concrete Barrier (Type 736S): $94.56 per linear foot
Remove Asphalt Concrete Dike: $4.12 per linear foot
16‖ Cast-In-Drilled-Hole Concrete Piling (Sound Wall): $35.93 per linear foot
Concrete Barrier Type 736S: $94.56 per linear foot
Sound Wall (Barrier) (Masonry Block): $20.00 per square foot
Asphalt Concrete: $63.36 per ton
Class 2 Aggregate Base: $30.83 per cubic yard
Tack Coat: $26.81 per cubic yard
Asphaltic Emulsion (Fog Seal Coat): $477.10 per ton
Remove Concrete Barrier: $14.12 per linear foot
Place Hot Mix Asphalt (Type E): $1.85 per linear foot
Fiber Roll: $2.69 per linear foot
Remove Gate: $381.67 each
8’ Chain Link Gate (Type CL-6): $1,410.00 each
Noise Abatement Decision Report November 30,2010
9
Chapter 5 References
Clearing and Grubbing: 8% of the project cost
Landscape Costs: 10% of the project cost
Storm Water Pollution Prevention Costs: 5% of the project cost
Traffic Control Costs: 5% of the project cost
The total cost for the noise barrier has been calculated to be $289,463. Since the total
reasonable allowance has been calculated at $105,000 , even the shortest feasible sound
wall is double the reasonable allowance The table below summarizes the results.
Table 2. Summary of Abatement Key Information
Acoustically
Feasible? If, Number of
so, dBA
Benefited
reduction. Residences
Total
Reasonable
Allowance
Estimated
Cost Less
Construction
than
Cost
Allowance?
Barrier
Height
Feet
NB1
6
No
3*
$105,000
N/A
N/A
NB1
8
No
3*
$105,000
N/A
N/A
NB1
10
5 dBA
3*
$105,000
$289,463
No
NB1
12
6 dBA
3*
$105,000
> $289,463
No
NB1
14
6 dBA
3*
$105,000
> $289,463
No
NB1
16
6 dBA
3*
$105,000
> $289,463
No
*This is one location equivalent to 3 benefited frontage units
3.2.
Nonacoustical Factors Relating to Feasibility
Preliminary findings show the proposed noise barrier for this project is feasible when
evaluating nonacoustical considerations for this project. The recommended noise barrier
for this project is able to be positioned so it meets the geometric standards set out in the
Highway Design Manual (HDM). There are no utility conflicts with the barrier. There is,
however, a double reinforced concrete box culvert that would conflict with the placement
of the noise barrier. A solution to work around this obstacle would add to the cost of the
project.
The recommendation made in the NSR is for the noise barrier to be placed on the edge of
shoulder. This placement would negatively impact the clear recovery zone. It would also
be at the minimum acceptable horizontal clearance. To ameliorate the two conditions, the
HDM recommends the wall and the barrier rail be shielded. These are all issues that can
be addressed in the design of the sound wall.
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Noise Abatement Decision Report
Chapter 5 References
3.3.
Preliminary Recommendation and Decision
A sound wall has been recommended in the NSR as the best option for noise abatement
for the Southwestern College track area. The acoustically feasible wall is identified in the
NSR as being 591 feet long and 10 feet high.
The other criterion used for considering the recommendation to construct a noise barrier is
the cost comparison between the construction cost and the reasonableness allowance. The
sound wall would benefit three frontage units. The allotted cost per benefited unit has
been identified as $35, 000 each or a combined reasonable allowance of $105, 000.The
reasonable allowance cost is compared to the construction cost of a masonry block wall
built to Caltrans standards. The estimated construction costs for this wall is $289,463.
This exceeds the allowable cost; therefore, the preliminary decision is to not build a noise
barrier. This finding will be included in the draft environmental document. The document
will be circulated for public review.
The preliminary noise abatement decision presented in this report is based on preliminary
project alignments and profiles, which may be subject to change. As such, the physical
characteristics of noise abatement described herein also may be subject to change. If
pertinent parameters change substantially during the final project design, the preliminary
noise abatement decision may be changed or eliminated from the final project design. A
final decision to construct noise abatement will be made upon completion of the project
design.
Noise Abatement Decision Report November 30,2010
11
Chapter 5 References
4. References
California Department of Transportation, 2006. Traffic Noise Analysis Protocol,
Sacramento, California
Internet Resources:
http://www.dot.ca.gov/hq/LandArch/scenic_highways/
Copy of the map showing District 11 Scenic Routes
http://www.conservation.ca.gov/cgs/cgs_history/Pages/2010_geologicmap.aspx
Copy of the quadrangle map showing the geological formations
http://www.dot.ca.gov/hq/esc/oe/specifications/SSPs/2006-SSPs/
http://www.dot.ca.gov/hq/esc/oe/awards/2009CCDB/2009ccdb.pdf
http://www.sandiego.gov/planning/community/profiles/otaymesa/pdf/1luotaymesa.pdf
Copy of the City of San Diego’s Otay Mesa Community Plan – Land Use
http://www.sandiego.gov/planning/genplan/pdf/generalplan/adoptedluelemfv.pdf
Copy of the City of San Diego adopted General Plan Land Use
http://www.sdcounty.ca.gov/dplu/docs/existgp/gpcpaotay.pdf
Copy of the Couny of San Diego Existing General Plan
12
Noise Abatement Decision Report
Appendix A – Appendix
Noise Abatement Decision Report November 30,2010
13
Dist
PRELIMINARY PLANS
POST MILES
ROUTE
COUNTY
SHEET
TOTAL
No.
SHEETS
TOTAL PROJECT
STATE OF CALIFORNIA
DEPARTMENT OF TRANSPORTATION
DEL NORTE
MODOC
SISKIYOU
x
LASSEN
SHASTA
TRINITY
R
HUMBOLDT
TEHAMA
PLUMAS
R
BUTTE
GLENN
SIERRA
MENDOCINO
U
B
A
NEVADA
Y
SU
COLUSA
TT
PLACER
LAKE
ER
EL DORADO
SA
M CR
EN A
TO -
YOLO
NAPA
SONOMA
ALPINE
OR
S
AD
A
AM
R
E
SOLANO
V
A
L
MARIN
N
SA
CONTRA
COSTA
A
TUOLUMNE
C
IN
MONO
U
Q
A
O
SAN FRANCISCO
ALAMEDA J
S
U
MARIPOSA
A
L
IS
N
SAN MATEO
A
T
SANTA
S
A
MERCED
CLARA
R
E
D
A
M
SANTA CRUZ
SAN
INYO
FRESNO
BENITO
TULARE
MONTEREY
KINGS
SAN
LUIS
BEGIN WORK
h
u
la
V
BEGIN CONSTRUCTION
is
ta
"E4" 539+85 SR-905
ALTA Rd
ROAD
MESA
ANDREWS
AVENUE
80
AVENUE
COURT
R
T
E
0
11
1
2
0
FEDERAL
ROAD
AIRWAY
COMMERCIAL
VEHICLE
INSPECTION
AREA
ROAD
VIVA
FEDERAL
PASSENGER
VEHICLE
RT
AL PO
Y
OF ENTR
Tiju
11-OC
S
I
ON
A
E
DATE
G
I NE ER
REGISTERED CIVIL ENGINEER
R
PROJECT ENGINEER
N
No.
TIJUANA
Exp.
NADR EXHIBIT 1
THE STATE OF CALIFORNIA OR ITS
T
CIVIL
AT
E
OF
O
CAL I F
RN
I
OFFICERS OR AGENTS SHALL NOT BE
RESPONSIBLE FOR THE ACCURACY OR
THE CONTRACTOR SHALL POSSESS THE CLASS (OR CLASSES)
TWO INTERCHANGE ALTERNATIVE
COMPLETENESS OF SCANNED COPIES OF THIS PLAN SHEET.
SCALE
1":900’
OF LICENSE AS SPECIFIED IN THE "NOTICE TO BIDDERS."
BORDER LAST REVISED 8/1/2008
CALTRANS WEB SITE IS: HTTP//WWW.DOT.CA.GOV/
CONTRACT No.
RELATIVE BORDER SCALE
IS IN INCHES
0
1
2
3
USERNAME =>
s1162
DGN FILE =>
1b056300
CU
00000
EA
000000
LAST REVISION
S
PLANS APPROVAL DATE
A
CO
MEXI
FES
E
U
RO
D
ana
DESIGN ENGINEER
P
L
Tiju
x
S
NITED
To
ICA
ER
OF AM
TATE
K
END OF WOR
OF EN
RE G IST
E
PLAZA
PORT
DATE PLOTTED =>
DERAL
OTAY FE
TRY
ana
CUSTOMHOUSE
To
VIA DE LA AMI
STAD
11:21
FEDER
AREA
TIME PLOTTED =>
INSPECTION
00-00-00
COUNTY OF
SIEMPRE
POE
SAN DIEGO
CITY OF
SAN DIEGO
PASEO DE
ENRICO FERMI Dr
FARADAY Dr
80
60
LAS AMERICAS
ROLL Dr
U
11
0
5
HARVEST ROAD
O
100
3
0
9
INTERSECTION
E
ROUTE 11/125/905
T
U
HERTZ DRIVE
AY
OT
ER
NT
CE IVE
DR
PROJECT MANAGER
HEINRICH
O
x
90
1
R
INTERSECTION PM 0.0
70
ALTA Rd
40
MICHAEL
640
50
33
SANYO Ave
PIPER
AIRWAY ROAD
650
630
610
590
COURT
620
RANCH Rd
COLCHESTER
DORNOCH
ROUTE 11
600
580
560
570
550
540
ROAD
SAINT
SAINT
ROUTE 905
530
HARVEST
OTAY
90
LA MEDIA ROAD
"SD-11" LINE PM 2.8
0
OTAY MESA CENTER Rd
5
END OF CONSTRUCTION
10
AILSA COURT
2
1
GAILES BOULEVARD
SR 125 PM 0.5
E
0
BRITANNIA Blvd
BEGIN CONSTRUCTION
OTAY MESA ROAD
SAINT
ANDREWS
AVENUE
San Diego
IMPERIAL
T
ANDREWS
To
ORANGE
SAN DIEGO
1
x
RIVERSIDE
LOCATION MAP
U
AIRPORT
SR 125 PM 0.7
1
MUNICIPAL
LOS ANGELES
VENTURA
BEGIN WORK
O
CONTINENTAL STREET
PM R8.6
SANTA
BARBARA
R
CITY OF SAN DIEGO
o
C
COUNTY OF SAN DIEGO
SAN BERNARDINO
T
PM R8.4
BROWN FIELD
KERN
OBISPO
"E4" 529+85 SR-905
CVEF
x
Dist
PRELIMINARY PLANS
TOTAL
SHEET
No.
POST MILES
ROUTE
COUNTY
TOTAL PROJECT
SHEETS
STATE OF CALIFORNIA
DEPARTMENT OF TRANSPORTATION
DEL NORTE
MODOC
SISKIYOU
x
LASSEN
SHASTA
TRINITY
R
HUMBOLDT
TEHAMA
PLUMAS
R
BUTTE
GLENN
SIERRA
MENDOCINO
U
B
A
NEVADA
Y
SU
COLUSA
TT
PLACER
LAKE
ER
EN RA
TO -
EL DORADO
YOLO
ALPINE
M
S
A
C
NAPA
SONOMA
OR
S
AD
A
AM
R
E
SOLANO
V
A
MARIN
L
A
N
SA UIN
CONTRA
COSTA
TUOLUMNE
C
MONO
Q
A
O
SAN FRANCISCO
ALAMEDA J
S
U
MARIPOSA
A
L
IS
N
A
SAN MATEO
T
SANTA
S
CLARA
A
MERCED
R
E
D
A
M
SANTA CRUZ
SAN
INYO
FRESNO
BENITO
TULARE
MONTEREY
KINGS
BEGIN WORK
SAN
LUIS
KERN
OBISPO
"E4" 529+85 SR-905
T
SAN BERNARDINO
o
PM R8.4
SANTA
C
BARBARA
h
LOS ANGELES
u
is
BEGIN CONSTRUCTION
ta
"E4" 539+85 SR-905
ROAD
ENRICO FERMI Dr
100
ALTA Rd
FARADAY Dr
MICHAEL
E
0
11
1
2
0
FEDERAL
COMMERCIAL
VEHICLE
INSPECTION
CVEF
AREA
ROAD
VIVA
FEDERAL
SAN DIEGO
PASSENGER
VEHICLE
INSPECTION
AREA
To
na
jua
Ti
11-OC
S I
O
N
A
L
E
DATE
REGISTERED CIVIL ENGINEER
E
PROJECT ENGINEER
No.
TIJUANA
R
Exp.
THE STATE OF CALIFORNIA OR ITS
T
CIVIL
A
T
E
OF
CAL
I FO
R
N
I
OFFICERS OR AGENTS SHALL NOT BE
RESPONSIBLE FOR THE ACCURACY OR
COMPLETENESS OF SCANNED COPIES OF THIS PLAN SHEET.
THE CONTRACTOR SHALL POSSESS THE CLASS (OR CLASSES)
ONE INTERCHANGE ALTERNATIVE
SCALE
OF LICENSE AS SPECIFIED IN THE "NOTICE TO BIDDERS."
BORDER LAST REVISED 8/1/2008
CALTRANS WEB SITE IS: HTTP//WWW.DOT.CA.GOV/
RELATIVE BORDER SCALE
IS IN INCHES
0
1
2
3
USERNAME =>
s1162
DGN FILE =>
2b056300
1":900’
CONTRACT No.
CU
11236
EA
056310
LAST REVISION
NADR EXHIBIT 2
S
PLANS APPROVAL DATE
A
DESIGN ENGINEER
E S
I NE
O
MEXIC
F
G
U
RO
N
S
NITED
P
D
E
ER
OF AM
TATE
R
ICA
x
Y
TR
OF EN
E
CUSTOMHOUSE
PORT
DATE PLOTTED =>
WORK
END OF
L
DERA
OTAY FE
PLAZA
TIME PLOTTED =>
To
na
jua
Ti
VIA DE LA AMI
STAD
11:21
L PORT
FEDERA
Y
OF ENTR
00-00-00
COUNTY OF
SAN DIEGO
SIEMPRE
POE
CITY OF
5
PASEO DE
T
11
0
0
9
LAS AMERICAS
U
90
3
E
T
U
ROLL Dr
O
80
1
O
HERTZ DRIVE
AY
OT
ER
NT
CE IVE
DR
INTERSECTION
HEINRICH
R
70
60
AIRWAY ROAD
R
ROUTE 11/125/905
40
50
SANYO Ave
33
630
640
INTERSECTION PM 0.0
PROJECT MANAGER
COURT
650
HARVEST Rd
PIPER
ROAD
AIRWAY
COURT
RANCH Rd
COLCHESTER
x
DORNOCH
ROUTE 11
620
610
590
580
570
600
550
HARVEST
LA MEDIA ROAD
OTAY MESA CENTER Rd
AILSA COURT
GAILES BOULEVARD
SAINT
AVENUE
OTAY MESA ROAD
80
AVENUE
90
560
"SD-11" LINE PM 2.8
0
AVENUE
5
540
END OF CONSTRUCTION
10
BRITANNIA Blvd
2
1
SAINT
ANDREWS
ROUTE 905
530
E
0
ANDREWS
To
Imp
eria
l
Bea
ch
OTAY MESA ROAD
SAINT
ANDREWS
IMPERIAL
SR 125 PM 0.5
T
x
1
AIRPORT
ORANGE
BEGIN CONSTRUCTION
U
MUNICIPAL
RIVERSIDE
LOCATION MAP
SAN DIEGO
1
BROWN FIELD
SR 125 PM 0.7
O
CONTINENTAL STREET
PM R8.6
VENTURA
BEGIN WORK
R
CITY OF SAN DIEGO
V
COUNTY OF SAN DIEGO
la
RE G I ST
x
Dist
PRELIMINARY PLANS
TOTAL
SHEET
No.
POST MILES
ROUTE
COUNTY
TOTAL PROJECT
SHEETS
STATE OF CALIFORNIA
DEPARTMENT OF TRANSPORTATION
DEL NORTE
MODOC
SISKIYOU
x
LASSEN
SHASTA
TRINITY
R
HUMBOLDT
TEHAMA
PLUMAS
R
BUTTE
GLENN
SIERRA
MENDOCINO
NEVADA
A
B
U
Y
TT
PLACER
ER
EL DORADO
ALPINE
S
OR
AD
AM
A
SA
M CR
EN
A
TO -
YOLO
NAPA
R
LAKE
SONOMA
E
SU
COLUSA
MARIN
A
L
A
V
SOLANO
COSTA
TUOLUMNE
C
N
IN
SA
U
Q
A
CONTRA
MONO
O
SAN FRANCISCO
ALAMEDA J
S
U
MARIPOSA
A
L
IS
N
A
SAN MATEO
T
SANTA
S
CLARA
A
MERCED
R
E
D
A
M
SANTA CRUZ
SAN
INYO
FRESNO
BENITO
TULARE
MONTEREY
KINGS
BEGIN WORK
SAN
x
LUIS
"E4" 529+85 SR-905
SAN BERNARDINO
T
C o
h
u
BEGIN CONSTRUCTION
LA MEDIA Rd
ROAD
MESA
OTAY
ALTA Rd
80
ENRICO FERMI Dr
FARADAY Dr
MICHAEL
U
T
E
0
11
1
2
0
FEDERAL
COMMERCIAL
VEHICLE
INSPECTION
CVEF
AREA
COUNTY LIMIT
ROAD
VIVA
FEDERAL
PASSENGER
VEHICLE
L PORT
INSPECTION
FEDERA
AREA
TRY
OF EN
Ti
VIA DE LA AMI
STAD
E
R
No.
Exp.
T
CIVIL
A
T
E
OF
C
AL
I FO
R
N
IA
OFFICERS OR AGENTS SHALL NOT BE
RESPONSIBLE FOR THE ACCURACY OR
COMPLETENESS OF SCANNED COPIES OF THIS PLAN SHEET.
THE CONTRACTOR SHALL POSSESS THE CLASS (OR CLASSES)
NO INTERCHANGE ALTERNATIVE
SCALE 1":900’
OF LICENSE AS SPECIFIED IN THE "NOTICE TO BIDDERS."
BORDER LAST REVISED 8/1/2008
CALTRANS WEB SITE IS: HTTP//WWW.DOT.CA.GOV/
CONTRACT No.
RELATIVE BORDER SCALE
IS IN INCHES
0
1
2
3
USERNAME =>
s1162
DGN FILE =>
3b056300
CU
00000
EA
056310
LAST REVISION
NADR EXHIBIT 3
THE STATE OF CALIFORNIA OR ITS
S
PLANS APPROVAL DATE
TIJUANA
11:22
CUSTOMHOUSE
11-OC
A
TIME PLOTTED =>
DATE PLOTTED =>
ON
ER
INE
REGISTERED CIVIL ENGINEER
RE G I S T
E
DATE
PROJECT ENGINEER
00-00-10
S I
G
DESIGN ENGINEER
ES
N
CO
MEXI
F
RO
E
U
P
D
L
Tijuana
S
NITED
To
ER
OF AM
TATE
a
K
END OF WOR
ENTRY
PORT OF
ICA
x
FEDER
an
ju
AL
OTAY
PLAZA
To
SAN DIEGO
CITY LIMIT
SIEMPRE
POE
SAN DIEGO
ROLL Dr
PASEO DE
5
AY
OT
ER
NT
CE IVE
DR
LAS AMERICAS
0
9
HARVEST
O
11
0
E
T
U
INTERSECTION
100
3
O
HERTZ DRIVE
90
1
HEINRICH
R
70
50
AIRWAY ROAD
R
ROUTE 11/125/905
40
60
33
640
INTERSECTION PM 0.0
PROJECT MANAGER
SANYO Ave
11
COURT
ROAD
ROAD
AIRWAY
PIPER
COURT
650
630
620
RANCH Rd
610
600
590
560
580
COLCHESTER
x
DORNOCH
ROUTE
905
ROUTE
80
550
HARVEST
ROAD
MESA
OTAY
90
AVENUE
AVENUE
ROAD
OTAY MESA CENTER Rd
0
10
AILSA COURT
5
540
"SD-11" LINE PM 2.8
2
GAILES BOULEVARD
1
BRITANNIA Blvd
0
570
END OF CONSTRUCTION
E
1
530
SR 125 PM 0.5
T
AVENUE
To
Imper
ial
Beach
IMPERIAL
BEGIN CONSTRUCTION
SAINT
ANDREWS
SAINT
ANDREWS
ORANGE
SAN DIEGO
1
SAINT
ANDREWS
RIVERSIDE
LOCATION MAP
U
CONTINENTAL STREET
SR 125 PM 0.7
O
x
SAN DIEGO CITY LIMIT
ta
SAN DIEGO COUNTY LIMIT
is
R
AIRPORT
LOS ANGELES
VENTURA
BEGIN WORK
V
PM R8.6
MUNICIPAL
SANTA
BARBARA
la
"E4" 539+85 SR-905
BROWN FIELD
KERN
OBISPO
PM R8.4
Dist
COUNTY
SHEET
POST MILES
ROUTE
TOTAL PROJECT
PRELIMINARY DESIGN
P
RO
FES
S
SHEETS
IO
N
A
L
E
D
R
DATE
E
N
E
REGISTERED CIVIL ENGINEER
TOTAL
No.
INE
RE G I ST
G
x
ER
No.
PLANS APPROVAL DATE
Exp.
OR AGENTS SHALL NOT BE RESPONSIBLE FOR
S
THE STATE OF CALIFORNIA OR ITS OFFICERS
T
CIVIL
A
THE ACCURACY OR COMPLETENESS OF SCANNED
T
E
OF
CAL
I FO
RN
I
A
ALTA Rd
HARVEST
ROAD
ROAD
MESA
OTAY
LA MEDIA ROAD
R
70
x
TE
0
11
1
2
0
0
FUNCTIONAL SUPERVISOR
U
11
POE
9
ROAD
VIVA
SIEMPRE
0
SAN DIEGO
COLLEGE
COUNTY OF
CITY OF
SOUTHWESTERN
SAN DIEGO
5
RT
AL PO
FEDER
Y
OF ENTR
CUSTOMHOUSE
ana
Tiju
PORT
OF EN
Tiju
ICA
MER
E OF A
ana
T
D STA
UNITE
To
DERAL
OTAY FE
TRY
PLAZA
To
CO
MEXI
NADR EXHIBIT 4
HIGHER EDUCATION FACILITY
BORDER LAST REVISED 4/11/2008
RELATIVE BORDER SCALE
IS IN INCHES
0
1
2
3
USERNAME => s1162
DGN FILE => 4SOUTHWE
CU
00000
EA
000000
LAST REVISION
NOISE BARRIER AND SOUTHWESTERN COLLEGE
11:22
TIME PLOTTED =>
00-00-00
R
DATE PLOTTED => 11-OC
TIJUANA
R
STATE OF CALIFORNIA - DEPARTMENT OF TRANSPORTATION
O
100
3
E
T
x
90
1
U
O
R
x
80
CVEF
AIRWAY ROAD
50
40
ROAD
33
640
San Diego
650
AIRWAY
630
ENRICO FERMI Dr
620
60
610
600
580
To
SANYO Ave
590
ROUTE 11
570
550
OTAY MESA ROAD
80
540
90
CHECKED BY
0
10
DESIGNED BY
5
2
1
CALCULATED-
E
0
1
560
T
ROUTE 905
530
1
"E4" 570+28 TO 576+18
U
NOISE BARRIER
O
x
CITY OF SAN DIEGO
AIRPORT
COUNTY OF SAN DIEGO
MUNICIPAL
BRITANNIA Blvd
REVISED BY
BROWN FIELD
R
DATE REVISED
COPIES OF THIS PLAN SHEET.
   
   
 
NOISE BARRIER
Construction Cost Estimate
Number of
Equivalent
Structure
Benefited
Excavation
Residences Height Length Sound Wall
Ft
Ft
CY
10
591
73.9
COSTS
Number of
Equivalent
Benefited
Residences
COSTS
$2,542
Ht.
Len.
Ft
Ft
10
591
Relocate
Structure Sign (Wood
Backfill
Post)
CY
Ea
22.0
$594
$0
Class 2
Asphalt
Aggregate
Concrete
Base
Tack Coat
CY
Ton
CY
24.5
75.7
1.4
$1,554
$2,334
Remove
Road Base
and
Surfacing
CY
72.5
$1,567
Remove
Concrete
Barrier
LF
$0
Asphaltic
Emulsion
(Fog Seal
Coat)
Place Hot
Mix Asphalt
Type E
LF
0.6
130.0
$551
$286
$536
$270
Construction Cost:
$226,143
(10% Wall
Cost)
$22,614
(5% Wall
Cost)
$11,307
Additional Costs:
TOTAL COSTS:
$22,560
Fiber Roll Remove Gate
LF
Ea
100.4
2.0
$51,141
Clearing & Landscaping
Traffic
Grubbing
Cost
Control Cost
(8% Wall
Cost)
$18,091
16" CIDH
Concrete
Concrete
Remove AC Piling (Sound Barrier Type
Dike
736S
Wall)
LF
LF
LF
591.0
130.0
627.9
SWPPP
Cost
(5% Wall
Cost)
$11,307
$63,320
$289,463
$763
$55,885
Gate
Ea
2.0
$2,820
Sound Wall
(Barrier)
(Masonry
Block)
SF
4137.0
$82,740

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