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AC Transit East Bay Bus Rapid Transit Project in Alameda County Final Environmental Impact Statement/Environmental Impact Report Pursuant to National Environmental Policy Act of 1969, §102 (42 U.S.C. §4332); Federal Transit Laws (49 U.S.C. §5301(e), §5323(b) and §5324(b)); National Historic Preservation Act of 1966, §106 (16 U.S.C. §470f); 40 CFR Parts 1500-1508; 23 CFR Part 771; Executive Order 12898 (Environmental Justice); and California Environmental Quality Act, PRC 21000 et seq.; and the State of California CEQA Guidelines, California Administrative Code, 15000 et seq. by the U.S. Department of Transportation/Federal Transit Administration and the Alameda Contra Costa Transit District Noise and Vibration Impact Assessment Technical Report Addendum November 2011

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AC Transit East Bay Bus Rapid Transit Projectin Alameda County

Final Environmental Impact Statement/Environmental Impact ReportPursuant to

National Environmental Policy Act of 1969, §102 (42 U.S.C. §4332); Federal Transit Laws (49 U.S.C. §5301(e), §5323(b) and §5324(b)); National Historic Preservation Act of 1966, §106 (16 U.S.C. §470f); 40 CFR Parts 1500-1508; 23 CFR Part 771; Executive Order 12898

(Environmental Justice); and California Environmental Quality Act, PRC 21000 et seq.; and the State of California CEQA Guidelines, California Administrative Code, 15000 et seq.

by the U.S. Department of Transportation/Federal Transit Administrationand the Alameda Contra Costa Transit District

Noise and Vibration Impact Assessment Technical ReportAddendum

November 2011

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Noise and Vibration Impact AssessmentTechnical ReportAddendum

EAST BAYBUS RAPID TRANSIT

November 16, 2011

Prepared for:Cambridge Systematics, Inc.555 12th Street, Suite 1600Oakland, CA 94607

Prepared by:Kimley-Horn and Associates, Inc.401 B Street, Suite 600San Diego, CA 92101

Kimley-Horn and Associates, Inc. 2011Project # 097958003

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Table of Contents

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Executive Summary .................................................................................................................. 1

1.0 Introduction ........................................................................................................................ 2

1.1 Project Description ................................................................................................................... 51.2 Noise Descriptors ................................................................................................................... 131.3 Vibration Descriptors ............................................................................................................. 17

2.0 Impact Criteria .................................................................................................................. 19

2.1 Operation ............................................................................................................................... 192.2 Construction ........................................................................................................................... 25

3.0 Existing Noise Environment ............................................................................................ 29

3.1 Noise Level Measurements ..................................................................................................... 29

4.0 Impacts ............................................................................................................................. 33

4.1 Significance Criteria ............................................................................................................... 334.2 Operation ............................................................................................................................... 334.3 Construction ........................................................................................................................... 424.4 Downtown Oakland – San Leandro BART Alternative ........................................................... 474.5 Mitigation .............................................................................................................................. 47

5.0 References........................................................................................................................ 50

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Table of Contents

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Tables

Table 1. Sound Levels of Typical Noise Sources and Noise Environments ............................................. 15Table 2. Land Use Categories and Metrics for Transit Noise Impact Criteria .......................................... 19Table 3. FTA Groundborne Vibration Criteria for General Assessment .................................................. 23Table 4. FTA Guidelines for Assessing Construction Noise Impacts ...................................................... 25Table 5. Recommended Allowable Construction Vibration Levels ......................................................... 28Table 6. Long-Term Noise Measurements (dBA) ................................................................................... 30Table 7. Short-Term Roadway Noise Measurements (dBA) ................................................................... 31Table 8. Traffic Counts during Noise Measurements .............................................................................. 32Table 9. Modeled Non-Bus Speeds and Vehicle Mixes .......................................................................... 34Table 10. Summary of Noise Impacts for Project Roadways: 2015 No-Build vs. 2015 Build .................. 36Table 11. Summary of Noise Impacts for Project Roadways: 2009 No-Build vs. 2009 Build .................. 39Table 12. Construction Equipment Noise Levels and Usage Factor ........................................................ 44Table 13.Construction Equipment Vibration Source Levels ................................................................... 46Table 14. Construction Equipment Vibration Impact Distances .............................................................. 47

Figures

Figure 1. Regional Map ........................................................................................................................... 3Figure 2. Vicinity Map ............................................................................................................................ 4Figure 3.Typical Levels of Groundborne Vibration ................................................................................ 18Figure 4. FTA Noise Impact Criteria for Transit Projects ....................................................................... 21Figure 5. Increase in Cumulative Noise Levels Allowed by FTA Criteria ............................................... 22Figure 6. Typical Construction Noise Levels ......................................................................................... 45

Appendices

Appendix A. Project Alignment and Measurement Locations

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EXECUTIVE SUMMARY

The purpose of this addendum is to update the previous Noise and Vibration Impact AssessmentTechnical Report prepared for the AC Transit East Bay BRT Project by Parsons on January 6, 2006. Thisaddendum specifically addresses the Preferred Alternative as identified by AC Transit and the cities ofBerkeley, Oakland, and San Leandro following publication of the Draft Environmental ImpactStatement/Environmental Impact Report (DEIS/EIR) for the proposed project. Additional information isalso provided in response to comments received during public review of the DEIS/EIR.

The proposed East Bay Bus Rapid Transit (BRT) project (Project) is an upgrade transit service spanningfrom downtown Berkeley to San Leandro BART in San Leandro, a distance of approximately 14 miles. Adetailed noise analysis following Federal Transit Administration (FTA) criteria and procedures wasperformed to determine potential noise impacts resulting from implementation of the project.

The Project would incorporate bus-only lanes in the center of the road along portions of TelegraphAvenue, International Boulevard, and East 14th Street. The Project would allow buses to offer riders arail-like transit experience that operates more quickly and reliably than regular bus service today.

The criteria in the Transit Noise and Vibration Impact Assessment guidance manual (FTA 2006) wereused to assess existing ambient noise levels, future noise impacts, and construction noise as a result of theProject. The impact criteria for noise generated by Project construction were established throughexamining the municipal codes of local jurisdictions within project limits.

A Project site reconnaissance was performed to identify noise-sensitive receptors and to conduct noisemeasurements. Noise-sensitive land uses potentially affected by the Project consist of single-familyresidences, multi-family residences, schools, and parks. Existing noise level measurements wereconducted to estimate existing ambient noise levels in the vicinity of the Project area. Five long-term (24-hour) measurements and 14 short-term (20-minute) noise measurements were conducted at noise-sensitive locations.

Existing traffic noise levels and future traffic noise levels with and without the Project were estimatedusing the Federal Highway Administration (FHWA) Traffic Noise Model (TNM) version 2.5. Trafficvolumes were obtained from the Project traffic impact analysis. Future-with-Project noise levels andProject-generated noise level increases were evaluated against FTA criteria. Traffic noise impacts as aresult of the Project would be less than significant.

Operation vibration impacts would be less than significant.

Construction of the Project would generate a temporary increase in noise at noise-sensitive receptors inthe Project area. Construction noise levels would exceed FTA and local construction noise limits withoutmitigation. Project-generated construction noise impacts would be less than significant with mitigation.

Vibration levels associated with construction of the Project would be less than significant with mitigation.

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1.0 INTRODUCTION

This Noise and Vibration Impact Assessment Technical Report Addendum assesses potential operationaland construction noise and vibration impacts along the proposed Alameda – Contra Costa (AC) TransitEast Bay BRT alignment. The AC Transit District proposes to upgrade bus service to a high-level busservice along an approximately 14-mile arterial corridor through the cities of Berkeley, Oakland, and SanLeandro, in the East San Francisco Bay Area of California. The project location and vicinity are shown inFigures 1 and 2, respectively.

The assessment describes the existing noise environment, reports regulatory requirements, estimatesexisting traffic noise conditions in the project area, identifies noise sensitive locations, predicts futuretraffic noise levels, and provides an assessment of the potential noise and vibration impacts of theproposed Project. The estimated changes in noise levels resulting from the Project are compared toapplicable guidelines contained in Federal planning documents to determine significance.

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AC Transit BRT System Figure 1Regional Map

Proposed BRT System Project Area

Legend:

Noise and Vibration Impact Assessment Technical Report AddendumF1 inch = 30,000 feet

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§̈¦580

§̈¦880

¬«123

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E 14th St

High St

Otis Dr

Bancroft Ave

7th St

Pacific Ave Foothill Blvd

Davis St

35th Ave

Clarem

ont A

ve

Adel

ine

St

Pinehurst Rd

College A

ve

13th Ave

Alcatraz Ave

Park Blvd

San Pablo Ave

Park S

t

International Blvd

Skyline Blvd

8th St

Dwight Way

14th Ave

Ashby Ave

Encinal Ave

Frui

tval

e Av

e

Broadway

Sacramento St

San Leandro St

Snake Rd

73rd Ave

Monterey Blvd

Gra

nd A

ve

Broadway Ter

Moraga Ave

Tele

grap

h A

ve

23rd

Ave

98th Ave

Doolittle Dr

Oakport St

51st St

Lincoln Ave

Central Ave

16th St

Broa

dway

St

Ron Cowan Pkwy

Redwood Rd5th St

Moraga W

ay

Mandana Blvd

Hege

nber

ger R

d

Cast

ro S

t

Airport Dr

Isla

nd D

r

66th Ave

Vers

aille

s Ave

Shattuck Ave

MacArthur Blvd

Piedmont Ave

Coliseum Way

12th St

Maitland Dr

Joaquin Miller Rd

Clay

St

University Ave

Marina Blvd

Bancroft Way

Mecartney Rd

Lakeshore

AveH

arbo

r Bay

Pkw

y

Sea View Pkwy

Stanford Ave

Mar

ket S

t

Dutton Ave

Tunnel Rd

Holly

St

Hegenberger Expy

42nd Ave

Marina Dr

Lym

an R

d

Juana Ave

Sheffield Rd

40th St

Kennedy St

Crocker A

ve18th St

Webster St

8th St

8th St

Coliseum Way

Skyline Blvd

Broad

way

Sacramento St

Doolittle Dr

AC Transit BRT System Figure 2Vicinity Map

Center-Running BRT Route

Legend:

Noise and Vibration Impact Assessment Technical Report AddendumF1 inch = 6,000 feet

Mixed Flow BRT RouteSide-Running BRT Route

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1.1 PROJECT DESCRIPTION

This section describes the Locally Preferred Alternative (LPA) and the Downtown Oakland- San LeandroAlternative. Basic features of the proposed East Bay BRT Project include transit priority at all signalizedintersections, new passenger stations, and a combination of mixed-flow and dedicated travel lanesthroughout the proposed project alignment. As described in more detail below, the East Bay BRT willtake the place of existing Rapid Bus Routes 1 and 1R currently operating in the corridor.

1.1.1 Locally Preferred Alternative

1.1.1.1 Features

BRT Transitway

The BRT transitway is the lane or lanes in which BRT buses would operate. There are three basic types oftransitways proposed for different segments of the East Bay BRT project:

Dedicated lanes (BRT-only lanes) – e.g. International Boulevard

BRT lanes shared to a limited extent with mixed traffic – e.g. 11th and 12th Streets

Mixed-flow traffic lanes in which BRT buses are provided no special treatments – e.g. DavisStreet in San Leandro

General attributes of these transitways are summarized below. The locations of these transitwaysproposed in the East Bay BRT corridor are discussed in detail in Section 1.1.2: Alignment.

Dedicated Lanes

Dedicated or BRT-only lanes would be used by BRT and emergency vehicles, the latter only whennecessary for expedited travel. Dedicated lanes would be located in the median of the street or, in somelimited cases, in the outside travel lanes (the lane closest to the curb). The choice of location is based ontraffic and land use conditions in the particular area. Cross traffic would not be allowed to cross median-running dedicated lanes except at signalized intersections where space for turning movements is carefullyintegrated into transitway design. Of the 14.38-mile project, approximately 10.92 miles, or 76 percent ofthe corridor, consist of dedicated BRT lanes.

Within side-running dedicated lanes, access to the lanes would be provided to vehicles needing to maketurns or for entering or exiting parking spaces. Use of the lanes by through traffic would be prohibited.Cross traffic would be allowed to cross side-running dedicated BRT lanes between signalizedintersections. Side-running dedicated BRT lanes would be implemented on one-way arterials androadways with limited opportunities for median BRT improvements.

Mixed-Flow Traffic Lanes

Mixed-flow lanes for BRT operations are proposed in areas where dedicated or shared lanes are notfeasible. These locations include high traffic bus-auto zones and narrow, capacity-constrained streets

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where local auto access must be maintained; therefore, bus operations are “mixed in” with vehiculartraffic. Of the 14.38-mile project, approximately 3.46 miles consist of mixed-flow traffic lanes.

1.1.1.2 Alignment

In general from north to south, the LPA begins in downtown Berkeley, proceeds along the south side ofthe University of California, Berkeley campus to Telegraph Avenue, then along Telegraph Avenue todowntown Oakland, then along International Boulevard to San Leandro. In San Leandro, the alignmentruns along East 14th Street to Davis Street, then San Leandro Boulevard to San Leandro BART, on thewest edge of downtown. The general alignment is 14.38 miles in length.

For the purposes of description and analysis, the overall alignment has been divided into 11 segments.These segments were developed based on jurisdictional boundaries, neighborhood boundaries(specifically in Oakland), and sections with common design features. Segments are summarized below:

1) Berkeley: Shattuck Avenue to Bancroft Way/Durant Avenue; Bancroft Way/Durant Avenue toTelegraph Avenue; Telegraph Avenue to Woolsey Avenue

2) North Oakland – Temescal and MacArthur: Telegraph Avenue from Woolsey Avenue toMacArthur Boulevard

3) North Oakland – Pill Hill and Grand Avenue: Telegraph from MacArthur Boulevard to 20thStreet/Uptown Transit Center

4) Central Oakland – Downtown and Chinatown: 20th Street/Uptown Transit Center to Lake Merritt,via Broadway and 11th and 12th Streets

5) East Oakland – East Lake: International Boulevard and East 12th Street from 1st Avenue to 14thAvenue

6) East Oakland – San Antonio: International Boulevard from 14th Avenue to 23rd Avenue

7) East Oakland – Fruitvale: International Boulevard from 23rd Avenue to 42nd Avenue/State Route185

8) East Oakland – Central East: International Boulevard from 42nd Avenue to 73rdAvenue/Hegenberger Road

9) East Oakland – Elmhurst: International Boulevard from 73rd Avenue/Hegenberger Road to DurantAvenue

10) San Leandro North: International Boulevard/East 14th Street from Durant Avenue to Georgia Way

11) San Leandro – Civic Center and San Leandro BART: East 14th Street from Georgia Way toDavis; to San Leandro BART via Davis and San Leandro Boulevard

The following text describes alignment segments in greater detail, by city. The discussion provides detailon the configuration of the BRT lanes and stations and highlights types of

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City of Berkeley

Berkeley Segment

The limited improvements adopted for the Berkeley segment results in few changes to existingconditions. Buses will operate in mixed flow lanes alongside regular traffic for the entire length of theBerkeley segment. This segment begins on Shattuck Avenue at Center Street, near the downtownBerkeley BART station and the western entrance of the University of California, Berkeley campus. Thealignment travels south to just past Bancroft Way, where the southbound movement turns eastbound onDurant Avenue. The alignment then shifts south on Dana Street, with a jog eastbound on Dwight Waybefore joining Telegraph Avenue. The Durant/Dana/Dwight alignment acts as the eastbound one-waymovement between Shattuck Avenue and Telegraph Avenue, while the westbound movement will be onBancroft Way. The bus alignment travels south on Telegraph Avenue from Dwight Way to theBerkeley/Oakland city limit at Woolsey Avenue.

BRT service is not proposed for this segment, but some key features will be implemented to retain thereliability of the BRT service on the remainder of the corridor through Oakland and San Leandro. Theseinclude proof of payment with ticket validation, upgraded transit signal priority at signalizedintersections, and real-time traveler information. Curbside stations will also be provided, but there wouldbe no investment in platforms or other significant station amenities.

There are six stations identified in this segment, at the following locations, north to south:

Shattuck Avenue at Center Street (Downtown Berkeley station)

Shattuck Avenue at Bancroft Way/Durant Avenue (Bancroft/Durant station)

Bancroft Way at Telegraph Avenue; Durant Avenue at Dana Street (Sather Gate station)

Telegraph Avenue at Dwight Way (Dwight station)

Telegraph Avenue at Ward Street (Ward station)

Telegraph Avenue at Webster Avenue (Ashby station)

No lane alterations or roadway improvements are proposed.

City of Oakland

North Oakland – Temescal and MacArthur Segment

In this segment, buses will operate in center-running dedicated BRT lanes on Telegraph Avenue from theBerkeley/Oakland city limit at Woolsey to MacArthur Boulevard. Southbound BRT begins just north of66th Street. Northbound BRT ends just north of 65th Street and transitions to bus service in Berkeley.

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There are six stations in this segment, at the following locations, north to south:

Telegraph Avenue at 65th Street (Alcatraz station)

Telegraph Avenue at McAuley Street (59th Street station)

Telegraph Avenue at 56th Street (56th Street station)

Telegraph Avenue at 47th/48th Street (Temescal station)

Telegraph Avenue at 43rd Street (43rd Street station)

Telegraph Avenue at 39th Street (39th Street station)

The configuration of the roadway cross section varies slightly, but consistently includes one BRT laneand one vehicle travel lane in each direction, with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. Northbound and southbound bike lanesare present for the duration of this roadway section.

North Oakland – Pill Hill and Grand Avenue Segment

This segment will remain generally consistent with the previous segment, with buses operating in center-running dedicated BRT lanes along Telegraph Avenue from MacArthur Boulevard to 20th Street.

There are three stations in this segment, at the following locations, north to south:

Telegraph Avenue at 32nd/Hawthorne (Pill Hill station)

Telegraph Avenue at 28th Street (28th Street station)

Telegraph Avenue at 24th Street (Northgate/Koreatown station)

There could be an optional future station identified along Telegraph Avenue at 36th Street.

The configuration of the roadway cross section varies slightly, but consistently includes one BRT laneand one vehicle travel lane in each direction, with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. Northbound and southbound bike lanesare present for the duration of this roadway section.

Central Oakland – Downtown and Chinatown Segment

At 20th Street, both eastbound and westbound BRT operate in mixed-flow lanes between Telegraph andBroadway Avenues. At Broadway, the alignment shifts south. Southbound and northbound BRT operatesin mixed-flow lanes between 20th and 11th/12th Streets, with the exception of a northbound dedicatedcenter-running lane that provides a left-turn movement onto 20th Street for buses only. 11th and 12thStreets will operate as a one way pair with the eastbound movement on 11th Street and the westboundmovement on 12th Street. Each leg has a side-running dedicated BRT lane from Broadway Avenue toOak Street. Past Oak Street, the dedicated BRT lanes transition to mixed flow lanes through the LakeMerritt area to 2nd Avenue. There is a “buses only” left-turn lane provided along westbound 12th Streetfor northbound BRT vehicles at the intersection with 14th Street.

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There are five stations in this segment, at the following locations, north to south:

20th Street at Telegraph/Broadway Avenue (Uptown station)

Broadway Avenue at 14th Street (14th Street station)

11th/12th at Broadway Avenue (City Center station)

11th/12th at Harrison Street (Harrison station)

11th/12th at Madison Street (Madison station)

Along Broadway between 20th Street and 11th/12th Streets, the configuration of the roadway crosssection remains the same as existing, with the exception of the northbound center-running bus turn laneleading into 20th Street. Along 11th and 12th Streets, a side-running dedicated BRT lane is accompaniedby two, one way vehicle lanes. Through the Lake Merritt area, roadway improvements are proposedseparate from this project, as part of the Lake Merritt Master Plan.

East Oakland – East Lake Segment

The East Oakland segment picks up at 1st Avenue with the southbound BRT movement continuing alongEast 12th Street and the northbound movement along International Boulevard through 14th Avenue. Bothare accommodated in a combination of dedicated and shared side-running BRT lanes.

There are three stations in this segment, at the following locations, north to south:

International Boulevard/East 12th Street at 2nd Avenue (2nd Avenue station)

International Boulevard/East 12th Street at 5th Avenue (5th Avenue station)

International Boulevard/East 12th Street at 10th Avenue (10th Avenue station)

Along International Boulevard and East 12th Street, a side-running dedicated BRT lane is accompaniedby two vehicle lanes, one in each direction. Along East 12th Street between 13th Avenue and 14thAvenue, BRT operates in shared lanes. Bike lanes are present along both sides of East 12th Streetbetween 3rd Avenue and 14th Avenue.

East Oakland – San Antonio Segment

From the southbound alignment on East 12th street, the BRT turns east, operating in a shared BRT lanealong 14th Avenue and for one block south of the intersection of 14th Avenue/International Boulevard. At15th Avenue, both northbound and southbound BRT operate in center-running dedicated BRT lanes. Thiscontinues through 23rd Avenue.

There are two stations in this segment, at the following locations, north to south:

International Boulevard and 14th Avenue (14th Avenue station)

International Boulevard at 20th Avenue (20th Avenue station)

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The configuration of the roadway cross section varies slightly, but consistently includes one BRT laneand one vehicle travel lane in each direction, with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. There are no bike lanes present in thissegment.

East Oakland – Fruitvale Segment

The East Oakland-Fruitvale segment runs on International Boulevard from 23rd Avenue to 42ndAvenue/State Route 185. There are five stations in this segment at the following locations, north to south:

International Boulevard at Miller Avenue (23rd Avenue station)

International Boulevard at 28th Avenue (28th Avenue station)

International Boulevard at 31st Avenue (31st Avenue station)

International Boulevard at 34th Avenue (Fruitvale station)

International Boulevard at 39th Avenue (39th Avenue station)

The configuration of the roadway cross section varies slightly, but consistently includes one dedicatedBRT lane and one vehicle travel lane in each direction, with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. A new landscaped median island isintroduced at 30th Avenue and runs to 41st Avenue, except where turn pockets are provided. There are nobike lanes in this segment.

East Oakland – Central East Segment

This segment continues on International Boulevard from 42nd Avenue to 73rd Avenue/HegenbergerRoad. There are six stations at the following locations, north to south:

International Boulevard at High Street (High Street station)

International Boulevard at 48th Avenue (48th Avenue station)

International Boulevard at 54th Avenue (54th Avenue station)

International Boulevard at 58th Avenue (Seminary station)

International Boulevard at 66th Avenue (66th Avenue station)

International Boulevard at 72nd Avenue (72nd Avenue station)

The configuration of the roadway cross section varies slightly, but consistently includes one BRT laneand one vehicle travel lane in each direction with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. A new landscaped median island runsgenerally between 44th and 54th Avenues. Dedicated bike lanes run along both sides of the street between54th and 73rd Avenues.

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East Oakland – Elmhurst Segment

This final Oakland segment continues on International Blvd from 73rd Avenue/Hegenberger Road toDurant Avenue on the San Leandro border. Near Bristol Boulevard, International Boulevard also isknown as East 14th Street. There are six stations in this segment at the following locations, north to south:

International Boulevard at 77th Avenue (77th Avenue station)

International Boulevard at 82nd Avenue (82nd Avenue station)

International Boulevard at 87th Avenue (87th Avenue station)

International Boulevard at 94th Avenue (94th Avenue station)

International Boulevard at 98th Avenue (98th Avenue station)

International Boulevard at 104th Avenue (104th Avenue station)

The configuration of the roadway cross section varies slightly, but consistently includes one dedicatedBRT lane and one vehicle travel lane in each direction with variations in turn lanes and parking lanes toaccommodate stations and approaches to full access intersections. A landscaped median island runsgenerally between 81st and 107th Avenues. Dedicated bike lanes run on both sides of the street between73rd and 81st Avenues.

City of San Leandro

San Leandro – North Segment

The San Leandro-North Segment begins at Durant Avenue and continues to Georgia Way. BRT runs oncenter-running dedicated lanes in this segment. There is one station at the following location:

East 14th Street at Durant Avenue (Durant station)

The configuration of the roadway cross section varies slightly, but consistently includes center-runningBRT lanes with one vehicle travel lane in each direction and variations in turn lanes and parking lanes toaccommodate the station and approaches to full access intersections. A landscaped median island islocated between Durant Avenue and West Broadmoor Boulevard, accommodating the City of SanLeandro monument. There are no dedicated bike lanes in this segment.

San Leandro – Civic Center and San Leandro BART Segment

Beginning at Georgia Way, BRT will operate in mixed-flow lanes together with vehicular traffic. Thisconfiguration will continue to Davis Street, where the alignment will shift west along Davis and southagain on San Leandro Boulevard, terminating at the San Leandro BART station.

There are four stations in this segment, from north to south:

East 14th Street at Georgia Way/Euclid Avenue (Georgia Way station)

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East 14th Street at Haas/Lorraine (Begier station)

Davis Street at Hays Street (Downtown San Leandro station)

San Leandro BART (San Leandro BART station)

The configuration of the roadway will remain the same as existing. There are no dedicated bike lanes inthis segment.

Service from San Leandro BART to Bay Fair BART will be provided by extensions of existing ACTransit bus routes from Bay Fair BART to San Leandro BART. The extended service will follow thecurrent Route 1 alignment from San Leandro BART to Bay Fair BART. No physical improvements areproposed to be made to existing stops in this segment.

1.1.1.3 Service Plan

Combined BRT and local service is proposed as part of the LPA, which means that Routes 1 and 1R busservice in the project corridor would be eliminated and replaced by BRT operating in dedicated lanes(with the exception of the City of Berkeley). Other local routes will be designated to carry passengerswho may be continuing on to Bay Fair BART in San Leandro, which will require a transfer in SanLeandro from the BRT bus.

In some segments of the BRT alignment, local buses will operate for short segments along the samearterial as BRT buses. Other local bus service is proposed to operate in the BRT busway in the side-running segments along 11th and 12th streets from Broadway to Lake Merritt Dam/14th Street in centralOakland. Elsewhere, buses that join the corridor for only a few blocks will stay in the mixed-flow lane sothey can enter and exit quickly without getting into the center BRT busway. No local buses are proposedto operate in the median-running transitway.

To compensate for removal of Route 1 local bus stops, BRT stations will be spaced closer together toallow and encourage use of BRT for local trips along the corridor. Impacts to the existing bus system arediscussed further in Section 3.1.

Weekday BRT service will be provided at five-minute frequencies throughout the day, 10-minutefrequencies in the evening, and hourly service from midnight to 5:00 a.m. On weekends, daytime servicewill be at 15-minute intervals in the northern part of the corridor and 7.5-minute intervals in the southernpart. Evening service will be at 15-minute intervals. Over time, service could become more frequent asdemand warrants.

1.1.2 Downtown Oakland-San Leandro BRT Alternative

At the direction of the AC Transit Board, a second, less costly build alternative has been included forevaluation in the Final EIS/EIR. This alternative is referenced as the Downtown Oakland-San LeandroBRT (DOSL) Alternative. The boundaries for this alternative were developed based on capital costestimates, ridership forecasts, and consideration regarding logical termini for a shortened projectdefinition. This alternative has been defined and evaluated in the Final EIS/EIR in an effort to fully

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disclose a functional system that could be considered if funding or other constraints prohibit the full buildout of the currently defined LPA.

1.1.2.1 Features

Features of the DOSL Alternative would be the same as the LPA, but with fewer stations (32). Mixed-flow and dedicated BRT lanes would also be used differently as described below.

1.1.2.2 Alignment

The alignment would remain the same as the LPA, but the BRT lane features are different. The DOSLAlternative begins at 20th Street (Uptown station). Under this alternative, there will be no dedicated BRTlanes north of this point. South of this point, the BRT will run in center-running or side-running BRTlanes as described in the LPA. This alternative is 9.52 miles in length.

1.1.2.3 Service Plan

In order to preserve the reliability of buses operating in the dedicated bus lanes in south Oakland, the busroute would be split at 20th Street. One bus route would operate between downtown Berkeley anddowntown Oakland. The other would operate as the DOSL Alternative between downtown Oakland andSan Leandro BART. Hours of operation and service frequencies for the DOSL Alternative would be thesame as proposed for the LPA in the Downtown Oakland to San Leandro BART segment of the corridor.

1.2 NOISE DESCRIPTORS

Noise is generally defined as loud, unpleasant, unexpected, or undesired sound that is typically associatedwith human activity and that interferes with or disrupts normal activities. Human environments arecharacterized by a generally consistent noise level which varies with each area. This is called ambientnoise. Although exposure to high noise levels has been demonstrated to cause hearing loss, the principalhuman response to environmental noise is annoyance. The response of individuals to similar noise eventsis diverse and influenced by the type of noise, perceived importance of the noise and its appropriatenessin the setting, time of day and type of activity during which the noise occurs, sensitivity of the individual,and change from ambient conditions.

Sound is a physical phenomenon consisting of minute vibrations that travel through a medium, such asair, and are sensed by the human ear. Sound is generally characterized by several variables, includingfrequency and intensity. Frequency describes the sound’s pitch and is measured in cycles per second, orhertz (Hz), whereas intensity describes the sound’s loudness and is measured in decibels (dB). Decibelsare measured using a logarithmic scale. A sound level of 0 dB is approximately the threshold of humanhearing and is barely audible under extremely quiet listening conditions. Normal speech has a sound levelof approximately 60 dB. Sound levels above about 120 dB begin to be felt inside the human ear asdiscomfort and eventually as pain at still higher levels. The minimum change in the sound level ofindividual events that an average human ear can detect is about 3 dB. The average person perceives achange in sound level of about 10 dB as a doubling (or halving) of the sound’s loudness; this relation

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holds true for sounds of any loudness. Sound levels of typical noise sources and environments areprovided in Table 1.

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Table 1. Sound Levels of Typical Noise Sources and Noise Environments

Noise Source(at Given Distance) Noise Environment A-Weighted

Sound Level

Human Judgmentof Noise Loudness

(Relative to ReferenceLoudness of 70 Decibels*)

Military Jet Takeoffwith Afterburner (50 ft) Carrier Flight Deck 140 Decibels 128 times as loud

Civil Defense Siren (100 ft) 130 64 times as loud

Commercial Jet Take-off (200 ft) 120 32 times as loudThreshold of Pain

Pile Driver (50 ft) Rock Music ConcertInside Subway Station (New York) 110 16 times as loud

Ambulance Siren (100 ft)Newspaper Press (5 ft)Gas Lawn Mower (3 ft)

100 8 times as loudVery Loud

Food Blender (3 ft)Propeller Plane Flyover (1,000 ft)

Diesel Truck (150 ft)

Boiler RoomPrinting Press Plant 90 4 times as loud

Garbage Disposal (3 ft) Higher Limit ofUrban Ambient Sound 80 2 times as loud

Passenger Car, 65 mph (25 ft)Living Room Stereo (15 ft)

Vacuum Cleaner (10 ft)70 Reference Loudness

Moderately Loud

Normal Conversation (5 ft)Air Conditioning Unit (100 ft)

Data Processing CenterDepartment Store 60 1/2 as loud

Light Traffic (100 ft) Large Business OfficeQuiet Urban Daytime 50 1/4 as loud

Bird Calls (distant) Quiet Urban Nighttime 40 1/8 as loudQuiet

Soft Whisper (5 ft) Library and Bedroom at NightQuiet Rural Nighttime 30 1/16 as loud

Broadcast and Recording Studio 20 1/32 as loudJust Audible

10 1/64 as loud

0 1/128 as loudThreshold of Hearing

Source: Compiled by Kimley-Horn and Associates, Inc.

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Because of the logarithmic nature of the decibel unit, sound levels cannot be added or subtracted directlyand are somewhat cumbersome to handle mathematically. A simple rule is useful, however, in dealingwith sound levels: if a sound’s intensity is doubled, the sound level increases by 3 dB, regardless of theinitial sound level. Thus, for example, 60 dB + 60 dB = 63 dB, and 80 dB + 80 dB = 83 dB.

The normal human ear can detect sounds that range in frequency from about 20 Hz to 20,000 Hz.However, all sounds in this wide range of frequencies are not heard equally well by the human ear, whichis most sensitive to frequencies in the range of 1,000 Hz to 4,000 Hz. This frequency dependence can betaken into account by applying a correction to each frequency range to approximate the sensitivity of thehuman ear within each range. This is called A-weighting and is commonly used in measurements ofcommunity environmental noise. The A-weighted sound pressure level (abbreviated as dBA) is the soundlevel with the “A-weighting” frequency correction. In practice, the level of a noise source is convenientlymeasured using a sound level meter that includes a filter corresponding to the dBA curve.

Community noise levels usually change continuously during the day. The equivalent continuous A-weighted sound pressure level (Leq) is normally used to describe community noise. The Leq is theenergy-averaged A-weighted sound level during a measured time interval, and is equal to the level of acontinuous steady sound containing the same total acoustical energy over the averaging time period as theactual time-varying sound. Additionally, it is often desirable to know the acoustic range of the noisesource being measured. This is accomplished through the Lmax and Lmin indicators, which represent theroot-mean-square maximum and minimum noise levels obtained during the measurement interval. TheLmin value obtained for a particular monitoring location is often called the “acoustic floor” for thatlocation.

To describe the time-varying character of environmental noise, the statistical noise descriptors L10, L50,and L90 are commonly used. They are the noise levels equaled or exceeded during 10, 50, and 90 percentof a stated time, respectively. Sound levels associated with L10 typically describe transient or short-termevents, whereas levels associated with L90 describe the steady-state (or most prevalent) noise conditions.

Another sound measure known as the Day-Night Sound Level (Ldn) is an adjusted average A-weightedsound level for a 24-hour day. It is calculated by adding a 10-dBA adjustment to sound levels duringnighttime hours (10:00 p.m. to 7:00 a.m.). This adjustment compensates for the increased sensitivity tonoise during the typically quieter nighttime hours. The Ldn and Leq are used by the FTA to evaluate land-use compatibility with regard to noise.

The Sound Exposure Level (SEL) is the summation of the A-weighted sound energy at a particularlocation over the true duration of a noise event normalized to a duration of one second. The true durationis defined as the amount of time the noise event exceeds background levels. For events lasting more thanone second, SEL does not directly represent the sound level heard at any given time, but rather provides ameasure of the net impact of the entire acoustic event. SEL combines an event’s overall sound level alongwith its duration. SEL provides a comprehensive way to describe noise events for use in modeling andcomparing noise environments.

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1.3 VIBRATION DESCRIPTORS

Vibration is defined as any oscillatory motion induced in a structure or mechanical device as a directresult of some type of input excitation. Input excitation, generally in the form of an applied force ordisplacement, is the mechanism required to start some type of vibratory response. Sources of earthbornevibrations include natural phenomena (earthquakes, volcanic eruptions, sea waves, landslides, etc.) ormanmade (explosions, machinery, traffic, construction equipment, etc.).

Vibration amplitudes are usually expressed as either peak particle velocity (PPV) or the root mean square(RMS) velocity. The PPV is defined as the maximum instantaneous peak of the vibration signal in inchesper second. The RMS of a signal is the average of the squared amplitude of the signal in VdB, ref 1micro-inch per second. Although PPV is appropriate for evaluating the potential of building damage, it isnot suitable for evaluating human response. Since it takes some time for the human body to respond tovibration signals, RMS amplitude is more appropriate to evaluate human response to vibration than PPV.For sources such as trucks or motor vehicles, peak vibration levels are typically 6 to 14 dB higher thanRMS levels. FTA uses the abbreviation “VdB” for vibration decibels to reduce the potential for confusionwith sound decibel.

Figure 3 illustrates common vibration sources and the human and structural responses to ground-bornevibration. As shown in Figure 2, the threshold of perception for human response is approximately 65 dB;however, human response to vibration is not usually significant unless the vibration exceeds 70 dB.Vibration tolerance limits for sensitive instruments such as MRI or electron microscopes could be muchlower than the human vibration perception threshold.

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Figure 3.Typical Levels of Groundborne Vibration

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2.0 IMPACT CRITERIA

This section presents the guidelines, criteria, and regulations used to assess noise and vibration impactsassociated with the proposed project.

2.1 OPERATION

2.1.1 Operational Noise

2.1.1.1 FTA

The criteria in the Transit Noise and Vibration Impact Assessment guidance manual (FTA 2006) wereused to assess existing ambient noise levels and future noise impacts from the project. They weredeveloped using well-documented research on community reaction to noise and are based on change innoise exposure using a sliding scale. The amount that transit projects are allowed to change the overallnoise environment is reduced with increasing levels of existing noise. Noise sensitive land-uses aregrouped into three categories, as described in Table 2.

Table 2. Land Use Categories and Metrics for Transit Noise Impact Criteria

Land UseCategory

Noise Metric,dBA Description of Land Use Category

1 Outdoor Leq(h)*Tracts of land where quiet is an essential element in their intended purpose. This categoryincludes lands set aside for serenity and quiet, and such land uses as outdoor amphitheatersand concert pavilions, as well as National Historic Landmarks with significant outdoor use.

2 Outdoor LdnResidences and buildings where people normally sleep. This category includes homes,hospitals, and hotels where a nighttime sensitivity to noise is assumed to be of utmostimportance.

3 Outdoor Leq(h)*

Institutional land uses with primarily daytime and evening use. This category includesschools, libraries, and churches where it is important to avoid interference with suchactivities as speech, meditation, and concentration on reading material. Buildings withinterior spaces where quiet is important, such as medical offices, conference rooms,recording studios, and concert halls fall into this category. Places for meditation or studyassociated with cemeteries, monuments, and museums. Certain historical sites, parks, andrecreational facilities are also included.

Source: FTA 2006Note: * Leq for the noisiest hour of transit-related activity during hours of noise sensitivity.

The FTA guidance manual provides three levels of criteria for assessment of noise impact from transitprojects: No Impact, Moderate Impact and Severe Impact. The FTA noise impact thresholds, as indicatedin Figures 3 and 4, are based on the increase of the existing ambient noise level associated with operationsof the Project or in combination with other new planned projects (i.e., cumulative impact). The FTAguidelines specify a particular noise metric to be used depending on the specific land-use (e.g.,residential). The Ldn is typically used for residential uses.

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The interpretations of these two levels of impact are summarized as follows:

Moderate Impact: The change in the cumulative noise level is noticeable to most people, but it may not besufficient to cause strong, adverse reactions from the community.

Severe Impact: Project noise above the upper curve is considered to cause a Severe Impact since asubstantial percentage of people would be highly annoyed by the new noise. Noise mitigation wouldnormally be specified for severe impact areas unless there is no practical method of mitigating the noise.

Although the curves in Figure 4 and 5 are defined in terms of the project noise exposure and existingnoise exposure, it is important to emphasize that the increase in the cumulative noise – when the projectnoise is added to the existing noise – is the basis for the criteria.

Figure 4 shows that the criterion for impact allows a noise exposure increase of 10 dBA if the existingnoise exposure is 42 dBA or less but only a 1 dBA increase when the existing noise exposure is 70 dBA.As the existing level of ambient noise increases, the allowable absolute level of project noise increases,but the total allowable increase in community noise exposure is reduced.

For residential land use, the noise criteria are to be applied outside the building locations at noise-sensitive areas with frequent human use, including outdoor patios, decks, pools, and play areas. If none,the criteria should be applied near building doors and windows. For parks and other significant outdooruse, the criteria are to be applied at the property lines; however, for locations where land use activities aresolely indoors, noise impact may be less significant if the outdoor-to-indoor reduction is greater than fortypical buildings (approximately 25 dB with windows closed). Therefore, if it can be demonstrated thatthere would only be indoor activities, mitigation may not be needed.

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Source: FTA 2006Figure 4. FTA Noise Impact Criteria for Transit Projects

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Source: FTA 2006Figure 5. Increase in Cumulative Noise Levels Allowed by FTA Criteria

2.1.2 Operational Vibration

2.1.2.1 City of Berkeley

The City of Berkeley Municipal Code, Section 13.40.070: Prohibited Acts, Subsection B.8: Vibrationstates:

Operating or permitting the operation of any device that creates a vibration, which annoys ordisturbs at least two or more reasonable persons of normal sensitiveness who reside in separateresidences (including apartments and condominiums) at or beyond the property boundary of thesource, if on private property, or at least 150 feet (46 meters) from the source, if on a public spaceor public right-of-way.

2.1.2.2 City of Oakland

The City of Oakland Municipal Code does not address vibration.

2.1.2.3 City of San Leandro

The City of Oakland Municipal Code does not address vibration.

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2.1.2.4 FTA

Table 3 presents the FTA vibration impact criteria for various land use categories. The criteria are basedin part on the frequency of events and related to groundborne vibration that can cause human annoyanceor interference with the use of vibration-sensitive equipment. The criteria for acceptable ground-bornevibration are expressed in terms of RMS velocity levels in VdB and are based on the maximum levels fora single event (Lmax).

Sensitive receptors along the project corridor include single- and multi-family residences, hotels, schools,and parks. These fall under Category 2, places where people normally sleep and Category 3, institutionalland uses with primarily daytime use.

Table 3. FTA Groundborne Vibration Criteria for General Assessment

Land UseCategory

FrequentEvents

OccasionalEvents

InfrequentEvents

Category 1 65 VdB 65 VdB 65 VdBCategory 2 72 VdB 75 VdB 80 VdBCategory 3 75 VdB 78 VdB 83 VdB

Notes:1. "Frequent Events" is defined as more than 70 vibration events of the same source per day.Most rapid transit projects fall into this category.2. “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day.Most commuter trunk lines have this many operations.3. "Infrequent Events" is defined as fewer than 30 vibration events of the same kind per day.This category includes most commuter rail branch lines.4. This criterion limit is based on levels that are acceptable for most moderately sensitive equipmentsuch as optical microscopes. Vibration-sensitive manufacturing or research will require detailedevaluation to define the acceptable vibration levels. Ensuring lower vibration levels in a building oftenrequires special design of the HVAC systems and stiffened floors.5. Vibration-sensitive equipment is generally not sensitive to ground-borne noise.VdB re 1 micro-inch/secondSource: FTA 2006

Vibration Screening Procedure

The FTA provides a procedure to determine whether or not a transit project requires a vibration analysis.Transit projects that involve rubber-tire vehicles rarely show potential for vibration impacts and thereforedo not require vibration analysis. Three factors are checked to determine if there is potential for vibrationimpacts from bus projects:

1. Will there be expansion joints, speed bumps, or other design features that result in unevenness inthe road surface near vibration-sensitive buildings? Such irregularities can result in perceptibleground-borne vibration at distances up to 75 feet away.

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2. Will buses, trucks, or other heavy vehicles be operating close to a sensitive building? Researchusing electron microscopes and manufacturing of computer chips are examples of vibrationsensitive activities.

3. Does the project include operation of vehicles inside or directly underneath buildings that arevibration-sensitive? Special considerations are often required for shared use facilities such as busstations located inside an office building complex.

Projects that do not include any of those three conditions are exempt from vibration analysis. Projects thatdo include one of the factors are then screened for distances from vibration-sensitive land uses. For busprojects, the vibration source must be a minimum of 100 feet from Category 1 land uses and 50 feet fromCategory 2 land uses. No distances are specified for Category 3.

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2.2 CONSTRUCTION

2.2.1 Construction Noise

2.2.1.1 FTA

According to the FTA, project construction noise criteria should consider the following: the existingnoise environment, the absolute noise levels during construction activities, the duration of theconstruction, and the adjacent land use (FTA 2006). Sound level guidelines suggested by the FTA for theevaluation of construction noise impacts are summarized below. In urban areas with high ambient noiselevels (Ldn greater than 65 dBA), the sound level from construction should not exceed the ambientsound level by more than 10 dBA. If these criteria are exceeded, there may be adverse communityreaction. FTA construction noise criteria are shown in Table 4.

Table 4. FTA Guidelines for Assessing Construction Noise Impacts

Land Use8-Hour Leq (dBA)

Day Night

Residential 80 75Commercial 85 80

Industrial 90 85Source: FTA 2006

2.2.1.2 City of Berkeley

The City of Berkeley Municipal Code, Section 13.40.070: Prohibited Acts, Subsection B.7:Construction/Demolition states:

a. Operating or causing the operation of any tools or equipment used in construction, drilling, repair,alteration, or demolition work before 7:00 a.m. on a weekday (or before 9:00 a.m. on a weekendor holiday) or after 7:00 p.m. on a weekday (or after 8:00 p.m. on a weekend or holiday) such thatthe sound from across a residential or commercial real property line violates Section 13.40.050 or13.40.060, except for emergency work of public service utilities or by variance issued by theEHD. (This section shall not apply to the use of domestic power tools as specified in subsectionB.11 of this section.)

b. Noise Restrictions at Affected Properties. Where technically and economically feasible,construction activities shall be conducted in such a manner that the maximum sound levels ataffected properties will not exceed those listed in the following schedule:

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AT RESIDENTIAL PROPERTIES: Mobile Equipment. Maximum sound levels for nonscheduled,intermittent, short-term operation (less than 10 days) of mobile equipment:

Table 13.40-3

R-1, R2Residential

R-3 and aboveMulti-FamilyResidential

Commercial/Industrial

Weekdays7:00 a.m. to 7:00 p.m. 75 dBA 80 dBA 85 dBA

Weekends:9:00 a.m. to 8:00 p.m.

and legal holidays60 65 70

Stationary Equipment. Maximum sound levels for repetitively scheduled and relatively long termoperation (period of 10 days or more) of stationary equipment:

Table 13.40-4

R-1, R2Residential

R-3 and aboveMulti-FamilyResidential

Commercial/Industrial

Weekdays7:00 a.m. to 7:00 p.m. 60 dBA 65 dBA 70 dBA

Weekends:9:00 a.m. to 8:00 p.m.

and legal holidays50 55 60

2.2.1.3 City of Oakland

The City of Oakland Municipal Code, Section 17.120.050: Noise, Subsection G: Temporary Constructionor Demolition states:

1. The daytime noise level received by any residential, commercial, or industrial land use whichis produced by any nonscheduled, intermittent, short-term construction or demolitionoperation (less than ten (10) days) or by any repetitively scheduled and relatively long-termconstruction or demolition operation (ten (10) days or more) shall not exceed the maximumallowable receiving noise levels described in Table 17.120.04.

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Table 17.120.04 establishes the maximum allowable receiving noise levels:

TABLE 17.120.04. MAXIMUM ALLOWABLE RECEIVING NOISE LEVEL STANDARDS, dBA

Daily7 a.m. to 7 p.m.

Weekends9 a.m. to 8 p.m.

Short-Term OperationResidentialCommercial, Industrial

8085

6570

Long-Term OperationResidentialCommercial, Industrial

6570

5560

2. The nighttime noise level received by any land use and produced by any construction ordemolition activity between weekday hours of seven (7) p.m. and seven (7) a.m. or betweeneight (8) p.m. and nine (9) a.m. on weekends and federal holidays shall not exceed theapplicable nighttime noise level standards outlined in this section.

2.2.1.4 City of San Leandro

The City of San Leandro Municipal Code, Section 4-1-1115: Prohibited Acts states:

It is the intent of this Article to prohibit all disturbing, excessive and offensive noises exceptthose specifically exempted by Section 4-1-1120 and those permitted under an exception permitissued pursuant to 4-1-1125. Notwithstanding any other provisions of this Article, the followingacts, which are not in any way exclusive, are declared to be disturbing, excessive and offensivenoises in violation of Section 4-1-1110:

(b) Construction-Related Noise Near Residential Uses. Construction work or related activitywhich is adjacent to or across a street or right of way from a residential use, except between thehours of 7 a.m. and 7 p.m. on weekdays, or between 8 a.m. and 7 p.m. on Sunday and Saturday.No such construction is permitted on Federal holidays. As used in this Article, “construction”shall mean any site preparation, assembly, erection, substantial repair, alteration, demolition orsimilar action, for or on any private property, public or private right-of-way, streets, structures,utilities, facilities, or other similar property. Construction activities carried on in violation of thisArticle may be enforced as provided in Section 4-11-1130, and may also be enforced by issuanceof a stop work order and/or revocation of any or all permits issued for such construction activity.

Therefore, construction in residential areas may occur between the hours of 7:00 a.m. and 7:00 p.m.,Monday through Friday, and between the hours of 8:00 a.m. and 7:00 p.m., Saturday and Sunday.

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2.2.2 Construction Vibration

2.2.2.1 City of Berkeley

The City of Berkeley Municipal Code, Section 13.40.070: Prohibited Acts, Subsection B.8: Vibrationstates:

Operating or permitting the operation of any device that creates a vibration, which annoys ordisturbs at least two or more reasonable persons of normal sensitiveness who reside in separateresidences (including apartments and condominiums) at or beyond the property boundary of thesource, if on private property, or at least 150 feet (46 meters) from the source, if on a public spaceor public right-of-way.

2.2.2.2 City of Oakland

The City of Oakland Municipal Code does not address vibration.

2.2.2.3 City of San Leandro

The City of San Leandro Municipal Code does not address vibration.

2.2.2.4 FTA

The local cities along the alignment do not have specific construction vibration limits; therefore, FTAconstruction vibration limits are to be used to determine impact criteria. These criteria, summarized inTable 5, specify limits for construction vibration levels and/or permit construction activities only duringcertain hours.

Table 5. Recommended Allowable Construction Vibration Levels

Category PPV VelocityLevel

Human Annoyance 0.08 in/sec 65 VdBBuilding 0.20 in/sec 100 VdB

Historical Building 0.12 in/sec 95 VdBSource: FTA 2006

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3.0 EXISTING NOISE ENVIRONMENT

Many land uses are considered sensitive to noise. Noise-sensitive receptors are land uses associated withindoor and/or outdoor activities that may be subject to stress and/or significant interference from noise,such as residential dwellings, transient lodging (hotels/motels), dormitories, hospitals, educationalfacilities, and libraries. Industrial and commercial land uses are generally not considered sensitive tonoise.

Land uses along the alignment include single and multi-family residences, parks, schools, and commercialand industrial facilities. These land uses are located approximately 50 to 300 feet from the centerline ofthe alignment. The existing sound level at any given location depends on the distance to a roadway,proximity to commercial and neighborhood noise sources, and intervening structures and topography.

3.1 NOISE LEVEL MEASUREMENTS

An ambient noise level survey was conducted in March 2010 and May 2010 to estimate the existing noiseenvironment within the Project area. Measurement locations were selected to represent the various noise-sensitive land uses in the study area, and included single-family residential, multi-family residential andeducational land uses. Five unattended long-term (24-hour) noise measurements and 14 attended short-term (20-minute) measurements were conducted near exterior noise-sensitive areas. The short-termmeasurements were taken during the daytime period (7:00 a.m. – 7:00 p.m.).

The data collection devices included one Larson Davis Model 820 American National Standards Institute(ANSI) Type 1 Integrating Sound Level Meter (SLM), one Larson Davis Model 720 ANSI Type 2Integrating SLM, one RION Model NA-28 ANSI Type 1 Integrating SLM, and one RION Model NL-31ANSI Type 1 Integrating SLM. The meters were field-calibrated with a Larson Davis Model CAL200 orLarson Davis Model CAL 150 acoustic calibrator. The meters were set for “slow” time response and A-weighting for all measurements. The microphones were equipped with windscreens and placed five feetabove the ground to simulate the average height of the human ear. Weather conditions during themeasurements ranged from 58-78°F, 40-69% relative humidity, 0-100% cloud cover, and 0-3 mph windspeeds. The results of these measurements are summarized in Tables 6 and 7 and correspond to thelocations depicted in Appendix A; sheet numbers of measurements are indicated in the tables. Thevehicles observed during the short-term measurements and periods of the long-term measurements arepresented in Table 8.

All sound level measurements were in accordance with ISO 1996-1, -2, and -3. The accuracy of theequipment is maintained through a program established by the manufacturer, and is traceable to theNational Institute of Standards and Technology (NIST).

The existing ambient noise levels in the vicinity of the Project correspond to an urban area dominated byvehicular traffic on the adjacent roads.

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Table 6. Long-Term Noise Measurements (dBA)

LTA LTB LTC LTD LTE

Duplex Residence5802/5804 Telegraph Avenue

OaklandAppendix A, Sheet 3

First Baptist Church534 22nd Street

OaklandAppendix A, Sheet 5

Bancroft House2330 Durant Avenue

OaklandAppendix A, Sheet 1

Allen Temple Arms8135 International Boulevard

OaklandAppendix A, Sheet 11

Single-Family Residence408 East 14th Street

San LeandroAppendix A, Sheet 12

2/16/2010 – 2/17/2010 2/16/2010 – 2/17/2010 2/17/2010 – 2/18/2010 2/17/2010 – 2/18/2010 5/4/2010 – 5/5/2010

Time Leq Time Leq Time Leq Time Leq Time Leq

11:00 – 12:00 66.4 14:00 – 15:00 67.4 14:00 – 15:00 62.4 17:00 – 18:00 68.7 09:00 – 10:00 70.712:00 – 13:00 66.0 15:00 – 16:00 67.7 15:00 – 16:00 63.1 18:00 – 19:00 69.0 10:00 – 11:00 66.813:00 – 14:00 66.1 16:00 – 17:00 67.7 16:00 – 17:00 62.1 19:00 – 20:00 67.0 11:00 – 12:00 66.514:00 – 15:00 69.3 17:00 – 18:00 68.6 17:00 – 18:00 62.0 20:00 – 21:00 66.3 12:00 – 13:00 66.615:00 – 16:00 66.8 18:00 – 19:00 68.5 18:00 – 19:00 61.6 21:00 – 22:00 65.3 13:00 – 14:00 66.916:00 – 17:00 67.0 19:00 – 20:00 66.6 19:00 – 20:00 60.7 22:00 – 23:00 65.2 14:00 – 15:00 67.617:00 – 18:00 68.2 20:00 – 21:00 66.5 20:00 – 21:00 60.6 23:00 – 00:00 67.7 15:00 – 16:00 67.918:00 – 19:00 67.7 21:00 – 22:00 65.1 21:00 – 22:00 59.5 00:00 –01:00 62.2 16:00 – 17:00 68.019:00 – 20:00 66.8 22:00 – 23:00 67.2 22:00 – 23:00 58.7 01:00 – 02:00 60.9 17:00 – 18:00 66.620:00 – 21:00 66.4 23:00 – 00:00 63.8 23:00 – 00:00 57.6 02:00 – 03:00 58.0 18:00 – 19:00 65.521:00 – 22:00 66.9 00:00 –01:00 62.3 00:00 –01:00 57.6 03:00 – 04:00 59.2 19:00 – 20:00 65.122:00 – 23:00 72.6 01:00 – 02:00 60.7 01:00 – 02:00 56.7 04:00 – 05:00 59.6 20:00 – 21:00 64.323:00 – 00:00 63.5 02:00 – 03:00 58.7 02:00 – 03:00 53.1 05:00 – 06:00 60.0 21:00 – 22:00 62.900:00 –01:00 60.9 03:00 – 04:00 58.0 03:00 – 04:00 50.3 06:00 – 07:00 63.2 22:00 – 23:00 61.101:00 – 02:00 59.5 04:00 – 05:00 63.8 04:00 – 05:00 53.6 07:00 – 08:00 64.4 23:00 – 00:00 58.202:00 – 03:00 56.8 05:00 – 06:00 59.3 05:00 – 06:00 56.9 08:00 – 09:00 66.8 00:00 –01:00 58.403:00 – 04:00 56.4 06:00 – 07:00 66.9 06:00 – 07:00 61.0 09:00 – 10:00 69.1 01:00 – 02:00 57.704:00 – 05:00 57.3 07:00 – 08:00 65.0 07:00 – 08:00 62.5 10:00 – 11:00 64.7 02:00 – 03:00 55.705:00 – 06:00 62.2 08:00 – 09:00 68.5 08:00 – 09:00 64.6 11:00 – 12:00 68.2 03:00 – 04:00 58.306:00 – 07:00 71.0 09:00 – 10:00 68.5 09:00 – 10:00 65.7 12:00 – 13:00 67.8 04:00 – 05:00 63.207:00 – 08:00 68.4 10:00 – 11:00 67.9 10:00 – 11:00 64.8 13:00 – 14:00 70.4 05:00 – 06:00 65.108:00 – 09:00 69.2 11:00 – 12:00 68.7 11:00 – 12:00 64.4 14:00 – 15:00 66.5 06:00 – 07:00 67.109:00 – 10:00 68.3 12:00 – 13:00 68.7 12:00 – 13:00 62.8 15:00 – 16:00 67.0 - -

- - 13:00 – 14:00 73.8 13:00 – 14:00 64.1 16:00 – 17:00 68.3 - -

Average Leq = 67 Average Leq = 67 Average Leq = 62 Average Leq = 66 Average Leq = 66Ldn = 73 Ldn = 71 Ldn = 65 Ldn = 70 Ldn = 70

Note: Measurements at LTA and LTE were prematurely stopped due to equipment malfunction.

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Table 7. Short-Term Roadway Noise Measurements (dBA)

MeasurementLocation Address City Land Use Appendix A

Sheet #Noise Source

Roadway Date Time Leq Lmin Lmax L10 L50 L90

STA 225 11th Street Oakland Lincoln Elementary School 5 11th Street 02/16/10 15:10 15:30 64.5 62.3 82.6 67.1 60.2 54.6STB 394 12th Street Oakland St. Mark Building (MFR) 5 12th Street 02/16/10 16:15 16:35 64.7 55.2 81.4 67.2 62.4 57.9LTB 534 22nd Street Oakland First Baptist Church 5 Telegraph Avenue 02/17/10 08:20 08:40 69.8 57.3 81.6 - - -LTA 5802/5804 Telegraph Avenue Oakland Duplex Residence 3 Telegraph Avenue 02/17/10 09:20 09:40 68.4 61.2 72.7 - - -STC 2401 Bancroft Way Berkeley Bancroft Dance Studio 1 Bancroft Way 02/17/10 10:25 10:45 64.9 50.1 82.3 68.0 61.4 54.5STD 15 East 14th Street San Leandro Single-Family Residence 12 East 14th Street 02/17/10 15:55 16:15 65.2 52.9 76.3 67.9 63.7 58.4STE 5462 International Boulevard Oakland Multifamily Residence 9 International Boulevard 02/18/10 09:15 09:35 68.5 50.4 78.6 71.5 67.6 61.1STF 2555 International Boulevard Oakland Hismen Hin-Nu Terrace (MFR) 7 International Boulevard 02/18/10 10:15 10:35 68.9 49.9 84.5 72.3 65.8 57.2STG 318 International Boulevard Oakland Multifamily Residence 6 International Boulevard 02/18/10 11:55 12:15 65.5 48.1 76.9 69.1 63.1 52.5LTC 2330 Durant Avenue Berkeley Bancroft House (Institutional) 1 Durant Avenue 02/18/10 13:00 13:20 63.9 59.4 69.3 - - -STH 451 Davis Street San Leandro Saint Leander School 13 Davis Street 05/04/10 10:05 10:25 68.1 52.3 81.6 71.0 65.5 58.7STJ 6599 International Boulevard Oakland Lockwood Gardens Community 10 International Boulevard 05/04/10 11:15 11:35 67.9 53.0 82.0 70.6 65.5 59.9STK 2000 East 12th Street Oakland East Bay Gospel Mission Church 7 East 12th Street 05/04/10 12:25 12:45 72.0 63.7 90.5 71.9 68.0 65.5STL 6528 Telegraph Avenue Oakland Multifamily Residential over Office 2 Telegraph Avenue 05/04/10 15:35 15:55 66.9 48.6 77.0 70.6 65.0 57.2STM 4401 Telegraph Avenue Oakland Multifamily Residential Complex 3 Telegraph Avenue 05/04/10 16:20 16:40 66.3 53.4 78.0 68.9 64.5 60.1STN 1400 37th Avenue Oakland Multifamily Residential Complex 8 International Boulevard 05/05/10 09:20 09:40 69.2 54.7 80.2 72.3 67.5 62.0LTE 408 East 14th Street San Leandro Single-Family Residence 12 East 14th Street 05/04/10 10:10 10:30 66.3 63.0 68.5 - - -STP 3143/3145 Telegraph Avenue Oakland Multifamily Residence 4 Telegraph Avenue 05/05/10 11:20 11:40 67.8 51.7 80.7 70.7 66.0 58.4

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Table 8. Traffic Counts during Noise Measurements

Location Noise SourceRoadway

Close Lane(s) Far Lane(s)

Dir Car MT HT Bus MC Dir Car MT HT Bus MC

STA 11th Street East 195 2 1 7 0 - - - - - -STB 12th Street West 203 4 0 8 0 - - - - - -LTB Telegraph Avenue South 196 1 1 2 0 North 131 0 0 2 0LTA Telegraph Avenue North 396 3 0 3 0 South 176 0 1 1 0STC Bancroft Way West 175 12 2 13 6 - - - - - -STD East 14th Street East 210 3 1 3 1 West 228 1 0 4 2STE International Boulevard East 205 8 2 2 0 West 162 9 2 3 2STF International Boulevard East 148 6 1 3 0 West 122 5 2 2 0STG International Boulevard East 129 3 1 1 West 104 1 0 3 0LTC Durant Avenue East 131 3 1 7 2 - - - - - -STH Davis Street East 213 7 1 1 1 West 240 7 6 0 1STJ International Boulevard South 254 10 1 3 0 North 263 3 4 2 1STK East 12th Street North 194 2 1 1 0 South 228 6 3 0 1STL Telegraph Avenue North 270 3 0 3 2 South 353 4 0 2 0STM Telegraph Avenue South 236 1 0 2 2 North 257 3 0 3 0STN International Boulevard North 249 7 4 4 0 South 193 7 2 4 0LTE East 14th Street North 134 4 2 2 0 South 171 3 2 3 2STP Telegraph Avenue South 169 2 2 3 0 North 177 4 1 3 0

Notes:MT = Medium Truck, HT = Heavy Truck, MC = Motorcycle11th Street, 12th Street, Bancroft Way, and Durant Avenue are one-way streets.

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4.0 IMPACTS

4.1 SIGNIFICANCE CRITERIA

The proposed Project could have a significant effect with respect to noise if:

The projected noise level increase resulting from operations exceeds the FTA Severe Impactthreshold shown in Figure 4 or Figure 5 of this report.

The projected vibration level resulting from operations exceeds the FTA Criteria for FrequentEvents shown in Table 3 of this report.

The projected 8-hour equivalent noise level resulting from construction activities, includingstaging areas, exceeds the FTA guidelines shown in Table 4 of this report.

Construction activity does not comply with City of Berkeley Municipal Code Section13.40.070(B.7) as discussed in Section 2.2.1.2 of this report.

Construction activity does not comply with City of Oakland Municipal Code Section 17.120.050as discussed in Section 2.2.1.3 of this report.

Construction activity does not comply with City of San Leandro Municipal Code Section 4-1-1115 as discussed in Section 2.2.1.4 of this report.

The projected vibration level resulting from construction activities exceed the FTA guidelinesshown in Table 5 of this report.

4.2 OPERATION

4.2.1 Operational Noise

An analysis was conducted of the Project’s effect on traffic noise conditions. Future build traffic noiselevels were compared with existing no-build traffic noise levels. The 2015 No-Build traffic volumes wereused as the existing condition. The 2015 Build traffic volumes were used as the future condition.

Acoustical calculations were performed using the FHWA TNM version 2.5 to estimate sound levels at areference distance of 25 feet from the center of the nearest roadway lane. The modeling effort consideredthe average peak-hour traffic volume, average estimated vehicle speed, and estimated vehicle mix, i.e.,percentage of cars, medium trucks, heavy trucks, buses, and motorcycles.

The model assumed “hard soil” propagation conditions, which represent noise attenuation caused by turfgrass and typical urban residential landscaping. Sound levels caused by line sources (i.e., variable ormoving sound sources such as traffic) generally decrease at a rate of 3.0 to 4.5 dBA when the distancefrom the road is doubled, depending on the ground surface hardness between the source and the receivingproperty. The actual sound level at any receptor location is dependent upon such factors as the source-to-receptor distance and the presence of intervening structures (walls and buildings), barriers, and

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topography. The noise attenuating effects of changes in elevation, topography, and intervening structureswere not included in the model. Therefore, the modeling effort is considered a worst-case representationof the roadway noise.

A generalized TNM model was created for each combination of lane geometry, speed limit, and vehiclemix (roadway configuration). This model used the typical section of the roadway, including lanes in eachdirection and the median if present. The Build roadway configurations varied according to planned BRTtraffic locations; bus traffic was evenly distributed over mixed-flow segments, placed in the ‘outer’ lanesof side-running segments, and placed in the ‘inner’ lanes of center-running segments.

The 2015 No-Build peak-hour traffic volumes and 2015 Build peak-hour traffic volumes on projectroadway segments were generated from turning movements provided for the TIA (CambridgeSystematics 2010). PM volumes were generally greater than AM volumes; therefore, PM peak-hourturning movements were used for the analysis. Average speeds were obtained from field observations.The estimated vehicle mixes were obtained from traffic counts conducted during sound levelmeasurements or were estimated based on data collected on nearby roadways. Table 9 shows the postedvehicle speed and vehicle mix on each modeled roadway. These data are based on traffic countsconducted during the noise measurements. Note that buses are not included in this table, as peak-hour bustraffic is assumed to be 31 buses per hour, at 25 mph, in all cases.

Table 9. Modeled Non-Bus Speeds and Vehicle Mixes

Roadway Speed Cars MT HT MC

Telegraph Avenue between Dwight Way and Bancroft Way,Bancroft Way, Oxford Street, University Avenue,

Shattuck Avenue, Durant Avenue, Dana Street, Dwight Way25 mph 92% 5% 1% 2%

Telegraph Avenue between Dwight Way and 20th Street,20th Street between Telegraph Avenue and Broadway,

Broadway between 20th Street and 11th Street30 mph 99% 1% 0% 0%

11th Street between Broadway and 1st Avenue,12th Street between 1st Avenue and Broadway 30 mph 97% 2% 1% 0%

12th Street between 1st Avenue and 14th Avenue,International Boulevard between 1st Avenue and Durant Avenue 35 mph 96% 3% 1% 0%

East 14th Street between Durant Avenue and Davis Street,Davis Street between East 14th Street and San Leandro BART 30 mph 96% 2% 1% 1%

Note: MT = Medium Trucks, HT = Heavy Trucks, MC = Motorcycles

AC Transit would use Van Hool 60-foot articulated buses (or similar) for the project. Noisemeasurements of this bus were taken by Parsons; the noise level of a single bus passby at 25 mph was67.2 dBA Lmax at 50 feet on the curb side, and 74.4 dBA Lmax on the street side (Parsons 2006). Usingthe methodology for conversion of source reference levels described in Appendix E of the FTA guidancemanual, a single Van Hool bus generates an SEL of 78.0 dBA on the curb side and 85.2 dBA on the streetside. These correspond to an hourly average noise level of 42.9 dBA Leq on the curb side and 49.6 dBALeq on the curb side, or an average of 46.0 dBA Leq at 50 feet.

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The noise emission level of the standard FHWA TNM 2.5 ‘bus’ vehicle type is such that the hourlyaverage noise level produced by a long flat straight roadway carrying one vehicle per hour at a constantspeed of 25 mph is approximately 41.4 dBA Leq at 50 feet from the centerline. The noise level of theproposed Van Hool bus is approximately 4.6 dBA higher than the standard TNM 2.5 bus; therefore, a+4.6 dBA correction was applied to predicted bus noise levels in the analysis.

Implementation of the Project would also result in the redistribution of some non-bus vehicle traffic fromProject alignment roadway to intersecting and/or parallel roadways. The No-Build and Build PM peak-hour traffic volumes along off-alignment segments affected by the Project were compared. Segmentspredicted to experience a vehicle increase of less than 50% were omitted from the analysis. Segmentspredicted to experience a vehicle increase of 50% or more were analyzed at the level of detail applied toon-alignment segments.

Table 10 shows traffic noise levels, with and without the Project, respectively. Note that all noise levelsare rounded to the nearest decibel. The 2009 No-Build noise level dictates the FTA criteria for Moderateand Severe impacts; these criteria, and the distances from the outer lanes to these thresholds, are alsoshown in Table 10. Distances of less than 10 feet were assumed to include only roadway and sidewalkand thus were not reported. Distances to Moderate or Severe impact criteria of less than 25 feet wereassumed to result in no impacts because this area typically includes only parking, right-of-way, andsidewalks; noise-sensitive areas within 25 feet of the center of the outer lanes seldom occur.

Mitigation of traffic impacts associated with the project would result in increased traffic volumes alongthree segments: International Boulevard at 29th Avenue, San Leandro Street at High Street, and SanLeandro Street at Fruitvale Avenue. The traffic increases did not cause volumes along the off-alignmentsegments of San Leandro Street to increase by 50% or more, and thus were not analyzed. The trafficincrease along International Boulevard was analyzed and found to result in a negligible (<0.5 dBA) noiseincrease from the without-traffic-mitigation condition.

An analysis of 2009 No-Build and 2009 Build noise levels was also conducted. Results are shown inTable 11.

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Table 10. Summary of Noise Impacts for Project Roadways: 2015 No-Build vs. 2015 Build

Roadway Segment

2015No-Build

NoiseLevel(dBA)

2015BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

Shattuck Avenue Bancroft Way - Durant Avenue 68 68 69 / 71 15 - 71 / 74 - - NoneDurant Avenue Shattuck Avenue - Fulton Street 63 63 65 / 67 11 - 67 / 71 - - NoneDurant Avenue Fulton Street - Telegraph Avenue 64 64 66 / 68 11 - 68 / 71 - - NoneBancroft Way Shattuck Avenue - Oxford Street 67 67 68 / 70 16 - 71 / 73 - - NoneBancroft Way Oxford Street - Ellsworth Avenue 66 66 67 / 70 16 - 70 / 73 - - NoneBancroft Way Ellsworth Avenue - Dana Street 67 66 68 / 70 - - 71 / 73 - - NoneBancroft Way Dana Street - Telegraph Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneDwight Way Shattuck Avenue - Telegraph Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneDana Street Bancroft Way - Durant Avenue 63 63 65 / 67 - - 67 / 71 - - None

Telegraph Avenue Bancroft Way - Durant Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneTelegraph Avenue Durant Avenue - Haste Street 65 65 66 / 69 16 - 69 / 72 - - NoneTelegraph Avenue Haste Street - Dwight Way 66 66 67 / 70 16 - 70 / 73 - - NoneTelegraph Avenue Dwight Way - Blake Street 67 66 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue Blake Street - Derby Street 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Derby Street - Russell Street 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Russell Street - Ashby Avenue 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Ashby Avenue - Webster Street 68 68 69 / 71 15 - 71 / 74 - - NoneTelegraph Avenue Webster Street - Woolsey Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue Woolsey Street - Alcatraz Avenue 69 69 70 / 72 16 - 72 / 75 - - NoneTelegraph Avenue Alcatraz Avenue - Aileen Street 70 68 71 / 73 - - 73 / 75 - - NoneTelegraph Avenue Aileen Street - 56th Street 70 68 71 / 73 - - 73 / 75 - - NoneTelegraph Avenue 56th Street - 55th Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 55th Street - 52nd Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 52nd Street - 51st Street 70 69 71 / 73 - - 73 / 75 - - NoneTelegraph Avenue 51st Street - 50th Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 50th Street - 48th Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 48th Street - 47th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 47th Street - 46th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 46th Street - 45th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 45th Street - 42nd Street 69 68 70 / 72 - - 72 / 75 - - None

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Roadway Segment

2015No-Build

NoiseLevel(dBA)

2015BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

Telegraph Avenue 42nd Street - 40th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 40th Street - W. MacArthur Boulevard 68 68 69 / 71 15 - 71 / 74 - - NoneTelegraph Avenue W. MacArthur Boulevard - Hawthorne Avenue 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue Hawthorne Avenue - 29th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 29th Street - 27th Street 68 67 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 27th Street - W Grand Avenue 67 67 68 / 70 15 - 71 / 73 - - NoneTelegraph Avenue W Grand Avenue - 20th Street 68 67 69 / 71 - - 71 / 74 - - None

Broadway 20th Street - 14th Street 67 66 68 / 70 - - 71 / 73 - - NoneBroadway 14th Street - 12th Street 66 66 67 / 70 15 - 70 / 73 - - NoneBroadway 12th Street - 11th Street 66 66 67 / 70 15 - 70 / 73 - - None11th Street Broadway - Oak Street 66 66 67 / 70 17 - 70 / 73 - - None12th Street Broadway - Oak Street 66 66 67 / 70 16 - 70 / 73 - - None

E 12th Street 2nd Avenue - 4th Avenue 67 66 68 / 70 - - 71 / 73 - - NoneE 12th Street 4th Avenue - 5th Avenue 67 67 68 / 70 16 - 71 / 73 - - NoneE 12th Street 5th Avenue - 8th Avenue 67 67 68 / 70 16 - 71 / 73 - - NoneE 12th Street 8th Avenue - 14th Avenue (West) 65 65 66 / 69 16 - 69 / 72 - - NoneE 12th Street 14th Avenue (West) - Fruitvale Avenue 68 69 69 / 71 25 11 71 / 74 - - None

International Boulevard 1st Avenue - 2nd 68 68 69 / 71 15 - 71 / 74 - - NoneInternational Boulevard 2nd - 4th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 4th Avenue - 5th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 5th Avenue - 7th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 7th Avenue - 8th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 8th Avenue - 10th 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 10th - 13th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 13th Avenue - 14th Avenue (East) 68 66 69 / 71 - - 71 / 74 - - NoneInternational Boulevard 14th Avenue (East) - 19th Avenue 69 66 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 19th Avenue - 22nd Avenue 69 66 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 22nd Avenue - 23rd Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 23rd Avenue - 29th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 29th Avenue - Fruitvale Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard Fruitvale Avenue - 34th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 34th Avenue - 35th Avenue 69 68 70 / 72 - - 72 / 75 - - None

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Roadway Segment

2015No-Build

NoiseLevel(dBA)

2015BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

International Boulevard 35th Avenue - 36th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 36th Avenue - 38th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 38th Avenue - 42nd Avenue 70 69 71 / 73 - - 73 / 75 - - NoneInternational Boulevard 42nd Avenue - High Street 70 68 71 / 73 - - 73 / 75 - - NoneInternational Boulevard High Street - 46th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 46th Avenue - Seminary Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard Seminary Avenue - 66th Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 66th Avenue - Hegenberger Expressway 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard Hegenberger Expressway - 81st Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 81st Avenue - 82nd Avenue 69 68 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 82nd Avenue - 85th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 85th Avenue - 90th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 90th Avenue - 98th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 98th Avenue - 105th Avenue 69 68 70 / 72 - - 72 / 75 - - None

E 14th Avenue Durant - Broadmoor 67 67 68 / 70 15 - 71 / 73 - - None14th Avenue Dutton Avenue - Haas Avenue 69 69 70 / 72 18 - 72 / 75 - - None14th Avenue Haas Avenue - Hays Street 69 68 70 / 72 12 - 72 / 75 - - None14th Avenue Hays Street - Davis Street 68 68 69 / 71 16 - 71 / 74 - - None14th Avenue Davis Street - Estudillo Avenue 68 68 69 / 71 16 - 71 / 74 - - None14th Avenue Estudillo Avenue - San Leandro Boulevard 69 69 70 / 72 17 - 72 / 75 - - None13th Avenue E 12th Street - International Boulevard 66 67 67 / 70 25 10 70 / 73 - - None47th Street Shattuck Avenue - Telegraph Avenue 65 65 66 / 69 19 - 69 / 72 - - None56th Street Shattuck Avenue - Telegraph Avenue 66 66 67 / 70 19 - 70 / 73 - - None

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Table 11. Summary of Noise Impacts for Project Roadways: 2009 No-Build vs. 2009 Build

Roadway Segment

2009No-Build

NoiseLevel(dBA)

2009BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

Shattuck Avenue Bancroft Way - Durant Avenue 67 67 68 / 70 - - 71 / 73 - - NoneDurant Avenue Shattuck Avenue - Fulton Street 63 63 65 / 67 11 - 67 / 71 - - NoneDurant Avenue Fulton Street - Telegraph Avenue 64 64 66 / 68 11 - 68 / 71 - - NoneBancroft Way Shattuck Avenue - Oxford Street 67 67 68 / 70 16 - 71 / 73 - - NoneBancroft Way Oxford Street - Ellsworth Avenue 66 66 67 / 70 16 - 70 / 73 - - NoneBancroft Way Ellsworth Avenue - Dana Street 66 66 67 / 70 - - 70 / 73 - - NoneBancroft Way Dana Street - Telegraph Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneDwight Way Shattuck Avenue - Telegraph Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneDana Street Bancroft Way - Durant Avenue 63 63 65 / 67 - - 67 / 71 - - None

Telegraph Avenue Bancroft Way - Durant Avenue 65 65 66 / 69 16 - 69 / 72 - - NoneTelegraph Avenue Durant Avenue - Haste Street 65 65 66 / 69 16 - 69 / 72 - - NoneTelegraph Avenue Haste Street - Dwight Way 66 66 67 / 70 16 - 70 / 73 - - NoneTelegraph Avenue Dwight Way - Blake Street 66 66 67 / 70 - - 70 / 73 - - NoneTelegraph Avenue Blake Street - Derby Street 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Derby Street - Russell Street 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Russell Street - Ashby Avenue 67 67 68 / 70 16 - 71 / 73 - - NoneTelegraph Avenue Ashby Avenue - Webster Street 68 68 69 / 71 15 - 71 / 74 - - NoneTelegraph Avenue Webster Street - Woolsey Street 68 68 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue Woolsey Street - Alcatraz Avenue 69 69 70 / 72 16 - 72 / 75 - - NoneTelegraph Avenue Alcatraz Avenue - Aileen Street 69 68 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue Aileen Street - 56th Street 69 69 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 56th Street - 55th Street 69 69 70 / 72 15 - 72 / 75 - - NoneTelegraph Avenue 55th Street - 52nd Street 69 69 70 / 72 15 - 72 / 75 - - NoneTelegraph Avenue 52nd Street - 51st Street 69 69 70 / 72 - - 72 / 75 - - NoneTelegraph Avenue 51st Street - 50th Street 68 68 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 50th Street - 48th Street 68 68 69 / 71 - - 71 / 74 - - NoneTelegraph Avenue 48th Street - 47th Street 67 67 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 47th Street - 46th Street 67 67 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 46th Street - 45th Street 67 66 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 45th Street - 42nd Street 68 68 69 / 71 - - 71 / 74 - - None

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Roadway Segment

2009No-Build

NoiseLevel(dBA)

2009BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

Telegraph Avenue 42nd Street - 40th Street 67 66 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 40th Street - W. MacArthur Boulevard 68 68 69 / 71 15 - 71 / 74 - - NoneTelegraph Avenue W. MacArthur Boulevard - Hawthorne Avenue 67 66 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue Hawthorne Avenue - 29th Street 67 67 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 29th Street - 27th Street 67 66 68 / 70 - - 71 / 73 - - NoneTelegraph Avenue 27th Street - W Grand Avenue 67 67 68 / 70 15 - 71 / 73 - - NoneTelegraph Avenue W Grand Avenue - 20th Street 67 67 68 / 70 - - 71 / 73 - - None

Broadway 20th Street - 14th Street 66 66 67 / 70 - - 70 / 73 - - NoneBroadway 14th Street - 12th Street 66 66 67 / 70 15 - 70 / 73 - - NoneBroadway 12th Street - 11th Street 66 66 67 / 70 15 - 70 / 73 - - None11th Street Broadway - Oak Street 66 66 67 / 70 17 - 70 / 73 - - None12th Street Broadway - Oak Street 66 66 67 / 70 16 - 70 / 73 - - None

E 12th Street 2nd Avenue - 4th Avenue 66 66 67 / 70 - - 70 / 73 - - NoneE 12th Street 4th Avenue - 5th Avenue 66 65 67 / 70 - - 70 / 73 - - NoneE 12th Street 5th Avenue - 8th Avenue 67 67 68 / 70 16 - 71 / 73 - - NoneE 12th Street 8th Avenue - 14th Avenue (West) 65 65 66 / 69 16 - 69 / 72 - - NoneE 12th Street 14th Avenue (West) - Fruitvale Avenue 67 67 68 / 70 11 - 71 / 73 - - None

International Boulevard 1st Avenue - 2nd Avenue 67 67 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 2nd Avenue - 4th Avenue 67 67 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 4th Avenue - 5th Avenue 67 67 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 5th Avenue - 7th Avenue 67 67 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 7th Avenue - 8th Avenue 67 67 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 8th Avenue - 10th Avenue 67 66 68 / 70 - - 71 / 73 - - NoneInternational Boulevard 10th Avenue - 13th Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 13th Avenue - 14th Avenue (East) 68 68 69 / 71 16 - 71 / 74 - - NoneInternational Boulevard 14th Avenue (East) - 19th Avenue 68 68 69 / 71 - - 71 / 74 - - NoneInternational Boulevard 19th Avenue - 22nd Avenue 68 68 69 / 71 - - 71 / 74 - - NoneInternational Boulevard 22nd Avenue - 23rd Avenue 68 68 69 / 71 - - 71 / 74 - - NoneInternational Boulevard 23rd Avenue - 29th Avenue 68 68 69 / 71 - - 71 / 74 - - NoneInternational Boulevard 29th Avenue - Fruitvale Avenue 69 69 70 / 72 16 - 72 / 75 - - NoneInternational Boulevard Fruitvale Avenue - 34th Avenue 69 69 70 / 72 16 - 72 / 75 - - NoneInternational Boulevard 34th Avenue - 35th Avenue 69 69 70 / 72 15 - 72 / 75 - - None

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Roadway Segment

2009No-Build

NoiseLevel(dBA)

2009BuildNoiseLevel(dBA)

Category 1&2Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet)

Category 3Criteria:

(M)oderate /(S)evere

(dBA)

Distance from Outer Lane toNoise Impact Contours (feet) Degree of

ImpactModerate Severe Moderate Severe

International Boulevard 35th Avenue - 36th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 36th Avenue - 38th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 38th Avenue - 42nd Avenue 69 69 70 / 72 - - 72 / 75 - - NoneInternational Boulevard 42nd Avenue - High Street 69 69 70 / 72 - - 72 / 75 - - NoneInternational Boulevard High Street - 46th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 46th Avenue - Seminary Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard Seminary Avenue - 66th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 66th Avenue - Hegenberger Expressway 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard Hegenberger Expressway - 81st Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 81st Avenue - 82nd Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 82nd Avenue - 85th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 85th Avenue - 90th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 90th Avenue - 98th Avenue 69 69 70 / 72 15 - 72 / 75 - - NoneInternational Boulevard 98th Avenue - 105th Avenue 68 68 69 / 71 - - 71 / 74 - - None

E 14th Street Durant Avenue – Broadmoor Boulevard 67 67 68 / 70 15 - 71 / 73 - - NoneE 14th Street Dutton Avenue - Haas Avenue 68 68 69 / 71 12 - 71 / 74 - - NoneE 14th Street Haas Avenue - Hays Street 68 68 69 / 71 12 - 71 / 74 - - NoneE 14th Street Hays Street - Davis Street 67 67 68 / 70 - - 71 / 73 - - NoneE 14th Street Davis Street - Estudillo Avenue 68 68 69 / 71 16 - 71 / 74 - - NoneE 14th Street Estudillo Avenue - San Leandro Boulevard 68 68 69 / 71 11 - 71 / 74 - - None13th Avenue E 12th Street - International Boulevard 65 65 66 / 69 14 - 69 / 72 - - None47th Street Shattuck Avenue - Telegraph Avenue 66 66 67 / 70 17 - 70 / 73 - - None56th Street Shattuck Avenue - Telegraph Avenue 66 66 67 / 70 16 - 70 / 73 - - None

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As shown in Table 10 and Table 11, Moderate or Severe Impact contours greater than 25 feet from thecenter of the outer lane would not occur along any roadway segment.

4.2.2 Operational Vibration

The Project was screened for potential vibration impacts in accordance with FTA guidelines, which aredescribed in Section 2.2.2 of this report. There will not be expansion joints, speed bumps, or other designfeatures that result in unevenness in the road surface near vibration-sensitive buildings. There are noknown vibration sensitive manufacturing or research land uses close to BRT buses operating in thededicated transit lanes (approximately 76% of the LPA alignment and 82% of the DOSL alignment) or inmixed-flow traffic lanes. Dedicated transit lanes are proposed for reconstruction to provide a smooth,stable and sturdy pavement surface. Improvements will also be made to mixed-flow traffic lanes used byBRT buses where appropriate to remove substandard pavement and provide a smooth and sturdypavement surface.

The proposed BRT bus for the Project will be similar to buses that operate along the Project alignmentcurrently. Approximately 60-foot long, articulated, three-axle buses provide service today. During thepeak, nine buses per hour currently operate in each direction. They will be replaced by similarly sizedbuses when the project opens for revenue service in or around 2016. (Note: The BRT prototype bus willinclude several new features such hybrid propulsion and doors on both the left and right side of thevehicle but continue to be articulated with three axles, one providing propulsion.) During the peak, up to12 buses per hour will operate in each direction. Buses will not operate inside or directly underneathbuildings that are vibration sensitive. Buses have rubber tires and suspension systems that isolatevibrations from the ground.

A screening evaluation was performed, incorporating the environmental factors and characteristics of busoperations described above, to determine whether BRT buses might generate vibrations affecting landuses adjacent to the Project alignment. The screening procedure did not identify any areas whereoperational vibration impacts have the possibility to create a significant impact. Therefore, a moredetailed assessment of impacts is not warranted per FTA guidance (FTA 2006).

4.3 CONSTRUCTION

Construction would occur at various locations within the City of Oakland and the City of San Leandro.No construction would occur in the City of Berkeley. BRT-only guideways would be constructed in thefollowing locations, with associated restriping:

Center of Telegraph Avenue between Woolsey Avenue and 20th Street

Intersection of Broadway and 20th Street

West side of 11th Street between Broadway and 1st Avenue

East side of 12th Street between Broadway and 1st Avenue

West side of East 12th Street between 1st Avenue and 13th Avenue

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East side of International Boulevard between 1st Avenue and 14th Avenue

Center of International Boulevard between 15th Avenue and Durant Avenue

Center of East 14th Street between Durant Avenue and Georgia Way

All construction would occur during daytime hours of 7:00 a.m. to 7:00 p.m.

4.3.1 Construction Noise

Construction noise varies depending on the construction process, type of equipment involved, location ofthe construction site with respect to sensitive receptors, the schedule proposed to carry out each task (e.g.,hours and days of the week) and the duration of the construction work. The assessment of potentialsignificant noise effects resulting from construction is based on the standards and procedures described inthe FTA guidance manual and the FHWA Roadway Construction Noise Model (RCNM). Noise sourcesin the RCNM database include actual noise levels and usage percentages derived from multiple fieldmeasurements and observations; this source data was used in the construction noise analysis. Refer toTable 12.

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Table 12. Construction Equipment Noise Levels and Usage Factor

Equipment Typical Lmax @ 50’ Usage Factor

Bulldozer 81.7 dBA 40%Water Truck 74.3 dBA 40%

Roller 80.0 dBA 20%Concrete Mixer Truck 78.8 dBA 40%Pavement Scarifier 89.5 dBA 20%

Street Sweeper 81.6 dBA 10%Jackhammer 88.9 dBA 20%

Bobcat 77.6 dBA 40%Trencher 80.4 dBA 50%

Concrete Pump Truck 81.4 dBA 20%Crane 80.6 dBA 16%

Generator 80.6 dBA 50%Note: Lmax = maximum noise levelSource: FHWA RCNM 2006 / FTA 2006

This construction noise analysis assumes that noise would decrease at a rate of 6 dBA per doubling ofdistance from the construction site. At this early stage of the project, there is no detailed schedule of theactual equipment involved during construction. However, for the purpose of this initial noise evaluation,the effect of using typical heavy equipment during construction has been evaluated. Noise levels arereported in terms of 8-hour Leq.

The FTA construction noise criteria contain noise level thresholds, unlike the municipal codes of thecities of Oakland and San Leandro. As such, construction noise levels were evaluated against FTAcriteria. No construction would occur in the City of Berkeley.

Noise levels associated with various phases of construction were estimated by Parsons, as shown inFigure 6. Unmitigated construction noise levels within 100 feet of construction activity are projected toexceed 80 dBA Leq, exceeding the FTA threshold.

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Source: Parsons 2006

Figure 6. Typical Construction Noise Levels

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Another area where construction noise impacts may occur would be at sensitive land uses that areadjacent to construction lay-down or staging areas. These are areas where construction equipment andmaterials are stored and accessed during the construction period. At the time of this study, specificlocations and details of the lay-down areas were undecided. If a lay-down area is selected that is within 90feet of a residential area, it is possible that noise impacts could occur, and mitigation would be required.

4.3.2 Construction Vibration

Two types of construction vibration impact were analyzed: (1) human annoyance and (2) buildingdamage. Human annoyance occurs when construction vibration rises significantly above the threshold ofhuman perception for extended periods of time. Building damage can be cosmetic or structural. Fragilebuildings such as historical structures or ancient ruins are generally more susceptible to damage fromground vibration. Normal buildings that are not particularly fragile would not experience any cosmeticdamage (e.g., plaster cracks) at distances beyond 30 feet based on typical construction equipmentvibration levels. This distance can vary substantially depending on the soil composition and undergroundgeological layer between vibration source and receiver. In addition, not all buildings respond similarly tovibration generated by construction equipment.

Construction equipment vibration levels were obtained from the FTA guidance manual (FTA 2006), asshown in Table 12. The distances shown in Table 13 are the minimum distances at which short-termconstruction vibration impacts may occur. Mitigation would be required if construction equipment wereto operate within the distances shown in Table 13 from wood-framed buildings, such as single familyresidences, located along the project alignment.

Table 13.Construction Equipment Vibration Source Levels

Equipment PPV at 25 feet Approximate VelocityLevel at 25 feet

Large Bulldozer 0.089 in/sec 87 VdBLoaded Trucks 0.076 in/sec 86 VdB

Excavator 0.11 in/sec 89 VdBSmall Bulldozer 0.003 in/sec 58 VdB

Vibratory Compactor / Roller 0.55 in/sec 103 VdBSource: FTA 2006

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Table 14. Construction Equipment Vibration Impact Distances

Equipment Distance toVibration Annoyance1

Distance to VibrationBuilding Damage2

Large Bulldozer 45 feet -Loaded Trucks 40 feet -

Excavator 50 feet -Small Bulldozer - -

Vibratory Compactor / Roller 85 feet 15 feetNotes:1. This is the distance at which the RMS velocity level is 80 VdB or lessat the inside of the building structure. When propagating from the groundsurface to the building structure foundation, there is a vibratory couplingloss of approximately 5 dB; however, this loss is offset by the buildingamplification in light-frame construction. Thus, no additional adjustmentsare applied (Source: FTA 2006).2. This is the distance at which the peak particle velocity is 0.50 in/sec or less.Distances less than 10 feet are unreported.

4.4 DOWNTOWN OAKLAND – SAN LEANDRO BART ALTERNATIVE

The Downtown Oakland – San Leandro BART (DOSL) alternative is simply the southern portion of thepreferred alternative; it consists of the preferred alternative as defined in Section 1.1.1 of this report, lesssegments 1-3 of the alignment. This alternative does not include any changes to segments 4- 11 of thealignment. As such, all findings of impact associated with Segments 4-11 of the preferred alternative areapplicable to the DOSL alternative.

4.5 MITIGATION

This section discusses the possible mitigation measures that can be implemented to either reduce ormitigate the impacts generated by the construction of the proposed project.

4.5.1 Operation Noise and Vibration

No impacts were identified. No mitigation is necessary.

4.5.2 Construction

4.5.2.1 Construction Noise

4.5.2.1.1 Impact Significance without Mitigation

The unmitigated construction noise level would exceed FTA thresholds at noise sensitive areas within100 feet of construction activity. The impact at these areas is significant.

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4.5.2.1.2 Construction Noise Mitigation

Noise barriers such as walls are commonly used to reduce outdoor and indoor noise levels fromconstruction sources. The effectiveness of a barrier depends on the distance from the source to the barrier,the distance from the receiver to the barrier, and the relative height of the barrier above the line-of-sightbetween the source and receiver. To be effective, a barrier must block this line-of-sight, be constructed ofsolid material (such as concrete masonry), and be long enough to prevent sound from flanking around theends.

The Fresnel diffraction method (Harris 1998) was used to estimate the noise reduction achieved by noisebarriers (insertion loss ILbarrier). The calculations are based on the formulas

dddN 21/2and

]103[log10 NKILbarrier where

N = Fresnel number,= wavelength,

d1 = distance from source to top of barrier,d2 = distance from receiver to top of barrier,d = distance from source to barrier, andK = correction factor for atmospheric effects;

K=1 for distances less than 100 meters.

For construction, the noise source height was assumed to be 11 feet above local ground level, and thereceiver height was assumed to be 5 feet above local ground level. Placement of a 12-foot-high noisebarrier between the noise source and the receiver, 10 feet from the noise source, would achieveapproximately 12 dBA of insertion loss, reducing the noise level to below 80 dBA Leq. The wall mustincorporate returns or be sufficiently long to reduce flanking noise.

In addition, to avoid unnecessary annoyance from construction noise, the following construction noisecontrol measures should be implemented:

Perform all construction in a manner to minimize noise and vibration. The contractor should berequired to select construction processes and techniques that create the lowest noise levels.

Equip all internal combustion engines with a muffler of a type recommended by themanufacturer.

Turn off idling equipment.

Perform noisier operation during the times least sensitive to receptors.

Locate laydown areas at least 300 feet from any residence or noise-sensitive receptor.

Implement a noise control monitoring program to limit the impacts.

The construction contractor should be required by contract specification to comply with all localnoise ordinances and obtain all necessary permits and variances.

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4.5.2.1.3 Impact Significance with Mitigation

With the specified mitigation, the construction noise level would be below FTA thresholds at all noisesensitive areas. The impact is less than significant with mitigation.

4.5.2.2 Construction Vibration

4.5.2.2.1 Impact Significance without Mitigation

The unmitigated construction vibration level would exceed FTA thresholds at vibration sensitive areaswithin 85 feet of guideway construction activity. The impact at these areas is significant.

4.5.2.2.2 Construction Vibration Mitigation

It is expected that ground-borne vibration from construction activities would cause only intermittentlocalized intrusion along the East Bay BRT route. Processes such as earth moving with bulldozers, andthe use of vibratory compaction rollers can create annoying vibration. There are cases where it may benecessary to use this type of equipment in close proximity to residential buildings. Following are someprocedures that can be used to minimize the potential for annoyance or damage from constructionvibration:

When possible, limit the use of construction equipment that creates high vibration levels, such asvibratory rollers and hammers, operating within 130 feet of residential structures.

Require vibration monitoring during vibration-intensive activities.

Restrict the hours of vibration-intensive equipment or activities such as vibratory rollers so thatimpacts to residents are minimal (e.g., weekdays during daytime hours only when as manyresidents as possible are away from home).

4.5.2.2.3 Impact Significance with Mitigation

With the specified mitigation, the construction vibration level is below FTA thresholds at all vibrationsensitive areas. The impact is less than significant with mitigation.

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5.0 REFERENCES

Cambridge Systematics. 2010.

City of Berkeley. Municipal Code.

City of Oakland. Municipal Code.

City of San Leandro. Municipal Code.

Federal Highway Administration (FHWA). 2006. FHWA Roadway Construction Noise Model. FinalReport. January.

Federal Transit Administration (FTA). 2006. Transit Noise and Vibration Impact Assessment. FTA-VA-90-1003-06. May.

Harris, Cyril M. 1998. Handbook of Acoustical Measurements and Noise Control, Third Edition.Acoustical Society of America. Woodbury, NY.

International Organization For Standardization (ISO). 1996a. Description and Measurement ofEnvironmental Noise, Basic Quantities and Procedures Part 1. ISO 1996/1.

1996b. Description and Measurement of Environmental Noise, Basic Quantities and Procedures,Acquisition of Data Pertinent to Land Use, Part 2. ISO 1996/2.

1996c. Description and Measurement of Environmental Noise, Basic Quantities and Procedures,Application to Noise Limits, Part 3. ISO 1996/3.

Parsons. 2006. East Bay Bus Rapid Transit Project Noise and Vibration Impact Assessment TechnicalReport. January 6.