APPENDIX G - AIRCRAFT NOISE ANALYSIS

APPENDIX G - AIRCRAFT NOISE ANALYSIS

Camarillo Hotel and Conference Center Draft Environmental Impact Report G

City of Camarillo ACTA Inc Hotel and Conference Center Aircraft Noise Analysis Job #1014 Task 2 ACTA Report 17-1014-2 August 24, 2017

ACTA Inc Report No.

17-1014-2

AIRCRAFT NOISE ANALYSIS

FOR CAMARILLO HOTEL AND CONFERENCE CENTER

Prepared for

City of Camarillo 601 Carmen Drive

Camarillo, CA 93012

Prepared by:

ACTA Inc

2730 Skypark Drive

Torrance, CA 90505

August 24, 2017


i

TABLE OF CONTENTS Section Page

1. INTRODUCTION 1

2. SITE LOCATION 2

3. METHODOLOGY 4

4. RESULTS 10

5. CONCLUSIONS 11


ii

LIST OF FIGURES

Figure Page Figure 2-1 Springville Specific Plan Site – Camarillo, California . Error! Bookmark not defined.

Figure 2-2 Springville Specific Plan Site ...................................... Error! Bookmark not defined.

Figure 2-3 Springville Specific Plan Site and the Camarillo Airport RunwayError! Bookmark not defined.

Figure 3-1 Camarillo Airport Fixed Wing Arrival Tracks ............................................................. 5

Figure 3-2 Camarillo Airport Fixed Wing Departure Tracks ....................................................... 6

Figure 3-3 Camarillo Airport Helicopter Tracks .......................................................................... 7

Figure 3-4 Arrival and Departure Tracks Selected for Single Event Noise Analysis .................... 8

Figure 3-5 INM Input File Showing Single Event Noise Level Locations and Flight Tracks ........ 9

Figure 5-1 A-Weighted Noise Level Fluctuations and Dose........ Error! Bookmark not defined.

Figure 5-2 Common Environmental Sound Levels in dBA ........................................................14

LIST OF TABLES

Table Page Table 3-1 Aircraft Used to Generate Noise Impacts to SSP Site 4

Table 4-1 Single Event Noise Levels – Arrival Tracks 10

Table 4-2 Single Event Noise Levels – Departure Tracks 10

Table 4-3 Single Event Noise Levels – Helicopter Tracks 10

City of Camarillo 1 ACTA Inc Hotel and Conference Center Aircraft Noise Analysis Job #1014 Task 2 ACTA Report 17-1014-2 August 24, 2017

1. INTRODUCTION This analysis was conducted to determine the potential single event noise impacts to the Hotel and Conference Center (HCC), [1], from operations at the Camarillo Airport (CMA). The site is located approximately 4,500 ft northeast of the westerly end of the Camarillo Airport runway 8-26.

This analysis predicts the single event noise equivalent level (SENEL) at 6 locations on the site as a result of fixed wing and helicopter operations. Arrivals and departures of fixed wing aircraft and helicopters were selected to correspond to those that operate either over or close to the site as they would create the greatest potential for noise impact.


2. SITE LOCATION

Figure 2-11 shows the HCC site location in relation to the Camarillo Airport, which is located south of the 101 Freeway on the east side of Las Posas Rd in the City of Camarillo. Figure 2-21 shows the specific site plan, including the proposed locations of various buildings.

Figure 2-1. Hotel and Conference Center Site Location Relative to Camarillo Airport

1 Provided by Cadence Environmental Consultants, 816 Sausalito Drive, Camarillo CA


Figure 2-2. Hotel and Conference Center Specific Site Plan


3. METHODOLOGY ACTA used the latest version of the Integrated Noise Model (INM) to compute the single event noise levels at 6 selected locations on the HCC site. Three of these locations were chosen as they could potentially be located directly under a small fixed winged aircraft arrival track from the north. A further 3 locations were chosen because they could potentially be located almost directly under a helicopter departure track to the north. Figures 3-1, 3-2 and 3-3 show the Camarillo Airport flight tracks for fixed wing arrivals, fixed wing departures and the arrival and departure tracks for helicopters. This flight track information was provided by the Airport. Figure 3-4 shows the flight tracks considered in this analysis. These tracks were chosen based on their proximity to the HCC site and include tracks used by large, medium and small fixed wing aircraft as well as small and medium/large helicopters. They are labeled D(number) for a fixed wing departure track and A(number), for a fixed wing arrival track. Four fixed wing departure tracks and four fixed wing arrival tracks were chosen as those that would produce the highest fixed wing aircraft noise impacts to the site. In addition, one helicopter departure track, SH4D, and one helicopter arrival track, SH4A, was chosen, as these would produce the highest helicopter noise impacts to the site. Figure 3-4 also shows the 6 locations on the HCC site for which single event noise levels were calculated and which are labeled N1, N2, N3, N4, N5, and N6. Figure 3-5 is a screen capture of the INM input file used to calculate the single event noise levels at Locations N1 through N6. The latitude/longitude locations for which single event noise levels were calculated are POC1 through POC6, which correspond to N1 through N6 of Figure 3-5. Table 3-1 specifies the aircraft used to generate the noise impacts on each of the flight track shown in Figure 2-4.

Table 3-1 Aircraft Used to Generate Noise Impacts to HCC Site

Flight Track Aircraft Max Gross Takeoff Weight (lb)

A2, A13, D6 DASH 6, LEAR 36 15,000, 18,000

A11, D14 Cessna 206H 3,800

A16, D32 BARON 58P 6,750

D11 DASH 6, LEAR 36 15,000, 18,000

SH4 A Bell 206L, Bell 212 3,000, 11,200

SH4 D Bell 206L, Bell 212 3,000, 11,200


Figure 3-1 Camarillo Airport Fixed Wing Arrival Tracks


Figure 3-2 Camarillo Airport Fixed Wing Departure Tracks


Figure 3-3 Camarillo Airport Helicopter Tracks


Figure 3-4 Arrival and Departure Tracks Selected for Single Event Noise Analysis


Location Latitude Longitude POC1 34.216630 -119.069027 POC2 34.216296 -119.069339 POC3 34.217529 -119.067807 POC4 34.217318 -119.066731 POC5 34.218261 -119.066018 POC6 34.218273 -119.065141

Figure 3-5 INM Input File Showing Single Event Noise Level Locations and Flight Tracks


4. RESULTS The results of the single event noise analysis are provided in Tables 4-1, 4-2 and 4-3.

Table 4-1 Single Event Noise Levels – Arrival Tracks

Track Aircraft Single Event Noise Level (dB)

Size Weight (lbs) 2 Designation N1 N2 N3 N4 N5 N6 A11 Small 3,800 Cessna 206H 77.1 77.7 76.4 76.9 76.8 77.3 A16 Medium 6,750 Baron 58P 76.8 77.8 74.3 74.6 72.3 72.3 A13 Large1 15,000 - 18,000 Dash 6/Lear 36 74.3 75.6 71.2 72 69.2 69.3 A02 Large1 15,000 - 18,000 Dash 6/Lear 36 47.2 47.4 46.5 45.9 45.5 45.1

1 The largest value from the turbo-prop DASH 6 and the LEAR 36 Jet 2 Maximum gross takeoff weight

Table 4-2 Single Event Noise Levels – Departure Tracks


Size Weight (lbs) 2 Designation N1 N2 N3 N4 N5 N6 D14 Small 3,800 Cessna 206H 87.9 88.1 86.9 85.5 84.9 83.8 D32 Medium 6,750 Baron 58P 64.7 64.7 64.8 64.1 64.3 63.9 D11 Large1 15,000 - 18,000 Dash 6/Lear 36 64.0 64.0 63.5 62.6 62.5 61.9 D08 Large1 15,000 - 18,000 Dash 6/Lear 36 92.5 93.1 90.8 91.0 89.2 88.9

1 The largest value from the turbo-prop DASH 6 and the LEAR 36 Jet 2 Maximum gross takeoff weight

Table 4-3 Single Event Noise Levels – Helicopter Tracks


Size Weight (lbs) 1 Designation N1 N2 N3 N4 N5 N6 SH4A Small 3,000 Bell 206L 64.3 64.4 63.8 63.3 63.1 62.6 SH4 A Large 11,200 Bell 212 Huey 71.1 71.2 70.7 70.1 69.9 69.5 SH4 D Small 3,000 Bell 206L 60.3` 60.5 59.6 59.1 58.7 58.3 SH4 D Large 11,200 Bell 212 Huey 69.3 69.4 68.7 68.3 67.9 67.6

1 Maximum gross takeoff weight


5. CONCLUSIONS This analysis was conducted to determine the single event noise exposure levels (SENEL) that could be expected at the HCC site from aircraft operations at the City of Camarillo Airport. It is useful to define A-Weighted Sound Level, Maximum A-Weighted Sound Level Lmax, Single Event Noise Exposure Level and Community Noise Exposure Level, CNEL. A-Weighted Sound Level: The sound pressure level in decibels as measured on a sound level meter using the A-weighted filter network, which de-emphasizes the very low and very high frequency components of the sound in a manner similar to the response of the human ear. It is a numerical means of rating human judgment of the loudness of a noise source.

Maximum A-Weighted Sound Level, Lmax: The maximum instantaneous A-Weighted sound level generated by a noise event. It does not provide any information as to the variability with time to a recipient of a noise event.

Single Event Noise Exposure Level, SENEL: The summation of the sound energy level over the duration of an event, where duration is defined as the period from when A-weighted sound level exceeds a threshold level until that level drops below the threshold. In order to account for the different durations that occur with different noise occurrences, the noise dose is normalized to a one-second duration, which dose is defined as the SENEL.

Community Noise Exposure Level, CNEL: The CNEL Noise Standard was developed by the State of California, which specified noise standards in 1070.2 The CNEL defines a noise dose that accumulates over a period of 24 hours. This is best illustrated by an example as shown in Figure 5-13, the first frame of which shows that the sound level increases as an aircraft approaches and then decreases as it passes over a recipient. The area under the curve represents the noise dose received by a recipient during the 1-minute period of the sample. The center frame includes the 1-minute time period within a 1-hour period, during which 16 aircraft pass the receiver (16 peak noise events shown). Each aircraft passage produces a single event dose represented by an SENEL value. The bottom frame shows the noise dose over the period of 1-day. CNEL treats evening (7 pm to 10 pm) and nighttime noise differently from daytime noise (7 am to 7 pm) to take account of the increased sensitivity of people to evening and nighttime noise. This is accomplished by multiplying the number of evening operations by 3 and the number of nighttime operations by 10. Also, evening and nighttime noises are perceived as more intrusive as the ambient levels at these times are usually lower than those encountered during the daytime.

2 California Department of Aeronautics, Noise Standards, California Code of Regulations, Title 21 §5000 and §5090 (Register

90, No. 10 3-10-90). 3 Harris Miller, Miller, Hanson Inc., Noise Measurements and Analysis, Mather Airport, Sacramento Airport System, September

12, 2003.



The results presented here are SENEL levels that could potentially be encountered by residents of the HCC Site due to aircraft operations at the Camarillo Airport. It is important to note that these results are for exterior noise and so actual interior noise levels, especially during nighttime hours when widows are likely to be closed and less operations occur, will be up to 10 dBA or so less than those provided in Tables 4-1, 4-2 and 4-3. The noise analysis presented in the reference footnote 3 on the prior page measured SENEL levels at various locations around the Mather Airport in Sacramento County that are of the same order as those presented here. Various large commercial aircraft presented single event noise levels of 80 to 85 and sometimes as much as 90 dB at distances of 3,000 to over 4,000 feet from the noise source. The City of Santa Monica, in an agreement with the FAA, established an Airport Ordinance that set a maximum SENEL of 95 dBA. The highest computed SENEL is 93.1 dBA for a relatively large Dash 6/Lear 36, turboprop/jet, considered to fly directly south of the Hotel and Conference Center. In order to place these computed SENEL in perspective, Figure 5-2, from the footnote reference 2, provides some typical noise impacts from various sources.


Figure 5-2 Common Environmental Sound Levels in dBA

Documents

APPENDIX G - AIRCRAFT NOISE ANALYSIS