5. Environmental Analysis

5. Environmental Analysis
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IMPACT 5.7-5
ON DAYS WITH A STADIUM EVENT, METROLINK TRAINS GENERATED BY THE
PROJECT DURING SPECIAL EVENT SERVICE WOULD GENERATE SUBSTANTIAL
NOISE FROM TRAIN PASS-BY EVENTS AND TRAIN HORN NOISE. [THRESHOLDS
N-1 AND N-3]
Impact Analysis: This section describes mobile-source train noise impacts from project-generated vehicle
trips. The 2004 IBC EIR did not identify any significant impacts related to project-generated mobile-sources
or train noise.
Metrolink Trains
To accommodate sell-out events, it is anticipated that the stadium would work with Metrolink to provide
special-event rail service to the Industry station, including staffing demands and platform modifications.
Based on similar operations at the Fontana Stadium during a NASCAR event, it is anticipated that the revised
project could generate the demand for up to six trains. Each train is anticipated to require up to two
locomotives to haul a maximum of 8 to 10 rail cars. For special-event service, Metrolink rail cars can
accommodate seating capacity of up to 140 people per car. Trains serving the sell-out stadium event would
occur up to three hours before and one hour after a game, resulting in 12 additional trips on the UPRR rail
line.6 Noise generated by additional trains along the Metrolink route to the Industry Station would contribute
to the noise environment. Noise from trains is generated by crossing bells, engines, exhaust noise, air
turbulence generated by cooling fans, and other gear operations. The interaction of steel wheels with rails
generates three types of noise: 1) rolling noise; 2) impact noise when a wheel encounters a discontinuity in
the running surfaces, such as a rail joint, turnout, or crossover; and 3) squeals generated by friction on tight
curves. Noise generated by a train passing is dominated first by the train horn and second by the train
engines and cars. Train horns are required by the FRA to sound at a minimum of 100 dBA, as measured from
100 feet from the train.
The Industry station is on the UPRR Los Angeles Subdivision Line.7 According to the FTA, sensitive
receptors within 120 feet of a rail line could be exposed to noise levels that exceed 65 dBA Ldn (FTA 2006).
Based on the Southern California Association of Governments (SCAG) Inland Empire Railroad Main Line
Study (SCAG 2005), the Los Angeles Subdivision Line has approximately 43 trains per day. This volume is
anticipated to increase to over 103 trains per day by year 2025 due to increasing activity at the Los Angeles
and Long Beach ports. On a day with a stadium event, the revised project could increase train traffic by 28
percent.
Average Daily Train Noise Levels
As with motor vehicle traffic, a doubling of train traffic is required to increase noise levels 3 dB or more
(FHWA 1978, Caltrans 1998). A noise level change of 3 dB is the minimum discernible to human hearing
when there is a persistent noise source. A 24-hour average noise metric such as the CNEL is typically used
to evaluate changes in transportation-related noise sources. Because the revised project would only increase
the number of trains by 28 percent from existing conditions, project-related noise level increases over a 24hour period would not be discernable above the existing ambient noise environment. The 2004 IBC EIR did
not analyze impacts related to train noise as no trains were generated by the 2004 IBC Plan of Development.
Consequently, while impacts are greater than those analyzed in the 2004 IBC EIR, no significant impacts
would occur.
6
Based on similar Metrolink operations during a Special Event servicing the Fontana Station, trains are assumed to
come from the following locations: Oxnard, Lancaster, San Bernardino, Orange, Fullerton, and Oceanside.
7
The Los Angeles Subdivision Line was formerly known as the San Gabriel Line.
Supplement to Industry Business Center EIR
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5. Environmental Analysis
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Single-Event Train Noise
Train noise is infrequent but of high magnitude. Therefore, single-event noise levels need to be considered in
a noise impact assessment. The revised Plan of Development would increase the number of single train
events by a maximum of 12 per day in the immediate vicinity of the project site in the hour before and after a
stadium event. This level of noise would be clearly discernable above the background noise environment
and represents a significant single-event noise impact. Because the 2004 IBC EIR land uses would not have
generated trains in this manner, impacts are greater than those analyzed in the 2004 IBC EIR and would
result in a new significant impact.
IMPACT 5.7-6
ON A DAY WITHOUT A STADIUM EVENT, STATIONARY SOURCES OF NOISE
WOULD NOT EXCEED THE MAXIMUM PERMISSIBLE NOISE LIMITS AT THE
PROPERTY LINE OF THE NEAREST NOISE-SENSITIVE USE. [THRESHOLDS N-1
AND N-3]
Impact Analysis: This section describes stationary-source noise impacts from project-generated stationary
sources on a day without a stadium event. The nearest noise-sensitive receptors are in the City of Diamond
Bar. Operational noise impacts would be considered significant if on-site noise sources generate noise levels
that exceed 50 dBA Leq between the hours of 7 AM to 10 PM or 45 dBA Leq between the hours of 10 PM and
7 AM, or 45 dBA Leq anytime at non-residential noise-sensitive areas. The 2004 IBC EIR did not identify any
significant operational impacts.
Nonstadium Operational Noise
Noise modeling of the project site during a day without a stadium event was performed using the SoundPlan
computer model. Operation of nonstadium uses would generate stationary-source noise. The parking lots
would generate noise from car horns, beeps, door slams, etc., from vehicles traveling in the parking lots and
truck deliveries.
Parking Lots
Figure 5.7-8 shows the future noise levels from parking lot noise during a day without a stadium event. On a
day without a stadium event, the primary noise sources associated with parking lots include car horns and
engines, noise from brakes and tires, automatic lock beeps, alarms, radios, door slams, and conversations
between people using the parking lot. The most disruptive of these noise sources would be car alarm noise
and horns, because of the high volumes. Each of these individual noises lasts for short duration and the
highest magnitudes of noise would occur when in parking lots are most active. On a day without a stadium
event, the eastern parking lots would not be used in Phase One and would be minimally used in Phase Two
because the majority of the parking is only required for a sell-out stadium event. Furthermore, a 150-foot
buffer would be located between the revised project’s parking lots and the nearest residential use.
The 2004 IBC EIR did not identify any significant impacts related to operation of the proposed parking lots.
The 2004 IBC EIR stated that while horns and alarms may be discernable, and therefore a source of
annoyance to nearby sensitive receptors, noise levels from parking lots would be 45 dBA Leq or less at
nearby residences. Impacts from nonstadium parking lot activities would be similar to those analyzed in the
2004 IBC EIR. Because traffic on adjacent streets would generate substantially higher noise levels than in a
parking lot, parking lot noise at the project site would generally not be noticeable above noise generated by
traffic and impacts are less than significant.
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Practice Fields
The 2004 IBC EIR did not analyze impacts related to use of practice fields. On a day without a stadium event,
practice fields adjacent to the site may be in use by professional sports teams. Because use of the practice
fields would not draw a crowd, the practice fields would not be a major noise source. Furthermore, the
proposed practice fields would be in the central portion of the project site, which is approximately 1,600 feet
from the nearest noise-sensitive use. Consequently, no significant impacts would occur.
On-Site Mechanical Noise Sources
Operation and use of the proposed building structures associated with the project site would produce noise
from mechanical equipment, including heating, ventilation, and air conditioning systems and other
mechanical processes. Noise associated with these sources would be subject to the County of Los Angeles
code, which requires that noise generated by such sources be prohibited from exceeding 45 dBA for more
than 30 minutes in an hour. The 2004 IBC EIR did not identify any significant impacts related to on-site
mechanical noise sources. Impacts associated with the revised Plan of Development would be similar to
those identified in the 2004 IBC EIR. Due to the large distance between on-site structures and the nearest
residences (greater than 725 feet), noise from on-site mechanical sources would be much less than even the
most restrictive noise standard. Furthermore, many of the mechanical sources would be on the building rooftops or shielded from noise-sensitive receptors by natural topography or acoustic barriers (noise walls and
berms). Consequently, noise from these sources would not exceed the applicable stationary-source noise
standards and no significant impacts would occur.
Truck Pass-bys
Truck travel and braking noise is not regulated under the City’s Municipal Code because it is not considered
a stationary noise source. When trucks are traveling in the interior of the project site, use of air compression
brakes may result in noise levels of up to 90 dBA Lmax and 80 dBA Leq at 50 feet. The 2004 IBC EIR identified
noise levels from delivery and trash truck deliveries. The 2004 IBC EIR did not identify any significant impacts
because operations would be intermittent and would occur for short durations. Impacts associated with the
revised project would be similar to those identified in the 2004 IBC EIR. In general, noise from truck pass-bys
would be noticeable because it is substantially louder than noise from cars, but it would not significantly
increase the ambient noise environment because it would be infrequent.
Truck Loading/Unloading Activities
Truck deliveries and truck docking bays at the individual project buildings would be potential noise sources.
Noise from truck loading/unloading activities would be primarily from the warning “back-up” bells and truck
engine noise when backing up to the truck bays of the building. Noise associated with delivery activities such
as crate movement and workers’ voices, would not be audible at sensitive uses, because trucks would back
into the loading dock into an overhang area enclosed within the structure. Truck idling is not inherently
regulated under city or county noise ordinances because it is not considered a stationary noise source. The
2004 IBC EIR did not identify any significant impacts related to loading docks. The 2004 IBC EIR included
industrial/warehouse uses in former Planning Area E-5 that would generate truck trips. The revised Plan of
Development would eliminate warehousing units on-site. However, truck deliveries would be required for the
proposed uses, albeit to a lesser extent than warehousing activities. Heavy-duty trucks can generate noise
levels of 75 dBA Leq at a distance of 50 feet while idling (FHWA 1998). In addition, trash trucks can generate
noise levels of up to 86 dBA during the heaviest periods of activities (Industry 2004). However, all commercial
trucks are prohibited from idling longer than five minutes under CARB’s In-Use Idling Airborne Toxics Control
Measure Rule 2485. Noise levels from trucks at the revised project have the potential to exceed 50 dBA L25
up to 500 feet from the property line of a noise-sensitive use. However, all noise-sensitive residential areas
would be farther than 725 feet from any truck bay; and therefore, no significant impact would occur. Impacts
Supplement to Industry Business Center EIR
City of Industry • Page 5.7-79
5. Environmental Analysis
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would be less than those identified in the 2004 IBC EIR because of the elimination of the
industrial/warehouse land use designation in former Planning Area E-5.
Therefore, impacts associated with non-stadium operational noise would be less than significant.
IMPACT 5.7-7
ON A DAY WITH A STADIUM EVENT, NOISE FROM STADIUM ACTIVITIES WOULD
EXCEED THE MAXIMUM PERMISSIBLE NOISE LEVEL LIMITS AT NEARBY NOISESENSITIVE USES. [THRESHOLDS N-1, N-3, AND N-4]
Impact Analysis: This section describes stationary-source noise impacts from stadium activities and
associated vehicle trips. Because the 2004 IBC Plan of Development did not include a stadium, the 2004 IBC
EIR did not identify any significant stadium-related noise impacts.
Stadium Events
Professional football events would occur between August and January and would include up to 12 sell-out
games events per year, including two preseason home games, eight regular season home games, and up to
two postseason home games. Football games would be played primarily on Sunday afternoons, and
occasionally on Saturday afternoons. In addition, two games per year would be played on weekday nights
and one or two games per year would be played on Sunday nights. Super Bowl games may be held
periodically throughout the lifetime of the stadium. Sunday afternoon games typically start at 12 or 2 PM and
Sunday night games typically start at 5 or 6 PM. Monday night games also would start at 5 or 6 PM. The
typical length of a game is approximately 3.5 hours. Fireworks may be used during a football event.
Other events held at the stadium could include large concerts, soccer games, monster truck rallies,
motocross events, festivals, expositions, conferences, weddings, corporate events, swap meets, and holiday
celebrations. The stadium could also possibly be used as emergency/disaster event space. A total of 18
major nonfootball sell-out events and 15 minor events with attendance of 25,000 or less are anticipated a
year. These events may vary from a few hours to a full day and may take place later in the evening. It is
anticipated that concerts and other late night events would typically conclude by 12 AM. Fireworks may be
used during stadium events.
Traffic Patterns and Circulation
Weekend and Weekday Traffic – Football Games
Traffic patterns are anticipated to vary slightly between an event held on a weekday and an event held on a
weekend. For events held on a weekday, it is anticipated that 50 percent of those attending the event would
arrive within the hour before the game at 4 or 5 PM. It is anticipated that 75 percent of people would leave
within the hour after a game gets out, at 8:30 or 9:30 PM.
On a weekend, it is anticipated that more people would arrive earlier. Consequently, approximately 40
percent of people are anticipated to arrive in the hour before a game starts.8 In addition, 60 percent of the
people are anticipated to leave within the first hour after a game gets out.9
8
11 or 1 PM for a mid-day game and 4 or 5 PM for an evening game, depending on when the game starts.
3:30 or 5:30 PM for a mid-day game and 8:30 or 9:30 PM for an evening game, depending on when the game
starts.
9
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Shuttle System
During an event, the stadium would employ a fleet of shuttle buses powered by liquefied natural gas to
accommodate traffic from the nearby Metrolink Station and an internal parking lot shuttle to the far eastern
parking lots. Each shuttle bus would accommodate 40 people. An on-site shuttle drop-off/pick-up area
would be located on the northwest side of the stadium. It is estimated that approximately five minutes would
be necessary for loading and unloading activities at the shuttle stops.
The internal parking lot shuttles would operate for approximately four hours during a game day: two hours
before a game starts and two hours after a game ends. The internal parking lot shuttles would serve the
North Grand Parking Lot (Lot I), Employee Parking Lot (Lot J), and the Grand Central Lot (Lot H). It is
assumed that approximately 5 percent of the people in Lot H and 10 percent of the people in Lot I and J
would take the internal parking lot shuttles to the stadium.10 The round-trip distance from the drop-off/pick-up
area northwest of the stadium to the parking lot shuttle stop in parking lots I and H is approximately one mile.
To accommodate the flux of pedestrian traffic before and after a game, up to nine internal parking lot shuttles
would be necessary. Based on the traffic study and forecast in pedestrian traffic demand, six parking lot
shuttles would operate in the two hours before a game starts, while all nine would be necessary immediately
after a game lets out. In the last hour of operation (two hours after a game gets out), only three internal
parking lot shuttles would be in operation.
Metrolink shuttles would operate in a similar manner but would be scheduled to accommodate trains arriving
at the Industry station. The distance from the drop-off/pick-up area northwest of the stadium to the Industry
Metrolink Station is approximately 2.5 miles. To accommodate a flux of approximately 3,750 people, there
would need to be a minimum of 18 Metrolink shuttle buses dedicated to provide this service.11
Stadium Internal Operations
For a Sunday game, the deliveries and media equipment start arriving on Thursday afternoon. Food and
other product deliveries would be completed by Saturday. The national media may bring five to seven heavyduty trucks for their broadcast (more during a playoff game), starting on Thursday. Local media may include
from 15 to 24 trucks; some would be there the day before a game, others would arrive early in the morning
on game day. For major sporting events, cleanup activities would occur immediately following the event, with
a duration of six to eight hours.
Stadium Sound System
A sound system would be installed within the stadium, with speakers distributed throughout the venue on
light racks and on the lower levels of the suite tower to serve the club. A typical sporting event uses the
sound system primarily for announcements. However, during a concert, the distributed sound system would
typically not be used as the event would bring in its own sound system and set it up on the stage. Concert
speakers are generally at a lower elevation than the permanent stadium speaker system. The distributed
sound system also would involve installation of clustered speakers. A single cluster speaker in one end zone
would result in sound levels of approximately 58 dBA or less, averaged over a 30 minute period at 2,000 feet
away from the closed end and 55 dBA 500 feet from the stage (southeast end of the field). A distributed
10
Based on estimates provided by Walker Parking Associates, June 2008.
Based on the Linscott, Law, and Greenspan Engineers traffic study that up to 75 percent would leave within the
first hour after a game. Assumes that each shuttle bus could make four round-trips to the Industry Station within an
hour.
11
Supplement to Industry Business Center EIR
City of Industry • Page 5.7-81
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sound system (smaller speakers spread evenly around the building facing towards the playing field) would
result in sound levels of approximately 55 dBA in all directions from the facility at a distance of 500 feet.
Parking Lots and Tailgating
Tailgating would be permitted in all surface parking lots, but not in any parking structures. Parking lots would
open four hours before a stadium event occurs. The majority of tailgaters would arrive up to three hours
before a game starts, although some could arrive up to four hours before. In addition, some tailgating could
occur for up to an hour after a game lets out. Based on information provided by Walker Parking Associates,
approximately 9 percent of those arriving by vehicle (excluding employees) would tailgate. Table 5.7-26 lists
the anticipated number of tailgaters in each parking lot based on the parking lot plans provided by Walker
Parking Associates.
Table 5.7-26
Anticipated Number of Tailgaters in Each Parking Lot
People Tailgating
Parking Lot
Phase 1
Phase 2
Lot A1
648
204
1
Lot B
720
268
Lot C and L1
828
593
2
Lot D
0
0
Lot E
648
646
Lot F2
167
166
Lot G
1,181
1,177
Lot H
1,775
1,769
Lot I
1,073
1,069
Lot J
0
0
Total
7,039
5,891
Source: Linscott, Law, and Greenspan Engineers 2008 number of people per car and the number of cars),Walker
Parking Associates 2008. Assumes 3 people per car in the permit and general admission parking lots and 3.5 people
per car in the VIP parking lots.
1
Assumes the parking structures in Phase Two would accommodate 1,050 cars each.
2
Does not include people arriving by charter bus or limo or people in the team lot.
Stadium Event Noise
Noise modeling of the project site during a day with a stadium event was performed using the SoundPlan
computer model. Noise modeling of stationary noise sources is based on monitored data from the Los
Angeles Memorial Coliseum and Angeles Stadium.12
12
Noise levels from tailgating activities monitored at Angeles Stadium were increased by 5 dBA to account for
rowdier tailgaters and tailgating activities at a football event.
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Stadium Event Noise
A day with a stadium event would include the following noise sources: stadium noise (crowd cheering,
sound system noise, and fireworks use), parking lot noise (tailgating and lot cleanup), and helicopter
flyovers.
Stadium Noise: Crowd cheering is a primary source of noise generated by a stadium event and
would temporarily elevate noise levels in the vicinity. Noises from the stadium during a football event
would also include crowd noise and noise from the speaker system. It is assumed that little or no
tailgating activities would occur while the game is in session. Figure 5.7-9 shows noise levels from
crowd cheering and the sound system noise for a professional football event. Noise from the
stadium during a nonfootball event would include noise generated by concert speaker system and
crowd noise. As shown in this figure, due to the substantial distance to the nearest noise-sensitive
uses, average noise from crowd cheering and sound systems during would not exceed the 45 dBA
Leq after 10 PM or 50 dBA Leq before 10 PM. As the stadium would be located over 2,500 feet from
the closest residential areas, stadium-generated noise during a football event would be less than
significant. However, maximum noise levels (dBA Lmax) from loud crowd cheers, fireworks, and other
sudden loud sounds from the stadium would temporarily elevate the ambient noise environment and
be audible at the nearby noise-sensitive uses. Figure 5.7-10 shows noise levels from these sources
for a concert event.13 During a concert event, average noise levels would exceed 50 dBA Leq after 10
PM and 50 dBA Leq before 10 PM as a result of the constant source of speaker system noise and the
additional speakers brought into the venue by the band. Noise levels at the nearest residences
could reach 70 dBA Leq. Impacts from a concert would extend beyond the local vicinity of the project
site. Consequently, impacts from a concert event are a significant adverse impact. The 2004 IBC EIR
did not evaluate stationary-source noise impacts associated with stadium noise. Consequently,
operational-source noise impacts associated with the stadium is a new significant impact of this
SEIR.
Parking Lots: Noise generated in the parking lots would include noise from car horns and engines,
noise from brakes and tires, automatic lock beeps, alarms, radios, door slams, and conversations
between people using the parking lot. After a stadium event gets out, up to 75 percent of the
spectators would leave within the first hour. Weekday football events would generally conclude by
9:30 PM; however, concerts would usually not conclude until 12 AM. Noise monitoring of the
departure of cars from stadium event shows noise levels can reach up to 63 dBA Leq. Noise levels in
the parking lots would be similar to noise levels from roadway traffic after a game (see Figures 5.7-2
through 5.7-5). Impacts from ingress/egress parking lot noise are considered significant. The 2004
IBC EIR did not evaluate ingress/egress-source noise impacts associated with a large flux of people
entering/exiting the project site at once during a stadium event as the 2004 IBC EIR would not have
generated impacts in this manner. Consequently, ingress/egress-source noise impacts associated
with the stadium is a new significant impact of this SEIR.
Tailgating would be permitted in all parking lots except the parking structures. Tailgating during a
professional football event is a common occurrence and typically occurs before the start of a game.
It is assumed that tailgating would begin up to four hours before the start of the football game. Noise
generated by tailgaters includes music, voices (shouting, talking, singing, etc.), vehicle noise
(vehicle travel, door slams, etc.), skateboards, and musical instruments. Noise from tailgating
activities for Phase One and Phase Two are shown in Figures 5.7-11 and 5.7-12, respectively. As
shown in these figures, noise levels would exceed 45 dBA Leq (nighttime maximum permissible noise
13
Based on speakers with a sound power level 114 dBA (C-weighted 115 dBA).
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level) and 50 dBA Leq (daytime maximum permissible noise level) at the residences bordering the
project site to the northeast in the City of Diamond Bar. Because the 2004 IBC EIR land uses would
not have prompted the use of parking lots in this manner, operational-source noise impacts
associated with the tailgating in the parking lots is a new significant impact of this SEIR.
Parking lot cleanup noise would be generated by street sweepers and other parking lot cleanup
activities for approximately six to eight hours after a game. According to the 2004 IBC EIR,
maintenance sweepers generate noise levels of 65 dBA Leq at 50 feet. Residences would be
separated from the parking lot areas and would therefore be exposed to noise levels of 50 dBA Leq
when cleanup activities occur near the boundary of the project site. Because street sweeping would
occur in the evening and would exceed 45 dBA Leq (nighttime maximum permissible noise level) at
the property line of the residences bordering the site to the northeast, impacts would be significant.
Because the land uses of the would not have prompted the use of the parking lots in this manner,
operational-source noise impacts associated with parking lot cleanup activities in the nighttime is a
new significant impact of this SEIR.
Helicopter Flyovers: Media helicopters for game and traffic coverage would generate noise from
helicopter overflights. Based on monitored noise levels of a football event at the Los Angeles
Memorial Coliseum (see Appendix G), helicopter flyovers were found to produce noise levels in the
range of 60 to 70 dBA Leq and were the most frequent of all noise intrusions in the residential
communities. Similar impacts could be anticipated for noise-sensitive areas in the vicinity of the
stadium. On days with a stadium event, noise from the stadium itself (crowd noise and speaker
system noise) would be audible but would not exceed the city or county maximum permissible noise
limits. However, helicopter flyover events during a stadium event would be a frequent noise intrusion
that would elevate noise levels to up to 70 dBA Leq. Consequently, impacts from helicopter flyovers
for media and traffic coverage are considered significant. Because the 2004 IBC EIR land uses
would not have prompted the use of helicopters in this manner, this would be considered a new
mobile-source impact of this SEIR.
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