GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
June 2014 Page 5.12-1
5.12 NOISE
This section of the draft program environmental impact report (Draft PEIR) discusses the fundamentals of
sound; examines federal, state, and local noise guidelines, policies, and standards; reviews noise levels at existing
receptor locations; evaluates potential noise impacts of the City of Clovis General Plan Update; and provides
mitigation to reduce noise impacts at noise-sensitive locations in the City, its sphere of influence (SOI), and
non-SOI Plan Area. This analysis is based on the noise calculations in Appendix H, Noise Measurements and
Calculations Outputs.
5.12.1 Environmental Setting
5.12.1.1 NOISE AND VIBRATION FUNDAMENTALS
Noise Descriptors
Noise is most often defined as unwanted sound. Although sound can be easily measured, the perception of noise
and the physical response to sound complicate the analysis of its impact on people. People judge the relative
magnitude of sound sensation in subjective terms such as “noisiness” or “loudness.”
The following are brief definitions of terminology used in this section:
Sound. A disturbance created by a vibrating object, which, when transmitted by pressure waves through a
medium such as air, is capable of being detected by a receiving mechanism, such as the human ear or a
microphone.
Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable.
Decibel (dB). A unitless measure of sound on a logarithmic scale.
A-Weighted Decibel (dBA). An overall frequency-weighted sound level in decibels that approximates the
frequency response of the human ear.
Equivalent Continuous Noise Level (L
eq
). The mean of the noise level, energy averaged over the
measurement period.
Statistical Sound Level (L
n
). The sound level that is exceeded “n” percent of time during a given sample
period. For example, the L
50
level is the statistical indicator of the time-varying noise signal that is exceeded
50 percent of the time (during each sampling period); that is, half of the sampling time, the changing noise
levels are above this value and half of the time they are below it. This is called the “median sound level.” The
L
10
level, likewise, is the value that is exceeded 10 percent of the time (i.e., near the maximum) and this is
often known as the “intrusive sound level.” The L
90
is the sound level exceeded 90 percent of the time and is
often considered the “effective background level” or “residual noise level.”
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5. Environmental Analysis
NOISE
Page 5.12-2 PlaceWorks
Day-Night Sound Level (L
dn
or DNL). The energy-average of the A-weighted sound levels during a
24-hour period, with 10 dB added to the sound levels during the period from 10:00 PM to 7:00 AM.
Community Noise Equivalent Level (CNEL). The energy-average of the A-weighted sound levels during
a 24-hour period, with 5 dB added to the levels from 7:00 PM to 10:00 PM and 10 dB added from 10:00 PM
to 7:00 AM.
Characteristics of Sound
When an object vibrates, it radiates part of its energy as acoustical pressure in the form of a sound wave. Sound
can be described in terms of amplitude (loudness), frequency (pitch), or duration (time). The human hearing
system is not equally sensitive to sound at all frequencies. Therefore, to approximate the human, frequency-
dependent response, the A-weighted filter system is used to adjust measured sound levels. The normal range of
human hearing extends from approximately 0 dBA (the threshold of detection) to 140 dBA (the threshold of
pain).
Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale to better account for
the large variations in pressure amplitude (the above range of human hearing, 0 to 140 dBA, represents a ratio in
pressures of one hundred trillion to one). All noise levels in this study are relative to the industry-standard
pressure reference value of 20 micropascals. Because of the physical characteristics of noise transmission and
perception, the relative loudness of sound does not closely match the actual amounts of sound energy.
Table 5.12-1 presents the subjective effect of changes in sound pressure levels.
Table 5.12-1 Change in Apparent Loudness
± 3 dB
Threshold of human perceptibility
± 5 dB
Clearly noticeable change in noise level
± 10 dB
Half or twice as loud
± 20 dB
Much quieter or louder
Source: Bies and Hansen 2009.
Sound dissipates exponentially with distance from the noise source. This phenomenon is known as spreading loss
or distance attenuation.
When sound is measured for distinct time intervals, the statistical distribution of the overall sound level during
that period can be obtained. L
50
is the noise level that is exceeded 50 percent of the time. Similarly, the L
02
, L
08
,
and L
25
values are exceeded 2, 8, and 25 percent of the time or 1, 5, and 15 minutes per hour. L
eq
is the most
common parameter for community noise measurements. The L
eq
metric is a single-number noise descriptor of
the energy-average sound level over a given period of time. Other values typically noted during a noise survey are
the L
min
and L
max
. These values are the minimum and maximum root-mean-square (RMS) noise levels obtained
over the stated measurement period.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
June 2014 Page 5.12-3
Because community receptors are more sensitive to unwanted noise intrusion during the evening and nighttime
hours, state law requires that, for planning purposes and to account for this increased receptiveness of noise, an
artificial decibel increment be added to quiet-time noise levels to calculate the 24-hour CNEL noise metric.
Psychological and Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA. Exposure to
high noise levels affects the entire system, with prolonged noise exposure in excess of 75 dBA increasing body
tensions, thereby affecting blood pressure and functions of the heart and the nervous system. Extended periods
of noise exposure above 90 dBA results in permanent cell damage, which is the main driver for workplace hearing
protection regulations. For community environments, the ambient or background noise problem is widespread
and generally more concentrated in urban areas than in outlying, less-developed areas. Elevated ambient noise
levels can cause noise interference (e.g., speech interruption/masking, sleep disturbance, disturbance of
concentration) and annoyance. To help relate noise level values to common experience, Table 5.12-2 shows typical
noise levels from various sources.
Table 5.12-2 Typical Noise Levels
Common Outdoor Activities
Noise Level
(dBA)
Common Indoor Activities
110
Rock Band
Jet Flyover at 1,000 feet
100
Gas Lawn Mower at three feet
90
Diesel Truck at 50 feet, at 50 mph
Food Blender at 3 feet
80
Garbage Disposal at 3 feet
Noisy Urban Area, Daytime
70
Vacuum Cleaner at 10 feet
Commercial Area
Normal speech at 3 feet
Heavy Traffic at 300 feet
60
Large Business Office
Quiet Urban Daytime
50
Dishwasher Next Room
Quiet Urban Nighttime
40
Theater, Large Conference Room (background)
Quiet Suburban Nighttime
30
Library
Quiet Rural Nighttime
Bedroom at Night, Concert Hall (background)
20
Broadcast/Recording Studio
10
Lowest Threshold of Human Hearing
0
Lowest Threshold of Human Hearing
Source: Caltrans 2009.
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Vibration Fundamentals
Vibration is an oscillatory motion through a solid medium in which the motion’s amplitude can be described in
terms of displacement, velocity, or acceleration. Vibration is normally associated with activities such as railroads
or vibration-intensive stationary sources, but can also be associated with construction equipment such as
jackhammers, pile drivers, and hydraulic hammers. Vibration displacement is the distance that a point on a surface
moves away from its original static position. The instantaneous speed that a point on a surface moves is the
velocity, and the rate of change of the speed is the acceleration. Each of these descriptors can be used to
correlate vibration to human response, building damage, and acceptable equipment vibration levels. During
project construction, the operation of construction equipment can cause groundborne vibration. During the
operational phase of a project, receptors may be subject to levels of vibration that would cause annoyance due to
noise generated from vibration of a structure or items within a structure. These types of vibration are best
measured and described in terms of velocity and acceleration.
Vibration amplitudes are usually described in terms of either the peak particle velocity (PPV) or the RMS velocity.
PPV is the maximum instantaneous peak of the vibration signal, and RMS is the square root of the average of
the squared amplitude of the signal. PPV is more appropriate for evaluating potential building damage, and RMS
is typically more suitable for evaluating human response.
The units for PPV and RMS velocity are normally inches per second (in/sec). Often, vibration is presented and
discussed in dB units in order to compress the range of numbers required to describe it. In this study, all PPV and
RMS velocity levels are in in/sec, and all vibration levels are in dB relative to one microinch per second
(abbreviated as VdB). Typically, groundborne vibration generated by human activities attenuates rapidly with
distance from the source. Man-made vibration problems are, therefore, usually confined to relatively short
distances (500 to 600 feet or less) from the source (FTA 2006).
Construction operations generally include a wide range of activities that can generate groundborne vibration. In
general, blasting and demolition of structures generate the highest vibrations. Vibratory compactors or rollers,
pile drivers, and pavement breakers can generate perceptible amounts of vibration at up to 200 feet. Heavy trucks
can also generate groundborne vibrations, which vary depending on vehicle type, weight, and pavement
conditions. Potholes, pavement joints, discontinuities, differential settlement of pavement, etc., all increase the
vibration levels from vehicles passing over a road surface. Construction vibration is normally of greater concern
than vibration from normal traffic flows on streets and freeways with smooth pavement conditions. Trains
generate substantial quantities of vibration due to their engines, steel wheels, heavy loads, and wheel-rail
interactions.
Noise- and Vibration-Sensitive Receptors
Certain land uses are particularly sensitive to noise and vibration, including residential, school, and open
space/recreation areas where quiet environments are necessary for enjoyment, public health, and safety. Sensitive
land uses in the City of Clovis includes residences, schools, churches, and recreational areas. Commercial and
industrial uses are not considered noise- and vibration-sensitive uses for the purposes of this analysis.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-5
5.12.1.2 REGULATORY FRAMEWORK
To limit population exposure to physically and/or psychologically damaging as well as intrusive noise levels, the
State of California, various county governments, and most municipalities in the state have established standards
and ordinances to control noise.
State Regulations
State of California Building Code
The state of California’s noise insulation standards are codified in the California Code of Regulations, Title 24,
Building Standards Administrative Code, Part 2, California Building Code. These noise standards are applied to
new construction in California for the purpose of interior noise compatibility from exterior noise sources. The
regulations specify that acoustical studies must be prepared when noise-sensitive structures, such as residential
buildings, schools, or hospitals, are near major transportation noise sources, and where such noise sources create
an exterior noise level of 60 dBA CNEL or higher. Acoustical studies that accompany building plans must
demonstrate that the structure has been designed to limit interior noise in habitable rooms to acceptable noise
levels. For new residential buildings, schools, and hospitals, the acceptable interior noise limit for new
construction is 45 dBA CNEL.
City of Clovis Noise Standards
Noise/Land Use Compatibility Matrix
Figure 5.12-1, Land Use and Noise Compatibility Matrix, presents the land use compatibility chart for community
noise adopted by the State of California as part of its General Plan Guidelines and modified by the City of Clovis
in its General Plan Update. This table provides urban planners with a tool to gauge the compatibility of new land
uses relative to existing and future noise levels. This table identifies normally acceptable, conditionally acceptable,
and clearly unacceptable noise levels for various land uses. A conditionally acceptable designation implies new
construction or development should be undertaken only after a detailed analysis of the noise reduction
requirements for each land use is made and needed noise insulation features are incorporated in the design. By
comparison, a normally acceptable designation indicates that standard construction can occur with no special
noise reduction requirements.
Currently Adopted Noise Element
The City’s currently adopted 1993 General Plan Noise Element includes goals, policies, and implementation
actions to evaluate existing and future noise conditions and minimize the impacts of noise on the City. The noise
element in the 1993 General Plan includes exterior and interior noise standards for several land use types. For
example, for residential uses (except mixed-use residential), the exterior noise standard is 65 dBA CNEL and the
interior noise standard is 45 dBA CNEL. Exterior living areas of multiple-family uses should have a maximum
noise level of 65 dBA CNEL. A combination of site planning techniques, noise walls, and architectural treatments
should be incorporated into the design of a project to ensure that the 65 dBA CNEL is achieved. In multifamily
uses where all available mitigation measures have been incorporated into the project design, and the exterior living
is still above 65 dBA CNEL, a maximum exterior noise level of up to 70 dBA CNEL may be allowed. These
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
Page 5.12-6 PlaceWorks
standards pertain to the development of new uses and shall be adhered to and implemented during the review
process of all proposed projects.
The noise standards and policies included in the General Plan Update noise element and development code
section are discussed in Section 5.12.4.
Municipal Code
Section 9.22.080 of the proposed Development Code addresses noise. This section, which shall be referred to as
the City’s noise ordinance, sets more precise noise standards than the 1993 General Plan and proposed General
Plan Update. The noise ordinance also addresses the measurement of sound levels, activities exempt from the
regulations, and acts deemed violations of the noise ordinance. While the City’s existing zoning ordinance
contains a noise ordinance exclusively for the Research and Technology Business Park District (current Section
9.3.228D10), the new development code will have a noise ordinance applicable to all zone districts in the City.
In addition to the noise ordinance, Chapter 5.27, Article 6, of the Clovis Municipal Code addresses noise-related
nuisances that would otherwise not be covered under the noise ordinance or General Plan. For example, Sections
5.27.601 and 5.27.602 address loud noise and noise during evening hours. These sections are primarily designed to
address neighborhood nuisances. Section 5.27.601 specifically provides as follows:
The making or continuing, or causing to be made and continued, of any loud, unnecessary or
unusual noise which disturbs the peace and quiet of the neighborhood, or which causes
discomfort or annoyance to reasonable persons of normal sensitivities residing on the property
or in the area, shall be considered a nuisance. A violation of this section shall be determined by
applying objective standards and by considering the following: any applicable noise standard
adopted by the City including the provisions of this Article; whether the activity is allowed by
special permit and whether the permit addressed the issue of noise; the number of persons
affected by the noise; the day of the week and the time of day; ordinary urban noise that can
reasonably be expected for the area; and any other factors relevant to the determination.
Construction Noise Hours
Section 5.27.604 of the Municipal Code addresses construction activities. This section sets the hours of
construction between 7:00 AM and 7:00 PM Monday through Friday and between 9:00 AM and 5:00 PM on
Saturday and Sunday, except that from June 1 through September 15, construction activity may start after 6:00
AM Monday through Friday.
Vibration Standards
The City of Clovis does not have vibration regulations. The Federal Transit Administration (FTA) provides
criteria for acceptable levels of groundborne vibration for various types of land uses that are sensitive to
vibration. These criteria can be separated into annoyance effects and architectural damage effects due to vibration
(as discussed below).
Land Use Compatibility Matrix
LAND USES
ENERGY AVERAGE (CNEL)
Example Land Uses
<
55
60
65
70
75
80>
Amphitheater, concert hall, auditorium, meeting hall
B
B
C
C
D
D
D
Mobile home A A B C C D D
Hospital, library, school, faith/religious uses A A B C C D D
Hotel, motel, transient lodging
A
A
B
B
C
C
D
Single family, multifamily, faith/religious uses
A
A
B
B
C
D
D
Parks A A A B C D D
Office building, research & development, professional office,
city office building, and hotel
A A A B B C D
Amusement park, miniature golf, go-cart track, health club,
equestrian center
A A A B B D D
Golf courses, nature centers, cemeteries, wildlife reserves,
wildlife habitat
A A A A B C C
Commercial retail, bank, restaurant, movie theater A A A A B B C
Automobile service station, auto dealer, manufacturing,
warehousing, wholesale, utilities
A A A A B B B
Agriculture
A
A
A
A
A
A
A
Notes:
Zone A. Clearly Compatible. Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal
conventional construction without any special noise insulation requirements.
Zone B. Normally Compatible. New construction or development should be undertaken only after detailed analysis of the noise reduction
requirements are made and needed noise insulation features in the design are determined. Conventional construction, with closed windows
and fresh air supply systems or air conditioning, will normally suffice.
Zone C. Normally Incompatible. New construction or development should normally be discouraged. If new construction or development does
proceed, a detailed analysis or noise reduction requirements must be made and needed noise insulation features must be included in the
design.
Zone D. Clearly Incompatible. New construction or development should generally not be undertaken.
5. Environmental Analysis
Figure 5.12-1
Land Use and Noise
Compatibility Matrix
Environmental Impact Report
Source: City of Clovis
CLO-14.4L 5.19.14
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5. Environmental Analysis
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Vibration Annoyance
Table 5.12-3, Reaction of People and Damage to Buildings for Continuous/Frequent Intermittent Vibration Levels, displays
human annoyance and the effects on buildings resulting from continuous vibration. Annoyance is a subjective
measure, and vibrations may be found to be annoying at much lower levels than those shown, depending on the
level of activity or the sensitivity of the individual. To sensitive individuals, vibrations approaching the threshold
of perception can be annoying. Persons exposed to elevated ambient vibration levels, such as people in an urban
environment, may tolerate a higher vibration level.
Table 5.12-3 Reaction of People and Damage to Buildings for Continuous/Frequent Intermittent
Vibration Levels
Velocity
Level, PPV
(in/sec)
Human Reaction
Effect on Buildings
0.02 Barely perceptible Vibration unlikely to cause damage of any type to any structure
0.08 Distinctly perceptible
Recommended upper level of the vibration to which ruins and ancient
monuments should be subjected
0.1 Strongly perceptible Virtually no risk of damage to normal buildings
0.3 Strongly perceptible to severe
Threshold at which there is a risk of damage to older residential
dwellings such as plastered walls or ceilings
0.5 Severe - Vibrations considered unpleasant
Threshold at which there is a risk of damage to newer residential
structures
Source: Transportation- and Construction-Induced Vibration Guidance Manual, California Department of Transportation, June 2004.
Vibration-Related Structural Damage
Structures amplify groundborne vibration; wood-frame buildings, such as typical residential structures, are more
affected by ground vibration than heavier buildings. The level at which groundborne vibration is strong enough to
cause architectural damage has not been determined conclusively. The most conservative estimates are reflected in
the FTA standards, shown in Table 5.12-4, Groundborne Vibration Impact Criteria: Architectural Damage.
Table 5.12-4 Groundborne Vibration Impact Criteria: Architectural Damage
Building Category
PPV (in/sec)
Approximate Lv
1
I. Reinforced concrete, steel, or timber (no plaster) 0.5 102
II. Engineered concrete and masonry (no plaster) 0.3 98
III. Nonengineered timber and masonry buildings 0.2 94
IV. Buildings extremely susceptible to vibration damage 0.12 90
Source: FTA 2006.
1
RMS velocity in decibels (VdB).
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5. Environmental Analysis
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Page 5.12-10 PlaceWorks
Sensitive Receptors
Certain land uses are particularly sensitive to noise and vibration. These uses include residential, schools, churches,
nursing homes, hospitals, and open space/recreation areas where quiet environments are necessary for enjoyment,
public health, and safety. Commercial and industrial uses are generally not considered noise- and vibration-
sensitive uses unless noise and vibration would interfere with their normal operations and business activities.
5.12.1.3 EXISTING NOISE ENVIRONMENT
The City of Clovis is impacted by a multitude of noise sources. Mobile sources of noise, especially cars and
trucks, are the most common and significant sources of noise in most communities, and they are predominant
sources of noise in the City. The Fresno-Yosemite International Airport also generates noise from general
aviation and commercial aircraft activity. In addition, commercial, industrial, and institutional land uses
throughout the City (i.e., schools, fire stations, utilities) generate stationary-source noise.
Local Noise Monitoring Data
Placeworks conducted noise measurements at 12 locations on Monday and Tuesday, July 22 and 23, 2013.
Measurements at Sites 6 and 9 were taken for a period of 24 hours, and the remaining locations were monitored
for approximately 15 minutes. The locations were selected in coordination with City of Clovis staff and were
chosen based on the location of sensitive land uses in areas currently experiencing high levels of ambient noise
and in areas that would experience the greatest change in noise levels due to planned development. The noise
monitoring locations are shown in Figure 5.12-2, Noise Monitoring Locations. The results are presented in
Table 5.12-5, Short-Term Noise Level Measurements, and in Table 5.12-6, Long-Term Noise Level Measurements. The
monitoring locations are described below:
Table 5.12-5 Short-Term Noise Level Measurements
Noise Monitoring Location
1
Time
L
eq
L
max
L
min
1
4:16–4:30 PM
71.2
79.4
46.9
2
4:42–4:57 PM
55.9
66.4
32.6
3
2:58–3:13 PM
66.7
76.6
48.7
4
3:31–3:47 PM
64.9
77.7
46.2
5
1:36–1:51 PM
65.7
76.4
49.5
7
10:02–10:17 AM
60.2
76.3
38.8
8
11:04–11:19 AM
63.8
76.4
48.2
10
10:36–10:51 AM
56.7
68.7
34.1
11
5:04–5:18 PM
70.4
82.1
45.0
12
11:55 AM–12:14 PM
64.1
78.5
38.1
Notes:
Calculations and detailed outputs are included in Appendix H.
1
See Figure 5.12-2, Noise Monitoring Locations.
See Table 5.12-6 for locations 6 and 9 results, which were monitored for 24 hours.
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5. Environmental Analysis
NOISE
June 2014 Page 5.12-11
Table 5.12-6 Long-Term Noise Level Measurements
Noise Monitoring
Location
1
CNEL
Highest
1-Hour L
eq
Hour
Lowest
1-Hour L
eq
Hour
6
66.2
67.0
5PM
48.6
3AM
9
63.3
65.9
5PM
46.9
3AM
Notes: Calculations and detailed outputs are included in Appendix H.
1
See Figure 5.12-2, Noise Monitoring Locations.
Site ST-1. The sound level meter (SLM) was placed in a residential area on Birch Avenue north of a large
commercial center, approximately 30 feet from the curb at Willow Avenue. The primary source of noise was
traffic on Willow Avenue.
Site ST-2. The SLM was placed in a residential area south of Shepherd Avenue, approximately 20 feet from the
curb by the homes’ property boundaries. The primary noise sources were traffic on Shepherd Avenue and
sporadic traffic on Villa Avenue.
Site ST-3. The noise measurement was taken in a commercial area in the southwest corner of Clovis Avenue and
9th Street. The primary noise sources were traffic on Clovis Avenue and background activity at the auto shops,
such as air tools and compressors.
Site ST-4. The SLM was placed in a residential area approximately 20 feet from the curb of Minnewawa next to
Tarpey Elementary School. The primary noise source was traffic on Minnewawa Avenue.
Site ST-5. The SLM was placed in a residential area approximately 75 feet from the centerline of Clovis Avenue.
The primary noise source was traffic on Clovis Avenue.
Site ST-6. The SLM was near single-family homes in the northwest corner of Temperance Avenue and Shawn
Avenue. The SLM was approximately 100 feet from the center of the intersection. The primary noise source was
background traffic noise on Temperance Avenue and Shawn Avenue.
Site ST-7. The SLM was in a residential area adjacent to De Wolf Avenue and Gettysburg Avenue. It was
southeast of the intersection, approximately 45 feet from De Wolfe Avenue and approximately 75 feet from
Gettysburg Avenue. The primary source of noise was traffic on Gettysburg Avenue and De Wolfe Avenue.
Site ST-8. The SLM was at the Clovis Community Medical Center, at the northeast corner of Herndon Avenue
and Temperance Avenue. The SLM was approximately 80 feet from the curb of Temperance Avenue and
approximately 120 feet from the curb at Herndon Avenue. The primary source of noise was traffic on
Temperance Avenue and Herndon Avenue.
Site ST-9. The SLM was in an agricultural area near new residential developments northeast of the City. It was
approximately 70 feet south of the edge of the Sierra Freeway and approximately 1,500 feet west of Thompson
Avenue. The primary source of noise was traffic on the Sierra Freeway.
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Page 5.12-12 PlaceWorks
Site ST-10. The SLM was in an agricultural area northeast of the City. It was approximately 2,600 feet south of
the edge of the Sierra Freeway and approximately 1,000 feet west of Thompson Avenue. The primary source of
noise was traffic on the Sierra Freeway.
Site ST-11. The SLM was in an agricultural area northwest of the City. It was approximately 100 feet south of the
centerline of Behymer Avenue and approximately ½ mile east of Willow Avenue. The primary source of noise
was traffic on Behymer Avenue.
Site ST-12. The SLM was in an agricultural area north of existing single-family homes. It was approximately
60 feet north of Shepherd Avenue’s centerline, north of the intersection with Temperance Avenue. The primary
source of noise was traffic on Shepherd Avenue and Temperance Avenue.
As shown in Table 5.12-6, the average noise levels during the daytime where short-term measurements were taken
ranged from 55.9 to 71.2 dBA L
eq
. The 24-hour CNEL noise measurements ranged from 63.3 to 66.2 dBA
CNEL. The noise pattern observed is typical of street traffic, with the highest levels close to the traffic AM and
PM peak hours. The detailed noise measurement outputs in a tabular and graphical format are included in
Appendix H. During the noise monitoring and field reconnaissance, it was observed that the existing noise levels
in the City are dominated by traffic noise, with sporadic aircraft and helicopter overflights. The highest noise
levels were observed in areas near Sierra Avenue and major City roads, including Willow Avenue, Shaw Avenue,
Temperance Avenue, Shepherd Avenue, and Clovis Avenue.
On-Road Vehicles
The circulation network serving the City is essentially a grid system of roadways, generally oriented north–south
and east–west. The SR-168, Shaw Avenue, Herndon Avenue, Clovis Avenue, Temperance Avenue, and Willow
Avenue are some of the major roads in the City. Traffic noise level contours were estimated using the Federal
Highway Administration (FHWA) Highway Traffic Noise Prediction Model (RD-77-108). The distances to the 70,
65, and 60 CNEL contours for selected roadway segments in the study area are included in Appendix H.
Figure 5.12-3, Existing Roadway Noise Level Contours, shows the existing 70, 65, and 60 dBA CNEL noise contours
for surface transportation (vehicular traffic).
Ak
Ak
International
Shaw
Gettysburg
Academy
Greenwood
Bethel
Indianola
Del Rey
Copper
Dakota
Behymer
Perrin
Shepherd
Teague
Nees
Alluvial
Herndon
Sierra
Bullard
Barstow
Ashlan
Dockney
McCall
Thompson
Highland
Leonard
DeWolf
Locan
Temperance
Armstrong
Fowler
Sunnyside
Clovis
Minnewawa
Peach
Willow
Shields
F R A I N T- K E R N C A N A L
1
2
3
4
5
6
7
8
9
10
11
CLO-14.0 10.14.13
Noise Monitoring Locations
Figure 5.12-2
5. Environmental Analysis
Environmental Impact Report
Source: PlaceWorks, 2014; ESRI, 2014.
0 0.5 10.25
Miles
Urban Center Boundary
City Boundary
Sphere of Influence Boundary
Plan Area Boundary
1
Noise Monitoring Locations (11)
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Ak
Ak
International
Shaw
Gettysburg
Academy
Greenwood
Bethel
Indianola
Del Rey
Copper
Dakota
Behymer
Perrin
Shepherd
Teague
Nees
Alluvial
Herndon
Sierra
Bullard
Barstow
Ashlan
Dockney
McCall
Thompson
Highland
Leonard
DeWolf
Locan
Temperance
Armstrong
Fowler
Sunnyside
Clovis
Minnewawa
Peach
Willow
Shields
F R A I N T- K E R N C A N A L
CLO-14.0 10.14.13
Existing Roadway
Noise Level Contours
Figure 5.12-3
5. Environmental Analysis
Environmental Impact Report
Source: Fehr & Peers, 2013; PlaceWorks, 2014
0 0.5 10.25
Miles
70 dBA CNEL Contour
65 dBA CNEL Contour
60 dBA CNEL Contour
Northeast
Urban Center
Northwest
Urban Center
Loma Vista
Key Map
City
Sphere of Influence
Urban Center Boundary
Non-SOI Plan Area
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GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
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Aircraft Noise
Fresno Yosemite Airport (FYI) is the largest and busiest commercial service airport in California’s Central Valley.
FYI is a joint-use, civilian/military airport with two parallel runways. It is used by commercial air carriers, air
cargo operators, charter operators, the State of California, general aviation, and the United States military. The
California Air National Guard occupies a 58-acre area in the southeast portion of FYI. A helicopter repair and
maintenance unit of the Army National Guard, the California Division of Forestry, and a number of corporate
aviation businesses occupy facilities north of the runways (FCALUC 2012). About 170 aircraft are based at FYI,
and two fixed base operators offer a wide range of aeronautical services. Nine airlines and two air cargo carriers
serve FYI, and about 250 general aviation aircraft are based there. The California Air National Guard 144th
Fighter Wing is based at the airport as well. In 2012, there were 58,704 civilian takeoffs or landings and
4,542 military takeoffs or landings, for a total of 63,246 takeoffs or landings (FAA 2012).
1
Currently there are
approximately 370 operations per day, 40 percent of which are transient general aviation, 27 percent local general
aviation, 19 percent air taxi, 8 percent commercial, and 7 percent military (Airnav 2013).
The Clovis Community Medical Center heliport is on the hospital campus, which is at the northeast corner of
Herndon Avenue and Temperance Avenue. There are no aircraft based at this heliport; its use is sporadic, related
to emergency use. The nearest homes are approximately 600 feet to the south and approximately 1,000 feet to the
east.
The relative acceptability or unacceptability of particular land uses with respect to the noise levels to which they
would be exposed is indicated in the “Airport Land Use Noise Compatibility Criteria” matrix. These criteria are
the principal determinants of whether a proposed land use is compatible with the noise impact from FYI. The
Fresno Yosemite International Airport Compatibility Land Use Plan (ACLUP) was issued by the Airport Land
Use Commission (ALUC) of Fresno County in 2012. The ALUC requires an acoustical analysis prior to the
approval of a special permit (site plan or conditional use permit) for any new residential use, transient lodging,
school, library, hospital, nursing home, day nursery, church, auditorium, or concert hall within a 65 dBA or greater
CNEL contour. For single-family residential proposals, an acoustical analysis is required as a condition of
subdivision map approval, submitted prior to the issuance of building permits. The future FYI airport noise
contours and an evaluation of potential noise and land use compatibility conflicts are included in Impact
Statement 5.12-6.
Railroad Noise
There are currently no railroad lines in the City of Clovis. Union Pacific operates freight trains in Fresno, and a
branch line ends at an industrial area at the border between Fresno and Clovis just north of the intersection of
Clovis Avenue and Shields Avenue.
Stationary Sources of Noise
Whereas mobile-source noise affects many receptors along an entire length of roadway, stationary noise sources
affect only their immediate areas. Many processes and activities in cities produce noise, most notably the
1
“Itinerant” takeoffs or landings are where the aircraft arrives from or departs to outside the airport area. Does not include practice
flights limited to within 20 miles of the airport.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
Page 5.12-18 PlaceWorks
operation of commercial, warehousing, and industrial uses; schools; and at-grade railroad crossings. Noise
exposure within industrial facilities is controlled by federal and state employee health and safety regulations. Noise
levels outside of industrial and other facilities are subject to local standards.
Vibration
The primary existing source of vibration in the City is truck traffic. Perceptible vibration levels can be caused by
heavy trucks hitting discontinuities in the pavement like gaps and potholes. However, under normal conditions
with well-maintained asphalt, vibration levels are usually not perceptible beyond the road right-of-way. There are
no known major sources of vibration, such as heavy industrial equipment, to cause substantial levels of vibration
to nearby sensitive uses.
5.12.2 Thresholds of Significance
According to Appendix G of the CEQA Guidelines, a project would normally have a significant effect on the
environment if the project would result in:
N-1 Exposure of persons to or generation of noise levels in excess of standards established in the local
general plan or noise ordinance, or applicable standards of other agencies.
N-2 Exposure of persons to or generation of excessive groundborne vibration or groundborne noise
levels.
N-3 A substantial permanent increase in ambient noise levels in the project vicinity above levels existing
without the project.
N-4 A substantial temporary or periodic increase in ambient noise levels in the project vicinity above
levels existing without the project.
N-5 For a project located within an airport land use plan or where such a plan has not been adopted,
within two miles of a public airport or public use airport, expose people residing or working in the
project area to excessive noise levels.
N-6 For a project within the vicinity of a private airstrip, expose people residing or working the project
area to excessive noise levels.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-19
5.12.3 Environmental Impacts
The following impact analysis addresses thresholds of significance for which the Initial Study disclosed potentially
significant impacts. The applicable thresholds are identified in brackets after the impact statement.
Impact 5.12-1: Development of the proposed land use plan would result in an increase in traffic, which would
cause a substantial environmental noise increase to noise-sensitive uses adjacent to roadways.
[Thresholds N-1 and N-3]
Impact Analysis:
2035 Scenario
Future development in accordance with the General Plan Update would cause increases in traffic along local
roadways. Traffic on SR-168 is also projected to increase due to regional growth and City-related traffic. For the
purpose of assessing the compatibility of new development with the anticipated ambient noise, the City utilizes
the state’s Community Noise and Land Use Compatibility standards, summarized in Figure 5.12-1. A significant
impact could occur if the proposed land use plan designates noise-sensitive land uses in areas where the ambient
noise level clearly exceeds levels that are compatible for the designated land use, or if the future ambient noise
would be incompatible with existing noise-sensitive land uses, including residential, schools, churches, nursing
homes, hospitals, and open space/recreation areas. Commercial and industrial areas are not considered noise
sensitive and have much higher tolerances for exterior noise levels.
The traffic noise levels were estimated using the Federal Highway Administration (FHWA) Highway Traffic Noise
Prediction Model (RD-77-108). The FHWA model predicts noise levels through a series of adjustments to a
reference sound level. These adjustments account for distances from the roadway, traffic flows, vehicle speeds,
car/truck mix, length of exposed roadway, and road width. The distances to the 70, 65, and 60 dBA CNEL
contours for selected roadway segments in the vicinity of proposed project site are included in Appendix H.
Table 5.12-7 presents the noise level increases on roadways over existing conditions at 100 feet from the
centerline of each roadway segment for 2035 conditions. Table 5.12-7 shows that traffic noise increases along
roadways at 2035 conditions due to implementation of the proposed land use plan, the implementation of the
circulation plan, and regional growth would range from –1.4 to 10.0 dBA CNEL. The affected segments that
would experience substantial noise increases greater than 5 dBA over existing conditions, resulting in noise levels
greater than 65 dBA CNEL, and that include sensitive receptors are:
Copper Avenue from Willow Avenue to Carson Avenue
Shepherd Avenue from Willow Avenue to SR-168
Teague Avenue from Willow Avenue to Minnewawa Avenue
Nees Avenue from Minnewawa Avenue to Fowler Avenue
Owens Mountain parkway from DeWolf Avenue to SR-168
Herndon Avenue from Temperance Avenue to DeWolf Avenue
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
Page 5.12-20 PlaceWorks
Shaw Avenue from DeWolf Avenue to Academy Avenue
Shields Avenue from Temperance Avenue to Leonard Avenue
Willow Avenue from Friant Road to Alluvial Avenue
Fowler Avenue from Ashland Avenue to Shields Avenue
Armstrong Avenue from Nees Avenue to Herndon Avenue
Armstrong Avenue from Gettysburg Avenue to Dakota Avenue
Temperance Avenue from Shepherd Avenue to Nees Avenue
Temperance Avenue from SR-168 to Ashland Avenue
McCall Avenue from Herndon Avenue to Shaw Avenue
Noise decreases occur at a few segments that may be a result of road diets or a redistribution of traffic due to
new roads and changes in road classifications. However, the vast majority of segments in the City would
experience an increase in traffic noise. The noise increases along roadway segments are related to traffic volume
increases due to population and employment growth in the City and the region. Traffic noise increases would
occur over a period of many years and would not be readily discernible on an annual basis because traffic and
noise would increase steadily over a long period. However, the future ambient noise would be substantially higher
than existing conditions at receptors along the roadway segments identified above. Therefore, traffic-related noise
impacts related to the implementation of the General Plan Update are significant.
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Copper Avenue West of Willow Avenue 60.6 66.2 5.6 YES
Copper Avenue
Willow Avenue to Auberry Road
60.3
63.2
2.9
NO
Copper Avenue
Auberry Road to Minnewawa Avenue
60.7
63.6
2.9
NO
Copper Avenue
East of Minnewawa Avenue
51.6
53.7
2.1
NO
Behymer Avenue West of Willow Avenue 59.6 60.9 1.3 NO
Behymer Avenue
Willow Avenue to Minnewawa Avenue
62.8
64.6
1.8
NO
Behymer Avenue
Minnewawa Avenue to Fowler Avenue
58.0
61.8
3.8
NO
Perrin Avenue
West of Willow Avenue
63.4
66.5
3.1
NO
Shepherd Avenue West of Willow Avenue 65.7 68.3 2.6 NO
Shepherd Avenue
Willow Avenue to Minnewawa Avenue
63.1
69.9
6.8
YES
Shepherd Avenue
Minnewawa Avenue to Clovis Avenue
63.0
69.0
6.0
YES
Shepherd Avenue
Clovis Avenue to Fowler Avenue
62.3
70.1
7.8
YES
Shepherd Avenue Fowler Avenue to Temperance Avenue 60.7 69.0 8.3 YES
Shepherd Avenue
Temperance Avenue to DeWolf Avenue
60.0
66.4
6.4
YES
Shepherd Avenue
DeWolf Avenue to SR 168
60.6
66.4
5.8
YES
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-21
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Teague Avenue
Willow Avenue to Minnewawa Avenue
60.4
61.7
1.3
NO
Nees Avenue
West of Willow Avenue
67.3
70.3
3.0
NO
Nees Avenue
Willow Avenue to Minnewawa Avenue
64.8
68.7
3.9
NO
Nees Avenue Minnewawa Avenue to Clovis Avenue 61.8 68.6 6.8 YES
Nees Avenue
Clovis Avenue to Fowler Avenue
60.3
66.3
6.0
YES
Nees Avenue
Fowler Avenue to Temperance Avenue
57.4
63.8
6.4
NO
Nees Avenue
Temperance Avenue to Locan Avenue
56.3
61.0
4.7
NO
Alluvial Avenue
West of Willow Avenue
62.4
65.1
2.7
NO
Alluvial Avenue
Willow Avenue to Clovis Avenue
61.5
63.8
2.3
NO
Alluvial Avenue
Clovis Avenue to Fowler Avenue
61.3
64.5
3.2
NO
Alluvial Avenue
Fowler Avenue to Temperance Avenue
57.9
63.2
5.3
NO
Owens Mtn Pkwy
DeWolf Avenue to SR 168
58.7
67.5
8.8
YES
Herndon Avenue
West of Willow Avenue
70.4
72.3
1.9
NO
Herndon Avenue
Willow Avenue to SR 168
69.8
72.5
2.7
NO
Herndon Avenue
SR 168 to Clovis Avenue
71.2
73.2
2.0
NO
Herndon Avenue Clovis Avenue to Sunnyside Avenue 68.4 70.9 2.5 NO
Herndon Avenue
Sunnyside Avenue to Fowler Avenue
67.3
70.9
3.6
NO
Herndon Avenue
Fowler Avenue to Temperance Avenue
66.2
69.9
3.7
NO
Herndon Avenue
Temperance Avenue to DeWolf Avenue
63.3
69.4
6.1
YES
Herndon Avenue
DeWolf Avenue to McCall Avenue
61.0
65.6
4.6
NO
Herndon Avenue
McCall Avenue to Academy Avenue
58.5
61.3
2.8
NO
Sierra Avenue
Willow Avenue to Villa Avenue
57.7
60.4
2.7
NO
Sierra Avenue
Villa Avenue to Clovis Avenue
59.9
61.3
1.4
NO
Sierra Avenue
Fowler Avenue to Temperance Avenue
58.3
58.4
0.1
NO
Third Street
Clovis Avenue to Sunnyside Avenue
59.7
62.2
2.5
NO
Tollhouse Road
Sunnyside Avenue to Armstrong Avenue
60.0
63.0
3.0
NO
Bullard Avenue
West of Willow Avenue
67.6
69.9
2.3
NO
Bullard Avenue Willow Avenue to SR 168 67.7 69.3 1.6 NO
Bullard Avenue
SR 168 to Villa Avenue
67.7
68.8
1.1
NO
Bullard Avenue
Villa Avenue to Fifth Street
67.1
68.6
1.5
NO
Fifth Street
Bullard Avenue to Clovis Avenue
62.4
63.9
1.5
NO
Fifth Street
Clovis Avenue to Sunnyside Avenue
62.2
63.2
1.0
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
Page 5.12-22 PlaceWorks
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Bullard Avenue
Sunnyside Avenue to Fowler Avenue
63.4
65.2
1.8
NO
Bullard Avenue
Fowler Avenue to Temperance Avenue
63.4
65.2
1.8
NO
Bullard Avenue
Temperance Avenue to DeWolf Avenue
60.0
63.7
3.7
NO
Barstow Avenue
Willow Avenue to Clovis Avenue
61.3
63.5
2.2
NO
Barstow Avenue
Clovis Avenue to Fowler Avenue
63.9
63.4
-0.5
NO
Barstow Avenue
Fowler Avenue to Temperance Avenue
62.8
62.1
-0.7
NO
Barstow Avenue
Temperance Avenue to Locan Avenue
61.3
62.4
1.1
NO
Shaw Avenue
West of SR 168
70.9
72.7
1.8
NO
Shaw Avenue
SR 168 to Willow Avenue
70.3
71.2
0.9
NO
Shaw Avenue
Willow Avenue to Peach Avenue
70.4
71.3
0.9
NO
Shaw Avenue
Peach Avenue to Villa Avenue
69.8
70.8
1.0
NO
Shaw Avenue
Villa Avenue to Minnewawa Avenue
69.7
70.9
1.2
NO
Shaw Avenue
Minnewawa Avenue to Clovis Avenue
70.4
71.6
1.2
NO
Shaw Avenue
Clovis Avenue to Sunnyside Avenue
69.2
70.6
1.4
NO
Shaw Avenue
Sunnyside Avenue to Fowler Avenue
67.9
70.0
2.1
NO
Shaw Avenue
Fowler Avenue to Temperance Avenue
68.0
70.3
2.3
NO
Shaw Avenue
Temperance Avenue to DeWolf Avenue
66.4
71.0
4.6
NO
Shaw Avenue
DeWolf Avenue to McCall Avenue
61.9
70.4
8.5
YES
Shaw Avenue
McCall Avenue to Academy Avenue
61.5
67.2
5.7
YES
Gettysburg Avenue
West of Willow Avenue
65.1
67.3
2.2
NO
Gettysburg Avenue
Willow Avenue to Minnewawa Avenue
61.6
61.1
-0.5
NO
Gettysburg Avenue
Clovis Avenue to Fowler Avenue
63.3
63.9
0.6
NO
Gettysburg Avenue
Fowler Avenue to Temperance Avenue
60.0
61.1
1.1
NO
Gettysburg Avenue
Temperance Avenue to DeWolf Avenue
59.1
60.6
1.5
NO
Gettysburg Avenue
DeWolf Avenue to Leonard Avenue
49.6
60.3
10.7
NO
Ashlan Avenue
SR 168 to Willow Avenue
67.2
68.5
1.3
NO
Ashlan Avenue
Willow Avenue to Peach Avenue
67.7
69.4
1.7
NO
Ashlan Avenue
Peach Avenue to Minnewawa Avenue
67.5
68.6
1.1
NO
Ashlan Avenue
Minnewawa Avenue to Clovis Avenue
65.4
66.2
0.8
NO
Ashlan Avenue
Clovis Avenue to Sunnyside Avenue
65.0
65.7
0.7
NO
Ashlan Avenue
Sunnyside Avenue to Fowler Avenue
66.5
67.7
1.2
NO
Ashlan Avenue
Fowler Avenue to Temperance Avenue
64.4
66.8
2.4
NO
Ashlan Avenue
Temperance Avenue to DeWolf Avenue
64.9
67.9
3.0
NO
Ashlan Avenue
DeWolf Avenue to McCall Avenue
58.2
63.5
5.3
NO
Ashlan Avenue
McCall Avenue to Academy Avenue
58.6
62.3
3.7
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-23
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Dakota Avenue
West of Peach Avenue
63.5
65.5
2.0
NO
Airways Boulevard
Dakota Avenue to Clovis Avenue
64.3
69.0
4.7
NO
Shields Avenue
Clovis Avenue to Fowler Avenue
64.8
67.7
2.9
NO
Shields Avenue
Fowler Avenue to Temperance Avenue
63.6
67.3
3.7
NO
Shields Avenue
Temperance Avenue to Leonard Avenue
59.1
66.0
6.9
YES
Willow Avenue
Friant Road to Copper Avenue
58.2
67.7
9.5
YES
Willow Avenue
Copper Avenue to Behymer Avenue
63.7
71.1
7.4
YES
Willow Avenue
Behymer Avenue to Shepherd Avenue
64.6
71.8
7.2
YES
Willow Avenue
Shepherd Avenue to Nees Avenue
63.6
70.5
6.9
YES
Willow Avenue
Nees Avenue to Alluvial Avenue
65.7
71.3
5.6
YES
Willow Avenue
Alluvial Avenue to Herndon Avenue
68.2
71.5
3.3
NO
Willow Avenue
Herndon Avenue to Bullard Avenue
68.1
70.1
2.0
NO
Willow Avenue
Bullard Avenue to Barstow Avenue
67.7
71.0
3.3
NO
Willow Avenue
Barstow Avenue to Shaw Avenue
67.9
70.9
3.0
NO
Willow Avenue
Shaw Avenue to Ashlan Avenue
66.7
68.9
2.2
NO
Chestnut Diagonal
South of Ashlan Avenue
64.9
67.4
2.5
NO
Peach Avenue
Shepherd Avenue to Teague Avenue
57.2
58.5
1.3
NO
Peach Avenue
Teague Avenue to Nees Avenue
60.4
61.3
0.9
NO
Peach Avenue
Nees Avenue to Herndon Avenue
61.1
62.0
0.9
NO
Peach Avenue
Shaw Avenue to Ashlan Avenue
65.4
64.8
-0.6
NO
Peach Avenue
Ashlan Avenue to Dakota Avenue
64.7
68.1
3.4
NO
Auberry Road
North of Copper Avenue
60.5
62.2
1.7
NO
Villa Avenue
Herndon Avenue to Bullard Avenue
64.8
66.3
1.5
NO
Villa Avenue
Bullard Avenue to Shaw Avenue
65.2
66.5
1.3
NO
Villa Avenue
Shaw Avenue to Gettysburg Avenue
61.6
62.1
0.5
NO
Minnewawa Av.
Copper Avenue to Behymer Avenue
61.0
63.8
2.8
NO
Minnewawa Av.
Behymer Avenue to Shepherd Avenue
60.9
61.0
0.1
NO
Minnewawa Av.
Shepherd Avenue to Teague Avenue
62.4
65.1
2.7
NO
Minnewawa Av.
Teague Avenue to Nees Avenue
65.4
67.4
2.0
NO
Minnewawa Av.
Nees Avenue to Herndon Avenue
64.1
66.0
1.9
NO
Minnewawa Av.
Bullard Avenue to Shaw Avenue
63.4
63.9
0.5
NO
Minnewawa Av.
Shaw Avenue to Ashlan Avenue
62.4
63.3
0.9
NO
Clovis Avenue
Shepherd Avenue to Teague Avenue
61.2
63.2
2.0
NO
Clovis Avenue
Teague Avenue to Nees Avenue
62.4
65.3
2.9
NO
Clovis Avenue
Nees Avenue to Alluvial Avenue
64.4
68.0
3.6
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
Page 5.12-24 PlaceWorks
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Clovis Avenue
Alluvial Avenue to Herndon Avenue
65.2
68.0
2.8
NO
Clovis Avenue
Herndon Avenue to Third Street
64.8
67.4
2.6
NO
Clovis Avenue
Third Street to Fifth Street
66.7
68.4
1.7
NO
Clovis Avenue
Fifth Street to Barstow Avenue
66.9
68.5
1.6
NO
Clovis Avenue
Barstow Avenue to Shaw Avenue
68.1
69.4
1.3
NO
Clovis Avenue
Shaw Avenue to Ashlan Avenue
68.6
70.6
2.0
NO
Clovis Avenue
Ashlan Avenue to Shields Avenue
69.4
72.1
2.7
NO
Clovis Avenue
South of Shields Avenue
49.1
50.5
1.4
NO
Sunnyside Avenue
North of Shepherd avenue
55.0
58.1
3.1
NO
Sunnyside Avenue
Shepherd Avenue to Nees Avenue
61.4
62.6
1.2
NO
Sunnyside Avenue
Nees Avenue to Herndon Avenue
65.0
63.6
-1.4
NO
Sunnyside Avenue
Herndon Avenue to Fifth Street
64.8
66.0
1.2
NO
Sunnyside Avenue
Fifth Street to Shaw Avenue
59.9
61.1
1.2
NO
Fowler Avenue
Behymer Avenue to Shepherd Avenue
61.3
63.6
2.3
NO
Fowler Avenue
Shepherd Avenue to Nees Avenue
64.9
66.9
2.0
NO
Fowler Avenue
Nees Avenue to SR 168
67.1
69.9
2.8
NO
Fowler Avenue
SR 168 to Herndon Avenue
64.8
69.5
4.7
NO
Fowler Avenue
Herndon Avenue to Tollhouse Road
66.3
68.6
2.3
NO
Fowler Avenue
Tollhouse Road to Bullard Avenue
66.8
69.0
2.2
NO
Fowler Avenue
Bullard Avenue to Shaw Avenue
66.0
68.8
2.8
NO
Fowler Avenue
Shaw Avenue to Gettysburg Avenue
66.1
69.2
3.1
NO
Fowler Avenue
Gettysburg Avenue to Ashlan Avenue
65.2
68.1
2.9
NO
Fowler Avenue
Ashlan Avenue to Shields Avenue
62.9
68.9
6.0
YES
Fowler Avenue
South of Shields Avenue
58.1
67.3
9.2
YES
Armstrong Avenue
Nees Avenue to Herndon Avenue
61.0
67.0
6.0
YES
Armstrong Avenue
Herndon Avenue to Bullard Avenue
63.7
64.2
0.5
NO
Armstrong Avenue
Bullard Avenue to Shaw Avenue
60.8
62.7
1.9
NO
Armstrong Avenue
Shaw Avenue to Gettysburg Avenue
60.6
62.7
2.1
NO
Armstrong Avenue
Gettysburg Avenue to Ashlan Avenue
60.1
65.8
5.7
YES
Armstrong Avenue
Ashlan Avenue to Dakota Avenue
58.5
65.0
6.5
NO
Armstrong Avenue
South of Dakota Avenue
60.2
66.9
6.7
YES
Temperance Avenue
Shepherd Avenue to Nees Avenue
63.0
69.2
6.2
YES
Temperance Avenue
SR 168 to Herndon Avenue
65.5
72.0
6.5
YES
Temperance Avenue
Herndon Avenue to Sierra Avenue
64.5
71.6
7.1
YES
Temperance Avenue
Sierra Avenue to Bullard Avenue
64.2
71.6
7.4
YES
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
June 2014 Page 5.12-25
Table 5.12-7 Year 2035 Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
2035
Increase
Potentially
Significant?
Temperance Avenue
Bullard Avenue to Barstow Avenue
63.6
71.5
7.9
YES
Temperance Avenue
Barstow Avenue to Shaw Avenue
63.0
71.4
8.4
YES
Temperance Avenue
Shaw Avenue to Ashlan Avenue
65.3
72.8
7.5
YES
Temperance Avenue
Ashlan Avenue to Shields Avenue
61.3
71.1
9.8
YES
Locan Avenue
Shepherd Avenue to Nees Avenue
55.8
57.8
2.0
NO
Locan Avenue
Herndon Avenue to Bullard Avenue
54.1
58.6
4.5
NO
Locan Avenue
Bullard Avenue to Shaw Avenue
55.4
59.8
4.4
NO
Locan Avenue
Shaw Avenue to Ashlan Avenue
54.9
54.9
0.0
NO
Locan Avenue
Ashlan Avenue to Shields Avenue
57.4
59.8
2.4
NO
DeWolf Avenue
Shepherd Avenue to “Deluvial” Avenue
55.0
62.3
7.3
NO
DeWolf Avenue
Tollhouse Road to Herndon Avenue
53.3
55.0
1.7
NO
DeWolf Avenue
Herndon Avenue to Bullard Avenue
56.3
61.5
5.2
NO
DeWolf Avenue
Bullard Avenue to Shaw Avenue
56.7
62.8
6.1
NO
DeWolf Avenue
Shaw Avenue to Ashlan Avenue
55.9
61.8
5.9
NO
DeWolf Avenue
Ashlan Avenue to Shields Avenue
57.1
60.8
3.7
NO
Leonard Avenue
Bullard Avenue to Shaw Avenue
51.5
60.7
9.2
NO
Leonard Avenue
Shaw Avenue to Ashlan Avenue
56.6
62.8
6.2
NO
Thompson Avenue
Cole Avenue to Herndon Avenue
54.3
58.5
4.2
NO
McCall Avenue
Herndon Avenue to Shaw Avenue
58.6
65.1
6.5
YES
McCall Avenue
Shaw Avenue to Ashlan Avenue
58.3
63.2
4.9
NO
McCall Avenue
South of Ashlan Avenue
58.3
63.3
5.0
NO
Academy Avenue
Shepherd Avenue to Herndon Avenue
55.2
58.0
2.8
NO
Academy Avenue
Herndon Avenue to Shaw Avenue
59.4
60.6
1.2
NO
Academy Avenue
South of Shaw Avenue
62.3
66.3
4.0
NO
Notes: Grey highlighted = segments where potentially significant impacts could occur.
W/ = west of; E/ = east of; N/ north of; S/ = south of
Traffic Noise Model Calculations included in Appendix H.
Full Buildout
Table 5.12-8 presents the noise level increases on roadways over existing conditions at 100 feet from the
centerline of each roadway segment for General Plan Buildout (post-2035) conditions. Table 5.12-8 shows that
traffic noise increases along roadways at full buildout conditions due to implementation of the proposed land use
plan, the implementation of the circulation plan, and regional growth would range from 0.7 to 16.8 dBA CNEL.
The affected segments that would experience substantial noise increases greater than 5 dBA over existing
conditions, resulting in noise levels greater than 65 dBA CNEL, and that include sensitive receptors are:
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
Page 5.12-26 PlaceWorks
Copper Avenue from Willow Avenue to Carson Avenue
Perrin Avenue from Willow Avenue to Sommerville Drive
Shepherd Avenue from Maple Avenue to SR 168
Teague Avenue from Willow Avenue to Minnewawa Avenue
Nees Avenue from Minnewawa Avenue to Flower Avenue
Aluvial Avenue from Clovis Avenue to Temperance Avenue
Owens Mountain parkway from DeWolf Avenue to SR 168
Herndron Avenue from Temperance Avenue to Academy Avenue
Tollhouse Road from Sunnyside Avenue to Armstrong Avenue
Bullard Avenue from Temperance Avenue to DeWolfe Avenue
Shaw Avenue from Temperance Avenue to McCall Avenue
Ashlan Avenue from DeWolf Avenue to McCall Avenue
Dakota Avenue from Chestnut to Peach Avenue
Shields Avenue from Temperance Avenue to Leonard Avenue
Willow Avenue from Friant Road to Alluvial Avenue
Clovis Avenue from Shepherd Avenue to Alluvial Avenue
Clovis Avenue from Herndon Avenue to Third Avenue (no sensitive receptors)
Sunnyside Avenue from Shepherd Avenue to Nees Avenue
Flower Avenue from Behymer Avenue to Clinton Avenue
Armstrong Avenue from Gettysburg Avenue to Shields Avenue
Temperance Avenue from Shepherd Avenue to Nees Avenue
Temperance Avenue from SR 168 to Shields Avenue
DeWolf Avenue from Bullard Avenue to Shields Avenue
Leonard Avenue from Bullard Avenue to Ashland Avenue
Thompson Avenue from Cole Avenue to Herndon Avenue
McCall Avenue from Herondon Avenue to Ashlan Avenue
Academy Avenue from Shepherd Avenue to Ashlan Avenue
The noise increases along roadway segments are related to traffic volume increases due to population and
employment growth in the City and region. Traffic noise increases would occur over a period of many years and
would not be readily discernible on an annual basis, because traffic and noise would increase steadily over a long
period. However, the future ambient noise would be substantially higher when compared to existing conditions at
receptors along the roadway segments identified above. Therefore, traffic-related noise impacts related to the
implementation of the General Plan Update are significant.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-27
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
Copper Avenue
West of Willow Avenue
60.6
68.6
8.0
YES
Copper Avenue
Willow Avenue to Auberry Road
60.3
70.8
10.5
YES
Copper Avenue
Auberry Road to Minnewawa Avenue
60.7
69.8
9.1
YES
Copper Avenue East of Minnewawa Avenue 51.6 69.8 18.2 YES
Behymer Avenue
West of Willow Avenue
59.6
61.9
2.3
NO
Behymer Avenue
Willow Avenue to Minnewawa Avenue
62.8
67.5
4.7
NO
Behymer Avenue
Minnewawa Avenue to Fowler Avenue
58.0
64.2
6.2
NO
Perrin Avenue
West of Willow Avenue
63.4
69.5
6.1
YES
Shepherd Avenue
West of Willow Avenue
65.7
71.7
6.0
YES
Shepherd Avenue
Willow Avenue to Minnewawa Avenue
63.1
71.7
8.6
YES
Shepherd Avenue
Minnewawa Avenue to Clovis Avenue
63.0
70.9
7.9
YES
Shepherd Avenue
Clovis Avenue to Fowler Avenue
62.3
73.2
10.9
YES
Shepherd Avenue
Fowler Avenue to Temperance Avenue
60.7
72.3
11.6
YES
Shepherd Avenue
Temperance Avenue to DeWolf Avenue
60.0
70.3
10.3
YES
Shepherd Avenue
DeWolf Avenue to SR 168
60.6
70.4
9.8
YES
Teague Avenue Willow Avenue to Minnewawa Avenue 60.4 71.1 10.7 YES
Nees Avenue
West of Willow Avenue
67.3
69.5
2.2
NO
Nees Avenue
Willow Avenue to Minnewawa Avenue
64.8
69.5
4.7
NO
Nees Avenue
Minnewawa Avenue to Clovis Avenue
61.8
69.2
7.4
YES
Nees Avenue
Clovis Avenue to Fowler Avenue
60.3
66.3
6.0
YES
Nees Avenue
Fowler Avenue to Temperance Avenue
57.4
64.4
7.0
NO
Nees Avenue
Temperance Avenue to Locan Avenue
56.3
63.9
7.6
NO
Alluvial Avenue
West of Willow Avenue
62.4
65.5
3.1
NO
Alluvial Avenue
Willow Avenue to Clovis Avenue
61.5
65.5
4.0
NO
Alluvial Avenue
Clovis Avenue to Fowler Avenue
61.3
67.4
6.1
YES
Alluvial Avenue
Fowler Avenue to Temperance Avenue
57.9
66.5
8.6
YES
Owens Mtn Pkwy
DeWolf Avenue to SR 168
58.7
73.2
14.5
YES
Herndon Avenue West of Willow Avenue 70.4 73.0 2.6 NO
Herndon Avenue
Willow Avenue to SR 168
69.8
73.0
3.2
NO
Herndon Avenue
SR 168 to Clovis Avenue
71.2
74.2
3.0
NO
Herndon Avenue
Clovis Avenue to Sunnyside Avenue
68.4
71.5
3.1
NO
Herndon Avenue
Sunnyside Avenue to Fowler Avenue
67.3
72.1
4.8
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
Page 5.12-28 PlaceWorks
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
Herndon Avenue
Fowler Avenue to Temperance Avenue
66.2
71.0
4.8
NO
Herndon Avenue
Temperance Avenue to DeWolf Avenue
63.3
71.9
8.6
YES
Herndon Avenue
DeWolf Avenue to McCall Avenue
61.0
69.3
8.3
YES
Herndon Avenue McCall Avenue to Academy Avenue 58.5 67.9 9.4 YES
Sierra Avenue
Willow Avenue to Villa Avenue
57.7
63.3
5.6
NO
Sierra Avenue
Villa Avenue to Clovis Avenue
59.9
63.3
3.4
NO
Sierra Avenue
Fowler Avenue to Temperance Avenue
58.3
59.3
1.0
NO
Third Street
Clovis Avenue to Sunnyside Avenue
59.7
64.5
4.8
NO
Tollhouse Road
Sunnyside Avenue to Armstrong Avenue
60.0
70.8
10.8
YES
Bullard Avenue
West of Willow Avenue
67.6
70.2
2.6
NO
Bullard Avenue
Willow Avenue to SR 168
67.7
70.2
2.5
NO
Bullard Avenue
SR 168 to Villa Avenue
67.7
69.5
1.8
NO
Bullard Avenue
Villa Avenue to Fifth Street
67.1
69.2
2.1
NO
Fifth Street
Bullard Avenue to Clovis Avenue
62.4
64.5
2.1
NO
Fifth Street
Clovis Avenue to Sunnyside Avenue
62.2
63.7
1.5
NO
Bullard Avenue
Sunnyside Avenue to Fowler Avenue
63.4
67.2
3.8
NO
Bullard Avenue
Fowler Avenue to Temperance Avenue
63.4
67.2
3.8
NO
Bullard Avenue
Temperance Avenue to DeWolf Avenue
60.0
67.0
7.0
YES
Barstow Avenue
Willow Avenue to Clovis Avenue
61.3
64.8
3.5
NO
Barstow Avenue
Clovis Avenue to Fowler Avenue
63.9
64.8
0.9
NO
Barstow Avenue
Fowler Avenue to Temperance Avenue
62.8
63.4
0.6
NO
Barstow Avenue
Temperance Avenue to Locan Avenue
61.3
62.7
1.4
NO
Shaw Avenue
West of SR 168
70.9
71.7
0.8
NO
Shaw Avenue
SR 168 to Willow Avenue
70.3
71.7
1.4
NO
Shaw Avenue
Willow Avenue to Peach Avenue
70.4
71.8
1.4
NO
Shaw Avenue
Peach Avenue to Villa Avenue
69.8
71.6
1.8
NO
Shaw Avenue
Villa Avenue to Minnewawa Avenue
69.7
71.6
1.9
NO
Shaw Avenue
Minnewawa Avenue to Clovis Avenue
70.4
72.3
1.9
NO
Shaw Avenue
Clovis Avenue to Sunnyside Avenue
69.2
71.3
2.1
NO
Shaw Avenue
Sunnyside Avenue to Fowler Avenue
67.9
70.8
2.9
NO
Shaw Avenue
Fowler Avenue to Temperance Avenue
68.0
71.4
3.4
NO
Shaw Avenue
Temperance Avenue to DeWolf Avenue
66.4
72.1
5.7
YES
Shaw Avenue
DeWolf Avenue to McCall Avenue
61.9
72.1
10.2
YES
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-29
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
Shaw Avenue
McCall Avenue to Academy Avenue
61.5
66.3
4.8
NO
Gettysburg Avenue
West of Willow Avenue
65.1
62.3
-2.8
NO
Gettysburg Avenue
Willow Avenue to Minnewawa Avenue
61.6
62.3
0.7
NO
Gettysburg Avenue
Clovis Avenue to Fowler Avenue
63.3
66.4
3.1
NO
Gettysburg Avenue
Fowler Avenue to Temperance Avenue
60.0
62.6
2.6
NO
Gettysburg Avenue
Temperance Avenue to DeWolf Avenue
59.1
62.3
3.2
NO
Gettysburg Avenue
DeWolf Avenue to Leonard Avenue
49.6
63.0
13.4
NO
Ashlan Avenue
SR 168 to Willow Avenue
67.2
69.6
2.4
NO
Ashlan Avenue
Willow Avenue to Peach Avenue
67.7
69.6
1.9
NO
Ashlan Avenue
Peach Avenue to Minnewawa Avenue
67.5
69.4
1.9
NO
Ashlan Avenue
Minnewawa Avenue to Clovis Avenue
65.4
66.8
1.4
NO
Ashlan Avenue
Clovis Avenue to Sunnyside Avenue
65.0
66.1
1.1
NO
Ashlan Avenue
Sunnyside Avenue to Fowler Avenue
66.5
68.7
2.2
NO
Ashlan Avenue
Fowler Avenue to Temperance Avenue
64.4
68.6
4.2
NO
Ashlan Avenue
Temperance Avenue to DeWolf Avenue
64.9
69.7
4.8
NO
Ashlan Avenue
DeWolf Avenue to McCall Avenue
58.2
68.0
9.8
YES
Ashlan Avenue
McCall Avenue to Academy Avenue
58.6
63.2
4.6
NO
Dakota Avenue
West of Peach Avenue
63.5
69.6
6.1
YES
Airways Boulevard
Dakota Avenue to Clovis Avenue
64.3
68.6
4.3
NO
Shields Avenue
Clovis Avenue to Fowler Avenue
64.8
68.3
3.5
NO
Shields Avenue
Fowler Avenue to Temperance Avenue
63.6
68.3
4.7
NO
Shields Avenue
Temperance Avenue to Leonard Avenue
59.1
69.2
10.1
YES
Willow Avenue
Friant Road to Copper Avenue
58.2
69.9
11.7
YES
Willow Avenue
Copper Avenue to Behymer Avenue
63.7
72.1
8.4
YES
Willow Avenue
Behymer Avenue to Shepherd Avenue
64.6
72.4
7.8
YES
Willow Avenue
Shepherd Avenue to Nees Avenue
63.6
72.2
8.6
YES
Willow Avenue
Nees Avenue to Alluvial Avenue
65.7
72.2
6.5
YES
Willow Avenue
Alluvial Avenue to Herndon Avenue
68.2
72.4
4.2
NO
Willow Avenue
Herndon Avenue to Bullard Avenue
68.1
72.2
4.1
NO
Willow Avenue
Bullard Avenue to Barstow Avenue
67.7
72.4
4.7
NO
Willow Avenue
Barstow Avenue to Shaw Avenue
67.9
72.2
4.3
NO
Willow Avenue
Shaw Avenue to Ashlan Avenue
66.7
69.7
3.0
NO
Chestnut Diagonal
South of Ashlan Avenue
64.9
57.2
-7.7
NO
Peach Avenue
Shepherd Avenue to Teague Avenue
57.2
60.8
3.6
NO
Peach Avenue
Teague Avenue to Nees Avenue
60.4
62.6
2.2
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
Page 5.12-30 PlaceWorks
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
Peach Avenue
Nees Avenue to Herndon Avenue
61.1
63.5
2.4
NO
Peach Avenue
Shaw Avenue to Ashlan Avenue
65.4
68.1
2.7
NO
Peach Avenue
Ashlan Avenue to Dakota Avenue
64.7
69.3
4.6
NO
Villa Avenue
Herndon Avenue to Bullard Avenue
64.8
67.6
2.8
NO
Villa Avenue
Bullard Avenue to Shaw Avenue
65.2
61.0
-4.2
NO
Minnewawa Av.
Copper Avenue to Behymer Avenue
61.0
63.6
2.6
NO
Minnewawa Av.
Behymer Avenue to Shepherd Avenue
60.9
63.6
2.7
NO
Minnewawa Av.
Shepherd Avenue to Teague Avenue
62.4
67.3
4.9
NO
Minnewawa Av.
Teague Avenue to Nees Avenue
65.4
68.8
3.4
NO
Minnewawa Av.
Nees Avenue to Herndon Avenue
64.1
67.8
3.7
NO
Minnewawa Av.
Bullard Avenue to Shaw Avenue
63.4
64.1
0.7
NO
Minnewawa Av.
Shaw Avenue to Ashlan Avenue
62.4
64.1
1.7
NO
Clovis Avenue
Shepherd Avenue to Teague Avenue
61.2
67.4
6.2
YES
Clovis Avenue
Teague Avenue to Nees Avenue
62.4
67.8
5.4
YES
Clovis Avenue
Nees Avenue to Alluvial Avenue
64.4
69.5
5.1
YES
Clovis Avenue
Alluvial Avenue to Herndon Avenue
65.2
69.5
4.3
NO
Clovis Avenue
Herndon Avenue to Third Street
64.8
70.4
5.6
YES
Clovis Avenue
Third Street to Fifth Street
66.7
69.2
2.5
NO
Clovis Avenue
Fifth Street to Barstow Avenue
66.9
70.2
3.3
NO
Clovis Avenue
Barstow Avenue to Shaw Avenue
68.1
71.0
2.9
NO
Clovis Avenue
Shaw Avenue to Ashlan Avenue
68.6
71.7
3.1
NO
Clovis Avenue
Ashlan Avenue to Shields Avenue
69.4
72.8
3.4
NO
Clovis Avenue
South of Shields Avenue
49.1
63.4
14.3
NO
Sunnyside Avenue
North of Shepherd Avenue
55.0
63.0
8.0
NO
Sunnyside Avenue
Shepherd Avenue to Nees Avenue
61.4
67.2
5.8
YES
Sunnyside Avenue
Nees Avenue to Herndon Avenue
65.0
66.8
1.8
NO
Sunnyside Avenue
Herndon Avenue to Fifth Street
64.8
67.4
2.6
NO
Sunnyside Avenue
Fifth Street to Shaw Avenue
59.9
62.0
2.1
NO
Fowler Avenue
Behymer Avenue to Shepherd Avenue
61.3
67.3
6.0
YES
Fowler Avenue
Shepherd Avenue to Nees Avenue
64.9
68.4
3.5
NO
Fowler Avenue
Nees Avenue to SR 168
67.1
70.9
3.8
NO
Fowler Avenue
SR 168 to Herndon Avenue
64.8
70.6
5.8
YES
Fowler Avenue
Herndon Avenue to Tollhouse Road
66.3
69.8
3.5
NO
Fowler Avenue
Tollhouse Road to Bullard Avenue
66.8
69.7
2.9
NO
Fowler Avenue
Bullard Avenue to Shaw Avenue
66.0
69.4
3.4
NO
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
June 2014 Page 5.12-31
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
Fowler Avenue
Shaw Avenue to Gettysburg Avenue
66.1
69.9
3.8
NO
Fowler Avenue
Gettysburg Avenue to Ashlan Avenue
65.2
68.9
3.7
NO
Fowler Avenue
Ashlan Avenue to Shields Avenue
62.9
69.5
6.6
YES
Fowler Avenue
South of Shields Avenue
58.1
69.0
10.9
YES
Armstrong Avenue
Nees Avenue to Herndon Avenue
61.0
64.8
3.8
NO
Armstrong Avenue
Herndon Avenue to Bullard Avenue
63.7
65.3
1.6
NO
Armstrong Avenue
Bullard Avenue to Shaw Avenue
60.8
63.8
3.0
NO
Armstrong Avenue
Shaw Avenue to Gettysburg Avenue
60.6
64.4
3.8
NO
Armstrong Avenue
Gettysburg Avenue to Ashlan Avenue
60.1
67.2
7.1
YES
Armstrong Avenue
Ashlan Avenue to Dakota Avenue
58.5
66.1
7.6
YES
Armstrong Avenue
South of Dakota Avenue
60.2
70.5
10.3
YES
Temperance Avenue
Shepherd Avenue to Nees Avenue
63.0
70.5
7.5
YES
Temperance Avenue
SR 168 to Herndon Avenue
65.5
73.5
8.0
YES
Temperance Avenue
Herndon Avenue to Sierra Avenue
64.5
72.6
8.1
YES
Temperance Avenue
Sierra Avenue to Bullard Avenue
64.2
72.7
8.5
YES
Temperance Avenue
Bullard Avenue to Barstow Avenue
63.6
72.7
9.1
YES
Temperance Avenue
Barstow Avenue to Shaw Avenue
63.0
72.6
9.6
YES
Temperance Avenue
Shaw Avenue to Ashlan Avenue
65.3
73.9
8.6
YES
Temperance Avenue
Ashlan Avenue to Shields Avenue
61.3
72.1
10.8
YES
Locan Avenue
Shepherd Avenue to Nees Avenue
55.8
58.0
2.2
NO
Locan Avenue
Herndon Avenue to Bullard Avenue
54.1
62.7
8.6
NO
Locan Avenue
Bullard Avenue to Shaw Avenue
55.4
61.5
6.1
NO
Locan Avenue
Shaw Avenue to Ashlan Avenue
54.9
57.8
2.9
NO
Locan Avenue
Ashlan Avenue to Shields Avenue
57.4
61.7
4.3
NO
DeWolf Avenue
Shepherd Avenue to “Deluvial” Avenue
55.0
56.9
1.9
NO
DeWolf Avenue
Tollhouse Road to Herndon Avenue
53.3
56.9
3.6
NO
DeWolf Avenue
Herndon Avenue to Bullard Avenue
56.3
64.2
7.9
NO
DeWolf Avenue
Bullard Avenue to Shaw Avenue
56.7
66.9
10.2
YES
DeWolf Avenue
Shaw Avenue to Ashlan Avenue
55.9
66.4
10.5
YES
DeWolf Avenue
Ashlan Avenue to Shields Avenue
57.1
68.2
11.1
YES
Leonard Avenue
Bullard Avenue to Shaw Avenue
51.5
66.1
14.6
YES
Leonard Avenue
Shaw Avenue to Ashlan Avenue
56.6
66.9
10.3
YES
Thompson Avenue
Cole Avenue to Herndon Avenue
54.3
71.1
16.8
YES
McCall Avenue
Herndon Avenue to Shaw Avenue
58.6
70.7
12.1
YES
McCall Avenue
Shaw Avenue to Ashlan Avenue
58.3
70.7
12.4
YES
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
CITY OF CLOVIS
5. Environmental Analysis
NOISE
Page 5.12-32 PlaceWorks
Table 5.12-8 Full Buildout Traffic Noise Increases (dBA CNEL)
Roadway
Segment
Existing
Full
Buildout
Increase
Potentially
Significant?
McCall Avenue
South of Ashlan Avenue
58.3
71.2
12.9
YES
Academy Avenue
Shepherd Avenue to Herndon Avenue
55.2
67.8
12.6
YES
Academy Avenue
Herndon Avenue to Shaw Avenue
59.4
67.8
8.4
YES
Academy Avenue
South of Shaw Avenue
62.3
68.4
6.1
YES
Notes: Grey highlighted = segments where potentially significant impacts could occur.
W/ = west of; E/ = east of; N/ north of; S/ = south of
Traffic Noise Model Calculations included in Appendix H.
Impact 5.12-2 Future noise-sensitive uses developed as part of the proposed land use plan could be exposed
to elevated noise levels from traffic noise. [Thresholds N-1 and N-3]
Impact Analysis:
2035 Scenario and Full Buildout
An impact could be significant if the proposed land use plan designates noise-sensitive land uses in areas that
would exceed the noise compatibility criteria of the City. As previously discussed in Impact Statement 5.12-1,
traffic noise contours were calculated for 2035 and full buildout conditions. Figures 5.12-4 and 5.12-5 show the
future noise contours from roadway traffic along major thoroughfares in the City of Clovis, SOI, and non-SOI
Plan Area at 2035 and full buildout buildout conditions, respectively. Noise levels shown in Figures 5.12-4
and 5.12-5 for the entire Plan Area do not account for noise attenuation provided by intervening structures or
topographical barriers. Several portions designated for the development of noise-sensitive land uses—such as
residential, hospitals, hotels, parks, and schools—will be in areas exposed to noise levels above 60 dBA CNEL,
which is commonly the level at which a review of the ambient noise in terms of land use compatibility is needed
to ensure that the proposed use is compatible with the ambient noise.
The following policies are included in the General Plan Environmental Safety Element to address transportation
noise and land use compatibly.
Policy 3.1 Land use compatibility - Approve development and require mitigation measures to ensure
existing and future land use compatibility as shown in the Noise Level Exposure and Land Use Compatibility
Matrix and the city’s noise ordinance.
Policy 3.2 Land use and traffic patterns - Discourage land use and traffic patterns that would expose
sensitive land uses or noise-sensitive areas to unacceptable noise levels.
Policy 3.4 Acoustical study - Require an acoustical study for proposed projects that have the potential to
exceed acceptable noise thresholds or are exposed to existing or future noise levels in excess of the
thresholds in the city’s noise ordinance.
Ak
Ak
International
Shaw
Gettysburg
Academy
Greenwood
Bethel
Indianola
Del Rey
Copper
Dakota
Behymer
Perrin
Shepherd
Teague
Nees
Alluvial
Herndon
Sierra
Bullard
Barstow
Ashlan
Dockney
McCall
Thompson
Highland
Leonard
DeWolf
Locan
Temperance
Armstrong
Fowler
Sunnyside
Clovis
Minnewawa
Peach
Willow
Shields
F R A I N T- K E R N C A N A L
CLO-14.0 10.14.13
Future 2035 Roadway
Noise Level Contours
Figure 5.12-4
5. Environmental Analysis
Environmental Impact Report
Source: Fehr & Peers, 2013; PlaceWorks, 2014
0 0.5 10.25
Miles
70 dBA CNEL Contour
65 dBA CNEL Contour
60 dBA CNEL Contour
Northeast
Urban Center
Northwest
Urban Center
Loma Vista
Key Map
City
Sphere of Influence
Urban Center Boundary
Non-SOI Plan Area
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
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Ak
Ak
International
Shaw
Gettysburg
Academy
Greenwood
Bethel
Indianola
Del Rey
Copper
Dakota
Behymer
Perrin
Shepherd
Teague
Nees
Alluvial
Herndon
Sierra
Bullard
Barstow
Ashlan
Dockney
McCall
Thompson
Highland
Leonard
DeWolf
Locan
Temperance
Armstrong
Fowler
Sunnyside
Clovis
Minnewawa
Peach
Willow
Shields
F R A I N T- K E R N C A N A L
CLO-14.0 10.14.13
Full Buildout Roadway
Noise Level Contours
Figure 5.12-5
5. Environmental Analysis
Environmental Impact Report
Source: Fehr & Peers, 2013; PlaceWorks, 2014
0 0.5 10.25
Miles
70 dBA CNEL Contour
65 dBA CNEL Contour
60 dBA CNEL Contour
Northeast
Urban Center
Northwest
Urban Center
Loma Vista
Key Map
City
Sphere of Influence
Urban Center Boundary
Non-SOI Plan Area
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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Policy 3.5 Site and building design - Minimize noise impacts by requiring appropriate site, circulation,
equipment, and building design, and sound walls, landscaping, and other buffers.
Policy 3.6 Noise impacts - Minimize or eliminate persistent, periodic, or impulsive noise impacts of
business operations.
Policy 3.9 Caltrans facilities - Coordinate with Caltrans to ensure the inclusion of noise mitigation
measures in the design of new highway projects or improvements to existing facilities.
Policy 3.12 Truck traffic - Plan and maintain truck routes that avoid noise-sensitive land uses and areas.
Encourage business delivery areas to be located away from residential properties and to mitigate associated
noise impacts.
To assess the compatibility of new development with the anticipated ambient noise, the City utilizes the
Community Noise and Land Use Compatibility guidelines, summarized in Figure 5.12-1. New sensitive land uses
would have to demonstrate compatibility with the ambient noise levels. A significant impact could occur if the
proposed land use plan designates noise-sensitive land uses in areas where the ambient noise level clearly exceeds
levels that are compatible with the designated land use.
In addition, the City has included exterior and interior noise standards for noise-sensitive uses (see Table 5.12-11,
below). Per Title 24 of the California Building Code and the City of Clovis’s noise standards in the
Environmental Safety Element, the acceptable interior noise limit for new residential buildings, schools, and
hospitals is 45 dBA CNEL.
The noise contours for future conditions are presented in Figure 5.12-4, which shows the future noise levels from
surface transportation sources. Policy 3.1 requires mitigation measures to ensure existing and future land use
compatibility. Implementation of the General Plan Update includes several policies—listed as 3.1 through 3.12
and with application of the exterior and interior noise standards listed in Table 5.12-11, impacts from
transportation noise sources would be less than significant.
Impact 5.12-3: Noise-sensitive uses would not be exposed to elevated noise levels from stationary sources.
[Thresholds N-1 and N-3]
Impact Analysis:
2035 Scenario and Buildout
The following proposed General Plan Update Environmental Safety Element policies would regulate noise from
existing and future land uses:
Policy 3.3 New residential - When new residential development is proposed adjacent to land designated for
industrial or commercial uses, require the proposed development to assess potential noise impacts and fund
feasible noise-related mitigation measures.
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Policy 3.4 Acoustical study - Require an acoustical study for proposed projects that have the potential to
exceed acceptable noise thresholds or are exposed to existing or future noise levels in excess of the
thresholds in the city’s noise ordinance.
Policy 3.5 Site and building design - Minimize noise impacts by requiring appropriate site, circulation,
equipment, and building design, and sound walls, landscaping, and other buffers.
Policy 3.6 Noise impacts - Minimize or eliminate persistent, periodic, or impulsive noise impacts of
business operations.
Policy 3.7 Mixed-use buildings - Require that mixed-use structures be designed to prevent transfer of
noise and vibration between uses.
Policy 3.14 Control sound at the source - Prioritize using noise mitigation measures to control sound at the
source before buffers, soundwalls, and other perimeter measures.
In addition, the proposed Development Code includes noise standards to regulate stationary noise, included in
Section 9.22.080 (see Tables 5.12-11 and 5.12-12). A violation of the City’s standards would be considered as
nuisance, as discussed in Chapter 5.27, Article 6, of the Municipal Code. Buildout of the proposed land use plan
would result in an increase in residential, commercial, industrial, and institutional development in the City, SOI,
and non-SOI Plan Area.
2
The primary noise sources from these uses are landscaping, maintenance activities, air
conditioning systems, loading docks, trash compactors, truck deliveries, and the operation of heavy machinery at
industrial uses. The siting of new industrial and large commercial developments may increase noise levels at
nearby noise-sensitive uses such as residential. This can be due to the continual presence of heavy trucks used for
the pick-up and delivery of goods and supplies, or from the use of noisy equipment in the manufacturing or
machining process. Though vehicle noise on public roadways is exempt from local regulation, for the purposes of
the planning process, it may be regulated as a stationary-source noise while operating on private property. Process
equipment and the use of pneumatic tools could also generate elevated noise levels, but this equipment is typically
housed within facilities.
Individual new commercial or industrial projects would be subject to review under CEQA or a conditional use
permit. The City of Clovis will require that noise from new stationary sources related to commercial, industrial,
and business park uses in the City comply with the proposed development code standards to be adopted in
Section 9.22.080, Noise, which limits the acceptable noise at the property line of the receiving sensitive land use.
The City would have the discretion to condition the approval of a new project to meeting the noise standards in
the development code. Mitigation measures include equipment design, equipment selection, equipment location,
the design of equipment enclosures, construction of sound walls, and limiting the hours of operation. In
addition, the City has the discretion to enforce the regulations of the development code; noise that exceeds the
limitations of the municipal code is considered a noise nuisance by the City and may be punishable. A violation of
the City’s standards would be considered as nuisance, as discussed in Chapter 5.27, Article 6, of the Municipal
Code. Therefore, compliance with the City’s development code, as well as Chapter 5.27, Article 6, of the
2
Residential land uses do not produce noises that affect sensitive uses, except for sporadic landscaping activity.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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NOISE
June 2014 Page 5.12-39
Municipal Code and implementation of Policies 3.3 to 3.7 and 3.14 would result in noise levels that are acceptable
to the City and would result in less than significant noise impacts from stationary sources.
Impact 5.12-4: Buildout of the individual land uses and projects for implementation of the General Plan Update
could expose sensitive uses to strong groundborne vibration. [Threshold N-2]
Impact Analysis:
2035 Scenario and Full Buildout
Transportation-Related Vibration Impacts
The California Department of Transportation (Caltrans) has studied the effects of vehicle vibration on sensitive
land uses and notes that “heavy trucks, and quite frequently buses, generate the highest earthborn vibrations of
normal traffic” (Caltrans 2002). Caltrans further notes that the highest traffic-generated vibrations are along
freeways and state routes. Their study finds that “vibrations measured on freeway shoulders (five meters from the
centerline of the nearest lane) have never exceeded 0.08 inches per second, with the worst combinations of heavy
trucks. This level coincides with the maximum recommended safe level for ruins and ancient monuments (and
historic buildings)” (Caltrans 2002). Typically, trucks do not generate high levels of vibration because they travel
on rubber wheels and do not have vertical movement, which generates ground vibration. Because there are no
major transportation-related vibration sources in the City such as heavy rail, or the SR-168 freeway, any potential
for significant vibration impacts related to transportation sources is less than significant.
Stationary-Related Vibration Impacts
The use of heavy equipment associated with heavy industrial operations can create elevated vibration levels in
their immediate proximity. Heavy industrial uses that would operate heavy earthmoving equipment type such as
front-end loaders generally have the highest potential to cause vibration impacts to adjacent uses, because
stationary machinery is designed with mounts and balanced to minimize vibration. Figure 3-5, Proposed General
Plan Land Uses, shows the proposed land uses designated under of the General Plan Update. Industrial land uses
are designated in the southwest portions of the Plan Area near residential areas. In general, heavy industrial uses
would not be immediately adjacent to vibration-sensitive uses. However, some currently vacant parcels near
existing residential uses are designated in an industrial zone in the land use plan. These parcels, generally west of
Fowler Avenue and south of Alluvial Avenue, could allow the development of an industrial zone that could result
in vibration levels that would be perceptible and annoying to nearby homes. The City of Clovis is in the process
of revising its development standards in Section 9 of the municipal code. Section 9.22.100, Vibrations, would
have the following provisions to regulate vibrations that may cause nuisances or hazards:
Not perceptible along property line. Uses shall not generate ground vibration that is perceptible without
instruments by the average person at any point along or beyond the property line of the parcel containing the
activities which generate the vibration.
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No discomfort or annoyance. Uses, activities, and processes shall not generate ground vibration that causes
discomfort or annoyance to reasonable persons of normal sensitivity or which endangers the comfort, health,
or peace of residents whose property abuts the property lines of the subject parcel.
No interference. Uses shall not generate ground vibration that interferes with the operations of equipment
and facilities on adjoining parcels.
Temporary construction exempt. Vibrations from temporary construction/demolition and vehicles that
leave the subject parcel (e.g., trucks) are exempt from the provisions of this Section.
The provisions above would limit potential vibration impacts to nearby uses that would cause annoyance or
interfere with equipment and facilities on adjoining parcels. Implementation of the development code provisions
that would take place as part of the development standards for projects would regulate potential vibration impacts
to nearby uses. Feasible mitigation measures would include design of vibration dampers for heavy stationary
equipment, the creation of setbacks and buffer zones, or prohibiting certain types of equipment and processes
that would cause substantial vibration to nearby uses. With implementation of the Development Code provisions
related to vibration, potential vibration impacts would be less than significant.
Construction Vibration Impacts
Construction operations can generate varying degrees of ground vibration, depending on the construction
procedures and equipment. Vibration from construction equipment spreads through the ground and diminishes
with distance. The effect on nearby buildings depends on soil type, ground strata, and receptor-building
construction. The results from vibration can range from no perceptible effects at the lowest levels, to low
rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels.
Vibration from construction activities rarely reaches levels that can damage structures, but can achieve the audible
and perceptible ranges in buildings close to the construction site. Table 5.12-9 lists vibration levels for
construction equipment.
Table 5.12-9 Vibration Levels for Construction Equipment
Equipment
Approximate Velocity Level at
25 Feet (VdB)
Approximate RMS
1
Velocity at
25 Feet (in/sec)
Pile Driver (impact) Upper Range
112
1.518
Pile Driver (impact) Lower Range
104
0.644
Pile Driver (sonic) Upper Range
105
0.734
Pile Driver (sonic) Lower Range
93
0.170
Large Bulldozer
87
0.089
Caisson Drilling
87
0.089
Jackhammer
79
0.035
Small Bulldozer
58
0.003
Loaded Trucks
86
0.076
FTA Criteria – Human Annoyance (Daytime)
78
—
FTA Criteria – Structural Damage
—
0.200
Source: FTA 2006.
1
RMS velocity calculated from vibration level (VdB) using the reference of 1 microinch/second.
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June 2014 Page 5.12-41
As shown in Table 5.12-9, vibration generated by construction equipment has the potential to be substantial.
However, groundborne vibration is almost never annoying to people who are outdoors, so it is usually evaluated
in terms of indoor receivers (FTA 2006). As discussed above, vibration from temporary construction/demolition
and construction vehicles is exempt from the provisions of the development code regulations listed above.
Depending on the type of equipment and distance to the nearest receptors, the use of heavy equipment during
construction would have the potential to cause annoyance and architectural damage at nearby uses. This would be
a potentially significant impact.
Impact 5.12-5: Construction activities associated with buildout of the individual land uses and projects for
implementation of the General Plan Update would substantially elevate noise levels in the
vicinity of noise-sensitive land uses. [Thresholds N-1 and N-4]
Impact Analysis:
2035 Scenario and Full Buildout
Implementation of the General Plan would result in construction of residential, commercial, and industrial uses
throughout the Plan Area. Two types of short-term noise impacts could occur during construction. First, the
transport of workers and movement of materials to and from the site could incrementally increase noise levels
along local access roads. The second type of short-term noise impact is from demolition (if applicable), site
preparation, grading, and/or physical construction. Construction is performed in distinct steps, and each has its
own mix of equipment and its own noise characteristics. Table 5.12-10 lists typical construction equipment noise
levels recommended for noise-impact assessments, based on a distance of 50 feet between the equipment and
noise receptor.
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Table 5.12-10 Construction Equipment Noise Emission Levels
Construction Equipment
Typical Maximum Noise Level
(dBA L
max
)
Construction Equipment
Typical Noise Level
1
(dBA L
max
)
Air Compressor 81 Pile Driver (Impact) 101
Backhoe 80 Pile Driver (Sonic) 96
Ballast Equalizer
82
Pneumatic Tool
85
Ballast Tamper
83
Pump
76
Compactor
82
Rail Saw
90
Concrete Mixer 85 Rock Drill 98
Concrete Pump 71 Roller 74
Concrete Vibrator 76 Saw 76
Crane, Derrick
88
Scarifier
83
Crane, Mobile
83
Scraper
89
Dozer
85
Shovel
82
Generator 81 Spike Driver 77
Grader 85 Tie Cutter 84
Impact Wrench 85 Tie Handler 80
Jack Hammer 88 Tie Inserter 85
Loader 85 Truck 88
Paver
89
Source: FTA 2006.
1
Measured 50 feet from the source.
As shown, construction equipment generates high levels of noise, ranging from 71 dBA to 101 dBA.
Construction of individual developments associated with buildout of the proposed land use plan would
temporarily increase the ambient noise environment and would have the potential to affect noise-sensitive land
uses in the vicinity of each individual project. Section 5.27.604 of the Clovis Municipal Code provides that unless
otherwise expressly provided by a permit, construction activities are only permitted between the hours of 7:00
AM and 7:00 PM Monday thru Friday and between 9:00 AM and 5:00 PM on Saturday and Sunday. From June 1
through September 15, permitted construction activity may commence after 6:00 AM Monday through Friday.
Extended construction work hours with a permit must at all times be in strict compliance with the permit
conditions.
These provisions would not apply for emergency work of public service utilities. In addition, stationary
equipment (e.g., generators) cannot be adjacent to any existing residences unless enclosed in a noise-attenuating
structure, subject to the review and approval of the Planning Director. However, construction activities could
cause substantial noise increases to nearby uses during prolonged periods of construction. Even with the
environmental review that would be required for most development projects, it cannot be guaranteed that noise
impacts during construction could be mitigated to below significance. Therefore, construction noise as it related
to implementation of the General Plan Update would result in a potentially significant noise impact.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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5. Environmental Analysis
NOISE
June 2014 Page 5.12-43
Impact 5.12-6: Sensitive land uses would not be exposed to substantial levels of aircraft noise.
[Thresholds N-5 and N-6]
Impact Analysis:
2035 Scenario and Full Buildout
Aircraft overflights, takeoffs, and landings at airports and heliports in the region, and aircraft overflights
associated with the Fresno Yosemite International Airport contribute to the ambient noise environment.
Fresno Yosemite International Airport
The Fresno Yosemite International Airport (FYI) is outside of the City’s southwest boundary (see Figure 3-2,
Aerial Photograph). FYI is a joint-use, civilian/military airport. Nine airlines and two air cargo carriers serve FYI,
and about 250 general aviation aircraft are based at FYI. The California Air National Guard 144th Fighter Wing is
based at the airport as well. In 2012, there were 58,704 civilian takeoffs or landings and 4,542 military takeoffs or
landings, for a total of 63,246 takeoffs or landings (FAA 2012).
The Fresno Yosemite International Airport
Compatibility Land Use Plan (ACLUP) was issued by the Fresno County Airport Commission in 2012. Parts of
the Plan Area are within Safety Compatibility Zones for FYI, and parts are also in areas where heights of
structures are limited pursuant to FAA Part 77 Regulations protecting airspace near the airport.
The ACLUP establishes standards for the compatibility between the FYI airport and surrounding parcels. The
standards identify land uses that are considered incompatible with airport operations and areas where the greatest
noise from aircraft is expected to occur, and establish height limits in select areas around the runway.
Development in the airport influence area would be required to comply with the ACLUP. As discussed previously
under “Existing Conditions,” the Airport Land Use Commission of Fresno County (ALUC) requires an acoustical
analysis prior to the approval of a special permit (site plan or conditional use permit) for any new residential use,
transient lodging, school, library, hospital, nursing home, day nursery, church, auditorium, or a concert hall within
a 65 dBA or greater CNEL contour. For single-family residential proposals, an acoustical analysis is required as a
condition of subdivision map approval, to be submitted before the issuance of building permits. The airport’s
future 65 dBA CNEL noise contour (shown on Figure 5.12-6) extends to a small area in the southwestern portion
of the City, northeast of the intersection of Peach Avenue and Dakota Avenue. The affected areas are mostly
industrial and do not extend to the residential areas or any other noise-sensitive use north of Ashlan Avenue. The
industrial areas in the Plan Area within the 70 dBA CNEL contour are compatible with the airport’s future noise
levels. There are currently no plans to expand the airport’s facilities and operations. No existing or future noise-
sensitive land use would be within the airport’s 65 dBA CNEL contour. The proposed General Plan Update is
compatible with the FYI airport operations, and the following policies in the proposed Environmental Safety
Element are aimed at reducing potential noise impacts related to the airport:
Policy 3.10 Airport changes - Coordinate with the Fresno Yosemite International Airport to minimize noise
impacts on properties in Clovis due to changes in flight patterns or airport expansion.
Policy 3.11 Airport land use compatibility - Approve land uses in a manner that is consistent with the
Fresno Yosemite International Airport Land Use Compatibility Plan.
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Policy 3.13 Small aircraft and helicopters - Minimize the noise impact of small aircraft and helicopters on
residential neighborhoods.
With implementation of Policies 3.10, 3.11, and 3.13, and because the land uses within the airport noise contours
are compatible with the airport noise contours, noise impacts related to the FYI Airport would be less than
significant.
Heliports
As stated previously, the Clovis Community Medical Center heliport has no based aircraft, and use of the heliport
is sporadic, emergency use. The nearest homes are approximately 600 feet to the south and approximately
1,000 feet to the east. Due to the sporadic activity and distance to the nearest homes, noise from helicopter
operations would be less than significant.
5.12.4 Relevant General Plan Policies and Development Code Sections
Environmental Safety Element
Goal 3: An environment in which minimized noise contributes to the public’s health, safety, and welfare.
Policy 3.1 Land use compatibility - Approve development and require mitigation measures to ensure
existing and future land use compatibility as shown in the Noise Level Exposure and Land Use Compatibility
Matrix and the city’s noise ordinance.
Policy 3.2 Land use and traffic patterns - Discourage land use and traffic patterns that would expose
sensitive land uses or noise-sensitive areas to unacceptable noise levels.
Policy 3.3 New residential - When new residential development is proposed adjacent to land designated for
industrial or commercial uses, require the proposed development to assess potential noise impacts and fund
feasible noise-related mitigation measures.
Policy 3.4 Acoustical study - Require an acoustical study for proposed projects that have the potential to
exceed acceptable noise thresholds or are exposed to existing or future noise levels in excess of the
thresholds in the city’s noise ordinance.
Policy 3.5 Site and building design - Minimize noise impacts by requiring appropriate site, circulation,
equipment, and building design, and sound walls, landscaping, and other buffers.
Policy 3.6 Noise impacts - Minimize or eliminate persistent, periodic, or impulsive noise impacts of
business operations.
Policy 3.7 Mixed-use buildings - Require that mixed-use structures be designed to prevent transfer of
noise and vibration between uses.
CNEL 60-65
CNEL 65-70
CNEL 70-75
CNEL 75+
CLO- 14.4L 5.27.14
Fresno Yosemite
International Airpor t
Noise Contours
Fresno Yosemite International Airport
Plan Area Boundary
0 10.5
Miles
Figure 5.12-6
5. Environmental Analysis
Environmental Impact Report
Source: Airport Land Use Commission of Fresno County, 2012
Clovis Plan Area
Fresno Yosemite
International Airport
60-65 Community Noise Equivalent Level (CNEL)
65-70 Community Noise Equivalent Level (CNEL)
70-75 Community Noise Equivalent Level (CNEL)
75+ Community Noise Equivalent Level (CNEL)
Fresno Yosemite International Airport
Clovis Landfill
13-Miles North of City Boundary
Non-SOI Plan Area
City
SOI
SOI
SOI
SOI
Fresno Yosemite International Airport
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Policy 3.8 Existing uses - Require the use of noise abatement devices for existing uses that exceed
acceptable noise thresholds.
Policy 3.9 Caltrans facilities - Coordinate with Caltrans to ensure the inclusion of noise mitigation
measures in the design of new highway projects or improvements to existing facilities.
Policy 3.10 Airport changes - Coordinate with the Fresno Yosemite International Airport to minimize noise
impacts on properties in Clovis due to changes in flight patterns or airport expansion.
Policy 3.11 Airport land use compatibility - Approve land uses in a manner that is consistent with the
Fresno Yosemite International Airport Land Use Compatibility Plan.
Policy 3.12 Truck traffic - Plan and maintain truck routes that avoid noise-sensitive land uses and areas.
Encourage business delivery areas to be located away from residential properties and to mitigate associated
noise impacts.
Policy 3.13 Small aircraft and helicopters - Minimize the noise impact of small aircraft and helicopters on
residential neighborhoods.
Policy 3.14 Control sound at the source - Prioritize using noise mitigation measures to control sound at the
source before buffers, soundwalls, and other perimeter measures.
The Environmental and Safety Element also includes exterior and interior noise standards in Table ES-1
(presented in this section as Table 5.12-11), and a Land Use and Noise Compatibility Matrix in Table ES-2 (see
Figure 5.12-1).
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Table 5.12-11 Interior and Exterior Noise Standards Energy Average (CNEL)
Land Use Categories
Energy Average (CNEL)
Primary Land Uses
Additional Uses Allowed
Interior
1
Exterior
2
Residential
Single Family, Multifamily
45
3
/55
4
65
7
Mobile Home
—
65
5
Commercial/ Industrial
Hotel, motel, transient lodging
45
65
6
Commercial, retail, bank, restaurant
55
—
Office building, professional office, research & development
50
—
Gymnasium (Multipurpose)
50
—
Health clubs
55
—
Manufacturing, warehousing, wholesale, utilities
65
—
Hospital, school classroom
45
65
Institutional
Church, library
45
—
Open Space
Parks
—
65
Source: City of Clovis General 2-12 Plan Environmental and Safety Element, 2014.
Notes:
1
Interior environment excludes bathrooms, toilets, closets, and corridors.
2
Outdoor environment limited to private yard of single family or multifamily residences private patio which is accessed by a means of exit from inside the unit; mobile
home park; hospital patio; park picnic area; school playground; and hotel and motel recreation area.
3
Noise level requirement with closed windows. Mechanical ventilating system or other means of natural ventilation shall be provided pursuant to Appendix Chapter 12,
Section 1208 of UBC.
4
Noise level requirement with open windows, if they are used to meet natural ventilation requirement.
5
Multi-family developments with balconies that do not meet the 65 CNEL are required to provide occupancy disclosure notices to all future tenants regarding potential
noise impacts.
6
Exterior noise level shall be such that interior noise level will not exceed 45 CNEL.
7
Except those areas affected by aircraft noise.
Clovis Municipal Code, Development Code
The following summarizes key standards and provisions in the Municipal Code related to noise and vibration:
Section 9.22.080 – Noise
D. Noise Standards. The following noise standards (Tables 5.12-12 and 5.12-13), unless otherwise specifically
indicated, shall apply to all property with a designated noise zone:
Table 5.12-12 Maximum Exterior Noise Standards
Noise Zone
Type of Land Use
Allowable Exterior Noise Level
(15-minute L
eq
)
7 AM to 10 PM
10 PM to 7 AM
I
Single-, two-or multiple-family residential
55 dBA
50 dBA
II
Commercial
65 dBA
60 dBA
III
Residential portions of mixed-use properties
60 dBA
50 dBA
IV
Industrial or manufacturing
70 dBA
70 dBA
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Table 5.12-13 Maximum Interior Noise Standards
Noise Zone
Type of Land Use
Allowable Interior Noise Level
(15-minute L
eq
)
7 AM to 10 PM
10 PM to 7 AM
I
Residential
45 dBA
40 dBA
II
Administrative/Professional Office
50 dBA
--
III
Residential portions of mixed-use properties
45 dBA
40 dBA
If the ambient noise level exceeds the resulting standard, the ambient shall be the standard.
It is unlawful for any person to create any noise, or to allow the creation of any noise on property owned, leased,
occupied or otherwise controlled by such person, which causes the noise level when measured on any property
measured at the property line, to exceed either of the following within the incorporated area of the City:
a. The noise standard for the applicable zone for any fifteen-minute period;
b. A maximum impulsive noise level equal to the value of the noise standard plus twenty (20) dBA for any
period of time (measured using A-weighted slow response). Impulsive noise which repeats four or more
times in any hour between 10:00 p.m. and 7:00 a.m. shall be measured as continuous sound and meet the
noise standard for the applicable zone.
c. When properties of two different noise zones abut one another, the maximum exterior noise level shall be
the lower of the two noise zones where one zone is residential, and in other contexts shall be the average of
the two zones.
d. Commercial, industrial, and recreational uses which create impulsive noise as part of their regular processes,
such as through the use of pile drivers, forge hammers, punch presses, and gunshots, shall not be located in
any zone district adjacent to a residential zone district unless a noise study is completed demonstrating the
impulsive noise does not exceed the standards at the property line for the residential zone district. Impulse
noise from these uses shall be measured as continuous sound. The noise study shall be subject to review and
approval by the Director or his or her designee, and shall be completed as part of any discretionary permit
process for the use or prior to obtaining a building permit. This provision shall not apply to uses existing on
the effective date of this ordinance.
Construction Noise: Construction activities shall be subject to the provisions of Section 5.27.604 of the
Municipal Code, which sets forth the permissible hours for construction activity. At all other times, no person
shall operate, or cause to be operated, tools or equipment used in alteration, construction, demolition,
drilling, or repair work so that the sound creates a noise disturbance across a residential property line, except
for emergency work. Stationary equipment (e.g., generators) shall not be located adjacent to any existing
residences unless enclosed in a noise attenuating structure, subject to the review and approval of the
Director...
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Section 9.22.100 – Vibrations
Uses that generate vibrations that may be considered a nuisance or hazard on any adjacent property shall be
corrected, cushioned, or isolated to prevent the continued generation of vibrations. Uses shall be operated in
compliance with the following provisions.
A. Not perceptible along property line. Uses shall not generate ground vibration that is perceptible without
instruments by the average person at any point along or beyond the property line of the parcel containing the
activities which generate the vibration.
B. No discomfort or annoyance. Uses, activities, and processes shall not generate ground vibration that causes
discomfort or annoyance to reasonable persons of normal sensitivity or which endangers the comfort, health,
or peace of residents whose property abuts the property lines of the subject parcel.
C. No interference. Uses shall not generate ground vibration that interferes with the operations of equipment
and facilities on adjoining parcels.
D. Temporary construction exempt. Vibrations from temporary construction/demolition and vehicles that
leave the subject parcel (e.g., trucks) are exempt from the provisions of this Section.
5.12.5 Existing Regulations and Standard Conditions
5.12.5.1 STATE
California Code of Regulations, Title 21, Part 1, Public Utilities Code (Regulation of Airports)
California Code of Regulations, Title 24, Part 2, California Building Code.
5.12.5.2 CITY OF CLOVIS
City of Clovis Municipal Code, Section 5.27, Nuisances
City of Clovis Municipal Code, Section 9.22.080, Development Code - Noise
City of Clovis General Plan Noise Element
5.12.6 Level of Significance Before Mitigation
Upon implementation of regulatory requirements and standard conditions of approval, the following impacts
would be less than significant for the 2035 Scenario and Full Buildout: 5.12-2, 5.12-3, and 5.12-6.
Without mitigation, the following impacts would be potentially significant in the 2035 Scenario and Full
Buildout:
Impact 5.12-1: Traffic-related noise impacts related to the implementation of the General Plan are
significant.
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Impact 5.12-4: Buildout of the individual land uses and projects for implementation of the General Plan
could expose sensitive uses to strong groundborne vibration.
Impact 5.12-5: Construction activities associated with buildout of the individual land uses and projects
for implementation of the General Plan would substantially elevate noise levels in the vicinity of noise-
sensitive land uses.
5.12.7 Mitigation Measures
Impact 5.12-1
2035 Scenario and Full Buildout
Existing noise-sensitive land uses would be affected by the substantial increase in traffic noise levels. Because
mostly homes front the affected streets, sound walls would not be feasible. Rubberized pavement would have a
limited effect; studies show that rubberized asphalt can provide a reduction in traffic noise in the order of 4 to
6 dBA, depending on the specific mix, free flow traffic speeds, grades, and other factors. However, several of the
segments impacted are expected to experience a noise increase over 9 dBA, so the application of rubberized
asphalt would not eliminate impacts at several segments. Consequently, there are no feasible effective mitigation
measures available that would prevent noise levels along all roadways from increasing as a result of substantial
increases in traffic volumes. Though new uses can be designed for the expected noise exposure, there would be
no feasible mitigation measures to reduce potential noise impacts to existing noise-sensitive uses.
Impact 5.12-4
2035 Scenario and Full Buildout
12-1 Individual projects that involve vibration-intensive construction activities within 200 feet of
sensitive receptors, such as blasting, pile drivers, jack hammers, and vibratory rollers, shall be
evaluated for potential vibration impacts. A study shall be conducted for individual projects
where vibration-intensive impacts may occur. If construction-related vibration is determined to
be perceptible at vibration-sensitive uses, additional requirements, such as use of less-vibration-
intensive equipment or construction techniques, shall be implemented during construction (e.g.,
nonexplosive blasting methods, drilled piles as opposed to pile driving, etc.).
Impact 5.12-5
2035 Scenario and Full Buildout
12-2 Applicants for new development projects within 500 feet of sensitive receptors shall implement
the following best management practices to reduce construction noise levels:
Consider the installation of temporary sound barriers for construction activities
immediately adjacent to occupied noise-sensitive structures.
Equip construction equipment with mufflers.
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Restrict haul routes and construction-related traffic.
Reduce nonessential idling of construction equipment to no more than five minutes.
5.12.8 Level of Significance After Mitigation
Impact 5.12-1
2035 Scenario and Full Buildout
Traffic generated by buildout of the General Plan Update would substantially increase traffic noise along major
traffic corridors in the Plan Area and could expose existing and planned residents to substantial noise levels. To
reduce potential noise impacts to new sensitive land uses, Environmental Safety Element Policy 3.1 would require
mitigation measures to ensure existing and future land use compatibility; Policy 3.2 would discourage land use and
traffic patterns that would expose sensitive land uses or noise-sensitive areas to unacceptable noise levels;
Policy 3.5 would minimize noise impacts by requiring appropriate site, circulation, equipment, and building design,
and sound walls, landscaping, and other buffers; and Policy 3.9 would require the City to coordinate with Caltrans
to ensure the inclusion of noise mitigation measures in the design of new highway projects or improvements to
existing facilities. However, these policies would only affect new land uses. There are no feasible mitigation
measures available that would prevent impacts to existing homes fronting the major transportation corridors.
Despite the application of mitigation measures, Impact 5.12-1 would remain significant and unavoidable.
Impact 5.12-4
2035 Scenario and Full Buildout
Mitigation Measure NOI-1 would reduce vibration impacts associated with construction by requiring alternative
methods. However, it cannot be guaranteed that these methods can be implemented and that vibration impacts
from future projects would not occur. Consequently, Impact 5.12-4 would remain significant and unavoidable.
Impact 5.12-5
2035 Scenario and Full Buildout
Mitigation Measure NOI-2 would reduce construction noise impacts to the extent feasible. However, because of
distance, source to receiver geometry, and other site conditions that may render the mitigation measure infeasible
or ineffective for every future project in the Plan Area, Mitigation Measure NOI-2 would not guarantee that
construction noise impacts would be reduced to less than significant levels. Consequently, Impact 5.12-5 would
remain significant and unavoidable.
5.12.9 References
Airnav 2014. http://www.airnav.com/airport/L22.
GENERAL PLAN AND DEVELOPMENT CODE UPDATE DRAFT P EIR
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Bies, David A. and Colin H. Hansen. 2003. Engineering Noise Control: Theory and Practice. 3rd ed. New York:
Spon Press.
Bolt, Beranek and Newman, Inc. 1971. Noise from Construction Equipment and Operations, Building Equipment and
Home Appliances. Prepared for the United States Environmental Protection Agency. Washington, DC.
California Department of Transportation (Caltrans). 2012. Annual Average Daily Truck Traffic on the
California State Highway System. Available at http://traffic-counts.dot.ca.gov/truck2012final.pdf.
———. 2009, November. Technical Noise Supplement. Prepared by ICF International. Available at
http://www.dot.ca.gov/hq/env/noise/pub/tens_complete2009RedlineScreenProcess.pdf.
———. 2004, June. Transportation- and Construction-Induced Vibration Guidance Manual. Prepared by Jones &
Stokes [ICF International]. Available at http://www.dot.ca.gov/hq/env/noise/pub/
vibrationmanFINAL.pdf.
Governor’s Office of Planning and Research. 2003, October. State of California General Plan Guidelines.
Available at http://opr.ca.gov/docs/General_Plan_Guidelines_2003.pdf.
Federal Transit Administration (FTA). 2006, May. Transit Noise and Vibration Impact Assessment. United States
Department of Transportation. FTA-VA-90-1003-06.
Fresno County Airport Land Use Commission (FCALUC). 2012, June 4. Fresno Yosemite International Airport
Land Use Compatibility Plan. http://www.fresno.gov/NR/rdonlyres/20ADACA8-D1A3-4E48-B9A9-
6007EB9E8701/0/FYIAirportLandUseCompatibilityPlan12611.pdf.
.
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