HomeMy WebLinkAbout18604 - RESOLUTIONS - 5/17/1995 RESOLUTION NO. 18604
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
PALM SPRINGS, CALIFORNIA, CERTIFYING THE
ENVIRONMENTAL IMPACT REPORT FOR THE AIRPORT
MASTER PLAN AS COMPLETE, ADOPTING THE
' CORRESPONDING STATEMENT OF FINDINGS & FACTS
AND THE MITIGATION MONITORING PROGRAM, AND
ADOPTING THE AIRPORT MASTER PLAN AND THE FAR
PART 150 NOISE COMPATIBILITY STUDY & PROGRAM
AS THE OFFICIAL AIRPORT MASTER PLAN, AND
ADOPTING THE RELATED GENERAL PLAN TEXT
A14ENDMENTS (CASE 5.0438A-MISC) .
WHEREAS the City of Palm Springs recognizes the need for an Airport
Master Plan by which to guide the future growth and development of
the Palm Springs Regional Airport; and
WHEREAS changing economic, social and physical circumstances have
made it necessary to update the existing Airport Master Plan to
meet the needs of the community and promote the general welfare;
and
WHEREAS Section 65300 of the Government Code of the State of
California requires the preparation and adoption of a comprehensive
general plan for the physical development of the City and its
environs, and, in conformance with such Code, the City of Palm
Springs has previously adopted a General Plan; and
WHEREAS the General Plan incorporates, by reference, the Airport
Master Plan as an integral part of the General Plan; and
WHEREAS the Planning Commission reviewed the reports and drafts of
the Airport Master Plan and the F.A.R. Part 150 Noise Compatibility
Study & Program from staff at study sessions and considered them
thoroughly in their recommendation of the Airport Master Plan and
the related General Plan amendments; and
WHEREAS the Planning Commission held a public hearing on the
proposed Airport Master Plan on April 26, 1995; and
WHEREAS, following due discussion and deliberation of the Airport
Master Plan and the comments, suggestions and objections submitted
by interested persons and agencies, the Planning Commission
considered the Environmental Impact Report on the Airport Master
Plan; and
WHEREAS following due discussion and deliberation of the Airport
Master Plan and the comments, suggestions and objections submitted
by interested persons and agencies, the Planning Commission
considered the Airport Master Plan and the F.A.R. Part 150 Noise
Compatibility Study & Program as the official Airport Master. Plan,
' and the related General Plan amendments; and
WHEREAS the motion by the Planning Commission to find the Final
Environmental Impact Report on the Airport Master Plan to be in
compliance with the California Environmental Quality Act received
two votes in favor, and one vote against, �,Tith three abstentions;
and
WHEREAS the motion by the Planning Commission to recommended
adoption of the Airport Master Plan and the related General Plan
R18604
Page 2
amendments received two votes in favor, and one vote against, with
three abstentions; and
WHEREAS the City Council. held a duly-noticed public hearing on May
17, 1995, on said Airport Masten- Plan and the related General Plan
amendments, and on the. Final Environmental Impact Report, and
received due discussion and deliberation of said Environmental
Impact Report, Airport Master Plan and the related General Plan ,
amendments, and the comments, suggestions and objections elicited
at said public hearing; and
WHEREAS the City Council has carefully reviewed and considered all
of the evidence presented in connection with this project,
including, but not limited to, the staff report, all environmental
data including the Draft and Final Environmental. Impact Report and
all written and oral t:.estimony presented; and
WHEREAS a Mitigation Monitoring Program has been prepared and has
been incorporated into the Airport Master flan whereby all
environmental impacts will be mitigated to the extent feasible.
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of
Palm Springs, California, as follows:
SECTION :I. The City Council has reviewed and considered
information contained in the Final Environmental
Report prior to taking action on the. Airport Master
Plan, the F.A.R. Part 150 Noise Compatibility Study
& Program, and the related General Plan amendments,
and certifies the Final Environmental Impact Report
as complete. The City Council further adopts the
Statement of Findings & Facts and incorporates the ,
same herein by reference. The City Council finds
that the mitigation measures :identified in the
Statement are necessary to reduce or avoid
significant impact and that certain impacts, as
identified in the Statement. The City Council
finds that the Final Environmental Impact Report
has been prepared and completed pursuant to and in
compliance with the California Environmental
Quality Act., the State CEQA Guidelines, and the
Ci.ty's OEQA Guidelines, and that the EIR adequately
addresses the general environmental setting of the
proposed project, its potentially significant
environmental impacts, and the alternatives and
mil-igation measures related to each of the
potentially significant environmental impacts of
the project. The City has independently reviewed
and considered the information contained :in the EIR
prior to its review and approval. of the project.
SECTION 2 . By adoption of this resolution, the City Council of
the City of Palm Springs adopts the Statement of
Findings & Facts and the Mitigation Monitoring
Program for the Airport Master Plan Environmental
Impact :Report as, shown on Exhibits A and 13, on file '
with the Office of the City Clerk.
SECTION 3 . The Ciity Council hereby adopts the goals,
objectives, policies, maps and programs contained
in the Airport Master Plan and the F.A.R.. Part 150
Noise Compatibility Study & Program as the official
Airport Master Plan, and determines that. they are
desirable for the proper development of the Palm
Springs Regional. Airport.
R18604
Page 3
SECTION 4 . The City Council hereby adopts the related General
Plan amendments as shown on Exhibit C, on file with
the Office of the City Clerk.
ADOPTED this 17th day of May , 1995.
' AYES: Councilmembers Lyons, Reller-Spurgin and Mayor Maryanov
NOES: Councilmember I-lodges
ABSENT: None
ABSTAIN: Councilmember Kleindienst
ATTEST: CIT OF PALM SP G CALIFORNIA
City Clerk City Ma
REVIEWED & APPROVED AS TO FORM: �Z�
EXHIBIT C
�ziz-sa NOISE
Palm springs may he categorized as a quiet residential community,
but those areas subject to noise intrusion will require special
attention and Palm Springs aims to maintain and enhance the
quietness now enjoyed by its residents. Noise affects all types
of land uses and activities, although some land uses are more
sensitive to high noise levels than others. Residential land
uses, hospitals, rest homes and convalescent hospitals, churches
and schools, and areas identified as noise sensitive must be
protected from excessive noise.
The sources of noise can be divided into two basic categories:
transportation sources and non-transportation sources. within the
planning area are a number of transportation-related noise
sources including roads (e.g. Interstate 10, and Highways 62 and
111) , a heavily-traveled rail corridor (Southern Pacific) and the
Palm springs Regional Airport. The most effective method
available to the City to mitigate transportation noise and reduce
the impact of noise in the community is through the construction
of noise barriers and by site design review.
The impacts of non-transportation noises (i.e. commercial and
industrial centers) are most effectively controlled through the
enforcement and application of the City's Noise Ordinance_ The
most effective method to control community noise impacts from
non-transportation noise sources is through application of the
Noise ordinance. The Noise Ordinance is designed to protect quiet
residential areas from stationary noise sources. The noise levels
encouraged by the Ordinance are typical of a quiet residential
area.
Noise concerns should be incorporated into land use planning to
reduce future noise and land use incompatibilities. This is
achieved by establishinq- standards and criteria that specify
acceptable limits of noise for various land uses throughout the
City. These criteria are designed to integrate noise
considerations into land use planning to prevent noise/land use
conflicts. The Land Use/Noise Compatibility Table presents
criteria used to assess the compatibility of proposed land uses
with the noise environment. These criteria are the basis for the
development of specific noise standards. These standards, shown
in the Interior & Exterior Noise Standards Table, present the
City policies related to land uses and acceptable noise levels.
1 Numbers in brackets refer to General Plan page.
1
(111-55) Transportation Noise
The predominate noise sources in Palm Springs are mobile noise
sources including motor vehicles and aircraft. Three freeways
and a number of thoroughfares expose the city to significant
noise levels, particularly in those areas directly adjacent to
these sources. Fortunately, very few roadways within the City of
Palm Springs are elevated above, adjacent residential land uses.
An elevated noise source is much harder to mitigate than one that
is at or below the grade of the adjacent land use. (See Existing
& Future Traffic Noise contours maps. )
Mitigation through the design and construction of a noise barrier
(wall, berm or combination wall/berm) is the most common way of
alleviating traffic noise impacts. The effect of a noise barrier
is critically dependent on the geometry between the noise source
and the receiver. A noise barrier effect occurs when the "line of
sight" between the source and the receiver is penetrated by the
barrier; the greater the penetration, the greater the noise
reduction.
specific areas of concern:
FREEWAYS: Freeway noise is not a major problem for the city of
Palm Springs as very few residences exist in close proximity to
the freeways. Scattered residential areas appear to lie just
outside the 65 CNEL contour for the freeways but experience noise
levels above 60 CNEL.
Interstate 10 - While a major source of noise, 1-10 impacts
relatively few sensitive land uses. The land use adjacent to this
freeway is mostly industrial, comprised mainly of Wecs field.
Areas of concern in reference to noise generated by Interstate 10
are the residential area northwest of the junction with highway
62, the residential area of West Garnet, and the residential
areas near the intersection with Palm Drive. Some of the proposed
land use is decidedly within the 65 CNEL contour for the freeway.
Highway 111 - The area of concern in reference to noise generated
by Highway III is the residential area at Overture Drive. Some of
the land use is within the 65 CNEL contour for the highway.
Highway 62 - The entire length of Highway 62 lies adjacent to
residential land use. some of the land use is within the 65 CNEL
contour for the highway.
THOROUGHFARES - In addition to freeway/highway noise,
thoroughfares are a significant source of noise impacts upon
residential land uses. The major roadways where existing noise
was measured to exceed an Leq of 65 are Sunrise Way, Racquet Club
Road, Vista Chino and Farrell Drive. Noise on such roadways might
produce noise levels that exceed 65 CNEL at sensitive land uses
2
and exceed the [111-56] City's noise standard. Specific roadways
which, in the future, may precipitate noise conflicts are: Indian
Avenue, Little Morongo Road, Palm Drive and Dillon Road.
SOUTHERN PACIFIC RAILROAD - Railroad operation is also a major
source of noise. Southern Pacific has a line that passes through
the northern end of the City. The rail line within the City has
very little opportunity to adversely impact residential land uses
because the land adjacent to the line tends to be designated as
industrial or open space. Although little development has
occurred at this time, it is expected that the open space areas
will encounter pressures for residential development. Most
existing residential areas are situated far from the railroad
tracks with the exception of West Garnet. The major impact of the
railroad upon this area is probably the high single-event noise
levels for nighttime freight operations that pass through the
City. some residences in this area experience noise levels in
excess of 65 CNEL. Noise impacts from southern Pacific line must
be mitigated at the time future development occurs. Distances
from the Southern Pacific Railroad to the CNEL contours are: 70
dB - 3101 ; 65 dB - 5701 ; and 60 dB - 10501 .
PALM SPRINGS REGIONAL AIRPORT - A major source of noise within
the City of Palm Springs is aircraft noise. The City contains the
Palm Springs Regional Airport. Low-flying aircraft from the
airport pass over portions of Palm Springs and neighboring
Cathedral City. Most of this air traffic is made up of single-
engine general aviation aircraft. A significant number of
commercial jet aircraft, however, make use of the airport as a
great number of people travel to the City for business and
recreation purposes.
A noise compatibility study was completed for the Airport in 1994
("Noise Compatibility Study for the Palm Springs Regional
Airport" by Coffman Associates, 1993) . The 65 CNEL contours from
aircraft operations extend into residential areas northwest of
the airport. A number of residences near the intersection of
Vista Chino And Sunrise Way are currently exposed to aircraft
noise levels in excess of 65 CNEL. (See Unabated Aircraft Noise
Exposure map. )
Stationary sources
There are few stationary noise sources throughout the City of
Palm Springs. These include industrial sources and earth-
moving/grading activities. Commercial noise sources include
mechanical equipment and automobile repair shops. Stationary
noise sources associated with residential areas are primarily due
to air conditioners and pool/spa equipment.
3
[111-571 Specific areas of concern:
CONSTRUCTION/TEMPORARY NOISE - Grading and construction are
highly noticeable, temporary noise sources. Residents near
construction sites could be annoyed by the increase in ambient
noise levels resulting from heavy grading and construction
equipment. Increases in noise levels, which could be in the range
of 80 to 95 dBA, generally occur in the daytime hours only since
construction normally does not occur during evenings, Sundays or
holidays. The most effective method of controlling construction
noise is through control of construction hours. There are a host
of noise sources which temporarily disrupt the quietness of an
area. These noises include: animals, engines in non-moving motor
vehicles such as power tools, stereos and musical instruments,
sporting events and horns. At present such noises cannot
effectively be controlled by decibels standards and are best
handled by disturbing-the-peace provisions in the Noise
ordinance.
WIND TURBINES - The major stationary noise source within the
relatively undeveloped northern portions of the planning area are
the wind energy conversion systems (WECS) . There are relatively
few residential areas that are currently impacted by WECS-related
noise. The potential for noise conflicts between residential
areas and WECS fields will increase in the future, however, with
increased development in the northern sections of the City. It is
anticipated that new fields will be installed and that existing
fields will be redeveloped with newer model turbines. The Noise
Ordinance is recommended as the primary vehicle for controlling
WECS noise. The major item that makes wind turbine noise
difficult to assess and to set criteria for is the presence of
wind noise. Although wind noise is not constant, some
generalizations can be made from the ambient wind noise data. if
the wind turbine noise is in the upper-30 to lower-40 dBA range,
it is audible except for very brief moments being masked by the
wind noise. In the mid-40 to lower-50 dBA range, the turbines are
audible about half of the time. Once the turbine noise reaches
the mid- to upper-50 dBA range, it is clearly audible with some
wind noise masking. Once.the turbine noise reaches the upper-50
dBA range, it becomes clearly dominant over the wind noise.
However, there are areas where the wind noise levels can be
expected to be higher due to the effect of local vegetation or
lower due to shielding.
GAS BLOWDOWNS - Located near the junction of Interstate 10 and
Highway 62 is a facility used for evacuating natural gas
pipelines during regular maintenance of the pipeline and during
emergencies (an evacuation is known as a blowdown) . The pipeline
and blowdown facility are operated by the Southern California Gas
Company (SCGC) . Blowdown events are extremely loud; noise levels
typically reach 135 dBA at a distance of 50 feet. Few residences
exist in close proximity to this facility but residences
4
i •
currently exist within the planning area where blowdown events
are audible (Painted Hills, West Garnet and the Overture Drive
area) .
[112-581 The noise environment for Palm Springs can be described
using noise contours developed for the major noise sources within
the City. The contour maps, developed for existing (1989)
conditions and 20-year forecast conditions (2010) , are reproduced
in Figures 111-9 and I11-10, respectively; the 60 dB CNEL contour
levels are shown on these maps. The 60 dB CNEL contour represents
the zone in which any proposed noise sensitive land use should be
evaluated on a project specific basis and may require mitigation
to meet City or State (Title 24) standards. The 65 CNEL contour
represents the level for which any new residential land uses will
require mitigation in order to comply with local noise standards.
The intervening mitigation of existing noise barriers is not
accounted for in the noise contour maps.
Land Use/Noise Compatibility
Land Use Category Clearly Normally Normally Clearly Unaccep-
Acceptable Acceptable Unacceptable table
Rural & Very-Low- and Low- to 60 dB 60-70 dB over 70 dB
Density Residential
Medium- to High-Density to 60 dB 60-70 dB 70-75 dB over 75 dB
Residential
Schools, Libraries, Churches, to 60 dB 60-65 dB 65-75 dB over 75 dB
Hospitals, Convalescent
Homes
Auditoriums, Theatres to 60 dB 60-70 dB over 70 dB
Amphitheatres
Sports Stadiums, Outdoor to 65 dB 65-75 dB - over 75 d8
Spectator Sports
Parks to 65 dB 65-70 dB 70-75 dB over 75 dB
Golf Courses, Riding Stables, to 70 dB 70-75 dB 75-85 dB over 85 dB
Water Recreation, Cemeteries
Shopping Centers up to 70 dB 70-80 dB 80-85 dB over 85 dB
Downtown, Resort up to 60 dB 60-70 dB 70-80 dB over 80 dB
Commercial
Offices, Research & to 65 dB 65-75 dB 75-80 dB over 80 dB
Development
Industrial, Utilities to 70 dB 70-85 dB over 85 dB
5
zzx—se
INTERIOR & EXTERIOR NOISE STANDARDS
Land Use Category Average CNEL
Interior Exterior"
Residential 45 65
Downtown, Resort Commercial 45 65
Shopping Centers 55 -
Offices, Research & 50
Development
Auditoriums, 'Theatres 45 -
Ampb1theatres
Gymnasium 50
Sports Club 55
Industrial, Utilities 65
Schools, Libraries, Churches, 45 -
Hospitals, Convalescent Homes
Parks - 65
*Does not include effects of Airport Noise
ObLective
6.20. Low noise levels in the community as part of a broad approach to environmental quality control.
Policies
6.20.1. Protect noise sensitive land uses such as residences, hospitals and convalescent homes from acceptable
noise levels from both existing and future noise sources. Sensitive land uses shall not be located where
noise levels are excessive unless adequate attenuation can be achieved.
6.20.2. project design will include measures which assure adequate interior noise levels as required by Title 25
(California Noise insulation Standards)_
6.20.3. Seek to develop joint agreements for zoning and soundproofing to reduce noise incompatibilities across
jurisdictional boundaries.
6.20.4. New developments will be permitted in areas exposed to noise levels greater than 60 dH CNEL only if
appropriate mitigation measures are included such that the appropriate standards are met.
6
[TIT-60]
Obiective
6.21. Minimized impact of traffic-generated noise on residential and other noise-sensitive land uses.
Policies
6.21.1. Require development in areas where the ambient noise level exceeds 65 Db(A) to incorporate special
treatment measures into project design to reduce interior noise levels. In addition to measures called out
in the Uniform Building Code and State Noise Insulation Standards (California Administrative Cade,
Title 24), the following standards should be required of new development in these areas:
(a) Use sufficient glazing for all sliding glass doors and all windows; and
(b) Use insulation between walls and other appropriate measures to adequately reduce noise to
acceptable levels.
6.21.2. Require adequate project design or sound barriers to reduce the level of traffic-generated noise on
residential and other noise-sensitive land uses to acceptable levels.
6.21.3. Discourage through-traffic in residential neighborhoods.
6.21.4. Require that new development minimize the noise impacts of trips it generates on residential
neighborhoods by controlling the location of driveways and parking.
6.21.5. Actively enforce existing sections of the California Vehicle Code related to mufflers and modified
exhaust systems.
6.21.6. Require new equipment and vehicles purchased by the City to comply with noise performance standards
consistent with the best available noise reduction technology.
6.21.7. ) ncoumge employers to participate in van pools and other demand management programs to reduce
traffic and noise impacts in the City.
6.21.8. Work with local agencies to provide public transit services which reduce traffic and noise and to ensure
that the equipment they use does pot generate excessive noise levels.
6.21.9. Review and evaluate traffic flow systems to synchronize signalization to avoid traffic stops which
produce excessive noise.
6.21.10. Land uses which are compatible with higher noise levels should be located adjacent to major
roads and railway corridors.
6.2L I1. Restrict truck access in the City to approved truck routes and review hours of access to
maximize residential and commercial activities free of truck traffic.
6.21.12. Restrict early-morning trash pickup to less-sensitive land use areas where possible and rotate
early-morning pickup areas where restrictions are not possible-
7
Objective
6.22. Minimize noise spillover from commercial uses into adjacent residential neighborhoods.
Policies
6.22.1. Adopt and enforce a standard for exterior noise levels for all commercial uses which prevents adverse
levels of discernible noise on adjacent residential properties. _
6-22.2. Require a minimum of twenty (20) feet be landscaped as a buffer between a commercial or mixed-use
structure and the adjoining residential parcel.
6.22.3. Require that automobile and truck access to commercial properties, including loading and trash areas,
located adjacent to residential parcels be located at the maximum practical distance from the residential
parcel.
6.22.4. Require that all parking for commercial uses adjacent to residential areas be enclosed within a structure
or separated by a solid wall with quality landscaping as a visual buffer.
6.22.5. Require that parking lots and structures be designed to minimize noise impacts on-site and on adjacent
uses, including the use of materials which mitigate sound transmission and configuration of interior
spaces to minimize sound amplification and transmission.
6.22.6. Require that noise from entertainment uses not be discernible from ambient noise at a distance of fifty
(50) feet from the establishment in which it is being conducted or within ten (10) feet of a residence,
whichever is more restrictive. Require that entertainment uses, restaurants and bars control the
activities of their patrons on-site and within reasonable and legally justifiable proximity to minimize
noise impacts on adjacent residences.
6.22.8. Restrict where necessary the development of entertainment uses and other high noise-generating uses
adjacent to residential areas, senior-citizen housing, schools, healthcare facilities and other noise-
sensitive uses.
6.22.9. Prohibit the use of motorized lawn mowers, parking lot sweepers or other high-poise equipment on
commercial properties between 8 pm and 8 am if their activity will result in noise which adversely
affects adjacent residential parcels6 Prohibit leaf blowers that operate with noise levels in excess of 50
dB.
6.22.11. Require that truck deliveries to commercial properties abutting residential uses be limited to 8
am to 8 pm unless there is no feasible alternative or there are overriding transportation beuelit;
by scheduling deliveries at another hour.
6.22.12. Encourage commercial uses which abut residential properties to employ techniques to mitigate
noise impacts from truck deliveries, such as the use of a sound wall or enclosure of the
delivery area.
6.22.13. Require that new or replacement wind turbines be located a minimum of 500 feet from
residential areas. If located between 500 and 4500 feet from residences, an acoustical study
must be submitted to show compliance with the noise standards of this plan-
8
6.22.14. Allow for deviations from the noise standards for projects which are considered to be of
significant importance (municipal revenue, socially-valued, etc.) or contribute significant
benefits to the City provided that
a. the impacts can be mitigated by an acceptable compensating mechanism; and
b. the impacts shall be reviewed with public hearings by the community and approved by
the Planning Commission and City Council in conjunction with a Planned
Development District.
6.22.15. Any land use proposed in the vicinity of the Southern California Gas Company blowdown
facility must be subject to a detailed noise analysis to determine exact noise impacts from the
blowdown events. Approval of the proposed land use must be considered on the basis of a
comparison, of the noise levels on the site with the City Noise Ordinance.
Obiective
6.23. Minimized noise impacts of commercial-related parking and traffic overflow in residential areas.
Policies
6.23.1. Tnitiate, where appropriate, a residential permit parking system in residential areas containing large
amounts of commercial-related parking spillover.
6.23.2. Require businesses which generate substantial parking overflow into residential areas to participate in
the development of municipal or private parking structures.
Obiective
6.24. Minimized impacts of construction noise on adjacent uses.
Policies
6.24.1. Require that construction activitiess which may impact adjacent residential units be limited to 7 am to 7
pm during weekdays and Saturdays, except under special circumstances approved by the City, and
prohibited on Sundays and holidays.
6.24.2. Require that construction activities incorporate feasible and practical techniques which minimize the
noise impacts on adjacent uses.
Obbiective
6.25. Minimized noise impacts of helicopter overflights on Palm Springs residents.
9
[III-63]
Policies
6.Z5A. Prohibit low-level, uon-emergency overflights of helicopters in residential areas of the City_
6-25.2. Allow the development of heliports or helipads only when it can be demonstrated that noise impacts on
adjacent uses can be adequately mitigated and the need for the helicopter operation has a community-
wide benefit.
6.25.3. Require that helicopters which utilize City airspace fly in compliance with Federal Air Regulations
(FAR) Part 91 rules, maintain noise-alleviating altitudes until landing, and utilize noise abatement
procedures, except when these rules must be disregarded for safety and emergency reasons.
6.25.4. Establish three checkpoints to define prescribed corridors for airport-bound helicopters and establish
the City's commercial streets as the principal flight corridors for non-airport-bound helicopters to
minimize helicopter overflights.
6.25.5. Require that helicopter takeoff and landing patterns be limited to commercial areas.
Obiective
6.26. Minimize noise spillover of uses on public properties into adjacent residential neighborhoods.
Policies
6.26.1. Encourage public agencies and institutions located in the City to incorporate appropriate measures to
contain noise generated by their activities on-site.
Objective
6.27. Buildings which are constructed soundly to prevent adverse noise transmission between differing uses
located in the same structure and individual residences in multiple-family buildings.
Policies
6.27.1. Establish design criteria for commercial buildings which prevents transmission of significant and
unacceptable noise between individual tenants and businesses.
6.27.2, Establish design criteria for multiple-family buildings which prevents transmission of significant and
unacceptable noise between individual residential units.
30
[zxx-sal
Obiectiva
6.28. Maximum compatibility between aircraft operations at Palm Springs Regional Airport and noise-
sensitive land uses within the environs of the airport.
Policy
6.28.1. Maximum compatibility between aircraft operations at Palm Springs Regional Airport and noise-
sensitive land uses within the environs of the airport shall be achieved through compliance with the
Noise Compatibility flan of the F.A.R. Part 150 Noise Compatibility Study.
[III-65] IMPLEMENTATION PROGRAMS — NOISE
6f/A. ORDINANCES & STANDARDS
1. Incorporate into the Zoning Ordinance and Municipal Code standards and requirements which protect
the inhabitants from impacts of exterior noise, prevent the transference of interior noise to the outside,
prevent transference of noise between residential units and individual businesses in multi-tenant
buildings, and prevent transference of noise between commercial and residential uses in mixed-use
structures. These should meet the minimum standards defined by the State office of Noise Control,
Standards for insulation, windows, building materials and design of common walls and floors shall be
included.
2. Incorporate in the Zoning Ordinance standards for the siting of nightclubs, discotheques and other
similar uses which generate high noise levels due to their on-site operation and customer access which.
a. restrict their development adjacent to residential areas, unless measures are implemented which
sufficiently protect the residences from noise from on-site activities and customer access, as
determined by the Planning Commission
b. prohibit their development adjacent to senior housing, health care facilities, schools and other
similar noise-sensitive uses.
3. Include in the Zoning Ordinance standards and requirements for parking structures and lots to prevent
noise impacts on-site and an a4rrent noise-sensitive uses. These shall potentially include the use of
buffers containing landscape and sound walls, enclosure of the facade of parking structures facing a
residence (including hotels), limitation of the hours of operation of surface parking lots, use of sound
absorbing materials and configuration of parking areas to minimize sound amplification and
transmission.
4. Include in the City's codes, restriction on the hours of operation of construction equipment, site
maintenance equipment (power tools, powered mowers, etc.), trash collection, street sweeping and
truck deliveries. When residential areas are affected, these should be limited to the hours of 7 a.m. to 7
p.m. except:
a. under special circumstances (e.g. concrete pouring) approved by the Director of Building &
Safety
b. interior construction which may occur on Saturdays between 8 a.m. and 7 p-m.
11
C. the truck delivery of perishable, health, emergency or other merchandise which must be
delivered during these hours and for which noise-abating techniques acceptable to the Director
of Building & Safety are implemented, and
d. when local transportation conditions and objectives warrant delivery at another hour, as
determined by the City.
5. Incorporate in the Zoning Ordinance a standard for the percentage of employees in major commercial
projects to use van pools and other transportation systems management programs.
6. Incorporate in the Municipal Code (the Noise Ordinance) standards for wind energy conversion systems
(WECS). Methodology should be included which specifies how the wind turbine noise should be -
monitored, incorporating the appropriate provisions of Riverside County Resolution No. 86-180
"Adopting Technical Specifications & Criteria for the Measurement &Projection of Noise from
Commercial WECS Projects.-
7. The Noise Compatibility Plan of the F.A.R. Part 150 Noise Compatibility Study shall be implemented
according to the programs therein.
1111-661 6fB. DEVELOPMENT PERMIT REVIEW
1. Utilize maximum anticipated, or "worse case" noise conditions as the basis for land use decisions and
design controls as a means of preventing future incompatibilities.
2. Conduct traffic studies as a part of the development review procedure for projects requiring General
Plan Amendments or specific plans to evaluate the impacts of traffic and noise through residential
neighborhoods. Require mitigation if ambient noise levels are adversely affected.
3. Evaluate the noise impacts of truck deliveries on adjacent residential properties as a part of the
development review procedure for all commercial and manufacturing uses. Where significant impacts
are identified, require the inclusion of noise mitigation techniques such as the use of a sound wall or
enclosure of delivery areas.
6f/C. 13USINE55 LICENSE REVIEW
L Require that nightclubs, restaurants, bars and other entertainment and visitor-serving uses which are
adjacent to residential areas and characterized by high levels of night-time patronage monitor and
control noise levels of those waiting for admission or loitering on sidewalks and parking areas which
abut or are in reasonable proximity to their business as a condition of their business license renewal-
The City shall monitor the effectiveness of this requirement and impose additional conditions if adverse
noise impacts are experienced or revoke the license.
6f/D. ENFORCEMENT
1. Coordinate with the Police Department the provision of adequate police enforcement in residential
neighborhoods to minimize noise-related disturbances from entertainment, restaurants, retail and other
uses.
2. The City shall use its Code Enforcement staff to respond to complaints regarding business-generated
noise. In case of violations, the City shall require compliance with all applicable codes and regulations.
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3. The Police Department shall enforce the California Vehicle Code standards for vehicular noise,
mufflers and modified exhaust systems.
6f/E. EQUIPMENT, IMPROVEMENTS & STUDIES
1. Establish maximum noise level specifications for City equipment purchase for products where noise is
normally a consideration. Where specific noise levels cannot be set, specifications should require that
vendors state maximum noise levels expected to be produced by their equipment and/or operations.
2. Conduct studies of neighborhoods with complaints of significant amounts of parking spillover from
adjacent commercial uses and assess the feasibility and acceptability of imposing a residential permit
parking system in these neighborhoods to reduce traffic and noise. When requested by a majority of the
residents, the permit system shall be implemented.
3. Pursue the development of municipal parking structures in commercial districts to reduce parking
overflow into adjacent neighborhoods and associated noise impacts. Funds shall be allocated for their
construction from capital improvement budgets, developer fees and exactions, parking assessment
districts, municipal bonding and other available methods.
[III-G7]
4. Adopt as the noise standard for helicopter flights in the City the Federal Air Regulation Part 91 rules_
5. Conduct a study to determine the appropriate location of cul-de-sacs and other traffic limitation methods
to reduce vehicular trips through and associated noise in residential neighborhoods. Budget shall be
allocated for their construction or reconfigurations, provided that they are supported by the adjacent
community.
6f/F. INTERGOVERNMENTAL COORDINATION
1. Support the efforts of the California Department of Transportation and local transportation agencies in
developing noise mitigation programs.
2. Coordinate with the California Highway Patrol, the U-S. Marine Corps, Desert Hospital and any other
agency providing emergency helicopter service in the Palm Springs airspace the routing of helicopter
flights to ensure that they do not adversely affect residential areas of the City.
3. Consult with the California Highway Patrol, the U.S. Marine Corps, Desert Hospital and any other
agency operating helicopters in the City's airspace to discourage familiarization flights between 11 p.m.
and 7 a.m.
4. Work with the federal government to incorporate principal helicopter routes on the "VFR (Visual 'Flight
Rules) Aeronautical Chart" which are aligned with the City's commercial corridors, such as Palm
Canyon and Indian Canyon Drives.
5_ Work with public agencies and institutions who maintain facilities in the City to ensure that noise
generated by their activities are limited to their site. Appropriate mitigation measures such as physical
enclosure and time restrictions of the operation shall be implemented.
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6f1G. NOISE MONITORING
I. Establish a periodic monitoring program to measure changes in ambient noise levels. Should projected
noise contours be modified, appropriate land use and design controls shall be applied to newly-impacted
areas-
2. Require that proposed helipads demonstrate that they do not result in noise levels of 65 dB(A) or
greater in residential areas of the City and conduct periodic review for compliance with this standard.
Failure to meet this standard should be a basis for revocation of the helipad permit.
3. Update noise standards and criteria at least every five years to reflect new techniques to control and
integrate noise control.
4. Any noise analyses for future developments shall be prepared by a qualified acoustical consultant. The
study must indicate how compliance with the City noise ordinance will be achieved and will be
reviewed by the City Council prior to the issuance of permits.
5. The City should contract with a qualified acoustical consultant to provide services dealing with WECS
noise on an as-needed basis. The services provided may include review of acoustical studies submitted
for permit approval and measurement of noise for enforcement of the City Noise Ordinance.
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I iv-91 Transportation Services
Automobile-oriented transportation solutions have dominated the planning efforts of the City of Palm Springs as
well as the state and nation as a whale for several decades; this dominance will [Iv-10] likely continue for
many years to come. However, maintenance of a quality tourist-oriented atmosphere (which includes good air
quality and a lack of congestion) may soon require attention to alternative transportation modes.
Any transportation alternative which is selected must be consistent with the resort character of the City of Palm
Springs and the Coachella Valley as a region. Such alternative must also provide service which is convenient
and attractive to residents and visitors alike and correspondingly provides high user levels and the environmental
benefits sought (air quality, lack of congestion, etc.).
Highways Two highways connect Palm Springs with other parts of the Coachella Valley and areas outside this
region. Interstate Route 10 connects the Coachella Valley with the Los Angeles metropolitan area to the west
and with Phoenix and the southern United States to the east. Interchanges serving local traffic are currently
located at State Highway 111, Whitewater, Indian Canyon Drive/Indian Avenue, Gene Autry Trail/Palm,Drive,
Vista Chino/Date Palm Drive in Cathedral City and Ramon Road/Bob Hope Drive in Rancho Mirage.
State Highway III connects the Coachella Valley with the Imperial Valley and with Mexico by connections with
State Highway 86. This route is maintained by the State Department of Transportation (CalTrans) and currently
runs along Vista Chino and Gene Autry Trail, leaving the City via Palm Canyon Drive at either end; a business
route runs along Palm Canyon Drive through the historic downtown.
Bridges in the Palm Springs planting area provide vital linkage between communities, and facilitate emergency
communications and transportation during periods of high flooding. At the present time, bridges are located
across the Wbitewater River at State Highway 111 and Ramon Road; across the Tahquitz Wash at Palm Canyon
Drive and Sunrise Way; and across the Palm Canyon Wash at Bogert Trail, B. Palm Canyon Drive and Gene
Autry Trail.
Additional bridges are needed to improve the efficiency of the Palm Springs circulation network at Camino Real
and the T'ahquitz Wash and at Belardo Road and the Tahquitz Wash. As development occurs in the northern
portion of the planning area, bridges will likely be needed on Indian Canyon Drive and Gene Autry Trail where
they cross the Whitewater River.
Public Transit SunLine Transit provides bus service to the planning area and throughout the Coachella Valley.
Bus service contributes to the community an alternate mode of transportation by providing a low cost method of
transportation in and around the City.
I Iv-11] SunLine Transit is ajoint powers authority created by the nine cities of the Coachella Valley, as well
as the County of Riverside. Because of an organizational structure which involves the member agencies, Sun
Line uses extra effort to determine and support the individual city's desired service levels.
Three main routes currently serve the City of Palm Springs and its planning area. They include: Line 2, a local
route with forty minute headways; Line 19, an intra-valley route with 15 minute headways during peak hours
and 30 minute headways during off-peak hours; and Line 20, an intra-valley route with 30-minute headways.
Line 19 is the only one which serves the area with 30 minute headways from 5:27 a.m. to 11:40 p.m. Daily
ridership for each of the routes during the peak season is as follows: Line 2, 800 passengers; Line 19, 4,200
passengers; Line 20, 1,350 passengers. This information is for the entire route, as information specifically for
the City of Palm Springs is not available.
15
Private bus companies, door-to-door limousine service and other minor systems serve as linkages to other areas,
primarily Los Angeles and Phoenix. Connections to other regions can be made at these points_
SunLine Transit is anticipating the construction of a peoplemover system in the Coachella Valley by the year
2000; Desert Rail Authority has proposed a monorail project between the Regional Airport and Downtown_ At
the present time, studies are underway to determine the feasibility of such systems with the results of the
SunLine study anticipated by mid-1993_ The current patterns and density of development within the Coachella
Valley would appear to make the feasibility of such a system difficult_ Should the appropriate studies be
favorable toward the operation of light rail systems within Palm Springs, the major thoroughfares could serve as
the carriers.
Ai orts Three airports serve the Coachella Valley -Palm Springs Regional, Thermal and Bermuda Dunes.
Palm Springs Regional, the largest of the three, provides connections to many key points throughout California
and the continental United States; several commercial airlines serve the desert area. Air freight is also handled
at the airport. Thermal Airport operates as a general aviation facility according to the Riverside County
Aeronautical Master Plan (RLVCAMP)_ Bermuda Dunes Airport provides for personal business, flying
instruction and recreational flying.
The Palm Springs Regional Airport represents the City's, and the Valley's, primary air link with the nation and
the world. Ease of air travel to Palm Springs from major U.S. cities has been and will continue to be to an
increasing degree one of the important factors in the City's growth as a resort. Expansion in ownership of
private planes will make possible commuting to commercial and industrial [IV-121 centers in the region,
inviting many more people to make their home in Palm Springs. Every measure should be taken to safeguard
this great asset to the community. Recent rapid increases in air traffic reflect the expansion of Palm Springs and
the Valley. These increases, and changes in aviation technology, demand Airport improvements which must be
provided promptly and efficiently,
The Palm Springs Regional Airport consists of an 86,000+/- square foot terminal building with nine large
commercial aircraft gates, eight commuter plane gates and two runways: 1) a 8,50' foot runway designated
13R31L and 2) a 4,952-foot runway designated 13L31R. The airport is the sole supplier of commercial flights
in the Coachella Valley. Service demand on the facility is directly related to population growth. In 1994, a total
of 98,132 flights arrived at, or departed from the airport, including 44,680 general aviation small planes,
42,706 commercial flights, and 484 military aircraft. A total of 978,599 passengers arrived or departed from the
airport in 1994_
In 1993, the "FAR Part 150 Noise Compatibility Study" (NCP) was prepared. The NCF forecasted the annual
aviation activity for both passengers and aircraft operations using 1993 as a base year. Since 1985, the number
of commercial airline passengers has increased more than expected and aircraft operations has decreased.
During the winter months, the number of based aircraft at the airport saturates the existing facilities. The main
runway extension is needed to enable some aircraft that presently use the airport to take off in warmer weather
or to fly longer trip lengths without off-loading passengers.
The Airport Master Plan is the basis for the existing five year capital improvement plan which runs through
FX/99-2000. A new capital improvement program is currently being developed to be submitted to the U.S.
Department of Transportation_ The airport has proposed to improve its terminal building and extend its main
runway by 1999. An addition to the terminal is planned, which will include a second floor to the terminal with
boarding ramps to the commercial jets-
[IV-131 The construction of the proposed Mid-Valley Parkway and other elements of the circulation plan will
enhance the present Airport location, affording better service to the City and to the entire Coachella Valley.
16
Railroad Palm Springs is not directly serviced by passenger mil facilities. However, the Amtrak system runs
along the Southern Pacific Railroad tracks adjacent to Interstate Route 10 and makes two scheduled weekly
passenger stops in Indio. The Southern Pacific Railroad is an active carrier of freight.
Commuter rail is being proposed between Los Angeles and the Coachella Valley using the Southern Pacific
Railroad tracks. The proposal includes three stops in the Valley with the alternatives for the western end
including Indian Canyon Drive, Gene Autry Trail and Date Palm Drive (in Cathedral City). The preferred
alternative for this plan is Gene Autry Trail as it provides the best access for all three western Valley cities
(Palm Springs, Cathedral City and Desert Hot Springs). Connections could be easily made to the SunLine bus
routes and the Palm Springs Regional Airport. -
Local Transit Services
Obiective
7.7. Improved mobility of City residents to access local services, particularly for the disadvantaged
including the elderly, the handicapped, those with low and moderate incomes, students and the
temporarily disabled.
Policies
7.7.1. Support the implementation of local transit services with priority for the disadvantaged.
7.7.2. Continue to financially support the Sualine Transit Agency.
7.7.3. Participate in the development and coordination of shuttle service linking major resort developments
with the downtown area and the Convention Center.
7.7.4. Provide attractive and protective transit stops with complete mute and schedule information, and
equipped with trash receptacles and phones, where feasible, to promote transit ridership. Such stops
should be provided at quarter-mile intervals in built-out urban areas. Such stops should comply with the
Americans with Disabilities Act.
7.7.5. Require the integration of projectineighborhood level path systems with the City-wide circulation
system, especially to connect residents to transit facilities.
7.7.6. Require the construction of bus loadingfunloading areas as a requirement of street development, as
appropriate-
[IV-14] i
7.7.7- Encourage the SunLine Transit Agency to provide for the carriage of bicycles on its vehicles.
7.7.8. Provide dedicated bus lanes, where feasible, in areas where bus service has high frequency (such as
along Palm Canyon where SunBuses operate every six minutes). As this frequency continues to climb
and other types of buses are included, such as the Trolleys, the bus lanes will become more
appropriate.
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7.7.9. All residential development shall incorporate street design which avoids grades greater than 590 for
streets which will be incorporated into SunLine bus routes.
Objectives
7.8a Reduction of the number of trips that an individual makes from home or work.
7.8b Accomplish individual trips and the movement of goods in the least number of vehicles.
7.8c The ability of the transportation facilities or services to carry vehicles at acceptable service levels.
Policies
7.8.1. Maintain a Transportation Demand Management Program, possibly in cooperation with CVAG and
Sunline Transit Agency, which may include improved transit, park-and-ride lots, shuttle service,
preferential parking for rideshares, traffic signalization improvements, traffic channelization, truck
movement restrictions, on-street parking restrictions, transit stop relocation, bicycle parking facilities,
pedestrian walkways, and night street repair and maintenance programs. Such program shall reduce the
expected number of trips by 10%.
a. Compressed work weeks
b. Telecommuting
C. Reduction of non-work trips
- by locating retail/service uses close to employment residential centers
by running shuttle buses between the work place and retail centers
d. Ridesbaring
e. Walking and Bicycling
promote by providing ample sidewalk space, attractive and safe walkways and
crosswalks, pedestrian bridges or tunnels, safe bikeways and bicycle parking facilities,
and minted-use developments
f. Parking Management
conditions on access to the workplace parking spaces
limit the number of off-set parking spaces required or impose ban on-street parking in
residential areas near congested commercial activity centers
g. Restrictions on Auto Use
- access to congested areas limited to certain types of vehicles
h. Alternative work hours (flexible workhours, staggered work hours)
7.8.2. Encourage large employers to adopt incentive packages which structure employee parking policies along
the following guidelines:
a. impose parking charges to cover all costs of providing parking, and
[TV-15]
b. provide a uniform travel subsidy or transportation allowance that an employee can use for any
commuting expenses including riding in a high-occupancy vehicle, bicycling or walling.
Other incentives that employers may provide include ridesharing matching services, fleet vehicles for
car and vanpoolers, preferential parking for rideshares, pay parking for drive-alone commuters,
subsidized shuttle bus services, telecommuting, alternative work hour programs and flextime, bicycle
18
racks , lockers and shower rooms, information on transit services (bus schedules), provision of
(subsidized) transit passes on site, and a guaranteed ride home program.
7.8.3. Require developers to provide facilities such as passenger loading areas and reserved parking for
carpools and vanpools, and bicycle parking facilities for employees and customers.
7.8.4. Require developers to provide facilities that will make the work site accessible to and usable by transit.
Passenger loading areas may be located away from major and secondary thoroughfares in turnouts as to
ensure the uninterrupted flow of traffic.
7.9.5. Reduce the parking space requirement for officelindustrial uses in exchange for implementing
ridesharing and transit pass programs.
7.8.6. Participate in multi-jurisdictional task forces such as CVAG to encourage the improvement of a Valley-
wide public transit system.
Regional. Transportation Services
Obiective
7.9. Reduce the City's dependence on the usage of single-passenger vehicles by augmenting and enhancing
mass transit opportunities.
Policies
7.9.1. Support the improved delivery of regional transit services to and within the City.
7.9A This plan hereby incorporates by reference the Palm Springs Regional Airport F.A.R. Part 150 Noise
Compatibility Study, as updated, as the Master Plan for the Airport following Planning Commission
and City Council review and approval,
7.9.2. Encourage the provision of express bus service between the eastern portion of the valley and the
western portion including service to the Banning/Beaumont area and the High Desert.
7.9.3. Cooperate with Riverside County Transit Commission (RCTC), SunLine and Desert Rail Authority to
investigate the feasibility of providing a peoplemover system(s) which would serve Palm Springs as
well as the entire Coachella Valley by the year 2000. The City's system of major thoroughfares could
serve as the backbone of such a system_
7.9.4. Encourage the provision of a commuter rail system between Palm Springs and Riverside and Los
Angeles, with a station located on a two-acre site at Gene Autry Trail or Indian Canyon Drive. The
location of the l IV-16I terminal at the Southern Pacific Railroad is provisional, depending upon the
final selection by the appropriate agencies.
7.9.5. Encourage inter-modal links with commuter rail, bus, peoplemover and airport facilities. Such links
shall be indicated by symbol (Transportation Terminal) on the Land Use Map, The symbol does not
necessarily indicate a single facility, but may provide for multiple transportation terminals which are in
close enough proximity to provide for simple transfers from one transportation mode to another.
19
7.9.6. Provide for regional bus service connections at the Transportation Terminals, as indicated on the Land
Use Map, and/or the Downtown.
7.9.7. Investigate the incentives or disincentives necessary to reduce the dependence on the automobile both in
inter- and intea-regional travel.
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