a14 cambridge to huntingdon improvement scheme ...... · svan 971 kit a . section 6: huntingdon...

A14 Cambridge to Huntingdon improvement scheme

Environmental Statement

Appendices

Appendix 14.2: Noise and vibration baseline

Date: December 2014

6.3

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A14 Cambridge to Huntingdon improvement scheme Environmental Statement Appendices

1 Introduction 1

1.2 Noise baseline 1

1.3 Vibration baseline 2

2 Long-term noise measurements 3

2.1 Measurement methodology 3

2.2 Measurement equipment 4

2.3 Measurement locations 4

2.4 Long-term measurement results 8

3 Short-term noise measurements 19

3.1 Measurement methodology 19

3.2 Measurement equipment 19

3.3 Measurement locations 20

3.4 Short term measurement results 21

4 Derivation of noise baseline 67

4.2 Baseline in road noise dominated areas 67

4.3 Baseline in areas not dominated by road noise 70

5 Derivation of do-minimum noise levels 74

6 Baseline levels used in the assessment 75

7 References 108

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1 Introduction 1.1.1 This appendix sets out the approach to defining baseline noise and

vibration levels used to inform the environmental impact assessment (EIA) for the proposed A14 Cambridge to Huntingdon improvement scheme (the scheme).

1.2 Noise baseline 1.2.1 Existing noise levels along the scheme corridor were determined using a

combination of noise modelling based on existing traffic flows and completing both short-term and long-term noise measurements at a number of locations. The approach enabled both current noise levels and the existing acoustic character of the areas and communities along the scheme to be established.

1.2.2 This appendix sets out:

• the noise measurement methods and results; and

• the methodology used to derive the ambient noise levels from non-scheme sources used in the assessment to identify likely significant effects arising from the scheme.

1.2.3 Ambient noise levels from non-scheme sources are required for the following scenarios:

• Existing noise levels (those that exist in 2014);

• Baseline noise levels (those that would exist in 2016 when the scheme construction is planned to start, but in absence of the scheme);

• Do-minimum noise levels in the opening year (those that would exist in 2020 when the scheme operation is planned to start, but in absence of the scheme); and

• Do-minimum noise levels in the assessment year (those that would exist in 2035, 15 years after the scheme operation is planned to start, but again in absence of the scheme).

1.2.4 For the majority of the study area (refer to Chapter 14 of the ES), existing noise levels are dominated by existing road traffic noise. For these areas existing, baseline and do-minimum noise levels have been established by prediction using the Calculation of Road Traffic Noise (CRTN) (Department of Transport Welsh Office, 1988) taking account of existing and future road traffic patterns. This process has been checked by comparing the predictions of existing noise levels with measurements of existing levels at a number of locations as set out in section 4 of this appendix.

1.2.5 For those areas of the study area where noise levels may not be dominated by road traffic noise, noise measurement survey results have been used to establish a basis for defining existing, baseline and do-minimum noise levels. Further details are presented in section 4 of this appendix.

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1.2.6 The locations at which noise measurements were undertaken are referred to as baseline measurement locations. Each baseline measurement location was allocated a unique reference code, prefixed with ‘L’ for the long-term unattended measurement locations and with ‘S’ for the short-term attended measurement locations.

1.2.7 Figure 14.1 shows the baseline measurement locations at which noise surveys were undertaken. Figure 14.2 presents photographs of the noise measurement equipment at each location taken during the noise survey.

1.2.8 The surveys were undertaken by appropriately skilled and qualified staff holding a relevant degree and/or professional body qualification and membership.

1.3 Vibration baseline 1.3.1 Vibration baseline is relevant to sources of groundborne vibration. 1.3.2 It was not considered necessary to establish baseline vibration exposure

along the scheme for the following two reasons. 1.3.3 Firstly, for the operation of the scheme the initial stage of the assessment

concluded that, based on the design and maintenance standards for the scheme, significant vibration effects are highly unlikely.

1.3.4 Secondly, for construction, it is likely that the majority of receptors adjacent to the scheme are not currently subject to appreciable vibration. Vibration at all receptors from the scheme has therefore been assessed using specific thresholds (refer to Appendix 14.3), below which receptors will not be affected by vibration. This is a more demanding test than being significantly affected which would be associated with higher levels of vibration exposure. Further information is provided in Chapter 14 of the ES and Appendix 14.3.

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2 Long-term noise measurements 2.1 Measurement methodology 2.1.1 The noise measurement surveys followed the principles of the following

guidance:

• Calculation of Road Traffic Noise (Department of Transport Welsh Office (1988); and

• BS7445-1:2003 Description and measurement of environmental noise, Part 1 guide to quantities and procedures, British Standards Institute.

2.1.2 The following indices were recorded: LpAeq,T LpA10, LpA90 and LpAFmax. 2.1.3 In all cases, the sound level meter and microphone used were Type 1

conforming to BS EN 61672-1:2013 Electroacoustics – Sound level meters, Part 1: Specifications, British Standards Institute.

2.1.4 The sound level meters’ calibration was checked before and after each series of measurements. No significant fluctuation in calibration was recorded throughout each survey period. In addition to this, each sound level meter kit used has a full traceable calibration carried out on an annual basis.

2.1.5 Microphone heights were set 1.2-1.5m above local ground level at least 3.5m away from any reflecting surface in an acoustically ‘free-field’ condition where practicable to do so. The sound level meter and battery pack were stored in weatherproof cases. A windshield was fitted at all times to minimise the effects of wind induced noise across the microphone diaphragm.

2.1.6 Surveys were completed during May and June 2014. The long-term measurements were carried out for 5-7 days at most measurement locations, the exceptions being L10 where measurements were restricted by practicalities to 1 day, and L8 where 14 days’ data was recorded.

2.1.7 Noise level data were logged in contiguous five minute measurements and are reported graphically as time histories in section 2.4 of this appendix.

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2.2 Measurement equipment Table 3.1: Svan measurement equipment: long-term measurement locations

Measurement equipment Manufacturer Type number

Serial number

Svan 971 Kit A Precision grade logging sound level meter Svan 971 34775

½” diameter pre-polarised condenser microphone Svan 7052E 55920

Type 1 sound pressure calibrator Svan SV30A 241/14 16

Table 3.2: Rion measurement equipment: long-term measurement locations

Measurement equipment Manufacturer Type number

Serial number

RION NL- 32 Kit A Precision grade sound level meter RION NL-32 00451285

½” diameter pre-polarised condenser microphone RION UC53A 308532

Pre-amplifier RION NH-21 15278

Calibrator RION NC-74 34773051

RION NL-32 Kit B Precision grade sound level meter RION NL-32 00661738




RION NL-32 Kit C Precision grade sound level meter RION NL-32 00282489




RION NL-52 Kit D Precision grade sound level meter RION NL-52 00231671

½” diameter pre-polarised condenser microphone RION UC59 04716



2.3 Measurement locations 2.3.1 The long-term measurement locations and the make and model of the

sound level meters used are summarised in Table 2.1.

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Table 2.1: Long-term noise measurement locations

Location ID Location Sound level meter

Section 1: A1 Alconbury to Brampton Hut No measurements Section 2: A1/A14 Brampton Hut to ECML (inc ECML bridge) L1 West End, Brampton RION NL-32 Kit C

L2 Sokemans Way, Brampton RION NL-52-KIT D

L3 Buckden Marina RION NL-32 Kit A

Section 3: A14 ECML to Swavesey L5 West Brook, Hilton RION NL-52 Kit D

L6 High Street, Conington RION NL-32 Kit C

Section 4: A14 Swavesey – Girton L7 Acorn Avenue, Bar Hill RION NL-32 Kit B

Section 5: Cambridge Northern Bypass L8 Wellbrook way, Girton RION NL-32 Kit B

L9 Lone Tree Avenue, Impington RION NL-32 Kit A

L10 Engledow Drive SVAN 971 Kit A

Section 6: Huntingdon Improvements L4 Mill Common, Huntingdon RION NL-32 Kit B

2.3.2 Further information is provided below for each of the long-term survey locations both in terms of the survey location but also the character of ambient noise environment. Section 1: A1 Alconbury to Brampton Hut

2.3.1 No baseline measurements were undertaken in this Section. The main source of baseline noise in this Section is the existing A1. Section 2: A1/A14 Brampton Hut to East Coast Mainline (ECML) (including ECML bridge) L1 – West End, Brampton

2.3.2 The sound level meter was located in the rear garden of No.81 West End, which is situated to the east of the A1 as shown in Figure 14.1. This location was chosen as it is considered representative of properties on the western periphery of Brampton.

2.3.3 Noise from road traffic on the A1 was evident at this location. 2.3.4 Figure 14.2 shows a photograph of the measurement location.

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L2 - Sokemans Way, Brampton

2.3.5 The sound level meter was located at RAF Brampton in the rear garden of No.4 Sokemans Way which is situated to the east of the A1 as shown in Figure 14.1. This location was chosen as it is considered representative of properties on the south western periphery of the RAF base at ground floor level.

2.3.6 Noise from road traffic on the A1 and Buckden Road was evident together with birdsong and local resident activities.

2.3.7 Figure 14.2 shows a photograph of the measurement location. L 3 - Buckden Marina

2.3.8 The sound level meter was located at the north end of Buckden Marina as shown in Figure 14.1. This location is representative of the noise levels on the northern periphery of Buckden Marina at ground floor level and also provides data to support the assessment at ecological receptors in the vicinity.

2.3.9 Distant road traffic noise from Mill Road, birdsong, local activity around the marina and the railway movements on the East Coast Mainline railway characterise the environment.

2.3.10 Figure 14.2 shows a photograph of the measurement location.

Section 3: A14 ECML to Swavesey (not including Swavesey) L5 – West Brook, Hilton

2.3.11 The sound level meter was located in the rear garden of No.27 West Brook, which is situated to the south of the proposed new A14 route as shown in Figure 14.1. This location is considered to be representative of the noise climate on the northern periphery of Hilton at ground floor level.

2.3.12 Noise arising from local traffic movements on West Brook and Potton Road combined with contributions from birdsong and other local activities characterised the local noise environment.

2.3.13 Figure 14.2 shows a photograph of the measurement location. L6 – High Street, Conington

2.3.14 The sound level meter was located in the rear garden of Summerfield, High Street which is situated to the south of the existing A14 and the proposed new route as shown in Figure 14.1. This location is considered to be representative of the noise climate on the northern periphery of Conington at ground floor level.

2.3.15 Noise from traffic movements on High Street and Elsworth Road together with contributions from local activities characterise the noise climate.


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Section 4: A14 Swavesey – Girton L7 - Acorn Avenue, Bar Hill

2.3.17 The sound level meter was located in the rear garden of No.2 Acorn Avenue, which is situated close to the A14 as shown in Figure 14.1. This location was chosen to be representative of the noise climate at ground floor level on the northern periphery of Bar Hill.

2.3.18 Noise from traffic on local roads and A14 combined with more local noise sources characterise the soundscape.


Section 5: Cambridge Northern Bypass L8 - Wellbrook Way, Girton

2.3.20 The sound level meter was located in the rear garden of No.157 Wellbrook Way, which is close to the A14, as shown in Figure 14.1, and is representative of the noise climate at the northern end of Wellbrook Way at ground floor level.

2.3.21 Noise arising from road traffic movements on the A14 dominated the existing noise levels.

2.3.22 Figure 14.2 shows a photograph of the measurement location. L9 – Lone Tree Avenue, Impington

2.3.23 The sound level meter was located in the rear garden of No.5 Lone Tree Avenue, which is to the north of the A14 as shown in Figure 14.1. This location is considered representative of properties at ground floor level along Lone Tree Avenue.

2.3.24 Noise from traffic movements on the A14 dominated the noise levels 2.3.25 Figure 14.2 shows a photograph of the measurement location.

L10 – Engledow Drive

2.3.26 The sound level meter was located in the rear garden of No.13 Engledow Drive which is very close to the south of the A14 as shown in Figure 14.1. This location is considered representative of properties along Engledow Drive at ground floor level.

2.3.27 A14 traffic dominated the noise climate. 2.3.28 Figure 14.2 shows a photograph of the measurement location.

Section 6: Huntingdon Improvements L4 - Mill Common, Huntingdon

2.3.29 The sound level meter was located in the rear garden of No.11a Mill Common which is situated to the south of the existing A14 as shown in Figure 14.1. This location was chosen as other access options were limited in this area. The garden area was enclosed by fencing. There was a thick vegetation barrier separating A14 from Mill Common.

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2.3.30 The dominant noise source at this location is the A14. 2.3.31 Figure 14.2 shows a photograph of the measurement location.

2.4 Long-term measurement results 2.4.1 The data from the long-term surveys are illustrated in Chart 2.1 to Chart

2.10 below, and summarised in Table 4.1. The principal noise sources at the measurement locations are noted in Table 2.2.

Table 2.2: Noise sources at long-term noise measurement locations

Location ID Location Noise sources

Section 1: A1 Alconbury to Brampton Hut No measurements

Section 2: A1/A14 Brampton Hut to ECML (inc ECML bridge) L1 West End, Brampton Road traffic, distant aircraft, birdsong

L2 Sokemans Way, Brampton Distant road traffic, distant aircraft, birdsong

L3 Buckden Marina Birdsong, marina activity, distant road traffic

Section 3: A14 ECML to Swavesey L5 West Brook, Hilton Road traffic, birdsong, distant aircraft

L6 High Street, Conington Road traffic, birdsong, distant aircraft

Section 4: A14 Swavesey – Girton L7 Acorn Avenue, Bar Hill Road traffic, birdsong

Section 5: Cambridge Northern Bypass L8 Wellbrook way, Girton Road traffic, birdsong

L9 Lone Tree Avenue, Impington Road traffic

L10 Engledow Drive Road traffic

Section 6: Huntingdon Improvements

L4 Mill Common, Huntingdon Road traffic

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Section 2: A1/A14 Brampton Hut to East Coast Mainline (ECML) (including ECML bridge) Chart 2.1: L1- West End, Brampton, 6 May 2014- 13 May 2014

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Chart 2.2: L 2 - Sokemans Way, Brampton, 19 June 2014- 25 June 2014

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Chart 2.3: L3 - Buckden Marina, 19 June 2014- 25 June 2014



Section 3: A14 ECML to Swavesey (not including Swavesey) Chart 2.4: L5 - West Brook, Hilton, 7 May 2014- 13 May 2014

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Chart 2.5: L6 - High Street, Conington, 19 June 2014- 26 June 2014



Section 4: A14 Swavesey to Girton Chart 2.6: L7- Acorn Avenue, Bar Hill, 19 June 2014- 26 June 2014



Section 5: Cambridge Northern Bypass Chart 2.7: L8 - Wellbrook Way, Girton, 4 June 2014- 19 June 2014

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Chart 2.8: L9 - Lone Tree Avenue, Impington, 15 May 2014- 20 May 2014

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Chart 2.9: L10 - Engledow Drive, 15 May 2014- 16 May 2014



Section 6: Huntingdon Improvements Chart 2.10: L4 - Mill Common, Huntingdon, 6 May 2014- 13 May 2014

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3 Short-term noise measurements 3.1 Measurement methodology 3.1.1 Short-term attended surveys were undertaken to provide a greater

geographical spread of measurements across the study area. 3.1.2 The survey locations are shown in Figure 14.1. In all instances the

calibration of the sound level meter was checked before and after each series of measurements. No significant fluctuation in calibration was recorded throughout each survey period. In addition, each sound level meter kit used has a full traceable calibration carried out on an annual basis.

3.1.3 In all instances, the sound level meter was mounted on a tripod, with the microphone set approximately 1.2m above ground level. A windshield was fitted to the microphone to minimise the effects of wind-induced noise across the microphone diaphragm.

3.1.4 Measurements were made in accordance with the procedure set out in the Calculation of Road Traffic Noise (Department of Transport Welsh Office, 1988).

3.1.5 Measurements of fifteen minutes duration were made at each location. In each case, the time period was considered appropriate to provide a good representation of the typical sound level climate at each measurement location. All measurements were taken in an acoustically hemispherical ‘free field’ condition, at least 3.5m away from any vertical acoustical reflective surfaces where practicable.

3.1.6 Most locations were chosen to provide a representative indication of the typical ambient sound level at ground floor level at residential properties close to the scheme. This information was used to help validate the acoustic road noise model used for the predictive noise calculations

3.1.7 The sound sources and the measured sound levels were recorded and noted. The meter was set to store automatically the LpAeq, LpAFmax, LpA10 and LpA90 indices.

3.2 Measurement equipment 3.2.1 Measurements were carried out using equipment as detailed in Tables 3.1

and 3.2. The sound level meter and microphone are Type 1, conforming to BS EN 61672-1: 2013 (BSI, 2013). The calibration of the sound level meter, pre-amplifier and microphone chains were checked before and after use, to confirm that there was no significant drift in meter response at the calibrator frequency and level. All sound level meters used had been annually calibrated and this calibration is traceable to international standards BS EN61672-3: 2013 (BSI, 2013a).



Table 3.1: Rion measurement equipment (Kit C) Measurement equipment Manufacturer Type

number Serial number

Precision grade logging sound level meter RION NA-28 30921840

½” diameter pre-polarised condenser microphone RION UC-59 04139


Type 1 sound pressure calibrator RION NC-74 34336010

Table 3.2: Norsonic measurement equipment Measurement equipment Manufacturer Type

number Serial number

Kit E Precision grade sound level meter Norsonic 140 1405202

½” diameter pre-polarised condenser microphone Norsonic 1225 151245

Pre-amplifier Norsonic 1209 15264

Calibrator Norsonic 1251 33554

Kit B Precision grade sound level meter Norsonic 140 1403431

½” diameter pre-polarised condenser microphone Norsonic 1225 29840

Pre-amplifier Norsonic 1209 12579

Calibrator Norsonic 1251 33845

3.3 Measurement locations 3.3.1 Noise surveys were carried out at the locations shown in Figure 14.1 and

summarised in Table 3.3 between 7 May 2014 and 6 June 2014. Table 3.3: Noise measurement locations and sound level meters used


Section 2: A1/A14 Brampton Hut to East Coast Mainline (ECML) (including ECML bridge) S1 Lomax Drive/ Dorling Way, Brampton RION NA-28 Kit C

S2 Hoo Close (Greenway), Buckden RION NA-28 Kit C

S3 Riddiford Crescent, Brampton RION NA-28 Kit C

S4 Tin Lid, Buckden RION NA-28 Kit C

Section 3: A14 ECML to Swavesey (not including Swavesey) S5 High Street, Offord Cluny RION NA-28 Kit C

S6 Offord Hill Farm, Godmanchester RION NA-28 Kit C




S10 Fields View, Hilton Road, Hilton RION NA-28 Kit C

S11 Pear Tree Close, Fenstanton (A) NOR140 Kit E

S12 Pear Tree Close, Fenstanton (B) NOR140 Kit E

S13 Hilton Road, Fenstanton RION NA-28 Kit C

S18 New Barnes Cottages RION NA-28 Kit C

Section 4: A14 Swavesey to Girton S14 Boxworth End Farm, Swavesey RION NA-28 Kit C

S15 Robin’s Lane, Lolworth RION NA-28 Kit C

S16 Crouchfield Villa, Dry Drayton NOR140 Kit B

S17 Catch Hall, Girton RION NA-28 Kit C

S20 Grange Farm Cottages, Girton NOR140 Kit B

S22 Beck Brook Farm, Girton RION NA-28 Kit C

Section 5: Cambridge Northern Bypass S19 St Vincent’s Close, Girton NOR140 Kit B

S21 Blackwell Travellers site NOR140 Kit E

Section 6: Huntingdon Improvements S7 Hinchingbrooke School, Huntingdon RION NA-28 Kit C

S8 Hinchingbrooke Hospital, Huntingdon RION NA-28 Kit C

S9 Ullswater, Huntingdon RION NA-28 Kit C

3.3.2 The measurement locations were chosen to provide an indication of the

typical ambient sound levels, outside peak periods, at noise sensitive receptors in the study area.

3.3.3 Wind speeds and directions were recorded during each individual measurement using a Kestrel K1000 anemometer.

3.4 Short term measurement results 3.4.1 Results are set out in the following sub-sections by reporting area.

Section 2: A1/A14 Brampton Hut to East Coast mainline (ECML) (including ECML) S1 - Lomax Drive / Dorling Way

3.4.2 This is located in a residential area at close proximity to the A14 and to the east of A1 that is proposed to merge with the new A14 route. It is considered representative of the acoustic character on the western periphery of Brampton village.



3.4.3 The sound level survey was carried out at the location shown in Figure 14.1 on 20 May 2014 between 14:30 and 16:30 hours. All measurements were 5 minutes in duration.

3.4.4 The weather conditions during the daytime survey were fine and dry. There was a westerly breeze measured between 0.3 and 1.6m/s.

3.4.5 Measurement results are presented in Table 3.4. 3.4.6 Figure 14.2 shows a photograph of the measurement location.



Table 3.4: S1 - Lomax Drive/Dorling Way – 20 May 2014

Measurement start time

Wind-speed m/s

Wind direction

Sound levels, dB Comments

LpA90 LpA10 LpAFmax LpAeq 14:30 1.3 W 52.7 56.7 64.1 55.0 A1 road traffic, birdsong, aircraft, trees

14:36 1.2 W 53.0 57.0 69.9 55.3 A1 road traffic, birdsong, aircraft, trees, at 14:38 helicopter

14:42 0.6 W 51.8 57.0 62.9 54.8 A1 road traffic, birdsong, aircraft, trees

15:23 0.9 W 51.3 55.4 59.5 53.6 A1 road traffic, birdsong, aircraft, trees, at 15:25 car left

15:29 0.8 W 52.0 57.8 66.6 55.3 A1 road traffic, birdsong, aircraft, trees, at 15:30 car left

15:34 0.3 W 51.0 56.7 76.6 55.8 A1 road traffic, birdsong, aircraft, trees, dog bark (intermittent) between 15:36-15:37 see Lmax

16:13 0.5 W 49.8 54.0 60.7 52.1 A1 road traffic, birdsong, aircraft, trees, at 16:13 helicopter, at 16:17 car entered the site

16:19 0.5 W 48.9 55.5 67.2 53.2 A1 road traffic, birdsong, aircraft, trees, at 16:19 helicopter and man chatting on the phone, at 16:21 people chatting in the background

16:25 1.6 W 46.7 51.0 57.7 49.4 A1 road traffic, birdsong, aircraft, trees



S2 - Hoo Close (Greenway), Buckden

3.4.7 This is located on the north eastern periphery of Buckden to the south of the scheme. It is considered representative of the acoustic character around the north eastern periphery of Brampton village.

3.4.8 Sound level surveying was carried out at the location shown in Figure 14.1 on 21 May 2014 between 10:00 and 13:00 hours. All measurements were 5 minutes in duration.

3.4.9 The weather conditions during the daytime survey were fine and dry. There was a south westerly breeze measured between 0.2 and 0.8m/s.




Table 3.5: S2 - Hoo Close (Greenway), Buckden – 21 May 2014


Wind-speed m/s

Wind direction


LpA90 LpA10 LpAFmax LpAeq

10:23 0.4 SW 36.4 52.0 69.5 49.4 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft


10:38 0.8 SW 36.4 48.0 58.4 44.8 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, grass mower between 10:38-10:41, a loud conversation for 30 seconds at 10:42

11:37 0.2 SW 33.9 41.5 63.8 40.8 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, at 11:37 bang in a nearby garden, at 11:41 a car door slammed

11:42 0.3 SW 32.7 40.3 54.8 38.0 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, at 11:43 flock of birds


12:26 0.3 SW 37.1 47.8 56.1 43.7 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, 12:26 helicopter, 12:28 vacuum cleaner

12:34 0.3 SW 36.0 47.9 55.1 43.7 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, aircraft from two sources

12:39 0.2 SW 38.7 50.2 68.0 47.1 Distant road traffic on A1, occasional road traffic on Greenway, birdsong, aircraft, 12:40 gardening tools banging



S3 - Riddiford Crescent

3.4.12 This is located on the southern periphery of Brampton to the east of the proposed new A14 route interchange with the A1. It is considered representative of the acoustic character on the southern periphery of Brampton.

3.4.13 Sound level surveying was carried out at this location shown in Figure 14.1 on 20 May 2014 between 14:00 and 17:00 hours. All measurements were 5 minutes in duration.





Table 3.6: S3 - Riddiford Crescent – 20 May 2014


Wind-speed m/s

Wind direction



14:58 0.7 W 45.8 50.9 58.2 48.8 A1 road traffic, birdsong, aircraft, at 14:59 a car entered the site

15:04 0.9 W 47.6 51.2 65.0 49.7 A1 road traffic, birdsong, aircraft

15:10 1.4 SW 47.0 51.2 68.3 49.7 A1 road traffic, birdsong, aircraft, paused measurement for a car, distant siren

15:48 0.7 SW 46.7 52.4 66.8 50.0 A1 road traffic, birdsong, aircraft



16:37 0.5 SW 43.8 48.9 64.5 47.0 A1 road traffic, birdsong, aircraft, baby crying at a nearby house

16:44 0.5 SW 44.2 49.0 61.9 47.3 A1 road traffic, birdsong, aircraft, baby still crying at a nearby house




S4 - Tin Lid, Brampton Road

3.4.17 This location is very close to the scheme and is situated close to the east of the busy Brampton Road. It is considered representative of the acoustic character around a number of receptors along Brampton Road.


3.4.19 The weather conditions during the daytime survey were fine and dry. There was a south westerly breeze measured between 0 and 0.6m/s.




Table 3.7: S4 - Tin Lid, Brampton Road – 21 May 2014


Wind-speed m/s

Wind direction



10:00 0.5 SW 48.5 70.8 80.8 66.0 Brampton Road traffic, birdsong, aircraft






12:03 0.6 SW 43.7 71.9 79.6 66.6 Brampton Road traffic, birdsong, aircraft, at 12:03 HGV passed


12:14 - 43.2 73.3 95.6 71.0 Brampton Road traffic, birdsong, aircraft noise, at 12:14 ambulance passed very fast with siren on. Occasional vans, at 12:18 drilling noise and sound level meter was paused for 2 minutes



Section 3: A14 ECML to Swavesey (not including Swavesey) S5 - High Street, Offord Cluny

3.4.22 This location is situated in Offord Cluny at the nearest receptors to the south of the proposed new A14 route and a few metres to the east of High Street. It is considered representative of the acoustic character around receptors along High Street.


3.4.24 The weather conditions during the daytime survey were fine with scattered light showers. There was a south westerly breeze measured between 1.8 and 3.0m/s.




Table 3.8: S5 - High Street, Offord Cluny – 7 May 2014


Wind-speed m/s

Wind direction



14:57 3.0 SW 44.7 68.1 72.7 62.2 Road traffic on Offord Hill, aircraft, trees, train








16:54 3.0 SW 46.0 67.5 93.9 66.8 Road traffic on Offord Hill, aircraft, trees, train, police siren at 16:56



S6 - Offord Hill Farm

3.4.27 This location is situated in Offord Hill at the nearest receptors to the north of the proposed new A14 route and is considered representative of the acoustic character around Offord Hill Farm.


3.4.29 The weather conditions during the daytime survey were fine with scattered light showers. There was a south westerly to westerly breeze measured between 1.5 and 6.0m/s.


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Table 3.9: S6 - Offord Hill Farm – 7 May 2014


Wind-speed m/s

Wind direction



14:23 3.3 SW 47.0 55.5 63.7 52.7 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees


14:42 4.3 SW 43.3 53.2 59.3 49`.7 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees



15:35 4.5 SW 43.9 52.6 60.3 49.6 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees, aircraft

16:18 4.0 W 45.6 54.4 62.8 51.5 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees

16:24 4.5 W 45.4 52.6 62.4 49.8 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees

16:30 4.5-6.0 W 44.9 55.6 66.4 52.2 Road traffic on Offord Hill, train to the west, low frequency noise might be from the nearby wind turbines, wind, trees



S10 - Hilton Road, Fields View, Fenstanton

3.4.32 This location is situated at Fields View Farm on Hilton Road, to the south of the scheme. It is considered representative of the acoustic character around receptors along Hilton Road between Oxholme Farm and Hilton End Farm.


3.4.34 The weather conditions during the daytime survey were fine and dry. There was a south to south westerly breeze measured between 0 and 2.8m/s.




Table 3.10: S10 - Fields View, Hilton Road, Fenstanton – 7 May 2014


Wind-speed m/s

Wind direction



10:00 1.2 S 39.2 57.4 75.7 55.3 Road traffic on Hilton Road, birdsong, aircraft

10:07 1.8 S 37.9 54.7 76.2 54.3 Road traffic on Hilton Road, birdsong, aircraft, banging noise from the nearby cottage, dog bark

10:13 1.4 S 38.7 53.3 71.6 52.1 Road traffic on Hilton Road, birdsong, aircraft noise, dog bark, birdsong , a car entered the site

11:17 1.0 SW 36.8 52.4 75.8 53.6 Road traffic on Hilton Road, birdsong, aircraft noise

11:23 1.4 SW 39.2 54.6 75.7 54.3 Road traffic on Hilton Road, birdsong, aircraft noise, 12:24 a car entered the site, helicopter

11:29 1.6 SW 39.7 56.4 72.5 54.1 Road traffic on Hilton Road, birdsong, aircraft, dog bark at the start

12:25 2.8 SW 40.4 52.3 74.2 52.5 Road traffic on Hilton Road, birdsong, aircraft, trees, at 12:28 a car entered the site

12:31 - 39.9 54.5 76.2 55.6 Road traffic on Hilton Road, birdsong, aircraft noise

12:37 1.8 SW 39.9 55.8 72.8 54.0 Road traffic on Hilton Road, birdsong, aircraft noise, dog bark at 12:38



S11 - Pear Tree Close, Fenstanton (A)

3.4.37 This location is situated half way between the existing A14 and the proposed new A14 route, at a front garden of a property on Pear Tree Close and screened from Hilton Road. It is considered representative of the acoustic character around receptors along Pear Tree Close that are screened from noise from Hilton Road.

3.4.38 Sound level surveying was carried out at this location shown in Figure 14.1 on 5 June 2014 between 14:00 and 17:00 hours. All measurements were 5 minutes in duration.





Table 3.11: S11 - Pear Tree Close, Fenstanton (A) – 5 June 2014


Wind-speed m/s

Wind direction


LpA90 LpA10 LpAFmax LpAe

q

14:13 3.0-4.0 SW 48.2 53.3 64.8 51.4 Distant road traffic on A14, birdsong, occasional aircraft, occasional road traffic on Pear Tree Close, wind speed fluctuates rapidly at this location which causes variation in sound level, trees (wind)

14:20 3.0 SW 49.1 55.2 64.6 52.6 Distant road traffic on A14, birdsong, occasional aircraft, occasional road traffic on Pear Tree Close, wind speed fluctuates rapidly at this location which causes variation in sound level, trees (wind)



15:09 2.5 SW 48.2 53.3 60.9 51.1 Distant road traffic on A14, birdsong, occasional aircraft, occasional road traffic on Pear Tree Close, wind speed fluctuates rapidly at this location which causes variation in sound level, trees (wind)

15:15 2.4-4.5 SW 47.3 56 63.1 53.3 Distant road traffic on A14, birdsong, occasional aircraft, occasional road traffic on Pear Tree Close, wind speed fluctuates rapidly at this location which causes variation in sound level, trees (wind)





Wind-speed m/s

Wind direction


LpA90 LpA10 LpAFmax LpAe

q





S12 - Pear Tree Close, (just off Hilton Road) Fenstanton (B)

3.4.42 This location is approximately mid-way between the existing A14 and the proposed new A14 route, just off Hilton Road. It is considered representative of the acoustic character around receptors along Pear Tree Close that receive noise from Hilton Road.






Table 3.12: S12 - Pear Tree Close, (just off Hilton Road) Fenstanton (B) – 5 June 2014


Wind-speed m/s

Wind direction



14:33 2.5 SW 49.7 61.0 77.7 59.4 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind).

14:39 2.0 SW 48.1 57.6 74.0 58.0 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind), police siren at 14:40.



15:28 1.2 SW 49.7 59.8 80.4 59.1

Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind), 15:31 a school bus reversed on Pear Tree Close, sound level meter paused until it is gone.

15:35 3.0-4.0 SW 49.6 56.2 71.1 56.0 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind), 15:38 a school bus passed on Hilton Road

16:26 1.2-2.5 SW 48.3 57.4 79.0 56.9 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind)

16:32 1.2-3.0 SW 48.5 60.9 73.5 59.1 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind), sound level meter paused to let a car reverse past

16:40 2.5-3.0 SW 47.9 64.0 75.3 59.8 Distant road traffic on A14, road traffic on Hilton Road and occasionally on Pear Tree Close, birdsong, occasional aircraft, trees (wind)



S13 - Hilton Road, Subway, Fenstanton

3.4.47 This location is just off Hilton Road south of Cambridge Road. There is a noise barrier between Cambridge Road and the dwellings at this end of the road. It is considered representative of the acoustic character around receptors on Hilton Road of similar proximity to Cambridge Road.


3.4.49 The weather conditions during the daytime survey were fine and dry. There was a south to south westerly breeze measured between 0.9 and 3.5m/s.




Table 3.13: S13 - Hilton Road, Subway, Fenstanton – 7 May 2014


Wind-speed m/s

Wind direction



10:55 0.9 SW 58.5 64.5 69.5 62.1 A14 road traffic

11:00 0.9 SW 58.5 63.9 66.6 61.8 A14 road traffic

11:06 1.0 SW 59.3 64.5 68.5 62.5 A14 road traffic, grass mower at the nearby garden

12:01 1.0 SW 59.7 66.0 71.8 63.6 A14 road traffic, grass mower at the nearby garden and stopped at 12:03

12:07 59.9 65.7 68.8 63.3 A14 road traffic, birdsong

12:12 3.5 SW 60.0 65.8 71.0 63.2 A14 road traffic, birdsong

13:02 2.0 SW 60.3 65.6 71.6 63.4 A14 road traffic, birdsong

13:07 1.8 SW 59.3 65.3 76.2 63.1 A14 road traffic, ambulance siren at 13:10

13:14 1.5 SW 59.2 65.5 70.1 63.0 A14 road traffic, car door slammed at 13:14, grass mower at 13:16. Started to rain heavily at that point



S18 - New Barnes Cottages, Conington

3.4.52 This location is at New Barnes Cottages, close to the scheme. It is considered representative of the acoustic character around these cottages.


3.4.54 The weather conditions during the daytime survey were fine and dry. There was a south westerly breeze measured between 0 and 1.1m/s.




Table 3.14: S18 - New Barnes Cottages, Conington – 21 May 2014


Wind-speed m/s

Wind direction



14:05 0.5 SW 42.1 45.8 52.7 44.0 A14 distant road traffic, birdsong, aircraft

14:12 - 39.5 50.4 56.8 46.3 A14 distant road traffic, birdsong, aircraft, 14:11 distant siren

14:17 0.7 SW 37.5 42.4 60.2 41.6 A14 distant road traffic, birdsong, aircraft, 14:19 a van passed on the farm private road and sound level meter paused to let it pass

15:14 0.3 SW 50.6 54.0 66.0 53.0 A14 distant road traffic, birdsong, aircraft, 15:19 a car passed

15:20 0.7 SW 48.9 52.4 72.1 53.3 A14 distant road traffic, birdsong, aircraft, 15:20 and 15:24 a car passed

15:25 1.10.5 E 47.9 51.4 60.2 49.7 A14 distant road traffic, birdsong, aircraft

16:07 0.5 W 45.0 54.7 67.5 52.3 A14 distant road traffic, birdsong, aircraft, 16:07 helicopter

16:12 0.8 W 44.5 50.4 54.3 47.8 A14 distant road traffic, birdsong, aircraft

16:18 1.2 W 44.5 49.5 58.7 47.3 A14 distant road traffic, birdsong, aircraft, 16:19 and 16:20 cars passed



Section 4: A14 Swavesey to Girton S14 - Boxworth End Farm

3.4.57 This location is at Boxworth End Farm, close to Boxworth End. It is considered representative of the acoustic character around receptors on Boxworth End of similar proximity to the A14 and Boxworth End.


3.4.59 The weather conditions during the daytime survey were semi cloudy and dry. There was a south to south westerly breeze measured between 0 and 1.5m/s.




Table 3.15: S14 - Boxworth End Farm – 21 May 2014


Wind-speed m/s

Wind direction



14:49 - 35.5 65.0 71.3 58.8 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft

14:54 0.6 S 40.1 67.2 73.2 61.7 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft

15:00 0.6 SW 38.9 67.0 79.4 62.2 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft

15:43 1.0 SW 38.0 67.7 78.1 62.3 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft, mechanical services type sound from nearby farm

15:49 1.1 SW 40.7 68.0 74.4 62.7 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft, 15:49 distant motorcycle, helicopter at 15:50




16:47 1.4 S 39.2 66.6 75.7 62.0 A14 distant road traffic, local road traffic (traffic comes in batches because of road work traffic lights), road work is inaudible, aircraft



S15 - Robin’s Lane, Lolworth

3.4.62 This location is just off Robin’s Lane at the northern periphery of Lolworth, south of the A14. It is considered representative of the acoustic character around Lolworth at the nearest receptors to the A14.


3.4.64 The weather conditions during the daytime survey were fine and dry. There was a south westerly to westerly breeze measured between 0 and 2.5m/s.

3.4.65 Measurement results are presented in in Table 3.16. 3.4.66 Figure 14.2 shows a photograph of the measurement location.



Table 3.16: S15 - Robin’s Lane, Lolworth – 05 June 2014


Wind-speed m/s

Wind direction



14:05 - 46.9 51.7 61.2 49.6 A14 road traffic, birdsong.

14:14 0.0-1.0 WSW 45.6 58.1 84.5 64.4 A14 road traffic, birdsong, 1 min and 30 seconds tractor engine running

14:20 - 46.5 56.0 85.3 62.0 A14 road traffic, birdsong

15:30 0.0-2.5 WSW 46.2 50.7 74.7 54.5 A14 road traffic, birdsong, bus passed on Robin’s Lane

15:40 - 46.6 62.5 88.3 66.2 A14 road traffic, birdsong, bus and tractor engine on Robin’s Lane

15:47 - 47.5 57.0 71.2 55.1 A14 road traffic, birdsong, generator noise from farm.


16:24 - 45.0 56.6 79.3 59.4 A14 road traffic, birdsong, traffic on Robin’s Lane.




S16 - Crouchfield Villa, Dry Drayton

3.4.67 This location is at the northern periphery of Dry Drayton, very close to the A14. It is considered representative of the acoustic character around the nearby receptors along the A14.


3.4.69 The weather conditions during the daytime survey were fine and dry. 3.4.70 Measurement results are presented in Table 3.17. 3.4.71 Figure 14.2 shows a photograph of the measurement location.



Table 3.17: S16 - Crouchfield Villa, Dry Drayton – 15 May 2014


Wind-speed m/s

Wind direction



12:45 - 64.3 74.3 77.6 71.3 A14 road traffic, hens






14:42 - 65.4 73.5 82.6 70.8 A14 road traffic, hens, police siren on A14





S17 - Catch Hall, Girton

3.4.72 This location is at Catch Hall, very close to the A14. It is considered representative of the acoustic character around the nearby receptors along the A14.






Table 3.18: S17 - Catch Hall, Girton – 5 June 2014


Wind-speed m/s

Wind direction



11:40 1.0-2.5 SW 75.4 86.2 96.2 83.3 Approximately 4m from A14 edge, road traffic on A14, trees, lorry horn

11:46 1.0-2.5 SW 76.5 86.3 90.6 83.2 Approximately 4m from A14 edge, road traffic on A14, trees

11:52 1.5-2.5 SW 74.1 86.0 93.0 82.9 Approximately 4m from A14 edge, road traffic on A14, trees

12:47 - 74.8 85.8 93.1 82.6 Approximately 4m from A14 edge, road traffic on A14, trees








S22 - Beck Brook Farm

3.4.77 This location is on Beck Brook Farm in Girton to the south of and close to the A14. It is considered representative of the acoustic character around the nearby receptors at a similar distance from the A14


3.4.79 The weather conditions during the daytime survey were fine and dry, there was south westerly breeze measured between 0 and 1.0m/s.




Table 3.19: S22 - Beck Brook Farm – 5 June 2014


Wind-speed m/s

Wind direction



11:09 0.8 SW 47.3 54.7 62.7 51.3 A14 road traffic, birdsong, occasional traffic on the Avenue, occasional low light aircraft.

11:17 0.5 SW 45.7 53.7 67.2 51.1 A14 road traffic, birdsong, occasional traffic on the Avenue, occasional low light aircraft.

11:24 0.5-1.0 SW 47.6 53.7 62.6 51.2 A14 road traffic, birdsong, occasional traffic on the Avenue, occasional low light aircraft.

12:09 - 45.1 51.9 65.2 48.9 A14 road traffic, birdsong, occasional traffic on the Avenue, occasional low light aircraft.





13:46 - SW 44.3 47.4 56.9 46.1 A14 road traffic (less prominent in some periods), birdsong, occasional traffic on the Avenue, occasional low light aircraft.



S20 - Grange Farm Cottages

3.4.82 This location is on Grange Farm Cottages to the north of A14 at a very close proximity to the A14. It is considered representative of the acoustic character around the receptors of similar distance to A14.


3.4.84 The weather conditions during the daytime survey were fine and dry. There was no wind recorded at that time.




Table 3.20: S20 - Grange Farm Cottages – 15 May 2014


Wind-speed m/s

Wind direction



12:10 - 55.6 60.1 61.9 58.1 A14 road traffic, birdsong, occasional aircraft






14:21 - 54.1 59.8 69.7 57.8 A14 road traffic, birdsong, occasional aircraft, a van went up and down the access road in the time

14:26 - 54.7 59 61.6 57.4 A14 road traffic, birdsong, occasional aircraft

14:31 - 55.6 60 61.9 58 A14 road traffic, birdsong, occasional aircraft



Section 5: Cambridge Northern Bypass S19 - St Vincent’s Close

3.4.87 This location is on the south western end of Girton, north of and close to the A14. It is considered representative of the acoustic character around the receptors of similar distance to the A14.

3.4.88 The sound level survey was carried out at this location shown in Figure 14.1 on 16 May 2014 from 13:00 to16:00 hours. All measurements were 5 minutes in duration.

3.4.89 The weather conditions during the daytime survey were fine and dry and still.

3.4.90 Measurement results are presented in Table 3.21.



Table 3.21: S19 - St Vincent’s Close – 16 May 2014


Wind-speed m/s

Wind direction










15:10 -- 51.8 57.4 67.3 55.2 A14 road traffic, birdsong




S21 - Blackwell Travellers site

3.4.91 This location is on Blackwell Travellers site to the north of and very close to the A14. It is considered representative of the acoustic character around the receptors of similar distance to A14 in that area.


3.4.93 The weather conditions during the daytime survey were fine and dry, there was westerly to south westerly breeze measured between 0.4 and 1.2m/s.




Table 3.22: S21 - Blackwell Travellers site – 5 June 2014


Wind-speed m/s

Wind direction



10:20 0.5 WSW 60.3 65.4 68.4 63.4 A14 road traffic, birdsong, trees (wind)

10:26 1.0 WSW 60.2 65.3 75 63.2 A14 road traffic, birdsong, trees (wind), 10:26, 10:30, and 10:31 cars passed on the local road and over the bump

10:31 0.6 WSW 60.4 65.5 76.5 63.3 A14 road traffic, birdsong, trees (wind), 10:34 a car passed on the local road and over the bump

11:15 0.8 WSW 58.8 65.9 70.1 63.2 A14 road traffic, birdsong, trees (wind), 11:18, and 11:20 a car passed on the local road and over the bump

11:21 0.4 WSW 58.9 64.1 71 61.9 A14 road traffic, birdsong, trees (wind), 11:24 a loud bang

11:27 1.0 WSW 59.5 65.4 69 63.1 A14 road traffic, birdsong, trees (wind), 11:28, 11:29 and 11:32 cars passed on the local road and over the bump

12:13 1.2 WSW 60.5 65.7 71.8 63.6 A14 road traffic, birdsong, trees (wind), 12:15 a dog bark for 2 seconds, 12:16 car passed on the local road and over the bump

12:19 1.0 WSW 60.3 65.6 70.3 63.3 A14 road traffic, birdsong, trees (wind), 12:21 police siren on A14

12:25 1.2 WSW 61.7 66.7 70.1 64.7 A14 road traffic, birdsong, trees (wind), 12:26 car passed on the local road and over the bump



Section 6: Huntingdon Improvements S7 - Hinchingbrooke School

3.4.96 This location is just outside Hinchingbrooke School, which is north-west of the scheme. It is considered representative of the acoustic character around the school.






Table 3.23: S7 - Hinchingbrooke School – 20 May 2014


Wind-speed m/s

Wind direction



11:06 1.2 W 49.6 57.8 65.1 54.9 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, school playground, at 11:09 school bell

11:11 0.4 W 45.5 56.7 67.6 53.2 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft

11:17 1.2 W 46.2 57.7 66.3 54.3 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, at 11:18 a car left site

12:19 1.2 W 51.6 59.6 75.6 57.2 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, 12:22 school lunch break; a boy shouted loudly

12:24 0.6 W 50.2 58.0 63.8 55.5 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft

12:30 0.3 W 53.0 62.8 70.7 59.6 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, at 12:32 a road sweeper to the end of the measurement

13:34 0.4 W 48.8 57.3 64.4 54.7 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, at 13:37 a car left the site, playground

13:40 0.6 W 50.3 58.0 65.9 55.3 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, playground

13:45 1.0 W 51.1 58.3 65.5 55.9 Road traffic on Brampton Road, distant road traffic on A14, birdsong, aircraft, playground



S8 - Hinchingbrooke Hospital

3.4.101 This location is on the eastern periphery of Hinchingbrooke Hospital, north west of the scheme. It is considered representative of the acoustic character around the hospital.






Table 3.24: S8 - Hinchingbrooke Hospital – 20 May 2014


Wind-speed m/s

Wind direction



10:42 0.8 W 55.1 62.6 70.9 59.4 A14 road traffic, trains, birdsong, aircraft, trees, high frequency noise from nearby building, 10:43 a car entered the site

10:48 1.3 W 55.2 59.3 71.8 57.7 A14 road traffic, trains, birdsong, aircraft, trees, high frequency noise from nearby building, 10:50-10:53 cars entered the site

10:53 0.6 W 52.4 59.1 73.0 56.4 A14 road traffic, trains, birdsong, aircraft, trees, high frequency noise from nearby building, 10:54 a lady with a pram passed by, 10:55 a car entered the site, 10:56: helicopter noise.

11:57 0.6 W 52.6 56.0 66.2 54.7 A14 road traffic, trains, birdsong, aircraft, trees, 12:00 a car entered the site, 12:00 ambulance siren, 12:01 drilling noise

12:02 1.3 W 52.2 58.0 66.6 55.8 A14 road traffic, trains, birdsong, aircraft, trees, 12:04 a car entered the site, 12:04 a train horn

12:08 1.2 W 51.6 56.0 72.3 54.8 A14 road traffic, trains, birdsong, aircraft, trees, 12:08 a car entered the site, 12:10-12:11 drilling.

13:11 0.8 W 55.0 59.6 67.8 57.5 A14 road traffic, trains, birdsong, aircraft, trees, 13:12 ambulance siren

13:16 0.6 W 54.7 58.6 73.9 57.1 A14 road traffic, trains, birdsong, aircraft, trees, 13:17 a car entered the site, 13:18 drilling for 40 seconds

13:22 1.0 W 56.3 59.3 63.6 57.9 A14 road traffic, trains, birdsong, aircraft, trees, 13:23 a man with a pram passed



S9 - Ullswater, Huntingdon

3.4.106 This location is in close proximity to both the A14 and the East Coast mainline railway line. It is considered representative of the acoustic character around the receptors in that area of similar distances to the A14 and the railway.






Table 3.25: S9 - Ullswater, Huntingdon – 20 May 2014


Wind-speed m/s

Wind direction



10:17 0.3 W 60.9 64.3 81.1 63.2 A14 road traffic, trains, birdsong, baby crying, 10:14 car door slammed, 10:14 car left site, 10:22 train horn

10:24 1.0 W 60.9 64.2 68.7 62.8 A14 road traffic, trains, birdsong, 10:29 train horn

10:30 1.0 W 60.6 65.2 69.3 63.4 A14 road traffic, trains, birdsong, 10:33 aircraft and train horn

11:33 0.4 W 60.8 64.8 68.4 63.0 A14 road traffic, trains, birdsong, 11:38 a car entered the site

11:39 0.5 W 60.2 63.6 66.1 62.1 A14 road traffic, trains, birdsong







4 Derivation of noise baseline 4.1.1 Baseline noise levels are those that would exist in 2016, the year that

construction of the scheme commences, but in absence of the scheme. Baseline noise levels may be different from existing noise levels in 2014 as road traffic patterns may change between now and 2016 as a consequence of growth in road traffic volumes and local development.

4.1.2 Baseline noise levels are used to evaluate the change in noise caused by the scheme. To provide a reasonably foreseeable worst case assessment of the scheme’s noise impact, the baseline noise levels in 2016 have been assumed to be the same as the existing noise levels in 2014. To the extent that there could be any change in noise between 2014 and 2016, this approach is likely to under-estimate baseline noise and hence over-estimate noise change and noise impact.

4.1.3 For the purposes of deriving baseline noise levels, two general approaches were used depending on whether or not the baseline noise climate consisted predominantly of road traffic noise.

4.1.4 As part of this process, noise levels were predicted at the long term survey locations described in section 3.1 of this appendix. The difference between the predicted and measured road traffic noise was then assessed at these locations. This served two purposes:

• For locations in the study area near to the existing roads, and particularly the A14 and A1, this process provided a check that the predicted levels align with measured noise levels; and

• For locations in the study area at distance from the existing roads the comparison indicates to what extent road traffic noise influences existing noise (and therefore to what extent other noise sources are important at these locations).

4.1.5 For those parts of the study area located away from existing roads, baseline noise levels have been defined using a combination of predicted road traffic noise and noise measurement data as described in the next sub-section.

4.2 Baseline in road noise dominated areas 4.2.1 Information about the noise climate across the study area from the short-

term (attended) survey locations was used to establish the areas within which the noise climate was dominated by road noise.

4.2.2 In these areas, for the purpose of the noise assessment, the baseline situation is represented by predicted ambient noise levels using the CRTN (Department of Transport Welsh Office, 1988) methodology based on current (year 2014) traffic data (refer to Chapter 7 of the ES).

4.2.3 Table 4.1 presents the comparison of measured noise levels with predictions of road traffic noise based on existing traffic flows.



Table 4.1: Comparison of measured and predicted sound levels: road noise-dominated areas Measurement location

Name Daytime (0700-2300), dBLpAeq, T Night-time (2300-0700), dBLpAeq,T Within 300m of existing major road?

Measure Predicted Difference Measured Predicted Difference

L1 West End, Brampton 61.7 53.8 - -7.9 58.1 46.0 -12.5 Yes

L7 Acorn Avenue, Bar Hill 56.3 58.9 2.6 46.6 51.1 4.5 Yes

L8 Wellbrook Way, Girton 51.8 51.9 0.1 48.2 45.6 -2.6 Yes

L9 Lone Tree Avenue, Impington 55.6 58.0 2.4 51.3 50.0 -1.3 Yes

L10 Engledow Drive 53.0 55.8 2.8 49.5 48.0 -1.5 Yes

L4 Mill Common, Huntingdon 59.9 64.5 4.6 56.7 56.0 -0.7 Yes



4.2.4 Averaged differences (over day and night) of less than 3dB are considered to be sufficient validation for using a prediction-derived baseline within the tolerances of uncertainty associated with road noise predictions under CRTN and with good noise survey methodology (see Craven N J and Kerry G, 2001).

4.2.5 For long-term locations where the difference between predicted and measured noise levels of more than 3dB was identified, the following paragraphs provide further analysis and discussion. L1 West End, Brampton

4.2.6 The measured noise levels are 8dB higher than predicted road noise level in the daytime and 12dB higher at night. The measurement location was close to trees and the meteorological data indicate that there was a west south westerly wind blowing during the survey, including a period of high wind speed up to 11m/s, which could have created additional noise due to the wind noise from vegetation and would have also elevated road traffic noise from A1. The lower predicted noise levels have therefore been used in this area as they would result in a worst case assessment. L7 Acorn Avenue, Bar Hill

4.2.7 This measurement location site backs onto Craft Way and is approximately 200m from the A14. The measured noise levels are 3dB lower than predicted road noise level in the daytime and 5dB lower than predicted at night. The measurement location is likely to be slightly shielded from road traffic noise by garden fencing, which would account for measured levels being lower than the predicted levels, as the noise model did not incorporate local shielding objects such as garden fencing. Taking this into account, the higher predicted noise levels than those measured is adequately explained. L4 Mill Common, Huntingdon

4.2.8 This measurement location is in a garden approximately 50m from the existing A14 in Huntingdon. The measured noise levels at this location are 5dB lower than predicted road noise level during the daytime and 1dB lower than predicted at night. The measurement location is likely to be slightly shielded from road traffic noise by garden fencing, which would account for measured levels being lower than the predicted levels, as the noise model did not incorporate local shielding objects such as garden fencing. Taking this into account, the higher predicted noise levels than those measured is adequately explained.

4.2.9 Following the above analysis, the predicted road noise levels were used for the online areas to define the baseline noise levels on a worst-case basis.



4.3 Baseline in areas not dominated by road noise 4.3.1 Information about the noise climate across the study area from the short-

term (attended) survey locations was used to establish the areas within which the noise climate was not dominated by road noise.

4.3.2 In those areas where the noise climate is not currently dominated by road traffic from A1/A14, use of predicted road noise levels would have resulted in unrealistically low baseline levels being used in the assessment. Table 4.2 contains comparisons between predicted road traffic noise levels and measured noise levels for the long-term measurement locations in these areas:



Table 4.2: Comparison of predicted road noise levels and measured noise level: non-road noise-dominated areas Measurement location

Name Daytime (0700-2300), dBLpAeq, T Night-time (2300-0700), dBLpAeq,T Within 300m of existing major road?

Measured Predicted Difference Measured Predicted Difference

L2 Sokemans Way, Brampton 57.4 46.9 -10.5 53.8 41.5 -12.3 No

L3 Buckden Marina 51.3 45.7 -5.6 52.4 40.8 -11.6 No

L5 West Brook, Hilton 53.2 44.8 -8.4 55.2 40.2 -15 No

L6 High Street, Conington 56.2 49.7 -6.5 52.1 43.8 -8.3 No



4.3.3 The results presented in Table 4.2 show that in these ‘off-line’ sections of the study area away from existing major roads, predicted road traffic noise levels systematically under-estimate baseline noise levels.

4.3.4 Further details of the local noise measurement locations are given in the following paragraphs. L2 Sokemans Way, Brampton

4.3.5 The measured noise levels are 11dB higher than the predicted road noise level in the daytime and 12dB higher at night. The measurement location is around 500m from the nearest major road, the A1. Local noise sources are likely to dominate the noise climate at this location. L3 Buckden Marina

4.3.6 The measured noise levels are 6dB higher than the predicted road noise level in the daytime and 12dB higher at night. The site is over 500m from any major road. Local noise sources are likely to dominate the noise climate at this location. L5 West Brook, Hilton

4.3.7 The measured noise levels are 8dB higher than the predicted road noise level in the daytime and 15dB higher at night. The site is around 150m from local country roads (from which houses provide some noise shielding) and around 2.5km from the existing A14. Local noise sources dominate the noise climate at this location. L6 High Street, Conington

4.3.8 The measured noise levels are 7dB higher than the predicted road noise level in the daytime and 8dB higher at night. The site is around 50m from local country roads and over 1km from the A14. Local noise sources dominate the noise climate at this location. Derivation of non-road noise levels in offline areas

4.3.9 This section sets out how noise levels due to non-road noise sources were determined for the offline areas, in order that these levels could be combined with the predicted road noise levels to give overall baseline noise levels.

4.3.10 For the long-term measurement locations within the offline areas (L2, L3, L5 and L6), a careful analysis of the noise levels recorded was undertaken in order to determine reasonably worst-case noise levels due to non-road noise sources (NB ‘worst-case’ in terms of baseline levels means lower levels, which would give rise to higher reported noise change and hence impacts).

4.3.11 For L2, L3, L5 and L6, the values of LpAeq,T and LpA90 were analysed for both the daytime and night-time. These values are presented below in Table 4.3:



Table 4.3: Noise levels at long-term measurement locations not dominated by road traffic noise

Measurement location Daytime (0700-2300) Night-time (2300-0700) LpAeq,16r LpA90,16hr LpAeq,8hr LpA90,8hr

L2 57 44 54 38

L3 51 37 52 35

L5 53 41 55 38

L6 56 50 52 45

Average* 55 43 54 39

*For values of LpAeq,T the values are logarithmically averaged; for values of LpA90,T the values are arithmetically averaged.

4.3.12 At these locations, it was considered likely that the non-road noise level would fall somewhere between the values of LpAeq,T and LpA90.

4.3.13 A worst-case approach was taken and the lower LpA90,T values were used to define the non-road noise levels in the non-road noise dominated areas. The arithmetic averages of the values of LpA90,T from loggers L2, L3, L5 and L6 were calculated and these values (43dBLpA90,16hr for daytime and 39dBLpA90,8hr for night-time) were used as the non-road noise level for assessment locations within the non-road noise dominated areas (these areas are displayed on Figure 14.1, sheets 5 to 10)

4.3.14 To determine the total baseline noise levels within these areas, the non-road noise levels derived above were logarithmically added to the predicted road noise levels to yield a total ‘hybrid’ noise level from all sources.

4.3.15 Within these offline areas, the non-road ‘hybrid’ noise levels derived above were also logarithmically added to the predicted road noise levels in all other Do-Minimum (without-scheme) and Do-Something (with scheme) scenarios to yield the total noise levels in all of those respective scenarios.



5 Derivation of do-minimum noise levels 5.1.1 Do-minimum scenario noise levels are those that would exist in 2020

(scheme opening year) or in 2035 (scheme design year) in the absence of the scheme.

5.1.2 The do-minimum road noise levels are calculated using the CRTN (Department of Transport Welsh Office, 1988) methodology based on traffic data from the do-minimum opening year scenario (2020).

5.1.3 For the offline sections (shown on sheet 5 to 10 of Figure 14.1), non-road ‘hybrid’ noise levels derived in section 4.3 are logarithmically added to the road noise levels to derive the overall noise levels in the do-minimum scenario opening year scenario (2020) or the do-minimum design year scenario (2035) respectively.

5.1.4 For details of the assumptions and derivations of the traffic flows used in these scenarios (including any committed developments assumed) refer to Chapter 7 of the ES.

5.1.5 In the do-minimum scenarios (and all other scenarios in 2020 and 2035), the assessment has assumed that low noise surfacing will have been applied along all trunk roads, including at all Important Areas identified on Figure 14.1.

5.1.6 Without the scheme, existing noise levels in this area are likely to increase slowly over time. This is primarily due to road traffic growth. Changes in car technology may offset some of the expected sound level increases due to traffic growth on low speed roads. On higher speed roads, tyre sound dominates and hence the expected growth in traffic is likely to continue to increase ambient noise levels.



6 Baseline levels used in the assessment 6.1.1 The following table presents the baseline levels used in the operational and

construction assessments 6.1.2 The baseline levels presented for the construction assessment are façade

levels; the levels for the operational assessment are free-field. 6.1.3 The final column in the following tables shows whether the baseline levels

have been defined using predictions only (as detailed in section 4.2 of this appendix) or whether a ‘hybrid’ method has been used (as set out in section 4.3 of this appendix).

Table 6.1: Baseline noise levels, Section 1: A1 Alconbury to Brampton Hut

Assessment location ID

For construction noise assessment (façade noise

levels)

For operational noise assessment

(free-field noise levels)

Baseline calculation method

Daytime LpAeq,12hr

Evening LpAeq,4hr

Night-time LpAeq,8hr

Daytime LpAeq,16hr


1 - - - 45.2 41 Predicted only



8 - - - 52 49 Predicted only






















levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr



























209 67.9 66.4 63.5 63.5 60 Predicted only

211 65.6 64.1 61.5 61.2 58 Predicted only


215 63.1 60.5 56.5 58.6 52 Predicted only


227 64 61.1 56.5 59.6 52 Predicted only





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


230 56.7 53.7 48.5 52 45 Predicted only

231 57 54.1 49.5 52.3 45 Predicted only










1167 - - - 51.7 49 Predicted only

1168 - - - 51.5 49 Predicted only


15001 - - - 48.8 46 Predicted only

15920 - - - 60.4 57 Predicted only

15921 - - - 58.2 56 Predicted only

15922 - - - 56.6 54 Predicted only

15923 - - - 56.4 54 Predicted only

15924 - - - 58.4 56 Predicted only

15925 - - - 56.5 54 Predicted only


15927 - - - 54.8 52 Predicted only

15928 - - - 55.5 53 Predicted only

15929 - - - 63.8 61 Predicted only

15930 - - - 59.4 57 Predicted only



Table 6.2: Baseline noise levels, Section 2: A1/A14 Brampton Hut to East Coast Mainline (ECML) (including ECML bridge)



levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


250

251


253 73 70.2 64.5 68 60 Predicted only

257 61.1 58.1 52.5 56.2 49 Predicted only

258 72.1 69.3 63.5 67.2 59 Predicted only























516 60.9 57.9 52.5 56 48 Predicted only





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr





520 57.8 54.7 49.5 53 46 Predicted only

522 55.8 52.1 48.8 51.4 45.1 Hybrid

523 53.3 48.9 46.8 49.0 43.2 Hybrid

524 57.8 54.4 50.4 54.3 46.8 Hybrid

525 65.1 62.1 56.6 62.4 54.1 Hybrid

528 71.8 69.0 63.5 67.1 59.1 Hybrid

529 - - - 53.9 46.8 Hybrid

531 - - - 50.7 44.4 Hybrid

533 52.5 47.8 46.2 48.3 42.5 Hybrid

534 - - - 46.4 41.1 Hybrid

536 - - - 46.4 41.1 Hybrid

542 - - - 46.0 40.8 Hybrid

885 64.2 61.1 55.7 59.9 52.2 Hybrid

887 65.2 62.3 56.5 60.3 53 Predicted only










1020 - - - 68.7 60.1 Hybrid

1023 - - - 67.1 59.1 Hybrid

1024 - - - 70.3 62.0 Hybrid

1028 - - - 59.0 51.3 Hybrid

1029 - - - 63.0 55.1 Hybrid





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


1032 - - - 55.2 47.7 Hybrid

1035 - - - 50.5 43.8 Hybrid

1037 - - - 58.7 51.3 Hybrid

1038 - - - 60.1 52.2 Hybrid

1040 - - - 51.8 45.1 Hybrid

1041 - - - 48.2 42.5 Hybrid

1042 - - - 55.9 48.5 Hybrid

1045 - - - 48.8 42.5 Hybrid

1046 - - - 63.7 56.1 Hybrid

1048 - - - 55.2 47.7 Hybrid

1049 - - - 53.2 46.8 Hybrid

1050 - - - 56.9 49.4 Hybrid

1053 - - - 72.3 64.0 Hybrid

1054 - - - 71.8 63.0 Hybrid

1055 - - - 56.3 49.4 Hybrid

1059 55.3 51.3 48.0 50.5 44.4 Hybrid

1060 55.6 51.9 48.8 51.0 44.4 Hybrid

1062 54.7 50.8 48.0 50.9 44.4 Hybrid

1063 53.8 49.6 46.8 50.2 43.8 Hybrid

1064 64.3 61.2 55.7 61.7 54.1 Hybrid

1065 - - - 61.5 54.1 Hybrid

1066 - - - 50.1 43.8 Hybrid

1067 - - - 50.1 43.8 Hybrid

1068 - - - 60.6 53.2 Hybrid

1069 - - - 48.7 42 Predicted only

1070 - - - 57.7 50.4 Hybrid

1071 - - - 52.5 46.0 Hybrid

1074 53.7 49.4 46.8 49.4 43.2 Hybrid

1077 55.0 51.1 48.0 50.4 43.8 Hybrid

1078 54.4 51.2 46.5 49.7 42 Predicted only

1079 - - - 49.1 43.2 Hybrid





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


1080 54.6 51.4 46.5 49.8 43 Predicted only

1081 - - - 65.1 57 Predicted only

1085 - - - 50.7 44.4 Hybrid

1086 - - - 66.3 58.1 Hybrid

1087 - - - 64.9 57.0 Hybrid

1088 - - - 66.7 59.1 Hybrid

1089 - - - 49.9 43.8 Hybrid

1091 - - - 62.5 55.1 Hybrid

1096 - - - 66.2 58.1 Hybrid

1097 - - - 61.6 54.1 Hybrid

1098 - - - 67.3 59.1 Hybrid

1100 - - - 53.8 46.8 Hybrid

1101 - - - 65.2 57.0 Hybrid

1102 - - - 60.5 53.2 Hybrid

1104 - - - 65.2 57 Predicted only

1112 - - - 60.6 53.2 Hybrid

1113 - - - 54.9 47.7 Hybrid

1114 - - - 52.6 46.0 Hybrid

1116 - - - 49.1 43.2 Hybrid

1117 - - - 52.2 45.1 Hybrid

1118 60.8 57.8 52.5 55.9 48 Predicted only

1141 - - - 48.1 42.0 Hybrid

1142 - - - 50.1 43.8 Hybrid

1143 - - - 48.9 42.5 Hybrid

1144 - - - 50.1 43 Predicted only

1145 - - - 48.2 41 Predicted only

1146 - - - 48.9 43.2 Hybrid

1147 - - - 53.4 46 Predicted only

2001 - - - 53.8 46 Predicted only

2002 - - - 46.9 41.5 Hybrid

2003 - - - 45.7 40.8 Hybrid





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


2201 - - - 55.8 48 Predicted only

2202 - - - 45.8 40.8 Hybrid

2203 - - - 47.2 40 Predicted only

2204 - - - 65.6 58.1 Hybrid

10091 - - - 62.8 55.1 Hybrid

10092 - - - 60.9 53.2 Hybrid

10093 - - - 61.5 54.1 Hybrid

10094 - - - 48.9 43.2 Hybrid

10096 - - - 51.1 44 Predicted only

10097 - - - 49.6 42 Predicted only

10098 - - - 50.7 44 Predicted only

10099 - - - 56.2 49 Predicted only

15002 - - - 69.5 61.0 Hybrid

15003 - - - 51.7 45.1 Hybrid

15004 - - - 71.0 63.0 Hybrid

15005 - - - 65.2 57.0 Hybrid

15006 - - - 63.2 55.1 Hybrid

15007 - - - 63.2 55.1 Hybrid

15008 - - - 64.9 57.0 Hybrid

15009 - - - 53.6 46.8 Hybrid

15010 - - - 52.2 45.1 Hybrid

15011 - - - 63.6 56.1 Hybrid

15034 - - - 57.0 49.4 Hybrid

15036 - - - 51.7 45.1 Hybrid

15037 - - - 52.2 45.1 Hybrid

15038 - - - 48.9 42.5 Hybrid

15039 - - - 49.9 43.8 Hybrid

15040 - - - 51.4 45.1 Hybrid

15041 - - - 49.7 43.8 Hybrid

15042 - - - 53.2 46.0 Hybrid

15043 - - - 64.4 56.1 Hybrid





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


15044 - - - 65.0 57.0 Hybrid

15095 - - - 65.8 58 Predicted only

15906 - - - 50.8 44 Predicted only

15907 - - - 51.8 45 Predicted only

15908 - - - 52.7 45 Predicted only


15910 - - - 51.1 44 Predicted only

15911 - - - 48.4 41 Predicted only

15912 - - - 47.6 40 Predicted only

15913 - - - 47.9 41 Predicted only

15914 - - - 60.1 52 Predicted only

15915 - - - 63.8 56 Predicted only

15916 - - - 49.1 42 Predicted only

15917 - - - 56.2 49 Predicted only

15918 - - - 54.2 47 Predicted only

15919 - - - 54.0 46.8 Hybrid

18002 50 45 40 - - Set on a precautionary basis

Table 6.3: Baseline noise levels, Section 3: A14 ECML to Swavesey (not including Swavesey)



levels)

For operational noise assessment (free-field noise levels) Baseline

calculation method Daytime

LpAeq,12hr Evening LpAeq,4hr


Daytime LpAeq,16hr


537 60.9 57.8 53.0 58.0 50.4 Hybrid

538 - - - 47.7 42.0 Hybrid

539 70.3 67.4 61.6 67.5 59.1 Hybrid

540 67.4 64.4 58.7 64.6 56.1 Hybrid

541 - - - 44.8 40.2 Hybrid





levels)





Daytime LpAeq,16hr


543 - - - 45.4 40.5 Hybrid

544 - - - 46.1 40.8 Hybrid

545 - - - 44.6 40.0 Hybrid

546 49.9 43.3 44.2 46.4 41.1 Hybrid

547 51.9 46.9 45.6 48.7 42.5 Hybrid

548 58.6 55.2 51.2 55.9 48.5 Hybrid

549 57.2 53.7 49.5 54.3 46.8 Hybrid

550 - - - 60.4 53.2 Hybrid

551 - - - 50.7 44.4 Hybrid

552 - - - 45.1 40.2 Hybrid

553 52.8 48.3 46.2 48.3 42.5 Hybrid

555 - - - 57.7 50.4 Hybrid

556 - - - 62.5 55.1 Hybrid

560 56.8 53.2 49.5 53.2 46.0 Hybrid

564 54.4 50.4 47.3 50.7 44.4 Hybrid

565 53.0 48.5 46.8 49.4 43.2 Hybrid


571 55.0 51.1 48.0 51.2 44.4 Hybrid


















levels)





Daytime LpAeq,16hr





































levels)





Daytime LpAeq,16hr






655 - - - 52.2 45.1 Hybrid

656 57.1 54 49.5 53.9 46 Predicted only




918 - - - 53.0 46.0 Hybrid

927 - - - 65.0 57.0 Hybrid

928 - - - 59.2 51.3 Hybrid

929 - - - 48.9 43.2 Hybrid
















1002 - - - 49.9 43.8 Hybrid

1003 - - - 50.0 43.8 Hybrid

1004 - - - 49.6 43.2 Hybrid





levels)





Daytime LpAeq,16hr


1005 - - - 58.5 51.3 Hybrid

1006 - - - 45.1 40.2 Hybrid

1007 - - - 57.1 49.4 Hybrid

1008 - - - 47.3 41.5 Hybrid

1009 - - - 49.5 43.2 Hybrid

1010 - - - 45.7 40.8 Hybrid

1012 - - - 50.3 43.8 Hybrid

1013 - - - 48.6 42 Predicted only

1014 - - - 48.6 42 Predicted only

1015 - - - 49.3 42 Predicted only

1016 - - - 50.1 43 Predicted only


1019 - - - 47.6 40 Predicted only

1140 - - - 59.5 52.2 Hybrid

1156 54.6 50.7 48.0 51.7 45.1 Hybrid

2005 - - - 44.8 40.2 Hybrid

2006 - - - 49.7 43.8 Hybrid

2205 - - - 63.9 56.1 Hybrid

2206 - - - 47.7 42.0 Hybrid

2210 - - - 54.0 46.8 Hybrid

2211 - - - 49.4 43.2 Hybrid

2212 - - - 55.9 48.5 Hybrid

2213 - - - 62.9 55 Predicted only

2218 - - - 51.4 44 Predicted only

10086 - - - 60.2 52.2 Hybrid

10087 - - - 61.6 54.1 Hybrid

15045 - - - 43.9 37 Predicted only

15046 - - - 49.3 42 Predicted only

15047 - - - 54.9 47 Predicted only

15932 - - - 64.4 56 Predicted only

15933 - - - 48.3 42.5 Hybrid



Table 6.4: Baseline noise levels, Section 4: A14 Swavesey to Girton



levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr




663 63.9 60.9 55.5 60.6 53 Predicted only


671 64.1 61.1 55.5 60.8 53 Predicted only

676 72.7 69.9 63.5 69.3 61 Predicted only

678 61.1 58.1 52.6 58 50 Predicted only




685 62.2 59.2 54.5 58.9 51 Predicted only

686 76.5 73.7 67.5 73 64 Predicted only


691 59 56 50.5 56.2 49 Predicted only


693 58.6 55.5 50.5 55.3 48 Predicted only

694 57.8 54.7 49.5 54.6 47 Predicted only



698 64.4 61.4 56.5 61 53 Predicted only

701 58.4 55.3 50.5 55 48 Predicted only

703 57.3 54.2 49.5 54.2 47 Predicted only


707 64.9 62 56.5 61.9 54 Predicted only


709 72.5 69.7 63.5 69.1 61 Predicted only

714 78.6 75.9 69.5 75.3 67 Predicted only


717 64.2 61.2 55.5 61 53 Predicted only





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


720 56.1 53 48.5 53.2 46 Predicted only

725 56.2 53.1 48.5 53 46 Predicted only


727 54.4 51.2 46.5 51.1 44 Predicted only

728 55.2 52.1 47.5 51.9 45 Predicted only

729 57.7 54.6 49.5 54.4 47 Predicted only

732 60.9 57.9 52.5 57.7 50 Predicted only


736 55.5 52.4 47.5 52.2 45 Predicted only

737 57.4 54.3 49.5 54 47 Predicted only







746 61.7 58.7 53.5 58.3 51 Predicted only

747 68.7 65.9 60.5 65.4 58 Predicted only


751 62.2 59.3 54.5 59.7 52 Predicted only

752 76.9 74.2 68.5 73.7 65 Predicted only

753 67.9 65.9 62.5 64.8 60 Predicted only

754 75.7 73.3 68.5 72.5 66 Predicted only

755 73.7 71 65.5 70.6 63 Predicted only

756 58.7 56.8 53.5 55.4 51 Predicted only

757 78.6 75.9 69.5 75.2 67 Predicted only

759 58.1 55 50.5 54.9 47 Predicted only




1021 - - - 48.9 42 Predicted only





levels)




Daytime LpAeq,12hr

Evening LpAeq,4hr


Daytime LpAeq,16hr


1022 - - - 52.8 48 Predicted only

2007 - - - 58.9 51 Predicted only


2215 - - - 56.2 49 Predicted only

2216 - - - 69.9 62 Predicted only

2217 - - - 72.6 64 Predicted only

2220 - - - 61.8 57 Predicted only

2222 - - - 54.3 50 Predicted only

15048 - - - 51.9 45 Predicted only

15049 - - - 49.8 43 Predicted only

15050 - - - 50.6 43 Predicted only

15051 - - - 62.9 55 Predicted only

15052 - - - 66.9 59 Predicted only

15934 - - - 70.6 62 Predicted only

15935 65.6 62.971 57.5 62.2 54 Predicted only




Table 6.5: Baseline noise levels, Section 5: Cambridge Northern Bypass


For construction noise assessment (façade noise levels)





Daytime LpAeq,16hr


760 68.1 65.3 60.5 64.9 57 Predicted only

761 62.5 59.6 54.5 59.3 52 Predicted only


763 68.9 66.4 61.5 65.3 58 Predicted only

764 61.9 60.5 58.5 57.7 54 Predicted only








785 68.5 65.6 60.5 65.4 57 Predicted only



788 62.7 59.7 54.5 59.4 52 Predicted only

789 63.6 60.7 55.5 61 53 Predicted only


794 63.9 60.9 55.5 61.3 54 Predicted only


796 60.4 57.4 52.5 57.7 50 Predicted only

797 56.5 53.3 48.5 53.3 46 Predicted only

798 64.1 60.8 55.5 60.5 53 Predicted only

799 63.2 59.7 54.5 59.8 52 Predicted only

801 62.4 59.4 54.5 59.9 52 Predicted only

802 55 51.9 47.5 52.2 45 Predicted only

803 63.3 60.4 55.5 61 53 Predicted only

804 57.8 54.7 49.5 54.4 47 Predicted only

805 56.9 53.9 48.5 53.6 46 Predicted only

807 52.5 49.3 44.5 49.4 42 Predicted only









Daytime LpAeq,16hr


811 57.1 54 49.5 53.9 46 Predicted only






843 67 64.1 58.5 64 56 Predicted only

848 53.3 50.2 45.5 49.9 43 Predicted only

851 56.5 53.5 48.5 53.6 46 Predicted only

853 61.1 58.1 52.5 58.1 50 Predicted only





858 56.7 53.7 48.5 54.2 47 Predicted only



863 71.3 68.5 62.5 68.2 60 Predicted only


868 76.6 73.8 67.5 74.8 66 Predicted only

869 51 48.8 45.5 48.5 43 Predicted only

871 57 55.6 52.5 53.8 50 Predicted only


873 55.5 54 51.5 52.4 49 Predicted only
















Daytime LpAeq,16hr




922 71 68.2 62.5 69.4 61 Predicted only





1133 - - - 50.3 43 Predicted only

1134 - - - 57.6 50 Predicted only


1136 - - - 64.4 56 Predicted only

1137 - - - 48.7 42 Predicted only

1138 - - - 58.2 51 Predicted only

1139 - - - 54.7 47 Predicted only


2008 - - - 51.9 46 Predicted only


2010 - - - 55.8 48 Predicted only

2219 - - - 53.7 50 Predicted only

2221 - - - 63.8 56 Predicted only


5623 - - - 66.4 58 Predicted only

5626 - - - 56.7 49 Predicted only

5627 - - - 51.6 44 Predicted only

5628 - - - 54.5 47 Predicted only

5630 - - - 60.7 53 Predicted only

5631 - - - 61.8 54 Predicted only

5632 63.7 60.7 55.5 59.9 52 Predicted only

5636 - - - 59.5 52 Predicted only

5642 - - - 53.9 46 Predicted only

5648 - - - 51.3 44 Predicted only









Daytime LpAeq,16hr


5649 - - - 51.7 44 Predicted only

5654 - - - 54.9 47 Predicted only

5655 - - - 55.9 48 Predicted only

8001 67.6 64.8 59.5 65.3 58 Predicted only

8004 73.9 71.2 65.5 72.1 64 Predicted only

8007 66.5 63.7 58.5 64.5 57 Predicted only

8009 - - - 70.2 62 Predicted only

8010 65.9 63.4 59.5 62.8 56 Predicted only

8011 - - - 68.6 61 Predicted only

8014 67.1 64.5 59.5 64.8 58 Predicted only

8017 58.1 55.6 51.5 55.6 49 Predicted only

8019 65.3 62.4 57.5 62.7 55 Predicted only

8021 64.4 61.5 56.5 61.6 54 Predicted only

8023 56.9 55.2 52.5 54.1 50 Predicted only


8025 57.1 55.6 52.5 53.9 50 Predicted only

8026 56.9 55.3 52.5 53.7 49 Predicted only

8032 60.5 58.6 55.5 57.3 52 Predicted only

8034 55.4 53.5 50.5 52.6 48 Predicted only


8039 56.1 54.5 51.5 53.2 49 Predicted only

8044 - - - 65.6 58 Predicted only

8048 - - - 64.3 56 Predicted only

8049 - - - 52.3 47 Predicted only

8052 65.8 63.1 58.5 63 56 Predicted only

8053 61.7 59 54.5 59.8 53 Predicted only

8055 65.3 62.5 57.5 62.5 55 Predicted only


8057 56.8 54.8 51.5 53.8 49 Predicted only


10000 - - - 68.6 60 Predicted only









Daytime LpAeq,16hr


10001 - - - 68.1 60 Predicted only

10002 65 61.9 56.5 60.9 53 Predicted only

10003 - - - 65.4 57 Predicted only

10004 - - - 65.8 58 Predicted only

10005 - - - 66.8 59 Predicted only

10008 - - - 66.1 58 Predicted only

10011 - - - 57.4 50 Predicted only

10013 62.5 61 54.5 59.7 52 Predicted only


10016 62 59.5 53.5 58.8 51 Predicted only

10017 65.9 63 57.5 62.8 55 Predicted only

10018 - - - 59.4 52 Predicted only

10019 - - - 70.3 62 Predicted only

10020 68.2 65.1 59.5 64.6 57 Predicted only

10021 66.8 64 58.5 63.8 56 Predicted only

10022 - - - 62.9 55 Predicted only

10023 - - - 54.3 47 Predicted only

10024 - - - 59.2 52 Predicted only

10025 - - - 57.4 50 Predicted only

10026 - - - 62.2 54 Predicted only

10027 65.8 63 57.5 61.3 54 Predicted only

10028 73.8 70.5 64.5 70.5 62 Predicted only

10029 68.2 63.8 59.5 65.2 57 Predicted only

10030 - - - 52.5 45 Predicted only

10031 - - - 53.2 46 Predicted only

10032 - - - 63.1 55 Predicted only

10035 66.1 63 57.5 62.5 55 Predicted only


10037 - - - 53.9 46 Predicted only

10039 - - - 46.9 40 Predicted only

10041 58.9 55.4 50.5 56 48 Predicted only









Daytime LpAeq,16hr


10042 61.3 58.7 53.5 58.1 50 Predicted only

10047 - - - 48.2 41 Predicted only

10048 62.8 59.8 54.5 59.3 52 Predicted only

10049 - - - 64.2 56 Predicted only

10051 - - - 65.9 58 Predicted only

10052 - - - 55.3 48 Predicted only

10053 - - - 54.1 47 Predicted only

10054 53.7 51.1 46.5 50.8 44 Predicted only

10055 58.9 55.9 50.5 54.8 47 Predicted only

10057 - - - 49.9 43 Predicted only

10058 - - - 57.2 50 Predicted only


10065 - - - 61.9 54 Predicted only


10069 - - - 51.2 44 Predicted only

10070 - - - 63.3 55 Predicted only


10072 59.7 56.5 51.5 56.4 49 Predicted only

10074 - - - 49.3 42 Predicted only

10075 64.1 60.8 55.5 60.5 53 Predicted only

10076 - - - 57.6 50 Predicted only

10077 58.9 56.7 50.5 55.6 48 Predicted only

10078 60.8 57.6 52.5 57.3 50 Predicted only

10079 - - - 44.2 37 Predicted only


10085 62.8 59.8 54.5 59.7 52 Predicted only

15053 - - - 54.1 51 Predicted only

15054 - - - 54.5 51 Predicted only

15055 - - - 61.3 54 Predicted only

15056 - - - 66.7 59 Predicted only

15057 - - - 65.2 57 Predicted only









Daytime LpAeq,16hr


15058 - - - 65.4 58 Predicted only

15059 - - - 55.2 48 Predicted only

15060 - - - 53.8 50 Predicted only

15061 - - - 51.5 48 Predicted only


15063 - - - 63.5 56 Predicted only

15064 - - - 51.5 48 Predicted only

15065 - - - 51.7 47 Predicted only

15066 - - - 63.5 56 Predicted only


15068 - - - 54.9 49 Predicted only

15069 - - - 50.7 45 Predicted only

15070 - - - 51.5 46 Predicted only

15071 - - - 64.7 57 Predicted only


15073 - - - 49.9 46 Predicted only


15075 - - - 65.7 58 Predicted only

15076 - - - 49.5 44 Predicted only


15079 - - - 64.7 57 Predicted only

15080 - - - 52.8 48 Predicted only

15081 - - - 46.8 40 Predicted only

15082 - - - 47.7 41 Predicted only

15083 - - - 47.7 41 Predicted only

15084 - - - 56.9 49 Predicted only

15085 - - - 51.7 44 Predicted only

15086 - - - 66.1 58 Predicted only

15087 - - - 62.2 54 Predicted only

15088 - - - 62.2 54 Predicted only

15089 - - - 66.9 59 Predicted only









Daytime LpAeq,16hr


15090 - - - 64.7 57 Predicted only

15091 - - - 51.7 44 Predicted only

15092 - - - 52.9 46 Predicted only

15093 - - - 65.1 57 Predicted only

15094 - - - 55.2 48 Predicted only

15937 - - - 69.5 61 Predicted only

15938 - - - 62.7 56 Predicted only

15940 - - - 70.9 63 Predicted only

15941 - - - 62.1 54 Predicted only

15942 - - - 54.8 48 Predicted only

18001 65.9 62.9 57.5 - - Predicted only

Table 6.6: Baseline noise levels, Section 6: Huntingdon Improvements



levels)

For operational noise assessment (free-field

noise levels) Baseline calculation method Daytime



Daytime LpAeq,16hr




891 58.5 55.4 50.5 54.2 47 Predicted only









944 66 63.1 57.5 61.4 54 Predicted only






levels)





Daytime LpAeq,16hr






954 - - - 61.4 54.1 Hybrid























989 - - - 68.4 60.1 Hybrid

1111 - - - 55.4 48.5 Hybrid

1148 - - - 48.5 41 Predicted only

1149 - - - 51.7 44 Predicted only





levels)





Daytime LpAeq,16hr



2004 - - - 64.5 56 Predicted only

2207 - - - 54.6 47 Predicted only

2208 - - - 58.5 51 Predicted only

2209 - - - 60.6 53 Predicted only

5001 - - - 65.9 58 Predicted only

5004 - - - 57.1 50 Predicted only

5007 - - - 65.8 58 Predicted only

5012 - - - 51.5 44 Predicted only

5013 - - - 53.2 46 Predicted only

5014 - - - 66.6 58 Predicted only

5017 - - - 58.2 51 Predicted only

5018 - - - 56.8 49 Predicted only

5020 - - - 56.9 49 Predicted only

5022 - - - 63.1 55 Predicted only

5030 - - - 56.7 49 Predicted only

5031 - - - 54.1 47 Predicted only

5042 - - - 60.7 53 Predicted only

5043 - - - 63.9 56 Predicted only


5051 - - - 62.8 55 Predicted only

5052 - - - 66.6 58 Predicted only

5054 - - - 66.5 58 Predicted only

5056 - - - 53.6 46 Predicted only

5058 - - - 57.2 50 Predicted only

5059 - - - 64.9 57 Predicted only

5061 - - - 65.7 58 Predicted only

5062 - - - 49.6 42 Predicted only


5065 - - - 52.9 46 Predicted only

5066 - - - 50.4 43 Predicted only

6.3 December 2014 100




levels)





Daytime LpAeq,16hr


5067 - - - 49.7 42 Predicted only

5068 - - - 52.1 45 Predicted only

5073 - - - 49.7 42 Predicted only

5077 - - - 64.3 56 Predicted only

5081 - - - 52.9 46 Predicted only

5082 - - - 53.3 46 Predicted only

5083 - - - 65.9 58 Predicted only

5092 - - - 50.7 44 Predicted only

5102 51.4 48.2 43.5 46.6 40 Predicted only

5105 - - - 66.4 58 Predicted only

5106 - - - 63.3 55 Predicted only

5115 53.9 50.7 46.5 49.3 42 Predicted only

5116 - - - 51.2 44 Predicted only

5117 56.5 53.4 48.5 51.7 44 Predicted only

5118 68.4 65.5 59.5 65.5 57 Predicted only

5120 - - - 68.1 60 Predicted only

5121 61 58.0 52.5 56.2 49 Predicted only

5122 - - - 57.8 50 Predicted only

5123 - - - 60.4 53 Predicted only

5124 - - - 53.5 46 Predicted only

5125 - - - 59.9 52 Predicted only

5127 - - - 68.6 60 Predicted only

5130 66.3 63.4 57.5 61.4 54 Predicted only

5135 71 68.2 62.5 66.1 58 Predicted only

5140 - - - 66.4 58 Predicted only

5147 58.7 55.6 50.5 53.7 46 Predicted only

5152 - - - 52.5 45 Predicted only

5161 - - - 58.4 51 Predicted only

5163 - - - 56.9 49 Predicted only

5165 - - - 59.2 52 Predicted only

5169 - - - 64.7 57 Predicted only

6.3 December 2014 101




levels)





Daytime LpAeq,16hr


5176 53 49.9 45.5 48 41 Predicted only

5188 - - - 60.2 52 Predicted only

5191 - - - 59.6 52 Predicted only

5197 - - - 55.7 48 Predicted only


5207 51.6 48.4 44.5 46.7 40 Predicted only

5208 57.6 54.5 49.5 52.6 45 Predicted only

5210 68.4 65.5 59.5 65.8 58 Predicted only

5214 52.7 49.6 45.5 47.9 41 Predicted only

5215 - - - 67.6 59 Predicted only

5218 66.6 63.7 58.5 63.7 56 Predicted only

5219 - - - 63.9 56 Predicted only

5221 67.4 64.5 58.5 62.7 55 Predicted only

5222 70.1 67.2 61.5 66.7 59 Predicted only

5223 72.9 70.1 64.5 67.7 60 Predicted only

5225 70.8 67.9 62.5 67.5 59 Predicted only

5226 66.8 63.9 58.5 61.8 54 Predicted only

5231 69.7 66.9 61.5 66.8 59 Predicted only

5234 61.6 58.6 53.5 56.8 49 Predicted only

5235 - - - 66.5 58 Predicted only

5246 - - - 51.1 44 Predicted only

5253 - - - 54.1 47 Predicted only

5259 - - - 60.1 52 Predicted only

5263 - - - 62.1 54 Predicted only

5272 - - - 60.5 53 Predicted only



5288 - - - 56.5 49 Predicted only

5296 - - - 54.7 47 Predicted only

5302 - - - 53.8 46 Predicted only

5303 - - - 50.5 43 Predicted only

6.3 December 2014 102




levels)





Daytime LpAeq,16hr


5306 - - - 51.6 44 Predicted only

5311 - - - 53.4 46 Predicted only

5316 - - - 68.3 60 Predicted only

5320 - - - 57.9 50 Predicted only

5335 - - - 68.2 60 Predicted only

5338 - - - 52.6 45 Predicted only

5340 - - - 55.5 48 Predicted only

5345 - - - 63.1 55 Predicted only

5354 - - - 54.6 47 Predicted only

5362 - - - 54.9 47 Predicted only

5366 - - - 53.8 46 Predicted only

5370 - - - 53.7 46 Predicted only

5374 - - - 55.4 48 Predicted only

5377 - - - 71.7 63 Predicted only

5385 - - - 65.2 57 Predicted only

5388 70.6 67.7 61.5 65.3 57 Predicted only

5395 67.5 64.6 58.5 62.2 54 Predicted only

5398 - - - 52.9 46 Predicted only

5399 63.7 60.7 55.5 59.3 52 Predicted only

5400 - - - 57.9 50 Predicted only

5401 63.5 60.5 55.5 58.4 51 Predicted only

5403 61.2 58.2 53.5 56.1 49 Predicted only

5404 63.4 60.4 55.5 59.3 52 Predicted only

5405 68 65.1 59.5 63.2 55 Predicted only

5407 66.5 63.6 58.5 63 55 Predicted only

5413 61.3 58.3 53.5 58 50 Predicted only

5414 75.5 72.8 66.5 70.4 62 Predicted only

5417 68.8 66.0 60.5 63.5 56 Predicted only

5419 74.5 71.7 65.5 69.3 61 Predicted only

5420 58.1 55.0 50.5 52.9 46 Predicted only


6.3 December 2014 103




levels)





Daytime LpAeq,16hr


5422 59.7 56.7 51.5 53.9 46 Predicted only

5426 68.7 65.8 60.5 63.6 56 Predicted only

5427 - - - 63.4 56 Predicted only

5428 - - - 69.6 61 Predicted only

5429 - - - 69.4 61 Predicted only

5430 59 56.0 50.5 55.6 48 Predicted only

5431 62.3 59.3 54.5 60 52 Predicted only

5432 - - - 51.9 45 Predicted only

5433 - - - 51.7 44 Predicted only

5435 - - - 57.3 50 Predicted only

5436 - - - 51.3 44 Predicted only

5440 - - - 53.3 46 Predicted only

5441 - - - 59.5 52 Predicted only

5442 - - - 61.6 54 Predicted only

5446 - - - 51.2 44 Predicted only

5448 - - - 55.2 48 Predicted only

5451 - - - 52.5 45 Predicted only

5452 - - - 65.8 58 Predicted only

5458 - - - 53.2 46 Predicted only

5463 - - - 59.8 52 Predicted only

5464 - - - 58.8 51 Predicted only

5466 - - - 53.9 46 Predicted only

5469 - - - 61.8 54 Predicted only

5470 - - - 59.5 52 Predicted only

5471 - - - 68.8 61 Predicted only

5472 - - - 63.8 56 Predicted only

5473 - - - 68.8 61 Predicted only

5474 - - - 64.2 56 Predicted only

5475 - - - 67.4 59 Predicted only


5477 - - - 60.9 53 Predicted only

6.3 December 2014 104




levels)





Daytime LpAeq,16hr


5482 - - - 62.5 55 Predicted only

5485 - - - 54.6 47 Predicted only

5486 - - - 52.1 45 Predicted only

5490 - - - 54.4 47 Predicted only

5492 - - - 68.7 60 Predicted only

5497 - - - 54.8 47 Predicted only

5498 - - - 52.4 45 Predicted only


5511 - - - 57.1 50 Predicted only

5516 - - - 69.7 61 Predicted only

5517 - - - 67.6 59 Predicted only

5518 - - - 59.6 52 Predicted only

5527 - - - 69.7 61 Predicted only


5538 - - - 54.1 47 Predicted only

5544 - - - 65.2 57 Predicted only

5549 - - - 48.7 42 Predicted only

5554 - - - 57.4 50 Predicted only

5559 - - - 54.5 47 Predicted only

5563 - - - 66.7 59 Predicted only

5566 - - - 66.6 58 Predicted only


5571 - - - 56.9 49 Predicted only

5576 - - - 60.3 53 Predicted only

5579 - - - 55.2 48 Predicted only

5591 - - - 69.4 61 Predicted only

5592 - - - 55.8 48 Predicted only

5593 - - - 54.6 47 Predicted only

5595 - - - 53.4 46 Predicted only

5598 - - - 57.7 50 Predicted only

5599 - - - 73.4 65 Predicted only

6.3 December 2014 105




levels)





Daytime LpAeq,16hr



5603 - - - 73.2 65 Predicted only

5604 - - - 57.1 50 Predicted only

5605 - - - 55.9 48 Predicted only

5606 - - - 56.8 49 Predicted only

5609 - - - 73.6 65 Predicted only

5612 - - - 61.8 54 Predicted only

5613 - - - 72.8 64 Predicted only

5614 - - - 59.8 52 Predicted only

5615 - - - 65.9 58 Predicted only

5616 - - - 57.9 50 Predicted only

5617 - - - 73.1 65 Predicted only

5618 - - - 74.4 66 Predicted only

5619 - - - 65.8 58 Predicted only

5621 - - - 56.7 49 Predicted only

5638 - - - 53.7 46 Predicted only

10095 - - - 64.5 56 Predicted only


15013 - - - 60.4 53 Predicted only

15014 - - - 49.9 43 Predicted only

15015 - - - 65.2 57.0 Hybrid

15016 - - - 49.8 43 Predicted only

15017 - - - 51.1 44 Predicted only

15018 - - - 58.0 50.4 Hybrid

15019 - - - 52.3 46.0 Hybrid

15020 - - - 53.5 46.8 Hybrid

15021 - - - 60.2 52.2 Hybrid

15022 - - - 64.6 56.1 Hybrid

15023 - - - 51.2 44.4 Hybrid

15024 - - - 59.8 52.2 Hybrid

15025 - - - 63.5 56.1 Hybrid

6.3 December 2014 106




levels)





Daytime LpAeq,16hr



15027 - - - 54.9 47.7 Hybrid

15028 - - - 56.6 49.4 Hybrid

15029 - - - 50.9 44.4 Hybrid

15030 - - - 50.9 44.4 Hybrid

15031 - - - 52.4 46.0 Hybrid

15032 - - - 52.1 45.1 Hybrid

15033 - - - 50.7 44 Predicted only

15931 - - - 65.5 57 Predicted only

15950 - - - 56.4 49.4 Hybrid

6.3 December 2014 107


7 References British Standards Institute (2003). BS7445-1. Description and measurement of environmental noise. Guide to quantities and procedures. British Standards Institute (2013). BS EN 61672-1 Electroacoustics – Sound level meters, Part 1: Specifications. British Standards Institute (2013a). BS EN 61672-3 Electroacoustics – Sound level meters, Part 3: Periodic tests. Craven N J and Kerry G (2001). A Good Practice Guide on the Sources and Magnitude of Uncertainty Arising in the Practical Measurement of Environmental Noise. University of Salford. Department of Transport Welsh Office (1988). Calculation of Road Traffic Noise. Her Majesty’s Stationary Office. Available at: http://www.noiseni.co.uk/calculation_of_road_traffic_noise.pdf . Accessed 31 October 2014.

6.3 December 2014 108

http://www.noiseni.co.uk/calculation_of_road_traffic_noise.pdf

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