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Appendix
I ������������������������������������������������������������������������������ Noise and vibration impact assessment
Volume 2C
Appendix INoise and vibration impact assessment
WestConnex M4 East Project
Construction and Operational Road Traffic
Noise and Vibration Impact Assessment
Report Number 610.13569-R2
4 September 2015
WestConnex Delivery Authority Level 18, 101 Miller Street
NORTH SYDNEY
Version: Revision 3
(blank page)
Roads and Maritime Services Project title WestConnex M4 East Project Construction and
Operational Noise and Vibration Impact Assessment Document type Noise and Vibration Technical Paper Month year September 2015
Prepared for
Roads and Maritime Services
Prepared by
SLR Consulting Australia Pty Ltd
© Roads and Maritime Services
The concepts and information contained in this document are the property of Roads and Maritime Services. You must not reproduce any part of this document without the prior written approval of Roads and Maritime Services.
Document controls Title WestConnex M4 East Project
Noise and Vibration Technical Paper
Approval and authorisation
Prepared by: Prepared by: Robert Hall / Antony Williams / Dominic Sburlati Reviewed by: Tom Cockings
Authorised by, AECOM Australia Pty Limited:
Jay Stricker Industry Director – Transport
Signed:
Date 4 September 2015
Location File name
AECOM Project Folder WCX M4 East_final N&V report_track
change_R2R3 4Sept15
Document status Date
Final for Exhibition 4 September 2015
WestConnex M4 East Project - Construction and Operational Road Traffic i Roads and Maritime Services Noise and Vibration Impact Assessment
Contents Executive Summary Introduction .............................................................................................................................. xiii Existing environment ............................................................................................................... xiii Relevant guidelines ................................................................................................................. xiv
Operational road traffic noise assessment .............................................................................. xiv
Ventilation facilities noise impact assessment ......................................................................... xv
Assessment of construction noise - on site works ................................................................... xv
Assessment of construction noise - public road network ........................................................ xvi Construction ground-borne noise assessment ........................................................................ xvi Construction vibration assessment ........................................................................................ xvii
1 Introduction .................................................................................................................... 1
1.1 Overview of the project ..................................................................................................1
1.2 Project location ..............................................................................................................1
1.3 Secretary's environmental assessment requirements ..................................................4
1.4 Purpose of this report ....................................................................................................7
1.5 Structure of this report ...................................................................................................7
1.6 Relevant guidelines .......................................................................................................7
1.7 Terminology ...................................................................................................................7
2 Proposed project ........................................................................................................... 8
2.1 Project features .............................................................................................................8
2.2 Construction activities ................................................................................................ 11
2.2.1 Overview ........................................................................................................ 11
2.2.2 Construction footprint ..................................................................................... 11
2.2.3 Construction program .................................................................................... 12
2.3 Noise and vibration specific aspects .......................................................................... 14
3 Description of the existing environment ......................................................................15
3.1 Existing environmental noise ...................................................................................... 15
3.2 Identification of noise and vibration sensitive receivers ............................................. 19
3.3 Ambient noise surveys and monitoring locations ....................................................... 21
3.4 Unattended noise monitoring ..................................................................................... 22
3.4.1 Methodology ................................................................................................... 22
3.4.2 Noise monitoring results ................................................................................ 22
3.5 Attended airborne noise ............................................................................................. 23
3.5.1 Methodology ................................................................................................... 23
3.5.2 Noise measurement results ........................................................................... 23
4 Operational noise goals and noise mitigation guidance ..............................................26
4.1 Introduction ................................................................................................................. 26
4.2 Operational noise metrics ........................................................................................... 26
4.3 Noise Criteria Guideline ............................................................................................. 26
4.4 Noise assessment criteria .......................................................................................... 27
4.4.1 Criteria by Road Type .................................................................................... 27
4.5 Potential road traffic noise impacts on the surrounding road network ....................... 29
4.6 Sleep disturbance ....................................................................................................... 30
WestConnex M4 East Project - Construction and Operational Road Traffic ii Roads and Maritime Services Noise and Vibration Impact Assessment
5 Key assumptions for prediction of airborne noise during operation ............................31
5.1 Assessment scenarios ............................................................................................... 31
5.2 Road noise prediction algorithms ............................................................................... 31
5.3 Modelling of the road alignment ................................................................................. 32
5.4 Noise model validation ............................................................................................... 32
5.4.1 Overview ........................................................................................................ 32
5.4.2 Existing surface .............................................................................................. 33
5.4.3 Validation traffic data ..................................................................................... 33
5.4.4 Step 1: Check free flowing traffic noise levels ............................................... 33
5.4.5 Step 2: Potential congestion correction effects .............................................. 33
5.4.6 Step 3: Detailed review of traffic speeds in traffic counts .............................. 33
5.4.7 Noise Model Validation Corrections ............................................................... 33
5.4.8 Model validation summary ............................................................................. 36
5.5 Modelling of pavement surfaces ................................................................................. 37
5.6 Modelling of traffic data .............................................................................................. 37
5.7 Modelling of congestion .............................................................................................. 38
5.8 Modelling of smart motorway ramps .......................................................................... 38
5.9 Modelling of Tunnel and Tunnel Portals ..................................................................... 38
5.10 Modelling of noise barriers - Build scenario without mitigation .................................. 38
5.11 Roads modelled in the assessment ........................................................................... 39
5.12 Assessed receiver facades ........................................................................................ 40
5.13 Receiver counts .......................................................................................................... 40
5.14 Highly urban area assessment boundary ................................................................... 41
5.15 Summary of noise modelling parameters ................................................................... 42
6 Process for feasible and reasonable operational noise mitigation ..............................43
6.1 Noise Mitigation Guideline .......................................................................................... 43
6.2 Guidance for consideration of reasonable additional noise mitigation ....................... 43
6.3 Procedure overview .................................................................................................... 44
6.4 Definition of feasible and reasonable ......................................................................... 44
6.5 Road design and traffic management ........................................................................ 45
7 Operational road traffic noise impact assessment overview .......................................46
7.1 Operational noise impact without mitigation ............................................................... 46
7.2 Additional noise mitigation - low noise pavement ...................................................... 46
7.3 Additional noise mitigation - noise barriers ................................................................ 46
7.3.1 Assessment overview .................................................................................... 46
7.3.2 NMG requirements ......................................................................................... 47
7.4 Receivers considered for property treatments ........................................................... 47
7.5 Architectural property treatments ............................................................................... 48
7.6 Sensitivity analysis ..................................................................................................... 48
7.7 Maximum noise levels ................................................................................................ 49
8 Operational road traffic noise impact assessment ......................................................50
8.1 Operational noise impacts without mitigation ............................................................. 50
8.1.1 Change in noise levels without mitigation ...................................................... 50
8.1.2 Receivers considered for additional noise mitigation..................................... 52
WestConnex M4 East Project - Construction and Operational Road Traffic iii Roads and Maritime Services Noise and Vibration Impact Assessment
8.2 Additional noise mitigation - low noise pavement ...................................................... 55
8.3 Additional noise mitigation - noise barriers ................................................................ 55
8.4 Operational noise impacts with mitigation .................................................................. 61
8.4.1 Change in noise levels with mitigation ........................................................... 61
8.4.2 Receivers considered for at-property treatment ............................................ 62
8.5 Discussion of at-property treatments.......................................................................... 63
8.6 Sensitivity analysis ..................................................................................................... 63
8.7 Maximum noise levels ................................................................................................ 64
9 Ventilation facilities noise impact assessment ............................................................67
9.1 Operational noise metrics ........................................................................................... 68
9.2 Ventilation facility noise criteria .................................................................................. 68
9.2.1 INP criteria for intrusive noise ........................................................................ 68
9.2.2 INP criteria for amenity .................................................................................. 68
9.2.3 INP Modifying factor adjustments .................................................................. 69
9.2.4 Sleep disturbance .......................................................................................... 69
9.3 Sensitive receivers ..................................................................................................... 69
9.4 Noise goal summary ................................................................................................... 73
9.5 Equipment data .......................................................................................................... 73
9.5.1 Tunnel jet fans................................................................................................ 73
9.5.2 Ventilation equipment .................................................................................... 74
9.6 Modelling scenario...................................................................................................... 74
9.6.1 Tunnel jet fans................................................................................................ 74
9.6.2 Ventilation equipment .................................................................................... 74
9.7 Predicted noise impacts ............................................................................................. 74
9.8 Predicted modifying factors ........................................................................................ 75
9.9 Other facilities ............................................................................................................. 75
10 Assessment of construction noise - on site works ......................................................76
10.1 Overview ..................................................................................................................... 76
10.2 Proposed construction activities ................................................................................. 76
10.2.1 Proposed works ............................................................................................. 76
10.2.2 Construction hours ......................................................................................... 76
10.3 Construction noise metrics ......................................................................................... 77
10.4 Noise management levels for construction activity .................................................... 77
10.4.1 Residential receivers ...................................................................................... 77
10.4.2 Other sensitive land uses ............................................................................... 79
10.4.3 Commercial and industrial premises .............................................................. 80
10.4.4 Construction traffic noise ............................................................................... 80
10.5 Overview of construction noise modelling .................................................................. 81
10.5.1 Construction equipment ................................................................................. 81
10.5.2 Activity durations ............................................................................................ 85
10.6 Noise assessment at the nearest noise sensitive receivers....................................... 85
10.6.1 Predicted construction noise levels ............................................................... 85
10.6.2 Work area establishment ............................................................................... 86
WestConnex M4 East Project - Construction and Operational Road Traffic iv Roads and Maritime Services Noise and Vibration Impact Assessment
10.6.3 Temporary road and intersection modifications ............................................. 90
10.6.4 Construction ancillary facilities ....................................................................... 93
10.6.5 Roads works .................................................................................................. 99
10.6.6 Tunnelling site operations ............................................................................ 103
10.6.7 Demolition of acquisition properties ............................................................. 106
10.6.8 Ventilation facilities construction .................................................................. 109
10.6.9 Sleep disturbance ........................................................................................ 112
10.7 Cumulative noise impacts ........................................................................................ 112
10.8 Construction noise mitigation ................................................................................... 113
10.8.1 Restriction of construction hours .................................................................. 113
10.8.2 Restriction of construction noise levels ........................................................ 114
10.8.3 Construction noise mitigation measures ...................................................... 116
10.8.4 General mitigation summary ........................................................................ 120
10.8.5 Construction ancillary facilities mitigation summary .................................... 120
10.8.6 Construction environmental management plan ........................................... 122
11 Assessment of construction noise - public road network ..........................................123
11.1 Construction road traffic noise goals ........................................................................ 123
11.2 Construction traffic noise assessment...................................................................... 123
11.3 Proposed local road use ........................................................................................... 125
11.4 Mitigation and management measures .................................................................... 125
12 Construction ground-borne noise assessment ..........................................................127
12.1 Ground-borne noise from tunnelling during roadheader activity .............................. 127
12.2 Ground-borne noise management levels ................................................................. 127
12.3 Ground-borne construction noise modelling ............................................................ 127
12.4 Excavation of main tunnels ...................................................................................... 128
12.5 Discussion ................................................................................................................ 131
12.6 Rockbreaking and Blasting ....................................................................................... 131
12.7 Ground-borne Noise Mitigation ................................................................................ 132
13 Construction vibration assessment ...........................................................................133
13.1 Vibration damage criteria overview .......................................................................... 133
13.2 Vibration damage goals ............................................................................................ 133
13.2.1 Australian Standard AS 2187 and British Standard BS 7385 ...................... 133
13.2.2 German Standard DIN 4150 ........................................................................ 134
13.3 Project vibration goals .............................................................................................. 135
13.4 Human comfort goals for construction vibration ....................................................... 136
13.4.1 Perception of vibration ................................................................................. 136
13.4.2 Vibration Goals............................................................................................. 136
13.5 Safe working distances for vibration intensive plant ................................................ 137
13.6 Estimated working distances and vibration intensive plant ...................................... 138
13.6.1 Cosmetic damage assessment summary .................................................... 140
13.6.2 Human comfort vibration assessment summary .......................................... 141
13.7 Cumulative vibration impacts ................................................................................... 141
13.8 Blasting ..................................................................................................................... 141
WestConnex M4 East Project - Construction and Operational Road Traffic v Roads and Maritime Services Noise and Vibration Impact Assessment
13.8.1 Project blasting criteria (human comfort) ..................................................... 141
13.8.2 Project blasting criteria (control of damage) ................................................ 142
13.8.3 Recommended blasting hours ..................................................................... 142
13.8.4 Blasting assessment .................................................................................... 142
13.8.5 Blasting recommendations ........................................................................... 143
13.8.6 Other blasting methods ................................................................................ 143
13.9 Vibration mitigation ................................................................................................... 144
14 Overall Impact Summary ...........................................................................................146
14.1 NCA01 ...................................................................................................................... 146
14.1.1 Operation ..................................................................................................... 146
14.1.2 Construction ................................................................................................. 146
14.2 NCA02 ...................................................................................................................... 147
14.2.1 Operation ..................................................................................................... 147
14.2.2 Construction ................................................................................................. 147
14.3 NCA03 ...................................................................................................................... 148
14.3.1 Operation ..................................................................................................... 148
14.3.2 Construction ................................................................................................. 149
14.4 NCA04 ...................................................................................................................... 149
14.4.1 Operation ..................................................................................................... 149
14.4.2 Construction ................................................................................................. 150
14.5 NCA05 ...................................................................................................................... 150
14.5.1 Operation ..................................................................................................... 150
14.5.2 Construction ................................................................................................. 151
14.6 NCA06 ...................................................................................................................... 151
14.6.1 Operation ..................................................................................................... 151
14.6.2 Construction ................................................................................................. 152
14.7 NCA07 ...................................................................................................................... 153
14.7.1 Operation ..................................................................................................... 153
14.7.2 Construction ................................................................................................. 153
14.8 NCA08 and NCA09 .................................................................................................. 154
14.8.1 Operation ..................................................................................................... 154
14.8.2 Construction ................................................................................................. 155
14.9 NCA10 ...................................................................................................................... 155
14.9.1 Operation ..................................................................................................... 155
14.9.2 Construction ................................................................................................. 155
14.10 NCA11 ...................................................................................................................... 156
14.10.1 Operation ..................................................................................................... 156
14.10.2 Construction ................................................................................................. 156
14.11 NCA12 ...................................................................................................................... 157
14.11.1 Operation ..................................................................................................... 157
14.11.2 Construction ................................................................................................. 157
WestConnex M4 East Project - Construction and Operational Road Traffic vi Roads and Maritime Services Noise and Vibration Impact Assessment
14.12 NCA13 ...................................................................................................................... 158
14.12.1 Operation ..................................................................................................... 158
14.12.2 Construction ................................................................................................. 158
14.13 NCA14 ...................................................................................................................... 159
14.13.1 Operation ..................................................................................................... 159
14.13.2 Construction ................................................................................................. 159
14.14 NCA15 ...................................................................................................................... 160
14.14.1 Operation ..................................................................................................... 160
14.14.2 Construction ................................................................................................. 161
14.15 NCA16 ...................................................................................................................... 161
14.15.1 Operation ..................................................................................................... 161
14.15.2 Construction ................................................................................................. 162
14.16 NCA17 ...................................................................................................................... 162
14.16.1 Operation ..................................................................................................... 162
14.16.2 Construction ................................................................................................. 163
14.17 NCA18 ...................................................................................................................... 164
14.17.1 Operation ..................................................................................................... 164
14.17.2 Construction ................................................................................................. 164
14.18 NCA19 ...................................................................................................................... 165
14.18.1 Operation ..................................................................................................... 165
14.18.2 Construction ................................................................................................. 165
14.19 NCA20 ...................................................................................................................... 166
14.19.1 Operation ..................................................................................................... 166
14.19.2 Construction ................................................................................................. 167
14.20 NCA21 ...................................................................................................................... 167
14.20.1 Operation ..................................................................................................... 167
14.20.2 Construction ................................................................................................. 168
15 Recommendations for further analysis at detailed design ........................................169
15.1 Operational road traffic noise ................................................................................... 169
15.2 Operational ventilation facilities ................................................................................ 169
15.3 Construction noise and vibration .............................................................................. 169
16 References ................................................................................................................171
TABLES
Table 1 How SEARs have been addressed in this report 4
Table 2 How agency comments have been addressed in this report 5
Table 3 Indicative construction program overview 12
Table 4 Noise catchment areas and surrounding land uses 15
WestConnex M4 East Project - Construction and Operational Road Traffic vii Roads and Maritime Services Noise and Vibration Impact Assessment
Table 5 Other noise and vibration sensitive receivers 19
Table 6 Ambient noise survey locations - 26 March 2014 to 9 April 2014 21
Table 7 Summary of unattended noise logging results 22
Table 8 Summary of attended noise monitoring results 23
Table 9 NCG criteria - residential 28
Table 10 NCG criteria - other sensitive land uses 28
Table 11 Project noise model validation corrections 34
Table 12 Model corrections summary 36
Table 13 Model validation summary 37
Table 14 Modelled roads considered as project roads 40
Table 15 Modelled roads considered as non-project existing roads 40
Table 16 Summary of baseline noise model inputs and parameters 42
Table 17 Receivers over the NCG controlling criteria without mitigation 50
Table 18 Receivers considered for additional noise mitigation by NCA 53
Table 19 Noise barriers in the study area 58
Table 20 Receivers over the NCG controlling criteria with mitigation 61
Table 21 Receivers considered eligible for at-property treatment 62
Table 22 Measured maximum noise level events 65
Table 23 INP Amenity Noise Levels 69
Table 24 Sensitive Receivers Potentially Affected by Ventilation facility Noise 70
Table 25 Summary of Operational Noise Goals for Ventilation facilities 73
Table 26 Indicative Sound Power Level of Jet Fans in Tunnel 73
Table 27 Jet fan noise assessment 74
Table 28 Determination of NMLs for residential receivers 78
Table 29 Residential receiver NMLs for construction 79
Table 30 NMLs for Other sensitive receivers 80
Table 31 Sound power levels for construction equipment 81
Table 32 Worst-affected residential NML exceedances - work area establishment 87
Table 33 Median residential NML exceedances - work area establishment 88
Table 34 Worst-affected residential NML exceedances - temporary road and intersection modifications 91
WestConnex M4 East Project - Construction and Operational Road Traffic viii Roads and Maritime Services Noise and Vibration Impact Assessment
Table 35 Median residential NML exceedances - temporary road and intersection modifications 92
Table 36 Worst-affected residential NML exceedances - construction ancillary facilities: general worksites 94
Table 37 Median residential NML exceedances - construction ancillary facilities: general worksites 96
Table 38 Worst-affected residential NML exceedances - roads/cut-and-cover/dive structures and approach roads and ramps 100
Table 39 Median residential NML exceedances - roads/cut-and-cover/dive structures and approach roads and ramps 101
Table 40 Worst-affected residential NML exceedances - tunnelling site operations, including excavation and ground support, civil, mechanical, and electrical 104
Table 41 Median residential NML exceedances - tunnelling site operations, including excavation and ground support, civil, mechanical, and electrical 105
Table 42 Worst-affected residential NML exceedances - demolition of acquisition properties 107
Table 43 Median residential NML exceedances - demolition of acquisition properties 108
Table 44 Worst-affected residential NML exceedances - ventilation facilities construction 110
Table 45 Median residential NML exceedances - ventilation facilities construction 111
Table 46 Summary of highly noise affected residential receivers 115
Table 47 Construction ancillary facilities highly noise affected residential receivers - with acoustic hoarding 117
Table 48 Construction noise mitigation summary (ranked by noise reduction) 120
Table 49 Construction ancillary facilities noise mitigation summary 121
Table 50 Construction traffic forecast 124
Table 51 Construction road traffic noise assessment 124
Table 52 AS 2187 Transient Vibration Guide Values - Minimal Risk of Cosmetic Damage 133
Table 53 DIN 4150 structural damage - safe limits for short-term building vibration 135
Table 54 Peak Vibration Levels and Human Perception of Motion 136
Table 55 Preferred and maximum vibration dose values for intermittent vibration 137
Table 56 Recommended safe working distances for vibration intensive plant 138
Table 57 Construction vibration assessment summary 139
Table 58 Heritage and Conservation Listed Buildings within Cosmetic Damage Safe Working Distance 140
WestConnex M4 East Project - Construction and Operational Road Traffic ix Roads and Maritime Services Noise and Vibration Impact Assessment
FIGURES
Figure 1 Project Location 2
Figure 2 WestConnex 3
Figure 3 Overview of the project 10
Figure 4 Overview of the construction footprint 13
Figure 5 Site Plan and Sensitive Receivers Overview 17
Figure 6 Example Noise Model Screenshot 32
Figure 7 Retained noise barriers 39
Figure 8 Flowchart - Reasonable and feasible noise mitigation (NMG) 44
Figure 9 Predicted change in noise levels (Build minus No Build) without mitigation 51
Figure 10 Noise barriers in the study area 56
Figure 11 Assessment sensitivity analysis 64
Figure 12 Location of ventilation facilities 71
Figure 13 Indicative ground-borne noise levels from TBMs, roadheaders and rockbreakers 128
Figure 14 Proposed mainline tunnel depth and existing ground elevation 129
Figure 15 Ground-borne noise levels at slant distances from roadheading (progress = 30 m/week)130
Figure 16 Worst-case predicted ground-borne noise levels during tunnelling (roadheader) 130
Figure 17 Transient vibration guide values for cosmetic damage 134
APPENDICES
Appendix A Acoustic terminology
Appendix B Site plan and noise catchment areas
Appendix C Ambient noise monitoring results
Appendix D Road classifications
Appendix E Operational noise criteria at sensitive receivers
Appendix F1 Traffic data, validation
Appendix F2 Traffic data, assessment
Appendix G Highly urban area boundary
Appendix H Residential noise predictions, No Build
Appendix I Residential noise predictions, Build (without mitigation)
Appendix J Additional noise mitigation locations
Appendix K Receivers considered for noise barriers (low noise pavement included)
Appendix L Noise barrier optimisation analysis
WestConnex M4 East Project - Construction and Operational Road Traffic x Roads and Maritime Services Noise and Vibration Impact Assessment
Appendix M Residential noise predictions, Build (with additional mitigation)
Appendix N Operational noise assessment table
Appendix O At-property treatment locations
Appendix P Maximum noise level assessment
Appendix Q Construction noise prediction summary table
Appendix R Construction NML exceedance maps
Appendix S Construction vibration safe working distances
WestConnex M4 East Project - Construction and Operational Road Traffic xi Roads and Maritime Services Noise and Vibration Impact Assessment
Glossary Item Description
AS Australian Standard
BS British Standard
CEMP Construction Environmental Management Plan
CNVMP Construction Noise And Vibration Management Plan
CORTN Calculation of Road Traffic Noise
dBA A-weighted decibels
DECC Department of Environment and Climate Change NSW – Now EPA
DECCW Department of Environment, Climate Change and Water NSW – Now EPA
DGA Dense Graded Asphalt
DGRs Director-General’s Requirements
DIN Deutsches Institute fur Normung
DP&E (NSW) Department of Planning and Environment
ECRTN Environmental Criteria for Road Traffic Noise (replaced by the RNP)
EIS Environmental Impact Statement
ENMM Environmental Noise Management Manual
EPA (NSW) Environment Protection Authority
EPL Environment Protection Licence
ICNG Interim Construction Noise Guideline
LA90 The noise level exceeded for 90% of the sample period. This noise level is described as the average minimum background sound level (in the absence of the source under consideration), or simply the background level.
LAeq(1hour) The ‘energy average noise level’ evaluated for a specific one-hour period.
LAeq(9hour) The ‘energy average noise level’ evaluated over the night-time period (10.00 pm to 7.00 am).
LAeq(15hour) The ‘energy average noise level’ evaluated over the daytime period (7.00 am to 10.00 pm). The LAeq can be likened to the average of all the noise events occurring in the relevant time period.
LAFmax The maximum fast time weighted noise level from road traffic noise occurring at a particular location.
WestConnex M4 East Project - Construction and Operational Road Traffic xii Roads and Maritime Services Noise and Vibration Impact Assessment
Item Description
LPI NSW Land and Property Information
MIC Maximum Instantaneous Charge
NATA National Association of Testing Authorities
NCA Noise Catchment Area
NCG Noise Criteria Guideline
NMG Noise Mitigation Guideline
NML Noise Management Level.
OEH Office of Environment and Heritage – now EPA
OGA Open Graded Asphalt
OOHW Out of Hours Work
RIC Relative Increase Criteria as described in the NMG
RBL Rating Background Level
RMS Root Mean Square
Roads and Maritime
(NSW) Roads and Maritime Services
SLR SLR Consulting Australia
SPL Sound Pressure Level
SWL Sound Power Level
VDV Vibration Dose Value
WestConnex M4 East Project - Construction and Operational Road Traffic xiii Roads and Maritime Services Noise and Vibration Impact Assessment
Executive summary Introduction This report contains the noise and vibration impact assessment for the proposed construction and operation of the WestConnex M4 East project. This report has been prepared to inform the environmental assessment and be included in the environmental impact statement (EIS) as a technical paper.
Information inputs used in this assessment reflects the current available knowledge of the project. NSW Roads and Maritime Services (Roads and Maritime) is seeking approval to upgrade and extend the M4 Motorway from Homebush Bay Drive at Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield. This includes twin tunnels approximately 5.5 kilometres long and associated surface works to connect to the existing road network.
The western end of the project is located at the interchange between Homebush Bay Drive and the M4 Motorway, about 13 kilometres west of the Sydney central business district (CBD). The project at this location would tie in with the M4 Widening project in the vicinity of Homebush Bay Drive. The tunnels which form part of the project would dive from the centre of the M4, west of the existing pedestrian footbridge over the M4 at Pomeroy Street, and would continue under the northern side of the existing M4 and Parramatta Road, before crossing beneath Parramatta Road at Broughton Street, Burwood. The tunnels would continue under the southern side of Parramatta Road until the intersection of Parramatta Road and Wattle Street at Haberfield. Ramps would connect the tunnels to Parramatta Road and Wattle Street (City West Link) at the eastern end of the project. The tunnels would end in a stub connection to the possible future M4–M5 Link (which is subject to planning approval), near Alt Street.
The project would include interchanges between the tunnels and the above ground road network, along with other surface road works, at the following locations:
M4 and Homebush Bay Drive interchange at Sydney Olympic Park and Homebush
Powells Creek, near George Street at North Strathfield
M4 and Sydney Street, Concord Road and Parramatta Road interchange at North Strathfield
Wattle Street (City West Link), between Parramatta Road and Waratah Street at Haberfield
Parramatta Road, between Bland Street and Orpington Street at Ashfield and Haberfield.
Existing environment The areas surrounding the project consist of mainly mixed residential and commercial areas, interspersed with other sensitive receivers including educational facilities, child care centres, places of worship, aged care facilities, medical centres and outdoor open recreational areas.
The noise environment and predicted impacts are summarised within each of 21 individual Noise Catchment Areas (NCAs) which give an overview of the project impacts within smaller areas representative of changing land uses and ambient noise environments adjacent to the project.
Noise monitoring for a minimum period of seven valid days was undertaken from 26 March to 9 April 2014 at a total of 22 locations along the study area. The results of this monitoring are representative of ambient noise levels in the surrounding area. The purpose of the noise monitoring is to establish existing road traffic noise levels to allow for validation of the operational noise model at suitable locations, and as a basis for assessing potential noise impacts during construction.
The existing noise environment is generally dominated by relatively high levels of existing road traffic noise.
WestConnex M4 East Project - Construction and Operational Road Traffic xiv Roads and Maritime Services Noise and Vibration Impact Assessment
Relevant guidelines Operational road traffic noise has been assessed according to guidance contained in Roads and Maritime’s Noise Criteria Guideline (NCG) (2014) and Noise Mitigation Guideline (NMG) (2014). This guidance is consistent with the Road Noise Policy (RNP) ((NSW) Environment Protection Authority (EPA), 2011).
Noise from operation of proposed fixed operational facilities is assessed with guidance from the NSW Industrial Noise Policy (INP) (EPA, 1999).
Construction noise has been assessed in accordance with the Interim Construction Noise Guideline (ICNG) (EPA, 2009) which references Assessing Vibration: A Technical Guideline (EPA, 2006) for human comfort vibration guidance. Guidance for assessing potential structural damage from vibration is taken from Australian Standard AS 2187: Part 2-2006 Explosives - Storage and Use - Part 2: Use of Explosives, Standards Australia, 2006 and DIN 4150:Part 3-1999 Structural vibration - Effects of vibration on structures, Deutsches Institute fur Normung, 1999.
Operational road traffic noise assessment The assessment compares noise levels predicted due to the project in 2021 (modelled as the year ‘at opening’) and 2031 (modelled as 10 years after opening) with those predicted without the project. Cumulative impacts of the WestConnex project are accounted for in the 2031 impacts which uses road traffic inputs for the full WestConnex scheme within the M4 East study area. The traffic data incorporates population and employment projections, and growth in demand (regional growth, vehicle trips attracted from competing routes and induced demand as a result of improved travel times).
A three dimensional SoundPLAN 7.1 noise model (validated to measured noise levels) has been used to predict noise at all identified sensitive receivers within 600 metres of the project alignment. The assessment considers the project will reduce congestion and congestion factors have therefore been considered in this assessment.
Without additional noise mitigation (ie over and above road design and traffic management), the project is predicted to reduce the overall number of sensitive receivers with an exceedance of the relevant noise goals. This is mainly due to areas where the project reduces traffic. These areas include the unmodified section of M4 Motorway east of the proposed new M4 East tunnel portals and Parramatta Road between Concord Road and Wattle Street.
Increases in noise are identified in areas of the study area such as west of the new western M4 East tunnel portals, adjacent to the Concord Road interchange, adjacent to the Parramatta Road interchange and along Wattle Street between Parramatta Road and Ramsay Street where new road noise sources are introduced, traffic volumes increase and/or noise shielding from the front row of buildings is removed due to property acquisitions and subsequent demolition.
The project is predicted to result in a reduction in noise levels at approximately 78 percent of the receivers within the study area (including those along Parramatta road between the works areas). A minor (less than 2.0 dB) increase in noise levels is predicted at approximately 18 percent of the receivers. This magnitude of noise increase is noted in the RNP as being barely perceptible to the average person.
Notwithstanding this, the project is required to consider additional noise mitigation on account of receivers which trigger under either of the following scenarios:
The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project is greater than 2.0 dBA. A total of 76 receivers are triggered on this criterion alone.
The predicted Build noise level is 5 dBA or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project. A total of 33 receivers are triggered on this criterion alone.
WestConnex M4 East Project - Construction and Operational Road Traffic xv Roads and Maritime Services Noise and Vibration Impact Assessment
The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dBA or higher, or night-time LAeq(9hour) 60 dBA or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road. No receivers are triggered on this criterion alone.
A total of 283 receivers are triggered due to a mix of the above criteria.
For individual residential receivers Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor.
The assessment identifies a total of 392 sensitive receivers (within 301 individual lots) which qualify for consideration of additional noise mitigation as part of the project. The majority of these receivers qualify on the basis of a cumulative noise limit exceedance.
The following additional noise mitigation measures have been recommended:
Low noise pavement for the surface sections of the M4E carriageway and modified sections of the M4 carriageway.
Seven new or increased height noise barriers of various heights (optimised as part of this assessment) with a total combined barrier length of approximately 1.5 kilometres in addition to relocated barriers.
Property treatment at a total of 310 receivers (247 individual lots). These receivers correspond to those eligible for consideration of additional noise mitigation where the proposed low noise pavement and noise barriers do not reduce the noise levels to meet the NCG controlling criterion.
An overview of the impacts by NCA is provided in Section 14.
The proposed additional noise mitigation (quieter pavement and noise barriers) is predicted to reduce the overall number of receivers with an exceedance of the NCG criteria. This reduction equals 122 and 103 receivers in the 2031 day and night-time periods respectively compared to the Build (without mitigation) scenario.
Ventilation facilities noise impact assessment Predicted noise levels from the in-tunnel ventilation fans indicate that no exceedance of the INP noise goals are anticipated at the tunnel portal locations.
Based on the predicted noise propagation from the ventilation facilities, the maximum allowable sound power level at each ventilation outlet location has been specified in order to meet the nominated noise goals.
The design of the jet fans and ventilation facilities should be reviewed during detailed design to ensure acceptable noise levels are satisfied at all adjacent receivers.
While yet to be defined, it is envisaged that noise from minor facilities using mechanical plant such as air conditioning units will be controllable by common engineering methods. The selected mechanical equipment should be reviewed and assessed for conformance with established criteria at the detailed design stage of the project when specific plant selection is finalised.
Assessment of construction noise - on site works To minimise the overall length of construction and the duration of amenity impacts on the local community, tunnelling works are proposed to be carried out 24 hours a day, seven days a week.. The approach taken in this assessment has been to identify noise impacts of representative construction activities in all time periods, to inform scheduling of works to minimise impacts on sensitive receivers where practicable.
Consistent with most major construction projects in urban areas, noise impacts are likely as works require the use of noise intensive equipment at times and are generally in the near vicinity of sensitive receivers.
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This assessment predicts noise impacts for worst-case equipment scenarios and considers cumulative impacts from groups of plant considered likely to operate at any one location at the same time. For most activities, it is expected that the construction noise levels would be lower than have been predicted in this report.
The largest exceedances of the Noise Management Levels (NML) at the most sensitive receivers is predicted during work area establishment works and general surface roadworks, which use noise intensive equipment such as rockbreakers, tub grinders and large earthmoving plant. While these impacts are predicted to be highly intrusive at times at the worst-affected receivers, the impacts are likely to generally be for a relatively short duration at any given receiver as the works progressively move along the alignment.
Longer duration impacts from worst-case activities at compound and tunnel excavation / spoil removal sites are generally predicted to be less intrusive than surface roadworks at most locations, however temporary hoarding and acoustic sheds in these compound locations have been recommended to minimise the impacts as far as reasonably practicable.
Residual noise impacts should be managed in accordance with recommended mitigation measures outlined in this report, relevant guidelines, and contractor procedures.
Assessment of construction noise - public road network Access to the sites for most construction traffic routes are planned to use the arterial road network. The proposed construction traffic is unlikely to result in a noticeable increase in LAeq,(period) noise levels at receivers along the proposed arterial routes due to high existing traffic volumes on these roads. Potential noise impacts have been identified on local roads proposed to carry heavy vehicles at times during construction. These are:
Underwood Road tunnel and civil site - Short Street East, Homebush (daytime and night-time)
Powells Creek civil site) - Powell Street, Homebush (daytime only)
Proposed haul traffic on local roads may cause a noticeable increase in the number of maximum noise events on local roads and further assessment of night-time maximum noise events on local roads is therefore recommended to be undertaken where appropriate during detailed design and construction planning, once the requirements for night-time (10.00 pm to 7.00 am) local road access is finalised and more information is available with regard to likely vehicle numbers.
The following measures are recommended, and should be confirmed during detailed design and construction planning:
As far as practicable, restrict construction vehicle movements during night-time periods along local roads with sensitive receivers to light vehicles only, subject to further investigation of potential night-time maximum noise events during detailed design.
As far as practicable, limit heavy vehicle movements outside of standard construction hours associated with tunnel support works (spoil removal, concrete delivery and other heavy vehicle movements) to access and egress directly to and from the major road network.
Undertake spoil removal during the day as far as practicable.
Construction ground-borne noise assessment The assessment includes the worst-case predicted LAeq(15minute) internal ground-borne noise levels from excavation of the main road M4E tunnels together with all access ramp connections to the various surface intersections (Concord Road, Wattle Street and Parramatta Road) using roadheaders.
Given the progression rate of the roadheader works (assumed to be around 30 m per week), it is anticipated that the worst-case ground-borne noise impacts along the majority of the alignment would only be apparent for a relatively short period of time (ie several days for each roadheader) whilst the tunnelling works are directly beneath a particular receiver.
At the following locations, where the tunnel depth is less than 40 metres, there is potential for the following ground-borne noise impacts:
WestConnex M4 East Project - Construction and Operational Road Traffic xvii Roads and Maritime Services Noise and Vibration Impact Assessment
In the vicinity of Concord Road, where the access roads to/from the main project tunnels climb to meet with Concord Road at ground elevation. Receivers above these sections are predicted to be subject to ground-borne levels in the region of 45 dBA LAeq, which exceeds both the evening and night-time criteria.
Adjacent to Burwood Road, marginal exceedances of the night-time criterion are predicted, with ground-borne noise levels of up to 37 dBA LAeq being predicted.
In the vicinity of Wattle Street, where the access ramp to/from the main project tunnels climb to meet with Wattle Street and Parramatta Road at ground elevation. Receivers above these sections are predicted to be subject to ground-borne levels in the region of 53 dBA LAeq, which exceeds both the evening and night-time criteria.
While the majority of the tunnel is proposed to be excavated using roadheaders, rockbreaking to excavate benches and cross passages would be likely to exceed the construction ground-borne noise goals at receivers located above the works.
Construction vibration assessment In terms of the most recent relevant vibration damage criteria, British Standard (BS) 7385 is referenced in Australian Standard (AS) 2187 as the vibration guideline values and assessment methods “are applicable to Australian conditions” and represent “minimal risk of cosmetic damage”. German Standard DIN 4150-3 also provides guidelines for evaluating the effects of vibration on structures. The DIN Standard gives a “safe limit” of peak vibration up to which no damage due to vibration effects has been observed. Hence the guideline limits in DIN 4150 are somewhat lower than those in BS 7385.
This assessment uses guidance from both standards in order to inform detailed design building inspection, monitoring and management strategy. A total of 203 residential/light commercial buildings in the vicinity of surface works have been identified within the BS7385 safe working distance, while 238 typical residential type buildings have been identified within the DIN4150 safe working distance. This distance is based on a large rockbreaker as the most vibration intensive equipment item for the surface road works activities.
While it is recommended that heritage buildings are not automatically considered to be more vibration sensitive unless confirmed to be structurally unsound, a screening assessment against the most stringent DIN4150 criteria (for buildings of particular sensitivity and great intrinsic value) indicates that a total of 12 identified heritage buildings may be within this screening safe working distance. These are located adjacent to the Concord Road interchange and Parramatta Road interchange works.
The assessment also shows that worst-case vibration during surface earthworks may exceed the human comfort vibration goals at receivers within approximately 75 metres of works requiring operation of a large rockbreaker. For most construction activities, vibration emissions are intermittent in nature and for this reason, higher vibration levels, occurring over shorter periods are permitted.
In practice, it is unlikely that a rockbreaker would be required at all areas and therefore the vibration impacts presented in this assessment should be considered conservative and represent a worst-case. The required locations for vibration intensive equipment should be reviewed during detailed design and construction planning when more specific information is available.
It is recommended that vibration trials and/or attended vibration monitoring are undertaken prior to and during any works proposed within the safe working distances. Building condition surveys should also be completed both before and after the works on structures that could potentially be affected by the construction works.
Vibration damage impacts from tunnelling works (roadheader) are predicted to be marginal due to the tunnel being located at sufficient depth to mitigate the impact at receivers.
The use of blasting has been proposed for excavation of tunnel benches and cross passages and indicative maximum instantaneous charge (MIC) based on previous projects involving blasting in Sydney have been provided.
WestConnex M4 East Project - Construction and Operational Road Traffic xviii Roads and Maritime Services Noise and Vibration Impact Assessment
In general, mitigation measures that should be considered include rescheduling of works to less sensitive periods, use of lower vibration intensive plant and vibration monitoring during works to ensure vibration remains at an acceptable level.
Overall NCA summary Overall noise and vibration impacts associated with the project are summarised in Section 14.
WestConnex M4 East Project - Construction and Operational Road Traffic 1 Roads and Maritime Services Noise and Vibration Impact Assessment
1 Introduction 1.1 Overview of the project The WestConnex Delivery Authority (WDA), on behalf of the NSW Roads and Maritime Services (Roads and Maritime), is seeking approval to upgrade and extend the M4 Motorway from Homebush Bay Drive at Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield. This includes twin tunnels about 5.5 kilometres long and associated surface works to connect to the existing road network. These proposed works are described as the M4 East project (the project). The location of the project is shown in Figure 1.
Approval is being sought under Part 5.1 of the Environmental Planning and Assessment Act 1979 (NSW) (EP&A Act). The project was declared by the Minister for Planning to be State significant infrastructure and critical State significant infrastructure and an environmental impact statement (EIS) is therefore required.
The project is a component of WestConnex, which is a proposal to provide a 33 kilometre motorway linking Sydney’s west and south-west with Sydney Airport and the Port Botany precinct. The location of WestConnex is shown in Figure 2. The individual components of WestConnex are:
M4 Widening – Pitt Street at Parramatta to Homebush Bay Drive at Homebush (planning approval granted and under construction)
M4 East (the subject of this report)
New M5 – King Georges Road at Beverly Hills to St Peters (planning application lodged and subject to planning approval)
King Georges Road Interchange Upgrade (planning approval granted and work has commenced)
M4–M5 Link – Haberfield to St Peters, including the Southern Gateway and Southern Extension (undergoing concept development and subject to planning approval).
Separate planning applications will be lodged for each individual component project. Each project will be assessed separately, but the impacts of each project will also be considered in the context of the wider WestConnex.
The NSW Government has established the WestConnex Delivery Authority (WDA) to deliver WestConnex. WDA has been established as an independent public subsidiary corporation of Roads and Maritime. Its role and functions are set out in Part 4A of the Transport Administration (General) Regulation 2013 (NSW). WDA is project managing the planning approval process for the project on behalf of Roads and Maritime. However, for the purpose of the planning application for the project, Roads and Maritime is the proponent.
1.2 Project location The project is generally located in the inner west region of Sydney within the Auburn, Strathfield, Canada Bay, Burwood and Ashfield local government areas (LGAs). The project travels through 10 suburbs: Sydney Olympic Park, Homebush West, Homebush, North Strathfield, Strathfield, Concord, Burwood, Croydon, Ashfield and Haberfield.
The project is generally located within the M4 and Parramatta Road corridor, which links Broadway at the southern end of the Sydney central business district (CBD) and Parramatta in Sydney’s west, about 20 kilometres to the west of the Sydney CBD. This corridor also provides the key link between the Sydney CBD and areas further west of Parramatta (such as Penrith and western NSW).
The western end of the project is located at the interchange between Homebush Bay Drive and the M4, about 13 kilometres west of the Sydney CBD. The project at this location would tie in with the M4 Widening project in the vicinity of Homebush Bay Drive.
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WestConnex M4 East Project - Construction and Operational Road Traffic 3 Roads and Maritime Services Noise and Vibration Impact Assessment
Figure 2 WestConnex
WestConnex M4 East Project - Construction and Operational Road Traffic 4 Roads and Maritime Services Noise and Vibration Impact Assessment
The tunnel dive structures would start at the centre of the M4, west of the existing pedestrian footbridge over the M4 at Pomeroy Street, and would continue underground to the north of the existing M4 and Parramatta Road, before crossing beneath Parramatta Road at Broughton Street at Burwood. The tunnels would continue underground to the south of Parramatta Road until the intersection of Parramatta Road and Wattle Street at Haberfield. Ramps would connect the tunnels to Parramatta Road and Wattle Street (City West Link) at the eastern end of the project. The tunnels would end in a stub connection to the possible future M4–M5 Link (M4–M5 Link), near Alt Street at Haberfield.
The project would include interchanges between the tunnels and the above ground road network, along with other surface road works, at the following locations:
M4 and Homebush Bay Drive interchange at Sydney Olympic Park and Homebush (Homebush Bay Drive interchange)
Powells Creek, near George Street at North Strathfield (Powells Creek M4 on-ramp)
Queen Street, near Parramatta Road at North Strathfield (Queen Street cycleway westbound on-ramp)
M4 and Sydney Street, Concord Road and Parramatta Road interchange at North Strathfield (Concord Road interchange)
Wattle Street (City West Link), between Parramatta Road and Waratah Street at Haberfield (Wattle Street (City West Link) interchange)
Parramatta Road, between Bland Street and Orpington Street at Ashfield and Haberfield (Parramatta Road interchange).
1.3 Secretary's environmental assessment requirements The NSW Department of Planning and Environment has issued a list of Secretary’s Environmental Assessment Requirements (SEARs) that inform the environmental impact assessment. Table 1 displays the SEARS that are specific to noise and vibration; and also provides a cross reference to the relevant section(s) of this report which address these requirements.
In addition, agency letters, which accompany the SEARs and are applicable to noise and vibration, were issued by the NSW Environment Protection Authority, NSW Heritage Council, NSW Health, Strathfield Council and Ashfield Council.
Table 2 provides details of the noise and vibration requirements outlined in the agency letters and a cross reference to the relevant section(s) of this report which address these conditions.
Table 1 How SEARs have been addressed in this report
SEARs
Operational Noise and Vibration
Requirement Section where addressed in EIS An assessment of the noise impacts of the project during operation, consistent with the Road Noise Policy (EPA, 2011) and NSW Industrial Noise Policy (EPA, 2000). The assessment must include specific consideration of impacts to receivers (dwellings, child care centres, educational establishments, hospitals, motels, nursing homes, or places of worship), including specific consideration of sleep disturbance and, as relevant, the characteristics of noise (eg. low frequency noise), and identify reasonable and feasible mitigation measures
Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9
WestConnex M4 East Project - Construction and Operational Road Traffic 5 Roads and Maritime Services Noise and Vibration Impact Assessment
SEARs
Construction Noise and Vibration
Requirement Section where addressed in EIS
An assessment of construction noise and vibration impacts, consistent with the Interim Construction Noise Guideline (DECCW, 2009) and Assessing Vibration: a technical guideline (DEC, 2006). The assessment must have regard to the nature of construction activities (including transport, tonal or impulsive noise-generating works and the removal of operational noise barriers, as relevant), the intensity and duration of noise and vibration impacts, the nature, sensitivity and impact to potentially affected receivers, the need to balance timely conclusion of noise and vibration-generating works with periods of receiver respite, and other factors that may influence the timing and duration of construction activities (such as traffic management), and mitigation and management measures. The assessment should present, as relevant, an indication of potential for works outside standard working hours, including predicted levels and exceedences, justification for the activity and discussion of available mitigation and management measures.
Construction noise and vibration assessment – Section 10
Table 2 How agency comments have been addressed in this report
Agency letters
Environment Protection Authority (EPA)
Requirement Section where addressed in EIS Construction noise associated with the proposed development should be assessed using the Interim Construction Noise Guideline (DECC, 2009). http://www.environment.nsw. gov.au/noise/constructnoise.htm
Section 10
Vibration from all activities (including construction and operation) to be undertaken on the premises should be assessed using the guidelines contained in the Assessing Vibration: a technical guideline (DEC, 2006). http://www.environment.nsw. gov.au/noise/vibrationguide.htm
Section 12.1
If blasting is required for any reasons during the construction or operational stage of the proposed development, blast impacts should be demonstrated to be capable of complying with the guidelines contained in Australian and New Zealand Environment Council - Technical basis for guidelines to minimise annoyance due to blasting overpressure and ground vibration (ANZEC, 1990). http://www.environment.nsw. qov.au/noise/blasting.htm
Section 13.8
Noise and vibration from ventilation facilities should be assessed, and the mitigation and management options that will be used to prevent, control, abate or minimise potential impacts should be described.
Section 9
Operational noise from all industrial activities (including private haul roads and private railway lines) to be undertaken on the premises should be assessed using the guidelines contained in the NSW Industrial Noise Policy (EPA, 2000) and Industrial Noise Policy Application Notes. http://www.environment.nsw.qov.au/noise/industrial.htm
Section 9
Noise on public roads from increased road traffic generated by land use developments should be assessed using the guidelines contained in the Environmental Criteria for Road Traffic Noise (EPA, 1999). http://www.environment.nsw.qov.au/noise/traffic.htm
Section 8 (guideline has been superseded by the RNP, 2011)
Noise from new or upgraded public roads should be assessed using the Environmental Criteria for Road Traffic Noise (EPA, 1999). http:/lwww.environment.nsw.qov.au/noise/traffic.htm
Section 8 (guideline has been superseded by the RNP, 2011)
WestConnex M4 East Project - Construction and Operational Road Traffic 6 Roads and Maritime Services Noise and Vibration Impact Assessment
Agency letters
NSW Heritage Council Heritage / Division of the Office of Environment and Heritage
Requirement Section where addressed in EIS The necessary and relevant assessments shall be carried out to ensure that vibration, excavation and works will not cause any damage or structural issues to nearby heritage items. The alignment should be modified to avoid such impacts and mitigation and management measures outlined and implemented.
Section 13
NSW Health
Requirement Section where addressed in EIS NSW Health notes and concurs with the draft DGR's requirements for noise and vibration. We note with approval that the draft DGRs include a requirement to consider sleep disturbance.
Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment – Section 10
Strathfield Council
Requirement Section where addressed in EIS Provide a quantitative assessment of the potential construction, operation and traffic noise impact of the project. This assessment should include consideration of hours of operations and vehicle movements, particularly in the M4 East project and associated off ramps etc. where it runs through existing and proposed medium- high density residential areas in the Homebush area, north and south of the M4 Corridor
Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment – Section 10
Ashfield Council
Requirement Section where addressed in EIS …, vehicles using entry and exit laneways will create very high levels of noise and vibration for adjoining properties, including nearby residences. The following details must therefore be provided in the EIS: the design of 'noise screening walls or devices', accompanied with a report by a qualified acoustic engineer, explaining how effective they will be in reducing noise impacts for adjoining properties.
Section 8
Human Health Requirement Section where addressed in EIS An assessment of human health impacts with particular consideration of human health risks and costs associated with the proposal, including those associated with air quality, noise and vibration, and social impacts, during the construction and operation of the proposal.
Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment – Section 10
Heritage
Requirement Section where addressed in EIS An assessment of impacts to State and local historic heritage (including conservation areas, built heritage landscapes and archaeology) should be assessed. Where impacts to State or locally significant historic heritage are identified, the assessment shall consider impacts from vibration, demolition, archaeological disturbance, altered historical arrangements and access, landscape and vistas, and architectural noise treatment.
Construction noise and vibration assessment – Section 13
WestConnex M4 East Project - Construction and Operational Road Traffic 7 Roads and Maritime Services Noise and Vibration Impact Assessment
1.4 Purpose of this report SLR Consulting Australia (SLR) has been engaged by Roads and Maritime to assess the potential noise and vibration impacts associated with the construction and operation of the project. This report has been prepared to inform the environmental assessment and be included in the EIS as a technical paper.
1.5 Structure of this report The assessment of noise and vibration includes:
Ambient noise surveys to determine the existing noise environment within the study area (refer to Section 3).
Identification of receivers along the alignment that are potentially sensitive to noise and vibration (refer to Section 3.2).
Validation of the noise model including consideration of potential traffic congestion (refer to Section 5.4).
Prediction of noise impacts due to the proposed operation of the project and assessment in accordance with the relevant legislation and guidelines (refer to Section 8 to Section 9).
Prediction of noise and vibration impacts during proposed construction of the project and assessment in accordance with the relevant legislation and guidelines (refer to Section 10).
Consideration of feasible and reasonable noise mitigation during construction (refer to Section 10) and operation of the project (refer to Section 8 and Section 9).
1.6 Relevant guidelines Noise from the operation of the proposal is required to be assessed in accordance with guidelines provided in the NSW Road Noise Policy (RNP) ((NSW) Environment Protection Agency (EPA), 2011) i as interpreted by Roads and Maritime in the Noise Criteria Guideline (NCG) (Roads and Maritime, 2014)ii. The NCG provides a consistent approach to identifying road noise criteria for Roads and Maritime Services projects and meets the intention of the RNP. Guidance for additional noise mitigation is taken from the Noise Mitigation Guideline (NMG) (Roads and Maritime, 2014)iii. Guidance for assessing the potential for sleep disturbance from maximum noise events is taken from Practice Note iii in the Environmental Noise Management Manual (ENMM) (Roads and Maritime, 2001)iv. Noise from operation of proposed fixed operational facilities is assessed with guidance from the NSW Industrial Noise Policy (INP) (EPA, 1999) v
Construction noise has been assessed in accordance with the Interim Construction Noise Guideline (ICNG) ((NSW) Department of Environment and Climate Change (DECC), 2009)vi. Construction road traffic noise has been assessed taking guidance from the noise assessment procedure contained in the RNP. Vibration from construction has been assessed in accordance with Assessing Vibration: A Technical Guideline ((NSW) Department of Environment and Conservation (DEC), 2006)vii.
Guidance for blasting has been taken from Technical Basis for Guidelines to Minimise Annoyance Due to Blasting Overpressure and Ground Vibration’ (ANZEC 1990)viii and Australian standard AS 2187: Part 2-2006 Explosives - Storage and Use - Part 2: Use of Explosivesix.
1.7 Terminology The assessment has used specific acoustic terminology throughout. An explanation of common terms is included as Appendix A for reference.
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2 Proposed project 2.1 Project features The project would comprise the construction and operation of the following key features:
Widening, realignment and resurfacing of the M4 between Homebush Bay Drive and Underwood Road at Homebush
Upgrade of the existing Homebush Bay Drive interchange to connect the western end of the new tunnels to the existing M4 and Homebush Bay Drive, while maintaining all current surface connections
Two new three-lane tunnels (the mainline tunnels), one eastbound and one westbound, extending from west of Pomeroy Street at Homebush to near Alt Street at Haberfield, where they would terminate until the completion of the M4–M5 Link. Each tunnel would be about 5.5 kilometres long and would have a minimum internal clearance (height) to in-tunnel services of 5.3 metres
A new westbound on-ramp from Parramatta Road to the M4 at Powells Creek, west of George Street at North Strathfield
An interchange at Concord Road, North Strathfield/Concord with on-ramps to the eastbound tunnel and off-ramps from the westbound tunnel. Access from the existing M4 to Concord Road would be maintained via Sydney Street. A new on-ramp would be provided from Concord Road southbound to the existing M4 westbound, and the existing on-ramp from Concord Road northbound to the existing M4 westbound would be removed
Modification of the intersection of the existing M4 and Parramatta Road, to remove the left turn movement from Parramatta Road eastbound to the existing M4 westbound
An interchange at Wattle Street (City West Link) at Haberfield with an on-ramp to the westbound tunnel and an off-ramp from the eastbound tunnel. The project also includes on- and off-ramps at this interchange that would provide access to the M4–M5 Link. In addition, the westbound lanes of Wattle Street would be realigned
An interchange at Parramatta Road at Ashfield/Haberfield, with an on-ramp to the westbound tunnel and an off-ramp from the eastbound tunnel. In addition, the westbound lanes of Parramatta Road would be realigned
Installation of tunnel ventilation systems, including ventilation facilities within the existing M4 road reserve near Underwood Road at Homebush (western ventilation facility) and at the corner of Parramatta Road and Wattle Street at Haberfield (eastern ventilation facility). The eastern ventilation facility would serve both the project and the M4–M5 Link project. Provision has also been made for a fresh air supply facility at Cintra Park at Concord
Associated surface road work on the arterial and local road network, including reconfiguration of lanes, changes to traffic signalling and phasing, and permanent road closures at a small number of local roads
Pedestrian and cycle facilities, including permanently re-routing a portion of the existing eastbound cycleway on the northern side of the M4 from west of Homebush Bay Drive to near Pomeroy Street, and a new westbound cycleway on-ramp connection from Queen Street at North Strathfield to the existing M4
Tunnel support systems and services such as electricity substations, fire pump rooms and tanks, water treatment facilities, and fire and life safety systems including emergency evacuation infrastructure
Motorway operations complex on the northern side of the existing M4, east of the Homebush Bay Drive interchange
Provision of road infrastructure and services to support the future implementation of smart motorway operations (subject to separate planning approval)
WestConnex M4 East Project - Construction and Operational Road Traffic 9 Roads and Maritime Services Noise and Vibration Impact Assessment
Installation of tolling gantries and traffic control systems along the length of the project
Provision of new and modified noise walls
Provision of low noise pavement for new and modified sections of the existing M4
Temporary construction ancillary facilities and temporary works to facilitate the construction of the project.
The project at completion is shown in overview in Figure 3 .
The project does not include work required for reconfiguring Parramatta Road as part of the urban transformation program. The project does not include ongoing motorway maintenance activities during operation. These would be subject to separate assessment and approval as appropriate.
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2.2 Construction activities 2.2.1 Overview Construction activities associated with the project would generally include:
Enabling and temporary works, including construction power, water supply, ancillary site establishment, demolition works, property adjustments and public transport modifications (if required)
Construction of the road tunnels, interchanges, intersections and roadside infrastructure
Haulage of spoil generated during tunnelling and excavation activities
Fitout of the road tunnels and support infrastructure, including ventilation and emergency response systems
Construction and fitout of the motorway operations complex and other ancillary operations buildings
Realignment, modification or replacement of surface roads, bridges and underpasses
Implementation of environmental management and pollution control facilities for the project.
The project assessed in this report does not include surveys, sampling or investigation to inform the design or assessment, such as test drilling, test excavations, geotechnical investigations, or other tests. It also does not include adjustments to, or relocation of, existing utilities infrastructure undertaken prior to commencement of construction. These would be subject to separate assessment and approval as appropriate.
2.2.2 Construction footprint The total area required for construction of the project, including construction ancillary facilities, is referred to as the ‘construction footprint’. The construction footprint would be about 65 hectares in total, comprising about 48 hectares at the surface and about 17 hectares below ground.
In addition to below ground works, surface works would be required to support tunnelling activities and to construct surface infrastructure such as interchanges, tunnel portals, ventilation facilities, ancillary operations buildings and facilities, and new cycleway facilities near the Homebush Bay Drive interchange and Queen Street at North Strathfield.
The overall surface construction footprint generally aligns with the operational footprint, with the locations of future operational ancillary facilities being used to support construction work. Some additional areas adjacent to the operational footprint (around the portals and on- and off-ramps, and also at the tunnel mid-point) would also be required during the construction stage only to facilitate construction
Construction ancillary facilities currently proposed would be required at the following 10 locations:
Homebush Bay Drive civil site (C1)
Pomeroy Street civil site (C2)
Underwood Road civil and tunnel site (C3)
Powells Creek civil site (C4)
Concord Road civil and tunnel site (C5)
Cintra Park tunnel site (C6)
Northcote Street tunnel site (C7)
Eastern ventilation facility site (C8)
Wattle Street and Walker Avenue civil site (C9)
Parramatta Road civil site (C10).
WestConnex M4 East Project - Construction and Operational Road Traffic 12 Roads and Maritime Services Noise and Vibration Impact Assessment
An overview of the construction footprint is shown in Figure 4.
The final size and configuration of construction ancillary facilities would be further developed during detailed design.
2.2.3 Construction program Subject to planning approval, construction of the project is planned to start in the second quarter of 2016, with completion planned for the first quarter of 2019. The total period of construction works is expected to be around three years, including nine months of commissioning occurring concurrently with the final stages of construction. The indicative construction program is shown in Table 3.
Table 3 Indicative construction program overview
Construction activity Indicative construction timeframe
2016 2017 2018 2019 Construction access excavation (all sites) Tunnelling (excavation) Tunnel drainage and pavement works Tunnel mechanical and electrical fitout works Tunnel completion works Homebush Bay Drive interchange M4 surface works Western ventilation facility Powells Creek on-ramp Concord Road interchange Wattle Street interchange Parramatta Road interchange Eastern ventilation facility Cintra Park fresh air supply facility Cintra Park water treatment facility Motorway operations complex Mechanical and electrical fitout works Site rehabilitation and landscaping
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2.3 Noise and vibration specific aspects While all feasible and reasonable mitigation measures would be confirmed during detailed design accounting for the finalised requirements of the project, potential features required to mitigate noise and vibration impact due to construction and operation of the project may include a combination of:
Quieter pavement to reduce operational noise impacts
Permanent noise barriers to reduce operational noise impacts
Property treatments to reduce operational noise impacts
Temporary acoustic sheds at tunnelling sites to reduce noise impact during construction
Temporary noise barriers / hoarding adjacent to construction compounds and tunnelling sites to reduce noise impact during construction.
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3 Description of the existing environment 3.1 Existing environmental noise The existing ambient noise environment surrounding the project route is variable, with road traffic noise from the M4 Motorway, Concord Road, Parramatta Road and Wattle Street the primary contributor at corresponding adjacent receivers.
The study area has been divided into multiple Noise Catchment Areas (NCAs). These NCAs reflect the changing land uses and ambient noise environments adjacent to the project and are detailed in Table 4. The location of the various NCAs and sensitive receivers are shown in detail in Figure 5 and Appendix B.
Table 4 Noise catchment areas and surrounding land uses
NCA Minimum Distance (m)1
Description
Western works area - Homebush Bay to Concord Rd NCA01 17 Western end of the project between Homebush Bay Drive and Wentworth Road. Land
use consists of commercial receivers with isolated residential receivers adjoining the M4 Motorway.
NCA02 10 North of the M4 motorway between Wentworth Road and Underwood Road. Land use comprises largely of residential receivers with isolated commercial receivers.
NCA03 10 South of the M4 Motorway between Bedford Road and Park Road at the intersection with Parramatta Road. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road.
NCA04 7 North of the M4 Motorway between Underwood Road and the Northern rail line. Land use comprises largely of residential receivers with isolated commercial receivers.
NCA05 15 South of the M4 Motorway between Park Road at the intersection with Parramatta Road and the Northern rail Line. Land use comprises largely of residential and commercial receivers fronting Parramatta Road.
Concord Rd works area NCA06 15 North of the M4 Motorway between the Northern Rail Line and Concord Lane. Land
use is predominantly residential receivers. NCA07 10 North of the M4 Motorway between Concord Lane and Franklyn Street. Land use
consists largely of residential receivers with isolated commercial receivers. NCA08 10 Small cluster of residential receivers fronting the M4 Motorway between Ada Street and
Alexandra Street. NCA09 90 Catchment adjoins either side of Gipps Street between Thornleigh Avenue and
Burwood Road. Land use comprises of residential receivers and active and passive recreation areas.
NCA10 90 Catchment adjoins either side of Ada Street between Franklyn Street and Burwood Road. Land use comprises of residential receivers, educational facilities and isolated commercial receivers.
NCA11 40 Catchment includes properties that adjoin Parramatta Road and all properties south of Parramatta road between the Northern rail line and Burwood Road. Land use comprises of a mix of residential receivers, special use facilities and commercial receivers fronting Parramatta Road.
Central works area – Parramatta Road
NCA12 n/a2 Catchment includes properties either side of Parramatta Road between Burwood Road and Henley Marine Drive. Land use comprises of a mix of residential receivers, special use facilities, active and passive recreation areas and commercial receivers fronting Parramatta Road.
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NCA Minimum Distance (m)1
Description
Wattle Street works area NCA13 15 South of Parramatta Road between Iron Cove Creek and Bland Street. Land use
comprises of a mix of residential receivers, special use facilities, active and passive recreation areas and commercial receivers fronting Parramatta Road.
NCA14 22 North of Parramatta Road between Henley Marine Drive and Walker Avenue. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road.
NCA15 8 Catchment adjoins either side of Wattle Street between Ash Lane and Ramsey. Land use consists of residential receivers.
NCA16 13 Catchment adjoins Ramsey Street and the western side of Wattle Street and consists of residential receivers and a passive recreational area.
NCA17 12 Catchment adjoins the eastern side of Wattle Street between Martin Street and Motley Avenue and consists of predominantly of residential receivers.
Parramatta Road works area NCA18 40 North of Parramatta Road between Walker Avenue and Alt Street. Land use comprises
of a mix of residential and commercial receivers fronting Parramatta Road. NCA19 12 North of Parramatta Road between Bland Street and Chandos Street. Land use
comprises of a mix of residential receivers, a education facility and isolated commercial receivers fronting Parramatta Road.
NCA20 10 North of Parramatta Road between Chandos Street and Dalhousie Street. Land use comprises of a mix of residential and isolated commercial receivers fronting Parramatta Road.
NCA21 10 South of Parramatta road between Bland Street and Orpington Street. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road.
Note 1: Approximate minimum horizontal offset distance from the nearest receiver building facade (receiver of any type) to the centre of the nearest lane of the motorway/access ramps (including future works), in locations where construction works are occurring.
Note 2: Tunnelling works.
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Figure 5 Site Plan and Sensitive Receivers Overview
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3.2 Identification of noise and vibration sensitive receivers The sensitivity of receivers to noise and vibration is dependent upon the occupancy type and the nature of the activities performed within the affected premises. Sensitivity to noise is a subjective response varying for different individuals and can depend on the existing noise environment.
For the purpose of this assessment, receivers potentially sensitive to noise and vibration have been categorised as:
Residential dwellings
Commercial and industrial properties
Other – Education institutions.
Other – Child-care centres.
Other – Medical (hospital wards or other uses including medical centres).
Other – Aged care facilities (including nursing homes).
Other – Places of worship.
Other – Outdoor open areas (passive and active recreation).
Other (such as cinemas, theatres, public buildings, hotels/motels).
This assessment considers all residences to be sensitive receivers during both construction and operation. All commercial receivers are considered to be sensitive to construction noise and vibration impacts.
Other receivers sensitive to noise and vibration (other than residential dwellings or commercial premises) identified in the study area are detailed in Table 5.
Table 5 Other noise and vibration sensitive receivers
NCA Description Address (approximate within 50 metres)1 TYPE
NCA01 Wentworth Hotel 195, Parramatta Road, Homebush West Hotel
NCA01 Paddys Brewery 250-318, Parramatta Road, Homebush West Hotel
NCA01 Mason Park Underwood Road, Homebush Outdoor Active
NCA03 Homebush Boys Highschool 27, Bridge Road, Homebush Educational
NCA04 Light House Child Care 13, George Street, North Strathfield Childcare
NCA04 Mcdonald College 17A, George Street, North Strathfield Educational
NCA04 Our Lady of The Assumption Catholic
Church Homebush
72, Underwood Road, Homebush Place of Worship
NCA05 Homebush Public School 29, The Crescent , Homebush Educational
NCA05 Pre-Uni New College 5, The Crescent , Strathfield Educational
NCA05 Horse & Jockey Hotel 70, Parramatta Road, Homebush Hotel
NCA05 Aiya Medical Centre 40, Parramatta Road, Homebush Medical
NCA05 Homebush Medical Centre 17, The Crescent , Homebush Medical
NCA06 Concord Baptist Church 3, Carrington Street, North Strathfield Place of Worship
NCA07 Sydney Cheil Church 81, Concord Road, Concord Place of Worship
NCA09 Dentist 40, Burwood Road, Concord Medical
NCA09 Goddard Park Gipps Street, Concord Outdoor Active
NCA09 Church 7, Flavelle Street, Concord Place of Worship
NCA10 St Mary's Catholic Primary 2, Ada Street, Concord Educational
NCA10 Dentist Concord 8, Broughton Street, Concord Medical
NCA10 St Mary's Catholic Parish Concord 56-60, Burton Street, Concord Place of Worship
NCA11 Laziko International 374-380, Parramatta Road, Burwood Café/Bar
NCA11 MLC School Sydney 45, Park Road, Burwood Educational
NCA11 Ogrady Centre 17, Comer Street, Burwood Educational
NCA11 Cooper St Lodge 30E, Cooper Street, Strathfield Hotel
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NCA Description Address (approximate within 50 metres)1 TYPE
NCA11 Bath ARMS Hotel Parramatta Road, Burwood Hotel
NCA11 St John of God Burwood Hospital 14, White Street, Strathfield Medical
NCA11 Strathfield Private Hospital Everton Road, Strathfield Medical
NCA11 Burwood Park Burwood Road, Burwood Outdoor Active
NCA11 Park Rd Tennis 20 – 26 Park Road, Burwood Outdoor Active
NCA11 St Andrews 37, Swan Avenue, Strathfield Place of Worship
NCA12 KFC 15-17, Regatta Road, Five Dock Café/Bar
NCA12 McDonalds 225, Parramatta Road, Five Dock Café/Bar
NCA12 Nando's 584, Parramatta Road, Croydon Café/Bar
NCA12 McDonalds 584, Parramatta Road, Croydon Café/Bar
NCA12 Subway 582, Parramatta Road, Croydon Café/Bar
NCA12 Educare Playschool 195B, Croydon Road, Croydon Childcare
NCA12 Happy Little Campers 43, Lancelot Street, Five Dock Childcare
NCA12 Rosebank College 121, Parramatta Road, Five Dock Educational
NCA12 Domremy College 121Z, First Avenue, Five Dock Educational
NCA12 Lucas Special School 1, Bayview Road, Canada Bay Educational
NCA12 St Antonys Family Care\ 9, Alexandra Avenue, Croydon Educational
NCA12 Burwood Girls High School 95, Queen St, Croydon Educational
NCA12 The Pine Inn 19, Parramatta Road, Concord Hotel
NCA12 Burwood ENT Surgery 12, Burwood Road, Burwood Medical
NCA12 Burwood Chest Clinic 10, Burwood Road, Burwood Medical
NCA12 Better Hearing Australia 29, Burwood Road, Concord Medical
NCA12 Concord 57, Burwood Road, Concord Medical
NCA12 Dentist 277, Parramatta Road, Five Dock Medical
NCA12 Barnwell Park Golf Club 551, Lyons Road W, Five Dock Outdoor Active
NCA12 Centenary Park Queens Street, Croydon Outdoor Active
NCA12 Charles Heath Reserve Queens Road, Five Dock Outdoor Active
NCA12 Concord Oval Gipps Street, Concord Outdoor Active
NCA12 Croydon Bowling Green 114 Church Street, Croydon Outdoor Active
NCA12 Henley Marine Tennis Courts 1 Henley Marine Dr, Five Dock Outdoor Active
NCA12 St.Lukes Park Gipps Street, Concord Outdoor Active
NCA12 Croker Park Henley Marine Dr, Five Dock Outdoor Passive
NCA12 Kings Park Rowe Street, Five Dock Outdoor Passive
NCA12 St Josephs 2-4, Wychbury Avenue, Croydon Place of Worship
NCA12 St Anthony's 3, Alexandra Avenue, Croydon Place of Worship
NCA12 St Lukes 17, Burton Street, Concord Place of Worship
NCA13 The Infants Home 10, Ilford Avenue, Ashfield Childcare
NCA13 St Johns 74, Bland Street, Ashfield Educational
NCA13 Hammond Park Henry Street, Ashfield Outdoor Active
NCA13 St John's Cemetary Alternate Street, Ashfield Outdoor Passive
NCA13 St Johns Anglican 85-85, Alt Street, Ashfield Place of Worship
NCA14 Little VIPs 113, Dobroyd Parade, Haberfield Childcare
NCA14 Jegorow Reserve Wolseley Street, Haberfield Outdoor Passive
NCA14 church 6-12, Wattle Street, Haberfield Place of Worship
NCA16 Timbrell Park Henley Marine Dr, Haberfield Outdoor Active
NCA16 Reg Coady Reserve Martin Street, Haberfield Outdoor Passive
NCA17 Dobroyd Point Public School 85, Waratah Street, Haberfield Educational
NCA19 Haberfield Public School 22, Denman Avenue, Haberfield Educational
NCA19 Ramsay Street Medical Center 112, Ramsay Street, Haberfield Medical
NCA19 Algie Park Ramsey St, Haberfield Outdoor Active
NCA20 Garnish Fine Foods 56-58, Dalhousie Street, Haberfield Café/Bar
NCA20 Ella Community Child Care Centre 1, Winchcombe Avenue, Haberfield Childcare
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NCA Description Address (approximate within 50 metres)1 TYPE
NCA20 Goodstart Early Learning 25, Rogers Avenue, Haberfield Childcare
NCA20 Peek-A-Boo Early Learning 183, Parramatta Road, Haberfield Childcare
NCA20 Primary School 7, Rawson Street, Haberfield Educational
NCA20 Primary School 15, Rawson Street, Haberfield Educational
NCA20 Saint Joan of Arc's Catholic Church
Haberfield
96-98, Dalhousie Street, Haberfield Place of Worship
NCA21 Rochester Private Hotel 68, Charlotte Street, Ashfield Hotel
NCA21 Best Western - Philip Lodge Motel 156-158, Parramatta Road, Ashfield Hotel
Note 1: Address has been generated from a NSW Land and Property Information (LPI) database and has not been verified on site.
3.3 Ambient noise surveys and monitoring locations To quantify and characterise the existing ambient noise environment across the proposal area a baseline noise monitoring survey was undertaken from 26 March to 9 April 2014. The measured noise levels have been used to establish existing road traffic noise levels to allow for validation of the operational noise model, and as a basis for assessing potential noise impacts during construction.
The noise monitoring locations were selected to be representative of receivers and communities potentially affected by the construction and operation of the project.
Noise monitoring equipment was deployed with consideration of other noise sources that may influence the measurements, accessibility and security, and with the consent of relevant land owners. The noise monitoring locations are identified on the site plan drawings in Appendix B.
Table 6 Ambient noise survey locations - 26 March 2014 to 9 April 2014
Noise Monitoring Location ID
NCA Noise Monitoring Location Address Equipment Serial Number
L1 NCA02 59 Pomeroy St, Homebush 23814 L2 NCA03 2 Deworie Ave, Homebush 16-301-472 L3 NCA04 Land behind 6-10 Allen St, Homebush 23815 L4 NCA05 Suttons Homebush, 101-105 Parramatta Road, Homebush 16-004-038 L5 NCA06 11 Sydney Street, North Strathfield 23244 L6 NCA08 20 Franklyn Street, Concord 16-207-046 L7 NCA09 8 Edward Street, Concord 27580 L8 NCA11 6 Franklyn Street, Concord 16-306-038 L9 NCA10 34 Ada Street, Concord 27578 L10 NCA12 4 Taylor Street, Five Dock 20667 L11 NCA14 1A Wattle Street, Haberfield 16-207-047 L12 NCA18 141 Alt Street, Haberfield 23293 L13 NCA13 119 Alt Street, Ashfield 20675 L14 NCA19 135 Bland Street, Haberfield 16-207-050 L15 NCA20 101 Chandos St, Haberfield 23245 L16 NCA21 164-168 Parramatta Road, Ashfield 20673 L18 n/a 63 Ormond Street, Ashfield 27523 L19 NCA15 35 Wattle Street, Haberfield 20669 L20 NCA18 259 Ramsay Street, Haberfield 20674 L21 NCA16 68 Wattle Street, Haberfield 20666 L22 NCA07 91 Concord Road, Concord 27522 L23 NCA01 12 Flemington Road, Homebush West 20665
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3.4 Unattended noise monitoring 3.4.1 Methodology The noise loggers continuously measured noise levels in 15 minute sampling periods to determine the existing LAeq, LA90 and other relevant statistical noise levels during the daytime, evening and night-time periods.
The noise measurements were carried out with Svantek 957 Noise Loggers. The equipment was set up with microphones at 1.5 metres above the ground level. All microphones were fitted with wind shields.
All noise measurement instrumentation used in the surveys was designed to comply with the requirements of Australian Standard AS IEC 61672.1—2004 - Electroacoustics—Sound level meters, Part 1: Specificationsx and carried appropriate and current National Association of Testing Authorities (NATA) calibration certificates. The calibration of the loggers was checked both before and after each measurement survey and the variation in calibration at all locations was found to be within acceptable limits at all times.
The results of the noise monitoring have been processed to exclude noise identified as extraneous and/or data affected by adverse weather conditions (such as strong wind or rain) so as to establish representative noise levels in each area.
3.4.2 Noise monitoring results The results of the unattended ambient noise surveys are summarised in Table 7 as the Rating Background Level (RBL) noise levels for the ICNG daytime, evening and night-time periods, and the LAeq (energy averaged) noise levels for the RNP daytime and night-time periods. The 24 hour daily noise levels at each monitoring location are graphically presented in Appendix C.
Table 7 Summary of unattended noise logging results
Noise Monitoring Location
Noise Level (dB) ICNG Defined Time Periods1 RNP Defined Time Periods2
Daytime -
RBL
Evening -
RBL
Night-time -
RBL
Daytime -
LAeq(15hour)
Night-time -
LAeq(9hour)
Daytime -
LAeq(1hour)
Night-time -
LAeq(1hour)
L1 53 52 46 58 55 61 59 L2 50 50 46 57 54 61 58 L3 50 49 43 55 52 59 56 L4 56 56 48 63 59 65 63 L5 53 52 46 66 62 68 67 L6 48 47 42 56 51 59 56 L7 41 414 38 56 49 61 55 L8 55 54 47 64 62 66 65 L9 41 414 40 57 50 59 55 L10 50 50 46 59 57 62 60 L11 58 584 52 67 64 69 68 L12 46 464 43 59 56 62 61 L13 46 46 38 60 56 64 61 L14 56 54 44 68 65 69 70 L15 54 52 41 66 63 67 68 L16 58 55 45 73 70 75 75 L183 49 49 41 63 60 66 64 L19 58 55 44 71 69 74 72 L203 60 58 44 70 67 72 71 L21 56 53 43 67 64 69 68 L22 61 57 42 71 67 73 72 L23 53 53 49 59 57 62 60
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Note 1: ICNG Governing Periods – Day: 7.00 am to 6.00 pm Monday to Saturday, 8.00 am to 6.00 pm Sunday; Evening: 6.00 pm to 10.00 pm; Night: 10.00 pm to 7.00 am Monday to Saturday, 10.00 pm to 8.00 am Sunday.
Note 2: RNP Assessment Time Periods – Day: 7.00 am to 10.00 pm; Night: 10.00 pm to 7.00 am (weekly data). Note 3: Monitoring location near to building facade. Measured noise levels considered to represent facade affected noise
levels which are up to 2.5 dBA higher than the equivalent free-field condition. Note 4: Evening RBL reduced to equal daytime RBL in accordance with INP application notes
The noise levels display a typical diurnal trend with lower noise levels during the night-time than the daytime and evening periods. This is characteristic of urban and suburban areas where the ambient noise environment is primarily influenced by road traffic.
This is consistent with observed traffic flows on the adjacent major roads which have a relatively small reduction in traffic volumes during the evening compared to the daytime period, and a more significant reduction in volumes during the night-time.
3.5 Attended airborne noise 3.5.1 Methodology Attended measurements of ambient noise were completed during the noise logging survey to determine the various noise sources that influence the existing noise environment. During each measurement the observer noted the various noise sources and the contributing noise level.
At each location the attended measurements were performed for 15 minutes using a calibrated Brüel and Kjær 2260 Precision Sound Level Meter. Wind speeds were less than 5 m/s at all times, and all measurements were performed at a height of 1.5 metres above ground level.
Calibration of the sound level meter was checked before and after each measurement and the variation in calibration at all locations was found to be within acceptable limits at all times.
3.5.2 Noise measurement results The noise environment at each of the attended monitoring locations is summarised in Table 8. Detailed observation notes are also provided in Appendix C.
Table 8 Summary of attended noise monitoring results
Measurement Location
Measured Noise Levels (dB) Description of Ambient Noise Source - Typical LAmax Levels LA90 LAeq LAmax
L1 53 58 80 M4 Heavy-vehicle road traffic: 58-61 dBA, M4 Light-vehicle road traffic: 55-59 dBA, Local road traffic: 57 dBA, Air traffic: 64-69 dBA
L2 53 57 69 M4 Heavy-vehicle road traffic: 59-65 dBA, M4 Light-vehicle road traffic: 55-59 dBA, Local road traffic: 64-69 dBA
L3 52 59 79 M4 Heavy-vehicle road traffic: 59-63 dBA, M4 Light-vehicle road traffic: 54-57 dBA, Local road traffic: 55-59 dBA, Air traffic: 65-79 dBA, Insects: 55-57 dBA
L4 56 62 89 M4 Heavy-vehicle road traffic: 59-61 dBA, M4 Light-vehicle road traffic: 53-55 dBA, Local road traffic: 57-59 dBA, Air traffic: 70-80 dBA
L5 54 65 82 M4 Heavy-vehicle road traffic: 54-56 dBA, M4 Light-vehicle road traffic: 50-53 dBA, Concord Rd road traffic: up to 50 dBA, Local road traffic: 63-80 dBA
L6 50 57 73 M4 Heavy-vehicle road traffic: 59-66 dBA, M4 Light-vehicle road traffic: 52-55 dBA, Air traffic: 62-73 dBA
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Measurement Location
Measured Noise Levels (dB) Description of Ambient Noise Source - Typical LAmax Levels LA90 LAeq LAmax
L7 41 61 79 Parramatta Rd Heavy-vehicle road traffic: 45-50 dBA, Local road traffic: 64-65 dBA, Air traffic: 70-79 dBA, Birds 50-55 dBA
L8 58 67 80 M4/Parramatta Rd Interchange Heavy-vehicle road traffic: 70-80 dBA, M4/Parramatta Rd Interchange Light-vehicle road traffic: 60-64 dBA, Air traffic: 70-74 dBA
L9 42 54 70 Parramatta Rd road traffic: 48-56 dBA, Local road traffic: 55-63 dBA, Air traffic: 51-67 dBA
L10 52 59 73 Parramatta Rd Heavy-vehicle road traffic: 60-73 dBA, Parramatta Rd Light-vehicle road traffic: 56-57 dBA, Local road traffic: 62-72 dBA, Air traffic: 68-70 dBA
L11 59 64 78 Wattle St Heavy-vehicle road traffic: 64-67 dBA, Wattle St Light-vehicle road traffic: 55-68 dBA, Parramatta Rd Heavy-vehicle road traffic: 60-71 dBA, Parramatta Rd Light-vehicle road traffic: 55-68 dBA
L12 49 59 80 Parramatta Rd Heavy-vehicle road traffic: 45-62 dBA, Parramatta Rd Light-vehicle road traffic: 45-57 dBA, Local road traffic: 55-71 dBA, Air traffic: 60-80 dBA
L13 51 60 73 Parramatta Rd Heavy-vehicle road traffic: 60-65 dBA, Parramatta Rd Light-vehicle road traffic: 50-62 dBA, Local road traffic: 62-67 dBA, Air traffic: 60-72 dBA
L14 60 69 83 Parramatta Rd Heavy-vehicle road traffic: 60-80 dBA, Parramatta Rd Light-vehicle road traffic: 60-70 dBA, Local road traffic: 65-79 dBA, Air traffic: 60-83 dBA
L15 53 66 79 Parramatta Rd Heavy-vehicle road traffic: 60-77 dBA, Parramatta Rd Light-vehicle road traffic: 55-70 dBA, Air traffic: 50-59 dBA
L16 61 73 84 Parramatta Rd Heavy-vehicle road traffic: 65-84 dBA, Parramatta Rd Light-vehicle road traffic: 60-80 dBA, Air traffic: 60-68 dBA
L181 50 61 74 Parramatta Rd Heavy-vehicle road traffic: 67-74 dBA, Parramatta Rd Light-vehicle road traffic: 50-66 dBA, Local road traffic: 55-71 dBA, Air traffic: 60-68 dBA
L19 60 72 98 Wattle St Heavy-vehicle road traffic: 75-92 dBA, Wattle St Light-vehicle road traffic: 65-75 dBA, Air traffic: 70-83 dBA
L201 60 68 89 Wattle St Heavy-vehicle road traffic: 72-86 dBA, Wattle St Light-vehicle road traffic: 62-70 dBA, Ramsay St Heavy-vehicle road traffic: 72-78 dBA, Ramsay St Light-vehicle road traffic: 62-70 dBA, Air traffic: 66-70 dBA
L21 57 66 85 Wattle St Heavy-vehicle road traffic: 70-84 dBA, Wattle St Light-vehicle road traffic: 66-70 dBA, Air traffic: 65-71 dBA
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Measurement Location
Measured Noise Levels (dB) Description of Ambient Noise Source - Typical LAmax Levels LA90 LAeq LAmax
L22 62 71 86 Concord Rd Heavy-vehicle road traffic: 70-86 dBA, Concord Rd Light-vehicle road traffic: 65-73 dBA
L23 54 58 79 M4 Heavy-vehicle road traffic: 59-64 dBA, M4 Light-vehicle road traffic: 56-58 dBA, Local road traffic: 62-79 dBA, Mechanical Plant: 55-58 dBA
Note 1: Monitoring location near to building facade. Measured noise levels considered to represent facade affected noise levels which are up to 2.5 dBA higher than the equivalent free-field condition.
The data presented in Table 8 is generally consistent with the results of the unattended noise monitoring and shows that existing ambient noise levels are dominated by the adjacent major roads (M4 Motorway, Concord Road, Parramatta Road and Wattle Street). Occasional air traffic events were also observed.
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4 Operational noise goals and noise mitigation guidance
4.1 Introduction The most common form of noise experienced by people is termed ‘airborne’ noise, indicating that it propagates between the source and receiver primarily through the air. This is the main form of noise that occurs adjacent to a road corridor or construction site.
The primary source of airborne noise from road traffic sources originates from the engine at low speed and from the interaction of the tyre and road at higher speeds. Heavy vehicle (trucks) exhausts are also a significant source of airborne noise during heavy acceleration or engine braking events.
The key influences on road traffic airborne noise are the speed of the passing vehicles, the condition of the pavement surface, the volume of traffic on the road and the number of heavy vehicles. The level of airborne noise experienced at a receiver is also dependent upon the distance to the road corridor and the presence of any natural or man-made barriers between the corridor and the receiver which can reduce the propagation of noise.
4.2 Operational noise metrics The noise metrics applied in the modelling and assessment of airborne noise from road traffic are:
LAeq(15hour) the ‘energy average noise level’ evaluated over the daytime period (7.00 am to 10.00 pm). The LAeq can be likened to the average of all the noise events occurring in the relevant time period.
LAeq(9hour) the ‘energy average noise level’ evaluated over the night-time period (10.00 pm to 7.00 am).
LAeq(1hour) the ‘energy average noise level’ evaluated for a specific one-hour period.
LAmax The maximum noise level from road traffic noise occurring at a particular location.
The subscript ‘A’ indicates that the noise levels are filtered to match normal human hearing characteristics (ie A-weighted).
4.3 Noise Criteria Guideline This assessment is undertaken with guidance from the NCG. The NCG documents Roads and Maritime’s interpretation of the RNP. The NCG provides a consistent approach to identifying road noise criteria for Roads and Maritime projects.
Although it is not mandatory to achieve the noise assessment criteria in the NCG, project proponents need to provide justification if it is not considered feasible or reasonable to achieve them.
The guideline recognises that there are generally more opportunities to minimise noise impacts from new roads and road corridors, especially those in greenfield locations, through judicious road design and land use planning. The scope to reduce noise impacts from existing roads and corridors is typically more limited. The NCG criteria are applicable both at the time of project opening and also in a future design year, typically taken to be ten years after project completion.
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The NCG sets out four key principles aimed to guide the assessment. These are:
Criteria are based on the road development type a residence is affected by due to the road project
Adjacent and nearby residences should not have significantly different criteria for the same road
Criteria for the surrounding road network are assessed where a road project generates an increase in traffic noise greater than 2dBA on the surrounding road network
Protect existing quiet areas from excessive changes in amenity due to traffic noise
4.4 Noise assessment criteria Noise criteria are assigned to sensitive receivers using the NCG. The NCG provides guidance on how to assign the RNP. The assessment timeframe for the criteria are in the year of opening (for the M4 East project, 2021 is used) and 10 years after opening (for the M4 East project, 2031 is used).
The project assessment area extends to where noise levels are dominated by other roads that are not being assessed as part of this project as defined in the NCG. This is up to a maximum distance of 600 metres from the project works for urban areas (refer to Section 5.14).
Residences may be assigned new, redeveloped, transition zone or relative increase criteria depending on how the project will influence noise levels. For each facade of the residence the most stringent applicable criteria is to be used in the assessment.
Criteria are based on the road development type a residence is affected by due to the road project.
In some instances residences may be exposed to noise from both new and redeveloped roads. In this instance the proportion of noise from each road is used to establish transition zone criteria.
A further check is made to prevent large increases in noise level using the relative increase criteria.
4.4.1 Criteria by Road Type The project consists of multiple new and redeveloped road segments as shown in Appendix D, with transition zones at Parramatta Road interchange, Wattle Street interchange and Concord Road interchange as well as along the M4 between Homebush Bay Drive and Concord Road.
Note that a road is new where the road is a tunnel/bypass or has been substantially realigned (outside the NCG six times the existing lane width tolerance band and/or existing grade). However, consideration can be given to whether a road has been substantially realigned for distances less than six times the existing lane width using local context for guidance. This is consistent with the NCG.
The above situation occurs in the vicinity of Wattle Street (City West Link) interchange and Parramatta Road interchange where the upgraded road has been moved to a new location within the tolerance band but over the existing housing footprint.
The criteria for residences are summarised in Table 9.
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Table 9 NCG criteria - residential
Road Category Type of Project/Land Use Assessment Criteria (dB) Daytime (7 am - 10 pm)
Night-time (10 pm - 7 am)
Freeway/ arterial/ sub-arterial roads
1. Existing residences affected by noise from new freeway/arterial/sub-arterial road corridors
LAeq(15hour) 55 (external)
LAeq(9hour) 50 (external)
2. Existing residences affected by noise from redevelopment of existing freeway/arterial/sub-arterial roads 3. Existing residences affected by additional traffic on existing freeways/arterial/sub-arterial roads generated by land use developments
LAeq(15hour) 60 (external)
LAeq(9hour) 55 (external)
4. Existing residences affected by both new roads and the redevelopment of existing freeway/arterial/sub-arterial roads in a Transition Zone1
Between LAeq(15hour)
55-60 (external)
Between LAeq(9hour)
50-55 (external)
5. Existing residences affected by increases in traffic noise of 12dBA or more from new freeway/arterial/sub-arterial roads2
Between LAeq(15hour)
42-55 (external)
Between LAeq(9hour)
42-50 (external)
6. Existing residences affected by increases in traffic noise of 12dBA or more from redevelopment of existing freeway/arterial/sub-arterial roads2
Between LAeq(15hour) 42-60 (external)
Between LAeq(9hour) 42-55 (external)
Note 1: The criteria assigned to the entire residence depend on the proportion of noise coming from the new and redeveloped road. Please refer to Roads and Maritimes’ NCG for further information.
Note 2: The criteria at each facade are determined from the existing traffic noise level plus 12dBA.
The criteria for residences presented in Table 9 are applicable for aged care facilities.
The criteria for other sensitive receivers are summarised in Table 10. Further information on the sensitive land use receivers are provided in Section 3.2.
Table 10 NCG criteria - other sensitive land uses
Existing Sensitive Land Use
Assessment Criteria (dB) Additional Considerations Daytime (7.00 am – 10.00 pm)
Night-time (10.00 pm – 7.00 am)
School Classrooms LAeq(1hour) 40 (internal)
- In the case of buildings used for education or health care, noise level criteria for spaces other than classrooms and wards may be obtained by interpolation from the ‘maximum’ levels shown in Australian Standard 2107:2000 (Standards Australia 2000).
Places of Worship LAeq(1hour) 40 (internal)
LAeq(1hour) 40 (internal)
The criteria are internal, ie the inside of a church. Areas outside the place of worship, such as a churchyard or cemetery, may also be a place of worship. Therefore, in determining appropriate criteria for such external areas, it should be established which activities in these areas may be affected by road traffic noise.
Open Space (Active Use)
LAeq(15hour) 60 (external) when in use
- Active recreation is characterised by sporting activities and activities which generate their own noise or focus for participants, making them less sensitive to external noise intrusion.
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Existing Sensitive Land Use
Assessment Criteria (dB) Additional Considerations Daytime (7.00 am – 10.00 pm)
Night-time (10.00 pm – 7.00 am)
Open Space (Passive Use)
LAeq(15hour) 55 (external) when in use
- Passive recreation is characterised by contemplative activities that generate little noise and where benefits are compromised by external noise intrusion, eg playing chess, reading.
Childcare facilities Sleeping rooms LAeq(1hour) 35 (internal) Indoor play areas LAeq(1hour) 40 (internal) Outdoor play areas LAeq(1hour) 55 (external)
- Multi-purpose spaces, e.g. shared indoor play/sleeping rooms should meet the lower of the respective criteria. Measurements for sleeping rooms should be taken during designated sleeping times for the facility, or if these are not known, during the highest hourly traffic noise level during the opening hours of the facility.
Aged care facilities
- - Residential land use noise assessment criteria should be applied to these facilities, see Table 9
Hospital wards LAeq(1hour) 35 (internal)
LAeq(1hour) 35 (internal)
-
For sensitive receivers such as schools, places of worship and childcare facilities, the NCG criteria presented in Table 10 are based on internal noise levels.
Internal NCG noise criteria have been converted to an external noise criteria for the purposes of assessment with external noise level predictions. Where detailed information relating to building construction is not available, the EPA recommends a 10 dBA factor to convert internal to external noise levels on the basis that facades with windows open typically provide approximately 10 dBA attenuation from inside to outside (refer to guidance contained in the ICNG and INP). For non-residential receivers this assumption may be overly conservative as the facade area to window ratios are often larger when compared to residential receivers.
Further detail is not currently available to allow the building-specific facade noise reduction to be identified, however, it is recommended that this should be investigated further at detailed design (refer to Section 15.1).
The noise models predict noise levels for LAeq(15hour) and LAeq(9hour) intervals (day and night). Where receivers have 1-hour criteria, the model outputs have been converted accordingly (refer to Section 5.15).
The criteria applicable to noise sensitive receivers identified in the project assessment area are shown in Appendix E.
4.5 Potential road traffic noise impacts on the surrounding road network
The NCG criteria requires consideration of the surrounding road network where the proposed project is predicted to increase noise levels by more than 2 dBA at receivers from the No Build to Build scenarios. The impacted surrounding road network is then assessed as a project road where noise levels have increased by more than 2dBA.
This assessment considers potential increases in traffic noise on the surrounding road network within the extent of works of the project. This approach meets the principles of the NCG.
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4.6 Sleep disturbance Guidance for the assessment of sleep disturbance given in the RNP is reproduced as follows:
Triggers for, and effects of sleep disturbance from, exposure to intermittent noise such as noise from road traffic are still being studied. There appears to be insufficient evidence to set new indicators for potential sleep disturbance due to road traffic noise. The NSW Roads and Traffic Authority’s Practice Note iii (NSW Roads and Traffic Authority 2008) outlines a protocol for assessing and reporting on maximum noise levels and the potential for sleep disturbance.
The protocol for assessing the potential for sleep disturbance, detailed within Practice Note iii of the ENMM, is determined by performing an LAFmax - LAeq(1hour) calculation on individual vehicle passby noise measurements. A maximum noise level event is then defined as a passby for which the night-time LAFmax - LAeq(1hour) difference is greater than 15 dBA and the LAFmax is greater than 65 dBA.
With regard to reaction to potential sleep disturbance events, the RNP gives the following guidance:
From the research on sleep disturbance to date it can be concluded that: - maximum internal noise levels below 50–55 dBA are unlikely to awaken people from sleep - one or two noise events per night, with maximum internal noise levels of 65–70 dB, are not likely to
affect health and wellbeing significantly.
It is generally accepted that internal noise levels in a dwelling with the windows open are 10 dBA lower than external noise levels. Based on this conservative minimum attenuation of 10 dB, the first conclusion above suggests that short term external noise levels of 60 dBA to 65 dBA LAFmax are unlikely to cause awakening reactions.
The second conclusion suggests that one or two noise events per night with maximum external noise levels of 75 dBA to 80 dBA LAFmax are not likely to affect health and wellbeing significantly.
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5 Key assumptions for prediction of airborne noise during operation
5.1 Assessment scenarios The following four scenarios have been modelled in this assessment:
2021 No Build The forecast road traffic volumes in 2021 without the WestConnex project. The year 2021 is taken for modelling purposes as the nominal year of opening for the project.
2021 Build The forecast road traffic volumes at the nominal opening (2021) including the project as well as the approved M4 Widening and King Georges Road Interchange Upgrade projects.
2031 No Build The forecast road traffic volumes 10 years after the nominal opening year due to general traffic growth that would have occurred without the WestConnex project.
2031 Build The forecast road traffic volumes 10 years after the nominal opening year including the full WestConnex (M4 Widening, M4 East, New M5, King Georges Road Interchange Upgrade and M4-M5 Link projects) and also includes the Sydney Gateway and the Southern Extension.
The comparison (Build minus No Build) for 2021 will indicate the potential for any noise issues at the commencement of the project, such as community reaction to significant changes in noise levels. The comparison for 2031 will indicate the potential for noise impacts in the longer term once the project is well established and the surrounding road network has stabilised, as well as the change in traffic flows after implementation of the full WestConnex scheme.
5.2 Road noise prediction algorithms Noise modelling of the study area was carried out using the Calculation of Road Traffic Noise (CORTN) (UK Department of Transport, 1988)xi algorithms incorporated in SoundPLAN V7.1. The SoundPLAN software is currently in version V7.4. However, the SoundPLAN software versions since V7.1 have not been verified as suitable for use on large infrastructure projects, so have not been used in this assessment.
The modelling allows for traffic volume and mix, type of road surface, vehicle speed, road gradient, reflections off building surfaces, ground absorption and shielding from ground topography and physical noise barriers.
The algorithm output of CORTN (designed as an LA10 predictor) has been modified to calculate the relevant daytime LAeq(15hour) and night-time LAeq(9hour) road traffic noise emission levels at noise sensitive receivers, as required by the RNP.
The CoRTN traffic source line as modelled in SoundPLAN has also been modified to incorporate four effective noise sources (and associated heights) for each carriageway. This is because the three distinct noise sources of heavy vehicles (representing the tyres, engine and the exhaust, with different noise emission levels and different heights) are important in determining the noise propagation where barriers are present. The four effective noise sources comprise a ‘CAR’ source with height of 0.5 metres above pavement and three ‘TRUCK’ sources at three separate heights representing the noise emission from truck tyres (0.5 metres), truck engines (1.5 metres) and truck exhausts (3.6 metres).
The SoundPLAN noise models were set up to calculate noise levels at receiver points for all facades and all floors of each noise sensitive receiver identified within the project area.
Refer to Table 12 for specific noise modelling corrections used for this project.
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5.3 Modelling of the road alignment The noise model was constructed from a combination of survey road corridor ground topography, aerial photography and Light Detection and Ranging (LIDAR) information. All design information (altered road corridor, carriageway levels, modified ramps, etc) in areas where upgrade works are proposed within the study area was supplied by WDA and shown in Appendix B for reference.
No Build scenarios
The predictions for the No Build scenarios make use of the existing road alignment geometry. Existing noise barriers and features within the road corridor are also included in the No Build noise modelling scenarios.
Build scenarios
The Build scenarios make use of the proposed design of the project which includes proposed modifications to the access ramps, widening works of the motorway, new tunnel portals, modified noise wall locations and changes to existing cuttings / embankments etc.
An example screenshot from the Build noise model scenario is provided in Figure 6.
Figure 6 Example Noise Model Screenshot
Note: View looking west towards the proposed Concord Road interchange.
5.4 Noise model validation 5.4.1 Overview The noise modelling procedures and algorithms used in this assessment have been shown to give reliable results which are within normal accepted tolerances. Project specific model validation is undertaken to confirm that noise predictions at individual receiver locations are within the generally accepted tolerance for model accuracy of +/- 2 dBA. Where congestion effects are apparent in the traffic data and measured noise levels the calibration corrections for the noise model can be further refined by considering congestion effects. These have been determined for this project and discussed in the following sections.
Comparison of measured and predicted levels has been performed by undertaking single point receiver calculations at noise model locations coinciding with the ambient monitoring locations. Suitable locations for model validation include those with a direct line of sight or those near to the subject road with insignificant influence from adjacent roads, and minimal complex screening in order to provide reasonable reliable prediction locations.
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5.4.2 Existing surface Base inputs for the validation model are as follows:
Existing M4 section: Open Graded Asphalt (OGA) with a -2.0dBA surface correction all carriageway sections
Concord Road, Wattle Street and Parramatta Road: Dense Grade Asphalt (DGA) with a 0dBA surface correction
5.4.3 Validation traffic data Traffic counting was undertaken concurrently with the ambient noise monitoring survey. Traffic counting equipment was deployed on the main carriageway and ramp locations adjacent to noise logging locations. The traffic data inputs for the validation situation are summarised in Appendix F-1.
The traffic counts are used for the purpose of validating the noise model and relate only to the period over which the noise logging was undertaken. Consequently, these are of limited use in providing long-term traffic volumes and speeds and should not necessarily be regarded as representative of existing volumes.
5.4.4 Step 1: Check free flowing traffic noise levels The CoRTN algorithm was designed for predicting free flowing traffic without congestion. To validate the model, time periods were selected when the traffic was free flowing and predictions undertaken using the representative traffic speed for these periods. The differences between measured and predicted noise level during these periods give an estimate of the modelling and measurement error at each individual receiver.
The time periods used from the measured noise levels and traffic counts with free flowing traffic were 11.00 am to 3.00 pm (daytime) and midnight to 4.00am (night-time) for the M4 section and 8.00 pm to 10.00 pm and midnight to 4.00am (night-time) for the other road sections.
5.4.5 Step 2: Potential congestion correction effects The effect of congestion is generally to reduce noise levels due to the slower vehicle speeds and a degree of acoustic shielding provided by the closely spaced vehicles on the carriageways.
The total 15-hour daytime and 9-hour night-time traffic volumes were entered into the noise model using the same speed as in Step 1 and compared against the measured daytime and night-time noise levels. Any additional differences between predicted and measured noise levels at each receiver, compared with Step 1, may indicate that traffic congestion is reducing noise levels compared to free flowing conditions.
5.4.6 Step 3: Detailed review of traffic speeds in traffic counts To provide additional confirmation that the additional differences in Step 2 were due to congestion, rather than random error, the traffic count data was examined in detail.
While CoRTN is unable to model congested flows this may be approximated by modelling representative speeds and measured traffic volumes in shorter time intervals. It would be expected that this approach would under estimate congestion effects compared with Step 2 since the model cannot account for self-shielding effects from vehicles in adjacent lanes of traffic.
5.4.7 Noise Model Validation Corrections Where both Step 2 and Step 3 indicate congestion effects, reasonable certainty may be had that congestion is reducing noise levels compared with free flowing traffic as opposed to random measurement error in Step 2.
The noise model validation for these steps are summarised in Table 11.
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Table 11 Project noise model validation corrections
ROAD section Traffic
Count
Site ID
Location
(LoggerID)
Step 1
Model
Calibration
Step 2 Step 3 CHECK
Spreadsheet CoRTN prediction using hourly
traffic data
CONGESTION (speed only)
DIFFERENCE
LAeqFF(logger)
minus
LAeqFF(predicted)
DIFFERENCE
LAeq(logger)
minus
LAeq(period,FF speed)
Potential Congestion Correction
DIFFERENCE
Step 2
minus
Step 1
DIFFERENCE
CoRTN,hourly speeds
minus
CoRTN,FF speed
(corrected for speed, %hgv and distance for
each direction)
Daytime FF Night-time FF Daytime 15h Night-time 9h Daytime 15h Night-time 9h Daytime 15h Night-time 9h
M4 S01 L23 -0.1 2.0 -0.1 -0.5 0.0 -2.5 -0.4 -0.6
M4 S01 L01 0.9 1.1 0.9 -0.9 0.0 -2.0 -0.4 -0.7
M4 S01 L02 0.7 0.8 0.2 -1.3 -0.5 -2.1 -0.4 -0.6
M4 S01 L03 0.0 -0.6 0.4 -2.3 0.4 -1.7 -0.4 -0.7
M4 S01 L04 0.4 0.5 1.0 -1.8 0.6 -2.3 -0.4 -0.6
Median 0.0 -2.1
Parramatta S10 L13 2.3 -1.4 0.3 -0.7 -2.0 0.7 -0.2 -0.1
Parramatta S10 L15 1.1 -0.1 -0.7 -1.1 -1.8 -1.0 -0.2 0
Parramatta S10 L16 2.5 1.5 0.7 0.5 -1.8 -1.0 -0.2 -0.1
Parramatta S12 L18 0.3 -1.3 0.8 0.1 0.5 1.4 -0.1 -0.1
Median -1.8 -0.2
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ROAD section Traffic
Count
Site ID
Location
(LoggerID)
Step 1
Model
Calibration
Step 2 Step 3 CHECK
Spreadsheet CoRTN prediction using hourly
traffic data
CONGESTION (speed only)
DIFFERENCE
LAeqFF(logger)
minus
LAeqFF(predicted)
DIFFERENCE
LAeq(logger)
minus
LAeq(period,FF speed)
Potential Congestion Correction
DIFFERENCE
Step 2
minus
Step 1
DIFFERENCE
CoRTN,hourly speeds
minus
CoRTN,FF speed
(corrected for speed, %hgv and distance for
each direction)
Daytime FF Night-time FF Daytime 15h Night-time 9h Daytime 15h Night-time 9h Daytime 15h Night-time 9h
Wattle S07 L19 1.2 0.8 -0.4 -1.3 -1.6 -2.1 -0.4 -0.2
Wattle S09 L21 -2.0 -2.4 -3.1 -3.1 -1.1 -0.7 -0.2 -0.2
Median -1.4 -1.4
Concord S04 L22 1.0 1.0 -0.7 -0.4 -1.7 -1.4 -0.2 -0.4
Median -1.7 -1.4
Note 1: Possible noise contributions from side streets (not included in the validation model counts), and interrupted traffic flow from many sets of traffic lights. Night-time noise level at this location less influenced by side streets at night.
Note 2: Possible shielding effects from dense vegetation.
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Based on the information presented in Table 11, the noise model predictions (Step 1) are found to be within the normally accepted tolerances at all logger locations with the exceptions as noted. Application of calibration factors is therefore not required.
Potential congestions effects are found to vary between sections and are summarised in Table 12
Table 12 Model corrections summary
ROAD section
Step 1 Model calibration
Step 2 Congestion correction1 (dB)
Additional considerations
Daytime Night-time M4 nil nil -2.1 Step 3 shows potential congestion effect during night-time.
CoRTN spreadsheet indicates congestion likely on basis of speed.
Parramatta nil nil nil Step 3 shows potential congestion during daytime.
CoRTN spreadsheet check indicates negligible congestion on basis of speed.
Statistical significance cannot be shown on the basis of speed.
Wattle nil -1.4 -1.4 Step 3 shows potential congestion during daytime and night-time.
CoRTN spreadsheet check indicates marginal congestion on basis of speed.
Concord nil -1.7 -1.4 Step 3 shows potential congestion during daytime and night-time.
CoRTN spreadsheet check indicates marginal congestion on basis of speed.
Note 1: Median of individual congestion corrections from Table 11
With reference to Table 12, it is noted that the M4 section has a congestion correction during the night-time but not the daytime. This is due to the majority of the vehicles during the night-time period (10.00 pm to 7.00 am) being within the early morning peak period from around 5.00 am where congestion is apparent.
5.4.8 Model validation summary To confirm the corrections derived from the validation process reduce the difference between measured and predicted noise levels, an additional comparison of the measured and predicted daytime and night-time noise levels including the corrections shown in Table 12 was undertaken. This comparison is shown in Table 13.
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Table 13 Model validation summary
ROAD section
Location (LoggerID)
Noise Level (dBA LAeq(period))
Measured (weekday)
Without Congestion Correction With Congestion Correction
Predicted Difference, measured minus predicted
Predicted Difference, measured minus predicted
Daytime Night-time
Daytime Night-time
Daytime Night-time
Daytime Night-time
Daytime Night-time
M4 L23 59.1 56.7 59.2 57.3 -0.1 -0.5 59.2 55.6 -0.1 1.2
M4 L01 58.3 54.7 57.4 55.7 0.9 -0.9 57.4 53.7 0.9 1.1
M4 L02 57.5 54.2 57.3 55.5 0.2 -1.3 57.3 53.6 0.2 0.6
M4 L03 55.9 51.9 55.5 54.3 0.4 -2.3 55.5 52.2 0.4 -0.2
M4 L04 62.9 58.6 61.9 60.4 1 -1.8 61.9 58.3 1 0.3
Parramatta L13 60.5 56.8 60.2 57.5 0.3 -0.7 60.2 57.5 0.3 -0.7
Parramatta L15 65.9 62.9 66.6 64.0 -0.7 -1.1 66.6 63.9 -0.7 -1
Parramatta L16 73.5 70.3 72.8 69.8 0.7 0.5 72.8 69.8 0.7 0.5
Parramatta L18 64.0 59.8 63.2 59.7 0.8 0.1 63.2 59.7 0.8 0.1
Wattle L19 71.6 69.2 72.0 70.6 -0.4 -1.3 70.6 69.2 1 0.1
Wattle L21 67.0 64.4 70.1 67.6 -3.1 -3.1 68.7 66.2 -1.7 -1.7
Concord L22 71.2 66.6 71.9 67.0 -0.7 -0.4 70.2 65.6 1 1
Median 0.6 0.2
The information presented in Table 13 shows that, when applied to the prediction model, the congestions corrections result in median differences between measured and predicted noise levels of less than 1 dBA in both the daytime and night-time periods.
5.5 Modelling of pavement surfaces Consistent pavement surface performance of existing sections of road without proposed works have been modelled in the No Build and Build (without mitigation) scenarios. This is predominantly DGA (0.0 dB) for all roads except the M4 carriageway which is OGA (-2.0 dB) as discussed in Section 5.4.
New roads, modified sections of road and new ramps proposed as part of the project are modelled with the reference DGA pavement performance (0.0 dB) for the Baseline Build case.
This Baseline scenario is used to identify receivers that qualify for additional noise mitigation (refer to Section 8.1).
Low noise pavements are considered as an additional noise mitigation measure where feasible and reasonable (refer to Section 8.2).
5.6 Modelling of traffic data Traffic data for the Build and No Build assessment scenarios for both project opening and the future design year was provided by the project team and is presented in Appendix F.
The traffic data incorporates population and employment projections, and growth in demand (regional growth, vehicle trips attracted from competing routes and induced demand as a result of improved travel times).
Reference should be made to the corresponding traffic and transport report for further details relating to the traffic forecast methodology and potential limitations of the data.
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5.7 Modelling of congestion Traffic has been modelled as free flowing for the Build scenarios. Congestion factors (refer to Section 5.4.7), which reduce noise levels, have been considered for the No-Build scenarios only.
This approach is conservative and increases noise levels in the build scenario relative to the No-Build scenario in addition to any road geometry and/or traffic changes.
5.8 Modelling of smart motorway ramps ‘Smart motorways’, also known as managed motorways, use real-time information, communication and traffic control systems incorporated into and alongside the road to improve traffic flow.
Included in the smart motorway infrastructure provided as part of the project are ramp meter signals at each of the motorway on-ramps at Homebush Bay Drive, Concord Road (excluding the new on-ramp from Concord Road southbound to the existing M4 westbound), Wattle Street and Parramatta Road. These would be similar to conventional intersection ‘red, amber, green’ traffic signals
The introduction of ramp meter signals may result in interrupted flow conditions when in use. This is generally expected to be during peak times when traffic demands are higher.
The flow conditions during these periods are considered similar to those at signalised intersections which produce interrupted flow that may be characterised by periods of relatively low noise levels followed by periods of higher noise levels as vehicles accelerate away from the traffic lights. In the Pacific Highway case study by Brown (The Effect of Signalisation on Road Traffic Noise Levels - A Case Studyxii) essentially no difference in LAeq(18hour) noise levels was found under signalisation compared to free flow conditions.
On this basis there is expected to be negligible change in LAeq(period) due to the managed flow conditions. The noise model therefore assumes free flowing traffic conditions on the ramps throughout the day and night-time periods.
The interrupted flow conditions may result in changes to the LAmax noise levels (eg during acceleration events), however, as the managed ramp systems are typically used during peak periods where LAeq noise levels are relatively high, further consideration of changes in noise level due to the managed ramps is not warranted at this stage. Should managed ramps be required in the low volume night-time periods, further assessment should be undertaken during detailed design based on the specific periods of use, and associated traffic volumes (including heavy vehicles) within these periods.
5.9 Modelling of Tunnel and Tunnel Portals The assessment utilises the SoundPLAN 7.1 calculating algorithm for portal noise emissions. This considers traffic flow, length of tunnel and portal opening and generates four source strings at the tunnel opening. SLR has undertaken a comparison with the Olafsen paper presented at Internoise 96 - Noise from Tunnel Openings – An Engineering Approach (Olafsen, 1996)xiii and found both methods to give reasonably consistent sound power levels. On this basis, the approach taken for this assessment is considered appropriate.
Ground borne noise and vibration due to the movement of cars and trucks inside the tunnel is very low and does not cause any significant impact at the surface level properties. As such, this noise and vibration source will not be considered further in this report.
5.10 Modelling of noise barriers - Build scenario without mitigation Noise impacts are initially identified with existing noise barriers in place including relocated sections of existing noise barriers where required to accommodate the project design. The retained noise barriers are shown in Figure 7.
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Figure 7 Retained noise barriers
Where required, existing noise barriers have been relocated in the noise model maintaining the same absolute top of noise barrier height as existing. Exceptions to this are required where design constraints do not present a feasible or logical position for relocation. This includes existing M4 eastbound noise barriers in the location of the proposed Concord Road interchange which cannot be relocated. As the future ground design does not permit a relocated noise barrier in this section, no barriers were modelled in this area for the Build (without mitigation) scenario. This is of negligible significance to the assessment as the receivers behind this section of noise barrier are acquired by the project.
Where the design does not encroach on the existing noise barrier, the existing barriers are retained.
New and/or modified noise barriers are considered as an additional noise mitigation measure where feasible and reasonable (refer to Section 8.3).
5.11 Roads modelled in the assessment Roads where design or engineering changes are proposed have generally been considered as project roads. This results in receivers adjacent to these roads being considered eligible for treatment where the triggers presented in Section 6.2 are observed. The roads modelled as project roads are listed in Table 14.
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Table 14 Modelled roads considered as project roads
Road Name Section Comment M4 carriageway East of Homebush Bay Drive Alignment change Project ramps All Additional ramps Sydney Street East of Concord Road Works on this street for new ramp M4E carriageway (to M4E portals) All Additional carriageway Concord Road Between Parramatta Road and
northern extent of assessment area Works north of Parramatta Road and >2dBA increase in traffic due to the project
Wattle Street Between Parramatta Road and northern extent of assessment area
Alignment change
Parramatta Road Between Homebush Bay Drive and Concord Road
>2dBA increase in traffic due to the project between Homebush Bay Drive and Concord Road.
Between Bland Street and Orpington Street
Alignment change
Roads where no significant design or engineering changes are proposed have been considered as non-project existing roads. Significant design or engineering changes do not include normal tie-in works (eg line marking) where these intersect with a project road. Generally this means that receivers adjacent to these roads are considered eligible for treatment according to the scenarios identified in Section 4.5. The roads modelled as non-project existing roads are listed in Table 15.
Table 15 Modelled roads considered as non-project existing roads
Road Name Section Comment Homebush Bay Drive All Road within assessment area with no proposed works Parramatta Road Between Concord Road
and Bland Street Road within assessment area with no proposed works
Leicester Street South of Parramatta Road Road within assessment area with no proposed works Patterson Street All Road within assessment area with no proposed works Gipps Street All Road within assessment area with no proposed works Great North Road All Road within assessment area with no proposed works Frederick Street All Road within assessment area with no proposed works Ramsay Street All Road within assessment area with no proposed works Bland Street All Road within assessment area with no proposed works Orpington Street All Road within assessment area with no proposed works Dalhousie Street All Road within assessment area with no proposed works Liverpool Road All Road within assessment area with no proposed works
5.12 Assessed receiver facades The assessment includes all receivers (outdoor areas and building facades) within the defined assessment area (refer to Section 5.14).
Notwithstanding the above, in assessment areas adjacent to non-project existing roads (refer to Table 15), noise levels are assessed where the project generates an increase in total road traffic noise (ie from No Build to Build) of greater than 2 dB, or where the noise levels due to the project road results in ‘acute’ noise levels.
5.13 Receiver counts It is not practicable at this stage in the assessment to inspect all properties within the assessment area in order to establish the number of households within each building. Consequently, the assessment counts each floor of properties as individual ‘receivers’.
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In order to inform the detailed design assessment, discussion is provided to identify the total number of individual buildings which qualify for consideration of additional noise mitigation on the basis of at least one triggered floor. This is also combined with the number of triggered receivers per floor on the assumption that each floor is a separate dwelling. This provides a snapshot of the impacts across the project for a worst case.
Note that where multi-level residential buildings are apparent, counts for consideration of at-property treatment include the ground and first floor levels only. This is consistent with advice received from Roads and Maritime as it is generally not feasible and reasonable to provide at-receiver noise mitigation to multi-level residential receivers. Noise levels are assessed and outcomes referred to detailed design.
5.14 Highly urban area assessment boundary In highly urban situations a boundary width either side of the project of 600 metres may include other significant roads with noise levels that dominate at nearby receivers.
The collector roads, sub-arterial and arterial roads listed in Section 5.11 were modelled in order to identify the contributions from project and non-project existing roads separately. Using guidance from Section 6.3 of the NCG, the boundary width of the study area was reduced where the noise levels from the project contribute slightly less than half of the total noise level.
The highly urban assessment boundary is shown in Appendix G.
For this project, the requirement to extend the highly urban area to the nearest logical boundary essentially includes all areas within 600 metres of the project.
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5.15 Summary of noise modelling parameters A summary of the modelling parameters is provided in Table 16.
Table 16 Summary of baseline noise model inputs and parameters
Input Parameter Source of Data Ground topography Combination of surveyed road corridor data and
LIDAR point cloud survey
Proportion of absorbing ground
0.5 (CORTN)
Receiver Locations Aerial photography and LIDAR point cloud Vehicle Speed (2021 and 2031 Build and No Build)
Main carriageway Existing access ramps New ramps New M4 East carriageway New M4 carriageway west of M4 East portals Secondary network roads
As sign posted As sign posted 60 km/h 80 km/h 80 km/h As sign posted
Source Heights and Source Correction (dB)
Car exhaust Truck tyres Truck engines Truck exhausts
0.5 m (0.0 dB) 0.5 m (-5.4 dB) 1.5 m (-2.4 dB) 3.6 m (-8.5 dB)
Road Surface Corrections (applied to all modelled source lines as a surface correction)
Existing M4 Carriageway New M4 East Carriageway New M4 Carriageway New Ramps Surrounding network roads
-2.0 dB1
0.0 dB2
0.0 dB2
0.0 dB
0.0 dB Number and Location of sensitive receiver points
All sensitive receiver buildings, all facades and all floors, excluding facades shorter than 2.0 meters. Facade point located at the centre of the facade
Congestion Corrections (applied to all modelled source lines as a surface correction in the No Build Scenario only)
M4 carriageway (day / night) Parramatta Road (day / night) Wattle Street (day / night) Concord Road (day / night)
0 / -2.1dBA 0 / 0 -1.4 / -1.4 dBA -1.7 / -1.4 dBA
Receiver Location (@ 1m from Facade)
Ground floor3 First floor3
1.5 m 4.3 m
Facade Correction +2.5 dB ARRB -1.7 dBA for facade conditions
-0.7 dBA for free-field conditions
LA10 to LAeq -3 dBA LAeq(period) to LAeq(1hour) correction4
LAeq(15hour) to LAeq(1hour) +2.5 dBA LAeq(9hour) to LAeq(1hour) +4.4 dBA
Note 1: Applied correction for OGA. Note 2: Low noise pavement is considered as additional noise mitigation where feasible and reasonable (refer to
Section 8.2). Note 3: These are typical heights above ground level, the height of some receivers were adjusted according to site survey
information. Note 4: Derived from monitoring data presented in Appendix C. Refer to Table 7 for summary data. Corrections are based
on the median of the individual monitoring results at the representative locations
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6 Process for feasible and reasonable operational noise mitigation
6.1 Noise Mitigation Guideline The NMG provides guidance in managing and controlling road traffic generated noise and describes the principles to be applied when reviewing noise mitigation. The NMG recognises that the criteria recommended by the NCG are not always practicable and that it is not always feasible or reasonable to expect that they should be achieved.
The NMG notes that the most effective way of minimising noise from vehicles and traffic is to control vehicle noise at the source. Where source measures are not practical, or do not provide sufficient noise reduction, additional methods are required to reduce levels to within acceptable margins. Such additional methods may include the use of noise barriers and/or consideration for architectural treatment of residences.
Further detail on the process of applying the NMG is presented in the following sections.
6.2 Guidance for consideration of reasonable additional noise mitigation
The NMG provides three triggers where a receiver may qualify for consideration of noise mitigation (beyond the adoption of road design and traffic management measures). These are:
Trigger 1
The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project (ie the noise predictions for the Build minus the No Build) is greater than 2 dBA.
Trigger 2
The predicted Build noise level is 5 dBA or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project.
Trigger 3
The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dBA or higher, or night-time LAeq(9hour) 60 dBA or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road.
The eligibility of receivers for consideration of additional noise mitigation is determined before the benefit of additional noise mitigation (low noise pavement and noise barriers) is included. The requirement for the project is to provide feasible and reasonable additional mitigation for these eligible receivers to meet the NCG controlling criterion. If the NCG criterion cannot be satisfied with low noise pavement and noise barriers, then the receiver is eligible for consideration of at-property treatment.
Further detail on the process of applying the NMG is presented in Section 6.
The NMG process is summarised in the flowchart in Figure 8.
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Figure 8 Flowchart - Reasonable and feasible noise mitigation (NMG)
Note 1: Green route when evaluation is “yes”, blue route when evaluation is “no”.
6.3 Procedure overview As highlighted in the NMG, once noise has been minimised by feasible and reasonable methods during the corridor planning and road design stages, receivers with residual exceedances of the NCG controlling criteria shall be assessed to determine if they qualify for noise mitigation.
For receivers that qualify for consideration of additional noise mitigation measures (refer to Section 6.2), potential noise mitigation measures are identified, in the order of preference from the list below:
1 Quieter pavement surfaces
2 Noise mounds
3 Noise barriers
4 At-property treatments.
The redevelopment of existing road corridors offers a limited range of noise control measures because of the inherent limitations to using corridor route adjustment, the proximity of existing residents to the road and limited road redesign options.
The priority of mitigation measures recognises that noise control at the source is preferable over noise path control and noise mitigation at the receiver.
The NMG notes that noise mitigation measures should be both feasible and reasonable.
Selecting reasonable measures from those that are feasible involves judging whether the overall noise benefits outweigh the overall adverse social, economic and environmental effects, including the cost of the abatement measure. To make such a judgement, consideration may be given to noise impacts, noise mitigation benefits, the cost effectiveness of noise mitigation and community views.
6.4 Definition of feasible and reasonable Where the noise goals in the Build scenarios are found to be exceeded as a result of a project, the project is required to adopt all feasible and reasonable mitigation measures to meet the targets.
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The NMG defines what feasible and reasonable factors may be considered when investigating noise mitigation measures.
‘Feasibility’ relates to engineering considerations (what can be practically built) and may include:
The inherent limitations of different techniques to reduce noise emissions from road traffic noise sources.
Safety issues, such as restrictions on road vision.
Road corridor site constraints such as space limitations.
Floodway and stormwater flow obstruction.
Access requirements.
Maintenance requirements.
‘Reasonableness’ relates to the application of wider judgements. The factors to be considered are:
The noise reduction provided and the number of people protected.
The cost of mitigation, including the total cost and cost variations with different benefits provided.
Community views and wishes.
Visual impacts.
Existing and future noise levels, including changes in noise levels.
The benefits arising from the proposed road or road development.
6.5 Road design and traffic management There are limited opportunities to acoustically optimise the design of the project given that the works are within or close to the existing road corridor and surrounded in most places by existing communities.
While the covered section of the cut and cover section reduces noise by enclosing the vehicles, the extent of this is limited by the required clearance for vehicles passing into the tunnels.
Traffic management strategies aimed at reducing noise are not considered to be a feasible option for the project given the high daily volumes of traffic that use the motorway in both the existing and future scenarios.
The early design planning has considered noise impacts as far as reasonable practicable and as such this assessment makes no further consideration of road design and/or traffic management as a feasible noise mitigation measure.
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7 Operational road traffic noise impact assessment overview
The following sections present an overview of the considerations and procedures involved in the operational road traffic noise impact assessment. It is intended that this section is read in conjunction with the assessment outcomes presented in Section 8.
7.1 Operational noise impact without mitigation The ‘without mitigation’ noise predictions identify receivers which qualify for consideration of additional noise mitigation. These receivers remain triggered (ie qualify for consideration of property treatment) unless the predicted noise level meets the NCG controlling criterion with low noise pavement and/or noise barriers, where feasible and reasonable.
Baseline noise impacts have been identified with existing noise barriers in place (including relocated sections of existing noise barriers where required to accommodate the project design) and the reference DGA pavement (refer to Section 5.5) for all new and modified sections of road.
Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for additional noise mitigation. As per the discussion in Section 6.4, consideration of reasonableness is used to decide which of those receivers are eligible for additional noise mitigation measures.
7.2 Additional noise mitigation - low noise pavement The noise assessment considers the use of low noise pavements as a first noise control treatment adjacent to receivers that qualify for consideration of additional noise mitigation and where noise levels are dominated by roads with speeds greater than 70km/h.
Areas identified where the use of low noise pavement include the following:
Existing M4 Carriageway (Speed: 60 km/h to 90km/h)
New M4 East Carriageway (Speed: 80 km/h)
New M4 Carriageway (Speed 80 km/h)
7.3 Additional noise mitigation - noise barriers Where the benefit of low noise pavements is insufficient to meet the NCG controlling criterion at the eligible receivers in the Build assessment scenarios, the project is required to investigate the use of noise barriers as a further additional noise mitigation measure.
7.3.1 Assessment overview In sensitive receiver locations where exceedances of the operational noise criteria are predicted, new or increased height noise barriers have been considered where four or more eligible properties are found to be closely spaced. Where the number of exceeding receivers is found to be three or less, the specification of noise barriers is not considered to be a reasonable or cost-effective approach and architectural treatment of these receivers should be considered. This approach is consistent with the NMG.
Noise barriers are typically most efficient when the receivers being protected are located at ground floor level. As the height above ground of a receiver increases, the noise reduction due to the barrier is usually seen to reduce due to the increased line-of-sight over the top of the barrier to the road corridor (ie reduced path length difference).
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It is not uncommon for upper floors of multi-storey buildings to see little to no reduction in noise levels from nearby barriers because of their elevation. The process of determining reasonable barrier heights would therefore generally be less likely to result in noise barriers being considered a reasonable option if upper floors formed part of the analysis. With consideration of this, the assessment and optimisation of noise barriers for the project makes use of noise predictions at ground and first floor only.
7.3.2 NMG requirements The underlying principle in the NMG document is to give preference to at-road noise mitigation measures over at-property measures.
The NMG approach identifies the number of receivers (noting that a two storey residence is counted as two receivers) that receive at-residence treatment versus barrier height to establish an initial design height and then conducts a weighted analysis to find the optimal mix of barrier height and at-property treatments. This prioritises at-road mitigation and minimises the use of at-property treatments, as per the intent of the RNP.
This approach first identifies the maximum barrier height (up to 8 m) where no receivers require at-property treatment. The initial design height is then established by identifying the height where, of the receivers that benefit from the noise barrier, two thirds no longer require at-property treatment. A value of two thirds is defined in the NMG as further increases in barrier height have been shown to have diminishing benefits with respect to increasing barrier heights.
Weightings are then applied which consider cost and the overall noise benefits the barrier provides to the wider community. The total points weighting at each barrier height is the sum of the weightings for barrier area, number of at-property treatments and exceedances of 50 dBA LAeq(15hour) daytime or 45 dBA LAeq(9hour) night-time noise levels (based on the World Health Organisation (WHO) criteria).
A low point in the weighting curve between the initial design height and the maximum barrier height corresponds to the most reasonable barrier height in terms of community benefit and weighted cost. The feasibleness and reasonableness of the design and maximum barrier heights are then reviewed.
As a guide, noise barriers are considered to be a reasonable noise mitigation option where they are capable of providing an insertion loss of:
5 dBA at representative receivers for barrier heights of up to 5 m.
10 dBA at representative receivers for barrier heights above 5 m high and up to 8 m high.
In certain situations the requirements for the barrier cannot always be met. In this case further feasible and reasonable considerations are undertaken with guidance from Roads and Maritime.
Where an existing barrier is relocated as part of the works, the top of noise wall height of the replacement section of the noise barrier should be consistent with the existing height unless the optimised barrier height is greater.
7.4 Receivers considered for property treatments For individual residential receivers, Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor. It is generally not feasible and reasonable to provide at-receiver noise mitigation to multi-level residential receivers. Noise levels are assessed and outcomes referred to detail design.
Where residential receivers are identified as exceeding the NCG criteria in multi-storey apartment buildings, a further feasible and reasonable review of architectural treatments should be completed during the detailed design. This would consider requirements adjacent to elevated sections of the project, noting also that some existing sections of the M4 Motorway are elevated.
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7.5 Architectural property treatments At locations, where residual impacts remain after all feasible and reasonable approaches have been exhausted, noise mitigation in the form of acoustic treatment of existing individual dwellings is to be considered.
At-property architectural acoustic treatments should aim to achieve internal noise levels in habitable rooms 10 dBA below the external noise level criteria. In some cases this will be limited by the existing construction and condition of the residence.
Building element treatments are more effective when they are applied to masonry structures than lightly clad timber frame structures. Caution should be exercised before providing treatments for buildings in a poor state of repair, as they will be less effective and may not provide any appreciable noise reduction benefit. Heritage advice should be sought if the treatments have the potential to impact the heritage significance of a property. In extreme cases this could result in a decision not to proceed with a treatment on the grounds that it was not considered to be reasonable or feasible mitigation option.
The acoustic treatments provided by Roads and Maritime are typically limited to:
Fresh air ventilation systems that meet the Building Code of Australia requirements with the windows and doors closed.
Upgraded windows and glazing and solid core doors on the exposed facades of the substantial structures only (eg masonry or insulated weather board cladding with sealed underfloor). These techniques would be unlikely to produce any noticeable benefit for light frame structures with no acoustic insulation in the walls.
Upgrading window or door seals and appropriately treating sub-floor ventilation.
The sealing of wall vents.
The sealing of the underfloor below the bearers.
The sealing of eaves.
The recommended residual noise impact mitigation package for all habitable rooms of eligible locations is as follows:
Architectural treatment of dwellings ≤10 dBA over NCG target
Where external noise levels are less than 10 dBA above the NCG criteria, acceptable internal noise levels may be achieved with appropriately sealed windows closed on exposed facades.
A light framed building with single glazed (closed and adequately sealed) windows with sealed wall vents will typically provide an external to internal noise reduction of 20 dBA. Where the NCG internal criteria in habitable rooms can only be achieved with windows and vents closed, then mechanical ventilation should be provided (subject to individual consultation with dwelling owners) to ensure sufficient airflow inside the dwelling, so as to meet the requirements of the Building Code of Australia.
Architectural treatment of exceeding dwellings >10 dBA over NCG target
Where the external levels are more than 10 dBA greater than the NCG criteria, then upgraded windows, doors and/or seals (depending on individual assessment and generally only suitable for masonry type buildings) is necessary, in addition to the above.
7.6 Sensitivity analysis A sensitivity analysis of the operational road traffic noise assessment and noise modelling methodology has been undertaken.
The likely change in the predicted number of receivers that are considered eligible for consideration of property treatment has been determined by applying a correction factor to the noise model predictions in 0.5 dBA increments.
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The sensitivity of the total number of property treatments to the noise model accuracy is presented in Section 8.6.
7.7 Maximum noise levels A maximum noise level assessment has been conducted in accordance with the procedure Preparing an Operational Noise and Vibration Assessment (Roads and Maritime, 2011) using guidance contained in Practice Note iii on the ENMM.
It is noted that the RNP and ENMM both state that whilst a maximum noise level assessment is required to be undertaken for new and upgraded road infrastructure projects, it should only be used as a tool to help prioritise and rank mitigation strategies, and should not be applied as a decisive criterion in itself.
The objective of the maximum noise level assessment is to determine whether maximum noise levels are likely to increase or decrease as a result of the project.
Maximum noise level events were measured as part of the ambient noise study (refer to Section 3.3).
The maximum noise level assessment includes an evaluation of the number and distribution of night-time passby events in accordance with the ENMM. A maximum noise level event is defined within the ENMM as being any passby where:
The maximum noise level of the event is greater than 65 dBA LAFmax, and
The LAFmax - LAeq(1hour) is greater than or equal to 15 dBA.
It should be noted that strategies are currently being implemented to reduce road traffic noise across the state’s road network which may reduce the number of maximum noise levels events over the longer term.
These strategies include local council requirements to include noise mitigation in new dwellings, metropolitan plans to increase the use of public transport, state wide plans for upgrades of major transport routes, and national initiatives to reduce heavy vehicle engine brake noise and road freight haulage.
In addition, state wide strategies for sharing freight with rail modes are expected to result in reduced noise from heavy vehicle freight on roads in many areas and a corresponding reduction in high noise level events from road traffic.
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8 Operational road traffic noise impact assessment
8.1 Operational noise impacts without mitigation Predicted noise levels for all assessed scenarios are shown in Appendix H and Appendix I for the No Build and Build (without mitigation) scenarios respectively.
The ‘without mitigation’ noise predictions identify receivers which qualify for consideration of additional noise mitigation.
8.1.1 Change in noise levels without mitigation Noise predictions throughout the study area indicate that receivers adjacent to the M4 East project are subject to significant existing noise impacts from existing road traffic and in many cases exceed the NCG controlling criterion due to noise from existing road traffic, as shown in the No Build scenarios in Table 17.
Table 17 Receivers over the NCG controlling criteria without mitigation
NCA Receiver Type
Floor 2021 No Build
2021 Build
2031 No Build
2031 Build
Day Night Day Night Day Night Day Night
NCA01 All All 55 51 54 55 54 55 68 66 NCA02 All All 34 28 13 10 37 33 34 30 NCA03 All All 46 23 44 27 45 27 58 48 NCA04 All All 19 2 16 0 19 3 18 1 NCA05 All All 96 75 54 45 98 76 66 54 NCA06 All All 33 31 13 12 35 33 16 16 NCA07 All All 71 71 78 78 71 72 78 78 NCA08 All All 1 1 - - 1 1 - - NCA09 All All 72 74 71 75 73 74 71 76 NCA10 All All 14 14 2 - 14 17 2 - NCA11 All All 170 168 131 127 175 181 137 136 NCA12 All All 77 71 70 67 89 73 75 68 NCA13 All All 142 140 135 129 144 142 136 131 NCA14 All All 11 18 16 18 11 22 20 20 NCA15 All All 21 24 29 32 24 27 32 32 NCA16 All All 40 52 46 54 41 53 41 51 NCA17 All All 38 38 43 39 39 40 43 40 NCA18 All All 35 38 37 38 35 38 38 41 NCA19 All All 67 55 65 54 68 56 65 54 NCA20 All All 46 35 43 31 58 43 58 39 NCA21 All All 117 117 144 144 117 120 144 145 All All All 1205 1126 1104 1035 1248 1186 1200 1126 Note: Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for
additional noise mitigation. As per the discussion in Section 6.2, further criteria are used to determine which of those receivers are eligible for additional noise mitigation measures.
The predicted change in noise levels (Build minus No Build) across the study area as well as Parramatta road between Concord Road and Wattle Street is summarised Figure 9.
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Figure 9 Predicted change in noise levels (Build minus No Build) without mitigation
The information presented in Table 17 and Figure 9 indicates the following:
The project is predicted to result in an overall decrease in the number of receivers with an exceedance of the NCG criteria across the study area as a whole during both the daytime and night-time periods. This is mainly due to areas where traffic is forecast to reduce as part of the project (such as the unmodified section of M4 east of the proposed portals and Parramatta Road east of Concord Road)
The project is predicted to result in a reduction in noise levels at approximately 78 percent of the receivers within the study area (including those on Parramatta Road between the assessment areas).
A minor (less than 2.0 dBA) increase in noise levels is predicted at approximately 18 percent of the receivers. This magnitude of noise increase is noted in the RNP as being barely perceptible to the average person.
Large reductions in noise (up to around -8 dBA) are identified in NCA04 (north of the M4 east of the new portals) where the project is forecast to significantly reduce traffic on the M4 carriageways.
Large increases in noise (up to around +16 dBA) are identified in NCA07 to NCA09 (near the Concord Road interchange) and NCA14 to NCA18 (near the Wattle Street interchange) where the project adds new lanes / ramps closer to receivers in combination with removing existing building screening due to property acquisitions.
The relatively minor change in noise levels at the majority of receivers means that the requirement for the project to provide additional noise mitigation in most areas is due to high existing noise levels (ie cumulative limit exceedances).
It should be noted that the change in noise levels between the Build and No Build scenarios includes the potential increase in noise due to the alleviation of congestion on the M4, Concord Road and Wattle Street (refer to Section 5.7) and is not entirely due to changes in traffic volumes or road alignment.
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8.1.2 Receivers considered for additional noise mitigation Maps showing the location of receivers identified for consideration of additional noise mitigation (all assessment scenarios - refer to Section 5.1) are presented in Appendix J. Noise level increase contours (all scenarios) are also shown on these maps.
Further discussion of the project noise impacts (without mitigation) is presented in Table 18.
A total of 400 receivers/floors (306 lots) are considered for additional noise mitigation on the basis of the following triggers:
The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project is greater than 2 dBA. A total of 76 receivers are triggered on this criterion alone.
The predicted Build noise level is 5 dBA or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project. A total of 33 receivers are triggered on this criterion alone.
The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dBA or higher, or night-time LAeq(9hour) 60 dBA or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road. No receivers are triggered on this criterion alone.
A total of 283 receivers are triggered due to a mix of the above criteria.
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Table 18 Receivers considered for additional noise mitigation by NCA
NCA Receiver Type Receiver floors (receiver lots)
Comments
NCA01 Residential 53 (31) Additional lanes and increases in traffic on Parramatta Road affect receivers to the south of the M4. Receivers to the north of the M4 would have a significant increase in noise due to the new M4E lanes and change in alignment of the M4. Other 0 (0)
NCA02 Residential 20 (17) Receivers to the north of the M4 have a significant increase in noise due the new M4E lanes and change in alignment of the M4. Other 1 (1)
NCA03 Residential 31 (29) Additional traffic on Parramatta Road results in increased noise levels at adjacent receivers. Receivers adjacent to the motorway are impacted by increased noise from the M4 (new flyover), new portals and M4E lanes. The other sensitive receiver buildings are a school located at approximately 500m from the project works, triggered due to cumulative limit exceedances.
Other 4 (3)
NCA04 Residential 0 (0) No increase in noise due to the project in this area (traffic decreases on the M4 due to opening of the M4E). The other sensitive receivers are triggered due to a cumulative limit exceedance. Other 5 (4)
NCA05 Residential 11 (6) Additional traffic on Parramatta Road results in increased noise levels at adjacent receivers. Other 3 (2)
NCA06 Residential 10 (10) Increase in noise due to additional noise source from new roads and tunnel portals as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. Other 1 (1)
NCA07 Residential 68 (55) Additional traffic on Concord Road (north) results in increased noise levels at adjacent receivers. Generally these receivers are also above the cumulative limit. Other 2 (1)
NCA08 Residential 0 (0) This NCA is mostly acquired by the project Other 0 (0)
NCA09 Residential 2 (2) Increase in noise due to additional noise source from new roads and portals as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. Other 0 (0)
NCA10 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit exceedance. Other 0 (0)
NCA11 Residential 14 (8) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit exceedance. Other 0 (0)
NCA12 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road and Wattle Street (due to traffic using new tunnels). Other 0 (0)
NCA13 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit exceedances. Other 4 (2)
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NCA Receiver Type Receiver floors (receiver lots)
Comments
NCA14 Residential 16 (14) Increase in noise due to additional noise source from new roads and portals as well as acquisition of front row properties resulting in reduced screening. Other 1 (1)
NCA15 Residential 28 (26) Receivers to the south of Wattle Street subject to increase in noise due to additional noise source from new roads and tunnel portals as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. These receivers are triggered due to a significant increase in noise level. Receivers to the north of Wattle Street subject to a reduction in noise due to decrease in traffic on Wattle Street due to traffic using new tunnels. These receivers are triggered due to a cumulative limit exceedance.
Other 0 (0)
NCA16 Residential 15 (13) Increase in noise due to additional noise source from new roads as well as acquisition of front row properties resulting in reduced screening. The other sensitive receivers are outdoor areas, where the new alignment moves closer to areas typically in use. Increases are apparent in this locality however the receivers are also triggered due to cumulative limit exceedances.
Other 2 (2)
NCA17 Residential 32 (27) Receivers generally subject to increase in noise due to additional traffic on Wattle Street exiting from the new tunnels. Other 0 (0)
NCA18 Residential 13 (10) Increase in noise due to additional noise source from new roads as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. Other 0 (0)
NCA19 Residential 1 (1) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit exceedances. Other 1 (1)
NCA20 Residential 15 (11) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit exceedances. Other 2 (2)
NCA21 Residential 37 (21) Increase in noise due to additional noise source from new road alignment closer to receivers as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. Other 0 (0)
ALL Residential 366 (281) - Other 26 (20) - TOTAL 392 (301) -
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8.2 Additional noise mitigation - low noise pavement Low noise pavement has been considered for the surface sections of the M4 East carriageway and modified sections of the M4 carriageway. Other roads within the study area have not been considered for a low noise pavement due to lower vehicle speeds and/or operational constraints regarding pavement type as discussed in Section 7.2.
Of the receivers eligible for consideration of additional noise mitigation refer to Section 8.1, receivers which remain above the NCG controlling criterion after the benefit of low noise pavement are eligible for consideration of further additional noise mitigation and are identified in Appendix K.
Installation of the proposed low noise pavements is predicted to reduce noise levels by up to 2 dBA with the result that 21 receivers (total floors) no longer require consideration of further additional noise mitigation (noise barriers).
Low noise pavements are subject to further considerations during detailed design.
8.3 Additional noise mitigation - noise barriers The noise barrier optimisation process is based on guidance in the NMG as discussed in Section 7.3. The optimisation results are detailed in Appendix L with the assessed barriers identified in Figure 10 and recommendations summarised in Table 19.
The analysis identifies a total of seven new and increased height noise barriers considered reasonable under the NMG. The total length of these barriers is approximately 1.5 km of new or increased height barriers in addition to relocated barriers. While the assessment has identified these potential barriers as additional noise mitigation, the recommended barriers are subject to further considerations during detailed design such as construction limitations, overshadowing, urban design and community preference.
Installation of the proposed noise barriers is predicted to reduce noise such that 61 receivers (total floors) no longer require consideration of further additional noise mitigation (at-property treatment).
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Figure 10 Noise barriers in the study area
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Table 19 Noise barriers in the study area
Barrier Reference Existing Barrier Height1
(m)
Noise Barrier Details2 Comments Type Length
(m) Height (m)
NW_CCRDPRTAL_01 - New not reasonable 99 n/a Maximum and Optimised design height 8.0 m. No change in the number of triggered receivers. Only two benefitting
receivers. Recommend at-property treatments instead of a barrier. To be further considered during detailed design.
NW_CONCORD_01A - New not reasonable 151 n/a Maximum design height 8.0 m (due second floor triggers). Initial and Optimised design height of 1.5 m. No receivers
achieve an insertion loss (IL) of 5 dBA with the Optimised design height. The Optimised design height reduces triggers to
2/3 of those that can be eliminated between 0 m and the maximum height barrier.
Based on further feasible and reasonable considerations the barrier may prevent access to Sydney Cheil Church and
may potentially sterilise future use of the adjacent land by restricting visibility and/or access (between 83-91 Concord
Road). Therefore, recommend at-property treatments for the triggered receivers instead of a barrier. To be further
considered during detailed design.
NW_CONCORD_01B - New 187 3.0 Maximum, Initial and Optimised design height of 3 m. Some receivers achieve an IL of 5 dBA with the Optimised design
height. The Optimised design height eliminates all triggered receivers therefore recommend a 3 m noise barrier. Note
this wall is located on the edge of the access ramp.
NW_M4EB_01A - New 100 6.0 Maximum and Optimised design height 8.0 m. Initial design height of 6.0 m. Most receivers achieve an IL of more than
10 dBA with the initial design height. The Initial design height reduces triggers to 2/3 of those that can be eliminated
between 0 m and the maximum height barrier. Whist there may be benefits in erecting an 8.0 m high barrier, a 6.0 m
high barrier has been adopted for the EIS as the feasibility of a higher barrier will be investigated further in detailed
design. Therefore recommended to retain the existing barrier section where practicable and install a new extension to
the west at 6.0 metres height subject to further feasibility investigations during detailed design..
It is noted that this barrier section may be refined during detailed design to consider the potential for relocating the
proposed cycle path in conjunction with retaining the existing and/or supplementing NW_M4EB_01B noise barrier
(existing height 6.0m) as far as practicable.
NW_M4EB_01B 6.0 Existing Retained /
Existing Relocated
80 6.0
NW_M4EB_01C 4.2 to 6.0 Existing Relocated 116 4.2 to 6.0 Maximum design height of 7.0 m. Initial and Optimised design height of 4.0 m. The Optimised design height reduces
triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. The maximum height
barrier is unlikely to be within 125% of the cost of treatments with the Optimised design height.
Therefore recommend relocate NW_M4EB_01C at existing height (higher than optimised design height), retain existing
NW_M4EB_01D (higher than optimised design height) and increase height of NW_M4EB_01E to 4.0 m (more than
2 dBA improvement in IL over existing 2.1 m barrier).
NW_M4EB_01D 4.2 Existing Retained 60 4.2
NW_M4EB_01E 2.1 Existing Increase 93 4.0
NW_M4EB_01F - New 240 3.5 Maximum and optimised design height of 5.5 m (controlled by the upper floor of one receiver). Initial design height of
2.5 m. A recommend barrier height of 3.5 m is proposed based on further feasible and reasonable considerations
including elimination of property treatments when benefit from adjacent optimised barriers is considered and proximity of
adjacent barriers.
NW_M4EB_01G 3.4 Existing Relocated 144 3.4 No further assessment (not more than three closely spaced triggered receivers)
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Barrier Reference Existing Barrier Height1
(m)
Noise Barrier Details2 Comments Type Length
(m) Height (m)
NW_M4EB_01H 3.4 Existing Retained 210 3.4 No further assessment (not more than three closely spaced triggered receivers)
NW_M4EB_02 2.5 Existing Retained /
Existing Relocated
154 2.5 Marginal overlap with project footprint. Requirement to relocate barrier to be confirmed at detailed design. No further
assessment
NW_M4EB_03 3.0 Existing Retained 124 3.0 No further assessment (not more than three closely spaced triggered receivers)
NW_M4WB_01 - New not reasonable 219 n/a Maximum design height 5.0 m (due to noise levels at triggered receivers being limited by flanking around the side of the
noise barrier). Initial and Optimised design height of 5.0 m. No receivers achieve an IL of 5 dBA with the Optimised
design height. The Optimised design height eliminates only one property treatment with a 219 m noise barrier.
Therefore barrier is not considered reasonable, so at-property treatments for the triggered receivers are recommended
instead of a barrier.
NW_M4WB_02A 3.5 Existing Relocated 34 3.5 No further assessment (not more than three closely spaced triggered receivers)
NW_M4WB_02B 3.0 to 4.2 Existing Retained 234 3.0 to 4.2 Maximum design height 8.0 m. Initial and Optimised design height of 4.5 m. Benefiting receivers achieve a mixture of 2
and 5 dBA IL. Compared to the existing section of barrier the optimisation does not provide a 2 dBA benefit.
Therefore recommend retain existing barrier.
NW_M4WB_02C 4.2 Existing Relocated 226 4.2 Maximum design height 8.0 m. No reduction in triggers at any barrier height.
Recommend relocated barrier no lower than the existing RL top of barrier height (varying up to 4.2 m) at any relocated
section.
NW_M4WB_02D 4.2 Existing Retained 162 4.2 No further assessment (not more than three closely spaced triggered receivers)
NW_PARRA_01A - New not reasonable 264 n/a Maximum design height 6.0 m (due to noise levels at triggered receivers being limited by flanking around the side of the
noise barrier). Initial design height 4.5 m. Optimised design height of 6.0 m. Benefiting receivers achieve a mixture of 2,
5 and 10 dBA IL.
However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the
adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered
receivers instead of a barrier. To be further considered during detailed design.
NW_PARRA_01B - New not reasonable 203 n/a Maximum design height 8.0 m. Initial and Optimised design height 5.0 m. At the Optimised design height the benefiting
receivers achieve a mixture of 2 and 5 dBA IL.
However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the
adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered
receivers instead of a barrier. To be further considered during detailed design.
NW_PARRA_02A / B - New 162 2.0 Maximum height of 2.5m, Initial and Optimised design height of 2.0 m. Benefiting receivers achieve a mixture of 2 and 5
dBA IL at the Optimised design height. The Optimised design height reduces triggers to 2/3 of those that can be
eliminated between 0 m and the maximum height barrier.
Recommend 2.0 m barrier (potentially a lapped and capped timber fence) subject to considerations of future land use
during detailed design.
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Barrier Reference Existing Barrier Height1
(m)
Noise Barrier Details2 Comments Type Length
(m) Height (m)
NW_SYDNEY_01 - New not reasonable 129 n/a Maximum design height 2.5 m (due to noise levels at triggered receivers being limited by flanking around the side of the
noise barrier and / or noise from Concord Road). Initial of 2.0 m and Optimised design height of 2.5 m. No receivers
achieve an IL of 5 dBA with the Optimised design height. The Optimised design height reduces triggers to 2/3 of those
that can be eliminated between 0 m and the maximum height barrier.
However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the
adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered
receivers instead of a barrier. To be further considered during detailed design.
NW_WATTLE_01A - New 374 5.0 Maximum design height 8.0 m. Initial and Optimised design height of 5.0 m. Benefiting receivers achieve a mixture of 2
and 5 dBA IL. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the
maximum height barrier. Therefore, recommend barrier height of 5.0 m
NW_WATTLE_01B
- New 94 5.0 Maximum design height is 6.5 m (due to noise levels at triggered receivers being limited by flanking around the side of
the noise barrier). Initial design height is 3.5 m and the Optimised height is 4.5 m. The Optimised design height reduces
triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier and has benefiting receivers
with a mixture of 2 and 5 dBA IL.
However, based on further feasible and reasonable considerations the barrier sections NW_WATTLE_01C to
NW_WATTLE_01E (short sections broken by driveway access) are unlikely to be built due to overshadowing and visual
impacts. Therefore, recommend at property treatments for the triggered receivers instead of a barrier. To be further
considered during detailed design.
Recommend barrier height of 5.0 m for NW_WATTLE_01B due to proximity of adjacent barriers and community
perception of inequitable outcomes compared to neighbouring dwellings where screening has been reduced due to
acquisition of properties and subsequent demolition.
NW_WATTLE_01C - New not reasonable 51 n/a
NW_WATTLE_01D - New not reasonable 43 n/a
NW_WATTLE_01E - New not reasonable 19 n/a
NW_WATTLE_01F - New not reasonable 37 n/a
NW_WATTLE_01G - New 246 5.0 Maximum design height is 5.5 m (due to noise levels at triggered receivers being limited by flanking around the side of
the noise barrier). Initial design height is 4.5 m and Optimised height is 5.0 m. The Optimised design height reduces
triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier and has benefiting receivers
with a mixture of 2, 5 and 10 dBA IL.
The maximum height barrier is unlikely to be within 125% of the cost of the Optimised design height and it does not
provide more than a 2 dBA IL benefit compared to the Optimised design height.
Therefore, recommend barrier height of 5.0 m. Note: barrier extends slightly past the limit of works but only to the next
logical boundary.
Note 1: Existing height is the height of the existing or the replaced existing noise barrier (ie maintaining the same top of noise barrier height as the existing barrier) Note 2: Recommended height is subject to further considerations during detailed design such as construction limitations, overshadowing, urban design and community preference.
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8.4 Operational noise impacts with mitigation Predicted noise level maps showing noise levels at all residential receiver buildings for the Build (with mitigation) scenarios are provided in Appendix M.
The ‘without mitigation’ noise predictions are used to identify receivers which qualify for consideration of at-property treatment.
8.4.1 Change in noise levels with mitigation The number of receivers predicted to remain over the NCG criteria in the Build (with mitigation) scenario are summarised in Table 20. Note that these receivers do not necessarily qualify for consideration of additional mitigation.
Table 20 Receivers over the NCG controlling criteria with mitigation
NCA Receiver Type
Floor 2021 No Build
2021 Build
2031 No Build
2031 Build
Day Night Day Night Day Night Day Night
NCA01 All All 55 51 11 11 54 55 29 29 NCA02 All All 34 28 2 2 37 33 5 5 NCA03 All All 46 23 37 22 45 27 48 41 NCA04 All All 19 2 16 0 19 3 16 1 NCA05 All All 96 75 54 45 98 76 66 54 NCA06 All All 33 31 13 12 35 33 16 16 NCA07 All All 71 71 77 77 71 72 77 78 NCA08 All All 1 1 - - 1 1 - - NCA09 All All 72 74 70 74 73 74 70 75 NCA10 All All 14 14 2 - 14 17 2 - NCA11 All All 170 168 131 127 175 181 136 135 NCA12 All All 77 71 72 67 89 73 76 68 NCA13 All All 142 140 135 129 144 142 136 131 NCA14 All All 11 18 9 8 11 22 10 13 NCA15 All All 21 24 17 22 24 27 20 22 NCA16 All All 40 52 47 57 41 53 45 54 NCA17 All All 38 38 28 31 39 40 26 30 NCA18 All All 35 38 34 35 35 38 34 33 NCA19 All All 67 55 65 54 68 56 65 54 NCA20 All All 46 35 43 31 58 43 57 39 NCA21 All All 117 117 144 144 117 120 144 145 All All All 1205 1126 1007 948 1248 1186 1078 1023 Note: Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for at-
property treatment. As per the discussion in Section 6.2, further criteria are used to determine which of those receivers are eligible for consideration of at-property treatment.
With reference to Table 17, the information presented in Table 20 indicates that the proposed additional noise mitigation (quieter pavement and noise barriers) is predicted to reduce the overall number of receivers with an exceedance of the NCG criteria. This reduction equals 122 and 103 receivers in the 2031 day and night-time periods respectively compared to the Build (without mitigation) scenario. However, slight increases (less than five) in the number of receivers over the criteria in the Build scenario with mitigation compared to the Build without mitigation are found in NCA12 and NCA16. This is due to marginal (less than 0.5 dBA) noise differences due to reflections from the recommended new noise barriers.
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8.4.2 Receivers considered for at-property treatment With reference to the criteria for additional mitigation (refer to Section 6.2), the number of receivers which have been identified as eligible for consideration of property treatments after additional noise mitigation (low noise pavement and noise barriers) are shown in Table 21.
Table 21 Receivers considered eligible for at-property treatment
NCA Receiver Type 2021 Final Build 2031 Final Build TOTAL Day Night Combined Day Night Combined By
Floor By Lot
NCA01 Residential - - - 20 21 22 22 22 Other - - - - - - - -
NCA02 Residential - - - 4 4 4 4 4 Other 1 - 1 1 1 1 1 1
NCA03 Residential 4 10 10 8 26 26 26 25 Other - - - 4 - 4 4 3
NCA04 Residential - - - - - - - - Other 3 - 3 5 - 5 5 4
NCA05 Residential 11 11 11 11 11 11 11 6 Other 2 2 2 3 2 3 3 2
NCA06 Residential 3 1 3 8 10 10 10 10 Other 1 1 1 1 1 1 1 1
NCA07 Residential 66 66 66 67 68 68 68 55 Other 2 2 2 2 2 2 2 1
NCA08 Residential - - - - - - - - Other - - - - - - - -
NCA09 Residential - - - - 1 1 1 1 Other - - - - - - - -
NCA10 Residential - - - - - - - - Other - - - - - - - -
NCA11 Residential 14 14 14 14 14 14 14 8 Other - - - - - - - -
NCA12 Residential - - - - - - - - Other - - - - - - - -
NCA13 Residential - - - - - - - - Other 3 - 3 4 - 4 4 2
NCA14 Residential 6 7 7 7 9 9 9 8 Other 1 1 1 1 1 1 1 1
NCA15 Residential 16 18 18 16 18 18 18 16 Other - - - - - - - -
NCA16 Residential 13 15 15 13 14 14 15 13 Other 2 - 2 2 - 2 2 2
NCA17 Residential 20 25 25 19 23 23 25 20 Other - - - - - - - -
NCA18 Residential 6 7 7 6 7 7 8 6 Other - - - - - - - -
NCA19 Residential 1 1 1 1 1 1 1 1 Other 1 - 1 1 - 1 1 1
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NCA Receiver Type 2021 Final Build 2031 Final Build TOTAL Day Night Combined Day Night Combined By
Floor By Lot
NCA20 Residential 10 10 10 10 15 15 15 11 Other 2 - 2 2 - 2 2 2
NCA21 Residential 35 36 36 33 36 36 37 21 Other - - - - - - - -
ALL Residential 205 221 223 237 278 279 284 227 Other 18 6 18 26 7 26 26 20 Total 223 227 241 263 285 305 310 247
The full NCG assessment table for all assessed receivers is provided in Appendix N (electronic copy).
The locations of the receivers eligible for consideration of property treatment are shown in the maps in Appendix O. These receivers correspond to those eligible for consideration of additional noise mitigation where the feasible and reasonable mitigation does not reduce the noise levels to meet the NCG controlling criterion.
8.5 Discussion of at-property treatments As shown in Table 21, a total of 310 receivers are predicted to be eligible for consideration of property treatment as part of this project. This number comprises:
284 residential receivers on a first or second floor (227 individual lots)
26 other sensitive receivers on a first or second floor (20 individual lots)
Of the individual lots eligible for consideration of at-property treatment on the first and second floor, 37 have been identified to be multi-storey (more than two floors) – refer to Appendix O. For individual residential receivers Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor.
Refer to Section 7.4 and Section 7.5 for discussion of applicable at-property treatments for these groups, noting that the finalised requirement for treatment would be confirmed during detailed design, following property inspections as required.
8.6 Sensitivity analysis The sensitivity of the total number of at-property treatments to the modelling predictions is shown in Figure 11.
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Figure 11 Assessment sensitivity analysis
The information contained in Figure 11 indicates that an additional 51 receivers would be eligible for consideration of property treatment if a +1 dBA correction were to be added to the noise model predictions. A reduction of -52 receivers would be apparent if 1 dBA was subtracted from the noise model predictions.
For a +2 dBA correction, an additional 112 receivers would be eligible for consideration of property treatment while a -2 dBA correction would reduce the number by -74 receivers.
8.7 Maximum noise levels The representative results of the maximum noise level monitoring is provided in Appendix P which includes the maximum noise level range for the passby events in the existing situation during the period of monitoring (2014). A summary of the maximum noise level assessment is presented in Table 22.
Indicative increases in maximum noise levels were evaluated based on an elevated source height corresponding to the height of a truck exhaust.
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Table 22 Measured maximum noise level events
Monitoring Location
Monitoring Dates Total Night-time Events within the Monitoring Period
Measured Maximum Noise Level (dBA LAFmax)
Range Average L1 26/03/14-9/04/14 62 65-79 72
L3 26/03/14-9/04/14 79 65-77 71
L5 26/03/14-6/04/14 500 69-96 75
L7 26/03/14-4/04/14 210 65-82 70
L9 26/03/14-5/04/14 164 65-82 70
L10 26/03/14-6/04/14 126 68-82 74
L12 26/03/14-9/04/14 181 66-83 73
L13 26/03/14-9/04/14 375 65-85 72
L15 26/03/14-5/04/14 147 74-90 77
L16 26/03/14-9/04/14 165 81-98 84
L18 26/03/14-9/04/14 291 70-86 75
L19 26/03/14-4/04/14 140 81-95 85
L20 26/03/14-9/04/14 366 77-97 83
L21 26/03/14-9/04/14 264 75-93 80
L22 26/03/14-9/04/14 447 74-99 82
L23 26/03/14-9/04/14 363 68-92 75
From the results presented within Table 22, it can be seen that existing average maximum noise level events typically range from 65 dBA to 85 dBA LAFmax at the monitoring locations along the study area. Locations immediately adjacent to Parramatta Road, Wattle Street and Concord Road were observed to have the higher existing maximum noise levels as a result of the relatively short setback and no screening. Noise level events towards the upper end of the range presented in Table 22 are likely to be from heavy vehicle passbys, with light vehicles tending towards the lower end of the range, if present.
Evaluation of the potential increase in maximum noise levels indicates that maximum noise level events may increase at residential receivers in the following locations:
NCA03 – Receivers south of the M4 adjacent to the new westbound M4 flyover where the existing noise barrier section does not block line of sight to an elevated heavy vehicle exhaust on the new flyover. Indicatively, typical increases of between 5 dBA and >10 dBA are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project (refer to Section 8.4.2).
NCA02 – Receivers north of the M4 adjacent to the new eastbound M4 flyover where the operational noise barrier is located to reduce the dominant LAeq noise source (the main carriageways) but does not provide screening from elevated heavy vehicle exhausts on the new flyover. Indicatively, typical increases of between 2 dBA and >10 dBA are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project.
NCA05 - Receivers south of the M4 adjacent to the new westbound on ramp at the adjacent multi-storey receiver on Powell Street. Indicatively, typical increases of around 3 dBA are predicted. It is noted that receivers are not eligible for consideration of at-property treatments in this catchment as part of the project.
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NCA09 – Receivers east of the new Concord Road interchange where the new ramps are closer to receivers and elevated heavy vehicle exhausts are above the proposed noise barrier height. Screening has also been reduced due to removal of the front row of buildings. Indicatively, typical increases of between 4 dBA and >10 dBA are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project.
NCA21 – Receivers south of the Parramatta Road interchange where screening is reduced due to removal of the front row of buildings and the road alignment moves closer to receivers to the south. Indicatively, typical increases of between 6 dBA and >10 dBA are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project.
NCA18 – Receivers southeast of Wattle Street where the road moves closer to receivers. Indicatively, typical increases of between 5 dBA and >10 dBA are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project.
The proposed noise barrier designs (refer to Section 8.3) are predicted to reduce the noise level of maximum noise level events for receivers which benefit from new or increased height barriers with no change to the field of view to the road. These benefits are mainly in receiver areas to the north of the unchanged M4 section, and parts south of Wattle Street behind the continuous barrier sections.
Some receivers as identified in the points above may experience an increase in magnitude of maximum noise events due to changes in view to the road alignment. The noise barrier optimisation process (refer to Section 7.3) does not account for changes in magnitude of the LAFmax noise events. It is therefore recommended that detailed investigation of maximum noise levels due to the project should be undertaken during detailed design including consideration of feasible and reasonable noise mitigation on the basis of maximum noise levels.
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9 Ventilation facilities noise impact assessment Industrial noise from items of mechanical plant has the potential to adversely affect nearby receivers. Mechanical plant will be necessary at the ventilation facilities required for the M4 East tunnels, The following ventilation facilities have been considered as part of this assessment:
In tunnel jet fans - airflow is achieved in the underground sections of tunnels through the use of jet fans. Jet fan noise emitted from the various portals therefore has the potential to adversely affect sensitive receivers situated in proximity to the portals. Various types of jet fans are likely to be used depending on the situation, and they are situated at separation distances of around 100 metres throughout the tunnels.
Ventilation facilities - airflow is achieved in the ventilation locations through the use of jet fans which ventilate to the outside via an exhaust outlet (proposed at 25 metres high above local ground at the eastern end and 30.5 metres at the western end).
Ventilation facilities are located at the following two sites:
Adjacent to Underwood Road in the Homebush Bay Drive Interchange zone (western ventilation facility). This ventilation station consists of five (four duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located above ground level in a vertical configuration.
At the corner of Parramatta Road near Wattle Street (eastern ventilation facility). This ventilation facility has the following two sections:
Section 1 is dedicated for M4 East works and consists of Eastbound Parramatta Road / Wattle Street ramps and Eastbound mainline exhaust: The plant room contains six (five duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. Westbound mainline supply: The plant room will contain two (one duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration.
Section 2 is dedicated for the future Stage 3 works and consists of Eastbound mainline supply: The plant room contains four (three duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. Westbound mainline and Wattle Street off-ramp exhaust: The plant room contains six (five duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration.
At Cintra Park, Burwood a fresh air supply facility is proposed consisting of three (two duty and one standby) large diameter axial supply fans and associated intake sound attenuators and motorised isolation dampers, all located below ground level in a horizontal configuration.
The design of the ventilation facilities is subject to detailed design.
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9.1 Operational noise metrics The noise metrics applied in the modelling and assessment of airborne noise from ventilation facilities are:
LAFmax The “typical maximum noise level” measured using the ‘fast’ response setting on a sound level meter. In the INP assessment of sleep disturbance, LAmax is used interchangeably with LAF1(1 minute).
LAF1(1 minute) The noise level which is exceeded for 1% of the sample period, used interchangeably with the LAFmax noise level in the assessment of potential sleep disturbance during night-time periods.
LAeq(15 minute) The ‘energy average noise level’ evaluated over a fifteen minute period, used in the assessment of the intrusiveness of noise sources.
LAeq(period) The ‘energy average noise level’ evaluated over the relevant time period, either day (11 hours), evening (4 hours) or night (9 hours). It is used in the assessment of amenity.
9.2 Ventilation facility noise criteria The INP sets two separate noise criteria to meet environmental noise objectives: one to account for intrusive noise and the other to protect the amenity of particular land uses. These criteria are to be met at the most-affected boundary of the receiver property. The more stringent of these two criteria usually defines the proposal specific noise levels. For both amenity and intrusiveness, night-time criteria are typically more stringent than daytime or evening criteria.
In addition to intrusiveness and amenity, the risk of sleep disturbance must be assessed. Sleep disturbance is assessed in accordance with the screening criterion described in the online Application Notes to the INP and the more detailed review of sleep disturbance contained in the Road Noise Policy (RNP), NSW EPA, 2011.
9.2.1 INP criteria for intrusive noise To provide for protection against intrusive noise, the INP states that the LAeq noise level of the source, measured over a period of 15 minutes, should not be more than 5 dBA above the ambient (background) LA90 noise level (or RBL), measured during the daytime, evening and night-time periods at the nearest sensitive receivers.
The intrusiveness criteria are determined from the RBLs in Table 7 from sensitive receiver locations nearest to the facilities.
9.2.2 INP criteria for amenity To provide protection against impacts on amenity, the INP specifies suitable maximum LAeq period noise levels for particular land uses and activities during the daytime, evening and night-time periods.
The residential receivers were not considered ‘suburban’ as the evening ambient noise levels are not defined by the natural environment and infrequent human activity. For this assessment, the existing residences potentially affected by noise from ventilation facilities are considered to be ‘urban’. According to the INP, an ‘urban’ area is characterised by an acoustic environment dominated by ‘urban hum’ or industrial source noise, through traffic with characteristically heavy and continuous traffic flows during peak hours, located near commercial districts or industrial districts. The relevant INP amenity criteria are presented in Table 23.
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Table 23 INP Amenity Noise Levels
Type of Receiver Indicative Noise Amenity Area
Time of Day Recommended LAeq Noise Level (dBA) Acceptable Recommended
Maximum Residence Urban Day 60 65
Evening 50 55 Night 45 50
According to the INP, where existing transportation LAeq noise levels exceed the ‘acceptable’ noise level by 10 dBA or more, and the existing noise level is unlikely to decrease in future, the noise criteria should be taken to be the existing noise level minus 10 dBA. This approach is also applicable to areas with high traffic noise.
9.2.3 INP Modifying factor adjustments Where a noise source contains certain characteristics, such as tonality, impulsiveness, intermittency, irregularity or dominant low-frequency content, there is evidence to suggest that it can cause greater annoyance than other less-obtrusive noise sources at the same level.
To account for this additional annoyance, the INP describes modifying factors to be applied when assessing amenity and intrusiveness. The noise sources have been assumed to operate without noticeable tonal, impulsive or intermittent components, unless otherwise stated, and the assessment therefore does not require the application of modifying factors, as defined in the INP.
9.2.4 Sleep disturbance The current approach to assessing potential sleep disturbance is to apply an initial screening criterion of background (or RBL) plus 15 dBA (as described in the Application Notes to the INP), and to undertake further analysis if the screening criterion cannot be achieved. The sleep disturbance screening criterion applies outside bedroom windows during the night-time period. Where the screening criterion cannot be met, the additional analysis should consider the level of exceedance as well as factors such as:
How often high noise events would occur
The time of day (normally between 10.00 pm and 7.00 am)
Whether there are times of day when there is a clear change in the noise environment (such as during early morning shoulder periods).
Other guidelines that contain additional advice relating to potential sleep disturbance impacts should also be considered, including the RNP. The RNP provides a review of research into sleep disturbance. From the research to date, the RNP concludes that:
Maximum internal noise levels below 50 dBA to 55 dBA LAFmax are unlikely to awaken people from sleep
One or two events per night, with maximum internal noise levels of 65 dBA to 70 dBA LAFmax , are not likely to affect health and wellbeing significantly.
It is generally accepted that internal noise levels in a dwelling, with the windows open are 10 dBA lower than external noise levels. Based on a worst case minimum attenuation, with windows open, of 10 dBA, the first conclusion above suggests that short term external noises of 60 dBA to 65 dBA are unlikely to cause awakening reactions. The second conclusion suggests that one or two noise events per night with maximum external noise levels of 75 dBA to 80 dBA LAFmax are not likely to affect health and wellbeing significantly.
9.3 Sensitive receivers The locations where ventilation facilities are proposed on the project are detailed in Table 24 and illustrated in Figure 12. Also included in the table are the details of the nearest potentially affected receivers and also the representative noise logging locations.
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Table 24 Sensitive Receivers Potentially Affected by Ventilation facility Noise
Ventilation facility Surrounding Roads Approx. Distance to Nearest Receiver1
Representative Noise Logging Location
Type Item
Tunnel Jet Fan
Main portals east of Homebush Bay Drive
Underwood Road Powell Street Park Road Pomeray Street
25 L2
Concord Road ramps Concord Road Sydney Street Young Street Carrington Lane Queen Lane
30 L5
Wattle Street ramps – south
Wattle Street Walker Avenue Allum Street
45 L19
Wattle Street ramps – north
Wattle Street Ramsay Street Martin Street
25 L19
Parramatta Road ramps Parramatta Road Chandos Street
40 L15
Ventilation Buildings
Western ventilation facility Underwood Road Powell Street Park Road Pomeray Street
40 L2
Fresh air supply facility Parramatta Road Taylor Street Queens Road Loftus Street
40 L10
Eastern ventilation facility Northcote Street Walker Avenue Alt Street Parramatta Road Wattle Street
65 L12
Note 1: Measured as the approximate horizontal distance from the nearest receiver to the closest part of the adjacent portal(s) / ventilation outlet.
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Figure 12 Location of ventilation facilities
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9.4 Noise goal summary A summary of the operational noise goals for the ventilation facilities is provided in Table 25. The more stringent of the intrusiveness or the amenity criteria sets the noise goals, as highlighted in orange in the table.
The noise goals are based on the night-time period only given the existing noise levels are at their lowest during this period and the corresponding noise goals are consequently at their most stringent.
Table 25 Summary of Operational Noise Goals for Ventilation facilities
Ventilation Facility Monitor. Location
Receiver Type
Existing Night-time Noise Levels (dBA)
Operational Noise Goals (dBA)
Type Item RBL LAeq LAeq(15min)
Intrusive1
LAeq(Period)
Amenity1,2
LA1(60sec) Sleep
Dist. Screening
Level
Tunnel
Jet Fans
Main portals L2 Residential 46 54 51 45 61
Concord Road
ramps
L5 Residential 46 62 51 453 61
Wattle Street
ramps – south
L19 Residential 44 69 49 453 59
Wattle Street
ramps – north
L19 Residential 44 69 49 453 59
Parramatta Road
ramps
L15 Residential 41 63 46 454 56
Ventilation
Buildings
Western
ventilation facility
L2 Residential 46 54 51 45 61
Fresh air supply
facility
L10 Residential 46 57 51 454 61
Eastern ventilation
facility
L12 Residential 43 56 48 454 58
Note 1: An orange highlight indicates the controlling design criteria (ie the lower of the intrusiveness and amenity criteria). Further discussion of the intrusive and amenity criteria is provided in Section 9.2.
Note 2: Criteria are identified as controlling as noise source is continuous throughout the period. Note 3: An urban night-time ANL of 45 dBA has been applied for the amenity criterion at these locations. This is due to the
noise logging locations being adjacent to the road which results in the measured LAeq noise levels not being representative of all receivers in the catchment.
Note 4: Locations adjacent to Parramatta Road where road traffic noise levels may decrease in the future due to reduced traffic volumes. An urban night-time ANL of 45 dBA has therefore been applied for the amenity criterion at these locations.
9.5 Equipment data 9.5.1 Tunnel jet fans Indicative sound power level data for the proposed tunnel jet fans are presented in Table 26.
Table 26 Indicative Sound Power Level of Jet Fans in Tunnel
Jet Fan Octave Band Frequency (Hz) / Sound Power Level LW (dB re 1pW) Sound Power Level LW (dB re 1pW)
60 125 250 500 1k 2k 4k 8k
1250 mm 108 100 94 87 95 91 87 87 109
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9.5.2 Ventilation equipment Sound power level spectral data for the proposed tunnel ventilation fans and attenuators have been used to identify the source spectrum taken as representative of the ventilation outlet. This has been used to estimate the maximum allowable sound power level at ventilation outlet in order to inform detailed design of the system.
It is beyond the scope of the EIS assessment to undertake detailed ventilation system calculations and these can only be accurately undertaken at a later design stage when the complete system design is finalised.
9.6 Modelling scenario 9.6.1 Tunnel jet fans The nearest jet fans to the various portals are typically located at a distance of at least 100 metres from the tunnel portals. The following calculations assume a conservative distance of 50 metres from the nearest jet fans to the various portals. Four jet fans have been included in the calculation for each assessment location and are assumed to be functional 24 hours a day, seven days per week.
9.6.2 Ventilation equipment It is assumed that the ventilation building will be constructed such that the breakout noise (ie the noise transmitted externally through the building structure itself) is at least 10 dBA below the noise emanating from the ventilation outlet at the nearest receiver location. The noise emissions from the ventilation outlet would therefore be dominant and modelling of the ventilation outlet has been used to determine the maximum allowable sound power levels under the INP guideline noise goals. The ventilation equipment is assumed to be operational 24 hours a day, seven days per week
9.7 Predicted noise impacts A summary of the results for the jet fan assessment are provided in Table 27.
Table 27 Jet fan noise assessment
Ventilation Facility Operational Noise (dBA LAeq)
Comments
Type Item Controlling Noise Goal
Predicted Noise Level
Tunnel Jet Fans
Main portals 45 37 Complies with noise goal
Concord Road ramps 45 44 Complies with noise goal
Wattle Street ramps – south 45 36 Complies with noise goal
Wattle Street ramps – north 45 41 Complies with noise goal
Parramatta Road ramps 45 37 Complies with noise goal
Ventilation Buildings
Western ventilation facility 45 Compliance at nearest receiver would require a maximum allowable SWL at ventilation outlet of 81 dBA LWA
Fresh air supply facility 45 Compliance at nearest receiver would require a maximum allowable SWL at ventilation outlet of 76 dBA LWA
Eastern ventilation facility 45 Compliance at nearest receiver would require a maximum allowable SWL at ventilation outlet of 84 dBA LWA
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The predicted noise levels indicate that no exceedance of the criteria is anticipated any of the five portal locations.
Based on the predicted noise propagation from the ventilation outlets, the recommended maximum allowable sound power level at each ventilation outlet, in order to meet the nominated noise goal at the nearest receiver are as follows:
81 dBA LWA at the Western ventilation facility
76 dBA LWA at the Fresh air supply facility
84 dBA LWA at the Eastern ventilation facility
9.8 Predicted modifying factors No INP modifying factors were found to be applicable in this assessment. However, given the indicative nature of the assessment possible during this EIS for ventilation facilities it should be noted that all finalised plant items should be assessed during detailed design with consideration of the INP modifying factors. Where modifying factors are found to be applicable they should be added to the assessment and compliance with the INP criteria checked at all receivers.
9.9 Other facilities At this stage of the design, specific mechanical plant has not been selected. Such items are likely to include electrical substations, water pumps and air conditioning units.
Noise emissions from mechanical plant together with all other industrial noise sources are assessed against the INP noise goals outlined in Section 9.2.
Due to the variety of plant items anticipated to be required, it is not practicable to specify individual acoustic requirements for individual units where equipment has yet to be selected. The exact requirements for the plant systems depend on the design, operation during the daytime, evening and night-time periods and location and will be considered during detailed design.
It is envisaged that the mechanical plant noise sources will be controllable by common engineering methods that may consist of:
Judicious location
Barriers
Silencers
Acoustically lined ductwork
The selected mechanical equipment should be reviewed and assessed for conformance with established criteria at the detailed design stage of the project when specific plant selection is finalised and appropriate noise control measures can be determined. Note the cumulative noise emissions from all fixed facility noise sources should be considered when determining appropriate mitigation options.
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10 Assessment of construction noise - on site works
10.1 Overview People are usually more tolerant to noise and vibration during the construction phase of proposals than during normal operation. This response results from recognition that the construction emissions are of a temporary nature – especially if the most noise-intensive construction impacts occur during the less sensitive daytime period. For these reasons, acceptable noise and vibration levels are normally higher during construction than during operations.
Construction often requires the use of heavy machinery which can generate high noise and vibration levels at nearby buildings and receivers. For some equipment, there is limited opportunity to mitigate the noise and vibration levels in a cost-effective manner and hence the potential impacts should be minimised by using feasible and reasonable management techniques.
At any particular location, the potential impacts can vary greatly depending on factors such as the relative proximity of sensitive receivers, the overall duration of the construction works, the intensity of the noise and vibration levels, the time at which the construction works are undertaken, and the character of the noise or vibration emissions.
The following section details the assessment of potential airborne noise impacts associated with the construction of the proposal. Construction noise goals have been determined based on the relevant government guidelines and industry standards. Potential noise levels have been predicted at sensitive receivers for expected activities and where levels are above the goals, feasible and reasonable impact mitigation measures are considered.
10.2 Proposed construction activities 10.2.1 Proposed works This report provides an assessment of the potential noise and vibration impacts associated with the activities likely to be required to construct the proposal. These activities involve conventional road construction equipment such as rockbreakers, earth moving equipment, concreting equipment, paving plant, and cranes. Further information on the specific items of plant considered in the assessment is presented in Section 10.5.
Site compounds are proposed as part of the project and are discussed in Section 10.6.4.
10.2.2 Construction hours The majority of aboveground construction works would be undertaken in accordance with the Interim Construction Noise Guideline (DECCW 2009) during the standard working hours of between:
7.00 am and 6.00 pm Monday to Friday
8.00 am and 1.00 pm on Saturdays.
There would generally be no aboveground construction works on Sundays or public holidays, with the exception of those activities required to be undertaken outside of standard construction hours.
To minimise the overall length of construction and the duration of amenity impacts on the local community, tunnelling works are proposed to be carried out 24 hours a day, seven days a week. The exception to this would be blasting activities which would only be undertaken during the following hours:
9.00 am to 5.00 pm Monday to Friday inclusive
9.00 am to 1.00 pm Saturday
At no time on a Sunday or on a public holiday.
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As tunnelling works would operate continuously, the associated tunnel support activities would also be undertaken up to 24 hours a day, seven days a week. A number of other construction activities would also be undertaken outside of standard construction hours to:
Minimise unacceptable traffic impacts on and disruptions to the road network
Minimise disturbance to surrounding landowners and commercial properties
Ensure the safety of the construction workers, motorists and the general public.
All civil sites (refer to Section 10.6.4) are proposed to operate during standard hours only.
With the exception of the civil sites and demolition of acquisition properties which are proposed during standard hours only, potential Out of Hours Works (OOHWs) impacts are included in the assessment for the proposed works in order to direct the management and mitigation of noise impacts during the detailed design phase. It is anticipated that the finalised requirements for OOHWs would be determined at a later design stage. It is understood that any OOHWs would be subject to a separate approval on a case-by-case basis and would likely require approval under the project’s Environment Protection Licence (EPL).
10.3 Construction noise metrics The three primary noise metrics used to describe construction noise emissions in the modelling and assessments are:
LAF1(1minute) The typical ‘maximum noise level for an event’, used in the assessment of potential sleep disturbance during night-time periods. Alternatively, assessment may be conducted using the LAFmax or maximum noise level
LAeq(15minute) The ‘energy average noise level’ evaluated over a 15-minute period. This parameter is used to assess the potential construction noise impacts.
LAF90 The ‘background noise level’ in the absence of construction activities. This parameter represents the average minimum noise level during the daytime, evening and night-time periods respectively. The LAeq(15minute) construction noise management levels are based on the LA90 background noise levels.
The subscript ‘A’ indicates that the noise levels are filtered to match normal hearing characteristics (A-weighted). ‘F’ indicates the noise signal has been ‘Fast’ time weighted.
10.4 Noise management levels for construction activity The ICNG requires proposal specific Noise Management Levels (NMLs) to be established for noise affected receivers. In the event construction noise levels are predicted to be above the NMLs, all feasible and reasonable work practices are investigated to minimise noise emissions.
Having investigated all feasible and reasonable work practices, if construction noise levels are still predicted to exceed the NMLs then the potential noise impacts would be managed via site specific construction noise management plans, to be prepared in the detailed design phase.
10.4.1 Residential receivers The ICNG provides an approach for determining LAeq(15minute) NMLs at residential receivers along the alignment applying the measured LAF90(15minute) rating background noise levels (RBL), as described in Table 28.
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Table 28 Determination of NMLs for residential receivers
Time of Day NML LAeq(15minute)
How to Apply
Standard hours Monday to Friday 7:00 am to 6:00 pm Saturday 8:00 am to 1:00 pm No work on Sundays or public holidays
RBL + 10 dBA The noise affected level represents the point above which there may be some community reaction to noise.
Where the predicted or measured LAeq(15minute) is greater than the noise affected level, the proponent should apply all feasible and reasonable work practises to meet the noise affected level.
The proponent should also inform all potentially impacted residents of the nature of works to be carried out, the expected noise levels and duration, as well as contact details.
Highly noise affected 75 dBA
The highly noise affected level represents the point above which there may be strong community reaction to noise.
Where noise is above this level, the relevant authority (consent, determining or regulatory) may require respite periods by restructuring the hours that the very noisy activities can occur, taking into account:
Times identified by the community when they are less sensitive to noise (such as before and after school for works near schools or mid-morning or mid-afternoon for works near residences.
If the community is prepared to accept a longer period of construction in exchange for restrictions on construction times.
Outside recommended standard hours
RBL + 5 dBA A strong justification would typically be required for works outside the recommended standard hours.
The proponent should apply all feasible and reasonable work practices to meet the noise affected level.
Where all feasible and reasonable practises have been applied and noise is more than 5 dBA above the noise affected level, the proponent should negotiate with the community.
Note 1 Noise levels apply at the property boundary that is most exposed to construction noise, and at a height of 1.5 m above ground level. If the property boundary is more than 30 m from the residence, the location for measuring or predicting noise levels is at the most noise-affected point within 30 m of the residence. Noise levels may be higher at upper floors of the noise affected residence.
Note 2 The RBL is the overall single-figure background noise level measured in each relevant assessment period (during or outside the recommended standard hours). The term RBL is described in detail in the NSW Industrial Noise Policy.
Adopting the measured background noise levels in Table 7 the NMLs derived for the proposal are detailed in Table 29.
The noise monitoring locations were selected to capture background noise levels at the typically most affected receiver locations in the various catchments along the alignment. The most affected receivers are typically front row receivers which have a direct line of sight to the nearby construction works.
Whilst background noise levels may reduce for receivers which are further back from the proposed works (and nearby roads) the construction noise predictions are likely to drop off at a quicker rate meaning the level of impact would be lower than the most affected front locations.
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Table 29 Residential receiver NMLs for construction
NCA-Receiver Type
Logger ID
Receiver Type
Standard Construction (RBL+10dB)
Out of Hours (RBL+5dBA) Sleep Disturbance Screening (RBL+15) Daytime
Period
Daytime
Period
Evening
Period
Night-
time
Period
NCA01.RES L23 Residential 63 58 58 54 64 NCA02.RES L01 Residential 63 58 57 51 61 NCA03.RES L02 Residential 60 55 55 51 61 NCA04.RES L03 Residential 60 55 54 48 58 NCA05.RES L04 Residential 66 61 61 53 63 NCA06.RES L05 Residential 63 58 57 51 61 NCA07.RES L22 Residential 71 66 62 47 57 NCA08.RES L06 Residential 58 53 52 47 57 NCA09.RES L07 Residential 51 46 46 43 53 NCA10.RES L09 Residential 51 46 46 45 55 NCA11.RES L08 Residential 65 60 59 52 62 NCA12.RES L10 Residential 60 55 55 51 61 NCA13.RES L13 Residential 56 51 51 43 53 NCA14.RES L11 Residential 68 63 63 57 67 NCA15.RES L19 Residential 68 63 60 49 59 NCA16.RES L21 Residential 66 61 58 48 58 NCA17.RES L21 Residential 66 61 58 48 58 NCA18.RES L12 Residential 56 51 51 48 58 NCA19.RES L14 Residential 66 61 59 49 59 NCA20.RES L15 Residential 64 59 57 46 56 NCA21.RES L16 Residential 68 63 60 50 60 Receivers east of limit of works
L18 Residential 57 52 52 44 54
Residential NMLs detailed in Table 29 are also applicable for aged care facilities within the project area.
Where construction would be undertaken during the night-time period the potential for sleep disturbance should be assessed. The current approach to identifying potential sleep disturbance impacts is to set a screening criterion 15 dBA above the RBL during the night-time period (10.00 pm to 7.00 am).
The term ‘screening criterion’ indicates a noise level that is intended as a guide to identify the likelihood of sleep disturbance. It is not a firm criteria to be met, however where the criterion is met sleep disturbance is not likely. When the screening criterion is met, a more detailed analysis is required.
The detailed analysis should assess the maximum noise level or LAF1(1minute), the extent that the maximum noise level exceeds the background noise level and the number of times any exceedance occurs during the night-time period.
10.4.2 Other sensitive land uses The proposal specific LAeq(15minute) NMLs for other non-residential noise sensitive receivers from the ICNG are provided in Table 30.
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Table 30 NMLs for Other sensitive receivers
Land Use NML LAeq(15minute) (Applied when the property is in use)
Classrooms at schools and other education institutions Internal noise level 45 dBA Hospital wards and operating theatres Internal noise level 45 dBA Places of Worship Internal noise level 45 dBA Active recreation areas (characterised by sporting activities and activities which generate their own noise or focus for participants, making them less sensitive to external noise intrusion)
External noise level 65 dBA
Passive recreation areas (characterised by contemplative activities that generate little noise and where benefits are compromised by external noise intrusion, e.g. reading, meditation)
External noise level 60 dBA
Community centres Depends on the intended use of the centre. Refer to the recommended ‘maximum’ internal levels in AS 2107 for specific uses.
For sensitive receivers such as schools and places of worship, the NMLs presented in Table 30 are based on internal noise levels. For the purpose of this assessment, it is conservatively assumed that all schools and places of worship have openable windows. On the basis that external noise levels are typically 10 dBA higher than internal noise levels when windows are open, an external NML of 55 dBA LAeq(15minute) has been adopted.
Other noise-sensitive businesses require separate proposal specific noise goals and it is suggested in the ICNG that the internal construction noise levels at these premises are to be referenced to the ‘maximum’ internal levels presented in AS 2107 Acoustics - Recommended design sound levels and reverberation times for building interiors. The ICNG and AS2107 do not provide specific guideline noise levels for childcare centres. Childcare centres generally have internal play areas and sleep areas. For internal play areas an internal NML of 55 dBA LAeq(15minute) has been adopted and for sleeping areas, an internal NML of 40 dBA LAeq(15minute) (when in use) has been adopted.
On the assumption that windows and doors of childcare centres may be opened, an external NML of 65 dBA LAeq(15minute) for play areas has been applied at the facade and would also be applicable to external play areas. For sleeping areas on the assumption that windows are open, the external NML is 50 dBA LAeq(15minute).
10.4.3 Commercial and industrial premises For commercial premises, including offices, retail outlets and small commercial premises an external NML of 70 dBA LAeq(15minute) has been adopted. An external NML of 75 dBA LAeq(15minute) has been adopted for industrial premises. In both land uses, the external noise levels should be assessed at the most affected occupied point on the premises.
10.4.4 Construction traffic noise When trucks and other vehicles are operating within the boundaries of the various construction sites, road vehicle noise contributions are included in the overall predicted LAeq(15minute) construction site noise emissions. When construction related traffic moves onto the public road network a different noise assessment methodology is appropriate, as vehicle movements would be regarded as ‘additional road traffic’ rather than as part of the construction site. Construction traffic noise impacts on public roads are assessed in Section 11.
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10.5 Overview of construction noise modelling To quantify noise levels from the construction activities a computer noise prediction model using the CONCAWE algorithms was developed using SoundPLAN Version 7.1 noise propagation software. The concept designs of the proposal, local terrain, receiver buildings and structures have been digitised in the noise model to develop a three-dimensional representation of the construction sites and surrounding environment.
10.5.1 Construction equipment This report provides an assessment of the potential noise and vibration impacts associated with the proposed activities required to construct the proposal, including earthworks, excavations and construction of operational infrastructure.
The construction noise assessment has considered the following construction activities:
Work area establishment including preparation of works zones for construction of the proposal
Temporary road and intersection modifications in the region of construction compound vehicle access gates near existing intersections
Construction compounds and general worksites including worker carparks, workshops, materials deliveries, and stockpiling activities
Road works and structure works including earthworks, piling, concreting, and road surface construction activities
Tunnelling and excavation works activities including spoil handling and tunnel lining works
Demolition of acquisition properties including the use of rockbreakers
Construction of ventilation facility buildings and infrastructure at ventilation building sites
Sound power levels for the typical operation of construction equipment applied in the modelling are listed in Table 31. These noise levels have been taken from verified test data and global standards that form part of the SLR noise database.
Table 31 Sound power levels for construction equipment
Scenario
Name
Activity (ie
Equipment
Split)
Equipment
(realistic worst-
case)
Worst-
case items
in same
location
Sound Power Level (dBA)1 Estimated
duration of
works at
any one
locality2
LWA LWAmax
Item Activity Activity
Demolition of
acquisition
properties
Demolition of
existing
buildings
Diamond Saw1 1 115 122 124 4-8 weeks
Excavator (Breaker) 1 1 121
Excavator (40 tonne) 1 109
Hand Tools 1 94
Site clearing Excavator (40 tonne) 1 109 113 118 4-8 weeks
Dozer 1 110
Grader - 108
Dumper (5 tonne) 1 95
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Scenario
Name
Activity (ie
Equipment
Split)
Equipment
(realistic worst-
case)
Worst-
case items
in same
location
Sound Power Level (dBA)1 Estimated
duration of
works at
any one
locality2
LWA LWAmax
Item Activity Activity
Work area
establishment -
All Areas
Installation of
environmental
controls
Excavator (40 tonne) 1 109 110 115 2-4 weeks
Franna Crane - 99
Truck (12-15 tonne) 1 103
Demolition of
existing
structures
Excavator (40 tonne) 1 109 121 124 2-4 weeks
Truck (25t) 1 103
Excavator (Breaker) 1 1 121
Vegetation
clearing
Excavator (40 tonne) 1 109 117 124 1-2 weeks
Tub Grinder 1 116
Truck (12-15 tonne) 1 103
Chainsaw 1 108
Utility
adjustments
Concrete Saw1 1 115 116 123 2-4 weeks
Excavator (40 tonne) 1 109
Suction Truck - 105
Truck (12-15 tonne) - 103
Bobcat - 104
Roller (non-vibratory)
1
- 100
Temporary
Road and
intersection
modifications
Pavement and
infrastructure
works
Truck (25t) 1 103 107 111 2-4 weeks
Scissor Lift 1 92
Franna Crane 1 99
Back Hoe (7.5 tonne
JCB)
1 102
Linemarking Line Marking Plant 1 98 104 108 1-2 weeks
Truck (25t) 1 103
Construction
ancillary
facilities -
General
Worksites
Establishment
of construction
facilities
Excavator (40 tonne) - 109 112 115 6-8 weeks
Franna Crane - 99
Mobile Crane (50
tonne)
- 100
Concrete Truck /
Agitator
2 106
Concrete Pump 1 106
Grader - 108
Roller (non-vibratory)
1
- 100
Water Tanker (8000
litre)
- 104
Semi Trailer 1 106
Truck (12-15 tonne) - 103
General
worksite and car
parking
Car Parking 50 73 97 105 Duration of
construction
works
Water Pump 1 97
Workshop,
deliveries,
maintenance,
and storage
Truck (10 tonne) 2 103 107 108
Hand Tools 2 94
Franna Crane 1 99
Telehandler 1 92
Water Tanker (8000
litre)
- 104
Stockpilling Front End Loader
(FEL) 962
2 112 117 119
Tipper Truck 2 110
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Scenario
Name
Activity (ie
Equipment
Split)
Equipment
(realistic worst-
case)
Worst-
case items
in same
location
Sound Power Level (dBA)1 Estimated
duration of
works at
any one
locality2
LWA LWAmax
Item Activity Activity
Roads/Cut-and-cover/Dive Structures and Approach Roads and Ramps
Piling Piling Rig (Bored) 1 108 113 118 4-8 weeks
Mobile Crane (all terrain) (20 tonne)
- 104
Concrete Pump 1 106
Excavator (40 tonne) 1 109
Concrete Truck / Agitator
1 106
Rock cuts Concrete Saw1 1 115 120 123 2-4 weeks
Jackhammer1 1 118
Earthworks Rock Anchor Drill1 - 108 122 124 4-8 weeks
Excavator (40 tonne) 1 109
Asphalt Milling Machine1
- 111
Excavator (Breaker) 1 1 121
Dozer 1 110
Grader - 108
Truck (25t) 1 103
Shotcrete Rig (based on concrete pump)
- 106
Concrete Truck / Agitator
- 106
Water Gurney - 110
Concrete works
Concrete Pump 2 106 111 112 2-4 weeks
Mobile Crane (all
terrain) (20 tonne)
- 104
Mobile Crane (300
tonne)
- 104
Slip Form Machine 2 102
Truck (10 tonne) 1 103
Bitumen Spray Truck - 100
Roller (non-vibratory)
1
- 100
Line Marking Plant - 98
Roadworks
Slip Form Machine 2 102 109 110 4-8 weeks
Truck (10 tonne) 2 103
Bitumen Spray Truck - 100
Roller (non-vibratory)
1
- 100
Line Marking Plant 1 98
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Scenario
Name
Activity (ie
Equipment
Split)
Equipment
(realistic worst-
case)
Worst-
case items
in same
location
Sound Power Level (dBA)1 Estimated
duration of
works at
any one
locality2
LWA LWAmax
Item Activity Activity
Tunnelling site
operations,
including
Excavation and
ground
support, civil,
mechanical,
and electrical
Equipment
Delivery
Semi Trailer 1 106 109 112 Duration of
construction
works
Truck (25t) 1 103
Elevated Working
Platform
1 97
Ute 1 98
Franna Crane 1 99
Tunnelling and
support
Road Header1 2 113 116 121 >6 months
Compressor for Air
Scrubber
2 72
Ventilation Scrubber 2 98
Excavator (1.5
tonne)
2 84
Spoil handling Tipper Truck 3 110 119 119 >6 months
Semi Trailer 4 106
Front End Loader
(FEL) 962
2 112
Ground support
Air Leg – SIG 1 110 112 118 >6 months
Rock Anchor Drill1 1 108
Bench
Operations
Rock Anchor Drill1 1 108 112 116 >6 months
Excavator (40 tonne) 1 109
Tunnel lining
Concrete Pump 2 106 113 115 >6 months
Compressor 1 95
Concrete Truck /
Agitator
2 106
Shotcrete Rig (based
on concrete pump)
1 106
Concrete Vibrator 1 102
Ventilation
facilities
Construction
Ventillation
building
installation
Mobile Crane (100
tonne)
1 101 111 112 >6 months
Concrete Truck /
Agitator
2 106
Concrete Pump 1 106
Truck (10 tonne) - 103
Mechanical and
electrical fitout
Elevated Working
Platform
2 97 104 102 8-12 weeks
Hand Tools 6 94
Note 1: In accordance with the EPA ICNG for activities identified as particularly annoying (such as jackhammering, rock breaking and power saw operation), a 5 dBA ‘penalty’ is added to predicted noise levels when using the quantitative method.
Note 2: Limited information is available on activity durations adjacent to individual sensitive receivers at this phase of the project, and hence, the key activities have only high level assumptions made with respect to proposed duration. These durations do not represent the overall activity duration (refer to Section Table 3).
Consistent with the requirements of the ICNG, and to inform the scheduling of construction activities and management of noise during the detailed design phase, the construction noise impacts are based on a worst-case assessment. The ICNG recommends that the realistic worst-case or conservative noise levels from the source should be predicted for assessment locations representing the most noise-exposed residences or other sensitive land uses. For each receiver area the noise levels are predicted at the most noise-exposed location, which would usually be the closest receiver.
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For most construction activities, it is expected that the construction noise levels would frequently be lower than predicted at the most-exposed receiver as the noise levels presented in this report are based on a realistic worst-case assessment.
This assessment includes predictions for all noise sensitive receivers within each NCA (refer Section 10.6)
10.5.2 Activity durations Overall indicative durations for the various works activities and/or works areas are shown in Section 2.2.3.
Although the construction timeframes show activities extending for relatively long durations over the construction phase, in practice, noise impacts from above ground construction activities associated with site clearing, road works, and demolition works would be intermittent within these durations and generally tend to move along the alignment such that impacts at any given receiver are for a far shorter duration. Activities associated with fixed sites such as compounds, spoil handing sites and tunnelling support sites would be restricted to within the general locality of the site and affect the same adjacent receivers for longer periods than the mainline works.
Estimated durations of noise impacts from activities are summarised in Table 31, noting that the activities are intermittent during this period and would not be expected for every day of the estimated duration,
10.6 Noise assessment at the nearest noise sensitive receivers 10.6.1 Predicted construction noise levels Noise impacts have been quantitatively assessed for several construction activity groups and scenarios. The scenarios considered are described in Table 31. The noise sensitive receivers in each area are identified in Section 3.2.
The typical LAeq(15minute) noise levels at the nearest noise sensitive receivers (at the worst-affected floor level) are provided in Appendix Q for each of the construction activity groups and are representative of the ‘noisiest’ construction periods allowing for the simultaneous operation of noise intensive construction plant in proximity to adjacent receivers. In Appendix Q, the quantitative assessment results are presented for the worst-case receivers in that NCA (generally next to the works) as a range with the lower end of the range corresponding to the least noise-intensive activity in each activity group and the upper end of the range corresponding to the most noise-intensive activity.
The following sections present a summary of impacts for the worst-affected residential receiver in each NCA, the median of the residential receivers in each NCA, and a discussion of other sensitive receivers.
The median impacts are included to give an overview of the typical impacts in each NCA, rather than the worst-affected receiver alone. In most cases the worst-affected receiver is located immediately adjacent to the works and this does not necessarily provide sufficient information to the community with regard to typical impacts at receivers located further from the works.
In order to further show the extent of impacts within the study area, maps showing NML exceedances at all nearby sensitive receivers as well as noise contours are presented in Appendix R.
The range of predicted NML exceedances represents the range of exceedances for different construction scenarios, with some scenarios being considerably more noise intensive than others.
A summary of this assessment is presented in the following sections.
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10.6.2 Work area establishment Activities associated with Work area establishment works are anticipated to be undertaken within the extents of the proposal boundary. Work area establishment works may be undertaken at property boundaries immediately adjacent sensitive receivers, resulting in a relatively short noise source to receiver distance. Acoustic shielding provided by property boundary fencing has not been included in the construction noise prediction methodology as the effective acoustic properties of such constructions can vary significantly due to configuration and maintenance specifics. The results presented below are therefore considered conservative as boundary fencing may provide additional noise screening up to around 10 dBA depending on relative orientation of source and receiver.
Table 32 presents a summary of the worst-case predicted noise impacts at residential receivers during work area establishment.