Sydney (Head Office) Renzo Tonin & Associates (NSW) Pty Ltd ABN 29 117 462 861 1/418A Elizabeth St., SURRY HILLS, NSW 2010 PO Box 877 STRAWBERRY HILLS, NSW 2012 Ph (02) 8218 0500 Fax (02) 8218 0501 Melbourne Brisbane Gold Coast Kuwait Consultants in Acoustics, Vibration & Structural Dynamics email: [email protected]website: www.renzotonin.com.au HUNTER EXPRESSWAY DESIGN & CONSTRUCT OPERATIONAL NOISE MANAGEMENT SUB PLAN FINAL DESIGN TE480-02F04 (REV 10) HEX FINAL DESIGN ONMSP 5 JUNE 2012 Prepared for: Abigroup Level 20, The Zenith Tower B821 Pacific Hwy CHATSWOOD NSW 2067
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Sydney (Head Office)Renzo Tonin & Associates (NSW) Pty LtdABN 29 117 462 8611/418A Elizabeth St., SURRY HILLS, NSW 2010PO Box 877 STRAWBERRY HILLS, NSW 2012Ph (02) 8218 0500 Fax (02) 8218 0501
Melbourne
Brisbane
Gold Coast
Kuwait
Consultants in Acoustics, Vibration & Structural Dynamics
The work presented in this document was carried out in accordance with the Renzo Tonin & Associates Quality Assurance System,which is based on Australian Standard / NZS ISO 9001.
This document is issued subject to review and authorisation by the Team Leader noted by the initials printed in the last column above.If no initials appear, this document shall be considered as preliminary or draft only and no reliance shall be placed upon it other thanfor information to be verified later.
This document is prepared for our Client's particular requirements which are based on a specific brief with limitations as agreed to withthe Client. It is not intended for and should not be relied upon by a third party and no responsibility is undertaken to any third partywithout prior consent provided by Renzo Tonin & Associates. The information herein should not be reproduced, presented or reviewedexcept in full. Prior to passing on to a third party, the Client is to fully inform the third party of the specific brief and limitationsassociated with the commission.
The information contained herein is for the purpose of acoustics only. No claims are made and no liability is accepted in respect ofdesign and construction issues falling outside of the specialist field of acoustics engineering including and not limited to structuralintegrity, fire rating, architectural buildability and fit-for-purpose, waterproofing and the like. Supplementary professional advice shouldbe sought in respect of these issues.
This section presents the relevant legislation applicable to the Project and refers to the
Minister’s Conditions of Approval, Noise and Vibration legislation, guidelines and standards.
The design team has prepared this report in accordance with the following:
The Minister’s Conditions of Approval;
The RMS’s submission report statement of commitments;
The RMS’s Scope of Works and Technical Criteria (SWTC);
DECCW (ex DECC and EPA) Environmental Criteria for Road Traffic Noise (ECRTN),
1999;
RTA Environmental Noise Management Manual (ENMM), 2001; and
Environmental Assessment - Noise Assessment National Network F3 Freeway to
Branxton Link (Atkins Acoustics, February 2007) and Noise Assessment Hunter
Expressway F3 Freeway to Branxton (Atkins Acoustics, October 2009).
3.1 Minister’s Conditions of Approval
The Minister’s Conditions of Approval (MCoA) relevant to noise and vibration management for
the Project are detailed in Table 3.1.
Table 3.1 - Minister’s Conditions of Approval
RefNo.
Minister’s Condition of Approval Addressed in:
1. The proposal shall be carried out in accordance with:
i. the original request for approval of the proposal, including:
Proposed Highway Link – F3 Freeway to Branxton, Environmental Impact Statement(EIS) (Connell Wagner June 1995);
Proposed Highway Link – F3 Freeway to Branxton, Fauna Impact Statement (FIS)(Connell Wagner January 1997) and accompanying documentation, Flora and FaunaReport (Mount King Ecological Surveys 1995), Fauna Survey Greta Deviation(Connell Wagner 1996) and Herptofauna Survey (Richard Wells 1995);
Additional Flora and Fauna Assessment (AFFA) (Connell Wagner May 2001) tosupplement the original FIS;
Representations Report, Volumes 1, 2 and 3 (RTA, October 2001);
Supplementary Review of Environmental Factors (SREF) for the Allandale to IllalongSection Comparison of Options (Connell Wagner August 2000);
Kurri Sand Swamp Woodland Recovery Assessment (Biosis Research), a reportcommissioned jointly by the RTA and NPWS in August 2001;
Additional Environmental and Engineering Assessment (Connell Wagner May 2001);and
Compensatory Habitat Proposal and Candidate Areas – Stage 2 Report (ConnellWagner September 2001).
ii. the staged construction modification request (MOD-10-2006-i), including:
Correspondence from the RTA to the Department, dated 20 December 2005,accompanied by F3 Freeway to Branxton Link – Modification to Permit StagedConstruction (Acacia Environmental Planning Pty Ltd, September 2005);
iii. the alignment and ancillary infrastructure modification request (07_0033 Mod 1),including:
Correspondence from the RTA to the Department, dated 12 March 2007;
F3 Freeway to Branxton Link – Modification to Approved Project EnvironmentalAssessment (Acacia Environmental Planning Pty Ltd, March 2007);
F3 Freeway to Branxton Link: Threatened Species Assessment for Proposed DesignChanges (Biosis Research, January 2007);
Noise Assessment: National Network, F3 to Branxton Link (Atkins Acoustics,February 2007);
Socioeconomic Analysis of the Proposed Tuckers Lane to Black Creek Modification(Centre for International Economics, January 2005); and
F3 Freeway to Branxton Link: Submissions Report (Stuart J Hill Pty Ltd, June 2007);
iv. the conditions of this approval.
3. In the event of an inconsistency between:
the Conditions of this approval and any document listed from condition 1ito 1.iii inclusive, the conditions of this approval shall prevail to the extentof the inconsistency; and
any document listed from condition 1i to 1iii inclusive, and any otherdocument listed from condition 1i to 1iii inclusive, the most recentdocument shall prevail to the extent of the inconsistency.
Noted andadhered to inthis report
Operational Noise
84. A detailed Operational Noise Management Sub Plan (NMSP Operation) shall be prepared inconsultation with the DECCW. The NMSP Operation shall include, but not be limited to:
i. details of noise mitigation measures to be implemented for the operation stagesufficient to address the technical requirements of the NSW Government’sguideline – Environmental Criteria for Road Traffic Noise;
ii. location, type and timing of erection of any permanent noise barriers;
iii. specific physical and managerial measures for controlling noise and vibration;
iv. predicted road traffic noise levels immediately after opening and with allproposed noise mitigation measures in place, at the noise sensitive receiverlocations identified in the Representations Report;
v. a methodology and procedures for assessing compliance with the predictedroad traffic noise levels immediately after opening; and
vi. the urban design issues relating to noise control measures.
With respect to Condition of Approval No. 84 (iii) above, the Proponent shall consider theuse of a range of structural and non-structural measures including speed controls and theuse of open graded asphalt.
This report
Section 5.1
Section 5.1.3
Section 5.1
Section 5.2 &Appendix E
Section 6
Section 5.1.3and Urban &LandscapeDesign Sub Plan
Noise Auditing
85. Monitoring of operational noise shall be undertaken in accordance with the NMSP(Operation). The Proponent shall, in consultation with the DECCW, assess the adequacy ofthe traffic noise mitigation measures after one year of operation with regard to the DECCWguideline Environmental Criteria for Road Traffic Noise. Should the assessment indicate aclear trend in traffic noise levels which are higher than the predictions made and exceed EPAnoise criteria, the Proponent shall consider further mitigation measures including but notlimited to inclusion of noise barriers, insulation of buildings, and total acquisition ofproperties.
Section 6
86. Notwithstanding the above, the Proponent shall, as a minimum, comply with the noiseassessment criteria described in Section 9 of the Additional Environmental and EngineeringAssessment report (Connell Wagner, May 2001).
Provision of mitigation measures to meet target noiselevels
Pre-construction
Section 5 ofthis report
ConsistencyReview
18.1(2) All noise control options must be developed on the basisof practicality, cost effectiveness, equity, aesthetics andowner preferences
Pre-construction
Section 5 ofthis report
ProposedHighway Link F3Freeway toBranxton,EnvironmentalImpactStatement - MainVolume, June1995
ExecutiveSummary
The route selection and concept design for the Proposalhave sought to minimise the number of residencesexposed to high traffic noise levels. However, with thegenerally low background noise levels along the corridor,it would be necessary for specific mitigation measures atnumerous locations in order to meet target noise levelsestablished by the RTA for new roads in rural areas. Thiswould include a variety of barriers, or in more isolatedcases, treatment of houses. Future housing in the vicinityof the road would be expected to be located, designedand constructed to meet environmental noise goals.
Pre-construction
Section 5 ofthis report
8.4.3 The acoustic investigation included a range of alternativemitigation measures that could be considered for thecontrol of traffic noise in those locations where theassessment criteria would not otherwise be met:
i. using dense grade asphaltic concrete which wouldreduce noise by 0.5-1.0dB(A) or using open gradeasphaltic concrete which would reduce noise by anadditional 2.0-2.5dBI(A);
ii. acoustic barriers in the form of acoustic screens, earthbund walls or road cuttings (or a combination of these)can achieve substantial noise reductions depending onthe design and height of the barrier
iii. be reducing speed by 35kph, noise would be reducedby 2dB(a)
iv. acoustic treatment of buildings (e.g. double glazingand mechanical ventilation).
Pre-construction
Section 5 ofthis report
Summary of KeyCommitments,Obligations,Undertakings orRequirements inthe Hunter
RR Vol 1 The EPA's Environmental Criteria for Road Traffic Noisemust be taken into consideration during detailed designwhen considering the impact on Kurri Kurri TAFE.
Pre-construction.
Section 3.6of this report
Section8.2
Where noise levels would increase and exceed the RTAassessment criteria, acoustic measures to decrease noiseat residences would be implemented.
In the area of proposed embankment betweenapproximately 28km 200 and 28km 860 earth mounds ofbetween 2 to 4 metres will be considered adjacent to theroad shoulder, as part of the road formation. Noise levelswill comply with the requirements of the EPA'sEnvironmental Criteria for Road Traffic Noise. Furtherconsultation on noise attenuation measures will takeplace with Mr Windt at the design stage prior toconstruction.
As with the embankment mentioned above, earthmounds of between 2 to 4 metres will be consideredadjacent to the road shoulder, as part of the roadformation. Noise levels will comply with the requirementsof the EPA's Environmental Criteria for Road Traffic Noise.The RTA cannot give an assurance that these noise levelswill be suitable for an open air theatre. Furtherconsultation on noise attenuation measures will takeplace with Mr Windt at the design stage prior toconstruction.
Pre-construction
Appendix D
3.3 Scope of Work and Technical Criteria
This report considers the requirements of the Project Scope of Works and Technical Criteria
(SWTC). Relevant sections of the SWTC are summarised in Table 3.3.
Table 3.3 - Scope of Works and Technical Criteria
Ref No. Scope of Works and Technical Criteria Addressed in:
Scope of Works and Technical Criteria VT6 Exhibit A
5.10 – Functional Requirements
5.10.2 Noise Mitigation Measures and Structures
Noise mitigation measures and structures must be:
(a) provided in accordance with the requirements of the Environmental Documents andAppendix 14;
(b) designed in accordance with RTA Noise Wall Design Guidelines 2007; and
(c) integrated with the urban and landscape design.
Noted andadhered to inthis report
5.14 – Pavements
5.14.1
(a)
General
Pavements must:
(viii) have wearing surfaces which produce noise levels and tonal noise characteristicsthat contribute to noise mitigation and compliance with the noise levelrequirements of the deed.
Appendix D
5.20 – Future Works
5.20 (a) In the design of the Works the Contractor must consider and accommodate the detaileddesign, construction and maintenance, by others, of:
(iv) noise barriers on the Main Carriageway and the bridge over Camp Road adjacentto the future Anvil Creek development at Greta. The noise barriers will be locatedon the outside verge of the southbound carriageway of the Main Carriagewaysbetween Chainages 27960 and 31300 and will have a height of 4.3 metres abovethe adjacent outside pavement surface level.
4.14 (a) Notwithstanding the requirements of Practice Note ii of RTA Environmental NoiseManagement Manual, December 2001, noise mitigation measures are not required atcommercial or industrial premises.
Noted andadhered to inthis report
4.14 (b) Further to any other requirements of the Environmental Documents in relation to noisemitigation measures, the Contractor must design and provide at-road operational noisemitigation measures to maintain operational noise levels of 55dB (A) LAeq15hr (day) orless and 50dB (A) LAeq9hr (night) or less, for the year 2026, at the locations identified bythe contour lines sown in Figure 9.26 and described in electronic file App9NoiseContoursMOD_May2010.txt in Appendix 9.
At-road operational noise mitigation measures must be contained within the Site, LocalRoad Works Areas and existing road reserves.
At-road noise mitigation barriers must be provided, as a minimum, at the locations,lengths and heights detailed in Table 4.5.
The Contractor must undertake noise modelling on the design of the Project Works to:
predict the 55dB (A) LAeq15hr (day) and 50dB (A) LAeq9hr (night) 2026 operationalnoise level contours;
predict operational LAeq15hr (day) and LAeq9hr (night) 2026 noise levels at the noise-sensitive receiver locations identified in Table 9.7 of Appendix 9;
identify the receivers where the operational noise levels are predicted to exceed55dB(A) LAeq15hr (day) and 50dB(A) LAeq9hr (night) 2026 operational noise levels atthe receivers.
The noise modelling must:
(i) use traffic speeds of 115 km/h (day) and 120 km/h (night) for the MainCarriageways and Ramps and the traffic speeds for Local Roads identified inTable 4.6;
(ii) use the traffic volumes and proportion of heavy vehicles percentages for the year2026 identified in Table 4.7 to 4.11, inclusive;
(iii) notwithstanding the corrections identified in Table 3.1 of the ENMM, apply thefollowing road surface noise corrections (relative to dense graded asphalticconcrete) for transversely and longitudinally tyned, dragged or Portland cementconcrete surfaces:
+3.0 dB(A) correction for traffic noise,
+3.5 dB(A) correction for cars,
+1.0 dB(A) correction for trucks; and
(iv) include a +2.5dB(A) facade reflection.
The Contractor must comply with the requirements of this subsection 4.14(b)notwithstanding any financial, costing, feasibility or other constraints on the types ofmitigation identified in the ENMM.
Sections 4.5and 5 of thisreport
Appendix E ofthis report
Appendix F ofthis report
Appendix G andG of this report
Sections 4.4and 4.5 of thisreport
4.14 (c) Further to the requirements of subsection 4.14(b) and for the avoidance of any doubt, theContractor is not required to and must not undertake any at-residence noise mitigationtreatment at noise sensitive receivers.
Noted andadhered to inthis report
4.14 (d) Pavement wearing surfaces must be designed to produce noise levels and tonalcharacteristics that contribute to achieving compliance with the noise level requirementsof the Project Deed. Low noise pavement must be provided on the Main Carriagewaysand Ramps at the following locations:
Chainage 12900 to 15750;
Chainage 31000 to 32800; and
Chainage 35400 to 38000.
Low noise pavements must comply with the requirements of Appendix 12 of the Scope ofWorks and Technical Criteria.
Section 5.1.1and Appendix D
4.14 (e) Bridge joints must be designed, selected and installed to reduce vehicle noise impacts. Section 5.1.4
Ref No. Scope of Works and Technical Criteria Addressed in:
4.15 – Operational Noise Management Report
4.15 (a) Further to the requirements of Condition 84 of the approval issued by the Minister forUrban Affairs and Planning pursuant to Section 115B(2) of the Environmental Planningand Assessment Act 1979, dated 7 November 2001, the Contractor must prepare anoperational noise management report as a part of the Design Documentation for the noisemitigation measures. The Contractor must undertake a noise study on the certified andverified Design Documentation of the Project Works and include a report on this study inthe operational noise management report. The operational noise management reportmust be included as part of the review of proposed operational noise mitigation measuresrequired by condition 84 of the approval issued by the Minister for Urban Affairs andPlanning pursuant to Section 115B(2) of the Environmental Planning and Assessment Act1979, dated 7 November 2001. The noise study must use the input variables of trafficspeed, volume and composition identified in section 4.14 of this Appendix 4.
This Document
4.15 (b) In addition to the requirements of the other Environmental Documents the noise studyand noise management report must address and include:
(i) a description of the prevailing ambient noise environment;
Noted andadhered to in:
Section 4.3
(ii) the results of noise modelling and proposed mitigations required by section 4.14of this Appendix 4;
Section 4.5 and5
(iii) the results of all field survey and noise monitoring required to calibrate themodelling required by section 4.14 of this Appendix;
Section 4.3 and4.5.2
(iv) details on the noise-sensitive receivers and noise monitoring locations, includingdistances to the nearest roads where roads are located close to the noisemonitors;
Section 4
(v) a site plan showing the noise-sensitive receivers and noise monitoring locations; Figure 1 andFigure 2
(vi) aerial photographs showing the noise-sensitive receivers and noise monitoringlocations;
Figure 1 andFigure 2
(vii) details on the positioning of noise loggers at each noise monitoring location,including photographs of the noise logger in its monitoring position;
Appendix J
(viii) charts and a summary table of measured and/or computed noise modelingparameters, including the LAmax, LA10, LAeq and LA90, at 15-minute intervals foreach 24-hour period of the noise monitoring survey;
Appendix J
(ix) a table summarising the noise parameters measured; Section 4.2
(x) summaries of the computational algorithms used in the noise model andjustification for their selection, the location of noise-sensitive receivers and howthe modelling parameters were addressed;
Section 4.5
(xi) a table summarising the relevant noise modelling parameters computed at themonitoring locations and comparisons with the design noise objectives andrequirements of the Environmental Documents and section 4.14 of this Appendix4;
Section 4.5
(xii) noise contour maps for the year 2026 detailing the LAeq (9hr) Night and LAeq (15hr)
Day and identifying all noise-sensitive receiver locations;Appendix F
(xiii) details on all noise sensitive receivers that are predicted to exceed the ECRTN(base and allowance criteria) for the year 2026;
Appendix G & H
(xiv) identification of noise-sensitive receivers predicted to have noise levels, for theyear 2026, at an acute noise level or above; and
Appendix G & H
(xv) identification of all at-road operational noise mitigation measures Appendix D & E
Ref No. Scope of Works and Technical Criteria Addressed in:
Appendix 9 – Geometric Performance and Design Requirements
9.11 – 2026 Noise Contours
9.11 The 2026 Noise Contour coordinates are those contained in the electronic fileApp9NoiseContoursMOD_May2010.txt, titled “2026 Noise Contours – MOD May 2010 -MX-GENIO input file” which is a part of this Appendix 9.
Section 6.2 andAppendix F
9.12 - 2026 Noise Levels
9.12 Noise-sensitive receiver’s locations are identified in Table 9.7. Section 5.3 andAppendix G
Table 9.7 Road Traffic Noise Levels at Noise-Sensitive Receivers
LOT DP Street address
2551 827110 951 Lovedale Road, Allandale, 2325
1 1077881 1044 Lovedale Road, Allandale, 2325
3 553159 1051 Lovedale Road, Allandale, 2325
31 846828 1056 Lovedale Road, Allandale, 2325
188 755204 88 James Lane, Bishops Bridge, 2326
23 1078298 109 James Lane, Bishops Bridge, 2326
21 730253 122 James Lane, Bishops Bridge, 2326
21 1078298 124 James Lane, Bishops Bridge, 2326
221 881054 2A Russell Street, Branxton, 2335
21 593748 271 Camp Road, Greta, 2334
1 416028 273 Camp Road, Greta, 2334
2 1129191 321 Tuckers Lane, Greta, 2334
100 1131413 349 Tuckers Lane, Greta, 2334
434 755231 72 Hart Road, Loxford, 2326
433 755231 78 Hart Road, Loxford, 2326
70 1087121 7 McLeod Road, Loxford, 2326
1 854893 54 Bakers Lane, Sawyers Gully, 2326
51 542253 71 Bakers Lane, Sawyers Gully, 2326
20 854107 970 Old Maitland Road, Sawyers Gully, 2326
21 854107 978 Old Maitland Road, Sawyers Gully, 2326
881 868552 993 Old Maitland Road, Sawyers Gully, 2326
3 562449 994 Old Maitland Road, Sawyers Gully, 2326
4 562449 1016 Old Maitland Road, Sawyers Gully, 2326
54 804619 1030 Old Maitland Road, Sawyers Gully, 2326
Ref No. Scope of Works and Technical Criteria Addressed in:
Table 9.7 Road Traffic Noise Levels at Noise-Sensitive Receivers (Continued)
LOT DP Street address
12 1015148 2657 New England Highway, Lower Belford 2335
1 626905 66 Standen Drive, Lower Belford 2335
2 626905 62 Standen Drive, Lower Belford 2335
12 844443 12 Standen Drive, Lower Belford 2335
1 621600 12 Standen Drive, Lower Belford 2335
132 1051210 2540 New England Highway, Branxton 2335
1 705596 2490 New England Highway, Branxton 2335
2 705596 2490 New England Highway, Branxton 2335
1 575905 2057 New England Highway, Branxton 2335
901 747350 2104 New England Highway, Branxton 2335
102 1104942 413 Majors Lane, Keinbah 2321
2 1034109 19 Hinds Lane, Sawyers Gully 2326
1 1034109 17 Hinds Lane, Sawyers Gully 2326
10 1088675 27 Hinds Lane, Sawyers Gully 2326
2 502196 4 Dawes Avenue, Loxford 2326
682 755231 1 Dawes Avenue, Loxford 2326
Appendix 12 – Pavement Performance and Design Requirements
12.3 Low Noise Pavements
12.3 Low noise pavements must comply with the following requirements:
(a) where the speed zoning is above 80 km/h, the pavement wearing surface mustbe open graded asphalt, stone mastic asphalt (SMA) or exposed aggregateconcrete that meets the noise requirements identified in the EnvironmentalDocuments;
(b) where the speed zoning is 80 km/h or less, dense graded asphalt or light hessiandragged concrete surfaces may be used in addition to the surfaces specified insection 12.3(a);
(c) open graded asphalt surfacing must have a minimum thickness of 30 mm. Wherea concrete base is provided, it must be continuously reinforced with a protectioncourse of a minimum 25 mm thickness of dense graded asphalt under the opengraded asphalt surfacing. Where an asphalt base is provided, the top layer ofasphalt base must have a maximum 14 mm nominal aggregate size and aminimum 7 mm bitumen seal immediately beneath the open graded surfacing;
(d) where exposed aggregate concrete surfacing is provided, the concrete base mustbe continuously reinforced concrete, dowelled plain concrete or jointed reinforcedconcrete (dowelled). The base concrete must have a maximum 10 mm aggregatesize with a polishing aggregate friction value (PAFV) of greater than 50; and
(e) SMA surfacing must have a minimum thickness of 30 mm. Where a concretebase is provided, it must be continuously reinforced concrete. Where an asphaltbase is provided, the top layer of asphalt base must have a maximum 14 mmnominal aggregate size and a minimum 7 mm bitumen seal must be placedimmediately beneath the SMA surfacing.
Noted andadhered to byDesign Team
Appendix 17 – Rest Area Performance and Design Requirements
17.2 Rest Area Requirements
17.2(y) noise mitigation measures that comply with the requirements of section 4.14 of Appendix4 and, as a minimum, are similar to and consistent with the noise mitigation measuresshown in Figure 17.1 and Figure 17.2.
Hunter Expressway (North of Kurri Kurri Interchange to Branxton Truck Rest Area):
Category 1 – New Freeway or Arterial Road Corridor: areas not currently exposed
to road traffic noise; and
Hunter Expressway (Branxton Truck Rest Area to New England Highway):
Category 3 – Redevelopment of Existing Freeway / Arterial Road: areas currently
exposed to road traffic noise.
The relevant noise criteria for this Project are therefore summarised in Table 3.4 below.
Table 3.4 - Noise Criteria for Residential Receivers
Type of DevelopmentCriteria
Day, dB(A) Night, dB(A) Where Criteria are Already Exceeded
1. New freeway or arterial roadcorridor
LAeq(15hr) 55 LAeq(9hr) 50 The new road should be designed so asnot to increase existing noise levels bymore than 0.5 dB.
3. Redevelopment of existingfreeway/ arterial road
LAeq(15hr) 60 LAeq(9hr) 55 In all cases, the redevelopment should bedesigned so as not to increase existingnoise levels by more than 2 dB.
Source: NSW Environmental Criteria for Road Traffic Noise (May 1999).
The ECRTN also sets guidelines for the assessment of traffic noise on sensitive land use
developments.
Table 3.5 - Noise Criteria for Sensitive Land Use Developments
Type of Development
Criteria
Day,dB(A)
Night,dB(A)
Noise Mitigation Measures
Proposed schoolclassrooms
Leq(1hr) 401 - To achieve internal noise criteria in the short-term, themost practicable mitigation measures are often related tobuilding or facade treatments.
In the medium to longer term, strategies such asregulation of exhaust noise from in-service vehicles,limitations on exhaust brake use, and restricting access forsensitive areas or during sensitive times to low noisevehicles can be applied to mitigate noise impacts acrossthe road system. Other measures include improvedplanning, design and construction of sensitive land usedevelopments; reduced new vehicle emission standards;greater use of public transport; and alternative methods offreight haulage. These medium to long-term strategiesapply equally to mitigating internal and external noiselevels.
Where existing levels of traffic noise exceed the criteria,all feasible and reasonable noise control measures shouldbe evaluated and applied. Where this has been done andthe internal or external criteria (as appropriate) cannot beachieved, the proposed road or land use developmentshould be designed so as not to increase existing roadtraffic noise levels by more than 0.5dB(A) for new roadsand 2dB(A) for redeveloped roads or land usedevelopment with potential to create additional traffic.
Existing school classroom Leq(1hr) 451 -
Hospital wards Leq(1hr) 351 Leq(1hr) 351
Places of worship Leq(1hr) 401 Leq(1hr) 401
Active recreation (e.g.golf courses)
Leq(15hr) 602 -
Passive recreation andschool playgrounds
Leq(15hr) 552 -
Source: NSW Environmental Criteria for Road Traffic Noise (May 1999).
correction factor applied to the data was taken from Australian Standard AS1170.2 1989
Section 4.2.5.1.
Table 4.3 below presents the details of the noise monitoring locations.
Figure 1 and 2 show noise monitoring locations on aerial maps.
Table 4.3 – Noise Monitoring Locations
No.Type
1 Address Description of Monitoring LocationInstrument
IDMonitoring
Period
L01 LT 21 Pothana Ln,Belford
Noise monitor located in the rear yard, approx. 11mfrom the façade facing the New England Hwy. Distanceto Hwy approx. 360 m.
RTA01-001 18-29 Nov2010
L02 Lmax 3045 New EnglandHwy, Belford
Noise monitor located in the rear yard, approx. 1mfrom the façade facing the New England Hwy. Distanceto Hwy approx. 180 m.
RTA04-013 19-29 Nov2010
L03 LT 62 Standen Drive,Lower Belford
Noise monitor located in the front yard in the free fieldapprox. 19m away from the residence (shed obscuredat-façade location). Distance to New England Hwyapprox. 540 m.
RTA03-001 19-29 Nov2010
L04 LTLmax
7 Standen Drive.Lower Belford
Noise monitor located in the front yard in the free fieldapprox. 5.5m away from the covered balcony.Distance to New England Hwy approx. 95 m.
RTA01-005 18-29 Nov2010
L05 LT 12 Standen Drive,Lower Belford
Noise monitor located in the front yard, approx. 1mfrom the façade facing the New England Hwy.Distance to Hwy approx. 280 m.
RTA01-007 18-29 Nov2010
L06 LT 2490 New EnglandHwy, Branxton
Noise monitor located in the front yard, approx. 1mfrom the façade facing the New England Hwy.Distance to Hwy approx. 55 m.
RTA01-036 18-29 Nov2010
L07 LT 1864 Wine CountryDrive, Branxton
Noise monitor located in the front yard, approx. 1mfrom the façade facing Wine Country Dr. Distance toDr approx. 60 m.
RTA-02-020 18-29 Nov2010
L08 LT 2104 New EnglandHwy, Branxton
Noise monitor located in the front yard, approx. 1mfrom the façade facing New England Hwy. Distance toHwy approx. 35 m.
RTA02-030 18-29 Nov2010
L09 LT 2029 New EnglandHwy, Branxton
Noise monitor located in the rear yard, approx. 1mfrom the façade facing the Hunter Expressway location(opposite façade to New England Hwy). Distance toProject approx. 680 m, distance to New England Hwyapprox. 65 m.
RTA01-017 18-29 Nov2010
L10 ST 2029 New EnglandHwy, Branxton
Sound level meter located in the side yard, approx.1m from the façade facing the Hex-New England HwyLink Road (perpendicular façade to New England Hwy).Distance to Project approx. 740 m, distance to NewEngland Hwy approx. 70 m.
B&K2250 19 Nov 2010
L11 LT 2017 New EnglandHwy, Greta
Noise monitor located in the front yard in the free fieldapprox. 41m away from the covered balcony.Distance to Project approx. 650 m, distance to NewEngland Hwy approx. 100 m.
RTA01-099 18-29 Nov2010
L12 ST 349 Tuckers Ln,Greta
Sound level meter located in the side yard, approx.1m from the façade facing the Project (perpendicularfaçade to Tuckers Lane). Distance to Project approx.175 m, distance to Tuckers Ln approx. 30 m.
B&K 2250 18 Nov 2010
L13 ST 1 Nelson St, Greta(at the intersectionwith Cliff St.)
Noise monitor located in the front yard in the freefield. Distance to Project approx. 840 m, distance toNelson Road approx. 16 m.
1 Address Description of Monitoring LocationInstrument
IDMonitoring
Period
L14 LT 1030 Old MaitlandRoad, SawyersGully
Noise monitor located in the side yard in the free fieldapprox. 5.5m away from the façade facing the Project(perpendicular façade to Old Maitland Rd). Distance toOld Maitland Rd approx. 27 m, distance to Projectapprox. 140 m.
RTA02-030 30 Nov to10 Dec 2010
L15 LT 103 Bishops BridgeRoad, SawyersGully
Noise monitor located in the side yard, approx. 1mfrom the façade facing the Project (perpendicularfaçade to Bishops Bridge Rd). Distance to Projectapprox. 220 m, distance to Bishops Bridge Rd approx.50 m. Distance to Aluminium Smelter approx.700.
RTA01-007 30 Nov to10 Dec 2010
L16 LT 78 Hart Road,Loxford
Noise monitor located in the side yard, approx. 1mfrom the façade facing the Project (perpendicularfaçade to Hart Rd). Distance to Project approx. 160m, distance to Hart Rd approx. 30 m. Distance toAluminium Smelter approx.700.
RTA01-001 30 Nov to10 Dec 2010
L17 LT 2 Dawes Avenue,Loxford
Noise monitor located in the front yard, approx. 1mfrom the façade facing the Project (perpendicularfaçade to Horton Rd). Distance to Project approx. 320m. Distance to Aluminium Smelter approx.650.Approx 55 m to rail line.
RTA01-017 30 Nov to10 Dec 2010
L18 LT 'Frogella' 21Brooks Street,Kurri Kurri
Noise monitor located in the rear yard in the free fieldapprox. 4m away from the façade facing the Project(perpendicular façade to Main Rd). Distance to MainRd approx. 90 m, distance to Project approx. 600 m.
RTA02-020 30 Nov to10 Dec 2010
L19 LT 3/98 Main Rd,Heddon Greta
Noise monitor located in the side yard in the free fieldapprox. 3.5m away from the façade facing the Project(perpendicular façade to Main Rd). Distance to MainRd approx. 20 m, distance to Project approx. 350 m.
RTA01-03 30 Nov to10 Dec 2010
L20 LT 24 Anvil Street,Stanford Merthyr
Noise monitor located in the front yard, approx. 1mfrom the façade facing the Project and Maitland Rd.Distance to Project approx. 800 m. Distance to HEX(Alliance) approx. 650 m. Distance to Maitland Rdapprox.4 m.
RTA01-094 30 Nov to10 Dec 2010
Notes 1. LT = Long term, unattended noise monitoring; Lmax = Long term, unattended Lmax noise monitoring (Lmax only);ST = short term, attended noise monitoring
4.2.3 Maximum Noise Level Survey Methodology
Maximum noise level (LAmax) noise monitoring was carried out at two (2) locations along the
Project route, as summarised in Table 4.4. LAmax noise monitoring was conducted in accordance
with the protocols presented in Practice Note iii of the ENMM.
Noise measurements were conducted 1m from the building facade most exposed to traffic
noise, at a height 1.2m to 1.5m above the most exposed floor level over a one night period,
between 10:00pm to 7:00am.
Noise measurements were conducted using RTA Technology 04 model noise monitors, which
comply with Australian Standard AS IEC 61672.1 2004 “Electroacoustics - Sound Level Meters”
and are designated as a Type 1 instruments suitable for field and laboratory use. These
automated noise monitors are capable of storing sound pressure levels for every one second
(south of Main Rd) southbound 676 3.0 67 125 2.9 66
Note: 1. Speed represents the 85th percentile speed monitored during the traffic volume counting
2. Daytime modified to 10 hours (9am to 3pm and 6pm to 7pm); Night modified to 8 hours (10pm to 6am) toeliminate impact of peak hours traffic standstill on New England Highway near Belford.
4.4.2 Project Traffic Volumes
The traffic volumes, compositions and speeds used in the design noise modelling for year 2026
are presented in the tables in Appendix B in terms of daytime (15hr) and night-time (9hr)
data. Data for the design year, 2026 was obtained from the traffic data identified in Tables 4.6,
4.7, 4.8, 4.9, 4.10 and 4.11 of Appendix 4 of the SWTC. The traffic volumes used to assess
noise impacts are consistent with previous noise assessment documents.
Details regarding the two-way split of traffic flow for the main carriageways were obtained from
the Noise Assessment Hunter Expressway F3 to Branxton. Atkins Acoustics and Associates,
Both noise modelling software packages are recognised and accepted by both RMS and the
DECCW. The reason for running two noise models was to check and confirm the output results
of each model.
Both traffic noise prediction models adopted a method developed by the United Kingdom
Department of Environment entitled “Calculation of Road Traffic Noise (1988)” known as the
CoRTN88 method. This method has been adapted to Australian conditions and extensively
tested by the Australian Road Research Board. The noise models predict noise levels for free
flowing traffic and a modified method has been developed which enables an accurate prediction
of noise from high truck exhausts to be taken into account.
The method predicts the L10, 1hour noise levels, and a correction of -3dB(A) is applied to obtain
the Leq, 1 hour noise levels for every hour in a 24 hour day. The Leq(1 hour) noise levels for the day
time period 7am to 10pm is used to determine the daily Leq(15 hour) noise level. Similarly, the
Leq(1 hour) noise levels for the night time period 10pm to 7am is used to derive the night time
Leq(9 hour) noise level.
The noise prediction model takes into account the following inputs.
Table 4.8 - Summary of Noise Modelling Inputs
Input Parameters Data Acquired From
Traffic volumes and mix Future (2026) traffic counts provided in Tables 4.7, 4.8, 4.9, 4.10 & 4.11 ofAppendix 4 of the SWTC. Note that average hourly traffic volumes are used forthe purpose of noise modelling, and these were obtained by dividing the trafficvolumes for the representative period by the number of hours in that period. Forexample, day time traffic volumes for the design model were divided by 15 todetermine the average hourly traffic volume for the day period (7am to 10pm).
Vehicle speeds Future (2026) traffic speed of 115 km/hr (day) and 120 km/h (night) for theMain Carriageway and Ramps as noted in Section 4.14 of Appendix 4 of theSWTC.
Local Road traffic speeds identified in Table 4.6 of Appendix 4 of the SWTC.
Gradient of roadway Final design drawings provided by the Project’s Design Joint-Venture.
Source height 0.5m for car exhaust, 1.5m for car and truck engines and 3.6m for truck exhaustand detailed within CoRTN.
Ground topography Topographic data provided by the Project’s Design Joint-Venture (electronic).Land contours presented in a combination of 2m and 10m intervals.
Angles of view from receiver From aerial photos and drawings provided by the Project’s Design Joint-Venture.
Air and ground absorption As detailed within the CoRTN algorithms and their application in SoundPLAN’sRoad Traffic Noise Module (v6.4) and Cadna-A (v4.1). Ground absorption factorwas set to 0.5 overall, with heavy forest or thick vegetated areas set to 1.0.
Reflections from existingbarriers, structures & cuttingson opposite side of road
Determined from review of drawings provided by the Project’s Design Joint-Venture.
Buildings From aerial photos.
Receiver Heights 1.5m above ground level for Ground Floor and 4.5m above ground level for 1stFloor.
Facade correction +2.5dB(A), when modelling to 1m from building facades, in accordance withNSW ECRTN note iii (p12).
Australian Conditions Corrections:
-1.7 dB(A) for ‘at 1m from facade’ conditions
-0.7 dB(A) for ‘free field’ conditions
from the Australian Road Research Board (ARRB) Transport Research (Saunderset al 1983) and referred to in Austroads Research Report (ARR), “An Approach tothe Validation of Road Traffic Noise Models” (2002).
Road surface Corrections applied relevant to standard Dense Graded Asphalt (DGA):
0dB(A) for AC14 & 7mm SS (=DGA)1
-2dB(A) for Stone Mastic Asphalt (SMA)
+3dB(A) for Plain Concrete Pavement (PCP) [as directed by the SWTC]
Roadside noise walls /mounds
See noise wall schedule in Appendix E.
Sensitivity allowance 0dB(A), in accordance with SWTC
Note 1: AC14 & 7mm SS is equal to DGA according to advice provided by the Project’s pavement engineers
Future traffic noise levels for the year 2026 have been predicted using both the SoundPLAN and
Cadna-A noise modelling software. These models were validated using noise monitoring
conducted at a few locations along the short section of the New England Highway, between
Branxton and Belford, which best relates to the Project and concurrent traffic counts at one
station closest to Branxton.
As part of the design phase of the project further noise monitoring and traffic count data was
acquired to determine the specific model calibration factors for the project. It is noted that one
of the limitations of the Project is that validation is only possible on a small section of the
existing New England Highway between Branxton and Belford.
The design year’s (year 2026) noise contours were also modelled to compare the final design’s
at-road operational noise mitigation measures against the SWTC Appendix 9 requirements.
The design year’s forecasted traffic volumes used in the modelling are shown in Section 4.4.2
above.
Distances between vehicles and critical receivers, relative heights of road and receivers,
gradient of the road and angles of view, were all obtained from drawings, maps, aerial photos
supplied to us by the HEx DJV team.
4.5.2 Noise Model Verification
The model is verified and calibrated using the long-term noise monitoring results acquired at
five (5) locations (Locations L01, L03, L04, L05 and L06) and traffic count data obtained at one
(1) position along the existing New England Highway between Branxton and Belford in
November 2010 and some additional data acquired in the field in February 2011 to take
account of the influence of non-traffic noise sources (e.g. fauna and train noise) from the
monitoring results. The noise monitoring results are presented in Section 4.3 and the existing
Statistical MetricsDay LAeq(15hr), dB(A) Night LAeq(9hr), dB(A)
SoundPLAN CadnaA SoundPLAN CadnaA
Mean Difference -3.7 -3.0 -1.0 -0.6
Standard Deviation 2.4 2.3 2.5 2.5
Note: -ve Mean Difference values indicate Model generally over-predicts noise levels by the value indicated; +ve MeanDifference values indicate Model generally under-predicts noise levels by the value indicated
It is noted that during site inspections of the verification monitoring locations, traffic noise from
the existing New England Highway was observed to be the most significant noise contributor to
the acoustic environment at these locations. However, other non-traffic noise sources also
contributed to the noise environment, in particular fauna noise and rail noise. These were found
to be more pronounced with increased distance from the New England Highway as traffic noise
becomes less prominent and other ambient noise becomes more significant with increased
distance from the highway. Thus a greater variance was found between modelled and
measured noise data at locations of lower traffic noise levels.
The noise model verification tests presented in Table 4.9 above, show the model to predict
results that fall within a reasonable level of the true noise levels in practice. According to the
Australian Road Research Board (ARRB) research Report ARR No.122, “An Evaluation of the
U.K. DoE Traffic Noise Prediction Method”, March 1983 (by Saunders, Samuels, Leach & Hall),
the accuracy of the CoRTN88 noise algorithms is generally expected to predict noise levels that
are within:
± 1.8dB(A) in the free-field and ± 2.5dB(A) within 1m from façade, of the true
noise levels in practice with a 84% confidence limit, and
± 3.6dB(A) in the free-field and ± 5.0dB(A) within 1m from façade, of the true
noise levels in practice with a 95% confidence limit.
<5 Ducted air-conditioning with fresh air ventilation or split air-conditioningsystem with separate fresh air mechanical ventilation where ducted systemsare not practical.
6-10 Ducted air-conditioning with fresh air ventilation or split air-conditioningsystem with separate fresh air mechanical ventilation where ducted systemsare not practical.
Plus consideration of upgraded windows, upgraded glazing, upgraded windowand door seals, solid core doors and sealed wall vents, to the most impactedfaçade(s) where significant benefit can be demonstrated (based on buildingcondition, extent of exposure).
11-15 Ducted air-conditioning with fresh air ventilation or split air-conditioningsystem with separate fresh air mechanical ventilation where ducted systemsare not practical.
Plus upgraded windows, upgraded glazing, upgraded window and door seals,solid core doors and sealed wall vents to all impacted façade(s).
>15 Treatments nominated above plus other treatment considerations, whereappropriate such as acoustic fencing and enclosed verandas.
Note: All noise levels in dB(A) to the nearest 1 dB(A)
Existing air conditioning treatments at properties will be assessed and new or upgraded installations provided on asrequired basis.
Details of at-property treatments have been determined by RMS and are provided in Appendix
Table 7.4 – Predicted Noise Levels at Residential Receivers
Activity
INP Assessment, LAeq(15min)
dB(A)ECRTN Assessment, LA1(1min)
dB(A)
Criteria Rest Area Criteria Air brakes
2490 New England Highway, Branxton 41 42 51 56
1 Wentworth Close, Branxton 41 <30 51 47
2 Wentworth Close, Branxton 41 <30 51 46
Residential properties in Branxton Village 37 <30 47 45
2540 New England Highway, Branxton 41 <30 51 45
2657 New England Highway, Branxton 41 <30 51 41
Notes: 1. Background levels for the critical night period (10:00pm to 7:00am);
2. At residential boundary;
3. At nearest bedroom window;
4. Background noise levels at residences in Wentworth Close and at 2540 New England Hwy are assumed to besimilar to 2490 New England Hwy for the purpose of this report
Review of the predicted noise levels against the assessment criteria indicates that compliance
will be achieved at all locations, with the exception of the two residential lots at 2490 New
England Highway, Branxton. An insignificant noise intrusion exceedance of 1dB(A) is predicted
for the rare times when the worst-case scenario may occur. Similarly an exceedance of 5dB(A)
is predicted for the rare times when the worst-case maximum noise event of release of air
brakes may occur.
It is noted that existing ambient LAeq(15min) and LA1(1min) noise levels have been monitored as part
of the EA Noise Assessment in the vicinity of the proposed rest areas along the New England
Highway and were found to be significantly higher than the noise emission levels from the rest
area activities predicted in Table 7.4 above. Given that the exceedances predicted are small,
would only occur infrequently, are worst-case scenarios and existing ambient noise levels are
often higher in level, it is unlikely that noise impacts from the proposed rest areas would
adversely impact upon the acoustic amenity of surrounding noise sensitive receiver areas.
Despite the above, the 2009 EA Noise Assessment indicates that RMS would consider the
provision of building treatment for the two residences located immediately north of the
proposed rest areas (at 2490 New England Highway, Branxton). Therefore, at this Final design
stage, noise mitigation treatment of these two residences will be postponed pending a more
detailed on-site investigation and analysis to be conducted.
Main Road, Kurri Kurriadjacent to Northbound carriageway
barrier to be erected 2nd half of 2011
NW01 4.5 Meatworks 13913 167 7779
Kurri Kurri Interchangeadjacent to Northbound carriageway entry Ramp
barrier to be erected 2nd half of 2011
NW02 5.0 13900 14800 900 4425
Kurri Kurri Interchange to LoxfordInterchange
adjacent to Southbound carriageway
(top of cut and top of fill)
barriers to be erected 2nd half of 2011
NW03a 6.5 14442 14700 258 1651
NW03b 5.5 14700 14880 182 1001
NW03c 5.0 14883 15002 242 1200
NW04 5.0 14980 15043 73 425
NW05 5.0 15074 15140 78 425
NW06a 5.5 15120 15285 180 990
NW06a 5.0 15285 15340 58 290
NW06a 5.5 15340 15640 301 1655
NW06b 4.5 15640 15745 105 473
along northern side of McLeod Road
barrier to be erected 2nd half of 2011
NW07 4.0 - - 185 740
Future Noise Wall - Anvil CreekDevelopment1
adjacent to Southbound carriageway above the adjacentoutside pavement surface level
NW07 4.3 27960 31300 3340 (14362)
Tuckers Laneadjacent to Southbound
carriageway (top of cut and top of fill)
barriers to be erected throughout 2012
NW08 6.0 31540 31759 219 1314
NW09 6.0 31740 31832 92 552
NW10 6.0 31848 31940 92 552
NW11a 6.0 31923 32094 171 1026
NW11b 6.0 32089 32260 171 1026
NW11c 6.0 32255 32426 171 1026
NW11d 6.0 32421 32658 237 1422
North of Branxton Interchange
adjacent to Southbound carriageway
(top of cut and top of fill)
EM denotes earth mound
barriers to be erected throughout 2012
NW12 5.0 35540 35620 80 400
NW13-EM 6.0 35620 36120 500 3000
NW14a 5.0 36120 36182 62 365
NW14b 4.0 36178 36286 108 436
NW14c 4.0 36280 36338 58 240
NW15-EM 2.0 36760 36824 64 120
NW16 5.0 36816 37144 322 1630
NW17 5.0 37127 37328 196 945
NW18 5.0 36318 37440 122 610
NW19 5.0 37435 37570 135 670
NW20 5.0 37556 38000 454 2285
Notes: 1. Future Works to be considered and accommodated under item 5.20 of SWTC. Noise wall is not detailed in Table 4.5(SWTC App 4). Noise wall was included in the noise model for generation of noise contours, but not for prediction ofnoise levels to single point receivers.