basic assessment 4 proposed capacity …...on this section of the road these were from cato ridge...

BASIC ASSESSMENT 4

PROPOSED CAPACITY IMPROVEMENTS TO NATIONAL ROUTE 3 (N3), KWAZULU-NATAL

CATO RIDGE INTERCHANGE (KM 19.4) TO LYNNFIELD PARK INTERCHANGE (KM 30.6)

DETAILED DESIGN PROJECT NO

DESCRIPTION

N.003-020-2017/4 Cato Ridge (km 19.4) to Dardanelles (km 26.6)

N.003-020-2017/5 Dardanelles (km 26.6) to Lynnfield Park (km 30.6)

ENVIRONMENTAL NOISE IMPACT ASSESSMENT

Specialist Report Updated 2018

Report prepared for: Report prepared by:

ACER (Africa) Environmental Management Consultants

P O Box 503

MTUNZINI

3867

OCCUTECH cc

291 JB Marks Road

Glenwood, Durban

4001

24 – 25 April 2018

SANRAL BASIC ASSESSMENT 4 CAPACTIY UPGRADES TO THE N3 FROM CATO RIDGE INTERCHANGE (KM 19.4) TO LYNNFIELD PARK INTERCHANGE (KM 30.6), KWAZULU-NATAL DETAILED DESIGN PROJECT NO.: N.003-020-2017/4 AND N.003-020-2017/5

OCCUTECH CC SPECIALIST STUDY REPORT

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PROPONENT

Proponent: South African National Roads Agency SOC Limited Contact person: Busi Mlambo Physical address: 58 Van Eck Place, Mkondeni, Pietermaritzburg Postal address: PO Box 100410, Scottsville Telephone: 033 392 8100 Fax: 033 386 6284 Email [email protected]

INDEPENDENT ENVIRONMENTAL CONSULTANT

Consultant: ACER (Africa) Environmental Management Consultants Contact person: Ms Ashleigh McKenzie Physical address Suites 5&6, Golden Penny Centre, 26 Hely Hutchinson Road, Mtunzini Postal address: PO Box 503, Mtunzini, 3867 Telephone: 035-3402715 Fax: 035-3402232 Email [email protected]

INDEPENDENT NOISE SPECIALIST

Consultant: Harold Gaze Contact person: Harold Gaze Physical address: 291 JB Marks Road, Glenwood, Durban, 4001 Postal address: 291 JB Marks Road, Glenwood, Durban, 4001 Telephone: 031 - 206 1244 Fax: 031 - 205 2561 Email [email protected]

DECLARATION OF INDEPENDENCE

Our independence in assessing environmental impacts is paramount to the EIA

process. We support sustainable development and believe that as independent

consultants our role is to represent the interest of the environment first and foremost

and ensure an effective and efficiently conducted environmental assessment

process.

Signed…………………………………. Date…………………………..



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EXECUTIVE SUMMARY

INTRODUCTION

Occutech cc was commissioned to re-evaluate the road traffic noise and its impact for the proposed

Capacity Upgrades to the N3 from Cato Ridge Interchange to Lynnfield Park Interchange. This

existing noise levels were measured during the day, afternoon and night work periods.

The noise levels were also measured during the day peak period.

The method of assessment was in accordance with SANS and legal codes.

The results identified the following:

1. Current (operational) sound levels within 350 to 430 m from the edge of the N3 exceed the SANS

10328 standards, affecting various residential areas. The significance of the current noise impact

on these communities is considered to be Very High”. The NCR Standard of 65 dB(A) indicates

an area of between 250 m and 280 m.

2. During the preconstruction phase of the road upgrade, increased noise would occur from site

preparation activities and this could present a problem to those properties within 100 m of the

work area.

3. During road construction (which may take up to 5 years in some sections), increased noise would

occur, increasing sound levels by 2- 10 dB(A) above the highest existing traffic noise. In simplified

terms, to the receiver, this increase could be generally equated to the noise being louder and will

present a problem to those properties 200 m to 310 m of the work areas. The area of effect will

fluctuate according to the activities at the time.

4. The noise levels from construction activities will increase the ambient noise levels. This noise will

affect receivers when the construction occurs. The primary areas of concern would be near the

residential properties. On this section of the road these were from Cato Ridge and Lynnfield

Park.

5. Without mitigation, the significance of the impact of the predicted noise increase on receivers

during the construction phase is anticipated to be high.

6. Various options for the mitigation and management of noise during the construction phase can be

considered for implementation (discussed in this report). An effective noise management plan for

the construction phase would need to be designed by a specialist qualified in acoustics, which

takes into account legal noise limits, the type, location and timing of equipment used (including

crusher plants) and location of sensitive receivers for the particular section of road under

consideration. The management plan should incorporate a community liaison and monitoring

component.



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7. For the operational phase, the predicted noise increase over a number of years (from year 2012

to year 2047) was calculated based on current noise levels measured by Occutech in 2012 and

predicted traffic volumes provided by the client. Noise from road traffic will increase as traffic

volumes increase when the upgraded road is operational. On average, an increase of 3-4 dB(A) is

predicted for areas within 350 m of the N3, which along certain sections includes residences,

schools, churches and medical facilities. In simplified terms, to the receiver, this increase could be

generally equated to the noise being twice as loud. This increase will present problems to persons

near the N3 road. The area of impact varies but, depending on prevailing topography and other

factors, could extend to as much as 350 m from the road. Its impact will be restricted to areas

where residential receivers are mostly sited. These areas were:

- Cato Ridge Interchange

- Camperdown

8. Without mitigation, the significance of the impact of the predicted increase on receivers during the

operational phase is anticipated to be high.

9. Options for the mitigation and management of noise during the operational phase include the use

of barrier walls and low noise process surfacing. A specialist qualified in acoustics would be

required to design practical and effective sound mitigation for the particular section of road under

consideration, taking into account optimal materials and being mindful of aesthetic impacts.

10. The re-evaluation of noise identified that the road traffic noise has increased. The noise increase

was between 1 and 3 dB(A). The greatest increases were around the Cato Ridge Interchange and

along N3 between Camperdown and Umlaas Road Interchange.



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TABLE OF CONTENTS

EXECUTIVE SUMMARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 2

LIST OF FIGURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LIST OF TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6

ACRONYMS AND ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 7

1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 10

1.1 SCOPE OF WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 11

1.2 NOISE SENSITIVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 19

1.3 NOISE IMPACT ON NOISE SENSITIVE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 21

1.4 CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 22

1.5 NOISE MITIGATION MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 22

2 DISCUSSION OF RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 24

3 CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 39

4 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 40

APPENDIX 1: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pietermaritzburg Noise Abatement Bylaws

APPENDIX 2: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SANS Code of Practice 10103:2008

APPENDIX 3: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition and Explanation

APPENDIX 4: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Location of Measurement

APPENDIX 5: . . . . . . . . . . . . . . . . . . . . . . . Aerial photograph of N3 illustrating Predicted Noise Levels

APPENDIX 6: . . . . . . . . . . . . . . . . . . . . . . . .Aerial photograph of N3 illustrating Potential Noise Impact



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LIST OF FIGURES

Figure 1: Cato Ridge

Figure 2: Cato Ridge to Lynnfield Park



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LIST OF TABLES

Table 1: Comparison of Previous and Interim Guidelines (UK)

Table 2: UK and Australian Noise Standards

Table 3: Target Road Traffic Noise Objectives for Land Uses Adjacent to Arterial Roads

Table 4: Noise impact and significance in the Cato Ridge to Lynnfield Park Section of N3 -

Noise Mitigation Measures

Table 5: Current/Existing Noise Impact into Surrounding Communities

Table 6: Existing Noise Levels measured between Cato Ridge and Lynnfield Road

Table 7: SANS Code of Practice for Residential Properties on or near a main road (SANS 10103)

Table 8: Noise Generated by Graders, Front End Loaders, Excavators, Haulage Trucks and Bulldozers

Table 9: Sound Power Levels for Mobile Noise Sources

Table 10: Assessment Criteria: The effect of increased noise levels on communities during site preparation phase without mitigation


Table 12: Assessment Criteria: The effect of construction noise on receivers during construction phase of this project

Table 13: Assessment Criteria: The effect of haulage truck noise on the surrounding communities Table 14: Typical Construction Equipment and the Projected Noise Impact at 20 m from the Source in dB(A) Table 15: Assessment Criteria: The effects of general construction activities on the surrounding properties Table 16: Road Traffic Impact – between Cato Ridge Interchange to Lynnfield Park Interchange

Table 17: Noise Predictions (L10)

Table 18: Equivalent Noise Levels Predicted (Ldn) at a distance alongside the N3

Table 19: Assessment Criteria: The effect/impact of traffic noise from N3 without mitigation



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ACRONYMS AND ABBREVIATIONS

1. A-weighted sound pressure level (LpA)

The value of the sound pressure level, in decibels, determined using a frequency-weighting network A, and derived from the equation:

LpA = 10 log (pA/po)2 dB SPL = 10 log (Pa/Po)

2 dB(A) or 20 log pA/po

where pA = the A-weighted sound pressure po = the reference sound pressure (po = 20 µPa).

2. Ambient noise The background or prevailing noise in that area

3. Continuous or steady-state noise Noise that is continuous or that consists of impulses spaced less than one second apart.

4. Equivalent continuous A-weighted sound pressure level (L Aeq)

The value of the continuous A-weighted sound pressure level, in decibels, that is representative of the instantaneous A-weighted sound pressure levels measured throughout a specified time internal, and derived from the equation:

Leq = 10 log(T1/40 antilog dB/10 + Tn/40 antilog dBn/10) where t = the measurement time interval dB = the instantaneous A-weighted sound pressure.

5. Equivalent noise exposure (Leq)

The value of the impulse corrected equivalent continuous A-weighted sound pressure level, in decibels, that is representative of the noise environment during the working hours of a typical working week during a period of employment, and derived from the equation:

Leq = L Aeq + Ci dB where Ci = the impulse correction.

6. Frequency analysis

The determination of sound pressure level as a function of frequency

7. I-time weighting characteristic A detector-indicator characteristic (as specified in IEC Publication 651) acting on a squared input signal and having an exponential time constant of 35 ms followed by a peak detector with an exponential dk time constant of 1,5s. Instruments used for community noise must have this function. Note: this characteristic is often indicated on the instrument as 'IMPULSE', it is not the same as 'PEAK'

8. Impulse noise Singular noise pulses each less than 1 second in duration, or repetitive noise pulses occurring at greater than 1 second intervals, or a change of sound pressure level of 40 dB or more within 0,5 second.

9. Logarithm (log) A logarithm to the base 10



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10. Noise An undesirable or unwanted sound to which an individual is exposed Note: Noise that can damage an individual's hearing mechanism.

11. Noise-induced hearing loss The cumulative permanent loss of hearing, always of the sensory-neural type, that develops over months or years of hazardous noise exposure.

12. Noise level See sound level.

13. Noise level meter types (IEC 651) Sound Level Meters Type 0 - laboratory grade

Type 1 - precision grade Type 2 - industrial grade Type 3 - survey grade

14. S-time weighting characteristic

A detector-indicator characteristic (as specified in IEC Publication 651) acting on a squared input signal and having an exponential time constant of 1s.

Note: The characteristic is often indicated on the instrument as "SLOW'.

15. Sound level (noise level) The reading in dB on a sound level meter complying with IEC Publication 179, the 'A' weighting network being used.

16. Sound power level (SWL) The value of the sound power level in dB, and derived from the equation:

SWL = 10 log p/pO dB where P = measured or calculated sound power, Watt

Po = reference sound power of 10 -12, Watt

The Sound Power Level is the measurement of the sound source and excludes atmospheric or environmental influences.

17. Sound pressure level The value of the sound pressure level in decibels, and derived from the equation :

SPL = 20 log P/Po dB where P = measured rms sound pressure, Pa

where Po = reference rms sound pressure of 2 x 10 -5, Pa The Sound Pressure Level is the usual measurement and refers to the sound level at a point some distance from the source and includes the influence of the atmosphere, climatic and other influences.

18. L10 (18 Hour) dB(A) - unless otherwise stated, these values are measured on a sound level

meter at 1 m from the road verge or facade of building.



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19. Existing road – an existing arterial road; includes a road subject to activities such as routine

maintenance or minor development including new intersection turns lanes or other upgrading,

traffic management measures such as a new roundabout or traffic signals, or normal traffic

growth over time.

20. Existing road – planned significant development – a major upgrade to an existing arterial

road such as the addition of new land(s) or carriageway(s) or where the traffic mix or volume

is significantly altered as a result of changes at the network level, where the information has

been available in the public domain for the identification by way of publicly available

government (i.e Departmental) plans or documents at the time of the development of the

adjacent land.

21. Future road – currently planned – a new road or road corridor which has been identified in

publicly available government plans or documents at the time of development of the adjacent

land.

22. Existing road – unplanned significant development – an existing road where a significant

development as defined above may be proposed at some future stage but which is not

currently identified in publicly available government plans or documents at the time of release

of this Policy.

23. Future road (not currently planned) – any new roads or corridors which are not currently

identified in publicly available government plans or documents at the time of release of this

policy.

24. Existing residential – residential land use immediately adjacent to arterial roads.

25. Existing noise sensitive areas/locations – includes aged care facilities, hospices and

nursing homes and may include schools, libraries and hospitals. Commercial accommodation

facilities relying on passing trade are not considered as noise sensitive developments under

this policy.

26. Future residential or noise sensitive – any residential or noise sensitive land use adjacent

to or in the vicinity of arterial roads which does not exist at the time of the release of this

policy.



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1. INTRODUCTION

OCCUTECH was commissioned by Acer (Africa) Environmental Management Consultant re- evaluate the road traffic noise and its impact for the proposed capacity upgrades to the N3 from Cato Ridge to Lynnfield Park. This assessment is for the N3 road between the between Cato Ridge and Lynnfield Park.

The South African National Road Agency SOC Limited (SANRAL) proposes to upgrade the N3 Road between Durban and Cedara, KwaZulu Natal. SANRAL proposes to upgrade the existing N3 road. This requires the existing environmental noise to be evaluated and also for the projected noise levels during construction phase and for the operational phase to be calculated.

The environmental noise levels generated by the road traffic on the N3, were evaluated. The area of concern was between the Cato Ridge to Lynnfield Park.

Noise measurements were performed on the following days and nights 24 and 25 April 2018. Specialist expertise and details

Name: Harold Gaze

Responsibility on the project Environmental Noise Assessor

Qualifications Higher Diploma Public Health Higher Diploma Education Diploma Noise Control

Professional Affiliations SAIOH HCPS BOHS (UK) IOSH (UK) SAIOSH

Experience 10 years full time lecturer in Occupational and Environmental Health including noise monitoring, identification and control 25 years Environmental and Occupational Health Consultant conducting noise assessments (Environmental and other), determining noise controls and training.

Limitations

• This assessment evaluated the noise levels over specific periods. These results are based on the road traffic at times of assessment and also on the activity. In most instances normal road operations occurred.

• This assessment updated the findings and compared the results to those provided in previous assessment and the road noise level predictions.



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• Data provided by the client was used. Where no data was provided the assessment used normal or predicted or potential from other recognised sources.

• No data for access roads, construction and/or haulage vehicles was provided.

• Limited details of road upgrades provided.

• Details of proposed activities at upgrades including duration of work at each upgrade not provided.

• Road traffic volumes were provided were used. The road traffic data provided in 2012 report was used.

• 1.1 SCOPE OF WORK The purpose of this assessment was to: - Determine if a road traffic noise problem can occur from the N3 upgrade. - Determine the type of noise problem and the potential complaint magnitude from the proposed upgrade of the N3 road (Terms of Reference). - Determine the contribution of the potential road traffic noise from the proposed upgrade of N3 road to the overall existing ambient noise levels in this area. The road traffic data and existing road traffic noise on the N3 road was used to determine the potential impact. - To determine the area where the road traffic noise could cause an impact and the magnitude of the potential problem. - Recommend mitigational measures to reduce or control the noise generated and/or released by the noise source. - Identify specific sensitivity areas - Identify any areas to be avoided - Determine any monitoring requirements - Provide opinion on project and any problems



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1.1.1 Methodology

This assessment comprised of:

- Noise measurements of the existing road traffic on the N3

- Determination of noise impact from the construction activities for the upgrade

- Determination of the noise impact from the N3 upgrade on the surrounding communities

1.1.1.1 Environmental Noise Measurements

The method of evaluation complied with those stipulated in SANS 10103 (2008) and SANS 10328:2008 (Methods for Environmental Noise Impact Assessment).

The instruments used during this survey were:

* CEL 440.B1 Precision Integrating Sound Level Meter (Serial No. 2/023251.

* CIRRUS MK 224 Microphone (Serial No. 20042447. * BSWA 309 Sound Level Meter (Serial No. 490147). * BSWA MA231T Microphone (Serial No. 500191).

* CEL 110 Acoustic Calibrator (Serial 066791).

To evaluate the noise the following was performed:

- All equipment was calibrated prior to each measurement. This was also performed at the end of that measurement. All results which deviated by more than 0.5 dB(A) was discarded. The calibration was 114.0 dB(A) before and after.

- New batteries were provided before the start of this assessment.

- The integrating facility was checked prior to each measurement and at the end of the measuring period (that day). The integrating facility was found to be accurate.

- The batteries were also checked prior to and at the end of the measurement period.

- A wind screen/shield was used over the sound level metres during the measurements.

- All measurements were performed whilst the sound level meter was on tripods. The height

of the microphones above the ground surface was 1,400 metres. The distance between the nearest reflective surfaces or objects and the microphone varied; a minimum distance of 3,400 metres was generally observed for external measurements.

The instruments used, have been calibrated by Technology Solutions, and according to the external calibration of the instruments the uncertainty of the measurements was as follows:



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Sound Level Meter ± 0.03 dB Microphone ± 0.5 dB Sound Calibrator ± 0.1%

Both the Calibrator and Sound Level Meter meet calibration standards.

∗ CEL 440.B1 Precision Integrating Sound Level Meter (Serial No. 2/023251, Certificate L64516).

∗ CIRRUS MK 224 Microphone (Serial No. 20042447, Certificate L64516).

∗ BSWA 309 Sound Level Meter (Serial No. 490147, Certificate L64517).

∗ BSWA MA231T Microphone (Serial No. 500191, Certificate L64517).

∗ CEL 110 Acoustic Calibrator (Serial 066791, Certificate L64519).

To evaluate this noise problem, measurements were taken over a period of time. The requirements stipulated in the Noise Regulations framed under the Environmental Conservation Act 1989 (Act 73 of 1989) and the SANS 10103 (2008) requires a minimum duration of 10 minutes at each position. All measurements were performed over periods longer than this period. The duration of the measurement was determined by the type of noise, the duration of the noise and the processes in operation at the time of this survey.

Noise acceptability is determined not only by its intensity ("loudness"), but also by its frequency. Many noises are more irritating or ignoring because of its frequency component, for example the high pitch whines of a motor or the noise from an air-conditioning unit. This survey did not measure the frequency component(s) of the noise.



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1.1.1.2 Noise Standards/Guidelines

1.1.1.2.1 South African Noise Standards/Guidelines

a) National Standards

No National standards for noise exist. The Draft Noise Control Regulations (NCR) GNR 154 of January 1992 and Application of Noise Control Regulations, CNR 155 10 January 1992 framed under the Environmental Conservation Act 1989 (Act 73 of 1989) are the only standards. These identify a level of 65 dB(A), equivalent noise level (LReqd) cut off for road noise impact. In terms of the Draft National Noise Control Regulations if the predicted level of noise emanating from road traffic on a newly constructed road, or after changes are made to an existing road, is likely to cause the noise level on surrounding land to exceed 65 dB(A) noise mitigation measures are required to be implemented to ensure that the noise levels on the affected land are reduced so that it does not exceed 65 dB(A).

b) Provincial Standards

The various provinces have different mechanisms for noise pollution. KwaZulu Natal has no specific noise Regulations Ordinance and has not promulgated the National Noise Control Regulations. Local Authorities who use these Ordnances use the Nuisance Ordnance. Durban and eThekwini Municipality use this Ordnance and SANS 10103 for noise problems.

c) By Laws

Pietermaritzburg and Pinetown are local authorities which have Noise By Laws. These By Laws identify when a noise is intruding and needs control. These By Laws include SANS 10103 limits.

d) SANS Code of Practice

In accordance to SANS 10328, the predicted impact that noise emanating (generated and/or released) from a proposed development would have on occupants of surrounding land is assessed by determining whether the predicted noise level of the activity and/or process at the proposed development exceeds or would exceed the residual noise (ambient noise level) or exceed the acceptable rating level of noise on that land as indicated in Table 2 of SANS 10103 of 2008 and then calculating this excess to the probable response of a community to the noise as indicated in Table 5 of the SANS 10103 document. The requirements of SANS Table 5, identifies a lower level of concern than the National Standards (NCR). SANS 10103: 2008 Table 2 recommends specific noise levels for different types of districts. These limits are provided in Appendix 2.



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55 dB(A) Equivalent Continuous Rating Noise Levels is recommended for urban districts non-industrial and 60 dB(A) with some business and main road. The possible reaction from noise by the receivers is provided in Appendix 2. This table is provided in SANAS 10103:2008.

1.1.1.2.2 International Standards/Guidelines

Many of the international standards or guidelines are similar to those of South Africa. World Health Organisation (WHO) and SANS have similar levels for residential properties 55 dB(A). Noise impact on persons is considered to be a major potential health problem. Exposure to noise can cause hearing impairment. This occurs generally when the persons exposure to noise exceeds 80 dB(A), equivalent noise level. Lower levels cause disturbance, communication problems and can cause stress. The predominant effect to receivers from road traffic noise is sleep disturbance comprising difficulty in falling asleep, sleeping and depth of sleep, increased blood pressure, heart rate and changes in respiration. These effects can result in fatigue and depression World Health Organisation (WHO) provides thresholds of noise nuisance in terms of outdoor daytime equivalent noise levels in residential districts.

At 55 – 60 dB(A) noise creates annoyance At 60 – 65 dB(A) annoyance increases considerably At 65 dB(A) constrained behaviour patterns, symptomatic of serious damage caused by noise arise WHO recommends a maximum outdoor daytime equivalent noise level of 55 dB(A) in

residential areas. The maximum outdoors night time noise level is 45 dB(A).



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Table 1: Comparison of Previous and Interim Guidelines (UK)

Interim guideline

Recommended standard hours

No change from previous

Choice of assessment method

Choice of either qualitative assessment for projects under three weeks, or quantitative assessment for major projects

Noise levels

Noise management level

Short-term infrastructure maintenance Qualitative assessment - apply work practices in checklist at all times

of the day

Major construction projects Recommended standard hours:

Background + 10 dB(A) and LAeq 75 dB(A)

Outside recommended standard hours: Background ± 5 dB(A)

Guidance on work practices

Extensive list of options for work practices, based on world-wide review of best approaches

Examples on applying guideline

Six case studies based on real-life projects. Also worked examples throughout the Guideline.

Ground-borne noise levels

Evening internal level LAeq 40 dB(A) Night internal level LAeq 35 dB(A)

(UK)

1.1.1.2.3 The UK and Australian noise standards for road traffic use the same methods of

noise measurements. The road noise standards are provided in Table 2:



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Table 2: UK and Australian Noise Standards

Noise source Road traffic noise

L10 (1 hour) dB(A)

Fixed noise source

All domestic premises 70 (a) 5 dB(A) below the

acceptable noise

levels Offices 70

Hotels and Hostels 70

Educational Institutions including child care centres 65

Public places of worship and courts of law 65

Hospitals, Clinics 55

(UK and Australia)

Road traffic noise is a significant problem to persons living near roads. The current noise levels generated by road traffic on the N3, on the surrounding communities exceeds the International Standards WHO, UK and Australian and also SA Standards NCR and SANS 10103 limits. The impact of the N3 road traffic noise varies. Using the NCR standard of 65 dB(A) road noise impacts up to 290 m from the N3

Explanation of UK and Australian Noise Measurement Standards Explanation of UK, Australian and SA Noise Standards, the difference between UK, Australian and South African standards are provided. The UK and Australian Noise Standards provided in Table 2 are not equivalent noise levels (Leq) but are L10 noise measurements. Table 3 also from UK, Australia allows target levels for different scenarios to be determined. Using Table 3 the receivers are separated into residential properties and sensitive receivers. The target level is either 63 dB(A) or 68 dB(A). South Africa has a limit of 65 dB(A).

Noise targets

Some countries have implemented target noise levels. UK and Australia have standards in Table 2 above to enable investigation into noise complaints.

The table (Table 3) below sets out target noise levels for particular types of road situations in UK and Australia for residential and noise-sensitive land uses adjacent to arterial roads. These target levels are not mandatory but are levels which the UK and Australian Departments are using as guidelines. The UK and Australian standards provided in Table 2 identify the noise level (L10 1 hour) for different types of districts (receivers). South Africa uses Equivalent Noise Levels to consider noise impact. Table 3 which is a guideline for land use separates receivers into residential and sensitive and provides different target levels for each category. The noise target limit is stricter than South Africa’s NCR 65 dB(A).



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The existing N3 road traffic causes noise above 65 dB(A) (NCR limit) at the road and into the surroundings. This impact varies and can be up to 310 m from the N3 road and to a distance up to 290 m from the road. The actual distance from the road at which these noise levels are experienced is dependent upon the topography of the land. The addition of traffic lanes in each direction and the encroachment of these lanes will also result in an increase in noise levels in many areas. The existing noise level on land flanking the N3 is unacceptably high. Although the predicted increase in noise over subsequent 10, 15 and 50 years is small (barely significant) any increase will exacerbate an already unacceptably high exposure to road traffic noise on sensitive land users. The 65 dB(A) limit extends into the community but the distance varies according to topography. In general this area is ± 300 m.

Table 3: Target Road Traffic Noise Objectives for Land Uses Adjacent to Arterial Roads

The current (2018) noise levels measured provided in Table 6 identified Equivalent noise levels

between 78.7 – 87.6 dB(A) and these levels exceed the levels recommended internationally and

in SA (NCR 65 dB(A). The upgrade of the N3 without mitigation will result in more vehicles and

some of the road will be closer to receivers and this will increase the noise impact into the

surrounding area. The table below (Table 4) identifies the intensity and potential significance.

With mitigation, noise reduction for will vary. Those near the N3 but at the same level as the N3

will receive lower noise.



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Depending upon the noise mitigational measures implemented noise reduction at the receiver

could occur. Where noise barrier walls, or beams or banks are provided the receiver near the

mitigation measures should receive lower noise than would occur without the mitigation. Those

still in view of the road will receive varying benefits. This can be from no benefit to satisfactory

benefit. Table 4 describes the findings.

Table 4: Noise impact and significance in the Cato Ridge to Lynnfield Park Section of N3 - Noise

Mitigation Measures

Impact summary Intensity Significance

No mitigation Varies low to high Medium

With mitigation Varies low to high Low to medium

1.1.1.2.4 Pietermaritzburg Noise Bylaws

The Pietermaritzburg Noise Bylaws are provided in Appendix 1.

The Noise Bylaws apply are applied by the Local Authority on all processes and activities

in the Local Authority. The Bylaws require that all noise complaints are investigated and

that the ambient noise level without the intruding noise be determined and then the

intruding noise be evaluated. If the intruding noise exceeds the ambient noise levels by 7

dB(A) or more an intruding noise problem occurs.

1.2 NOISE SENSITIVE LOCATIONS Sensitive areas which included residential, commercial and industrial were identified in the Cato Ridge area of N3 and some areas of Camperdown. Between Camperdown and Lion Park Interchange few residential properties were found. Most areas are used for farming. Rainbow Chicken Farm Hatchery is located to south of N3 just before the Lion Park Interchange. A school was also noted in the Camperdown area near the N3.



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Figure 1: Cato Ridge

Figure 2: Cato Ridge to Lynnfield Park



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1.3 NOISE IMPACT ON NOISE SENSITIVE AREAS The existing road traffic noise impacts on residential properties, schools, commercial and industrial plants. The existing noise levels are high in areas where sensitive receivers are located. A number of these are within 100 m of the N3. The noise generated by road vehicles on the N3 upgrade will result in a noise increase. This is likely to cause a significant noise impact in some areas. The areas of greatest concern were: - Cato Ridge – residential properties and schools. Most of these were located on the north side of the N3 and within 100 m of the N3. - Camperdown – residential properties located on the north side of N3 and Rainbow Chickens located on south side. - Between Camperdown and Lion Park – Rainbow Chicken Farms

The current noise levels measured are provided in (Table 6) were used to predict the noise levels

at various distances from the N3. These predicted noise levels are provided in Appendix 5 and

are also provided in Table 6 LReq dB(A) and the area of impact from the N3. Once the areas of

noise impact was determined, compliance to NCR standard of 65 dB(A) was determined. Based

on this the extent of the noise impact was considered in accordance with Intensity and

Significance (Table 5). This identified that the LReq dB(A) of 65 dB(A) extended between 280 –

290 m from the N3. These levels were compared to the standard prescribed in the Draft Noise

Control Regulations (NCR) of (65 dB(A)). Using this standard the noise impact was determined.

This is provided in Table 5.

Table 5: Current/Existing Noise impact into surrounding communities

LReq dB(A)

Distance (m) from N3

Assessment Intensity Significance

Cato Ridge Interchange

65 60 55 50

200 280 310 400

Exceeds NCR Complies with NCR Complies with NCR Complies with NCR

Very high High Medium Low


N3 Camperdown

65 60 55 50

150 180 250 420




Lion Park Interchange

65 60 55 50

200 250 430 500




NCR = Noise Control Regulations

SANS = 55 dB(A) to 60 dB(A)



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1.4 CONSTRUCTION

The construction noise associated with the N3 capacity upgrade will increase the noise levels in

the area of work. This noise will add to the existing road traffic noise. The cumulative effect will

result in an increase of between 2 and 10 dB(A) above the highest noise output.

Construction noise will present an environmental noise problem within 350 m to 470 m of the

road on both sides if the existing road noise and construction noise is considered together in the

following areas:

- Cato Ridge

- Camperdown

In these areas residential properties are the primary sensitive areas.

In the other areas the area of concern varies but is generally 270 m.

1.5 NOISE MITIGATION MEASURES

1.5.1 Construction

The construction noise and the existing noise from road traffic will increase the ambient in all

areas of work.

To reduce construction noise the following can be considered.

1. Restrict work hours to between 08h00 and 16h00 on weekdays. No week end or public

holiday work unless for emergency.

2. Inform those residential and others who may be impacted by noise from specific on the

activities which generate noise and have identified in this report and precautions

implemented to reduce/restrict noise.

3. Use equipment with noise control provided.

4. Enclose noise sources such as compressors.

5. Locate the noisy equipment away from residential properties.

6. Limit duration of noise generation.

7. Educate operators on the problems of environmental noise.

8. Provide barriers to reduce noise.

9. Noise Management Plan.

10. Locate noisy activities as far as possible away from sensitive areas.



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1.5.2 Operational

The primary noise control measures are road surface and noise barriers, either individually or

together. Noise control will be required.

1. Noise Barriers

Noise barriers are effective in reducing the level of noise received on severely impacted

locations close to the road provide the barrier screens the receivers (ground floor and

upper floors) windows from the noise source. Their effectiveness is good near the source

and decreases with increasing distance.

A 2 m high barrier wall is effective in reducing noise measured at 1.4 m height within

130m from the barrier, provided the barrier is continuous and that the barrier extends at

least 200 m beyond the location which requires the noise mitigation.

A 3 m barrier wall will be more effective, and will reduce the level of noise within 250 m

from the barrier.

Road noise barriers will need to be considered in the Cato Ridge and Camperdown

areas.

The correct road surface material will reduce noise. Low noise process road surface

material is less effective than barriers at certain locations. Comparing a barrier wall to the

use of low noise process material the following identifies:

- a 2 m barrier wall is more effective than low noise process road surface for first 90 m. After 90 m from the road low noise process material is more effective



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2. DISCUSSION OF RESULTS

2.1 Guidelines used

The results need to be compared to some set of standards. For portion of this section of the road under investigation Pietermaritzburg Bylaws could be used. The Bylaws identify that an intruding noise problem occur if noise levels exceed the ambient noise level (without) intruding noise level) by 7 dB(A). Should a noise problem occur the Local Authority would use: i. Pietermaritzburg Noise Bylaws

ii. Draft Noise Control Regulations in terms of Section 25 of the Environmental

Conservation Act 1989 (Act 73 of 1989). iii. SANS Code of Practice 10103:2008. (Both Municipalities and the Draft Noise Control

Regulations would use these for assessment) The table providing this information from SANS Code of Practice 10103:2008 separates the noise guidelines according to location, activity, time of day and accepted noise level.

This table from SANS Code of Practice 10103:2008 is provided in Appendix 2.

2.2 The noise levels recorded in each area must be assessed in accordance with the SANS requirements. The most important noise level is the Equivalent Noise Level and this level is determined over a period of time. The definition and explanation is provided in Appendix 3.

All results provided in the tables below excluded all correction factors. These correction factors which should be added are dependent upon the type of noise, its tone and the time of day. The type of noise was included in the measurements as the equipment was set on impulsive level. Where sound (noise) with tone occurs a correction factor of 5 dB(A) must be added. The correction factor for the time of day only applies for the day - night (24 hour) result here a correction factor of 10 dB(A) must be added to the night time component only.



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Table 6: Existing Noise Levels measured between Cato Ridge and Lynnfield Road

Results of noise measurements performed on 24 and 25 April 2018. The measurement locations are illustrated on the aerial photograph in Appendix 4.

Location Position dB(A)

Leq Min Max L10 L90


22 Day 85.4 75.2 98.7 89.1 78.3

Night - - - - -


23 Day 86.4 68.5 94.5 85.5 75.0

Night - - - - -

N3 Camperdown 24 Day 78.7 64.2 90.7 85.6 71.3

Night 83.2 69.7 98.6 85.5 72.0


25 Day 83.5 67.1 95.9 89.3 72.0

Night 87.6 62.9 98.0 89.5 77.0


26 Day 82.5 62.3 96.7 85.5 71.5

Night - - - - -

2.3 Existing noise levels

The existing noise levels at a number of locations were evaluated. These results are provided in Table 6 in this report for this project. These results were compared to the noise levels recommended in SANS Code of Practice 10103 (Table 7) and also to NRC level of 65 dB(A). The noise levels recorded (Table 6 Leq) should be similar to those provided to SANS Code of Practice 10103 for residential properties with main road (Table 7). Table 7: SANS Code of Practice for Residential Properties on or near a main road (SANS 10103)

Type of District

Daytime

06h00 - 22h00

Night time

22h00 - 06h00

Urban Districts (d) Outdoors Indoors

60 dB(A) 50 dB(A)

50 dB(A) 40 dB(A)

Central Business District (e) Outdoors Indoors

65 dB(A) 55 dB(A)

55 dB(A) 45 dB(A)



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Using the SANS Code of practice (Table 7) the existing road traffic noise levels at all locations (day and night) (Table 6 Leq) exceeds the SANS Code of Practice. The noise levels (equivalent noise levels) were calculated at set distances away from the road. These levels are provided in Table 5. These results identify from the existing road noise impacts an area greater than 340 m from the source during the day time using SANS Code of Practice level of 60 dB(A). Using the NCR limit of 65 d(B) the impact area of concern is between 280 m and 290 m (Table 5) from the road.

2.4 Site Preparation for Road Upgrade The existing roads and should any new access roads to the upgrade areas of the N3 site(s) and preparation of the upgrade sites for construction will result in noise from the activities associated with this preparation. Road upgrading will require graders, bulldozers and haulage trucks. The noise generated by these will impact on the surrounding community. The projected noise from the graders, bulldozers will result in an increase of ambient noise by 30 to 50 dB(A) whilst this equipment operates. The noise generated by graders, bulldozers and other equipment is provided in Table 8 below. This table identified noise levels from specific earth moving equipment at a distance of 20 m from the source under evaluation.



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Table 8: Noise Generated by Graders, Front End Loaders, Excavators, Haulage Trucks and Bulldozers

Noise level at 20 metres dB(A) (Sound Pressure Levels)

60 70 80 90 100 110

Earth Moving Equipment

Front End Loaders

Excavators and Bulldozers

Graders

Trucks and Heavy Vehicles

Compactors

* Note: The above measurements are sound pressure levels.

The possible Sound Power levels for the above mobile equipment are provided in Table 9 below. Sound Power levels are the noise levels generated at the source and are therefore used to predict noise levels away from the source(s).


Mobile Equipment Sound Power Level dB

Lin dB(A)

Front End Loader 118 110

Excavator/Shovel 119 110

Bulldozer 123 116

Graders 115 110

Haulage Truck 122 116

Water Cart 118 112

* Note: The Sound Power levels in the above table are estimates. Sound Power levels can vary significantly even for similar equipment. The construction noise will be heard in the surrounding communities, during this phase of the project. Most of the noise would occur during the day period and this should reduce the number of receivers in the areas around the construction activities. In determining the



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potential community response (Table 10) the construction activities were considered to be a daytime activity and no night work was considered. The expected response from the community in terms of the effect of the impact increased noise during site preparation phase was determined and is provided in Table 10.

Table 10: Assessment Criteria: The effect of increased noise levels on communities during site preparation phase

Criteria Rating Scales Notes

Nature Negative This is an evaluation of the overall impact of the construction, operation and management that the proposed N3 upgrades would have on the affected environment (social, biophysical and economic).

Spatial Extent Medium Local (<2 km from site).

Duration Low Short term (1-4 years, i.e. duration of construction phase).

Intensity Medium Noticeable alteration of natural systems, patterns or processes.

Potential for impact on irreplaceable resources

Low No irreplaceable resources will be impacted (the affected resource is easy to replace/rehabilitate).

Reversibility of impacts Low Low reversibility to non-reversible.

Consequence (a combination of extent, duration, intensity and the potential for impact on irreplaceable resources)

Medium Intensity is medium and at least two of the other criteria are rated medium.

Probability (the likelihood of the impact occurring)

High It is more than 75% certain that the impact will occur or it is definite that the impact will occur.

Significance (all impacts including potential cumulative impacts)

Medium Medium consequence and high probability.



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2.4.1 Construction Phase Construction of the proposed road upgrade will generate noise. A large number of equipment which generates and releases noise can be used on the road construction site. A number of these are listed below (Table 11) and the predicted sound and noise outputs are provided. The possible Sound Power levels of the various potential activities or processes or equipment are provided in the Table below:


Item Sound Power Level

dB Lin dB(A)

Conveyor Noise 122.0 110

Loading of Haulage Trucks 120 - 140 110 - 120

Power Plant 120 107 - 110

Haulage Truck 117 - 122 110 - 116

Concrete Plant 125 117

Scraper 128 120

Graders 115 110

Excavators 119 110

Front End Loaders 118 110

Bulldozers 123 116

Water Cart 118 112

Pile Drivers 125 - 140 120 - 130

The construction noise will be heard in the surrounding communities, during this phase of the project. Most of the noise would occur during the day period and this should reduce the number of receivers in the areas around the construction activities. In determining the potential community response (Table 12) the construction activities were considered to be a daytime activity and no night work was considered.



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The expected response from the community in terms of the effect of the impact (increased noise during construction phase from the construction noise (without mitigation) was calculated to be high:

Table 12: Assessment Criteria: The effect of construction noise on receivers during construction phase of this project

















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2.4.2 Haulage Trucks The number of haulage trucks and distance between the removal of material and/or supply of material to the upgrade area and maybe other areas will influence and determine the impact of the vehicle movement on the community. If many haulage trucks and trips occur daily or hourly, the noise from this will be constant and the noise could be perceived by the receiver to be continuous and be a line source. Line noise which can occur along roads changes the noise and the level of noise along the “line” will be the same. Line noise also deteriorates away from the source at a different rate to other noise sources (point). The noise levels generated by moving haulage trucks is usually above 70 dB(A) and can be up to 90 dB(A) 20 metres from the haulage truck (Table 8). The expected response from the community in terms of the effect of the impact of a haulage truck was calculated to be:

Table 13: Assessment Criteria: The effect of the haulage truck noise on the surrounding communities





Intensity Low Negligible alteration of natural systems, patterns or processes.


Medium No irreplaceable resources will be impacted (the affected resource is easy to replace/rehabilitate).



Low Intensity, duration, extent and impact on irreplaceable resources are all rated low.




Medium Medium consequence and low probability. Medium consequence and medium probability. Medium consequence and high probability.



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2.4.3 General Construction Noise

The other construction noise could also cause noise issues. The noise from these activities is provided in the tables below (Table 14).

Table 14: Typical Construction Equipment and the Projected Noise Impact at 20 m from the Source in dB(A)

Noise level at 20 metres dB(A))

60 70 80 90 100 110

Equipment Powered by Internal Combustion Engine

Earth Moving Equipment

Front End Loaders

Excavators and Bulldozers

Graders

Trucks and Heavy Vehicles

Equipment Powered by Internal Combustion Engine

Compactors Graders

Materials Handling

Concrete Mixers

Concrete Pumps

Cranes, Movable

Cranes, Derrick

Stationary Pumps

Generators, Diesel

Compressors

Impact Equipment Pneumatic Wrenches

Jackhammers & Rock Drills

Impact Pile Drivers (Peak)

Labouring General work

Shovelling hardcore

Concrete pour

Digging/scabbing

Angle grinding/Cutting Typical

Piling Machine Operator

Piling Worker



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The projected noise above the ambient noise level during construction will vary. At times it can be 5 to 10 dB(A) above the ambient, whilst at other times 30 to 50 dB(A) above. Many of the activities/process equipment generate noise which also has a distinct tone and these noise tones must be considered when determining the noise impact. For example the reverse alarm on the haulage or other vehicles generates a noise with distinct tone (alarm noise). The above table excludes the correction factors for tonal noise. The correction factor according to SANAS 10103 vary between 5 and 12 dB(A), the most common used is 5 dB(A). Construction noise will impact on any person within 150 m of the construction site.

The expected response from the community in terms of the effect of the impact of general construction noise was calculated and is provided in Table 15.

Table 15: Assessment Criteria: The effects of general construction activities on the surrounding properties

Noise impact from Construction Activities without mitigation

















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2.5 Operational Phase of Upgrade of N3

The proposed N3 upgrade from the between the Cato Ridge Ridge Interchange and the Lion Park Interchange will result in increase in traffic in this area. The number of road vehicles will influence the noise levels generated and released. This road passes through a number of areas where residential properties are located. It will also pass through open land which would be developed in future. The current upgrade designs for N3 upgrade from between the Cato Ridge Ridge Interchange and the Lion Park Interchange identify the following characteristics.

i. Four (4) lanes in each direction. ii. The road surface will vary between tar (macadam) and concrete. iii. The existing speed limits in the areas will be those enforced along the upgrade is 120 km/hour.

To determine the potential impact of road traffic on the surrounding areas the proposed upgrade N3 road were assessed and the potential increase in noise was calculated.

The noise levels were calculated from existing road noise levels, the predicted increase in road traffic noise based on the road surface and predicted traffic volumes. The results of the existing ambient noise levels are provided in the tables below. These identified the following that the proposed road will have an influence on the noise levels in the areas near the road.

2.5.1 Cato Ridge Ridge Interchange and the Lion Park Interchange The noise levels in this area were measured. These are provided in the Table 6.

The noise levels encountered varied. Higher noise levels were recorded during the

periods 16h00 to 19h00. These noise levels recorded are also found along many of the

national roads throughout South Africa. This noise does impact on some of the

residential properties near these large roads.

Table 16: Road Traffic Impact - Cato Ridge Ridge Interchange and the Lion Park Interchange

Scenario Description Total Vehicle

Total PCU

Light Heavy % Heavy

1 Cato Ridge (R103) Calculated 2010 44,569 55,287 37,424 7,145 10.0%

Camperdown (P603) 43,010 55,127 34,932 8,078 18.8%

Dardanelles (R603) 44,996 59,060 35,620 9,376 20.8%

2 Cato Ridge (R103) Predicted 2012 47,578 39,703 7,875

Camperdown (P603) 46,309 37,059 9,249

Dardanelles (R603) 49,523 37,789 10,735

3 Cato Ridge (R103) Predicted 2020 64,350 50,295 14,055

Camperdown (P603) 62,035 46,946 15,089

Dardanelles (R603) 66,064 47,870 18,194

4 Cato Ridge (R103) Predicted 2047 104,615 143,091 78,965 25,651 24.5%

Camperdown (P603) 102,707 146,207 73,707 29,000 28.2%

Dardanelles (R603) 108,818 159,308 75,158 33,660 30.9%

Note: 2010 calculated by Goba SSI Joint Venture



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Based on the volumes of traffic provided the noise increase from road traffic will be small initially and will increase annually but by the year 2047 the increase from 2012 to 2047 would be significant. The initial increase in noise will be 2 to 3 dB over 10 years. This is to the receiver is not perceivable. However over 20 to 30 years the noise will increase up to 5 dB.

The noise impact from the upgrade N3 road will be similar at many locations along the entire length. The predicted noise levels based on the traffic data is provided in the tables below (Table 17). L10 noise predictions identify the noise levels that occur 10% of the time. It correlates well with the community response to noise. Equivalent Noise levels are also used and these are used to compare the results to the standards and guidelines. In most countries with standards for road traffic the planning standard is L10 (1 hour) of 70 dB(A). Equivalent Noise Level results are used as a noise descriptor. Equivalent Noise levels are constant noise levels which under a given situation and time period contains the same acoustic energy as the actual time varying noise level.



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Table 17: Noise Predictions (L10)

Scenario Predicted Noise Levels dB(A)

Road traffic noise edge of reserve (10 m)

50 m 100m 150 m

1 2018 Cato Ridge (R103) 86.4 79.4 75.4 73.4

Camperdown (P603) 84.7 77.7 73.7 70.7

Dardanelles (R603) 86.5 79.5 75.5 72.5

2 2020 Cato Ridge (R103) 88.1 81.1 78.1 75.1

Camperdown (P603) 85.9 78.9 74.9 71.9

Dardanelles (R603) 88.9 81.9 78.9 75.9

3 2047 Cato Ridge (R103) 89.5 82.5 79.5 76.5

Camperdown (P603) 88.9 81.9 78.9 75.9

Dardanelles (R603) 90.8 83.8 80.8 77.8

The noise level will increase as a result of an increase in traffic due to the N3 upgrade. The greatest increase will be at peak periods. The highest noise will be at the road and decrease as the sound travels to the receivers. Table 17 illustrates the noise level at edge of N3 and then provides the predicted noise levels at specific distances from the N3. These results are provided on an aerial photograph (Appendix 5). This noise level will reduce with distance away from the road, but at the nearest residential properties the noise level will vary. The areas of impact vary between areas of no receivers to receivers in residential areas. Residential areas were found near some areas of Cato Ridge and Camperdown along the N3. The noise levels for these peak locations are provided in Table 18.

At night (after 22h00) the noise level may drop along the N3 at the road. In the residential communities the noise will also drop, however the type of noise will increase the noise problem. Individual vehicle noise will at times be high and may be identified in the residential properties. The speed limit and traffic volume on the roads should help reduce vehicle noise at times.



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Table 18: Equivalent Noise Levels Predicted (Ldn) at a distance alongside the N3

Scenario Description Predicted Noise Levels dB(A)

Basic Road Traffic Noise

Road traffic noise edge of reserve (32 m)

50 m 100m 150 m

Day Night Day Night Day Night Day Night Day Night

1 2018 Cato Ridge (R103) 84.0 75.0 82.6 72.0 77.0 68.0 75.0 65.0

Camperdown (P603) 77.3 75.0 75.3 72.0 71.3 68.0 69.3 65.0

Dardanelles (R603) 81.6 75.0 79.6 72.0 75.6 68.0 73.6 65.0

2 2020 Cato Ridge (R103) 82.0 76.0 80.0 73.0 76.0 69.0 73.0 67.0

Camperdown (P603) 82.0 76.0 80.0 73.0 76.0 69.0 73.0 67.0

Dardanelles (R603) 82.0 76.0 80.0 73.0 76.0 69.0 73.0 67.0

4 2047 Cato Ridge (R103) 84.0 78.0 82.0 75.0 78.0 71.0 75.0 69.0

Camperdown (P603) 84.0 78.0 82.0 75.0 78.0 71.0 75.0 69.0

Dardanelles (R603) 84.0 78.0 82.0 75.0 78.0 71.0 75.0 69.0

The Equivalent Noise levels were calculated using the road traffic noise. The Equivalent noise levels identify similar results as to the actual noise measurements. Equivalent Noise levels are mostly used in South Africa for identifying community exposure and their level of acceptance or rejection. Comparing these results to those recommended in SANS 10103:2008 and Category (c) and (d) of the table are used (urban district with main road and urban district) it would be noted that the noise levels (predicted) are above those levels recommended in SANS 10103 and also NCR 65 dB(A).



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Table 19: Assessment Criteria: The effect/impact of traffic noise from N3 without mitigation




Duration High Long term (impact will only cease after the operational life of the activity) to permanent.













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3. CONCLUSION

The N3 is to be upgraded. The current levels generated and/or released by road traffic were evaluated. This identified road traffic noise above the Draft Noise Control Regulation standard of 65 dB(A) and also the SANS Code of Practice level of 55 dB(A) daytime and 45 dB(A) night time. Noise control is required to reduce noise impact. The N3 upgrade will results in higher volumes of road traffic and this will increase the road traffic noise received in the various communities over time. This increase will initially be small and not noticeable by the receiver. Over time this increase will increase to over 3 dB to 7 dB. At these levels noise will be a problem. Reducing the potential future noise is required.



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4. REFERENCES

Occupational Health and Safety Act 1993 (Act 85 of 1993) and regulations. SANS "The measurement and rating of environmental noise with respect to annoyance and

speech communication" SANS 10103 of 2008 (as amended) Pretoria. SANS "Methods for environmental noise compact assessments" SANS 10328: 2008 (as

amended) Pretoria. SANS "The Assessment of Noise Exposure during Work for Hearing Conservation Purposes"

SANS 10083 (2008) (as amended) Pretoria. Harold Gaze "Occutech Quality Assurance Manuals" Durban 2018 Harold Gaze "Industrial Audiometry and Sound Level Measurement" Occutech 2018 Berger, Ward, Morrill, Royster "Noise and Hearing conservation Manual" ACGIH, Ohio, 1988 Miller M, Silverman C "Occupational Hearing Conservation" New Jersey 1984 Gasaway D "Hearing Conservation" New York, 1985 Sharland I "Woods Practical Guide to Noise Control" England, 1979 Harris C.M. "Handbook of Noise Control" New York 1979 Environmental Conservation Act draft Noise Control Regulations.

Department of Local Government and Housing. 2006. Pre-Imbizo Report: National Imbizo

Focus Week, 26 - 31 October 2006.

Statistics South Africa: 2001. Census 2001.

Evaluation and analysis of Road Traffic in Asansol: D Banerjee, S.K. Chakraborly,

Environmental Research and Public Health 2008.

Calculation of Road Traffic Noise: Department of Transport, Welsh Office, HSE, 1988.

TNM Version 2.5 Addendum: validation of FHWA’s Traffic Noise Model (Phase 1), US

Department of Transport, 2004.

FHWA Traffic Noise Model: Users Guide, USA Department of Transportation, 1998.

EIAO Guidance Note No. 12/2005: Environmental Impact Assessment Ordinance Road

Traffic Noise Impact Assessment, Hong Kong, 2005.

Measures on Road Traffic Noise in EU: EPA – Network. Dr G.J. van Blokland, Ir. D.F. de

Graaf, 2012.



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Road Traffic Noise Emission: Recent Developments and future prospects: M. Haider, G.

Descomet, U Sandberg and Prof E.G. Pratico, 4th International SIIV Congress, Palermo,

2007.

Noise Management Policy, City of Tshwane, 2003.

Road: Traffic Noise: Butcher L, UK Parliament, 2010.

Noise Pollution, Chapter 12, Road Traffic Noise, Lamure C, John Wiley and Son, 1986.

New Road Traffic Noise Standards for new and altered roads, NZ Transport Agency, 2010.

Guidelines for road traffic noise abatement: Smile Workshop, EU, Berlin, 2003.

Environmental Noise Standards, Hong Kong, 2010.

Noise Road Australian Measurement: Department of Transport, Australia, 2009.



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APPENDIX 1

PIETERMARITZBURG NOISE ABATEMENT BYLAWS



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N° 514/1984 4 October 1984 The Administrator has been pleased in terms of Section 270 of the Local Authorities Ordinance, 1974 (Ordinance N° 25 of 1974), to approve of the subjoined bylaws as made by the City Council of the City of Pietermaritzburg.

CITY OF PIETERMARITZBURG

NOISE ABATEMENT BYLAWS 1. Definitions

In these bylaws, unless the context otherwise indicates, the following words shall have the respective meanings assigned to them hereunder:

Ambient Sound Level - The reading on an integrating sound level meter measured at the measuring point at the end of a total period of at least.10 minutes after such integrating sound level meter has been put into operation, during which period a noise alleged to be a disturbing noise is absent.

Council - The City Council of Pietermaritzburg. Disturbing Noise - A noise level which exceeds the ambient sound level by

7 dB(A) or more, and "disturbing" in relation to a noise shall have a corresponding meaning.

Integrating Sound Level Meter - A device integrating a function of sound pressure over a

period of time and indicating the result in dB (A), which dB (A) indication is a function of both the sound level and the duration of exposure to the sound during the period of measurement.

Measuring Point - (a) In relation to a piece of land from which an offending

noise is emitted, a point outside the property projection plane where in the opinion of the Medical Officer of Health, a disturbing noise should be measured in accordance with the provisions of Section 3; or (b) In relation to a multi-occupancy building, a point in such building where, in the opinion of the Medical Officer of Health, a disturbing noise should be measured in accordance with the provisions of Section 3.

Medical Officer of Health - The person appointed by the Council to be the Medical

Officer of Health or any person acting in his place. Noise Level - The reading on an integrating sound level meter taken

at the measuring point at the end of a reasonable period after the integrating sound meter has been put into operation during which period the noise alleged to be a disturbing noise is present, to which reading 5dB(A) is added if the disturbing noise contains a pure tone component or is of an impulsive nature.



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Premises - Shall include any land or building whether occupied or

not or any road, street or thoroughfare. Property Projection Plane - A vertical plane on an including the boundary line of a

piece of land which determines the boundaries in space of such a piece of land.

2. Offences

(1) No person shall on any premises or land make, produce, cause or permit to be made or produced by any person, machine, animal, device or apparatus or combination of these, a noise which is a disturbing noise.

(2) my person who contravenes subsection (1) shall be guilty of an offence.

(3) Where a disturbing noise is made in terms of (1) hereof, it shall be presumed, unless the

contrary is proved, that the person in effective control of the premises from which the disturbing noise emanates is causing or producing such noise or permitting such noise to be made or produced.

3. Measuring of Ambient Sound Level and Noise Level

(1) When the ambient sound level or noise level is read in terms of these bylaws, such measurement or reading shall be done in the case of -

(a) outdoor measurements on a piece of land with the microphone of the integrating sound level meter at least 1,2 metres but not more than 1,4 metres above the ground and at least 3,5 metres distant from walls, buildings or other sound-reflecting surfaces; (b) indoor measurements in a room or a closed space with a microphone of the integrating sound level meter at least 1,2 metres but not more than 1,4 metres above the floor and at least 1,2 metres distant from any wall with all the windows and outside doors of such room or enclosed space completely open.

(2) The microphone of an integrating sound level meter shall at all times be equipped with a windshield.

4. Powers of the Medical Officer of Health

(1) If the Medical Officer of Health, as a result of a complaint lodged with him is satisfied

that a noise emanating from any building, premises or street is a disturbing noise, he may, in a written notice, instruct the person causing or responsible for the disturbing noise or the owner of such building or premises on which the disturbing noise is caused or both of them, within a period specified in such notice immediately to stop such noise or have it stopped or take the necessary steps to reduce the disturbing noise level to a level which complies with the provisions of the bylaws: provided that if the Medical Officer of Health is satisfied that the disturbing noise is due to or caused by -

(a) the working of -

(i ) a machine or apparatus which is necessary for the maintenance or repair of property, or the protection of life, property or public services;



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(ii) garden equipment:

(iii) a machine or device, the noise level of which has in the opinion of the Medical Officer of Health, been reduced or muffled according to the best practicable methods and which continues to be disturbing;

(b) a sports meeting; or

(c) circumstances or activities beyond the control of the person responsible for

causing the disturbing noise, he may I whether generally or specifically, after written representation to the Medical Officer of Health by the person who caused or who was responsible for the disturbing noise, permit the working of such machine or apparatus or such sports meeting or circumstances or activities to continue, subject to such conditions as he deems fit.

(2) Any person who fails to comply with an instruction in terms of such subsection (1) shall

be guilty of an offence.

5. Right of Entry

Any duly authorised officer of the council may, for any purpose connected with the enforcement of these bylaws and without previous notice, enter any premises and make such examination, enquiry and inspection thereon as he deems fit, and he or any person instructed by him may take such steps as may be necessary to silence any noises for the purposes of determining the ambient sound level.

6. Penalties

Any person convicted of an offence in terms of the provisions of these bylaws shall be liable,

upon conviction, to the penalties described in Section 266(7) (a) of the Local Authorities

Ordinance, N° 25. of 1974.



46

APPENDIX 2

SANS CODE OF PRACTICE

10103:2008



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SANS 10103: 2008 ACCEPTABLE RATING LEVELS FOR NOISE IN DISTRICTS

1 2 3 4 5 6 7

Type of District Equivalent Continuous rating level (LReq.T) for noise, dBA

Outdoors Indoor, with open windows

Day- Night

LR,dna

Daytime LReq,d

b

Night-time LReq,n

b

Day- night LR,dn

a

Daytime LReq,d

b

Night-time LReq,n

b

(a) Rural districts (b) Suburban districts with little road traffic (c) Urban districts, non-industrial districts NON INDUSTRIAL DISTRICTS

(d) Urban districts with some workshops, with business premises, and with main roads (e) Central business districts (f) Industrial districts

45 50 55 60 65 70

45 50 55 60 65 70

35 40 45 50 55 60

35 40 45 50 55 60

35 40 45 50 55 60

25 30 35 40 45 50

Note 1 If the measurement or calculation time interval is considerably shorter than the reference time intervals, significant deviations from the values given in the table may result. Note 2 If the spectrum of the sound contains significant low frequency components, or when an unbalanced spectrum towards the low frequencies is suspected, special precautions should be taken, and specialist attention is required. In this case the indoor sound levels may significantly differ from the values given in columns 5 to 7. Note 3 Residential buildings, e.g. dormitories, hotel accommodation, residence etc. may only be allowed in non- residential districts on condition that the calculated or anticipated indoor LReq.T values given in column 3 of table 1 are not exceeded.

a The values given in columns 2 to 5 are equivalent continuous rating levels and include corrections for tonal character, impulsiveness of the noise and the time of day. b The values given in columns 3, 4, 6 and 7 are equivalent continuous rating levels and include corrections for tonal character and impulsiveness of the noise.

(SANS 10103 (2008) Notes : LAeq T = is the equivalent continuous A-weighted sound pressure level, in decibels,

determined over a time interval T that starts at t1 and ends at t2; L = is the equivalent continuous A-weighted sound pressure level LAeq T during a

specified time interval, plus specified adjustments for tonal character and impulsiveness of the sound, and derived from the applicable equation.

dB = decibel - the unit of sound pressure level and is in dB(A)



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The values provided are A- weighted Sound pressure Levels and includes corrections for

tonal character and impulsiveness of the noise If the measurement duration is shorter than reference time significant deviations can occur. Day - night = 24 hours Daytime = 06h00 - 22h00

NIGHT TIME = 22H00 - 06H00



49

APPENDIX 3

DEFINITION AND EXPLANATION



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DEFINITION AND EXPLANATION

1. A-weighted sound pressure level (LpA)

The value of the sound pressure level, in decibels, determined using a frequency-weighting network A, and derived from the equation:

LpA = 10 log (pA/po)2 dB SPL = 10 log (Pa/Po)

2 dB(A) or 20 log pA/po

where pA = the A-weighted sound pressure po = the reference sound pressure (po = 20 µPa).

2. Ambient noise The background or prevailing noise in that area

3. Continuous or steady-state noise Noise that is continuous or that consists of impulses spaced less than one second apart.

4. Equivalent continuous A-weighted sound pressure level (L Aeq)

The value of the continuous A-weighted sound pressure level, in decibels, that is representative of the instantaneous A-weighted sound pressure levels measured throughout a specified time internal, and derived from the equation:

Leq = 10 log(T1/40 antilog dB/10 + Tn/40 antilog dBn/10) where t = the measurement time interval dB = the instantaneous A-weighted sound pressure.

5. Equivalent noise exposure (Leq)

The value of the impulse corrected equivalent continuous A-weighted sound pressure level, in decibels, that is representative of the noise environment during the working hours of a typical working week during a period of employment, and derived from the equation:

Leq = L Aeq + Ci dB where Ci = the impulse correction.

6. Frequency analysis

The determination of sound pressure level as a function of frequency

7. I-time weighting characteristic A detector-indicator characteristic (as specified in IEC Publication 651) acting on a squared input signal and having an exponential time constant of 35 ms followed by a peak detector with an exponential dk time constant of 1,5s. Instruments used for community noise must have this function. Note: this characteristic is often indicated on the instrument as 'IMPULSE', it is not the same as 'PEAK'

8. Impulse noise Singular noise pulses each less than 1 second in duration, or repetitive noise pulses occurring at greater than 1 second intervals, or a change of sound pressure level of 40 dB or more within 0,5 second.

9. Logarithm (log) A logarithm to the base 10

10. Noise An undesirable or unwanted sound to which an individual is exposed



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Note: Noise that can damage an individual's hearing mechanism.

11. Noise-induced hearing loss The cumulative permanent loss of hearing, always of the sensory-neural type, that develops over months or years of hazardous noise exposure.

12. Noise level See sound level.

13. Noise level meter types (IEC 651) Sound Level Meters Type 0 - laboratory grade

Type 1 - precision grade Type 2 - industrial grade Type 3 - survey grade

14. S-time weighting characteristic

A detector-indicator characteristic (as specified in IEC Publication 651) acting on a squared input signal and having an exponential time constant of 1s.

Note: The characteristic is often indicated on the instrument as "SLOW'.

15. Sound level (noise level) The reading in dB on a sound level meter complying with IEC Publication 179, the 'A' weighting network being used.

16. Sound power level (SWL) The value of the sound power level in dB, and derived from the equation:

SWL = 10 log p/pO dB where P = measured or calculated sound power, Watt

Po = reference sound power of 10 -12, Watt

The Sound Power Level is the measurement of the sound source and excludes atmospheric or environmental influences.

17. Sound pressure level The value of the sound pressure level in decibels, and derived from the equation:

SPL = 20 log P/Po dB where P = measured rms sound pressure, Pa

where Po = reference rms sound pressure of 2 x 10 -5, Pa The Sound Pressure Level is the usual measurement and refers to the sound level at a point some distance from the source and includes the influence of the atmosphere, climatic and other influences.

18. L10 (18 Hour) dB(A) - unless otherwise stated, these values are measured on a sound level

meter at 1 m from the road verge or facade of building.

19. Existing road – an existing arterial road; includes a road subject to activities such as routine

maintenance or minor development including new intersection turns lanes or other upgrading,

traffic management measures such as a new roundabout or traffic signals, or normal traffic

growth over time.



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20. Existing road – planned significant development – a major upgrade to an existing arterial

road such as the addition of new land(s) or carriageway(s) or where the traffic mix or volume

is significantly altered as a result of changes at the network level, where the information has

been available in the public domain for the identification by way of publicly available

government (i.e Departmental) plans or documents at the time of the development of the

adjacent land.

21. Future road – currently planned – a new road or road corridor which has been identified in

publicly available government plans or documents at the time of development of the adjacent

land.

22. Existing road – unplanned significant development – an existing road where a significant

development as defined above may be proposed at some future stage but which is not

currently identified in publicly available government plans or documents at the time of release

of this Policy.

23. Future road (not currently planned) – any new roads or corridors which are not currently

identified in publicly available government plans or documents at the time of release of this

policy.

24. Existing residential – residential land use immediately adjacent to arterial roads.

25. Existing noise sensitive areas/locations – includes aged care facilities, hospices and

nursing homes and may include schools, libraries and hospitals. Commercial accommodation

facilities relying on passing trade are not considered as noise sensitive developments under

this policy.

26. Future residential or noise sensitive – any residential or noise sensitive land use adjacent

to or in the vicinity of arterial roads which does not exist at the time of the release of this

policy.



53

APPENDIX 4

LOCATION OF MEASUREMENTS



54

APPENDIX 5

AERIAL PHOTOGRAPH OF N3 ILLUSTRATING

PREDICTED NOISE LEVELS



55

APPENDIX 6

AERIAL PHOTOGRAPH OF N3 ILLUSTRATING

POTENTIAL NOISE IMPACT

basic assessment 4 proposed capacity …...on this section of the road these were from cato ridge...

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