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MAJOR, ROAD, PROJECTS, VICTORIA

TECHNICAL REPORT I – NOISE AND VIBRATION IMPACT ASSESSMENTYAN YEAN ROAD UPGRADE – STAGE 2: KURRAK ROAD TO BRIDGE INN ROAD

JULY 2020

Report No: DOCUMENT.DOCX

Technical Report I – Noise and Vibration Impact AssessmentYan Yean Road Upgrade – Stage 2: Kurrak Road to Bridge Inn Road

Major, Road, Projects, Victoria

WSP

Level 15, 28 Freshwater Place Southbank VIC 3006Tel: +61 3 9861 1111Fax: +61 3 9861 1144wsp.com

REV DATE DETAILS

00 15/07/2020 Updated report to include revised EPRs

NAME DATE SIGNATURE

Prepared by: Nicole Lanzer 15/07/2020

Reviewed by: Arvind Deivasigamani 15/07/2020

Approved by: Sam Hannon 15/07/2020pp

This document may contain confidential and legally privileged information, neither of which are intended to be waived, and must be used only for its intended purpose. Any unauthorised copying, dissemination or use in any form or by any means other than by the addressee, is strictly prohibited. If you have received this document in error or by any means other than as authorised addressee, please notify us immediately and we will arrange for its return to us.

document.docx July 2020

GLOSSARY.................................................................

ABBREVIATIONS......................................................

EXECUTIVE SUMMARY............................................

1 INTRODUCTION................................................1.1 BACKGROUND..............................................................

1.2 PROJECT DESCRIPTION..............................................

1.3 PROJECT OBJECTIVES................................................

2 EES SCOPING REQUIREMENTS......................

3 METHODOLOGY...............................................3.1 STUDY AREA.................................................................

3.2 EXISTING CONDITIONS................................................

3.3 RISK ASSESSMENT......................................................

3.4 IMPACT ASSESSMENT...............................................

3.5 LIMITATIONS AND ASSUMPTIONS............................

4 LEGISLATION, POLICIES AND GUIDELINES...................................................

4.1 STATE LEGISLATION..................................................

4.2 POLICIES AND GUIDELINES......................................

5 EXISTING CONDITIONS..................................5.1 NOISE MONITORING...................................................

6 RISK ASSESSMENT........................................

7 ROAD TRAFFIC NOISE MODEL......................7.1 MODELLING METHODOLOGY....................................

7.2 MODELLING PARAMETERS.......................................

7.3 ROAD SURFACE TYPES AND CORRECTIONS............................................................

7.4 MODEL CALIBRATION................................................

TABLE OF CONTENTS

CONTENTS (Continued)

8 IMPACT ASSESSMENT...................................8.1 CONSTRUCTION IMPACTS.........................................

8.2 OPERATION IMPACTS................................................

9 ENVIRONMENTAL PERFORMANCE REQUIREMENTS............................................

10 CONCLUSION.................................................

11 LIMITATIONS..................................................11.1 QUALIFICATIONS AND ASSUMPTIONS....................

11.2 USE AND RELIANCE...................................................

11.3 DISCLAIMER................................................................

LIST OF TABLESTABLE 3.1 RISK SIGNIFICANCE MATRIX.........................................

TABLE 3.2 LIKELIHOOD CATEGORIES...........................................

TABLE 3.3 GENERIC CONSEQUENCE CRITERIA..........................

TABLE 3.4 NOISE CONSEQUENCE CATEGORIES........................

TABLE 4.1 OCCUPATIONAL HEALTH AND SAFETY NOISE EXPOSURE TIME PERIODS..............................

TABLE 4.2 VICROADS TNRP NOISE LEVEL OBJECTIVES – NEW OR IMPROVED ROADS..............

TABLE 4.3 EPA GUIDELINE 1254 NOISE LEVELS..........................

TABLE 4.4 BS6472.1:2008 CRITERIA FOR INTERMITTENT VIBRATION..........................................

TABLE 4.5 DIN 4150-3:1999 GUIDELINE VALUES FOR VIBRATION VELOCITIES...............................................

TABLE 4.6 DIN 4150-3:1999 GUIDELINE VALUES FOR VIBRATION VELOCITIES FOR SERVICES....................

TABLE 5.1 NOISE MONITORING RESULT SUMMARY...................

TABLE 6.1 SUMMARY OF NOISE RISK ASSESSMENT.................

TABLE 7.1 MODELLING INPUTS......................................................

TABLE 7.2 ROAD SURFACE TYPES................................................

TABLE 7.3 CALIBRATION FACTOR CALCULATION.......................

TABLE 7.4 APPLIED CALIBRATION FACTORS...............................

TABLE 8.1 CONSTRUCTION SCENARIOS AND SOUND POWER LEVELS.............................................................

LIST OF TABLES (CONTINUED)TABLE 8.2 RECOMMENDED MINIMUM WORKING

DISTANCES FROM SENSITIVE RECEIVERS FOR VIBRATION INTENSIVE PLANT............................

TABLE 8.3 PREDICTED NOISE LEVELS – EXISTING AND FUTURE SCENARIO.......................................................

TABLE 8.4 NOISE LEVEL DIFFERENCE SUMMARY – FUTURE PROJECT VS EXISTING.................................

TABLE 8.5 NOISE LEVEL DIFFERENCE SUMMARY – FUTURE PROJECT VS. FUTURE NO-PROJECT........................................................................

TABLE 9.1 EPRS RELEVANT TO NOISE AND VIBRATION............

LIST OF FIGURESFIGURE 1.1 PROJECT AREA AND KEY PROJECT

COMPONENTS.................................................................

FIGURE 1.2 BRIDGE INN ROAD INTERSECTION DESIGN................

FIGURE 3.1 ENVIRONMENTAL RISK PROCESS................................

FIGURE 5.1 LOCATIONS OF UNATTENDED NOISE MONITORING CONDUCTED BETWEEN 8 MARCH 2018 AND 16 MARCH 2018..............................

FIGURE 8.1 CONSTRUCTION NOISE PER SCENARIO OVER DISTANCE............................................................

LIST OF APPENDICESAPPENDIX A DETAILED NOISE SURVEY RESULTS

APPENDIX B TRAFFIC VOLUMES

APPENDIX C NOISE CONTOUR MAPS

APPENDIX D ENVIRONMENTAL RISK ASSESSMENT

APPENDIX E PROJECT DESCRIPTION

APPENDIX A DETAILED NOISE SURVEY RESULTS

APPENDIX B TRAFFIC VOLUMES

APPENDIX C NOISE CONTOUR MAPS

APPENDIX D ENVIRONMENTAL RISK ASSESSMENT

APPENDIX E PROJECT DESCRIPTION

GLOSSARYAGL Above ground level

Ambient Noise The ambient noise level at a particular location is the overall environmental noise level caused by all noise sources in the area. Ambient Noise is usually assessed as an energy average over a set time period ‘T’ (LAeq, T).

Attenuation The reduction of sound energy as a function of distance travelled it travels from a source to a receiver, by means such as distance, screening, air absorption, etc.

Audible Audible refers to a sound that can be heard. There are a range of audibility grades, including “barely audible”, “just audible” “clearly audible” and “prominent”.

A-weighting A frequency weighting devised to attempt to take into account the fact that human response to sound is not equally sensitive to all frequencies; it consists of an electronic filter in a sound level meter, which attempts to build in this variability into the indicated noise level reading so that it will correlate, approximately, with human response.

Background Noise Level

Total silence does not exist in the natural or built-environments, only varying degrees of noise. The Background Noise Level is the typical minimum level of noise measured in the absence of the noise under investigation and excluding other short-term noises such as those caused by all forms of traffic, industry, lawnmowers, wind in foliage, insects, animals, etc. It is generally quantified by the noise level that is exceeded for 90% of the measurement period ‘T’ (LA90, T).

Decibel The decibel (dB) is a logarithmic scale that allows a wide range of values to be compressed into a more comprehensible range, typically 0 dB to 120 dB. Noise levels in decibels cannot be added arithmetically because they are logarithmic numbers. The human ear has a vast sound-sensitivity range of over a thousand billion to one so the logarithmic decibel scale is useful for acoustical assessments.

Frequency The number of oscillations or cycles of a wave motion per unit time. The standard international unit is the hertz (Hz).

Hertz (Hz) The unit used to measure the frequency of sound expressed in cycles per second.

Human Response to Noise Level Changes1

— Less than 3 dBA = No perceivable difference— 3 dBA = Barely perceptible difference— 5 dBA = Readily perceptible difference— 10 dBA = ‘Doubling’ (or ‘halving’) of performance.

L10,12Hr Arithmetic average of the hourly L10 values for the 12 hour period between 0600 hrs and 1800 hrs.

L10,18Hr Arithmetic average of the hourly L10 values for the 18 hour period between 0600 hrs and 0000 hrs.

LA max The maximum A-weighted noise level recorded during the measurement period.

LA10 The A-weighted sound pressure level in decibels exceeded for 10% of the measurement period, T.

LA90 The A-weighted sound pressure level in decibels exceeded for 90% of a given time

1 [Reference; Cowan, J.P., 1994 “Handbook of Environmental Acoustics” & Bell, L.H. and D.H. Bell. 1994. “Industrial Noise Control Fundamentals and Applications”]

Technical Report I – Noise and Vibration Impact Assessment | Yan Yean Road Upgrade – Stage 2: Kurrak Road to Bridge Inn RoadMajor, Road, Projects, Victoria

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interval, T. LA90 is typically considered to be representative of background noise.

LAeq,T The A-weighted sound pressure level in decibels of a continuous steady sound that has, within a specified time interval, T, the same energy as the sound being measured. It can be considered the ‘average’ noise over time interval, T.

Leq,16Hr Logarithmic average of Leq values for the 16 hour period between 0600 hrs and 2200 hrs.

Leq,8Hr Logarithmic average of Leq values for the 8 hour period between 2200 hrs and 0600 hrs.

Noise Noise is unwanted, harmful or inharmonious (discordant) sound.

Octave An octave is the interval between two points on the acoustic spectrum where the frequency at the second point is twice the frequency of the first.

Sound Pressure The rms sound pressure measured in pascals (Pa).

Sound Pressure Level (SPL)

The basic unit of sound measurement is the sound pressure level. The pressures are converted to a logarithmic scale and expressed in decibels (dB).

Time Weighting — ‘F’ (Fast): Sound level meter weighting which takes 0.125 seconds to rise and fall.— ‘S’ (Slow): Sound level meter weighting which takes 1 second to rise and fall.— ‘I’ (Impulse): Sound level meter weighting which takes 0.035 seconds to rise and 1.5

to fall.

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Technical Report I – Noise and Vibration Impact Assessment | Yan Yean Road Upgrade –Stage 2: Kurrak Road to Bridge Inn Road


ABBREVIATIONSCEMP Construction Environmental Management Plan

CHMP Cultural Heritage Management Plan

CNVMP Construction Noise and Vibration Management Plan

CoRTN Calculation of Road Traffic Noise

dB Decibel

dBA Decibel, A-weighted

DELWP Department of Environment, Land, Water and Planning

DGA Dense Graded Asphalt

EES Environment Effects Statement

EMF Environmental Management Framework

EPA Environment Protection Authority

EPR Environmental Performance Requirement

ERA Environmental Risk Assessment

MRPV Major Road Projects Victoria

OGA Open Graded Asphalt

SEPPs State Environment Protection Policies

SPL Sound Pressure Level

TNRP Traffic Noise Reduction Policy

TRG Technical Reference Group

VDV Vibration Dose Values

Victorian Integrated Transport Model VITM

Yan Yean Road Upgrade – Stage 2 The Project


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EXECUTIVE SUMMARYMRPV engaged WSP to undertake an environmental noise and vibration assessment for the Yan Yean Road Upgrade – Stage 2 (the Project). As part of the Environment Effects Statement (EES), assessing noise impacts from construction and operation of the road to all potential sensitive receptors is required to be assessed.

CONSTRUCTION NOISE AND VIBRATIONPreliminary construction noise effects have been predicted for several typical construction activities such as earthworks, ground clearing, and paving. General noise control measures have been recommended in this report to reduce the construction risks to a low rating and include a requirement for preparation of a Construction Noise and Vibration Management Plan (CNVMP). Detailed construction noise and vibration assessments are recommended to be carried out once construction techniques and nominal equipment have been developed in detail by the preferred contractor.

OPERATIONAL NOISEThis report considers noise from operation of the road, referencing the requirements of the VicRoads Traffic Noise Reduction Policy (TNRP) 2005, which applies to:

— arterial roads or freeways built on new alignments, OR — improved arterial roads and freeways, when

— the road is widened by two or more lanesAND— buildings previously protected from traffic noise are exposed by removal of buildings required for

widening.

The Project does not qualify as a new road, nor does it meet the criteria for noise barriers for an improved road, based on the following: (accordance with TNRP definitions):

— This Project proposes to upgrade Yan Yean Road along its existing alignment. Thus, it is not considered to be a new road.

— Although this Project proposes to widen Yan Yean Road by at least 2 lanes, it does not propose to remove any building that currently provides noise shielding to sensitive receivers behind. Therefore, it does not meet the trigger of TNRP.

— Yan Yean Road was built prior to 1979, and therefore it is exempt from retrofitting requirement of noise attenuation.

To quantify changes to the acoustic environment, noise levels resulting from the existing road and the proposed road upgrade have been modelled using SoundPLAN v8.1 software. Modelled noise levels have been calibrated against in-field long term measurements of traffic noise (noise logging).

The results of the noise modelling indicate the following predicted changes to the noise levels when the existing scenario is compared with the future Project scenario.

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Table ES.1 Noise level difference summary – Future Project vs Existing

CHANGE IN NOISE LEVEL(2031 PROJECT VS. 2018 EXISTING) L10,18HR, DBA

NUMBER OF BUILDINGS

PERCENTAGE

<-4 6 1%

-4 to -3 1 0%

-3 to -2 1 0%

-2 to -1 2 0%

-1 to 0 9 2%

0 to 1 52 11%

1 to 2 203 42%

2 to 3 194 40%

3 to 4 16 3%

4 to 5 5 1%

> 5 0 0%

It can be seen from the above summary table that the majority of the residential properties along Yan Yean Road (~ 95%) are predicted to have an increase of no more than 3 dBA in noise levels as a result of the Project in future. As a generalisation, these noise level changes could be characterised as ‘barely perceptible’.

The future Yan Yean road design generally moves away from the houses, which decreases the noise levels at the sensitive building. This is partially offset by increases in the emission level, mostly due to traffic volume and speed. Approximately 4% of the dwellings are predicted to experience 3–5 dB increase in noise due to the Project in future.

The 2031 future no-Project scenario was also compared with the 2031 future Project scenario. The results were predicted to be similar to the comparison between existing and future Project scenario.


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1 INTRODUCTIONMajor Road Projects Victoria (MRPV) proposes to duplicate Yan Yean Road from Kurrak Road to Bridge Inn Road as part of the Yan Yean Road Upgrade – Stage 2 (the Project).

On 14 October 2018, the Minister for Planning decided that an Environment Effects Statement (EES) is required under the Environment Effects Act 1978 to assess the potential environmental effects of the Project. The EES process provides for identification and analysis of the potential environmental effects of the Project and the means of avoiding, minimising and managing adverse effects. It includes public involvement and allows stakeholders to understand the likely environmental effects of the Project and how they will be managed.

This noise and vibration impact assessment report has been prepared for the EES in accordance with the Scoping Requirements released by the Minister for Planning in June 2019.

Noise monitoring was conducted between 8 March and 16 March 2018 by WSP to ascertain the existing conditions. This report aims to present an overview of the changes to the noise environment as a result of the Project.

Road traffic noise is composed of tyre and engine noise from cars, trucks and other vehicles using the roads. The A-weighted level of noise (measured in decibels, dBA) varies continuously over time and therefore requires measurement over a defined time period. VicRoads prescribes the L10,18hr and L10,12hr acoustic parameters to describe the daily traffic noise levels for assessment purposes. These parameters are the arithmetic averages of the hourly L10 values for the 18-hour period between 0600 hrs and 0000 hrs and the 12 hour period between 0600 hrs and 1800 hrs, respectively.

The project area is the extent of the road corridor (and adjacent private land, where applicable) nominated by MRPV as being required for the construction of the Project, being sufficient for road duplication, installation of safety barriers, laydown areas, shared user paths, footpaths, drainage and service relocations required for the Project.

1.1 BACKGROUNDYan Yean Road is a primary north-south arterial road and connects the growth suburb of Doreen, with major east west arterials such as Bridge Inn Road, Kurrak Road and Diamond Creek Road. The road runs through the townships of Yarrambat and Plenty and connects with established areas of Diamond Creek and Greensborough. There is a high demand for north-south travel from Doreen and surrounding towns to established northern suburbs for employment and services.

Stage 1 of the Yan Yean Road upgrade (Diamond Creek Road to Kurrak Road) was completed in 2019, and construction of Stage 2 (this Project) is due to be completed in 2025.


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1.2 PROJECT DESCRIPTIONThe Project would duplicate a 5.5 km portion of Yan Yean Road between Kurrak Road and Bridge Inn Road increasing the existing two lanes to four lanes (comprising two lanes in each direction). The design speed along Yan Yean Road is 70 km/h, with the exception north of Bridge Inn Road which is 80 km/h. The design for the Project has 3.5 metre wide lanes with the majority of the Project using a 2.2 metre-wide central median. This cross section was adopted in design due to various constraints ranging from road safety issues, steep and rolling terrain, high cut and fill batters and subsequent retaining walls at certain locations, as well as seeking to limit impacts to existing properties, local accesses and trees along Yan Yean Road.

The Project will include:

— two new roundabouts (at Heard Avenue, and Youngs Road)— five new signalised intersections (Bannons Lane, Jorgensen Avenue, North Oatlands, Orchard and Bridge

Inn Roads)— upgrades to one existing signalised intersection, including an additional right hand turning lane, slip lane,

and traffic island (Ironbark Road)— new street lighting at all intersections, road signage and landscaping.

The Project will also include a new 3 metre wide shared user path on the western side and 1.2 metre wide footpath on the eastern side of Yan Yean Road. The paths links Diamond Creek to Doreen and would improve safety and connectivity for pedestrians and cyclists.

Continuous safety barriers would run along the Project’s length and are proposed in the median and behind outer kerbs along the mid-block sections of the carriageways.

The Project area and key Project components are shown in Figure 1.1. The extended Project description is presented in Appendix E.




Figure 1.1 Project area and key Project components



1.2.1 YAN YEAN / BRIDGE INN / DOCTORS GULLY ROAD INTERSECTION

The Yan Yean/Bridge Inn/Doctors Gully Road intersection has been designed to retain the two Doreen River Red Gums, General Store and Pet Supply/Stockfeed business situated adjacent to the current Doctors Gully and Yan Yean Road intersection by shifting the whole intersection to the north east (see Figure 1.2). This intersection design has been developed following community consultation and in response to arboricultural advice on the Doreen River Red Gums.

Figure 1.2 Bridge Inn Road intersection design




1.2.2 CONSTRUCTION ACTIVITIES

Proposed construction activities would likely be standard road construction activities to be undertaken in accordance with the Environmental Performance Requirements (EPRs) for the Project. These construction activities would include:— tree clearance and vegetation lopping and removal— establishment of construction site compounds— clearing and grubbing, temporary sediment and erosion control works— establishment of environmental and traffic controls— earthworks, including:

— remediation of any existing contamination and removal of any hazardous material— protecting and relocating services— widening of existing rock cuttings (approximately 750 m of existing cut along the Project would be

widened by approximately 20 metres)— new cuttings (approximately 1300 m of new rock cut would be required to a width of approximately

5 metres along the Project)— bulk earthworks and haulage

— civil and structure works, including:— roundabouts and intersection upgrades— shared user path and pedestrian path construction and connections— retaining walls— drainage works— pavement works

— 30–36 metre high fence along the edge of the Yarrambat Park Golf Course to avoid golf ball collisions with pedestrians, cyclists or vehicles

— traffic management systems and landscaping.

1.3 PROJECT OBJECTIVESThe Project aims to improve travel times and reliability to and from growing residential areas in Doreen and Mernda, enhance north-south travel in the area, and improve safety along the corridor. The objectives of the Project are set out below:

— To improve road safety: The Project will achieve this by isolating road users from hazards and improving access control through signalised intersections. Congestion and the complex road environment (poor sight lines due to undulating linear/perpendicular grades and adjacent terrain) are presently contributing to the poor safety record on Yan Yean Road.

— To improve the customer experience: The Project will achieve this by improving access, improving network connectivity, opportunities for active transport, and providing more road capacity.

— To improve network efficiency: The Project will achieve improved traffic flow and a reduction in travel times by increasing road capacity and reducing congestion.

— To maintain environmental and amenity values: The Project will achieve this by managing environmental effects to acceptable levels and ensuring that impacts are avoided, minimised and mitigated to the extent practicable.



2 EES SCOPING REQUIREMENTSThe Scoping Requirements for Yan Yean Road (Stage 2) Upgrade Environment Effects Statement (June 2019) have been prepared by the Department of Environment, Land, Water and Planning (DELWP) on behalf of the Minister for Planning. The Scoping Requirements set out the specific environmental matters to be investigated and documented in the EES, which informs the scope of the EES technical studies.

No specific Draft Evaluation Objectives or Key Issues have been identified in the Scoping Requirements for noise. Despite this, the noise impacts of the Project have been assessed to ensure that adequate studies are undertaken to support the assessment of environmental effects and to demonstrate how the Project will achieve a balance of economic, social and environmental outcomes that contribute to ecologically sustainable development and provide a net community benefit over the short and long-term.




3 METHODOLOGY

3.1 STUDY AREAThe Study Area for the Noise and Vibration Impact Assessment comprises a 300 m buffer from the existing road centreline. All noise sensitive buildings within the 300 m buffer are incorporated into the noise model to assess future impacts resulting from the Project (see Appendix C).

3.2 EXISTING CONDITIONSIn order to establish road traffic noise levels for the existing environment and for the purposes of calibrating the model, unattended noise monitoring was conducted between 8 March 2018 and 16 March 2018 at residential properties adjacent to the road corridor. The monitoring locations are indicated in Figure 5.4.

VicRoads prescribe requirements for noise monitoring in Traffic Noise Measurement Requirements for Acoustic Consultants September 2011. These guidelines document the instrumentation and certification requirements for the equipment, position of microphones and reporting requirements. All measurements have been conducted in general accordance with these guidelines.

3.3 RISK ASSESSMENTAn environmental risk assessment (ERA) has been completed to identify environmental risks associated with construction and operation of the Project. The risk-based approach is shown in Figure 3.3 and is integral to the EES as required by Sections 3.1 and 4 of the Scoping Requirements and the Ministerial guidelines for assessment of the environmental effects under the Environment Effects Act 1978. The noise and vibration risk register is provided at Appendix D and the key risks are presented in Section 6.

Primary environmental risks were identified for noise and vibration, and initial risk ratings were assessed by considering likelihood and consequence categories (Table 3.2, Table 3.3 and Table 3.4) and applying the risk significance matrix (Table 3.1). The initial risk ratings were assessed assuming the implementation of standard controls. Standard controls include compliance with legislative requirements and best practice requirements typically incorporated into the construction contracts for the delivery of road projects. The standard controls do not include any project-specific controls or requirements.

EPRs have been informed by the ERA, to set the minimum outcomes necessary to avoid, mitigate or manage environmental impacts and reduce environmental risks during delivery of the Project. The development of the proposed EPRs was an iterative process with input from the technical specialists and MRPV. Section 9 provides further detail of the specific EPRs developed for noise and vibration.



Figure 3.3 Environmental risk process




3.3.1 RISK ASSESSMENT PROCESS

The ERA has guided the environmental studies for the Project. The objectives of the ERA are to:

— identify primary environmental risks that relate to the construction and operation of the Project— guide the level and extent of investigation and data gathering necessary for accurately characterising the

existing environment and assessing the Project's environmental effects— help identify performance requirements to avoid, minimise and mitigate environmental risks— inform assessment of likely residual effects that are expected to be experienced after standard controls and

proposed EPRs have been implemented.

The risk assessment process for the EES incorporates risk management requirements as detailed in MRPV’s Environmental Risk Management Guideline. The process includes:

— an approach to environmental management which is aligned with ISO 31000 Risk Management – Guidelines— systems used to manage environmental risk and protect the environment, and how these are implemented at

different stages of road construction, operation and maintenance— tools and reporting requirements which provide guidance in managing environmental issues throughout the

Project.

The ERA identifies impact events for each relevant element of the environment, details the primary risks and has informed the level and range of technical reporting required to address predicted impacts. The ERA utilises a risk matrix approach where likelihood and consequence of an event occurring are considered (Table 3.2, Table 3.3 and Table 3.4). Throughout the preparation of the EES, the likelihood and consequence categories were updated to ensure currency, as required.

Table 3.1 Risk significance matrix

LIKELIHOOD CONSEQUENCE LEVEL

Insignificant Minor Moderate Major Critical

Almost Certain Medium Significant High High High

Likely Medium Medium Significant High High

Possible Low Medium Medium Significant High

Unlikely Low Low Medium Medium Significant

Rare Low Low Low Medium Medium



Likelihood and generic consequence criteria, informed by the MRPV corporate risk matrix, are shown in Table 3.2, Table 3.3 and Table 3.4.

Risk ratings were then reassessed following risk evaluation and risk treatment to generate a 'residual' risk rating. Both initial and residual risk ratings are documented in the risk register attached in Appendix D.

Table 3.2 Likelihood categories

LIKELIHOOD DESCRIPTION

Almost certain 76–99% Has occurred before and is expected to occur again.

Is expected to occur each year or more frequently.

All of the controls associated with the risk are extremely weak/non-existent. Without control improvement there is almost no doubt that the risk will eventuate.

Likely 51–75% Has occurred before with a chance of it occurring again.

Has occurred several times at the Department, Group, Division, Program or Project before.

The majority of the controls associated with the risk are weak. Without control improvement it is more likely than not that the risk will eventuate.

Possible 26–50% Has occurred before with a chance of occurring again.

Has occurred at the Department, Group, Division, Program or Project once before.

There are some controls that need improvement, however unless there is improvement the risk may eventuate.

Unlikely 6–25% Has occurred elsewhere before, therefore a small chance of occurring.

The majority of controls are strong with no control gaps. The strength of this control environment means that is likely that the risk eventuating would be caused by external factors not known to the organisation.

Rare 0–5% Has never occurred but may occur.

Is expected to occur 1/100 or more years.

All controls are strong with no control gaps. The strength of this control environment means that if this risk eventuated, it is most likely as a result of external circumstances outside of the control of the organisation.

Table 3.3 Generic consequence criteria

CONSEQUENCE DESCRIPTION

Critical A critical degree of impact on an environmental asset, value or use of moderate or higher significance.

Major A high degree of impact on an environmental asset, value or use of moderate or higher significance.

Moderate A moderate degree of impact on an environmental asset, value or use of moderate or higher significance.

Minor A low degree of impact on an environmental asset, value or use.

Insignificant A very low degree of impact on an environmental asset, value or use.




Table 3.4 Noise consequence categories

RISK EVENT INSIGNIFICANT MINOR MODERATE MAJOR CATASTROPHIC

Construction causes noise outside normal working hours

EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines fully complied – No noise complaints from any sensitive receivers.

Isolated non-compliance with EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Minor construction noise complaints from sensitive receivers.

Multiple non-compliances of EPA guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise complaints from sensitive receivers on several occasions.

Clear non-compliance of EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Noise complaints from all sensitive receivers adjacent to site.

Widespread non-compliance of EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Noise concerns from all sensitive receivers across the region and media attention.

Construction noise impacts amenity

EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines fully complied – Construction noise barely audible or inaudible.

Isolated non-compliance with EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise clearly audible on a few instances.

Multiple non-compliances of EPA guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise audible and intrusive – noise complaints from few residences.


Widespread non-compliance of EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Noise concerns from all receivers across the region and media attention.

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Traffic noise impacts on amenity

Applicable VicRoads Traffic Noise Reduction Policy (TNRP)/Project Objective Noise Levels (PONL) met at all sensitive receptors.

Isolated and temporary exceedances of VicRoads Traffic Noise Reduction Policy (TNRP)/PONL.

Exceedances of VicRoads Traffic Noise Reduction Policy (TNRP)/Project criteria at a large number of residential dwellings – potential sleep disturbances and complaints.

Major exceedances of VicRoads Traffic Noise Reduction Policy (TNRP)/Project criteria at a large number of residential dwellings – clear loss of amenity and sleep disturbances – community movements against authorities (possible with no noise attenuation).

Major exceedances of VicRoads Traffic Noise Reduction Policy (TNRP)/ Project criteria at all residential dwellings – clear loss of amenity and sleep disturbances – community movements against authorities (possible with no noise attenuation).

Construction vibration effects amenity

Best practice guidelines and standards (such as AS2670/BS 6472) met at all sensitive receptors.

Isolated exceedances of guidelines and standards (such as AS2670/BS 6472) at certain sensitive receptors.

Multiple exceedances of guidelines and standards (such as AS2670/BS 6472) at certain sensitive receptors – human discomfort affecting amenity.

Regular exceedances of guidelines and standards (such as AS2670/BS 6472) at certain sensitive receptors – human discomfort affecting sleep and health leading to complaints.

Widespread exceedances of guidelines and standards (such as AS2670/BS 6472) at all sensitive receptors – human discomfort affecting sleep and health leading to complaints.

Construction vibration impacts buildings

Best practice guidelines (such as DIN 4150) met at all locations – No damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded at certain locations – Low probability for cosmetic damage but not structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded – Medium probability for cosmetic damage but not structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded at large number of locations – High probability for cosmetic damage and medium probability of structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded everywhere around construction site – structural damage to buildings/services.

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Construction vibration impacts buildings

Best practice guidelines (such as DIN 4150) met at all locations – No damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded at certain locations – Low probability for cosmetic damage but not structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded – Medium probability for cosmetic damage but not structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded at large number of locations – High probability for cosmetic damage and medium probability of structural damage to buildings/services.

Best practice guidelines (such as DIN 4150) exceeded everywhere around construction site – structural damage to buildings/services.

Construction causes noise outside normal working hours

EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines fully complied – No noise complaints from any sensitive receivers.

Isolated non-compliance with EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Minor construction noise complaints from sensitive receivers.

Multiple non-compliances of EPA guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise complaints from sensitive receivers on several occasions.


Widespread non-compliance of EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Noise concerns from all sensitive receivers across the region and media attention.

Construction noise impacts amenity

EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines fully complied – Construction noise barely audible or inaudible.

Isolated non-compliance with EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise clearly audible on a few instances.

Multiple non-compliances of EPA guidelines for Major Construction Sites and VicRoads Noise Guidelines – Construction noise audible and intrusive – noise complaints from few residences.


Widespread non-compliance of EPA Environmental Guidelines for Major Construction Sites and VicRoads Noise Guidelines – Noise concerns from all receivers across the region and media attention.



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3.4 IMPACT ASSESSMENTNoise and vibration impact assessment is carried out through the following process:

— understanding the existing acoustic environment through monitoring. This monitoring data is used to establish the existing road traffic noise levels

— undertaking road traffic noise assessment through three-dimensional modelling— developing a comparative study to assess differences in noise environment (existing vs. future)— theoretical estimations of construction noise and vibration impacts to inform appropriate mitigation

measures.

A noise model of the project area was prepared using SoundPLAN v8.1 noise modelling software. The model was set up to predict traffic noise levels using the Calculation of Road Traffic Noise (CoRTN) algorithm. CoRTN is an accepted algorithm to predict noise from road traffic, primarily because it predicts an L10,18Hr parameter.

The detailed modelling inputs, calibration and assessment are provided in Section 7.

3.5 LIMITATIONS AND ASSUMPTIONSFor the purpose of modelling scenarios, the following assumptions apply:

— Existing road pavement types have been assumed as 7 mm spray seal throughout, except for signal intersections, which are assumed to be Dense Graded Asphalt (DGA).

— Future pavement types are assumed to be DGA throughout. While low-noise pavement types such as Open Graded Asphalt (OGA) may be used, the noise reduction provided by these surfaces may degrade over time. As such, a conservative approach to modelling has been taken, with 0 dB surface correction applied.

— Forecast volumes for 2031 are based on a version of the Victorian Integrated Transport Model (VITM) and a series of assumptions for how the road network would be upgraded over the coming years which was relevant at the time the forecasts were prepared.

The following assumptions apply to the noise modelling for this Project:

— CoRTN assumes a free-flowing state of traffic at a single speed. Noise levels from slowing traffic or stationary vehicles is not accounted for in the model.

— Inputs for future traffic volumes have been predicted based on traffic flow modelling. Existing traffic volumes have been based on measured traffic counts published by VicRoads. If the future traffic volumes are different from the modelled volumes, this would change the results.

— The model does not account for shielding by local fences, except where logging has been undertaken to adequately account for real-world shielding effects.

— The model does not account for localised effects including potholes, corrugations, grates etc.— The roads modelled are truncated at the end of the Project extent. Therefore, the results beyond the extents

of the roads modelled may differ from reality.




4 LEGISLATION, POLICIES AND GUIDELINES

This section assesses the Project against the relevant State legislation, policies and guidelines relevant to the noise and vibration impact assessment.

4.1 STATE LEGISLATION

4.1.1 ENVIRONMENT PROTECTION ACT 1970

State Environment Protection Policies (SEPPs) are policies made under the provisions of the Environment Protection Act 1970 to provide detailed requirements and guidance in relation to environmental matters. SEPPs apply to all businesses, non-government agencies, community groups, individuals, and State and local government agencies, to the extent they are relevant.

Of relevance to this Project is the SEPP:

— Environmental Guidelines for Major Construction Sites, 1996.

It is understood that the new environmental protection policy, and the implementation of the new Environment Protection Act 2018 will come into effect in July 2021. Whilst the exact details of the new requirements are currently unknown, the Project shall comply with the new requirements that would come into effect prior to the construction of the Project.

4.1.2 OCCUPATIONAL HEALTH AND SAFETY ACT 2004

In Victoria, workplace health and safety are governed by a system of laws, regulations and compliance codes which set out the responsibilities of employers and workers to ensure that safety is maintained at work. These requirements include managing noise exposure within the workplace.

The Occupational Health and Safety Act 2004 is the key administrative and legislative measure to managing occupational health and safety in Victoria. The Act sets out the key principles, duties and rights in relation to occupational health and safety.

The Occupational Health and Safety Regulations 2007 are made under the Act. The Regulations specify the ways duties imposed by the Act must be performed, including specifying noise exposure limits. The Regulations contain specific requirements for the control of noise and state that an employee should not be exposed to noise levels greater than:

— the 8 hour equivalent continuous Sound Pressure Level (SPL) of 85 dBA at an employee's ear positionor

— the C-weighted peak hold SPL of 140 dBC at an employee's ear position.

The first criterion of dBA Leq(8hour) relates to the total amount of noise energy a person is exposed to during a typical 8 hour working day. It specifies that a person should not be exposed to more sound energy than that produced by a constant noise level of 85 dBA for eight hours. The relationship between noise exposure level and duration is shown in Table 4.5.

The second criterion of dB LCpeak140 is an extremely high level of noise and is close to the threshold of pain. Even very brief exposure to noise at this level may cause hearing loss.



Table 4.5 Occupational Health and Safety noise exposure time periods

EQUIVALENT CONTINUOUS SPL, DBA LEQ DURATION OF NOISE EXPOSURE EQUIVALENT TO REGULATION CRITERION

82 16 hours

83 12 hours

85 8 hours

86 7 hours

87 5 hours

88 4 hours

91 2 hours

94 1 hour

97 30 minutes

100 15 minutes

4.2 POLICIES AND GUIDELINES

4.2.1 VICROADS TRAFFIC NOISE REDUCTION POLICY 2005

Noise from traffic associated with the Project is required to be assessed under the VicRoads Traffic Noise Reduction Policy 2005 (TNRP). The TNRP seeks to reduce the overall level of traffic noise, and to limit the effect of traffic noise on nearby residents when new or improved roads are opened to traffic by:

— reducing noise emitted by vehicles and road surfaces— encouraging compatible land uses next to major roads— limiting traffic noise from new arterial roads and roads upgraded to carry significantly more traffic— retrofitting noise barriers on older freeways.

4.2.1.1 NOISE LEVEL OBJECTIVES

Noise from new roads is required to meet the noise level objectives shown in Table 4.6.

For improved roads (applicable to this Project), noise barriers are only required to be designed where:

1 the road is widened by two or more lanesAND

2 buildings previously protected from traffic noise are exposed by removal of buildings required for widening.

Any noise mitigation should be designed to achieve the noise level objectives shown in Table 4.6 or the level that would have prevailed if the road improvements had not occurred, whichever is the greater.

Table 4.6 VicRoads TNRP noise level objectives – new or improved roads

CATEGORY BUILDING TYPES NOISE LEVEL OBJECTIVE

Category A Residential dwellings, aged persons homes, hospitals, motels, caravan parks and other buildings of a residential nature

63 dBA, L10,18Hour

Category B Schools, kindergartens, libraries and other noise-sensitive community buildings

63 dBA, L10,12Hour




Where the noise level adjacent to Category A or B buildings prior to road improvements is less than 50 dBA L10,18Hour, consideration can be given to limiting the noise level increase to 12 dBA. A study of the existing noise environment will establish existing noise levels. Should the measurement show existing noise levels to be lower than 50 dBA L10,18hr, applying the 12 dBA increase criterion is at the discretion of MRPV.

There are a number of stand-alone buildings proposed to be removed to enable the works. Where relevant, these have been removed from future scenarios in the model. The buildings removed are:

— two old buildings at 590 Yan Yean Road— shed at 495 Yan Yean Road.

These structures do not provide any material shielding effects to protect residences behind these structures, as these structures are individual buildings with receivers behind them already being exposed to existing road traffic noise.

4.2.1.2 CRITERIA FOR RETROFITTING

Retrofit of noise attenuation is considered in the policy for freeways and arterial roads that have previously been eligible for noise attenuation works (i.e. all freeways, and arterial roads built after 1979). The noise level trigger for this investigation is 68 dBA L10,18Hour. As Yan Yean Road was built prior to 1979, this criterion does not apply.

Note that local fences and local dirt mounds are not considered ‘noise barriers’ for the purposes of this definition. Maintenance and upkeep of local fences are not the responsibility of MRPV/VicRoads.

4.2.1.3 APPLICABLE ROAD TRAFFIC NOISE CRITERIA

The Project does not qualify as a new road, nor does it meet the criteria for noise barriers for an improved road, based on the following: (accordance with TNRP definitions):


— Although this Project proposes to widen Yan Yean Road by at least 2 lanes, it does not propose to remove any building that currently provide noise shielding to sensitive receivers behind. Therefore, it does not meet the trigger of TNRP.


The Project is therefore not required to meet the noise level objectives listed in sections 4.2.1.1 or 4.2.1.2.

4.2.2 EPA ENVIRONMENTAL GUIDELINES FOR MAJOR CONSTRUCTION SITES

Environment Protection Authority (EPA) Guideline 480 states the following with respect to construction noise:

While no specific statutory controls exist for noise from construction sites, all noise nuisance should be reduced wherever possible from vehicles, fixed machinery within the site, blasting, general construction activities, and from movements of vehicles servicing the site.



To ensure nuisance from noise and vibration does not occur, the following measures are suggested (but are not limited to):

— fit and maintain appropriate mufflers on earth-moving and other vehicles on the site— enclose noisy equipment— provide noise attenuation screens, where appropriate— where an activity is likely to cause a noise nuisance to nearby residents, restrict operating hours to between

7 am and 6 pm weekdays and 7 am to 1 pm Saturday, except where, for practical reasons, the activity is unavoidable

— noise should not be above background levels inside any adjacent residence between 10 pm and 7 am— advise local residents when unavoidable out-of-hours work will occur— schedule deliveries to the site so that disruption to local amenity and traffic are minimised— conduct a study on the impact of ground vibration from construction activities, where these operations occur

within 50 metres of a building and take appropriate action— minimise air vibrations.

4.2.2.1 EPA NOISE CONTROL GUIDELINES

EPA Publication 1254 contains additional guidance with respect to managing airborne noise from construction activities. The noise levels as presented in the guideline are shown in Table 4.7.

Table 4.7 EPA Guideline 1254 Noise Levels

TIME PERIOD APPLICABLE HOURS GUIDELINE NOISE LEVELS, LAEQ,15MIN

Up to 18 months after Project commencement

18 months or more after Project commencement

Normal working hours

— 7 am to 6 pm Monday to Friday

— 7 am to 1 pm Saturday

No specified Guideline Noise Levels – noise reduction measures apply.

Weekend/Evening work

— 6 pm to 10 pm Monday to Friday

— 1 pm to 10 pm Saturday

— 7 am to 10 pm Sunday and Public Holidays

Noise level at any residential premises not to exceed

background noise (LA90) by 10 dB(A) or more.

Noise level at any residential premises not to exceed

background noise (LA90) by 5 dB(A) or more.

Night — 10 pm to 7 am Monday to Sunday

Noise is to be inaudible within a habitable room of any residential premises.

As indicated in the table above, there are no Guideline Noise Levels specified in relation to construction during the day. However, noise emissions must be controlled during the daytime to ensure they are not unreasonable.

Exceptions to the EPA 1254 Guideline Noise Levels include Unavoidable Works, which are works that cannot practicably meet the time schedule requirements because the work involves continuous work (such as a concrete pour) or would otherwise pose an unacceptable risk to life or property, or risk a major traffic hazard. Affected premises should be notified in advance of such works, their duration and times of occurrence.




4.2.3 HUMAN COMFORT (BS6472-1:2008)

There are no EPA guidelines and standards that quantify allowable vibration limits during construction. The following sections provide standard industry practices in Victoria to manage construction vibration effects.

British Standard BS 6472-1:2008 Guide to evaluation of human exposure to vibration in buildings, Part 1: Vibration sources other than blasting adopts a detailed ‘dose’ approach to assessing intermittent vibration. The criteria are expressed as Vibration Dose Values (VDV) in m/s1.75. The VDV takes into consideration:

— maximum Root Mean Square (RMS) value of the vibration event— number of events per day— duration of each event— period of the day (i.e. day or night period).

This standard aids in a qualitative assessment providing guidance on the likelihood that the determined vibration dose might result in adverse comment from occupants. The occupants’ likely response based on exposed VDV values are categorized as follows:

— low probability of adverse comment— adverse comment possible— adverse comment probable.

The range of values for the likely responses are presented in Table 4.8.

Table 4.8 BS6472.1:2008 Criteria for intermittent vibration

PLACE TIME LOW PROBABILITY OF ADVERSE

COMMENT (M/S1.75)

ADVERSE COMMENT POSSIBLE

(M/S1.75)

ADVERSE COMMENT PROBABLE

(M/S1.75)

Residential buildings

16 h day 0.2 – 0.4 0.4 – 0.8 0.8 – 1.6

8 h night 0.1 – 0.2 0.2 – 0.4 0.4 – 0.8

Commercial offices

16 h day 0.4 – 0.8 0.8 – 1.6 1.6 – 3.2

Workshops 16 h day 0.8 – 1.6 1.6 – 3.2 3.2 – 6.4

Vibration management measures shall be applied when the vibration levels are predicted to exceed the “Low probability of adverse comment” category.



4.2.4 STRUCTURAL DAMAGE CRITERIA (DIN 4150-3:1999)

Effects of vibration on structures are established based on DIN 4150-3:1999 Structural Vibration, Part 3: Effect of vibration on structures.

4.2.4.1 DAMAGE TO BUILDINGS

The allowable peak velocities for sensitive buildings are presented in Table 4.9 based on these criteria. Note that the established criteria are only threshold values for initiation of any cosmetic damage to buildings. Structural damage limits are generally significantly higher.

Table 4.9 DIN 4150-3:1999 Guideline values for vibration velocities

TYPE OF STRUCTURE GUIDELINE VALUES FOR VELOCITY (PPV) AT FOUNDATION IN MM/S

1 to 10 Hz 10 to 50 Hz 50 to 100 Hz Vibration at horizontal plane of highest floor at all

frequencies

Sensitive/heritage buildings

3 3 to 8 8 to 10 8

Dwellings and buildings of similar design/occupancy (general residential)

5 5 to 15 15 to 20 15

Commercial/industrial buildings

20 20 to 40 40 to 50 40

4.2.4.2 DAMAGE TO BURIED ASSETS

The allowable peak velocities during short-term vibration are presented in Table 4.10 based on this standard. Note that the established criteria are only threshold values for initiation of any damage to buildings. The age and condition of the buried assets shall be considered in conjunction with these guideline values.

Table 4.10 DIN 4150-3:1999 Guideline values for vibration velocities for services

TYPE OF PIPE GUIDELINE VALUES FOR VELOCITY (PPV)

IN MM/S

Steel (including welded pipes) 100

Clay, concrete, reinforced concrete, pre-stressed concrete, metal (with or without flange)

80

Masonry, plastic 50

The Project has not proposed to adopt any blasting activities for the construction works. Therefore, no performance requirements associated with blasting activities are established in this document.




5 EXISTING CONDITIONS

5.1 NOISE MONITORING In order to establish road traffic noise levels for the existing environment and for the purposes of calibrating the model, unattended noise monitoring was conducted between 8 March 2018 and 16 March 2018 at residential properties adjacent to the road corridor. The monitoring locations are indicated in Figure 5.4.

VicRoads prescribe requirements for noise monitoring in Traffic Noise Measurement Requirements for Acoustic Consultants September 2011. These guidelines document the instrumentation and certification requirements for the equipment, position of microphones and reporting requirements. All measurements have been conducted in general accordance with these guidelines.

5.1.1 MONITORING RESULTS

Results for the surveyed noise measurements at each location are summarised in Table 5.11 (the detailed monitoring results for each site is included in Appendix A of this report). Periods where adverse weather conditions such as rain or wind on the microphone may have affected the measured noise levels have been excluded from the analysis.

Table 5.11 Noise monitoring result summary

DATE (DD/MM/YYYY)

MEASURED ROAD TRAFFIC NOISE LEVELS, L10,18HR, DBA SITE LOCATION

9 Coolong Terrace

34 Barak Parade

732 Yan Yean Road

638 Yan Yean Road

635-643 Yan Yean Road



Thu 8/03/2018 65.6* 53.4* 70.9* 59.6* 65.4* 68.8* N/A

Fri 9/03/2018 66.2 51.2 71.5 60.3 65.9 69.4 N/A

Sat 10/03/2018 65.8 51.9 70.9 59.7 65.3 69.3 N/A

Sun 11/03/2018 65.5 49.7 70.6 59.3 65.1 69.3 N/A

Mon 12/03/2018 66.0 49.2 70.9 59.3 65.6 69.7 N/A

Tue 13/03/2018 65.9 49.6 71.2 60.0 65.9 69.7 N/A

Wed 14/03/2018 65.9 50 71.0 59.6 65.9 69.1 N/A

Thu 15/03/2018 66.3 49.5 71.4 59.9 NA 69.7 N/A

Fri 16/03/2018 67.3* 47.3* 71.9* 61.3* NA 70.2* N/A

AVERAGE 65.9 50.2 71.1 59.7 65.6 69.5 N/A

AVERAGE Weekday

66.1 49.9 71.2 59.8 65.8 65.3 N/A

‘*’ denotes excluded data due to incomplete measurements for that day.

(1) The logger at 635–643 Yan Yean Road encountered a fault that caused it to cease measurement on Thursday 15 March 2018. The results from 6 full days of measurement appear consistent and are therefore deemed valid in accordance with MRPV requirements.

(2) The logger deployed on 450-456 Yan Yean road encountered a device malfunction on the first day and no data could be derived from this site. Considering data collected from other sites within entire project area, the absence of data from this site is not deemed to affect the results of the noise assessment.



Figure 5.4 Locations of unattended noise monitoring conducted between 8 March 2018 and 16 March 2018




6 RISK ASSESSMENTThe residual environmental risks identified for noise and vibration are provided in Table 6.12. The residual risk ratings consider the standard controls and proposed EPRs. The proposed EPRs are set out in Table 9.22 in Section 9.



Table 6.12 Summary of noise risk assessment

RISK NO. ASPECT IMPACT PATHWAY MITIGATION MEASURES TO INFORM ENVIRONMENTAL PERFORMANCE REQUIREMENT

EPR RESIDUAL RISK RATING

CONSTRUCTION

13 Noise and vibration – site establishment.

Noise and/or vibration from construction activities, potentially impacting on sensitive receptors.

Prepare and implement a Construction Environmental Management Plan in accordance with the relevant noise objectives in the Environment Reference Standards under the Environment Protection Amendment Act 2018, EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include measures, such as (but not limited to):

— fit and maintain appropriate mufflers on earth-moving and other vehicles on the site— enclose noisy equipment— provide noise attenuation screens, where appropriate— where an activity is likely to cause a noise nuisance to nearby residents, restrict

operating hours to between 7 am and 6 pm weekdays and 7 am to 1 pm Saturday, except where, for practical reasons, the activity is unavoidable

— undertake targeted noise monitoring of construction activities that are expected to cause higher impacts (if required), and modify management actions as necessary

— advise local residents when unavoidable out-of-hours work will occur— schedule deliveries to the site so that disruption to local amenity and traffic are

minimised— conduct a study on the impact of ground vibration from construction activities,

where these operations occur within 50 metres of a building and take appropriate action

— a noise and vibration communications subplan for advising and informing the community of work scheduling and working hours.

NV1 Low

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33 Noise and vibration - Earthworks

Noise and/or vibration from construction activities, potentially impacting on sensitive receptors

Implement the Construction Environmental Management Plan in accordance with the relevant noise objectives in the Environment Reference Standards under the Environment Protection Amendment Act 2018, EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include measures, such as (but not limited to):








NV1 Medium

53 Noise and vibration – Civils and Structures


Implement the Construction Environmental Management Plan in accordance with the relevant noise objectives in the Environment Reference Standards under the Environment Protection Amendment Act 2018, EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include

NV1 Medium



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measures, such as (but not limited to):








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73 Noise and vibration – Reinstatement


Implement the Construction Environmental Management Plan in accordance with the relevant noise objectives in the Environment Reference Standards under the Environment Protection Amendment Act 2018, EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include measures, such as (but not limited to):



— undertake targeted noise monitoring of construction activities that are expected to cause higher impacts, and modify management actions as necessary




— a noise and vibration communications plan for advising and informing the community of work scheduling and working hours.

NV1 Low



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DESIGN

93 Noise and vibration – Operations

Noise and/or vibration from operational road traffic noise, potentially impacting on sensitive receptors.

The operational noise will be addressed through detailed design in accordance with the VicRoads Traffic Noise Reduction Policy (2005).

NV2 Low

MAINTENANCE

113 Noise and vibration – Maintenance

Noise and/or vibration from maintenance, potentially impacting on sensitive receptors

Regular maintenance will aid in reduction of unnecessary noise (through potholes, corrugations, clogging of pores on pavement, etc.).

Any potential impacts during operation and maintenance will be managed in accordance with the Department of Transport’s standards for managing declared roads in Victoria.

EMF5 Low

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7 ROAD TRAFFIC NOISE MODEL

7.1 MODELLING METHODOLOGYA noise model of the project area was prepared using SoundPLAN v8.1 noise modelling software. The model was set up to predict noise levels using the CoRTN algorithm.

CoRTN is the accepted algorithm to predict noise from road traffic, primarily because it predicts an L10,18Hr parameter. The model uses the traffic volume, speed, percentage heavy vehicles, road geometry and terrain to determine the noise level at receiver locations along the road.

Both SoundPLAN and the CoRTN method are accepted by MRPV as suitable traffic noise assessment tools.

7.2 MODELLING PARAMETERSTable 7.13 lists the parameters required for noise modelling in SoundPLAN. A comment is provided regarding the source of each piece of data.

Table 7.13 Modelling inputs

INPUT VALUE/COMMENT

Existing road alignment Digitised from aerial imagery

Proposed road alignment Supplied by the Arcadis design team (ref AA009647-32-RG00-DRG-0101)

Road traffic speed Signposted speeds (see Reference Design Report, Arcadis 2019.)

Current road traffic volumes VicRoads published road traffic volume data

Future road traffic volumes Traffic modelling team (WSP), see Traffic Forecasting Report, WSP 2019

Road surface types See section 7.3

Terrain data WSP Lidar Reference Library

Receiver height 1.5 m above ground level

Ground absorption 0.5, representing semi-hard ground

All modelling input data, including traffic volumes, speed and mix of heavy vehicles are presented in Appendix B. Two scenarios have been prepared in the SoundPLAN v8.1 model, as follows:

— Existing scenario (Based on traffic volumes of Year 2018)— Future no-build (Considering Project does not go ahead, Year 2031)— Future scenario (Year 2031 – 10 years post completion).



7.3 ROAD SURFACE TYPES AND CORRECTIONSTable 7.14 shows the standard road surface corrections for different pavement types, as provided in Road Design Note 06-01 – Interpretation and application of VicRoads Traffic Noise Reduction Policy.

Table 7.14 Road surface types

SURFACE TYPE RELATIVE NOISE LEVEL DBA

Spray seals, 10 mm or larger +4

Spray seals 7 mm +2

Dense Graded Asphalt (DGA) 0

Open Graded Asphalt (OGA) -3

Stone Mastic Asphalt (SMA) -1

Slurry surfacing 0

Tyned concrete only +1 to +4

Broomed concrete +1 to +4

Hessian dragged concrete +2 to +4

Exposed aggregate concrete -1 to +1

(1) These relative noise levels are given relative to typical dense graded asphalt. They may also depend on environmental circumstances and tyre type.

(2) Because of the nature of noise measurements and the variable levels of noise produced by the spectrum of vehicle types, it is not possible to quote absolute values.

(3) For speeds below 80 km/h, the tyre/road noise is less of a problem than at high speeds.

(4) It is important to ensure that there is adequate texture depth to minimise the risk of aquaplaning.

7.3.1 PAVEMENT TYPES APPLIED

Existing road pavement types have been assumed as 7 mm spray seal throughout, except for signal intersections, which are assumed to be DGA.

Future pavement types are assumed to be DGA throughout. While low-noise pavement types such as OGA may be used, these surfaces may degrade over time if they are not well maintained. As such, a conservative approach to modelling has been taken, with 0 dB surface correction applied.




7.4 MODEL CALIBRATIONThe existing scenario was modelled to compare the results of the prediction with existing road traffic noise measurements, thus permitting the determination of relevant calibration factors to be applied to future modelling scenarios. The calculated calibration factors are presented in Table 7.15.

Table 7.15 Calibration factor calculation

LOGGER LOCATION MODELLED NOISE LEVEL (FAÇADE REFLECTED) L10,18HR DBA

Modelled Measured Difference

9 Coolong Terrace 72.8 66.1 6.7

34 Barak Parade 54.4 49.9 4.5

732 Yan Yean Road 75.7 71.2 4.5

638 Yan yean Road 67.5 59.8 7.7

635-643 Yan Yean Road 71.4 65.8 5.6

526-538 Yan Yean Road 75.7 69.5 6.2

Average – – 5.9

On average, the model overpredicted the traffic noise levels by 5.9 dBA.

The over-prediction of the traffic noise model is predominantly attributed to the fact that the model assumes constant free-flowing traffic, whilst the actual speeds are lower than the posted speeds. The Transport Impact Assessment (001-10003997-VCR-TRA-001) indicates that during the peak periods, the average speeds are only 30–35 km/hr. However, the report predicts that in future with the Project, the traffic congestion may ease, thereby allowing more vehicles to travel at higher speeds during peak periods (by at least 10 km/hr). Therefore, the model is likely to calibrate better for the future Project scenario (by approximately 2 dB).

Based on the above, the calibration factors applied to the scenarios modelled are presented in Table 7.16. Note that the same calibration factor is applied for existing and future no-Project scenarios as it is expected that the operational speeds during the peak periods will be lower if the road is not widened.

Table 7.16 Applied calibration factors

SCENARIOS EXISTING FUTURE NO-PROJECT FUTURE PROJECT

Calibration factor -5.9 dBA -5.9 dBA -3.9 dBA



8 IMPACT ASSESSMENT

8.1 CONSTRUCTION IMPACTS

8.1.1 NOISE LEVEL PREDICTIONS

Noise levels from construction activities are highly variable in character, duration and location. Project-specific construction scenarios have yet to be developed. In order to determine a likelihood of noise impact from construction noise, a simplified calculation was undertaken to determine typical levels from some indicative construction scenarios. The scenarios and sound power levels assumed for the calculation are presented in Table 8.17. Sound power data have been gathered from Construction Noise and Vibration Guideline – NSW Roads and Maritime Services and AS 2436: 2010 – Guide to Noise and Vibration Control on Construction, Demolition and Maintenance Sites.

Table 8.17 Construction scenarios and sound power levels

CONSTRUCTION SCENARIO

EQUIPMENT SOUND POWER LEVEL LW, DBA

Bulk earthworks Bulldozer 116

Scraper 110

Excavator 35 t 110

Excavator + hydraulic hammer 122

Grader 113

Dump Truck 110

Compactor 106

Roller 109

Water Cart 107

Scenario Total 124

Corridor clearing Bulldozer 116

Excavator 110

Chainsaw 114

Dump truck 110

Scenario Total 119

Paving Pavement laying machine 114

Dump truck 110

Asphalt truck & sprayer 103

Concrete truck 109

Smooth drum roller 107

Concrete saw 118

Scenario Total 121




The total sound power for each scenario was predicted at varying distances to produce Figure 8.5. As the calculation did not account for local shielding, ground effect or atmospheric attenuation, the results are conservative in nature. A more detailed prediction should be developed once scenarios are better understood and construction methodologies are developed.

Figure 8.5 Construction noise per scenario over distance

The results indicate that significant levels of noise may occur from construction activities. A Construction Noise and Vibration Management Plan (CNVMP) should be developed to ensure that the impacts of construction noise are minimised as far as practicable.

The CNVMP shall be approved by MRPV and relevant stakeholders, and would typically be expected to contain the following information:

— a prediction of noise from each construction scenario where relevant— an assessment of each scenario against relevant guidelines/targets— mitigation measures to be implemented to control noise levels as far as practicable— requirements for a noise monitoring regime where applicable— highlight potential unavoidable evening and night works for seeking prior approval from relevant

stakeholders including MRPV and EPA.

Works not listed under CNVMP are recommended to be reviewed by the relevant stakeholders and authorities to approve prior to construction to ensure noise effects are adequately managed.



8.1.2 VIBRATION EFFECTS

The potential vibration impacts are expected to be predominantly associated with driven piling works, and vibratory compaction of ground surfaces. Vibration levels depend on several factors such as:

— source levels (based on equipment specs and operation mode)— soil properties in the study area— coupling losses at soil-foundation interface— internal building fabric and building type.

As general guidance, Table 8.18 provides guidance on minimum working distances from dwellings for typical plant items (extracted from NSW RMS Construction Noise and Vibration Guideline – August 2016).

Table 8.18 Recommended minimum working distances from sensitive receivers for vibration intensive plant

PLANT ITEM RATING/DESCRIPTION MINIMUM WORKING DISTANCE (M)

Cosmetic damage Human comfort

Vibratory roller < 50 kN (Typically 1–2 tonnes) 5 15 to 20

< 100 kN (Typically 2–4 tonnes) 6 20



> 300 kN (Typically 13–18 tonnes) 20 100

> 300 kN (> 18 tonnes) 25 100

Small hydraulic hammer (300 kg – 5 to 12 t excavator) 2 7

Medium hydraulic hammer

(900 kg – 12 to 18 t excavator) 7 23

Large hydraulic hammer (1600 kg – 18 to 34 t excavator) 22 73

Vibratory pile driver Sheet piles 2 to 20 20

Pile boring ≤ 800 mm 2 (nominal) 4

Jackhammer Hand held 1 (nominal) 2

Note: More stringent safe working distances may apply to any heritage structures

Detailed vibration predictions shall be undertaken once construction techniques and nominal equipment types are finalised. It is however recommended that active vibration monitoring should occur during major construction activities in the corridor. A CNVMP should be developed to ensure that the impacts of construction vibration are minimised as far as practicable. These plans shall be approved by MRPV and relevant stakeholders prior to construction works.

The historic mine shafts in the vicinity of the Project are identified to be at least 100 m away from the proposed construction area. Therefore, the vibration effects to these mine shafts are considered a low risk.




8.2 OPERATION IMPACTSNoise contour maps are presented in Appendix C; the following scenarios are presented:— existing — future Project — difference (future minus existing)— future no-Project — difference (Project minus no-Project).

The predicted noise levels at noise sensitive buildings for the existing and future Project scenario are presented in Table 8.19. Predicted noise levels are presented in Appendix C as noise contour maps. Note that all buildings within 300 m have been included in the results.

Table 8.19 Predicted noise levels – Existing and future scenario

PREDICTED NOISE LEVEL RANGE DBA

L10,18HR

EXISTING (2018) FUTURE PROJECT (2031)

Number of buildings

Percentage Number of buildings

Percentage

<51 208 42% 129 26%

51 to 54 72 15% 106 22%

54 to 57 71 14% 76 16%

57 to 60 45 9% 64 13%

60 to 63 39 8% 37 8%

63 to 66 23 5% 33 7%

66 to 69 21 4% 29 6%

69 to 72 11 2% 15 3%

72 to 75 0 0% 1 0%

75 to 78 0 0% 0 0%

> 78 0 0% 0 0%



Noise level differences for the houses have also been calculated. The predicted change in noise level between existing scenario with future Project scenario is summarised in Table 8.20.

Table 8.20 Noise level difference summary – Future Project vs Existing

CHANGE IN NOISE LEVEL(2031 PROJECT VS. 2018 EXISTING) L10,18HR, DBA

NUMBER OF BUILDINGS PERCENTAGE

<-4 6 1%

-4 to -3 1 0%

-3 to -2 1 0%

-2 to -1 2 0%

-1 to 0 9 2%

0 to 1 52 11%

1 to 2 203 42%

2 to 3 194 40%

3 to 4 16 3%

4 to 5 5 1%

> 5 0 0%

It can be seen from the above summary table that the majority of the residential locations along Yan Yean Road (~ 95%) are predicted to have an increase of no more than 3 dBA in noise levels as a result of the Project in future. As a generalisation, these noise level changes could be characterised as ‘barely perceptible’.

The current road design moves away from the houses, which decreases the noise levels at the sensitive building. This is partially offset by increases in the emission level, mostly due to traffic volume and speed. Approximately 4% of the dwellings are predicted to experience 3–5 dB increase in noise due to the Project in future.




The predicted change in noise level between future no-Project and future Project scenario is summarised in Table 8.21.

Table 8.21 Noise level difference summary – Future Project vs. Future no-Project

CHANGE IN NOISE LEVEL(2031 PROJECT VS. 2031 FUTURE

NO-PROJECT) L10,18HR, DBA

NUMBER OF BUILDINGS

PERCENTAGE

<-4 6 1%

-4 to -3 1 0%

-3 to -2 1 0%

-2 to -1 2 0%

-1 to 0 8 2%

0 to 1 45 9%

1 to 2 143 29%

2 to 3 261 53%

3 to 4 18 4%

4 to 5 4 1%

> 5 0 0%

The future no-Project scenario is predicted to have similar noise levels compared to the existing scenario. Whilst the traffic volumes are predicted to increase naturally in future even if the Project did not go ahead, the percentage of heavy vehicles is expected to marginally decrease on Yan Yean Road in the no-Project scenario due to the expected completion of other road projects in future within the surroundings. Refer to Traffic Impact Assessment (001-10003997-VCR-TRA-001) for further analysis on traffic volumes, speeds and travel times.

8.2.1 GENERAL MAINTENANCE

The condition of roads may also affect the noise associated with road traffic. Potholes, corrugations, clogging of pores on pavement with dust/dirt and other surface abnormalities increase noise locally. Maintenance of the roads will ultimately be the responsibility of the operator and ongoing repairs should form a part of the ongoing noise management of the road.



9 ENVIRONMENTAL PERFORMANCE REQUIREMENTS

For the identified noise and vibration impact from Section 6, Table 9.22 lists the proposed EPRs relevant to the noise and vibration impact assessment.




Table 9.22 EPRs relevant to noise and vibration

PERFORMANCE OBJECTIVE

APPLICABLE LEGISLATION, POLICY AND GUIDELINE

EPR CODE RISK NO. ENVIRONMENTAL PERFORMANCE REQUIREMENT PROJECT PHASE

Effects on physical environment: Identify other potential adverse environmental effects of the project, such as on social and community amenity canvass an environmental management approach and performance measures to ensure any effects are identified and avoided, minimised or mitigated.

Noise and vibration

To minimise the impacts of noise and vibration impacts to sensitive receptors

EPA Publication 1254 (Noise Control Guidelines)

EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites)

VicRoads Traffic Noise Reduction Policy 2005

NV1 13, 33, 53 and 73

Construction noise management

The CEMP must include measures to manage construction noise and vibration in accordance with EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include measures, such as (but not limited to):

— fit and maintain appropriate mufflers on earth-moving and other vehicles on the site

— enclose noisy equipment

— provide noise attenuation screens, where appropriate

— where an activity is likely to cause noise impacts to nearby residents, restrict operating hours to between 7 am and 6 pm weekdays and 7 am to 1 pm Saturday, except where, for practical reasons, the activity is unavoidable. All reasonable measures must be implemented to mitigate the impacts of such unavoidable works

— undertake targeted noise monitoring of construction activities that are expected to cause higher impacts (as appropriate), and modify management actions as necessary

— advise local residents when unavoidable out-of-hours work will occur

— schedule deliveries to the site so that disruption to local amenity and traffic is minimised

Design and construction



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PERFORMANCE OBJECTIVE

APPLICABLE LEGISLATION, POLICY AND GUIDELINE

EPR CODE RISK NO. ENVIRONMENTAL PERFORMANCE REQUIREMENT PROJECT PHASE

— a noise and vibration communications sub-plan, consistent with the Communications and Stakeholder Engagement Plan (see also EPR S2), for informing the community of work scheduling and working hours

— provide the opportunity for the community to raise issues/concerns through an attended 24-hour phone number (see also EPR S2).

NV2 93 Achieve traffic noise objectives

Design and construct the Project so that operational noise will be addressed in accordance with the VicRoads Traffic Noise Reduction Policy (2005).

Design and construction

Operation and maintenance

Environmental Management Framework

To provide a transparent framework with clear accountabilities for managing and monitoring the environmental effects associated with the Project

Legislation and policy as identified in all EPRs

EMF5 113 Operation and maintenance

Any potential impacts during operation and maintenance will be managed in accordance with the Department of Transport’s environmental management system and standards for managing declared roads in Victoria.

Operation and maintenance

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10 CONCLUSIONMRPV engaged WSP to undertake a noise and vibration impact assessment for the Yan Yean Road Upgrade – Stage 2. This report considers noise from both construction and operation of the road.

Risk elements have been individually considered pertaining to noise and vibration for various stages of the Project, and control measures have been identified which form the basis of the assessment and mitigation measures. Construction noise and vibration targets have been established in accordance with EPA, VicRoads, Australian and international standards.

Preliminary construction noise predictions indicate that the construction activities are likely to have adverse impacts, if they are carried out without any noise mitigation or management measures. General noise control measures have been recommended to reduce the construction risks to a low rating. Development of a Construction Noise and Vibration Management Plan is also recommended to manage construction noise and vibration impacts to the satisfaction of the relevant Authorities. It is expected that the management plan will incorporate the need for predictive modelling, communication strategy and ad-hoc noise monitoring where appropriate to adequately manage adverse effects during construction activities, particularly those that may occur at night. More detailed construction noise and vibration modelling is recommended once a Contractor has been appointed and detailed method statements, timing of works and selection of equipment is known.

The construction noise controls will be managed through the development and implementation of EPR:

NV1: Construction Environmental Management Plan (CEMP)

The CEMP must include measures to manage construction noise and vibration in accordance with EPA Publication 1254 (Noise Control Guidelines), EPA Publication 480 (EPA Environmental Guidelines for Major Construction Sites) and other relevant statutory requirements. The CEMP should include measures, such as (but not limited to):

— fit and maintain appropriate mufflers on earth-moving and other vehicles on the site— enclose noisy equipment— provide noise attenuation screens, where appropriate— where an activity is likely to cause noise impacts to nearby residents, restrict operating hours to between

7 am and 6 pm weekdays and 7 am to 1 pm Saturday, except where, for practical reasons, the activity is unavoidable. All reasonable measures must be implemented to mitigate the impacts of such unavoidable works

— undertake targeted noise monitoring of construction activities that are expected to cause higher impacts (as appropriate) and modify management actions as necessary

— advise local residents when unavoidable out-of-hours work will occur— schedule deliveries to the site so that disruption to local amenity and traffic is minimised— a noise and vibration communications sub-plan, consistent with the Communications and Stakeholder

Engagement Plan (see also EPR S2), for informing the community of work scheduling and working hours— provide the opportunity for the community to raise issues/concerns through an attended 24-hour phone

number (see also EPR S2).

The VicRoads Traffic Noise Reduction Policy (2005) applies for:— arterial roads or freeways built on new alignments, OR— improved arterial roads and freeways, when

— the road is widened by two or more lanesAND— buildings previously protected from traffic noise are exposed by removal of buildings required for

widening.



The Project does not qualify as a new road, nor does it meet the criteria for noise barriers for an improved road, based on the following (accordance with TNRP definitions):


— Although this Project proposes to widen Yan Yean Road by at least two lanes, it does not propose to remove any building that currently provide noise shielding to sensitive receivers behind. Therefore, it does not meet the trigger of TNRP.


To quantify changes to the acoustic environment, noise levels resulting from the road upgrade have been modelled using SoundPLAN v8.1 software. Modelled noise levels have been calibrated against in-field long term measurements of noise (noise logging). The majority of the most exposed residential locations along Yan Yean Road (~ 95%) are predicted to have an increase of no more than 3 dBA in noise levels as a result of the Project in future. As a generalisation, these noise level changes could be characterised as ‘barely perceptible’. The traffic volumes are predicted to increase and the road alignments are modified at certain places, which may bring the proposed road closer to certain residences. However, the existing road is understood to have spray seal pavement finish, while the future proposed pavement is expected to perform acoustically better than the existing pavement finish. Thus, dwellings are generally predicted to have only a minimal difference in traffic noise levels (+/-2 dB). However, 4% of the dwellings are predicted to experience 3–5 dB increase in noise due to the Project in future.

The 2031 future no-Project scenario was also compared with the 2031 future Project scenario. The results were predicted to be similar to the comparison between existing and future Project scenario.




11 LIMITATIONSThis Report is provided by WSP Australia Pty Limited (WSP) for Major Road Projects Victoria (Client) in response to specific instructions from the Client and in accordance with WSP’s proposal dated 24 October 2017 and agreement with the Client dated 14 October 2016 (Contract number 9383) (Agreement).

11.1 QUALIFICATIONS AND ASSUMPTIONSThe services undertaken by WSP in preparing this Report were limited to those specifically detailed in the Report and are subject to the scope, qualifications, assumptions and limitations set out in the Report or otherwise communicated to the Client.

Except as otherwise stated in the Report and to the extent that statements, opinions, facts, conclusion and/or recommendations in the Report (Conclusions) are based in whole or in part on information provided by the Client and other parties identified in the report (Information), those Conclusions are based on assumptions by WSP of the reliability, adequacy, accuracy and completeness of the Information and have not been verified. WSP accepts no responsibility for the Information.

WSP has prepared the Report without regard to any special interest of any person other than the Client when undertaking the services described in the Agreement or in preparing the Report.

11.2 USE AND RELIANCE This Report should be read in its entirety and must not be copied, distributed or referred to in part only. The Report must not be reproduced without the written approval of WSP. WSP will not be responsible for interpretations or conclusions drawn by the reader. This Report (or sections of the Report) should not be used as part of a specification for a project or for incorporation into any other document without the prior agreement of WSP.

WSP is not (and will not be) obliged to provide an update of this Report to include any event, circumstance, revised Information or any matter coming to WSP’s attention after the date of this Report. Data reported and Conclusions drawn are based solely on information made available to WSP at the time of preparing the Report. The passage of time; unexpected variations in ground conditions; manifestations of latent conditions; or the impact of future events (including (without limitation) changes in policy, legislation, guidelines, scientific knowledge; and changes in interpretation of policy by statutory authorities); may require further investigation or subsequent re-evaluation of the Conclusions.

The Report does not purport to recommend or induce a decision to make (or not make) any purchase, disposal, investment, divestment, financial commitment or otherwise. It is the responsibility of the Client to accept (if the Client so chooses) any Conclusions contained within the Report and implement them in an appropriate, suitable and timely manner.

In the absence of express written consent of WSP, no responsibility is accepted by WSP for the use of the Report in whole or in part by any party other than the Client for any purpose whatsoever. Without the express written consent of WSP, any use which a third party makes of this Report or any reliance on (or decisions to be made) based on this Report is at the sole risk of those third parties without recourse to WSP. Third parties should make their own enquiries and obtain independent advice in relation to any matter dealt with or Conclusions expressed in the Report.



11.3 DISCLAIMERNo warranty, undertaking or guarantee whether expressed or implied, is made with respect to the data reported or the Conclusions drawn. To the fullest extent permitted at law, WSP, its related bodies corporate and its officers, employees and agents assumes no responsibility and will not be liable to any third party for, or in relation to any losses, damages or expenses (including any indirect, consequential or punitive losses or damages or any amounts for loss of profit, loss of revenue, loss of opportunity to earn profit, loss of production, loss of contract, increased operational costs, loss of business opportunity, site depredation costs, business interruption or economic loss) of any kind whatsoever, suffered or incurred by a third party.




APPENDIX ADETAILED NOISE SURVEY RESULTS

APPENDIX BTRAFFIC VOLUMES

B1 TRAFFIC DATAB1.1 EXISTING SCENARIO – 2018

(ADOPTING 2016 TRAFFIC VOLUMES)

ROAD NAME

SECTION TRAFFIC VOLUME

PERCENTAGE HEAVY

VEHICLES (%)

SPEED (KM/H)

Yan Yean NB Bridge Inn Road/Doctors Gully Road to Orchard Road

9,859 8 70

Yan Yean SB Bridge Inn Road/Doctors Gully Road to Orchard Road

9,711 8 70

Yan Yean NB Orchard Road to Jorgensen Avenue 9,506 10 70

Yan Yean SB Orchard Road to Jorgensen Avenue 9,959 7 70

Yan Yean NB Jorgensen Avenue to Bannons Lane 11,576 8 70

Yan Yean SB Jorgensen Avenue to Bannons Lane 11,194 6 70

Yan Yean NB Bannons Lane to Youngs Road 12,397 8 70

Yan Yean SB Bannons Lane to Youngs Road 11,526 9 70

Yan Yean NB Youngs Road to Ironbark Road 12,436 9 70

Yan Yean SB Youngs Road to Ironbark Road 11,745 6 70

Yan Yean NB Ironbark Road to Heard Avenue 10,630 8 70

Yan Yean SB Ironbark Road to Heard Avenue 9,917 8 70

Yan Yean NB Heard Avenue to Kurrak Road 10,769 8 70

Yan Yean SB Heard Avenue to Kurrak Road 9,772 11 70



B1.2 FUTURE YEAR 2031

ROAD NAME


PERCENTAGE HEAVY

VEHICLES (%)

SPEED (KM/H)

Yan Yean NB Bridge Inn Road/Doctors Gully Road to Orchard Road 16,045 8

70

Yan Yean SB Bridge Inn Road/Doctors Gully Road to Orchard Road 16,592 6

70

Yan Yean NB Orchard Road to Jorgensen Avenue 15,621 9 70

Yan Yean SB Orchard Road to Jorgensen Avenue 15,586 8 70

Yan Yean NB Jorgensen Avenue to Bannons Lane 19,248 7 70

Yan Yean SB Jorgensen Avenue to Bannons Lane 17,639 7 70

Yan Yean NB Bannons Lane to Youngs Road 19,978 7 70

Yan Yean SB Bannons Lane to Youngs Road 17,238 9 70

Yan Yean NB Youngs Road to Ironbark Road 19,989 9 70

Yan Yean SB Youngs Road to Ironbark Road 17,861 7 70

Yan Yean NB Ironbark Road to Heard Avenue 18,159 7 70

Yan Yean SB Ironbark Road to Heard Avenue 16,655 7 70

Yan Yean NB Heard Avenue to Kurrak Road 18,424 7 70

Yan Yean SB Heard Avenue to Kurrak Road 16,107 9 70




B1.2.1 FUTURE NO-PROJECT SCENARIO 2031

ROAD NAME


PERCENTAGE HEAVY

VEHICLES (%)

SPEED (KM/H)

Yan Yean NB Bridge Inn Road/Doctors Gully Road to Orchard Road

10,148 5% 70

Yan Yean SB Bridge Inn Road/Doctors Gully Road to Orchard Road

10,514 5% 70

Yan Yean NB Orchard Road to Jorgensen Avenue 9,609 8% 70

Yan Yean SB Orchard Road to Jorgensen Avenue 9,642 5% 70

Yan Yean NB Jorgensen Avenue to Bannons Lane 12,040 6% 70

Yan Yean SB Jorgensen Avenue to Bannons Lane 11,092 4% 70

Yan Yean NB Bannons Lane to Youngs Road 12,930 6% 70

Yan Yean SB Bannons Lane to Youngs Road 11,411 6% 70

Yan Yean NB Youngs Road to Ironbark Road 13,540 7% 70

Yan Yean SB Youngs Road to Ironbark Road 12,335 4% 70

Yan Yean NB Ironbark Road to Heard Avenue 11,928 7% 70

Yan Yean SB Ironbark Road to Heard Avenue 10,563 6% 70

Yan Yean NB Heard Avenue to Kurrak Road 12,088 7% 70

Yan Yean SB Heard Avenue to Kurrak Road 10,299 8% 70

**Important points to be noted with regards to the forecast volumes:

— Forecast volumes for 2031 are based on a version of VITM and a series of assumptions for how the road network would be upgraded over the coming years which was relevant at the time the forecasts were prepared.

The following limitations of VITM should also be noted:

— VITM is a four-step strategic transport model covering the whole of the Melbourne metropolitan area and is owned and maintained by the Department of Economic Development, Jobs, Transport and Resources (DEDJTR). The model provides road and public transport network forecasts for a series of future years based on an underlying set of land use and demographic forecasts and transport network assumptions. VITM is typically used to assess proposed transport polices and the impacts of road, public transport and land use changes and forecast transport demands at the strategic level.

— As a strategic-level model, the following limitations should be noted in the use of traffic forecasts developed using VITM:

— VITM is calibrated/validated to a base year at the screenline level and does not explicitly model intersection capacities and delays. VITM’s reliability at the individual road and intersection level is therefore not known.

— VITM’s forecasts are based on a series of assumptions regarding how the transport network and land use is forecast to change into the future. As with any traffic forecast, inevitably some assumptions used to develop the forecasts will not be realised and unanticipated events and circumstances may occur which could materially change the actual traffic volumes realised.



— The actual traffic outcome will vary from that forecast and the variations may be material and significant. Therefore, no form of assurance can be given if the reported forecasts will be achieved.




APPENDIX CNOISE CONTOUR MAPS

APPENDIX DENVIRONMENTAL RISK ASSESSMENT

APPENDIX EPROJECT DESCRIPTION

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