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Appendix J Traffic noise impact assessment

Acoustics Vibration Air Quality Mechanical & Structural Systems Fluid Mechanics Sustainability Building Technologies

Roads and Maritime Services

Hiawatha to Warnervale Township Link

Traffic Noise Impact Assessment

Report No. 29N-12-0034-TRP-471444-4 11 Jan 2012




29N-12-0034-TRP-471444-4 February 2013 Page 2 of 38

Commercial-in-Confidence

DOCUMENT CONTROL Hiawatha to Warnervale Township Link


REPORT NO: 29N-12-0034-TRP-471444-4 PREPARED FOR: PREPARED BY: Roads and Maritime Services Vipac Engineers & Scientists Ltd PO Box 766 Woy Woy Shop 5 Shopping Village Laycock Street NSW 2256 Carey Bay NSW 2283 AUSTRALIA Contact: Ray Beattie e: [email protected] t: +61 2 4379 7027 t: +61 2 4950 5833 f: +61 2 4379 7032 f: +61 2 4950 4276

AUTHOR:

Lynne Tan Date: 11/01/2013 Project Engineer

REVIEWED BY:

Ian Guy Date: 11/01/2013 Reviewing Engineer

ISSUED BY:

Lynne Tan Date: 11/01/2013 Project Engineer

REVISION HISTORY: Revision No. Date Issued: Reason/Comments:

0 28/09/2012 Initial issue 1 6/10/2010 Minor Alternation

2 26/10/2012 Changes on Traffic Volume

3 19/12/2012 Minor Alternation

DISTRIBUTION: Copy No. 2 Location

1 Project Folder 2 Uncontrolled Copy Client (PDF Format)

KEYWORDS: NOTE: This is a controlled document within the document control system. If revised, it must be marked SUPERSEDED and returned to the VIPAC QA Representative.

mailto:[email protected]�






EXECUTIVE SUMMARY Vipac Engineers and Scientists Ltd (VIPAC) was commissioned by Roads and Maritime Service (RMS) to evaluate road traffic noise resulting from the construction of a new intersection on Sparks Road and proposed upgrade to the road system from Virginia Road to Hiawatha Road Interim Connection.

This assessment is carried out according to the criteria and guidelines of the Office of Environment and Heritage (OEH) document “NSW Road Noise Policy” and the Noise Guide for local Councils, where applicable.

A detailed road traffic noise assessment of the Virginia Road to Hiawatha Road Interim Connection has been completed.

This assessment shows that the current traffic noise impact and the future predicted noise impact exceeds the Road Traffic Policy noise assessment criteria. The exceedances are associated with the current level of road traffic noise generated on Sparks Road. However, the proposed road scheme incorporates retaining walls along sections of the scheme. Although the retaining walls have not been proposed originally as noise mitigation measures, the walls will still provide attenuation for a number of sensitive receptors in the area. The resultant effect is that road traffic noise exposure levels associated with the proposed scheme, at a number of receptors will be reduced slightly, compared with the noise levels that would be experienced if the proposed scheme was not developed.

Potential sleep disturbance impact from the road traffic noise at the new intersection is within the allowable criteria detailed in RMS ENMM.

Therefore, the traffic noise impact on sensitive noise receivers satisfies the requirements of NSW Road Noise Policy and RMS ENMM following the construction of the Virginia Road to Hiawatha Road Interim Connection.






TABLE OF CONTENTS

1 INTRODUCTION 7

2 NOISE MONITORING 7

3 CRITERIA 11

3.1 NSW OEH “ROAD NOISE POLICY” 11

3.2 RMS ENVIRONMENTAL NOISE MANAGEMENT MANUAL (ENMN) 12

3.2.1 PRACTICE NOTE 3 (Sleep Disturbance Impact) 12

3.2.2 PRACTICE NOTE 4 13

4 TRAFFIC NOISE MODELLING 13

4.1 MODELLING SOFTWARE 13

4.2 TRAFFIC DATA 13

4.3 GEOGRAPHICAL DATA 13

4.4 MITIGATION- RETAINING WALLS 14

4.5 TRAFFIC NOISE MODEL CALIBRATION 15

4.6 NOISE PARAMETER CONVERSION 16

5 RESULTS & DISCUSSION 17

5.1 TRAFFIC IMPACT ASSESSMENT 17

5.2 PRACTICE NOTE 3 (SLEEP DISTURBANCE IMPACT) 19

6 CONCLUSION 20

APPENDIX A GLOSSARY OF TERMS 21

APPENDIX B NOISE CONTOUR MAPS 22

LIST OF FIGURES

Figure 1: Monitoring Locations and Sensitive Receivers 8

Figure 2: Existing Road (2012) at Western Section- Day period 23

Figure 3: Existing Road (2012) at Eastern Section- Day period 24






Figure 4: Immediately after Opening (2014) at Western Section –Day period 25

Figure 5: Immediately after Opening (2014) at Eastern Section –Day period 26

Figure 6: Existing Road (2024) at Western Section - Day period 27

Figure 7: Existing Road (2024) at Eastern Section - Day period 28

Figure 8: After Opening (2024) at Western Section –Day period 29

Figure 9: After Opening (2024) at Eastern Section –Day period 30

Figure 10: Existing Road (2012) at Western Section - Night Period 31

Figure 11: Existing Road (2012) at Eastern Section - Night Period 32

Figure 12: Immediately after Opening (2014) at Western Section –Night period 33

Figure 13: Immediately after Opening (2014) at Eastern Section –Night period 34

Figure 14: Existing Road (2024) at Western Section - Night period 35

Figure 15: Existing Road (2024) at Eastern Section - Night period 36

Figure 16: After Opening (2024) at Western Section –Night period 37

Figure 17: After Opening (2024) at Eastern Section –Night period 38

LIST OF TABLES

Table 1: Monitoring Locations 7

Table 2: Summary of current traffic noise impact (dBA) 9

Table 3: Receiver Details 10

Table 4: Road Traffic Noise Assessment Criteria for Residential Land Uses 11

Table 5: Road traffic noise assessment criteria for non-residential land uses affected by proposed road projects and traffic generating development 12

Table 6: Noise Assessment – Sparks Road, 18-Hour Traffic Volumes 14

Table 7: Model Calibration – dB(A) 15

Table 8: Parameters Calibration – dB(A) 16

Table 9: Summary of Model Adjustments – dB(A) 16






Table 10: Traffic Noise Impact Predictions dB(A) 17

Table 11: Scenarios 18

Table 12: Predicted Noise levels at sensitive receivers - External dB(A) 19

Table 13: Predicted Noise levels at sensitive receivers – Internal dB(A) 19

Table 14: Definition of Acoustical Terms 21






1 INTRODUCTION Vipac Engineers and Scientists Ltd (VIPAC) was commissioned by Roads and Maritime Service (RMS) to evaluate road traffic noise resulting from the construction of a new intersection on Sparks Road and proposed upgrade to the road system from Virginia Road to Hiawatha Road Interim Connection.

This assessment is carried out according to the criteria and guidelines of the Office of Environment and Heritage (OEH) document “NSW Road Noise Policy” and the Noise Guide for local Councils, where applicable.

2 NOISE MONITORING Environmental noise loggers were installed on site to measure the current traffic noise levels associated with the nearby residential area. The monitoring location is detailed in Table 1 and shown in Figure 1.

Table 1: Monitoring Locations

Date Location Description Instrument Serial No.

L1

L2

L3

L4

29/03/12– 5/04/12

18/06/12 – 25/06/12

18/06/12 – 25/06/12

10/02/10- 15/02/10

94 Sparks Road- 21 metres to road


School- 27 metres to road


LD 870

LD 870

Duo Db 1

LD 870

1461

1464

10303

1464






Figure 1: Monitoring Locations and Sensitive Receivers

L1

R2

R3 R4 R5 R6 R7

S1

R8 A1

L2

L3

L4

R9

R1

R10 R11 R12 R13 R14 R15 R16 R17 R18 R19 R20 R21

S2






The instruments were programmed to accumulate noise data continuously over sampling periods of 15-minutes for the entire monitoring period. Internal software then calculates and stored the Ln

percentile noise levels for each sampling period, which later can be retrieved for detailed analysis.

The instruments were calibrated using a Rion NC-73 calibrator immediately before and after monitoring and showed a maximum error of 0.5 dB.

Table 2 presents the summary of current traffic noise at the site.

Table 2: Summary of current traffic noise impact (dBA)

Monitoring Locations LA10,18hr LAeq,15hr LAeq,9hr

L1 66.6 63.5 59.0

L2 71.8 68.5 64.3

L3 62.8 60.7 56.5

L4 65.2 62.5 59.8






Table 3 shows the nearest noise sensitive receivers associated with the Virginia Road to Hiawatha Road Interim Connection

Table 3: Receiver Details

Location-ID Residence Type of Receiver

Sensitive Receivers near Proposed Intersection

R1

R2

94 Sparks road

2 Sparks Road

Residential

Residential

Sensitive Receivers at Link between Warnervale township and Minnesota Road

R3

R4

R5

R6

R7

R8

R9

A1

S1

S2

19 Middletree Close

20 Middletree Close

21 Middletree Close

22 Middletree Close

23 Middletree Close

24 Middletree Close

25 Middletree Close

1-7 Minnesota Road

Mackillop Catholic College

Mackillop Catholic College

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Aged Care

Hall

Classroom

Sensitive Receivers at Link between Minnesota Road and Hiawatha Road

R10

R11

R12

R13

R14

R15

R16

R17

R18

R19

R20

R21

1 Alpine Ash Road

2 Alpine Ash Road

3 Alpine Ash Road

4 Alpine Ash Road

3 Flame Tree Close

4 Flame Tree Close

5 Flame Tree Close

6 Flame Tree Close

7 Flame Tree Close

8 Flame Tree Close

6 Greybox Crescent

8 Greybox Crescent

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential






3 CRITERIA

3.1 NSW OEH “ROAD NOISE POLICY”

The requirements of the NSW Road Noise Policy are applicable to this assessment. Table 4 summarises the road category to establish the noise assessment criteria based on the type of road and the land use developments. For this project, Sparks Road provides connection between F3 Sydney-Newcastle Freeway and local roads, which considered an arterial road.

Table 4: Road Traffic Noise Assessment Criteria for Residential Land Uses

Road Category Type of project /

land use

Assessment Criteria, dB(A)

Day (7am - 10pm)

Night (10pm-7am)

Freeway/ arterial/ sub-arterial roads

2. Existing residences affected by noise from redevelopment of existing freeway/arterial/sub-arterial roads.

3. Existing residences affected by additional traffic on existing freeways/arterial/sub-arterial roads generated by land use developments

LAeq, (15 hour) 60 (external)

LAeq, (9 hour) 55 (external)






The noise assessment criteria for non-residential land uses are listed in Table 5. These criteria are applied when assessing the impact and determining mitigation measures in the following situations:

• When there is a new road or road development;

• When there is a land use development with the potential to generate additional traffic on local, sub-arterial or arterial roads.

Table 5: Road traffic noise assessment criteria for non-residential land uses affected by proposed road projects and traffic generating development

Existing sensitive land use

Assessment criteria- dB(A) Additional Consideration Day

(7am – 10pm)

Night

(10pm – 7am)

School classrooms LAeq,1hr 40

(Internal)

When in use

In the case of building used for education or health care, noise level criteria for spaces other than classrooms and wards may be obtained by interpolation from the ‘maximum’ levels shown in Australian Standard 2107:2000.

Aged care facilities - - Residential land use noise assessment criteria should be applied to these facilities.

3.2 RMS ENVIRONMENTAL NOISE MANAGEMENT MANUAL (ENMN) 3.2.1 PRACTICE NOTE 3 (Sleep Disturbance Impact)

Maximum noise levels need to be assessed to evaluate potential sleep disturbance impact from road traffic noise.

A substantial portion of the ECRTN is a review of international sleep disturbance research, indicating that,

• Maximum internal noise levels below 50-55 dB(A) are unlikely to cause awakening reactions, and

• One or two noise events per night with maximum internal noise levels of 65-70 are most likely to significantly affect health and well being.

Where the emergence of Lmax over the ambient Leq is equal to or greater than 15dB, the Laeq(9hr)

criteria may not sufficiently account for sleep disturbance impacts. A “maximum noise event” can therefore be defined as any pass-by for which

Lmax- Leq(1hr) ≥ 15dB(A)






3.2.2 PRACTICE NOTE 4

This project is intended to upgrade the intersections and it is not intended to increase the traffic volume or percentage of heavy vehicles. According to ENMN, this would be classified as minor works and no criteria would be applicable. The proviso to no criteria applicable is that the increase of noise levels is within 2dB(A), which is confirmed by the result presented in Table 12.

4 TRAFFIC NOISE MODELLING

4.1 MODELLING SOFTWARE

Traffic noise single point calculations and colour noise contour maps were produced using the Office of Environment and Heritage (OEH) approved SoundPLAN computer modelling software.

Braunstein & Berndt International a leading firm of transportation and environmental engineers in Germany developed the SoundPLAN computer modelling software. The software is used worldwide by over 600 companies and is one of the leading software products available for road, rail and industry noise prediction. Version 7.0 was used in this assessment.

4.2 TRAFFIC DATA

Traffic volumes used to predict traffic noise were obtained from:

• F0001-AA004687_RevA “Sparks Road Upgrade Traffic Modelling Report” dated February 2012.

• AA004687 “Sparks Road/Minnesota Road Intersection Traffic Modelling Report” dated May 2012.

AADT traffic flows were assumed to be 9 times the peak hour traffic, and a factor of 94% was used to convert AADT’s to 18-hour traffic flows. Future traffic flows have been derived using a growth rate of 1.0 % and 4.8% as confirmed by RMS. Traffic volumes were extrapolated to the Year 2024 resulting in the traffic volumes shown in Table 6.

4.3 GEOGRAPHICAL DATA

RMS supplied the road configuration details of the area in 3- dimensional DXF format and PDF Format as detailed below:

• SF2012/005601”Virginia Road to Hiawatha Road interim Connection Two Lane Interim Option” dated 15 August 2012.






4.4 MITIGATION- RETAINING WALLS

Retaining walls are proposed to be installed along Sparks Road as part of the scheme design in proximity to a number of sensitive receivers. This is due to the existing ground elevations of the site and the proposed widening of the road which will cut into the ground profile in some areas. The retaining walls will provide a positive impact with regard to minimising the traffic noise impact on the sensitive receivers in the area as the retaining walls will also have the effect of screening the receptors from traffic noise. Details of the position and extent of the retaining walls were provided to VIPAC by the RMS on the following drawing, and are outlined in Table 8:

• Road Maritime and Services – SF2012/005601, sheet 1-4“ Retaining Walls Plan”

Table 6: Noise Assessment – Sparks Road, 18-Hour Traffic Volumes

Scenario Section Period Number of

Vehicles 18 hr Traffic

Flow % Heavy Vehicles

Speed (km/h)

% Traffic Growth

Before Construction

(2012)

West of Virginia Road AADT 19594 18418 9 80

1 West of

Minnesota Road AADT 18988 17849 9 701, 802

East of Minnesota Road

AADT 20503 19273 9 70

Before Construction

(2024)


4.8 West of Minnesota Road AADT 40056 37652 9 70

East of Minnesota Road AADT 39250 36895 9 70

Immediately After

Construction (2014)


1 West of Minnesota Road AADT 19370 18208 9 70


Future - After Construction

(2024)


4.8 West of Minnesota Road AADT 40056 37652 9 70


1 Between new intersection and Minnesota Road. 2 Between new Intersection and Virginia Road.






4.5 TRAFFIC NOISE MODEL CALIBRATION

The Calculation of Road Traffic Noise (CoRTN) method of traffic noise prediction was used, which approved by the OEH. The CoRTN method accommodates the following factors affecting traffic noise.

• Posted Speed; • Heavy vehicle traffic (input as percentage heavy vehicles); • Pavement surface (Dense Graded Asphalt (DGA) for which no road surface correction is

required). • Gradient of roadway; • Topographic features; • Receiver/source distance and heights; • Intervening ground cover; • Reflections from buildings, including multiple reflections;

The model was calibrated with the noise data from monitoring location. The predicted L10,(18hrs) was compared with the L10,(18hrs) calculated from logging data, and a calibration constant was determined. Table 7 shows the measured and predicted L10 (18hr) values used to calculate the calibration constants.

Table 7: Model Calibration – dB(A)

L1 L2 L3 L4

Predicted LA10 (18hr) 67.8 70.0 64.2 66.6

Logging (measured) LA10 (18hr) 66.6 71.8 62.8 65.2

Difference -1.2 +1.8 -1.4 -1.4

According to OEH requirement, the acceptable difference between measured and predicted values is ±2dB(A). In this case the model calibration satisfies the OEH requirement.






4.6 NOISE PARAMETER CONVERSION

The CoRTN method predicts the LA10,18hrs statistics. To determine the other required noise parameters, logging data was used to calculate differences between noise parameters. Correction factors are presented in Table 8 .

Table 8: Parameters Calibration – dB(A)

Location ID Noise Parameter Measured (LAeq) Measured (LA10,18hr) Difference

L1 LAeq (15hr)

LAeq (9hr)

LAMax

63.5

59.0

76.6

66.6

-3.1

-7.6

+10.0

L2 LAeq (15hr)

LAeq (9hr)

68.5

64.3 71.8

-3.3

-7.5

L3 LAeq (15hr)

LAeq (9hr)

60.7

56.5 62.8

-2.1

-6.3

L4 LAeq (15hr)

LAeq (9hr)

62.5

59.8 65.2

-2.7

-5.4

The total noise source adjustment in the model to predict noise parameters, which include the model calibration and the noise parameter conversion, are shown in Table 9 below.

Table 9: Summary of Model Adjustments – dB(A)

Location ID Noise Parameter Model Cal Parameter Cal Total

L1 LAeq (15hr)

LAeq (9hr)

LAMax

-1.2

-3.1

-7.6

+10.0

-4.3

-8.8

+8.8

L2 LAeq (15hr)

LAeq (9hr) 1.8

-3.3

-7.5

-1.5

-5.7

L3 LAeq (15hr)

LAeq (9hr) -1.4

-2.1

-6.3

-3.5

-7.7

L4 LAeq (15hr)

LAeq (9hr) -1.4

-2.7

-5.4

-4.1

-6.8






5 RESULTS & DISCUSSION

5.1 TRAFFIC IMPACT ASSESSMENT

Table 10 predicts the noise level at receivers based on the CORTN Noise Modelling. Table 10: Traffic Noise Impact Predictions1

ID

dB(A)

Before Construction (2012) “No Built”

Immediately After Construction

(2014) “Built”

Future- “No Built” (2024-no new road)

10 yrs After Construction (2024)

“Built”

Criteria (Day,Night)

LAeq(15hr) LAeq(9hr) LAeq(15hr) LAeq(9hr) LAeq(15hr) LAeq(9hr) LAeq(15hr) LAeq(9hr)

R1

Sensitive Receivers near Proposed Intersection

57.0 53.1 57.3 53.4 60.2 56.3 60.4 56.5

60,55 R2 59.1 55.2 59.8 55.9 62.3 58.4 63.0 59.1

R3

Sensitive Receivers at Link between Warnervale township and Minnesota Road

55.9 52.0 56.2 52.3 59.1 55.2 59.3 56.1

60,55

R4 62.4 58.5 59.0 55.1 65.6 61.7 62.2 58.3

R5 58.9 55.0 55.6 51.7 62.1 58.2 58.7 54.8

R6 59.2 55.3 56.7 52.8 62.5 58.6 59.9 56.0

R7 60.9 57.0 58.8 54.9 64.1 60.2 62.0 58.1

R8 62.0 58.1 60.7 56.8 65.3 61.4 63.9 60.0

R9 61.5 57.6 61.4 57.5 64.8 60.9 64.5 60.6

A1 60.9 57.0 60.7 56.8 64.1 60.2 63.7 59.8

S1 62.3 58.4 63.7 59.8 65.5 61.6 66.8 62.9 55 S2 60.8 56.9 61.9 58.0 64.0 60.2 65.0 61.1 55

R10

Sensitive Receivers at Link between Minnesota Road and Hiawatha Road

63.2 59.3 62.4 58.5 66.0 62.1 65.2 61.3

60,55

R11 62.9 59.0 62.2 58.3 65.8 61.9 64.9 61.0

R12 63.3 59.4 62.3 58.4 66.1 62.2 65.0 61.1

R13 60.6 56.7 60.2 56.3 63.4 59.5 63.0 59.1

R14 59.8 55.9 60.0 56.1 62.6 58.7 62.7 58.8

R15 60.9 57.0 61.4 57.5 63.7 59.8 64.1 60.2

R16 60.0 56.1 60.5 56.6 62.9 59.0 63.3 59.4

R17 60.6 56.7 60.8 56.9 63.4 59.5 63.6 59.7

R18 59.9 56.0 60.0 56.1 62.7 58.8 62.7 58.8

R19 60.4 56.5 60.4 56.5 63.2 59.3 63.1 59.2

R20 60.4 56.5 60.5 56.6 63.2 59.3 63.2 59.3

R21 61.2 57.3 61.3 57.4 64.1 60.2 64.0 60.1 Note: value in bold indicates exceedance in criteria

1 Predicted noise levels take into account façade reflection factor of 2.5 dB






Table 10 summarises the traffic noise impact predictions for the following scenarios:

• Before Construction 2012

• Immediately After Construction 2014

• 10-Years After Construction 2024

• Future No-build 2024

The predicted noise levels associated with this current and future road traffic project are expected to exceed the noise assessment criteria during the day and night time zones at most sensitive noise receivers. However, the effects of retaining walls, which are incorporated into the design of the proposed road scheme have the effect of reducing the noise levels at sensitive receivers located to the west of Minnesota Road. Noise levels at a number of the sensitive receptors will experience slightly reduced noise levels associated with the proposed scheme due to the fact that the road corridor will be situated slightly further away from the receivers. The other noise sensitive receivers will experience noise levels increases of less than 1dB. The slight increase in noise levels are barely perceptible by the human ear and under the OEH Road Noise Policy, this project is considered minor work and therefore the proposed scheme is not subject to noise level targets. Therefore, no noise control treatment is required.

Appendix B presents the predicted noise contour plots for the following scenarios:

Table 11: Scenarios

Scenario Figure Existing Road- 2012

Day Night

Figure 2 & Figure 3

Figure 10 & Figure 11

Immediately after Opening (2014) Day

Night

Figure 4 & Figure 5

Figure 12 & Figure 13

Existing Road- 2024 Day

Night

Figure 6 & Figure 7

Figure 14 & Figure 15 After Opening (2024)

Day Night

Figure 8 & Figure 9

Figure 16 & Figure 17 Note: Noise contour maps do not take into account façade reflection factor.






5.2 PRACTICE NOTE 3 (SLEEP DISTURBANCE IMPACT)

Sleep disturbance impact is only assessed on the sensitive receivers (R1 & R2), as there is a new intersection that connects to Warnervale Town Centre located in proximity to these properties associated with the proposed scheme.

Table 12 shows the predicted external noise level at sensitive receivers R1 and R2.

Table 12: Predicted Noise levels at sensitive receivers R1 and R2 - External1

ID

dB(A)


Immediately After Construction (2014) “Built”


10 yrs After Construction (2024) “Built”

LA10(18hr) LAmax LA10(18hr) LAmax LA10(18hr) LAmax LA10(18hr) LAmax

R1 60 70 60 70 63 73 63 73 R2 62 72 63 73 65 75 65 75

Typically the building façade exposed to the road are generally closed structures which provide a degree of attenuation (20dB) to the inside amenity of the building, hence Table 13 shows the predicted internal noise levels at sensitive receivers based on this building attenuation.

Table 13: Predicted Noise levels at sensitive receivers – Internal dB(A)

ID


Immediately After Construction (2014) “Built”


10 yrs After Construction (2024) “Built”

LA10(18hr) LAmax LA10(18hr) LAmax LA10(18hr) LAmax LA10(18hr) LAmax

R1 40 50 40 50 43 53 43 53 R2 42 52 43 53 45 55 45 55

The internal noise levels are predicted to be below the maximum internal noise levels, which is unlikely to cause awakening reaction to the occupants.

The number and distribution of the Lmax - Leq ≥ 15dB(A) maximum noise events from road traffic on an average hourly basis are two (2) events. However, the maximum internal maximum noise levels are below 65-70dB(A) and hence, it is unlikely to significantly affect health and well being of the occupants.

1 Noise levels was predicted 1m away from the façade






6 CONCLUSION

A detailed road traffic noise assessment of the Virginia Road to Hiawatha Road Interim Connection has been completed.

This assessment shows that the current traffic noise impact and the future predicted noise impact exceeds the Road Traffic Policy noise assessment criteria. The exceedances are associated with the current level of road traffic noise generated on Sparks Road. However, the proposed road scheme incorporates retaining walls along sections of the scheme. Although the retaining walls have not been proposed originally as noise mitigation measures, the walls will none-the-less provide attenuation for a number of sensitive receptors in the area. The resultant effect is that road traffic noise exposure levels at a number of receptors will be reduced slightly, compared with the noise levels that would be experienced if the proposed scheme was not developed.

Potential sleep disturbance impact from the road traffic noise at the new intersection is within the allowable criteria at noise sensitive receivers.

Therefore, the traffic noise impact on sensitive noise receivers satisfies the requirements of NSW Road Noise Policy and RMS ENMM following the construction of the Virginia Road to Hiawatha Road Interim Connection.






APPENDIX A GLOSSARY OF TERMS

Table 14 below contains the definitions of commonly used acoustical terms and is presented as an aid to understanding the Report.

Table 14: Definition of Acoustical Terms

Term Definition

LAeq Equivalent Continuous Noise Level - which, lasting for as long as a given noise event has the same amount of acoustic energy as the given event.

LA10 The noise level, which is equalled or exceeded for 10% of the measurement period.

LA90 The noise level, which is equalled or exceeded for 90% of the measurement period. An indicator of the mean minimum noise level, and is used in Australia as the descriptor for background or ambient noise.

LAeq,15hrs The Leq noise level for the period 7am to 10pm

LAeq,9hrs The Leq noise level for the period 10pm to 7am

LAeq,1hr The highest tenth percentile hourly A-weighted Leq during the period 7am to 10pm or the period 10pm to 7am (whichever is relevant).

LA10,18hrs The L10 noise level for the period 6am to midnight.

LAmax The highest A weighted noise level recorded during a noise event






APPENDIX B NOISE CONTOUR MAPS






Figure 2: Existing Road (2012) at Western Section- Day period






Figure 3: Existing Road (2012) at Eastern Section- Day period






Figure 4: Immediately after Opening (2014) at Western Section –Day period






Figure 5: Immediately after Opening (2014) at Eastern Section –Day period






Figure 6: Existing Road (2024) at Western Section - Day period






Figure 7: Existing Road (2024) at Eastern Section - Day period






Figure 8: After Opening (2024) at Western Section –Day period






Figure 9: After Opening (2024) at Eastern Section –Day period






Figure 10: Existing Road (2012) at Western Section - Night Period






Figure 11: Existing Road (2012) at Eastern Section - Night Period






Figure 12: Immediately after Opening (2014) at Western Section –Night period






Figure 13: Immediately after Opening (2014) at Eastern Section –Night period






Figure 14: Existing Road (2024) at Western Section - Night period






Figure 15: Existing Road (2024) at Eastern Section - Night period






Figure 16: After Opening (2024) at Western Section –Night period






Figure 17: After Opening (2024) at Eastern Section –Night period

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