HANNA STREET REZONING APPLICATION Hanna Street Rezoning Rp ML. 19 June 2012

Transcription

1 HANNA STREET REZONING APPLICATION Hanna Street Rezoning Rp ML 19 June 2012

2 6 Gipps Street Collingwood 3066 Victoria Australia T: F: A.C.N Project: HANNA STREET REZONING APPLICATION Prepared for: Yarraman Park Developments Pty Ltd c/- Tract Consultants PO BOX 181 Richmond VIC 3121 Australia Attention: Ms. Lucy Lane Report No.: Rp ML Disclaimer Reports produced by Marshall Day Acoustics Pty Ltd are prepared based on the Client s objective and are based on a specific scope, conditions and limitations, as agreed between Marshall Day Acoustics and the Client. Information and/or report(s) prepared by Marshall Day Acoustics may not be suitable for uses other than the original intended objective. No parties other than the Client should use any information and/or report(s) without first conferring with Marshall Day Acoustics. Copyright The concepts and information contained in this document are the property of Marshall Day Acoustics Pty Ltd. Use or copying of this document in whole or in part without the written permission of Marshall Day Acoustics constitutes an infringement of copyright. Information shall not be assigned to a third party without prior consent. Document control Status: Rev: Comments Date: Author: Reviewer: Report - Issued to Client 19/6/2012 GL CPH

3 TABLE OF CONTENTS 1.0 INTRODUCTION SITE DESCRIPTION NOISE AND VIBRATION ISSUES AFFECTING THE LAND PARCEL BACKGROUND NOISE MEASUREMENTS PROJECT CRITERIA Train noise criteria Sleep disturbance Train structure-borne noise criteria Train vibration criteria Road traffic noise criteria Internal noise criteria Commercial and industrial noise criteria RAIL NOISE Measurements Measurement locations Measurement period Measurement results Assessment RAIL VIBRATION Measurements Measurement locations Measurement equipment Measurement results Assessment Floor vibration Structure-borne noise Discussion ROAD TRAFFIC NOISE MEASUREMENTS Measurements Measurement location Measurement period Measurement results Assessment External noise levels Internal noise levels Rp ML Hanna Street Rezoning Page 3

4 9.0 COMMERCIAL AND INDUSTRIAL NOISE Measurements Assessment SUMMARY APPENDIX A APPENDIX B APPENDIX C APPENDIX D APPENDIX E GLOSSARY OF TERMINOLOGY PLANNING MAP VICROADS REQUIREMENTS FOR DEVELOPERS MEASURED TRAIN NOISE LEVELS SPECTRAL VIBRATION ACELERATION LEVELS Rp ML Hanna Street Rezoning Page 4

5 1.0 INTRODUCTION Tract Consultants, on behalf of Yarraman Park Developments, are seeking to rezone a parcel of land at Hanna Street, Noble Park. The subject site is currently zoned IN1Z (Industrial 1 Zone) and the developer is seeking to rezone the site to R1Z (Residential 1 Zone). Marshall Day Acoustics (MDA) has been engaged to provide an acoustic assessment of the subject site to support the rezoning application, including measuring existing levels of noise from rail, road and industry as well as vibration from rail. The acoustic assessment will inform Greater Dandenong City Council s decision on the appropriateness of the site for future residential development. Acoustic terminology used in this report is contained in Appendix A. 2.0 SITE DESCRIPTION Hanna Street is a parcel of land containing existing warehouse buildings to the west and open parkland on the remainder of the site. The land is bounded by the following: Yarraman railway station and the Cranbourne/Pakenham train line to the north, carrying both freight and commuter trains day and night-time. Beyond the railway to the north are located residential dwellings EastLink freeway to the east A small creek runs along the southern boundary of the site. Commercial industries and residential dwellings are located to the south of the site Residential dwellings to the west Figure 1 depicts the site and surrounds. Rp ML Hanna Street Rezoning Page 5

6 Yarraman Train Station Hanna Street Eastlink Figure 1: Hanna Street site and surrounds 3.0 NOISE AND VIBRATION ISSUES AFFECTING THE LAND PARCEL Hanna Street is subjected to noise from rail, road traffic noise and local industry, as well as vibration from the railway. Table 1 details the relevant legislation or guidelines applicable for the assessment of potential noise impacts for a future residential development. Table 1: Potential noise and vibration impacts on Hanna Street Potential impact Source of assessment criteria Status Railway trains (freight and commuter) - noise Railway trains (freight and commuter) - vibration Vehicle traffic Noise from industrial and commercial sources VCAT precedent, NSW EPA comments AS BS 6177 VicRoads Policy: Requirements for developers AS2107 SEPP N-1 Discretionary Commonly used Guideline Standard Legislation Rp ML Hanna Street Rezoning Page 6

7 4.0 BACKGROUND NOISE MEASUREMENTS A site survey was undertaken on 10 May, During this survey, a noise logger was placed on the site overnight to capture background noise levels. The logger was placed in the south-west corner of the site, as far from rail and road traffic as practical. It was noted that nearby industrial operations had ceased for the day when the logger was installed at approximately 1900hrs (7:00pm). The logger location is shown as position 5 in Figure 2. The existing noise environment was characterised by traffic noise from the Eastlink freeway, train pass-by noise and some intermittent noise from light industrial operations to the south of the site. Table 2 shows the lowest average L A90 background noise levels captured for each period. Table 2: Measured background noise levels Period Lowest average L A90 Day ( hrs) 50 Evening ( hrs) 46 Night ( hrs) 39 The background noise levels above have been used to calculate the SEPP N-1 noise limits shown in Tables 7 and PROJECT CRITERIA 5.1 Train noise criteria Noise from trains is generated in two ways: Airborne- this is noise that travels through the air from the train to the receiver Structure-borne- this is noise radiated by the building walls and other surfaces when the building vibrates in response to ground-borne vibration generated by the train pass-by. Criteria for train noise in Victoria are currently in a state of flux. A red dot decision made in the Victorian Civil and Administrative Tribunal (VCAT) regarding rail noise criteria resulted in the following decision: Each case will need to be assessed on its own merits to determine what the internal noise level from airborne noise should be as there will be variation in the number of railway tracks, the number of trains passing by, the types of trains passing by and the nature of the noise on the tracks. Consideration should also be given to the structure-borne vibration induced noise and its impact upon the internal noise level in combination with airborne noise. (VCAT decision P Richmond Icon Pty Ltd v Yarra City Council). A discussion on the merits of the above VCAT outcomes specific for that case is presented in Appendix B. In the absence of specific requirements, we recommend reference to a precedent that has been set in the Victorian Civil and Administrative Tribunal (VCAT) regarding acceptable internal noise levels for residences adjacent to railway lines (VCAT Reference No. Rp ML Hanna Street Rezoning Page 7

8 P2470/2003 and VCAT Reference No. 475/2011). In this case, a decision to grant a permit was made on the basis that the noise level of trains was not to exceed L Amax 55dB in bedrooms and L Amax 60dB in living areas. The criteria are consistent with comments by the NSW EPA regarding sleep disturbance shown below and a number of other VCAT decisions Sleep disturbance Studies have shown that the periodic noise from railways is less intrusive than continuous road traffic noise, however, a document published in May 1999 by the NSW EPA entitled Environmental Criteria for Road Traffic Noise has compared a number of sleep disturbance criteria and concluded the following: Maximum internal noise levels below 50-55dBA are unlikely to cause awakening reactions ; One or two noise events per night, with maximum internal noise levels of 65-70dBA are not likely to affect health and wellbeing significantly These levels are consistent with the train noise criteria presented in Section 4.1. It is accepted that internal noise levels in conventional dwellings with the windows open are generally 10dBA lower than external noise levels. Thus, a noise level of 60-65dB L Amax outside an open bedroom window would be unlikely to cause awakening reactions. 5.2 Train structure-borne noise criteria The structure-borne noise generated by rail vibration should be less than the values for L Amax defined in Section 3.1. In order to ensure that the cumulative effect of airborne train noise and structure-borne noise is less than the criteria, the predicted maximum structure-borne sound should be 10dB less than the L Amax values in Section 4.1, i.e. the structure-borne noise levels should not exceed L Amax 45dB in bedroom areas and L Amax 50dB in living areas. 5.3 Train vibration criteria Criteria for vibration in buildings are presented in Australian Standard AS Evaluation of human exposure to whole-body vibration, Part 2: Continuous and shockinduced vibration in buildings (1-80Hz). This standard recommends limits for continuous, intermittent and transient vertical structural vibration for different building usages. The criteria for continuous and intermittent vibration are the same and have been used for assessment purposes on this project. AS also nominates vibration criteria for transient sources, occurring several times per day, which is not applicable to the train pass-bys in this case and so has not been used in this assessment. These limits specify levels of vibration at a range of frequencies, defined as a series of curves. Curves designated 1.4 and 2 are recommended limits for residences during nighttime and day time periods respectively. Table 3 presents these curves in numeric form. Rp ML Hanna Street Rezoning Page 8

9 Table 3: Vibration criteria Curves 1.4 and 2 from AS ⅓ Octave band mid frequency Criteria Hz Curve 1.4 Night-time Curve 2 Day-time db re 10-6 mm/s rms db re 10-6 mm/s rms Maximum vertical floor vibration levels should not exceed these limits when freight or passenger trains pass the proposed development. Since trains operate at night, the most stringent criteria, being Curve 1.4, will be used for the purposes of assessment of train-induced vibration events predicted to occur in the proposed development. Occasionally, a single train pass-by event will result in a significantly higher vibration result. In order to analyse a more consistent maximum level, the L 1 (level exceeded for 1% of the time) of train pass-by events will be used in the assessment in lieu of the L max. Another form of assessment is frequently used to assess vibration over an 8 hour (night) or 16 hour (daytime) period. Described in British Standard :2008 Guide to evaluation of human exposure to vibration in buildings Part 1: Vibration sources other than blasting (BS6472.1), the Vibration Dose Value (VDV) is a measure of the total energy experienced for a wide range of separate events, based on the vibration amplitude of each event, the number of events per period and the duration of each event. Thus, using the VDV, the overall impact of all train events, over the nominated period, can be established. The vibration criteria VDV extracted from BS are shown in Table 4. Table 4: Vibration Dose Value ranges which might result in various probabilities of adverse comment within residential buildings Place and time Low probability of adverse comment m/s Adverse comment possible m/s Adverse comment probable m/s Residential buildings 16hr day Residential buildings 8hr night 0.2 to to to to to to 0.8 Hence the impact of the railway line proximity to the proposed building can be assessed using two criteria for structure-borne vibration. The vibration criteria are summarised below. AS2670 single event assessment BS VDV cumulative assessment. Whilst the vibration levels discussed in the above criteria do not cause any damage and are not injurious to health, they will be perceptible at times, i.e. apartment occupants are likely to be aware of vibration during train pass-bys, even for a train movement that complies with the criteria. This is not unexpected for properties adjacent to a railway line. Rp ML Hanna Street Rezoning Page 9

10 5.4 Road traffic noise criteria The Eastlink freeway is owned by ConnectEast. Where new developments are planned close to existing major traffic routes such as the EastLink freeway, the developer should take responsibility for noise mitigation. We understand the referral authority in this case is VicRoads, who thus has the right to seek to impose requirements on residential developers seeking planning approvals for land adjacent to roads under the authority of VicRoads. Guidance on VicRoads usual requirements is provided in the internal policy document titled Requirements for Developers Noise Sensitive Uses, which is currently under review. It contains guidance for residential development adjacent major traffic routes such as freeways or rural highways. The document is reproduced in Appendix C for reference purposes. VicRoads generally require that, in order to control traffic noise levels, the developer shall agree to undertake some combination of the following: Erect traffic noise barriers of sufficient height and suitable construction in order to reduce external noise levels to 63dB L A10(18hour) or less at the worst-affected dwellings at ground level Provide sound insulation treatment to residential dwellings to achieve compliance with the recommended internal noise levels specified in Australian Standard 2107:2000 Acoustics Recommended Design Sound Levels and Reverberation Times for Building Interiors (AS2107) As a referral authority, VicRoads will generally seek to impose these requirements as permit conditions Internal noise criteria For houses and apartments near major roads, AS2107 recommends the indoor sound levels detailed in Table 5. Table 5: Recommended indoor sound levels for residential buildings: AS2107:2000 Type of space Recommended noise level for houses and apartments near major roads, L Aeq db Sleeping areas Living areas Common areas Commercial and industrial noise criteria The State Environment Protection Policy (Control of Noise from Commerce, Industry and Trade) No. N-1 (SEPP N-1) is the legislative document which describes the process for setting noise limits for commercial and industrial premises. The assessment of noise emission under SEPP N-1 is based on the calculation of a noise limit at the noise-sensitive location. The noise limit is based on the Zoning Level, which takes into account the land use in the surrounding area, and if required the zoning level is adjusted to account for either very high or very low ambient background noise levels. A planning map is contained in Appendix D. Rp ML Hanna Street Rezoning Page 10

11 Once a noise limit is established, the noise emission is predicted. The noise emission from the site, when corrected for duration and character, is referred to as the effective noise level. The predicted effective noise level is compared to the noise limit to determine if noise controls are required in order to comply with SEPP N-1. The effective noise level (L eff ) is the L eq of the noise source or sources measured over a 30-minute period and corrected for duration, impulsiveness, intermittency and tonality. Table 6 SEPP N-1 time periods Table 6 details the SEPP N-1 time periods. Table 6 SEPP N-1 time periods Period Day of week Time period Day Monday-Friday hrs Saturday hrs Evening Monday-Friday hrs Saturday hrs Sunday, Public Holidays hrs Night Monday-Sunday hrs The noise limits are derived by taking into consideration the measured background noise and the zoning levels in the vicinity of the affected sensitive uses. Background noise measurements used in the calculation of SEPP N-1 noise limits are detailed in Section 5. Because of the range of zoning areas in close proximity to the subject site, and relative size of the subject site, SEPP N-1 noise limits have been determined at three different zones across the site: west, north-east and south-east. It has been determined that residents on the northwest and southwest of the subject site would be subject to the same SEPP N-1 noise limits, thus only a single west set of limits has been described below. The zoning levels were determined based on the site being rezoned as R1Z (Residential 1 Zone). Table 7 shows the zoning levels and calculated SEPP N-1 noise limits for the day, evening and night periods for future residents located towards the west of the subject site. Rp ML Hanna Street Rezoning Page 11

12 Table 7: SEPP N-1 zoning levels and noise limits west of site Period Day of week Start time End time Measured background, L A90 db Zoning level, db Noise limit L eff db Day Mon-Fri 0700hrs 1800hrs Sat 0700hrs 1300hrs Evening Mon-Fri 1800hrs 2200hrs Sat 1300hrs 2200hrs Sun, Pub hol 0700hrs 2200hrs Night Mon-Sun 2200hrs 0700hrs Table 8 shows the zoning levels and calculated SEPP N-1 noise limits for the day, evening and night periods for future residents located towards the north-east of the subject site. Table 8 SEPP N-1 zoning levels and noise limits northeast of site Period Day of week Start time End time Measured background, L A90 db Zoning level, db Noise limit L eff db Day Mon-Fri 0700hrs 1800hrs Sat 0700hrs 1300hrs Evening Mon-Fri 1800hrs 2200hrs Sat 1300hrs 2200hrs Sun, Pub hol 0700hrs 2200hrs Night Mon-Sun 2200hrs 0700hrs Table 9 shows the zoning levels and calculated SEPP N-1 noise limits for the day, evening and night periods for future residents located towards the south-east of the subject site. Table 9: SEPP N-1 zoning levels and noise limits- southeast of site Period Day of week Start time End time Measured background, L A90 db Zoning level, db Noise limit L eff db Day Mon-Fri 0700hrs 1800hrs Sat 0700hrs 1300hrs Evening Mon-Fri 1800hrs 2200hrs Sat 1300hrs 2200hrs Sun, Pub hol 0700hrs 2200hrs Night Mon-Sun 2200hrs 0700hrs Rp ML Hanna Street Rezoning Page 12

13 6.0 RAIL NOISE 6.1 Measurements Measurement locations The rail tracks to the north of the subject site comprise 2 tracks, the nearest carrying inbound trains and the farthest carrying outbound trains. The subject site northern boundary that runs adjacent to the train line is approximately 350m long, at a setback distance of approximately 23m from the nearest track. As the rail tracks are built up on an embankment, the ground level of the subject site is approximately 1.5m below the rail level. The tracks carry passenger trains for the Metro (Cranbourne and Pakenham lines) and V/Line services, as well as a freight train which is scheduled as follows: Mon- Sat empty outbound service: 0500hrs (5:00am) Mon-Sat loaded inbound service: 1830hrs (6:30pm) Attended rail noise measurements were undertaken at four locations across the northern site boundary, including measurement of the freight train evening service. The measurement locations are shown as locations 1, 2, 3 and 4 in Figure 2. Rp ML Hanna Street Rezoning Page 13

14 Figure 2: Noise and vibration monitoring locations Measurement period Attended rail measurements were undertaken continuously between two periods; 1418hrs1503hrs and 1732hrs-1845hrs Measurement results The maximum (LAmax ) recorded levels from train pass-bys are summarised below in Table 10. For measurements where two trains arrived simultaneously, the LAmax level shown includes both trains. The itemised results are presented in Appendix E. Rp ML Hanna Street Rezoning Page 14

15 Table 10: Train measurement summary of results (all positions) Description L Amax db Metro electric inbound 85 Metro electric outbound 84 Freight diesel 103 As shown above in Table 10, the highest L Amax value was obtained during the freight train pass-by, which was significantly louder than passenger trains. It is noted that the 103dB L Amax level for the freight train is caused by the horn which sounds as the train passes through Yarraman station. Without the effect of this horn, the maximum noise level from the freight train is approximately 96dB L Amax. It is understood that two freight trains pass by the subject site during each 24 hour period on the following approximate schedule: Outbound (empty service) hrs (5.00am) Inbound (full service) hrs (6.30pm) Staff at VicTrack have indicated that freight train services may be up to 2 hours earlier or later than the times indicated above. Thus, freight train movements can occur at night. It is noted that there are some diesel locomotive hauled passenger services that pass Yarraman station. Thus it has been assumed there could be several train horn events during a 24 hour period, including the night period. 6.2 Assessment Based on the rail pass-by measurements, predictions have been performed to inform future design. Based on future dwellings located at or near the northern site boundary, the northern facade would need to provide approximately R w 50 sound reduction to comply with rail noise/sleep disturbance criteria for bedrooms and living spaces. This indicates a moderately high level of sound reduction, and possible treatments may incorporate one or more of the following; Minimal glazed portions of the northern facade Incorporation of laminated or double-glazed systems (depending on glazing extent and location) Solid masonry construction, or discontinuous lightweight construction Use of winter gardens (enclosed balcony areas) This design considers the influence of the freight train, which is a once-a-night event. In particular, the design is influenced by the train horn, which contributed a level of 103dB L Amax. Freight trains are often required to sound the horn at specific locations due to safety reasons. It is likely that this is the case at Yarraman station. Rp ML Hanna Street Rezoning Page 15

16 Future dwellings that are located at the south of the development site and are shielded by dwellings located to the north would likely require minimal treatment to achieve train noise criteria. 7.0 RAIL VIBRATION 7.1 Measurements Train induced vibration was measured at the north boundary of the subject site, between hrs, 10 May trains passed during the measurement period, including one east-bound freight train. This sample is considered to be representative of typical train passes in the peak evening period, at the foundations of dwellings built on the northern boundary of the subject site Measurement locations For the train vibration survey, vibration measurement locations were at positions 1 and 3 as shown in Figure 2, to capture a range of simultaneous vibration conditions Measurement equipment Ground vibration was measured using two Bruel & Kjaer ICP 4507 accelerometers and two Bruel & Kjaer 2250 signal analysers. The calibration of each unit was checked prior to measurements with a Bruel & Kjaer 4294 accelerometer calibrator. Accelerometers were coupled to the ground Measurement results Time history recordings were analysed as one-third octave band vibration acceleration level spectra from which the statistical maximum vibration levels were obtained, being the L 1 (i.e. the top 1% of results). The full spectral vibration acceleration levels for the measurement locations are presented in Appendix F over the frequency range of Hz. The L 1 levels are summarised below in Table 11. Maximum Ground Vibration Spectra at Site Boundary at Yarraman Station Table 11: Top 1% of acceleration levels measured at the North Site Boundary from Train Passes 1/3 rd Octave Centre Frequency Train pass acceleration levels, L1 7.2 Assessment db re 10-6 ms -2 Predictions have been based on the following two construction options of future dwellings for the purposes of assessing predicted floor vibration and structure-borne noise levels. Construction 1: Large monolithic, masonry construction (eg: apartment block) Concrete slab of 200mm Concrete construction Nearest dwelling located at the northern boundary of the site Rp ML Hanna Street Rezoning Page 16

17 Construction 2: 2-storey individual dwellings, timber construction (eg: town houses) Timber joist floor Timber or steel frame construction Nearest dwelling located at the northern boundary of the site Floor vibration The predicted floor vibration levels calculated for a future ground floor and the first suspended level at the northern site boundary, relative to the AS2670 single event criteria. Table 12: Predicted maximum floor vibration level for future dwellings along the north boundary of the subject site Floor vibration level at Maximum 1-80Hz (db re 1e-6 mm/s rms) Prediction AS2670 single event criteria Building level Large Masonry* Timber construction** Night (curve 1.4) Day (curve 2) Complies with Day and Night criteria? Foundation level First suspended level * Large Masonry refers to concrete strip footings and masonry slab floors ** Timber construction refers to timber joist floors The VDV assessment is based on 212 trains during the 16hr day and 36 trains during the 8hr night, each of 100second duration. The freight train has not been considered in this assessment. Table 13: Predicted daytime VDV impact for future dwellings along the north boundary of the subject site, for ground and first suspended floor level Prediction Day, m/s Building level Large Masonry Timber dwelling Likely outcome due to predicted vibration levels (based on BS criteria) Foundation level First suspended level Low probability of adverse comments Low probability of adverse comments Rp ML Hanna Street Rezoning Page 17

18 Table 14: Predicted night-time VDV impact for future dwellings along the north boundary of the subject site, for ground and first suspended floor level Prediction Night, m/s Building level Large Masonry Timber dwelling Likely outcome due to predicted vibration levels (based on BS criteria) Foundation level Low probability of adverse comments First suspended level Low probability of adverse comments Structure-borne noise Structure-borne noise levels predicted to be radiated into future dwellings have been calculated for the assumed constructions shown in Section 7.3. Table 15 presents the predicted structure-borne noise levels within the apartments immediately adjacent Table 15: Predicted maximum structure-borne noise levels from train passes, L A1 db Building level Predicted internal noise level, L A1 db Complies with NSW interim guidelines, minus 10dB Large Masonry Timber dwelling (L Amax 45dB) Foundation level Ground level suspended floor Discussion The assessment indicates that houses with timber joist floors are more susceptible to floor vibration compared to large masonry style buildings. However, both scenarios are predicted to comply with residential night-time criteria for floor vibration. Tables 14 and 15 show that there would be a low probability of adverse comments from future occupants regarding vibration levels within both masonry and timber constructed dwellings. For structure-borne noise, the nominated criteria are expected to be exceeded in cases with dwellings built with timber joist floors near the northern site boundary. If this were to be the case in future, typical treatments to control structure-borne noise into dwellings would involve specification of higher mass wall constructions e.g. 2x layers of plasterboard or vibration-isolating slabs or the building. 8.0 ROAD TRAFFIC NOISE MEASUREMENTS 8.1 Measurements Measurement location The eastern subject site boundary is approximately 40m from the EastLink freeway. The freeway is built up on an embankment approximately 8m higher than the ground level at the subject site. An existing noise barrier approximately 2.5m high spans the EastLink overpass and provides minimal shielding to the north-eastern site extent. Rp ML Hanna Street Rezoning Page 18

19 For the traffic noise survey, noise measurements were undertaken at the most exposed point of the site to road traffic noise, at position 6 in Figure 2. At this point on the EastLink freeway there is a 1m concrete safety barrier adjacent to the road surface, but no noise barrier. As the logger microphone position was 1.5m above the ground, some degree of shielding from the embankment influenced the noise measurement. However, the measured results provide an indication of the traffic noise levels that may occur at a groundstorey dwelling at this location in future. During this time, frequent large trucks and constant traffic were noted to be using the EastLink freeway Measurement period Traffic noise was measured for three consecutive hours on 10 May 2012 between hrs using an Acoustic Research Laboratories Environmental Logger Type EL-215 in accordance with the Shortened Measurement Procedure outlined in the document Calculation of Road Traffic Noise. The L 10(3hour) (the arithmetic average of L 10 values from the measurement period) is used to calculate the L 10(18hour) level to be assessed against VicRoads criteria as shown below. L 10(18hour) = L 10(3hour) 1dBA Measurement results The measured traffic noise levels are shown in Table 16 below. Table 16: Road Traffic Noise Levels Location Measured L A10(3hour) db Calculated L A10(18hour) db Measurement Position VicRoads generally requires traffic noise levels to comply with traffic objectives 10 years after construction. The factors that affect future noise levels are: The presence of dwelling facades that reflect sound Increase in traffic volumes The measurements of existing noise shown in Table 16 above were conducted without nearby buildings to reflect sound. To allow for reflections once buildings are constructed, a facade correction of +3dB is applied to the noise levels. Traffic volumes in Melbourne generally increase at a rate of 2%-3% per year. An increase over 10 years of 30% has been assumed, equivalent to an increase in noise level of +1dB. Table 17 shows how the future noise level is calculated. Rp ML Hanna Street Rezoning Page 19

20 Table 17: Road Traffic Noise Levels Description Calculated L A10(18hour) db Measurement Position 8 58 Facade correction +3 Future traffic volume correction +1 Total future predicted noise level 62 Criteria 63 Compliance? 8.2 Assessment External noise levels The calculated L A10(18hour) for the site shown in Table 16 complies with VicRoads criteria for ground level dwellings. However the compliance margin is small, and an assessment of traffic noise over a longer period of time (several weeks) may be required prior to development of the site. Compliance with the criteria will depend on future dwelling location and orientation, as well as future traffic conditions. If noise control treatments are required in future, negotiation with VicRoads will determine the type of treatment required. Noise control options may include: Extending the existing noise barrier alongside the EastLink motorway Careful building orientation and location of outdoor living spaces Acoustic treatments applied to the buildings Internal noise levels In order to comply with the AS2107 internal noise levels, the external facade would need to provide sound reduction in the order of R w 30. This degree of sound insulation is readily provided by standard facade and glazing constructions. If multi-storey apartments were to be constructed on the site in future, it is likely that higher apartment levels, especially those facing east, would be exposed to higher levels of traffic noise from the EastLink freeway. At these higher levels, it is likely that additional facade treatments would be required to maintain compliance with AS2107. In addition to glazing treatment, building facade elements such as screens and/or careful orientation of facade openings and outdoor recreation areas can assist in the reduction of road traffic noise at the subject site. The use of blank facades (containing no glazing or openings) for the portion of the development facing the freeway has been used at other development sites to good effect in multi-level apartment buildings to control road traffic noise from freeways. Rp ML Hanna Street Rezoning Page 20

21 9.0 COMMERCIAL AND INDUSTRIAL NOISE 9.1 Measurements The southern subject site boundary is located approximately 30m from industrial and commercial premises to the south of the site. During the site inspection on 10 May, 2012 it was noted that the premises to the south comprised businesses such as carpentry services, automotive workshops, welding workshops and other light industry. Forklifts were noted to be operating at one warehouse. While on site it was noted that commercial noise from the closest premises was intermittent and consisted predominantly of short-duration impulsive noises and low-level noise from extraction fans. At the southern site boundary, these noise levels were just discernible above the traffic noise from the Eastlink freeway, but were unable to be measured accurately. During a second site inspection on 11 May, 2012 at approximately 0900hrs, it was noted that there was no commercial activity from the southern premises visible or audible from the subject site southern boundary. Two commercial premises located on the subject site to the west were operating while the site visit was undertaken, but no discernible noise was found to be emanating from these premises. It is understood that these premises would be removed if the subject site were to be developed for residential uses. 9.2 Assessment A full review would be required prior to development of the subject site to determine the operating hours and nature of nearby industries. Once this review is undertaken, an assessment of compliance with SEPP N-1 noise limits may be undertaken. However, while on site, industrial operations were barely audible at the southern extents of the site, due to masking from traffic noise. If this type of activity was found to be typical, commercial and industrial noise impacts on the subject site could be considered minimal SUMMARY Marshall Day Acoustics has performed an acoustic assessment of noise and vibration impacts to inform a rezoning application for the land parcel at Hanna Street, Noble Park. The site is currently zoned IN1Z (Industrial 1 Zone) and the developer is seeking to rezone the site to R1Z (Residential 1 Zone). Impacts on the site that have been assessed include: Traffic noise, from the EastLink motorway Train noise, from the Cranbourne-Pakenham railway line Train-induced ground vibration and predicted structure-borne noise for future dwellings Industry noise from commercial premises to the south. The rail noise assessment showed that the external facades of future dwellings affected by rail noise may be strict, but feasible. Horn noise from freight and some passenger train pass-bys cause the highest maximum noise levels from rail. Rp ML Hanna Street Rezoning Page 21

22 Structural vibration is predicted to comply with criteria at future dwellings on the site, based on assumed building types. Structure-borne noise from train pass-bys is expected to exceed the criteria at the first suspended floor of dwellings of timber construction. If this were the case in future, typical treatments to control structure-borne noise into dwellings would involve specification of higher mass wall constructions e.g. 2x layers of plasterboard, or vibration-isolating the slab or building. The traffic noise assessment showed compliance with VicRoads criteria for ground level dwellings at the nearest site boundary. Compliance with AS2107 internal noise levels is expected to be achieved at future ground floor dwellings with standard constructions. Acoustic treatment such as double glazing or blank facades may be required at upper levels that are more exposed to traffic noise. It was found that commercial and industrial noise from the industries to the south of the site were barely audible at the southern extents of the subject site during the site visit and unable to be measured due to moderately high traffic noise levels. Activities from the industrial area were noted to include short-duration impulsive noises and low-level noise from extraction fans. To assess future compliance with SEPP N-1 noise limits, a full review would be required prior to development of the subject site to determine the operating hours and nature of nearby industries. However, if the above type of activity was found to be typical, commercial and industrial impacts on the subject site could be considered minimal. Rp ML Hanna Street Rezoning Page 22

23 APPENDIX A GLOSSARY OF TERMINOLOGY Ambient dba Frequency Hertz (Hz) Octave Band L A90 L Aeq L A10 (18hour) L Amax R w The ambient noise level is the noise level measured in the absence of the intrusive noise or the noise requiring control. Ambient noise levels are frequently measured to determine the situation prior to the addition of a new noise source. The unit of sound level which has its frequency characteristics modified by a filter (A-weighted) so as to more closely approximate the frequency bias of the human ear. The number of pressure fluctuation cycles per second of a sound wave. Measured in units of Hertz (Hz). Hertz is the unit of frequency. One hertz is one cycle per second. One thousand hertz is a kilohertz (khz). A range of frequencies where the highest frequency included is twice the lowest frequency. Octave bands are referred to by their logarithmic centre frequencies, these being 31.5 Hz, 63 Hz, 125 Hz, 250 Hz, 500 Hz, 1 khz, 2 khz, 4 khz, 8 khz, and 16 khz for the audible range of sound. The A-weighted noise level equalled or exceeded for 90% of the measurement period. This is commonly referred to as the background noise level. The equivalent continuous (time-averaged) A-weighted sound level. This is commonly referred to as the average noise level. The A-weighted noise level equalled or exceeded for 10% of the measurement period. This is commonly referred to as the average maximum noise level. (18 hour) represent a period of 18 hours, which in this case refers to the period 0600 to 1200 hrs. The A-weighted maximum noise level. The highest noise level which occurs during the measurement period. Weighted Sound Reduction Index A single number rating of the sound insulation performance of a specific building element. Rw is measured in a laboratory. Rw is commonly used by manufacturers to describe the sound insulation performance of building elements such as plasterboard and concrete. Rp ML Hanna Street Rezoning Page 23

24 VDV L 1 Vibration Dose Value Vibration Dose Value is based on British Standard BS 6472:1992 Guide to Evaluation of Human Exposure to Vibration in Buildings (1Hz to 80Hz) and provides guidelines for the evaluation of whole body exposure to intermittent vibration. VDV can be used to take into account the weighted measured RMS vibration from many vibration sources including rail vehicles, construction equipment such as jackhammers and industry. VDV takes into account the duration of each event and the number of events per day, either at present or in the foreseeable future and calculates a single value index. The level (of vibration, in this report) which is equalled or exceeded for 1% of the measurement period. This is sometimes referred to as the typical maximum level. Rp ML Hanna Street Rezoning Page 24

25 APPENDIX B RAIL CRITERIA DISCUSSION VCAT decision P Richmond Icon Pty Ltd v Yarra City Council reviews criteria for sleep disturbance as a basis for rail noise mitigation design. The decision states that: Each case will need to be assessed on its own merits to determine what the internal noise level from airborne noise should be as there will be variation in the number of railway tracks, the number of trains passing by, the types of trains passing by and the nature of the noise on the tracks. Consideration should also be given to the structure-borne vibration induced noise and its impact upon the internal noise level in combination with airborne noise. The following criteria were recommended based on the merits of this specific case: Bedrooms: 50dB L Amax Other living areas: 60dB L Amax. The merits on which the VCAT red dot decision has recommended 50dB L Amax are discussed in Table B1. Table B1: VCAT red dot decision reasons for recommending 50dB L Amax Reason Response A high number of railway tracks Presumably this aspect is of concern is because it allows for a high frequency of train movements. This is discussed below. A high frequency of train movements Presence of turn-outs which cause train wheels to make an impulsive clacking noise Internal design of the dwellings included bedrooms on the facade facing the railway Research into the effect of noise on sleep quality has shown that above a threshold of events per night, the risk of sleep disturbance is not related to the frequency of events. This effect is illustrated in a comprehensive review of research in this field by one of the world s most respected sleep disturbance researchers. This type of noise is common with trains and train noise is known to be the least annoying of transport noises. This effect is known in Europe as the railway bonus and is taken from a review of every study since World War II into the relationship between transport noise and community response. It does not matter where the bedrooms are located as long as the internal noise levels comply with the criteria. The internal L Amax criterion of 50dB L Amax is unnecessarily stringent and has not been used for this project. Rp ML Hanna Street Rezoning Page 25

26 APPENDIX C VICROADS REQUIREMENTS FOR DEVELOPERS VicRoads Requirements of Developers VicRoads generally require that, in order to control traffic noise levels, the developer shall agree to undertake a combination of the following: Erect traffic noise barriers of sufficient height and suitable construction in order to reduce external noise levels to 63dBA L 10(18hour) or less Provide sound insulation treatment to residential dwellings sufficient to achieve compliance with the recommended internal noise levels specified in Australian Standard Acoustics - Recommended design sound levels and reverberation times for building interiors. External noise levels The VicRoads traffic noise objective is expressed as an L 10(18hour) figure, in dba, which is the average of all of the individual hourly L10 values between 6.00am and midnight on any day. VicRoads objective is that traffic noise levels should not exceed 63dBA L 10(18hour) at 1m from the worstaffected facade of a residential dwelling, measured at the centre of the window on the lowest habitable level. Thus, VicRoads external criterion applies at or close to ground level only. VicRoads preferred noise mitigation solution is generally the use of noise barriers of sufficient height to achieve compliance with the 63dBA noise level objective. If, in consultation with VicRoads, it is agreed that strict compliance with the 63dBA noise level objective has undesirable impacts (such as overshadowing, or impacts on visual amenity), lower noise barriers can be considered, provided that acoustic treatment is applied to any residence where 63dBA may be exceeded. Marshall Day Acoustics does not recommend submitting a design for consideration by VicRoads where: Predicted noise levels in external living areas are over 66dBA; or Predicted noise levels in external living areas are over 63dBA and there is no shielding of the external living areas, either by barriers or built form or some other means. Rp ML Hanna Street Rezoning Page 26

27 Internal noise levels Australian Standard Acoustics - Recommended design sound levels and reverberation times for building interiors provides recommendations for acceptable internal noise levels. Table C1 shows the recommended internal noise levels stated in AS2107 for houses and apartments near major roads. Table C1:AS2107 recommended internal noise levels, L Aeq db Recommended internal noise level Area Satisfactory Maximum Living areas Sleeping areas Work/utility areas Apartment common areas (eg; lobbies) Compliance with the satisfactory level is preferred, but compliance with the maximum noise level is acceptable. Measurement duration AS2107 does not specify the measurement procedure to determine whether compliance has been achieved but does state the following: In situations where traffic (or other) noise levels may vary widely over a 24-hour period, measurements to assess compliance with this Standard should be taken at the relevant time according to the area of occupancy or activity in the building. Given the above, it could be argued that compliance measurements for bedrooms should be made during the night period between hrs (commonly referred to as the night period), although this does not allow for those occupants who may be shift workers or such like that may have a requirement to sleep during the day. For living and dining rooms, the compliance measurement should be made during the day and evening time periods of hrs (commonly referred to as the day/evening period). AS2107 does not specify the noise measurement duration. It is recommended that compliance generally be assessed based on the typical worst-case 15-minute Leq noise level throughout the relevant time period (eg, night-time for bedrooms). Rp ML Hanna Street Rezoning Page 27

28 APPENDIX D PLANNING MAP Rp ML Hanna Street Rezoning Page 28

29 APPENDIX E MEASURED TRAIN NOISE LEVELS Table E1: Measured train noise levels, db Time Train type Direction Measurement position L Amax, db 1418hrs Metro Outbound Position hrs Metro Inbound Position hrs Metro Inbound Position hrs Metro Outbound Position hrs Metro Inbound Position hrs V-Line Express Inbound Position hrs V-Line Express Outbound Position hrs Metro Outbound (Express) Position hrs Metro Inbound Position hrs Metro Inbound Position hrs Metro Outbound (Express) Position hrs Metro Inbound Position hrs Metro Outbound Position hrs Metro Outbound (Express) Position hrs Metro Outbound (Express) Position hrs Metro Outbound Position hrs Metro Inbound Position hrs Metro Outbound Position hrs Metro Inbound Position hrs Metro Outbound (Express) Position hrs Metro Outbound (Express) Position hrs Metro Outbound Position hrs Metro Inbound Position hrs Metro Outbound Position hrs Metro Outbound Position hrs Metro Inbound Position 2 Rp ML Hanna Street Rezoning Page 29

30 Time Train type Direction Measurement position L Amax, db 1836hrs Metro Outbound Position hrs Metro Outbound (Express) Position hrs Freight Inbound Position 2 103* *103 db L Amax relates to the freight train horn, audible for approximately 2 seconds. The noise level without the horn is approximately 96 db L Amax. Rp ML Hanna Street Rezoning Page 30

31 APPENDIX F SPECTRAL VIBRATION ACELERATION LEVELS 120 Maximum Ground Vibration Spectra at the North Site Boundary from Train Passes at Yarraman Station Acceleration Level, db re 10-6 ms /3 Centre Frequency, Hz 1742hrs Metro Inbound 1744hrs Metro Inbound 1746hrs Metro Outbound Express 1756hrs Metro In & Outbound 1759hrs Metro Outbound 1802hrs Metro Outbound Express 1808hrs Metro In & Outbound 1811hrs Metro In & Outbound 1812hrs Metro Outbound Express 1815hrs Metro 1819hrs Metro Outbound Express 1821hrs Metro In & Outbound 1824hrs Metro Outbound 1828hrs Metro In & Outbound 1839hrs Metro Outbound Express 1842 Freight Inbound Background Table F1 - Train induced vibration spectra measured at the north boundary of the Subject Site Rp ML Hanna Street Rezoning Page 31