Volume 2C. Appendix. I... Noise and vibration impact assessment

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2 Volume 2C Appendix I... Noise and vibration impact assessment

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4 Appendix I Noise and vibration impact assessment

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6 WestConnex M4 East Project Construction and Operational Road Traffic Report Number R2 4 September 2015 WestConnex Delivery Authority Level 18, 101 Miller Street NORTH SYDNEY Version: Revision 3

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8 Project title WestConnex M4 East Project Construction and Operational Document type Noise and Vibration Technical Paper Month year September 2015 Prepared for Prepared by SLR Consulting Australia Pty Ltd The concepts and information contained in this document are the property of Roads and Maritime Services. You must not reproduce any part of this document without the prior written approval of.

9 Document controls Title WestConnex M4 East Project Noise and Vibration Technical Paper Approval and authorisation Prepared by: Prepared by: Robert Hall / Antony Williams / Dominic Sburlati Reviewed by: Tom Cockings Authorised by, Jay Stricker AECOM Australia Pty Industry Director Transport Limited: Signed: Date 4 September 2015 Location AECOM Project Folder File name WCX M4 East_final N&V report_track change_r2r3 4Sept15 Document status Date Final for Exhibition 4 September 2015

10 Contents Executive Summary Introduction... xiii Existing environment... xiii Relevant guidelines... xiv Operational road traffic noise assessment... xiv Ventilation facilities noise impact assessment... xv Assessment of construction noise - on site works... xv Assessment of construction noise - public road network... xvi Construction ground-borne noise assessment... xvi Construction vibration assessment... xvii 1 Introduction Overview of the project Project location Secretary's environmental assessment requirements Purpose of this report Structure of this report Relevant guidelines Terminology Proposed project Project features Construction activities Overview Construction footprint Construction program Noise and vibration specific aspects Description of the existing environment Existing environmental noise Identification of noise and vibration sensitive receivers Ambient noise surveys and monitoring locations Unattended noise monitoring Methodology Noise monitoring results Attended airborne noise Methodology Noise measurement results Operational noise goals and noise mitigation guidance Introduction Operational noise metrics Noise Criteria Guideline Noise assessment criteria Criteria by Road Type Potential road traffic noise impacts on the surrounding road network Sleep disturbance WestConnex M4 East Project - Construction and Operational Road Traffic i

11 5 Key assumptions for prediction of airborne noise during operation Assessment scenarios Road noise prediction algorithms Modelling of the road alignment Noise model validation Overview Existing surface Validation traffic data Step 1: Check free flowing traffic noise levels Step 2: Potential congestion correction effects Step 3: Detailed review of traffic speeds in traffic counts Noise Model Validation Corrections Model validation summary Modelling of pavement surfaces Modelling of traffic data Modelling of congestion Modelling of smart motorway ramps Modelling of Tunnel and Tunnel Portals Modelling of noise barriers - Build scenario without mitigation Roads modelled in the assessment Assessed receiver facades Receiver counts Highly urban area assessment boundary Summary of noise modelling parameters Process for feasible and reasonable operational noise mitigation Noise Mitigation Guideline Guidance for consideration of reasonable additional noise mitigation Procedure overview Definition of feasible and reasonable Road design and traffic management Operational road traffic noise impact assessment overview Operational noise impact without mitigation Additional noise mitigation - low noise pavement Additional noise mitigation - noise barriers Assessment overview NMG requirements Receivers considered for property treatments Architectural property treatments Sensitivity analysis Maximum noise levels Operational road traffic noise impact assessment Operational noise impacts without mitigation Change in noise levels without mitigation Receivers considered for additional noise mitigation WestConnex M4 East Project - Construction and Operational Road Traffic ii

12 8.2 Additional noise mitigation - low noise pavement Additional noise mitigation - noise barriers Operational noise impacts with mitigation Change in noise levels with mitigation Receivers considered for at-property treatment Discussion of at-property treatments Sensitivity analysis Maximum noise levels Ventilation facilities noise impact assessment Operational noise metrics Ventilation facility noise criteria INP criteria for intrusive noise INP criteria for amenity INP Modifying factor adjustments Sleep disturbance Sensitive receivers Noise goal summary Equipment data Tunnel jet fans Ventilation equipment Modelling scenario Tunnel jet fans Ventilation equipment Predicted noise impacts Predicted modifying factors Other facilities Assessment of construction noise - on site works Overview Proposed construction activities Proposed works Construction hours Construction noise metrics Noise management levels for construction activity Residential receivers Other sensitive land uses Commercial and industrial premises Construction traffic noise Overview of construction noise modelling Construction equipment Activity durations Noise assessment at the nearest noise sensitive receivers Predicted construction noise levels Work area establishment WestConnex M4 East Project - Construction and Operational Road Traffic iii

13 Temporary road and intersection modifications Construction ancillary facilities Roads works Tunnelling site operations Demolition of acquisition properties Ventilation facilities construction Sleep disturbance Cumulative noise impacts Construction noise mitigation Restriction of construction hours Restriction of construction noise levels Construction noise mitigation measures General mitigation summary Construction ancillary facilities mitigation summary Construction environmental management plan Assessment of construction noise - public road network Construction road traffic noise goals Construction traffic noise assessment Proposed local road use Mitigation and management measures Construction ground-borne noise assessment Ground-borne noise from tunnelling during roadheader activity Ground-borne noise management levels Ground-borne construction noise modelling Excavation of main tunnels Discussion Rockbreaking and Blasting Ground-borne Noise Mitigation Construction vibration assessment Vibration damage criteria overview Vibration damage goals Australian Standard AS 2187 and British Standard BS German Standard DIN Project vibration goals Human comfort goals for construction vibration Perception of vibration Vibration Goals Safe working distances for vibration intensive plant Estimated working distances and vibration intensive plant Cosmetic damage assessment summary Human comfort vibration assessment summary Cumulative vibration impacts Blasting WestConnex M4 East Project - Construction and Operational Road Traffic iv

14 Project blasting criteria (human comfort) Project blasting criteria (control of damage) Recommended blasting hours Blasting assessment Blasting recommendations Other blasting methods Vibration mitigation Overall Impact Summary NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA08 and NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction WestConnex M4 East Project - Construction and Operational Road Traffic v

15 14.12 NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction NCA Operation Construction Recommendations for further analysis at detailed design Operational road traffic noise Operational ventilation facilities Construction noise and vibration References TABLES Table 1 How SEARs have been addressed in this report 4 Table 2 How agency comments have been addressed in this report 5 Table 3 Indicative construction program overview 12 Table 4 Noise catchment areas and surrounding land uses 15 WestConnex M4 East Project - Construction and Operational Road Traffic vi

16 Table 5 Other noise and vibration sensitive receivers 19 Table 6 Ambient noise survey locations - 26 March 2014 to 9 April Table 7 Summary of unattended noise logging results 22 Table 8 Summary of attended noise monitoring results 23 Table 9 NCG criteria - residential 28 Table 10 NCG criteria - other sensitive land uses 28 Table 11 Project noise model validation corrections 34 Table 12 Model corrections summary 36 Table 13 Model validation summary 37 Table 14 Modelled roads considered as project roads 40 Table 15 Modelled roads considered as non-project existing roads 40 Table 16 Summary of baseline noise model inputs and parameters 42 Table 17 Receivers over the NCG controlling criteria without mitigation 50 Table 18 Receivers considered for additional noise mitigation by NCA 53 Table 19 Noise barriers in the study area 58 Table 20 Receivers over the NCG controlling criteria with mitigation 61 Table 21 Receivers considered eligible for at-property treatment 62 Table 22 Measured maximum noise level events 65 Table 23 INP Amenity Noise Levels 69 Table 24 Sensitive Receivers Potentially Affected by Ventilation facility Noise 70 Table 25 Summary of Operational Noise Goals for Ventilation facilities 73 Table 26 Indicative Sound Power Level of Jet Fans in Tunnel 73 Table 27 Jet fan noise assessment 74 Table 28 Determination of NMLs for residential receivers 78 Table 29 Residential receiver NMLs for construction 79 Table 30 NMLs for Other sensitive receivers 80 Table 31 Sound power levels for construction equipment 81 Table 32 Worst-affected residential NML exceedances - work area establishment 87 Table 33 Median residential NML exceedances - work area establishment 88 Table 34 Worst-affected residential NML exceedances - temporary road and intersection modifications 91 WestConnex M4 East Project - Construction and Operational Road Traffic vii

17 Table 35 Median residential NML exceedances - temporary road and intersection modifications 92 Table 36 Table 37 Table 38 Table 39 Table 40 Table 41 Worst-affected residential NML exceedances - construction ancillary facilities: general worksites 94 Median residential NML exceedances - construction ancillary facilities: general worksites 96 Worst-affected residential NML exceedances - roads/cut-and-cover/dive structures and approach roads and ramps 100 Median residential NML exceedances - roads/cut-and-cover/dive structures and approach roads and ramps 101 Worst-affected residential NML exceedances - tunnelling site operations, including excavation and ground support, civil, mechanical, and electrical 104 Median residential NML exceedances - tunnelling site operations, including excavation and ground support, civil, mechanical, and electrical 105 Table 42 Worst-affected residential NML exceedances - demolition of acquisition properties 107 Table 43 Median residential NML exceedances - demolition of acquisition properties 108 Table 44 Worst-affected residential NML exceedances - ventilation facilities construction 110 Table 45 Median residential NML exceedances - ventilation facilities construction 111 Table 46 Summary of highly noise affected residential receivers 115 Table 47 Construction ancillary facilities highly noise affected residential receivers - with acoustic hoarding 117 Table 48 Construction noise mitigation summary (ranked by noise reduction) 120 Table 49 Construction ancillary facilities noise mitigation summary 121 Table 50 Construction traffic forecast 124 Table 51 Construction road traffic noise assessment 124 Table 52 AS 2187 Transient Vibration Guide Values - Minimal Risk of Cosmetic Damage 133 Table 53 DIN 4150 structural damage - safe limits for short-term building vibration 135 Table 54 Peak Vibration Levels and Human Perception of Motion 136 Table 55 Preferred and maximum vibration dose values for intermittent vibration 137 Table 56 Recommended safe working distances for vibration intensive plant 138 Table 57 Construction vibration assessment summary 139 Table 58 Heritage and Conservation Listed Buildings within Cosmetic Damage Safe Working Distance 140 WestConnex M4 East Project - Construction and Operational Road Traffic viii

18 FIGURES Figure 1 Project Location 2 Figure 2 WestConnex 3 Figure 3 Overview of the project 10 Figure 4 Overview of the construction footprint 13 Figure 5 Site Plan and Sensitive Receivers Overview 17 Figure 6 Example Noise Model Screenshot 32 Figure 7 Retained noise barriers 39 Figure 8 Flowchart - Reasonable and feasible noise mitigation (NMG) 44 Figure 9 Predicted change in noise levels (Build minus No Build) without mitigation 51 Figure 10 Noise barriers in the study area 56 Figure 11 Assessment sensitivity analysis 64 Figure 12 Location of ventilation facilities 71 Figure 13 Indicative ground-borne noise levels from TBMs, roadheaders and rockbreakers 128 Figure 14 Proposed mainline tunnel depth and existing ground elevation 129 Figure 15 Ground-borne noise levels at slant distances from roadheading (progress = 30 m/week)130 Figure 16 Worst-case predicted ground-borne noise levels during tunnelling (roadheader) 130 Figure 17 Transient vibration guide values for cosmetic damage 134 APPENDICES Appendix A Appendix B Acoustic terminology Site plan and noise catchment areas Appendix C Ambient noise monitoring results Appendix D Road classifications Appendix E Operational noise criteria at sensitive receivers Appendix F1 Traffic data, validation Appendix F2 Traffic data, assessment Appendix G Appendix H Appendix I Appendix J Appendix K Appendix L Highly urban area boundary Residential noise predictions, No Build Residential noise predictions, Build (without mitigation) Additional noise mitigation locations Receivers considered for noise barriers (low noise pavement included) Noise barrier optimisation analysis WestConnex M4 East Project - Construction and Operational Road Traffic ix

19 Appendix M Appendix N Appendix O Appendix P Appendix Q Appendix R Appendix S Residential noise predictions, Build (with additional mitigation) Operational noise assessment table At-property treatment locations Maximum noise level assessment Construction noise prediction summary table Construction NML exceedance maps Construction vibration safe working distances WestConnex M4 East Project - Construction and Operational Road Traffic x

20 Glossary Item AS BS CEMP CNVMP CORTN dba DECC DECCW DGA DGRs DIN DP&E ECRTN EIS ENMM EPA EPL ICNG LA90 LAeq(1hour) LAeq(9hour) LAeq(15hour) LAFmax Description Australian Standard British Standard Construction Environmental Management Plan Construction Noise And Vibration Management Plan Calculation of Road Traffic Noise A-weighted decibels Department of Environment and Climate Change NSW Now EPA Department of Environment, Climate Change and Water NSW Now EPA Dense Graded Asphalt Director-General s Requirements Deutsches Institute fur Normung (NSW) Department of Planning and Environment Environmental Criteria for Road Traffic Noise (replaced by the RNP) Environmental Impact Statement Environmental Noise Management Manual (NSW) Environment Protection Authority Environment Protection Licence Interim Construction Noise Guideline The noise level exceeded for 90% of the sample period. This noise level is described as the average minimum background sound level (in the absence of the source under consideration), or simply the background level. The energy average noise level evaluated for a specific one-hour period. The energy average noise level evaluated over the night-time period (10.00 pm to 7.00 am). The energy average noise level evaluated over the daytime period (7.00 am to pm). The LAeq can be likened to the average of all the noise events occurring in the relevant time period. The maximum fast time weighted noise level from road traffic noise occurring at a particular location. WestConnex M4 East Project - Construction and Operational Road Traffic xi

21 Item LPI MIC NATA NCA NCG NMG NML OEH OGA OOHW RIC RBL RMS Roads and Maritime SLR SPL SWL VDV Description NSW Land and Property Information Maximum Instantaneous Charge National Association of Testing Authorities Noise Catchment Area Noise Criteria Guideline Noise Mitigation Guideline Noise Management Level. Office of Environment and Heritage now EPA Open Graded Asphalt Out of Hours Work Relative Increase Criteria as described in the NMG Rating Background Level Root Mean Square (NSW) SLR Consulting Australia Sound Pressure Level Sound Power Level Vibration Dose Value WestConnex M4 East Project - Construction and Operational Road Traffic xii

22 Executive summary Introduction This report contains the noise and vibration impact assessment for the proposed construction and operation of the WestConnex M4 East project. This report has been prepared to inform the environmental assessment and be included in the environmental impact statement (EIS) as a technical paper. Information inputs used in this assessment reflects the current available knowledge of the project. NSW (Roads and Maritime) is seeking approval to upgrade and extend the M4 Motorway from Homebush Bay Drive at Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield. This includes twin tunnels approximately 5.5 kilometres long and associated surface works to connect to the existing road network. The western end of the project is located at the interchange between Homebush Bay Drive and the M4 Motorway, about 13 kilometres west of the Sydney central business district (CBD). The project at this location would tie in with the M4 Widening project in the vicinity of Homebush Bay Drive. The tunnels which form part of the project would dive from the centre of the M4, west of the existing pedestrian footbridge over the M4 at Pomeroy Street, and would continue under the northern side of the existing M4 and Parramatta Road, before crossing beneath Parramatta Road at Broughton Street, Burwood. The tunnels would continue under the southern side of Parramatta Road until the intersection of Parramatta Road and Wattle Street at Haberfield. Ramps would connect the tunnels to Parramatta Road and Wattle Street (City West Link) at the eastern end of the project. The tunnels would end in a stub connection to the possible future M4 M5 Link (which is subject to planning approval), near Alt Street. The project would include interchanges between the tunnels and the above ground road network, along with other surface road works, at the following locations: M4 and Homebush Bay Drive interchange at Sydney Olympic Park and Homebush Powells Creek, near George Street at North Strathfield M4 and Sydney Street, Concord Road and Parramatta Road interchange at North Strathfield Wattle Street (City West Link), between Parramatta Road and Waratah Street at Haberfield Parramatta Road, between Bland Street and Orpington Street at Ashfield and Haberfield. Existing environment The areas surrounding the project consist of mainly mixed residential and commercial areas, interspersed with other sensitive receivers including educational facilities, child care centres, places of worship, aged care facilities, medical centres and outdoor open recreational areas. The noise environment and predicted impacts are summarised within each of 21 individual Noise Catchment Areas (NCAs) which give an overview of the project impacts within smaller areas representative of changing land uses and ambient noise environments adjacent to the project. Noise monitoring for a minimum period of seven valid days was undertaken from 26 March to 9 April 2014 at a total of 22 locations along the study area. The results of this monitoring are representative of ambient noise levels in the surrounding area. The purpose of the noise monitoring is to establish existing road traffic noise levels to allow for validation of the operational noise model at suitable locations, and as a basis for assessing potential noise impacts during construction. The existing noise environment is generally dominated by relatively high levels of existing road traffic noise. WestConnex M4 East Project - Construction and Operational Road Traffic xiii

23 Relevant guidelines Operational road traffic noise has been assessed according to guidance contained in Roads and Maritime s Noise Criteria Guideline (NCG) (2014) and Noise Mitigation Guideline (NMG) (2014). This guidance is consistent with the Road Noise Policy (RNP) ((NSW) Environment Protection Authority (EPA), 2011). Noise from operation of proposed fixed operational facilities is assessed with guidance from the NSW Industrial Noise Policy (INP) (EPA, 1999). Construction noise has been assessed in accordance with the Interim Construction Noise Guideline (ICNG) (EPA, 2009) which references Assessing Vibration: A Technical Guideline (EPA, 2006) for human comfort vibration guidance. Guidance for assessing potential structural damage from vibration is taken from Australian Standard AS 2187: Part Explosives - Storage and Use - Part 2: Use of Explosives, Standards Australia, 2006 and DIN 4150:Part Structural vibration - Effects of vibration on structures, Deutsches Institute fur Normung, Operational road traffic noise assessment The assessment compares noise levels predicted due to the project in 2021 (modelled as the year at opening ) and 2031 (modelled as 10 years after opening) with those predicted without the project. Cumulative impacts of the WestConnex project are accounted for in the 2031 impacts which uses road traffic inputs for the full WestConnex scheme within the M4 East study area. The traffic data incorporates population and employment projections, and growth in demand (regional growth, vehicle trips attracted from competing routes and induced demand as a result of improved travel times). A three dimensional SoundPLAN 7.1 noise model (validated to measured noise levels) has been used to predict noise at all identified sensitive receivers within 600 metres of the project alignment. The assessment considers the project will reduce congestion and congestion factors have therefore been considered in this assessment. Without additional noise mitigation (ie over and above road design and traffic management), the project is predicted to reduce the overall number of sensitive receivers with an exceedance of the relevant noise goals. This is mainly due to areas where the project reduces traffic. These areas include the unmodified section of M4 Motorway east of the proposed new M4 East tunnel portals and Parramatta Road between Concord Road and Wattle Street. Increases in noise are identified in areas of the study area such as west of the new western M4 East tunnel portals, adjacent to the Concord Road interchange, adjacent to the Parramatta Road interchange and along Wattle Street between Parramatta Road and Ramsay Street where new road noise sources are introduced, traffic volumes increase and/or noise shielding from the front row of buildings is removed due to property acquisitions and subsequent demolition. The project is predicted to result in a reduction in noise levels at approximately 78 percent of the receivers within the study area (including those along Parramatta road between the works areas). A minor (less than 2.0 db) increase in noise levels is predicted at approximately 18 percent of the receivers. This magnitude of noise increase is noted in the RNP as being barely perceptible to the average person. Notwithstanding this, the project is required to consider additional noise mitigation on account of receivers which trigger under either of the following scenarios: The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project is greater than 2.0 dba. A total of 76 receivers are triggered on this criterion alone. The predicted Build noise level is 5 dba or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project. A total of 33 receivers are triggered on this criterion alone. WestConnex M4 East Project - Construction and Operational Road Traffic xiv

24 The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dba or higher, or night-time LAeq(9hour) 60 dba or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road. No receivers are triggered on this criterion alone. A total of 283 receivers are triggered due to a mix of the above criteria. For individual residential receivers Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor. The assessment identifies a total of 392 sensitive receivers (within 301 individual lots) which qualify for consideration of additional noise mitigation as part of the project. The majority of these receivers qualify on the basis of a cumulative noise limit exceedance. The following additional noise mitigation measures have been recommended: Low noise pavement for the surface sections of the M4E carriageway and modified sections of the M4 carriageway. Seven new or increased height noise barriers of various heights (optimised as part of this assessment) with a total combined barrier length of approximately 1.5 kilometres in addition to relocated barriers. Property treatment at a total of 310 receivers (247 individual lots). These receivers correspond to those eligible for consideration of additional noise mitigation where the proposed low noise pavement and noise barriers do not reduce the noise levels to meet the NCG controlling criterion. An overview of the impacts by NCA is provided in Section 14. The proposed additional noise mitigation (quieter pavement and noise barriers) is predicted to reduce the overall number of receivers with an exceedance of the NCG criteria. This reduction equals 122 and 103 receivers in the 2031 day and night-time periods respectively compared to the Build (without mitigation) scenario. Ventilation facilities noise impact assessment Predicted noise levels from the in-tunnel ventilation fans indicate that no exceedance of the INP noise goals are anticipated at the tunnel portal locations. Based on the predicted noise propagation from the ventilation facilities, the maximum allowable sound power level at each ventilation outlet location has been specified in order to meet the nominated noise goals. The design of the jet fans and ventilation facilities should be reviewed during detailed design to ensure acceptable noise levels are satisfied at all adjacent receivers. While yet to be defined, it is envisaged that noise from minor facilities using mechanical plant such as air conditioning units will be controllable by common engineering methods. The selected mechanical equipment should be reviewed and assessed for conformance with established criteria at the detailed design stage of the project when specific plant selection is finalised. Assessment of construction noise - on site works To minimise the overall length of construction and the duration of amenity impacts on the local community, tunnelling works are proposed to be carried out 24 hours a day, seven days a week.. The approach taken in this assessment has been to identify noise impacts of representative construction activities in all time periods, to inform scheduling of works to minimise impacts on sensitive receivers where practicable. Consistent with most major construction projects in urban areas, noise impacts are likely as works require the use of noise intensive equipment at times and are generally in the near vicinity of sensitive receivers. WestConnex M4 East Project - Construction and Operational Road Traffic xv

25 This assessment predicts noise impacts for worst-case equipment scenarios and considers cumulative impacts from groups of plant considered likely to operate at any one location at the same time. For most activities, it is expected that the construction noise levels would be lower than have been predicted in this report. The largest exceedances of the Noise Management Levels (NML) at the most sensitive receivers is predicted during work area establishment works and general surface roadworks, which use noise intensive equipment such as rockbreakers, tub grinders and large earthmoving plant. While these impacts are predicted to be highly intrusive at times at the worst-affected receivers, the impacts are likely to generally be for a relatively short duration at any given receiver as the works progressively move along the alignment. Longer duration impacts from worst-case activities at compound and tunnel excavation / spoil removal sites are generally predicted to be less intrusive than surface roadworks at most locations, however temporary hoarding and acoustic sheds in these compound locations have been recommended to minimise the impacts as far as reasonably practicable. Residual noise impacts should be managed in accordance with recommended mitigation measures outlined in this report, relevant guidelines, and contractor procedures. Assessment of construction noise - public road network Access to the sites for most construction traffic routes are planned to use the arterial road network. The proposed construction traffic is unlikely to result in a noticeable increase in LAeq,(period) noise levels at receivers along the proposed arterial routes due to high existing traffic volumes on these roads. Potential noise impacts have been identified on local roads proposed to carry heavy vehicles at times during construction. These are: Underwood Road tunnel and civil site - Short Street East, Homebush (daytime and night-time) Powells Creek civil site) - Powell Street, Homebush (daytime only) Proposed haul traffic on local roads may cause a noticeable increase in the number of maximum noise events on local roads and further assessment of night-time maximum noise events on local roads is therefore recommended to be undertaken where appropriate during detailed design and construction planning, once the requirements for night-time (10.00 pm to 7.00 am) local road access is finalised and more information is available with regard to likely vehicle numbers. The following measures are recommended, and should be confirmed during detailed design and construction planning: As far as practicable, restrict construction vehicle movements during night-time periods along local roads with sensitive receivers to light vehicles only, subject to further investigation of potential night-time maximum noise events during detailed design. As far as practicable, limit heavy vehicle movements outside of standard construction hours associated with tunnel support works (spoil removal, concrete delivery and other heavy vehicle movements) to access and egress directly to and from the major road network. Undertake spoil removal during the day as far as practicable. Construction ground-borne noise assessment The assessment includes the worst-case predicted LAeq(15minute) internal ground-borne noise levels from excavation of the main road M4E tunnels together with all access ramp connections to the various surface intersections (Concord Road, Wattle Street and Parramatta Road) using roadheaders. Given the progression rate of the roadheader works (assumed to be around 30 m per week), it is anticipated that the worst-case ground-borne noise impacts along the majority of the alignment would only be apparent for a relatively short period of time (ie several days for each roadheader) whilst the tunnelling works are directly beneath a particular receiver. At the following locations, where the tunnel depth is less than 40 metres, there is potential for the following ground-borne noise impacts: WestConnex M4 East Project - Construction and Operational Road Traffic xvi

26 In the vicinity of Concord Road, where the access roads to/from the main project tunnels climb to meet with Concord Road at ground elevation. Receivers above these sections are predicted to be subject to ground-borne levels in the region of 45 dba LAeq, which exceeds both the evening and night-time criteria. Adjacent to Burwood Road, marginal exceedances of the night-time criterion are predicted, with ground-borne noise levels of up to 37 dba LAeq being predicted. In the vicinity of Wattle Street, where the access ramp to/from the main project tunnels climb to meet with Wattle Street and Parramatta Road at ground elevation. Receivers above these sections are predicted to be subject to ground-borne levels in the region of 53 dba LAeq, which exceeds both the evening and night-time criteria. While the majority of the tunnel is proposed to be excavated using roadheaders, rockbreaking to excavate benches and cross passages would be likely to exceed the construction ground-borne noise goals at receivers located above the works. Construction vibration assessment In terms of the most recent relevant vibration damage criteria, British Standard (BS) 7385 is referenced in Australian Standard (AS) 2187 as the vibration guideline values and assessment methods are applicable to Australian conditions and represent minimal risk of cosmetic damage. German Standard DIN also provides guidelines for evaluating the effects of vibration on structures. The DIN Standard gives a safe limit of peak vibration up to which no damage due to vibration effects has been observed. Hence the guideline limits in DIN 4150 are somewhat lower than those in BS This assessment uses guidance from both standards in order to inform detailed design building inspection, monitoring and management strategy. A total of 203 residential/light commercial buildings in the vicinity of surface works have been identified within the BS7385 safe working distance, while 238 typical residential type buildings have been identified within the DIN4150 safe working distance. This distance is based on a large rockbreaker as the most vibration intensive equipment item for the surface road works activities. While it is recommended that heritage buildings are not automatically considered to be more vibration sensitive unless confirmed to be structurally unsound, a screening assessment against the most stringent DIN4150 criteria (for buildings of particular sensitivity and great intrinsic value) indicates that a total of 12 identified heritage buildings may be within this screening safe working distance. These are located adjacent to the Concord Road interchange and Parramatta Road interchange works. The assessment also shows that worst-case vibration during surface earthworks may exceed the human comfort vibration goals at receivers within approximately 75 metres of works requiring operation of a large rockbreaker. For most construction activities, vibration emissions are intermittent in nature and for this reason, higher vibration levels, occurring over shorter periods are permitted. In practice, it is unlikely that a rockbreaker would be required at all areas and therefore the vibration impacts presented in this assessment should be considered conservative and represent a worst-case. The required locations for vibration intensive equipment should be reviewed during detailed design and construction planning when more specific information is available. It is recommended that vibration trials and/or attended vibration monitoring are undertaken prior to and during any works proposed within the safe working distances. Building condition surveys should also be completed both before and after the works on structures that could potentially be affected by the construction works. Vibration damage impacts from tunnelling works (roadheader) are predicted to be marginal due to the tunnel being located at sufficient depth to mitigate the impact at receivers. The use of blasting has been proposed for excavation of tunnel benches and cross passages and indicative maximum instantaneous charge (MIC) based on previous projects involving blasting in Sydney have been provided. WestConnex M4 East Project - Construction and Operational Road Traffic xvii

27 In general, mitigation measures that should be considered include rescheduling of works to less sensitive periods, use of lower vibration intensive plant and vibration monitoring during works to ensure vibration remains at an acceptable level. Overall NCA summary Overall noise and vibration impacts associated with the project are summarised in Section 14. WestConnex M4 East Project - Construction and Operational Road Traffic xviii

28 1 Introduction 1.1 Overview of the project The WestConnex Delivery Authority (WDA), on behalf of the NSW (Roads and Maritime), is seeking approval to upgrade and extend the M4 Motorway from Homebush Bay Drive at Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield. This includes twin tunnels about 5.5 kilometres long and associated surface works to connect to the existing road network. These proposed works are described as the M4 East project (the project). The location of the project is shown in Figure 1. Approval is being sought under Part 5.1 of the Environmental Planning and Assessment Act 1979 (NSW) (EP&A Act). The project was declared by the Minister for Planning to be State significant infrastructure and critical State significant infrastructure and an environmental impact statement (EIS) is therefore required. The project is a component of WestConnex, which is a proposal to provide a 33 kilometre motorway linking Sydney s west and south-west with Sydney Airport and the Port Botany precinct. The location of WestConnex is shown in Figure 2. The individual components of WestConnex are: M4 Widening Pitt Street at Parramatta to Homebush Bay Drive at Homebush (planning approval granted and under construction) M4 East (the subject of this report) New M5 King Georges Road at Beverly Hills to St Peters (planning application lodged and subject to planning approval) King Georges Road Interchange Upgrade (planning approval granted and work has commenced) M4 M5 Link Haberfield to St Peters, including the Southern Gateway and Southern Extension (undergoing concept development and subject to planning approval). Separate planning applications will be lodged for each individual component project. Each project will be assessed separately, but the impacts of each project will also be considered in the context of the wider WestConnex. The NSW Government has established the WestConnex Delivery Authority (WDA) to deliver WestConnex. WDA has been established as an independent public subsidiary corporation of Roads and Maritime. Its role and functions are set out in Part 4A of the Transport Administration (General) Regulation 2013 (NSW). WDA is project managing the planning approval process for the project on behalf of Roads and Maritime. However, for the purpose of the planning application for the project, Roads and Maritime is the proponent. 1.2 Project location The project is generally located in the inner west region of Sydney within the Auburn, Strathfield, Canada Bay, Burwood and Ashfield local government areas (LGAs). The project travels through 10 suburbs: Sydney Olympic Park, Homebush West, Homebush, North Strathfield, Strathfield, Concord, Burwood, Croydon, Ashfield and Haberfield. The project is generally located within the M4 and Parramatta Road corridor, which links Broadway at the southern end of the Sydney central business district (CBD) and Parramatta in Sydney s west, about 20 kilometres to the west of the Sydney CBD. This corridor also provides the key link between the Sydney CBD and areas further west of Parramatta (such as Penrith and western NSW). The western end of the project is located at the interchange between Homebush Bay Drive and the M4, about 13 kilometres west of the Sydney CBD. The project at this location would tie in with the M4 Widening project in the vicinity of Homebush Bay Drive. WestConnex M4 East Project - Construction and Operational Road Traffic 1

29 Figure 1 Local context of the project

30 Figure 2 WestConnex WestConnex M4 East Project - Construction and Operational Road Traffic 3

31 The tunnel dive structures would start at the centre of the M4, west of the existing pedestrian footbridge over the M4 at Pomeroy Street, and would continue underground to the north of the existing M4 and Parramatta Road, before crossing beneath Parramatta Road at Broughton Street at Burwood. The tunnels would continue underground to the south of Parramatta Road until the intersection of Parramatta Road and Wattle Street at Haberfield. Ramps would connect the tunnels to Parramatta Road and Wattle Street (City West Link) at the eastern end of the project. The tunnels would end in a stub connection to the possible future M4 M5 Link (M4 M5 Link), near Alt Street at Haberfield. The project would include interchanges between the tunnels and the above ground road network, along with other surface road works, at the following locations: M4 and Homebush Bay Drive interchange at Sydney Olympic Park and Homebush (Homebush Bay Drive interchange) Powells Creek, near George Street at North Strathfield (Powells Creek M4 on-ramp) Queen Street, near Parramatta Road at North Strathfield (Queen Street cycleway westbound on-ramp) M4 and Sydney Street, Concord Road and Parramatta Road interchange at North Strathfield (Concord Road interchange) Wattle Street (City West Link), between Parramatta Road and Waratah Street at Haberfield (Wattle Street (City West Link) interchange) Parramatta Road, between Bland Street and Orpington Street at Ashfield and Haberfield (Parramatta Road interchange). 1.3 Secretary's environmental assessment requirements The NSW Department of Planning and Environment has issued a list of Secretary s Environmental Assessment Requirements (SEARs) that inform the environmental impact assessment. Table 1 displays the SEARS that are specific to noise and vibration; and also provides a cross reference to the relevant section(s) of this report which address these requirements. In addition, agency letters, which accompany the SEARs and are applicable to noise and vibration, were issued by the NSW Environment Protection Authority, NSW Heritage Council, NSW Health, Strathfield Council and Ashfield Council. Table 2 provides details of the noise and vibration requirements outlined in the agency letters and a cross reference to the relevant section(s) of this report which address these conditions. Table 1 How SEARs have been addressed in this report SEARs Operational Noise and Vibration Requirement An assessment of the noise impacts of the project during operation, consistent with the Road Noise Policy (EPA, 2011) and NSW Industrial Noise Policy (EPA, 2000). The assessment must include specific consideration of impacts to receivers (dwellings, child care centres, educational establishments, hospitals, motels, nursing homes, or places of worship), including specific consideration of sleep disturbance and, as relevant, the characteristics of noise (eg. low frequency noise), and identify reasonable and feasible mitigation measures Section where addressed in EIS Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 WestConnex M4 East Project - Construction and Operational Road Traffic 4

32 SEARs Construction Noise and Vibration Requirement An assessment of construction noise and vibration impacts, consistent with the Interim Construction Noise Guideline (DECCW, 2009) and Assessing Vibration: a technical guideline (DEC, 2006). The assessment must have regard to the nature of construction activities (including transport, tonal or impulsive noise-generating works and the removal of operational noise barriers, as relevant), the intensity and duration of noise and vibration impacts, the nature, sensitivity and impact to potentially affected receivers, the need to balance timely conclusion of noise and vibration-generating works with periods of receiver respite, and other factors that may influence the timing and duration of construction activities (such as traffic management), and mitigation and management measures. The assessment should present, as relevant, an indication of potential for works outside standard working hours, including predicted levels and exceedences, justification for the activity and discussion of available mitigation and management measures. Section where addressed in EIS Construction noise and vibration assessment Section 10 Table 2 How agency comments have been addressed in this report Agency letters Environment Protection Authority (EPA) Requirement Construction noise associated with the proposed development should be assessed using the Interim Construction Noise Guideline (DECC, 2009). gov.au/noise/constructnoise.htm Vibration from all activities (including construction and operation) to be undertaken on the premises should be assessed using the guidelines contained in the Assessing Vibration: a technical guideline (DEC, 2006). gov.au/noise/vibrationguide.htm If blasting is required for any reasons during the construction or operational stage of the proposed development, blast impacts should be demonstrated to be capable of complying with the guidelines contained in Australian and New Zealand Environment Council - Technical basis for guidelines to minimise annoyance due to blasting overpressure and ground vibration (ANZEC, 1990). qov.au/noise/blasting.htm Noise and vibration from ventilation facilities should be assessed, and the mitigation and management options that will be used to prevent, control, abate or minimise potential impacts should be described. Operational noise from all industrial activities (including private haul roads and private railway lines) to be undertaken on the premises should be assessed using the guidelines contained in the NSW Industrial Noise Policy (EPA, 2000) and Industrial Noise Policy Application Notes. Noise on public roads from increased road traffic generated by land use developments should be assessed using the guidelines contained in the Environmental Criteria for Road Traffic Noise (EPA, 1999). Noise from new or upgraded public roads should be assessed using the Environmental Criteria for Road Traffic Noise (EPA, 1999). Section where addressed in EIS Section 10 Section 12.1 Section 13.8 Section 9 Section 9 Section 8 (guideline has been superseded by the RNP, 2011) Section 8 (guideline has been superseded by the RNP, 2011) WestConnex M4 East Project - Construction and Operational Road Traffic 5

33 Agency letters NSW Heritage Council Heritage / Division of the Office of Environment and Heritage Requirement Section where addressed in EIS The necessary and relevant assessments shall be carried out to Section 13 ensure that vibration, excavation and works will not cause any damage or structural issues to nearby heritage items. The alignment should be modified to avoid such impacts and mitigation and management measures outlined and implemented. NSW Health Requirement Section where addressed in EIS NSW Health notes and concurs with the draft DGR's requirements for noise and vibration. We note with approval that the draft DGRs include a requirement to consider sleep disturbance. Strathfield Council Requirement Provide a quantitative assessment of the potential construction, operation and traffic noise impact of the project. This assessment should include consideration of hours of operations and vehicle movements, particularly in the M4 East project and associated off ramps etc. where it runs through existing and proposed medium- high density residential areas in the Homebush area, north and south of the M4 Corridor Ashfield Council Requirement, vehicles using entry and exit laneways will create very high levels of noise and vibration for adjoining properties, including nearby residences. The following details must therefore be provided in the EIS: the design of 'noise screening walls or devices', accompanied with a report by a qualified acoustic engineer, explaining how effective they will be in reducing noise impacts for adjoining properties. Human Health Requirement An assessment of human health impacts with particular consideration of human health risks and costs associated with the proposal, including those associated with air quality, noise and vibration, and social impacts, during the construction and operation of the proposal. Heritage Requirement An assessment of impacts to State and local historic heritage (including conservation areas, built heritage landscapes and archaeology) should be assessed. Where impacts to State or locally significant historic heritage are identified, the assessment shall consider impacts from vibration, demolition, archaeological disturbance, altered historical arrangements and access, landscape and vistas, and architectural noise treatment. Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment Section 10 Section where addressed in EIS Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment Section 10 Section where addressed in EIS Section 8 Section where addressed in EIS Operational road traffic noise (Road Noise Policy) - Section 8 Fixed facility noise (Industrial Noise Policy) - Section 9 Construction noise and vibration assessment Section 10 Section where addressed in EIS Construction noise and vibration assessment Section 13 WestConnex M4 East Project - Construction and Operational Road Traffic 6

34 1.4 Purpose of this report SLR Consulting Australia (SLR) has been engaged by Roads and Maritime to assess the potential noise and vibration impacts associated with the construction and operation of the project. This report has been prepared to inform the environmental assessment and be included in the EIS as a technical paper. 1.5 Structure of this report The assessment of noise and vibration includes: Ambient noise surveys to determine the existing noise environment within the study area (refer to Section 3). Identification of receivers along the alignment that are potentially sensitive to noise and vibration (refer to Section 3.2). Validation of the noise model including consideration of potential traffic congestion (refer to Section 5.4). Prediction of noise impacts due to the proposed operation of the project and assessment in accordance with the relevant legislation and guidelines (refer to Section 8 to Section 9). Prediction of noise and vibration impacts during proposed construction of the project and assessment in accordance with the relevant legislation and guidelines (refer to Section 10). Consideration of feasible and reasonable noise mitigation during construction (refer to Section 10) and operation of the project (refer to Section 8 and Section 9). 1.6 Relevant guidelines Noise from the operation of the proposal is required to be assessed in accordance with guidelines provided in the NSW Road Noise Policy (RNP) ((NSW) Environment Protection Agency (EPA), 2011) i as interpreted by Roads and Maritime in the Noise Criteria Guideline (NCG) (Roads and Maritime, 2014) ii. The NCG provides a consistent approach to identifying road noise criteria for Roads and Maritime Services projects and meets the intention of the RNP. Guidance for additional noise mitigation is taken from the Noise Mitigation Guideline (NMG) (Roads and Maritime, 2014) iii. Guidance for assessing the potential for sleep disturbance from maximum noise events is taken from Practice Note iii in the Environmental Noise Management Manual (ENMM) (Roads and Maritime, 2001) iv. Noise from operation of proposed fixed operational facilities is assessed with guidance from the NSW Industrial Noise Policy (INP) (EPA, 1999) v Construction noise has been assessed in accordance with the Interim Construction Noise Guideline (ICNG) ((NSW) Department of Environment and Climate Change (DECC), 2009) vi. Construction road traffic noise has been assessed taking guidance from the noise assessment procedure contained in the RNP. Vibration from construction has been assessed in accordance with Assessing Vibration: A Technical Guideline ((NSW) Department of Environment and Conservation (DEC), 2006) vii. Guidance for blasting has been taken from Technical Basis for Guidelines to Minimise Annoyance Due to Blasting Overpressure and Ground Vibration (ANZEC 1990) viii and Australian standard AS 2187: Part Explosives - Storage and Use - Part 2: Use of Explosives ix. 1.7 Terminology The assessment has used specific acoustic terminology throughout. An explanation of common terms is included as Appendix A for reference. WestConnex M4 East Project - Construction and Operational Road Traffic 7

35 2 Proposed project 2.1 Project features The project would comprise the construction and operation of the following key features: Widening, realignment and resurfacing of the M4 between Homebush Bay Drive and Underwood Road at Homebush Upgrade of the existing Homebush Bay Drive interchange to connect the western end of the new tunnels to the existing M4 and Homebush Bay Drive, while maintaining all current surface connections Two new three-lane tunnels (the mainline tunnels), one eastbound and one westbound, extending from west of Pomeroy Street at Homebush to near Alt Street at Haberfield, where they would terminate until the completion of the M4 M5 Link. Each tunnel would be about 5.5 kilometres long and would have a minimum internal clearance (height) to in-tunnel services of 5.3 metres A new westbound on-ramp from Parramatta Road to the M4 at Powells Creek, west of George Street at North Strathfield An interchange at Concord Road, North Strathfield/Concord with on-ramps to the eastbound tunnel and off-ramps from the westbound tunnel. Access from the existing M4 to Concord Road would be maintained via Sydney Street. A new on-ramp would be provided from Concord Road southbound to the existing M4 westbound, and the existing on-ramp from Concord Road northbound to the existing M4 westbound would be removed Modification of the intersection of the existing M4 and Parramatta Road, to remove the left turn movement from Parramatta Road eastbound to the existing M4 westbound An interchange at Wattle Street (City West Link) at Haberfield with an on-ramp to the westbound tunnel and an off-ramp from the eastbound tunnel. The project also includes onand off-ramps at this interchange that would provide access to the M4 M5 Link. In addition, the westbound lanes of Wattle Street would be realigned An interchange at Parramatta Road at Ashfield/Haberfield, with an on-ramp to the westbound tunnel and an off-ramp from the eastbound tunnel. In addition, the westbound lanes of Parramatta Road would be realigned Installation of tunnel ventilation systems, including ventilation facilities within the existing M4 road reserve near Underwood Road at Homebush (western ventilation facility) and at the corner of Parramatta Road and Wattle Street at Haberfield (eastern ventilation facility). The eastern ventilation facility would serve both the project and the M4 M5 Link project. Provision has also been made for a fresh air supply facility at Cintra Park at Concord Associated surface road work on the arterial and local road network, including reconfiguration of lanes, changes to traffic signalling and phasing, and permanent road closures at a small number of local roads Pedestrian and cycle facilities, including permanently re-routing a portion of the existing eastbound cycleway on the northern side of the M4 from west of Homebush Bay Drive to near Pomeroy Street, and a new westbound cycleway on-ramp connection from Queen Street at North Strathfield to the existing M4 Tunnel support systems and services such as electricity substations, fire pump rooms and tanks, water treatment facilities, and fire and life safety systems including emergency evacuation infrastructure Motorway operations complex on the northern side of the existing M4, east of the Homebush Bay Drive interchange Provision of road infrastructure and services to support the future implementation of smart motorway operations (subject to separate planning approval) WestConnex M4 East Project - Construction and Operational Road Traffic 8

36 Installation of tolling gantries and traffic control systems along the length of the project Provision of new and modified noise walls Provision of low noise pavement for new and modified sections of the existing M4 Temporary construction ancillary facilities and temporary works to facilitate the construction of the project. The project at completion is shown in overview in Figure 3. The project does not include work required for reconfiguring Parramatta Road as part of the urban transformation program. The project does not include ongoing motorway maintenance activities during operation. These would be subject to separate assessment and approval as appropriate. WestConnex M4 East Project - Construction and Operational Road Traffic 9

37 Figure 3 Overview of the proejct

38 2.2 Construction activities Overview Construction activities associated with the project would generally include: Enabling and temporary works, including construction power, water supply, ancillary site establishment, demolition works, property adjustments and public transport modifications (if required) Construction of the road tunnels, interchanges, intersections and roadside infrastructure Haulage of spoil generated during tunnelling and excavation activities Fitout of the road tunnels and support infrastructure, including ventilation and emergency response systems Construction and fitout of the motorway operations complex and other ancillary operations buildings Realignment, modification or replacement of surface roads, bridges and underpasses Implementation of environmental management and pollution control facilities for the project. The project assessed in this report does not include surveys, sampling or investigation to inform the design or assessment, such as test drilling, test excavations, geotechnical investigations, or other tests. It also does not include adjustments to, or relocation of, existing utilities infrastructure undertaken prior to commencement of construction. These would be subject to separate assessment and approval as appropriate Construction footprint The total area required for construction of the project, including construction ancillary facilities, is referred to as the construction footprint. The construction footprint would be about 65 hectares in total, comprising about 48 hectares at the surface and about 17 hectares below ground. In addition to below ground works, surface works would be required to support tunnelling activities and to construct surface infrastructure such as interchanges, tunnel portals, ventilation facilities, ancillary operations buildings and facilities, and new cycleway facilities near the Homebush Bay Drive interchange and Queen Street at North Strathfield. The overall surface construction footprint generally aligns with the operational footprint, with the locations of future operational ancillary facilities being used to support construction work. Some additional areas adjacent to the operational footprint (around the portals and on- and off-ramps, and also at the tunnel mid-point) would also be required during the construction stage only to facilitate construction Construction ancillary facilities currently proposed would be required at the following 10 locations: Homebush Bay Drive civil site (C1) Pomeroy Street civil site (C2) Underwood Road civil and tunnel site (C3) Powells Creek civil site (C4) Concord Road civil and tunnel site (C5) Cintra Park tunnel site (C6) Northcote Street tunnel site (C7) Eastern ventilation facility site (C8) Wattle Street and Walker Avenue civil site (C9) Parramatta Road civil site (C10). WestConnex M4 East Project - Construction and Operational Road Traffic 11

39 An overview of the construction footprint is shown in Figure 4. The final size and configuration of construction ancillary facilities would be further developed during detailed design Construction program Subject to planning approval, construction of the project is planned to start in the second quarter of 2016, with completion planned for the first quarter of The total period of construction works is expected to be around three years, including nine months of commissioning occurring concurrently with the final stages of construction. The indicative construction program is shown in Table 3. Table 3 Indicative construction program overview Construction activity Construction access excavation (all sites) Tunnelling (excavation) Tunnel drainage and pavement works Tunnel mechanical and electrical fitout works Tunnel completion works Homebush Bay Drive interchange M4 surface works Western ventilation facility Powells Creek on-ramp Concord Road interchange Wattle Street interchange Parramatta Road interchange Eastern ventilation facility Cintra Park fresh air supply facility Cintra Park water treatment facility Motorway operations complex Mechanical and electrical fitout works Site rehabilitation and landscaping Indicative construction timeframe WestConnex M4 East Project - Construction and Operational Road Traffic 12

40 Figure 4 Overview of construction footprint and construction ancillary facilities

41 2.3 Noise and vibration specific aspects While all feasible and reasonable mitigation measures would be confirmed during detailed design accounting for the finalised requirements of the project, potential features required to mitigate noise and vibration impact due to construction and operation of the project may include a combination of: Quieter pavement to reduce operational noise impacts Permanent noise barriers to reduce operational noise impacts Property treatments to reduce operational noise impacts Temporary acoustic sheds at tunnelling sites to reduce noise impact during construction Temporary noise barriers / hoarding adjacent to construction compounds and tunnelling sites to reduce noise impact during construction. WestConnex M4 East Project - Construction and Operational Road Traffic 14

42 3 Description of the existing environment 3.1 Existing environmental noise The existing ambient noise environment surrounding the project route is variable, with road traffic noise from the M4 Motorway, Concord Road, Parramatta Road and Wattle Street the primary contributor at corresponding adjacent receivers. The study area has been divided into multiple Noise Catchment Areas (NCAs). These NCAs reflect the changing land uses and ambient noise environments adjacent to the project and are detailed in Table 4. The location of the various NCAs and sensitive receivers are shown in detail in Figure 5 and Appendix B. Table 4 Noise catchment areas and surrounding land uses NCA Minimum Distance (m) 1 Description Western works area - Homebush Bay to Concord Rd NCA01 17 Western end of the project between Homebush Bay Drive and Wentworth Road. Land use consists of commercial receivers with isolated residential receivers adjoining the M4 Motorway. NCA02 10 North of the M4 motorway between Wentworth Road and Underwood Road. Land use comprises largely of residential receivers with isolated commercial receivers. NCA03 10 South of the M4 Motorway between Bedford Road and Park Road at the intersection with Parramatta Road. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road. NCA04 7 North of the M4 Motorway between Underwood Road and the Northern rail line. Land use comprises largely of residential receivers with isolated commercial receivers. NCA05 15 South of the M4 Motorway between Park Road at the intersection with Parramatta Road and the Northern rail Line. Land use comprises largely of residential and commercial receivers fronting Parramatta Road. Concord Rd works area NCA06 15 North of the M4 Motorway between the Northern Rail Line and Concord Lane. Land use is predominantly residential receivers. NCA07 10 North of the M4 Motorway between Concord Lane and Franklyn Street. Land use consists largely of residential receivers with isolated commercial receivers. NCA08 10 Small cluster of residential receivers fronting the M4 Motorway between Ada Street and Alexandra Street. NCA09 90 Catchment adjoins either side of Gipps Street between Thornleigh Avenue and Burwood Road. Land use comprises of residential receivers and active and passive recreation areas. NCA10 90 Catchment adjoins either side of Ada Street between Franklyn Street and Burwood Road. Land use comprises of residential receivers, educational facilities and isolated commercial receivers. NCA11 40 Catchment includes properties that adjoin Parramatta Road and all properties south of Parramatta road between the Northern rail line and Burwood Road. Land use comprises of a mix of residential receivers, special use facilities and commercial receivers fronting Parramatta Road. Central works area Parramatta Road NCA12 n/a 2 Catchment includes properties either side of Parramatta Road between Burwood Road and Henley Marine Drive. Land use comprises of a mix of residential receivers, special use facilities, active and passive recreation areas and commercial receivers fronting Parramatta Road. WestConnex M4 East Project - Construction and Operational Road Traffic 15

43 NCA Minimum Distance (m) 1 Description Wattle Street works area NCA13 15 South of Parramatta Road between Iron Cove Creek and Bland Street. Land use comprises of a mix of residential receivers, special use facilities, active and passive recreation areas and commercial receivers fronting Parramatta Road. NCA14 22 North of Parramatta Road between Henley Marine Drive and Walker Avenue. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road. NCA15 8 Catchment adjoins either side of Wattle Street between Ash Lane and Ramsey. Land use consists of residential receivers. NCA16 13 Catchment adjoins Ramsey Street and the western side of Wattle Street and consists of residential receivers and a passive recreational area. NCA17 12 Catchment adjoins the eastern side of Wattle Street between Martin Street and Motley Avenue and consists of predominantly of residential receivers. Parramatta Road works area NCA18 40 North of Parramatta Road between Walker Avenue and Alt Street. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road. NCA19 12 North of Parramatta Road between Bland Street and Chandos Street. Land use comprises of a mix of residential receivers, a education facility and isolated commercial receivers fronting Parramatta Road. NCA20 10 North of Parramatta Road between Chandos Street and Dalhousie Street. Land use comprises of a mix of residential and isolated commercial receivers fronting Parramatta Road. NCA21 10 South of Parramatta road between Bland Street and Orpington Street. Land use comprises of a mix of residential and commercial receivers fronting Parramatta Road. Note 1: Note 2: Approximate minimum horizontal offset distance from the nearest receiver building facade (receiver of any type) to the centre of the nearest lane of the motorway/access ramps (including future works), in locations where construction works are occurring. Tunnelling works. WestConnex M4 East Project - Construction and Operational Road Traffic 16

44 Figure 5 Site Plan and Sensitive Receivers Overview WestConnex M4 East Project - Construction and Operational Road Traffic 17

45 WestConnex M4 East Project - Construction and Operational Road Traffic 18

46 3.2 Identification of noise and vibration sensitive receivers The sensitivity of receivers to noise and vibration is dependent upon the occupancy type and the nature of the activities performed within the affected premises. Sensitivity to noise is a subjective response varying for different individuals and can depend on the existing noise environment. For the purpose of this assessment, receivers potentially sensitive to noise and vibration have been categorised as: Residential dwellings Commercial and industrial properties Other Education institutions. Other Child-care centres. Other Medical (hospital wards or other uses including medical centres). Other Aged care facilities (including nursing homes). Other Places of worship. Other Outdoor open areas (passive and active recreation). Other (such as cinemas, theatres, public buildings, hotels/motels). This assessment considers all residences to be sensitive receivers during both construction and operation. All commercial receivers are considered to be sensitive to construction noise and vibration impacts. Other receivers sensitive to noise and vibration (other than residential dwellings or commercial premises) identified in the study area are detailed in Table 5. Table 5 Other noise and vibration sensitive receivers NCA Description Address (approximate within 50 metres) 1 TYPE NCA01 Wentworth Hotel 195, Parramatta Road, Homebush West Hotel NCA01 Paddys Brewery , Parramatta Road, Homebush West Hotel NCA01 Mason Park Underwood Road, Homebush Outdoor Active NCA03 Homebush Boys Highschool 27, Bridge Road, Homebush Educational NCA04 Light House Child Care 13, George Street, North Strathfield Childcare NCA04 Mcdonald College 17A, George Street, North Strathfield Educational NCA04 Our Lady of The Assumption Catholic 72, Underwood Road, Homebush Place of Worship Church Homebush NCA05 Homebush Public School 29, The Crescent, Homebush Educational NCA05 Pre-Uni New College 5, The Crescent, Strathfield Educational NCA05 Horse & Jockey Hotel 70, Parramatta Road, Homebush Hotel NCA05 Aiya Medical Centre 40, Parramatta Road, Homebush Medical NCA05 Homebush Medical Centre 17, The Crescent, Homebush Medical NCA06 Concord Baptist Church 3, Carrington Street, North Strathfield Place of Worship NCA07 Sydney Cheil Church 81, Concord Road, Concord Place of Worship NCA09 Dentist 40, Burwood Road, Concord Medical NCA09 Goddard Park Gipps Street, Concord Outdoor Active NCA09 Church 7, Flavelle Street, Concord Place of Worship NCA10 St Mary's Catholic Primary 2, Ada Street, Concord Educational NCA10 Dentist Concord 8, Broughton Street, Concord Medical NCA10 St Mary's Catholic Parish Concord 56-60, Burton Street, Concord Place of Worship NCA11 Laziko International , Parramatta Road, Burwood Café/Bar NCA11 MLC School Sydney 45, Park Road, Burwood Educational NCA11 Ogrady Centre 17, Comer Street, Burwood Educational NCA11 Cooper St Lodge 30E, Cooper Street, Strathfield Hotel WestConnex M4 East Project - Construction and Operational Road Traffic 19

47 NCA Description Address (approximate within 50 metres) 1 TYPE NCA11 Bath ARMS Hotel Parramatta Road, Burwood Hotel NCA11 St John of God Burwood Hospital 14, White Street, Strathfield Medical NCA11 Strathfield Private Hospital Everton Road, Strathfield Medical NCA11 Burwood Park Burwood Road, Burwood Outdoor Active NCA11 Park Rd Tennis Park Road, Burwood Outdoor Active NCA11 St Andrews 37, Swan Avenue, Strathfield Place of Worship NCA12 KFC 15-17, Regatta Road, Five Dock Café/Bar NCA12 McDonalds 225, Parramatta Road, Five Dock Café/Bar NCA12 Nando's 584, Parramatta Road, Croydon Café/Bar NCA12 McDonalds 584, Parramatta Road, Croydon Café/Bar NCA12 Subway 582, Parramatta Road, Croydon Café/Bar NCA12 Educare Playschool 195B, Croydon Road, Croydon Childcare NCA12 Happy Little Campers 43, Lancelot Street, Five Dock Childcare NCA12 Rosebank College 121, Parramatta Road, Five Dock Educational NCA12 Domremy College 121Z, First Avenue, Five Dock Educational NCA12 Lucas Special School 1, Bayview Road, Canada Bay Educational NCA12 St Antonys Family Care\ 9, Alexandra Avenue, Croydon Educational NCA12 Burwood Girls High School 95, Queen St, Croydon Educational NCA12 The Pine Inn 19, Parramatta Road, Concord Hotel NCA12 Burwood ENT Surgery 12, Burwood Road, Burwood Medical NCA12 Burwood Chest Clinic 10, Burwood Road, Burwood Medical NCA12 Better Hearing Australia 29, Burwood Road, Concord Medical NCA12 Concord 57, Burwood Road, Concord Medical NCA12 Dentist 277, Parramatta Road, Five Dock Medical NCA12 Barnwell Park Golf Club 551, Lyons Road W, Five Dock Outdoor Active NCA12 Centenary Park Queens Street, Croydon Outdoor Active NCA12 Charles Heath Reserve Queens Road, Five Dock Outdoor Active NCA12 Concord Oval Gipps Street, Concord Outdoor Active NCA12 Croydon Bowling Green 114 Church Street, Croydon Outdoor Active NCA12 Henley Marine Tennis Courts 1 Henley Marine Dr, Five Dock Outdoor Active NCA12 St.Lukes Park Gipps Street, Concord Outdoor Active NCA12 Croker Park Henley Marine Dr, Five Dock Outdoor Passive NCA12 Kings Park Rowe Street, Five Dock Outdoor Passive NCA12 St Josephs 2-4, Wychbury Avenue, Croydon Place of Worship NCA12 St Anthony's 3, Alexandra Avenue, Croydon Place of Worship NCA12 St Lukes 17, Burton Street, Concord Place of Worship NCA13 The Infants Home 10, Ilford Avenue, Ashfield Childcare NCA13 St Johns 74, Bland Street, Ashfield Educational NCA13 Hammond Park Henry Street, Ashfield Outdoor Active NCA13 St John's Cemetary Alternate Street, Ashfield Outdoor Passive NCA13 St Johns Anglican 85-85, Alt Street, Ashfield Place of Worship NCA14 Little VIPs 113, Dobroyd Parade, Haberfield Childcare NCA14 Jegorow Reserve Wolseley Street, Haberfield Outdoor Passive NCA14 church 6-12, Wattle Street, Haberfield Place of Worship NCA16 Timbrell Park Henley Marine Dr, Haberfield Outdoor Active NCA16 Reg Coady Reserve Martin Street, Haberfield Outdoor Passive NCA17 Dobroyd Point Public School 85, Waratah Street, Haberfield Educational NCA19 Haberfield Public School 22, Denman Avenue, Haberfield Educational NCA19 Ramsay Street Medical Center 112, Ramsay Street, Haberfield Medical NCA19 Algie Park Ramsey St, Haberfield Outdoor Active NCA20 Garnish Fine Foods 56-58, Dalhousie Street, Haberfield Café/Bar NCA20 Ella Community Child Care Centre 1, Winchcombe Avenue, Haberfield Childcare WestConnex M4 East Project - Construction and Operational Road Traffic 20

48 NCA Description Address (approximate within 50 metres) 1 TYPE NCA20 Goodstart Early Learning 25, Rogers Avenue, Haberfield Childcare NCA20 Peek-A-Boo Early Learning 183, Parramatta Road, Haberfield Childcare NCA20 Primary School 7, Rawson Street, Haberfield Educational NCA20 Primary School 15, Rawson Street, Haberfield Educational NCA20 Saint Joan of Arc's Catholic Church 96-98, Dalhousie Street, Haberfield Place of Worship Haberfield NCA21 Rochester Private Hotel 68, Charlotte Street, Ashfield Hotel NCA21 Best Western - Philip Lodge Motel , Parramatta Road, Ashfield Hotel Note 1: Address has been generated from a NSW Land and Property Information (LPI) database and has not been verified on site. 3.3 Ambient noise surveys and monitoring locations To quantify and characterise the existing ambient noise environment across the proposal area a baseline noise monitoring survey was undertaken from 26 March to 9 April The measured noise levels have been used to establish existing road traffic noise levels to allow for validation of the operational noise model, and as a basis for assessing potential noise impacts during construction. The noise monitoring locations were selected to be representative of receivers and communities potentially affected by the construction and operation of the project. Noise monitoring equipment was deployed with consideration of other noise sources that may influence the measurements, accessibility and security, and with the consent of relevant land owners. The noise monitoring locations are identified on the site plan drawings in Appendix B. Table 6 Ambient noise survey locations - 26 March 2014 to 9 April 2014 Noise Monitoring Location ID NCA Noise Monitoring Location Address Equipment Serial Number L1 NCA02 59 Pomeroy St, Homebush L2 NCA03 2 Deworie Ave, Homebush L3 NCA04 Land behind 6-10 Allen St, Homebush L4 NCA05 Suttons Homebush, Parramatta Road, Homebush L5 NCA06 11 Sydney Street, North Strathfield L6 NCA08 20 Franklyn Street, Concord L7 NCA09 8 Edward Street, Concord L8 NCA11 6 Franklyn Street, Concord L9 NCA10 34 Ada Street, Concord L10 NCA12 4 Taylor Street, Five Dock L11 NCA14 1A Wattle Street, Haberfield L12 NCA Alt Street, Haberfield L13 NCA Alt Street, Ashfield L14 NCA Bland Street, Haberfield L15 NCA Chandos St, Haberfield L16 NCA Parramatta Road, Ashfield L18 n/a 63 Ormond Street, Ashfield L19 NCA15 35 Wattle Street, Haberfield L20 NCA Ramsay Street, Haberfield L21 NCA16 68 Wattle Street, Haberfield L22 NCA07 91 Concord Road, Concord L23 NCA01 12 Flemington Road, Homebush West WestConnex M4 East Project - Construction and Operational Road Traffic 21

49 3.4 Unattended noise monitoring Methodology The noise loggers continuously measured noise levels in 15 minute sampling periods to determine the existing LAeq, LA90 and other relevant statistical noise levels during the daytime, evening and nighttime periods. The noise measurements were carried out with Svantek 957 Noise Loggers. The equipment was set up with microphones at 1.5 metres above the ground level. All microphones were fitted with wind shields. All noise measurement instrumentation used in the surveys was designed to comply with the requirements of Australian Standard AS IEC Electroacoustics Sound level meters, Part 1: Specifications x and carried appropriate and current National Association of Testing Authorities (NATA) calibration certificates. The calibration of the loggers was checked both before and after each measurement survey and the variation in calibration at all locations was found to be within acceptable limits at all times. The results of the noise monitoring have been processed to exclude noise identified as extraneous and/or data affected by adverse weather conditions (such as strong wind or rain) so as to establish representative noise levels in each area Noise monitoring results The results of the unattended ambient noise surveys are summarised in Table 7 as the Rating Background Level (RBL) noise levels for the ICNG daytime, evening and night-time periods, and the LAeq (energy averaged) noise levels for the RNP daytime and night-time periods. The 24 hour daily noise levels at each monitoring location are graphically presented in Appendix C. Table 7 Summary of unattended noise logging results Noise Monitoring Location Noise Level (db) ICNG Defined Time Periods 1 RNP Defined Time Periods 2 Daytime - RBL Evening - RBL Night-time - RBL Daytime - LAeq(15hour) Night-time - LAeq(9hour) Daytime - LAeq(1hour) L L L L L L L L L L L L L L L L L L L L L L Night-time - LAeq(1hour) WestConnex M4 East Project - Construction and Operational Road Traffic 22

50 Note 1: ICNG Governing Periods Day: 7.00 am to 6.00 pm Monday to Saturday, 8.00 am to 6.00 pm Sunday; Evening: 6.00 pm to pm; Night: pm to 7.00 am Monday to Saturday, pm to 8.00 am Sunday. Note 2: Note 3: Note 4: RNP Assessment Time Periods Day: 7.00 am to pm; Night: pm to 7.00 am (weekly data). Monitoring location near to building facade. Measured noise levels considered to represent facade affected noise levels which are up to 2.5 dba higher than the equivalent free-field condition. Evening RBL reduced to equal daytime RBL in accordance with INP application notes The noise levels display a typical diurnal trend with lower noise levels during the night-time than the daytime and evening periods. This is characteristic of urban and suburban areas where the ambient noise environment is primarily influenced by road traffic. This is consistent with observed traffic flows on the adjacent major roads which have a relatively small reduction in traffic volumes during the evening compared to the daytime period, and a more significant reduction in volumes during the night-time. 3.5 Attended airborne noise Methodology Attended measurements of ambient noise were completed during the noise logging survey to determine the various noise sources that influence the existing noise environment. During each measurement the observer noted the various noise sources and the contributing noise level. At each location the attended measurements were performed for 15 minutes using a calibrated Brüel and Kjær 2260 Precision Sound Level Meter. Wind speeds were less than 5 m/s at all times, and all measurements were performed at a height of 1.5 metres above ground level. Calibration of the sound level meter was checked before and after each measurement and the variation in calibration at all locations was found to be within acceptable limits at all times Noise measurement results The noise environment at each of the attended monitoring locations is summarised in Table 8. Detailed observation notes are also provided in Appendix C. Table 8 Summary of attended noise monitoring results Measurement Location Measured Noise Levels (db) Description of Ambient Noise Source - LA90 LAeq LAmax Typical LAmax Levels L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Local road traffic: 57 dba, Air traffic: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Local road traffic: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba, Insects: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Concord Rd road traffic: up to 50 dba, Local road traffic: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Air traffic: dba WestConnex M4 East Project - Construction and Operational Road Traffic 23

51 Measurement Location Measured Noise Levels (db) Description of Ambient Noise Source - LA90 LAeq LAmax Typical LAmax Levels L Parramatta Rd Heavy-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba, Birds dba L M4/Parramatta Rd Interchange Heavy-vehicle road traffic: dba, M4/Parramatta Rd Interchange Light-vehicle road traffic: dba, Air traffic: dba L Parramatta Rd road traffic: dba, Local road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L Wattle St Heavy-vehicle road traffic: dba, Wattle St Light-vehicle road traffic: dba, Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Air traffic: dba L Parramatta Rd Heavy-vehicle road traffic: dba, Parramatta Rd Light-vehicle road traffic: dba, Local road traffic: dba, Air traffic: dba L Wattle St Heavy-vehicle road traffic: dba, Wattle St Light-vehicle road traffic: dba, Air traffic: dba L Wattle St Heavy-vehicle road traffic: dba, Wattle St Light-vehicle road traffic: dba, Ramsay St Heavy-vehicle road traffic: dba, Ramsay St Light-vehicle road traffic: dba, Air traffic: dba L Wattle St Heavy-vehicle road traffic: dba, Wattle St Light-vehicle road traffic: dba, Air traffic: dba WestConnex M4 East Project - Construction and Operational Road Traffic 24

52 Measurement Location Measured Noise Levels (db) Description of Ambient Noise Source - LA90 LAeq LAmax Typical LAmax Levels L Concord Rd Heavy-vehicle road traffic: dba, Concord Rd Light-vehicle road traffic: dba L M4 Heavy-vehicle road traffic: dba, M4 Light-vehicle road traffic: dba, Local road traffic: dba, Mechanical Plant: dba Note 1: Monitoring location near to building facade. Measured noise levels considered to represent facade affected noise levels which are up to 2.5 dba higher than the equivalent free-field condition. The data presented in Table 8 is generally consistent with the results of the unattended noise monitoring and shows that existing ambient noise levels are dominated by the adjacent major roads (M4 Motorway, Concord Road, Parramatta Road and Wattle Street). Occasional air traffic events were also observed. WestConnex M4 East Project - Construction and Operational Road Traffic 25

53 4 Operational noise goals and noise mitigation guidance 4.1 Introduction The most common form of noise experienced by people is termed airborne noise, indicating that it propagates between the source and receiver primarily through the air. This is the main form of noise that occurs adjacent to a road corridor or construction site. The primary source of airborne noise from road traffic sources originates from the engine at low speed and from the interaction of the tyre and road at higher speeds. Heavy vehicle (trucks) exhausts are also a significant source of airborne noise during heavy acceleration or engine braking events. The key influences on road traffic airborne noise are the speed of the passing vehicles, the condition of the pavement surface, the volume of traffic on the road and the number of heavy vehicles. The level of airborne noise experienced at a receiver is also dependent upon the distance to the road corridor and the presence of any natural or man-made barriers between the corridor and the receiver which can reduce the propagation of noise. 4.2 Operational noise metrics The noise metrics applied in the modelling and assessment of airborne noise from road traffic are: LAeq(15hour) LAeq(9hour) LAeq(1hour) LAmax the energy average noise level evaluated over the daytime period (7.00 am to pm). The LAeq can be likened to the average of all the noise events occurring in the relevant time period. the energy average noise level evaluated over the night-time period (10.00 pm to 7.00 am). the energy average noise level evaluated for a specific one-hour period. The maximum noise level from road traffic noise occurring at a particular location. The subscript A indicates that the noise levels are filtered to match normal human hearing characteristics (ie A-weighted). 4.3 Noise Criteria Guideline This assessment is undertaken with guidance from the NCG. The NCG documents Roads and Maritime s interpretation of the RNP. The NCG provides a consistent approach to identifying road noise criteria for Roads and Maritime projects. Although it is not mandatory to achieve the noise assessment criteria in the NCG, project proponents need to provide justification if it is not considered feasible or reasonable to achieve them. The guideline recognises that there are generally more opportunities to minimise noise impacts from new roads and road corridors, especially those in greenfield locations, through judicious road design and land use planning. The scope to reduce noise impacts from existing roads and corridors is typically more limited. The NCG criteria are applicable both at the time of project opening and also in a future design year, typically taken to be ten years after project completion. WestConnex M4 East Project - Construction and Operational Road Traffic 26

54 The NCG sets out four key principles aimed to guide the assessment. These are: Criteria are based on the road development type a residence is affected by due to the road project Adjacent and nearby residences should not have significantly different criteria for the same road Criteria for the surrounding road network are assessed where a road project generates an increase in traffic noise greater than 2dBA on the surrounding road network Protect existing quiet areas from excessive changes in amenity due to traffic noise 4.4 Noise assessment criteria Noise criteria are assigned to sensitive receivers using the NCG. The NCG provides guidance on how to assign the RNP. The assessment timeframe for the criteria are in the year of opening (for the M4 East project, 2021 is used) and 10 years after opening (for the M4 East project, 2031 is used). The project assessment area extends to where noise levels are dominated by other roads that are not being assessed as part of this project as defined in the NCG. This is up to a maximum distance of 600 metres from the project works for urban areas (refer to Section 5.14). Residences may be assigned new, redeveloped, transition zone or relative increase criteria depending on how the project will influence noise levels. For each facade of the residence the most stringent applicable criteria is to be used in the assessment. Criteria are based on the road development type a residence is affected by due to the road project. In some instances residences may be exposed to noise from both new and redeveloped roads. In this instance the proportion of noise from each road is used to establish transition zone criteria. A further check is made to prevent large increases in noise level using the relative increase criteria Criteria by Road Type The project consists of multiple new and redeveloped road segments as shown in Appendix D, with transition zones at Parramatta Road interchange, Wattle Street interchange and Concord Road interchange as well as along the M4 between Homebush Bay Drive and Concord Road. Note that a road is new where the road is a tunnel/bypass or has been substantially realigned (outside the NCG six times the existing lane width tolerance band and/or existing grade). However, consideration can be given to whether a road has been substantially realigned for distances less than six times the existing lane width using local context for guidance. This is consistent with the NCG. The above situation occurs in the vicinity of Wattle Street (City West Link) interchange and Parramatta Road interchange where the upgraded road has been moved to a new location within the tolerance band but over the existing housing footprint. The criteria for residences are summarised in Table 9. WestConnex M4 East Project - Construction and Operational Road Traffic 27

55 Table 9 NCG criteria - residential Road Category Type of Project/Land Use Assessment Criteria (db) Daytime (7 am - 10 pm) Night-time (10 pm - 7 am) Freeway/ arterial/ sub-arterial roads Note 1: Note 2: 1. Existing residences affected by noise from new freeway/arterial/sub-arterial road corridors 2. Existing residences affected by noise from redevelopment of existing freeway/arterial/subarterial roads 3. Existing residences affected by additional traffic on existing freeways/arterial/sub-arterial roads generated by land use developments 4. Existing residences affected by both new roads and the redevelopment of existing freeway/arterial/sub-arterial roads in a Transition Zone 1 5. Existing residences affected by increases in traffic noise of 12dBA or more from new freeway/arterial/sub-arterial roads 2 6. Existing residences affected by increases in traffic noise of 12dBA or more from redevelopment of existing freeway/arterial/sub-arterial roads 2 LAeq(15hour) 55 (external) LAeq(15hour) 60 (external) Between LAeq(15hour) (external) Between LAeq(15hour) (external) Between LAeq(15hour) (external) LAeq(9hour) 50 (external) LAeq(9hour) 55 (external) Between LAeq(9hour) (external) Between LAeq(9hour) (external) Between LAeq(9hour) (external) The criteria assigned to the entire residence depend on the proportion of noise coming from the new and redeveloped road. Please refer to Roads and Maritimes NCG for further information. The criteria at each facade are determined from the existing traffic noise level plus 12dBA. The criteria for residences presented in Table 9 are applicable for aged care facilities. The criteria for other sensitive receivers are summarised in Table 10. Further information on the sensitive land use receivers are provided in Section 3.2. Table 10 NCG criteria - other sensitive land uses Existing Sensitive Land Use School Classrooms LAeq(1hour) 40 (internal) Places of Worship LAeq(1hour) 40 (internal) Open Space (Active Use) Assessment Criteria (db) Daytime Night-time (7.00 am (10.00 pm pm) 7.00 am) LAeq(15hour) 60 (external) when in use Additional Considerations - In the case of buildings 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 (Standards Australia 2000). LAeq(1hour) 40 (internal) The criteria are internal, ie the inside of a church. Areas outside the place of worship, such as a churchyard or cemetery, may also be a place of worship. Therefore, in determining appropriate criteria for such external areas, it should be established which activities in these areas may be affected by road traffic noise. - Active recreation is characterised by sporting activities and activities which generate their own noise or focus for participants, making them less sensitive to external noise intrusion. WestConnex M4 East Project - Construction and Operational Road Traffic 28

56 Existing Sensitive Land Use Open Space (Passive Use) Childcare facilities Assessment Criteria (db) Daytime Night-time (7.00 am (10.00 pm pm) 7.00 am) LAeq(15hour) 55 (external) when in use Sleeping rooms LAeq(1hour) 35 (internal) Indoor play areas LAeq(1hour) 40 (internal) Outdoor play areas LAeq(1hour) 55 (external) Additional Considerations - Passive recreation is characterised by contemplative activities that generate little noise and where benefits are compromised by external noise intrusion, eg playing chess, reading. - Multi-purpose spaces, e.g. shared indoor play/sleeping rooms should meet the lower of the respective criteria. Measurements for sleeping rooms should be taken during designated sleeping times for the facility, or if these are not known, during the highest hourly traffic noise level during the opening hours of the facility. Aged care facilities - - Residential land use noise assessment criteria should be applied to these facilities, see Table 9 Hospital wards LAeq(1hour) 35 (internal) LAeq(1hour) 35 (internal) - For sensitive receivers such as schools, places of worship and childcare facilities, the NCG criteria presented in Table 10 are based on internal noise levels. Internal NCG noise criteria have been converted to an external noise criteria for the purposes of assessment with external noise level predictions. Where detailed information relating to building construction is not available, the EPA recommends a 10 dba factor to convert internal to external noise levels on the basis that facades with windows open typically provide approximately 10 dba attenuation from inside to outside (refer to guidance contained in the ICNG and INP). For nonresidential receivers this assumption may be overly conservative as the facade area to window ratios are often larger when compared to residential receivers. Further detail is not currently available to allow the building-specific facade noise reduction to be identified, however, it is recommended that this should be investigated further at detailed design (refer to Section 15.1). The noise models predict noise levels for LAeq(15hour) and LAeq(9hour) intervals (day and night). Where receivers have 1-hour criteria, the model outputs have been converted accordingly (refer to Section 5.15). The criteria applicable to noise sensitive receivers identified in the project assessment area are shown in Appendix E. 4.5 Potential road traffic noise impacts on the surrounding road network The NCG criteria requires consideration of the surrounding road network where the proposed project is predicted to increase noise levels by more than 2 dba at receivers from the No Build to Build scenarios. The impacted surrounding road network is then assessed as a project road where noise levels have increased by more than 2dBA. This assessment considers potential increases in traffic noise on the surrounding road network within the extent of works of the project. This approach meets the principles of the NCG. WestConnex M4 East Project - Construction and Operational Road Traffic 29

57 4.6 Sleep disturbance Guidance for the assessment of sleep disturbance given in the RNP is reproduced as follows: Triggers for, and effects of sleep disturbance from, exposure to intermittent noise such as noise from road traffic are still being studied. There appears to be insufficient evidence to set new indicators for potential sleep disturbance due to road traffic noise. The NSW Roads and Traffic Authority s Practice Note iii (NSW Roads and Traffic Authority 2008) outlines a protocol for assessing and reporting on maximum noise levels and the potential for sleep disturbance. The protocol for assessing the potential for sleep disturbance, detailed within Practice Note iii of the ENMM, is determined by performing an LAFmax - LAeq(1hour) calculation on individual vehicle passby noise measurements. A maximum noise level event is then defined as a passby for which the night-time LAFmax - LAeq(1hour) difference is greater than 15 dba and the LAFmax is greater than 65 dba. With regard to reaction to potential sleep disturbance events, the RNP gives the following guidance: From the research on sleep disturbance to date it can be concluded that: - maximum internal noise levels below dba are unlikely to awaken people from sleep - one or two noise events per night, with maximum internal noise levels of db, are not likely to affect health and wellbeing significantly. It is generally accepted that internal noise levels in a dwelling with the windows open are 10 dba lower than external noise levels. Based on this conservative minimum attenuation of 10 db, the first conclusion above suggests that short term external noise levels of 60 dba to 65 dba LAFmax are unlikely to cause awakening reactions. The second conclusion suggests that one or two noise events per night with maximum external noise levels of 75 dba to 80 dba LAFmax are not likely to affect health and wellbeing significantly. WestConnex M4 East Project - Construction and Operational Road Traffic 30

58 5 Key assumptions for prediction of airborne noise during operation 5.1 Assessment scenarios The following four scenarios have been modelled in this assessment: 2021 No Build The forecast road traffic volumes in 2021 without the WestConnex project. The year 2021 is taken for modelling purposes as the nominal year of opening for the project Build The forecast road traffic volumes at the nominal opening (2021) including the project as well as the approved M4 Widening and King Georges Road Interchange Upgrade projects No Build The forecast road traffic volumes 10 years after the nominal opening year due to general traffic growth that would have occurred without the WestConnex project Build The forecast road traffic volumes 10 years after the nominal opening year including the full WestConnex (M4 Widening, M4 East, New M5, King Georges Road Interchange Upgrade and M4-M5 Link projects) and also includes the Sydney Gateway and the Southern Extension. The comparison (Build minus No Build) for 2021 will indicate the potential for any noise issues at the commencement of the project, such as community reaction to significant changes in noise levels. The comparison for 2031 will indicate the potential for noise impacts in the longer term once the project is well established and the surrounding road network has stabilised, as well as the change in traffic flows after implementation of the full WestConnex scheme. 5.2 Road noise prediction algorithms Noise modelling of the study area was carried out using the Calculation of Road Traffic Noise (CORTN) (UK Department of Transport, 1988) xi algorithms incorporated in SoundPLAN V7.1. The SoundPLAN software is currently in version V7.4. However, the SoundPLAN software versions since V7.1 have not been verified as suitable for use on large infrastructure projects, so have not been used in this assessment. The modelling allows for traffic volume and mix, type of road surface, vehicle speed, road gradient, reflections off building surfaces, ground absorption and shielding from ground topography and physical noise barriers. The algorithm output of CORTN (designed as an LA10 predictor) has been modified to calculate the relevant daytime LAeq(15hour) and night-time LAeq(9hour) road traffic noise emission levels at noise sensitive receivers, as required by the RNP. The CoRTN traffic source line as modelled in SoundPLAN has also been modified to incorporate four effective noise sources (and associated heights) for each carriageway. This is because the three distinct noise sources of heavy vehicles (representing the tyres, engine and the exhaust, with different noise emission levels and different heights) are important in determining the noise propagation where barriers are present. The four effective noise sources comprise a CAR source with height of 0.5 metres above pavement and three TRUCK sources at three separate heights representing the noise emission from truck tyres (0.5 metres), truck engines (1.5 metres) and truck exhausts (3.6 metres). The SoundPLAN noise models were set up to calculate noise levels at receiver points for all facades and all floors of each noise sensitive receiver identified within the project area. Refer to Table 12 for specific noise modelling corrections used for this project. WestConnex M4 East Project - Construction and Operational Road Traffic 31

59 5.3 Modelling of the road alignment The noise model was constructed from a combination of survey road corridor ground topography, aerial photography and Light Detection and Ranging (LIDAR) information. All design information (altered road corridor, carriageway levels, modified ramps, etc) in areas where upgrade works are proposed within the study area was supplied by WDA and shown in Appendix B for reference. No Build scenarios The predictions for the No Build scenarios make use of the existing road alignment geometry. Existing noise barriers and features within the road corridor are also included in the No Build noise modelling scenarios. Build scenarios The Build scenarios make use of the proposed design of the project which includes proposed modifications to the access ramps, widening works of the motorway, new tunnel portals, modified noise wall locations and changes to existing cuttings / embankments etc. An example screenshot from the Build noise model scenario is provided in Figure 6. Figure 6 Example Noise Model Screenshot Note: View looking west towards the proposed Concord Road interchange. 5.4 Noise model validation Overview The noise modelling procedures and algorithms used in this assessment have been shown to give reliable results which are within normal accepted tolerances. Project specific model validation is undertaken to confirm that noise predictions at individual receiver locations are within the generally accepted tolerance for model accuracy of +/- 2 dba. Where congestion effects are apparent in the traffic data and measured noise levels the calibration corrections for the noise model can be further refined by considering congestion effects. These have been determined for this project and discussed in the following sections. Comparison of measured and predicted levels has been performed by undertaking single point receiver calculations at noise model locations coinciding with the ambient monitoring locations. Suitable locations for model validation include those with a direct line of sight or those near to the subject road with insignificant influence from adjacent roads, and minimal complex screening in order to provide reasonable reliable prediction locations. WestConnex M4 East Project - Construction and Operational Road Traffic 32

60 5.4.2 Existing surface Base inputs for the validation model are as follows: Existing M4 section: Open Graded Asphalt (OGA) with a -2.0dBA surface correction all carriageway sections Concord Road, Wattle Street and Parramatta Road: Dense Grade Asphalt (DGA) with a 0dBA surface correction Validation traffic data Traffic counting was undertaken concurrently with the ambient noise monitoring survey. Traffic counting equipment was deployed on the main carriageway and ramp locations adjacent to noise logging locations. The traffic data inputs for the validation situation are summarised in Appendix F-1. The traffic counts are used for the purpose of validating the noise model and relate only to the period over which the noise logging was undertaken. Consequently, these are of limited use in providing long-term traffic volumes and speeds and should not necessarily be regarded as representative of existing volumes Step 1: Check free flowing traffic noise levels The CoRTN algorithm was designed for predicting free flowing traffic without congestion. To validate the model, time periods were selected when the traffic was free flowing and predictions undertaken using the representative traffic speed for these periods. The differences between measured and predicted noise level during these periods give an estimate of the modelling and measurement error at each individual receiver. The time periods used from the measured noise levels and traffic counts with free flowing traffic were am to 3.00 pm (daytime) and midnight to 4.00am (night-time) for the M4 section and 8.00 pm to pm and midnight to 4.00am (night-time) for the other road sections Step 2: Potential congestion correction effects The effect of congestion is generally to reduce noise levels due to the slower vehicle speeds and a degree of acoustic shielding provided by the closely spaced vehicles on the carriageways. The total 15-hour daytime and 9-hour night-time traffic volumes were entered into the noise model using the same speed as in Step 1 and compared against the measured daytime and night-time noise levels. Any additional differences between predicted and measured noise levels at each receiver, compared with Step 1, may indicate that traffic congestion is reducing noise levels compared to free flowing conditions Step 3: Detailed review of traffic speeds in traffic counts To provide additional confirmation that the additional differences in Step 2 were due to congestion, rather than random error, the traffic count data was examined in detail. While CoRTN is unable to model congested flows this may be approximated by modelling representative speeds and measured traffic volumes in shorter time intervals. It would be expected that this approach would under estimate congestion effects compared with Step 2 since the model cannot account for self-shielding effects from vehicles in adjacent lanes of traffic Noise Model Validation Corrections Where both Step 2 and Step 3 indicate congestion effects, reasonable certainty may be had that congestion is reducing noise levels compared with free flowing traffic as opposed to random measurement error in Step 2. The noise model validation for these steps are summarised in Table 11. WestConnex M4 East Project - Construction and Operational Road Traffic 33

61 Table 11 Project noise model validation corrections ROAD section Traffic Count Site ID Location (LoggerID) Step 1 Model Calibration DIFFERENCE LAeqFF(logger) minus LAeqFF(predicted) Step 2 DIFFERENCE LAeq(logger) minus LAeq(period,FF speed) Potential Congestion Correction DIFFERENCE Step 2 minus Step 1 Step 3 CHECK Spreadsheet CoRTN prediction using hourly traffic data CONGESTION (speed only) DIFFERENCE CoRTN,hourly speeds minus CoRTN,FF speed (corrected for speed, %hgv and distance for each direction) Daytime FF Night-time FF Daytime 15h Night-time 9h Daytime 15h Night-time 9h Daytime 15h Night-time 9h M4 S01 L M4 S01 L M4 S01 L M4 S01 L M4 S01 L Median Parramatta S10 L Parramatta S10 L Parramatta S10 L Parramatta S12 L Median WestConnex M4 East Project - Construction and Operational Road Traffic 34

62 ROAD section Traffic Count Site ID Location (LoggerID) Step 1 Model Calibration DIFFERENCE LAeqFF(logger) minus LAeqFF(predicted) Step 2 DIFFERENCE LAeq(logger) minus LAeq(period,FF speed) Potential Congestion Correction DIFFERENCE Step 2 minus Step 1 Step 3 CHECK Spreadsheet CoRTN prediction using hourly traffic data CONGESTION (speed only) DIFFERENCE CoRTN,hourly speeds minus CoRTN,FF speed (corrected for speed, %hgv and distance for each direction) Daytime FF Night-time FF Daytime 15h Night-time 9h Daytime 15h Night-time 9h Daytime 15h Night-time 9h Wattle S07 L Wattle S09 L Median Concord S04 L Median Note 1: Note 2: Possible noise contributions from side streets (not included in the validation model counts), and interrupted traffic flow from many sets of traffic lights. Night-time noise level at this location less influenced by side streets at night. Possible shielding effects from dense vegetation. WestConnex M4 East Project - Construction and Operational Road Traffic 35

63 Based on the information presented in Table 11, the noise model predictions (Step 1) are found to be within the normally accepted tolerances at all logger locations with the exceptions as noted. Application of calibration factors is therefore not required. Potential congestions effects are found to vary between sections and are summarised in Table 12 Table 12 Model corrections summary ROAD section Step 1 Model calibration Step 2 Congestion correction 1 (db) Additional considerations Daytime Night-time M4 nil nil -2.1 Step 3 shows potential congestion effect during night-time. CoRTN spreadsheet indicates congestion likely on basis of speed. Parramatta nil nil nil Step 3 shows potential congestion during daytime. CoRTN spreadsheet check indicates negligible congestion on basis of speed. Statistical significance cannot be shown on the basis of speed. Wattle nil Step 3 shows potential congestion during daytime and night-time. CoRTN spreadsheet check indicates marginal congestion on basis of speed. Concord nil Step 3 shows potential congestion during daytime and night-time. CoRTN spreadsheet check indicates marginal congestion on basis of speed. Note 1: Median of individual congestion corrections from Table 11 With reference to Table 12, it is noted that the M4 section has a congestion correction during the night-time but not the daytime. This is due to the majority of the vehicles during the night-time period (10.00 pm to 7.00 am) being within the early morning peak period from around 5.00 am where congestion is apparent Model validation summary To confirm the corrections derived from the validation process reduce the difference between measured and predicted noise levels, an additional comparison of the measured and predicted daytime and night-time noise levels including the corrections shown in Table 12 was undertaken. This comparison is shown in Table 13. WestConnex M4 East Project - Construction and Operational Road Traffic 36

64 Table 13 Model validation summary ROAD section Location (LoggerID) Noise Level (dba LAeq(period)) Measured (weekday) Daytime Without Congestion Correction Predicted Daytime With Congestion Correction Predicted Daytime Nighttime Nighttime Difference, measured minus predicted Nighttime Daytime Nighttime Difference, measured minus predicted Nighttime Daytime M4 L M4 L M4 L M4 L M4 L Parramatta L Parramatta L Parramatta L Parramatta L Wattle L Wattle L Concord L Median The information presented in Table 13 shows that, when applied to the prediction model, the congestions corrections result in median differences between measured and predicted noise levels of less than 1 dba in both the daytime and night-time periods. 5.5 Modelling of pavement surfaces Consistent pavement surface performance of existing sections of road without proposed works have been modelled in the No Build and Build (without mitigation) scenarios. This is predominantly DGA (0.0 db) for all roads except the M4 carriageway which is OGA (-2.0 db) as discussed in Section 5.4. New roads, modified sections of road and new ramps proposed as part of the project are modelled with the reference DGA pavement performance (0.0 db) for the Baseline Build case. This Baseline scenario is used to identify receivers that qualify for additional noise mitigation (refer to Section 8.1). Low noise pavements are considered as an additional noise mitigation measure where feasible and reasonable (refer to Section 8.2). 5.6 Modelling of traffic data Traffic data for the Build and No Build assessment scenarios for both project opening and the future design year was provided by the project team and is presented in Appendix F. The traffic data incorporates population and employment projections, and growth in demand (regional growth, vehicle trips attracted from competing routes and induced demand as a result of improved travel times). Reference should be made to the corresponding traffic and transport report for further details relating to the traffic forecast methodology and potential limitations of the data. WestConnex M4 East Project - Construction and Operational Road Traffic 37

65 5.7 Modelling of congestion Traffic has been modelled as free flowing for the Build scenarios. Congestion factors (refer to Section 5.4.7), which reduce noise levels, have been considered for the No-Build scenarios only. This approach is conservative and increases noise levels in the build scenario relative to the No-Build scenario in addition to any road geometry and/or traffic changes. 5.8 Modelling of smart motorway ramps Smart motorways, also known as managed motorways, use real-time information, communication and traffic control systems incorporated into and alongside the road to improve traffic flow. Included in the smart motorway infrastructure provided as part of the project are ramp meter signals at each of the motorway on-ramps at Homebush Bay Drive, Concord Road (excluding the new on-ramp from Concord Road southbound to the existing M4 westbound), Wattle Street and Parramatta Road. These would be similar to conventional intersection red, amber, green traffic signals The introduction of ramp meter signals may result in interrupted flow conditions when in use. This is generally expected to be during peak times when traffic demands are higher. The flow conditions during these periods are considered similar to those at signalised intersections which produce interrupted flow that may be characterised by periods of relatively low noise levels followed by periods of higher noise levels as vehicles accelerate away from the traffic lights. In the Pacific Highway case study by Brown (The Effect of Signalisation on Road Traffic Noise Levels - A Case Study xii ) essentially no difference in LAeq(18hour) noise levels was found under signalisation compared to free flow conditions. On this basis there is expected to be negligible change in LAeq(period) due to the managed flow conditions. The noise model therefore assumes free flowing traffic conditions on the ramps throughout the day and night-time periods. The interrupted flow conditions may result in changes to the LAmax noise levels (eg during acceleration events), however, as the managed ramp systems are typically used during peak periods where LAeq noise levels are relatively high, further consideration of changes in noise level due to the managed ramps is not warranted at this stage. Should managed ramps be required in the low volume night-time periods, further assessment should be undertaken during detailed design based on the specific periods of use, and associated traffic volumes (including heavy vehicles) within these periods. 5.9 Modelling of Tunnel and Tunnel Portals The assessment utilises the SoundPLAN 7.1 calculating algorithm for portal noise emissions. This considers traffic flow, length of tunnel and portal opening and generates four source strings at the tunnel opening. SLR has undertaken a comparison with the Olafsen paper presented at Internoise 96 - Noise from Tunnel Openings An Engineering Approach (Olafsen, 1996) xiii and found both methods to give reasonably consistent sound power levels. On this basis, the approach taken for this assessment is considered appropriate. Ground borne noise and vibration due to the movement of cars and trucks inside the tunnel is very low and does not cause any significant impact at the surface level properties. As such, this noise and vibration source will not be considered further in this report Modelling of noise barriers - Build scenario without mitigation Noise impacts are initially identified with existing noise barriers in place including relocated sections of existing noise barriers where required to accommodate the project design. The retained noise barriers are shown in Figure 7. WestConnex M4 East Project - Construction and Operational Road Traffic 38

66 Figure 7 Retained noise barriers Where required, existing noise barriers have been relocated in the noise model maintaining the same absolute top of noise barrier height as existing. Exceptions to this are required where design constraints do not present a feasible or logical position for relocation. This includes existing M4 eastbound noise barriers in the location of the proposed Concord Road interchange which cannot be relocated. As the future ground design does not permit a relocated noise barrier in this section, no barriers were modelled in this area for the Build (without mitigation) scenario. This is of negligible significance to the assessment as the receivers behind this section of noise barrier are acquired by the project. Where the design does not encroach on the existing noise barrier, the existing barriers are retained. New and/or modified noise barriers are considered as an additional noise mitigation measure where feasible and reasonable (refer to Section 8.3) Roads modelled in the assessment Roads where design or engineering changes are proposed have generally been considered as project roads. This results in receivers adjacent to these roads being considered eligible for treatment where the triggers presented in Section 6.2 are observed. The roads modelled as project roads are listed in Table 14. WestConnex M4 East Project - Construction and Operational Road Traffic 39

67 Table 14 Modelled roads considered as project roads Road Name Section Comment M4 carriageway East of Homebush Bay Drive Alignment change Project ramps All Additional ramps Sydney Street East of Concord Road Works on this street for new ramp M4E carriageway (to M4E portals) All Additional carriageway Concord Road Wattle Street Parramatta Road Between Parramatta Road and northern extent of assessment area Between Parramatta Road and northern extent of assessment area Between Homebush Bay Drive and Concord Road Between Bland Street and Orpington Street Works north of Parramatta Road and >2dBA increase in traffic due to the project Alignment change >2dBA increase in traffic due to the project between Homebush Bay Drive and Concord Road. Alignment change Roads where no significant design or engineering changes are proposed have been considered as non-project existing roads. Significant design or engineering changes do not include normal tie-in works (eg line marking) where these intersect with a project road. Generally this means that receivers adjacent to these roads are considered eligible for treatment according to the scenarios identified in Section 4.5. The roads modelled as non-project existing roads are listed in Table 15. Table 15 Modelled roads considered as non-project existing roads Road Name Section Comment Homebush Bay Drive All Road within assessment area with no proposed works Parramatta Road Between Concord Road Road within assessment area with no proposed works and Bland Street Leicester Street South of Parramatta Road Road within assessment area with no proposed works Patterson Street All Road within assessment area with no proposed works Gipps Street All Road within assessment area with no proposed works Great North Road All Road within assessment area with no proposed works Frederick Street All Road within assessment area with no proposed works Ramsay Street All Road within assessment area with no proposed works Bland Street All Road within assessment area with no proposed works Orpington Street All Road within assessment area with no proposed works Dalhousie Street All Road within assessment area with no proposed works Liverpool Road All Road within assessment area with no proposed works 5.12 Assessed receiver facades The assessment includes all receivers (outdoor areas and building facades) within the defined assessment area (refer to Section 5.14). Notwithstanding the above, in assessment areas adjacent to non-project existing roads (refer to Table 15), noise levels are assessed where the project generates an increase in total road traffic noise (ie from No Build to Build) of greater than 2 db, or where the noise levels due to the project road results in acute noise levels Receiver counts It is not practicable at this stage in the assessment to inspect all properties within the assessment area in order to establish the number of households within each building. Consequently, the assessment counts each floor of properties as individual receivers. WestConnex M4 East Project - Construction and Operational Road Traffic 40

68 In order to inform the detailed design assessment, discussion is provided to identify the total number of individual buildings which qualify for consideration of additional noise mitigation on the basis of at least one triggered floor. This is also combined with the number of triggered receivers per floor on the assumption that each floor is a separate dwelling. This provides a snapshot of the impacts across the project for a worst case. Note that where multi-level residential buildings are apparent, counts for consideration of at-property treatment include the ground and first floor levels only. This is consistent with advice received from Roads and Maritime as it is generally not feasible and reasonable to provide at-receiver noise mitigation to multi-level residential receivers. Noise levels are assessed and outcomes referred to detailed design Highly urban area assessment boundary In highly urban situations a boundary width either side of the project of 600 metres may include other significant roads with noise levels that dominate at nearby receivers. The collector roads, sub-arterial and arterial roads listed in Section 5.11 were modelled in order to identify the contributions from project and non-project existing roads separately. Using guidance from Section 6.3 of the NCG, the boundary width of the study area was reduced where the noise levels from the project contribute slightly less than half of the total noise level. The highly urban assessment boundary is shown in Appendix G. For this project, the requirement to extend the highly urban area to the nearest logical boundary essentially includes all areas within 600 metres of the project. WestConnex M4 East Project - Construction and Operational Road Traffic 41

69 5.15 Summary of noise modelling parameters A summary of the modelling parameters is provided in Table 16. Table 16 Summary of baseline noise model inputs and parameters Input Parameter Ground topography Proportion of absorbing ground Receiver Locations Vehicle Speed (2021 and 2031 Build and No Build) Source Heights and Source Correction (db) Road Surface Corrections (applied to all modelled source lines as a surface correction) Number and Location of sensitive receiver points Congestion Corrections (applied to all modelled source lines as a surface correction in the No Build Scenario only) Receiver Location (@ 1m from Facade) Facade Correction ARRB LA10 to LAeq LAeq(period) to LAeq(1hour) correction 4 Note 1: Note 2: Note 3: Note 4: Applied correction for OGA. Source of Data Combination of surveyed road corridor data and LIDAR point cloud survey 0.5 (CORTN) Aerial photography and LIDAR point cloud Main carriageway As sign posted Existing access ramps As sign posted New ramps 60 km/h New M4 East carriageway 80 km/h New M4 carriageway west of M4 East portals 80 km/h Secondary network roads As sign posted Car exhaust 0.5 m (0.0 db) Truck tyres 0.5 m (-5.4 db) Truck engines 1.5 m (-2.4 db) Truck exhausts 3.6 m (-8.5 db) Existing M4 Carriageway -2.0 db 1 New M4 East Carriageway 0.0 db 2 New M4 Carriageway 0.0 db 2 New Ramps 0.0 db Surrounding network roads 0.0 db All sensitive receiver buildings, all facades and all floors, excluding facades shorter than 2.0 meters. Facade point located at the centre of the facade M4 carriageway (day / night) 0 / -2.1dBA Parramatta Road (day / night) 0 / 0 Wattle Street (day / night) -1.4 / -1.4 dba Concord Road (day / night) -1.7 / -1.4 dba Ground floor 3 First floor db -1.7 dba for facade conditions -0.7 dba for free-field conditions -3 dba LAeq(15hour) to LAeq(1hour) +2.5 dba LAeq(9hour) to LAeq(1hour) +4.4 dba 1.5 m 4.3 m Low noise pavement is considered as additional noise mitigation where feasible and reasonable (refer to Section 8.2). These are typical heights above ground level, the height of some receivers were adjusted according to site survey information. Derived from monitoring data presented in Appendix C. Refer to Table 7 for summary data. Corrections are based on the median of the individual monitoring results at the representative locations WestConnex M4 East Project - Construction and Operational Road Traffic 42

70 6 Process for feasible and reasonable operational noise mitigation 6.1 Noise Mitigation Guideline The NMG provides guidance in managing and controlling road traffic generated noise and describes the principles to be applied when reviewing noise mitigation. The NMG recognises that the criteria recommended by the NCG are not always practicable and that it is not always feasible or reasonable to expect that they should be achieved. The NMG notes that the most effective way of minimising noise from vehicles and traffic is to control vehicle noise at the source. Where source measures are not practical, or do not provide sufficient noise reduction, additional methods are required to reduce levels to within acceptable margins. Such additional methods may include the use of noise barriers and/or consideration for architectural treatment of residences. Further detail on the process of applying the NMG is presented in the following sections. 6.2 Guidance for consideration of reasonable additional noise mitigation The NMG provides three triggers where a receiver may qualify for consideration of noise mitigation (beyond the adoption of road design and traffic management measures). These are: Trigger 1 Trigger 2 Trigger 3 The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project (ie the noise predictions for the Build minus the No Build) is greater than 2 dba. The predicted Build noise level is 5 dba or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project. The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dba or higher, or night-time LAeq(9hour) 60 dba or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road. The eligibility of receivers for consideration of additional noise mitigation is determined before the benefit of additional noise mitigation (low noise pavement and noise barriers) is included. The requirement for the project is to provide feasible and reasonable additional mitigation for these eligible receivers to meet the NCG controlling criterion. If the NCG criterion cannot be satisfied with low noise pavement and noise barriers, then the receiver is eligible for consideration of at-property treatment. Further detail on the process of applying the NMG is presented in Section 6. The NMG process is summarised in the flowchart in Figure 8. WestConnex M4 East Project - Construction and Operational Road Traffic 43

71 Figure 8 Flowchart - Reasonable and feasible noise mitigation (NMG) Note 1: Green route when evaluation is yes, blue route when evaluation is no. 6.3 Procedure overview As highlighted in the NMG, once noise has been minimised by feasible and reasonable methods during the corridor planning and road design stages, receivers with residual exceedances of the NCG controlling criteria shall be assessed to determine if they qualify for noise mitigation. For receivers that qualify for consideration of additional noise mitigation measures (refer to Section 6.2), potential noise mitigation measures are identified, in the order of preference from the list below: 1 Quieter pavement surfaces 2 Noise mounds 3 Noise barriers 4 At-property treatments. The redevelopment of existing road corridors offers a limited range of noise control measures because of the inherent limitations to using corridor route adjustment, the proximity of existing residents to the road and limited road redesign options. The priority of mitigation measures recognises that noise control at the source is preferable over noise path control and noise mitigation at the receiver. The NMG notes that noise mitigation measures should be both feasible and reasonable. Selecting reasonable measures from those that are feasible involves judging whether the overall noise benefits outweigh the overall adverse social, economic and environmental effects, including the cost of the abatement measure. To make such a judgement, consideration may be given to noise impacts, noise mitigation benefits, the cost effectiveness of noise mitigation and community views. 6.4 Definition of feasible and reasonable Where the noise goals in the Build scenarios are found to be exceeded as a result of a project, the project is required to adopt all feasible and reasonable mitigation measures to meet the targets. WestConnex M4 East Project - Construction and Operational Road Traffic 44

72 The NMG defines what feasible and reasonable factors may be considered when investigating noise mitigation measures. Feasibility relates to engineering considerations (what can be practically built) and may include: The inherent limitations of different techniques to reduce noise emissions from road traffic noise sources. Safety issues, such as restrictions on road vision. Road corridor site constraints such as space limitations. Floodway and stormwater flow obstruction. Access requirements. Maintenance requirements. Reasonableness relates to the application of wider judgements. The factors to be considered are: The noise reduction provided and the number of people protected. The cost of mitigation, including the total cost and cost variations with different benefits provided. Community views and wishes. Visual impacts. Existing and future noise levels, including changes in noise levels. The benefits arising from the proposed road or road development. 6.5 Road design and traffic management There are limited opportunities to acoustically optimise the design of the project given that the works are within or close to the existing road corridor and surrounded in most places by existing communities. While the covered section of the cut and cover section reduces noise by enclosing the vehicles, the extent of this is limited by the required clearance for vehicles passing into the tunnels. Traffic management strategies aimed at reducing noise are not considered to be a feasible option for the project given the high daily volumes of traffic that use the motorway in both the existing and future scenarios. The early design planning has considered noise impacts as far as reasonable practicable and as such this assessment makes no further consideration of road design and/or traffic management as a feasible noise mitigation measure. WestConnex M4 East Project - Construction and Operational Road Traffic 45

73 7 Operational road traffic noise impact assessment overview The following sections present an overview of the considerations and procedures involved in the operational road traffic noise impact assessment. It is intended that this section is read in conjunction with the assessment outcomes presented in Section Operational noise impact without mitigation The without mitigation noise predictions identify receivers which qualify for consideration of additional noise mitigation. These receivers remain triggered (ie qualify for consideration of property treatment) unless the predicted noise level meets the NCG controlling criterion with low noise pavement and/or noise barriers, where feasible and reasonable. Baseline noise impacts have been identified with existing noise barriers in place (including relocated sections of existing noise barriers where required to accommodate the project design) and the reference DGA pavement (refer to Section 5.5) for all new and modified sections of road. Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for additional noise mitigation. As per the discussion in Section 6.4, consideration of reasonableness is used to decide which of those receivers are eligible for additional noise mitigation measures. 7.2 Additional noise mitigation - low noise pavement The noise assessment considers the use of low noise pavements as a first noise control treatment adjacent to receivers that qualify for consideration of additional noise mitigation and where noise levels are dominated by roads with speeds greater than 70km/h. Areas identified where the use of low noise pavement include the following: Existing M4 Carriageway (Speed: 60 km/h to 90km/h) New M4 East Carriageway (Speed: 80 km/h) New M4 Carriageway (Speed 80 km/h) 7.3 Additional noise mitigation - noise barriers Where the benefit of low noise pavements is insufficient to meet the NCG controlling criterion at the eligible receivers in the Build assessment scenarios, the project is required to investigate the use of noise barriers as a further additional noise mitigation measure Assessment overview In sensitive receiver locations where exceedances of the operational noise criteria are predicted, new or increased height noise barriers have been considered where four or more eligible properties are found to be closely spaced. Where the number of exceeding receivers is found to be three or less, the specification of noise barriers is not considered to be a reasonable or cost-effective approach and architectural treatment of these receivers should be considered. This approach is consistent with the NMG. Noise barriers are typically most efficient when the receivers being protected are located at ground floor level. As the height above ground of a receiver increases, the noise reduction due to the barrier is usually seen to reduce due to the increased line-of-sight over the top of the barrier to the road corridor (ie reduced path length difference). WestConnex M4 East Project - Construction and Operational Road Traffic 46

74 It is not uncommon for upper floors of multi-storey buildings to see little to no reduction in noise levels from nearby barriers because of their elevation. The process of determining reasonable barrier heights would therefore generally be less likely to result in noise barriers being considered a reasonable option if upper floors formed part of the analysis. With consideration of this, the assessment and optimisation of noise barriers for the project makes use of noise predictions at ground and first floor only NMG requirements The underlying principle in the NMG document is to give preference to at-road noise mitigation measures over at-property measures. The NMG approach identifies the number of receivers (noting that a two storey residence is counted as two receivers) that receive at-residence treatment versus barrier height to establish an initial design height and then conducts a weighted analysis to find the optimal mix of barrier height and at-property treatments. This prioritises at-road mitigation and minimises the use of at-property treatments, as per the intent of the RNP. This approach first identifies the maximum barrier height (up to 8 m) where no receivers require at-property treatment. The initial design height is then established by identifying the height where, of the receivers that benefit from the noise barrier, two thirds no longer require at-property treatment. A value of two thirds is defined in the NMG as further increases in barrier height have been shown to have diminishing benefits with respect to increasing barrier heights. Weightings are then applied which consider cost and the overall noise benefits the barrier provides to the wider community. The total points weighting at each barrier height is the sum of the weightings for barrier area, number of at-property treatments and exceedances of 50 dba LAeq(15hour) daytime or 45 dba LAeq(9hour) night-time noise levels (based on the World Health Organisation (WHO) criteria). A low point in the weighting curve between the initial design height and the maximum barrier height corresponds to the most reasonable barrier height in terms of community benefit and weighted cost. The feasibleness and reasonableness of the design and maximum barrier heights are then reviewed. As a guide, noise barriers are considered to be a reasonable noise mitigation option where they are capable of providing an insertion loss of: 5 dba at representative receivers for barrier heights of up to 5 m. 10 dba at representative receivers for barrier heights above 5 m high and up to 8 m high. In certain situations the requirements for the barrier cannot always be met. In this case further feasible and reasonable considerations are undertaken with guidance from Roads and Maritime. Where an existing barrier is relocated as part of the works, the top of noise wall height of the replacement section of the noise barrier should be consistent with the existing height unless the optimised barrier height is greater. 7.4 Receivers considered for property treatments For individual residential receivers, Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor. It is generally not feasible and reasonable to provide at-receiver noise mitigation to multi-level residential receivers. Noise levels are assessed and outcomes referred to detail design. Where residential receivers are identified as exceeding the NCG criteria in multi-storey apartment buildings, a further feasible and reasonable review of architectural treatments should be completed during the detailed design. This would consider requirements adjacent to elevated sections of the project, noting also that some existing sections of the M4 Motorway are elevated. WestConnex M4 East Project - Construction and Operational Road Traffic 47

75 7.5 Architectural property treatments At locations, where residual impacts remain after all feasible and reasonable approaches have been exhausted, noise mitigation in the form of acoustic treatment of existing individual dwellings is to be considered. At-property architectural acoustic treatments should aim to achieve internal noise levels in habitable rooms 10 dba below the external noise level criteria. In some cases this will be limited by the existing construction and condition of the residence. Building element treatments are more effective when they are applied to masonry structures than lightly clad timber frame structures. Caution should be exercised before providing treatments for buildings in a poor state of repair, as they will be less effective and may not provide any appreciable noise reduction benefit. Heritage advice should be sought if the treatments have the potential to impact the heritage significance of a property. In extreme cases this could result in a decision not to proceed with a treatment on the grounds that it was not considered to be reasonable or feasible mitigation option. The acoustic treatments provided by Roads and Maritime are typically limited to: Fresh air ventilation systems that meet the Building Code of Australia requirements with the windows and doors closed. Upgraded windows and glazing and solid core doors on the exposed facades of the substantial structures only (eg masonry or insulated weather board cladding with sealed underfloor). These techniques would be unlikely to produce any noticeable benefit for light frame structures with no acoustic insulation in the walls. Upgrading window or door seals and appropriately treating sub-floor ventilation. The sealing of wall vents. The sealing of the underfloor below the bearers. The sealing of eaves. The recommended residual noise impact mitigation package for all habitable rooms of eligible locations is as follows: Architectural treatment of dwellings 10 dba over NCG target Where external noise levels are less than 10 dba above the NCG criteria, acceptable internal noise levels may be achieved with appropriately sealed windows closed on exposed facades. A light framed building with single glazed (closed and adequately sealed) windows with sealed wall vents will typically provide an external to internal noise reduction of 20 dba. Where the NCG internal criteria in habitable rooms can only be achieved with windows and vents closed, then mechanical ventilation should be provided (subject to individual consultation with dwelling owners) to ensure sufficient airflow inside the dwelling, so as to meet the requirements of the Building Code of Australia. Architectural treatment of exceeding dwellings >10 dba over NCG target Where the external levels are more than 10 dba greater than the NCG criteria, then upgraded windows, doors and/or seals (depending on individual assessment and generally only suitable for masonry type buildings) is necessary, in addition to the above. 7.6 Sensitivity analysis A sensitivity analysis of the operational road traffic noise assessment and noise modelling methodology has been undertaken. The likely change in the predicted number of receivers that are considered eligible for consideration of property treatment has been determined by applying a correction factor to the noise model predictions in 0.5 dba increments. WestConnex M4 East Project - Construction and Operational Road Traffic 48

76 The sensitivity of the total number of property treatments to the noise model accuracy is presented in Section Maximum noise levels A maximum noise level assessment has been conducted in accordance with the procedure Preparing an Operational Noise and Vibration Assessment (Roads and Maritime, 2011) using guidance contained in Practice Note iii on the ENMM. It is noted that the RNP and ENMM both state that whilst a maximum noise level assessment is required to be undertaken for new and upgraded road infrastructure projects, it should only be used as a tool to help prioritise and rank mitigation strategies, and should not be applied as a decisive criterion in itself. The objective of the maximum noise level assessment is to determine whether maximum noise levels are likely to increase or decrease as a result of the project. Maximum noise level events were measured as part of the ambient noise study (refer to Section 3.3). The maximum noise level assessment includes an evaluation of the number and distribution of nighttime passby events in accordance with the ENMM. A maximum noise level event is defined within the ENMM as being any passby where: The maximum noise level of the event is greater than 65 dba LAFmax, and The LAFmax - LAeq(1hour) is greater than or equal to 15 dba. It should be noted that strategies are currently being implemented to reduce road traffic noise across the state s road network which may reduce the number of maximum noise levels events over the longer term. These strategies include local council requirements to include noise mitigation in new dwellings, metropolitan plans to increase the use of public transport, state wide plans for upgrades of major transport routes, and national initiatives to reduce heavy vehicle engine brake noise and road freight haulage. In addition, state wide strategies for sharing freight with rail modes are expected to result in reduced noise from heavy vehicle freight on roads in many areas and a corresponding reduction in high noise level events from road traffic. WestConnex M4 East Project - Construction and Operational Road Traffic 49

77 8 Operational road traffic noise impact assessment 8.1 Operational noise impacts without mitigation Predicted noise levels for all assessed scenarios are shown in Appendix H and Appendix I for the No Build and Build (without mitigation) scenarios respectively. The without mitigation noise predictions identify receivers which qualify for consideration of additional noise mitigation Change in noise levels without mitigation Noise predictions throughout the study area indicate that receivers adjacent to the M4 East project are subject to significant existing noise impacts from existing road traffic and in many cases exceed the NCG controlling criterion due to noise from existing road traffic, as shown in the No Build scenarios in Table 17. Table 17 Receivers over the NCG controlling criteria without mitigation NCA Receiver Type Floor 2021 No Build 2021 Build 2031 No Build 2031 Build Day Night Day Night Day Night Day Night NCA01 All All NCA02 All All NCA03 All All NCA04 All All NCA05 All All NCA06 All All NCA07 All All NCA08 All All NCA09 All All NCA10 All All NCA11 All All NCA12 All All NCA13 All All NCA14 All All NCA15 All All NCA16 All All NCA17 All All NCA18 All All NCA19 All All NCA20 All All NCA21 All All All All All Note: Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for additional noise mitigation. As per the discussion in Section 6.2, further criteria are used to determine which of those receivers are eligible for additional noise mitigation measures. The predicted change in noise levels (Build minus No Build) across the study area as well as Parramatta road between Concord Road and Wattle Street is summarised Figure 9. WestConnex M4 East Project - Construction and Operational Road Traffic 50

78 Figure 9 Predicted change in noise levels (Build minus No Build) without mitigation The information presented in Table 17 and Figure 9 indicates the following: The project is predicted to result in an overall decrease in the number of receivers with an exceedance of the NCG criteria across the study area as a whole during both the daytime and night-time periods. This is mainly due to areas where traffic is forecast to reduce as part of the project (such as the unmodified section of M4 east of the proposed portals and Parramatta Road east of Concord Road) The project is predicted to result in a reduction in noise levels at approximately 78 percent of the receivers within the study area (including those on Parramatta Road between the assessment areas). A minor (less than 2.0 dba) increase in noise levels is predicted at approximately 18 percent of the receivers. This magnitude of noise increase is noted in the RNP as being barely perceptible to the average person. Large reductions in noise (up to around -8 dba) are identified in NCA04 (north of the M4 east of the new portals) where the project is forecast to significantly reduce traffic on the M4 carriageways. Large increases in noise (up to around +16 dba) are identified in NCA07 to NCA09 (near the Concord Road interchange) and NCA14 to NCA18 (near the Wattle Street interchange) where the project adds new lanes / ramps closer to receivers in combination with removing existing building screening due to property acquisitions. The relatively minor change in noise levels at the majority of receivers means that the requirement for the project to provide additional noise mitigation in most areas is due to high existing noise levels (ie cumulative limit exceedances). It should be noted that the change in noise levels between the Build and No Build scenarios includes the potential increase in noise due to the alleviation of congestion on the M4, Concord Road and Wattle Street (refer to Section 5.7) and is not entirely due to changes in traffic volumes or road alignment. WestConnex M4 East Project - Construction and Operational Road Traffic 51

79 8.1.2 Receivers considered for additional noise mitigation Maps showing the location of receivers identified for consideration of additional noise mitigation (all assessment scenarios - refer to Section 5.1) are presented in Appendix J. Noise level increase contours (all scenarios) are also shown on these maps. Further discussion of the project noise impacts (without mitigation) is presented in Table 18. A total of 400 receivers/floors (306 lots) are considered for additional noise mitigation on the basis of the following triggers: The predicted Build noise level exceeds the NCG controlling criterion and the noise level increase due to the project is greater than 2 dba. A total of 76 receivers are triggered on this criterion alone. The predicted Build noise level is 5 dba or more above the criteria (exceeds the cumulative limit) and the receiver is significantly influenced by project road noise, regardless of the incremental impact of the project. A total of 33 receivers are triggered on this criterion alone. The noise level contribution from the road project is acute (daytime LAeq(15hour) 65 dba or higher, or night-time LAeq(9hour) 60 dba or higher) then it qualifies for consideration of noise mitigation even if noise levels are dominated by another road. No receivers are triggered on this criterion alone. A total of 283 receivers are triggered due to a mix of the above criteria. WestConnex M4 East Project - Construction and Operational Road Traffic 52

80 Table 18 Receivers considered for additional noise mitigation by NCA NCA Receiver Type Receiver floors Comments (receiver lots) NCA01 Residential 53 (31) Additional lanes and increases in traffic on Parramatta Road affect receivers to the south of the M4. Receivers to the Other 0 (0) north of the M4 would have a significant increase in noise due to the new M4E lanes and change in alignment of the M4. NCA02 Residential 20 (17) Receivers to the north of the M4 have a significant increase in noise due the new M4E lanes and change in alignment of Other 1 (1) the M4. NCA03 Residential 31 (29) Additional traffic on Parramatta Road results in increased noise levels at adjacent receivers. Other 4 (3) Receivers adjacent to the motorway are impacted by increased noise from the M4 (new flyover), new portals and M4E lanes. The other sensitive receiver buildings are a school located at approximately 500m from the project works, triggered due to cumulative limit exceedances. NCA04 Residential 0 (0) No increase in noise due to the project in this area (traffic decreases on the M4 due to opening of the M4E). Other 5 (4) The other sensitive receivers are triggered due to a cumulative limit exceedance. NCA05 Residential 11 (6) Additional traffic on Parramatta Road results in increased noise levels at adjacent receivers. Other 3 (2) NCA06 Residential 10 (10) Increase in noise due to additional noise source from new roads and tunnel portals as well as acquisition of front row Other 1 (1) properties and subsequent demolition resulting in reduced screening. NCA07 Residential 68 (55) Additional traffic on Concord Road (north) results in increased noise levels at adjacent receivers. Generally these Other 2 (1) receivers are also above the cumulative limit. NCA08 Residential 0 (0) This NCA is mostly acquired by the project Other 0 (0) NCA09 Residential 2 (2) Increase in noise due to additional noise source from new roads and portals as well as acquisition of front row properties Other 0 (0) and subsequent demolition resulting in reduced screening. NCA10 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit Other 0 (0) exceedance. NCA11 Residential 14 (8) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit Other 0 (0) exceedance. NCA12 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road and Wattle Street (due to traffic using new tunnels). Other 0 (0) NCA13 Residential 0 (0) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit Other 4 (2) exceedances. WestConnex M4 East Project - Construction and Operational Road Traffic 53

81 NCA Receiver Type Receiver floors Comments (receiver lots) NCA14 Residential 16 (14) Increase in noise due to additional noise source from new roads and portals as well as acquisition of front row properties Other 1 (1) resulting in reduced screening. NCA15 Residential 28 (26) Receivers to the south of Wattle Street subject to increase in noise due to additional noise source from new roads and Other 0 (0) tunnel portals as well as acquisition of front row properties and subsequent demolition resulting in reduced screening. These receivers are triggered due to a significant increase in noise level. Receivers to the north of Wattle Street subject to a reduction in noise due to decrease in traffic on Wattle Street due to traffic using new tunnels. These receivers are triggered due to a cumulative limit exceedance. NCA16 Residential 15 (13) Increase in noise due to additional noise source from new roads as well as acquisition of front row properties resulting in Other 2 (2) reduced screening. The other sensitive receivers are outdoor areas, where the new alignment moves closer to areas typically in use. Increases are apparent in this locality however the receivers are also triggered due to cumulative limit exceedances. NCA17 Residential 32 (27) Receivers generally subject to increase in noise due to additional traffic on Wattle Street exiting from the new tunnels. Other 0 (0) NCA18 Residential 13 (10) Increase in noise due to additional noise source from new roads as well as acquisition of front row properties and Other 0 (0) subsequent demolition resulting in reduced screening. NCA19 Residential 1 (1) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit Other 1 (1) exceedances. NCA20 Residential 15 (11) Reduction in noise due to decrease in traffic on Parramatta Road. Receivers are triggered due to a cumulative limit Other 2 (2) exceedances. NCA21 Residential 37 (21) Increase in noise due to additional noise source from new road alignment closer to receivers as well as acquisition of Other 0 (0) front row properties and subsequent demolition resulting in reduced screening. ALL Residential 366 (281) - Other 26 (20) - TOTAL 392 (301) - WestConnex M4 East Project - Construction and Operational Road Traffic 54

82 8.2 Additional noise mitigation - low noise pavement Low noise pavement has been considered for the surface sections of the M4 East carriageway and modified sections of the M4 carriageway. Other roads within the study area have not been considered for a low noise pavement due to lower vehicle speeds and/or operational constraints regarding pavement type as discussed in Section 7.2. Of the receivers eligible for consideration of additional noise mitigation refer to Section 8.1, receivers which remain above the NCG controlling criterion after the benefit of low noise pavement are eligible for consideration of further additional noise mitigation and are identified in Appendix K. Installation of the proposed low noise pavements is predicted to reduce noise levels by up to 2 dba with the result that 21 receivers (total floors) no longer require consideration of further additional noise mitigation (noise barriers). Low noise pavements are subject to further considerations during detailed design. 8.3 Additional noise mitigation - noise barriers The noise barrier optimisation process is based on guidance in the NMG as discussed in Section 7.3. The optimisation results are detailed in Appendix L with the assessed barriers identified in Figure 10 and recommendations summarised in Table 19. The analysis identifies a total of seven new and increased height noise barriers considered reasonable under the NMG. The total length of these barriers is approximately 1.5 km of new or increased height barriers in addition to relocated barriers. While the assessment has identified these potential barriers as additional noise mitigation, the recommended barriers are subject to further considerations during detailed design such as construction limitations, overshadowing, urban design and community preference. Installation of the proposed noise barriers is predicted to reduce noise such that 61 receivers (total floors) no longer require consideration of further additional noise mitigation (at-property treatment). WestConnex M4 East Project - Construction and Operational Road Traffic 55

83 Figure 10 Noise barriers in the study area WestConnex M4 East Project - Construction and Operational Road Traffic 56

84 WestConnex M4 East Project - Construction and Operational Road Traffic 57

85 Table 19 Barrier Reference Noise barriers in the study area Existing Barrier Height 1 (m) Noise Barrier Details 2 Type Length (m) Height (m) Comments NW_CCRDPRTAL_01 - New not reasonable 99 n/a Maximum and Optimised design height 8.0 m. No change in the number of triggered receivers. Only two benefitting receivers. Recommend at-property treatments instead of a barrier. To be further considered during detailed design. NW_CONCORD_01A - New not reasonable 151 n/a Maximum design height 8.0 m (due second floor triggers). Initial and Optimised design height of 1.5 m. No receivers achieve an insertion loss (IL) of 5 dba with the Optimised design height. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. Based on further feasible and reasonable considerations the barrier may prevent access to Sydney Cheil Church and may potentially sterilise future use of the adjacent land by restricting visibility and/or access (between Concord Road). Therefore, recommend at-property treatments for the triggered receivers instead of a barrier. To be further considered during detailed design. NW_CONCORD_01B - New Maximum, Initial and Optimised design height of 3 m. Some receivers achieve an IL of 5 dba with the Optimised design height. The Optimised design height eliminates all triggered receivers therefore recommend a 3 m noise barrier. Note this wall is located on the edge of the access ramp. NW_M4EB_01A - New Maximum and Optimised design height 8.0 m. Initial design height of 6.0 m. Most receivers achieve an IL of more than NW_M4EB_01B 6.0 Existing Retained / Existing Relocated dba with the initial design height. The Initial design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. Whist there may be benefits in erecting an 8.0 m high barrier, a 6.0 m high barrier has been adopted for the EIS as the feasibility of a higher barrier will be investigated further in detailed design. Therefore recommended to retain the existing barrier section where practicable and install a new extension to the west at 6.0 metres height subject to further feasibility investigations during detailed design.. It is noted that this barrier section may be refined during detailed design to consider the potential for relocating the proposed cycle path in conjunction with retaining the existing and/or supplementing NW_M4EB_01B noise barrier (existing height 6.0m) as far as practicable. NW_M4EB_01C 4.2 to 6.0 Existing Relocated to 6.0 Maximum design height of 7.0 m. Initial and Optimised design height of 4.0 m. The Optimised design height reduces NW_M4EB_01D 4.2 Existing Retained triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. The maximum height NW_M4EB_01E 2.1 Existing Increase barrier is unlikely to be within 125% of the cost of treatments with the Optimised design height. Therefore recommend relocate NW_M4EB_01C at existing height (higher than optimised design height), retain existing NW_M4EB_01D (higher than optimised design height) and increase height of NW_M4EB_01E to 4.0 m (more than 2 dba improvement in IL over existing 2.1 m barrier). NW_M4EB_01F - New Maximum and optimised design height of 5.5 m (controlled by the upper floor of one receiver). Initial design height of 2.5 m. A recommend barrier height of 3.5 m is proposed based on further feasible and reasonable considerations including elimination of property treatments when benefit from adjacent optimised barriers is considered and proximity of adjacent barriers. NW_M4EB_01G 3.4 Existing Relocated No further assessment (not more than three closely spaced triggered receivers) WestConnex M4 East Project - Construction and Operational Road Traffic 58

86 Barrier Reference Existing Barrier Height 1 (m) Noise Barrier Details 2 Type Length (m) Height (m) Comments NW_M4EB_01H 3.4 Existing Retained No further assessment (not more than three closely spaced triggered receivers) NW_M4EB_ Existing Retained / Existing Relocated Marginal overlap with project footprint. Requirement to relocate barrier to be confirmed at detailed design. No further assessment NW_M4EB_ Existing Retained No further assessment (not more than three closely spaced triggered receivers) NW_M4WB_01 - New not reasonable 219 n/a Maximum design height 5.0 m (due to noise levels at triggered receivers being limited by flanking around the side of the noise barrier). Initial and Optimised design height of 5.0 m. No receivers achieve an IL of 5 dba with the Optimised design height. The Optimised design height eliminates only one property treatment with a 219 m noise barrier. Therefore barrier is not considered reasonable, so at-property treatments for the triggered receivers are recommended instead of a barrier. NW_M4WB_02A 3.5 Existing Relocated No further assessment (not more than three closely spaced triggered receivers) NW_M4WB_02B 3.0 to 4.2 Existing Retained to 4.2 Maximum design height 8.0 m. Initial and Optimised design height of 4.5 m. Benefiting receivers achieve a mixture of 2 and 5 dba IL. Compared to the existing section of barrier the optimisation does not provide a 2 dba benefit. Therefore recommend retain existing barrier. NW_M4WB_02C 4.2 Existing Relocated Maximum design height 8.0 m. No reduction in triggers at any barrier height. Recommend relocated barrier no lower than the existing RL top of barrier height (varying up to 4.2 m) at any relocated section. NW_M4WB_02D 4.2 Existing Retained No further assessment (not more than three closely spaced triggered receivers) NW_PARRA_01A - New not reasonable 264 n/a Maximum design height 6.0 m (due to noise levels at triggered receivers being limited by flanking around the side of the noise barrier). Initial design height 4.5 m. Optimised design height of 6.0 m. Benefiting receivers achieve a mixture of 2, 5 and 10 dba IL. However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered receivers instead of a barrier. To be further considered during detailed design. NW_PARRA_01B - New not reasonable 203 n/a Maximum design height 8.0 m. Initial and Optimised design height 5.0 m. At the Optimised design height the benefiting receivers achieve a mixture of 2 and 5 dba IL. However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered receivers instead of a barrier. To be further considered during detailed design. NW_PARRA_02A / B - New Maximum height of 2.5m, Initial and Optimised design height of 2.0 m. Benefiting receivers achieve a mixture of 2 and 5 dba IL at the Optimised design height. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. Recommend 2.0 m barrier (potentially a lapped and capped timber fence) subject to considerations of future land use during detailed design. WestConnex M4 East Project - Construction and Operational Road Traffic 59

87 Barrier Reference Existing Barrier Height 1 (m) Noise Barrier Details 2 Type Length (m) Height (m) Comments NW_SYDNEY_01 - New not reasonable 129 n/a Maximum design height 2.5 m (due to noise levels at triggered receivers being limited by flanking around the side of the noise barrier and / or noise from Concord Road). Initial of 2.0 m and Optimised design height of 2.5 m. No receivers achieve an IL of 5 dba with the Optimised design height. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. However, based on further feasible and reasonable considerations the barrier may potentially sterilise future use of the adjacent land by restricting visibility and/or access. Therefore, recommend at property treatments for the triggered receivers instead of a barrier. To be further considered during detailed design. NW_WATTLE_01A - New Maximum design height 8.0 m. Initial and Optimised design height of 5.0 m. Benefiting receivers achieve a mixture of 2 and 5 dba IL. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier. Therefore, recommend barrier height of 5.0 m NW_WATTLE_01B - New Maximum design height is 6.5 m (due to noise levels at triggered receivers being limited by flanking around the side of the noise barrier). Initial design height is 3.5 m and the Optimised height is 4.5 m. The Optimised design height reduces NW_WATTLE_01C - New not reasonable 51 n/a NW_WATTLE_01D - New not reasonable 43 n/a NW_WATTLE_01E - New not reasonable 19 n/a NW_WATTLE_01F - New not reasonable 37 n/a triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier and has benefiting receivers with a mixture of 2 and 5 dba IL. However, based on further feasible and reasonable considerations the barrier sections NW_WATTLE_01C to NW_WATTLE_01E (short sections broken by driveway access) are unlikely to be built due to overshadowing and visual impacts. Therefore, recommend at property treatments for the triggered receivers instead of a barrier. To be further considered during detailed design. Recommend barrier height of 5.0 m for NW_WATTLE_01B due to proximity of adjacent barriers and community perception of inequitable outcomes compared to neighbouring dwellings where screening has been reduced due to acquisition of properties and subsequent demolition. NW_WATTLE_01G - New Maximum design height is 5.5 m (due to noise levels at triggered receivers being limited by flanking around the side of the noise barrier). Initial design height is 4.5 m and Optimised height is 5.0 m. The Optimised design height reduces triggers to 2/3 of those that can be eliminated between 0 m and the maximum height barrier and has benefiting receivers with a mixture of 2, 5 and 10 dba IL. The maximum height barrier is unlikely to be within 125% of the cost of the Optimised design height and it does not provide more than a 2 dba IL benefit compared to the Optimised design height. Therefore, recommend barrier height of 5.0 m. Note: barrier extends slightly past the limit of works but only to the next logical boundary. Note 1: Note 2: Existing height is the height of the existing or the replaced existing noise barrier (ie maintaining the same top of noise barrier height as the existing barrier) Recommended height is subject to further considerations during detailed design such as construction limitations, overshadowing, urban design and community preference. WestConnex M4 East Project - Construction and Operational Road Traffic 60

88 8.4 Operational noise impacts with mitigation Predicted noise level maps showing noise levels at all residential receiver buildings for the Build (with mitigation) scenarios are provided in Appendix M. The without mitigation noise predictions are used to identify receivers which qualify for consideration of at-property treatment Change in noise levels with mitigation The number of receivers predicted to remain over the NCG criteria in the Build (with mitigation) scenario are summarised in Table 20. Note that these receivers do not necessarily qualify for consideration of additional mitigation. Table 20 Receivers over the NCG controlling criteria with mitigation NCA Receiver Type Floor 2021 No Build 2021 Build 2031 No Build 2031 Build Day Night Day Night Day Night Day Night NCA01 All All NCA02 All All NCA03 All All NCA04 All All NCA05 All All NCA06 All All NCA07 All All NCA08 All All NCA09 All All NCA10 All All NCA11 All All NCA12 All All NCA13 All All NCA14 All All NCA15 All All NCA16 All All NCA17 All All NCA18 All All NCA19 All All NCA20 All All NCA21 All All All All All Note: Predicted noise levels at receivers which are above the NCG controlling criteria do not necessarily qualify for atproperty treatment. As per the discussion in Section 6.2, further criteria are used to determine which of those receivers are eligible for consideration of at-property treatment. With reference to Table 17, the information presented in Table 20 indicates that the proposed additional noise mitigation (quieter pavement and noise barriers) is predicted to reduce the overall number of receivers with an exceedance of the NCG criteria. This reduction equals 122 and 103 receivers in the 2031 day and night-time periods respectively compared to the Build (without mitigation) scenario. However, slight increases (less than five) in the number of receivers over the criteria in the Build scenario with mitigation compared to the Build without mitigation are found in NCA12 and NCA16. This is due to marginal (less than 0.5 dba) noise differences due to reflections from the recommended new noise barriers. WestConnex M4 East Project - Construction and Operational Road Traffic 61

89 8.4.2 Receivers considered for at-property treatment With reference to the criteria for additional mitigation (refer to Section 6.2), the number of receivers which have been identified as eligible for consideration of property treatments after additional noise mitigation (low noise pavement and noise barriers) are shown in Table 21. Table 21 Receivers considered eligible for at-property treatment NCA Receiver Type 2021 Final Build 2031 Final Build TOTAL Day Night Combined Day Night Combined By By Floor Lot NCA01 Residential Other NCA02 Residential Other NCA03 Residential Other NCA04 Residential Other NCA05 Residential Other NCA06 Residential Other NCA07 Residential Other NCA08 Residential Other NCA09 Residential Other NCA10 Residential Other NCA11 Residential Other NCA12 Residential Other NCA13 Residential Other NCA14 Residential Other NCA15 Residential Other NCA16 Residential Other NCA17 Residential Other NCA18 Residential Other NCA19 Residential Other WestConnex M4 East Project - Construction and Operational Road Traffic 62

90 NCA Receiver Type 2021 Final Build 2031 Final Build TOTAL Day Night Combined Day Night Combined By By Floor Lot NCA20 Residential Other NCA21 Residential Other ALL Residential Other Total The full NCG assessment table for all assessed receivers is provided in Appendix N (electronic copy). The locations of the receivers eligible for consideration of property treatment are shown in the maps in Appendix O. These receivers correspond to those eligible for consideration of additional noise mitigation where the feasible and reasonable mitigation does not reduce the noise levels to meet the NCG controlling criterion. 8.5 Discussion of at-property treatments As shown in Table 21, a total of 310 receivers are predicted to be eligible for consideration of property treatment as part of this project. This number comprises: 284 residential receivers on a first or second floor (227 individual lots) 26 other sensitive receivers on a first or second floor (20 individual lots) Of the individual lots eligible for consideration of at-property treatment on the first and second floor, 37 have been identified to be multi-storey (more than two floors) refer to Appendix O. For individual residential receivers Roads and Maritime does not consider it reasonable to consider noise mitigation above the ground and first floor. Refer to Section 7.4 and Section 7.5 for discussion of applicable at-property treatments for these groups, noting that the finalised requirement for treatment would be confirmed during detailed design, following property inspections as required. 8.6 Sensitivity analysis The sensitivity of the total number of at-property treatments to the modelling predictions is shown in Figure 11. WestConnex M4 East Project - Construction and Operational Road Traffic 63

91 Figure 11 Assessment sensitivity analysis The information contained in Figure 11 indicates that an additional 51 receivers would be eligible for consideration of property treatment if a +1 dba correction were to be added to the noise model predictions. A reduction of -52 receivers would be apparent if 1 dba was subtracted from the noise model predictions. For a +2 dba correction, an additional 112 receivers would be eligible for consideration of property treatment while a -2 dba correction would reduce the number by -74 receivers. 8.7 Maximum noise levels The representative results of the maximum noise level monitoring is provided in Appendix P which includes the maximum noise level range for the passby events in the existing situation during the period of monitoring (2014). A summary of the maximum noise level assessment is presented in Table 22. Indicative increases in maximum noise levels were evaluated based on an elevated source height corresponding to the height of a truck exhaust. WestConnex M4 East Project - Construction and Operational Road Traffic 64

92 Table 22 Measured maximum noise level events Monitoring Location Monitoring Dates Total Night-time Events within the Monitoring Period Measured Maximum Noise Level (dba LAFmax) Range L1 26/03/14-9/04/ L3 26/03/14-9/04/ L5 26/03/14-6/04/ L7 26/03/14-4/04/ L9 26/03/14-5/04/ L10 26/03/14-6/04/ L12 26/03/14-9/04/ L13 26/03/14-9/04/ L15 26/03/14-5/04/ L16 26/03/14-9/04/ L18 26/03/14-9/04/ L19 26/03/14-4/04/ L20 26/03/14-9/04/ L21 26/03/14-9/04/ L22 26/03/14-9/04/ L23 26/03/14-9/04/ Average From the results presented within Table 22, it can be seen that existing average maximum noise level events typically range from 65 dba to 85 dba LAFmax at the monitoring locations along the study area. Locations immediately adjacent to Parramatta Road, Wattle Street and Concord Road were observed to have the higher existing maximum noise levels as a result of the relatively short setback and no screening. Noise level events towards the upper end of the range presented in Table 22 are likely to be from heavy vehicle passbys, with light vehicles tending towards the lower end of the range, if present. Evaluation of the potential increase in maximum noise levels indicates that maximum noise level events may increase at residential receivers in the following locations: NCA03 Receivers south of the M4 adjacent to the new westbound M4 flyover where the existing noise barrier section does not block line of sight to an elevated heavy vehicle exhaust on the new flyover. Indicatively, typical increases of between 5 dba and >10 dba are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project (refer to Section 8.4.2). NCA02 Receivers north of the M4 adjacent to the new eastbound M4 flyover where the operational noise barrier is located to reduce the dominant LAeq noise source (the main carriageways) but does not provide screening from elevated heavy vehicle exhausts on the new flyover. Indicatively, typical increases of between 2 dba and >10 dba are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project. NCA05 - Receivers south of the M4 adjacent to the new westbound on ramp at the adjacent multi-storey receiver on Powell Street. Indicatively, typical increases of around 3 dba are predicted. It is noted that receivers are not eligible for consideration of at-property treatments in this catchment as part of the project. WestConnex M4 East Project - Construction and Operational Road Traffic 65

93 NCA09 Receivers east of the new Concord Road interchange where the new ramps are closer to receivers and elevated heavy vehicle exhausts are above the proposed noise barrier height. Screening has also been reduced due to removal of the front row of buildings. Indicatively, typical increases of between 4 dba and >10 dba are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project. NCA21 Receivers south of the Parramatta Road interchange where screening is reduced due to removal of the front row of buildings and the road alignment moves closer to receivers to the south. Indicatively, typical increases of between 6 dba and >10 dba are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project. NCA18 Receivers southeast of Wattle Street where the road moves closer to receivers. Indicatively, typical increases of between 5 dba and >10 dba are predicted. It is noted that some receivers are eligible for consideration of at-property treatments in this catchment as part of the project. The proposed noise barrier designs (refer to Section 8.3) are predicted to reduce the noise level of maximum noise level events for receivers which benefit from new or increased height barriers with no change to the field of view to the road. These benefits are mainly in receiver areas to the north of the unchanged M4 section, and parts south of Wattle Street behind the continuous barrier sections. Some receivers as identified in the points above may experience an increase in magnitude of maximum noise events due to changes in view to the road alignment. The noise barrier optimisation process (refer to Section 7.3) does not account for changes in magnitude of the LAFmax noise events. It is therefore recommended that detailed investigation of maximum noise levels due to the project should be undertaken during detailed design including consideration of feasible and reasonable noise mitigation on the basis of maximum noise levels. WestConnex M4 East Project - Construction and Operational Road Traffic 66

94 9 Ventilation facilities noise impact assessment Industrial noise from items of mechanical plant has the potential to adversely affect nearby receivers. Mechanical plant will be necessary at the ventilation facilities required for the M4 East tunnels, The following ventilation facilities have been considered as part of this assessment: In tunnel jet fans - airflow is achieved in the underground sections of tunnels through the use of jet fans. Jet fan noise emitted from the various portals therefore has the potential to adversely affect sensitive receivers situated in proximity to the portals. Various types of jet fans are likely to be used depending on the situation, and they are situated at separation distances of around 100 metres throughout the tunnels. Ventilation facilities - airflow is achieved in the ventilation locations through the use of jet fans which ventilate to the outside via an exhaust outlet (proposed at 25 metres high above local ground at the eastern end and 30.5 metres at the western end). Ventilation facilities are located at the following two sites: Adjacent to Underwood Road in the Homebush Bay Drive Interchange zone (western ventilation facility). This ventilation station consists of five (four duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located above ground level in a vertical configuration. At the corner of Parramatta Road near Wattle Street (eastern ventilation facility). This ventilation facility has the following two sections: Section 1 is dedicated for M4 East works and consists of Eastbound Parramatta Road / Wattle Street ramps and Eastbound mainline exhaust: The plant room contains six (five duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. Westbound mainline supply: The plant room will contain two (one duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. Section 2 is dedicated for the future Stage 3 works and consists of Eastbound mainline supply: The plant room contains four (three duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. Westbound mainline and Wattle Street off-ramp exhaust: The plant room contains six (five duty and one standby) large diameter axial exhaust fans and associated intake and discharge sound attenuators and motorised isolation dampers, all located in a vertical configuration. At Cintra Park, Burwood a fresh air supply facility is proposed consisting of three (two duty and one standby) large diameter axial supply fans and associated intake sound attenuators and motorised isolation dampers, all located below ground level in a horizontal configuration. The design of the ventilation facilities is subject to detailed design. WestConnex M4 East Project - Construction and Operational Road Traffic 67

95 9.1 Operational noise metrics The noise metrics applied in the modelling and assessment of airborne noise from ventilation facilities are: LAFmax The typical maximum noise level measured using the fast response setting on a sound level meter. In the INP assessment of sleep disturbance, LAmax is used interchangeably with LAF1(1 minute). LAF1(1 minute) The noise level which is exceeded for 1% of the sample period, used interchangeably with the LAFmax noise level in the assessment of potential sleep disturbance during night-time periods. LAeq(15 minute) LAeq(period) The energy average noise level evaluated over a fifteen minute period, used in the assessment of the intrusiveness of noise sources. The energy average noise level evaluated over the relevant time period, either day (11 hours), evening (4 hours) or night (9 hours). It is used in the assessment of amenity. 9.2 Ventilation facility noise criteria The INP sets two separate noise criteria to meet environmental noise objectives: one to account for intrusive noise and the other to protect the amenity of particular land uses. These criteria are to be met at the most-affected boundary of the receiver property. The more stringent of these two criteria usually defines the proposal specific noise levels. For both amenity and intrusiveness, night-time criteria are typically more stringent than daytime or evening criteria. In addition to intrusiveness and amenity, the risk of sleep disturbance must be assessed. Sleep disturbance is assessed in accordance with the screening criterion described in the online Application Notes to the INP and the more detailed review of sleep disturbance contained in the Road Noise Policy (RNP), NSW EPA, INP criteria for intrusive noise To provide for protection against intrusive noise, the INP states that the LAeq noise level of the source, measured over a period of 15 minutes, should not be more than 5 dba above the ambient (background) LA90 noise level (or RBL), measured during the daytime, evening and night-time periods at the nearest sensitive receivers. The intrusiveness criteria are determined from the RBLs in Table 7 from sensitive receiver locations nearest to the facilities INP criteria for amenity To provide protection against impacts on amenity, the INP specifies suitable maximum LAeq period noise levels for particular land uses and activities during the daytime, evening and night-time periods. The residential receivers were not considered suburban as the evening ambient noise levels are not defined by the natural environment and infrequent human activity. For this assessment, the existing residences potentially affected by noise from ventilation facilities are considered to be urban. According to the INP, an urban area is characterised by an acoustic environment dominated by urban hum or industrial source noise, through traffic with characteristically heavy and continuous traffic flows during peak hours, located near commercial districts or industrial districts. The relevant INP amenity criteria are presented in Table 23. WestConnex M4 East Project - Construction and Operational Road Traffic 68

96 Table 23 INP Amenity Noise Levels Type of Receiver Indicative Noise Amenity Area Time of Day Recommended LAeq Noise Level (dba) Acceptable Recommended Maximum Residence Urban Day Evening Night According to the INP, where existing transportation LAeq noise levels exceed the acceptable noise level by 10 dba or more, and the existing noise level is unlikely to decrease in future, the noise criteria should be taken to be the existing noise level minus 10 dba. This approach is also applicable to areas with high traffic noise INP Modifying factor adjustments Where a noise source contains certain characteristics, such as tonality, impulsiveness, intermittency, irregularity or dominant low-frequency content, there is evidence to suggest that it can cause greater annoyance than other less-obtrusive noise sources at the same level. To account for this additional annoyance, the INP describes modifying factors to be applied when assessing amenity and intrusiveness. The noise sources have been assumed to operate without noticeable tonal, impulsive or intermittent components, unless otherwise stated, and the assessment therefore does not require the application of modifying factors, as defined in the INP Sleep disturbance The current approach to assessing potential sleep disturbance is to apply an initial screening criterion of background (or RBL) plus 15 dba (as described in the Application Notes to the INP), and to undertake further analysis if the screening criterion cannot be achieved. The sleep disturbance screening criterion applies outside bedroom windows during the night-time period. Where the screening criterion cannot be met, the additional analysis should consider the level of exceedance as well as factors such as: How often high noise events would occur The time of day (normally between pm and 7.00 am) Whether there are times of day when there is a clear change in the noise environment (such as during early morning shoulder periods). Other guidelines that contain additional advice relating to potential sleep disturbance impacts should also be considered, including the RNP. The RNP provides a review of research into sleep disturbance. From the research to date, the RNP concludes that: Maximum internal noise levels below 50 dba to 55 dba LAFmax are unlikely to awaken people from sleep One or two events per night, with maximum internal noise levels of 65 dba to 70 dba LAFmax, are not likely to affect health and wellbeing significantly. It is generally accepted that internal noise levels in a dwelling, with the windows open are 10 dba lower than external noise levels. Based on a worst case minimum attenuation, with windows open, of 10 dba, the first conclusion above suggests that short term external noises of 60 dba to 65 dba are unlikely to cause awakening reactions. The second conclusion suggests that one or two noise events per night with maximum external noise levels of 75 dba to 80 dba LAFmax are not likely to affect health and wellbeing significantly. 9.3 Sensitive receivers The locations where ventilation facilities are proposed on the project are detailed in Table 24 and illustrated in Figure 12. Also included in the table are the details of the nearest potentially affected receivers and also the representative noise logging locations. WestConnex M4 East Project - Construction and Operational Road Traffic 69

97 Table 24 Sensitive Receivers Potentially Affected by Ventilation facility Noise Ventilation facility Surrounding Roads Approx. Type Item Distance to Nearest Receiver 1 Tunnel Jet Fan Ventilation Buildings Note 1: Main portals east of Homebush Bay Drive Concord Road ramps Wattle Street ramps south Wattle Street ramps north Parramatta Road ramps Western ventilation facility Fresh air supply facility Eastern ventilation facility Underwood Road Powell Street Park Road Pomeray Street Concord Road Sydney Street Young Street Carrington Lane Queen Lane Wattle Street Walker Avenue Allum Street Wattle Street Ramsay Street Martin Street Parramatta Road Chandos Street Underwood Road Powell Street Park Road Pomeray Street Parramatta Road Taylor Street Queens Road Loftus Street Northcote Street Walker Avenue Alt Street Parramatta Road Wattle Street 25 L2 30 L5 45 L19 25 L19 40 L15 40 L2 40 L10 65 L12 Representative Noise Logging Location Measured as the approximate horizontal distance from the nearest receiver to the closest part of the adjacent portal(s) / ventilation outlet. WestConnex M4 East Project - Construction and Operational Road Traffic 70

98 Figure 12 Location of ventilation facilities WestConnex M4 East Project - Construction and Operational Road Traffic 71

99 WestConnex M4 East Project - Construction and Operational Road Traffic 72