Chapter 10: Noise and Vibration

  • 10.3.5 Pyrmont Bridge Road

    Description of works

    The Pyrmont Bridge Road tunnel site (C9) would be located at the intersection of Pyrmont Bridge Road and Parramatta Road, between Gordon Street and Mallet Street. The site currently comprises commercial properties. The construction site would not include the brewery on the west side of the site or the residential and commercial properties northeast of Bignell Lane. Access to the properties from Bignell Lane would be retained, which would be converted to a cul-de-sac for the duration of the works.

    The Pyrmont Bridge Road tunnel site would be the main mid-tunnel construction site along the eastern section of the mainline tunnel alignment. The site would include:

    •   Workshop and storage facilities
    •   Laydown area
    •   Entry and exit point for haulage of tunnel spoil
    •   Temporary substation
    •   Temporary ventilation plant
    •   Temporary water treatment plant
    •   Car parking.Roadheaders would be launched from this site and would initially excavate the construction decline and then the mainline tunnels traveling in a northerly and southerly direction. An acoustic shed would be established on the site to minimise noise from out-of-hours tunnelling and spoil handling.

      Heavy vehicle access to the site would be via Parramatta Road. Heavy vehicles would turn left to enter the site from the eastbound carriageway of Parramatta Road and a site access road would be constructed to take trucks directly into the acoustic shed. Heavy vehicle egress from the site would be via Pyrmont Bridge Road.

      Works schedule

      Subject to planning approval, construction activities at the Pyrmont Bridge Road site would be undertaken according to the program shown in Table 10-51.

Airborne noise

The proposed construction activities, NMLs and sound power levels for the typical operation of construction equipment at the Pyrmont Bridge Road site can be found in Appendix J (Technical working paper: Noise and vibration).

A summary of the predicted noise levels (without additional mitigation) in each of the NCAs for the various work activities is also presented in Appendix J (Technical working paper: Noise and vibration). These results are split into residential, commercial and other sensitive receivers.

The predicted noise levels presented in this report and Appendix J (Technical working paper: Noise and vibration) are representative of the worst case impacts where works are undertaken closest to each NCA. For most construction activities, it is expected that the construction noise levels would frequently be lower than predicted at the most-exposed receiver as the noise levels presented in this report are based on a realistic worst case assessment.

The predicted noise levels presented in Table 10-51 and Appendix J (Technical working paper: Noise and vibration) are representative of the worst case impacts where works are undertaken closest to each NCA. For most construction activities, it is expected that the construction noise levels would frequently be lower than predicted at the most-exposed receiver as the noise levels presented in this report are based on a realistic worst case assessment.

Noise management levels (NML) have been derived for the works at Haberfield based on the measured background noise levels provided in Appendix J (Technical working paper: Noise and vibration). These are outlined in Table 10-52. The NMLs for commercial receivers in all NCAs is 70 dBA.

 

Q

Table 10-50 Residential NMLs for Pyrmont Bridge Road

NCA

Receiver type

Standard construction (RBL+10 dBA)

Out of hours (RBL+5 dBA)1

Sleep disturbance screening (RBL+15 dBA)

Daytime period

Daytime period

Evening period

Night period

NCA40

Residential

61

56

54

46

56

NCA41

Residential

61

56

54

46

56

NCA42

Residential

61

56

54

46

56

NCA43

Residential

61

56

54

46

56

NCA44

Residential

61

56

54

46

56

Note:

1: Out of hours construction hours includes both evening and night-time construction hours. Evening hours are 6.00 pm to 10.00 pm Monday to Sunday. Night-time hours are 10.00 pm to 7.00 am Monday to Friday and 10.00 pm to 8.00 am Saturday, Sunday and public holidays.

Table 10-51 Predicted airborne noise for Pyrmont Bridge Road

Component

Activity

Indicative duration (weeks)

Proposed time of occurrence

Predicted worst case LAeq15min level in each NCA (dBA)

Sound power level (dBA)

Sound pressure level at 10 m (dBA)

At least affected NCA

At worst affected NCA

Site establishment

Demolition of existing buildings

8

Y

N

N

62

84

120

92

Site clearing

1

Y

N

N

55

77

113

85

Utility works

1

Y

N

N

56

78

117

89

Installation of environmental controls

1

Y

N

N

50

72

108

80

Pavement and infrastructure works

2

Y

Y

Y

54

82

118

90

Establishment of construction facilities

6

Y

N

N

56

78

114

86

Tunnelling and supporting works

Onsite car parking

180

Y

Y

Y

34

49

97

69

Workshop, deliveries, maintenance, and storage

180

Y

Y

Y

45

60

103

75

Day

Evening

Night

Component

Activity

Indicative duration (weeks)

Proposed time of occurrence

Predicted worst case LAeq15min level in each NCA (dBA)

Sound power level (dBA)

Sound pressure level at 10 m (dBA)

At least affected NCA

At worst affected NCA

Construction of tunnel shaft and declines (outside acoustic shed)

48

Y

N

N

54

72

114

86

Spoil handling inside acoustic shed

72

Y

Y

Y

47

64

97

69

Onsite truck movements

72

Y

Y

Y

35

51

94

66

Tunnelling support activities

72

Y

Y

Y

<30

40

82

54

Site rehabilitation and landscaping

Site rehabilitation and landscaping

12

Y

N

N

47

69

105

77

Day

Evening

Night

The highest noise levels and greatest impacts are associated with activities that utilise noise intensive plant items, including:

  •   Diamond/concrete saws
  •   Excavators with breakers.
    Short duration works (up to two weeks) which are required within this study area consist of:
  •   Site clearing
  •   Utility works
  •   Installation of environmental controls
  •   Pavement and infrastructure works.During standard daytime construction hours, the highest impacts (greater than 20 dBA exceedance of NMLs) associated with short term works are generally predicted to be at receivers immediately adjacent to the construction site during the use of noise intensive plant items such as rock breakers.

    Works undertaken outside of standard construction hours have the potential for greater impacts (greater than 20 dBA exceedance of NMLs) throughout the study area, especially during the most sensitive night-time period. This is due to more stringent NMLs during these periods than during the daytime. Impacts during this period are likely to extend beyond receivers immediately adjacent the works areas.

    Long term construction works (up to 180 weeks) which are required within this study area consist of:

  •   Demolition of existing buildings
  •   Establishment of construction facilities
  •   Tunnelling activities, including the operation of laydown areas and car parking.
  •   Construction of access tunnel
  •   Site rehabilitation works.During standard daytime construction hours, the highest impacts (greater than 20 dBA exceedance of NMLs) associated with long term works are generally predicted to be at receivers which are immediately adjacent to the construction site.

    During works outside of standard construction hours, the highest impacts (up to 20 dBA exceedance of NMLs) associated with long term works are also generally predicted to be at receivers which are immediately adjacent to the construction site.

    Highly noise affected residential receivers

    The ICNG considers residential receivers that are subject to predicted noise levels of 75 dBA or greater to be highly noise affected. The number of highly noise affected receivers in the study area has been determined and is summarised in Table 10-52. The table shows the number of residential receivers separated by works activity.

    Table 10-52 Predicted number of highly noise affected residential receivers by works – Pyrmont Bridge Road

Activity

Period

Day

Eve

Night

Demolition of existing buildings

6

–

–

Site clearing

1

–

–

Utility works

2

–

–

Installation of environmental controls

–

–

–

Pavement and infrastructure works

4

4

4

Establishment of construction facilities

2

–

–

Activity

Period

Day

Eve

Night

Onsite car parking

–

–

–

Workshop, deliveries, maintenance, and storage

–

–

–

Construction of tunnel shaft and declines (outside acoustic shed)

–

–

–

Spoil handling inside acoustic shed

–

–

–

On site truck movements

–

–

–

Tunnelling support activities

–

–

–

Site rehabilitation and Landscape

–

–

–

Cumulative

–

–

–

The location of the highly noise affected residential receivers, from all works and in any time period, are shown in Figure 10-19.

 

The most impacted receivers are typically dwellings which surround and have direct line of sight to the various works locations. Worst case noise levels, however, would only be expected to be apparent when high noise generating works are being carried out immediately adjacent to these residential receivers.

Other sensitive receivers

Other sensitive receivers, such as educational facilities, hospitals and childcare centres, which are potentially affected by construction works have been assessed against the various criteria detailed in section 10.1.3.

The predicted NML exceedances for other sensitive receivers are summarised in Table 10-53. The assessment provides further context to the predicted worst case noise levels presented in Table 10-51 as it presents the number of and type of receivers predicted to experience exceedances of the NMLs, summarised in bands of 10 dBA.

Table 10-53 Overview of sensitive receiver NML exceedances – Pyrmont Bridge Road

Demolition of existing buildings

Site clearing

Utility works

Installation of environmental controls

Pavement and infrastructure works

Establishment of construction facilities

Onsite car parking

Workshop, deliveries, maintenance, and storage

Construction of tunnel shaft and declines (outside acoustic shed)

Spoil handling inside acoustic shed

On site truck movements

Tunnelling support activities-

Site rehabilitation and Landscape

Cumulative

Note:
1: The ‘Remaining’ category includes public buildings, libraries, café/bars, etc.

The above table shows the following:

 Other sensitive receivers in this precinct are generally predicted be subject to relatively minor noise impacts during the daytime

 

 One ‘other sensitive receiver’ in this area would be subject to worst case exceedances of 11 to 20 dBA above NML during the higher noise generating activities. This receiver is Bridge Road School located at 127 Parramatta Road, Camperdown (within NCA42). This same receiver would also be subject to worst case exceedances of >20 dBA above NML during the higher noise generating activities.

The recommended ‘standard’ and ‘additional’ noise mitigation as discussed in section 10.1.8, along with recommended specific site mitigation measures would be implemented to mitigate NML exceedances at other sensitive receivers.

NCA summary

Table 10-54 provides a summary of the key activities within each NCA affected by activities in the Pyrmont Bridge Road works area.

Table 10-54 Location summary of construction impacts – Pyrmont Bridge Road

NCA

Location

NCA40

Most affected receivers: Residential receivers which are situated on Susan Street

and Nelson Street between Parramatta Road and Chester Street

Worst case construction scenario: Pavement and infrastructure works during all works periods

Highest construction noise impacts: Use of a concrete saw during the night-time period as part of pavement and infrastructure works

NCA41

Most affected receivers: Residential receivers which front Pyrmont Bridge Road and adjoin the Pyrmont Bridge Road tunnel site (C9) between Parramatta Road and Booth Street

Worst case construction scenario: Demolition of existing structures, construction site car parking and deliveries and pavement and infrastructure work during all works periods

Highest construction noise impacts:

  •   Use of a rock breaker during the daytime period as part of the demolition works
  •   Use of a concrete saw during the night-time period as part of the pavement and infrastructure works

NCA42

Most affected receivers: Residential receivers and an educational facility which front the southern side of Parramatta Road between Bridge Road and Mallet Street.

Worst case construction scenario: Demolition of existing structures, construction site car parking, construction ancillary facility deliveries, and pavement and infrastructure works during all periods.

Highest construction noise impacts:

  •   Use of a rock breaker during the daytime period as part of the demolition works
  •   Use of a concrete saw during the night-time period as part of the pavement and infrastructure works

NCA43

Most affected receivers: Residential receivers which front the southern side of

Parramatta Road between Mallet Street and Missenden Road

Worst case construction scenario: Demolition of existing structures, construction site car parking and deliveries and pavement and infrastructure works during all periods

Highest construction noise impacts:

  •   Use of a rock breaker during the daytime period as part of the demolition works
  •   Use of a concrete saw during the night-time period as part of the pavement and infrastructure works

NCA

Location

NCA44

Most affected receivers: Residential receivers which front the eastern side of Mallett

Street between Parramatta Road and Alexandra Drive

Worst case construction scenario: demolition of existing structures, construction site car parking, construction ancillary facility deliveries, and pavement and infrastructure works during all periods

Highest construction noise impacts:

  •   Use of a rock breaker during the daytime period as part of the demolition works
  •   Use of a concrete saw during the night-time period as part of the pavement and infrastructure works

Cumulative construction impacts

Given that several tunnelling works activities may operate simultaneously during any period, it is likely that receivers would, occasionally, be subject to cumulative noise impacts from works activities operating concurrently in the same area. Cumulative construction noise impacts may be apparent during the standard daytime works periods where cumulative impacts are predicted to result in minor NML exceedances of up to 20 dBA during the night period.

Construction road traffic

The assessment indicates that construction traffic is unlikely to result in a noticeable increase in LAeq noise levels at receivers along the proposed construction traffic routes (Parramatta Road and Pyrmont Bridge Road). It is also important to note that no local roads would be used by heavy vehicles during works.

Management of construction impacts

The assessment of construction impacts identified the following in-situ mitigation measures that should be included for this study area:

  •   Increasing site hoarding to four metres in select areas
  •   Upgrading the acoustic shed performance.

    Ground-borne noise and vibration impacts

    Ground-borne noise from tunnelling works associated with construction of the mainline tunnel alignment and access ramps is summarised in section 10.3.7.

    Based on the excavation of the access tunnel at this site, three residential receivers and two other sensitive receivers are predicted to exceed the night-time ground-borne NML for up to approximately 16 days. While most roadheader works are anticipated to progress at a consistent rate, there may be discreet locations which require a longer duration of tunnelling works due to site conditions.

    Up to 33 buildings in this area may be within the minimum vibration working distances should a large rock-breaker be used at the outer extents of the project footprint. For this scenario, around 73 receivers in the vicinity of the site would fall within the nominated minimum working distance for human comfort vibration. Five heritage listed items have been identified as having the potential to be within the minimum safe working distances should a large rock-breaker be used at the outer extents of the project footprint. The following mitigation measures should be considered where feasible and reasonable:

  •   Validation of predicted ground-borne noise levels (note that this may not be required where the ground-borne noise impacts would last less than three weeks at any one sensitive receiver and should be confirmed during detailed design)
  •   Notification letterbox drops to receivers in the area around the works locations, detailing work activities, time periods over which these would occur, impacts and mitigation measures
  •   Specific notifications provided to receivers where the ground-borne noise levels are predicted to exceed the night-time NML, providing additional information when relevant and more specific information than covered in general letterbox drops
  •   Validation of predicted vibration levels at the nearest receiver buildings to the vibration intensive works
  •   Use of alternative method to de-couple load path / equipment that generates less vibration where feasible and reasonable
  •   Notification letterbox drops to receivers in the area around the works locations, detailing work activities, time periods over which these would occur, impacts and mitigation measures
  •   Respite periods may be offered to affected residents during works where vibration intensive plant levels are predicted to be operated within the safe working distance for human comfort for an extended period of time on any one day.The specific management strategy for addressing potential impacts associated with ground-borne noise outside of standard daytime construction hours would be documented in the OOHW protocol.

10.3.7 Mainline tunnel alignment

Royal Prince Alfred Hospital

The Royal Prince Alfred (RPA) Hospital is located either side of Missenden Road in Camperdown, in NCA43. The hospital houses a variety of equipment that may be sensitive to vibration from tunnelling activities. The nearest RPA building to the tunnel alignment is the Camperdown Child and Family Clinical Services building which is 450 metres to the east of the nearest point tunnelling works. The next closest building is 600 metres from the works.

The proposed mainline tunnel alignment passes to the west of RPA. The nearest RPA building to the tunnel alignment is the Camperdown Child and Family Clinical Services building. This is located approximately 450 metres to the east of the nearest point tunnelling works for the project. The next closest RPA buildings are approximately 600 metres to the east of the nearest point of tunnelling works.

It is anticipated that the hospital would be consulted during detail design to establish appropriate design vibration levels taking into account any sensitive equipment that may be located within the hospital.

10.3.8 Utility works

Construction works associated with utility relocation, diversions and connections would likely be required at most ancillary facility and construction sites. Utility works would also be required along various streets in the vicinity of construction sites and ancillary facility locations. Where the utilities are within the road reserve, the work may be required outside standard daytime construction hours.

The Utilities Management Strategy (refer to Appendix F) prepared for the project provides details about known utilities adjustments that would be required to facilitate the project. Other utility works would be identified during development of the detail design and construction methodology. The types of equipment required to carry out the utility works would likely include typical ground excavation items such as excavators, vacuum trucks, boring and directional drilling machines, concrete saws and rock-breakers.

An assessment of the potential noise levels from the likely plant items associated with utility works is provided in Table 10-61. Noise levels have been predicted at various offset distances to give an indication of the possible impacts with line of sight.

Table 10-61 Potential noise levels from utility works

Equipment

Predicted noise level at distance (LAeq(15-minute) dBA)

15 m

30 m

50 m

70 m

Vacuum truck

84

78

74

71

Directional drilling

76

70

66

63

Concrete saw1

85

79

75

72

Excavator

77

71

67

64

Excavator (breaker)1

86

80

76

73

Hand tools (unpowered)

62

56

52

49

Note 1: Assumed to be working for 7.5 minutes in worst case 15-minute period.

Table 10-61 shows that relatively high noise impacts are likely where noise intensive plant items are required near to adjacent receivers. On typical streets surrounding the construction sites, residential receivers are situated around 15 metres from the road. In this situation, noise levels as high as 86 dBA are possible when noise intensive plant items are in use.

Utilities are often within or immediately adjacent to trafficable parts of the road network. As such, lane occupancies are often required to facilitate utility works. To maintain the operational integrity of the surrounding road network, utility works in busy road corridors must often be carried out outside standard day time construction hours when traffic volumes are low. Night-time NMLs in the vicinity of most worksites are in the region of 40 to 50 dBA. As such, exceedances of greater than 30 dBA above NML are likely where noise intensive plant items are in use during the night-time.

Specific management measures for potential noise and vibration impacts due to utility works would be determined when further information regarding the extent and locations of the works is known. Potential noise impacts would be managed by adopting standard management measures which would be outlined in a CNVMP. The potential noise impacts associated with utility works would be identified when the extent and locations of the works have been confirmed. Appropriate mitigation measures would be selected from the CNVG and implemented.

10.4 Assessment of operational road traffic impacts

This assessment compares noise levels predicted due to the project in 2023 (modelled as the year ‘at opening’) and 2033 (modelled as 10 years after opening) with those predicted without the project. Impacts associated with the project only are accounted for by assessing the ‘Do Something’ traffic scenario. Cumulative impacts are accounted for by assessing an additional scenario (the ‘Do Something Plus’ traffic scenario) which uses road traffic inputs for the full WestConnex scheme in addition to key infrastructure/development proposals in the Greater Sydney area (including the proposed future Western Harbour Tunnel and Beaches Link, Sydney Gateway and F6 Extension projects).

Under the ‘Do Something’ scenario, even 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, such as sections of Victoria Road in Rozelle, where surface traffic would be significantly reduced.

The change in road traffic noise exposure is generally anticipated to be less than 2 dBA in areas such as The Crescent and parts of Johnston Street where traffic volume is forecast to increase. This change in road traffic noise exposure is considered by the NSW EPA to be barely perceptible. In Iron Cove to the south of Victoria Road where substantial buildings would be removed to accommodate the proposed road widening, exposure to road traffic noise is anticipated to increase by over 5 dBA at the immediately adjacent receivers and would require consideration of mitigation measures to mitigate operational noise impact. If the Haberfield Option B construction sites are selected, consideration of additional noise mitigation at six residential receivers including multi-storey buildings would be required due to reduced screening benefit with the removal of intervening shielding.

Operational road traffic impacts have been predicted where surface works associated with the project are required. This corresponds to noise catchments NCA15 to NCA37. All floors of multi-storey receiver buildings are included in the assessment and evaluated against the applicable noise criteria. The assessment counts each floor in a multi-storey dwelling as a separate receiver; for example, a two-storey residential building would count as two receivers.

10.4.1 Operational noise predictions without mitigation

The approach taken in this assessment is to assess noise impacts from the project by considering the ‘Do Nothing’ scenario to represent the No Build (ie ‘without project’) impacts and the ‘Do Something’ scenario to represent the Build (ie ‘with project’) impacts.

Noise predictions throughout the study area indicate that receivers adjacent to the project footprint are subject to existing road traffic noise impacts and in many cases already exceed the NCG controlling criterion, as shown in the No Build scenarios in Table 10-62, which summarises the predicted change in noise levels (Build minus No Build) across the study area.

Table 10-62 Receivers exceeding the NCG controlling criteria without mitigation

NCA

Receiver type

Floor

2023 No build

2023 Build

2033 No build

2033 Build

Day

Night

Day

Night

Day

Night

Day

Night

NCA15

All

All

76

76

72

70

77

76

70

70

NCA16

All

All

149

134

133

118

152

138

137

124

NCA17

All

All

0

0

0

0

0

0

0

0

NCA18

All

All

2

2

0

0

2

2

0

0

NCA19

All

All

262

227

195

184

266

233

201

187

NCA20

All

All

28

23

15

7

28

28

15

10

NCA Receiver Floor type

2023 No build

2023 Build

2033 No build

2033 Build

Day

Night

Day

Night

Day

Night

Day

Night

NCA21 All All

270

222

242

208

333

246

250

226

NCA22 All All

130

129

130

130

130

130

130

130

NCA23 All All

133

125

145

134

140

131

153

149

NCA24 All All

487

453

472

440

492

467

479

447

NCA25 All All

286

268

293

281

290

274

293

290

NCA26 All All

0

0

0

0

0

0

0

0

NCA27 All All

32

45

71

200

41

85

71

222

NCA28 All All

0

0

0

0

0

0

0

0

NCA29 All All

224

220

211

207

228

222

211

209

NCA30 All All

190

180

169

159

195

180

170

160

NCA31 All All

201

173

200

172

201

173

201

172

NCA32 All All

92

72

89

70

92

73

89

72

NCA33 All All

54

45

61

52

56

52

63

57

NCA34 All All

106

103

95

90

108

104

96

92

NCA35 All All

317

301

316

298

319

304

316

301

NCA36 All All

54

52

40

39

54

54

39

39

NCA37 All All

66

0

66

0

69

0

65

0

NCA38 All All

0

0

0

0

0

0

0

0

NCA39 All All

41

40

41

41

41

41

41

41

NCA40 All All

63

53

64

54

63

54

64

55

All All All

3263

2943

3120

2954

3377

3067

3154

3053

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 10.1.6, further criteria are used to determine which of those receivers are eligible for additional noise mitigation measures.

The information presented in Table 10-62 and Figure 10-22 indicates that:

  •   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, in both 2023 and 2033. This is mainly due to forecast reductions in traffic volumes on some parts of the road network as a result of the project (ie moving vehicles from surface roads to the tunnels)
  •   The project is predicted to result in a reduction in noise levels for approximately 65 per cent of the receivers within the study area
  •   A minor (less than 2 dBA) increase in noise levels is predicted at just over 34 per cent of the receivers. This magnitude of noise increase is noted in the RNP as being unlikely to be perceptible by the average person
  •   Less than one per cent of the receivers are predicted to experience an increase of more than 2 dBA due to the project
  •   Marginal increases (1-2 dBA) are seen on The Crescent and parts of Johnston Street, and also on some of the adjacent roads, such as Gordon Street, associated with increased volume due to redistribution of traffic
  •   Of the total number of receivers over the daytime NCG criteria in the No Build (ie without the project), between five and seven per cent are predicted to experience a reduction to below the criteria with the project
  •   Significant reductions in noise (up to around -4 dBA) are identified along sections of Victoria Road in Rozelle, where the project is forecast to significantly reduce traffic numbers
  •   Large increases in noise (up to around +15 dBA) are identified in NCA33 and NCA36 (on Victoria Road near Iron Cove Bridge in the vicinity of the proposed tunnel portals) and NCA25 (near the new Victoria Road bridge), where the project results in traffic lanes being moved closer to receivers, in combination with removing existing screening due to property acquisitions. These predicted increases are generally limited to the receivers that would have partial or direct line of sight to Victoria Road once the acquired buildings are demolished. This location would be assessed further during development of the detailed design to identify appropriate noise mitigation measures to address these large predicted increases. The measures that would be considered would include low road noise pavement, noise barriers, at-property treatments and beneficial changes to the project design.The requirement for the project to provide additional noise mitigation is largely due to the existing high noise levels. That is, the project contributes only a relatively minor change in noise levels but when considered cumulatively the identified exceedances qualify receivers for additional noise mitigation.

10.4.2 Receivers considered for additional noise mitigation

A total of 431 receivers (200 individual buildings) are predicted to have exceedances of the operational road traffic noise criteria for the project and are therefore eligible for consideration of additional noise mitigation. The 431 exceedances fall into the following categories:

  •   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 29 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 155 receivers are triggered on this criterion alone
  •   Where 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. While some receivers are predicted to experience noise levels above acute levels, no receivers are triggered on this criterion alone
  •   247 receivers are triggered due to a mix of the above criteria.
    The NCAs with the most triggered receivers are NCA25, NCA33, NCA35 and NCA36. Thesecatchments are at Iron Cove and adjacent to Victoria Road.

    Forty-eight other sensitive receivers (27 individual buildings) are predicted to have exceedances of the operational road traffic noise criteria for the project and are therefore eligible for consideration of additional noise mitigation. The other sensitive receivers that are eligible for consideration of additional mitigation are primarily located in NCA25, NCA27, NCA31 and NCA37.

    Sixty-four per cent of the identified receivers are on the first two floors, with 15 per cent of the triggers being on level three, nine per cent being on level four, four per cent on level five, and eight per cent for all floors including and above level six.

    Additional noise mitigation

    The operational assessment has identified the potential noise benefits associated with the use of low noise pavement, noise barrier and at-property treatment. However, due to engineering uncertainties as well as unresolved urban design challenges, a provisional noise mitigation option in the form of at- property treatment has been recommended. A preferred noise mitigation option (low noise pavement, noise barrier, architectural treatments, a combination or other) would be determined during detailed design taking into account whole-of-life engineering considerations and the overall social, economic and environmental effects. The preference would be given to selecting noise mitigation measures that reduce outdoor noise levels and the number of at-property treatment.

    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 at- property treatments of these receivers should be considered by Roads and Maritime in conjunction with the construction contractor during the detailed design stage. This approach is consistent with the NMG. At present only one location (Iron Cove north) is recommended for an additional noise barrier.

    10.4.3 Maximum noise levels

    Indicative increases in maximum noise levels have been predicted in the noise model using a source height corresponding to the approximate height of a truck exhaust.

    The noise predictions indicate that maximum noise levels may increase at residential receivers in the following locations:

 NCA33 and NCA36 – receivers south of Victoria Road adjacent to the Iron Cove Link tunnel portals. In this location, demolition of acquired buildings results in residences having line of sight to the widened Victoria Road where they were previously screened by existing buildings.

 

Indicatively, typical increases of between 5 dBA and 10 dBA are predicted. Some receivers in this catchment would be eligible for consideration of at-property treatments as part of the project

 NCA24 – receivers west of Victoria Road at Rozelle. In this location, demolition of acquired buildings results in some residences having line of sight to Victoria Road where they were previously screened by existing buildings. Indicatively, typical increases of between 2 dBA and 10 dBA are predicted. A small number of receivers experience a higher increase due to the removal of adjacent buildings. Some receivers in this catchment would be eligible for consideration of at- property treatments as part of the project.

The change in maximum operational noise levels at receivers in other catchment areas is predicted to be negligible.

While it is noted that existing bus operations mean that the character of noise would not be expected to change, service frequency and final stop location may influence noise levels from bus operations and should be considered further during detailed design.

10.4.5 Operational impacts at either end of the project footprint

While no major permanent road infrastructure is proposed at either ends of the project as part of the M4-M5 Link, the future (2033 Build) traffic volumes (including other major Sydney road projects) may influence noise levels at adjacent receivers in these areas. Both ends of the M4-M5 Link interface with other stages of WestConnex; the M4 East project at Haberfield and the New M5 project at St Peters, both of which will significantly alter the road design in the respective areas.

As part of the EIS reports prepared for both the M4 East and the New M5 projects, noise and vibration assessments were prepared to assess operational traffic noise on:

  •   The surface road network at Haberfield including Parramatta Road, Frederick Street/Wattle Street/Dobroyd Parade and Ramsay Street
  •   The surface road network at St Peters including Campbell Road, the Princes Highway, Euston Road.Both of these interfacing WestConnex projects (the M4 East and New M5 projects) are considered within the WestConnex program and as such considered a future forecast traffic scenario which included the M4-M5 Link (and other major Sydney road projects) as part of their EIS assessment of potential cumulative impacts. The cumulative scenario assessed for each of these interfacing project identified receivers which were subject to a perceptible increase in noise level of more than 2 dBA and exceeds noise criterion or where noise level remain 5 dBA above the noise criterion. Appropriate mitigation measures recommended to address these impacts can include the treatment of road surfaces, noise barriers and/or architectural treatments where feasible and reasonable.

    Conditions of Approval

    The conditions of approval for both of the interfacing WestConnex projects require the Proponent of each to undertake an Operational Noise and Vibration Review (ONVR) to confirm the operational noise predictions, impacts on receivers and the suitability of proposed mitigation measures. This review would be based on the final detailed design of each project and updated traffic modelling forecasts for the future traffic scenario as required by NSW EPA Road Noise Policy.

    Reference is made to the following Instrument of Approval for each project:

  •   M4 East: SSI 6307 dated 11 February 2016
  •   New M5: SSI 6788 dated 20 April 2016.

    Potential changes – M4-M5 Link

    For the M4-M5 Link, differences in the forecast traffic volumes on the surface road network at Haberfield and St Peters may occur as the result of a combination of factors including:

  •   Updated version of traffic model (WestConnex Road Traffic Model version 2.3)
  •   Updated land use, employment forecasts and future projects that form part of the cumulativeoperational scenario
  •   Changes in design of M4-M5 Link project.The changes in forecast traffic volumes between the interfacing WestConnex projects and the M4-M5 Link and in turn differences in the operational noise assessments would be captured in a progressive manner by:
  •   The ONVRs being undertaken as part of the conditions of approval for the M4 East project which is due to open in 2019 and the New M5 project which is due to open in 2020
  •   The ONVR that will be undertaken as part of the conditions of approval for the M4-M5 Link project (should that project be approved). The project is due to open in a staged manner in 2022 and 2023

Mitigation for cumulative impacts

Consistent with the requirements of the NMG, the future forecast traffic volumes are required to be considered in the assessment of the final design for each project and are therefore expected to be addressed in the respective ONVR for each interfacing project. This would be addressed through the following process:

  •   The Proponents of the M4 East and New M5 projects are required to review the suitability of the operational noise mitigation measures (refer to Condition E33 for the M4 East project and Condition E37 for the New M5 project)
  •   Under these conditions, the Proponent must implement the identified noise and vibration control measures of the final design and make the ONVR publicly available
  •   The Proponents for the M4 East and New M5 projects are also required to undertake operational noise and vibration monitoring to compare the actual noise and vibration performance of the State significant infrastructure against the noise performance predicted in the ONVR (refer to Condition E34 for the M4 East project and Condition E38 for the New M5 project)
  •   The Proponents for these projects must implement further feasible and reasonable mitigation measures (where required) as identified in the Operational Noise and Vibration Compliance Report in consultation with affected property owners (refer to Condition E35 for the M4 East project and Condition E39 for the New M5 project).The Operational Noise and Vibration Compliance Report for each project is expected to include assessment of the final design with calibration of the noise model taking into account considerations such as traffic numbers and land use change (if applicable). It is therefore anticipated that any changes in design as well as forecast traffic in the as-built noise model would be used to evaluate the adequacy of noise mitigation measures during preparation of the Operational Noise and Vibration Compliance Report for each project (M4 East and the New M5).

    10.4.6 Minor changes to project design

    As with any large infrastructure project, minor design refinements are investigated as the project progresses through the design stages. Minor design changes can include reconfiguration of lane markings, provision of additional turning lanes, and alteration and relocation of kerbs.

    The M4-M5 Link project is currently evaluating potential minor design changes in a number of locations:

  •   Wattle Street/Parramatta Road/Frederick Street turning lane configurations
  •   Additional right turn lane on The Crescent at the intersection with Johnston Street
  •   Minor lane configuration changes at the St Peters interchange ramps.As these design changes are not expected to change the volume of traffic and would be within the road reserve, the change to operational road traffic noise levels at adjacent receivers would be expected to be negligible.

    Notwithstanding, the potential impacts of all design refinements associated with the project would be evaluated during detailed design when operational noise mitigation is reviewed prior to the project being constructed.

    10.4.7 Fixed facilities operational noise impacts

    Noise assessment

    Noise impacts from the operation of the fixed facilities associated with the project have been predicted for the NCAs nearest to the facilities. These predicted noise levels are summarised in Table 10-63.

Table 10-63 Predicted noise levels – fixed facilities

 

The above results assume the presence of existing noise barriers in the Rozelle and Iron Cove areas, and the noise barriers that are being constructed in the Haberfield area as part of the M4 East project.

The results indicate that the assessed fixed facilities are predicted to comply with the relevant criteria during the more stringent night-time period in all NCAs in the Haberfield, Darley Road, Rozelle and St Peters areas.

The selected mechanical equipment for each facility, and in particular Iron Cove Link, would be reviewed and assessed against the relevant operational noise criteria at the detailed design stage of the project. Specific plant would be selected and designed to achieve compliance with the relevant criteria. The cumulative noise emissions from all fixed facility noise sources should be considered when determining the appropriate mitigation options.

Modifying factors

The indicative source levels have not been found to trigger the requirement to correct the predicted noise level due to low frequency or tonal components. Notwithstanding, tonal and/or low frequency noise is often observed from fans and the predictions would be revisited during detailed design based on the actual specifications of the final selection of equipment. Based on the assessment presented in this report, receivers in NCA09, NCA13, NCA34, NCA35 and NCA49 have been identified as most likely to exceed the criteria specified in Table 10-63 should application of a +5 dBA correction be triggered (see section 10.1.7).

Mitigation

The equipment and sound power levels modelled are indicative only and may be subject to change during the detailed design phase of the project. It is envisaged that the mechanical plant noise sources associated with the fixed facilities would be controllable by common engineering methods that may consist of:

  •   Judicious location selection
  •   Noise barriers
  •   Silencers
  •   Acoustically lined ductwork
  •   Acoustic louvres.The selected mechanical equipment for each facility, and in particular at Iron Cove, would be reviewed and assessed against the relevant operational noise criteria at the detailed design stage of the project. Specific plant would be selected and designed to achieve compliance with the relevant criteria. The cumulative noise emissions from all fixed facility noise sources would be considered when determining the appropriate mitigation options.

10.5 Environmental management measures

Mitigation and management measures for potential ambient noise and vibration impacts during construction and operation are shown in Table 10-64. Most of these measures are routinely employed as ‘standard practice’ on projects of this scale.

Table 10-64 Noise and vibration management measures to be implemented during construction and operation

Impact

No.

Environmental management measure

Timing

Construction

Construction noise and vibration impacts

NV1

A suitably qualified and experienced acoustics advisor, who is independent of the design and construction personnel, will be engaged for the duration of construction of the project. The acoustics advisor will be responsible for:

  •   Reviewing management plans related to noise and vibration and endorsing that they address all relevant conditions of approval and requirements of all applicable guidelines
  •   Providing advice to the Proponent, the construction contractor(s) and the Secretary regarding the management of potential noise and vibration impacts associated with the project and compliance with relevant conditions of approval.

Construction

 

Impact

No.

Environmental management measure

Timing

NV2

A Construction Noise and Vibration Management Plan will be prepared for the project. The plan will:

  •   Identify relevant performance criteria in relation to noise and vibration
  •   Identify noise and vibration sensitive receivers and features in the vicinity of the project
  •   Include standard and additional mitigation measures from CNVG and details about when each will be applied
  •   Describe the process(es) that will be adopted for carrying out location and activity specific noise and vibration impact assessments to assist with the selection of appropriate mitigation measures
  •   Include protocols that will be adopted to manage works required outside standard construction hours in accordance with relevant guidelines
  •   Detail monitoring that will be carried out to confirm project performance in relation to noise and vibration performance criteria.The CNVMP will be implemented for the duration of construction of the project.

Construction

NV3

Detailed noise assessments will be carried out for all ancillary facilities required for construction of the project. The assessment will consider the proposed site layouts and noise generating activities that will occur at the facilities and assess predicted noise levels against the relevant noise management levels determined in accordance with the requirements of the ICNG. The assessments will be used to determine the appropriate heights and configurations of noise barriers, and other appropriate noise management measures, consistent with the requirements of the ICNG and the CNVG. Noise barriers, as confirmed through the noise assessments, will be installed as early as possible during site establishment and as a minimum prior to the commencement of excavation associated with tunnel access.

Construction

NV4

Location and activity specific noise and vibration impact assessments will be carried out prior to (as a minimum) activities:

  •   With the potential to result in noise levels above 75 dBA at any receiver
  •   Required outside standard construction hours likely to result in noise levels in greater than the relevant noise management levels
  •   With the potential to exceed relevant performance criteria for vibration.The assessments will clarify predicted impacts at relevant receivers in the vicinity of the activities to assist with the selection of appropriate management measures, consistent with the requirements of ICNG and CNVG, that will be implemented during the works.

Construction

Impact

No.

Environmental management measure

Timing

Out-of-hours noise impacts

NV5

An out-of-hours works protocol will be developed for the construction of the project. The protocol will include:

  •   Details of works required outside standard construction hours, including justification of why the activities are required outside standard construction hours
  •   Measures that will be implemented to manage potential impacts associated with works outside standard construction hours
  •   Location and activity specific noise and vibration impact assessment process(es) that will be followed to identify potentially affected receivers, clarify potential impacts and select appropriate management measures
  •   Details of the approval process (internal and external) for works proposed outside standard construction hours.The protocol will be prepared in consultation with DP&E and the NSW EPA, endorsed by the acoustic advisor for the project and implemented during construction of the project.

Construction

Additional noise and vibration activity impacts

NV6

Monitoring will be carried out at the commencement of new noise and vibration intensive activities and works in new locations to confirm that actual noise and vibration levels are consistent with noise and vibration impact predictions and that the management measures that have been implemented are appropriate.

Construction

Acoustic sheds

NV7

Acoustic sheds will be designed within consideration of the activities that will occur within them and the relevant noise management levels in adjacent areas. Monitoring will be carried out to confirm that the actual acoustic performance of the sheds is consistent with predicted acoustic performance.

Construction

Vibration impacts

NV8

A Blast Management Strategy will be prepared and implemented for the project if blasting is proposed. The strategy will:

  •   Identify relevant performance criteria in relation to potential noise and vibration impacts due to blasting with reference to (as a minimum) Technical Basis for Guidelines to Minimise Annoyance Due to Blasting Overpressure and Ground Vibration (ANZEC, 1990) and Australian Standard AS 2187.2-2006 Explosives – Storage, transport and use, Part 2: Use of explosives
  •   Describe trials that will be carried out to confirm vibration levels from blasting and facilitate development of predictive tools to allow potential noise and vibration impacts to be identified
  •   Include details of management measures that will be implemented to ensure compliance with relevant performance criteria.The Blast Management Strategy will be implemented for all blasting carried out as part of the project.

Construction

Impact

No.

Environmental management measure

Timing

Operational noise impacts

NV9

Receivers that qualify for assessment for at receiver treatment in relation to operational noise that are also predicted to experience significant exceedances of noise management levels due to construction will be given priority preference for assessment. When at receiver treatments are found to be appropriate, the application of the treatment will be expedited.

Construction

NV10

Where reasonable and feasible, operational noise mitigation such as noise barriers, berms and at-property treatments identified during detailed design should be installed early in the project so as to provide a benefit to receivers during the construction phase of the project.

Construction

Road traffic noise

NV11

The use of low noise pavement to further reduce road traffic noise at the source will be investigated during detailed design taking into account whole-life engineering considerations and the overall social, economic and environmental effects. If low noise pavement is found to be appropriate, it would be considered as a management measure when assessing operation noise impacts based on the detailed design.

Construction

NV12

The area in the vicinity of the western portal of the Iron Cove Link, Rozelle, will be assessed further during development of the detailed design to identify appropriate noise mitigation measures to address predicted increases in road traffic noise to the project. The measures that will be considered will include low road noise pavement, noise barriers, at-property treatments and the project design.

Construction

Operation

Operational noise performance

ON13

Potential operational noise performance of the project based on the detailed design will be assessed and appropriate management measures will be confirmed and implemented.

Construction

ONV14

Within 12 months of the commencement of the operation of the project, actual operational noise performance will be compared to predicted operational noise performance. The need for any additional management measures to address any identified operational performance issues and meet relevant operational noise criteria will be assessed and implemented where reasonable and feasible.

Operation
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