Campbelltown Road Upgrade REF - Appendix L · 7.1 Construction Noise Criteria for Residences 44 7.2 Construction Methodology 47 7 ... APPENDIX A – Noise Measurement Results . Campbelltown

APPENDIX L Campbelltown Road MR177 Noise assessment RMS 2013

CAMPBELLTOWN ROAD UPGRADE CAMDEN VALLEY WAY TO BROOKS ROAD

REF NOISE ASSESSMENT

REPORT NO. 11313 VERSION D

MARCH 2013

PREPARED FOR

HYDER CONSULTING PTY LTD LOCKED BAG 6503

NORTH SYDNEY NSW 2060

Campbelltown Road Upgrade Camden Valley Way to Denham Court – REF Noise Assessment Report No. 11313 Version D

DOCUMENT CONTROL

Version Status Date Prepared By Reviewed By

A Working Draft 4 September 2012 Jeffrey Peng Neil Gross B Draft 8 February 2013 Jeffrey Peng Neil Gross C Final 7 March 2013 Jeffrey Peng Neil Gross D Final 15 March 2013 Jeffrey Peng Neil Gross

Note All materials specified by Wilkinson Murray Pty Limited have been selected solely on the basis of acoustic performance. Any other properties of these materials, such as fire rating, chemical properties etc. should be checked with the suppliers or other specialised bodies for fitness for a given purpose. The information contained in this document produced by Wilkinson Murray is solely for the use of the client identified on the front page of this report. Our client becomes the owner of this document upon full payment of our Tax Invoice for its provision. This document must not be used for any purposes other than those of the document’s owner. Wilkinson Murray undertakes no duty to or accepts any responsibility to any third party who may rely upon this document.

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AAAC This firm is a member firm of the Association of Australian Acoustical Consultants and the work here reported has been carried out in accordance with the terms of that membership.

Celebrating 50 Years in 2012 Wilkinson Murray is an independent firm established in 1962, originally as Carr & Wilkinson. In 1976 Barry Murray joined founding partner Roger Wilkinson and the firm adopted the name which remains today. From a successful operation in Australia, Wilkinson Murray expanded its reach into Asia by opening a Hong Kong office early in 2006. 2010 saw the introduction of our Queensland office and 2011 the introduction of our Orange office to service a growing client base in these regions. From these offices, Wilkinson Murray services the entire Asia-Pacific region.


TABLE OF CONTENTS

Page

GLOSSARY OF ACOUSTIC TERMS

1 INTRODUCTION 1

2 SITE DESCRIPTION & TRAFFIC VOLUMES 2 2.1 Road Alignment & Operation 2 2.2 Noise Sensitive Receivers 2 2.2.1 Residential Receivers 4 2.2.2 Other Sensitive Receivers (shown in Yellow) 5 2.2.3 Commercial Receivers (Shown in Blue) 5 2.2.4 Buildings to be Demolished 5 2.3 Traffic Volumes 6 2.4 Existing Property Boundary Barriers 10

3 TRAFFIC NOISE MEASUREMENTS 13 3.1 Unattended Noise Monitoring Procedure 13 3.2 Attended Noise Measurements 14 3.3 Noise Monitoring Results 14

4 TRAFFIC NOISE CRITERIA 17 4.1 Residences 17 4.2 Other Noise Sensitive Receivers 18

5 TRAFFIC NOISE ASSESSMENT 20 5.1 Methodology of Assessing Traffic Noise Impact 20 5.2 Noise Modelling Procedures 20 5.3 Validation of the Noise Model 21 5.4 Predicted Noise Levels for 2016 “No Build” and “Build” Option 22 5.5 Predicted Noise levels for 2026 “No Build” and “Build” Option 23 5.6 Mitigation Option Review 24 5.7 Predicted Noise levels for Design Year 2026 “Build” Option with

SMA as Noise Mitigation 37 5.8 Predicted Noise levels for Design Year 2026 “Build” Option with

Noise Barriers 37 5.9 At Property Noise Treatment 39

6 MAXIMUM NOISE LEVEL ASSESSMENT 40


7 CONSTRUCTION NOISE & VIBRATION 43 7.1 Construction Noise Criteria for Residences 44 7.2 Construction Methodology 47 7.3 Construction Activities, Equipment Noise Levels & Predictions 48 7.4 Predicted Noise Levels 51 7.5 Construction Noise Mitigation Options 53 7.5.1 Community Liaison & General Approaches to Mitigation 54 7.6 Vibration Criteria 54 7.6.1 Human Comfort 55 7.6.2 Building Damage 55 7.7 Vibration Source Levels 56

8 SUMMARY & CONCLUSIONS 57

APPENDIX A – Noise Measurement Results


GLOSSARY OF ACOUSTIC TERMS

Most environments are affected by environmental noise which continuously varies, largely as a result of road traffic. To describe the overall noise environment, a number of noise descriptors have been developed and these involve statistical and other analysis of the varying noise over sampling periods, typically taken as 15 minutes. These descriptors, which are demonstrated in the graph below, are here defined.

Maximum Noise Level (LAmax) – The maximum noise level over a sample period is the maximum level, measured on fast response, during the sample period.

LA1 – The LA1 level is the noise level which is exceeded for 1% of the sample period. During the sample period, the noise level is below the LA1 level for 99% of the time.

LA10 – The LA10 level is the noise level which is exceeded for 10% of the sample period. During the sample period, the noise level is below the LA10 level for 90% of the time. The LA10 is a common noise descriptor for environmental noise and road traffic noise.

LA90 – The LA90 level is the noise level which is exceeded for 90% of the sample period. During the sample period, the noise level is below the LA90 level for 10% of the time. This measure is commonly referred to as the background noise level.

LAeq – The equivalent continuous sound level (LAeq) is the energy average of the varying noise over the sample period and is equivalent to the level of a constant noise which contains the same energy as the varying noise environment. This measure is also a common measure of environmental noise and road traffic noise.

ABL – The Assessment Background Level is the single figure background level representing each assessment period (daytime, evening and night time) for each day. It is determined by calculating the 10th percentile (lowest 10th percent) background level (LA90) for each period.

RBL – The Rating Background Level for each period is the median value of the ABL values for the period over all of the days measured. There is therefore an RBL value for each period – daytime, evening and night time.

Typical Graph of Sound Pressure Level vs Time

20

25

30

35

40

45

50

55

60

0:00 3:00 6:00 9:00 12:00 15:00

Monitoring or Survey Period (5 sec samples)

Soun

d Pr

essu

re L

evel

(dB

A) L Amax

L A1

L A10

L Aeq L A50

L A90

Campbelltown Road Upgrade Page 1 Camden Valley Way to Denham Court – REF Noise Assessment Report No. 11313 Version D

1 INTRODUCTION

NSW Roads and Maritime Services (RMS) has engaged Hyder Consulting for the preparation of a Review of Environmental Factors (REF) of the Campbelltown Road Upgrade proposal, between Camden Valley Way and Brooks Road as shown highlighted in purple in Figure 1-1. The road is currently single lane in each direction between the South Western Motorway On-Ramp and Brooks Road, and the main aspect of the project is to duplicate this to 2 lanes in each direction by widening and some minor realignment. Between the South Western Highway and Camden Valley Way, Campbelltown Road is already 2 lanes in each direction and an additional lane will be added in this section.

Wilkinson Murray has been commissioned by Hyder Consulting to provide the noise and vibration assessment for the REF. Accordingly, this report addresses operational traffic noise, including mitigation as well as construction noise and vibration.

This assessment has considered the EPA Road Noise Policy (RNP) and the RMS Environmental Noise Management Manual (ENMM) and the EPA Interim Construction Noise Guideline (ICNG).

Figure 1-1 Project Area


2 SITE DESCRIPTION & TRAFFIC VOLUMES

2.1 Road Alignment & Operation

Campbelltown Road is an arterial road with a dense graded asphaltic concrete (DGAC) pavement, and has a speed limit of 70km/h for the majority of the road. There are six major road intersections along Campbelltown Road. These are:

• Glenfield Road, approximately 0.2km south of Camden Valley Way;

• Beech Road, approximately 1km south of Camden Valley Way;

• M5 / Hume Hwy On Ramp, approximately 1.2km south of Camden Valley Way;

• Macdonald Road, approximately 3km south of Camden Valley Way;

• Zouch Road, approximately 4.1km south of Camden Valley Way; and

• Denham Court Road, approximately 5km south of Camden Valley Way.

2.2 Noise Sensitive Receivers

Figure 2-1 shows the aerial of proposal area with noise catchment areas, sensitive receivers and monitoring locations.


Figure 2-1 Aerial of Proposal Area Showing Noise Catchments, Sensitive Receivers and Monitoring Locations


2.2.1 Residential Receivers

Figure 2-1 shows the noise sensitive receivers considered in this noise assessment as well as various groups of residences along the alignment. These are grouped in Noise Catchment Areas (NCA) where NCAs are areas that are likely to have similar noise exposures, on the basis of factors such as topography, road design (cuttings, embankments, intersections etc.), setbacks and types of residences or other noise receptors.

Table 2-1 summarises the noise catchments which have been broadly identified.

Table 2-1 Noise Catchment Area Summary

NCA Description

A

Existing receivers on north side of Camden Valley Way near intersection with Campbelltown

Road. Includes 2 motels. Mix of single and double storey receivers. Traffic noise on Camden

Valley Way dominates noise environment. In this NCA Receiver 1 is closest to the road at a

setback distance of approximately 10m from the nearside carriageway.

B

Residences set further back from Campbelltown Road, which are affected by Hume Highway and

Glenfield Road. In This NCA Receiver 11 is closest to Campbelltown Road at a setback distance of

approximately 140m from the nearside carriageway.

C

Along this section, there is currently a residential subdivision being developed on the lands

fronting southbound lanes of Campbelltown Road after Glenfield Road. In this NCA Receiver 14 is

closest to Campbelltown Road at a setback distance of approximately 28m from the nearside

carriageway.

D

Residences set further back from Campbelltown Road, which are affected by the South Western

Freeway (F5) on ramp and also the main carriageways. In this NCA Receiver 22 is closest to

Campbelltown Road at a setback distance of approximately 330m from the nearside carriageway.

E

The residential subdivision near Ingleburn Gardens Drive. Those in the eastern part are also

affected by the M5. In this NCA Receiver 25 is closest to Campbelltown Road, which is at a


F

Isolated residences in this area, although this will be sub divided. In this NCA Receiver 37 is

closest to Campbelltown Road at a setback distance of approximately 30m from the nearside

carriageway.

G

Isolated residences to the south of Campbelltown Road. Mostly single storey, with access onto

Campbelltown Road. In this NCA Receiver 62 is closest to Campbelltown Road, which is at a


H

Isolated residences north of Campbelltown Road. Mostly single storey, with access onto

Campbelltown Road. In this NCA Receiver 55 is closest to Campbelltown Road at a setback

distance of approximately 31m from the nearside carriageway and Receiver 66 is closest to

Denham Court Road at approximately 27m to the nearside carriageway.

I A caravan park north of Campbelltown Road, where the front row of receivers is approximately

40m to the nearside carriageway of Campbelltown Road.

J Isolated residences to the South of Denham Court Road. In this NCA Receiver 69 is closest to

Campbelltown Road at a setback distance of approximately 40m from the nearside carriageway.


2.2.2 Other Sensitive Receivers (shown in Yellow)

• Ingleburn Primary School in the southwest quadrant of Campbelltown Road and Macdonald Road. Receiver ID 39-44;

• Bambi Kindergarten on Stevens Road in Noise Catchment F. Receiver ID 45; and

• Leaping Learner's Early Education Centre in Noise Catchment G. Receiver ID 58.

2.2.3 Commercial Receivers (Shown in Blue)

There are commercial receivers to the north of Campbelltown Road between Camden Valley Way and the F5 (Receiver ID 3 and 5). There is a military precinct (where the stone gates to the premises are considered a heritage item) north of Campbelltown Road, east of Zouch Road (Receiver ID 46) and a Landscaping business north of Campbelltown Road, west of Zouch Road (Receiver ID 57). In addition, there is a religious organisation located in the northwest quadrant of the intersection of Campbelltown Road and Zouch Road (Receiver ID 47). This receiver is not considered in the operational noise assessment as there are non-residential and a car park between the worship areas, and therefore traffic noise would be shielded at this location.

2.2.4 Buildings to be Demolished

Springmead Farm (Receiver ID 70), located immediately to the south of Denham Court Road on the western side of Campbelltown Road, will be demolished to construct the proposed alignment. Therefore Receiver 70 will not be considered further in this noise assessment.


2.3 Traffic Volumes

In order to assess noise impact in accordance with the RNP it is necessary to understand traffic volumes on all roads (not just Campbelltown Road) which affect the noise sensitive receivers in the area, including the percentage of heavy vehicles for the daytime and nigh time periods, for the following scenarios:

• Existing situation (2011) – to allow validation of the traffic noise model;

• At opening (2016) – with and without the proposed project; and

• 10 years after opening (2026) – with and without the proposed project.

The existing traffic volumes based on traffic counting, between 6 March 2012 and 12 March 2012, conducted by Austraffic are shown in Table 2-2

Table 2-2 Existing Traffic Summary in March 2012 (Austraffic)

Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)

85th Percentile

Speed

Light Heavy Light Heavy Day Night

Camden Valley Way to

Glenfield Road

Northbound 9552 495 2009 110 55 59

Southbound 19141 1393 3374 290 64 69

Glenfield Road to

Hume Highway on ramp

Northbound 3241 193 949 59 79 80

Southbound 13708 968 2269 158 80 85

Hume Highway to

Macdonald Road

Northbound 4675 288 1029 63 77 83

Southbound 4203 219 670 30 75 79

Macdonald Road to

Zouch Road

Northbound 3904 265 846 55 73 78

Southbound 3562 175 511 20 75 79

Zouch Road to

Denham Court Road

Northbound 3507 256 800 56 72 77

Southbound 3251 188 452 21 73 77

Tables 2-3 and 2-4 shows the traffic volumes for the years 2016 and 2026 provided by AECOM.

Table 2-3 7am to 10pm AADT Volumes (AECOM)

Campbelltown Road Daily Sectional Flows (AADT) Time Period 2011 2016 2026

1-Between Beech Road and Hume Highway on Ramp Total 21819 26584 33493

2-Between Hume Highway on Ramp and Macdonald Road Total 9824 19440 20142

3-Between Macdonald Road and Zouch Road Total 8231 13783 21521

4-Between Zouch Road and Denham Court Road Total 8148 13144 20631

5-Between Denham Court Road and Brooks Road Total 7200 13895 17777

7-Denham Court Road Total 4924 6421 14178

8-MacDonald Road Total 6928 8370 11797

8-Glenfield Road Total N/A 16812 12068


9-Camden Valley Way Total 33861 33321 38255

Table 2-4 10pm to 7am AADT Volumes (AECOM)

Campbelltown Road Daily Sectional Flows (AADT) Time Period 2011 2016 2026

1-Between Beech Road and Hume Highway on Ramp Total 4081 4972 6263

2-Between Hume Highway on Ramp and Macdonald Road Total 1991 3941 4082

3-Between Macdonald Road and Zouch Road Total 1669 2795 4363

4-Between Zouch Road and Denham Court Road Total 1652 2664 4161

5-Between Denham Court Road and Brooks Road Total 1459 2816 3586

7-Denham Court Road Total 998 1301 2860

8-MacDonald Road Total 1405 1697 2392

8-Glenfield Road Total N/A 3144 2257

9-Camden Valley Way Total 6333 6232 7154

For the above forecasted AADT volumes, percentage of heavy vehicle during the 7am to 10pm period is 8 percent of total daily traffic volume and 2 percent of total daily traffic volume during the 10pm to 7am period.

Forecasted AADT volumes in Table 2-3 and Table 2-4 are presented in a more detailed format, for noise modelling purposes, based on the proportion splits derived from existing traffic volumes (approved by RMS). Traffic volume proportions:

• during the day time period between “Camden Valley Way to Glenfield Road” and “Glenfield Road to Hume Highway On Ramp” are 2.86 for northbound and 1.4 for southbound;

• during the night time period between “Camden Valley Way to Glenfield Road” and “Glenfield Road to Hume Highway On Ramp” are 1.98 for northbound and 1.54 for southbound;

• from Camden Valley Way to Glenfield Road – northbound split of 39% and southbound split of 61%;

• from Glenfield Road to Hume Highway On Ramp – northbound split of 33% and southbound split of 67%; and

• South of Hume Highway On Ramp – northbound split of 66% and southbound split of 34%.

The forecasted traffic volumes for both “No Build” and “Build” options in the years 2016 and 2026 are presented in Table 2-5 and Table 2-8.


Table 2-5 No Build Option 2016 Traffic Volumes

Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)

Light Heavy Light Heavy


Glenfield Road

Northbound 15369 1613 2640 384

Southbound 23845 2502 4178 607

Glenfield Road to Hume

Highway on ramp

Northbound 5381 565 1335 194

Southbound 17041 1788 2711 394

Hume Highway to

Macdonald Road

Northbound 8529 908 2057 277

Southbound 7265 773 1066 143

Macdonald Road to

Zouch Road

Northbound 5757 613 1389 187

Southbound 4904 522 720 97

Zouch Road to

Denham Court Road

Northbound 5489 584 1323 178

Southbound 4676 498 690 88

Denham Court Road to

Brooks Road

Northbound 6350 676 1531 206

Southbound 5410 576 793 107

Glenfield Road Total 15514 1534 2774 392

MacDonald Road Total 7382 786 1460 196

Camden Valley Way Total 30393 3189 5483 797

Denham Court Road Total 5423 577 1072 144

Table 2-6 No Build Option 2026 Traffic Volumes

Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)



Glenfield Road

Northbound 18546 1946 3185 463

Southbound 28773 3019 5041 733


Highway on ramp

Northbound 6494 681 1610 234

Southbound 20564 2158 3271 476

Hume Highway to

Macdonald Road

Northbound 7943 846 1915 258

Southbound 6766 720 992 134

Macdonald Road to

Zouch Road

Northbound 8576 913 2068 278

Southbound 7306 778 1072 144

Zouch Road to

Denham Court Road

Northbound 8058 857 1932 261

Southbound 6865 730 1001 135


Brooks Road

Northbound 7982 849 1914 259

Southbound 6799 723 992 134



Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)





Table 2-7 Build Option 2016 Traffic Volumes

Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)



Glenfield Road

Northbound 16491 1730 2832 412

Southbound 25585 2685 4483 652


Highway on ramp

Northbound 5774 606 1432 208

Southbound 18285 1919 2909 423

Hume Highway to

Macdonald Road

Northbound 9487 1010 2288 308

Southbound 8082 860 1186 160

Macdonald Road to

Zouch Road

Northbound 6727 716 1623 218

Southbound 5730 610 841 113

Zouch Road to

Denham Court Road

Northbound 6415 683 1546 208

Southbound 5465 582 808 101


Brooks Road

Northbound 6781 722 1634 220

Southbound 5777 615 847 114






Table 2-8 Build Option 2026 Traffic Volumes

Location Direction

Day

(7am to 10pm)

Night

(10pm to 7am)



Glenfield Road

Northbound 20776 2180 3568 519

Southbound 32234 3382 5647 821


Highway on ramp

Northbound 7275 763 1804 262

Southbound 23037 2417 3664 533

Hume Highway to

Macdonald Road

Northbound 9830 1046 2370 319

Southbound 8374 891 1228 165

Macdonald Road to

Zouch Road

Northbound 10503 1118 2533 341

Southbound 8947 953 1313 177

Zouch Road to

Denham Court Road

Northbound 10070 1071 2414 327

Southbound 8578 912 1251 169


Brooks Road

Northbound 8677 923 2080 281

Southbound 7391 786 1078 146





2.4 Existing Property Boundary Barriers

Figure 2-2 and Figure 2-3 shows the indicative locations of existing boundary barriers considered in the noise model.


Figure 2-2 Indicative Location of Existing Barrier Surrounding Mirvac Residential Subdivision

2.2m Lapped and Capped Timber Fence

1.7m Lapped Timber Fence


Figure 2-3 Indicative Location of Existing Barrier at Ingleburn Gardens Drive Residential Subdivision




3 TRAFFIC NOISE MEASUREMENTS

Noise measurements of existing traffic were conducted during two separate surveys to characterise the existing noise environment and to calibrate the traffic noise model. Unattended long-term noise monitoring has been obtained at six representative locations along the length of Campbelltown Road. In addition, short-term attended noise monitoring was conducted at the junction of Camden Valley Way and Hume Highway, at 2415 Camden Valley Way and 696 Hume Highway.

3.1 Unattended Noise Monitoring Procedure

These locations have been selected based on a detailed inspection of potentially affected areas, giving considerations to other noise sources which may adversely influence the measurements, security issues for the noise monitoring devices and gaining permission for access from the residents or landowner.

Unattended noise loggers were deployed between Tuesday, 6 March and Wednesday, 14 March and between Tuesday, 1 May and Monday, 14 May 2012 at the following locations shown in Figure 2-1:

1. On the balcony of Room 301 of 8 York Street (Comfort Inn) (Façade);

2. Lot 302 on the side of Campbelltown Road (Façade);

3. Front yard of 2 Campbelltown Road (Free-field);

4. On the balcony of 19 Holyake Crescent (Free-field);

5. On the side of Campbelltown Road near Ingleburn Garden Drive (Free-field); and

6. Front yard of 489 Campbelltown Road (Free-field).

The noise monitoring equipment used for the noise measurements consisted of four ARL 215s and two ARL NGARA environmental noise loggers. The ARL 215 noise loggers were set to A-weighted, fast response, continuously monitoring each 15-minute period and is capable of monitoring and storing various noise level descriptors for later detailed analysis. The ARL NGARA noise logger was set to A-weighted, fast response and is capable of remotely monitoring and storing Lmax noise levels every one-tenth of a second. The equipment calibration was checked before and after the survey and no significant drift was noted. The logger determines LA1, LA10, LA90 and LAeq of the ambient noise. The most relevant of these descriptors is the LAeq descriptor which is used to describe intrusive noise from road traffic.

All six loggers were placed in a position with more than 130 degrees view of the road and four were placed in a free-field position with respect to traffic noise. The noise results are presented in graphical form in Appendix A.


3.2 Attended Noise Measurements

Further to the unattended noise monitoring, attended noise measurements were made at appropriate “satellite” locations during the daytime period to provide more data for the traffic noise model validation process. Traffic volume and classifications were monitored concurrently during the attended noise monitoring periods. The locations were chosen to represent all potentially affected noise sensitive receivers along the route. The locations are listed in Table 3-1 and are shown in Figure 2-1.

Table 3-1 Attended Noise Monitoring Locations

Number Location

A1 8 Zouch Road

A2 Watch Tower Bible & Tract Society

A3 Bambi Kindergarten on Stevens Road

A4 Ingleburn Primary School

A5 Ingleburn Garden Residential Area

A6 Lot 2 on Glenfield Road

A7 2415 Camden Valley Way

A8 696 Hume Highway Timber Flooring Shop

3.3 Noise Monitoring Results

A summary of the noise logger data (measured in the free field with the exception of Location 1 and Location 2) is shown in Table 3-2. Any extraneous noise not assumed to be typical of traffic has been excluded.

Table 3-2 Traffic Noise Summary

Monitoring Location

Setback Distance to

the Edge of Road

(m)

Day Time

LAeq,15hr

(dBA)

Night Time

LAeq,9hr

(dBA)

Position

Comfort Inn (1) 44 62.7 59.7 Façade

Mirvac (2) 5 73.1 69.4 Façade

2 Campbelltown Road (3) 35 61.5 58.4 Free-field

19 Holyake Court (4) 29 63.1 59.5 Free-field

Ingleburn Gardens (5) 4.5 69 67.2 Free-field

489 Campbelltown Road (6) 23 59.2 55.1 Free-field

A summary of the attended data is shown in Table 3-3 and Table 3-4.


Table 3-3 Attended Noise Survey Results on Tuesday, 6 March 2012

Location Time Setback Distance

to Road (m)

Angle of

View

LAeq

(dBA)

LAeq at the

Nearest Logger

(dBA)

A1 13:45 to 14:00 17 >150 62 61.4

A1 14:00 to 14:15 17 >150 62.1 61.7

A2 16:31 to 16:46 120 90 57.3 62.8

A3 15:33 to 15:48 88 <60 55.7 63

A4 14:30 to 14:45 >68 <90 54.7 62.5

A4 14:48 to 15:01 >68 <90 56 63

A4 15:05 to 15:20 19 >45 62.6* 63

A5 16:00 to 16:15 140 <30 51.7* 71.1

A6 17:00 to 17:15 125 >160 70.4* 71.1 Note: * denotes measurements that are dominated by traffic noise from roads other than Campbelltown Road.

It was established during the attended noise survey that the noise environment at Locations A4, A5 and A6 were not dominated by traffic noise from Campbelltown Road but from Macdonald Road, Hume Highway and Glenfield Road respectively. All attended measurement locations were free field.

Table 3-4 Attended Noise Survey Results on Friday, 16 March 2012

Location Time Setback Distance

to Road (m)

Angle of

View

LAeq

(dBA)

Traffic Count

(Cars / HV)

A7 10:20 to 10:35 4.5 >150 73.4 386 / 29

A7 10:45 to 11:00 4.5 >150 73.1 363 / 37

A7 11:00 to 11:15 4.5 >150 72.7 -

A7 11:15 to 11:30 4.5 >150 73.4 -

A8 10:45 to 11:00 5 >150 73.5 -

A8 11:15 to 11:30 5 >150 73.5 -

A8 12:51 to 13:06 5 >150 73.8 622 / 35

A8 13:15 to 13:30 5 >150 74 -

Unattended monitoring was also conducted at A1 in addition to the attended noise survey. However, due to logger failure only one day of valid data was collected. The daytime LAeq,15hr

noise level is 62dBA and night time LAeq,9hr noise level is 57.6dBA.

As the mix of traffic volumes within each of the three sections of road between the major intersections (Camden Valley Way, Hume Highway, Macdonald Road and Zouch Road) remains essentially the same and the traffic counts are available, it is possible to determine the relationship between the hourly noise levels at a satellite location and the nearest logger location within the same road section.


A summary of LAeq noise levels applicable to validating the noise model and L90 noise levels applicable to setting noise criteria for construction works are shown in Table 3-5. The LAeq noise levels at satellite locations A5 and A6 was perceived to be dominated by traffic noise from other arterial roads; therefore, are not appropriate for validating road traffic noise from Campbelltown Road.

Table 3-5 LAeq Period and LA90 Summary

Location LAeq,15hr Day

(dBA)

LAeq,9hr Night

(dBA)

LA90 Noise

Levels Day

(dBA)

LA90 Noise

Levels Eve

(dBA)

LA90 Noise

Levels Night

(dBA)

U1 62.7 (1) 59.7 (1) 54 53 46

U2 73.1 (1) 69.4 (1) 52 49 46

U3 61.5 58.4 53 53 43

U4 63.1 59.5 52 51 42

U5 69 67.2 51 47 43

U6 59.2 55.1 44 43 37

A1 62 57.8 46 41 38

A2 56.3 52.3 51 - -

A3 54.5 50.5 52 - -

A4 54.8 50.8 52-53 - -

A5 Dominated by

other roads

Dominated by

other roads 49 - -

A6 Dominated by

other roads

Dominated by

other roads 54 - -

A7 73.1 69.4 57 - -

A8 73.3 69.6 59-63 - - Note: (1) denotes monitoring taken at the façade


4 TRAFFIC NOISE CRITERIA

Criteria for assessment of road traffic noise are set out in the NSW Government’s Road Noise Policy (RNP).

Under the RNP, road projects are classified as either “new road” or “redevelopment of an existing road”. For all noise-sensitive locations considered in this assessment, the proposal would be classified as “Existing residences affected by noise from redevelopment of existing freeway/arterial/sub-arterial roads”.

The RMS developed their Environmental Noise Management Manual (ENMM) in response to the previous EPA noise criteria (ECRTN). Guidance notes have been issued to assist its adoption in relation to the RNP.

4.1 Residences

Table 4-1 sets out the assessment criteria for the identified existing residences.

Table 4-1 Assessment Criteria for Operational Traffic Noise - Residences

Road Category Type of Project /

Land Use

Assessment Criteria

Daytime

(7am-10pm)

Night Time

(10pm-7am)

Freeway / arterial /

sub-arterial roads

Existing residences affected by noise

from redevelopment of existing

freeway / arterial / sub-arterial roads

LAeq,15hour 60dBA

(external)

LAeq,9hour 55dBA

(external)

In applying Table 4-1, the increase in traffic noise is to be assessed at two times:

• The noise level immediately after opening of the project is compared with the level under current conditions immediately before opening; and

• The level 10 years after opening is to be compared with the level at the same time under a “no build” scenario – that is, allowing for any traffic growth that would have occurred in the absence of the project.

In the event that existing traffic noise levels already are just within or exceed the Assessment Criteria; the RNP indicates that in considering feasible and reasonable mitigation options that “an increase of up to 2dB represents a minor impact that is barely perceptible to the average person”.

Practice Note (iv) of the ENMM provides further discussion of situations where provision of additional controls would be considered "feasible and reasonable". in particular, for "redevelopment of existing freeway/arterial road" it is generally not considered reasonable to take action to reduce noise levels to the target levels if the noise levels with the proposal, ten years after project opening, are predicted to be:

• Within the "allowance" criterion – that is, 2dBA above "future existing" noise levels; and

• Not "acute" - that is, less than 65dBA LAeq,15hr and 60dBA LAeq,9hr.


The ENMM requires the RMS to consider traffic noise mitigation where criteria are exceeded in areas which have development consent for a sub division (where no residences have yet had DA approval) unless the area is exposed to existing traffic noise which “is already a problem”, in which case noise mitigation is the developers’ responsibility. Unfortunately, no guidance is given on what constitutes a problem, although we would consider that existing noise levels above the Base Criteria would be a reasonable test.

If road traffic noise is not currently a “problem” the RMS would provide mitigation to the area on the basis that only single storey residences are provided, putting the onus on the developer or future owners to provide treatment to upper floors.

RMS has provided guidance that they consider Campbelltown Road is already a “problem” and this assessment only considers existing residences or those with DA approval.

4.2 Other Noise Sensitive Receivers

Table 4-1 sets out the assessment criteria for non residential receivers.

Table 4-2 Assessment Criteria for Operational Traffic Noise – Residences

Existing Sensitive Land

Use

Assessment Criteria – dB(A)

Day

(7am-10pm)

Night

(10pm-7am)

1. School classrooms LAeq,1hr 40

(internal) when in use -

4. Open space (active use) LAeq,15hr 60

(external) when in use -

5. Open space (passive use) LAeq,15hr 55

(external) when in use -

8. Childcare facilities

Sleeping rooms LAeq,1hr 35 (internal)

Indoor play areas LAeq,1hr 40 (internal)

Outdoor play areas LAeq,1hr 55 (external)

-

Note that commercial receivers are not considered noise sensitive receivers and therefore are not assessed for operational noise impacts.

Note that for school classrooms and childcare facilities 10dB is added to the internal assessment criteria to conservatively estimate internal noise levels with windows open for ventilation. Therefore the external assessment criteria adopted in this noise assessment for school classrooms and childcare facilities would be LAeq,1hr 50dBA.

In addition to the assessment criteria outlined in Table 4-1 and Table 4-2, any increase in the total traffic noise level at a location due to the proposal must be considered. Residences experiencing increases in total traffic noise level above the relative increase criteria of LAeq,15hr

+12dB (external) and LAeq,9hr +12dB (external) should also be considered for noise mitigation. For other existing sensitive land uses at outlined in Table 4-2, the relative increase criteria should be applied to the respective LAeq,period for that land use type, except for open space. The


relative increase criteria are not considered further in this noise assessment as the increase in total traffic noise at all locations due to the proposal does not increase by more than 12dB.


5 TRAFFIC NOISE ASSESSMENT

The approach to traffic noise assessment requires the generation of a noise model for the project based on validating the measured traffic noise levels and predicted noise levels for the existing situation.

Once a validated noise model exists it is possible to predict noise levels at all the nearby residences or residences representative of each NCA for the existing situation. These predicted noise levels can be used to set the criteria at each location. It is then necessary to predict noise levels for the future years and comparison of these noise levels to the criteria dictates the need to consider feasible and reasonable mitigation measures.

5.1 Methodology of Assessing Traffic Noise Impact

Detailed noise calculations have been carried out for four different scenarios – ”Build” and “No Build” options in the year of opening and 10 years after project opening. All calculations and modelling are based on the traffic volumes approved by RMS for use with this project.

The following factors are considered during the assessment process:

• Traffic volume and likely proportions of heavy vehicles;

• Topographical information along and surrounding the entire project corridor;

• Land use surrounding the project;

• Vehicle speed;

• Different noise emission levels and source heights;

• Location of the noise sources on the motorway;

• Road surface types;

• Road gradient; and

• Attenuation from noise barriers (both natural and purpose built for the project).

The road source line in the noise model extends beyond where the proposal starts (Camden Valley Way) and terminates (south of Brooks Road) so that receivers located near the extents of the proposal would have at least a 160 degree “angle-of-view” of the road source line.

5.2 Noise Modelling Procedures

Noise levels from both the existing and proposed road designs were calculated using procedures based on the CoRTN (Calculation of Road Traffic Noise) (UK Department of Transport, 1988) prediction algorithms. The standard prediction procedures were modified in the following ways.

• LAeq values were calculated from the LA10 values predicted by the CoRTN algorithms using the well-validated approximation LAeq,1hour = LA10,1hr – 3. (NSW RTA, 2001);

• Noise source heights were set at 0.5m for cars, 1.5m for heavy vehicle engines and 3.6m for heavy vehicle exhausts, representative of typical values for Australian vehicles. Noise


from a heavy vehicle exhaust is 8dBA lower than the noise from the engine; and

• Previous research in Australia has established a negative correction to the CoRTN predictions of -1.7dB for façade-corrected levels (Samuels and Saunders, 1982). Corrections for Australian conditions have been included in noise modelling for this project.

The model was implemented using SoundPLAN software (Version 7.1) with 50% ground absorption. Road design information was based on data supplied by RMS / Hyder Consulting.

5.3 Validation of the Noise Model

It is considered the measured noise levels are the most reliable data to validate predicted noise levels so the noise model has been established primarily on this basis. Traffic volumes and 85th percentile speeds based on the traffic counting undertaken on site are shown in Table 2-2.

The horizontal and vertical alignment of existing road strings used in the model is defined using the ground topography (provided by Hyder Consulting), not the actual vertical alignment of Campbelltown Road. A Dense Graded Asphaltic Concrete road surface was utilised for the calibration model.

Traffic noise levels at receivers on the north side of the intersection of Camden Valley Way and Campbelltown Road are dominated by traffic on Camden Valley Way. Existing traffic counts along Camden Valley Way were not provided in sufficient detail to allow model calibration. Therefore the calibration of noise levels at the Comfort Inn, Satellite Locations 7 and 8 are based on traffic counting conducted by Wilkinson Murray during the site survey. The results of traffic noise measurement presented in Section 3 and model calculations for the same period can be found in Table 5-1 and Table 5-2.

Table 5-1 Calibration - Measured Vs Predicted Results - Campbelltown Road

Location Daytime LAeq,15hr Night Time LAeq,9hr

Measured Predicted Difference Measured Predicted Difference

Mirvac 73.1 73.7 -0.6 69.4 68.8 +0.6

2 Campbelltown Road 61.5 61.4 +0.1 58.4 57 +1.4

19 Holyake Court 63.1 64 -1.1 59.5 60.3 -0.8

Ingleburn Gardens 69.1 69.8 -0.7 67.2 65.8 +1.4

8 Zouch Road 62.1 62.7 -0.6 57.8 57.9 -0.1

489 Campbelltown Road 59.2 60.3 -1.1 55.1 55.6 -0.5

Table 5-2 Calibration - Measured Vs Predicted Results - Camden Valley Way

Location Daytime LAeq,1hr

Measured Predicted Difference

Comfort Inn 63.8 65.7 -1.9

2415 Camden Valley Way 73.1 72.6 -0.5

696 Hume Highway Timber Flooring Shop 73.8 73.7 +0.1


We consider these results are of sufficient accuracy to rely on the noise model to predict existing and future noise levels to compare with the criteria in the RNP.

5.4 Predicted Noise Levels for 2016 “No Build” and “Build” Option

Table 5-5 on the following pages summarise the predicted daytime and night time noise levels at representative receivers and the criteria determined in accordance with RNP and ENMM.

A review of Table 5-5 indicates out of the residential receiver locations assessed there are 48 exceedances over the night time LAeq,9hr criteria of 55dBA in 2016 for the “No Build” option, of which 16 are acute. For 2016 “Build” option, the number of receivers considered in this assessment exceeding the criteria reduced from 48 to 44, and 15 are acute. While for other sensitive receivers, the number of exceedances increased from 7 to 8. Table 5-3 summarises the number of receivers that are above the criteria in the Year 2016 for “Build” option.

Table 5-3 Summary of Exceedances in Year 2016 for “Build” Option

NCA Number of

receivers

Number of receivers

exceeding the base

criteria

Number of residential

receivers at acute

level

Number of receivers

with relative

increase >2dB

A 5 5 4 0

B 6 5 3 0

C 11 9 4 0

D 1 0 0 0

E 18 12 2 0

F 4 3 1 0

G 11 3 1 1

H 8 4 0 0

I 3 1 0 0

J 6 2 0 0

Other

Sensitive

Land

9 8 - 6


5.5 Predicted Noise levels for 2026 “No Build” and “Build” Option

Table 5-6 on the following pages summarises the predicted daytime and night time noise levels at representative receivers and comparison to the appropriate criteria.

Out of the receivers considered in this noise assessment, there are a total of 55 residential receivers exceeding the night time LAeq,9hr criteria of 55dBA and 8 other sensitive receivers exceeding the relevant criteria of LAeq,15hr of 60dBA for open space area and 50dBA (external) for classrooms in the design year 2026 for “Build” option, and of which 23 receivers are acute. The relative increase in noise levels is more than 2dBA at 8 receivers, and they are Receivers 39, 44, 45, 49, 50, 55, 58 and 68. This is mainly due to the redeveloped section of the road being located closer to the receivers and relocation of MacDonald Road. Upon review of the noise levels for “Build” and “No Build” options, it appears that, as a whole, widening of Campbelltown Road would not impose any further noise impacts on the surrounding environment with the exception of those beyond Zouch Road towards Denham Court Road and those located near the new MacDonald Road intersection. Table 5-4 summarises the number of receivers that are above the criteria in Year 2026 for “Build” option.

Table 5-4 Summary of Exceedances in Year 2026 for “Build” Option

NCA Number of

receivers

Number of receivers

exceeding the base

criteria

Number of residential

receivers at acute

level

Number of receivers

with relative

increase >2dB

A 5 5 4 0

B 6 6 3 0

C 11 9 6 0

D 1 0 0 0

E 18 14 2 0

F 4 4 1 0

G 11 6 2 1

H 8 6 4 3

I 3 2 0 0

J 6 3 1 0

Other

Sensitive

Land

9 8 - 4


5.6 Mitigation Option Review

For both 2016 and 2026 the Build option results indicate a number of residences exceed the assessment criteria and some are also acute. The acute residential properties in NCAs A and B are as a result of traffic noise from Camden Valley Way and Glenfield Road and are not considered further in this report as they are not part of this project. For those properties where Campbelltown Road is the dominant noise source the increase in noise levels is more than 2dBA. For this reason feasible and reasonable noise mitigation would be considered. EPA recommends the priority for treatment is as follows:

• Road design and traffic management;

• Quiet pavement surface;

• In corridor noise barriers / mounds; and

• At property treatments or localised barriers/ mounds.

A preliminary analysis has been undertaken to determine what additional noise control is considered “feasible” and “reasonable”. Given the road is relatively flat and there is a narrow corridor, there is little opportunity through road design to reduce noise levels. A re-evaluation of potential noise impacts has been undertaken assuming a low noise pavement such as Stone Mastic Asphalt or Open Graded Asphaltic Concrete can be included. For speeds greater than 75km/hr, representative of most of the alignment the benefit of using a low noise pavement is 2.5dBA. The preliminary assessment considering low noise pavement surface is presented in Section 5.7 of this report and the results are presented in Table 5-7.

In the event that a low noise pavement surface is not considered “feasible” and “reasonable” for this proposal, noise barriers should be considered. A preliminary noise barrier analysis has been conducted and is presented in Section 5.8 of this report.

At locations where it is considered “isolated” for at-road mitigation to be “feasible” and “reasonable”, mitigation in the form of architectural treatment has been considered and the discussion is presented in Section 5.9 of this report.

Whilst the preliminary assessment has identified additional noise control options that are considered “feasible” and “reasonable”, further acoustic investigation would need to be undertaken in the detailed design stage to confirm noise mitigation.


Table 5-5 Predicted Noise Levels for 2016 “No Build” and “Build” Option (Refer Figure 2-1 for Receiver Location)

Rec

ID

Receiver Address

Assessment

Criteria

2016

No Build

2016

Build

2016 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold

What is Difference in

Noise Levels

between Build and

No Build 2016?

If greater than 2 then

bold

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr

Night Day Night Day Night

1 62 Box Road 60 55 74 69 73 69 Yes Yes -0.6 -0.5 -

2 694 Hume Highway 60 55 70 65 69 65 Yes Yes -0.9 -0.9 -

4 8 York Street 60 55 62 58 62 58 Yes Yes -0.2 -0.2 -

6 241 Cedar Road 60 55 70 66 70 65 Yes Yes 0.0 -0.1 -

7 Lot 128 Camden Valley Way 60 55 73 69 73 69 Yes Yes -0.1 0.0 -

8 30 Old Glenfield Road 60 55 60 56 60 55 No No -0.3 -0.3 -

9 1A Old Glenfield Road 60 55 61 57 61 57 Yes Yes -0.2 -0.2 -

10 Old Glenfield Road 60 55 61 57 61 57 Yes Yes -0.2 -0.2 -

11 1 Glenfield Road 60 55 65 60 65 60 Yes Yes -0.1 -0.1 -

12 5 Glenfield Road 60 55 68 63 68 63 Yes Yes 0.0 0.1 -

13 Lot 1 Glenfield Road 60 55 67 62 67 62 Yes Yes -0.2 -0.1 -

14 Lot 411 B Campbelltown Road 60 55 69 65 70 65 Yes Yes 0.2 0.1 Yes

15 Lot 411 A Campbelltown Road 60 55 67 62 67 63 Yes Yes 0.2 0.2 Yes

16 Mirvac under-development 60 55 65 60 65 60 Yes Yes 0.0 0.0 Yes

17-G First Row Mirvac Development 60 55 62 57 62 58 Yes Yes 0.1 0.1 No

17-1F First Row Mirvac Development 60 55 64 59 64 59 Yes Yes 0.0 0.1 No

18 First Row Mirvac Development 60 55 62 57 61 57 Yes Yes -0.1 0.0 No

19-1F First Row Mirvac Development 60 55 64 60 64 60 Yes Yes 0.3 0.2 Yes

19-G First row Mirvac Development 60 55 61 57 61 57 Yes Yes 0.0 0.0 No

20-G 2nd Row Mirvac Development 60 55 56 52 57 52 No No 0.4 0.3 No


Rec

ID

Receiver Address

Assessment

Criteria

2016

No Build

2016

Build

2016 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2016?


bold

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


20-1F 2nd Row Mirvac Development 60 55 59 54 59 55 No No 0.3 0.2 No

21 2 Campbelltown Road Logger 60 55 65 60 64 59 Yes Yes -0.7 -0.7 No

22 Roy Watts Road 60 55 56 52 57 53 No No 0.8 0.8 No

23 Ingleburn Garden Future 60 55 63 59 62 58 Yes Yes -0.5 -0.1 No

24 Ingleburn Garden Existing 60 55 59 55 60 55 No No 1.4 0.9 No

25-G 19 Holyake Crescent 60 55 62 58 60 55 No No -1.7 -2.4 No

25-1F 19 Holyake Crescent 60 55 68 63 68 64 Yes Yes 0.4 0.2 Yes

26-1F 1 Ingleburn Gardens Drive 60 55 66 62 67 62 Yes Yes 0.4 0.3 Yes

26-G 1 Ingleburn Gardens Drive 60 55 62 57 62 58 Yes Yes 0.4 0.3 No


27-1F 3 Ingleburn Gardens Drive 60 55 61 56 61 57 Yes Yes 0.6 0.4 No


28-G 5 Ingleburn Gardens Drive 60 55 59 55 60 56 No Yes 0.7 0.6 No

29-G 7 Ingleburn Gardens Drive 60 55 59 54 59 55 No No 0.8 0.6 No


30-1F 11 Ingleburn Gardens Drive 60 55 58 54 59 54 No No 0.6 0.5 No




32 Ingleburn Garden Existing 60 55 61 57 62 57 Yes Yes 0.8 0.8 No

33 Ingleburn Garden DA 60 55 61 57 61 57 Yes Yes -0.1 0.0 No

34 2 Wentworth Road 60 55 63 59 63 59 Yes Yes -0.4 -0.2 No

35 6 Flinders Crescent 60 55 60 55 59 55 No No -0.2 -0.1 No


Rec

ID

Receiver Address

Assessment

Criteria

2016

No Build

2016

Build

2016 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2016?


bold

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


36 5 Flinders Crescent 60 55 62 58 61 57 Yes Yes -0.5 -0.3 No

37 2 Blaxland Road 60 55 67 63 67 63 Yes Yes -0.6 -0.4 Yes

38 Ingleburn Primary (McDonald) 60 - 63 61 59 54 No - -4.9 -6.9 No

39 Ingleburn Primary Class Room 50(ext) - 60 56 63 59 Yes - 3.1 2.9 Yes

40 Ingleburn Primary Class Room 50(ext) - 61 58 62 57 Yes - 0.4 -0.8 No

41 Ingleburn Primary Class Room 50(ext) - 62 60 59 55 Yes - -3.2 -5.0 No

42 Ingleburn Primary Play Area 60 - 59 55 61 57 Yes - 2.7 2.4 Yes


44 Ingleburn Primary School Oval 60 - 59 55 64 60 Yes - 4.6 4.9 Yes

45 Bambi Kindergarten 50(ext) - 58 53 61 57 Yes - 3.1 3.6 Yes

48-G 8 Zouch Road 60 55 61 56 60 55 No No -0.1 -1.2 No

48-1F 8 Zouch Road 60 55 59 55 59 54 No No -0.3 -1.3 No

49 36 Campbelltown Road 60 55 62 58 64 58 Yes Yes 2.0 0.7 No


51 10 Zouch Road 60 55 56 52 56 51 No No 0.1 -0.7 No

52 252 Campbelltown Road 60 55 56 52 56 51 No No 0.3 -0.7 No


54 246 Campbelltown Road 60 55 61 57 61 56 Yes Yes 0.2 -1.1 No



58 Leaping Learner's Early Education Centre 50(ext) - 65 60 67 61 Yes - 2.1 0.8 Yes

59 Denham Court Caravan Park 60 55 63 59 61 56 Yes Yes -1.4 -2.8 No


Rec

ID

Receiver Address

Assessment

Criteria

2016

No Build

2016

Build

2016 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2016?


bold

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


60 Denham Court Caravan Park 60 55 58 54 57 52 No No -0.8 -2 No

61 Denham Court Caravan Park 60 55 61 56 60 54 No No -0.7 -2 No

62 2 Blomfield Road 60 55 61 57 63 57 Yes Yes 1.2 0 No


64 Lot 17 Campbelltown Road 60 55 62 58 60 55 No No -1.9 -2.6 No

65 238 Campbelltown Road 60 55 57 53 58 53 No No 0.6 0 No

66 5 Campbelltown Road 60 55 62 58 61 57 Yes Yes -1 -1.3 No

67 2 Dickson Road 60 55 56 52 57 52 No No 0.7 0.4 No

68 1 Dickson Road 60 55 63 58 65 60 Yes Yes 2.1 1.6 Yes


71 228 Campbelltown Road 60 55 57 53 57 53 No No 0 -0.2 No

72 24 Brooks Road 60 55 55 51 56 52 No No 1 0.9 No

73 23 Brooks Road 60 55 59 55 59 55 No No -0.1 -0.1 No

74 21 Brooks Road 60 55 51 47 51 47 No No 0.3 0.3 No

75 27 Church Road 60 55 56 52 56 51 No No -0.2 -1.1 No

76 33 Church Road 60 55 53 49 54 48 No No 0.2 -0.8 No

77 - 60 55 60 56 61 57 Yes Yes 0.2 0.2 No

Note: G denotes ground floor and 1F for first floor.


Table 5-6 Predicted Noise Levels for 2026 “No Build” and “Build” Option

Rec

ID

Receiver Address

Assessment

Criteria

2026

No Build

2026

Build

2026 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2026?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


1 62 Box Road 60 55 75 70 74 69 Yes Yes -0.8 -0.7 -

2 694 Hume Highway 60 55 71 66 70 65 Yes Yes -1.1 -1.0 -

4 8 York Street 60 55 63 58 63 58 Yes Yes -0.3 -0.3 -

6 241 Cedar Road 60 55 71 66 71 66 Yes Yes -0.2 -0.3 -

7 Lot 128 Camden Valley Way 60 55 74 69 74 69 Yes Yes -0.3 -0.2 -

8 30 Old Glenfield Road 60 55 61 56 60 56 No Yes -0.3 -0.3 -

9 1A Old Glenfield Road 60 55 62 57 62 57 Yes Yes -0.3 -0.2 -

10 Old Glenfield Road 60 55 61 57 61 56 Yes Yes -0.3 -0.3 -

11 1 Glenfield Road 60 55 65 60 65 60 Yes Yes -0.1 -0.1 -

12 5 Glenfield Road 60 55 66 62 66 62 Yes Yes 0.0 0.0 -

13 Lot 1 Glenfield Road 60 55 66 62 66 62 Yes Yes -0.1 0.0 -

14 Lot 411 B Campbelltown Road 60 55 70 66 71 66 Yes Yes 0.3 0.4 Yes

15 Lot 411 A Campbelltown Road 60 55 68 63 68 64 Yes Yes 0.4 0.4 Yes

16 Mirvac under-development 60 55 66 61 66 61 Yes Yes 0.1 0.1 Yes

17-G First Row Mirvac Development 60 55 63 58 63 59 Yes Yes 0.3 0.3 No


18 First Row Mirvac Development 60 55 62 58 62 58 Yes Yes 0.1 0.1 No


19-G First row Mirvac Development 60 55 62 57 62 58 Yes Yes 0.2 0.1 No

20-G 2nd Row Mirvac Development 60 55 57 53 58 53 No No 0.5 0.5 No

20-1F 2nd Row Mirvac Development 60 55 60 55 60 55 No No 0.3 0.3 No


Rec

ID

Receiver Address

Assessment

Criteria

2026

No Build

2026

Build

2026 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2026?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


21 2 Campbelltown Road Logger 60 55 65 61 65 60 Yes Yes -0.5 -0.5 Yes

22 Roy Watts Road 60 55 57 53 58 53 No No 0.9 0.8 No

23 Ingleburn Garden Future 60 55 66 61 64 59 Yes Yes -1.4 -1.3 No

24 Ingleburn Garden Existing 60 55 63 58 62 57 Yes Yes -0.7 -0.8 No

25-G 19 Holyake Crescent 60 55 62 57 63 57 Yes Yes 0.2 0.0 No

25-1F 19 Holyake Crescent 60 55 68 63 68 64 Yes Yes 0.9 0.6 Yes

26-1F 1 Ingleburn Gardens Drive 60 55 66 62 67 62 Yes Yes 0.9 0.7 Yes












32 Ingleburn Garden Existing 60 55 61 57 62 58 Yes Yes 1.0 1.0 No

33 Ingleburn Garden DA 60 55 61 57 61 57 Yes Yes 0.4 0.3 No

34 2 Wentworth Road 60 55 63 59 63 59 Yes Yes 0.1 0.1 No

35 6 Flinders Crescent 60 55 60 55 60 56 No Yes 0.2 0.4 No

36 5 Flinders Crescent 60 55 62 57 62 58 Yes Yes -0.1 0.1 No

37 2 Blaxland Road 60 55 67 63 67 63 Yes Yes -0.2 0.0 Yes


Rec

ID

Receiver Address

Assessment

Criteria

2026

No Build

2026

Build

2026 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2026?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


38 Ingleburn Primary (McDonald) 60 - 66 63 59 54 No - -6.9 -8.1 No




42 Ingleburn Primary Play Area 60 - 60 56 62 57 Yes - 1.4 1.3 No

43 Ingleburn Primary Class Room 50(ext) - 62 58 64 59 Yes - 1.7 1.4 No

44 Ingleburn Primary School Oval 60 - 61 57 65 61 Yes - 4.2 4.6 Yes

45 Bambi Kindergarten 50(ext) - 59 55 62 58 Yes - 2.7 3.4 Yes

48-G 8 Zouch Road 60 55 62 58 62 57 Yes Yes 0.1 -0.9 No

48-1F 8 Zouch Road 60 55 61 57 61 56 Yes Yes -0.1 -1.1 No

49 36 Campbelltown Road 60 55 64 59 66 60 Yes Yes 2.3 1.0 Yes


51 10 Zouch Road 60 55 58 53 58 53 No No 0.1 -0.6 No






58 Leaping Learner's Early Education Centre 50(ext) - 66 62 69 63 Yes - 2.4 1.1 Yes


60 Denham Court Caravan Park 60 55 60 55 59 54 No No -0.5 -1.7 No


62 2 Blomfield Road 60 55 63 59 65 59 Yes Yes 1.5 0.3 No


Rec

ID

Receiver Address

Assessment

Criteria

2026

No Build

2026

Build

2026 “Build”

Option Noise

Levels Exceed

Criteria?

If acute then bold


Noise Levels

between Build and

No Build 2026?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr



64 Lot 17 Campbelltown Road 60 55 64 60 62 57 Yes Yes -1.5 -2.3 No

65 238 Campbelltown Road 60 55 59 54 60 55 No No 0.9 0.3 No

66 5 Campbelltown Road 60 55 65 60 64 60 Yes Yes -0.7 -0.9 Yes

67 2 Dickson Road 60 55 58 53 59 54 No No 0.8 0.6 No

68 1 Dickson Road 60 55 64 59 66 61 Yes Yes 2.2 1.7 Yes

69 230 Campbelltown Road 60 55 65 61 65 61 Yes Yes 0.3 -0.1 Yes

71 228 Campbelltown Road 60 55 58 54 58 54 No No 0 -0.2 No

72 24 Brooks Road 60 55 56 52 57 53 No No 1 0.8 No

73 23 Brooks Road 60 55 61 56 60 56 No Yes -0.1 0 No

74 21 Brooks Road 60 55 52 48 52 48 No No 0.3 0.3 No

75 27 Church Road 60 55 58 54 58 53 No No 0 -0.6 No

76 33 Church Road 60 55 55 51 56 51 No No 0.5 -0.5 No

77 - 60 55 61 57 62 58 Yes Yes 0.3 0.2 No



Table 5-7 Predicted Noise Levels for Design Year 2026 “Build” Option with Low Noise Pavement

Rec

ID

Receiver Address

Assessment

Criteria

Without Low Noise

Pavement

With Low Noise

Pavement

Noise Levels

without Low Noise

Pavement Exceeds

Assessment

Criteria?

Noise Levels with

Low Noise

Pavement Exceeds

Assessment

Criteria?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


1 62 Box Road 60 55 74 69 71 67 Yes Yes Yes Yes -

2 694 Hume Highway 60 55 70 65 67 63 Yes Yes Yes Yes -

4 8 York Street 60 55 63 58 60 56 Yes Yes No Yes -

6 241 Cedar Road 60 55 71 66 68 64 Yes Yes Yes Yes -

7 Lot 128 Camden Valley Way 60 55 74 69 71 67 Yes Yes Yes Yes -

8 30 Old Glenfield Road 60 55 60 56 58 53 No Yes No No -

9 1A Old Glenfield Road 60 55 62 57 59 55 Yes Yes No No -

10 Old Glenfield Road 60 55 61 56 58 54 Yes Yes No No -

11 1 Glenfield Road 60 55 65 60 62 58 Yes Yes Yes Yes -

12 5 Glenfield Road 60 55 66 62 64 59 Yes Yes Yes Yes -

13 Lot 1 Glenfield Road 60 55 66 62 63 59 Yes Yes Yes Yes -

14 Lot 411 B Campbelltown Road 60 55 71 66 68 64 Yes Yes Yes Yes Yes

15 Lot 411 A Campbelltown Road 60 55 68 64 66 61 Yes Yes Yes Yes Yes

16 Mirvac under-development 60 55 66 61 63 59 Yes Yes Yes Yes No

17-G First Row Mirvac Development 60 55 63 59 60 56 Yes Yes No Yes No

17-1F First Row Mirvac Development 60 55 65 60 62 58 Yes Yes Yes Yes No

18 First Row Mirvac Development 60 55 62 58 60 55 Yes Yes No No No

19-1F First Row Mirvac Development 60 55 65 61 63 58 Yes Yes Yes Yes No

19-G First row Mirvac Development 60 55 62 58 59 55 Yes Yes No No No

20-G 2nd Row Mirvac Development 60 55 58 53 55 51 No No No No No

20-1F 2nd Row Mirvac Development 60 55 60 55 57 53 No No No No No


Rec

ID

Receiver Address

Assessment

Criteria

Without Low Noise

Pavement

With Low Noise

Pavement

Noise Levels

without Low Noise

Pavement Exceeds

Assessment

Criteria?

Noise Levels with

Low Noise

Pavement Exceeds

Assessment

Criteria?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


21 2 Campbelltown Road Logger 60 55 65 60 62 58 Yes Yes Yes Yes No

22 Roy Watts Road 60 55 58 53 55 51 No No No No No

23 Ingleburn Garden Future 60 55 64 59 64 59 Yes Yes Yes Yes No

24 Ingleburn Garden Existing 60 55 62 57 62 57 Yes Yes Yes Yes No

25-G 19 Holyake Crescent 60 55 63 57 63 57 Yes Yes Yes Yes No

25-1F 19 Holyake Crescent 60 55 68 64 66 61 Yes Yes Yes Yes Yes

26-1F 1 Ingleburn Gardens Drive 60 55 67 62 65 60 Yes Yes Yes Yes Yes

26-G 1 Ingleburn Gardens Drive 60 55 62 58 60 55 Yes Yes No No No

27-G 3 Ingleburn Gardens Drive 60 55 63 59 60 56 Yes Yes No Yes No

27-1F 3 Ingleburn Gardens Drive 60 55 61 57 59 54 Yes Yes No No No


28-G 5 Ingleburn Gardens Drive 60 55 60 56 58 53 No Yes No No No

29-G 7 Ingleburn Gardens Drive 60 55 60 55 57 53 No No No No No


30-1F 11 Ingleburn Gardens Drive 60 55 59 55 57 52 No No No No No

30-G 11 Ingleburn Gardens Drive 60 55 60 56 58 54 No Yes No No No

31-1F 17 Ingleburn Gardens Drive 60 55 59 55 57 52 No No No No No

31-G 17 Ingleburn Gardens Drive 60 55 58 54 55 51 No No No No No

32 Ingleburn Garden Existing 60 55 62 58 60 55 Yes Yes No No No

33 Ingleburn Garden DA 60 55 61 57 59 54 Yes Yes No No No

34 2 Wentworth Road 60 55 63 59 60 56 Yes Yes No Yes No

35 6 Flinders Crescent 60 55 60 56 57 53 No Yes No No No

36 5 Flinders Crescent 60 55 62 58 59 55 Yes Yes No No No

37 2 Blaxland Road 60 55 67 63 64 60 Yes Yes Yes Yes Yes


Rec

ID

Receiver Address

Assessment

Criteria

Without Low Noise

Pavement

With Low Noise

Pavement

Noise Levels

without Low Noise

Pavement Exceeds

Assessment

Criteria?

Noise Levels with

Low Noise

Pavement Exceeds

Assessment

Criteria?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr


38 Ingleburn Primary (McDonald) 60 - 59 54 56 52 No - No - No

39 Ingleburn Primary Class Room 50(ext) - 64 60 61 57 Yes - Yes - No



42 Ingleburn Primary Play Area 60 - 62 57 59 55 Yes - No - No


44 Ingleburn Primary School Oval 60 - 65 61 62 59 Yes - Yes - No

45 Bambi Kindergarten 50(ext) - 62 58 60 56 Yes - Yes - No

48-G 8 Zouch Road 60 55 62 57 60 55 Yes Yes No No No

48-1F 8 Zouch Road 60 55 61 56 58 53 Yes Yes No No No

49 36 Campbelltown Road 60 55 66 60 63 58 Yes Yes Yes Yes No


51 10 Zouch Road 60 55 58 53 55 50 No No No No No

52 252 Campbelltown Road 60 55 58 53 55 50 No No No No No

53 250 Campbelltown Road 60 55 62 56 59 54 Yes Yes No No No

54 246 Campbelltown Road 60 55 63 58 61 55 Yes Yes Yes No No


56 242 Campbelltown Road 60 55 62 56 59 54 Yes Yes No No No

58 Leaping Learner's Early Education Centre 50(ext) - 69 63 66 61 Yes - Yes - No

59 Denham Court Caravan Park 60 55 63 58 61 55 Yes Yes Yes No No

60 Denham Court Caravan Park 60 55 59 54 57 52 No No No No No

61 Denham Court Caravan Park 60 55 62 57 60 55 Yes Yes No No No

62 2 Blomfield Road 60 55 65 59 62 56 Yes Yes Yes Yes No


Rec

ID

Receiver Address

Assessment

Criteria

Without Low Noise

Pavement

With Low Noise

Pavement

Noise Levels

without Low Noise

Pavement Exceeds

Assessment

Criteria?

Noise Levels with

Low Noise

Pavement Exceeds

Assessment

Criteria?

Consider

Noise

Mitigation?

Day Night LAeq,15hr

Day

LAeq,9hr

Night

LAeq,15hr

Day

LAeq,9hr



64 Lot 17 Campbelltown Road 60 55 62 57 60 55 Yes Yes No No No



67 2 Dickson Road 60 55 59 54 57 52 No No No No No

68 1 Dickson Road 60 55 66 61 64 59 Yes Yes Yes Yes No



72 24 Brooks Road 60 55 57 53 55 51 No No No No No

73 23 Brooks Road 60 55 60 56 58 54 No Yes No No No

74 21 Brooks Road 60 55 52 48 50 46 No No No No No

75 27 Church Road 60 55 58 53 56 51 No No No No No

76 33 Church Road 60 55 56 51 54 49 No No No No No

77 - 60 55 62 58 59 55 Yes Yes No No No



5.7 Predicted Noise levels for Design Year 2026 “Build” Option with SMA as Noise Mitigation

Table 5-7 shows the results assuming a low noise pavement (SMA). Overall the predicted noise levels for Design Year 2026 “Build” Option are reduced by up to 2.5dBA. The number of exceedances reduced from 63 to 39 and receivers that are acute reduced from 23 to 9. With the provision of SMA there are still a number of properties that exceed the Assessment Criteria and of those dominated by Campbelltown Road are still acute. However at all properties the noise levels have reduced compared to the “No Build” options, such that further mitigation at properties which are not acute is not deemed necessary.

It is expected that many of the proposed residential sub-divisions as a function of existing traffic noise levels along Campbelltown Road would require provision of barriers. It is encouraged that the RMS liaise with the developers about optimising the location and design of these barriers.

In relation to those properties which are acute, then further investigation is required to determine whether additional barriers, increasing the height of existing barriers or providing at residence mitigation is the most cost effective option.

5.8 Predicted Noise levels for Design Year 2026 “Build” Option with Noise Barriers

In the event that a low noise pavement surface is not “feasible” and “reasonable” for this section of road we have also considered the location and height of barriers required to achieve the Assessment Criteria. A review of the noise catchment areas considered in this noise assessment, only NCA C and NCA E are considered for the noise barrier option. Architectural treatment is preferred over noise barriers for receivers located in other NCAs as they are deemed too isolated for treatment using the noise barrier option.

It should be noted that this study for NCAs C and E has been based on the existing barrier footprint shown in Figure 2-2 and Figure 2-3.

A comparison of noise reduction for a range of barrier heights has been carried out for the most affected residences in NCAs C and E. Figure 5-1 and Figure 5-2 shows the relation between barrier height and resulting night time noise levels for the design year for NCAs C and E respectively.


Figure 5-1 Noise Barrier Insertion Loss for NCA C Mirvac Development

Mirvac Development (NCA C)

0

10

20

30

40

50

60

70

0 2 4 6 8 10 12 14

Noise Barrier Height (m)

Soun

d Pr

essu

re L

evel

(dB

A)

0

2

4

6

8

10

12

Inse

rtio

n Lo

ss (d

B)

Highest noise level at any dwellingNoise barrier insertion loss

Figure 5-2 Noise Barrier Insertion Loss for NCA E Ingleburn Gardens

19 Holyake Crt Ground Floor (NCA E)

0

10

20

30

40

50

60

70

0 2 4 6 8 10 12 14

Noise Barrier Height (m)

Soun

d Pr

essu

re L

evel

(dB

A)

0

5

10

15

20

25

Inse

rtio

n Lo

ss (d

B)

Highest noise level at any dwellingNoise barrier insertion loss


A review of the results shown in Figure 5-1 for NCA C indicates the target LAeq,9hr noise level of 55dBA can be achieved at ground floor residences by constructing barriers of 4m in height whilst second floor residences will require further noise treatment to reduce noise levels to meet the Assessment Criteria. A minimum insertion loss of at least 5dB is provided by a 4m barrier, which is a slight improvement over the existing 2.2m barrier.

Similarly, a review of Figure 5-2 for NCA E indicates the target LAeq,9hr noise level of 55dBA can be achieved by constructing barriers of 3m in height. A minimum insertion loss of at least 5dB is provided by a 3m barrier, which is a slight improvement over the existing 2.2m barrier. Whilst the proposed noise mitigation reduces the number of Ingleburn Garden ground floor residences exceeding the Assessment Criteria, there are still a number of exceedances at ground floor. Some are believed to be affected by traffic noise from the F5 and some are located near the entrance of the Ingleburn Gardens Drive where there is a gap in the barrier. This suggests further noise treatment is also required for some ground floor residences. Moreover, second floor residences will require further noise treatment to reduce noise levels to meet the Assessment Criteria.

Noise modelling indicates that the existing traffic noise from Campbelltown Road already exceed the base assessment criteria at most locations and the road traffic noise levels for the design year will not increase by more than 2dB over the “No Build” option noise levels. And given that there are barriers placed at the boundary of both subdivisions, re-constructing or upgrading the barriers may have minimal incremental benefits.

5.9 At Property Noise Treatment

At locations where it is considered “isolated” for at-road mitigation to be “feasible” and “reasonable, mitigation in the form of architectural treatment should be considered to achieve compliance with the applicable noise goals. The preliminary analysis without at-road mitigation has identified 7 ground floor residential receivers to be considered for architectural treatment. They are Receivers 37, 49, 50, 55, 66, 68, and 69. Where at-road mitigation in the form of low noise pavement has been incorporated into the road design, ground floor residences to be considered for architectural treatment reduced from 7 to 1 (Receiver 37). For these properties where the exceedances are up to 10dB, provision of fresh air ventilation, sealing of wall vents and upgraded window and door seals is generally considered appropriate. Further acoustic investigation at these locations is recommended during the detail design stage to confirm the need for mitigation.


6 MAXIMUM NOISE LEVEL ASSESSMENT

Although there are no specific criteria relating to sleep disturbance in the RNP, the document recommends that an assessment of such levels be undertaken where impacts may occur during the night. The only guidance offered in terms of acceptable maximum noise levels are:

• Maximum internal noise levels below 50-55dBA are unlikely to cause awakening reactions • One or two noise events per night with maximum internal noise levels of 65-70dBA are not

likely to significantly affect health and wellbeing Note that the cause of sleep disturbance varies between studies, however, it is largely recognised that the maximum noise level of an event, the number of occurrences, the duration of the event, and the emergence above background or ambient noise levels are key factors. Not all people are affected to the same degree or by the same noise exposure. Findings from studies of sleep disturbance measured by an awakening, change in sleep state or awakening-effects reflect the considerable variation in the populations response to noise. The RTA’s Environmental Noise Management Manual (ENMM) puts forward a protocol for assessing maximum traffic noise levels. In Practice Note (iii) the document states:

At locations where road traffic is continuous rather than intermittent, the LAeq,9hr target noise levels should sufficiently account for sleep disturbance impacts.

A ‘maximum noise event’ can therefore be defined as any passby for which

LAmax - LAeq,1hr >= 15dBA

The assessment of maximum noise impacts for the project was undertaken by sampling night time traffic noise at 100ms at a representative location along Campbelltown Road. The night time noise levels was recorded and later analysed to determine the maximum noise level events for the existing traffic flows.

The measurements were made at 489 Campbelltown Road at a distance of 23m from the edge of the nearest carriageway. The measured LAeq,1hr traffic noise levels have been categorised and are presented in Table 6-1 for the night time period.

Table 6-1 Measured LAeq, 1hr Noise Levels at 489 Campbelltown Road

Time LAeq,1hr (dBA)

10.00pm-11.00pm 56

11.00pm-12.00am 56

12.00am-1.00am 54

1.00am-2.00am 50

2.00am-3.00am 48

3.00am-4.00am 49

4.00am-5.00am 51

5.00am-6.00am 55

6.00am-7.00am 59


The proposed alignment of the Campbelltown Road Upgrade project varies from the current alignment substantially between Ingleburn Gardens Drive and past Denham Court Road whilst it varies only slightly from the current alignment between Camden Valley Way and Ingleburn Gardens Drive. The likely change in maximum noise levels would be insignificant at most receivers with the exception of receivers located to the west of Zouch Road, namely 489 Campbelltown Road and 1 Dickson Road. The maximum noise levels at these receivers are likely to increase by 2 to 3dB which is more than the increase in LAeq,period shown in Table 5-5 and Table 5-6.

Figure 6-1 shows the frequency distribution of recorded maximum noise events at 489 Campbelltown Road. However, the raw data does not allow for an appropriate assessment of sleep disturbance as it is likely many of the LAmax events would not be sufficiently above the ambient noise level to cause sleep disturbance impact.

Figure 6-1 Frequency Distribution of Maximum Noise Levels and ENMM Maximum Noise Events at 489 Campbelltown Road

0

20

40

60

80

100

120

140

60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77

LAmax (dBA)

Num

ber o

f Eve

nts

Maximum Noise Events ENMM Maximum Noise Events

Figure 6-2 shows the hourly frequency distribution of ENMM maximum noise events and maximum noise events that are greater than 75dBA (representative of internal noise levels of 65dBA with windows open for ventilation).


Figure 6-2 Hourly Frequency Distribution of ENMM Maximum Noise Events at 489 Campbelltown Road

0

5

10

15

20

25

30

35

40

10:00 PM 11:00 PM 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM

Start Time

Num

ber o

f Eve

nts

ENMM Maximum Noise Events LAmax>75dBA (External)

A review of Figure 6-1 and Figure 6-2 indicate that there are 10 occurrences where the ENMM maximum noise events are greater than 65dBA internally, which is more than two events per night. This further suggests the existing Campbelltown Road traffic noise may already result in some sleep disturbance. However, if at-road mitigation is not provided to residences located to the west of Zouch Road and given that maximum noise level event are likely to increase due to road widening (possibly an increase in LAmax of up to 3dB), additional acoustic investigation at residential receivers located to the south of Zouch Road is recommended during the detail design stage to confirm the need for mitigation.


7 CONSTRUCTION NOISE & VIBRATION

Precise construction activities would be determined at the detailed design stage of the Proposal. The proposed construction period is to be approximately 2-3 years commencing in late 2013.

The works would be undertaken by the Contractor who would be responsible for planning all construction processes, including scheduling and overall timing of works. The Contractor will be held to the requirements of this REF, the Decision Report and their Construction Environmental Management Plan (CEMP) which will include a Noise and Vibration Sub Plan and works would be undertaken to the satisfaction of the RMS. The project would require the majority of earthworks fill and pavement materials to be imported to the work site from a licensed supplier within or near the Sydney region. Any spoil material that is either surplus or unsuitable for re-use in the project would be removed and either stockpiled for re-use in another construction project or transported to a licensed disposal or recycling facility. The workforce would comprise between 5 and 50 personnel, depending on the stage of the construction works. Works would mostly be undertaken during the following standard working hours. However, due to the nature of the project it is anticipated that some sporadic work may be required outside of the standard working hours to avoid major delays to commuter traffic and ensure the safety of the workforce. Out of hours works will be required to complete some of the construction works (bridge girders and utility relocation across the corridor) and activities such as traffic control switches and some pavement finishing works. The majority of these works are not intensive but some may include high noise generating activities. Where possible these will be programmed for out of hours works on the weekend and during the evening, but it is likely the lifting of bridge girders over the Hume Highway and utilities works will require partial road closures so will occur at night time. These works would all require more detailed quantitative assessment by the contractor prior to construction approval, to identify if and where exceedances are likely and address feasible and reasonable mitigation measures. Where works would be required outside of the standard working hours outlined above, the procedure contained in the RMS’s Environmental Noise Management Manual 2001, “Practice Note vii – Roadworks Outside of Normal Working Hours” would be followed.

This section of the report therefore focuses on the more typical works during standard construction hours and the night time “bridgeworks”. A Construction Noise and Vibration Management Plan should be prepared during the final approval process as part of the Construction Environmental Management Plan (CEMP). This plan should detail the mitigation, monitoring and community liaison measures. The plan will be updated to incorporate any additional measures that emerge as the project design evolves and work methodologies become better defined. Areas that should be addressed in the plan include:

• Noise and vibration monitoring;

• Response to complaints;


• Responsibilities;

• Monitoring of noise emissions from plant items;

• Reporting and record keeping;

• Non compliance and corrective action; and

• Community consultation and complaint handling.

7.1 Construction Noise Criteria for Residences

The NSW Interim Construction Noise Guideline (ICNG) presents the process to assess construction in NSW. The ICNG was developed by the Department of Environment Climate Change & Water (DECCW) taking into consideration that construction is temporary, noisy and difficult to ameliorate. As such, the ICNG was developed to focus on applying a range of work practices most suited to minimising construction noise impacts, rather than focusing only on achieving a numeric noise level.

The ICNG recommends that standard construction work hours should typically be as follows:

• Monday to Friday 7.00am to 6.00pm;

• Saturday 8.00am to 1.00pm; and

• No work on Sundays or public holiday.

Additionally, it recommends quantitative management noise goals at residences as presented in Table 7-1.

Table 7-1 Noise at Residences using Quantitative Assessment

Time of Day

Management

Level

LAeq,15 min

How to Apply

Recommended

standard hours:

Monday to Friday

7am to 6pm

Saturday

8am to 1pm

No work on Sundays

or Public Holidays

Noise affected

RBL + 10dB(A)

• The noise affected level represents the point above which

there may be some community reaction to noise.

• Where the predicted or measured LAeq,15min is greater than

the noise affected level, the proponent should apply all

feasible and reasonable work practices to minimise noise.

• The proponent should also inform all potentially impacted

residents of the nature of works to be carried out, the

expected noise levels and duration, as well as contact details.


Time of Day

Management

Level

LAeq,15 min

How to Apply

Highly noise

affected

75dB(A)

• The highly noise affected level represents the point above

which there may be strong community reaction to noise.

• Where noise is above this level, the relevant authority may

require respite periods by restricting the hours that the very

noisy activities can occur, taking into account:

1. times identified by the community when they are less

sensitive to noisy such as before and after schools, or mid-

morning or mid-afternoon for works near residences; and

2. if the community is prepared to accept a longer period of

construction in exchange for restrictions on construction

times.

Outside

recommended

standard hours

Noise affected

RBL + 5dBA

• A strong justification would typically be required for works

outside the recommended standard hours.

• The proponent should apply all feasible and reasonable work

practices to meet the noise affected level.

• Where all feasible and reasonable practices have been

applied and noise is more than 5dBA above the noise

affected level, the proponent should negotiate with the

community.

In addition to the above criteria, where any work is conducted during the night time period (10.00pm-7.00am), the EPA recommends that to protect against sleep disturbance, LA1,1min noise levels should not exceed the background level by more than 15dBA at any residence. In practice, the LA1,1min level can be represented by the maximum noise level.

The ICNG presents the following noise management levels for non-residential premises:

• Active recreation areas (such as parks) external LAeq (15 min) 65dBA

• Passive Recreation areas external LAeq (15 min) 60dBA

• Industrial premises: external LAeq (15 min) 75dBA

• Offices, retail outlets external LAeq (15 min) 70dBA

• Classrooms, hospitals, places of worship internal LAeq (15 min) 45dBA

The proposed construction hours are 7.00am to 6.00pm Monday to Friday and 8.00am to 1.00pm Saturday. The criteria specific to this project are based on background noise levels presented in Section 3 and shown in Table 3-5.


The construction noise criteria at existing residences representative of the various NCAs along the alignment are shown in Table 7-2. Future residences in the land release areas are also identified, although it is not clear at this stage which residences will be occupied.

Table 7-2 LAeq Construction Noise Criteria

ID Receiver Location

Background Level

(dBA) Measurement

Location Used

(refer Fig 3-1)

Criteria LAeq

(dBA)

D E N D E N

14 Lot 411 Campbelltown Road 52 49 46 U2/U3 62 54 51

21 2 Campbelltown Road 52 49 46 U2/U3 62 54 51

23 Ingleburn Future 51 47 43 U4 61 52 48

24 Ingleburn Existing 51 47 43 U4 61 52 48

25 19 Holyake Crescent 51 47 43 U4 61 52 48

37 2 Blaxland Road 51 47 43 U4 61 52 48

41 Ingleburn Primary Classroom 52 - - A4 62 - -

42 Ingleburn Primary Play Area 52 - - A4 62 - -

44 Ingleburn Primary Oval 52 - - A4 62 - -

46 Ingleburn Military Heritage

Precinct Front Office 44 - - U6 70 - -

47 Watchtower Bible & Tract

Society 44 43 37 U6 70 - -

57 Austec Irrigation Garden

Supplies 44 - - U6 70 - -

55 489 Campbelltown Road 44 43 37 U6 54 48 42

48 8 Zouch Road 44 43 37 U6 54 48 42

58 Leaping Learner's Early

Education Centre 44 43 37 U6 54 48 42

66 5 Campbelltown Road 44 43 37 U6 54 48 42

68 1 Dickson Road 44 43 37 U6 54 48 42

69 230 Campbelltown Road? 44 43 37 U6 54 48 42

In relation to an indicative assessment of night time works the construction noise criteria at residences potentially affected by bridgeworks are shown in Table 7-3.

Table 7-3 LAeq Construction Noise Criteria (Night time)

ID Receiver Location

Night time

Background Level

(dBA)

Criteria LAeq

(dBA)

LAeq LAMax

23 Ingleburn Future 42 47 57

24 Ingleburn Existing 42 47 57


7.2 Construction Methodology

The construction work for the project will be delivered in a number of stages to ensure smooth traffic flow through the worksite.

The method of construction would generally involve the following sequence of activities, subject to detailed work methodologies to be prepared by the Contractor:

• Site establishment and preliminary works which would include:

o Commencement of pre-construction mitigation measures outlined in the Construction Environmental Management Plan, such as installation of erosion, sediment and water quality controls.

o Establishment of stockpile and compound sites.

o Establishment of site access.

o Implementation of construction speed limits.

o Temporary sedimentation basins.

o Relocation and/or adjustment of affected utilities, services and signage (as required throughout construction staging).

o Installation of temporary traffic controls.

o Installation of portable Variable Message Signs.

• Clearing activities including removal of vegetation and demolition/reclamation of redundant infrastructure including the existing pavement.

• Earthworks involving:

o Removal and stockpiling and/or spoiling of topsoil.

o Excavation and spoiling of unsuitable material.

o Subgrade ripping and recompacting.

o Rock hammering and pavement demolition.

o Recycling of site won material including the use of crushing and screening plant and equipment.


o Hauling, spreading and compacting earthworks materials that are predominantly sourced from quarries off site.

• Bridge and retaining wall works including bored piles, formwork, concrete pours, craning in of precast elements. The craning of the larger girders / beams to span the Hume Highway will be undertaken at night time

• Construction of a spill containment facility.

• Drainage construction using precast pipe culverts, reinforced concrete box sections and cast in-situ concrete drains.

• Construction of kerbs and medians.

• Haulage, spreading and placing select material for road construction. This may include the use of recycled asphalt.

• Construction of pavements consisting of bound and unbound granular material such as aggregates, concrete, bitumen seals and asphalts.

• Milling, re-sheeting of the existing travel lanes and heavy patching where required.

• Construction of roadside furniture including guardrail, F-Type barrier (in-situ and extruded).

• Installation of street lighting.

• Installation of traffic control signals.

• Installation of signs and line marking.

• Decommissioning stockpile and compound sites and site clean up.

• Topsoiling and landscaping.

For noise assessment purposes these works have been grouped into 4 main phases:

1. Site Clearing and Preparation

2. Roadworks, including Drainage, Earthworks and Pavement

3. Bridgeworks

4. Road Infrastructure (Lighting, Signals, Line Marking, Noise Walls etc)

7.3 Construction Activities, Equipment Noise Levels & Predictions

Typical construction activities and sound levels of typical construction equipment are listed in Table 7-4 and Table 7-5, based on information provided by Hyder Consulting, as design input to the project. The table gives the sound power level based on the LAeq (Lweq) and LAmax (Lwmax) sound power levels emitted by the equipment.


Table 7-4 Typical Construction Events and Plant Sound Levels – (dBA)

Activity

Plant & Equipment Sound Power Level (SWL)

LAeq LAmax

Compound establishment

• Light vehicles

• Trucks

• Crane

93

108

105

97

112

113

Traffic control • Traffic control vehicles 93 97

Removal of existing linemarking • Linemarking trucks

• Grinding machine

93

100

97

103

Linemarking • Linemarking trucks

• Traffic control vehicles

93

93

97

97

Installation or removal of

temporary safety barriers

• Traffic control vehicles

• Trucks

• Crane

93

108

105

97

112

113

Removal of wire rope barrier

• Trucks

• Crane

• Generator

• Compressor

108

105

100

106

112

113

103

107

Saw cutting

• Saw cutter

• Light vehicles

• Water cart

114

93

109

118

97

113

Clearing and grubbing

• Excavator (30t)

• Chainsaw

• Mulcher

• Dump truck

• Water cart

109

114

114

108

109

115

118

118

112

113

Earthworks

• Excavator

• Dump truck

• Compactor

• Water cart

• Grader

• Profiler

• Dozer

Roller

109

108

109

109

109

114

114

106

115

112

115

113

115

118

118

114

Pavement construction

(rip and re-compact sub-grade, place select

material and compact)

• Grader

• Excavator

• Roller

• Dump truck

• Water cart

• Wacker Packer

• Spray sealing equipment

109

109

106

108

109

106

109

115

115

114

112

113

107

113


Activity

Plant & Equipment Sound Power Level (SWL)

LAeq LAmax

Concrete works

(construction of concrete pavement, kerbs

and barriers)

• Agitator truck

• Concrete pump

• Vibrators

• Compaction equipment

• Concrete saw

• Compressor

• Generator

109

108

106

106

114

106

100

113

112

107

107

118

107

103

Paving

(delivery of raw materials, placement of

surface material, saw cutting)

• Profiler

• Paver

• Asphalt truck

• Sprayer

• Roller

114

114

108

93

106

118

118

112

97

114

Drainage works

• Agitator truck

• Concrete pump

• Vibrators

• Jackhammer

• Welding machine

• Under boring equipment

109

108

106

115

106

107

113

112

107

117

107

110

Mill and re-sheet

• Milling machine

• Trucks

• Paving machine

• Asphalt trucks

• Rollers

114

108

114

108

106

118

112

118

112

114

Signs installation

• Piling machine

• Agitator truck

• Concrete pump

• Vibrators

• Crane

• Trucks

• Generators

107

109

108

106

105

108

100

110

113

112

107

113

112

103

Landscaping and vegetation • Light vehicles

• Trucks

93

108

97

112

Sedimentation basins works

• Excavator

• Concrete pump

• Concrete trucks

• Vibrators

• Trucks

109

108

109

106

108

115

112

113

107

112

Using the assumed plant items and their associated sound power levels (with consideration given to the operational changes, intermittent processes and changes in distance of mobile plant), Table 7-5 presents a combined LAeq sound power level for the main scenarios.


Table 7-5 Construction Scenario Noise Levels

Activity LAeq,15min SWL

Site Clearing and preparation (with chain saw) 113 (116)

Earthworks / Roadworks (with hydraulic hammer) 116 (118 + 5dB correction)

Bridgeworks 115

Bridgeworks Craning at Night time 110 (116 LAmax)

Road Infrastructure 111

Compound / Stockpile 109

Note that the modifying factor for impulsiveness or tonality is shown above for reference only. The application of such a correction for these characteristics needs to be assessed at the residence, i.e. the character of the sound that the residence is exposed to. Wherever such a correction is considered applicable, it will be discussed and applied in the following sections.

7.4 Predicted Noise Levels

There are residences distributed along almost the whole length of Campbelltown Road and due to the relatively close proximity it is expected that construction noise levels would exceed criteria for most of the construction activities at the closest receivers. The predicted LAeq,15min

noise levels from construction stages are shown in Table 7-6. The table includes the closest residential receiver in each section as well as other noise sensitive receivers. Note that receivers above 75 dBA which are defined by the EPA as “highly affected” by noise are bolded.

Table 7-7 includes the prediction for night time works which are likely to affect the same receivers for extended periods of time. This also includes an assessment of potential sleep disturbance.


Table 7-6 Predicted Construction Noise Levels (Daytime and Evening)

Road

Section ID

Receiver

Address

Closest

Distance to

Roadworks

(Compound)

or bridge

Daytime

Criteria

(dBA

Evening

Criteria

(dBA)

Predicted LAeq,15min Noise Levels (dBA)

Site

Clearing

Compound

Stockpile

Earthworks

Paving

Bridge-

works

Road

Infra-

structure

113

(116) 109

116

(118 +5) 115 111

CVW to

Hume

14 Lot 411

Campbelltown Rd 15 62 55 81 (84) - 84 (91) - 79

21 2 Campbelltown

Rd 20 62 55 79 (82) - 82 (89) - 77

Hume to

Macdonald

23 Ingleburn Future 230 to

bridge 61 52 - - - 58 -

24 Ingleburn Existing 275 to

bridge 61 52 - - - 56 -

25 19 Holyake Cres 22 61 52 78 (81) - 81 (88) - 76

37 2 Blaxland Rd 18 (90) 61 52 80 (83) 62 83 (90) - 78

41 Ingleburn Primary

Classroom 35 (150)

45

Internal - 74 (77) 57 77 (84) - 72

Macdonald

to Zouch


Play Area 36 (170) 65 - 74 (77) 56 77 (84) - 72


Oval 65 65 - 69 (72) - 72 (79) - 67

46

Ingleburn Military

Heritage Precinct

Front Office

8 (250) 70 70 86 (89) 53 89 (96) - 84

Zouch to

Denham

47

Watchtower Bible

& Tract Society

(Commercial)

28 (45) 70 - 76 (79) 68 79 (86) - 74

57 Austec Irrigation

Garden Supplies 8 75 75 87 (90) - 90 (97) - 85

55 489 Campbelltown

Rd 13 54 59 83 (86) - 86 (93) - 81

48 8 Zouch Rd 41 (230) 54 48 73 (76) 54 76 (83) - 71

58

Leaping Learner's

Early Education

Centre

11 60 - 84 (87) - 87 (94) - 82

66 5 Campbelltown

Rd 14 54 48 82 (85) - 85 (92) - 80

68 1 Dickson Rd 19 54 48 79 (82) - 82 (89) - 77

Denham to 69 230 Campbelltown 35 54 48 74 (77) - 77(84) - 72


Road

Section ID

Receiver

Address

Closest

Distance to

Roadworks

(Compound)

or bridge

Daytime

Criteria

(dBA

Evening

Criteria

(dBA)

Predicted LAeq,15min Noise Levels (dBA)

Site

Clearing

Compound

Stockpile

Earthworks

Paving

Bridge-

works

Road

Infra-

structure

113

(116) 109

116

(118 +5) 115 111

brooks Road

Note: receivers highly affected by noise are bolded.

A review of the predicted noise levels indicates that exceedances of criteria are expected at the nearest receivers along the alignment. It should be noted that the presented noise levels represent the typical worst case use of plant and thus noise levels would be expected to be lower than those presented for much of the construction period.

Table 7-7 Predicted Construction Noise Levels (Night-time Bridgeworks)

Road

Section ID Receiver Address

Closest

distance

(m)

Criteria

(dBA)

Bridgeworks Predicted

Noise Levels (dBA)

LAeq,15min LAmax LAeq,15min

110

LAmax

116

Hume to

Macdonald

23 Ingleburn Future 230 to

bridge 47 57 53 57

24 Ingleburn Existing 275 to

bridge 47 57 51 54

The predicted noise levels at night time from bridgeworks are predicted to just comply with relevant criteria. Whilst construction activities are expected to be audible, predicted construction noise levels are lower than those from traffic on Campbelltown Road. Negligible impact is therefore expected.

7.5 Construction Noise Mitigation Options

Mitigation measures would need to be in place to minimise disturbance during these periods. Where practicable, any mitigation measures provided to control operational noise impacts shall be implemented as early as practicable to also provide a benefit during some of the construction phase.

A range of possible approaches to reducing the impact of construction noise is described below. It is proposed that these “on site” strategies be applied to areas of potential exceedance identified in the preceding section.

• Equipment Selection – All fixed plant at the work sites should be appropriately selected, and where necessary, fitted with silencers, acoustical enclosures and other noise attenuation measures in order to ensure that the total noise emission from each work site complies with EPA guidelines.

• Site Noise Planning – Where practical, the layout and positioning of noise-producing plant and activities on each work site should be optimised to minimise noise emission levels.


• Operator Instruction – Operators should be trained in order to raise their awareness of potential noise problems and to increase their use of techniques to minimise noise emission. This is particularly relevant for night time works

• Plant Noise Audit – Noise emission levels of all critical items of mobile plant and equipment should be checked for compliance with noise limits appropriate to those items prior to the equipment going into regular service. To this end, testing should be established with the contractor.

• Localised Barrier – The installation of localised plywood barriers should be considered around the point’s works. These could be located to provide shielding of up to 10 dBA.

• Respite Periods – Where predicted noise levels exceed the highly noise affected category it may be necessary to provide respite periods for percussive activities (ie hydraulic hammer).

7.5.1 Community Liaison & General Approaches to Mitigation

An effective community relations programme should be put in place to keep the community that has been identified as being potentially affected appraised of progress of the works, and to forewarn potentially affected groups (e.g. by letterbox drop, meetings with surrounding tenants, etc) of any anticipated changes in noise and vibration emissions prior to critical stages of the works (particularly out of hours works), and to explain complaint procedures and response mechanisms.

Close liaison should be maintained between the communities overlooking work sites and the parties associated with the construction works to provide effective feedback in regard to perceived emissions. In this manner, equipment selections and work activities can be coordinated where necessary to minimise disturbance to neighbouring communities, and to ensure prompt response to complaints, should they occur.

If required, where night time works are required on more than a few consecutive nights and high noise levels are predicted there may be a need to temporarily relocate residents or reach negotiated agreements.

7.6 Vibration Criteria

Vibration limits from construction are typically established to meet two objectives: • human comfort in buildings

• avoidance of damage to buildings/structures

In relation to construction vibration, the bulk of the roadworks occur further than 20 metres away from residences and the construction of a new bridge (piling activities) occur approximately 230 metres away from the nearest residences.

In addition the stone gates to the Military Precinct are considered a heritage item.


7.6.1 Human Comfort

The DECCW’s Assessing Vibration: A Technical Guideline provides acceptable values for continuous and impulsive vibration in the range 1-80 Hertz. Both preferred and maximum vibration limits are defined for various locations and are shown in Table 7-8.

Table 7-8 Preferred and Maximum Peak Particle Velocity (PPV) values for Continuous and Impulsive Vibration

Location Assessment Period (1) Preferred Values

mm/s

Maximum Values

mm/s

Continuous vibration

Critical areas (2) Day or night time 0.14 0.28

Residences Daytime 0.28 0.56

Night time 0.20 0.40

Offices, schools, educational

institutions and places of worship Day or night time 0.56 1.1

Workshops Day or night time 1.1 2.2

Impulsive vibration

Critical areas (2) Day or night time 0.14 0.28

Residences Daytime 8.6 17.0

Night time 2.8 5.6

Offices, schools, educational

institutions and places of worship Day or night time 18.0 36.0

Workshops Day or night time 18.0 36.0 Notes: 1 Daytime is 7.00am to 10.00pm and night time is 10.00pm to 7.00am. 2 Examples include hospital operating theatres and precision laboratories where sensitive operations are

occurring. These criteria are only indicative, and there may be a need to assess intermittent values against the continuous or impulsive criteria for critical areas. Source BS 6472-1992.

7.6.2 Building Damage

In regard to potential building damage, the German Standard DIN4150 suggests a limit of between 5-20mm/s PPV, depending on the dominant frequency of vibration, within dwellings and buildings of similar construction. For the typical frequencies produced by construction activities this limit is usually around 10mm/s. Without precise knowledge of the vibration frequency, which is both activity and site specific, Wilkinson Murray conservatively applies a limit of 5mm/s to residences.

For heritage items a limit of 3mm/s applies.

For commercial buildings these limits increase to between 20-50mm/s due to their more substantial construction.


7.7 Vibration Source Levels

Table 7-9 provides typical vibration levels at a range of distances from the various construction activities to be undertaken. Vibratory rolling will be required along the alignment; however, the location of use of other vibration generating equipment is not known at this stage.

Table 7-9 Typical Vibration Emission Levels from Construction Plant

Activity PPV Vibration Level (mm/s) at Distance

10m 20m 30m

10-Tonne Vibratory Roller (High) 2.0-2.4 0.4-1.2 0.2-0.8

Hydraulic Hammer (30t) 3 1.5 1.0

The closest distance from the edge of road corridor to residential receivers is in the order of 10-15m. Some buildings used for commercial purposes are as close as 9m. At this distance vibration levels from vibratory rollers are predicted to be less than structural damage criteria. The military precinct heritage stone gates are approximately 15m from the edge of roadworks. At this distance the vibration damage limit of 3mm/s is expected to be complied with, however vibration monitoring is recommended for any new vibration intensive activity within 30m to confirm the predicted vibration levels. This should form part of the Construction Noise and Vibration Management Plan (CNVMP). In relation to human comfort it is expected that vibration levels from vibratory rollers at residences within approximately 30m would exceed the human comfort criteria given the likely duration of activities. It is recommended that as part of the CNVMP that the need to use vibration generating equipment and the size of equipment is reviewed and the duration of use at each location agreed with the potentially affected receiver/s. Once the precise construction methodology is known, the CNVMP should also identify which vibration generating activities require dilapidation surveys / vibration monitoring to confirm the predicted vibration levels are being achieved and to modify construction techniques where required.


8 SUMMARY & CONCLUSIONS

Noise and vibration impacts from the proposed Campbelltown Road Upgrade project has been assessed in accordance with the NSW Road Noise Policy (RNP), the RTA Environmental Noise Management Manual (ENMM) and NSW Interim Construction Noise Guideline (ICNG).

Impacts at relevant noise sensitive receivers have been quantified and where required, mitigation measures have been proposed to minimise the potential impact.

The assessment can be summarised as follows:

• While widening of Campbelltown Road would result in marginal increase traffic noise, many of the residential receivers considered in this noise assessment already exceed the base criteria and are at acute level. The increase in traffic noise due to the proposal is not likely to cause significant changes to the existing noise environmental with the exception of NCA located near MacDonald Road intersection and those located between Zouch Road and Denham Court Road;

• This preliminary investigation has considered mitigation options to reduce traffic noise exposure. Two options considered for at-road mitigation was in the form of noise barriers or low noise pavement. From this preliminary review low noise pavement would provide noise benefits to all receivers whilst noise barriers would only provide benefits to localised areas. Additionally, as there are existing barriers placed at the boundary of residential locations identified for at-road mitigation, re-constructing or upgrading the barriers may have minimal incremental benefits. These options will need to be reviewed in terms of satisfying feasible and reasonable requirements of RMS at the detailed design stage;

• At those locations where at-road mitigation is not considered appropriate, individual properties have been identified to be considered for architectural treatment;

• Proposed noise mitigation measures would be reviewed and optimised, where necessary, at the detail design stage; and

• In relation to potential construction noise and vibration impacts, the assessment clearly identifies that construction activities would exceed recommended noise criteria and for the closest activities exceed the Highly Noise Affected threshold. Subject to selection of final plant there may be a need to implement respite periods. As is the case for most roadworks there will be a requirement to work at night time to undertake some works in a safe manner and limit disruption to motorists. Dilapidation surveys should be considered at any residences in close proximity to proposed vibration generating activity.

• On this basis a Construction Noise and Vibration Management Plan should be prepared which reviews the proposed construction methodology, predicts noise levels at noise sensitive receivers, considers mitigation options to minimise potential noise and vibration impacts and outlines a noise and vibration monitoring regime / dilapidation survey during construction.

APPENDIX A NOISE MEASUREMENT RESULTS

Campbelltown Road Upgrade Appendix A-1 Camden Valley Way to Denham Court – REF Noise Assessment Report No. 11313 Version D

Location: Balcony of Room 301 – Comfort Inn














Location: Outside Boundary Fence of Mirvac Residential Subdivision








Location: Front yard of 2 Campbelltown Road














Location: Balcony of 19 Holyake Crt














Location: Side of Campbelltown Road near Ingleburn Gardens Drive










Location: 8 Zouch Road - Corner of Zouch Road and Campbelltown Road


Location: 8 Zouch Road - Corner of Zouch Road and Campbelltown Road















Documents

Campbelltown Road Upgrade REF - Appendix L · 7.1 Construction Noise Criteria for Residences 44 7.2 Construction Methodology 47 7 ... APPENDIX A – Noise Measurement Results . Campbelltown