Nambucca Heads to Urunga Pacific Highway upgrade · Table of Contents : Executive Summary i 1.0 Introduction 3 1.1 Overview 3 1.2 Purpose 3 1.3 Assessment approach 3 2.0 Operational

Nambucca Heads to Urunga Pacific Highway upgrade Post-construction operational noise report JULY 2017

60528375.RPNV-01_F

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Doc No. 60528375-RPNV-01_F

Nambucca Heads to Urunga Pacific Highway Upgrade Post Construction Operational Noise Report

AECOM

Nambucca Heads to Urunga Pacific Highway Upgrade


Nambucca Heads to Urunga Pacific Highway Upgrade Post Construction Operational Noise Report

Client: Roads and Maritime Services ABN: 76 236 371 088

Prepared by AECOM Australia Pty Ltd Level 21, 420 George Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia T +61 2 8934 0000 F +61 2 8934 0001 www.aecom.com ABN 20 093 846 925

06-Jul-2017

Job No.: 60528375

AECOM in Australia and New Zealand is certified to ISO9001, ISO14001 AS/NZS4801 and OHSAS18001.

© AECOM Australia Pty Ltd (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

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Quality Information Document Nambucca Heads to Urunga Pacific Highway Upgrade

Ref 60528375

Date 06-Jul-2017

Prepared by Geoff Lucas

Reviewed by Gayle Greer

Revision History

Authorised Rev Revision Date Details

Name/Position Signature

A 17-Feb-2017 Draft for Review Gayle Greer Technical Director - Acoustics

GG

B 20-Mar-2017 Updated with Client Comments

Gayle Greer Technical Director - Acoustics

GG

C 31-Mar-2017 Updated with Client Comments


GG

D 06-Apr-2017 Updated with Client Comments


GG

E 26-May-2017 Updated with Client Comments


GG

F 06-Jul-2017 Updated Appendices E and F


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Table of Contents Executive Summary i 1.0 Introduction 3

1.1 Overview 3 1.2 Purpose 3 1.3 Assessment approach 3

2.0 Operational noise criteria 5 2.1 Minister’s Conditions of Approval 5 2.2 Environmental Criteria for Road Traffic Noise 5 2.3 The Environmental Noise Management Manual 8 2.4 Preparing a Post Construction Noise Assessment Report 8

3.0 Operational noise monitoring 9 3.1 Noise monitoring overview 9 3.2 Noise monitoring instrumentation 9 3.3 Weather effects 9 3.4 Noise monitoring locations 10 3.5 Operational road noise monitoring results 12 3.6 Attended noise monitoring 13 3.7 Traffic Counting 17

4.0 Operational noise modelling 19 4.1 Road traffic noise modelling methodology 19

4.1.1 Wearing course types 21 4.2 Existing road traffic noise model 22 4.3 Traffic noise model 25

4.3.1 Traffic volumes Year of Opening 25 4.3.2 Traffic volumes Design Year 27 4.3.3 Predicted road traffic noise levels 28 4.3.4 Review of the adequacy of mitigation measures 29

4.4 Engine braking assessment 31 4.5 Intermittent noise 32 4.6 Frequency weighting 33 4.7 Increase in speed limit at southern extent and service centre 33 4.8 Noise Complaints 33

5.0 Conclusion 34 Appendix A

Glossary of Acoustic Terminology A Appendix B

Logging and Traffic Counting Locations B Appendix C

Logger Photos and Results C Appendix D

Receivers and Wearing Surface D Appendix E

Year of Opening Traffic Noise Levels E Appendix F

Design Year Traffic Noise Levels F Appendix G

Noise Contour Maps G Appendix H

Noise Complaint Register H

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Executive Summary The Nambucca Heads to Urunga project (NH2U) comprises the construction of 22 km of new dual carriageway highway including three grade separated interchanges, two major river crossings and a railway overbridge. The project connects to the existing Pacific Highway at the Waterfall Way Interchange north of Urunga and near Link Road, west of Nambucca Heads. Construction of the project began in 2013 and the final traffic switch and highway traffic speed increase to 110km/h was completed in November 2016. The project was delivered by Lend Lease under a Design and Construct Contract awarded by Roads and Maritime Services (Roads and Maritime).

During the detailed design phase of the project, predictive modelling was undertaken to determine the likely road traffic noise levels expected from the project. The results of modelling for NH2U upgrade were detailed in the Operational Noise Management Report, dated 22 October 2014.

Roads and Maritime Services (Roads and Maritime) have engaged AECOM Australia Pty Ltd (AECOM) to undertake a Post Construction Operational Noise Assessment of the NH2U, which is covered in this report.

Noise criteria

Operational noise requirements for NH2U were derived in accordance with the Minister’s Conditions of Approval, the Environment Protection Authority’s (EPA’s) Environmental Criteria for Road Traffic Noise (ECRTN) and Road and Maritime’s Environmental Noise Management Manual (ENMM).

Noise modelling

Road traffic noise emission levels for NH2U were calculated using SoundPLAN software, which implements the Calculation of Road Traffic Noise (CoRTN) algorithm. The UK Department of Transport devised the CoRTN algorithm, and with suitable corrections this method has been shown to give accurate predictions of traffic noise levels under Australian conditions. All modelling inputs and methodology used in the NH2U noise assessments have been in accordance with the requirements of the ENMM.

Scenarios modelled for the NH2U noise assessments include ‘existing’ (2016), ‘year of opening’ (2016) and ‘design year’ (2026) for both daytime and night-time periods. Wearing course types used along the extent of the highway have also been incorporated into the modelling.

Noise modelling elements as part of this assessment report included:

• day and night traffic flows;

• ground and air absorption;

• travel speed;

• heavy and light vehicle percentages;

• surface corrections;

• road alignment gradients; and

• topography.

Traffic counts

TTM was engaged to undertake traffic counting at 23 locations along the alignment. Traffic counting was undertaken simultaneously with noise logging for validation of the existing traffic noise model.

Unattended noise measurements

Unattended noise monitoring, whereby an automated noise logger is placed at a location for approximately two weeks to record noise data, was conducted at a total of 28 locations. The results of the noise monitoring have been processed in accordance with the procedures contained in the ECRTN and ENMM and are presented within the body of this report.

Attended noise measurements

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Attended noise measurements, whereby a technician manually operates a sound level meter at each location, allows for real-time identification of noise sources. Attended monitoring was performed at 14 of the unattended noise monitoring locations.

Model validation and additional noise mitigation requirements

The results of noise measurements undertaken following the opening of NH2U to traffic have correlated well with the predicted noise levels using the ‘existing road traffic noise model’. There was an average difference between measured and modelled noise levels of -0.2 dB during the day and 0 dB at night, with all modelled predictions for locations dominated by noise from NH2U falling within ±2 dB of measured results, aside from one anomaly which has been discussed in Section 4.2.

A ‘year of opening’ and a ‘design year’ road traffic noise model were then created using predicted 2016 and 2026 traffic flows from the design stage. Road traffic noise levels modelled for these years were compared against the previously determined noise levels, as detailed in the Operational Noise Management Report (ONMR). This was completed to determine if the design stage noise modelling was accurate and subsequently confirm that previously recommended noise mitigation measures were adequate.

Conclusion

It has been found that post-construction noise levels at all receiver locations, with the exception of two, do not exceed the design model noise levels (presented in the ONMR) by more than 2 dB. Noise levels at these two receiver locations were predicted to exceed the LAeq(15hr) and/or LAeq(9hr) criteria, however both receivers were already deemed eligible for treatment in the ONMR. The treatments were subsequently implemented and are considered appropriate for the level of exceedances predicted in this post construction noise assessment. Therefore further consideration of additional mitigation measures is not required for these receivers.

As the design stage recommended noise mitigation measures are considered appropriate for all receivers, no additional noise mitigation measures are recommended.

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1.0 Introduction

1.1 Overview The Nambucca Heads to Urunga project (NH2U) comprises the construction of 22 km of new dual carriageway highway including three grade separated interchanges, two major creek crossings and a railway overbridge. The project connects to the existing Pacific Highway at the Waterfall Way Interchange north of Urunga and near Link Road, west of Nambucca Heads. Construction of the project began in 2013 and the final traffic switch and highway traffic speed increase to 110km/h was completed in November 2016. The project was delivered by Lend Lease.

Indicative noise mitigation measures were identified at the Environmental Assessment stage in the “Warrell Creek to Urunga Environmental Assessment Volume 3 – Working paper 3 – Noise and vibration” prepared by SKM and dated 8 January 2010. The noise mitigation measures were then reviewed during the detailed design stage and presented in the Operational Noise Management Report (ONMR) prepared by SLR Consulting in “Final Design Documentation, Pacific Highway Upgrade Nambucca Heads to Urunga” (NH2U-RP-NV-0001, 22th October 2014).

Roads and Maritime Services (Roads and Maritime) have engaged AECOM Australia Pty Ltd (AECOM) to undertake a Post Construction Operational Noise Assessment of the NH2U upgrade.

Acoustic terminologies are explained in Appendix A.

1.2 Purpose The purpose of this project is to review operational noise levels from the NH2U Pacific Highway Upgrade and compare them against the design stage predicted noise levels and thereby assess the adequacy of the previously recommended and installed road traffic noise mitigation measures. It also satisfies the requirements of the Minister’s Conditions of Approval (MCoA).

1.3 Assessment approach This assessment has been undertaken in accordance with the following documents:

• E1 of the Minister’s Condition of Approval (MCoA) (DOP&I 2011);

• Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999);

• Environmental Noise Management Manual (ENMM) (RTA, 2001); and

• Roads and Maritime Procedure - Preparing a Post Construction Noise Assessment Report(PCNA) (RMS, 2014).

• Austroads: An Approach to the Validation of Road Traffic Noise Models (Austroads, 2002);

• Australian Standard AS 2702 1984 - Acoustic Methods of Measurement of Road Traffic Noise;

• Warrell Creek to Urunga – Environmental Assessment Volume 3 - Working Paper 3; Noise andVibration, (SKM, 2010);

• Pacific Highway Upgrade – Nambucca Heads to Urunga – Operational Noise ManagementReport (SLR, 2014)

• NH2U Scope of Works and Technical Criteria (SWTC) Appendix 4 and 9, (RMS, 2013).

Provided below in Figure 1 is a summary of the assessment approach.

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Figure 1 Post construction noise assessment methodology

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2.0 Operational noise criteria

2.1 Minister’s Conditions of Approval Operational noise requirements are detailed in the Minister’s Conditions. Details of this Condition are presented below.

Operational Noise

E1. Within 12 months of the commencement of operation of the project, or as otherwise agreed by the Director General, the Proponent shall undertake operational noise monitoring to compare actual noise performance of the project against noise performance predicted in the review of noise mitigation measures required by condition C12 and prepare an Operational Noise Report to document this monitoring. The Report shall include, but not necessarily be limited to:

a) noise monitoring to assess compliance with the operational noise levels predicted in thereview of operational noise mitigation measures required under condition C12 and documentsspecified under condition A1 of this approval;

b) a review of the operational noise levels in terms of criteria and noise goals established in theEnvironmental Criteria for Road Traffic Noise (EPA, 1999);

c) methodology, location and frequency of noise monitoring undertaken, including monitoringsites at which project noise levels are ascertained, with specific reference to locationsindicative of impacts on sensitive receivers;

d) details of any complaints and enquiries received in relation to operational noise generated bythe project between the date of commencement of operation and the date the report wasprepared;

e) any required recalibrations of the noise model taking into consideration factors such as actualtraffic numbers and proportions;

f) an assessment of the performance and effectiveness of applied noise mitigation measurestogether with a review and if necessary, reassessment of all feasible and reasonablemitigation measures; and

g) identification of any additional feasible and reasonable measures to those identified in thereview of noise mitigation measures required by condition C12, that would be implementedwith the objective of meeting the criteria outlined in the Environmental Criteria for Road TrafficNoise (EPA, 1999), when these measures would be implemented and how their effectivenesswould be measured and reported to the Director General and the EPA.

The Proponent shall provide the Director General and the EPA with a copy of the Operational Noise Report within 60 days of completing the operational noise monitoring referred to a) above and no later than 12 months after the date of the commencement of operation, or as otherwise agreed by the Director General.

2.2 Environmental Criteria for Road Traffic Noise During the detailed design phase the project was assessed in accordance with the ECRTN. The criteria which apply to a project depend on how the road functions within the road network. The NH2U functions as a freeway in the overall road network in this area.

Provided in Table 1 is the road traffic noise criteria for existing residential land use developments affected by noise from the new freeway / arterial roads and redevelopments of existing freeways / arterial roads. The external noise criteria are applied at 1 meter from the façade that is most exposed to traffic noise and at a height of 1.5 m from the floor level. The criteria include an allowance for noise reflected from the façade.

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Table 1 Residential road traffic noise criteria for new and redeveloped freeways, ECRTN (1999)

Type of development Base Goal

Day: 7:00 – 22:00, dB(A)

Night: 22:00 – 7:00, dB(A)

Where criteria are already exceeded

New freeway or arterial road corridor

LAeq(15hr) 55 dB(A)

LAeq(9hr) 50 dB(A)

The new road should be designed so as not to increase existing noise levels by more than 0.5 dB. Where feasible and reasonable, noise levels from existing roads should be reduced to meet the noise criteria. In some instances this may be achievable only through long-term strategies such as improved planning, design and construction of adjoining land use developments; reduced vehicle emission levels through new vehicle standards and regulation of in-service vehicles; greater use of public transport; and alternative methods of freight haulage.

Redevelopment of existing freeway / arterial road

LAeq(15hr) 60 dB(A)

LAeq(9hr) 55 dB(A)

In all cases, the redevelopment should be designed so as not to increase existing noise levels by more than 2 dB. Where feasible and reasonable, noise levels from existing roads should be reduced to meet the noise criteria. In many instances this may be achievable only through long-term strategies such as improved planning, design and construction of adjoining land use developments; reduced vehicle emission levels through new vehicle standards and regulation of in-service vehicles; greater use of public transport; and alternative methods of freight haulage.

Table 2 presents the road traffic noise criteria applicable to noise sensitive receivers other than residential.

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Table 2 Road traffic noise criteria for sensitive land uses, ECRTN (1999)

Type of development Base Goal

Day: 7:00 – 22:00, dB(A)

Night: 22:00 – 7:00, dB(A) Noise mitigation measures

Proposed school classrooms

LAeq(1hr) 40 dB(A) internal -

To achieve internal noise criteria in the short term, the most practicable mitigation measures are often related to building or façade treatments.

Existing school classrooms

LAeq(1hr) 45 dB(A) internal

In the medium to longer term, strategies such as regulation of exhaust noise from in-service vehicles, limitations on exhaust brake use, and restricting access for sensitive areas or during sensitive times to low noise vehicles can be applied to mitigate noise impacts across the road system.

Places of worship



Other measures include improved planning, design and construction of sensitive land use developments; reduced new vehicle emission standards; greater use of public transport; and alternative methods of freight haulage. These medium- to long-term strategies apply equally to mitigating internal and external noise levels.

Active recreation areas

Freeway / arterial roads LAeq(15hr)

60 dB(A) -

Where existing levels of traffic noise exceed the criteria, all feasible and reasonable noise control measures should be evaluated and applied.

Passive recreation and school playgrounds

Freeway / arterial roads LAeq(15hr)

55 dB(A) -

Where this has been done and the internal or external criteria (as appropriate) cannot be achieved, the proposed road or land use development should be designed so as not to increase existing road traffic noise levels by more than 0.5 dB(A) for new roads and 2 dB(A) for redeveloped roads or land use development with potential to create additional traffic.

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The NH2U alignment would be considered a freeway, which is defined in the ECRTN as:

“…which carry predominantly through-traffic from one region to another, forming principal avenues of communication for urban traffic movements.”

The ECRTN provides further guidance on what constitutes a ‘New freeway’:

“New freeway/arterial refers to a freeway, arterial or sub-arterial road that is proposed on a ‘corridor ’ that has not previously been a freeway, arterial or sub-arterial road; or an existing freeway, arterial or sub-arterial that is being substantially realigned.”

2.3 The Environmental Noise Management Manual The ENMM was published to assist with the implementation of the ECRTN. The ENMM discusses what is deemed to be feasible and reasonable in terms of additional noise mitigation where the ECRTN base criteria are exceeded and all “feasible and reasonable” traffic management and other road design opportunities have been exhausted. Additional noise mitigation measures may include noise barriers/mounds, quieter pavement surfaces and architectural treatment of private dwellings.

The ENMM states that it is generally not reasonable to take action to reduce noise levels to the target noise levels if the noise levels with the proposal, ten years after project opening are predicted to be

- Within 2 dB(A) of “future existing” noise levels; and

- Not acute (i.e. the noise levels are predicted to be less than 65 dB(A) Leq(15hr) and 60 dB(A) Leq(9hr).

Future existing noise levels refer to the noise levels at the ‘Year of Opening’ without the project implementation. In this instance it refers to noise levels in the year 2016 assuming the NH2U upgrade was not constructed.

This approach is based on the insignificance of the changes in noise levels involved and the increased importance of reducing noise levels where existing or predicted road traffic noise impacts are acute.

If this situation exists then no further consideration of additional noise mitigations is required.

2.4 Preparing a Post Construction Noise Assessment Report The PCNA provides a guideline for preparing a post construction noise assessment report. This procedure considers:

• noise monitoring;

• noise modelling and model verification;

• assessment of predicted noise levels; and

• reviewing predictions and mitigation options.

With respect to model verification the procedure recommends comparing the modelled values of traffic noise using existing traffic flows with measured values from noise monitoring and to apply a calibration factor to adjust predicted values to reflect measured values where there is a difference of more than 1 dB.

The procedure then recommends comparing the predicted noise levels from the post construction model at all identified noise sensitive receivers using forecast opening volumes with the predicted noise levels from the Operational Noise Management Sub Plan. Where post construction levels exceed predicted design year levels by more than 2 dB(A) the adequacy of mitigation measures must be reviewed and identified problems should be rectified. Additional treatments may be required where assessed to be feasible and reasonable.

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3.0 Operational noise monitoring Noise monitoring was undertaken to provide data for validation of the ‘existing road traffic noise model’. Simultaneous traffic counting was completed and these traffic counts were used in the ‘existing road traffic noise model’.

3.1 Noise monitoring overview Road traffic noise monitoring was undertaken by AECOM at 28 locations within the period 22 November 2016 to 7 December 2016. Noise measurements were undertaken in accordance with AS2702 Acoustics - Methods for the Measurement of Road Traffic Noise and the PCNA Procedure.

Simultaneous traffic counting was also undertaken by TTM Consulting (TTM) from 16 November 2016 to 9 December 2016 at 46 locations during the measurement period. These traffic numbers are provided in Section 3.7.

The measured noise levels have been used in this assessment, with consideration of the existing road traffic flows, to validate the road traffic noise model.

The noise logging locations were predominantly chosen based on previous locations used during the project environmental assessment and design stages to maintain consistency. These locations were initially determined as the most suitable to calibrate the noise model. In some instances it was not possible to measure at the same location due to access restrictions and some properties having been demolished, therefore the nearest and most representative viable measurement location was selected.

Some additional logging locations were included to investigate complaints from residents about noise from the NH2U upgrade as requested by Roads and Maritime. The locations of the noise measurements were approved by Roads and Maritime before logging was commenced.

All logging locations are presented in Table 3.

The noise logging and traffic counting locations are presented in Appendix B. The noise logging results are provided in Appendix C

A noise logger measures the noise level over the sample period and then determines LA1, LA10, LA90, LAmax and LAeq levels of the noise environment. The LA1, LA10 and LA90 levels are the levels exceeded for 1%, 10% and 90% of the sample period respectively. The LAmax is indicative of maximum noise levels due to individual noise events. The LA90 is taken as the background noise level. The LAeq is the energy averaged noise level over a defined period.

3.2 Noise monitoring instrumentation All noise monitoring equipment used was of Type 1 or Type 2 instrumentation standard as described in Australian Standard IEC 61672.1 2004 " Electroacoustics - sound level meters" and calibrated to NATA standards that are traceable to Australian Physical Standards held by the National Measurement Laboratory (CSIRO Division of Applied Physics). All loggers were calibrated before and after measurement periods to ensure significant drift had not occurred. All equipment has current calibration certification. The make, model and serial numbers of all equipment used in the monitoring are given below in Table 3.

3.3 Weather effects The results of the noise monitoring have been processed in accordance with the procedures contained in the ECRTN. The ECRTN requires noise measurements affected by wind and rain to be omitted from the calculations. Weather data recorded during the noise monitoring survey periods were obtained from a weather station located at Sawtell. This weather station was the closest to NH2U . It is located approximately 13 km from the northern boundary of the upgrade. Wind speeds and rainfall at this location are expected to be representative of the area surrounding NH2U.

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3.4 Noise monitoring locations Details of each noise logging location and the equipment are provided in Table 3 overleaf. The noise logging locations are presented on a map in Appendix B. It should be noted that the loggers located at 47 Boggy Creek Road, Valla (L16) and 358 South Arm Road, Urunga (L21) did not monitor for a full week. This was due to an equipment malfunction at each location. However 26 of the 28 loggers functioned as expected providing sufficient data to complete a comprehensive and robust validation.

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Table 3 Noise logging locations

ID Address Logger type / Serial number

Measurement period

Days of Data Retrieved

L1 6858 Pacific Motorway, Valla Rion NL21, 676782 22/11/16 - 29/11/16 8

L2 21 Auld Close, Valla Svan 957, 23855 23/11/16 - 07/12/16 15

L3 14 Bale Close, Valla Ngara, 8780ff 23/11/16 - 07/12/16 15

L4 7000 Pacific Motorway, Valla ARL 316, 16-707-005 22/11/16 - 07/12/16 16



L8 7337 Blackbutt Rd, Valla Svan 977, 45417 23/11/16 - 07/12/16 15


L10 7525B Pacific Motorway, Valla Rion NL21, 765701 22/11/16 - 04/12/16 13

L11 7643 Pacific Motorway, Valla Rion NL21, 865769 23/11/16 - 04/12/16 12

L12 20 Short Cut Road 2786, Urunga Svan 957, 27537 23/11/16 - 06/12/16 14

L14 127 Keevers Drive, Raleigh Larson Davis 831, 2313 22/11/16 - 29/11/16 8

L15 70 Foxs Road, Nambucca Rion NL52, 553966 22/11/16 - 07/12/16 16

L16 47 Boggy Creek Road, Valla ARL 215, 194641 22/11/16 -1

L17 7 Valla Beach Road, Valla ARL 316, 15-203-504 22/11/16 - 07/12/16 16

L18 7440 Pacific Motorway, Valla Svan 957, 27540 23/11/16 - 30/11/16 8


L20 1316 Martells Road, Urunga Rion NL21, 409174 23/11/16 - 06/12/16 14

L21 358 South Arm Road, Urunga ARL 315, 15-199-414 24/11/16 – 27/11/161 4

L22 354 South Arm Road, Urunga Rion NL21, 354110 24/11/16 - 07/12/16 14

L23 17 Ridgewood Drive, Raleigh Rion NL21, 465439 22/11/16 - 02/12/16 11

L24 79 Short Cut Road, Urunga Rion NL21, 187446 22/11/16 - 04/12/16 13

L25 63 Waterfall Way, Raleigh Rion NL21, 1273093 22/11/16 - 02/12/16 11

L36 100 Old Pacific Highway, Raleigh Rion NL21, 265112 22/11/16 - 07/12/16 16

L37 1053 Martells Road, Urunga Svan 957, 27554 23/11/16 - 04/12/16 12

L38 42 Timbertop Court, Valla Svan 957, 27551 23/11/16 - 02/12/16 10

L39 13 Birugan Close, Valla Beach Rion NL52, 164395 23/11/16 - 07/12/16 15

L40 21 South Arm Road 2764, Raleigh Rion NL21, 765699 22/11/16 - 03/12/16 12

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Note:

Logger results not available due to an equipment malfunction. This was due to a technical fault in the equipment hardware. Refer to note in

section 3.4.

3.5 Operational road noise monitoring results Provided in Table 4 are the LAeq(15hr) and LAeq(9hr) noise levels measured at each monitoring location for the period 23-30 November 2016. Table 4 Unattended road noise monitoring results

ID Noise logging location Measured noise level dB(A)

Day: 7:00 – 22:00 LAeq, (15 hr)

Night: 22:00 – 7:00 LAeq, (9 hr)

L1 6858 Pacific Motorway, Valla 55 54

L2 21 Auld Close, Valla 62 61

L3 14 Bale Close, Valla 56 54




L8 7337 Blackbutt Rd, Valla 56 55


L10 7525B Pacific Motorway, Valla 58 58


L12 20 Short Cut Road 2786, Urunga 51 48

L14 127 Keevers Drive, Raleigh 58 57

L15 70 Foxs Road, Nambucca 49 46

L16 47 Boggy Creek Road, Valla -1 -1

L17 7 Valla Beach Road, Valla 56 50 L18 7440 Pacific Motorway, Valla 51 52 L19 7441 Pacific Motorway, Valla 57 56 L20 1316 Martells Road, Urunga 50 44 L21 358 South Arm Road, Urunga 581 561

L22 354 South Arm Road, Urunga 54 52 L23 17 Ridgewood Drive, Raleigh 52 49 L24 79 Short Cut Road, Urunga 54 50 L25 63 Waterfall Way, Raleigh 52 49 L36 100 Old Pacific Highway, Raleigh 50 47 L37 1053 Martells Road, Urunga 53 52 L38 42 Timbertop Court, Valla 55 54 L39 13 Birugan Close, Valla Beach 51 49 L40 21 South Arm Road 2764, Raleigh 51 50

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Note:

1. Logger results not available due an equipment malfunction. This was due to a technical fault in the equipment hardware. Refer to note

in section 3.4.

3.6 Attended noise monitoring Attended noise measurements were undertaken by AECOM between the 23 November 2016 and 9 December 2016 at 14 receiver locations. The noise measurements were conducted over a 15 minute period in order to qualify noise present at each receiver location. The results of the attended measurements, along with comments are presented in Table 5. The attended noise monitoring locations were selected by Roads and Maritime following consultation initiated by a complaint or inquiry.

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Table 5 Attended short-term noise monitoring results

ID1 ReceiverNumber Noise monitoring location Measurement

start Measured level

noise dB(A) Comments regarding noise sources

LAeq, (15 min) level

LA90, (15 min) level

Daytime

L3 1650 14 Bale Close, Valla 24/11/2016 17:49 57 51 Noise from Pacific Motorway dominant. Noise from birds and trees blowing in wind also noted.

L23 2752 17 Ridgewood Drive, Raleigh 24/11/2016 13:15 54 49 Noise from Pacific Motorway dominant. Noise from trees blowing in wind also noted.

L37 1958 1053 Martells Road, Urunga 6/12/2016 18:03 53 48 Noise from Pacific Motorway dominant, road slightly wet. Cows and birds also noted.

L38 - 42 Timbertop Court, Valla 24/11/2016 17:30 54 49 Noise from Pacific Motorway dominant. Birds also noted.

L39 - 13 Birugan Close, Valla Beach 23/11/2016 11:34 51 45 Noise from Pacific Motorway equal to noise from insects. Birds also noted.

L40 2764 21 South Arm Road, Urunga 24/11/2016 11:45 50 46 Noise from Pacific Motorway dominant, noise from South Arm Road intermittently audible. Noise from trees blowing in wind also noted.

S1 - 27 Bowerbird Lane, Valla 8/12/2016 18:12 52 41 Insect noise dominant, although intermittent. Birds also noted. Traffic audible in background.

S2 1678EA 28 Deep Creek Road, Valla 8/12/2016 16:03 53 45 Noise from Pacific Motorway dominant. Insects also noted.

S3 1785 38 East West Road, Valla 8/12/2016 17:47 60 53 Insect noise dominant, although intermittent. Traffic audible in absence of insect noise.

S4 1666 42 Flametree Road, Valla 8/12/2016 17:10 61 54 Noise from Pacific Motorway equal to noise from insects. Birds also noted.

S5 - 134 South Arm Road, Raleigh 24/11/2016 13:59 44 40

Noise from heavy vehicles along Pacific Motorway noted, light vehicles inaudible. Trees blowing in breeze and noise from pool equipment and water generally dominant.

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ID1 ReceiverNumber Noise monitoring location Measurement





Night-time

L2 - 21 Auld Close, Valla 9/12/2016 1:35 62 43 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

L3 1650 14 Bale Close, Valla 8/12/2016 23:12 54 44 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

L8 1794 7337 Blackbutt Road, Valla 7/12/2016 1:49 56 41 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

L12 2786 20 Short Cut Road, Urunga 6/12/2016 22:37 49 45 Insect noise dominant. Traffic audible with loud intermittent heavy vehicle pass bys.

L23 2752 17 Ridgewood Drive, Raleigh 6/12/2016 23:36 52 41 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Measurement stopped for 5 minutes for rain.

L37 1958 1053 Martells Road, Urunga 7/12/2016 0:30 50 36 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

L38 - 42 Timbertop Court, Valla 7/12/2016 0:30 50 36 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

L39 - 13 Birugan Close, Valla Beach 7/12/2016 2:30 51 48 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

S1 - 27 Bowerbird Lane, Valla 9/12/2016 0:53 46 43 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

S2 1678EA 28 Deep Creek Road, Valla 8/12/2016 23:41 45 43 Noise from Pacific Motorway controlled by heavy vehicles, similar level to insect noise.

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ID1 Receiver Number Noise monitoring location Measurement





S3 1785 38 East West Road, Valla 9/12/2016 0:27 53 48 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

S4 1666 42 Flametree Road, Valla 9/12/2016 0:03 59 51 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

S5 - 134 South Arm Road, Urunga 9/12/2016 2:35 56 53 Noise from Pacific Motorway dominant and controlled by heavy vehicles. Insects also noted.

Note 1: ID refers to the logging location from table 3, Receiver number refers to the property number listed in the ONMR. Locations where logging was not undertaken have an ID beginning with an S. Monitoring locations are shown in Appendix B.

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3.7 Traffic Counting Concurrent traffic counting was undertaken at 16 locations on the main alignment across the extent of the project. Traffic was counted at an additional 30 locations on side roads. Provided below is a summary of the traffic counts. The traffic summaries are seven day averages, generally consistent with the noise logging period (23-30 November 2016) and in accordance with EPA requirements. The daytime period is defined as 7 am to 10 pm and night-time from 10 pm to 7 am in accordance with the ECRTN. Table 6 Traffic counting results, (23-30 November 2016)

Location ID1 Direction Day: 7:00 – 22:00 Night: 22:00 – 7:00

Ave

rage

Tr

affic

vol

.

Ave

rage

Ve

hicl

e Sp

eed,

km

/hA

vera

ge

Hea

vy

Vehi

cle

Perc

entg

ge

Ave

rage

Tr

affic

vol

.

Ave

rage

Ve

hicl

e Sp

eed,

km

/hA

vera

ge

Hea

vy

Vehi

cle

Perc

entg

ge

Main alignment Main Carriage Way, 1 Northbound 5,828 99 14% 993 96 39% North of Nambucca Heads 2 Southbound 5,658 101 16% 899 99 38%

Main Carriage Way, 3 Northbound 5,829 97 14% 885 94 47%

North of Ballards Road 4 Southbound 5,857 98 15% 895 97 39% Nambucca Heads Interchange, 5 Northbound

On-Ramp 1,142 57 6% 124 58 8%

Northbound Ramps 6 Northbound Off-Ramp 799 61 7% 63 62 7%

Nambucca Heads Interchange, 7 Southbound

On-Ramp 860 52 7% 93 52 12%

Southbound Ramps 8 Southbound Off-Ramp 1,220 69 6% 95 69 7%

Ballards Road Interchange, 9 Northbound

On-Ramp 577 68 8% 66 69 6%


Ballards Road Interchange, 11 Southbound

On-Ramp 401 72 11% 49 71 10%

Southbound Ramps 12 Southbound Off-Ramp 620 57 7% 54 57 11%

Waterfall Way Interchange, 13 Northbound

On-Ramp 3,248 59 4% 310 59 6%


Waterfall Way Interchange, 15 Southbound

On-Ramp 586 56 8% 75 55 18%

Southbound Ramps 16 Southbound Off-Ramp 3,448 56 4% 254 55 4%

Side roads

Service Road, South 17 Northbound 4,679 74 12% 786 80 42% of Nambucca Heads Interchange 18 Southbound 4,615 73 11% 815 78 29%

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Location ID1 Direction Day: 7:00 – 22:00 Night: 22:00 – 7:00

Ave

rage

Tr

affic

vol

.

Ave

rage

Ve

hicl

e Sp

eed,

km

/hA

vera

ge

Hea

vy

Vehi

cle

Perc

entg

ge

Ave

rage

Tr

affic

vol

.

Ave

rage

Ve

hicl

e Sp

eed,

km

/hA

vera

ge

Hea

vy

Vehi

cle

Perc

entg

ge

Service Road, Nambucca Heads 19 Northbound 810 71 7% 80 74 5%

Interchange to Ballards Road 20 Southbound 968 74 7% 56 75 14%

Service Road, Ballards Road 21 Northbound 860 77 7% 60 81 9%

Interchange to Urunga 22 Southbound 918 74 7% 80 77 9%

Service Road, 23 Northbound 1,891 75 5% 185 77 8% Urunga to Waterfall Way

24 Southbound 1,673 76 5% 105 76 7%

Valla Road 25 Northbound 273 58 18% 20 59 14%

26 Southbound 262 59 17% 20 64 2%

East West Road 27 Eastbound 342 64 4% 39 66 3%

28 Westbound 365 61 3% 17 61 4%

Ballards Road 29 Eastbound 183 40 29% 9 37 14%

30 Westbound 160 41 33% 31 43 11%

Short Cut Road 31 Eastbound 951 70 8% 67 75 22%

32 Westbound 950 70 12% 92 75 12% Giinagay Way, btwn Nambucca 33 Northbound 2,279 63 5% 189 67 10%

Interchange & Link Road 34 Southbound 2,409 64 5% 152 65 6%

Giinagay Way, North 35 Northbound 1,213 78 4% 55 82 7%

of Valla Beach Road 36 Southbound 1,248 79 9% 98 79 11%

Giinagay Way, South 37 Northbound 981 61 6% 67 62 4%

of Valla Beach Road 38 Southbound 1,111 68 8% 70 68 12%

Giinagay Way, North 39 Northbound 766 76 6% 51 79 9% of Ballards Interchange 40 Southbound 810 79 8% 79 83 10%

Giinagay Way, The 41 Northbound 954 55 6% 70 59 8%

Honey Place 42 Southbound 1,014 62 7% 87 65 10%

Giinagay Way, South 43 Northbound 2,639 66 5% 228 66 6%

of Short Cut Road 44 Southbound 2,784 69 6% 168 70 10%

Blackbutt Road 45 Northbound 130 72 8% 10 77 10%

46 Southbound 135 68 8% 11 70 15% Note 1: Traffic counting locations are shown in Appendix B.

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4.0 Operational noise modelling The ‘Work As Executed’ (WAE) road traffic model for the project provided by Roads and Maritime was reviewed and used as the basis of the road traffic noise model for the NH2U alignment. The monitored traffic flows (23-30 November 2016) from Section 3.7 were then included in the model to facilitate validation of the model against the actual road traffic noise measurements (23-30 November 2016) from Table 4. This model is referred to as the ‘existing road traffic noise model’. The noise monitoring and traffic monitoring periods included in the existing road traffic model were chosen to coincide (23-30 November 2016) to reduce error in the calibration.

The basis of road traffic noise modelling is that if it can be proven that the predicted road traffic noise levels are accurate at discrete locations across the extents of a project, then it is reasonable to assume that the road traffic noise levels are accurate at all modelled receivers.

After successful validation the forecast opening volumes (2016) were then entered into the model to predict ‘Year of Opening’ noise levels. These noise levels were compared with predicted ‘Year of Opening’ noise levels from the Operational Noise Management Report.

4.1 Road traffic noise modelling methodology The road traffic model was processed using SoundPLAN v 7.3 software, which implements the Calculation of Road Traffic Noise (CoRTN) algorithm. The UK Department of Transport devised the CoRTN algorithm and with suitable corrections, this method has been shown to give accurate predictions of road traffic noise under Australian conditions.

The modelling parameters which are included in the model are detailed in Table 7. Table 7 Modelling noise parameters

Parameter Comment

Road design The WAE road design was used to model operational noise throughout the project area.

Traffic volumes and mix

The number of vehicles using the road and the percentage of heavy vehicles. A higher percentage of heavy vehicles would increase the road traffic noise levels.

Existing traffic volumes were obtained from traffic count data recorded at various locations along the proposed alignment, provided in Section 3.7. ‘Year of Opening’ traffic volumes were obtained from the Operational Noise Management Report, and are provided in Section 4.3.1.

Traffic speeds An increase in speed generally causes an increase in road traffic noise. Traffic speeds for the existing road traffic noise model have been based on speeds measured during the traffic counts. Traffic speeds for the ‘Year of Opening’ model were as detailed in the Operational Noise Management Report.

Traffic noise source heights

In accordance with the ENMM three noise sources at various heights have been included in the road traffic noise model: • Light vehicles: 0.5 metres. • Heavy vehicle tyres and engines: 1.5 metres. • Heavy vehicle exhausts: 3.6 metres. Corrections were made to the road traffic noise model to take account of the relative source contributions of the truck tyres and engines (-0.6 dB(A)) and truck exhausts (-8.6 dB(A)) compared with light vehicle sources. The relative source contribution corrections are based upon information provided in the Transportation Noise Reference Book by Paul Nelson (1987, Butterworths)

Roadway gradient Road traffic noise levels vary dependent on the gradient of the roadway compared with a flat roadway. CoRTN calculates this variation, however it does not take into account noise from heavy vehicle engine braking.

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Parameter Comment

Road surface Road surfaces would determine the level of road / tyre interfacial noise created. Dense graded asphalt (DGA) is accepted as the standard road surface with other road surfaces such as stone mastic asphalt (SMA) being considered ‘low noise’ surfaces.

Corrections were applied to the road traffic noise model to account for the existing road surfaces in accordance with the detailed design models, in line with Environmental Noise Management Manual (ENMM).

The following road surface corrections were applied. These are consistent with the corrections used in the Operational Noise Management Report.

Surface Light vehicles Heavy vehicles

DGA 0 0

Concrete +3 +1

SMA -2 -4.3

Wearing course types used along NH2U are outlined in Table 8.

Ground absorption

Road traffic noise levels reduce with increasing distance from the noise source along the ground. The noise validation model verified that a ground absorption factor of 0.6, as specified by the Roads and Maritime Tender brief, was appropriate.

Terrain Natural topographical features such as hills and valleys can shield sensitive receivers from road traffic noise. These effects are taken account of in the model which incorporates one metre terrain contours.

Buildings Existing buildings were included as provided in the WAE models.

Noise barriers Existing noise barrier locations were included as provided in the WAE models.

Facade A correction of 2.5 dB(A) was added to road traffic noise levels, where appropriate, to take account of façade reflection effects in accordance with the Environmental Criteria for Road Traffic Noise (ECRTN).

Road network Major roads included in the WAE models were included in the model, including interchange roads.

For this project noise levels at sensitive receiver locations are predominantly controlled by the main alignment. This was verified by attended noise measurements throughout the study extents of the project.

Standard corrections

CoRTN provides LA10 road traffic noise levels. The industry standard correction of -3 dB(A) was applied to convert the LA10 levels to LAeq road traffic noise levels to allow assessment of the results against the ECRTN and ENMM criteria.

A -1.7 dB correction for Australian conditions has been applied to all results during the day. This is from the Australian Road Research Board (ARRB) Transport Research (Saunders et al 1983) and referred to in Austroads Research Report (ARR), “An Approach to the Validation of Road Traffic Noise Models” (2002). A 0.5 dB has been applied during the night. In AECOM’s experience this provides the most accurate road traffic noise predictions

Calibration factor Factors of -0.9 dB for daytime and 0 dB for night-time night time were found to best calibrate modelled predictions with logger results and have been applied to all modelling results.

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4.1.1 Wearing course types

The wearing course types and chainage locations along the NH2U alignment are detailed in Table 8. Table 8 Wearing course types and locations

Chainage location NH2U

Main carriageway pavement type

Wearing course type Comments / Notes

61265 to 66970 PCP Concrete

66970 to 68670 CRCP 30 mm SMA10 Noise sensitive area

68670 to 80690 PCP Concrete

80690 to 82870 CRCP 30 mm SMA10 Noise sensitive area

82870 to 83600 CRCP 30 mm SMA10

Notes:

- PCP – Plain Concrete Pavement

- CRCP – Continuously Reinforced Concrete Pavement

- SMA10 – Stone Mastic Asphalt with 10 mm aggregate

- DGA14 – Dense Graded Asphalt with 14 mm aggregate

All bridges and access ramps along the alignment have 30 mm SMA10 as their wearing course type. Service roads are assumed to have DGA14 as their wearing course type.

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4.2 Existing road traffic noise model As discussed in Section 4.1, the CoRTN algorithm was utilised to calculate road traffic noise. For a project corridor of 600 metres either side of the road, this algorithm has a well-documented accuracy of ±2 dB. If the differences between measured and predicted road traffic noise levels fall within this factor, then the model is considered to have a suitable level of accuracy for that location. Attention should be given to noise measurements that fall outside this range. Common reasons for poor calibration of noise logger measurements include extraneous noise sources and poor logger placement. These issues can be minimised during the logger deployment, however they can still occur.

Noise levels at some locations were affected by noise from roads other than the NH2U main alignment or interchanges. Since the detailed design model only included the noise sources associated with the NH2U project, noise levels at these locations were not suitable for use in the existing road traffic model validation. Provided below in Table 9 is a summary of the road traffic noise model calibration results at locations suitable for use in model validation. A discussion of logger measurements that fall outside the acceptable calibration allowance of ±2 dB is presented after the table.

The five locations which were affected by noise from sources other than the NH2U main alignment or interchanges are presented in Table 10. It can be seen that the predicted road traffic noise levels were outside the ±2 dB allowance.

Logger graphs are presented in Appendix C. Table 9 Road traffic noise model validation - loggers affected by noise dominated by the NH2U

Day: 7:00 – 22:00 Night: 22:00 – 7:00

ID Address

Mea

sure

d L A

eq(1

5hr), d

B(A

)

Pred

icte

d w

ith

stan

dard

co

rrec

tion

LAeq

(15h

r), d

B(A

)

Diff

eren

ce d

B

Mea

sure

d L A

eq(9

hr),

dB(A

)

Pred

icte

d w

ith

stan

dard

co

rrec

tion

L Aeq

(9hr

), dB

(A)

Diff

eren

ce d

B

L1 6858 Pacific Motorway, Valla 54.8 55.9 -1.1 54.3 54.4 -0.1

L2 L2 21 Auld Close, Valla 61.9 61.5 0.4 61.4 60.3 1.1

L3 14 Bale Close, Valla 56.0 55.2 0.8 53.7 54.2 -0.5


L5 7119 Pacific Motorway, Valla 58.6 57.0 1.6 57.0 55.7 1.3

L6 7216 Pacific Motorway, Valla 53.1 52.4 0.7 51.0 51.2 -0.2

L8 7337 Blackbutt Road, Valla 55.9 55.3 0.6 55.3 54.2 1.1


L10 7525B Pacific Motorway, Valla 58.0 57.3 0.7 57.9 56.2 1.7


L12 20 Short Cut Road, Urunga 51.1 51.1 0.0 48.3 46.9 1.4


L19 7441 Pacific Motorway, Valla 57.2 56.9 0.3 56.3 55.7 0.6

L23 17 Ridgewood Drive, Raleigh 51.6 49.8 1.8 49.1 49.3 -0.2

L24 79 Short Cut Road, Urunga 54.0 52.5 1.5 50.2 51.4 -1.2

L25 63 Waterfall Way, Raleigh 51.9 52.5 -0.6 49.4 51.4 -2.0

L36 100 Old Pacific Highway, Raleigh 50.0 50.6 -0.6 46.5 48.3 -1.8

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Day: 7:00 – 22:00 Night: 22:00 – 7:00

ID Address

Mea

sure

d L A

eq(1

5hr), d

B(A

)

Pred

icte

d w

ith

stan

dard

co

rrec

tion

LAeq

(15h

r), d

B(A

)

Diff

eren

ce d

B

Mea

sure

d L A

eq(9

hr),

dB(A

)

Pred

icte

d w

ith

stan

dard

co

rrec

tion

L Aeq

(9hr

), dB

(A)

Diff

eren

ce d

B

L37 1053 Martells Road, Urunga 52.8 51.4 1.4 51.7 50.9 0.8

L38 42 Timbertop Court, Valla 54.8 55.0 -0.2 54.1 53.8 0.3

L40 21 South Arm Road, Raleigh 50.7 52.0 -1.3 50.2 51.4 -1.2 Median 0 Median 0

Mean 0.2 Mean -0.1

The results provided above in Table 9 indicate that for all but one location the noise levels fall within the noise modelling accuracy of ±2 dB.

Predicted road traffic noise levels at NL18 – 7440 Pacific Highway were 2.6 dB above the daytime noise logger measurements. Since night-time results were within ± 2 dB of measured results, the daytime measured LAeq for this location is slightly lower than would be expected following the trends of surrounding areas. This may be due to localised meteorological conditions. Due to the slight over prediction of modelling results, predictions are expected to be slightly conservative at this location during the daytime.

Noise levels at locations which were significantly affected by noise on unrelated roads or extraneous noise, likely birds or insects, are presented in Table 10. For these locations large sections of the monitoring period would need to be excluded resulting in measured traffic levels that would not be representative of the monitoring period. However given the good correlation of predicted and measured road traffic noise levels at 19 out of the 20 locations where NH2U road traffic is the dominant noise source, as presented in Table 9, the road traffic noise model is considered accurate and validated.

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Table 10 Road traffic noise model validation – locations affected by noise dominated or other road / fauna noise sources

Day: 7:00 – 22:00 Night: 22:00 – 7:00

ID Address

Mea

sure

d L A

eq(1

5hr)

Pred

icte

d w

ith s

tand

ard

corr

ectio

n L A

eq(1

5hr)

Diff

eren

ce

Mea

sure

d L A

eq(9

hr)

Pred

icte

d w

ith s

tand

ard

corr

ectio

n L A

eq(9

hr)

Diff

eren

ce

Site observations

127 Keevers Drive, Raleigh 57.9 - - 56.5 -

Site located over 600 m from the project area. Noise from traffic using the Pacific Motorway is the dominant noise source.

L15 70 Foxs Road, Nambucca 48.8 43.6 5.2 46.4 42.5 3.9

Site observations indicated that there was significant influence of natural sounds such as birds and insects noise in measurements.

L17 7 Valla Beach Road, Valla 55.8 49.2 6.6 49.7 47.4 2.3

Site observations indicated that there was significant influence from Valla Beach Road in the noise measurements. Noise from traffic using the Pacific Motorway was barely audible.

L20 1316 Martells Road, Urunga 49.6 42.2 7.4 43.6 39.1 4.5

Site observations indicated that there was significant influence of natural sounds in the measurements such as trees blowing in the wind. Noise from traffic using the Pacific Motorway was only audible intermittently..

L22 354 South Arm Road, Urunga 53.8 49.1 4.7 51.8 48.3 3.5

Site observations indicated that there was significant influence of natural sounds such as birds and insects noise in measurements. Traffic noise from audible from traffic using both local roads and the Pacific Motorway.

L39 13 Birugan Close, Valla Beach 51.3 48.4 2.9 49.3 46.9 2.4

Site observations indicated that there was significant influence of natural sounds such as birds and insects and some train noise in measurements.

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4.3 Traffic noise model The ‘Year of Opening’ (2016) and ‘Design Year’ (2026) traffic flows presented in the detailed design ONMR assessment were inputted into the road traffic noise model, validated in the previous section to provide the ‘Year of Opening’ and ‘Design Year’ road traffic noise models. These models are used to assess the accuracy of the design modelling and the adequacy of mitigation recommended in the ONMR. This road traffic noise model is called the post-construction noise model in this report.

4.3.1 Traffic volumes Year of Opening The ‘Year of Opening’ traffic volumes which were used are presented in Table 11 below. Table 11 Year of Opening predicted traffic flows

Location Direction Day: 7:00 – 22:00 Night: 22:00 – 7:00

Des

ign

Traf

fic

Volu

me

Des

ign

Vehi

cle

Spee

d, k

m/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Des

ign

Traf

fic

Volu

me.

Des

ign

Vehi

cle.

Sp

eed,

km

/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Main alignment Main Carriage Way, North of Nambucca Heads

Northbound 5,490 115 22% 875 120 59%

Southbound 5,490 115 22% 875 120 59%

Main Carriage Way, North of Ballards Road

Northbound 4,762 115 23% 774 120 60%

Southbound 4,762 115 23% 774 120 60%

Nambucca Heads Interchange, Northbound Ramps

Northbound On-Ramp 1,297 80 13% 166 80 42%

Northbound Off-Ramp 1,493 80 19% 222 80 54%

Nambucca Heads Interchange, Southbound Ramps

Southbound On-Ramp 2,610 80 15% 356 80 48%

Southbound Off-Ramp 2,397 80 17% 348 80 52%

Ballards Road Interchange, Northbound Ramps

Northbound On-Ramp 267 80 6% 34 80 29%

Northbound Off-Ramp 587 80 11% 72 80 42%

Ballards Road Interchange, Southbound Ramps


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Des

ign

Traf

fic

Volu

me

Des

ign

Vehi

cle

Spee

d, k

m/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Des

ign

Traf

fic

Volu

me.

Des

ign

Vehi

cle.

Sp

eed,

km

/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Southbound Off-Ramp 457 80 26% 80 80 63%

Waterfall Way Interchange, Northbound Ramps


Northbound Off-Ramp 307 80 5% 40 80 25%

Waterfall Way Interchange, Southbound Ramps

Southbound On-Ramp 440 80 11% 66 80 45%


Side roads Service Road, South of Nambucca Heads Interchange

Combined 6,900 90 9% 804 90 34%

Service Road, Nambucca Heads Interchange to Ballards Road

Combined 4,200 90 12% 538 90 41%

Service Road, Ballards Road Interchange to Urunga

Combined 4,607 90 11% 578 90 40%

Service Road, Urunga to Waterfall Way

Combined 7,940 90 4% 792 90 19%

Valla Road Combined 1,507 60 14% 208 60 48%

East West Road Combined 2,093 60 9% 238 60 29%

Ballards Road Combined 2,903 60 17% 410 60 49%

Short Cut Road Combined 3,677 60 2% 330 60 9% Giinagay Way, btwn Nambucca Interchange & Link Road

Combined 4,200 90 12% 538 90 41%

Giinagay Way, North of Valla Beach Road

Combined 4,200 90 12% 538 90 41%

Giinagay Way, South of Valla Beach Road

Northbound 4,200 90 12% 538 90 41%

Blackbutt Road Combined 274 60 11% 16 60 17%

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4.3.2 Traffic volumes Design Year

The ‘Design Year’ traffic volumes which were used are presented in Table 11 below. Table 12 Design Year predicted traffic flows


Des

ign

Traf

fic

Volu

me

Des

ign

Vehi

cle

Spee

d, k

m/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Des

ign

Traf

fic

Volu

me.

Des

ign

Vehi

cle.

Sp

eed,

km

/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Main alignment Main Carriage Way, North of Northbound 6,508 115 22% 1051 120 59%

Nambucca Heads Southbound 6,508 115 22% 1051 120 59% Main Carriage Way, North of Northbound 5,880 115 23% 956 120 60%

Ballards Road Southbound 5,880 115 23% 956 120 60% Nambucca Heads Interchange,


Northbound Ramps Northbound Off-Ramp 1,910 80 18% 288 80 52%

Nambucca Heads Interchange,


Southbound Ramps


Ballards Road Interchange,

Northbound On-Ramp 337 80 5% 40 80 25%

Northbound Ramps Northbound Off-Ramp 580 80 9% 84 80 36%

Ballards Road Interchange,


Southbound Ramps

Southbound Off-Ramp 637 80 26% 112 80 63%

Waterfall Way Interchange,


Northbound Ramps Northbound Off-Ramp 327 80 5% 40 80 25%

Waterfall Way Interchange,

Southbound On-Ramp 480 80 10% 66 80 45%

Southbound Ramps


Side roads Service Road, South of Nambucca Heads Interchange

Combined 7,833 90 9% 896 90 32%

Service Road, Nambucca Heads Interchange to Ballards Road

Combined 5,743 90 12% 732 90 41%

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Des

ign

Traf

fic

Volu

me

Des

ign

Vehi

cle

Spee

d, k

m/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Des

ign

Traf

fic

Volu

me.

Des

ign

Vehi

cle.

Sp

eed,

km

/h

Des

ign

Hea

vy

Vehi

cle

Perc

enta

ge

Service Road, Ballards Road Interchange to Urunga

Combined 5,227 90 11% 636 90 38%

Service Road, Urunga to Waterfall Way

Combined 4,493 90 9% 854 90 20%

Valla Road Combined 2,567 60 14% 346 60 46%

East West Road Combined 2,610 60 8% 294 60 31%

Ballards Road Combined 3,157 60 18% 462 60 52%

Short Cut Road Combined 3,670 60 1% 342 60 9% Giinagay Way, btwn Nambucca Interchange & Link Road

Combined 5,743 90 12% 732 90 41%

Giinagay Way, North of Valla Beach Road

Combined 5,743 90 12% 732 90 41%

Giinagay Way, South of Valla Beach Road

Combined 5,743 90 12% 732 90 41%

Blackbutt Road Combined 274 60 11% 16 60 17%

4.3.3 Predicted road traffic noise levels

Noise levels were predicted at all receivers presented in the ONMR. Predicted ‘Year of Opening’ and ‘Design Year’ traffic noise levels for all receivers are presented in Appendix E and F and noise contour maps are presented in Appendix G. Discrepancies between the post-construction noise levels and design noise levels shown in the ONMR are likely to be due to the following:

- Ramp surfaces have been modelled in the ONMR as DGA. The post construction model incorporates the as-built road surface, SMA.

- Bridge surfaces for the main alignment have been modelled in the ONMR as concrete. The post construction model incorporates the as-built road surface, SMA.

- Differences between the topography modelled in the ONMR and the as-built topography incorporated into the post construction model.

- The noise model in the ONMR has been developed using a four source height noise model (car, truck tyre, truck engine and truck exhaust). The post construction model incorporates the industry standard three source height noise model (car, truck engine and truck exhaust).

Results show post-construction modelling results are more than 2 dB higher than detailed design modelling results at two receivers. Table 13 and Table 14 present these results. These discrepancies may be due to differences between the topography modelled in the ONMR and the as-built topography.

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Table 13 Receivers where post-construction levels exceed design levels by more than 2dB in the Year of Opening

Design year predicted level, dB(A) Post-construction level minus Design level, dB

Receiver number

Receiver address Floor Design model

Post-construction model

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

2771 55 Short Cut Road, Urunga 1 52 50 55.0 52.9 3.0 2.9

Table 14 Receivers where post-construction levels exceed design levels by more than 2dB in the Design Year

Design year predicted level, dB(A) Post-construction level minus Design level, dB

Receiver number

Receiver address Floor Design model

Post-construction model

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

1654 7000 Pacific Motorway, Valla 1 61 61 63.4 63.4 2.1 2.1

2771 55 Short Cut Road, Urunga 1 52 51 55.1 53.3 3.1 2.3

4.3.4 Review of the adequacy of mitigation measures

Table 15 presents the predicted ‘Year of Opening’ and the ‘Design Year’ traffic noise levels as presented in the ONMR (design model) and the post-construction noise model. Where these noise levels exceed the LAeq(15hr) or LAeq(9hr) criteria then consideration of additional noise mitigation is required. From Table 15 it can be seen that the post construction ‘Design Year’ traffic noise levels do exceed the criteria, however these properties were deemed eligible for treatment in the ONMR.

The treatment discussed in the ONMR for these two properties is considered appropriate. It is understood that both properties have been treated in accordance with the recommendations of the ONMR as detailed below.

The residential property located at 7000 Pacific Motorway, Valla is a single levels brick veneer cottage with a pitch tile roof. The following treatments were installed:

• Eight windows with 6.5 mm laminated glazing;

• Two sliding doors with 6.5 mm laminated glazing;

• One 40 mm solid core door with seals; and

• Two-zone fully ducted air conditioning to the living areas and bedrooms.

The residential property at 55 Short Cut Road, Urunga is a single levels timber clad cottage with a pitch tile roof. The following treatments were installed:

• Three windows with 6.38 mm laminated glazing; and

• Two 40 mm solid core doors with seals.

For all other properties recommended for treatment in the ONMR the post construction noise levels do not exceed the design levels by more than 2 dB, therefore the treatment recommended in the ONMR for these properties is considered appropriate.

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Table 15 Post-construction model Year of opening and Design Year noise levels

Design model Post-construction model Receiver name from Design model

Receiver address Floor Year of Opening predicted level,

dB(A)

Design Year (2026) predicted level,

dB(A) Year of Opening

predicted level, dB(A) Design Year (2026)

predicted level, dB(A)

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

Day LAeq(15hr)

Night LAeq(9hr)

1654 7000 Pacific Motorway, Valla 1 61 61 61 61 62.4 62.4 63.4 63.4

2771 55 Short Cut Road, Urunga 1 52 50 52 51 55.0 52.9 55.1 53.3

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4.4 Engine braking assessment An engine braking assessment was undertaken to determine the number of engine braking events that exceeded a National Transportation Commission (NTC) recommended value of 3.

Engine braking events were monitored at four locations as agreed with RMS:

• EB1: 21 Auld Close, Valla

• EB2: 7337 Blackbutt Road, Valla

• EB3: 20 Shortcut Road, Urunga

• EB4: 1053 Martells Road, Urunga.

For each location the logger was located within 7 m of the road edge and the microphone fixed 100 mm off the ground. Areas with large reflective surfaces (other than the ground plane), pavement joints and traffic counting tubes were avoided. Audio recordings were triggered at values above a NTC value of 2.5. The audio recordings were played-back and discarded if an engine braking event was not audible. A summary of the engine braking noise monitoring results are presented in Figure 3 and below. The noise logger used for this assessment only recorded NTC values in increments of 0.5. Figure 2 Engine brake event distribution over the monitoring period - 23 November – 7 December 2016

0

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Num

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EB1

EB2

EB3

EB4

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Figure 3 Hourly engine brake event distribution

For the measured locations the following observations were made:

• EB1: A total of 4 engine braking events between a value of 2.5 and 3 were recorded. No engine braking events greater than the NTC recommended value of 3 were recorded.




The highest number of engine braking events were measured at EB3 (20 Shortcut Road). This location is alongside a long, sweeping bend with a downhill grade of 3% for north bound traffic.

Generally during the attended measurements discussed in section 3.6 engine braking events were not observed.

4.5 Intermittent noise Close to the roadside road traffic noise is usually perceived as a series of intermittent events as each vehicle passes the observer. However as the distance from the observer to the roadside increases the road traffic noise appears to become more continuous. At large distances road traffic noise is often perceived as a background ‘hum’. This change from intermittent noise to relatively constant noise is due to two main reasons:

• At large distances from the roadside the relative distance between a moving vehicle and the observer doesn’t change as significantly as when the observer is close, therefore the observed change in noise level as the vehicle moves is less;

• At large distances a number of vehicles are likely to be contributing to the maximum observed noise level. This has the effect of smoothing out the observed traffic noise peaks.

0

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EB1

EB2

EB3

EB4

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4.6 Frequency weighting Noise levels presented in this report are A-weighted. The A-weighting scale is considered to best simulate the frequency responses of the human ear. This is recognised in both the ECRTN and the NSW Road Noise Policy and has therefore been applied to the noise assessment of the NH2U upgrade.

4.7 Increase in speed limit at southern extent and service centre An increase in speed limit from 80 km/h to 110 km/h for the southern project extent of NH2U (south of the Nambucca Heads Interchange) will occur when the Warrell Creek to Nambucca Heads (WC2NH) Pacific Highway upgrade opens at the end of 2017. This speed increase would be expected to increase noise levels within the vicinity of the change by up to 2.5 dB. It should be noted that the design model has included speed of 115 km/h during the day and 120 km/h during the night time for the entire main carriageway of the NH2U project alignment.

A service centre is proposed to be opened at the Nambucca Heads interchange in 2017. The on and off ramps to the service station are likely to see increased traffic volumes, however these increase volumes are not expected to adversely impact the nearest residential receivers. This is due to the distance from the on and off ramps to the nearest residences, approximately 550 m.

Discussion regarding the increase in speed limit from 80 km/h to 110 km/h for the southern project extent of NH2U and the proposed service centre is expected to be included in the post construction report for the WC2NH upgrade.

4.8 Noise Complaints In order to comply with section E1 of the MCoA, details of any complaints and enquiries received in relation to operational noise generated by the project between the date of commencement of operation and the date the report are included in Appendix H.

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5.0 Conclusion A Post Construction Operational Noise Assessment of the NH2U has been undertaken by AECOM in order to assess the adequacy of noise mitigation measures detailed in Operational Noise Management Report. The Operational Noise Management Report (ONMR) was provided by Lend Lease in “Final Design Documentation, Pacific Highway Upgrade Nambucca Heads To Urunga” (NH2U-RP-NV-0001, 22th October 2014, prepared by SLR for Lend Lease).

During the detailed design phase of the project, predictive modelling was undertaken to determine the likely road traffic noise levels expected from the project. The results of modelling for NH2U upgrade were detailed in the Operational Noise Management Report.

Noise criteria

Operational noise requirements for NH2U were derived in accordance with the Minister’s Conditions of Approval, the EPA’s ECRTN and Road and Maritime’s ENMM.

Noise modelling

Road traffic noise emission levels for NH2U were predicted using the ‘Work as Executed’ model. Scenarios modelled for the NH2U noise assessments include ‘existing’ (2016) and ‘Year of Opening’ (2016) and ‘Design Year’ (2026) for both day and night-time periods. Wearing course types used along the extent of the highway have also been incorporated into the modelling.

Traffic counts

TTM was engaged to undertake traffic counting at 46 locations along the alignment. Traffic counting was undertaken simultaneously with noise logging for validation of the existing traffic noise model. Roads and Maritime provided traffic counts at eleven additional locations on side roads.

Noise Monitoring

Unattended noise monitoring was conducted at a total of 28 locations. The results of the noise monitoring have been processed in accordance with the procedures contained in the ECRTN and ENMM and are presented within the body of this report.

Attended monitoring was performed at 14 locations.

Model validation and additional noise mitigation requirements

The results of noise measurements undertaken following the opening of NH2U to traffic have correlated well with the predicted noise levels using the ‘existing road traffic noise model’. There was an average difference between measured and modelled noise levels of -0.2 dB during the day and 0.0 dB at night, with modelled predictions for locations dominated by noise from NH2U falling within ±2 dB of measured results, aside from one anomaly which has been discussed in Section 4.2.

A ‘Year of Opening’ and ‘Design Year’ road traffic noise model was then created using predicted 2016 and 2026 traffic flows from the design stage. This road traffic noise model was called the post-construction noise model. Post-construction noise road traffic noise levels modelled were compared against the previously determined noise levels, as detailed in the Operational Noise Management Report (ONMR). This was completed to determine if the design stage noise modelling was accurate and subsequently confirm that previously recommended noise mitigation measures were adequate.

It has been found that the noise levels from the post-construction noise model at all receiver locations, with the exception of two, do not exceed the design model noise levels (presented in the ONMR) by more than 2 dB. Post-construction noise levels at these two receiver locations were predicted to exceed the LAeq(15hr) and/or LAeq(9hr) criteria, however both receivers were already deemed eligible for treatment in the ONMR. The treatments were subsequently implemented and are considered appropriate for the level of exceedances predicted in this post construction noise assessment. Therefore further consideration of additional mitigation measures is not required for these receivers.

As the design stage recommended noise mitigation measures are considered appropriate for all receivers, no additional noise mitigation measures are recommended.