Upload
ngokhanh
View
225
Download
0
Embed Size (px)
Citation preview
CHAPTER 9
NOISE & VIBRATION
www.eastmidlandsgateway.co.uk
Document No 5.2The East Midlands Gateway Rail Freight
Interchange and Highway Order 201X
Regulation No: 5 (2) (a)
ENVIRONMENTAL STATEMENTJULY 2014
PAGE 3EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.0 NOISE & VIBRATION
9.1 Introduction 5
9.2 Legislation and Policy Context 6
9.3 British Standards and Other Guidance 11
9.4 Assessment Methodology and Significance Criteria 14
9.5 Baseline Conditions 20
9.6 Impact Assessment 26
9.7 Mitigation 39
9.8 Residual Effects 41
9.9 Conclusion 43
APPENDIX - SEE BOX 3 FOLDER 10
Appendix 9.1 Glossary of Acoustics Terminology
PAGE 5EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.1 INTRODUCTION
This chapter of the Environmental Statement presents assessments of the potential noise
and vibration impacts that may arise as a result of the construction and operation of the East
Midlands Strategic Rail Freight Interchange proposed near Junction 24 of the M1.
9.1.1 There is the potential for noise to be generated during both the construction and operational
stages of the proposed development; however, the likely sources of noise, vibration and
duration of impact are likely to be very different for operation and construction. As such,
this assessment considers the potential noise and vibration impacts from construction and
operation of the proposed development separately. Where appropriate, potential mitigation
measures are proposed to reduce the impact of noise and vibration generated by the site to
acceptable levels.
9.1.2 The scope of the assessment has been determined in the following way:
• Scoping opinion, The Planning Inspectorate, December 2012
• Consultation with NWLDC on January 2013, in order to confirm the requirements
with regard to the scope of the assessment.
• The results of the baseline noise surveys across the assessment area carried out
over typical weekday periods.
• A review of the construction methods and programme (set out in the Construction
Management Framework Plan – document 6.10).
• Details of existing and development road and rail traffic flows during construction
and operation.
9.1.3 To aid in the understanding of this assessment, Appendix 9.1 provides a glossary of the
acoustics terminology that is used within this assessment.
PAGE 6
9 NOISE & VIBRATION
9.2 LEGISLATION AND POLICY CONTEXT
Legislation
9.2.1 In England and Wales there are two legislative instruments which address the effects of
environmental noise with regard to construction noise and vibration and nuisance, the
Environmental Protection Act 1990 (EPA) and the Control of Pollution Act 1974 (CoPA).
The CoPA provides two means of controlling construction noise and vibration; Section 60
provides the Local Authority with the power to impose at any time operating conditions on
the development site, whilst Section 61 allows the developer to negotiate a set of operating
procedures with the Local Authority prior to commencement of site works.
9.2.2 For new or altered highways the Noise Insulation Regulations: 1975 (NIR) outlines the
requirements to carry out or make a grant in respect of the cost of carrying out noise
insulation work in, or to, an eligible building by the authority should the following conditions
be met.
1A) The combined expected maximum traffic level, i.e. the relevant noise level, from the new
or altered highway together with the other traffic in the vicinity must not be less than the
specified noise level 68 dB LA10, 18hr and
1B) the relevant noise level is at least 1.0 dB(A) more than the prevailing noise level, i.e. the
total traffic noise level existing before the works to construct or improve the highway were
begun.
2) The contribution to the increase in the relevant noise level from the new or altered highway
must be at least 1.0 dB(A).
Policy
9.2.3 Specific policies from the NWLDC Adopted Local Plan (1991 – 2006) were saved in 2007,
Policy E44 Noise and Development was not saved. The only remaining policy relevant to
noise is Policy E3 Residential Amenities, which states
Development will not be permitted which, by reason of its scale, height, mass, design,
oppressiveness, proximity, noise, vibration, smell, fumes, smoke, soot, ash, dust, grit or
excessive traffic generation, would be significantly detrimental to the amenities enjoyed by
the occupiers of existing nearby dwellings.
Residential development will not be permitted where any of the likely effects emanating from
an existing nearby land use would be significantly detrimental to the amenities enjoyed by its
occupants.
PAGE 7EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.2.4 At a national level, general guidance concerning the planning of new developments in England
is presented in The National Planning Policy Framework (NPPF). This document, which was
introduced into the planning system in March 2012 and supersedes the previous Planning
Policy Guidance 24: Planning and Noise.
9.2.5 Section 11 para. 123 of NPPF states:
‘Planning policies and decisions should aim to:
Avoid noise from giving rise to significant adverse impacts on health and quality of life as a
result of new development
Mitigate and reduce to a minimum other adverse impacts on health and quality of life arising
from noise from new development, including through the use of conditions
Recognise that development will often create some noise and existing businesses wanting to
develop in continuance of their business should not have unreasonable restrictions put upon
them because of changes in nearby land uses since they were established
Identify and protect areas of tranquillity which have remained relatively undisturbed by noise
and are prized for their recreational and amenity value for this reason’
9.2.6 Section 11 para. 123 of NPPF makes reference to the DEFRA Noise Policy Statement for England
2010 (NPSfE). This latter document is intended to apply to all forms of noise other than that
which occurs in the workplace and includes environmental noise and neighbourhood noise in
all forms.
9.2.7 NPSfE advises that the impact of noise should be assessed on the basis of adverse and
significant adverse effect but does not provide any specific guidance on assessment methods
or limit sound levels. Moreover, the document advises that it is not possible to have ‘a single
objective noise-based measure… that is applicable to all sources of noise in all situations’. It
further advises that the sound level at which an adverse effect occurs is ‘likely to be different
for different noise sources, for different receptors and at different times’.
9.2.8 In the absence of specific guidance for assessment of environmental noise within NPPF,
NPSfE and local policy it is considered appropriate to base assessment on current British
Standards and or national guidance.
National Planning Practice Guidance 2014
9.2.9 On line guidance has been published to provide greater details in relation to the relevance of
noise to planning following the introduction of the NPPF and NPSfE.
PAGE 8
9 NOISE & VIBRATION
9.2.10 It states under the heading ‘How to Determine the Noise Impact’ that the following should be
considered by local authorities:
• Whether or not a significant adverse effect is occurring or likely to occur:
• Whether or not an adverse effect is occurring or likely to occur: and
• Whether or not a good standard of amenity can be achieved.
9.2.11 The overall effect of both construction and when a development is complete should be
considered.
9.2.12 In line with NPSE, this includes identifying where noise exposure is above or below the
significant observed adverse effect level and the lowest observed adverse effect level for a
given situation.
9.2.13 The observed effects are defined in the table below which is detailed in the section headed
‘How to Recognise when Noise could be a concern?’
Perception Examples of Outcomes Increasing Effect Level
Action
Not noticeable No effect No Observed Effect
No specific measures required
Noticeable and not Intrusive
Noise can be heard, but does not cause any change in behaviour or attitude. Can slightly affect the acoustic character of the area but not such that there is a perceived change in the quality of life.
No Observed Adverse Effect
No specific measures required
Lowest Observed Adverse Effect Level
Noticeable and Intrusive
Noise can be heard and causes small changes in behaviour and/or attitude, e.g. turning up volume of television; speaking more loudly; closing windows for some of the time because of the noise. Potential for non-awakening sleep disturbance. Affects the acoustic character of the area such that there is a perceived change in the quality of life.
Observed Adverse Effect
Mitigate and reduce to a minimum
PAGE 9EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Perception Examples of Outcomes Increasing Effect Level
Action
Significant Observed Adverse Effect Level
Noticeable and disruptive
The noise causes a material change in behaviour and/or attitude, e.g. having to keep windows closed most of the time, avoiding certain activities during periods of intrusion. Potential for sleep disturbance resulting in difficulty in getting to sleep, premature awakening and difficulty in getting back to sleep. Quality of life diminished due to change in acoustic character of the area
Significant Observed Adverse Effect
Avoid
Noticeable and very disruptive
Extensive and regular changes in behaviour and/or inability to mitigate effect of noise leading to psychological stress or physiological effects, e.g. regular sleep deprivation/awakening; loss of appetite, significant, medically definable harm, e.g. auditory and non-auditory.
Unacceptable Adverse Effect
Prevent
9.2.14 It is important to note that no specific noise parameters are defined in the text or target noise
levels provided.
9.2.15 Under the heading ‘What factors influence whether noise could be a Concern?’ the subjective
nature of noise is discussed. It is stated that there is no simple relationship between noise
levels and the impact on those affected. This depends on how various factors combine in
particular situations, these include:
• The source and absolute level of the noise together with the time of day it occurs. Some
types and level of noise will cause a greater adverse effect at night than if they occurred
during the day – this is because people tend to be more sensitive to noise at night as they
are trying to sleep. The adverse effect can also be greater simply because there is less
background noise at night;
• For non-continuous sources of noise, the number of noise events, and the frequency and
pattern of occurrence of the noise;
PAGE 10
9 NOISE & VIBRATION
• The spectral content of the noise (i.e. whether or not the noise contained particular high
or low frequency content) and the general character of the noise (i.e. whether or not
the noise contains particular tonal characteristics or other particular features). The local
topology and topography should also be taken into account along with the existing and,
where appropriate, the planned character of the area.
• Consideration should also be given to whether adverse internal effects can be completely
removed by closing windows and, in the case of new residential development, if the
proposed mitigation relies on windows being kept closed most of the time. In both cases
a suitable alternative means of ventilation can be found in the Building Regulations.
• In cases where existing noise sensitive locations already experience high noise levels,
a development that is expected to cause even a small increase in noise may result in a
significant adverse effect occurring even though little to no change in behaviour would be
likely to occur.
• If external amenity spaces are an intrinsic part of the overall design, the acoustic
environment of those spaces should be considered so that they can be enjoyed as
intended.
• Some commercial developments including fast food restaurants, night clubs and public
houses can have particular impacts, not least because activities are often at their peak in
the evening and late at night. Local planning authorities will wish to bear in mind not only
the noise that is generated within the premises but also the noise that may be made by
customers in the vicinity.
9.2.16 When proposed developments could include activities that would be covered by the licensing
regime, local planning authorities should consider whether the potential for adverse noise
impacts will be addressed through licensing controls (including licence conditions).
9.2.17 Local planning authorities should not however presume that licence conditions will provide
for noise management in all instances and should liaise with the licensing authority.
9.2.18 The noise levels generated by the Proposed Development will be assessed using recognised
guidance contained within this chapter.
PAGE 11EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.3 BRITISH STANDARDS AND OTHER GUIDANCE
British Standard (BS) 5228
9.3.1 British Standard 5228 1:2009 ‘Code of practice for noise and vibration control on construction
and open sites – Part 1: noise’ (BS 5228 1) provides guidance on a range of considerations
relating to construction noise including the legislative framework, general control measures,
example methods for estimating construction noise levels and example criteria which may be
considered when assessing the significance of any effects.
9.3.2 Similarly, BS 5228 2:2009 ‘Code of practice for noise and vibration control on construction
and open sites – Part 2: vibration’ (BS 5228-2) provides general guidance on legislation,
prediction, control and assessment criteria for construction vibration. These standards have
been adopted as the relevant method to predict and assess the effects of construction noise
and vibration.
British Standard (BS) 4142
9.3.3 The British Standard 4142:1997 ‘Method for Rating industrial noise affecting mixed residential
and industrial areas’ (BS 4142) provides an objective method for rating the likelihood of
complaint from industrial and commercial operations. It also describes means of determining
noise levels from fixed plant installations and determining the background noise levels that
prevail on a site.
9.3.4 The complaints assessment method is based on the subtraction of the measured background
noise level from the rating level determined. The rating level is the source noise level (either
measured or predicted) corrected for tone or character (if necessary). The difference is
compared to the following criteria to evaluate the likelihood of complaint.
• A difference of around +10 dB or more indicates that complaints are likely.
• A difference of around +5 dB indicates a marginal significance for complaint.
• A difference of -10 dB or less is a positive indication that complaints are unlikely.
9.3.5 BS 4142 has been adopted as the appropriate method to assess noise from the commercial
areas of the development.
British Standard (BS) 8233
9.3.6 The British Standard BS 8233:2014 ‘Sound insulation and noise reduction for buildings - Code
of practice’ (BS 8233:2014) provides guidance for control of noise in and around buildings,
and suggests appropriate criteria and limits for different situations. The criteria and limits are
primarily intended to guide the design of new buildings or refurbished buildings undergoing
a change of use.
PAGE 12
9 NOISE & VIBRATION
9.3.7 The British Standard provides criteria for reasonable and good living and working conditions,
which can be seen in Table 5 in BS 8233:2014 and below in Table 9.1. These levels are
consistent with the World Health Organisation Guidelines for Community Noise, 1999.
Table 9.1: Indoor ambient noise levels for dwellings
Activity Location 07:00 to 23:00 23:00 to 07:00
Resting Living room 35 dB LAeq, 16hour -
Dining Dining Room/area 40 dB LAeq, 16hour -
Sleeping (Resting) Bedroom 35 dB LAeq, 16hour 30 dB LAeq, 8hour
9.3.8 During summer months, bedroom windows may be open for ventilation. It is generally accepted
that a typical façade, regardless of construction, will offer a maximum sound reduction of 10-
15 dB when windows are open. Therefore, if it is assumed that a 15 dB reduction from outside
to inside is achieved from an open window, the highest permitted day-time external noise
level from the source under consideration will be LAeq,16hr 55 dB to ensure the internal level
does not exceed LAeq,16hr of 40 dB within living rooms. Similarly, for the night-time, an external
noise level of LAeq,8hr 50 dB or lower and LAmax 60 dB or lower, would ensure a ‘reasonable’
internal noise level according to the BS 8233:2014 criteria.
9.3.9 In England and Wales, the standard method for predicting road traffic noise levels is given
in the Calculation of Road Traffic Noise 1988 (CRTN). This methodology utilises a number
of input parameters (e.g. road traffic flow, composition, speed, gradient road, road surface,
distance of receptor from road etc.) to enable predictions of noise levels due to road traffic
to be produced. This method enables the calculation of average levels over a period of
either 18 hours or 1 hour. Predictions are produced in terms of LA10, as this is considered the
measurement descriptor that best describes road traffic noise.
9.3.10 The Design Manual for Roads and Bridges (DMRB) was originally published by the Department
of Transport in 1993 and sets out procedures for undertaking the design of road schemes.
Volume 11, Section 3, Part 7 sets out a methodology for assessing the impacts of noise and
vibration. This methodology can be applied to the assessment of new road schemes or
schemes that result in changes in traffic flows on existing road links. The most recent revision
of this section of the Design Manual for Roads and Bridges was published in February 2011
and it is therefore this version of the guidance that is referred to in this assessment.
PAGE 13EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.3.11 In England and Wales, the standard method for predicting railway noise levels is given in the
Calculation of Railway Noise 1995 (CRN). The CRN method uses a number of input variables,
including type of locomotive, average vehicle speed, number of carriages or wagons, track
type, gradient and ballast, air absorption, site geometry and the presence of noise barriers or
acoustically absorbent ground, to predict the LAeq,18hour or LAeq,6hour noise level for any receptor
point at a given distance from the track.
9.3.12 ‘Guidelines for Community Noise’, published by the World Health Organisation in 2000 sets
out a range of criteria relating to general community noise that are aimed at limiting the
potential health effects of noise, including annoyance and sleep disturbance. This guidance
document has been used to assess overall absolute levels of environmental noise.
PAGE 14
9 NOISE & VIBRATION
9.4 ASSESSMENT METHODOLOGY
9.4.1 This assessment has been undertaken based on the Parameters Plan and the description of
the proposed development included within Chapter 2 – Description of Development.
9.4.2 The methods used to assess the potential noise impacts of the development vary depending
on the noise source under consideration and the appropriate guidance given in national
standards or other relevant documentation. The following sections detail each of the
assessment methods used and where appropriate the significance criteria for determining
the likely effect of any impacts.
Consultation with NWLDC
9.4.3 Consultation took place with the Environmental Health Officer at NWLDC on 15th January
2013, during which the proposed methodology for the noise assessment and baseline survey
was discussed and agreed.
Assessment Locations
9.4.4 The study area is approximately 4.5 km by 3 km and includes residential areas of Lockington,
Hemington, Castle Donington and Kegworth. Figure B1 in Appendix 9.1 illustrates the extent
of the assessment area. Roads within 2 km of the site boundary that are predicted to be
subject to a change in noise level of more than 1 dB(A) as a result of the development opening
have been included in the study area.
Significance Criteria
Construction Noise
9.4.5 Construction works include both moving sources and static sources. The moving sources
normally comprise mobile construction plant and Heavy Goods Vehicles (HGVs). The static
sources include construction plant temporarily placed at fixed locations.
9.4.6 The analysis of construction noise has been undertaken in accordance with BS 5228-1 which
provides methods for predicting construction noise levels on the basis of reference data
for the emissions of typical construction plant and activities. These methods include for the
calculation of construction traffic along access tracks and the proposed highway and also for
construction activities at fixed locations such as the building structures.
9.4.7 The BS 5228-1 calculated levels are then compared with absolute noise limits for temporary
construction activities which are commonly regarded as providing an acceptable level of
protection from the short term noise levels associated with construction activities.
PAGE 15EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.4.8 Based on the range of guidance values set out in BS 5228 Annex E, and other reference criteria
provided by the World Health Organization (WHO) and Minerals Policy Statement 2, Annex
2: Noise, the following impact significance criteria have been derived. The presented criteria
have been normalised to free-field day time noise levels occurring over a time period, T, equal
to the duration of a working day on site. BS 5228-1 Annex E provides varied definitions for the
range of day time working hours which can be grouped for equal consideration. The values
presented in Table 9.2 have been chosen to relate to daytime hours from 07:00 to 19:00 on
weekdays, and 07:00 to 13:00 on Saturdays. It is anticipated that no construction work will
be carried out outside of these hours.
Table 9.2: Significance Criteria Adopted for Assessment of Construction Noise
Significance Condition
Negligible Construction noise is generally less than or equal to 55 dB LAeq,T, with
periods of up to 60 dB LAeq,T lasting not more than 4 weeks in any 12
month period
Minor Construction noise is generally greater than 55 dB LAeq,T and less than or
equal to 60 dB LAeq,T, with periods of up to 65 dB LAeq,T lasting not more
than 4 weeks in any 12 month period
Moderate Construction noise is generally greater than 60 dB LAeq,T and less than or
equal to 65 dB LAeq,T, with periods of up to 72 dB LAeq,T lasting not more
than 4 weeks in any 12 month period.
Major Construction noise is greater than 72 dB LAeq,T for any part of the
construction works or exceeds 65 dB LAeq,T for more than 4 weeks in any
12 month period
9.4.9 Separate consideration is also given to the possible noise impacts of construction related
traffic passing to and from the site along local surrounding roads. In considering potential
noise levels associated with construction traffic movement on public roads, reference is made
to the accepted UK prediction methodology provided by CRTN. In addition, the criteria listed
in DMRB for assessment of short term road traffic noise impacts have been adopted for the
assessment of construction traffic. These are reproduced below in Table 9.3 for clarity.
Table 9.3: Significance Criteria Adopted for Assessment of Construction Traffic Noise
Significance Change in LA10,18hour Noise Level
Negligible 0.9 dB or less
Minor Between 1 dB and 2.9 dB
Moderate Between 3 dB and 4.9 dB
Major 5 dB or greater
PAGE 16
9 NOISE & VIBRATION
Construction Vibration
9.4.10 The relatively large distances and nature of construction activity means that vibration levels
during the construction of the development are considered unlikely to affect sensitive
receptors. An assessment of the vibration impacts caused by the development has been
scoped out and therefore is not considered further in this assessment.
Plant Noise Assessment
9.4.11 Plant noise is assessed using BS 4142:1997 which states that Rating Levels of 10 dB below
background are unlikely to attract complaint and a rating level of 5 dB above background is
considered of marginal significance according to the standard. Plant limits can be set at values
between these values and the resulting noise from plant operation should be acceptable. The
assessment would be based on no effect at a rating level of equal to background noise level.
Rail Freight Terminal and Warehouse Buildings
9.4.12 Commercial noise generated by the activity taking place in these areas of the development
has been included in the noise model. The primary sources and noisy activities associated
with the operation of the freight terminal and warehouse buildings are presented in Table
9.4. The noise levels generated by this type of source have been assessed following guidance
found in BS4142.
Table 9.4: Commercial Noise Sources Used
Activity Sound power Level LwdB(A) Source
Loading/Unloading HGV 91.1 Measured data
AC units; Pumps; Extractor fans 74.0 Measured data
HGV 105.0 Measured Data
Train 106.5 Measured Data
Freight Crane 124.0 Measured Data
Loading/Unloading Trains 103.6 Measured Data
9.4.13 A scenario has been created in the model to determine the total noise level at each of the
assessment locations as a result of only the commercial noise sources provided in Table 9.4.
This equates to the BS 4142 Specific Noise Level. As a precautionary approach, a 5dB penalty
has been applied to the Specific Noise Level to account for any acoustic features that may be
present, to give the Rating Level.
9.4.14 Following the method described in BS4142 for determining the likelihood of complaint from
this type of noise, the measured background noise level (dB LA90, T) is subtracted from the
Rating Level (dB LAr,Tr).
PAGE 17EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.4.15 The significant effect of any commercial noise impacts has been determined using the criteria
set out in Table 9.5.
Table 9.5: Significance Criteria Adopted for Assessment of Commercial Noise
Significance LAr,Tr - LA90, T
Negligible -10 dB or less
Minor Between -10 dB and +5 dB
Moderate Between +5 dB and +10 dB
Major +10 dB or greater
New Rail Link
9.4.16 Noise from rolling stock using the spur line to the freight terminal and the existing railway
network has been calculated using the method described in CRN.
9.4.17 When complete, the proposed freight terminal will initially operate with a low volume of train
movements per day, typically one or two. Once at the normal level of operation there are
anticipated to be 16 trains per day entering and the same number leaving the terminal. The
assessment has therefore modelled 32 train movements per day, which have been separated
into 22 during the day-time and 10 during the night-time. These periods are defined in CRN
as 06:00 to 24:00 hours and 24:00 to 06:00 hours respectively.
9.4.18 Trains are assumed to be Class 4 freight trains, made up entirely of air-braked bogie freight
wagons. A correction to the Sound Exposure Level (SEL) for this type of locomotive and
wagon of -13 dB(A) has been included in the calculation. The maximum permitted speed
on the network for such trains is 75 mph; however this speed will not be reached within the
development site. At the junction off the existing railway line to the depot, trains are likely to
be travelling at 15 mph reducing to 10 mph as they approach the terminal where trains will
come to a stop. A similar pattern of speeds will occur in reverse as trains leave the terminal.
For the assessment, trains are assumed to be travelling at 15 mph within the site boundary
and 75 mph on the existing railway network.
9.4.19 It is not appropriate to assess the significance of the noise from railway traffic in isolation
of other noise sources in the area. As this is an existing noise source that contributes to the
overall noise climate at the assessment receptors, railway noise has been combined with
other existing noise sources and noise from other elements of the development to provide
an overall level for the opening year with and without development. These overall levels are
considered to best represent the total community noise that may be experienced at the
assessment locations. The impact of the difference in overall noise level on noise-sensitive
receptors has been assessed using the significance criteria set out below in Table 9.6.
PAGE 18
9 NOISE & VIBRATION
Table 9.6: Significance Criteria Adopted for Assessment of the Rail Traffic Change in
Overall Noise
Significance Condition based on free-field noise levels
Negligible Overall noise with development is less than or equal to 55 dB LAeq,16hour
during the day-time and less than or equal to 45 dB LAeq,8hour during the
night-time. Or the difference between the overall noise levels for the ‘with
and without’ development scenarios is 3 dB or less.
Minor Difference between the overall noise levels for the ‘with and without’
development scenarios greater than 3 dB and less than or equal to 6 dB.
Moderate Difference between the overall noise levels for the ‘with and without’
development scenarios greater than 6 dB and less than or equal to 10 dB.
Major Difference between the overall noise levels for the ‘with and without’
development scenarios greater than 10 dB.
Road Alterations and New Road Link
9.4.20 Noise from motor vehicles using the road network has been calculated using the method
described in CRTN and the additional advice provided in Annex 4 of Volume II, Section 3 Part
7 of the Design Manual for Roads and Bridges (DMRB).
9.4.21 The simple assessment method described in DMRB has been followed to determine the likely
significance of any changes in the level of road traffic noise. Additional consideration has
been given to the three conditions that have to be satisfied for eligibility of a grant to carry
out insulation work under the Noise Insulation Regulations (NIR).
9.4.22 The significant effect of road traffic noise impacts has been determined using the criteria set
out in Table 9.7.
Table 9.7: Significance Criteria Adopted for Assessment of Road Traffic Noise
Significance Change in LA10,18hour Noise Level
Negligible 0.9 dB or less
Minor Between 1 dB and 2.9 dB
Moderate Between 3 dB and 4.9 dB
Major 5 dB or greater
PAGE 19EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Overall Changes in Noise Level
9.4.23 The above assessments of the individual noise sources follow the relevant guidance
documentation for the associated source. Whilst this can provide a clear assessment of
the significance of any noise impacts associated with certain elements of the development,
the change in overall ambient noise level resulting from the cumulative noise from the
development should also be assessed.
9.4.24 Two scenarios have been created in the noise model for the year of opening, 2031; one without
the development and one with the development. The scenario without the development
models existing sources that influence the noise climate at receptors in the study area. Where
relevant, noise levels from sources that are likely to change year on year, such as road and
rail traffic, have been calculated using flow data for the opening year. The second scenario,
with development, calculates the cumulative case of the ‘without development’ together
with the noise generated by all elements of the development. The difference in the level
of noise calculated for these scenarios represents the change in ambient noise likely to be
experienced by the receptor under consideration.
9.4.25 The significance criteria detailed in Table 9.8 have been derived from information provided
in the WHO document Guidelines for Community Noise and used to assess the impact of the
change in overall noise levels at noise sensitive receptors.
Table 9.8: Significance Criteria Adopted for Assessment of the Change in Overall Noise
Significance Condition based on free-field noise levels
Negligible Overall noise with development is less than or equal to 55 dB LAeq,16hour
during the day-time and less than or equal to 45 dB LAeq,8hour during the
night-time. Or the difference between the overall noise levels for the with
and without development scenarios is 3 dB or less.
Minor Difference between the overall noise levels for the with and without
development scenarios greater than 3 dB and less than or equal to 6 dB.
Moderate Difference between the overall noise levels for the with and without
development scenarios greater than 6 dB and less than or equal to 10 dB.
Major Difference between the overall noise levels for the with and without
development scenarios greater than 10 dB.
Operational Vibration
9.4.26 The relatively large distances between the development site and the nearest sensitive
receptors are such that vibration levels during the operation of the development are
considered highly unlikely to be significant over such large distances as the nearest receptor
is 120 metres. An assessment of the vibration impacts caused by the development has been
scoped out and therefore is not considered further in this assessment.
PAGE 20
9 NOISE & VIBRATION
9.5 BASELINE CONDITIONS
9.5.1 A baseline noise survey was undertaken in September and October 2013 at 11 locations
surrounding the site to establish the existing ambient noise levels. The survey locations were
selected to measure a representative sample of the existing baseline noise climate at nearby
noise-sensitive receptors that have the potential to alter as a result of the development.
A mixture of attended short-term surveys, following the CRTN Shortened Measurement
Procedure, and unattended longer-term surveys were carried out. The survey locations are
shown in Figure B1 of Appendix 9.1.
9.5.2 The short-term noise measurements were undertaken for 3 hours at each location during the
daytime as stipulated by CRTN. Measurements of the LA10 noise levels were made over three
consecutive hours. The microphone was positioned at least 3 metres from any acoustically
reflective surface, other than the ground, at a height of approximately 1.2 metres.
9.5.3 The background noise climate is characterised by road traffic from the M1, A50, A453, East
Midlands Airport and train movements.
9.5.4 The longer-term background noise monitoring exercise was conducted over a period of just
over one week. The equipment used for the survey comprised of Rion NL 31/NL32 logging
sound level meters. All meters were enclosed in environmental cases with battery power to
enable continuous logging at five minute averaging periods. Outdoor windshield systems
were used to reduce wind induced noise on the microphones and provide protection from
rain. These windshield systems were supplied by the sound level meter manufacturer and
maintain the required performance of the whole measurement system when fitted.
9.5.5 All measurement systems used for the survey were calibrated at the start and end of the
corresponding measurement period. No acoustically important (>0.5 dB(A)) drifts in
calibration were found to have occurred. Systems were set to log the common environmental
noise parameters, including LA10,T and LAeq,T noise levels continuously over the deployment
period. The internal clocks on the sound level meters were all synchronized with Greenwich
Mean Time (GMT).
9.5.6 The weather during the survey periods was dry with light showers on occasions, but mostly
dry with breaks of sunny periods.
Noise Model
9.5.7 A noise model of the assessment area has been created using the specialist acoustic software
Cadna-A. The model includes existing sources of noise including road traffic and railway
locomotives together with noise sources associated with the proposed development.
PAGE 21EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.5.8 The noise model uses the methods described in ISO 9613-2, CRTN and CRN to calculate the
noise immission levels from commercial, road and rail sources respectively within the study
area. These models have been identified as most appropriate for use in predicting noise
propagation.
9.5.9 The model accounts for the attenuation due to geometric spreading, atmospheric absorption,
and barrier and ground effects, where appropriate. Attenuation calculations for commercial
noise have been made on an octave band basis and therefore account for the typical sound
frequency characteristics of the noise source under consideration and assume down-wind
propagation as a worst-case. The attenuation and propagation of road and rail noise is
based on the overall A-weighted noise level and the methods described in CRTN and CRN
respectively which account for the typical sound frequency characteristics of these sources.
9.5.10 A receiver height of four metres will be typical of first floor windows and result in slightly
higher predicted noise levels than if a 1.2 to 1.5 metre receiver height were chosen.
9.5.11 Average daily road traffic data has been provided for the following scenarios:
• Exiting Baseline, 2012 without any development
• Future year, 2031, without development
• Future year, 2031 with development.
9.5.12 Rail traffic flow data has been provided for the existing railway line situated to the north
of the development site and the proposed spur that would serve the proposed rail freight
depot. Scenarios with and without development have been included in the model.
Existing Baseline
9.5.13 The site is bounded by East Midlands Airport to the south, M1 motorway to the east and
villages to the west and north. Further north is a freight railway line, beyond which lies the
A50 dual carriageway. Donington Park Race Circuit is approximately 3km south west of the
development.
9.5.14 The existing noise environment surrounding the proposed site is characterised by
transportation sources from the East Midlands Airport, railway traffic, vehicles using the M1
and local road and occasional activity taking place at Donington Park Race circuit. Natural
sources such as wind disturbed vegetation and birds and animals are more noticeable at
receptors located further away from these transportation noise sources.
PAGE 22
9 NOISE & VIBRATION
Baseline Noise Survey Results
Measured Noise levels
Table 9.9: Location 1
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
(LA10, 18hour)
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
25/10/2013 62.1 61.0 49.8 45.5
26/10/2013** 61.5 57.8 47.2 41.6
27/10/2013** 62.8 59.7 50 48.7
28/10/2013 62.4 64.1 46.5 47.1 58.0
*Incomplete data set **Weekend period
Table 9.10: Location 2 - CRTN
Date LAeq,3hour LA10,3hours LA10,18hours
15/11/13 68.25 71.9 70.9
Table 9.11: Location 3
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
25/10/2013 63.9 58.4 57.2 52.8
26/10/2013** 61.5 54.3 54.2 45.3
27/10/2013** 60.2 57.6 53.1 48.2
28/10/2013 62.5 53.2 52.8 44.0 62.4
29/10/2013 59.5 56.3 51.3 50.4 59.8
30/10/2013 61.5 56.3 49.7 50.4 59.9
31/10/2013 56.1 56.3 48.5 50.4 56.8
01/11/2013 61.4 52.8 55.2 45.7 62.2
*Incomplete data set **Weekend period
PAGE 23EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Table 9.12: Location 4
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
15/11/2013* 64.3 60.9 59.7 51.0
16/11/2013** 66.0 59.5 56.5 49.7
17/11/2013** 57.8 55.5 49.9 43.0
18/11/2013* 62.4 59.9
*Incomplete data set **Weekend period
Table 9.13: Location 5
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
27/09/2013* 51.5 50.2 44.3 43.0
28/09/2013** 51.7 48.2 44.9 42.0
29/09/2013** 53.0 50.5 45.5 41.4
30/09/2013 52.6 52.9 46.7 45.5 53.2
01/10/2013 52.2 53.2 44.4 43.3 52.6
02/10/2013 51.8 50.6 45.2 42.1 52.5
03/10/2013* 52.1 48.1
*Incomplete data set **Weekend period
Table 9.14: Location 6
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
27/09/2013* 52.2 50.7 44.3 43.0
28/09/2013** 51.1 47.9 45.4 41.9
29/09/2013** 52.9 50.4 43.7 42.0
30/09/2013 52.4 54.7 48.4 47.1 53.5
01/10/2013 53.5 53.4 45.0 43.7 53.9
02/10/2013 51.7 51.1 44.7 42.3 52.8
03/10/2013* 50.8 47.7
*Incomplete data set **Weekend period
PAGE 24
9 NOISE & VIBRATION
Table 9.15: Location 7
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
03/10/2013* 52.76 51.27 40.3 37.6
04/10/2013 48.08 44.05 31.7 26.3
05/10/2013** 45.4 46.65 29.1 29.9
06/10/2013** 51.15 47.4 32.1 27.7
07/10/2013 48.74 50.4 33.1 36.7 48.8
08/10/2013 46.56 46.42 34.9 33.5 46.9
09/10/2013 49.34 46.07 38.9 37.5 49.7
10/10/2013 50.8 54.04 42.8 42.3 51.7
*Incomplete data set **Weekend period
Table 9.16: Location 8
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
03/10/2013* 57.9 56.8 43.1 39.4
04/10/2013 57.3 51.1 35.0 31.3
05/10/2013** 53.2 55.4 33.3 36.0
06/10/2013** 54.1 51.8 36.6 31.2
07/10/2013 55.6 57.1 37.4 42.7 53.6
08/10/2013 54.9 56.0 38.4 38.7 53.7
09/10/2013 58.1 55.1 44.8 42.2 58.1
10/10/2013 57.6 55.8 45.1 45.7 58.8
*Incomplete data set **Weekend period
Table 9.17: Location 9 CRTN
Date LAeq,3hour LA10,3hours LA10,18hours
25/11/2013 81.6 85.6 84.6
PAGE 25EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Table 9.18: Location 10
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
27/09/2013* 55.2 51.4 46.2 45.8
28/09/2013** 54.3 49.8 47.5 43.0
29/09/2013** 57.2 51.2 46.7 47.6
30/09/2013 55.5 54.4 49.8 44.4 56.9
01/10/2013 55.8 55.9 47.1 44.4 56.8
02/10/2013 55.4 50.7 46.3 42.7 56.0
03/10/2013* 54.7 50.7
*Incomplete data set **Weekend period
Table 9.19: Location 11
Date Day-time
(LAeq,16hour)
Night-time
(LAeq,8hr)
Background Noise level LA90
LA10, 18hour
Day-time
(LA90,1hour)
Night-time
(LA90,5min)
25/10/2013* 61.2 55.9 47.6 43.3
26/10/2013** 57.4 53.0 44.7 39.5
27/10/2013** 60.2 56.0 44.3 37.4
28/10/2013* 58.8
*Incomplete data set **Weekend period
PAGE 26
9 NOISE & VIBRATION
9.6 IMPACT ASSESSMENT
Construction Noise
9.6.1 The level of construction noise that occurs at the surrounding properties will be highly
dependent on a number of factors such as the final site programme, equipment types used
for each process, and the operating conditions that prevail during construction. It is not
practicable to specify each and every element of the factors that may affect noise levels, and
therefore it is necessary to make reasonable allowance for the level of noise emissions that
may be associated with key phases of the construction.
9.6.2 In order to determine representative emission levels for this study, reference has been made
to the scheduled sound power data provided by BS 5228. Based on the size and nature of
the scheme an indicative construction programme has been developed. The following table
sets out the key phases of the Development, along with the key types of noise generating
operations associated with each phase. BS 5228-1 sets out a schedule of activity noise levels,
and these have been used as the basis of the assessment. In determining the rating applicable
to the working day, it has generally been assumed that the plant will operate for between
50% and 100% of the working day. In many instances, the plant would actually be expected
to operate for a reduced percentage, thus resulting in noise levels lower than predicted in this
assessment.
9.6.3 In order to relate the sound power emissions to predicted noise levels at surrounding properties,
the prediction methodology outlined in BS 5228 has been adopted. The prediction method
accounts for factors including screening and soft ground attenuation. The size of the site and
resulting separation distances to surrounding properties allows the calculations to be reliably
based on positioning all the equipment at a single point within a particular working area (for
example, in the case of Clearing site, it is reasonable to assume all associated construction
plant is positioned at the boundary of the site). In applying the BS 5228 methodology, it has
been conservatively assumed that there are no screening effects, and that the ground cover
is characterised as 50% hard/50% soft.
9.6.4 Table 9.20 and Table 9.21 list the key construction activities, the associated types of plant
normally involved, the expected worst case sound power level over a working day for each
activity, the property which would be closest to the activity for a portion of construction,
and the predicted noise level. It must be emphasised that these predictions only relate to the
noise level which would occur during the time when the activity is closest to the referenced
property.
PAGE 27EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Table 9.20: Key construction phases and associated time periods
Phase/Activity Significant noise sources
Enabling &
Basement Works
Drainage diversion
Piling
Excavators/jack hammering
HGV movements associated with removal and delivery of
site materials
Piling operations
Concrete delivery and pouring
Residential Units and School:
Super structure frame,
envelope & fit-out
Cranes
HGV material deliveries
General site activity including generators, hand tools,
lifting/pumping equipment
Table 9.21: Upper predicted noise levels for typical site activities at varying distances.
Activity Equipment Quoted Noise RatingLAeq @ 10m
% on time
Predicted receiver noise level LAeq
for working day period at varying distances to receiver
25m 50m 100m
Clearing site Tracked excavator
70 to 78 75 61 to 69 55 to 63 49 to 57
Ground excavation/ earthworks
Dozer or Tracked excavator
69 to 81 75 60 to 72 54 to 66 48 to 60
Loading lorries
Wheeled loader
76 to 80 50 65 to 69 59 to 63 53 to 57
Distribution of material
Dump trucks tipping fill
74 50 63 57 51
Rolling and compaction
Dozer towing roller or Vibratory plate/compactor
78 to 81 50 67 61 55
Pre-cast piling - hydraulic hammer
Hydraulic hammer rig
89 50 78 72 66
Tubular steel piling - hydraulic hammer
Hydraulic hammer rig
77 to 88 50 66 to 77 60 to 71 54 to 65
Drop hammer pile rig power pack
69 50 58 52 46
PAGE 28
9 NOISE & VIBRATION
Activity Equipment Quoted Noise RatingLAeq @ 10m
% on time
Predicted receiver noise level LAeq
for working day period at varying distances to receiver
25m 50m 100m
Rotary bored piling - cast in situ
Large rotary bored piling rigTracked drilling rig with hydraulic drifterMini piling rig
75 to 83 50 64 to 72 58 to 66 52 to 60
Craneage for piling
Mobile crane 67 to 70 50 56 to 59 50 to 53 44 to 47
Cutting steel piles
Gas cutter 65 to 68 25 51 to 54 45 to 48 39 to 42
Mixing and pumping concrete
Mixer truck and pumping
75 to 80 50 64 to 69 58 to 63 52 to 57
Lifting Mobile telescopic craneTracked mobile crane
67 to 77 25 53 to 63 47 to 57 41 to 51
Lifting/Loading
Fork lift Tuck 76 to 88 40 64 to 76 58 to 70 52 to 64
Lifting/Access Mobile Platforms
67 50 56 50 44
Access Scaffolding 68 to 80 30 55 to 67 49 to 61 43 to 55
Power for site cabins
Diesel generator
56 to 74 100 48 to 66 42 to 60 36 to 54
Power for air tools
Compressor 75 100 67 61 55
Miscellaneous Angle grinder 80 50 69 63 57
Handheld cordless nail gun
73 50 62 56 49
PAGE 29EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.6.5 The above table demonstrates a wide range of potential activity noise levels for different
operations, with noise levels varying from 36 to 78 dB LAeq according to the activity under
consideration, the selected type of process, and the location of the operation, these distances
being appropriate to the closest properties. It must be noted that the presented noise levels
relate only to the individual noise rating of particular activities. In reality, a number of noise
generating activities will simultaneously be occurring on site leading to cumulatively higher
noise levels (for example, 3 operations of equal noise level occurring on a given day would
equate to a total level 5 dB greater than the individual level). In general, with the exception of
a small number of very high output activities (that would only occur for a limited period within
the construction programme) operating at the closest location, working day noise levels are
generally expected to be below 65 dB LAeq (allowing for nominal cumulative increases from
multiple activities). This estimated level does not take into account any mitigation measures.
9.6.6 The residential receptors further away would be subject to lower construction noise levels,
due to increased distance from the construction noise source. The receptors are a minimum
of 100 metres from the closest part of the Site to 900 metres to the central locations of the
site. The likely noise levels due to construction activity fall to a range of 36-60 dB LAeq at
the closest distance to the Site. For a working day, noise levels are generally expected to be
below 60 to 65 dB LAeq (allowing for nominal cumulative increases from multiple activities).
This estimated level does not take into consideration any mitigation.
9.6.7 Within BS 5228-1 there are example methods for assessing the significance of noise effects
at residential receptors. Using example method 1 (the ABC method) the closest affected
properties would be assessed as Category A. These receptors are assessed as Category A
where the noise climate when rounded to the nearest 5 dB is below the Category A threshold
value of 65 dB LAeq,(12 hour). This provides a threshold value for significant effect at dwellings
of 65 dB LAeq,(12 hour) for daytime operations over the period 07:00-19:00. On Saturdays the
time period is reduced 07:00-13:00 which gives a limit of 65 dB LAeq,(6 hour).This level is the
combined existing ambient noise level and the construction noise. To achieve this criterion
the construction noise contribution would need to be below 65 dB LAeq, (12 hour).
9.6.8 Construction noise and vibration will need to follow good practice guidance in BS 5228-1
to minimise the risk of noise effects. The above findings suggest that the risk of substantial
effect due to construction noise is relatively low, but will ultimately necessitate a considered
construction methodology in order to address the risk.
9.6.9 The typical construction activities will result in a noise level of 55 dB LAeq,T or less for most
activities except for short term works which will be completed in a maximum duration of four
weeks. Comparing the predicted construction noise levels to the range of background noise
levels measured around the proposed development suggests that the noisier construction
activities would be audible at various times throughout the construction phase.
PAGE 30
9 NOISE & VIBRATION
9.6.10 In addition to on-site activities, construction traffic passing to and from the site will also
represent a potential source of noise effect to surrounding properties.
9.6.11 With reference to the criteria of Table 9.2 the overall noise effect associated with the
construction phases of the Development is considered to be negligible. It is noted that short-
term activities may have a greater impact but because they will not exceed 4 weeks they
remain negligible in accordance with the criteria in Table 9.2.
Rail Freight Terminal and Warehouse Buildings
9.6.12 The end users of the warehouse buildings are not known at this stage and therefore the
assessment has been carried out in generic terms.
9.6.13 The operation and plant that have been accounted for with respect to noise from the proposed
service yards and loading bays include noise from lorries entering and maneuvering into
loading bays and forklift units, cranes and other general loading/unloading activities.
9.6.14 The source noise levels for these activities have been assumed to be 70LAeq,5min at a distance
10m and 90LAmax at a distance of 5m. (these are considered conservative for the purposes
of the generic assessment). Based on the projected HGV movements associated with the
development, it has been estimated that for each service yard there would be 203 lorry
movements with 25 lorries being loaded or unloaded over the course of a one-hour period
during the day. At night, it has been estimated that there would be 25 lorry movements and
two Lorries being loaded or unloaded during a 5-minute period in each of the service yards.
Throughout both these periods it has been assumed that a train is also being unloaded.
The source noise levels have then been corrected to take account of distance, screening,
reflections etc to arrive at resultant noise levels at the relevant noise sensitive premises.
Fixed Plant
9.6.15 Where there are to be fixed plant items, for example air handling units, pumps or chillers
associated with the Development, consideration should be given to the application of suitable
noise limits.
9.6.16 At this stage the type, number and location of such plant is not known, so compliance with
the recommended noise limits should be taken into account at the detailed design stage. The
limits should apply to the cumulative noise from all fixed plant items and should include any
corrections for acoustic characteristics.
9.6.17 The Development may operate 24 hours a day, seven days a week, so the noise limits are
based on the lowest background noise levels, which were measured over the weekend period.
Where measurements have not been made at the stated assessment locations, the noise
levels measured at the closest measurement locations are considered representative. BS4142
is not applicable for noise measurements below 30 dB, where levels have been measured
below 30 dB the proposed limit has been a set at a rating level of 30 dB or at the prevailing
background level.
PAGE 31EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
Table 9.22: Suggested Plant Noise Emission Limits, free-field dB
Location Period Measured Existing
LA90
Proposed Noise Limit
LAr(1)
L1Daytime 47 37
Night time 42 32
L3Daytime 53 43
Night time 45 35
L4Daytime 50 40
Night time 43 33
L5Daytime 46 36
Night time 41 31
L6Daytime 44 34
Night time 42 32
L7Daytime 29 30
Night time 28 30
L8Daytime 33 33
Night time 31 31
L9Daytime 47 37
Night time 43 33
L10Daytime 50 40
Night time 43 33
L11Daytime 44 34
Night time 37 32
Note: (1) The proposed noise limits are applicable at a point close to, but at least 4 metres in front of, the relevant façade.
9.6.18 As the design and plant procurement process evolves, the noise emission levels from the
plant should be reviewed against these limits and any requirements for mitigation measures
incorporated accordingly. Given the possible 24 hour operation of the development, the
proposed plant should be designed against the most stringent criterion listed above for each
location.
9.6.19 Note that the limits suggested above are Rating Levels and as such any design should take
into account the acoustic characteristics of the plant. The limits are deemed to apply to
the total noise emission level from all plant so that individual plant items may need to be
designed to a lower limit to take into account the cumulative effects of noise.
PAGE 32
9 NOISE & VIBRATION
On-Site Operations Overall Changes in Noise Level
9.6.20 Developments that fall into a distribution use class are, to a large degree, predictable in terms
of their likely noise emissions. The noise sources are generally similar at most distribution
or storage depots and there are databases that allow the level of traffic generation to be
calculated based on the floor area. On this basis, a detailed assessment has been undertaken
of the proposed development in terms of the noise levels likely to be generated during its
operational use.
9.6.21 The operation of a Rail Freight Terminal and Warehouse Buildings is likely to involve a number
of heavy goods vehicle movements in the service yard area, heavy and light vehicles on the
access roads to the site and movements around the staff car parking areas. With each of
these movements a number of sources are likely to give rise to noise that has the potential
to propagate off-site. These sources could include air-brake noise (generated by the release
of air pressure from heavy goods vehicle (HGV) brake systems), revving engines, reversing
alarms and car door slams.
9.6.22 The hourly breakdown of anticipated vehicle movements associated with the operational use
of the site has been provided by BWB Consulting Limited. The highest overall figures for the
daytime and night-time periods have been used in this assessment and are summarised in
Table 9.9 to Table 9.19.
Table 9.23: Summary of Operational Vehicle Movements – Peak Hour Values
Period Time HGVs
Daytime 07:00 to 23:00 203
Night-time 23:00 to 07:00 25
9.6.23 The assessment periods have been taken as one hour for the daytime and evening periods
and five minutes for the night-time period. Since the vehicle movements into and out of the
site have been provided in terms of hourly totals, it has been assumed that the night-time five
minute period includes one twelfth of the above movements.
9.6.24 The noise levels generated by the external activities have been calculated using the prediction
framework set out in ISO9613. The acoustic screening effects of the proposed Warehouse
buildings and the landscaped bunds have been included in the following predictions.
9.6.25 The activities in and around the car park and the loading bay have been modelled as acoustic
point sources. The self-screening that would occur as a result of the occupation of the car
park has been ignored to present a worst-case.
PAGE 33EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.6.26 One hour or five minute LAeq values have been calculated as appropriate for the assessment
period for each noise generating event. The predicted noise levels from each event have been
logarithmically summed to derive the overall noise levels from the proposed development, in
terms of a one hour or a five minute LAeq value as appropriate for the time of day/night.
9.6.27 The assessment of operational noise levels has been undertaken at a number of locations, as
shown in Appendix 9.1. The predictions have been undertaken for the upper storey (4m) of
each property considered. The receptors considered are listed here, together with the noise
measurement location considered to be most representative of each individual assessment
position:
Table 9.24: Noise monitoring and Assessment locations
Position Location
1 South Kegworth
3 North Lockington
4 West Kegworth
5 South Lockington
6 South Hemington
7 East Castle Donnington
8 South Castle Donnington
9 Hotel, M1 Junction 24
10 North Hemington
11 South Kegworth
PAGE 34
9 NOISE & VIBRATION
9.6.28 The noise levels predicted at each location for the daytime and night-time periods are shown
in Table 9.25 and Table 9.26 respectively; each table includes the total noise from the site and
the noise due to all stationary sources, i.e. including HGVs and trains loading and unloading,
but excluding vehicles on the access roads.
Table 9.25: Predicted Daytime Operational Noise Levels, free-field LAeq,1hour dB
Location Total Predicted Noise Level Predicted Noise Excluding
Moving Vehicles/Train
L1 39.6 38.9
L3 37.2 35.8
L4 50.9 50.8
L5 37.3 33.5
L6 36.7 31.7
L7 36.2 31.8
L8 34.4 29.7
L9 42.5 41.3
L10 33.7 30.8
L11 30.2 28.1
Table 9.26: Predicted Night-time Operational Noise Levels, free-field LAeq,5 minutes dB
Location Total Predicted Noise Level Predicted Noise Excluding
Moving Vehicles/Train
L1 39.0 38.9
L3 36.0 35.8
L4 50.9 50.8
L5 34.3 33.5
L6 32.7 31.7
L7 32.7 31.8
L8 30.6 29.7
L9 41.8 41.3
L10 31.3 30.8
L11 28.4 28.1
9.6.29 The predicted noise levels are unlikely to cause sleep disturbance, as set out in the guidance
produced by the World Health Organisation and set out in BS8233. This is evidenced by the
external free-field values (total predicted noise levels) shown in Table 9.25 and Table 9.26
being lower than lower than 50dB LAeq,T, at most locations except at one location where the
level is predicted to be above by 0.9 dB, which is of negligible significance.
PAGE 35EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.6.30 The future ambient noise levels at the closest noise-sensitive receptors have been calculated
by adding the above total predicted noise levels to the existing ambient noise levels. To
present a worst-case assessment, the lowest measured ambient noise levels have been used
for each period, irrespective of whether the measurement occurred on a weekday or weekday.
It is noted that the lower noise levels generally occurred during the weekend measurements.
Table 9.27: Predicted Change in Ambient Noise Levels, free-field dB(A)
Location Period Existing Ambient
Noise Level LAeq,T
Future Ambient
Noise Level LAeq,T
Change
L1Daytime 61.5 61.5 0.0
Night-time 57.8 57.9 0.1
L2- -
- -
L3Daytime 56.1 56.2 0.1
Night-time 52.8 52.9 0.1
L4Daytime 57.8 58.6 0.8
Night-time 55.5 56.8 1.3
L5Daytime 51.7 51.9 0.1
Night-time 48.2 48.4 0.2
L6Daytime 51.1 51.3 0.1
Night-time 47.9 48.0 0.1
L7Daytime 45.4 45.9 0.5
Night-time 44.0 44.3 0.3
L8Daytime 53.2 53.3 0.1
Night-time 51.1 51.1 0.0
L9Daytime 57.8 57.9 0.1
Night-time 55.5 55.7 0.2
L10Daytime 53.4 53.5 0.1
Night-time 49.8 49.9 0.1
L11Daytime 57.4 57.4 0.0
Night-time 53.0 53.0 0.0
9.6.31 It can be seen from Table 9.27 that there would be either no change in the ambient noise
level or a slight, barely perceptible change at all of the receptors considered. The slight,
barely perceptible increases in noise should be considered in light of the assumptions that
have biased the predictions toward a worst-case situation. In reality impacts are likely to be
lower and of negligible significance.
PAGE 36
9 NOISE & VIBRATION
9.6.32 In addition to the assessment of the change in ambient noise, an assessment has been carried
out to quantify the relationship between the predicted on-site activity and the prevailing
background noise levels. The on-site vehicle noise included in the assessment excludes all
traffic movements. The noise levels are shown in Table 9.28.
9.6.33 The predicted non-traffic noise levels have been compared to the existing background noise
levels at the receptors under consideration. This assessment is broadly in accordance with
the assessment procedures contained in BS4142, although BS4142 is not strictly applicable
to sources of this nature as they are not fixed. In line with a BS4142 assessment, a + 5dB
correction has been applied to the predicted noise levels to take account of the acoustic
characteristics associated with the noises.
Table 9.28: Comparison of Operational On-Site Noise Levels with Existing Background
Noise Levels – free-field dB(A)
Location Period Existing Background
Noise Level LA90
Predicted Rating
Noise Level LAr
Difference
(dB)
L1Daytime 47 44 -3
Night-time 42 44 2
L2Daytime - - -
Night-time - - -
L3*Daytime 50 41 -9
Night-time 43 41 -2
L4Daytime 46 56 10
Night-time 41 56 15
L5Daytime 44 39 -5
Night-time 42 39 -3
L6Daytime 29 37 8
Night-time 28 37 9
L7Daytime 33 37 4
Night-time 31 37 6
L8Daytime 47 35 -12
Night-time 43 35 -8
L9*Daytime 50 46 -4
Night-time 43 46 3
L10Daytime 44 36 -8
Night-time 37 36 -1
L11Daytime 47 33 -14
Night-time 42 33 -9
PAGE 37EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.6.34 The comparison between the predicted rating noise levels and the existing background noise
levels at the closest noise-sensitive receptors shows that the operational noise levels will lead
to a situation between marginal significance or where complaints are likely in accordance
BS4142. The adverse noise levels are as a result of the crane in the Rail freight Terminal.
9.6.35 It is recommended that, a quieter crane is installed or the use of screens or enclosures is
considered.
Rail Traffic
9.6.36 In operation at present there are 32 trains per day on the existing mainline. These trains have
no particular timetable, therefore movement times are varied.
9.6.37 It is anticipated that the development will generate an additional 32 train movements per day.
The trains are to divert off the existing line close to the development and perform shunting
movements to allow unloading/loading at the freight terminal.
9.6.38 The change in noise levels have been predicted at the noise sensitive receptors, between the
existing and proposed development in accordance with the ‘Calculation of Railway Noise’
1995 (CRN)
9.6.39 In order to consider the worst case situation, separate calculations have been carried out
assuming all the trains arrive/depart (and carry out the shunting movements) in both the
daytime (LAeq,16hr) and night-time periods (LAeq,8hr). The table below assesses the predicted
noise due to the increase in train movements on the main line and the new railway line to the
terminal with the existing ambient noise levels at the closest receptor locations.
Table 9.29: Predicted Rail Traffic Change in Ambient Noise Levels, free-field dB(A)
Location Period Existing
Ambient Noise
Level LAeq,T
Predicted
Railway Noise
LAeq,T
Future Ambient
Noise Level
LAeq,T
Change
L3Daytime 56.1 38.6 56.2 0.1
Night-time 52.8 39.9 53.0 0.2
L9Daytime 56.1 45.0 56.4 0.3
Night-time 52.8 46.3 53.7 0.9
L10Daytime 55.4 43.7 55.7 0.3
Night-time 50.7 45.0 51.7 1.0
9.6.40 For both the daytime and night-time periods, the predictions indicate a change in noise
level no greater than 1 dB(A). As the noise in question is identical in nature to that of the
existing train running activities, this change is the minimum perceptible and may therefore be
classified as a negligible impact.
PAGE 38
9 NOISE & VIBRATION
Road Alterations and New Road Link
9.6.41 The results of the Transport Assessment have been used as the basis of a road traffic noise
assessment. The assessment focuses on the roads around and into the site. The predicted
changes in noise level will occur at noise-sensitive receptors that surround the proposed
development. The new kegworth bypass will include an earth bund and a noise barrier as part
of the design.
9.6.42 The roads that have been considered are presented in Table D3 of Appendix 9.1.
9.6.43 The assessment of operational traffic noise has been carried out for the year 2031, which is
the site opening date. The assessment compares the ‘present development’ and ‘proposed
development’ scenarios. This approach has been adopted to allow the potential change in
road traffic noise levels as a result of the proposed development to consider the likely impact
on noise sensitive receptors.
Table 9.30: Predicted Changes in Traffic Noise, free-field dB LA10,18hours
LocationPredicted Traffic Noise Level - 2031
ChangeWithout Development With Development
L1 58.8 61.0 2.2
L2 66.2 63.7 -2.5
L3 60.4 62.9 2.5
L4 65.2 65.4 0.2
L5 52.8 53.3 0.5
L6 53.2 53.5 0.3
L7 52.8 53 0.2
L8 52.6 52.6 0
L9 67.7 66.9 -0.8
L10 56.3 57.1 0.8
L11 56.1 57.2 1.1
9.6.44 Comparing the above predicted changes in road traffic noise with the impact scale adopted
for this assessment, it can be seen that the increases in traffic noise are predicted to be slight,
barely perceptible increases at most locations except at two locations where the increase
in traffic will be of minor significance. At location L2 a reduction can be seen due to the
proposed Kegworth by-pass, which reduces traffic flows through the village.
PAGE 39EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.7 MITIGATION
Construction Mitigation
9.7.1 The proposed site design includes an earth bund to the north and west of the site which will
benefit residents once created and will further reduce noise level at noise sensitive properties
during other construction phases of the proposed development.
9.7.2 To further reduce the potential noise impact of construction noise, the following types of
mitigation measures are proposed. These will be included in the Construction Environmental
Management Plan (CEMP).
9.7.3 Those activities that may give rise to audible noise at the surrounding properties together
with heavy goods vehicle deliveries to the site, should be limited to the hours 07:00–19:00
Monday to Friday and 07:00 –13:00 on Saturdays.
9.7.4 All construction activities shall adhere to good practice as set out in BS 5228.
9.7.5 All equipment will be maintained in good working order and any associated noise attenuation
such as engine casing and exhaust silencers shall remain fitted at all times.
9.7.6 Where flexibility exists, activities will be separated from residential neighbours by the
maximum possible distances.
9.7.7 A management scheme will be developed to control the movement of vehicles to and from
the proposed development site.
9.7.8 Construction plant capable of generating significant noise and vibration levels will be operated
in a manner to restrict the duration of the higher magnitude levels wherever practical.
Rail Freight Terminal and Warehouse Buildings Mitigation
9.7.9 The proposed design of the Site includes earth bunds to the north and west and 2m
high acoustic fencing along the new railway line. The bund and fencing will provide noise
reduction from the operation on the rail freight terminal and warehouse buildings as part
of the mitigation in the design of the proposed Development. Providing that the design,
location and installation of any fixed plant are such that the recommended noise limits are
achieved, further noise mitigation measures should not be required.
On-Site Operations Overall Changes in Noise Level
9.7.10 The analysis of likely operational noise levels has shown that, at worst, a slight, barely
perceptible increase in the ambient noise level will occur at the closest noise-sensitive
receptors. An analysis in broad accordance with the principles of BS4142 has indicated that at
worst, a situation between marginal significance or complaints likely will occur. Mitigation in
the form of a quieter crane or the use of screens and enclosures around the plant is required.
PAGE 40
9 NOISE & VIBRATION
Road Alterations and New Road Link Mitigation
9.7.11 The assessment of road traffic noise has shown that, minor increases in noise are likely at the
noise-sensitive properties. The management of road vehicles, principally in terms of the routes
they use, is considered to be one of the main practical measures that could be implemented
to manage the identified impacts. In addition, the proposed design of the bypass includes
earth bunds and 2m high acoustic fencing.
9.7.12 On the basis of the anticipated impact and the difficulties associated with reducing the
impacts, it is likely that the slight, barely perceptible increases in noise level will remain.
PAGE 41EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.8 RESIDUAL EFFECTS
Construction Noise
9.8.1 Construction noise and vibration can rarely be mitigated to the point where all impacts
have been entirely avoided, at least not without unacceptable implications to cost, project
timetables, technical risk and safety. Therefore, it may be unavoidable that some elements
of the construction of this development may result in there being some residual impacts.
However, through the adoption of Best Practicable Means, construction noise and vibration
will be minimised and maintained within required levels and therefore impacts are considered
to be acceptable.
Road Alterations and New Road Link
9.8.2 The road alterations and new road link will have a negligible to minor effect at most nearby
noise sensitive residential properties, except at one location where a major effect as shown in
Table 9.29, the assessment of the scenario of Without Development and With Development.
Rail Freight Terminal and Warehouse Buildings
9.8.3 The rail freight terminal and warehouse buildings will have a negligible effect on nearby
noise sensitive residential properties. Table 9.28 has assessed the existing ambient noise
levels and the predicted railway noise, which shows a negligible impact. The operations of
the warehouse building have been assessed and plant noise limits have also been proposed
which if met will result in a negligible impact.
PAGE 43EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION
9NOISE & VIBRATION
9.9 CONCLUSION
9.9.1 A noise and vibration assessment has been undertaken in order to assess the potential
impact of the proposed East Midlands Gateway Strategic Rail Freight Interchange (EMSRFI)
development on the existing and future ambient noise levels at existing nearby noise sensitive
receptors. Baseline noise monitoring was undertaken to establish the existing ambient levels
and significant sources in the vicinity of the proposed development. The baseline levels of
noise are shown to be relatively high in many locations in and around the site of the proposed
development.
9.9.2 The noise assessment shows that the construction impacts of the development will result in
a negligible effect on properties nearby.
9.9.3 A noise prediction model was used to establish the effects on the local road network in the
vicinity of the development of changes in road traffic noise levels.
9.9.4 Increases in road traffic noise at existing residential properties due to changes in road traffic
flows as a result of the proposed Development are predicted to result in a range of effects
in different parts of the surrounding area. In three survey locations, and with ‘worst case’
assumptions, the proposals would result in a minor increase in road noise levels. However,
Kegworth will see a reduction in noise levels from road traffic as a result of the proposed
Bypass, and the other survey locations see a negligible change in traffic noise.
9.9.5 Increases in rail traffic noise at existing residential properties due to the proposed Development
are predicted to be negligible. Similarly, noise effects from the general operational activities
on site will also be negligible as a result of mitigation measures proposed including the
landscaping, bunding, and the buildings proposed which also provide some screening
benefits.
9.9.6 Overall, the assessment suggests that even with worst case assumptions made, the impact of
the proposed development on noise will be very slight, and barely perceptible.
9.9.7 Operation of the proposed Development has been assessed according the BS4142 standard
method which uses as a rating system the likelihood of complaints being made by neighbours
as a result of noise levels. The 24 hour operation of the terminal is expected largely to result
in marginal significance or ‘complaints likely’ when compared to existing background levels
without mitigation. However, if the recommended mitigation measures are employed this
could result in ‘complaints unlikely’ or noise levels of marginal significance.