Lowes Creek Maryland Precinct

SLR Ref: 610.16684-R01 Version No: -v1.0 September 2018

LOWES CREEK MARYLAND PRECINCT

Acoustic Assessment

Prepared for:

Department for Planning and Environment Level 4, 10 Valentine Avenue,

Parramatta

Department for Planning and Environment Lowes Creek Maryland Precinct Acoustic Assessment

SLR Ref No: 610.16684-R01-v1.0.docx September 2018

PREPARED BY

SLR Consulting Australia Pty Ltd ABN 29 001 584 612 2 Lincoln Street Lane Cove NSW 2066 Australia (PO Box 176 Lane Cove NSW 1595 Australia) T: +61 2 9427 8100 F: +61 2 9427 8200 E: [email protected] www.slrconsulting.com

BASIS OF REPORT

This report has been prepared by SLR Consulting Australia Pty Ltd with all reasonable skill, care and diligence, and taking account of the timescale and resources allocated to it by agreement with Department for Planning and Environment (the Client). Information reported herein is based on the interpretation of data collected, which has been accepted in good faith as being accurate and valid.

This report is for the exclusive use of the Client. No warranties or guarantees are expressed or should be inferred by any third parties. This report may not be relied upon by other parties without written consent from SLR

SLR disclaims any responsibility to the Client and others in respect of any matters outside the agreed scope of the work.

DOCUMENT CONTROL

Reference Date Prepared Checked Authorised

610.16684-R01-v1.0 24 September 2018 Antony Williams Robert Hall Robert Hall



CONTENTS

1 INTRODUCTION ............................................................................................................................. 6

1.1 Study Area ................................................................................................................................... 6

2 NOISE SOURCES POTENTIALLY IMPACTING ON THE PRECINCT ........................................................ 9

2.1 Road Traffic Noise ....................................................................................................................... 9

2.2 Commercial and Industrial Noise ................................................................................................ 9

2.3 Aircraft Noise ............................................................................................................................ 10

2.4 Construction Noise ................................................................................................................... 10

2.5 Educational Facilities ................................................................................................................ 10

3 EXISTING AMBIENT ENVIRONMENT ............................................................................................. 11

3.1 Existing Noise Sources .............................................................................................................. 11

3.2 Noise Monitoring ...................................................................................................................... 11

4 CRITERIA AND PROJECT SPECIFIC NOISE LEVELS ............................................................................ 12

4.1 Construction Noise ................................................................................................................... 12

4.1.1 NSW Interim Construction Noise Guideline 12

4.1.1.1 Residential Receivers ................................................................................................ 12

4.2 Construction Vibration .............................................................................................................. 13

4.2.1 Heritage Buildings 14

4.3 Road Traffic Noise ..................................................................................................................... 14

4.3.1 Infrastructure SEPP 2007 14

4.4 Industrial Noise Criteria ............................................................................................................ 15

4.4.1 Trigger Levels 15

4.4.2 Project Specific Criteria 16

4.4.3 Camden DCP – Residential Mechanical Plant 17

4.5 Educational Facilities Criteria .................................................................................................... 17

4.5.1 Noise Ingress Criteria 17

4.5.2 Noise Emissions 17

4.6 Aircraft Noise Criteria ............................................................................................................... 18

5 CONSTRUCTION NOISE AND VIBRATION ASSESSMENT ................................................................. 19

5.1 Noise Modelling ........................................................................................................................ 19

5.2 Construction Noise Management Levels .................................................................................. 19

5.3 Noise and Vibration Sensitive Receivers ................................................................................... 19

5.3.1 Existing Receivers 19

5.3.2 Receivers as Part of Proposal 20

5.4 Construction Equipment ........................................................................................................... 20

5.5 Assessment of Construction Noise Impacts .............................................................................. 21



CONTENTS

5.6 Assessment of Construction Vibration Impacts ........................................................................ 21

5.6.1 Heritage Buildings and Items of Significance 21

5.7 Construction Noise and Vibration – Recommended Mitigation Measures .............................. 22

6 OPERATIONAL ROAD TRAFFIC ASSESSMENT ................................................................................. 23

6.1 Noise Model .............................................................................................................................. 23

6.1.1 Modelled scenarios 23

6.1.2 Traffic Noise Modelling along The Northern Road 23

6.2 Overview of Results of Noise Modelling ................................................................................... 24

6.3 Noise Mitigation Options .......................................................................................................... 26

6.3.1 Noise Barriers/Mounds 26

6.3.2 Site Layout 28

6.3.3 Internal Layout of Buildings 29

6.3.4 Upgraded Facades and Mechanical Ventilation 29

6.4 Precinct Roads .......................................................................................................................... 31

6.5 Industrial Noise Assessment ..................................................................................................... 31

6.6 Educational Facilities Noise Assessment .................................................................................. 32

6.6.1 Noise Ingress Assessment 32

6.6.2 Noise Emissions from Educational Establishments Assessment 32

6.7 Aircraft Noise Assessment ........................................................................................................ 32

6.7.1 Camden Airport 33

6.7.2 Western Sydney Airport (Badgerys Creek) 33

7 CONCLUSION .............................................................................................................................. 35



CONTENTS

DOCUMENT REFERENCES

TABLES

Table 1 Summary of Existing Ambient Noise Levels...................................................................................... 11 Table 2 Determination of Noise Management Levels for Residential Receivers .......................................... 12 Table 3 Recommended Safe Working Distances for Vibration Intensive Plant ............................................ 13 Table 4 DP&I Interim Guideline Noise Criteria .............................................................................................. 14 Table 5 External Noise Goals Applicable to the Project ................................................................................ 15 Table 6 Project Noise Trigger Levels ............................................................................................................. 16 Table 7 AS/NZS 2107 Recommended Noise Levels ....................................................................................... 17 Table 8 Construction Noise Management Levels .......................................................................................... 19 Table 9 Construction Scenarios and Equipment ........................................................................................... 20 Table 10 Project Traffic Flows ......................................................................................................................... 23

FIGURES

Figure 1 Site Layout .......................................................................................................................................... 7 Figure 2 Draft Indicative Layout Plan ............................................................................................................... 8 Figure 3 Predicted Daytime Grid Noise Maps – Road Traffic Noise ............................................................... 24 Figure 4 Predicted Night-time Grid Noise Maps – Road Traffic Noise ........................................................... 25 Figure 16 Noise Barrier and Mounds ................................................................................................................ 27 Figure 5 Indicative Cross Sectional Noise Map - Without Intervening Structures ......................................... 28 Figure 6 Indicative Cross Sectional Noise Map - With Intervening Structures, Single Story Property ........... 28 Figure 7 Indicative Cross Sectional Noise Map - With Intervening Structures, Apartment Building ............. 28 Figure 8 Examples of Design Orientation and Room Layout .......................................................................... 29 Figure 9 Indicative Locations for Upgraded Facades and Mechanical Ventilation – Road Traffic Noise ....... 30 Figure 10 Screening Test for Internal Roads - DPE Guideline ........................................................................... 31 Figure 11 Camden Airport 2034/35 ANEF Contours ........................................................................................ 33 Figure 12 Western Sydney Airport 2050 ANEC Contours ................................................................................. 34

APPENDICES

Appendix A Acoustic Terminology Appendix B Ambient Noise Data



1 Introduction

SLR Consulting Australia Pty Ltd (SLR Consulting) has been engaged by the NSW Department of Planning and Environment to conduct a Noise and Vibration Impact Assessment for the Lowes Creek Maryland Precinct (the Precinct) located in the South West Growth Area.

This report details the findings of environmental ambient noise surveys completed within the Precinct, assesses potential noise impacts associated with development on the Precinct, and provides recommendations for noise control measures, where required.

A glossary of the acoustic terminology used throughout this report is contained within Appendix A.

1.1 Study Area

The Precinct is located in the Camden local government area, in the South West Growth Area. The precinct is approximately 517 hectares in size and currently consists of rural areas and the historic Maryland homestead.

The Precinct is to the immediate west of The Northern Road, approximately 9 km northwest of the Narellan Town Centre and approximately 60 km southwest of Sydney Central Business District (CBD).

The surrounding land use is primarily rural and comprises of sparsely distributed residential holdings and agricultural land uses. A brick plant and associated quarry is located on Greendale Road, around 1 km from the northern boundary of the project area.

As part of NSW Government’s strategy for the South West Growth Area, the Precinct site is to be rezoned for urban purposes following the neighbouring Oran Park, Turner Road, East Leppington, Austral, Leppington North, Edmondson Park and Catherine Fields.

The Precinct is shown in Figure 1 and the draft Indicative Layout Plan (ILP) for the Precinct is shown in Figure 2. The Precinct is anticipated to provide around 7,000 dwellings.



Figure 1 Site Layout



Figure 2 Draft Indicative Layout Plan



2 Noise Sources Potentially Impacting on the Precinct

There are a number of noise sources which have the potential to impact on or within the subject site and on the nearest existing receivers, and these are discussed below.

2.1 Road Traffic Noise

Existing and Currently in Construction

The Lowes Creek Maryland site lies within the South West Growth Area of the greater Sydney region. Many of the roads in the region are currently being upgraded, or there are plans for their future upgrade.

The Precinct is situated on the western side of The Northern Road. Roads and Maritime Services is upgrading around 35 km of The Northern Road between The Old Northern Road, Narellan and Jamison Road, South Penrith from a generally two to four lane undivided road to a six to eight lane divided road. The alignment of the upgrade of The Northern Road in the vicinity of the Precinct is shown in Figure 1.

Construction of The Northern Road between The Old Northern Road, Narellan and Peter Brock Drive, Oran Park commenced in 2017.

The section adjacent to Lowes Creek Maryland is being widened to a four lane divided highway with a speed limit of 80 km/h. The approved upgrade of The Northern Road has been included in this noise impact assessment.

Future Roads

As part of the redevelopment of the Precent, a number of internal collector roads would be constructed as shown in Figure 2. These roads would potentially result in road traffic noise impacts at adjacent receivers depending on the size of the road, the proximity of receivers and the daily volumes of traffic.

2.2 Commercial and Industrial Noise

Operational noise from the existing Boral quarry and brick-manufacturing plant and noise from ongoing rural farming operations surrounding the site have the potential to impact sensitive receivers within the Precinct.

Whilst generally not particularly noise intensive, existing farms are located to the immediate west of the project boundary and to the east on the opposite side of The Northern Road. The Boral quarry is located around 1 km from the northern boundary of the site, as shown in Figure 1.

There are no areas designated for industrial use in the Precinct, however various areas of mixed-use are proposed and these areas would likely have commercial facilities on the lower floors. Noise impacts from commercial activities, such as from mechanical plant or air conditioning units, may occur at sensitive receivers which are located near to commercial use.



2.3 Aircraft Noise

Sydney Metro Airport Camden (Camden Airport) is a General Aviation airport, hosting small aircraft operations in the commercial, private, sports and recreational aviation areas served by four runways, two for powered fixed wing aircraft and two for gliders. Camden Airport is located around 8 km to the south of the Precinct and may have the potential to impact on future receivers.

The future Western Sydney Airport at Badgerys Creek is situated around 8 km to the north of the Precinct.

2.4 Construction Noise

Noise emanating from the construction of the Precinct has the potential to impact on the existing nearby receivers and upon future receivers within the Precinct itself. This would however only occur if occupied dwellings in the Precinct are located in close proximity to other stages during construction.

2.5 Educational Facilities

Education facilities would be required within the Precinct to serve the new community and a proposed school location is shown on the Draft ILP.

Schools are both noise sensitive and noise generating in nature. Where high levels of environmental noise exist, such as near to transportation corridors, then the potential noise impacts on the school need to be assessed. The proximity of the proposed school to the internal Precinct roads requires consideration to ensure acceptable noise levels are achieved within future spaces exposed to road traffic noise. RMS generally do not support schools on sub arterial roads as they enforce a 40 km speed limit during drop off and pick up times.

Conversely, schools have the potential to generate noise from curricular and extracurricular activities (school hall, technology-related classrooms, music classrooms, gymnasium, outdoor assembly, etc), mechanical plant, outdoor play areas and additional road traffic.



3 EXISTING AMBIENT ENVIRONMENT

3.1 Existing Noise Sources

The existing noise environment in the eastern section of the Precinct is generally controlled by road traffic noise. The major arterial road near the project is The Northern Road which is located to the immediate east.

In the western section of the Precinct the noise environment is influenced by typical environmental and rural noise, with distant traffic noise also being audible at times.

Whilst the Boral quarry is located to the north of the Precinct, no significant sources of existing industrial noise were identified to contribute to existing noise levels in the Precinct.

3.2 Noise Monitoring

In order to characterise the existing ambient noise environment of the area, unattended noise monitoring was conducted at the site in September and October 2016.

The noise monitoring locations are shown in Figure 1. The logger location was selected with consideration of other noise sources which may influence readings, security of noise monitoring equipment and gaining permission for access from residents and landowners.

Instrumentation for the survey was fitted with a microphone and windshield. Calibration of the loggers was checked prior to and following measurements, and drift in calibration did not exceed ±0.5 dB. All equipment carried appropriate and current NATA (or manufacturer) calibration certificates.

The measured data was processed with reference to the NSW EPA’s Noise Policy for Industry (NPfI) and the data was filtered to remove periods affected by adverse weather conditions, based on weather reports from the Bureau of Meteorology. A summary of the background noise monitoring results is provided in Table 1.

Table 1 Summary of Existing Ambient Noise Levels

ID Address Noise Levels (dBA)

RBL1 NPfI LAeq(period)2 RNP LAeq(period)

Daytime Evening Night Daytime Evening Night Daytime Night

L01 Location One - NE 46 45 39 64 62 61 64 61

L02 Location Two - NW 34 33 27 45 46 46 45 46

L03 Location Three - SE 47 43 31 61 60 57 61 57

L04 Location Four - SW 37 41 35 52 48 47 52 47

Note 1: The RBL noise level is representative of the ‘average minimum background sound level’, or simply the background level.

Note 2: The LAeq is essentially the ‘average sound level’. It is defined as the steady sound level that contains the same amount of acoustical energy as a given time-varying sound.

Daily graphs representing the measured noise levels are contained in Appendix B. The graphs represent each 24 hour period during the survey period and show the LA1, LA10, LAeq and LA90 noise levels in 15 minute periods.



4 Criteria and Project Specific Noise Levels

4.1 Construction Noise

4.1.1 NSW Interim Construction Noise Guideline

The Interim Construction Noise Guideline (ICNG) sets out ways to deal with the impacts of construction noise on residences and other sensitive land uses. It does this by presenting assessment approaches that are tailored to the scale of construction projects.

The ICNG requires proposal specific Noise Management Levels (NMLs) to be established for noise affected receivers. In the event construction noise levels are predicted to be above the NMLs, feasible and reasonable work practices are investigated to minimise noise emissions.

4.1.1.1 Residential Receivers

The ICNG provides an approach for determining NMLs at sensitive receivers based on existing background noise for the area, as described in Table 2.

Table 2 Determination of Noise Management Levels for Residential Receivers

Time of Day NML LAeq(15minute)

How to Apply

Standard hours

Monday to Friday 7:00 am to 6:00 pm

Saturday 8:00 am to 1:00 pm

No work on Sundays or public holidays

RBL + 10 dBA The noise affected level represents the point above which there may be some community reaction to noise.

Where the predicted or measured LAeq(15minute) is greater than the noise affected level, the proponent should apply all feasible and reasonable work practises to meet the noise affected level.

The proponent should also inform all potentially impacted residents of the nature of works to be carried out, the expected noise levels and duration, as well as contact details.

Highly noise affected 75 dBA

The highly noise affected level represents the point above which there may be strong community reaction to noise.

Where noise is above this level, the relevant authority (consent, determining or regulatory) may require respite periods by restructuring the hours that the very noisy activities can occur, taking into account:

Times identified by the community when they are less sensitive to noise (such as before and after school for works near schools or mid-morning or mid-afternoon for works near residences.

If the community is prepared to accept a longer period of construction in exchange for restrictions on construction times.

Outside recommended standard hours

RBL1 + 5 dBA A strong justification would typically be required for works outside the

recommended standard hours.

The proponent should apply all feasible and reasonable work practices to meet the noise affected level.

Where all feasible and reasonable practises have been applied and noise is more than 5 dBA above the noise affected level, the proponent should negotiate with the community.

Note 1: The RBL is the overall single-figure background noise level measured in each relevant assessment period (during or outside the recommended standard hours). The term RBL is described in detail in the NSW Noise Policy for Industry.



4.2 Construction Vibration

The construction of the project would involve intermittent sources of vibration which may result in two main types of vibration impact: disturbance at receivers and cosmetic/structural damage to buildings.

As a guide, safe working distances for items of vibration intensive plant likely to be used at the project are provided in the RMS CNVG and are reproduced below in Table 3.

Table 3 Recommended Safe Working Distances for Vibration Intensive Plant

Plant Item Rating/Description Safe Working Distance

Cosmetic Damage (BS 7385)

Human Response (NSW EPA Vibration Guideline)

Vibratory Roller < 50 kN (Typically 1-2t) 5 m 15 m to 20 m

< 100 kN (Typically 2-4t) 6 m 20 m

< 200 kN (Typically 4-6t) 12 m 40 m

< 300 kN (Typically 7-13t) 15 m 100 m

> 300 kN (Typically 13-18t) 20 m 100 m

> 300 kN (Typically > 18t) 25 m 100 m

Small Hydraulic Hammer 300 kg - 5 to 12t excavator 2 m 7 m

Medium Hydraulic Hammer 900 kg - 12 to 18t excavator 7 m 23 m

Large Hydraulic Hammer 1600 kg - 18 to 34t excavator 22 m 73 m

Vibratory Pile Driver Sheet piles 2 m to 20 m 20m to 100 m

Pile Boring ≤ 800 mm 2 m (nominal) 4 m

Jackhammer Hand held 1 m (nominal) 2 m

Note: More stringent conditions may apply to heritage or other sensitive structures.

The safe working distances presented above are quoted for both cosmetic damage (refer to BS7385:2 Evaluation and Measurement for Vibration in Buildings Part 2: Guide to Damage Levels from Ground-borne Vibration, 1993) and human comfort (refer to NSW EPA Assessing Vibration: a technical guideline, 2006).

The distances are noted as being indicative and would vary depending on the particular item of plant and local geotechnical conditions. It is noted that the distances apply to addressing the risk of cosmetic damage (ie minor – easily reparable) to typical buildings under typical geotechnical conditions



4.2.1 Heritage Buildings

BS 7385 states that “a building of historical value should not (unless it is structurally unsound) be assumed to be more sensitive”.

Heritage buildings are to be considered on a case by case bases. Where a historic building is deemed to be sensitive to damage from vibration (following inspection), the more conservative DIN 4150 superficial cosmetic damage criteria of 2.5 mm/s should be considered as a screening criterion. Where heritage buildings of a typical residential-type construction are not found to be structurally unsound, DIN 4150 superficial cosmetic damage criteria of 5 mm/s may be more suitable as a screening criterion.

4.3 Road Traffic Noise

4.3.1 Infrastructure SEPP 2007

The NSW Government’s State Environmental Planning Policy (Infrastructure) 2007 (the SEPP) was introduced to aid the delivery of infrastructure across the State.

In accordance with the SEPP, Table 3.1 of the NSW Department of Planning and Infrastructure’s Development near Rail Corridors and Busy Roads – Interim Guideline (the DP&I Guideline), provides noise criteria for residential and non-residential buildings. These criteria are summarised in Table 4.

Table 4 DP&I Interim Guideline Noise Criteria

Residential Buildings

Type of Occupancy Noise Level (dBA) Applicable Time Period

Sleeping areas (bedroom) 35 Night 10 pm to 7 am

Other habitable rooms (excl. garages, kitchens, bathrooms & hallways)

40 At any time

Non-Residential Buildings

Type of Occupancy Recommended Max Noise Level (dBA)

Educational Institutions including Child Care Centres 40

Places of Worship 40

Hospitals Wards 35

Other Noise Sensitive Areas 45

Note 1: Airborne noise is calculated as LAeq(15hour) daytime and LAeq(9hour) night-time.

If internal noise levels with windows or doors open exceed the above criteria by more than 10 dB, then a natural ventilation path from a non-noise affected facade or forced ventilation system for the habitable rooms may be necessary to allow residents to leave windows closed during noisy periods.

It is generally accepted that internal noise levels in a dwelling are 10 dB lower than external noise levels with the windows open, and 20 dB lower than external noise levels with the windows closed and standard glazing.

As the road traffic noise model predicts external noise levels, the internal noise goals have been adjusted by 10 dB for open windows and 20 dB for closed windows and standard glazing to provide external noise goals. The external noise goals applicable for the project are provided in Table 5.



Table 5 External Noise Goals Applicable to the Project

Type of Occupancy External Noise Goals (dBA)1,2

Applicable Time Period

Windows Open

Windows Closed

Residential Buildings3

Sleeping areas (bedrooms) 45 55 Night-time (10:00 pm to 7:00 am)

Other habitable rooms (excluding garages, kitchens, bathrooms and hallways)

50 60 At any time

Non-Residential Buildings

Educational institutions including child care centres 50 60 Whenever in use

Places of worship 50 60 Whenever in use

Hospitals - Wards 45 55 Whenever in use

- Other noise sensitive areas 55 65 Whenever in use

Note 1: Airborne noise is calculated as LAeq(15hour) for the daytime and LAeq(9hour) for the night-time.

Note 2: External noise goals are applicable 1 m from the external facade of a habitable room.

Note 3: These noise goals apply to all forms of residential buildings as well as aged care and nursing home facilities.

Where road/rail noise levels exceeds the ‘windows open’ criteria, residential receivers will require windows and doors to be closed and alternative ventilation arrangements must therefore be provided.

Where road/rail noise levels exceeds the ‘windows closed’ criteria, an upgraded building/facade construction may be required, along with the alternative ventilation.

4.4 Industrial Noise Criteria

The Noise Policy for Industry (NPfI) was released in 2017 and sets out the NSW Environment Protection Authority’s (EPA’s) requirements for the assessment and management of noise from industry in NSW.

4.4.1 Trigger Levels

The NPfI describes ‘trigger levels’ which indicate the noise level at which feasible and reasonable noise management measures should be considered. Two forms of noise criteria are provided – one to account for ‘intrusive’ noise impacts and one to protect the ‘amenity’ of particular land uses.

The intrusiveness of an industrial noise source is generally considered acceptable if the LAeq noise level of the source, measured over a period of 15 minutes, does not exceed the background noise level by more than 5 dB. Intrusive noise levels are only applied to residential receivers. For other receiver types, only the amenity levels apply.

To limit continual increases in noise levels from the use of the intrusiveness level alone, the ambient noise level within an area from all industrial sources should remain below the recommended amenity levels specified in the NPfI for that particular land use.

For this assessment, the future area surrounding the proposal and the Precinct itself are considered to be ‘suburban’.



4.4.2 Project Specific Criteria

The noise emission trigger levels for mechanical plant at the facility are provided in Table 6. The project noise trigger level is the lowest value of the intrusiveness or amenity noise level for each period and these are shown below in bold.

Table 6 Project Noise Trigger Levels

Receiver Period Recommended Amenity Noise Level LAeq (dBA)

Measured Noise Level (dBA) Project Noise Trigger Levels LAeq(15minute) (dBA)

RBL1 LAeq(period) Intrusiveness Amenity

2,3

L01 - Residential

Daytime 55 46 64 51 53

Evening 45 45 62 50 504

Night-time 40 39 61 44 494

L02 - Residential

Daytime 55 35 (34 actual)5 45 40 53

Evening 45 33 46 38 43

Night-time 40 30 (27 actual) 5

46 35 38

L03 - Residential

Daytime 55 47 61 52 53

Evening 45 43 60 48 484

Night-time 40 31 57 36 454

L04 - Residential

Daytime 55 37 52 42 53

Evening 45 41 48 466 43

Night-time 40 35 47 40 38

Note 1: RBL = Rating Background Level.

Note 2: The recommended amenity noise levels have been reduced by 5 dB, where appropriate, to give the project amenity noise levels due to other sources of industrial noise potentially being present in the area in the future.

Note 3: The project amenity noise level has been converted to a 15 minute level by adding 3 dB.

Note 4: The measured LAeq noise level was dominated by traffic noise and exceeds the recommended amenity noise level by 10 dB or more, therefore the ‘high traffic project amenity noise level’ is the existing LAeq(traffic) noise level minus 15 dB.

Note 5: RBL in this period is lower than the NPfI minimum value for that period.

Note 6: The NPfI generally requires project intrusiveness criteria for the evening to be no greater than that of the daytime period. However, given the early stage of this project, the intrusiveness criteria has been derived from the RBLs as measured.

The above criteria apply to industrial sources of noise such as mechanical plant and equipment. It should be noted that this criteria is provided for guidance given the early stage in the project.

For individual applications, additional noise monitoring may be required in order to establish specific ambient levels representative of the future noise environment near to a particular development.



4.4.3 Camden DCP – Residential Mechanical Plant

Camden Council’s DCP also notes the following with regard to noise from residential mechanical plant:

“Residential plant and equipment must not generate a noise level greater than 5 dBA above background noise level as measured at the boundary of a noise sensitive property during the hours of 7.00 am to 10.00 pm. Noise from plant and equipment must not be audible in habitable rooms of adjoining noise sensitive properties during the hours of 10.00 pm to 7.00 am.”

4.5 Educational Facilities Criteria

4.5.1 Noise Ingress Criteria

To achieve acoustical environments within classrooms and other potentially noise sensitive areas that are suitable for to teaching and learning, external noise levels must be sufficiently attenuated.

Australian Standard 2107:2016 provides recommendations for appropriate internal noise levels. These levels are frequently used as the basis for the acoustical design of mechanical services and for the assessment of acceptable levels of noise intrusion from external sources of noise, such as road traffic. Examples of the recommendations relevant to educational buildings are shown in Table 7.

Table 7 AS/NZS 2107 Recommended Noise Levels

Room/Space Design Sound Level, LAeq (dBA) Design Reverberation Time (Seconds)

Art/craft studios 40 - 45 <0.8

Assembly halls up to 250 seats 30 - 35 0.6 to 0.8

Drama studios 35 - 40 Curve 1*

Libraries 40 - 50 <0.6

Teaching spaces/single classrooms for primary/secondary schools

35 - 45 Curve 3*

The NSW Road Noise Policy also contains criteria for non-residential land uses affected by proposed road projects and traffic generating projects. For school classrooms the recommended criterion is a daytime LAeq(1hour) of 40 dBA within the space (when is use).

4.5.2 Noise Emissions

The NSW State Environmental Planning Policy (Educational Establishments and Child Care Facilities) 2017, provides noise emission criteria for schools and educational facilities. The SEPP requires buildings of schools to be designed so as not to emit noise exceeding an LAeq of 5 dB above the background level when measured at any lot boundary.

Camden Council’s DCP has an additional requirement that noise from children in outdoor areas must not exceed the background noise level by more than 10 dB when measured at the boundary of the nearest or most affected residential receiver.



4.6 Aircraft Noise Criteria

The Camden Council DCP states the following with regard to aircraft noise:

“Any noise sensitive development, including but not limited to residential developments and schools, within the ANEF 20 contour (or higher) are considered to be potentially affected by aircraft noise and will require an acoustic assessment to be undertaken to demonstrate compliance with Australian Standard 2021 – 2015 Acoustics – Aircraft Noise Intrusion – Building Siting and Construction.”



5 Construction Noise and Vibration Assessment

5.1 Noise Modelling

In order to determine the potential noise impacts from the construction of the Precinct, calculations have been undertaken to predict indicative noise levels at the potential location of the nearest existing and future sensitive receivers using a spreadsheet-based noise model.

The calculations take into account the source noise levels of construction equipment, the location of the nearest receivers and the typical offset distance from the works.

5.2 Construction Noise Management Levels

A summary of the construction related NMLs during the daytime, evening and night-time periods are provided in Table 8.

Table 8 Construction Noise Management Levels

Monitoring Location RBL (dBA) NML LAeq(15minute) (dBA)

Daytime Evening Night Daytime1

(RBL+10) Out of Hours

2,3,4

Daytime

(RBL+5) Evening (RBL+5)

Night

(RBL+5)

Location One - NE 46 45 39 56 51 50 44

Location Two - NW

355

33 305

45 40 38 35

Location Three - SE 47 43 31 57 52 48 36

Location Four - SW 37 41 35 47 42 46 40

Note 1: Standard daytime construction period: 7:00 am to 6:00 pm Monday to Friday and 8:00 am to 1:00 pm on Saturday.

Note 2: Out of Hours daytime period: 7:00 am to 8:00 am and 1:00pm to 6:00pm on Saturday, 8:00 am to 6:00 pm on Sunday.

Note 3: Evening period: 6:00:00 pm to 10:00 pm.

Note 4: Night-time period: 10:00 pm to 7:00 am except on a Sunday/Public Holiday when night-time is extended to 8:00 am.

Note 5: Based on NPfI minimum RBL

5.3 Noise and Vibration Sensitive Receivers

5.3.1 Existing Receivers

The surrounding land use is primarily rural and comprises of sparsely distributed residential holdings. The closest existing residential buildings are to the immediate north east of the site, on the eastern side of The Northern Road.

The Maryland Homestead is located within the Precinct area and is positioned on a knoll in the approximate centre of the site.



5.3.2 Receivers as Part of Proposal

As construction of the project commences and new residential areas are completed there is potential for these new receivers to be affected by construction works being undertaken in other areas of the Precinct. It is understood that the development staging will likely move sequentially from east to west.

5.4 Construction Equipment

The following typical construction equipment, shown in Table 9, are likely to be utilised during the construction of the Precinct. The table includes typical Sound Power Levels associated with each item taken from SLR’s noise source database.

Also included are the predicted noise levels at typical offset distances. These distances are representative of the typical offset distances between the construction works and nearest receiver.

Table 9 Construction Scenarios and Equipment

Equipment Used for LAeq Sound Power Level (dBA)

LAeq Noise Levels at Offset Distance (dBA)

10 m 20 m 50 m 100 m

20t Excavator Bulk excavation, clearing and grubbing 99 71 65 57 51

Air compressor + attachments Hand tools and minor demolition work 93 65 59 51 45

Articulated dump truck Cart materials within site 100 72 66 58 52

Backhoe trenching Move small amounts of materially locally 103 75 69 61 55

Bobcat Minor detailed excavation and filling 104 76 70 62 56

Bulk cement carrier Delivery of bulk cement 103 75 69 61 55

Cherry picker Services relocation work 97 69 63 55 49

Cold miller Profiling existing pavements 111 83 77 69 63

Concrete agitator truck Delivery of small batches of concrete 107 79 73 65 59

Crane Bridge and general lifting works 106 78 72 64 58

Dozer (small) Stockpile management and ripping 112 84 78 70 64

Lighting tower Night work (if required) 77 49 43 35 29

Plate compactor Minor compaction work 108 80 74 66 60

Rock breaker Demolition work 121 93 87 79 73

Roller smooth and pad-foot Compaction of sub-base and base materials 100 72 66 58 52

Semitrailer Delivery of materials to site 103 75 69 61 55

Slipform paving machine For laying concrete base 104 76 70 62 56

Trencher Installation of services and sub•-soil drainage 102 74 68 60 54

Vacuum suction truck Potholing 100 72 66 58 52

The above shows that for the majority the construction equipment, the maximum noise levels are likely to be in the range of 60 dBA to 80 dBA when equipment is operating adjacent to receivers. The worst-case noise levels would be during works which use highly noise intensive equipment such as a rock breaker.



5.5 Assessment of Construction Noise Impacts

Worst-case indicative noise levels for construction works being undertaken near to sensitive receivers are likely to be in the range of:

60 dBA to 80 dBA when equipment is operating within distances of 10 m to 20 m.


Construction activities near to receivers which use high noise generating items of plant, such as a rock breaker, would be expected to generate noise levels in the range of:



In relation to the daytime NMLs of 42 to 57 dBA, for the western side and eastern side, respectively, it is likely that exceedances will be apparent when typical construction works are located within close proximity of the nearest receiver locations.

It is however noted that a few existing dwellings in the area would be affected by the first stage of construction and the staged release of the project would likely minimise the extent of the potential impacts.

Construction Noise Levels at Educational Facilities

Development of the school within the Precinct would likely occur after completion of the development is finished. As such, no impacts are anticipated on these facilities during construction.

5.6 Assessment of Construction Vibration Impacts

During construction activities, the major potential sources of vibration would include rock breakers, vibratory piling equipment and vibratory rollers.

The recommended safe working distances for construction plant are shown in Table 3. The safe working distances are for the practical management of potential vibration to minimise the likelihood of cosmetic damage to buildings and disturbance or annoyance in humans.

In general, vibration produced by the proposed construction works would be expected to lie below the cosmetic damage criteria for the majority of the construction activities. Where works are required to be in close proximity to buildings and other sensitive structures, judicious selection of plant items would however, be necessary for vibration intensive activities.

5.6.1 Heritage Buildings and Items of Significance

The only heritage items identified within the proposal area is the Maryland Homestead and its associated buildings, gate house and curtilage.



It is recommended that during the later stages of the design process, building surveys of all heritage items be carried out in order to assess the potential for increased susceptibility to structural damage from vibration. Should any of the structures be considered more susceptible, reduced vibration criteria levels may be applicable and subsequently adopted during the selection process for suitable equipment to be used when in the vicinity of the site.

5.7 Construction Noise and Vibration – Recommended Mitigation Measures

Where predicted or measured noise levels exceed the NMLs the ICNG recommends that all feasible and reasonable work practices are applied in order to minimise noise.

Construction Hours

In order to minimise the potential impacts at surrounding receivers, the proposed construction works should be undertaken during the preferred daytime construction hours, where possible:

Monday to Friday 7:00 am to 6:00 pm.

Saturday 8:00 am to 1:00 pm.

No Work on Sundays or Public Holidays.

For residential construction works including road upgrades, it is recognised that there would be instances where work outside the preferred daytime construction hours may be required, for example during delivery of oversized plant or emergencies.

Where works are required outside of standard construction hours, site specific assessments of the proposed works would need to be undertaken.

Feasible and Reasonable Mitigation

The project should apply all feasible and reasonable mitigation measures to minimise the impacts, particularly during highly noise intensive works.

The following example measures should be considered to minimise the potential impacts from the works:

Undertaking site inductions and work team briefings to create awareness of nearby sensitive receivers and the importance of minimising noise emissions.

Ensuring any spoil is placed and not dropped into awaiting trucks.

Establishing load points as far as practicable from sensitive receivers.

Use of less noise-intensive equipment, where feasible and reasonable.

Site compounds should be located away from sensitive receiver locations as far as practical in order to minimise the potential impacts.

Maintenance work on all construction plant should be carried out away from sensitive receivers as far as practical and completed during standard daytime construction hours.

The staging of the project should aim to avoid construction works next to occupied dwellings as far as practicable.



6 Operational Road Traffic Assessment

6.1 Noise Model

A SoundPLAN computer noise model was developed to predict road traffic noise levels across the Precinct. The noise model allows noise predictions to be made in a 3D environment and includes a digitised ground map (containing ground contours and significant structures, where appropriate), the location and acoustic power levels of significant noise sources, and the location of noise-sensitive receivers.

The noise model used to predict the noise environment across the Precinct uses the Calculation of Road Traffic Noise (CoRTN) algorithm. The modelling allows for volume and traffic mix (cars / trucks), type of road surface, vehicle speed, road gradient, reflections off building surfaces, ground absorption and shielding from ground topography and physical noise barriers.

Receiver locations, surveyed ground topography and road alignments were derived from information supplied by the project team

The noise model has been validated by comparing the predicted road traffic noise levels for the 2016 existing scenario with the noise levels measured during the ambient noise survey.

6.1.1 Modelled scenarios

Whilst the Infrastructure SEPP does not formally require an assessment of a future traffic growth scenario, the project traffic flows used in the noise modelling reflect the ultimate design for the year 2041 (similar to the RNP ‘timeframe 2’ assessment year at opening year plus 10).

Given the dramatic growth rate of the local region, it is considered appropriate that these future traffic flows be used as the basis for predictions in this project to represent the likely worst-case noise levels.

The modelling of road traffic noise levels includes the upgrade to The Northern Road.

6.1.2 Traffic Noise Modelling along The Northern Road

Traffic volumes on The Northern Road and internal site roads were provided by GHD in September 2017. The traffic flows used in the modelling are detailed in Table 10.

Table 10 Project Traffic Flows

Road Section Section 2041 Full Development Model Traffic Flows

Daytime (15 hour)

Night-time (9 hour)

%age HGV

The Northern Road East of Site 34,036 6,153 11

Internal Roads North-South Sub Arterial Road 14,856 2,686 5

Collector Road 7,443 1,345 5

Note: The location of the internal roads in shown in Figure 3.



6.2 Overview of Results of Noise Modelling

Noise levels have been predicted across the Precinct during the daytime and night-time periods. The results are provided below in Figure 3 and Figure 4 as grid noise maps that represent the predicted 2041 road traffic noise levels at 1.5 m above ground level during the daytime and night-time, respectively.

The daytime noise predictions represent the period from 7 am to 10 pm and the night-time period is 10 pm to 7 am.

Figure 3 Predicted Daytime Grid Noise Maps – Road Traffic Noise

Note: The contours include a +2.5 dB correction for facade effects.



Figure 4 Predicted Night-time Grid Noise Maps – Road Traffic Noise

Note: The contours include a +2.5 dB correction for facade effects.

The results of the initial noise modelling indicate that:

The noise model for the 2041 future design year shows that in the absence of any noise mitigation or other mitigation structures, worst-case noise levels for areas next to The Northern Road are in the region of 65 dBA during the daytime and 60 dBA at night-time, depending on the offset distance of the future buildings.

In the absence of any roadside mitigation, the offset distance between the edge of the near side lane of The Northern Road and the 60 dBA daytime and 55 dBA night-time contour lines is around 100 m.

Noise levels at receivers along the main internal roads are anticipated to be around 60 to 65 dBA during the daytime and 55 to 60 dBA during the night-time, depending on distance from the road.

Based on the above results, noise mitigation will need to be incorporated into the planning of the development.



6.3 Noise Mitigation Options

Sensitive receivers which are located close to major roads will likely be affected by road traffic noise impacts and noise mitigation measures will need to be incorporated in to the design of the site.

Various forms of noise mitigation are available for the development. The noise mitigation measures are required to take into account not only the resulting acoustic environment, but also several non-acoustic issues, including the potential for visual impacts, aesthetics, urban design, privacy, costs and consistency with other nearby residential developments.

The following noise mitigation strategy has been determined in consultation with the project team and should be further investigated as the project progresses:

Provision of local roads at the eastern boundary of the site to increase setback distances between The Northern Road and the first row of dwellings. Whilst the project is currently in an early stage, the Draft ILP shows that local roads have been provided for the residential areas next to The Northern Road to position the nearest receivers away from The Northern Road.

Locating less sensitive land uses next to major sources of road traffic noise. The Draft ILP places a number of non-residential uses next to The Northern Road, including bulky goods, mixed use, highway resources and an electricity substation. This also provides a buffer zone and/or screening to the nearest residential dwellings.

Consideration of noise barriers or mounds along the boundary of major arterial roads, such as The Northern Road. A noise barrier in this location would provide noise mitigation for both the interior and exterior spaces of dwellings adjacent to The Northern Road.

Whilst the lot layouts for the Precinct are not confirmed at this stage, the first row of dwellings fronting The Northern Road should be designed and positioned to act as an additional barrier to noise to provide noise mitigation to the rest of the development site. The Draft ILP has areas of medium and high density dwellings in the areas next to The Northern Road, meaning there is potential for placing taller buildings, such as apartments, in this location which can be effective in reducing road traffic noise to receivers behind.

Where residential properties, in particular apartment buildings, are next to significant sources of road traffic noise they should be designed to locate internal uses that are less sensitive to noise, such as kitchens, common areas, etc, on the facades most exposed to traffic noise.

Where noise impacts remain after the use of the above measures, the residual impacts would be managed by increasing the transmission loss of the individual building facade elements, using elements such as thicker windows and doors, or increased wall constructions to block out noise.

The preferred mitigation strategy would be determined at a later stage in the project as the design of the Precinct is developed, and would likely use a combination of the measures discussed below.

6.3.1 Noise Barriers/Mounds

Noise barriers or earth mounds can be an effective way to reduce road noise impacts. Where space allows, raised earth mounds can also be used as noise barriers and can be enhanced by placing a low wall on top. These methods are shown below Figure 5.



Figure 5 Noise Barrier and Mounds

Note: Taken from DP&I Development near Rail Corridors and Busy Roads – Interim Guideline.

Whilst noise barriers can provide significant noise benefit they can also introduce a number of negative aspects, including access to property, aesthetic impacts, daylight access, overshadowing, drainage, graffiti, restriction of line-of-sight, maintenance access and safety concerns.

Noise barriers are most commonly used next to major motorways and are less common on sub-arterial roads or on roads where access is required to be maintained.

Camden Council DCP notes the following with regard to noise barriers:

“Physical noise barriers such as noise walls or solid fencing (other than earth mounds) are not generally supported along sub-arterial, transit boulevards or collector roads. Measures to attenuate noise through subdivision layout, building setbacks, building orientation, building design and materials selection should be implemented to achieve compliant noise levels.”

Based on the above, noise barriers or mounds are not considered an appropriate mitigation measure for sub-arterial roads in the Precinct, however they should be considered as a potential noise mitigation option where impacts are seen at receivers next to major arterial roads, such as The Northern Road.



6.3.2 Site Layout

The layout of the Precinct should be configured to locate less noise sensitive uses near to major sources of road noise, where possible. The current Draft ILP shows areas designated for highway services, an electricity substation and areas of mixed use on the eastern boundary of the Precinct, next to The Northern Road, which can be used to provide a buffer zone and/or shielding to the rest of the site.

Larger, high density residential apartment buildings can also be used close to sources of road noise to act as noise barriers to shield lower density residential areas behind. Where structures are used to provide shielding to internal areas of the Precinct, the use of multi-storey buildings of at least two storeys would provide the most benefit.

The effect of this principle is shown below in Figure 6 to Figure 8. The first image shows how uninterrupted noise levels propagate across a site. The second shows the effect that an intervening structure (single story property) can have, and the third image shows the effect of a three storey apartment block.

Figure 6 Indicative Cross Sectional Noise Map - Without Intervening Structures

Figure 7 Indicative Cross Sectional Noise Map - With Intervening Structures, Single Story Property

Figure 8 Indicative Cross Sectional Noise Map - With Intervening Structures, Apartment Building

Note: The noise contour boundaries represent 2 dB intervals.

The comparison shows that significantly lower noise levels can be achieved if acoustic considerations are appropriately applied to the site layout and building design early in a project.



6.3.3 Internal Layout of Buildings

Where residential buildings are required to be located close to sources of road noise, the layout of the buildings can be optimised to minimise road traffic noise intrusion into sensitive areas. Buildings can be constructed so that noise insensitive areas such as kitchens, storage areas and laundries are located closer to the noise source.

An example of how residential buildings can be designed to shield sensitive sleeping and living areas is shown in Figure 9.

Figure 9 Examples of Design Orientation and Room Layout

Note: Taken from DP&I Development near Rail Corridors and Busy Roads – Interim Guideline.

6.3.4 Upgraded Facades and Mechanical Ventilation

Where residual impacts remain after the optimisation of site layout and building design, the upgrading of facade elements of noise affected sensitive spaces can be used as a final mitigation approach to achieve appropriate internal noise levels.

Examples include using masonry external facades on the most exposed facades and reducing the number of windows to minimise noise intrusion into sensitive areas



Where residential buildings are required to be located near to The Northern Road or the internal roads, it is likely that increased facade and/or glazing performance would be required to mitigate high external noise levels. Mechanical ventilation would also be required in certain locations so that residents are able to keep windows closed during busy periods, whilst maintaining adequate air flow.

The indicative areas where upgraded facade constructions and mechanical ventilation would be required due to the predicted road traffic noise impacts are shown in Figure 10. The below does not include the influence of any form of noise barrier next to the various roads in the Precinct.

Figure 10 Indicative Locations for Upgraded Facades and Mechanical Ventilation – Road Traffic Noise

The above shows the indicative requirements based on a free-field model. In reality, buildings would provide significant shielding which would reduce the extent of areas where upgrade facades and mechanical ventilation are necessary. In most cases, the worst impacts would be limited to the first few rows of houses that are next to the road.

The requirement for noise mitigation for sensitive receivers would be reviewed as the project progresses. A detailed study of the potential impacts should be completed when the layout of the Precinct is finalised and details of the future buildings are known.



6.4 Precinct Roads

Roads within the Precinct will have up to around 17,000 vehicles per day. The need for mitigation would be determined as the project progresses, when distances from the roads to the various properties are finalised. As a guide, Figure 11 would indicate that dwellings which are within 20 m of a road with 1,500 vehicles per day may require noise mitigation to be incorporated into the building. Such measures may include facade treatments or a solidly constructed property fence.

Figure 11 Screening Test for Internal Roads - DPE Guideline

6.5 Industrial Noise Assessment

Noise emissions from mechanical plant associated with commercial development in the Precinct would be required to be assessed with the noise goals provided in Table 6, noting that the criteria relate to total noise from the cumulative impact of all industrial sources in the area.

At this stage of the development the commercial uses of the Precinct are yet to be finalised. However, the Draft ILP shows areas of mixed use near to The Northern Road which would likely have commercial facilities on the ground floor that may impact receivers nearby.

Although not an industrial noise source, the noise emissions from domestic air-conditioners at residential properties in the future development within the Precinct would also be required to be assessed.

The industrial noise criteria in Table 6 are generally considered to be achievable through the use of standard noise mitigation measures.



6.6 Educational Facilities Noise Assessment

6.6.1 Noise Ingress Assessment

A proposed school location is shown on the Draft ILP in the approximate middle of the Precinct, adjacent to the north-south road.

Where possible, class rooms and noise sensitive internal spaces should be located away from the major roads in the area. It is likely that future classrooms would be air-conditioned which would mean the windows can be kept shut for noise mitigation purposes where external sources of noise are apparent.

Additional acoustical treatment, such as upgraded glazing and roof construction would need to be reviewed once the building layouts have been determined.

6.6.2 Noise Emissions from Educational Establishments Assessment

Mechanical Plant

Noise emissions from mechanical plant at the school would need to be controlled so as to not adversely impact upon neighbouring residential properties and also on potentially sensitive spaces within the school itself.

The noise emissions of such plant can generally be controlled by engineering means such as locating equipment away from sensitive receivers, use of enclosure, barriers, etc. In many cases, the distances between school buildings and surrounding receivers are often sufficient to ensure that the mechanical noise emissions can be relatively easily controlled.

Outdoor Play Areas

Impacts from outdoor play areas can be apparent when sensitive receivers are located near to educational facilities. However, given that children would only be outside during lunch breaks and play time, there is unlikely to be any significant impact upon the nearest receivers.

In general, the impact of outdoor activity noise from schools can typically be sufficiently mitigated through the use an appropriate layout of the school relative to the nearest residences. Noise controls such as barriers are fairly ineffective in controlling these types of noise due to the variability of the source location and the distances to the receiver. Benefits can however be achieved through the placement of school buildings between the outdoor areas and nearby residential areas.

6.7 Aircraft Noise Assessment

Aircraft noise associated with operations at Camden Airport and the future Western Sydney Airport has the potential to impact on the Precinct. Aircraft Noise Exposure Forecast (ANEF) charts have been referenced for both airports.

If a building site is outside the 20 ANEF contour, noise from sources other than aircraft are likely to dominate, and there is generally no requirement for the construction of buildings to account for aircraft noise intrusion.



6.7.1 Camden Airport

Camden General Aviation airport typically services light aircraft and is located around 8 km to the south of the Precinct.

The 2034/35 ANEF chart for the airport, shown in Figure 12, has been taken from Appendix E: Noise Modelling Methodology as part of the Camden Airport Master Plan 2015.

Figure 12 Camden Airport 2034/35 ANEF Contours

Image taken from Camden Airport Master Plan 2015.

The above shows that the Precinct is located to the north of the airport and is well beyond the ANEF 20 contour. Impacts from Camden Airport at the Precinct are expected to be minimal.

6.7.2 Western Sydney Airport (Badgerys Creek)

Aircraft Noise Exposure Concept (ANEC) charts have been sourced for the Western Sydney Airport (Badgerys Creek Airport) from the Western Sydney Airport EIS; Aircraft Overflight & Operational Noise (Report No: 14168 Version: E dated August 2016).

These worst-case charts are calculated for Stage 1 Development (2030) incorporating only one runway and Long Term Airport Development (2050) incorporating two runways, and are calculated for various operation modes of the runway.



The Long Term Airport Development (2050) ANEC contours for the operation mode closest to the Precinct are shown below Figure 13.

Figure 13 Western Sydney Airport 2050 ANEC Contours

Image taken from Western Sydney Airport EIS (Report No: 14168 Version: E dated August 2016)

The above shows the Precinct is located to the south of the airport and is outside of the ANEC 20 contour. As with Camden Airport, impacts from aircraft at the Precinct are expected to be minimal.



7 Conclusion

This report provides an assessment of the existing and predicted future noise environment in the Lowes Creek Maryland Precinct on the basis on noise monitoring completed at the site and the Draft ILP.

The impact of road traffic noise on the Precinct varies across the site with the most affected locations being situated adjacent to The Northern Road or the internal site roads. Without mitigation, the most exposed facades of future receivers next to these roads are likely to be subject to relatively high road traffic noise levels.

Mitigation strategies for reducing road traffic noise impacts have been recommended which include the use of noise barriers next to major roads, acoustically optimising the site layout, using intervening buildings to provide shielding to the rest of site and designing building layouts to place less noise sensitive uses near to source of noise.

Where residual impacts exist, noise mitigation through building design may be required for a number of buildings which are close to sources of road noise. This could be achieved through the use of upgraded facade elements, such as thicker windows and doors. Rooms on exposed facades would likely also need mechanical ventilation to enable windows to be kept closed as a noise mitigation measure.

The preferred mitigation strategy for the Precinct would be determined at a later stage in the project and would likely use a combination of the above measures to achieve acceptable levels of noise.

Whilst the Precinct is located near to both Camden Airport and Western Sydney Airport, the distance from both airports is sufficient to minimise the potential impacts from aircraft movements such that specific mitigation is not considered to be required.

Based on the assessment of the potential impacts and subject to the requirement for mitigation, the proposed development is considered feasible from a noise perspective.

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APPENDIX A

Acoustic Terminology

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1 Sound Level or Noise Level

The terms ‘sound’ and ‘noise’ are almost interchangeable, except that in common usage ‘noise’ is often used to refer to unwanted sound.

Sound (or noise) consists of minute fluctuations in atmospheric pressure capable of evoking the sense of hearing. The human ear responds to changes in sound pressure over a very wide range. The loudest sound pressure to which the human ear responds is ten million times greater than the softest. The decibel (abbreviated as dB) scale reduces this ratio to a more manageable size by the use of logarithms.

The symbols SPL, L or LP are commonly used to represent Sound Pressure Level. The symbol LA represents A-weighted Sound Pressure Level. The standard reference unit for Sound Pressure Levels expressed in decibels is 2 x 10

-5 Pa.

2 ‘A’ Weighted Sound Pressure Level

The overall level of a sound is usually expressed in terms of dBA, which is measured using a sound level meter with an ‘A-weighting’ filter. This is an electronic filter having a frequency response corresponding approximately to that of human hearing.

People’s hearing is most sensitive to sounds at mid frequencies (500 Hz to 4000 Hz), and less sensitive at lower and higher frequencies. Thus, the level of a sound in dBA is a good measure of the loudness of that sound. Different sources having the same dBA level generally sound about equally loud.

A change of 1 dBA or 2 dBA in the level of a sound is difficult for most people to detect, whilst a 3 dBA to 5 dBA change corresponds to a small but noticeable change in loudness. A 10 dBA change corresponds to an approximate doubling or halving in loudness. The table below lists examples of typical noise levels

Sound Pressure Level (dBA)

Typical Source

Subjective Evaluation

130 Threshold of pain Intolerable

120 Heavy rock concert Extremely noisy

110 Grinding on steel

100 Loud car horn at 3 m Very noisy

90 Construction site with pneumatic hammering

80 Kerbside of busy street Loud

70 Loud radio or television

60 Department store Moderate to quiet

50 General Office

40 Inside private office Quiet to very quiet

30 Inside bedroom

20 Recording studio Almost silent

Other weightings (eg B, C and D) are less commonly used than A-weighting. Sound Levels measured without any weighting are referred to as ‘linear’, and the units are expressed as dB(lin) or dB.

3 Sound Power Level

The Sound Power of a source is the rate at which it emits acoustic energy. As with Sound Pressure Levels, Sound Power Levels are expressed in decibel units (dB or dBA), but may be identified by the symbols SWL or LW, or by the reference unit 10

-12 W.

The relationship between Sound Power and Sound Pressure may be likened to an electric radiator, which is characterised by a power rating, but has an effect on the surrounding environment that can be measured in terms of a different parameter, temperature.

4 Statistical Noise Levels

Sounds that vary in level over time, such as road traffic noise and most community noise, are commonly described in terms of the statistical exceedance levels LAN, where LAN is the A-weighted sound pressure level exceeded for N% of a given measurement period. For example, the LA1 is the noise level exceeded for 1% of the time, LA10 the noise exceeded for 10% of the time, and so on.

The following figure presents a hypothetical 15 minute noise survey, illustrating various common statistical indices of interest.

Of particular relevance, are:

LA1 The noise level exceeded for 1% of the 15 minute interval.

LA10 The noise level exceed for 10% of the 15 minute interval. This is commonly referred to as the average maximum noise level.

LA90 The noise level exceeded for 90% of the sample period. This noise level is described as the average minimum background sound level (in the absence of the source under consideration), or simply the background level.

LAeq The A-weighted equivalent noise level (basically the average noise level). It is defined as the steady sound level that contains the same amount of acoustical energy as the corresponding time-varying sound.

When dealing with numerous days of statistical noise data, it is sometimes necessary to define the typical noise levels at a given monitoring location for a particular time of day. A standardised method is available for determining these representative levels.

This method produces a level representing the ‘repeatable minimum’ LA90 noise level over the daytime and night-time measurement periods, as required by the EPA. In addition the method produces mean or ‘average’ levels representative of the other descriptors (LAeq, LA10, etc).

5 Tonality

Tonal noise contains one or more prominent tones (ie distinct frequency components), and is normally regarded as more offensive than ‘broad band’ noise.

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6 Impulsiveness

An impulsive noise is characterised by one or more short sharp peaks in the time domain, such as occurs during hammering.

7 Frequency Analysis

Frequency analysis is the process used to examine the tones (or frequency components) which make up the overall noise or vibration signal. This analysis was traditionally carried out using analogue electronic filters, but is now normally carried out using Fast Fourier Transform (FFT) analysers.

The units for frequency are Hertz (Hz), which represent the number of cycles per second.

Frequency analysis can be in:

Octave bands (where the centre frequency and width of each band is double the previous band)

1/3 octave bands (3 bands in each octave band) Narrow band (where the spectrum is divided into 400 or

more bands of equal width)

The following figure shows a 1/3 octave band frequency analysis where the noise is dominated by the 200 Hz band. Note that the indicated level of each individual band is less than the overall level, which is the logarithmic sum of the bands.

8 Vibration

Vibration may be defined as cyclic or transient motion. This motion can be measured in terms of its displacement, velocity or acceleration. Most assessments of human response to vibration or the risk of damage to buildings use measurements of vibration velocity. These may be expressed in terms of ‘peak’ velocity or ‘rms’ velocity.

The former is the maximum instantaneous velocity, without any averaging, and is sometimes referred to as ‘peak particle velocity’, or PPV. The latter incorporates ‘root mean squared’ averaging over some defined time period.

Vibration measurements may be carried out in a single axis or alternatively as triaxial measurements. Where triaxial measurements are used, the axes are commonly designated vertical, longitudinal (aligned toward the source) and transverse.

The common units for velocity are millimetres per second (mm/s). As with noise, decibel units can also be used, in which case the reference level should always be stated. A vibration level V, expressed in mm/s can be converted to decibels by the formula 20 log (V/Vo), where Vo is the reference level (10

-9

m/s). Care is required in this regard, as other reference levels may be used by some organizations.

9 Human Perception of Vibration

People are able to ‘feel’ vibration at levels lower than those required to cause even superficial damage to the most susceptible classes of building (even though they may not be disturbed by the motion). An individual's perception of motion or response to vibration depends very strongly on previous experience and expectations, and on other connotations associated with the perceived source of the vibration. For example, the vibration that a person responds to as ‘normal’ in a car, bus or train is considerably higher than what is perceived as ‘normal’ in a shop, office or dwelling.

10 Overpressure

The term ‘over-pressure’ is used to describe the air pressure pulse emitted during blasting or similar events. The peak level of an event is normally measured using a microphone in the same manner as linear noise (ie unweighted), at frequencies both in and below the audible range.

11 Ground-borne Noise, Structure-borne Noise and Regenerated Noise

Noise that propagates through a structure as vibration and is radiated by vibrating wall and floor surfaces is termed ‘structure-borne noise’, ‘ground-borne noise’ or ‘regenerated noise’. This noise originates as vibration and propagates between the source and receiver through the ground and/or building structural elements, rather than through the air.

Typical sources of ground-borne or structure-borne noise include tunnelling works, underground railways, excavation plant (eg rockbreakers), and building services plant (eg fans, compressors and generators).

The following figure presents the various paths by which vibration and ground-borne noise may be transmitted between a source and receiver for construction activities occurring within a tunnel.

The term ‘regenerated noise’ is also used in other instances where energy is converted to noise away from the primary source. One example would be a fan blowing air through a discharge grill. The fan is the energy source and primary noise source. Additional noise may be created by the aerodynamic effect of the discharge grill in the airstream. This secondary noise is referred to as regenerated noise.

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APPENDIX B

Ambient Noise Data

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Noise Monitoring Location L.01 Map of Noise Monitoring Location

Noise Monitoring Address Lowes Creek Maryland Precinct – North east

Logger Device Type: ARL316, Logger Serial No: 16-004-034

Noise logger deployed at the north east corner of the Lowes Creek Maryland Precinct near to 1010 The Northern Road, Bringelly.

The noise environment near the noise logger was dominated by road traffic noise from The Northern Road. Infrequent vehicles on the access road to the north also contributed to the noise levels measured at this location.

Ambient Noise Logging Results – ICNG Defined Time Periods Photo of Noise Monitoring Location

Monitoring Period Noise Level (dBA)

RBL LAeq L10 L1

Daytime 46 64 67 73

Evening 45 62 66 70

Night-time 39 61 60 69

Ambient Noise Logging Results – RNP Defined Time Periods


LAeq(period) LAeq(1hour)

Daytime (7am-10pm) 64 67

Night-time (10pm-7am) 61 67

Attended Noise Measurement Results

Date Start Time Measured Noise Level (dBA)

LA90 LAeq LAmax

- - - - -

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Noise Monitoring Address Lowes Creek Maryland Precinct – North west


Ambient noise logger deployed at the north west corner of the Lowes Creek Maryland project precinct.

The ambient noise environment of this area is controlled by environmental/rural noise, with distant road traffic noise affecting the location at times.



RBL LAeq L10 L1

Daytime 34 45 46 53

Evening 33 46 43 49









LA90 LAeq LAmax

- - - - -

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Noise Monitoring Address Lowes Creek Maryland Precinct – South east


Noise logger deployed at the south east corner of the Lowes Creek Maryland Precinct.

The noise environment near the noise logger was dominated by road traffic noise from The Northern Road. Infrequent vehicles on the access road to the south also contributed to the noise levels measured at this location.



RBL LAeq L10 L1

Daytime 47 61 63 68

Evening 43 60 62 66









LA90 LAeq LAmax

- - - - -

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Noise Monitoring Address Lowes Creek Mary Land Precinct – South west


Ambient noise logger deployed at the south west corner of the Lowes Creek Maryland project precinct.

The ambient noise environment of this area is controlled by environmental/rural noise, with distant road traffic noise affecting the location at times.



RBL LAeq L10 L1

Daytime 37 52 53 60

Evening 41 48 46 48









LA90 LAeq LAmax

- - - - -

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Australia

T: +61 8 8998 0100

F: +61 2 9427 8200

GOLD COAST

Ground Floor, 194 Varsity Parade

Varsity Lakes QLD 4227

Australia

M: +61 438 763 516

MACKAY

21 River Street

Mackay QLD 4740

Australia

T: +61 7 3181 3300

MELBOURNE

Suite 2, 2 Domville Avenue

Hawthorn VIC 3122

Australia

T: +61 3 9249 9400

F: +61 3 9249 9499

NEWCASTLE

10 Kings Road

New Lambton NSW 2305

Australia

T: +61 2 4037 3200

F: +61 2 4037 3201

PERTH

Ground Floor, 503 Murray Street

Perth WA 6000

Australia

T: +61 8 9422 5900

F: +61 8 9422 5901

ROCKHAMPTON

[email protected]

M: +61 407 810 417

SYDNEY

2 Lincoln Street

Lane Cove NSW 2066

Australia

T: +61 2 9427 8100

F: +61 2 9427 8200

TAMWORTH

PO Box 11034

Tamworth NSW 2340

Australia

M: +61 408 474 248

F: +61 2 9427 8200

TOWNSVILLE

Level 1, 514 Sturt Street

Townsville QLD 4810

Australia

T: +61 7 4722 8000

F: +61 7 4722 8001

AUCKLAND

68 Beach Road

Auckland 1010

New Zealand

T: +64 27 441 7849

NELSON

5 Duncan Street

Port Nelson 7010

New Zealand

T: +64 274 898 628

NEW PLYMOUTH

Level 2, 10 Devon Street East

New Plymouth 4310

New Zealand

T: +64 0800 757 695

Lowes Creek Maryland Precinct

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