Newcastle Light Rail Detailed Design Report...DOWNER EDI WORKS PTY LTD Newcastle Light Rail Detailed...

DOWNER EDI WORKS PTY LTD

Newcastle Light Rail Detailed Design Report SYSTEM WIDE – Operational Noise and Vibration Management Plan PBA Project Number: NLR-4578-0001-NV-RE-0002 TeamBinder Number: NLR-AURECON-PLN-EN-0001

CONFIDENTIAL JANUARY 2019

WSP | Parsons Brinckerhoff 1 Gardner Close Milton QLD 4064 Tel: +61 7 3368 6600 Fax: +61 7 3368 6699

www.wsp-pb.com

Filename: NLR-4578-0001-NV-RE-0002 - ONVMP Final Report - rev G

This document may contain confidential and legally privileged information, neither of which are intended to be waived, and must be used only for its intended purpose. Any unauthorised copying, dissemination or use in any form or by any means other than by the addressee, is strictly prohibited. If you have received this document in error or by any means other than as authorised addressee, please notify us immediately and we will arrange for its return to us.

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REV DATE DETAILS

G 22.01.2019 Revised version including calculations for at-property treatment

F 19.12.2018 Revised version including TfNSW comments

E 22.11.2018 Revised version including TfNSW comments

D 30.10.2018 Revised version including Keolis-Downer comments

C 04.06.2018 Revised version including TfNSW comments

B 21.09.2017 Draft Issue

A 04.07.2017 Issued for CDR Submission

AUTHOR, REVIEWER AND APPROVER DETAILS

Prepared by: Alex Vuillemin Date: 22.01.2019 Signature:

Reviewed by: Simon Moore Date: 22.01.2019 Signature:

Approved by: Jamie Hladky Date: 22.01.2019 Signature:

DOWNER EDI WORKS PTY LTD

Newcastle Light Rail Detailed Design Report SYSTEM WIDE - OPERATIONAL NOISE AND VIBRATION MANAGEMENT PLAN PBA Project Number: NLR-4578-0001-NV-RE-0002 TeamBinder Number: NLR-AURECON-PLN-EN-0001

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Newcastle Light Rail Detailed Design Report SYSTEM WIDE – Operational Noise and Vibration Management Plan Project No: NLR-4578-0001-NV-RE-0002 Downer EDI Works Pty Ltd

WSP | Parsons Brinckerhoff Aurecon

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TABLE OF CONTENTS GLOSSARY ................................................................................................................. III

ABBREVIATIONS ....................................................................................................... IV

EXECUTIVE SUMMARY .............................................................................................. V

1 PROJECT BACKGROUND ........................................................................... 1 1.1 Project Description ................................................................................................................. 1 1.2 Review of Environmental Factors ......................................................................................... 1 1.3 Operational Noise and Vibration Management Plan ........................................................... 2

2 INFORMATION / DATA PROVIDED TO THE CONSULTANT ...................... 3 2.1 Standards and Guidelines ...................................................................................................... 3 2.2 Project Information ................................................................................................................. 3

3 CRITERIA ....................................................................................................... 4 3.1 Airborne Noise ........................................................................................................................ 4 3.2 Ground Borne Noise ............................................................................................................... 5 3.3 Operational Noise for Stationary Infrastructure .................................................................. 5 3.4 Operational Vibration ............................................................................................................. 6

4 OPERATIONAL AIRBORNE NOISE ............................................................. 7 4.1 REF outcomes ......................................................................................................................... 7 4.2 Feasible and reasonable mitigation measures for operational airborne

noise ......................................................................................................................................... 7 4.3 Summary of the design changes as a result of the detailed design

process .................................................................................................................................... 8 4.4 Predicted operational airborne noise levels ........................................................................ 9 4.4.1 Noise from warning horns and bells........................................................................................ 10 4.5 Acceptability of the Residual Impact .................................................................................. 10 4.5.1 Methodology ............................................................................................................................ 10 4.5.2 Road traffic noise modelling .................................................................................................... 11 4.6 Predicted residual impact .................................................................................................... 14 4.7 Specific mitigation measures at the receiver for airborne transport noise .................... 15 4.7.1 Non-residential receivers ........................................................................................................ 15 4.7.2 Residential receivers ............................................................................................................... 15

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CONTENTS (Continued)

5 OPERATIONAL VIBRATION ....................................................................... 16 5.1 REF outcomes ....................................................................................................................... 16 5.2 Feasible and reasonable mitigation measures for operational vibration ....................... 16 5.3 Summary of the design changes as a result of the detailed design

process .................................................................................................................................. 16 5.4 Predicted operational vibration levels ................................................................................ 17

6 OPERATIONAL GROUND-BORNE NOISE................................................. 18 6.1 REF outcomes ....................................................................................................................... 18 6.2 Feasible and reasonable mitigation measures for operational ground-

borne noise ............................................................................................................................ 18 6.3 Summary of the design changes as a result of the detailed design

process .................................................................................................................................. 18 6.4 Predicted operational ground-borne noise levels ............................................................. 19

7 FIXED INFRASTRUCTURE OPERATIONAL NOISE .................................. 20 7.1 Stabling and maintenance facility ....................................................................................... 20 7.1.1 REF outcomes ........................................................................................................................ 20 7.1.2 Summary of the design changes as a result of the detailed design process.......................... 20 7.1.3 Operations ............................................................................................................................... 20 7.1.4 Predicted operational noise .................................................................................................... 22 7.2 Public address system ......................................................................................................... 23 7.2.1 REF outcomes ........................................................................................................................ 23 7.2.2 Summary of the design changes as a result of the detailed design process.......................... 23 7.2.3 Predicted operational noise .................................................................................................... 24 7.3 Sub-stations .......................................................................................................................... 25 7.3.1 REF outcomes ........................................................................................................................ 25 7.3.2 Summary of the design changes as a result of the detailed design process.......................... 25 7.3.3 Predicted operational noise .................................................................................................... 25

8 PROCESS TO SEEK FEEDBACK ............................................................... 26 8.1 Potential mitigation at the receivers ................................................................................... 26 8.2 Receivers potentially affected by the Project .................................................................... 27 8.2.1 Detailed noise modelling for properties identified as eligible for inspection ........................... 27 8.2.2 Preliminary site inspections .................................................................................................... 28

9 POST OPERATIONAL COMPLIANCE MONITORING ................................ 29

10 CONCLUSION .............................................................................................. 30

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G L O S S A RY Equivalent Continuous Sound Level, LAeq

Many sounds, such as road traffic noise or construction noise, vary repeatedly in level over a period of time. More sophisticated sound level meters have an integrating/averaging electronic device inbuilt, which will display the energy time-average (equivalent continuous sound level - LAeq) of the ‘A’ frequency weighted sound pressure level. Because the decibel scale is a logarithmic ratio, the higher noise levels have far more sound energy, and therefore the LAeq level tends to indicate an average which is strongly influenced by short term, high level noise events. Many studies show that human reaction to level-varying sounds tends to relate closer to the LAeq noise level than any other descriptor.

‘F’ (Fast) Time Weighting

Sound level meter design-goal time constant which is 0.125 seconds.

Maximum Noise Level, LAFmax

The Root-Mean-Square (RMS) maximum sound pressure level measured with sound level meter using the ‘A’ frequency weighting and the ‘F’ (Fast) time weighting.

‘S’ (Slow) Time Weighting

Sound level meter design-goal time constant which is 1 second.

Maximum Noise Level, LASmax

The Root-Mean-Square (RMS) maximum sound pressure level measured with sound level meter using the ‘A’ frequency weighting and the ‘S’ (Slow) time weighting.

Sound Pressure Level, SPL

The basic unit of sound measurement is the sound pressure level. The pressures are converted to a logarithmic scale and expressed in decibels (dB).

Sound Power Level, SWL

Sound power level is a logarithmic measure of the sound power in comparison to a specified reference level (dB).

Weighted Sound Reduction Index, RW

This is a single number rating of the airborne sound insulation of a wall, partition or ceiling. The sound reduction is normally measured over a frequency range of 100 Hz to 3.150 kHz and averaged in accordance with ISO standard weighting curves (Refer AS/NZS 1276.1:1999). Internal partition wall RW + C ratings are frequency weighted to simulate insulation from human voice noise. The RW + C is similar in value to the STC rating value. External walls, doors and windows may be RW + Ctr rated to simulate insulation from road traffic noise. The spectrum adaptation term Ctr adjustment factor takes account of low frequency noise. The weighted sound reduction index is normally similar or slightly lower number than the STC rating value. RW is a laboratory test.

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A B B R E V I AT I O N S Abbreviation Definition

ARRB Australian Road Research Board

CoRTN Calculation of Road Traffic Noise

dBA A-weighted decibel

EIA Environmental Impact Assessment

EMR Independent environmental representative appointed to the Project

EPA Environment Protection Authority

FTA Federal Transit Administration (US)

INP Industrial Noise Policy

LRV Light Rail Vehicle

NCA Noise Catchment Area

NLR Newcastle Light Rail

NSW New South Wales

ONVMP Operational Noise and Vibration Management Plan

PBA Parsons Brinckerhoff Aurecon

REF Review of Environmental Factors

RING Rail Infrastructure Noise Guideline

RMS Roads and Maritime Services; and

Root-Mean-Squared

TfNSW Transport for New South Wales

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E X E C U T I V E S U M M A RY This report is an Operational Noise and Vibration Management Plan to be submitted to the independent environmental representative appointed to the Newcastle Light Rail Project. This document highlights the following:

changes to the predicted noise and vibration levels identified in the Newcastle Light Rail Review of Environmental Factors (REF) as a result of the detailed design process and any changes to the proposed Light Rail Operations Plan

all reasonable and feasible noise and vibration mitigation measures consistent with Rail Infrastructure Noise Guideline (RING, EPA, 2013) and the Industrial Noise Policy (INP, EPA, 2000)

specific physical and other mitigation measures for controlling noise and vibration at the source and at the receiver including location, type and timing of implementation of the proposed operational noise and vibration mitigation measures

process to seek feedback from directly affected receivers on the final mitigation measures proposed in the review.

More specifically, this report summarises the relevant acoustic standards, assessment and reasonable and feasible noise and vibration attenuation measures for the Newcastle Light Rail Project.

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1 PROJECT BACKGROUND 1.1 Project Description

The light rail corridor extends from the Newcastle Interchange to Pacific Park through the use of segregated, separated and shared-use corridors. The system includes a dedicated light rail depot facility adjacent to Stewart Avenue and Station Street at the western end of the Project.

The proposed alignment remains within the corridor previously defined within the Concept Design phase and agreed by TfNSW. The alignment is illustrated below in red and white, including Priority Road Upgrade areas.

Figure 1.1 Light Rail alignment between Newcastle Interchange and Pacific Park

Six light rail stops are proposed to serve a number of key precincts throughout the city centre of Newcastle, including transport interchanges, civic quarters and emerging commercial areas.

A dedicated light rail depot and stabling facility is proposed on the site of the former Wickham railway station. The site provides facilities for light maintenance and includes stabling roads, a mobile wash plant, crew facilities and operations rooms and storage. Heavy maintenance such as wheel lathing will be conducted at another location and suitable provision for this operation has been considered within the design.

1.2 Review of Environmental Factors

A noise and vibration impact assessment of the proposed Newcastle Light Rail Project has been undertaken by GHD for Transport for NSW (TfNSW). The Technical Paper 2 - Noise and vibration assessment forms part of the Newcastle Light Rail Review of Environmental Factors (REF) and highlights the following noise and vibration concerns for the Project.

Operational noise levels are anticipated to exceed the relevant trigger levels for 27 receivers during daytime and 81 receivers during night-time.

Operational vibration levels are anticipated to exceed the preferred vibration goal for critical working areas within 25 m of the alignment and for residential receivers within 12.5 m of the alignment.

Noise emissions from the stabling and maintenance facility are predicted to exceed the relevant noise criteria at the surrounding receivers on Beresford Street, Bellevue Street and Dangar Street (up to 25 receivers at night).

Noise emissions from the public address system shall be controlled to ensure compliance with the relevant NSW Industrial Noise Policy. Uncontrolled levels were predicted to exceed at up to 45 sensitive receivers during night-time.

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These concerns are addressed in this Operational Noise and Vibration Management Plan (ONVMP). Particularly, Sections 4, 5, 6, 7.1, 7.2 and 7.3 further detail the outcomes of the REF, i.e. the status prior to the detailed design stage, and how these concerns have been addressed during the detailed design stage by PBA.

1.3 Operational Noise and Vibration Management Plan

The Project has been approved by TfNSW and shall be carried out in accordance with the REF. To fulfil the conditions of approval for the Project, this Operational Noise and Vibration Management Plan (ONVMP) has been prepared to predict operational noise and vibration impacts at receivers based on detailed design and propose mitigation measures for potentially impacted properties. The present document highlights the following:

changes to the predicted noise and vibration levels identified in the REF as a result of the detailed design process and any changes to the proposed Light Rail Operations Plan

all reasonable and feasible noise and vibration mitigation measures consistent with Rail Infrastructure Noise Guideline (RING, EPA, 2013) and the Industrial Noise Policy (INP, EPA, 2000)

specific physical and other mitigation measures for controlling noise and vibration at the source and at the receiver including location, type and timing of implementation of the proposed operational noise and vibration mitigation measures

process to seek feedback from directly affected receivers on the final mitigation measures proposed in the review.

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2 INFORMATION / DATA PROVIDED TO THE CONSULTANT

The documents used to prepare this ONVMP are listed in the following sections.

2.1 Standards and Guidelines International Standard ISO 140-4:2006 Acoustics – Measurement of sound insulation in buildings and of

building elements: Part 4 Field measurements of airborne sound insulation between rooms. Australian Standard AS 1055:2000; Acoustics - Description and Measurement of Environmental Noise. Australian Standard AS 1276 Acoustics – Methods for Determination of Sound Transmission and Noise

Isolation Class of Building Partitions. Australian Standard AS/NZS 2107:2016; Acoustics – Recommended design sound levels and

reverberation times for building interiors. Australian Standard AS 2436:2010; Acoustics – Guide to Noise and Vibration Control on Construction,

Demolition and Maintenance sites. Australian Standard AS 2670 – Evaluation of Human Whole Body Exposure to Vibration. Australian Standard AS 2822:1985 – ‘Acoustics – Methods of Assessing and Predicting Speech Privacy

and Speech Intelligibility’. Australian Standard AS ISO 717:2004 Acoustics – Rating of sound insulation in buildings and of building

elements. Transport for NSW (TfNSW) Rail Noise Database, 2014. Transport for NSW (TfNSW) Sustainable Design Guidelines v3.0, 2014. NSW Environmental Protection Authority (EPA) Rail Infrastructure Noise Guideline, 2013. NSW Environmental Protection Authority (EPA) Road Noise Policy, 2011. NSW Environmental Protection Authority (EPA) Industrial Noise Policy, 1999. NSW Department of Environment and Conservation (DEC) – Assessing Vibration: A Technical Guideline

(AVTG). United States of America Department of Transportation Federal Transit Administration (FTA)- Transit

Noise and Vibration Impact Assessment Manual. Department of Transport, Welsh Office, Calculation of Road Traffic Noise (CoRTN), 1988. Nordic Rail Prediction Method – Kilde Report 130 (Ringheim, 1984). Infrastructure Sustainability Council of Australia (ISCA) Technical Manual v1.2 May 2016. Handbook of Environmental Acoustics, J. Cowan, 1994. Industrial Noise Control: Fundamentals and Applications, Bell, 1994.

2.2 Project Information Newcastle Light Rail, Technical Paper 2 - Noise and vibration assessment (prepared by GHD, 2016). 113802-DOWNER-ISD15-4935-APR-PM-0001.00.IFI – Conditions of Approval (prepared by TfNSW). NLR-4578-0040-AR-DR-2100 Rev B - Depot architecture (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2101 Rev B - Ground floor (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2102 Rev B - Mezzanine level (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2103 Rev B - Roof (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2300 Rev B - Sections Work shed (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2301 Rev B - Sections Administration (prepared by Cox, accessed

26 May 2017). NLR-4578-0040-AR-DR-2400 Rev B - Elevations North South (prepared by Cox, accessed 26 May 2017). NLR-4578-0040-AR-DR-2401 Rev B - Elevations East West (prepared by Cox, accessed 26 May 2017). SYD1611400-170426-MJT-THERMAL COMFORT Rev 0 - Depot adaptive thermal comfort assessment

(prepared by WSP, 27 April 2017). X-PBA-0001-D-RA-Alignment_Plan - Rail alignment (prepared by PBA, 13 January 2017). X-PBA-0001-D-RA-Alignment_Geometry - Rail alignment (prepared by PBA, 13 January 2017). NLR-4578-0001-AL-DR-1150 to 1166 Rev E - Longitudinal profile (prepared by PBA, 16 November 2016).

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3 CRITERIA The noise and vibration criteria for the Project are described in the following sections.

3.1 Airborne Noise

The criteria for operational noise for light rail vehicles listed in the Technical Paper 2 are derived from the NSW Rail Infrastructure Noise Guideline. These are summarised in Table 3.1 and Table 3.2 below.

Table 3.1 Airborne light rail noise triggers for residential land uses

TYPE OF DEVELOPMENT NOISE TRIGGER LEVELS, dBA (EXTERNAL)

DAY 7AM – 10PM

NIGHT 10PM – 7AM

All light rail developments 60 LAeq(15h)

or

80 LAFmax

50 LAeq(9h)

or

80 LAFmax

Table 3.2 Airborne rail noise trigger levels applicable to new light rail developments for sensitive land uses

other than residential

OTHER SENSITIVE LAND USES NOISE TRIGGER LEVELS, dBA (WHEN IN USE)

Schools, educational institutions and child care centres 40 LAeq(1h) internal

Places of worship 40 LAeq(1h) internal

Hospital wards 35 LAeq(1h) internal

Hospitals other uses 60 LAeq(1h) external

Open space – passive use (e.g. parkland, bush reserves) 60 LAeq(1h) external

Open space – active use (e.g. sports field, golf course) 65 LAeq(1h) external

These Project criteria are triggers, i.e. non-mandatory noise goals, whereby exceedance triggers an assessment of feasible and reasonable mitigation measures. To this extent, the NSW Rail Infrastructure Noise Guideline states the following:

Where the noise trigger levels are exceeded, assess the feasible and reasonable mitigation measures that could be implemented to reduce noise down towards the relevant absolute trigger level. If it is reasonable to achieve these levels, the proponents should do so. If not, then project-specific noise levels should be identified. It is not mandatory to achieve the trigger levels but the assessment should provide justification if they cannot be met. An assessment of the acceptability of residual impacts should also be provided.

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3.2 Ground Borne Noise

Light rail vehicle operations, where feasible and reasonable, shall be designed and operated to meet the ground borne noise criteria as listed in the NSW Rail Infrastructure Noise Guideline.

Table 3.3 Ground-borne noise trigger levels for heavy or light rail projects

SENSITIVE LAND USE TIME OF DAY INTERNAL NOISE TRIGGER LEVEL, dBA

Residential Day (7am - 10pm) 40 LASmax

Night (10pm – 7am) 35 LASmax

Schools, educational institutions and places of worship When in use 40-45 LASmax

3.3 Operational Noise for Stationary Infrastructure

The criteria for operational noise for stationary infrastructure listed in the Technical Paper 2 are derived from the NSW Industrial Noise Policy and background noise measurements conducted by GHD in November and December 2014. These are summarised in Table 3.4 below for all Noise Catchment Areas (NCAs) defined in Section 3.1.2 of the Technical Paper 2 and are provided in Appendix B of this report.

Table 3.4 Summary of fixed infrastructure operational noise criteria

RECEIVER TIME PERIOD SPECIFIC NOISE CRITERIA LAeq(15min)

SLEEP DISTURBANCE SCREENING TEST LAmax

NCA1 Day 45 n/a

Evening 45 n/a

Night 40 53

NCA2 Day 56 n/a

Evening 50 n/a

Night 45 57

NCA3 Day 60 n/a

Evening 50 n/a

Night 45 58

NCA4 Day 60 n/a

Evening 50 n/a

Night 45 62

NCA5 Day 60 n/a

Evening 50 n/a

Night 45 65

NCA6 Day 60 n/a

Evening 50 n/a

Night 45 64

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RECEIVER TIME PERIOD SPECIFIC NOISE CRITERIA LAeq(15min)

SLEEP DISTURBANCE SCREENING TEST LAmax

NCA7 Day 60 n/a

Evening 50 n/a

Night 45 67

NCA8 Day 53 n/a

Evening 50 n/a

Night 45 57

Health / Education When in use 55 LAeq(period) n/a

Commercial When in use 65 LAeq(period) n/a

Industrial When in use 70 LAeq(period) n/a

3.4 Operational Vibration

The criteria for operational vibration listed in the Technical Paper 2 are derived from the U.S. Department of Transportation Federal Transit Administration (FTA). The criteria are rms velocities in mm/s. The FTA criteria adopted for this assessment is shown in Table 3.5.

Table 3.5 Ground-borne vibration criteria for general assessment

LAND USE CATEGORY RMS VELOCITY, MM/S FREQUENT

EVENTS OCCASIONAL

EVENTS INFREQUENT

EVENTS

Category 1: Buildings where vibration would interfere with interior operations

0.05 0.05 0.05

Category 2: Residences and buildings where people normally sleep

0.10 0.14 0.25

Category 3: Institutional land use with primarily daytime use 0.14 0.20 0.36

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4 OPERATIONAL AIRBORNE NOISE 4.1 REF outcomes

The outcomes of the REF are detailed in the Technical Paper 2. These are summarised below.

Operational noise levels are anticipated to exceed the relevant trigger levels for 27 receivers during daytime and 81 receivers during night-time. Reasonable and feasible mitigation measures need to be considered.

Daytime exceedances are predicted for a few residential receivers located nearest to the track alignment and non-residential receivers such as health facilities and education facilities. For the latter, noise trigger levels are internal noise levels and therefore, rely on the existing façade construction and the efficiency of the glazing. Further investigation of the façade attenuation and specific building uses is needed to identify whether specific mitigation measures are required for the non-residential receivers.

Night-time exceedances are predicted at numerous locations along the proposed alignment. However, it is noted that ambient noise monitoring at several locations along the proposed alignment conclude that ambient noise levels at night are between 2 and 17 dB above the night-time trigger levels for all noise catchment areas but NCA1. This should be taken into account to qualify if mitigation measures are reasonable in view of the existing ambient level.

These concerns are reviewed and addressed in the present ONVMP. The reasonable and feasible mitigation measures recommended to be considered in the Technical Paper 2 are detailed in Sections 4.2 and 4.3.

4.2 Feasible and reasonable mitigation measures for operational airborne noise

The NSW Rail Infrastructure Noise Guideline defines feasible and reasonable as follows:

A feasible mitigation measure is a noise mitigation measure that can be engineered and is practical to build, given project constraints such as safety, maintenance and reliability requirements. It may also include options such as amending operational practices (e.g. changing timetable schedules) to achieve noise reduction.

Selecting reasonable measures from those that are feasible involves judging whether the overall noise benefits outweigh the overall adverse social, economic and environmental effects, including the cost of the mitigation measure. To make such a judgement, consider the following.

Noise impact Noise mitigation benefits Cost effectiveness of noise mitigation Community views.

The potential operational airborne noise mitigation measures and the associated impacts are discussed individually below.

Friction modifiers

Friction modifiers may be beneficial for curves with very tight radii. The alignment at Worth Place has been modified to increase the curve radius and therefore, there is no added benefits in using friction modifiers.

Minimise rail/wheel roughness

Wheel and rail roughness will be controlled as part of routine maintenance, and represents a reasonable and feasible mitigation measure implemented in the design and model.

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Lower noise track-forms

Embedded track is quieter than ballast track for light rail and is therefore considered a feasible and reasonable mitigation measure adopted along the whole alignment.

Noise barriers

Noise barriers are not considered feasible in an urban environment because of the requirement for the public to access the road corridor. It is noted that noise barriers were investigated in the vicinity of the stabling and maintenance facility but were not considered reasonable due to the height required to offer any significant benefits to receivers, and would likely cause significant visual obstruction and structural integrity challenges.

Building treatments

Building treatments may consist of upgrades to the building façade such as retrofitted glazing, acoustically treated ventilation paths and installation of insulation, or a combination of both. Generally, at property treatments are considered as a last resort once all other mitigation options have been exhausted. At property treatments have been investigated in this assessment (refer to Section 8).

Reduce maximum operating speed to 40 km/h

Achieving an operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is expected to reduce noise levels by up to 5 dB at affected receivers.

Track realignment

The proposed alignment has considered the distance from the track and receivers and maximised this distance where feasible within the design constraints. The proposed track layout represents a reasonable and feasible mitigation measure already implemented as part of the design and model.

Reduce number of light rail vehicles or vehicle length

The number and length of vehicles have been chosen to optimise service for customers and number of vehicles in use. Therefore, it is not considered reasonable to decrease them.

Restrict operating hours

Operating hours have been chosen to ensure night-time service for customers. Therefore, this is not considered reasonable. It is noted that the Project airborne noise trigger levels are equivalent noise levels over the whole daytime (15h) and night-time (9h) periods. These are controlled by the total number of light rail vehicles during each period. Movement volumes are stated in Table 4.1 and are as per the REF. No new timetable has been provided by the operator but it is understood the total number of movements are consistent with the REF.

Straighten curves at Worth Place.

The curves have been straightened to increase the radii above 50m, which is expected to reduce the squealing noise by 7 dB and therefore, have a positive effect in terms of reducing the overall noise emissions.

Grassed track forms

Grassed track forms are not feasible for the alignment as the light rail corridor is shared with cars.

4.3 Summary of the design changes as a result of the detailed design process

The alignment and velocity profile have been updated by PBA during the detailed design of the Project and operational noise levels are affected by the design changes. Therefore, the 3D noise model developed for the REF has been updated to incorporate the following changes:

Lower noise track-forms. The rail profile is a 51R1 embedded rail with a rail boot encapsulation to ensure resilient support. For this instance, it is considered a reasonable and feasible mitigation measure as embedded track is quieter than ballast track for light rail, and the additional rubber flexible support for the rail boot further control noise and vibration emissions.

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Reduce maximum operating speed to 40 km/h. An operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is resulting in a decrease of the noise level of up to approximately 5 dB for some receivers.

Track realignment. The final alignment has maximised the distance between tracks and receivers where feasible within the design constraints.

Straighten curves at Worth Place. The curves have been straightened to increase the radii above 50m, which has a positive effect in terms of reducing wheel squeal and noise emissions.

4.4 Predicted operational airborne noise levels

The light rail alignment was modelled in CadnaA 4.6 using the Nordic Prediction Method for train noise algorithm. The modelling parameters are shown in Table 4.1.

Table 4.1 Noise modelling inputs

PARAMETER MODELLING INPUT

Ground absorption Ground absorption factors are set to 0 for all roads, pavements and railways.

Buildings All buildings have been modelled using aerial and street photography from Google Earth and Google Street View.

Façade correction A 2.5 dBA correction is added to predicted levels to take façade reflection into account.

Receiver heights The receiver locations are at 1m from the most exposed façade of each building, at a height of 1.5m on ground floor and 4.5m on first floor. Receivers on higher floors have not been modelled as rail noise is considered lower than for ground and first floors receivers. Where receivers on lower floors are exceeding and are considered eligible for inspection, a detailed analysis will be conducted as per Section 8.1 for the receivers on higher floors.

Rail alignment X-PBA-0001-D-RA-Alignment_Geometry

Noise sources Light rail Track: Moving rail vehicle source Stop: No source The modelled vehicle is assumed to have the same source level as a CAF Urbos 3.

Noise levels of a CAF Urbos 3 measured on the Inner West Light Rail have been extracted from the TfNSW Rail Noise Database. Air conditioning unit Track: Moving point source Stop: Point source Sound power level: 86 dBA

Volumes The Project airborne noise trigger levels are equivalent noise levels over the whole daytime (15h) and night-time (9h) periods, controlled by the total number of light rail vehicles within the daytime (15h) and night-time (9h) periods. These movements are based on the REF and are as follows: Daytime: 90 movements each way

Night-time: 18 movements each way

Velocity profile NLR-4578-0001-AL-DR-1150 to 1166 Rev E

Turnouts +6 dBA correction applied as per the Nordic Prediction Method for train noise

Curves +3 dB correction applied (300 m<r<500 m radius)

+8 dB correction applied (50 m<r<300 m radius)

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The LRV are equipped with pantographs to be deployed only for a short period of time at each stop to recharge the on-board energy storage. Pantographs are retracted when the light rail vehicles are travelling. The potential noise impacts are as follows:

The potential for noise generation of the pantograph impacting the charging overhead bus bar at each stop is proportional to the speed at which the pantograph impacts the bus bar. The pantograph has been designed by the LRV manufacturer to raise 2.2m in 7 seconds so that the maximum noise level LAFmax of the pantograph at 1m when impacting the charging overhead bus bar is lower than 70 dBA to comply with the triggers levels and sleep disturbance criterion. The noise level of the pantograph observed on-site for the first LRV delivered for the Project is negligible compared with the air-conditioning units and the bells.

The potential for additional noise generated by the on-board energy storage (and associated fans and a cooling unit) is taken into consideration in the model. The on-board energy storage is adjacent to the air-conditioning unit on the roof of the LRV. The sound power level listed in Table 4.1 for the air conditioning unit, derived from on-site measurements as detailed in Section 7.1.4, includes the contribution of the on-board energy storage.

With the inclusions of all feasible and reasonable mitigation measures discussed in Section 4.3, operational noise levels are anticipated to exceed the relevant trigger levels for 38 modelled receivers during the daytime and 78 modelled receivers during the night-time.

As a result of site and operational constraints, residual impacts are expected. In the context of this report the residual impact is taken as the extent to which the noise level is above the trigger level after applying reasonable and feasible mitigation. An assessment of the acceptability of the residual impacts has been conducted and described in the following sections 4.5 and 4.6.

4.4.1 Noise from warning horns and bells

Warning horns and bells are fitted to LRV and it is understood that these are, by necessity, only used in an emergency or where there is a risk to the public from the operation of the LRV. As such, it is understood that they will not form part of normal operations. In any case, based on the measured noise levels of horns and bells presented in Table 7.2 the maximum noise level from bells or horns would not exceed the maximum noise level triggers at the typical receiver distance (i.e. 10meters or more from the alignment).

It is recognised that bells and horns may be audible when receivers are near a vehicle using them, however due to the expected short duration of each event, it is predicted that the impacts will be below those required by the RING.

4.5 Acceptability of the Residual Impact

4.5.1 Methodology

In order to assess the acceptability of the residual impacts, existing noise levels at the affected receivers have been examined. Where the addition of the light rail is not predicted to significantly increase the existing ambient noise level at receivers, it is not considered reasonable for the Project to provide mitigation at these properties.

From the Road Noise Policy, Chapter 3.4, in assessing feasible and reasonable mitigation measures, an increase of up to 2 dB is generally taken to represent a minor impact. An impact is considered where the change in noise level is more than 2 dB.

The methodology used to determine the existing ambient noise levels was as follows:

Noise measurements were conducted for the REF that characterise the ambient noise levels in the noise catchment areas to the east of the depot along the alignment.

The measurements indicated receivers were identified as currently experiencing noise levels typical of an inner urban area primarily influenced by road traffic noise.

Only road traffic was considered to control the ambient noise levels at receivers. This is a conservative approach as other noise sources may also contribute at some receivers.

A road traffic noise model was developed to predict noise levels at each receiver.

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Results of the existing ambient noise monitoring are provided in Technical Paper 2 of the REF. The ambient noise levels ranged from Leq(15min) 58 to 72 dBA during daytime, Leq(15min) 57 to 71 dBA during evening and Leq(15min) 52 to 67 dBA during night-time. In absence of the proposed light rail development, receivers along the alignment are subject to noise levels typical of an inner urban area, inclusive of road traffic.

Road traffic along the road network surrounding the proposed development is expected to increase between 2018 and 2028, independently of the light rail development proceeding or not. The light rail traffic is not proposed to increase between opening year and 10 years after opening. Therefore, the noise impact of the proposed light rail in relation to road traffic noise will be at its greatest at opening year.

Therefore noise impacts in the opening year (2018) have been used to determine the acceptability of residual impacts. In consideration of the methodology detailed above, the following scenarios have been assessed:

2018 Build – Light rail and road traffic noise with the Project in 2018 2018 No Build – Road traffic noise without the Project in 2018.

The residual impact has been considered acceptable where the difference between the build and no build scenarios is equal to or less than 2 dB.

4.5.2 Road traffic noise modelling

4.5.2.1 Methodology

The road network surrounding the proposed light rail alignment was modelled in CadnaA 4.6 using the Calculation of Road Traffic Noise (CoRTN) (UK Department of Environment Welsh Office 1988) algorithm. The modelling parameters are shown in Table 4.2 and the traffic volumes used are shown in Table 4.3. A snapshot of the noise model is presented in Figure 4.1.

Table 4.2 Noise modelling inputs


Traffic volumes The traffic volumes for year 2018 are supplied in the Technical Paper 2 of the REF. In absence of specific volumes for the year noise measurements have been conducted, a 3% increase per year is considered to derive the 2014 traffic volumes used for the model verification. Traffic volumes used in the modelling are presented in Table 4.3.

Heavy vehicles The percentage of heavy vehicles is not provided. As a conservative approach, all traffic volumes provided are considered for light vehicles only (leading to a lower road traffic noise component).

Traffic speeds Modelled traffic speeds are based on posted speeds, which is 50 km/h with the following exceptions: 40 km/h on Scott Street between Pacific Street and Telford Street 40 km/h on Wharf Road.

Road traffic sources Road traffic noise consists of 3 sources: light vehicles, heavy vehicles engines and heavy vehicles exhaust. As the model only considers light vehicles, the modelled height for all sources was 0.5 m.

Road surface All road surfaces are considered to be Dense Graded Asphalt. The correction for Dense Graded Asphalt is 0 dBA.

Ground absorption Ground absorption factors are set to 0 for all roads, pavements and railways.

Buildings All buildings have been modelled using aerial and street photography from Google Earth and Google Street View.

Receiver heights In accordance with the NSW Road Noise Policy, the receiver locations are at 1 m from the most exposed façade of each building, at a height of 1.5 m on ground floor and 4.5 m on first floor. Receivers on higher floors are not modelled as road traffic noise from the nearest road is considered lower than for ground and first floor receivers.

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Façade correction In accordance with the NSW Road Noise Policy, a 2.5 dBA correction is added to predicted levels to take façade reflection into account.

L10 to Leq correction A -3 dB correction has been applied to the predicted L10 levels to convert to Leq levels.

ARRB correction A -1.7 dBA correction to account for Australian condition is also considered.

Traffic volumes are shown in Table 4.3 below.

Table 4.3 Traffic volumes

ROAD FROM TO YEAR 2014 YEAR 2018 NO BUILD

YEAR 2018 BUILD

DAY NIGHT DAY NIGHT DAY NIGHT

Stewart Avenue Honeysuckle Dr. Hunter Street 23,247 5,119 26,259 5,782 24,334 5,311

Hunter Street Stewart Avenue Steel Street 14,884 3,317 16,812 3,747 12,192 2,717

Hunter Street Steel Street Union Street 14,763 4,136 16,676 4,672 14,703 4,128

Hunter Street Union Street Worth Place 14,892 3,986 16,821 4,503 12,215 3,280

Hunter Street Worth Place Auckland Street 14,892 3,986 16,821 4,503 11,664 3,143

Hunter Street Auckland Street Merewether St. 16,385 4,432 18,508 5,006 11,774 3,194

Hunter Street Merewether St. Darby Street 14,902 3,505 16,833 3,959 10,129 2,390

Hunter Street Darby Street Perkins Street 7,803 2,064 8,814 2,331 7,110 1,880

Scott Street Newcomen St. Watt Street 4,584 1,365 5,178 1,542 3,930 1,170

Scott Street Watt Street Pacific Street 2,855 700 3,225 791 3,226 792

Steel Street Honeysuckle Dr. Hunter Street 1,911 497 2,159 561 6,450 1,678

Honeysuckle Dr. Hannel Street Steel Street 14,715 3,700 16,622 4,179 13,197 3,294

Honeysuckle Dr. Steel Street Worth Place 15,623 3,993 17,647 4,510 13,576 3,470

Merewether St. Centenary Road Hunter Street 7,332 1,858 8,282 2,099 4,360 1,105

Merewether St. Wharf Road Centenary Road 6,072 1,536 6,859 1,735 3,707 935

Wharf Road Merewether Str. Argyle Street 6,919 1,744 7,816 1,970 7,386 1,856

Honeysuckle Dr. Wolfe Street Watt Street 6,068 1,523 6,854 1,720 7,208 1,803

Darby Street Hunter Street King Street 4,587 1,147 5,181 1,296 5,905 1,443

Union Street Hunter Street King Street 5,251 1,253 5,931 1,415 6,971 1,644

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Figure 4.1 Overview of the buildings

4.5.2.2 Existing road traffic noise model and verification

In order to verify the noise model is predicting within acceptable tolerances, the predicted noise levels have been compared with road traffic noise levels measured on site for the preparation of the REF.

Noise measurements have been conducted at seven different locations along the alignment as follows. These have been detailed in Technical Paper 2 and are shown in Appendix B.

Location L1: 754 Hunter Street Location L2: Old Police station (554 Hunter Street) Location L3: 437 Hunter Street Location L4: 414 Hunter Street Location L5: Rail corridor west of Queens Brewery Location L6: Former Newcastle Rail Station (Scott Street) Location L7: Joy Cummings Centre (corner of Scott and Pacific Street).

Three locations are located on balconies at an unidentified level compared with the ground (Location L1, L3 and L4) and therefore cannot be used to verify the model. Location L5 is located along the former rail corridor, and an analysis of the measurements shows that road traffic noise is not the main contribution at this location (LAeq and LA10 are not within 3 dB and the time signal is not consistent with typical continuously flowing road traffic noise). Therefore, Locations L2, L6 and L7 are considered for the verification of the model.

The noise model was verified using the derived 2014 traffic volumes and noise monitoring results as reported in the Technical Paper 2 of the REF. Table 4.4 presents the model verification results.

Table 4.4 Road traffic noise model verification

LOCATION DAYTIME 7AM – 10PM NIGHT 10PM – 7AM

MEASURED LAeq,15hr

PREDICTED LAeq,15hr

DIFFERENCE MEASURED LAeq,15hr

PREDICTED LAeq,15hr

DIFFERENCE

Location L2 71.4 69.5 1.9 65.0 63.8 1.2

Location L6 66.4 63.8 2.6 63.0 58.4 4.6

Location L7 62.0 61.6 0.4 58.0 55.5 2.5

Median difference - - 1.9 - - 2.5

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Table 4.4 indicates that the model is performing within 2 dB of the measured noise levels during daytime and is slightly under predicting at night-time.

The purpose of the road traffic noise model was to assess the impact of the proposed light rail noise in regard to the existing environment. A lower road traffic noise level will result in a higher relative difference to the light rail noise. Therefore, under predicting road traffic noise is a conservative approach and no calibration factor is applied.

4.6 Predicted residual impact

The difference between the build and no build noise levels as described in Section 4.5.1 was predicted to increase by more than 2 dB and therefore represent an adverse residual impact at the following receivers:

2 schools, educational institutions and child care centres during opening hours (considered to be daytime) 2 health receivers (assessed as hospital wards) during opening hours (considered to be daytime) 6 residential receivers.

Residual impacts and affected receivers are listed in Table 4.5.

Table 4.5 Residual impact and affected receivers

MODELLED RECEIVER

TYPE ADDRESS EXCEEDANCE OF THE ACCEPTABLE

RESIDUAL IMPACT, dBA

RR_017_FF Residential 25 Beresford Street 2

RR_018_GF

RR_019_GF Residential 17 – 19 Beresford Street 2

RR_020_FF

RR_023_GF Residential 25 Bellevue Street 2

RR_024_FF

RC_038_GF Residential 5 – 9 Beresford Street 4

RC_039_FF It was noted as commercial in the REF but site has since been redeveloped into a residential receiver

RC_046_FF

RC_047_GF

RC_052_GF

RC_053_FF

RR_135_FF Residential 71 Scott Street 1

RR_136_GF

RR_262_FF Residential 10 Worth Place 5

RH_004_GF Health 670 Hunter Street 1

RH_007_GF Health 63 Scott Street 1

RH_008_FF

RE_005_GF Education 24 Honeysuckle Drive 6

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MODELLED RECEIVER

TYPE ADDRESS EXCEEDANCE OF THE ACCEPTABLE

RESIDUAL IMPACT, dBA

RE_002_FF Education 590 – 608 Hunter Street 8

RE_001_GF

Note: The exceedances presented in this table are the exceedances over the acceptable 2 dB difference between the build and no build scenarios (Refer to Section 4.5.1).

4.7 Specific mitigation measures at the receiver for airborne transport noise

The following sections describe the specific physical mitigation measures for controlling noise at the receiver in line with conditions 17 c) of the conditions of approval.

4.7.1 Non-residential receivers

Schools, educational institutions, child care centres and hospitals have internal noise trigger levels. For the purpose of the assessment, a conservative 10 dB reduction in noise between the external level and internal level has been considered. The 10 dB correction is typical of a façade with windows partially open for ventilation. For mechanically ventilated buildings with laminated glazing and non-operable windows, which is often the case for health and education facilities, the sound insulation of the façade exceeds 20 dB.

To adequately determine the extent of the mitigation for each receiver, PBA recommends the process described in Section 8.

Inspections will be undertaken and mitigation measures designed and implemented as soon as possible following agreement with the property owners.

4.7.2 Residential receivers

The residual impact on the 6 affected residential receivers is lower than 10 dB. Fresh air ventilation, sealing of wall vents and upgraded window and door seals are considered appropriate for these receivers. To adequately determine the extent of the mitigation for each receiver, PBA recommends the process described in Section 8.

Inspections will be undertaken and mitigation measures designed and implemented as soon as possible following agreement with the property owners.

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5 OPERATIONAL VIBRATION 5.1 REF outcomes


Operational vibration levels are anticipated to exceed the preferred vibration goal for critical working areas within 25 m of the alignment and for residential receivers within 12.5 m of the alignment for the maximum LRV speed of 60 km/h.

Vibration mitigation measures shall be incorporated into the detailed design for receivers closer than these distances.

These concerns are reviewed and addressed in the present ONVMP. The reasonable and feasible mitigation measures implemented to address these concerns are detailed in Section 5.3.

5.2 Feasible and reasonable mitigation measures for operational vibration

The potential operational vibration mitigation measures and the associated impacts are discussed individually below.


Achieving an operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is expected to reduce the affected distance from the track by 7m.

Lower vibration track-forms

The track form will be an embedded type which is required by other engineering constraints on the Project.



Track realignment



The alignment and velocity profile have been updated by PBA during the detailed design of the Project and operational vibrations are affected by the design changes. Therefore, the assessment incorporates the following changes:

Reduce maximum operating speed to 40 km/h. An operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is resulting in a decrease of the vibration affected distance from the track by 7m.

Lower vibration track-forms. The rail profile is a 51R1 embedded rail with a rail boot encapsulation to ensure resilient support. For this instance, it is considered a reasonable and feasible mitigation measure as the additional rubber flexible support for the rail boot further control vibration emissions.


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5.4 Predicted operational vibration levels

The assessment involved determining vibration levels versus distance using the generalised ground surface vibration curves adopted from the FTA Noise and Vibration Manual. The following assumptions have been made:

Wheels in good condition and not worn LRV with primary suspension resonance less than 15 Hz Track in good condition and not worn or corrugated Track continuously welded and not jointed No specific vibration sensitive equipment located within Hunter Radiology and the Hunter New England

Health Centre requiring specific vibration criteria. This is to be confirmed during a site visit to be conducted as soon as possible following agreement with the property owners.

The additional benefits of the rubber flexible support for the rail boot cannot be accurately quantified, and therefore, is not accounted for in this assessment. For this reason, the following assessment is conservative and vibration levels are expected to be lower.

Modelling involved plotting the proposed alignment and speed profile along with the risk zones for the 3 types of receivers (critical areas, residential and commercial). This assessment focussed on FTA vibration annoyance criteria which is more stringent than criteria for building damage, such as DIN4150.

The sensitive receivers identified for the assessment and their approximate minimum distance from the closest track are listed in Table 5.1.

Table 5.1 Vibration sensitive receivers identified as potentially affected by operational vibration

DESCRIPTION TYPE DISTANCE CENTRE RAIL TO CLOSEST EDGE

OF BUILDING

SPEED PROFILE

PREDICTED VIBRATION

LEVEL MM/S RMS

FTA CRITERIA MM/S RMS

COMPLIANCE

25 Bellevue St Residential 7 m 40 km/h 0.10 0.10 Yes

Hunter Radiology – 710 Hunter St

Critical area – medical

25 m 40 km/h 0.04 0.05 Yes

Hunter New England Health Centre – 670 Hunter St

Critical area – medical

20 m 40 km/h 0.05 0.05 Yes

36 Honeysuckle St Commercial 6 m 40 km/h 0.11 0.14 Yes

28 Honeysuckle St Commercial 6 m 40 km/h 0.11 0.14 Yes

12 Beresford St Residential 8 m 40 km/h 0.09 0.10 Yes

25 Beresford St Residential 8 m 40 km/h 0.09 0.10 Yes

The vibration levels presented above are predicted at the closest edge of the building. Areas further back are expected to be less impacted based on geometric spreading losses. Coupling losses across the building foundation have not been considered but these are expected to provide additional attenuation.

Based on the analysis performed, LRV vibration levels as received at the existing rail side receivers are expected to be compliant with the human annoyance criteria adopted from the FTA Noise and Vibration Manual. Compliance with the less stringent building damage criteria is also predicted.

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6 OPERATIONAL GROUND-BORNE NOISE 6.1 REF outcomes


Ground-borne noise is not expected to be an issue as there are no underground sections. It shall be identified and assessed during the design stage.

This is reviewed and addressed in the present ONVMP.

6.2 Feasible and reasonable mitigation measures for operational ground-borne noise

The potential operational ground-borne noise mitigation measures and the associated impacts are discussed individually below.


Achieving an operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is expected to reduce the vibration and therefore, the ground-borne noise at the most affected receivers.

Lower vibration track-forms

The track form will be an embedded type which is required by other engineering constraints on the Project.



Track realignment



The alignment and velocity profile have been updated by PBA during the detailed design of the Project and operational vibrations are affected by the design changes. Therefore, the assessment incorporates the following changes:

Reduce maximum operating speed to 40 km/h. An operating speed of 40 km/h, as opposed to 60 km/h originally modelled during the REF stage, is resulting in a decrease of the vibration and therefore, ground-borne noise.

Lower vibration track-forms. The rail profile is a 51R1 embedded rail with a rail boot encapsulation to ensure resilient support. For this instance, it is considered a reasonable and feasible mitigation measure as the additional rubber flexible support for the rail boot further control vibration emissions and therefore, ground-borne noise.


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6.4 Predicted operational ground-borne noise levels

Ground borne noise from the operating LRV has been assessed for the identified at-risk receivers adjacent the alignment. Predicted vibration levels outside the buildings are presented in Table 5.1. Ground borne noise within the residential apartments closest to the track were estimated using the methods described in the FTA guideline, based on the following assumptions:

Vibration level of 0.10 mm/s or 72 VdB ref 2.54x10-5 mm/s -10 VdB for coupling loss to building foundation -2 VdB for floor-floor attenuation +6 VdB assuming room resonances may exist -35 dB vibration to noise correction assuming typical vibration peak lies between 30 Hz to 60 Hz and

sandy sub-soil.

Based on the above, a ground borne noise level of approximately 31 dBA is predicted within the closest residential apartment from a LRV pass by. This is therefore expected to comply with the 35 dBA criteria listed in the NSW RING.

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7 FIXED INFRASTRUCTURE OPERATIONAL NOISE

7.1 Stabling and maintenance facility

7.1.1 REF outcomes


Noise emissions from the stabling and maintenance facility are predicted to exceed the relevant noise criteria at the surrounding receivers on Beresford Street, Bellevue Street and Dangar Street (up to 25 receivers at night). Given the number of receivers affected, a combination of mitigation measures and management measures are required.

This is reviewed and addressed in the present ONVMP. It is noted that the assessment conducted for the REF and detailed in the Technical Paper 2 was not based on specific operator’s operations as no operator was engaged at the time. Keolis-Downer‘s detailed operations have been considered in the present ONVMP.

7.1.2 Summary of the design changes as a result of the detailed design process

The depot building comprises of the following constructions:

Walls achieving an acoustic rating greater than Rw40, comprising of metal sheeting, an insulated cavity and hardboard lining on the inside.

Metal sheeting roof with a dual purpose thermal and acoustic insulation to the underside of roof to minimise workshop noise building up in the space.

Metallic roller doors. Apertures on the western façade for ventilation.

In addition, the following operating management measures are considered. These are realistic worst case scenario operations. It is noted that irrespective of the scenarios modelled in this assessment, the operator is responsible for managing the day-to-day activities to comply with the environmental noise criteria.

Maintenance consists of general workshop activities and minor repairs. There is no wheel lathe facility.

All mobile plant such as forklifts as well as delivery trucks entering the premises are fitted with broadband reversing alarms.

No wash station is located onsite. A mobile wash plant may be used for external cleaning of the light rail vehicles. Sound power level for the selected mobile wash plant should not exceed 85 dBA. This will be confirmed during operational compliance monitoring.

Roller doors are open between 4am and 2am the following day (i.e. these are only closed between 2am and 4am).

7.1.3 Operations

The proposed operations at the stabling and maintenance facility as detailed by the operator Keolis-Downer are listed in Table 7.1.

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Table 7.1 Operations at the stabling and maintenance facility

TIME ACTIVITIES

4am - 5am Preparation for 2 light rail vehicles. Vehicles starting up, horn and bell checking, air-conditioning in operation, vehicles progressing through the yard reversing in the shunt neck and exiting the depot to Newcastle Interchange and Newcastle Beach stops.

5am – 6am No activity.

6am – 7am Preparation for 2 light rail vehicles. Vehicles starting up, horn and bell checking, air-conditioning in operation, vehicles progressing through the yard reversing in the shunt neck and exiting the depot to Newcastle Interchange.

7am – 8am Light rail vehicles idling (including air-conditioning noise), bell and horn testing.

8am – 7pm Light rail vehicles movements into the maintenance building or to the wash road for external vehicle cleaning. Workshop activities in the building (including typical air and electric tools and grinding), forklift and delivery trucks movements.

7pm – 9pm Movements in the yard and internal vehicle cleaning (including air-conditioning on low speed).

9pm – 1am No activity.

1am – 2am Movements in the yard and internal vehicle cleaning (including air-conditioning on low speed).

2am – 4am Internal cleaning with hand-held vacuum cleaners and mops.

Based on the proposed operations, PBA developed the following worst-case scenarios over a 15 minute period:

Scenario 1 - Night-time:

2 light rail vehicles are idling with air-conditioning in operation, and are departing from the stabling area (or returning to), and

bells, horn and brake track testing is conducted for up to 2 seconds in total (1 second per light rail vehicle while it departs from or returns to the stabling area), and

roller doors are open.

Scenario 2 – Daytime:

2 light rail vehicles are being maintained in the building without air-conditioning operating, and 1 light rail vehicle is being externally washed without air-conditioning operating, and 4 light rail vehicle movements into the stabling yard on various roads, and 1 delivery truck is arriving and departing site, and roller doors are open.

Scenario 3 – Night-time:

2 light rail vehicles are being internally cleaned / de-littered in the stabling yard with lights, power and air conditioning running, and

roller doors are open.

The maintenance activity and equipment noise sources are listed in Table 7.2. These are sourced from the Technical Paper 2, PBA noise database and dedicated noise measurements conducted by Wilkinson Murray on the first light rail vehicle delivered for the Project.

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Table 7.2 PBA noise sources

EQUIPMENT NOISE LEVEL, dBA

Workshop noise (general workshop activities) Reverberant sound pressure level: 74 dBA

Horn Sound power level: 97 dBA

Bell Sound power level: 103 dBA

Brake track test Sound power level: 87 dBA

Air conditioning (measured on LRV1) Sound power level: 86 dBA

Delivery truck (medium size) Sound power level: 101 dBA at 10 km/h

Mobile wash plant Sound power level: 85 dBA

7.1.4 Predicted operational noise

Predicted operational noise levels at the nearest receivers on Beresford Street, Bellevue Street and Dangar Street are listed in Table 7.4. Greyed cells show exceedances of the relevant criteria.

Table 7.3 Predicted operational noise levels from the stabling yard and maintenance facility at the nearest residential receivers

MODELLED RECEIVER

ADDRESS PREDICTED OPERATIONAL NOISE LEVELS (LAeq,15min, dBA)

SCENARIO 1 SCENARIO 3 NIGHT-TIME CRITERIA

SCENARIO 2 DAYTIME CRITERIA

RC_038_GF 5 – 9 Beresford Street 50 50 45 50 56

RC_039_FF 50 50 45 50 56

RC_046_FF 47 47 45 47 56

RC_047_GF 47 47 45 47 56

RC_052_GF 46 45 45 45 56

RC_053_FF 46 45 45 45 56

RR_014_GF 19 Dangar Street 21 19 40 28 45



RR_017_FF 25 Beresford Street 56 56 45 51 56

RR_018_GF 56 56 45 51 56

RR_019_GF 17 – 19 Beresford Street 54 54 45 50 56

RR_020_FF 54 54 45 50 56

RR_021_FF 5 – 9 Beresford Street 27 25 45 32 56

RR_022_GF 27 25 45 32 56

RR_023_GF 25 Bellevue Street 42 42 45 41 56

RR_024_FF 42 42 45 41 56

RC_038_GF, RC_039_FF, RC_046_FF, RC_047_GF, RC_052_GF and RC_053_FF were considered as commercial receivers in the REF. Due to redevelopment in the area, these receivers are now considered residential receivers as a result of the redevelopment of the building located at 5-9 Beresford Street.

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The noise predictions at the nearest sensitive receivers facing the depot indicate compliance with the NSW INP criteria for the daytime operations. Exceedances between 5 and 11 dBA are predicted at night-time when vehicles are idling with air-conditioning in operation.

The receivers potentially affected by operational airborne noise from the stabling and maintenance facility are as follows. Section 8.1 should be followed to determine if any treatment is required.

5 – 9 Beresford Street, exceedance of up to 5 dBA 17 – 19 Beresford Street, exceedance of up to 9 dBA 25 Beresford Street, exceedance of up to 11 dBA.

Figure 7.1 Typical noise sources from a light rail vehicle

7.2 Public address system

7.2.1 REF outcomes


Noise emissions from the public address system shall be controlled to ensure compliance with the relevantNSW Industrial Noise Policy. Uncontrolled levels were predicted to exceed at up to 45 sensitive receiversduring night-time.

This is reviewed and addressed in the present ONVMP. The design changes as a result of the detailed designprocess are detailed in Section 7.2.2.


The proposed public address system will be used for announcements at the stops, for emergency and specialevents.

Ceiling or light pole mounted speakers are equally distributed on each platform (for stops surrounding thetracks) or on the central platform (when tracks are surrounding the stop). Speakers are spaced by less than9 m so that passengers are typically no more than 5 m from a speaker.

When platforms are on each side of the tracks, a semi-open structure (open to the track and closed on theother side) acts as a barrier between the loudspeakers and the nearest receiver. This is not the case for centralplatforms such as Civic, Crown Street and Queens Wharf. In addition, all receivers surrounding Pacific Parkstop are facing the stop without shielding. This has been included in the predictions detailed in Section 7.2.3.

To ensure sufficient speech intelligibility on the platform, the signal to noise ratio is of at least 10 dB. Therefore,a signal noise level 10 dB higher than the measured ambient noise level is required at the passenger location5 m from the nearest loudspeaker. Sound power levels for each loudspeaker are controlled to generate asignal level 10 dB higher than the measured ambient noise level everywhere on the platform.

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All loudspeakers are directive loudspeakers, with at least 10 dB attenuation at 90 degrees from the loudspeaker axis.


Under normal operations, each announcement is expected to be less than 5 seconds long and no more than 2 announcements are expected per LRV. At peak hour during daytime, less than 4 LRVs are stopping during a 15 minute period. During evening and night-time, less than 2 LRVs are stopping during a 15 minute period. For this reason, the public address system is not expected to operate for more than 1 minute per 15 minute period during daytime and 30 seconds per 15 minute period during evening and night-time.

Predicted noise levels at the nearest receivers are listed in Table 7.4, Table 7.5 and Table 7.6 below. With distributed directive speakers not operating more than 1 minute per 15 minute period during daytime and 30 seconds per 15 minute period during evening and night-time, the noise emissions of the public address system are predicted to be compliant with the relevant criteria listed in Table 3.4.

Table 7.4 Predicted public address system level at the nearest non-residential receivers during daytime

STOP NCA / AMBIENT

LEVEL

CONTROLLED SPEAKER

SOUND POWER LEVEL

NEAREST COMMERCIAL

RECEIVER

PREDICTED LAeq,15min

NEAREST HEALTH /

EDUCATION RECEIVER


Honeysuckle NCA3

72 dBA

101 dBA RC_131_GF

3 m

< 53 dBA RE_005_GF

3 m

< 53 dBA

Civic NCA4 & NCA5

67 dBA

96 dBA RC_263_FF

6 m

< 45 dBA - -

Crown Street NCA4 & NCA6

70 dBA

99 dBA RC_325_GF

13 m

< 52 dBA - -

Queens Wharf NCA7

67 dBA

96 dBA RC_354_GF

16 m

< 47 dBA - -

Newcastle Beach

NCA8

62 dBA

91 dBA - - RH_007_GF

14 m

< 43 dBA

Table 7.5 Predicted public address system level at the nearest residential receivers during evening

STOP NCA / AMBIENT LEVEL

CONTROLLED SPEAKER SOUND

POWER LEVEL

NEAREST RESIDENTIAL

RECEIVER


Honeysuckle NCA3

69 dBA

98 dBA - -

Civic NCA4 & NCA5

65 dBA

94 dBA RR_076_FF

15 m

< 32 dBA


71 dBA

100 dBA RR_098_FF

14 m

< 49 dBA

Queens Wharf NCA7

64 dBA

93 dBA RR_108_FF

16 m

< 41 dBA

Newcastle Beach NCA8

62 dBA

91 dBA RR_147_GF

17 m

< 38 dBA

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Table 7.6 Predicted public address system level at the nearest residential receivers during night-time

STOP NCA / AMBIENT LEVEL

CONTROLLED SPEAKER

SOUND POWER LEVEL

NEAREST RESIDENTIAL

RECEIVER


PREDICTED LAmax

Honeysuckle NCA3

65 dBA

94 dBA - - -

Civic NCA4 & NCA5

61 dBA

90 dBA RR_076_FF

15 m

< 28 dBA < 38 dBA


67 dBA

96 dBA RR_098_FF

14 m

< 45 dBA < 55 dBA

Queens Wharf NCA7

63 dBA

92 dBA RR_108_FF

16 m

< 40 dBA < 50 dBA

Newcastle Beach NCA8

58 dBA

87 dBA RR_147_GF

17 m

< 34 dBA < 44 dBA

It is noted that the acoustic performance targets are applicable to any updated designs.

7.3 Sub-stations

7.3.1 REF outcomes


Noise from the sub-stations is predicted to exceed the night-time noise criteria at 1 residential receiver. Noise emissions from the sub-stations shall be controlled during the detailed design stage.

This is reviewed and addressed in the present ONVMP. The design changes as a result of the detailed design process are detailed in Section 7.3.2.


Two traction sub-stations are provided, one near Argyle Street, behind 342 Hunter Street, within the old heavy rail corridor and one in the stabling yard, across from 25 Bellevue Street. The nearest residential receivers are as follows:

Argyle Street sub-station: 309 Hunter Street, partially shielded by 342 Hunter Street at a distance of 50m and 265 Wharf Road, in line of sight at a distance of 70m

Stabling yard sub-station: 25 Bellevue Street, in line of sight at a distance of approximately 20m.


The sub-stations were selected based on the HV Bulk Supply and Traction Power (NLR-AURECON-RPT-HV-0001.C.IFC) and were established by PBA during the detailed design of the Project to ensure compliance with the NSW INP. These are low noise types with a maximum noise level of 63 dBA at 1m.

The predicted noise levels at the nearest receiver with line of sight to a sub-station, i.e. 25 Bellevue Street, is 37 dBA, which complies with the criteria for operational noise for stationary infrastructure listed in Table 3.4.

The cumulative impact of the sub-station and the operations at the stabling and maintenance facility at 25 Bellevue Street is predicted to be 43 dBA which also complies with the criteria for operational noise for stationary infrastructure listed in Table 3.4.

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8 PROCESS TO SEEK FEEDBACK 8.1 Potential mitigation at the receivers

As adopted from the NSW RTA Environmental Noise Management Manual 2001, PBA recommends the following procedure to seek feedback from directly affected receivers adjacent to the alignment on the final mitigation measures proposed in the review.

Conduct an initial site inspection at each of the affected properties eligible for consideration of at property treatment and visually inspect the building construction and condition (e.g. walls and roof construction, glazing type, glazing dimensions), location of habitable rooms, and the surroundings. For multi-storey properties including different units:

Detail the noise calculations for each unit and each floor, and only consider the units and floors predicted to exceed

For new properties where detailed plans are available, conduct a site visit at a representative unit. Otherwise site visits will be conducted at all apartments eligible for consideration of at property treatment.

Based on the practicability and level of exceedance, identify specific building treatments such as:

Fresh air ventilation systems and the sealing of wall vents Upgraded window and door seals Upgraded windows, glazing and doors.

Prepare a “at property treatment scoping report” for each property.

Obtain cost estimates for the installation of the identified treatment options.

Consult with the Council regarding its approval requirements for the proposed works where appropriate.

Engage the services of an accredited certifier to manage the approval and building inspection process.

In consultation with the building owners, prepare a broad scope of building works. The scope of building works should clearly identify the products included (brand, model, colour, etc), the location of treatments, window opening regimes and the like.

Obtain at least two quotes for the supply and installation of the architectural treatments.

Finalise the scope of works.

Execute a Deed of Release with the building owners.

Enter into a contract for the delivery of the scope of works with the preferred contractor.

Obtain a notification from the contractor when the works have been completed.

Seek written concurrence from the building owners that the works have been completed to their satisfaction.

The accredited certifier will then inspect the site for the purpose of certifying that the works have been completed in a workmanlike manner, in accordance with the scope of works, in consideration of any complaints by the building owner, and in accordance with any local council requirements. If rectification works are required, payment should not be made until these works have been completed and satisfactory certification has been obtained from the accredited certifier.

Record the following:

Address of the property, including a description and title information Description of the treatments provided, included the detailed scope of works Cost of the treatment provided Date the treatments were provided All correspondence between stakeholders Deed of Release Building certificate.

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8.2 Receivers potentially affected by the Project

The receivers potentially affected by operational airborne noise (stabling and maintenance facility or rail noise) are the following. The process described in Section 8.1 should be followed to determine if any treatment is required.


RECEIVER MODELLED RECEIVER RECEIVER TYPE RESIDUAL IMPACT, dBA

TRANSPORT (RAIL AND ROAD)

STABLING AND MAINTENANCE

FACILITY

5 – 9 Beresford Street RC_038_GF, RC_039_FF

RC_046_FF, RC_047_GF

RC_052_GF, RC_053_FF

Residential 4 5

17 – 19 Beresford Street RR_019_GF, RR_020_FF Residential 2 9

25 Beresford Street RR_017_FF, RR_018_GF Residential 2 11

25 Bellevue Street RR_023_GF, RR_024_FF Residential 2 -

71 Scott Street RR_135_FF, RR_136_GF Residential 1 -

10 Worth Place RR_262_FF Residential 5 -

670 Hunter Street RH_004_GF Health 1 -

63 Scott Street RH_007_GF, RH_008_FF Health 1 -

24 Honeysuckle Drive RE_005_GF Education 6 -

590 – 608 Hunter Street RE_002_FF, RE_001_GF Education 8 -

Note: The exceedances presented for the transport sources are the exceedances over the acceptable 2 dB difference between the build and no build scenarios (Refer to Section 4.5.1). The exceedances presented for the stabling and maintenance facility are the exceedances of the NSW Industrial Noise Policy criteria (Refer to Section 3.3).

8.2.1 Detailed noise modelling for properties identified as eligible for inspection

Detailed calculations have been conducted for each unit and each floor for multi-storey residential receivers predicted to be affected by the Project. These are presented in Appendix C.

Based on the predicted operational noise levels, the revised list of receivers flagged for inspection is as follows. It is noted that the height of the receivers and line-of-sight with regard to the noise sources were key factors in the modelling and therefore, only parts of the buildings are predicted to be triggered.

5 – 9 Beresford Street

All apartments with balconies / windows along Beresford St, up to the top floor are predicted as being eligible for inspection. The corner apartments with corner balconies and apartments along Bellevue St are excluded.

17 – 19 Beresford Street

The front façades of both terrace houses are predicted as being eligible for inspection.

25 Beresford Street

All apartments with balconies / windows along Beresford St, up to the top floor are predicted as being eligible for inspection.

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25 Bellevue Street

Apartments to the north of the building with balconies facing the rail tracks on Levels 1, 2 and 3 are predicted as being eligible for inspection.

71 Scott Street

Apartments on the lower floors along Scott Street (up to Level 3 for the main building and up to Level 2 for the corner annex), as well as apartments with rounded balconies on Levels 5 and 6 are predicted as being eligible for inspection.

10 Worth Place

The revised model, taking into account the actual shape of the building that was being constructed when the ONVMP was prepared, shows none of the apartments are eligible for inspection.

Photos showing the units to be inspected are shown in Appendix C.

8.2.2 Preliminary site inspections Preliminary inspections from the street and using satellite imagery and a review of the Development Applications shows the following receivers have air conditioning and glazing treatment in place which may be sufficient without further upgrade. This will be confirmed during specific property inspections to be undertaken during the testing and commissioning of the light rail vehicles stage and once the current revision G of the ONVMP is approved.

5 – 9 Beresford Street 25 Beresford Street 670 Hunter Street 24 Honeysuckle Drive.

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9 POST OPERATIONAL COMPLIANCE MONITORING

A program of operational noise and vibration compliance monitoring will be undertaken in accordance with REF Condition of Approval (CoA) 18.

The monitoring will be undertaken within 3 and 12 months of commencement of operations as required by the CoA. The monitoring will be undertaken at representative locations for the purpose of validating the ONVMP predictions.

Should the monitoring confirm that the operational noise and vibration levels during operations exceed those predicted in the ONVMP, then investigation of further reasonable and feasible mitigation or rectification measures will be undertaken in consultation with affected property owners.

A report would be prepared outlining the results of the compliance monitoring.

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10 CONCLUSION This ONVMP has been prepared to predict and assess potential operational noise and vibration impacts of the Newcastle Light Rail Project and propose appropriate mitigation measures.

The ONVMP has been prepared in accordance with REF CoA 17, the Rail Infrastructure Noise Guideline (RING, EPA, 2013) and the Industrial Noise Policy (INP, EPA, 2000).

Following the implementation of all reasonable and feasible at source and transmission path mitigation measures through the design process, exceedances of the guideline trigger levels for operational noise are predicted at nine properties along the Project alignment.

Consideration of at-property noise mitigation treatment is recommended at these properties.

Appendix A

OPERATIONAL AIRBORNE TRANSPORT NOISE

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A.1 PREDICTED OPERATIONAL AIRBORNE TRANSPORT NOISE LEVELS

Predicted noise levels in the opening year 2018 have been used to determine the acceptability of the residual impacts. The following scenarios have been assessed and are listed in the following table.

2018 Build - Light rail and road traffic noise with the Project in 2018 2018 No Build – Road traffic noise without the Project in 2018.

The residual impact has been considered acceptable where the difference between the build and no build scenarios is equal to or less than 2 dB. The residual exceedance is the exceedance where the residual impact is not considered acceptable.

It is noted that fixed infrastructure operational noise is assessed using different criteria and different metrics. As such, the presentation of combined noise levels including transport and fixed infrastructure noise sources is not applicable and is not included in the table below. Fixed infrastructure operational noise is addressed in individual Sections 7.1, 7.2 and 7.3.

Table A.1 Predicted operational airborne noise levels

REC NCA LIGHT RAIL NOISE CRITERIA

LIGHT RAIL NOISE BUILD 2018

ROAD TRAFFIC NOISE BUILD 2018

LIGHT RAIL AND ROAD TRAFFIC NOISE

BUILD 2018

ROAD TRAFFIC NOISE NO BUILD 2018

RESIDUAL EXCEEDANCE FOR

RECEIVERS EXCEEDING THE

LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_001_GF NCA1 60 50 46 42 48 44 50 46 49 44 - -

RR_002_GF NCA1 60 50 47 42 49 44 51 46 49 45 - -

RR_003_FF NCA1 60 50 47 42 49 45 51 47 49 45 - -

RR_004_FF NCA1 60 50 45 40 50 46 51 47 51 46 - -

RR_005_GF NCA1 60 50 46 41 50 46 51 47 51 46 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_006_GF NCA1 60 50 45 40 50 46 51 47 51 47 - -

RR_007_FF NCA1 60 50 44 39 50 46 51 47 51 47 - -

RR_008_GF NCA1 60 50 45 40 51 47 52 48 51 47 - -

RR_009_GF NCA1 60 50 45 40 51 47 52 48 52 48 - -

RR_010_GF NCA1 60 50 45 40 51 47 52 48 52 48 - -

RR_011_GF NCA1 60 50 48 44 51 46 53 48 51 47 - -

RR_012_FF NCA1 60 50 49 44 52 48 54 49 53 48 - -

RR_013_GF NCA1 60 50 44 40 53 49 54 50 54 49 - -

RR_014_GF NCA1 60 50 44 39 54 50 54 50 55 50 - -

RR_015_GF NCA1 60 50 43 38 55 51 55 51 56 52 - -

RR_016_GF NCA1 60 50 42 37 57 53 57 53 58 53 - -

RH_001_GF NCA2 45 - 33 29 42 38 43 39 43 39 - -

RH_002_FF NCA2 45 - 35 31 46 41 46 41 47 42 - -

RR_017_FF NCA2 60 50 59 55 55 51 60 56 56 52 - 2

RR_018_GF NCA2 60 50 60 55 55 51 61 56 56 52 - 2

RR_019_GF NCA2 60 50 60 55 55 51 61 56 56 52 - 2

RR_020_FF NCA2 60 50 60 55 55 51 61 56 56 52 - 2

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_021_FF NCA2 60 50 51 46 53 49 55 51 54 50 - -

RR_022_GF NCA2 60 50 51 46 53 49 55 51 54 50 - -

RR_023_GF NCA2 60 50 62 57 57 53 63 58 58 54 2 2

RR_024_FF NCA2 60 50 61 57 57 53 62 58 58 54 1 2

RR_025_FF NCA2 60 50 33 28 67 63 67 63 68 64 - -

RR_026_FF NCA2 60 50 33 28 67 63 67 63 68 64 - -

RR_027_GF NCA2 60 50 36 32 68 63 68 63 69 65 - -

RR_028_FF NCA2 60 50 36 31 67 63 67 63 69 64 - -

RR_029_FF NCA2 60 50 36 31 67 63 67 63 69 64 - -

RR_030_GF NCA2 60 50 50 45 54 50 55 51 55 51 - -

RR_031_FF NCA2 60 50 50 45 54 50 55 51 55 51 - -

RR_032_FF NCA2 60 50 33 29 67 63 67 63 68 64 - -

RR_033_FF NCA2 60 50 34 29 67 62 67 62 68 64 - -

RR_034_FF NCA3 60 50 39 34 68 64 68 64 69 65 - -

RR_035_FF NCA3 60 50 39 34 68 64 68 64 69 65 - -

RH_003_GF NCA3 45 - 55 50 55 52 58 54 56 52 - -

RR_036_FF NCA3 60 50 39 34 68 64 68 64 70 65 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_037_FF NCA3 60 50 42 37 68 64 68 64 70 65 - -

RR_038_FF NCA3 60 50 41 36 68 64 68 64 70 65 - -

RR_039_GF NCA3 60 50 54 49 54 50 57 53 54 50 - -

RR_040_FF NCA3 60 50 54 49 54 50 57 53 54 50 - -

RR_041_FF NCA3 60 50 34 30 54 50 54 50 55 51 - -

RR_042_GF NCA3 60 50 32 27 54 50 54 50 55 51 - -

RR_043_FF NCA3 60 50 38 33 68 64 68 64 70 65 - -

RH_004_GF NCA3 45 - 57 53 58 54 61 57 58 55 1 -

RH_005_FF NCA3 45 - 57 52 58 55 61 57 59 55 - -

RH_004_GF NCA3 45 - 57 53 58 54 61 57 58 55 1 -

RH_005_FF NCA3 45 - 57 52 58 55 61 57 59 55 - -

RH_004_GF NCA3 45 - 57 53 58 54 61 57 58 55 1 -

RH_005_FF NCA3 45 - 57 52 58 55 61 57 59 55 - -

RE_005_GF NCA3 50 - 63 58 55 52 64 59 56 52 6 -

RR_044_FF NCA3 60 50 46 42 68 64 68 64 68 65 - -

RE_002_FF NCA3 50 - 58 53 48 44 58 54 49 45 7 -

RE_001_GF NCA3 50 - 58 53 46 42 58 53 46 43 8 -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_045_FF NCA3 60 50 41 37 68 65 68 65 69 65 - -

RR_046_FF NCA3 60 50 41 36 68 65 68 65 69 65 - -

RE_001_GF NCA3 50 - 58 53 46 42 58 53 46 43 8 -

RE_002_FF NCA3 50 - 58 53 48 44 58 54 49 45 7 -

RR_047_FF NCA3 60 50 41 36 68 65 68 65 69 65 - -

RR_048_FF NCA3 60 50 41 37 68 65 68 65 69 65 - -

RR_049_FF NCA3 60 50 42 37 68 64 68 64 68 65 - -

RR_050_FF NCA3 60 50 42 38 69 65 69 65 69 66 - -

RE_002_FF NCA3 50 - 58 53 48 44 58 54 49 45 7 -

RE_001_GF NCA3 50 - 58 53 46 42 58 53 46 43 8 -

RR_051_FF NCA3 60 50 43 38 69 65 69 65 69 66 - -

RR_052_FF NCA3 60 50 43 38 69 65 69 65 69 66 - -

RR_053_FF NCA3 60 50 43 39 69 65 69 65 69 66 - -

RR_262_FF NCA3 60 50 60 55 50 47 60 56 51 48 - 5

RR_054_FF NCA3 60 50 44 39 69 65 69 65 69 66 - -

RR_055_FF NCA3 60 50 44 39 69 65 69 65 69 66 - -

RR_056_FF NCA3 60 50 44 39 69 66 69 66 70 66 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_057_FF NCA3 60 50 33 28 66 62 66 62 65 61 - -

RR_058_FF NCA3 60 50 34 29 66 62 66 62 65 61 - -

RR_059_FF NCA3 60 50 35 31 66 62 66 62 65 61 - -

RR_060_FF NCA5 60 50 33 28 65 61 65 61 65 61 - -

RR_263_FF NCA3 60 50 54 50 51 48 56 52 53 49 - -

RR_061_FF NCA5 60 50 34 29 66 62 66 62 65 61 - -

RR_062_FF NCA5 60 50 35 30 66 62 66 62 65 61 - -

RR_264_FF NCA3 60 50 51 47 53 50 55 52 55 51 - -

RH_006_GF NCA3 45 - 49 44 62 58 62 58 63 60 - -

RR_063_FF NCA5 60 50 53 48 67 64 67 64 69 65 - -

RR_064_FF NCA5 60 50 53 49 67 64 67 64 69 65 - -

RR_065_FF NCA5 60 50 54 49 67 64 67 64 69 65 - -

RR_066_FF NCA4 60 50 58 53 68 65 68 65 70 66 - -

RR_067_FF NCA4 60 50 58 53 68 65 68 65 70 66 - -

RR_068_FF NCA4 60 50 58 53 68 65 68 65 70 66 - -

RR_069_GF NCA5 60 50 32 27 40 37 41 37 42 38 - -

RR_070_FF NCA5 60 50 37 32 43 39 44 40 44 41 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_071_GF NCA4 60 50 59 54 69 65 69 65 70 67 - -

RR_072_FF NCA4 60 50 58 54 68 65 68 65 70 66 - -

RR_073_FF NCA4 60 50 58 54 68 65 68 65 70 66 - -

RR_074_FF NCA5 60 50 56 52 67 63 67 63 68 65 - -

RE_003_GF NCA4 50 - 60 55 69 65 70 65 71 67 - -

RE_004_FF NCA4 50 - 60 55 68 65 69 65 70 67 - -

RR_075_FF NCA5 60 50 59 55 67 63 68 64 69 65 - -

RR_076_FF NCA5 60 50 57 53 64 61 65 62 66 63 - -

RR_077_FF NCA5 60 50 58 53 66 62 67 63 68 64 - -

RR_078_FF NCA5 60 50 58 53 66 62 67 63 68 64 - -

RR_079_FF NCA5 60 50 58 53 66 62 67 63 68 64 - -

RR_080_FF NCA5 60 50 59 54 65 61 66 62 66 62 - -

RR_081_FF NCA5 60 50 59 54 65 61 66 62 66 62 - -

RR_082_FF NCA5 60 50 59 54 65 61 66 62 66 62 - -

RR_083_FF NCA5 60 50 59 54 65 61 66 62 66 62 - -

RR_084_FF NCA5 60 50 59 54 64 61 65 62 66 62 - -

RR_085_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_086_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

RR_087_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

RR_088_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

RR_091_FF NCA5 60 50 58 54 64 60 65 61 65 61 - -

RR_092_FF NCA5 60 50 58 54 64 60 65 61 65 61 - -

RR_093_FF NCA5 60 50 59 54 64 60 65 61 65 61 - -

RR_090_GF NCA4 60 50 53 48 58 55 59 56 59 56 - -

RR_089_FF NCA4 60 50 53 48 58 55 59 56 59 56 - -

RR_096_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

RR_094_GF NCA4 60 50 54 49 59 56 60 57 60 57 - -

RR_095_FF NCA4 60 50 54 49 59 56 60 57 60 57 - -

RR_097_FF NCA5 60 50 59 54 64 61 65 62 65 62 - -

RR_098_FF NCA6 60 50 61 56 64 61 66 62 65 62 - -

RR_099_FF NCA6 60 50 61 56 64 61 66 62 65 61 - -

RR_100_FF NCA6 60 50 57 52 62 58 63 59 62 59 - -

RR_101_FF NCA6 60 50 60 55 64 61 65 62 65 62 - -

RR_102_FF NCA6 60 50 59 55 64 61 65 62 65 62 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_103_FF NCA6 60 50 59 54 64 61 65 62 65 62 - -

RR_104_FF NCA6 60 50 59 54 63 60 64 61 64 61 - -

RR_105_FF NCA6 60 50 46 42 49 46 51 47 50 46 - -

RR_106_FF NCA6 60 50 45 40 49 46 50 47 50 46 - -

RR_107_FF NCA6 60 50 60 55 62 58 64 60 62 59 - -

RR_108_FF NCA6 60 50 60 56 62 59 64 61 63 60 - -

RR_109_GF NCA6 60 50 60 56 63 59 65 61 63 60 - -

RR_110_GF NCA6 60 50 59 55 62 59 64 60 63 60 - -

RR_111_FF NCA6 60 50 59 54 62 59 64 60 63 60 - -

RR_112_GF NCA6 60 50 61 56 63 60 65 61 64 61 - -

RR_113_FF NCA6 60 50 61 56 63 59 65 61 64 61 - -

RR_114_GF NCA7 60 50 61 56 63 60 65 61 64 61 - -

RR_115_FF NCA7 60 50 61 56 63 60 65 61 64 61 - -

RR_116_GF NCA7 60 50 60 55 63 60 65 61 64 61 - -

RR_117_FF NCA7 60 50 60 55 63 59 65 60 64 60 - -

RR_118_GF NCA7 60 50 60 56 63 60 65 61 64 61 - -

RR_119_FF NCA7 60 50 61 56 62 59 65 61 63 60 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_120_GF NCA7 60 50 62 57 63 59 66 61 64 61 - -

RR_121_FF NCA7 60 50 62 57 62 59 65 61 63 60 - -

RR_122_FF NCA7 60 50 62 57 62 59 65 61 63 60 - -

RR_123_GF NCA7 60 50 50 45 53 50 55 51 54 51 - -

RR_124_FF NCA7 60 50 50 45 53 50 55 51 54 51 - -

RR_125_GF NCA7 60 50 48 43 51 48 53 49 52 49 - -

RR_126_FF NCA7 60 50 48 43 51 48 53 49 52 49 - -

RR_127_GF NCA7 60 50 61 56 64 60 66 61 65 62 - -

RR_128_FF NCA7 60 50 60 56 63 60 65 61 64 61 - -

RR_129_FF NCA7 60 50 60 55 63 59 65 60 64 61 - -

RR_130_GF NCA7 60 50 60 56 63 60 65 61 64 61 - -

RR_131_FF NCA7 60 50 61 56 63 60 65 61 64 61 - -

RR_132_GF NCA7 60 50 61 56 64 60 66 61 65 62 - -

RR_133_GF NCA7 60 50 48 43 51 46 53 48 51 46 - -

RR_134_FF NCA7 60 50 48 43 50 46 52 48 50 46 - -

RR_135_FF NCA7 60 50 61 56 62 58 65 60 62 58 1 -

RR_136_GF NCA7 60 50 62 57 63 58 66 61 63 58 1 1

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_137_FF NCA7 60 50 51 46 50 47 54 50 50 47 - -

RR_138_GF NCA7 60 50 51 46 50 46 54 49 50 46 - -

RR_139_GF NCA7 60 50 36 31 41 37 42 38 41 37 - -

RR_140_FF NCA7 60 50 38 33 41 37 43 38 41 38 - -

RR_141_GF NCA8 60 50 59 54 62 57 64 59 62 58 - -

RR_142_FF NCA8 60 50 59 54 62 57 64 59 62 57 - -

RH_007_GF NCA8 45 - 60 55 60 56 63 59 60 56 1 -

RH_008_FF NCA8 45 - 59 55 60 56 63 59 60 56 1 -

RR_143_GF NCA8 60 50 58 54 62 57 63 59 62 57 - -

RR_144_FF NCA8 60 50 58 53 62 57 63 58 62 57 - -

RR_145_FF NCA7 60 50 37 32 41 37 42 38 41 37 - -

RR_146_FF NCA8 60 50 58 53 61 57 63 58 61 57 - -

RR_147_GF NCA8 60 50 58 53 62 57 63 58 62 57 - -

RR_148_GF NCA8 60 50 58 53 62 57 63 58 62 57 - -

RR_149_FF NCA8 60 50 57 53 61 56 62 58 61 56 - -

RR_150_GF NCA8 60 50 40 35 46 42 47 43 46 42 - -

RR_151_FF NCA8 60 50 41 36 46 42 47 43 46 42 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_152_FF NCA8 60 50 38 33 43 39 44 40 43 39 - -

RR_153_GF NCA8 60 50 39 34 43 39 44 40 43 39 - -

RR_154_FF NCA8 60 50 43 38 48 44 49 45 48 44 - -

RR_155_GF NCA8 60 50 42 37 48 44 49 45 48 44 - -

RR_156_GF NCA8 60 50 49 44 52 48 54 49 52 48 - -

RR_157_FF NCA8 60 50 48 43 52 48 53 49 52 48 - -

RR_158_FF NCA8 60 50 41 36 44 40 46 41 44 40 - -

RR_159_GF NCA8 60 50 39 34 44 40 45 41 44 40 - -

RR_160_FF NCA8 60 50 48 44 50 47 52 49 50 47 - -

RR_161_FF NCA8 60 50 40 36 43 39 45 41 43 39 - -

RR_162_GF NCA8 60 50 37 32 43 39 44 40 43 39 - -

RR_163_FF NCA8 60 50 47 42 48 45 51 47 49 45 - -

RR_164_GF NCA8 60 50 38 33 43 39 44 40 43 39 - -

RR_165_FF NCA8 60 50 40 36 43 39 45 41 43 39 - -

RR_166_GF NCA8 60 50 38 34 43 39 44 40 43 39 - -

RR_167_FF NCA8 60 50 41 36 43 39 45 41 43 39 - -

RR_168_FF NCA8 60 50 38 33 35 32 40 36 35 31 - -

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BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_169_GF NCA8 60 50 31 26 31 27 34 30 31 27 - -

RR_170_FF NCA8 60 50 35 30 34 30 38 33 34 30 - -

RR_171_GF NCA8 60 50 39 34 40 36 43 38 40 36 - -

RR_172_FF NCA8 60 50 38 34 40 36 42 38 40 36 - -

RR_173_GF NCA8 60 50 30 26 32 28 34 30 32 28 - -

RR_174_FF NCA8 60 50 36 32 35 32 39 35 36 32 - -

RR_175_GF NCA8 60 50 38 33 43 39 44 40 43 39 - -

RR_176_FF NCA8 60 50 40 36 43 39 45 41 43 39 - -

RR_177_FF NCA8 60 50 46 41 48 44 50 46 48 45 - -

RR_178_FF NCA8 60 50 46 41 48 44 50 46 48 45 - -

RR_179_GF NCA8 60 50 37 32 41 37 42 38 41 37 - -

RR_180_FF NCA8 60 50 40 35 41 37 44 39 41 37 - -

RR_181_GF NCA8 60 50 38 33 43 39 44 40 42 39 - -

RR_182_FF NCA8 60 50 40 36 43 39 45 41 43 39 - -

RR_183_FF NCA8 60 50 46 41 48 44 50 46 48 44 - -

RR_184_GF NCA8 60 50 47 42 47 44 50 46 47 44 - -

RR_185_GF NCA8 60 50 31 27 31 28 34 31 31 28 - -

A-14



Confidential





BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_186_FF NCA8 60 50 37 32 35 31 39 35 35 31 - -

RR_187_GF NCA8 60 50 37 32 39 35 41 37 39 35 - -

RR_188_FF NCA8 60 50 39 35 40 36 43 39 40 36 - -

RR_189_GF NCA8 60 50 46 41 48 44 50 46 48 44 - -

RR_190_FF NCA8 60 50 45 41 48 44 50 46 48 44 - -

RR_191_FF NCA8 60 50 40 36 42 39 44 41 42 39 - -

RR_192_GF NCA8 60 50 38 33 42 38 43 39 42 38 - -

RR_193_GF NCA8 60 50 32 27 31 27 35 30 31 27 - -

RR_194_FF NCA8 60 50 37 32 34 31 39 35 34 31 - -

RR_195_FF NCA8 60 50 45 41 47 44 49 46 47 44 - -

RR_196_GF NCA8 60 50 46 42 47 43 50 46 47 44 - -

RR_197_GF NCA8 60 50 36 31 38 34 40 36 38 34 - -

RR_198_FF NCA8 60 50 39 34 39 35 42 38 39 35 - -

RR_199_GF NCA8 60 50 38 34 42 38 43 39 42 38 - -

RR_200_FF NCA8 60 50 40 35 42 38 44 40 42 38 - -

RR_201_GF NCA8 60 50 32 27 31 27 35 30 31 27 - -

RR_202_FF NCA8 60 50 37 33 34 30 39 35 34 30 - -

A-15



Confidential





BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_203_FF NCA8 60 50 39 34 39 35 42 38 39 35 - -

RR_204_GF NCA8 60 50 36 32 38 34 40 36 38 34 - -

RR_205_FF NCA8 60 50 40 35 42 38 44 40 42 38 - -

RR_206_GF NCA8 60 50 38 33 42 38 43 39 42 38 - -

RR_207_GF NCA8 60 50 46 41 47 43 50 45 47 43 - -

RR_208_FF NCA8 60 50 45 40 47 43 49 45 47 44 - -

RR_209_GF NCA8 60 50 32 27 31 27 35 30 31 27 - -

RR_210_FF NCA8 60 50 38 33 34 30 39 35 34 30 - -

RR_211_FF NCA8 60 50 38 33 34 30 39 35 34 30 - -

RR_212_GF NCA8 60 50 32 27 31 27 35 30 31 27 - -

RR_213_FF NCA8 60 50 40 35 42 38 44 40 41 38 - -

RR_214_GF NCA8 60 50 38 33 41 38 43 39 41 37 - -

RR_215_FF NCA8 60 50 45 40 47 43 49 45 47 44 - -

RR_216_GF NCA8 60 50 45 41 47 43 49 45 47 43 - -

RR_217_GF NCA8 60 50 37 32 38 34 41 36 38 34 - -

RR_218_FF NCA8 60 50 38 34 34 30 39 35 34 30 - -

RR_219_FF NCA8 60 50 39 34 39 35 42 38 38 35 - -

A-16



Confidential





BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_220_GF NCA8 60 50 32 27 31 27 35 30 31 27 - -

RR_221_GF NCA8 60 50 46 41 45 42 49 45 45 42 - -

RR_222_FF NCA8 60 50 45 40 46 42 49 44 46 43 - -

RR_223_GF NCA8 60 50 38 33 41 37 43 38 41 37 - -

RR_224_FF NCA8 60 50 40 35 41 37 44 39 41 37 - -

RR_225_FF NCA8 60 50 45 40 46 43 49 45 46 43 - -

RR_226_GF NCA8 60 50 45 41 46 42 49 45 46 43 - -

RR_227_GF NCA8 60 50 37 32 38 34 41 36 38 34 - -

RR_228_FF NCA8 60 50 39 34 38 35 42 38 38 35 - -

RR_229_FF NCA8 60 50 39 34 33 30 40 35 33 30 - -

RR_230_GF NCA8 60 50 32 27 30 27 34 30 30 27 - -

RR_231_GF NCA8 60 50 38 33 40 37 42 38 40 37 - -

RR_232_FF NCA8 60 50 39 35 41 37 43 39 41 37 - -

RR_233_FF NCA8 60 50 44 40 46 42 48 44 46 43 - -

RR_234_GF NCA8 60 50 45 40 46 42 49 44 46 42 - -

RR_235_GF NCA8 60 50 37 32 38 34 41 36 38 34 - -

RR_236_FF NCA8 60 50 39 34 38 34 42 37 38 34 - -

A-17



Confidential





BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_237_FF NCA8 60 50 39 34 40 37 43 39 40 36 - -

RR_238_GF NCA8 60 50 38 33 40 36 42 38 40 36 - -

RR_239_GF NCA8 60 50 37 32 38 34 41 36 38 34 - -

RR_240_FF NCA8 60 50 39 34 38 34 42 37 38 34 - -

RR_241_GF NCA8 60 50 45 40 44 40 48 43 44 41 - -

RR_242_FF NCA8 60 50 44 39 45 41 48 43 45 41 - -

RR_243_FF NCA8 60 50 44 39 46 42 48 44 46 43 - -

RR_244_GF NCA8 60 50 38 33 40 36 42 38 39 36 - -

RR_245_FF NCA8 60 50 39 34 40 36 43 38 40 36 - -

RR_246_FF NCA8 60 50 44 39 45 41 48 43 45 41 - -

RR_247_GF NCA8 60 50 45 40 44 40 48 43 44 41 - -

RR_248_GF NCA8 60 50 36 32 36 32 39 35 36 32 - -

RR_249_FF NCA8 60 50 39 34 37 33 41 37 37 33 - -

RR_250_FF NCA8 60 50 33 28 32 28 36 31 32 28 - -

RR_251_FF NCA8 60 50 32 28 32 28 35 31 32 28 - -

RR_252_GF NCA8 60 50 38 33 39 35 42 37 39 35 - -

RR_253_FF NCA8 60 50 39 34 39 36 42 38 39 35 - -

A-18



Confidential





BUILD 2018




LIGHT RAIL CRITERIA

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

DAY LAeq,15hr

NIGHT LAeq,9hr

RR_254_GF NCA8 60 50 37 32 37 33 40 36 37 33 - -

RR_255_FF NCA8 60 50 38 34 38 34 41 37 38 34 - -

RR_256_GF NCA8 60 50 38 33 39 35 42 37 39 35 - -

RR_257_FF NCA8 60 50 38 33 39 35 42 37 39 35 - -

RR_258_GF NCA8 60 50 38 33 38 34 41 37 38 34 - -

RR_259_FF NCA8 60 50 38 33 38 34 41 37 38 34 - -

RR_260_GF NCA8 60 50 38 33 38 34 41 37 38 34 - -

RR_261_FF NCA8 60 50 38 33 38 35 41 37 38 35 - -

RC_038_GF NCA2 60 50 62 57 56 52 63 58 56 52 2 4

RC_039_FF NCA2 60 50 61 57 56 52 62 58 56 52 1 4

RC_046_FF NCA2 60 50 60 55 56 52 61 57 57 53 - 2

RC_047_GF NCA2 60 50 60 55 56 52 61 57 57 53 - 2

RC_052_GF NCA2 60 50 59 54 56 52 61 56 57 53 - 1

RC_053_FF NCA2 60 50 59 54 56 52 61 56 57 53 - 1

RC_038_GF, RC_039_FF, RC_046_FF, RC_047_GF, RC_052_GF and RC_053_FF were considered as commercial receivers in the EIA. Due to redevelopment in the area, these receivers are now considered residential receivers as a result of the redevelopment of the building located at 5-9 Beresford Street.

Appendix B

NOISE CATCHMENT AREAS

B-1



Confidential

B-2



Confidential

B-3



Confidential

B-4



Confidential

B-5



Confidential

B-6



Confidential

Appendix C

DETAILED NOISE MODELLING FOR PROPERTIES IDENTIFIED AS ELIGIBLE FOR INSPECTION

Level 27 Ernst & Young Centre 680 George Street Sydney NSW 2000 GPO Box 5394 Sydney NSW 2001 Australia Tel: +61 2 9272 5100 Fax: +61 2 9272 5101

www.pbworld.com Certified to ISO 9001, ISO 14001, OHSAS 18001

Page 1 of 16

Parsons Brinckerhoff Australia Pty Limited ABN 80 078 004 798

Technical Memo

Date 18/01/2019

To Robbert McCann (Downer)

Copy Robert Angus (PBA) Craig Walter (PBA)

From Alex Vuillemin (PBA)

Ref NLR-4578-0001-GN-ME-0xxx

Subject Newcastle Light Rail Detailed noise modelling for properties identified as eligible for inspection

1 Purpose of this technical memo

This technical memorandum is an addendum to the Operational Noise and Vibration Management Plan (ONVMP). It further details noise modelling undertaken for the ONVMP in order to identify the floors and locations of the apartments eligible for inspections.

2 Detailed noise modelling

2.1 Receivers potentially affected by the Project as modelled in the ONVMP

The receivers identified in the ONVMP as being potentially affected by operational airborne noise (stabling and maintenance facility or rail noise) are listed in Table 2.1. These are based on the receivers considered as part of the Review of Environmental Factors. It is noted that only ground and first floors were modelled for all receivers.


Receiver address Receiver type Predicted Residual Impact, dBA

Transport Stabling and maintenance facility

5 – 9 Beresford Street Residential 4 5

17 – 19 Beresford Street Residential 2 9

25 Beresford Street Residential 2 11

25 Bellevue Street Residential 2 -

71 Scott Street Residential 1 -

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Receiver address Receiver type Predicted Residual Impact, dBA

Transport Stabling and maintenance facility

10 Worth Place Residential 5 -

670 Hunter Street Health 1 -

63 Scott Street Health 1 -

24 Honeysuckle Drive Education 6 -

590 – 608 Hunter Street Education 8 -

2.2 Receivers potentially affected by the Project as modelled in this technical memo

Detailed layouts for each floor of each residential building under investigation are not available. For this reason, PBA arbitrarily set receivers on each floor of each residential building. These receivers have been spaced in an approximate manner to represent different apartments on a same floor.

Receivers modelled in the technical memo are shown on the following figures. Note that the receivers indicated on the figures represent the spacing along the building façades. All receivers have been modelled on each storey.

Figure 2.1 25 and 17-19 Beresford Street

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Figure 2.2 5-9 Beresford Street and 25 Bellevue Street

Figure 2.3 10 Worth Place

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Figure 2.4 71 Scott Street

2.3 Modelling inputs

All modelling inputs listed in Table 4.1, Table 4.2, Table 4.3, Table 7.1 and Table 7.2 of the ONVMP remain unchanged.

2.4 Modelling methodology

2.4.1 Light rail and road

The methodology detailed in Section 4.5.1 of the ONVMP for the acceptability of the residual impact for transport noise sources remains the same. The residual impact has been considered acceptable where the difference between the build and no build scenarios is equal to or less than 2 dB, where the build and no build scenarios are as follows:

• Build: Light rail and road traffic noise with the project in 2018 (7.5-minute headway) • No Build: Road traffic noise without the project in 2018.

2.4.2 Stabling and maintenance facility

The methodology detailed in Section 7.1.3 of the ONVMP for the stabling and maintenance facility remains the same.

2.5 Predicted residual impact

Predicted operational noise levels at the receivers detailed in Section 2.2 are provided in Appendix.

of 16

3 Apartments eligible for inspection

Based on the predicted operational noise levels, the revised list of receivers eligible for inspection is as follows.

3.1 5 – 9 Beresford Street

All apartments with balconies / windows along Beresford St, up to the top floor are predicted as being eligible for inspection. The corner apartments with corner balconies and apartments along Bellevue St are excluded.

Figure 3.1 5-9 Beresford Street

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3.2 17 – 19 Beresford Street

The front façades of both terrace houses are predicted as being eligible for inspection.

Figure 3.2 17-19 Beresford Street

3.3 25 Beresford Street

All apartments with balconies / windows along Beresford St, up to the top floor are predicted as being eligible for inspection.

Figure 3.3 25 Beresford Street

of 16

3.4 25 Bellevue Street

Apartments to the north of the building with balconies facing the rail tracks on Levels 1, 2 and 3 are predicted as being eligible for inspection.

Figure 3.4 25 Bellevue Street

3.5 10 Worth Place

The revised model, taking into account the actual shape of the building that was being constructed when the ONVMP was prepared, shows none of the apartments are eligible for inspection.

3.6 71 Scott Street

Apartments on the lower floors along Scott Street (up to Level 3 for the main building and up to Level 2 for the corner annex), as well as apartments with rounded balconies on Levels 5 and 6 are predicted as being eligible for inspection.

Figure 3.5 71 Scott Street

4 Health buildings

The health buildings have internal noise trigger levels. For the purpose of the assessment detailed in the ONVMP, a conservative 10 dB reduction in noise between the external level and internal level has been considered. The 10 dB correction is typical of a façade with windows partially open for ventilation.

of 16

For mechanically ventilated buildings with laminated glazing and non-operable windows, which is often the case for health facilities, the sound insulation of the façade exceeds 20 dB.

No layouts or tenant directories are available for the health buildings under investigation, at 670 Hunter Street and at 63 Scott Street, and therefore, the location of the wards and sleeping areas, if any, are unknown. A dedicated site visit to assess the presence of sleeping areas and wards, and the estimated outdoor-to-indoor transmission loss of the actual building façade is recommended prior to updating the noise model for these receivers.

5 Educational buildings

Similar to the health buildings, the educational buildings such as the TAFE building at 590 – 608 Hunter Street and the child care centre at 24 Honeysuckle Drive have internal noise trigger levels.

No layouts or tenant directories are available for these buildings and therefore, the location of the teaching areas is unknown. A dedicated site visit to assess the location of sensitive spaces and the estimated outdoor-to-indoor transmission loss of the actual building façade is recommended prior to updating the noise model for these receivers.

Regards,

Alex Vuillemin

Senior Acoustic Engineer +61 7 3368 6650 [email protected]

mailto:[email protected]

of 16

Receiver Build 2018 (Light Rail + Road) No Build 2018 (Road) Residual exceedance Depot Exceedance Day

LAeq,15h Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

25Beresford-1 EG 61 57 57 52 - 3 55 10 25Beresford-1 1.OG 61 56 57 52 - 2 55 10 25Beresford-1 2.OG 61 56 57 52 - 2 55 10 25Beresford-1 3.OG 60 56 57 53 - 1 55 10 25Beresford-1 4.OG 60 56 57 53 - 1 55 10 25Beresford-1 5.OG 60 56 57 53 - 1 54 9 25Beresford-1 6.OG 60 55 58 54 - - 54 9 25Beresford-1 7.OG 60 55 58 54 - - 53 8 25Beresford-2 EG 61 56 56 52 - 2 56 11 25Beresford-2 1.OG 60 56 56 52 - 2 56 11 25Beresford-2 2.OG 60 56 56 52 - 2 56 11 25Beresford-2 3.OG 60 55 56 52 - 1 56 11 25Beresford-2 4.OG 60 55 56 52 - 1 56 11 25Beresford-2 5.OG 60 55 56 52 - 1 55 10 25Beresford-2 6.OG 59 55 57 53 - - 55 10 25Beresford-2 7.OG 60 55 57 53 - - 54 9 25Beresford-3 2.OG 52 48 51 47 - - 37 - 25Beresford-3 3.OG 57 53 55 51 - - 37 - 25Beresford-3 4.OG 58 53 57 52 - - 37 - 25Beresford-3 5.OG 59 54 58 54 - - 37 - 25Beresford-3 6.OG 59 55 59 54 - - 36 - 25Beresford-3 7.OG 60 56 59 55 - - 36 - 25Beresford-4 2.OG 50 46 50 45 - - 31 - 25Beresford-4 3.OG 53 49 52 48 - - 31 - 25Beresford-4 4.OG 56 52 55 51 - - 31 - 25Beresford-4 5.OG 58 54 57 53 - - 31 - 25Beresford-4 6.OG 58 54 58 53 - - 31 - 25Beresford-4 7.OG 59 55 59 54 - - 31 - 25Beresford-5 2.OG 55 51 53 50 - - 45 - 25Beresford-5 3.OG 57 53 54 50 - - 45 -

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

25Beresford-5 4.OG 57 53 54 50 - - 45 - 25Beresford-5 5.OG 57 52 54 50 - - 45 - 25Beresford-5 6.OG 57 52 54 50 - - 45 - 25Beresford-5 7.OG 56 53 54 51 - - 44 - 25Beresford-6 2.OG 51 47 51 47 - - 40 - 25Beresford-6 3.OG 54 50 53 49 - - 41 - 25Beresford-6 4.OG 55 50 53 49 - - 41 - 25Beresford-6 5.OG 56 51 54 50 - - 41 - 25Beresford-6 6.OG 55 51 54 50 - - 41 - 25Beresford-6 7.OG 55 51 54 50 - - 41 - 17Beresford-1 EG 61 56 55 51 - 3 55 10 17Beresford-1 1.OG 60 56 55 51 - 3 55 10 17Beresford-2 EG 61 56 56 52 - 2 54 9 17Beresford-2 1.OG 61 56 56 52 - 2 54 9 5Beresford-1 EG 61 57 56 52 - 3 50 5 5Beresford-1 1.OG 61 56 56 52 - 2 50 5 5Beresford-1 2.OG 61 56 56 52 - 2 50 5 5Beresford-1 3.OG 60 56 56 52 - 2 50 5 5Beresford-1 4.OG 60 56 56 52 - 2 50 5 5Beresford-1 5.OG 60 55 56 52 - 1 49 4 5Beresford-1 6.OG 60 55 56 52 - 1 49 4 5Beresford-1 7.OG 60 55 56 53 - - 49 4 5Beresford-1 8.OG 59 55 57 53 - - 49 4 5Beresford-2 EG 61 57 56 53 - 2 48 3 5Beresford-2 1.OG 61 57 56 53 - 2 48 3 5Beresford-2 2.OG 61 57 56 53 - 2 48 3 5Beresford-2 3.OG 61 56 56 53 - 1 48 3 5Beresford-2 4.OG 60 56 56 53 - 1 48 3 5Beresford-2 5.OG 60 56 56 53 - 1 48 3 5Beresford-2 6.OG 60 55 56 53 - - 48 3

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

5Beresford-2 7.OG 59 55 57 53 - - 48 3 5Beresford-2 8.OG 59 55 57 53 - - 48 3 5Beresford-3 EG 61 56 57 53 - 1 47 2 5Beresford-3 1.OG 61 56 57 53 - 1 47 2 5Beresford-3 2.OG 61 56 57 53 - 1 47 2 5Beresford-3 3.OG 60 56 57 53 - 1 47 2 5Beresford-3 4.OG 60 56 57 53 - 1 47 2 5Beresford-3 5.OG 60 55 57 53 - - 47 2 5Beresford-3 6.OG 60 55 57 53 - - 47 2 5Beresford-3 7.OG 59 55 57 53 - - 47 2 5Beresford-3 8.OG 59 55 57 53 - - 47 2 5Beresford-4 EG 60 56 57 53 - 1 46 1 5Beresford-4 1.OG 60 56 57 53 - 1 46 1 5Beresford-4 2.OG 60 56 57 53 - 1 46 1 5Beresford-4 3.OG 60 56 57 53 - 1 46 1 5Beresford-4 4.OG 60 55 57 53 - - 46 1 5Beresford-4 5.OG 59 55 57 53 - - 46 1 5Beresford-4 6.OG 59 55 57 53 - - 46 1 5Beresford-4 7.OG 59 55 57 53 - - 46 1 5Beresford-4 8.OG 59 54 57 53 - - 45 - 5Beresford-5 EG 59 54 56 52 - - 39 - 5Beresford-5 1.OG 59 54 56 52 - - 39 - 5Beresford-5 2.OG 58 54 56 52 - - 39 - 5Beresford-5 3.OG 58 54 56 52 - - 39 - 5Beresford-5 4.OG 58 54 56 52 - - 39 - 5Beresford-5 5.OG 58 53 56 52 - - 39 - 5Beresford-5 6.OG 58 53 56 52 - - 39 - 5Beresford-5 7.OG 57 53 56 52 - - 39 - 5Beresford-5 8.OG 57 53 56 52 - - 39 - 5Beresford-6 EG 56 52 55 51 - - 28 -

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

5Beresford-6 1.OG 56 52 55 51 - - 28 - 5Beresford-6 2.OG 56 52 55 51 - - 28 - 5Beresford-6 3.OG 56 52 55 51 - - 28 - 5Beresford-6 4.OG 56 51 55 51 - - 28 - 5Beresford-6 5.OG 56 51 55 51 - - 28 - 5Beresford-6 6.OG 55 51 55 51 - - 28 - 5Beresford-6 7.OG 55 51 55 51 - - 28 - 5Beresford-6 8.OG 55 51 55 51 - - 28 - 25Bellevue-1 EG 52 48 50 46 - - 42 - 25Bellevue-1 1.OG 52 48 50 46 - - 42 - 25Bellevue-1 2.OG 52 48 50 46 - - 42 - 25Bellevue-1 3.OG 52 48 50 46 - - 42 - 25Bellevue-1 4.OG 52 48 50 46 - - 42 - 25Bellevue-1 5.OG 53 48 51 46 - - 42 - 25Bellevue-1 6.OG 52 48 51 47 - - 42 - 25Bellevue-1 7.OG 53 48 52 48 - - 42 - 25Bellevue-2 EG 58 53 54 50 - 1 43 - 25Bellevue-2 1.OG 58 53 54 50 - 1 43 - 25Bellevue-2 2.OG 57 53 54 50 - - 43 - 25Bellevue-2 3.OG 57 53 54 50 - - 43 - 25Bellevue-2 4.OG 57 53 54 50 - - 43 - 25Bellevue-2 5.OG 57 53 54 50 - - 43 - 25Bellevue-2 6.OG 57 53 54 50 - - 43 - 25Bellevue-2 7.OG 57 52 55 51 - - 43 - 25Bellevue-3 EG 62 58 58 54 1 2 42 - 25Bellevue-3 1.OG 62 58 58 54 - 2 42 - 25Bellevue-3 2.OG 62 57 58 54 - 1 42 - 25Bellevue-3 3.OG 61 57 58 54 - 1 42 - 25Bellevue-3 4.OG 61 56 58 54 - - 42 - 25Bellevue-3 5.OG 61 56 58 54 - - 42 -

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

25Bellevue-3 6.OG 60 56 58 54 - - 42 - 25Bellevue-3 7.OG 60 55 58 54 - - 42 - 25Bellevue-4 EG 61 56 57 53 - 1 26 - 25Bellevue-4 1.OG 61 56 57 53 - 1 26 - 25Bellevue-4 2.OG 60 56 57 53 - 1 26 - 25Bellevue-4 3.OG 60 56 57 53 - 1 26 - 25Bellevue-4 4.OG 60 55 57 53 - - 26 - 25Bellevue-4 5.OG 59 55 57 53 - - 26 - 25Bellevue-4 6.OG 59 55 57 53 - - 26 - 25Bellevue-4 7.OG 59 54 57 53 - - 26 - 25Bellevue-5 EG 60 55 57 53 - - 22 - 25Bellevue-5 1.OG 60 55 57 53 - - 22 - 25Bellevue-5 2.OG 59 55 57 53 - - 21 - 25Bellevue-5 3.OG 59 55 57 53 - - 21 - 25Bellevue-5 4.OG 59 55 57 53 - - 21 - 25Bellevue-5 5.OG 59 54 57 53 - - 21 - 25Bellevue-5 6.OG 59 54 57 53 - - 21 - 25Bellevue-5 7.OG 58 54 57 53 - - 22 - 10Worth-1 EG 52 48 53 50 - - - - 10Worth-1 1.OG 53 48 53 50 - - - - 10Worth-1 2.OG 53 48 53 50 - - - - 10Worth-1 3.OG 53 49 53 50 - - - - 10Worth-1 4.OG 53 49 53 50 - - - - 10Worth-1 5.OG 53 49 53 50 - - - - 10Worth-1 6.OG 53 49 53 50 - - - - 10Worth-1 7.OG 53 49 53 50 - - - - 10Worth-1 8.OG 53 49 54 50 - - - - 10Worth-2 EG 51 47 52 49 - - - - 10Worth-2 1.OG 51 47 52 49 - - - - 10Worth-2 2.OG 51 47 52 49 - - - -

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

10Worth-2 3.OG 51 47 52 49 - - - - 10Worth-2 4.OG 51 47 52 49 - - - - 10Worth-2 5.OG 51 47 52 49 - - - - 10Worth-2 6.OG 51 47 52 49 - - - - 10Worth-2 7.OG 51 47 52 49 - - - - 10Worth-2 8.OG 51 47 52 49 - - - - 10Worth-3 EG 48 44 49 45 - - - - 10Worth-3 1.OG 48 44 49 45 - - - - 10Worth-3 2.OG 48 44 49 45 - - - - 10Worth-3 3.OG 48 44 49 45 - - - - 10Worth-3 4.OG 48 44 49 45 - - - - 10Worth-3 5.OG 48 44 49 45 - - - - 10Worth-3 6.OG 48 44 49 45 - - - - 10Worth-3 7.OG 48 44 49 45 - - - - 10Worth-3 8.OG 48 44 49 45 - - - - 10Worth-4 2.OG 50 46 50 47 - - - - 10Worth-4 3.OG 52 48 52 48 - - - - 10Worth-4 4.OG 52 49 52 49 - - - - 10Worth-4 5.OG 52 49 53 49 - - - - 10Worth-4 6.OG 53 49 53 49 - - - - 10Worth-4 7.OG 53 50 53 50 - - - - 10Worth-4 8.OG 54 51 54 51 - - - - 10Worth-5 2.OG 51 47 51 48 - - - - 10Worth-5 3.OG 53 49 53 49 - - - - 10Worth-5 4.OG 53 49 53 50 - - - - 10Worth-5 5.OG 53 50 53 50 - - - - 10Worth-5 6.OG 54 50 54 50 - - - - 10Worth-5 7.OG 54 50 54 50 - - - - 10Worth-5 8.OG 54 51 54 51 - - - - 10Worth-6 2.OG 52 48 52 48 - - - -

of 16



Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

10Worth-6 3.OG 53 50 54 50 - - - - 10Worth-6 4.OG 54 50 54 50 - - - - 10Worth-6 5.OG 54 50 54 50 - - - - 10Worth-6 6.OG 54 50 54 51 - - - - 10Worth-6 7.OG 54 51 54 51 - - - - 10Worth-6 8.OG 55 51 55 51 - - - - 10Worth-7 EG 52 49 54 50 - - - - 10Worth-7 1.OG 53 49 54 50 - - - - 10Worth-7 2.OG 53 49 54 50 - - - - 10Worth-7 3.OG 53 49 54 50 - - - - 10Worth-7 4.OG 53 49 54 50 - - - - 10Worth-7 5.OG 53 49 54 50 - - - - 10Worth-7 6.OG 53 49 54 50 - - - - 10Worth-7 7.OG 52 49 54 50 - - - - 10Worth-7 8.OG 52 49 54 50 - - - - 71Scott-1 EG 59 55 56 52 - 1 - - 71Scott-1 1.OG 59 55 56 52 - 1 - - 71Scott-1 2.OG 59 55 56 52 - 1 - - 71Scott-2 EG 66 61 63 58 1 1 - - 71Scott-2 1.OG 66 61 62 58 2 1 - - 71Scott-2 2.OG 65 60 62 57 1 1 - - 71Scott-3 EG 66 61 63 58 1 1 - - 71Scott-3 1.OG 65 61 62 58 1 1 - - 71Scott-3 2.OG 65 60 62 57 1 1 - - 71Scott-5 EG 65 60 63 58 - - - - 71Scott-5 1.OG 64 60 62 58 - - - - 71Scott-5 2.OG 63 59 61 57 - - - - 71Scott-5 3.OG 62 58 60 56 - - - - 71Scott-5 4.OG 62 57 60 55 - - - - 71Scott-5 5.OG 61 57 59 55 - - - -

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Day LAeq,15h

Night LAeq,9h

Day LAeq,15h

Night LAeq,9h

Night LAeq,15min

Night LAeq,15min

71Scott-5 6.OG 60 56 58 54 - - - - 71Scott-4 EG 66 61 63 58 1 1 - - 71Scott-4 1.OG 65 60 62 58 1 - - - 71Scott-4 2.OG 64 59 61 57 - - - - 71Scott-4 3.OG 63 58 61 56 - - - - 71Scott-4 4.OG 62 58 60 56 - - - - 71Scott-4 5.OG 62 57 59 55 - - - - 71Scott-4 6.OG 61 56 58 54 - - - - 71Scott-6 4.OG 52 47 48 44 - - - - 71Scott-6 5.OG 58 54 53 49 - 2 - - 71Scott-6 6.OG 60 55 56 52 - 1 - -

• The residual impact has been considered acceptable where the difference between the build and no build scenarios is equal to or less than 2 dB. The

residual exceedance is the exceedance where the residual impact is not considered acceptable. • EG means ground floor • 1. OG to 8. OG means 1st to 8th floor

Newcastle Light Rail Detailed Design Report...DOWNER EDI WORKS PTY LTD Newcastle Light Rail Detailed...

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Transcript of Newcastle Light Rail Detailed Design Report...DOWNER EDI WORKS PTY LTD Newcastle Light Rail Detailed...