Wales and Borders Rail Service and South Metro TRAN01 - CVL Transformation Taff's Well Depot: Noise Assessment (Part B Planning Permission) | P02 08/11/19

TRAN01-KAW-R0-TAF-RPT-Y-EN-000011

Document Control Sheet Project Name: Rail Service and Project Number: TRAN01 - CVL Transformation Report Title: Taff's Well Depot: Noise Assessment (Part B Planning Permission) Report Number: TRAN01-KAW-R0-TAF-RPT-Y-EN-000011 Plan of Work Stage C

Issue Record Issue Prepared Reviewed Approved Status/Amendment P02 Name: KM Name: LA Name: JT S2 Kerith McClung Malachy McAlister Jen Taylor Fit for Information Signature: Signature: Signature:

Date: 07/11/19 Date: 07/11/19 Date: 08/11/19

A01 Name: LA Name: HD Name: HD D3 Fit for Contractor Signature: Signature: Signature: Design

Date: 29/08/19 Date: 29/08/19 Date: 29/08/19

Name: Name: Name: ------Signature: Signature: Signature:

Date: --- Date: --- Date: ---

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Executive Summary The proposed scheme has been assessed in terms of its impact on nearby noise sensitive receptors (NSR) during operation.

The operational assessment considered noise from train movements within the depot. It was predicted that all NSR within the study area will experience daytime noise levels of less than 55dB LAeq. Using guidance from the Technical Advice Note (TAN) 11, all NSR are therefore within Category A during the day and no significant adverse impact is anticipated. Of the 1,197 NSR within the study area, 42 will experience night-time noise levels between 45dB and 59dB LAeq and are thus considered to be in Category B as defined in TAN 11 with a maximum noise level of 53.6dB LAeq. As there are so few NSR and they are at the lower end of the category, no significant adverse impacts are anticipated.

The operational assessment for the depot and station car park noise was also assessed against the guidance of TAN 11. The day time assessment found that all NSR are within Category A. For night-time, 24 of the 1,197 NSR were within Category B with a maximum noise level of 51.4dB LAeq, with the remaining 1,173 NSR in Category A. Therefore, no significant adverse impacts are anticipated during the day and as the NSR are to the lower end of Category B, no significant adverse impacts are anticipated during the night.

The operational assessment also considered noise from permanent fixed plant and operational activities in and around the maintenance depot. Noise levels were assessed against the guidance of BS 4142:2014. Predicted noise levels at the nearest representative receptor to the east of the scheme was found to be 35.2dB LAeq, which is 26.8dB below the daytime limit of 62dB LA90 and 4.8dB below the night time limit of 40dB LA90. This assessment was repeated for the nearest representative receptor to the west of the proposed scheme, and the predicted noise level was found to be 31.9dB LAeq, which is 14.1dB below the daytime limit of 46 LA90 and 6.1 dB below the night time limit of 38dB. These predictions did not include external equipment including air-handling units, generators and substations due to the unavailability of noise data for these sources. The predicted noise levels were logarithmically subtracted from the noise limit to establish an allowable noise level for all remaining external fixed plant. This was calculated as 38dB LAeq at Fforest Fach Cottage and 37dB LAeq at 12 Alfred’s Terrace, which when added to the respective predicted noise levels from other sources, resulted in a cumulative Rating level not exceeding the night time noise limit.

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Contents

1 Introduction ...... 5 1.1 Background ...... 5 1.2 Existing Site ...... 5 1.3 Scope of Works ...... 5 1.4 Planning Conditions ...... 5 2 Regulatory and policy framework ...... 7 2.1 General ...... 7 2.2 Technical Advice Note 11 ...... 7 2.1 British Standard 4142:2014 (BS 4142) ...... 8 2.2 Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 ...... 8 2.3 Noise Insulation Regulations (1975) ...... 9 3 Methodology ...... 10 3.1 Operational Rail ...... 10 3.2 Operational Car Park Noise ...... 11 4 Study Area...... 14 4.1 Baseline Conditions ...... 14 4.2 Value (Sensitivity) of Resource ...... 14 5 Noise Survey ...... 15 6 Assessment ...... 19 6.1 TAN 11 (Rail Noise) ...... 19 6.2 BS 4142:2014 (Plant and fixed equipment) ...... 21 7 Recommended Mitigation ...... 25 8 Conclusions ...... 26 8.1 Summary ...... 26 9 References ...... 27

Tables Table 2-1: Recommended noise exposure categories for dwellings near existing noise sources Table 3-1: Noise Modelling Parameters and Sources Table 3-2: Rolling Stock vehicles Table 3-3: Equipment List Table 3-4: Noise measurements at Canton depot Table 3-5: Sound Reduction Index used in SPL external calculation Table 4-1: Noise sensitive receptors within 600m of the scheme Table 5-1: Survey Equipment – Long Term Table 5-2: Survey Locations Table 5-3: Chosen Background Noise Levels for daytime and night-time Table 6-1: Predicted noise levels from train movements within the depot Table 6-2: TAN 11 Noise exposure categories of noise-sensitive receptors

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Table 6-3: Predicted noise levels from car movement within depot car park Table 6-4: TAN 11 Noise exposure categories of noise-sensitive receptors Table 6-5: Representative Residential Receptors Table 6-6: Predicted Noise level at representative receptors Table 6-7: Daytime BS 4142 Assessment Table 6-8: Night time BS 4142 Assessment Table 6-9: Day time BS 4142 Assessment Table 6-10: Night time BS 4142 Assessment

Plates Plate 5-1: Long term survey locations ...... 15 Plate 5-2: Measured daytime background noise levels at Ladybird ...... 16 Plate 5-3: Measured night time background noise levels at Ladybird ...... 17 Plate 5-4: Measured daytime background noise levels at Pinewood...... 17 Plate 5-5: Measured night time background noise level at Pinewood ...... 18

Appendices Appendix A: Figures Figure 1: Noise Sensitive Receptors & Representative Receptors Figure 2: Noise Contours for Rail Noise Figure 3: Noise Contours for Car Park Noise

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1 Introduction 1.1 Background 1.1.1 As part of the (TfW) Core Valley Lines (CVL) Transformation, Garth Works Industrial Estate is undergoing major upgrade works including the demolition of the existing buildings and construction of a new rolling stock depot – Taff’s Well Depot. 1.1.2 TfW obtained (hybrid) planning permission (reference 18/0314/34) on 1st August 2018, for the demolition works and construction of rail maintenance and stabling facilities on land at the Garth Works Industrial Estate in Taff’s Well. 1.1.3 The planning permission comprises the following: ▪ Part A: Full planning application for the demolition of existing warehouses on the existing Garth Works Industrial Estate; and ▪ Part B: Outline planning application to provide a rolling stock depot comprising of a warehousing building, stabling area accommodating rolling stock, substation, washdown point, sanding facility and delivery tracks, ancillary workshop and offices, decked car parking providing a maximum of 214 car parking spaces, demolition and relocation of existing railway footbridge and platforms, and associated landscaping, highways and access infrastructure works. 1.1.4 The proposed site boundary is shown in Figure 1, refer to Appendix A . 1.2 Existing Site 1.2.1 The proposed depot site is located within the Taff Valley just to the south of Taff’s Well between the A470 and A4054 roads. Taff’s Well railway station is located to the west of the proposed depot location. The existing depot is comprised of industrial units. 1.3 Scope of Works 1.3.1 The scope of works for this scheme relates to: Part B: Outline planning application to provide a rolling stock depot comprising of a warehousing building, stabling area accommodating rolling stock, substation, wash down point, sanding facility and delivery tracks, ancillary workshop and offices, decked car parking providing a maximum of 214 car parking spaces, demolition and relocation of existing railway footbridge and platforms, and associated landscaping, highways and access infrastructure works. 1.3.2 This assessment has been prepared as an input into Stage C. It considers the permanent noise and vibration impacts caused by the proposal. The following sources have been included for assessment: ▪ Rolling stock moving into and out of the sidings; ▪ Car park vehicle noise on site during the operational phase; and ▪ Maintenance activities including fixed mechanical and electrical plant. 1.4 Planning Conditions 1.4.1 The Planning Conditions, issued by Cynon Taf County Borough Council under the Town and Country Planning Act 1990 (Ref. 1.1), include the following conditions 1.4.2 Planning Condition No.36 for Part B: A further full Noise/Acoustic Assessment Report shall accompany any submission for the approval of reserved matters made pursuant to the granting of this outline planning CONFIDENTIAL TRAN01-KAW-R0-TAF-RPT-Y-EN-000011 5 DATE: 08/11/19 P02

permission. All mitigation measures identified within the Noise Assessment that shall be first agreed with the Local Planning Authority shall be completed in full prior to the development being brought into beneficial use and the shall be retained as such thereafter for the lifetime of the development. Reason: In the interests of neighbouring amenity and in accordance with policy AW10 of the Local Development Plan (LDP) (Ref. 1.2). 1.4.3 This Noise Assessment proposes to fulfil planning condition No.36 for Part B.

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2 Regulatory and policy framework 2.1 General Planning Policy Wales 2.1.1 Planning Policy Wales (PPW) (Ref. 2.4) sets out the land use planning policies of the . The primary objective of PPW is to ensure that the planning system contributes towards the delivery of sustainable development and improves the social, economic, environmental and cultural well-being of Wales. 2.1.2 The PPW suggests that planning application for development should include measures to limit or reduce levels of noise pollution. Local Development Plan 2.1.3 Rhondda Cynon Taf County Borough Council prepared a Local Development Plan (LDP) (Ref. 2.6) for the County Borough outside the Beacon National Park in 2011. The LDP will provide the development strategy and spatial policy framework for the LDP area over a fifteen-year period to 2021. 2.1.4 The LDP will provide a policy framework that integrates and balances the social, economic and environmental issues in order to meet the needs of those people living, working and visiting Rhondda Cynon Taf. 2.1.5 The policy will ensure that developments that would result in unacceptably high levels of noise pollution are located away from residential areas and other sensitive uses. 2.1.6 Policy AW 10 – Environmental Protection and Public Health states that; “Development proposals will not be permitted where they would cause or result in a risk of unacceptable harm to health and / or local amenity because of: … Noise pollution.” 2.1.7 The Rhondda Cynon Taf LDP states: “Policy AW 10 – Environmental Protection and Public Development proposals will not be permitted where they would cause or result in a risk of unacceptable harm to health and/or local amenity because of… noise pollution… unless it can be demonstrated that measures can be taken to overcome any significant adverse risk to public health, the environment and/or impact upon local amenity. 2.2 Technical Advice Note 11 2.2.1 This guidance was used to assess noise from rail and road vehicle movements associated with the site. 2.2.2 The Technical Advice Note (TAN) (Ref 2.5) provides advice on how the planning system can be used to “minimise the adverse impact of noise without placing unreasonable restrictions on development or adding unduly to the costs and administrative burdens of business.” 2.2.3 The TAN states that “Local planning authorities must ensure that noise generating development does not cause an unacceptable degree of disturbance.” 2.2.4 TAN 11 uses the principle of assigning categories to particular noise sources based on the noise level at receptors in order to determine the likely impact. 2.2.5 A recommended range of noise levels is given in Annex A - Table 2 within the TAN 11 for rail noise sources, detailed in Table 2-1.

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Table 2-1: Recommended noise exposure categories for dwellings near existing noise sources Noise Source Time Category A Category B Category C Category D

Rail 0700-2300 <55 55-66 66-74 >74

2300-0700 <45 45-59 59-66 >66

Road 0700-2300 <55 55-66 66-74 >74

2300-0700 <45 45-59 59-66 >66

2.2.6 Guidance was given the local planning authorities for each category; ▪ Category A: Noise does not need to be considered as a determining factor in granting planning permission, although the noise level at the high end of the category should not be regarded as desirable. ▪ Category B: Noise should be taken into account when determining planning applications and, where appropriate, conditions imposed to ensure an adequate level of protection. ▪ Category C: Planning permission should not normally be granted. Conditions should be imposed to ensure a commensurate level of protection against noise, where it is considered that permission should be given ▪ Category D: Planning permission should normally be refused. 2.3 British Standard 4142:2014 (BS 4142) 2.3.1 This standard was used to assess noise from maintenance activities and fixed plant and equipment associated with the site. 2.3.2 BS 4142 (Ref. 2.8) provides guidance for assessing an industrial or commercial sound source in mixed residential and industrial areas. 2.3.3 It assesses the likelihood of an adverse impact by considering the difference between the source noise and the background noise level whilst considering the context in which the sound occurs. Clause 11: Assessment of the impacts in BS 4142 states that: ▪ Typically, the greater this difference, the greater the magnitude of the impact. ▪ A difference of around +10 dB or more is likely to be an indication of the significant adverse impact, depending on the context. ▪ A difference of around +5 dB is likely to be an indication of an adverse impact, depending on the context. ▪ The lower the rating level is relative to the measured background sound level, the less likely it is that the specific sound source will have an adverse impact. Where the rating level does not exceed the background sound level, this is an indication of the specific sound source having a low impact, depending on the context. 2.4 Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 2.4.1 The Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996 (NIRR) (Ref. 2.9) were made under Part II of the Land Compensation Act 1973. Regulation 4 imposes a duty on authorities to carry out or make a grant in respect of the cost of undertaking noise insulation work in or to an eligible building. According to the regulations an eligible building is either a dwelling or a building used for residential purposes. This is subject to meeting certain criteria given in the regulations. Regulation 5 provides authorities with discretionary powers to undertake or make a

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grant in respect of the cost of undertaking noise insulation work in or to eligible buildings, subject to meeting certain criteria given in the regulations. 2.4.2 Grants at eligible buildings are subject to meeting the following criteria: ▪ When the movement of trains takes place during the daytime period, noise is at a level for paragraph (1) to apply if- o The relevant noise level is greater by at least 1 dB(A) than the prevailing daytime noise level and the noise level is greater than or equal to 68 dB LAeq; o The noise caused, or expected to be caused, by that movement makes an effective contribution to the relevant noise level of at least 1 dB(A). ▪ When the movement of trains takes place during the night time period, noise is at a level for paragraph (1) to apply if- o The relevant noise level is greater by at least 1 dB(A) than the prevailing daytime noise level and the noise level is greater than or equal to 63 dB LAeq; o The noise caused, or expected to be caused, by that movement makes an effective contribution to the relevant noise level of at least 1 dB(A). 2.5 Noise Insulation Regulations (1975) 2.5.1 The Noise Insulation Regulations 1975 (Ref. 2.11) were made under Part II of the Land Compensation Act 1973. Regulation 3 imposes a duty on authorities to carry out or make a grant in respect of the cost of undertaking noise insulation work in or to an eligible building. According to the regulations an eligible building is either a dwelling or a building used for residential purposes. This is subject to meeting certain criteria given in the regulations. Regulation 4 provides authorities with discretionary powers to undertake or make a grant in respect of the cost of undertaking noise insulation work in or to eligible buildings, subject to meeting certain criteria given in the regulations. 2.5.2 Grants at eligible buildings are subject to meeting the following criteria: ▪ The property concerned must not be more than 300m from the nearest point of the new or altered carriageway; ▪ The noise level in the first assessment year or re-assessment years (rounded to the nearest whole number) must be greater than or equal to 68 dB LA10,18h; ▪ The noise level in the assessment or re-assessment years, must be increased by at least 1 dB(A) when compared to the noise level existing immediately before construction works commenced; and ▪ The noise from the new or altered road contributes at least 1 dB(A) to the total noise level.

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3 Methodology 3.1 Operational Rail 3.1.1 The proprietary software NoiseMap 5 (with the Calculation of Railway Noise (CRN) calculation package) was used to predict noise levels at sensitive receptors within the study area for the opening year with the proposed layout. The parameters used in the model are summarised in Table 3-1.

Table 3-1: Noise Modelling Parameters and Sources Parameter Source Details Calculation method CRN 1988 Calculation engine NoiseMap 5 (CRN package). Horizontal distances Ordnance Survey (OS) MasterMap Ground levels OS Digital Terrain Model: 1m Building heights Amey Noise Model Assumed building height: 8m Addresses AddressBase Premium 2018 Receptor position Amey Noise Model 1m from façade and 1.5m (ground floor and 4m (first floor) in height Absorbent Ground Amey Noise Model Soft ground Parameter Source Details 3.1.2 The rolling stock vehicles and units predicted to be in use at the depot at detailed in Table 3 2. CRN does not provide a correction for all these classes of trains. Therefore, a correction of +16 (Gatwick Express) was used as a conservative estimate for the trains. Based on CRN, the correction for passengers’ coaches is assumed to be +7dB. In summary, a conservative vehicle correction of +24dB has been used for all vehicles and +15dB for passengers’ coaches. 3.1.3 The current CRN methodology (Ref. 3.1) does not include a correction for the effects of wheel squeal. A German prediction model (Ref. 3.2) suggests that a correction of +8dB should be used for curves with a radius of less than 300m. This correction has been added to the +16dB correction, leading to a total correction of +24dB. The +8dB correction has been made for passenger coaches also, leading to a total correction for passenger coaches of +15dB. This is a conservative measure. In reality, it is expected that a high proportion of the vehicles will be electric which are anticipated to emit much lower noise levels than the diesel engines from which source noise levels are used. 3.1.4 It is assumed that a maximum of 24 trains will be using the depot at an average speed of 16 kph between 22:00 and 06:30. Trains will be arriving between 22:00 and 00:30 and leaving between 04:30 and 06:30. it is understood that there will be no daytime movements with the exceptions of trains entering the depot between 22:00 to 23:00.

Table 3-2: Rolling Stock vehicles Class of Unit / Vehicle Class 67 Mk III rake + DVT Mk IV rake + DVT Class 175/0 Class 175/1 Class TBA CAF Civity (2 car) Class TBA CAF Civity (3 car - standard class only) Class TBA CAF Civity (3 car - First class ready) Class TBA CAF Civity (3 car - Decommissioned First class) CONFIDENTIAL TRAN01-KAW-R0-TAF-RPT-Y-EN-000011 10 DATE: 08/11/19 P02

Class TBA CAF Civity (3 car - First class fitted) Class 158/0 Class 150/2 Class 153 Class 230 Class 170/2 Class 170/2 Class 142 Class 143 Class 150/9 FLIRT DEMU FLIRT Tri-Mode (4 car) Class 769 Specimen scheme - Class 769 Metro Vehicles FLIRT Tri-Mode (3 car)

3.2 Operational Car Park Noise 3.2.1 Noise predictions were made for vehicles using both the depot car park and the multi- deck station car park. 3.2.2 The proprietary software NoiseMap 5 (with the BS5228 calculation package) was used to predict noise levels from the car park at sensitive receptors within the study area. The car park is to have 120 spaces and it was assumed that 200 cars would be accessing the car park per day. Operational Plant and Maintenance Activities 3.2.3 The predicted operations have been assessed in accordance to BS 4142:2014. The main sources of noise are detailed in Table 3-3.

Table 3-3: Equipment List Plant Item Heating system Local exhaust ventilation (LEV) extraction Wheel lathe Overhead crane DPS sounders Fire alarm Intruder alarm Rolling stock washing pump Compressor Rolling stock sand replenishment plant Rolling stock washing building

3.2.4 Internal noise levels were predicted as one entity as individual data for each source is not available. Noise measurements were taken at Canton depot which had similar operational plant at the proposed scheme. Noise measurements are detailed in Table 3-4.

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Table 3-4: Noise measurements at Canton depot Activity Noise Level (LAeq)

Roof fans operating 64.8 Train approaching bend approximately 80m away - rail squeal 65.9 Roof fans operating, class 67 locomotive idling on line 8. 65.5 Roof fans operating, class 67 locomotive idling on line 8, class 142 locomotive 78.4 started then 4m away Extraction fans operating 68.8 Extraction fans operating/Train horn ~ 50m away on rail line south west 69.7 No activity on line 8, 10 & 11. Roof fans operational on lines 1,2 ,3 & 4 58.1 Train Class 142 idling on Line 1 ~ 20m away 75.3 Train Class 142 revving on Line 1 ~ 20m away 78.7 Extractor fan and roof fans operating 75.4 Roof fans 68.4 Roof fans, machan jacks being removed ~ 40m away, general noise of tools 72.9 clunking, 142 idling and extractor fans starting Alarm sounding for train leaving 85.3 General maintenance 2m away on train under carriage 76.6 Makita DTW1001 power wrench - battery powered 1m away 78.9 Alarm sounding Train arrival and breaking squeal 74.1 Engine idling, extraction fans on, roof fans on, general activity 77.8 No activity on line 8, 10 & 11. Roof fans operational on lines 1,2 ,3 & 4 62.6 Radiator cleaning with air and water lance 1m away 78.4

Radiator cleaning with air and water lance 2m away 77.8

Roof vans operating, general maintenance on lines 1 & 2 (undercarriage), 69.3 no engines running

Extraction fans running, roof fans running, no engines idling 74.9

Roof fans running - no other activity within 50m 66.2

Logarithmic Average 76.3

3.2.5 The logarithmic average of all activities was calculated at 76.3 dB LAeq. and to account for activities not taking place in Caton depot on the day of the survey, and to ensure a conservative and robust assessment, the internal noise level used in the calculations was increased to 80 dB LAeq, more than double the measured noise level. 3.2.6 Total sound pressure level (SPL) at the receptors was calculated based on the internal SPL, surface area of each partition (S) and distance to receptor (R) using the formula below; SPL External = SPL Internal - SRI + 10*LOG(S) - 20*LOG(R) -14 3.2.7 The SRI for each partition was provided by engineers and is detailed for each element in Table 3-5.

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Table 3-5: Sound Reduction Index used in SPL external calculation Element Specification Sound Reduction Index (dB) Roof 135mm Tata Steel Trisomet insulated roof panel 28.5 system Wall 445mm cladding wall, with 120mm external Tata Steel 28.9 Trimapanel insulated wall panel system Roller door Safe-door Industries Ltd - Soundroll 30/31 31.0

3.2.8 The type of external fixed plant such as air-handling units (AHU), generators and substations have not been confirmed yet, and as such, source noise data is unavailable. In order to establish the ‘allowable’ noise level (ANL), the headroom between the noise limit and the predicted total noise level (excluding AHU, generators and substation) was calculated by logarithmically subtracting the total plant predicted, from the limit using the following formula: ANL = 10*LOG (10Background Noise Level/10 – 10SPL EXTERNAL/10)

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4 Study Area 4.1 Baseline Conditions 4.1.1 Several noise-sensitive receptors have been identified which are in close proximity to the proposed site. The site is located near the A470 road and road traffic noise is the main noise source in the area. 4.1.2 The noise environment surrounding the proposed site is dominated by road traffic noise with contributions from the existing depot and surrounding industrial businesses. 4.2 Value (Sensitivity) of Resource 4.2.1 Noise Sensitive Receptors (NSR) are receptors potentially sensitive to noise or vibration. They typically include dwellings, hospitals and community facilities and designated areas. Figure 1 (in Appendix A) illustrates the noise sensitive receptors within the study area. Using professional judgement, the study area was defined by a 600m buffer around the proposed scheme. In total, 1,180 residential receptors and 17 community receptors have been included in the study area as part of this assessment, detailed in Table 4-1.

Table 4-1: Noise sensitive receptors within 600m of the scheme

Distance (m) Community Residential 0-300 7 462 300-600 10 718 Total 17 1,180

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5 Noise Survey 5.1.1 The methodology for all noise surveys was agreed with Rhondda Cynon Taf County Borough Council prior to commencement. 5.1.2 An unattended background noise survey was undertaken in accordance with the guidance in BS 4142:2014 between 23rd May and 19th July 2019 by Sunil Salpekar. Weather during the noise survey setup and collection was dry and calm. 5.1.3 The equipment used during the noise survey is detailed in Table 5-1.

Table 5-1: Survey Equipment – Long Term Equipment Manufacturer Serial Number Calibration Date Sound Level Meter Cirrus CR:171B G080655 31st January 2019 Sound Level Meter Cirrus CR:171B G079526 31st January 2019 Acoustic Calibrator Cirrus CR:515 82099 31st January 2019 Weather Station Davis Instruments Vantage Vue 6250UK - 5.1.4 During the background noise survey, the following acoustic parameters were recorded:

▪ LAeq,T; and

▪ LA90,T. 5.1.5 The background noise levels were measured over the following time interval: ▪ 15 mins during the night (23:00 to 07:00) ▪ 1 hour during the day (07:00 to 23:00) 5.1.6 Long-term noise levels were measured at two locations, detailed in Table 5-2 and Plate 5-1, between 23rd May and 19th July 2019. These locations were chosen as they were deemed representative of the background noise levels in the vicinity of the site.

Plate 5-1: Long term survey locations

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Table 5-2: Survey Locations

Location Classification Grid Reference Ladybird’s Cleaning Service, Road Commercial ST 12663 83566 Pinewood Lodge, Cemetery Road Residential ST 12460 83160

5.1.7 The unattended survey was set up by Sunil Salpekar using the equipment listed in 1. 5.1.8 In agreement with Rhondda Cynon Taf County Borough Council, the weather station was set up at the existing depot, which is between the two unattended monitoring positions, in order to ensure that the data measured was representative of both positions. 5.1.9 Instrumentation was check-calibrated during intermittent visits throughout the survey period with a maximum deviation from 94 dB of -0.3dB. Weather during the surveys was predominantly dry and calm with wind speeds less than 5m/s. Data collected during periods of rain or wind speeds great than 5m/s were removed from the data pool in accordance with the guidance BS 4142:2014. 5.1.10 The results of the statistical analysis of unattended noise measurements are displayed graphically in Plate 5-2 to Plate 5-5.

Plate 5-2: Measured daytime background noise levels at Ladybird

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Plate 5-3: Measured night time background noise levels at Ladybird

Plate 5-4: Measured daytime background noise levels at Pinewood

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Plate 5-5: Measured night time background noise level at Pinewood

5.1.11 Based on analysis of the data presented in Plate 5-2 to Plate 5-5 and guidance from BS 4142:2014, representative background values at both locations for daytime and night-time were obtained. These chosen values generally sit centrally within the distribution curve and are the mode with the highest frequency of occurrence. 5.1.12 The chosen background noise levels, for daytime and night-time, at both sites is detailed in Table 5-3.

Table 5-3: Chosen Background Noise Levels for daytime and night-time

Location Daytime (LA90,1hr) Night-time (LA90,15min) Ladybird’s Cleaning Service, Cardiff Road 46 38 Pinewood Lodge, Cemetery Road 60 40 5.1.13 The increased noise levels at Pinewood Lodge indicate its closer proximity to the A470 road.

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6 Assessment 6.1 TAN 11 (Rail Noise) 6.1.1 Rail noise was assessed using guidance from TAN 11 and methodology stated in 3.2. The predicted noise levels were calculated for all NSR within the study area and are summarised in Table 6-1. Results for all receptors within the study area are displayed graphically in Figure 2, refer to Appendix A.

Table 6-1: Predicted noise levels from train movements within the depot

Noise Level (dB LAeq) Total Receptors Residential Community 0-5.0 0 0 0 5.0-9.9 5 5 0 10.0-14.9 48 48 0 15.0-19.9 91 87 4 20.0-24.9 305 301 4 25.0-29.9 350 346 4 30.0-34.9 244 242 2 35.0-39.9 68 68 0 40.0-44.9 44 42 2 45.0-49.9 27 27 0 50.0-54.9 15 14 1 55.9-59.9 0 0 0 Total 1197 1180 17

6.1.2 Noise from train movements within the depot are predicted to result in noise levels of less than 55dB LAeq at all noise-sensitive receptors. The majority of receptors are predicted to experience noise levels between 15dB and 35dB LAeq. 6.1.3 Based on these predicted levels and guidelines published in TAN 11 all properties with a night time noise level of less than 45dB are within Category A. The 37 residential receptors and 1 community receptors (Taff’s Well United Church) which are predicted to experience night time noise levels greater than 45 are assigned to Category B. 6.1.4 TAN 11 states that if properties are within noise exposure Category B “Noise should be taken into account when determining planning applications and, where appropriate, conditions imposed to ensure an adequate level of protection”. 6.1.5 These 38 receptors are to the lower end of the Category B band with a maximum predicted noise level of 53.6dB LAeq at 8, 10 and 11 Alfred’s Terrace and Taff’s Well United Church. 6.1.6 Table 6-2 summarises the number of noise-sensitive receptors by the category they fit into in accordance with TAN 11 guidance.

Table 6-2: TAN 11 Noise exposure categories of noise-sensitive receptors

Noise Time Category A Category B Category C Category D Source Rail 0700-2300 1,197 0 0 0 2300-0700 1,155 42 0 0

6.1.7 The maximum predicted noise level of 53.6dB LAeq at 10, 11 and 8 Alfred’s Terrace is significantly below the NIRR Specified daytime and night time noise levels of 68dB LAeq and 63dB LAeq respectively.

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6.1.8 As a result of this assessment, no significant impact is anticipated during the daytime or night at any receptor and no further mitigation is necessary. Car Park Noise 6.1.9 A conservative assessment from car accessing the depot and station car park was carried out. The predicted noise levels were calculated for all NSR within the study area and are summarised in Table 6-3. Results for all receptors within the study area are displayed graphically in Figure 3 of Appendix A. 6.1.10 The assessment assumed that 400 cars would be using the car park per day. The assessment found that 29 properties experience noise levels higher than 45dB. 6.1.11 No significant effects are anticipated during the day. No significant effects are anticipated during the night, as the predicted noise levels at receptors within category B are to the lower end of the category.

Table 6-3: Predicted noise levels from car movement within depot car park Noise Level (dB) Total Receptors Residential Community 0-5.0 0 0 0 5.0-9.9 0 0 0 10.0-14.9 4 4 0 15.0-19.9 197 196 1 20.0-24.9 390 384 6 25.0-29.9 340 336 4 30.0-34.9 166 162 4 35.0-39.9 57 56 1 40.0-44.9 19 18 1 45.0-49.9 18 18 0 50.0-54.9 6 6 0 55.0-59.9 0 0 0 Total 1197 1180 17

6.1.12 Table 6-4 summarises the number of noise-sensitive receptors by the category they fit into in accordance with TAN 11 guidance.

Table 6-4: TAN 11 Noise exposure categories of noise-sensitive receptors

Noise Time Category A Category B Category C Category D Source Road 0700-2300 1,197 0 0 0 2300-0700 1,173 24 0 0

6.1.13 The NIR Specified daytime and night time noise levels of 68dB and 63dB respectively are expressed by the LA10, 18hr parameter, rather than LAeq, as used for prediction. Assuming a relationship of ‘LA10 - LAeq ≈ 3dB’, the maximum predicted noise level of 51.4dB LAeq is equivalent to a noise level of 54.4dB LA10 at Cardiff Road. When a further conservative +3dB correction is made to convert the free-field prediction to a façade prediction (as per NIR guidance), the result is a maximum noise level of 57.4dB LA10 which is significantly below the NIR Specified levels. 6.1.14 As a result of this assessment, no significant impact is anticipated during the daytime or night at any receptor and no further mitigation is necessary.

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6.2 BS 4142:2014 (Plant and fixed equipment) 6.2.1 Seven receptors were identified representing the nearest residential properties in the vicinity of the depot detailed in Table 6-5.

Table 6-5: Representative Residential Receptors

Representative Receptors and Façade Closest distance to depot building (m) 12 Alfred's Terrace NE 127 20 Anchor Street NE 178 Old Station House SE 192 Fforest Fach Cottage W 86 15 Church Street SW 220 1 Toghill Drive SE 134 48 Moy Road S 412

6.2.2 The predicted noise levels (LAeq to the nearest dB) at the receptor location with the highest predicted noise is shown Table 6-6.

Table 6-6: Predicted Noise level at representative receptors

Receptor Predicted Noise Level (dB LAeq) 12 Alfred's Terrace 32 20 Anchor Street 28 Old Station House 28 Fforest Fach Cottage 35 15 Church Street 27 1 Toghill Drive 31 48 Moy Road 21

6.2.3 Fforest Fach Cottage and 12 Alfred’s Terrace used for BS 4142:2014 assessment as they are the NSR with the highest predicted noise levels of which the two noise surveys are representative. 6.2.4 The predicted noise levels above do not include external plant such as air-handling units, generators or substations. 6.2.5 It is the intention that implementation of the mitigation as detailed in Section 7. should obviate the necessity for any acoustic feature corrections, such as for tonality, impulsivity, intermittency or other sound characteristics. Therefore, no acoustic feature corrections have been made to the predicted noise levels. 6.2.6 The BS 4142:2014 assessment requires the background noise level to be subtracted from the rating level to establish if an adverse impact is likely. Typically, the greater the difference, the greater the magnitude of impact. ▪ A difference or around +10 dB or more is likely to be an indication of a significant adverse impact, depending on the context, ▪ A difference of around +5 dB is likely to be an indication of an adverse impact, depending on the context. ▪ Where the rating level does not exceed the background sound level, this is an indication of the specific sound source having a low impact, depending on the context.

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Fforest Fach Cottage 6.2.7 The daytime and night time BS 4142 assessment for Fforest Fach Cottage is detailed in Table 6-7 and Table 6-8.

Table 6-7: Daytime BS 4142 Assessment Description Daytime

Predicted source LAeq noise level 35.2dB Acoustic feature correction 0dB

Rating level, LAr 35.2dB

Background level (measured LA90,1h) 62dB Difference -26.8dB

Table 6-8: Night time BS 4142 Assessment Description Night time

Predicted source LAeq noise level 35.2dB Acoustic feature correction 0dB

Rating level, LAr 35.2dB

Background level (measured LA90,15mins) 40dB Difference -4.8dB

6.2.8 The predicted noise levels at the external location of the nearest representative receptor, Fforest Fach Cottage, is 26.8dB below the daytime limit and 4.8dB below the night-time limit (detailed in Table 6-7 and Table 6-8). 6.2.9 This is an indication that the internal activities associate with the proposed scheme will have a low impact during the day and night, depending on the context.

External plant 6.2.10 As external plant is not included in the predictions summarised above, it is necessary to establish the level at which noise from external plant may operate without exceeding the measured background noise at the NSRs when combined with noise from other sources. Using the formula detailed in 0, the ‘allowable’ noise level (ANL) was calculated by logarithmically subtracting the predicted level for internal noise included in the BS 4142 assessment (35.2dB LAeq) from the relevant background noise level (40dB LA90). ANL = 10*LOG (10Background Noise Level/10 – 10SPL EXTERNAL/10) ANL = 10*LOG (1040/10 – 1035.2 /10) ANL = 38dB 6.2.11 The external SPL for all external plant including diesel generators, AHU and substations must have a combined maximum external noise level of 38dB at Fforest Fach Cottage to result in a cumulative predicted noise level not exceeding the background.

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12 Alfred’s Terrace 6.2.12 The day time and night time BS 4142 assessment for 12 Alfred’s Terrace is detailed in Table 6-9 and Table 6-10.

Table 6-9: Day time BS 4142 Assessment Description Daytime

Predicted source LAeq noise level 31.9dB Acoustic feature correction 0dB

Rating level, LAr 31.9dB

Background level (measured LA90,1h) 46dB Difference -14.1dB

Table 6-10: Night time BS 4142 Assessment Description Night time

Predicted source LAeq noise level 31.9dB Acoustic feature correction 0dB

Rating level, LAr 31.9dB

Background level (measured LA90,15min) 38dB Difference 6.1dB

6.2.13 The predicted noise levels at the external location of 12 Alfred’s Terrace, is 14.1dB below the daytime limit and 6.1dB below the night-time limit. 6.2.14 This is an indication that the internal activities associated with the proposed scheme will have a low impact during the day and night, depending on the context.

External plant 6.2.15 As external plant is not included in the predictions summarised above, it is necessary to establish the level at which noise from external plant may operate without exceeding the measured background noise at the NSRs when combined with noise from other sources. Using the formula detailed in 0, the ‘allowable’ noise level (ANL) was calculated by logarithmically subtracting the predicted level for internal noise included in the BS 4142 assessment (32dB LAeq) from the relevant background noise level (38dB LA90). ANL = 10*LOG (10Background Noise Level/10 – 10SPL EXTERNAL/10) ANL = 10*LOG (1038/10 – 1031.9 /10) ANL = 36.7dB 6.2.16 The external SPL for all external plant including diesel generators, AHU and substations must have a combined maximum external noise level of 36.7dB at 12 Alfred’s Terrace to result in a cumulative predicted noise level not exceeding the background.

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Uncertainty 6.2.17 BS 4142:2014 requires qualitative consideration of the level of uncertainty in data received from suppliers, measurements and calculations. Reasonably practicable steps have been taken to reduce the level of uncertainty. 6.2.18 Background noise measurements: ▪ Background noise level measurements were undertaken over 8 weeks, hence, reducing uncertainty of background noise level; ▪ Background noise levels measurements were reviewed, and abnormal events were excluded, increasing conservatism of the background noise level; ▪ Background noise level measurements were reviewed against prevailing weather conditions, and data was excluded if collected during periods of high winds (greater than 5 m/s) and rain; and ▪ Background noise level measurements were undertaken using a Type 1 calibrated sound level meter, reducing uncertainty. 6.2.19 Measured data: ▪ Actual on-site measured data of the equipment used at this proposed scheme was used for the assessment. ▪ The actual on-site measured data was increased to account for potential additional equipment. 6.2.20 Taking into consideration all of the above, uncertainty has been reduced as far as practicably possible. Context 6.2.21 BS 4142:2014 highlights a number of factors that need to be taken into to consideration: ▪ The character and level of noise – the surrounding area already includes industrial noise sources from the surrounding commercial areas and hence similar noise would not be considered uncharacteristic of the locality. The study area is also characterised by noise from the railway and road. ▪ The sensitivity of the receptors and whether dwellings already incorporate design measures that secure good internal acoustic condition - It is unknown if neighbouring dwellings already incorporate design measures that secure good internal acoustic condition and hence has not been a determining factor. 6.2.22 It is considered relevant that the proposed development is in an area with relatively high ambient noise levels. The existing acoustic environment is dominated by road traffic noise but is also subject to noise from the existing depot and industrial and commercial noise from surrounding businesses as well as noise from the existing railway. It is considered that noise produced by the proposed development will be of a level and character not dissimilar to existing noise environment.

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7 Recommended Mitigation 7.1.1 It is recommended all external equipment is housed appropriately to reduce the noise levels incident on noise-sensitive receptors to as low a level as is reasonably practicable. 7.1.2 Roller shutter doors should be kept closed when not in use, particularly when maintenance or site activities are taking place internally. Particular attention should be paid to doors facing noise-sensitive receptors. 7.1.3 It is recommended that the rollers doors used on the depot buildings have a minimum sound reduction index (SRI) of 31dB Rw, and that, as recommended above, these are kept closed during operations. 7.1.4 The acoustic properties of all equipment, including external equipment such as generators and fans associated with AHU equipment or any other equipment, should be considered as important as any other factor influencing its procurement. This will help to reduce the noise impact of equipment as far as reasonably practicable. 7.1.5 Equipment at the depot should be chosen and/or designed to avoid tonality. As an example, vehicle reversing and warning alarms should be broadband alarms and should be of a level appropriate for the task, whilst remaining mindful of operative safety and the sensitivity to noise of neighbouring properties. Overhead cranes should be chosen which do not include a tonal alarm, where possible. 7.1.6 Working practices should be put in place whereby hand-held equipment is not dropped onto surfaces including the floor. Appropriate training should be given to staff to convey the importance of community relations, the impact of excessive noise, and the means by which it can be avoided.

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8 Conclusions 8.1 Summary 8.1.1 The proposed scheme has been assessed in terms of its impact on nearby noise sensitive receptors during operation. 8.1.2 Noise surveys have been undertaken at nearby residential receptors to define existing baseline noise levels in line with relevant guidance and informed by prior consultation with the local authority. 8.1.3 The assessment considered noise from train movements within the depot. It was concluded that, as a result of the relatively low predicted noise levels and the low number of NSRs exposed to them, that no significant impact is anticipated. 8.1.4 The assessment considered noise from vehicles using the car park of the operational depot and station. It was concluded that, as a result of the relatively low predicted noise levels, the low number of NSRs exposed to them, , and the large margin below the respective Noise Insulation Regulations criteria that no significant impact is anticipated. 8.1.5 The assessment also considered noise from maintenance activities including permanent fixed plant. External fixed plant should be designed so that, when combined with maintenance activities and internal plant, the cumulative noise level from all fixed plant and equipment does not exceed the measured background noise levels. 8.1.6 In summary, it is concluded that the proposed development would have a low impact on the surrounding NSRs.

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9 References Ref. 1.1 H.M. Government, Town and Country Planning Act 1990, available at https://www.legislation.gov.uk/ukpga/1990/8/data.pdf Ref. 1.2 Rhondda Cynon Taf, Local Development Plan 2006 – 2021, available at https://www.rctcbc.gov.uk/EN/Resident/PlanningandBuildingControl/LocalDevelo pmentPlans/LocalDevelopmentPlan20062021.aspx Ref. 2.1 H.M. Government, Environmental Protection 1990, available at https://www.legislation.gov.uk/ukpga/1990/43/data.pdf Ref. 2.2 H.M. Government, The Noise and Statutory Nuisance Act 1993, available at https://www.legislation.gov.uk/ukpga/1993/40/data.pdf Ref. 2.3 H.M. Government, The Control of Pollution Act 1974, available at https://www.legislation.gov.uk/ukpga/1974/40/data.pdf Ref. 2.4 Welsh Government, Planning Policy Wales, available at https://gov.wales/sites/default/files/publications/2019-02/planning-policy-wales- edition-10.pdf Ref. 2.5 Welsh Government, Technical Advice Note 11: Noise, available at https://gov.wales/sites/default/files/publications/2018-09/tan11-noise.pdf Ref. 2.6 Rhondda Cynon Taf, Local Development Plan 2006 – 2021, available at https://www.rctcbc.gov.uk/EN/Resident/PlanningandBuildingControl/LocalDevelo pmentPlans/LocalDevelopmentPlan20062021.aspx Ref. 2.7 The British Standards Institution BS 5228-1:2009+A1 2014 Code of practice for noise and vibration control on construction and open sites. Part 1: Noise. Ref. 2.8 The British Standards Institution BS 4142:2014 Methods for rating and assessing industrial and commercial sound Ref. 2.9 H.M. Government, The Noise Insulation (Railways and Other Guided Transport Systems) Regulations 1996, available at http://www.legislation.gov.uk/uksi/1996/428/made/data.pdf Ref. 2.10 World Health Organization, Guidelines for community noise, available at https://apps.who.int/iris/handle/10665/66217 Ref. 3.1 Department of Transport, Calculation of Railway Noise 1995 Ref. 3.2 Moehler, U. & Liepert, M. The new German prediction model for railway noise “Schall 03 2006” – Potentials of the new calculation method for noise mitigation of planned rail traffic, available at http://www.mopa.de/publikationen/2007/20071.pdf

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Drawings

Figure 1 - Noise Sensitive Receptors & Representative Receptor

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Figure 2 - Noise Contours for Rail Noise

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Figure 3 - Noise Contours for Car Park Noise

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