South Tralee Supplementary Report to Les Acoustic

Consultants in Acoustics, Vibration & Structural Dynamics email: sydney@renzotonin.com.au

website: www.renzotonin.com.au

SOUTH TRALEE SUPPLEMENTARY REPORT TO LES

ACOUSTIC REVIEW

TE543-02F02 (REV 3) SUPPLEMENTARY LES

27 JULY 2010

Prepared for:

Eco Logical Australia Pty Ltd

Ste 604, Level 6, 267 Castlereagh Street

SYDNEY NSW 2000

Attention: Mr Mark Adams

Sydney (Head Office) Melbourne Renzo Tonin & Associates (NSW) Pty Ltd Member of the Association of Australian Acoustical Consultants Brisbane ABN 29 117 462 861 1/418A Elizabeth St., SURRY HILLS, NSW 2010 Gold Coast PO Box 877 STRAWBERRY HILLS, NSW 2012 Ph (02) 8218 0500 Fax (02) 8218 0501 Kuwait

DOCUMENT CONTROL

Non- Reviewed & Issued Prepared By Instructed By Date Revision History Issued Authorised by Revision (initials) (initials) Revision (initials)

22/06/10 Draft report - 0 TG TG TG 17/07/10 Final draft report 1 2 TG TG PK 27/07/10 Final Report - 3 TG TG TG

The work presented in this document was carried out in accordance with the Renzo Tonin & Associates Quality Assurance System, which is based on Australian Standard / NZS ISO 9001. This document is issued subject to review and authorisation by the Team Leader noted by the initials printed in the last column above. If no initials appear, this document shall be considered as preliminary or draft only and no reliance shall be placed upon it other than for information to be verified later. This document is prepared for our Client's particular requirements which are based on a specific brief with limitations as agreed to with the Client. It is not intended for and should not be relied upon by a third party and no responsibility is undertaken to any third party without prior consent provided by Renzo Tonin & Associates. The information herein should not be reproduced, presented or reviewed except in full. Prior to passing on to a third party, the Client is to fully inform the third party of the specific brief and limitations associated with the commission. The information contained herein is for the purpose of acoustics only. No claims are made and no liability is accepted in respect of design and construction issues falling outside of the specialist field of acoustics engineering including and not limited to structural integrity, fire rating, architectural buildability and fit-for-purpose, waterproofing and the like. Supplementary professional advice should be sought in respect of these issues.

© Renzo Tonin & Associates (NSW) Pty Ltd SOUTH TRALEE SUPPLEMENTARY REPORT TO LES Major Projects Acoustics Team Acoustic Review TE543-02F02 (rev 3) Supplementary LES Eco Logical Australia Pty Ltd 27 July 2010 Page 2

CONTENTS

1 INTRODUCTION 6

2 PROJECT DESCRIPTION 8 2.1 Site Description 8 2.2 Noise and Vibration Sensitive Receivers 8 2.2.1 Potential Uses for the Remainder of the site 8 2.2.2 Potential Uses within the 250m Buffer Zone 9 2.3 Noise Issues 10

3 REVIEW OF SECTION 62 SUBMISSIONS 12 3.1 Summary of Issues 12

4 AIRCRAFT NOISE 14 4.1 Outcomes from Previous Report 14 4.2 Assessing Aircraft Noise Impact 15 4.2.1 NSW Department of Planning Section 117 Ministerial Direction 3.5 15 4.2.2 National Aviation Policy White Paper 15 4.2.3 Queanbeyan City Council Aircraft Noise Assessment Guidelines 16 4.2.4 Adopted Assessment Approach 16 4.3 Review of Canberra Airport 2009 Master Plan 18 4.3.1 Canberra Airport Ultimate Practical Capacity ANEF 18 4.3.2 Changes to Flight Paths Across South Tralee 21 4.3.3 Changes to Future Frequency and Type of Aircraft Across Tralee 22 4.3.4 Calculated Aircraft Noise Levels 23 4.3.5 Noise Mitigation Options 28 4.4 Recommendations for South Tralee Supplementary Report 34 4.4.1 Aircraft Noise Assessment 34 4.4.2 Adopting a Buyer Advisory Policy 34 5 INDUSTRIAL NOISE 35 5.1 Outcomes from Previous Report 35 5.2 Update of Industrial Noise Impacts 36 5.2.1 Industrial Noise Criteria 36 5.2.2 Potential Future Industrial Noise Impacts 37 5.3 Noise Mitigation Options 41 5.3.1 Buffer zones 41 5.3.2 Noise Barriers 41 5.3.3 Buildings as Noise Shields 42 5.3.4 Building Orientation and Room Layout 43 5.4 Recommendations for South Tralee Supplementary Report 46 5.4.1 Recommendations for within Buffer Zone 46

5.4.2 Residential Development 47 6 ROAD TRAFFIC NOISE 48 6.1 Outcomes from Previous Report 48 6.2 Update of Traffic Noise Impacts 48 6.2.1 Traffic Noise Criteria 48 6.2.2 Traffic Noise Assessment 49 6.3 Recommendations for South Tralee Supplementary Report 51 6.3.1 Building Setback 51 6.3.2 Noise Barriers & Higher Boundary Fences 52 6.3.3 Building Design 52 6.3.4 Building Layout 52 6.3.5 Building Treatment 52 7 RAIL NOISE 54 7.1 Outcomes from Previous Report 54 7.2 New Assessment Standards 54 7.2.1 ISEPP Noise Limits 55 7.2.2 ISEPP Guideline 56 7.2.3 Clarification of ISEPP Noise Limits 56 7.2.4 Rail Vibration 57 7.3 Assessment of Rail Noise Impacts 58 7.4 Recommendations for South Tralee Supplementary Report 59

8 CONCLUSION 60

REFERENCES 62

APPENDIX A - GLOSSARY OF ACOUSTIC TERMS 64

List of Tables

Table 1 – Potentially Permissible Noise Sensitive Land Uses - South Tralee (outside 250m buffer zone) 8

Table 2 – Potentially Permissible Land Uses - South Tralee (within 250m buffer zone) 9

Table 3 – Summary of Noise Related Issues Raised in Section 62 Submissions 12

Table 4 - Indoor Design Sound Levels (Table 3.3 – AS2021) 17

Table 5 - Aircraft Movements Based on ANEF and N&FPMS data 22

Table 6 -Future Maximum Noise Levels From Different Aircraft Types 26

Table 7 – Aircraft Noise Mitigation Options - Wide Bodied Aircraft - Departure on Runway 17 (based on 747-400) 30

Table 8 – Aircraft Noise Mitigation Options - Narrow-Bodied Aircraft - Departure on Runway 17 (based on 737/ A320) 33

Table 9 - NSW Industrial Noise Criteria for South Tralee, dB(A) 36

Table 10 – ACT Zone Noise Standards 37

Table 11 – NSW Road Traffic Noise Criteria, dB(A) 49

Table 12 – Train Noise Criteria for South Tralee 57

Table 13 – RAC Database Train Noise Levels 58

List of Figures

Figure 1 – Proposed Zoning at South Tralee based on Precinct Release Plan 11

Figure 2 – Ultimate Practical Capacity ANEF 20

Figure 3 – Aircraft Flight Paths for Canberra Airport affecting South Tralee 24

Figure 4 – Representative Locations to Determine the Range of Aircraft Noise Impact at South Tralee 25

Figure 5 – Trend of Aircraft Noise Reduction – 1950 to 2010 27

Figure 6 - Maximum Noise Level Contours from Wide Bodied Aircraft - Departure on Runway 17 (based on 747-400) 29

Figure 7 - Maximum Noise Level Contours from Narrow-Bodied Aircraft - Departure on Runway 17 (based on 737/ A320) 32

Figure 8 – Hume Industrial Area Potential Noise Impact (no treatment) – Night Period (LAeq(9hr))39

Figure 9 - Hume Industrial Area Noise Impact (3m noise barrier) – Night Period 40

Figure 10 – Relationship between height and width of an earth mound 42

Figure 11 – Continuous frontage 43

Figure 12 - Staggered terraces to protect windows from traffic noise 43

Figure 13 – Single Dwelling - Locating noise sensitive rooms away from the noise source 44

Figure 14 – Multiple Dwellings - locating noise sensitive rooms away from the noise source 45

Figure 15 – Single Storey Building Orientations which reduce noise intrusion 45

Figure 16 – Double Storey Building Orientation which reduces noise intrusion 46

Figure 17 - Screen test for habitable areas of single/ dual occupancy dwellings near a busy road (Speed 60-70km/h) 50

Figure 18 - Screen test for habitable areas of residential flats and other sensitive developments near a busy road (Speed 60-70km/h) 51

1 INTRODUCTION

Queanbeyan City Council is in the process of preparing a Supplementary Report to the Tralee Local Environment Study (2005) (the ‘Supplementary Report’) to assist in the preparation of the Local Environment Plan to rezone ‘South Tralee’ from its current zones of General Rural and Environmental Protection (LEP) to Residential zoning and to address Section 62 submissions on the Draft LEP.

This specialist acoustic report provides an update on our previous acoustic report, prepared in 2004, and re-examines the impact of environmental noise potentially affecting the residential development of ‘South Tralee’. Investigations include a review of aircraft noise, industrial noise, road noise and rail traffic noise onto the site in terms of the current Australian Standards and NSW Department of Environment, Climate Change and Water (DECCW) Policy. Furthermore, Section 62 submissions have been reviewed and the issues pertaining to noise have been identified and addressed within this report.

The scope of work for this acoustic study includes:

• Obtain and review available and relevant information with regards to noise impacting the South Tralee Site and previous Renzo Tonin & Associates reports, including:

- NSW Department of Planning Section 117 Ministerial Directions - direction 3.5; - the acoustic study (ref. VBC050609.JA eltr, dated 5 June 2009) prepared by Wilkinson Murray Pty Ltd and the subsequent response report (ref. VBC130410 RB Response, dated 13 April 2010); - the acoustic report for the ACT/Hume Development of an Asphalt Plant (ref: 70-1711 Rev 1, dated 20 January 2010) prepared by Heggies Pty Ltd, in particular the recommendations (including 4m high noise wall); - the Canberra Airport 2009 Master Plan (approved 28 August 2009), in particular the implications of the approved Freight Hub and night time operations with regard to noise at South Tralee; - the Section 62 Consultation submission prepared by Canberra Airport (ref: LEG:LEP, dated 31 March 2010); - the Section 62 Consultation submission prepared by AirServices Australia (dated 15 April 2010); - Section 3.9 of the South Tralee Supplementary Report prepared by Eco Logical Australia (ref: 0206-0001, dated 31 August 2009) in light of the above and confirm it satisfies the Section 117 Ministerial Direction 3.5.

• Review the Section 62 Consultation submissions and provide appropriate responses, suitable for inclusion in the Supplementary Report;

• Peer review the technical acoustic reports and:

- determine the adequacy of the methodology of the noise assessment and whether the data (directly and indirectly affecting noise) has been treated and analysed appropriately; - Determine the reliability of the noise predictions and the effectiveness of the proposed mitigation measures and identify additional general noise mitigation measures that should be considered (eg. treatment within buffer zone) - Identify recommendations to be incorporated into the LES to manage noise impacts at South Tralee.

• Identify the requirements of the NSW Department of Planning Section 117 Ministerial Directions in relation to the South Tralee site, review the Supplementary Report and confirm that it satisfies the Direction. Identify non-conformances and provide suitable recommendations for inclusion in the Supplementary Report.

• Review the outcomes of the Senate Inquiry into the effectiveness of Airservices Australia’s management of aircraft noise, delivered 2 July 2010

The work documented in this report was carried out in accordance with the Renzo Tonin & Associates Quality Assurance System, which is based on Australian Standard / NZS ISO 9001.

2 PROJECT DESCRIPTION

2.1 Site Description

‘South Tralee’ is a 174 hectare area of land, wholly located within the local government boundaries of Queanbeyan City Council. It is bounded by the property known as ‘Environa’ to the north and east, the Goulburn-Bombala Railway Line and the property known as ‘Pemberton’ to the west, and the remainder of the Tralee property to the south.

The Tralee site is currently zoned 1(a), Rural A Zone under the Queanbeyan Local Environment Plan 1991. Queanbeyan City Council proposes to rezone the land for residential and other uses. Figure 1 following details the proposed development of South Tralee from the Precinct Release Plan included in the Local Environment Study Supplementary Report.

2.2 Noise and Vibration Sensitive Receivers

2.2.1 Potential Uses for the Remainder of the site

Most of the South Tralee site has been zoned either R1 Residential or E2 Environmental Conservation in the draft LEP. The permissible uses within these zones have been reviewed. Table 1 following identifies potentially noise sensitive uses within the R1 Residential zone. There are no potentially noise sensitive uses within the E2 Environmental Conservation Zone.

Table 1 – Potentially Permissible Noise Sensitive Land Uses - South Tralee (outside 250m buffer zone)

Zone R1 - Residential

Attached dwellings Exhibition villages Office premises Residential Bed & breakfast Group homes Neighbourhood shops accommodation Accommodation Home businesses Places of public worship Residential flat buildings Boarding houses Hostels Public administration Retail premises Business premises Hotel or motel buildings Semi-detached Child care centres accommodation Recreation areas Dwellings Community facilities Information and Recreation facilities Seniors housing; education facilities (indoor) Dwelling houses Serviced apartments Medical centres Recreation Areas Shop top housing Environmental facilities (outdoor) Multi dwelling housing Veterinary hospitals Exhibition homes Registered clubs

2.2.2 Potential Uses within the 250m Buffer Zone

The draft LEP identifies a 250 m buffer zone that runs along the western boundary of the site, adjacent to the railway line. This area will be zoned as mainly Zone RE2 - Private Recreation and part Zone B1 - Neighbourhood Centre. The permissible uses within these zones have been reviewed. Table 2 following identifies permissible land uses within the buffer zone.

Table 2 – Potentially Permissible Land Uses - South Tralee (within 250m buffer zone)

Zone RE2 - Private Recreation Zone B1 - Neighbourhood Centre

Caravan parks Public administration Business premises Office premises Cemeteries buildings Child care centres Public administration Child care centres Recreation areas Community facilities buildings Community facilities Recreational facilities Environmental facilities Recreation areas (outdoor) Environmental facilities Food and drink premises Recreation facility Recreation facilities (indoor) Information and (major) Home businesses Education Facilities Registered clubs Registered clubs Hotel/ motel Markets accommodation Retail premises Restaurants Neighbourhood shops Shop top housing Water recreation Shops structures Veterinary hospitals

Potentially noise sensitive uses have been identified in the table in bold font. Further to this, it is noted that there is potential for residential premises to be located within the buffer zone, in the form of shop top housing in Zone B1. Caravan parks and hotel/ motel accommodation, which are of similar sensitivity to residential premises, may also be located in Zone RE2 and B1 respectively. Residential (or similar) premises have been identified in the table in bold, underlined font.

2.3 Noise Issues

Noise has been recognised as a major cause of disturbance to living and working environments and therefore as a key determinant of urban amenity. The major sources of noise potentially affecting the South Tralee site are:

• Aircraft noise associated with the Canberra Airport. The northern most point of the site is located approximately 8.5 km from the southern end of North-South Runway (35/17) of the Canberra International Airport. The eastern most part of the site is located approximately 390m west of the main flight path centreline for Runway 35/17.

• Industrial noise associated with the Hume Industrial Area located adjacent to the western boundary of the site. The industrial area is located in the Australian Capital Territory, however the Tralee site is in NSW, so industrial noise impact is assessed in terms of the NSW Industrial Noise Policy and the ACT Environmental Protection Regulations 2005.

• Road traffic noise associated with new roads constructed within the proposed development area; and

• Rail noise associated with the Goulburn to Bombala Railway Line running along the western boundary of the site, along the NSW/ACT border. Use of the rail line has otherwise been ‘temporarily suspended’; however services could be reinstated at any time provided the owners, Rail Infrastructure Corporation (RIC), have the justification to do so. Potential impacts have been assessed against the State Environmental Planning Policy (Infrastructure) 2007.

2010

STAGE 1A TRALEE NORT 2010 - 201

STAGE 2A ENVIRONA NORTH 2018 - 2032

STAGE 1D MORRISON 2014 - 2018 STAGE 2B ENVIRONA SOUTH 2013 - 2023 STAGE 1E FORREST STAGE 1C 2018 - 2021 TRALEE SOUTH 2010 - 2013 STAGE 2C ROBIN NOR 2014 - 20 HENRY SANDRA WALSH MORRISON FUTURE FUTURE

RENZO TONIN Title : Figure 1 - Possible Zoning at South Tralee based on an &ASSOCIATES Excerpt/Adaptation from the Endorsed Queenbeyan Residential & inspired to achieve Consultants in Acoustics, Vibration and Structural Dynamics Ecomonic Strategy 2011 (December 2008) Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Project: TE543-02 South Tralee, Queanbeyan Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Ph: (07) 3211 9155 Fax: (07) 3211 9188 Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 Kuwait - Ph: +0011 965 653 1520 Date : 07/07/10 Scale: NTS Ref : TE543-02P01 (rev 1) AAAC Member of the Association of Australian Acoustical Consultants 3 REVIEW OF SECTION 62 SUBMISSIONS

3.1 Summary of Issues

The table below summarises the issues pertaining to aircraft noise raised by the Section 62 Submissions.

Table 3 – Summary of Noise Related Issues Raised in Section 62 Submissions

Item Issue Raised Response No

1 Aircraft Noise

1.1 The current ANEF system does not adequately address aircraft noise See Section 4.2 impact and should not be solely relied upon for planning decisions in relation to this site. 1.2 Single event noise contours like the 60dB(A) and 70dB(A) contours See Section 4.3.4, 4.3.5 and 4.4 used by some jurisdictions better indicate aircraft noise levels at ground level. 1.3 People in the area (namely Jerrabomberra) are already complaining See Section 4.3.2 and 4.4 about aircraft noise. Flight paths have been moved (closer to Tralee) to accommodate these complaints. 1.4 Operational restrictions have already been placed on Canberra Airport See Section 4.4 to reduce noise impacts. Residential development at South Tralee may result in further operational restrictions. 1.5 Houses at South Tralee will be under/ adjacent to the Runway 17 See Section 4.3.4 and 4.3.5 departure flight path and the future Runway 35 offset wide body arrival flight path. 1.6 Residential development at South Tralee may result in partial or full See Section 4.4 abandonment of the noise abatement areas and lead to noise sharing across Canberra and Queanbeyan, thereby exposing residents not previously exposed to aircraft noise. 1.7 Noise over South Tralee will only increase given the growth rate being See Section 4.3.4 experienced by Canberra Airport. 1.8 Residents further south of Canberra Airport than Tralee already See Section 4.3.4 and 4.3.5 consider noise is significant and noise sharing and a curfew at the airport should be in place. 1.9 AS2021-2000 does not cover the acceptability of outdoor spaces. See Section 4.2 1.10 In accordance with AS2021, some people may find Tralee is not See Section 4.3.4 and 4.3.5 compatible with residential and educational uses. Some people may consider themselves adversely affected by noise. 1.11 The potential for sleep disturbance from a relatively small number of See Section 4.3.4 and 4.3.5 night time events is not adequately addressed by the ANEF system. Compliance with AS2021 still fails to fully reflect the noise impact at night. 1.12 Noise sensitive developments (inc schools and residences) should be See Section 4.2 prohibited in all areas within the 20 to 25 ANEF contour. 1.13 Noise sensitive developments (inc schools and residences) below the 20 See Section 4.2, 4.3.4 and 4.3.5 ANEF contour should be assessed for compliance with AS2021 prior to issue of occupancy certificates. 1.14 The residential development proposed under the Draft LEP for South See Section 4.2 Tralee is inconsistent with the Commonwealth Government National Aviation Policy White Paper. 1.15 ACT government has adopted a policy position whereby suburban See Section 4.2 residential development is excluded from areas exposed to more than 20 ANEF units. The 25 ANEF contour is the currently accepted criterion for restricting residential development in NSW.

Item Issue Raised Response No

2 Industrial Noise

2.1 Location of residential and educational land uses adjacent to Hume may See Section 5.2 result in adverse noise impacts. 2.2 The Hume Industrial Area will grow and noise will increase from the See Section 5.2.2 area. This has not been adequately assessed to date. 2.3 The proposed 250m buffer zone between South Tralee residential areas See Section 5.2.2 and5.3 and Hume Industrial Area is unlikely to avoid land use conflict and should be increased to 500m. 2.4 The Buyer Advisory Policy should also cover potential amenity impacts See Section 7.3 from the Railway line and the industrial area 2.5 Noise impacts from the proposed Emergency Services Outdoor Training Not included. Area, the Hume Helibase (which is proposed to expand) and the Mugga Not sufficient information Tip have not been adequately considered. available regarding location/ operation 2.6 Residential development in South Tralee will comply with the required See Section 5.2.2 standards, based on modelling the “worse-case” scenario taking into consideration the 200m and appropriate building design. 2.7 ACT government regulations ensure that the noise from these facilities See Section 5.2.2 (up to 2km from the closest point in South Tralee) would not exceed the “worse-case” scenario already modelled by Wilkinson Murray.

4 AIRCRAFT NOISE

South Tralee lies approximately 8km to 11km from the southern end of North-South Runway (35/17) of Canberra Airport. The eastern most part of the site is located underneath the main flight path centreline for Runway 35/17.

Canberra Airport is owned and operated by the Capital Airport Group. It is a major transport hub for Canberra. The airport runway was lengthened and strengthened in 2006, making it capable of accommodating Boeing 747 and Airbus A380 aircraft. There is no curfew at Canberra Airport. The 2009 Master plan allows for the airport to operate 24 hours per day.

Aircraft noise, if not properly handled, can become a source of community disturbance in residential areas in the vicinity of airports. Land-use planning provides a means of reducing potential aircraft noise impact, by restricting the development of land affected by aircraft noise to uses that suit the forecast level of noise exposure and/ or providing development controls or guidelines to ensure development of land results in adequate building construction to provide an appropriate living environment. Potential noise impact on South Tralee from Canberra Airport is assessed in the following Sections.

4.1 Outcomes from Previous Report

Our previous acoustic report (TA980-01F03 (rev 5) found that aircraft noise was the most significant noise issue in terms of potential affectation of the site and in terms of stakeholder concerns. The Tralee site was then located outside the ANEF 20 contour based on both the Year 2020 and the Year 2050 ANEFs and therefore acceptable for residential development under AS2021-2000. Measurements conducted in 2003 and subsequent prediction of aircraft noise levels on site found that some aircraft flyover noise levels would exceed 70dB(A), which may potentially be annoying to residential receivers.

The report recommended that a ‘buyer advisory policy’ be adopted to ensure that the community choosing to live in Tralee are aware of the aircraft noise impacts, thus limiting potential for future complaints.

In terms of acoustic treatment to noise sensitive receivers, the report found that the South Tralee site was outside the ANEF 20 contour for both the Year 2020 and the Year 2050, therefore no statutory requirements applied for the acoustic treatment of buildings on the site. The report noted however that as measured and calculated aircraft noise levels were in excess of 70dB(A) for some aircraft using the CIA, the aircraft noise reduction needed to achieve indoor design sound levels specified in AS2021 would only be achieved with windows and doors closed. In this case, fresh air mechanical ventilation would be required to ensure adequate ventilation.

4.2 Assessing Aircraft Noise Impact

4.2.1 NSW Department of Planning Section 117 Ministerial Direction 3.5

Section 117 of the Environmental Planning and Assessment Act 1979 (EPAA) empowers the Planning Minister to give directions to councils as to what they must include in their Local Environment Plans (LEPs). Councils must give effect to these Directions when preparing draft LEPs in response to the Standard LEP Instrument. Direction 3.5, issued prior to 20th June 2009 (as amended), pertains to development near licensed aerodromes. Relevant to noise is Objective 1(c) which states,

(c) to ensure development for residential purposes or human occupation, if situated on land within the Australian Noise Exposure Forecast (ANEF) contours of between 20 and 25, incorporates appropriate mitigation measures so that the development is not adversely affected by aircraft noise.

Furthermore, items 5 and 6 of Direction 3.5 state the following,

(5) A planning proposal must not rezone land: (a) for residential purposes, nor increase residential densities in areas where the ANEF, as from time to time advised by that Department of the Commonwealth, exceeds 25, or (b) for schools, hospitals, churches and theatres where the ANEF exceeds 20, or (c) for hotels, motels, offices or public buildings where the ANEF exceeds 30.

(6) A planning proposal that rezones land: (a) for residential purposes or to increase residential densities in areas where the ANEF is between 20 and 25, or (b) for hotels, motels, offices or public buildings where the ANEF is between 25 and 30, or (c) for commercial or industrial purposes where the ANEF is above 30, must include a provision to ensure that development meets AS 2021 regarding interior noise levels,

must include a provision to ensure that development meets AS 2021 regarding interior noise levels.

Direction 3.5 has been taken into consideration in the preparation of this report.

4.2.2 National Aviation Policy White Paper

In addition to the above, the National Aviation Policy White Paper, released in December 2009 has also been reviewed. The whitepaper identifies that the ANEF system remains a useful tool providing guidance for local government planning decision makers. It proposes that the Government:

• retain the current ANEF system in Airport Master Plans as a land use planning tool around leased federal airports; • work to improve planning controls for land use around airports to supplement the ANEF system with additional tools such as flight path location and activity diagrams, and single event contours based on decibels to assist planners and the public to better understand and take account of aircraft noise exposure patterns; and

• work closely with state and territory planning agencies to prevent noise sensitive developments, including schools and residences, in the vicinity of airports and under flight paths with increased focus on the preservation of existing greenfield sites and scrutiny of rezoning proposals for industrial and rural lands impacted by aircraft noise.

The findings of the National Aviation Policy White paper have also been taken into consideration in this report.

4.2.3 Queanbeyan City Council Aircraft Noise Assessment Guidelines

Since our previous report QCC have developed Aircraft Noise Assessment Guidelines for development located within the 20 and 25 ANEF contours for residential purposes or for the purposes of hospitals, schools, churches and public buildings.

The guideline divides the local government area into ’20-30 ANEF Contour Assessment Areas’ and contains recommendations for developers with regard to building construction and glazing requirements in order to satisfy AS2021 for each Assessment Area. Most of the South Tralee site falls within Assessment Areas 3 and 4. The western most corner of South Tralee falls outside the Assessment Areas.

4.2.4 Adopted Assessment Approach

As stated in the Aviation White Paper, the ANEF system remains the preferred land use planning tool at the present time. Until an alternative approach has been tested and adopted as a suitable means by which to determine the appropriateness of land uses in the vicinity of airports we remain guided by the Section 117 Ministerial Direction 3.5 and by the procedures in Australian Standard 2021-2000 Acoustics – Aircraft noise intrusion - building siting and construction (AS2021, Standards Australia 2000).

Taking guidance from the Section 117 Ministerial Direction 3.5, the following assessment approach has been adopted for this project:

• Residential Land Uses (house, home unit, flat, caravan park)

- Not permitted where the ANEF exceeds 25; - Where the ANEF contour is between 20 and 25, provision to ensure that future residences meet AS 2021 regarding interior noise levels will be incorporated into the LEP.

• Other Sensitive Land Uses (school, place of worship, hospital) - Not permitted where the ANEF exceeds 20.

• Commercial or Industrial Land Uses - Where the ANEF is above 30, provision to ensure that development meets AS 2021 regarding interior noise levels will be incorporated into the LEP.

• Other Land Uses (hotel, motel, office, public building) - Not permitted where the ANEF exceeds 30; - Where the ANEF is between 25 and 30, provision to ensure that development meets AS 2021 regarding interior noise levels will be incorporated into the LEP.

AS2021 notes that the actual location of the ANEF 20 contour is difficult to define accurately, mainly because of variation in aircraft flight paths (p11, AS2021). Consequently, as the South Tralee straddles the ANEF 20 contour it is considered appropriate to consider the maximum aircraft noise levels across the entire site, thereby adopting a conservative approach to reviewing aircraft noise impact.

Further to the above, in order to gain a better understanding and take account of aircraft noise exposure at South Tralee, additional information has also been determined for the site, including:

• Flight path locations relative to the site; • Number of aircraft flyovers in total and during sensitive times, such as at night time, when sleep may be disturbed; • Loudness in decibels (dB(A)) of individual flyover events; and • Whether aircraft flyovers will be audible, or above a certain threshold.

AS 2021 recommends indoor design sound levels for residential premises, which are values based on Australian experience. The design sound levels are the maximum noise level in dB(A) units that may be heard inside a building by the average listener during an aircraft flyover, and would be judged by that listener as not intrusive or annoying while carrying out the specified activity. These values are summarised in Table 4 below.

Table 4 - Indoor Design Sound Levels (Table 3.3 – AS2021)

Indoor Design Sound Levels Building Type and Activity Lmax dB(A) Sleeping areas, dedicated lounges 50 Other habitable spaces 55 Bathrooms, toilets, laundries 60

It is generally accepted that most buildings provide a noise reduction of at least 10 dB(A) with windows and doors open normally. Based on indoor design sound levels for non-sleeping areas

this equates to an acceptable outdoor sound level of Lmax 60-70 dB(A) during an aircraft flyover. For the South Tralee site, the likely number of events that may occur during the day/

night period have been estimated where predicted noise levels are above Lmax 60 dB(A) during

the more sensitive night period and above Lmax 65-70 dB(A) during the day period.

4.3 Review of Canberra Airport 2009 Master Plan

The Canberra Airport 2009 Master plan, prepared by Canberra Airport Pty Limited, was approved on 28 August 2009. The document details the major development objectives of the airport and describes the proposed operation and development of Canberra Airport over the next 20 years. One of the main objectives of the airport that will have a direct impact on potential noise impacts from the airport is the objective to develop Canberra Airport as a multi- modal transport hub for passenger and freight connections.

Some of the major changes at Canberra Airport since our previous study that influence noise impacts at South Tralee, which have been incorporated into the 2009 Master plan, include:

• 450m extension of Runway 17/35 to the south and strengthening of the runways to accommodate large wide-body aircraft and expanded international services (note that this extension was factored in to the Year 2050 ANEF previously reviewed);

• Further development of the commercial/ industrial precinct surrounding the airport, including the Brindebella Business Park, Majura Park and Fairbairn;

• The inclusion Noise Abatement Measure 11: Required Navigation Performance (RNP, a GPS- based technology) curved approaches. Aircraft using RNP commenced operating under a curved noise abatement approach to Runway 35 in 2005;

• Proposed development of the airport as a passenger and freight hub, relying on its 24 hour operation to allow it to cater for overnight freight during the Sydney curfew; and

• The development and endorsement of the Ultimate Practical Capacity Aircraft Noise Exposure Forecast (UPC ANEF).

It is noted that the Canberra Airport 2009 Masterplan is not a statutory document. Its endorsement by Airservices Australia does not mean that the Airport can implement all the proposed processes and developments identified within it without gaining other approvals from other relevant authorities.

4.3.1 Canberra Airport Ultimate Practical Capacity ANEF

The Australian Noise Exposure Forecast (ANEF) was developed to provide guidance to land-use planning authorities in the decision making process. It is aimed at controlling inappropriate urban encroachment on airports. Australian Standard 2021-2000 Acoustics – Aircraft Noise Intrusion – Building siting and construction uses the ANEF values to determine land use compatibility for various building types within the vicinity of an Airport.

One of the key components of the 2009 Master plan is the inclusion of the Canberra Airport UPC ANEF. The UPC ANEF was developed based on the practical ‘ultimate capacity’ of the airport's current runway system. It takes into account terrain, altitude and temperature and is modelled on nil wind. It was modelled based on existing flight tracks at Canberra Airport and took into consideration two new instrument offset approaches. It represents the noise

exposure forecasts from 355,000 annual fixed wing aircraft movements, compared with 210,000 annual fixed wing aircraft movements in the Year 2020 ANEF and 283,000 annual fixed wing aircraft movements in the Year 2050 ANEF reviewed in our previous report.

Figure 2 following shows the UPC ANEF.

Review of the UPC ANEF in relation to South Tralee site found that all areas proposed for residential rezoning are outside the ANEF 25 contour, as shown in Figure 2. Consequently, none of the proposed residential zone exceeds the ANEF 25 contour. All land proposed to be rezoned residential is below the ANEF 25 contour and therefore permissible, in accordance with the Ministerial Direction. Land zoned for school uses is all below the ANEF 20 contour and therefore also permissible, in accordance with the Ministerial Direction.

A portion of the eastern side of the proposed residential zone at South Tralee falls within the 20 to 25 ANEF and thus requires assessment under AS2021, in accordance with the Ministerial Direction. This requires maximum aircraft noise levels for the relevant aircraft and the required noise reduction to be determined following the procedures in AS2021.

NOTESKey

South Tralee

RENZO TONIN Title : Figure 2 - Ultimate Practical Capacity ANEF &ASSOCIATES inspired to achieve Source: Canberra Airport 2009 Masterplan Consultants in Acoustics, Vibration and Structural Dynamics Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Project: TE543-02 South Tralee, Queanbeyan Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Ph: (07) 3211 9155 Fax: (07) 3211 9188 Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 Kuwait - Ph: +0011 965 653 1520 Date : 07/07/10 Scale: NTS Ref : TE543-02P02 (rev 0) AAAC Member of the Association of Australian Acoustical Consultants 4.3.2 Changes to Flight Paths Across South Tralee

Our previous report discussed the potential for the flight paths for aircraft arrivals on Runway 35 to be revised in order to provide relief to residents in Jerrabomberra, similar to the established practice of the 12 degree offset aircraft departure paths used on Runway 17. A 12 degree offset approach was proposed, requiring aircraft arrivals to fly to the west of the extended runway centreline for as long as possible then join the runway centreline at approximately 3.5 to 4 nautical miles from the runway. This pushed arrival aircraft further west away from Jerrabomberra and closer to the Tralee site. Significant safety concerns were raised by others about this procedure, however the flight path was taken into consideration in our previous report.

The UPC ANEF modelled two alternative flight paths to the 12-degree offset approach and in addition to the straight-in approach. These two approach paths are available only to aircraft utilising Required Navigation Performance, which relies on GPS based technology to position the aircraft. RNP allows aircraft to reliably follow a desired ground track. The additional flight paths modelled include:

• a curved noise abatement RNP approach to Runway 35, which allows aircraft to divert away from Jerrabomberra and consequently closer to the South Tralee site;

• a 15-degree offset approach for wide-body aircraft, which tracks aircraft directly over the eastern boundary of the South Tralee site.

The curved RNP approach paths described above would result in impacts to Tralee similar to the 12-degree offset approach that was incorporated into the Year 2050 ANEF. The 15-degree offset approach path would potentially increase noise impacts to South Tralee. Both approach paths have been considered in this assessment (see Section 4.3.4)

Review of aircraft movement statistics collected by Airservices Australia indicates that approximately 3% of Runway 35 arrivals used the RNP approach in 2009 (Airservices Australia 2009).

The Canberra Airport 2009 Master Plan notes that Qantas Boeing 737-800 aircraft and RAAF 34 Squadron Boeing Business Jet aircraft currently utilise this technology; and that Virgin Blue have advised they will incorporate the technology in their Boeing 737 fleet in the near future. RNP is becoming a standard feature of modern aircraft and can be incorporated into older aircraft (Airservices Australia 2010).

In contradiction to this, in their submission to the Senate Rural and Regional Affairs and Transport References Committee inquiry into the effectiveness of Airservices Australia’s management of aircraft noise (Senate Standing Committee on Rural & Regional Affairs & Transport, June 2010) The Ambidji Group1 (2010) identified that it is unlikely that the 15-

1 Ambidji Group are consulting engineers specialising in air transport infrastructure

degree offset approach path would be utilised. The Ambidji Group further suggest that RNP is not necessarily becoming a standard feature of modern aircraft and is not being retrofitted to existing aircraft because of cost constraints.

4.3.3 Changes to Future Frequency and Type of Aircraft Across Tralee

The table below summarises the changes to the future frequency and type of aircraft utilising Canberra Airport based on the Year 2020 ANEF, the Year 2050 ANEF and the new UPC ANEF included in the 2009 Master Plan.

The forecast annual fixed wing aircraft movements increase from 210,000 in the Year 2020 ANEF to 283,000 in the Year 2050 ANEF and then to 291,000 in the UPC ANEF. Our previous report identified that the Year 2020 ANEF and Year 2050 ANEF forecasts represented 2½ times and 3½ times respectively the aircraft movements that actually occurred in 2002. Comparison of the UPC ANEF annual forecast to actual aircraft movements for 2009, reported by Airservices Australia in their Noise & Flight Path Monitoring System report for 2009, indicates that the ANEF represents 5 times the aircraft movements that actually occurred in 2009.

Table 5 below summarises the aircraft movement data derived from the Year 2020 ANEF and Year 2050 ANEF reviewed in our previous report and provides comparison to the aircraft movement data derived from the UPC ANEF. Also reported are the actual aircraft movements for 2009 (Airservices Australia 2009).

Table 5 - Aircraft Movements Based on ANEF and N&FPMS data

Year 2020 ANEF Year 2050 ANEF UPC ANEF 2009 Reported 1 2 3 4 Description Movements Movements Movements Movements Annual Daily Annual Daily Annual Daily Annual Daily

International wide bodied jet - - 2,859 8 46,665 128 Domestic wide bodied jet 8,327 23 29,510 81 34,080 93 Domestic narrow bodied jet 25,692 70 99,710 273 176,470 483

Corporate jet movements 8,640 24 8,226 23 1,212 3 Regional non-jet movements 55,180 151 37,535 103 21794 60 66,379 182 Light aircraft movements 51,100 140 48,868 134 2532 7 Circuit and PILS movements 55,159 151 49,927 137 - -

Military aircraft 6,261 17 6,565 18 277 1 - -

Helicopters 19,639 54 12,504 34 2723 7 1234 3 Total Fixed Wing Movements 210,359 576 283,200 777 291,004 797 58,406 160

Note: 1. Source: Canberra Airport Group 1999a p47 2. Source: Canberra Airport Group 2002 p16 3. Source: Canberra Airport Pty Limited 2009, p215. 4. Source: Airservices Australia 2010

The data presented in the table above show that actual aircraft movements at Canberra Airport in 2009 are significantly less than those forecast to model the ANEFs. It is noted that The Ambidji Group submission to the Senate Inquiry (2010) identified that the total movements per

annum used to generated the UPC ANEF ‘exceed the number of movements realized at Melbourne Airport in 2008/09 by some 90,000, and London Gatwick for the 12 months ended September 2009, by some 40,000 movements’ (p4). Furthermore, Amidji argue that single runway or dependent runway airports such as Canberra are generally considered to have a practical capacity of somewhere between 150,000 and 200,000 movements per annum (p3). Although the ANEF has been endorsed for technical accuracy by Airservices Australia, it appears there is some doubt over the authenticity of the forecast data used to generate the UPC ANEF and whether these forecasts can actually be achieved in future.

Nonetheless, when assessing impacts in relation to this rezoning a precautionary approach is to consider the worst case future scenario. Consequently the potential aircraft over-flights at South Tralee as a result of the UPC ANEF have been considered as part of this assessment report.

4.3.4 Calculated Aircraft Noise Levels

To provide an indication of potential future aircraft noise levels across sensitive receiver areas of South Tralee (Schools and Residential Areas), maximum aircraft noise levels at representative locations across the site were determined using the following information:

• The forecast of aircraft types (and associated maximum noise level) likely to be used at Canberra Airport, based on the UPC ANEF; • The receiver position relative to the North-South runway (Runway 35/17), including take off and landing distances, runway centre line offsets and curved flight paths for Runway 35/17; • Elevation of the catchment compared with the elevation of the runway; • 15 degree offset departures on Runway 17 (flight path ‘A’ on Figure 3); and • 15 degree offset for RNP arrivals on Runway 35 for wide bodied aircraft (flight path ‘B’ on Figure 3), curved approach RNP arrivals on Runway 35 for other aircraft with RNP capabilities (flight path ‘C’ on Figure 3) and straight-in arrivals on Runway 35 for aircraft without RNP capabilities (flight path ‘D’ on Figure 3).

Figure 3 – Aircraft Flight Paths for Canberra Airport affecting South Tralee

C D A B

Note: Source – Canberra Airport Master plan p186 Using these factors, the resultant maximum noise levels were determined for typical aircraft frequenting Canberra Airport at a range of points across South Tralee to get a representative spread of aircraft noise impact. The calculation locations are identified in Figure 4. Table 6 following lists the maximum levels from:

• The Boeing 737/ Airbus 320, which is the most common larger aircraft using Canberra Airport under both the UPC ANEF (representing ‘other aircraft’); • The Boeing 747-400, which is the largest and loudest aircraft using Canberra Airport, based on the UPC ANEF (representing ‘wide-bodied aircraft’). • Note that the following calculations are not based on ANEF contours, but on the location of representative receiver positions on the South Tralee site relative to Runway 35/17 and their respective flight paths.

S2 S3

R3 R2 R1

R8 R7

R4 R6 R5

R12 R1000 R11

R10 R9

RENZO TONIN Title : Figure 4 - Representative Locations to Determine the Range &ASSOCIATES inspired to achieve of Aircraft Noise Impact at South Tralee Consultants in Acoustics, Vibration and Structural Dynamics Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Project: TE543-02 South Tralee, Queanbeyan Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Ph: (07) 3211 9155 Fax: (07) 3211 9188 Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 Kuwait - Ph: +0011 965 653 1520 Date : 22/07/10 Scale: NTS Ref : TE543-02P04 (rev 0) AAAC Member of the Association of Australian Acoustical Consultants Table 6 -Future Maximum Noise Levels From Different Aircraft Types

Flight Path & Direction

A - Departure1 A - Departure2 B - Arrival1 C/D - Arrival2

No Events No Events No Events No Events

Total 11-50 41-179 10-49 42-179 Events based on Day 2-10 26-112 3-15 26-112 UPC ANEF4 Night 9-40 15-67 7-34 16-67

Total 0 ~5 ~1 ~36 Events based on Day 0 ~5 ~1 ~36 2009 N&FPMS5 Night 0 0-1 0-1 0-2

3 3 3 3 Land Use Zone ID Lmax dB(A) Lmax dB(A) Lmax dB(A) Lmax dB(A) Residential S1 75 66 68 <55 S2 75 67 70 <55 S3 74 66 67 <55 R1 76 68 71 <55 R2 75 67 70 <55 R3 75 66 68 <55 R4 78 67 74 <55 R5 76 67 71 <55 R6 74 66 68 <55 R7 73 65 67 <55 R8 71 64 65 <55 R9 79 67 77 <54 R10 78 67 75 <54 R11 78 67 74 <54 R12 77 66 72 <54 R13 72 65 68 <54

Note: Maximum noise levels exceeding 70dB(A) are in bold 1. Based on Boeing 747/ Airbus A380, the loudest aircraft utilising Canberra Airport. Represents wide-bodied jet aircraft. 2. Based on Boeing 737/ Airbus A320, the most frequent aircraft utilising Canberra Airport. Represents narrow- bodied jet aircraft. 3. Predicted maximum noise level in dB(A) from aircraft flyover based on AS2021 4. Estimated number of events from Ultimate Practical Capacity ANEF tabled in the 2009 Master Plan. Lower number is based on existing runway operations, upper number is based on preferred runway operations, as detailed in the 2009 Master Plan 5. Estimated number of events based on data provided for NMT1 Jerrabomberra in the 2009Noise and Flight Path Monitoring System Canberra Quarterly Reports for 2009

The range in maximum aircraft noise levels presented in Table 6 above represents the possible range in noise levels that might be experienced at South Tralee, dependent on the aircraft flight path. The lower end of the range represent aircraft flyovers along Runway 17/35 Centreline, while the higher end of the range represents noise levels under the curved RNP arrival path and 15 degree offset arrival and departure path. Clearly aircraft departures drive the impact levels across the site and changes to the arrival flight path have not changed the upper level impacts significantly. Increased impacts compared to our previous report are primarily due to the

inclusion of wide bodied aircraft (based on Boeing 747 noise levels) and the increased frequency of events based on the UPC ANEF.

In considering the noise levels shown in Table 6 it must be acknowledged that civil aviation standards and guidelines are driving the design of quieter aircraft. Aircraft operating in Australia must meet noise standards specified in the Air Navigation (Aircraft Noise) Regulations 1984 (the Regulations), which conform to the International Civil Aviation Organization’s (ICAO) document Annex 16, Environmental Protection - Volume I. Under the Regulations, all aircraft operating in Australia must have a noise certificate (except under exceptional circumstances).

Aircraft jet engines have become quieter as technology has improved. As the Regulations become stricter, noisier aircraft are removed from service. The trend in aircraft noise reduction over time is highlighted in Figure 5 below.

Figure 5 – Trend of Aircraft Noise Reduction – 1950 to 2010

source: Sydney Airport Corporation 2009

A recent example of improved jet engine technology reducing aircraft noise levels is evidenced by noise monitoring completed by Airservices Australia in 2008 of Airbus A380 and Boeing 747- 400 arrivals and departures at Sydney Airport. The data collected shows noise emission from a departing A380 is between 2.3 and 6.7 dB(A) less than from a 747-400. A380 arrivals were between 2.1 and 2.6 dB(A) less than 747-400 arrivals. (Airservices Australia 2008)

The implication of this level of noise reduction at South Tralee is that the range in reduction of the maximum noise levels from wide-bodied aircraft during departures could drop from 71-79 dB(A) (based on the 747-400) to 65-72 (based on A380). The range in maximum noise levels during arrivals could drop from 65-75 dB(A) to 61-72 dB(A). Aircraft manufacturers claim

further noise reductions as new aircraft models are developed. Consequently, future maximum aircraft noise levels generated by wide bodied aircraft in the future are likely to be significantly less than the predicted levels reported in Table 6 above. This would have an impact on the design requirements for buildings at South Tralee.

Note that the 2009 data recorded by Airservices Australia showing current operations at Canberra Airport, found wide bodied aircraft fly over South Tralee on an approach path approximately once every 3 days. There were no recorded departures of wide bodied aircraft over South Tralee in 2009. Furthermore, the 2009 data shows that aircraft noise level events in excess of 60 dB(A) during aircraft departures are only likely to occur once during the night period.

4.3.5 Noise Mitigation Options

Predicted maximum noise levels in Table 6 above are presented pictorially in Figure 6 (for wide- bodied jet aircraft) and Figure 7 (for narrow-bodied jet aircraft). The noise contours shown across the site represent the maximum (worst case) noise level event caused by an aircraft departure on Runway 17. Figure 6 and Figure 7 can assist in identifying typical construction requirements to satisfy AS2021-2000 across South Tralee.

Standard noise control treatments are grouped into five categories. Specification A areas are those likely to have the highest aircraft noise exposure for the site. Specification E areas are likely to have the lowest aircraft noise. Each specification category refers to a set of standard construction methods and building materials for each key element of a building with the aim of achieving the internal performance criteria in Table 3.3 of AS 2021-2000 (for residential premises), reproduced in Section 4.2 above. Note that the noise treatments identified are for guidance only:

• to assist Council in reviewing aircraft noise assessments in future; and

• to provide an indication of additional treatment requirements over standard building construction as a result of aircraft noise. While they will reduce internal noise, they are not guaranteed to achieve compliance.

Any noise sensitive land use development within South Tralee should be accompanied by a detailed aircraft noise assessment to more accurately determine noise impacts and design appropriate noise mitigation for the building. Alternatively, the QCC Aircraft Noise Assessment Guidelines could be further developed for the South Tralee site. All development would need to conform to the Guideline. Any departures from the Guideline would require further detailed noise assessment.

R E D R O B

E T A T STATES BORDER

T C A / W S NSWN / ACT

SouthSouth TTraleeralee

NOTESKey

Specification A

Specification B

Specification C

RENZO TONIN Title : Figure 6 - Maximum Noise Level Contours from &ASSOCIATES inspired to achieve Wide-Bodied Aircraft - Departure on Runway 17 (based on 747/ A320) Consultants in Acoustics, Vibration and Structural Dynamics Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Project: TE543-02 South Tralee, Queanbeyan Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Ph: (07) 3211 9155 Fax: (07) 3211 9188 Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 Kuwait - Ph: +0011 965 653 1520 Date : 07/07/10 Scale: NTS Ref : TE543-02P06 (rev 0) AAAC Member of the Association of Australian Acoustical Consultants Table 7 – Aircraft Noise Mitigation Options - Wide Bodied Aircraft - Departure on Runway 17 (based on 747-400)

Room Element Typical Construction

Specification A (Lmax 77 to 79 dB(A)) Sleeping Windows 10.38mm laminated glass with acoustic seals (Rw 35) areas, dedicated External not permitted lounges Doors External Walls double brick (110mm) with a 50mm insulation in the wall cavity and plasterboard lining on battens internally (Rw 55)

Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 2 layers of 16mm fire-rated plasterboard with 200mm thick insulation (Rw 50)

Other Windows/ 6.38mm laminated glass with acoustic seals (Rw 31) habitable External spaces Sliding doors

External 45mm solid core timber with full perimeter acoustic seals (Rw 32) Doors

External Walls double brick (110mm) with a 50mm insulation in the wall cavity and plasterboard lining on battens internally (Rw 55) Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 16mm fire-rated plasterboard with 200mm thick insulation (Rw 47)

Bathrooms, Windows 6.38mm laminated glass with acoustic seals (Rw 31) toilets, laundries External 40mm solid core timber with full perimeter acoustic seals (Rw 30) Doors

External Walls double brick (110mm) with a 50mm insulation in the wall cavity (Rw 50)

Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 16mm fire-rated plasterboard with 200mm thick insulation (Rw 47)

Specification B (Lmax 74 to 76 dB(A)) Sleeping Windows 10.38mm laminated glass with acoustic seals (Rw 35) areas, dedicated External 45mm solid core timber with full perimeter acoustic seals (Rw 32) lounges Doors External Walls double brick (110mm) with a 50mm insulation in the wall cavity and plasterboard lining on battens internally (Rw 55) Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 16mm fire-rated plasterboard with 200mm thick insulation (Rw 47)

Other Windows/ 6.38mm laminated glass with acoustic seals (Rw 31) habitable External spaces Sliding doors

External 40mm solid core timber with full perimeter acoustic seals (Rw 30) Doors External Walls double brick (110mm) with a 50mm insulation in the wall cavity (Rw 50) Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 13mm plasterboard and thermal insulation in the ceiling cavity (Rw 45)

Bathrooms, Windows 6mm standard float glass with standard seals (Rw 25) toilets, laundries External 40mm solid core timber with weather seals (Rw 28) Doors

External Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 45) Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 13mm plasterboard and thermal insulation in the ceiling cavity (Rw 45)

Room Element Typical Construction

Specification C (Lmax 71 to 73 dB(A)) Sleeping Windows 6.38mm laminated glass with acoustic seals (Rw 31) areas, dedicated Doors 40mm solid core timber with full perimeter acoustic seals (Rw 30) lounges Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 45)

Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 13mm plasterboard and thermal insulation in the ceiling cavity (Rw 45)

Other Windows/ 6mm standard float glass with standard seals (Rw 25) habitable Sliding doors spaces Doors 40mm solid core timber with weather seals (Rw 28)

Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 45)

Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 13mm plasterboard and thermal insulation in the ceiling cavity (Rw 45)

Bathrooms, Windows 6mm standard float glass with standard seals (Rw 25) toilets, laundries Doors 40mm solid core timber with weather seals (Rw 28) Walls brick-veneer and standard plasterboard on timber studs (Rw 40) Roof tiled or 0.77 mm metal deck roof with thermal insulation hard under. A suspended ceiling with 1 layer of 13mm plasterboard (Rw 42)

R E D R O B

E T A T STATES BORDER

T C A / W S NSWN / ACT

SouthSouth TTraleeralee

NOTESKey

Specification D

Specification E

RENZO TONIN Title : Figure 7 - Maximum Noise Level Contours from Narrow- &ASSOCIATES inspired to achieve Bodied Aircraft - Departure on Runway 17 (based on 737/ A320) Consultants in Acoustics, Vibration and Structural Dynamics Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Project: TE543-02 South Tralee, Queanbeyan Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Ph: (07) 3211 9155 Fax: (07) 3211 9188 Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 Kuwait - Ph: +0011 965 653 1520 Date : 07/07/10 Scale: NTS Ref : TE543-02P07 (rev 0) AAAC Member of the Association of Australian Acoustical Consultants Table 8 – Aircraft Noise Mitigation Options - Narrow-Bodied Aircraft - Departure on Runway 17 (based on 737/ A320)

Room Element Typical Construction

Specification D (Lmax 66 to 68 dB(A)) Sleeping Windows 6mm plate glass with standard seals (Rw 24) areas, dedicated Doors 30mm solid core timber (Rw 24) lounges Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39)

Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33)

Other Windows/ 4mm plate glass with standard seals (Rw 21) habitable Sliding doors spaces Doors 30mm solid core timber (Rw 24)

Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39)

Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33)

Bathrooms, Windows 4mm plate glass with standard seals (Rw 21) toilets, laundries Doors 30mm solid core timber (Rw 24) Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39) Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33)

Specification E (Lmax 63 to 65 dB(A)) Sleeping Windows 4mm plate glass with standard seals (Rw 21) areas, dedicated Doors 30mm solid core timber (Rw 24) lounges Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39)

Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33)

Other Windows/ 4mm plate glass with standard seals (Rw 21) habitable Sliding doors spaces Doors 30mm solid core timber (Rw 24)

Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39) Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33) Bathrooms, Windows 4mm plate glass with standard seals (Rw 21) toilets, laundries Doors 30mm solid core timber (Rw 24) Walls brick-veneer and standard plasterboard on timber studs with insulation in cavity (Rw 39) Roof tiled or 0.6 mm galvanised steel roof and standard plasterboard ceiling with insulation (Rw 33)

4.4 Recommendations for South Tralee Supplementary Report

4.4.1 Aircraft Noise Assessment

A portion of the South Tralee site falls above the ANEF 20 contour. This portion of the site is subsequently required to be assessed in accordance with AS2021 to satisfy the Section 117 Ministerial Direction. The remainder of the site does not require assessment in accordance with AS2021.

It is recommended that an aircraft noise assessment be undertaken for all proposed noise sensitive land use developments at South Tralee at the development approval stage. The assessment should be carried out in accordance with AS2021 to ensure that buildings are designed to limit aircraft noise impact. Consideration should also be given to the QCC aircraft Noise Assessment Guidelines. It is understood that the current landowners are prepared to undertake such assessments for the entire site.

4.4.2 Adopting a Buyer Advisory Policy

As recommended in our previous report, to limit the potential of future noise complaint from residents in Tralee, a ‘Buyer Advisory Policy’ is a way that Council can notify prospective purchasers who may be required to have special measures incorporated into building design. If buyers are fully informed of noise impacts, there is less risk of complaints from people who choose and are happy to live near an aircraft flight corridor. The information could be made available to potential buyers through a Section 149 Certificate under the Environmental Planning and Assessment Act 1979.

The policy should as a minimum include:

• Information on aircraft flight path locations relative to the site, loudness in decibels [dB(A)] of individual flyover events and number of aircraft flyovers above 60 dB(A) during the night period and above 70 dB(A) during the day period based on the current available information available from Airservices Australia and Canberra Airport, similar to the information provided in Figure 3 and Table 6; and • Description of the typical design requirements a residential property would require to achieve AS2021 design noise levels at the development application stage.

5 INDUSTRIAL NOISE

The types of noise sources considered to be ‘industrial’ include industrial premises, extractive industries, commercial premises, warehousing facilities and their associated machinery and equipment. For South Tralee, the nearby industrial noise sources are the Hume Industrial Area immediately to the west of the site, and the CSR Cooma Road Quarry, located approximately 4km east of the site. These industrial noise sources were identified in our previous report.

Since our previous report there have been changes to the Hume Industrial Area as new facilities have moved to the area. The potential noise impacts from current and hypothetical future operations at the Hume Industrial Area will be further investigated in this report.

The use of the Cooma Road Quarry does not appear to be substantially different to our previous report. Potential impacts from the Quarry will not be re-evaluated in this report and our recommendations and conclusions in relation to noise impact from the quarry remain unchanged.

5.1 Outcomes from Previous Report

Site surveys and noise monitoring determined that noise from the Hume industrial area may cause noise impact to South Tralee. Our previous acoustic report [TA980-01F03 (rev 5)] found that the nearby industrial noise sources from the Hume Industrial Area immediately to the west of the site potentially impact on South Tralee.

Although Hume industrial area is in the Australian Capital Territory (ACT), the potential noise impact will occur in NSW, thus noise impact was assessed in terms of the NSW Industrial Noise Policy (INP, Environment Protection Authority 2000). As occupancies in the Hume Industrial Area may operate 24 hours per day, the potential for sleep disturbance was also assessed in accordance with the NSW Environmental Noise Control Manual (ENCM, Environment Protection Authority 1994), also set out in Section 5.2.1. Noise generated by industrial activities in Hume was also assessed against ACT noise goals set out in Section 5.2.1.

Industrial noise from the Hume Industrial Area may impact the South Tralee. The following noise mitigation measures were recommended to limit the noise impact from the Hume Industrial Area:

• noise mitigation along the western site boundary would protect residential premises located on the western side of the site, adjacent to the industrial area.

• Noise barriers or earth mounding can usually reduce noise levels by 5dB(A) when they are high enough to break line of site and 10 - 15dB(A) in the acoustic ‘shadow zone’. A boundary fence of minimum height 2 m would reduce noise levels to the ground floor and outdoor areas of residences located along the western boundary of South Tralee. For double story dwellings, the required height of the noise wall may become impractical.

• ‘Smart building design’ should be incorporated into the design of residences potentially affected by industrial noise. Residences should be designed such that less sensitive rooms are located on the side facing the industrial area, while sensitive rooms such as bedrooms can be located away from the industrial area.

5.2 Update of Industrial Noise Impacts

5.2.1 Industrial Noise Criteria

NSW Industrial Noise Criteria

Guidance for the assessment of industrial noise impact has been taken from the INP amenity criteria. The amenity criteria are designed to maintain noise level amenity for particular land uses, including residential and other land uses.

Guidance for assessing sleep disturbance resulting from short-duration high-level noise which occurs between 10:00pm and 7:00am is taken from DECCW guidelines, as follows:

“Noise control should be applied with the general intent to protect people from sleep arousal.

To achieve this, the L1 level of any specific noise source should not exceed the background

noise level (L90) by more than 15 dB(A) when measured outside the bedroom window.”

The industrial noise criteria determined in our previous report are reproduced in Table 9 below.

Table 9 - NSW Industrial Noise Criteria for South Tralee, dB(A)

Amenity Criteria1 Sleep Criteria Location LAeq,period L1(1min) Day Evening Night Night

Residential Zone 55 45 40 50

School Zone - Playground 55 - - -

School Zone – Inside Classroom 352 - - -

Notes: 1. Site has been categorised as ‘Suburban’ according to the NSW INP. 2. Internal noise level inside classroom.

ACT Industrial Noise Criteria

Noise generated by industry within the Australian Capital Territory (ACT) is regulated by Part 4 of the Environmental Protection Regulations 2005 (the Regulations) under the Environment Protection Act 1997 (ACT). Schedule 2 of the Regulations establishes noise zone standards, which provide the maximum level of noise which may be emitted from an activity at the compliance location, which is generally the boundary of the nearest different zone. Under the Noise Environment Protection Policy 1998 NSW residents adjacent to the ACT are protected from noise generating activities originating from the ACT.

Table 10 summarises the zone noise standards applicable to South Tralee and Hume Industrial Area, based on Table 1, Schedule 2 of the Regulations. Where two noise zones are located adjacent to each other, the noise zone standard at the boundary is calculated as the average of

the standards applying to the two zones. Noise levels are measured as LA10,T, as defined in the NSW Environmental Noise Control Manual.

Table 10 – ACT Zone Noise Standards

Zone Noise Standard Area to Which the Noise Zone Zone Noise Standard is Mon-Sat 7am-10pm Mon-Sat 10pm-7am Applicable Sun & Public Holidays Sun & Public Holidays 8am-10pm 10pm-8am

Zone A – 3 Industry Hume Industrial Area 65 55 Zone G – all other zones South Tralee 45 35 Boundary between Zone Western boundary of 55 45 A and Zone G South Tralee

5.2.2 Potential Future Industrial Noise Impacts

The future development of Hume is controlled by the Territory Plan – Part B3: Industrial Land Use Policies. This document indicates that future development is likely to follow current land use within the area. Some of the submissions raised concern about the proximity of residential development to the established and growing industrial area at Hume. There was concern that the residential development of South Tralee would place limitations on future development of Hume.

According to Table 10 above, as a minimum, all existing industrial premises within Hume should comply with the “Zone A – 3 Industry” Noise Standard at the boundary of the premises. For the purpose of presenting a conservative, worst case scenario, the Hume development area was divided into lots approximately 200 m by 200 m. It was then assumed that each industrial

lot generated a noise level at their boundary that complied with the Noise Standard (ie L10(day)

65 during the day period and L10(night) 55 during the night period, which was estimated to be

Leq(day) 62 during the day period and Leq(night) 52 during the night period). Leq noise levels across South Tralee were then modelled to determine potential future impacts across the site.

The following assumptions were made in the noise modelling process:

• Hume industrial area comprises of approximately 70 industrial lots of 200 m by 200 m; • Noise sources quoted in the Heggies 2010 noise report for the proposed Hume Asphalt Plant were incorporated into the model for that particular lot; • Each other lot contains a typical industrial noise source of sound power level

Leq(day) 109 dB(A) and Leq(night) 99 dB(A) re: 1pW. This equates to approx 65 dB(A) during the day and 55 dB(A) during the night period on the boundary of each site, to satisfy the ACT Zone Noise Standards;

• A typical maximum industrial noise source of sound power level LA1(1min) 120 dB(A) re: 1pW based on review of our past project files and noise source database; • All industrial sites operate concurrently;

• Each noise source is located at a height of 4 m above local ground level. All receiver locations are 1.5 m above ground level; • Height of sources and receivers referenced to 10 m ground contours; • Ground type between sources and receivers (soft); and • Calm, isothermal meteorological conditions.

Noise emissions were determined by modelling the noise sources, receiver locations, topographical features of the intervening area, and possible noise control treatments using the CadnaA computer noise modelling software.

The noise modelling found that under the worst case operating scenario, the amenity noise criteria (day/ night) were exceeded to a distance of approximately 400 m from the western boundary of the site. Further noise modelling was completed with the inclusion of a 3 m noise barrier (mound or wall) running along the length of the proposed buffer zone. The 3 m barrier

reduced LAeq noise levels from Hume industrial area to levels compliant with the amenity criteria within the buffer zone. Figures 6 and 7 following show predicted noise levels from the ‘worst case’ Hume Industrial Area, without and with a noise barrier respectively.

Further modelling of the potential for sleep arousal found that LA1(1min) noise levels exceeded the sleep criteria to a distance of approximately 400 m from the western boundary of the site. With the 3 m earth mound in place, predicted noise levels on the edge of the 250 m buffer zone

were LA1(1min) 50-51 dB(A) and thus compliant (or marginally compliant) with the sleep criteria.

Hume industrial Area Proposed 250m buffer zone

South Tralee

RENZO TONIN &ASSOCIATES Title: Figure 8 : Hume Industrial Area Potential Noise Impact (no treatment) - inspired to achieve Date : Scale: Consultants in Acoustics, Vibration and Structural Dynamics Night Period (LAeq(9hr) 08/07/10 NTS Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Project: Ph: (07) 3211 9155 Fax: (07) 3211 9188 TE543-02 South Tralee, Queanbeyan Ref : Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 TE543-02P08 (rev 0) AAAC MemberKuwait of - thePh: Association +0011 965 653of Australian 1520 Acoustical Consultants N

Hume industrial Area Proposed 250m buffer zone

South Tralee

3m noise barrier

RENZO TONIN &ASSOCIATES Title: Figure 9 : Hume Industrial Area Potential Noise Impact (3m noise inspired to achieve Date : Scale: Consultants in Acoustics, Vibration and Structural Dynamics barrier (mound or wall)) - Night Period (LAeq(9hr)) 08/07/10 NTS Email: [email protected] www.renzotonin.com.au Sydney - Ph: (02) 8218 0500 Fax: (02) 8218 0501 Melbourne - Ph: (03) 9606 0041 Fax: (03) 9606 0042 Brisbane - Project: Ph: (07) 3211 9155 Fax: (07) 3211 9188 TE543-02 South Tralee, Queanbeyan Ref : Gold Coast - Ph: (07) 5593 5633 Fax: (07) 5593 5635 TE543-02P09 (rev 0) AAAC MemberKuwait of - thePh: Association +0011 965 653of Australian 1520 Acoustical Consultants 5.3 Noise Mitigation Options

5.3.1 Buffer zones

Providing buffer zones between industrial noise sources and noise sensitive areas is a good way to minimise impact where space allows. The proposed 250 m buffer zone between the western boundary of South Tralee and the residential/ school zone effectively limits the noise impact from Hume Industrial Area. This impact can be further reduced by incorporating the following features into the buffer zone:

• Dense vegetation/ foliage across a wide area of the buffer zone. Studies have shown that areas heavily planted with shrubs and trees can achieve up to 5 dB(A) per 100 m additional mitigation. Dense planting of approximately half of the proposed buffer zone would potentially reduce noise from the industrial area to compliant levels within the buffer zone; and/ or

• Use of earth mounding or noise walls, further discussed below. Earth mounding/ noise walls may be used in combination with vegetation screening to further reduce potential impacts.

It is noted that noise mitigation options such as mounding or dense screen planting should be cognisant of any other issues that might impact on their overall design and effectiveness, including visual impact; bushfire hazard; and ease and cost of maintaining effective mitigation.

5.3.2 Noise Barriers

A noise barrier is an effective way to reduce industrial noise. Noise barriers may be in the form of:

• An existing feature, such as an elevated road or railway line. • A purpose designed feature, such as an earthmound, noise wall or solid boundary fence. • A purpose designed feature of the building, such as a partially enclosed carport. • A purpose designed building, acting as a barrier block.

Where space allows, raised mounds of earth can be effective noise barriers. They are normally built with a side slope of at least 1.5:1 and thus require considerable width of land. Figure 10 below shows the relationship between height and width of an earth mound. If the extra land is not available, an earth mound can be combined with a low wall on top, thus reducing the space required for a full height mound. Earth mounds can be relatively cheap, if surplus fill material is available, and can often be incorporated into the landscape design more easily than a noise wall.

Noise barriers or earth mounding can usually reduce noise levels by 5dB(A) when they are high enough to break line of site and 10 - 15dB(A) in the acoustic ‘shadow zone’. Earth mounds will also minimise noise reflections, especially when the sides of the mound are grassed or planted.

Figure 10 – Relationship between height and width of an earth mound

h1 9.0 m

h2 MOUND 6.5 m h3

h4 4.0 m 2.250 m

0 7.75 13.0 21.5 32.5 metres

Any noise barrier and associated DCP/design requirements, would also need to take into account medium density or other potential 2 storey ‘noise sensitive’ development that may require higher screening barriers or alternative design.

5.3.3 Buildings as Noise Shields

Judicious design can allow development where the buildings themselves form a noise barrier. For example, a row of buildings could be built parallel to the noise sensitive buildings to separate the noise sensitive development from the industrial area. The first row of buildings would preferably be non-sensitive to noise, such as car park spaces or commercial buildings.

A continuous frontage (using a solid wall to extend to the boundary if necessary) is one way to lower noise levels across the rest of the property. Site planning and internal layout should also be considered.

It is noted that visual impact would need to be considered in any design using buildings as noise shields.

Figure 11 – Continuous frontage

Staggered terrace houses, for example, can be arranged to shield most windows from traffic noise whilst allowing them to be opened for natural ventilation.

NOISE SOURCE

Figure 12 - Staggered terraces to protect windows from traffic noise

5.3.4 Building Orientation and Room Layout

The building orientation is an important and significant way of minimising the infiltration of noise into noise sensitive areas of a building. The most sensitive areas of buildings should be placed farthest from the source of noise. Thus sleeping areas and other habitable areas should logically be placed on the side of the building furthest from the industrial area. Conversely rooms which are less sensitive (laundries, bathrooms, storage rooms, corridors, stairwells and so on) can be placed on the road side of the building where they act as a noise buffer.

The figures below illustrate some examples of layouts by placing less sensitive service areas on the noise affected façades. With such an arrangement, the less noise sensitive rooms provide effective shielding and distance to the more sensitive sleeping areas and other habitable areas.

Figure 13 – Single Dwelling - Locating noise sensitive rooms away from the noise source

Figure 14 – Multiple Dwellings - locating noise sensitive rooms away from the noise source

NOISE SOURCE

Figure 15 – Single Storey Building Orientations which reduce noise intrusion

NOISE SOURCE

Figure 16 – Double Storey Building Orientation which reduces noise intrusion

5.4 Recommendations for South Tralee Supplementary Report

5.4.1 Recommendations for within Buffer Zone

Our previous report found that existing industrial noise levels at Tralee are within the acceptable limits for industrial noise. Nonetheless, to ensure that the future growth of Hume Industrial Area is not limited by the rezoning of South Tralee it is recommended that the following features be incorporated into the proposed 250 m buffer zone along the western side of the site:

• Dense planting of vegetation (inc trees and shrubs) over approximately 100 to 150 continuous metres of the proposed buffer zone, subject to bushfire hazard assessment; • Construction of an earth mound and/or noise walls to a height of up to 3 m in areas where vegetation cannot be used; and • Building location and building layout should be considered in the planning process. Where possible medium density development, in particular multi-level buildings should be located along the western side of the site to act as a noise buffer the remainder of the site.

There is potential for noise sensitive land uses to be developed within the 250m buffer zone. These land uses have been identified in Table 2 in Section 2.2 of this report. Residential (or similar) and other noise sensitive uses are only considered reasonable if an industrial noise

assessment is undertaken to ensure that buildings and outdoor spaces are designed to satisfy the NSW Industrial Noise Policy.

5.4.2 Residential Development

Provision for the potential expansion of the Hume industrial area should be made in any Development Control Plan for the residential development of Tralee.

The following clauses should be incorporated into a DCP:

• An acoustic report shall accompany a development for residential or other noise sensitive land use (as noted it Table 2) within 400 m of the western boundary of the site. The acoustic report shall evaluate potential impacts on proposed buildings and outdoor spaces on the subject site, based on potential heavy industrial land uses within the Hume industrial area, taking into consideration the ACT Environmental Protection Regulations 2005. Noise impact shall be assessed in accordance with NSW legislation and guidelines, namely the NSW Industrial Noise Policy. • The acoustic report shall provide appropriate recommendations for noise mitigative treatment for external areas and propose solutions to achieve acceptable indoor design sound levels to satisfy the NSW Industrial Noise Policy. • On completion of the works, an acoustic report shall be provided certifying that the recommended treatment has been completed and noise measurements shall be undertaken to confirm compliance with the noise level criteria stipulated in the report.

6 ROAD TRAFFIC NOISE

6.1 Outcomes from Previous Report

Our previous report identified two existing roads that might generate traffic noise impact to the site, the Monaro Highway to the west of the site and Tharwa Road to the north. Additionally, new roads built to cater for the Tralee development itself were also identified as potential noise impacts. Traffic noise was assessed against the NSW Environmental Criteria for Road Traffic Noise (ECRTN, Environment Protection Authority 1999).

The investigation found that traffic noise from the Monaro Highway and Tharwa Road is not predicted to adversely impact the site.

Traffic noise from proposed roads connecting Tralee with the existing road network was found to be of potential noise impact. Mitigation measures in the form of setback distances for dwellings, noise barriers and at-property treatment (including courtyard walls, smart building design or architectural treatment of the dwelling) were suggested to mitigate noise to compliant levels.

6.2 Update of Traffic Noise Impacts

6.2.1 Traffic Noise Criteria

Since our previous report was issued the State Environmental Planning Policy (Infrastructure) 2007 (the ‘ISEPP’) came into force in NSW on 1 January 2008 to facilitate the effective delivery of infrastructure across the State. The aim of the policy includes identifying the environmental assessment category into which different types of infrastructure and services development fall and identifying matters to be considered in the assessment of development adjacent to particular types of infrastructure development.

Clause 102 of the ISEPP relates to the impact of road noise or vibration on new developments. In relation to South Tralee, it applies to roads with an Annual Average Daily Traffic (AADT) 40,000 vehicles or more and to the following developments:

• A building for residential use; • A place of public worship; • A hospital; • An educational establishment or child care centre.

Clause 102(3) of the ISEPP states the following:

(3) If the development is for the purposes of a building for residential use, the consent authority must not grant consent to the development unless it is satisfied that appropriate measures will be taken to ensure that the following LAeq levels are not exceeded:

(a) in any bedroom in the building—35 dB(A) at any time between 10 pm and 7am,

(b) anywhere else in the building (other than a garage, kitchen, bathroom or hallway)—40 dB(A) at any time.

Guidance is still taken from NSW ECRTN. As set out in our previous report, Table 1 in the ECRTN sets out the appropriate road traffic noise criteria to apply for different road or residential land use developments.

Our previous report established that there were no existing roads affecting the site. Should the South Tralee rezoning proceed, there will be new roads within the development area that may impact on the residential and school land uses of the site. The type of roads that would be developed, as categorised by the ECRTN are:

• ‘Collector’ roads that connect arterial roads with the local road system in the development area.

• ‘Local’ roads, the subdivisional roads within the development area. These roads are used solely as local access roads.

Table 11 – NSW Road Traffic Noise Criteria, dB(A)

Day Night Type of Development 7am – 10pm 10pm – 7am

4. New collector road corridor LAeq(1hr) = 60 LAeq(1hr) = 55

9. New local road corridor in a metropolitan area LAeq(1hr) = 55 LAeq(1hr) = 50

The ECRTN also sets guidelines for the assessment of traffic noise on sensitive land use

developments, such as schools. The Leq(1hr) guidelines for schools are relevant between 8.30am and 3.30pm with the assessment point being inside the classroom with the windows open. To meet a level of 40-45dB(A) internally, the external noise level should not exceed 55dB(A). Where current ambient noise levels inside existing classrooms exceed 45dB(A), then the permitted increase in ambient noise level is 2dB(A).

6.2.2 Traffic Noise Assessment

The level of traffic noise from a road is directly related to the volume, type and speed of traffic, distance (unobstructed) from a road and the type of ground cover or road surface. The influence of ground cover on noise level increases with distance from the road. The location of proposed new roads, their future traffic volumes and their location relative to residential properties within the South Tralee development area has not been determined in detail. It is therefore not considered appropriate to undergo further noise modelling and analysis at this stage.

In 2008 Department of Planning (DoP) released the document Development near rail corridors and busy roads – interim guideline. The interim guideline supports the ISEPP and aims to assist in the planning, design and assessment of development in, or adjacent to, rail corridors and busy roads.

Roads with a traffic volume of 40,000 AADT and a speed of 70 km per hour are likely to generate noise levels in excess of the noise level targets in the ECRTN occur at distances out to around 100 m from a roadway where there are no intervening structures and where the ground cover is lawn, gardens, pastures, bushland or similar. Proposed residential and noise sensitive building developments with a clear line-of-sight to the road traffic should be assessed for noise mitigation measures.

To assist in determining whether a proposed development requires further assessment of road traffic noise impact, the interim guideline has developed screen-tests for single dwelling developments, residential flat buildings and other sensitive developments near busy roads. The screen tests only apply to areas of a development (or facades of buildings) which are exposed to traffic noise and which have a direct line-of-sight, within approximately 10 m to 300 m from the road kerb.

Figure 17 below shows the screen test for single/dual occupancy dwellings near roads with traffic speed zone 60-70 km/h. The screen test takes into account the volume of traffic and the distance between the proposed development and the road. If an acoustic assessment is necessary then the noise control treatment required can be determined by a qualified acoustic engineer. Note that for the purpose of this report the categories identified in the interim guideline are not significant.

Figure 17 - Screen test for habitable areas of single/ dual occupancy dwellings near a busy road (Speed 60-70km/h)

Source: Department of Planning 2008

Figure 18 below shows the screen test for residential flat buildings and other sensitive developments. It takes into account the volume of traffic and the distance between the proposed development and road. The screen test should be conducted to establish whether or

not an acoustic assessment is required. If an acoustic assessment is necessary then the noise control treatment required should be determined by a qualified acoustic engineer.

Figure 18 - Screen test for habitable areas of residential flats and other sensitive developments near a busy road (Speed 60-70km/h)

Source: Department of Planning 2008

Further recommendations have been provided in the following section, taken from our previous report. Further noise assessment should be undertaken following the approval of the rezoning, at the design stage for roads within the development.

6.3 Recommendations for South Tralee Supplementary Report

Site planning and building design techniques can be adopted to minimise the impact of traffic noise on residences within the development, in accordance with the AMCORD design guidelines (Department of Housing and Regional Development 1995). Building setback is preferable in terms of improving both outdoor and indoor noise environments at residences, however lack of space often limits this option. Other options include noise barriers or boundary fences, building positioning, building design and architectural treatment. These options are discussed below.

6.3.1 Building Setback

Building setbacks to achieve the ECRTN traffic noise goals can be determined once traffic volume data and road design information becomes available. Setback distances of 25 m to 60 m were determined in our previous report for the new collector roads within the development areas.

Once setback distances have been established, residential development can either be prohibited within these areas, or permitted with additional noise mitigation treatment, such as noise

barriers (see Section 6.3.2) or smart building design (see Section 6.3.3) to achieve the ECRTN noise goals.

6.3.2 Noise Barriers & Higher Boundary Fences

Noise barriers or solid boundary fences can usually reduce noise levels by 5dB(A) when they are high enough to break line of site and 10 - 15dB(A) in the acoustic ‘shadow zone’, with a maximum total noise reduction of 20dB(A).

Noise barriers can be very effective for mitigating traffic noise as long as there are no breaks in the barrier. However, where the proposed dwellings at the site are to be double storey, large noise barriers would be required to mitigate noise to the upper level. Additionally, higher boundary fences may detract from streetscape character, as well as unnecessarily concealing houses and entrances. Where required traffic noise reductions are not high, lower walls / solid fences (up to 1.8m) may be used to provide some noise reduction to ground floor residences, while not compromising other objectives.

6.3.3 Building Design

If dwellings were to be constructed in the traffic noise affected zone (ie. within the building setback described in Section 6.3.1), building layout design and building treatment could be implemented at the design stage to ensure internal noise levels meet the NSW criteria for traffic noise.

6.3.4 Building Layout

Courtyards and open space areas can be located away from the road, using the building as a buffer to obtain a quiet outdoor environment. Within the building itself, locate less sensitive rooms closest to the road, so that these essentially form a barrier between the road and noise sensitive rooms such as bedrooms and offices. Where possible, locate the building further away from the road, thereby reducing road traffic noise at the facade.

See Section 5.3.4 for more detail regarding building design and layout.

6.3.5 Building Treatment

According to the NSW ECRTN, building treatment should only be considered for dwellings where the set external criteria (‘base’ criteria) is exceeded and other noise mitigation measures are either exhausted or are not cost effective. Any building treatment should be designed to achieve the internal noise levels that would have been achieved had the traffic noise complied with the ECRTN ‘base’ criteria. It is generally accepted that most buildings provide a noise reduction of at least 10dB(A) when windows are left 20% open, without providing additional treatment (EPA ECRTN p14).

Where external noise levels are less than 10dB(A) above the ECRTN ‘base’ criteria, the internal ‘base’ criteria may be achieved with windows closed. Where external noise levels are more than 10dB(A) above the ECRTN ‘base’ criteria, acoustic grade seals would need to be installed

on windows and perimeter doors exposed to road traffic. Upgraded windows and glazing and the provision of solid core doors may also be required on the facades exposed to the road.

Where the ECRTN internal ‘base’ criteria can only be achieved with windows closed, then mechanical ventilation or air conditioning must be provided to ensure fresh airflow inside the dwelling so to meet the requirements of the Building Code of Australia. It is important to ensure that mechanical ventilation does not provide another noise leakage path into the dwelling and does not create a noise a noise nuisance to neighbouring residential premises.

7 RAIL NOISE

The Goulburn to Bombala Railway line runs along the western boundary of the site, along the NSW/ACT border. Use of the rail line has otherwise been ‘temporarily suspended’; however services could be reinstated at any time provided the owners, Rail Infrastructure Corporation (RIC), have the justification to do so. Note that the line between Queanbeyan and Goulburn is still operational as part of the Countrylink Rail Network, with regular passenger services between Kingston and Sydney Terminal.

7.1 Outcomes from Previous Report

In our previous report guidance for the control of train noise intrusion was taken from the requirements of:

• the “Rail Related Noise and Vibration” issued by The State Rail Authority of NSW, which in turn is based on the criteria promulgated by the Hornsby Shire Council; and • the NSW ‘Environmental Noise Control Manual’ (ENCM), which provided external criteria for noise from rail traffic on a state-owned rail line.

Rail noise impact was predicted using an assumption of four (4) trains per day, split into two trains in the day period and two at night, to provide a ‘worst case’ scenario.

The modelling found that the rail noise criteria were exceeded and a minimum setback distance of approximately 35m was recommended, combined with at-property treatment such as smart building design, to limit rail noise impact on the residential zone.

7.2 New Assessment Standards

Since our previous report, the regulations and guideline policies pertaining to rail noise and vibration in NSW have changed. There is one now regulation and three guideline policies pertaining to rail noise and vibration in NSW.

1. The State Environmental Planning Policy (Infrastructure) 2007 (ISEPP) came into force in NSW on 1 January 2008 to facilitate the effective delivery of infrastructure across the State. The aim of the policy includes identifying the environmental assessment category into which different types of infrastructure and services development fall and identifying matters to be considered in the assessment of development adjacent to particular types of infrastructure development. 2. Development Near Rail Corridors and Busy Roads - Interim Guideline was released by the NSW Department of Planning in December 2008. The guideline is that referenced by the ISEPP under clauses 85, 86, 87, 102 and 103 where development is proposed in, or adjacent to, specific roads and railway corridors.

3. Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects 2007 was released by the NSW Department of Planning in April 2007. The interim guideline is designed to ensure that potential noise and vibration impacts associated with the ongoing expansion of rail developments are assessed in a consistent and transparent manner. 4. Rail Infrastructure Corporation (RIC)/State Rail Authority (SRA) Interim Guidelines for Councils and Applicants for the Consideration of Rail Noise and Vibration in the Planning Process - November 2003. The purpose of the guidelines was to assist Councils to adopt a more consistent approach to achieving an appropriate acoustic amenity for developments near a rail corridor in the absence of any government policy. From discussions with RailCorp it is understood that these guidelines are superseded by the ISEPP.

It is clear from the discussion above that the ISEPP is the relevant document which applies to the South Tralee site.

7.2.1 ISEPP Noise Limits

Clause 87 of the ISEPP states as follows;

87 Impact of rail noise or vibration on non-rail development

1. This clause applies to development for any of the following purposes that is on land in or adjacent to a rail corridor and that the consent authority considers is likely to be adversely affected by rail noise or vibration:

a) a building for residential use, b) a place of public worship, c) a hospital, d) an educational establishment or child care centre.

2. Before determining a development application for development to which this clause applies, the consent authority must take into consideration any guidelines that are issued by the Director-General for the purposes of this clause and published in the Gazette. 3. If the development is for the purposes of a building for residential use, the consent authority must not grant consent to the development unless it is satisfied that

appropriate measures will be taken to ensure that the following LAeq levels are not exceeded:

a) in any bedroom in the building - 35 dB(A) at any time between 10.00 pm and 7.00 am, b) anywhere else in the building (other than a garage, kitchen, bathroom or hallway) - 40 dB(A) at any time.

The Guideline in Section 3.6.1 ‘Airborne Noise’ states as follows;

‘If internal noise levels with windows or doors open exceed the criteria by more than 10dBA, the design of the ventilation for these rooms should be such that occupants can leave windows closed, if they so desire, and also to meet the ventilation requirements of the Building Code of Australia.’

7.2.2 ISEPP Guideline

To support the ISEPP, the NSW Department of Planning released the document “Development in Rail Corridors and Busy Roads – Interim Guideline (December 2008)” (Guideline). The Guideline assists in the planning, design and assessment of developments in, or adjacent to, major transport corridors in terms of noise, vibration and air quality.

The Guideline provides general guidance for strategic planning purposes, for Councils and other government agencies or private proponents investigating possible locations for new residential and other sensitive development that require development approval. It provides guidance on site selection to reduce or avoid the need for mitigation measures specifically to new residential (eg. single/dual occupancy, multi-unit dwellings, residential aged-care facilities etc), places of public worship, hospitals and educational establishments (including schools and child care centres). It also provides guidance with specific mitigation measures.

The Guideline recommends that a rail noise assessment should be undertaken for noise sensitive developments adjacent to rail corridors with passenger and freight services:

• Within 25 m of the rail track, where train speeds are less than 80 km/h; • Within 40 m of the rail track, where train speeds are more than 80 km/h.

The Guideline recommends that a rail vibration assessment should be undertaken for vibration sensitive developments adjacent to rail corridors with passenger and freight services within 60 m of the rail track.

7.2.3 Clarification of ISEPP Noise Limits

The Guideline clarifies the time period of measurement and assessment. As stated in the Guideline in Section 3.4 ‘What Noise and Vibration Concepts are Relevant’ and Table 3.1 of Section 3.6.1, noise measurements are determined over the following relevant time periods:

• Daytime 7am-10pm LAeq(15hr)

• Night-time 10pm-7am LAeq(9hr)

LAeq is the Equivalent Continuous Noise Level and accounts for both the level of fluctuating noise and also the number of noise excursions over the time period.

The noise criteria nominated in the ISEPP are internal noise levels with windows and doors closed and the requirements are stated in the following table. 2

2 Development in Rail Corridors and Busy Roads – Interim Guideline (December 2008), Section 3.6.1 Airborne Noise

Table 12 – Train Noise Criteria for South Tralee

Internal Criteria - Internal Space Time Period Noise Metric windows and doors closed

Bedrooms 10pm to 7am LAeq(9hrs) 35 dB(A)

Other Habitable Rooms Any Time LAeq(15hrs) and LAeq(9hrs) 40 dB(A)

7.2.4 Rail Vibration

Rail vibration is unlikely to be significant at distances beyond 60 m (Rail Infrastructure Corporation 2003). The Precinct Release Plan shown in

Figure 1 shows a 250 m buffer zone along the western boundary of the South Tralee site, adjacent to the railway line. Residential land use is permissible within the buffer zone in the form of shop top housing, caravan parks and hotel/ motel accommodation. Rail vibration impact should be assessed on a case by case basis for any ‘residential’ type development within 60 m of the rail line.

With the majority of residential or other vibration-sensitive receiver land uses at least 250 m from the railway line, vibration is not anticipated to be an issue and is not further assessed in this report.

7.3 Assessment of Rail Noise Impacts

While no freight trains currently use the line and there is the possibility that trains will return to the line, if it becomes feasible to do so, there is no expectation that passenger trains will return to the line, unless the line is reinstated for freight purposes. For the purpose of this assessment, as a worst case scenario, the return of freight trains to the line has been considered.

Rail noise levels from trains in motion were calculated based on measurements taken from the Rail Access Corporation’s (RAC) Train Noise Database and documented in our previous report. In particular, values used were for the specific train type and pass by speeds that correlate with the rail corridor conditions neighbouring the development site. In this case, diesel powered freight train noise levels at 20-60 km/hr pass-by speeds presented below in Table 13 were used to predict train noise intrusion levels onto the site.

Table 13 – RAC Database Train Noise Levels

Speed Mean Sound Exposure Train type (km/hr) Level (SEL) @ 15m, dB(A)

Freight/Diesel 20 – 30 91 Freight/Diesel 30 – 40 86 Freight/Diesel 50 – 60 90

As only limited residential land use is permissible within the 250 m buffer zone, noise impact has been modelled to the nearest noise sensitive receivers (residences) adjacent to the buffer

zone based on the worst-case night time period. The night time noise criteria is LAeq(9 h) 35 dB(A), to be met inside the bedroom. Assuming a 10dB(A) noise reduction through an open

window, this equates to a noise criteria of LAeq(9h) 45 dB(A) just outside the bedroom window.

LAeq(9h) noise levels have been modelled taking into consideration the 250 m buffer zone between the rail line and the nearest residence and the potential number of trains that may operate on the line during the night period. Our noise modelling found that up to 14 freight trains could operate on the rail line during the night period before the noise criteria established above would be exceeded. It is unlikely that freight traffic will exceed these numbers,

therefore the current buffer zone is considered a satisfactory noise mitigation measure to protect the future residential area from potential rail noise impact.

7.4 Recommendations for South Tralee Supplementary Report

Only limited residential (or similar) development (shop top housing, caravan parks and hotel/ motel accommodation) is permissible within the 250 m buffer zone. There is no requirement for building setback distances for residential developments outside the buffer zone.

For residential and/or other noise and vibration sensitive land uses within the 250 m buffer zone:

• A rail noise assessment should be undertaken for noise sensitive buildings within 40 m of the Goulburn to Bombala Railway line; • A rail vibration assessment should be undertaken for vibration sensitive buildings within 60 m of the Goulburn to Bombala Railway line.

8 CONCLUSION

Renzo Tonin & Associates have completed an update on our previous acoustic report, prepared in 2004, re-examining the impact of environmental noise potentially affecting the residential development of ‘South Tralee’, located in Queanbeyan City Council local government area. Our investigations have included a review of aircraft noise, industrial noise, road noise and rail traffic noise onto the site in terms of the current Australian Standards, NSW Department of Environment, Climate Change and Water (DECCW) Policy and NSW Department of Planning Guidelines. Furthermore, Section 62 submissions were reviewed and the issues pertaining to noise were identified and addressed.

The findings of this study are summarised below.

Aircraft Noise

• Aircraft noise is still the most significant noise issue in terms of potential affectation of the site and in terms of stakeholder concerns. • Most of the South Tralee site is located outside the ANEF 20 contour from the Canberra International Airport 2009 Masterplan. All of the area zoned for residential development is outside the ANEF 20 contour. Therefore the site is acceptable for residential development under AS2021-2000. • Measurement and prediction of aircraft noise levels on site indicate that some aircraft flyover noise levels exceed 75dB(A), which may potentially be annoying to residential receivers. Predictions have been based on the worst case scenario of 747-400 regularly utilising Canberra Airport as well as the more realistic worst case of 737 aircraft. • Under current operations at Canberra Airport, wide bodied aircraft fly over South Tralee on an approach path approximately once every 3 days. There were no recorded departures of wide bodied aircraft over South Tralee in 2009. Aircraft noise level events in excess of 60 dB(A) during aircraft departures are only likely to occur once during the night period. • In line with a precautionary approach to development, it is recommended that an aircraft noise assessment be undertaken for all proposed noise sensitive land use developments at South Tralee. Alternatively, the QCC Aircraft Noise Assessment Guidelines could be further developed for the South Tralee site. All development would need to conform to the Guideline. Any departures from the Guideline would require further detailed noise assessment. • It is recommended that a ‘buyer advisory policy’ be adopted to ensure that the community choosing to live in Tralee is accepting of aircraft noise, thus limiting potential future complaints.

Industrial Noise

• Industrial noise from the Hume Industrial Area may impact the site and mitigation measures in the form of earth mounding or building design and treatment have been suggested to mitigate noise to compliant levels. • Dense planting of vegetation (inc trees and shrubs) over approximately 100 to 150 continuous metres of the proposed buffer zone and/ or construction of an earth mound/ noise wall to a height of 3 m would protect future residential development from potential noise emission generated by the Hume Industrial Area and to ensure the future development of Hume is not limited by the development of South Tralee. • Building location and building layout should be considered in the planning process. Where possible medium density development, in particular multi-level buildings should be located along the western side of the site to act as a noise buffer the remainder of the site. • An acoustic report shall accompany a development application residential or other noise sensitive land use where the land is within 400 m of the western boundary of the site.

Road Traffic Noise

• Traffic noise from the Monaro Highway and Tharwa Road is not predicted to adversely impact the site. • Traffic noise from proposed connection roads between Tralee and the existing road network may impact the site and mitigation measures in the form of setback distances for dwellings, noise barriers or building treatment have been suggested to mitigate noise to compliant levels. • It is recommended that a road traffic noise assessment be completed for all noise sensitive developments within 100 m (unobstructed) of a roadway with a traffic volume of 40,000 AADT and a speed of 60 km/h or greater.

Rail Noise

• Rail noise is the most insignificant noise issue based on the existing use of the railway line, however should the line be reinstated setback distances for dwellings and/or building treatment have been recommended to ensure noise levels comply with the set noise goals for future residences. • It is recommended that where a residential or noise sensitive land use is proposed within the 250 m buffer zone:

- A rail noise assessment should be undertaken for all proposed noise sensitive buildings within 40 m of the Goulburn to Bombala Railway line. - A rail vibration assessment should be undertaken for proposed vibration sensitive buildings within 60 m of the Goulburn to Bombala Railway line.

REFERENCES

1. Airservices Australia 2008 Noise monitoring report: A380 v 747–400. Canberra, Australia

2. Airservices Australia 2009 Noise and Flight Path Monitoring System Canberra Quarterly Report January-March 2009 (ref: CB09Q1)

3. Airservices Australia 2009 Noise and Flight Path Monitoring System Canberra Quarterly Report April- June 2009 (ref: CB09Q2)

4. Airservices Australia 2009 Noise and Flight Path Monitoring System Canberra Quarterly Report July- September 2009 (ref: CB09Q3)

5. Airservices Australia 2009 Noise and Flight Path Monitoring System Canberra Quarterly Report October-December 2009 (ref: CB09Q4)

6. Airservices Australia 2010 What is RNP? http://www.airservicesaustralia.com/aviationenvironment/environment/rnp.asp last updated 8 January 2010

7. Canberra Airport Group 1999b Canberra International Airport Year 2020 Master plan – Approved 23 August 1999 Canberra Australia

8. Canberra Airport Group 2002 Preliminary Version – Draft Minor Variation – Canberra International Airport Year 2020 Master plan – February 2002 Canberra Australia

9. Canberra Airport Pty Limited 2009 Canberra Airport 2009 Master Plan – Approved 28 August 2009 Canberra Australia

10. Department of Infrastructure, Transport, Regional Development and Local Government 2009 National Aviation Policy White Paper: Flight Path to the Future Canberra Australia

11. Department of Planning 2008 Development near rail corridors and busy roads – interim guideline

12. Environment Protection Authority 1999 Environmental Criteria for Road Traffic Noise Environment Protection Authority Chatswood, Australia

13. Environment Protection Authority 2000 Industrial Noise Policy Environment Protection Authority Sydney South, Australia

14. Heggies Pty Ltd 2010 Hume Industrial Plant – Lot 76, Section 7 (ref: 70-1711, Rev 1) dated 20 January 2010

15. Nelson P 1987 Transportation Noise Reference Book. Butterworths & Co Ltd University Press, Cambridge UK

16. Queanbeyan City Council Aircraft Noise Assessment Guidelines

17. Senate Standing Committee on Rural & Regional Affairs & Transport 2010 The effectiveness of Airservices Australia’s management of aircraft noise. Senate Printing Unit, Department of the Senate, Parliament House, Canberra

18. Southgate D, Aked R, Fisher N, Rhynehart G 2000 Discussion Paper: Expanding Ways to Describe and Assess Aircraft Noise Department of Transport and Regional Services Canberra

19. Southgate D 2000 Rethinking our approach to aircraft noise information – going beyond the ANEF Acoustics Australia Vol 28:1 pp11-14

20. Standards Australia 2000 Australian Standard 2021-2000 Acoustics – Aircraft noise intrusion - building siting and construction p13 Standards Australia International Ltd Sydney Australia

21. Sydney Airport Corporation Limited 2009 Sydney Airport Masterplan 2009

22. The Amidji Group Pty Ltd 22 January 2010 Submission 93 ‘Airservices Australia’s Aircraft Noise Management Inquiry’ http://www.aph.gov.au/Senate/committee/rrat_ctte/aircraft_noise/submissions.htm

APPENDIX A - GLOSSARY OF ACOUSTIC TERMS

The following is a brief description of the technical terms used to describe noise to assist in understanding the technical issues presented.

Adverse Weather Weather effects that enhance noise (that is, wind and temperature inversions) that occur at a site for a significant period of time (that is, wind occurring more than 30% of the time in any assessment period in any season and/or temperature inversions occurring more than 30% of the nights in winter).

Ambient Noise The all-encompassing noise associated within a given environment at a given time, usually composed of sound from all sources near and far.

Assessment Period The period in a day over which assessments are made.

Assessment Point A point at which noise measurements are taken or estimated. A point at which noise measurements are taken or estimated.

Background Noise Background noise is the term used to describe the underlying level of noise present in the ambient noise, measured in the absence of the noise under investigation, when extraneous noise is removed. It is described as the average of the minimum noise levels measured on a sound level meter and is measured statistically as the A-weighted noise level exceeded for ninety percent of a sample period. This is

represented as the L90 noise level (see below).

Decibel [dB] The units that sound is measured in. The following are examples of the decibel readings of every day sounds:

0dB The faintest sound we can hear 30dB A quiet library or in a quiet location in the country 45dB Typical office space. Ambience in the city at night 60dB Martin Place at lunch time 70dB The sound of a car passing on the street 80dB Loud music played at home 90dB The sound of a truck passing on the street 100dB The sound of a rock band 115dB Limit of sound permitted in industry 120dB Deafening

dB(A): A-weighted decibels The ear is not as effective in hearing low

frequency sounds as it is hearing high frequency sounds. That is, low frequency sounds of the same dB level are not heard as loud as high frequency sounds. The sound level meter replicates the human response of the ear by using an electronic filter which is called the “A” filter. A sound level measured with this filter switched on is denoted as dB(A). Practically all noise is measured using the A filter.

Frequency Frequency is synonymous to pitch. Sounds have a pitch which is peculiar to the nature of the sound generator. For example, the sound of a tiny bell has a high pitch and the sound of a bass drum has a low pitch. Frequency or pitch can be measured on a scale in units of Hertz or Hz.

Impulsive noise Having a high peak of short duration or a sequence of such peaks. A sequence of impulses in rapid succession is termed repetitive impulsive noise.

Intermittent noise The level suddenly drops to that of the background noise several times during the period of observation. The time during which the noise remains at levels different from that of the ambient is one second or more.

Lmax The maximum sound pressure level measured over a given period.

Lmin The minimum sound pressure level measured over a given period.

L1 The sound pressure level that is exceeded for 1% of the time for which the given sound is measured.

L10 The sound pressure level that is exceeded for 10% of the time for which the given sound is measured.

L90 The level of noise exceeded for 90% of the time. The bottom 10%

of the sample is the L90 noise level expressed in units of dB(A).

Leq The “equivalent noise level” is the summation of noise events and integrated over a selected period of time.

Reflection Sound wave changed in direction of propagation due to a solid object obscuring its path.

SEL Sound Exposure Level (SEL) is the constant sound level which, if maintained for a period of 1 second would have the same acoustic energy as the measured noise event. SEL noise measurements are

useful as they can be converted to obtain Leq sound levels over any period of time and can be used for predicting noise at various locations.

Sound A fluctuation of air pressure which is propagated as a wave through air.

Sound Absorption The ability of a material to absorb sound energy through its conversion into thermal energy.

Sound Level Meter An instrument consisting of a microphone, amplifier and indicating device, having a declared performance and designed to measure sound pressure levels.

Sound Pressure Level The level of noise, usually expressed in decibels, as measured by a standard sound level meter with a microphone.

Sound Power Level Ten times the logarithm to the base 10 of the ratio of the sound power of the source to the reference sound power.

Tonal noise Containing a prominent frequency and characterised by a definite pitch.