LEVEL CROSSING REMOVAL AUTHORITY FRANKSTON PACKAGE
46 - Station Street/Bondi Road, Bonbeach Acoustic Assessment – Rail Under Road
LXRA-LX31-46-PA-RPT-0007 Revision: 0
February 2017
Document Control
Release
Revision Date Released Release Status Comment
0 24/02/2017 ISSUED FOR USE Final Report
Limitations – This document has been prepared by the AECOM-GHD Joint Venture ABN 57 194 323 595 (JV) for LXRA and may only be used and relied on by LXRA for the agreed purpose as expressly stated within this document. The JV disclaims responsibility to any person other than LXRA arising in connection with this document. The JV also excludes implied warranties and conditions, to the extent legally permissible. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of an authorised officer of the JV team. This document has been prepared based on LXRA’s description of its requirements and the JV’s experience, having regard to assumptions that the JV can reasonably be expected to make in accordance with sound professional principles. The JV may also have relied upon information provided by LXRA and other third parties to prepare this document, which may not have been verified by the JV. The opinions, conclusions and any recommendations in this report are based on site conditions encountered and information reviewed at the date of preparation of this document. Site conditions may change after the date of this document. The JV does not accept responsibility arising from, or in connection with, any change to the site conditions or to account for events or changes occurring subsequent to the date that this document was prepared.
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E ...... A ...... G ...... 1. I ...... 1 1.1 S ...... 1 1.2 B ...... 1 1.3 P ...... 2 2. E ...... 4 2.1 N ...... 4 2.2 E ...... 4 3. R ...... 6 3.1 P R I N P ...... 6 3.2 C ...... 7 4. N ...... 9 4.1 T ...... 9 4.2 B ...... 9 4.3 M ...... 9 4.4 R ...... 10 4.5 G ...... 10 4.6 N ...... 10 4.7 T ...... 10 4.8 T ...... 10 4.9 T ...... 10 4.10 T ...... 11 4.11 P ...... 11 5. N ...... 12 5.1 N ...... 12 5.2 P ...... 12 6. C ...... 13 6.1 C ...... 13 6.2 C ...... 15 7. C ...... 18 8. R ...... 19
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Table index
Table 1 Pre-construction noise monitoring results, A-weighted decibels (dB(A)) ...... 4 Table 2 PRINP investigation thresholds for redevelopment of existing passenger rail infrastructure(1) ...... 6 Table 3 Indicative construction noise limits to satisfy EPA Noise Control Guidelines, Publication 1254 ...... 8 Table 4 Typical construction plant noise levels ...... 13 Table 5 Analysis of noise mitigation and management options for construction works ...... 15
Figure index
Figure 1 Project area...... 3 Figure 2 Noise monitoring sites – Bonbeach ...... 5
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Executive summary
The AECOM-GHD Joint Venture is engaged by the Level Crossing Removal Authority to provide specialist planning and environmental advice for the Level Crossing Removal Program. A preliminary acoustic assessment has been undertaken for the Station Street/Bondi Road, Bonbeach level crossing removal. Noise emissions will be assessed in accordance with the Passenger Rail Infrastructure Noise Policy and Environment Protection Authority Noise Control Guidelines Publication 1254 for rail operations and construction noise respectively. The design alignment for the project will be acoustically modelled to assess the potential noise emissions from the new rail system, including noise from the passenger and freight rail services. Noise modelling will compare the future rail operation noise with the applicable noise policy criteria to determine if noise mitigation measures need to be considered. Construction noise from typical plant and equipment used for rail construction should be acceptable for daytime use. Evening and night construction works are likely to exceed the applicable noise criteria and, would need to be managed as part of the Environmental Management Framework or equivalent document to ensure noise impacts are avoided, minimised or managed.
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Abbreviations
Term Definition
dB Decibels
dB(A) A-weighted decibel
EPA Environment Protection Authority Victoria
GIS Geographic information system
JV AECOM-GHD Joint Venture
LAeq Equivalent A-weighted sound level
LAmax Maximum A-weighted sound level
LiDAR Light Detection and Ranging
LXRA Level Crossing Removal Authority
PRINP Passenger Rail Infrastructure Noise Policy
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Glossary
Term Description
‘A’ Weighted Frequency filter designed to adjust the absolute sound pressure levels to correspond to the subjective response of the human ear at low noise levels.
Day The 16 hour period from 6:00 am to 10:00 pm.
dB(A) ‘A’ Weighted overall sound pressure level measured in decibels.
Leq Equivalent continuous sound pressure level. It is the value of the sound pressure level of a continuous steady sound that has the same acoustic energy as a given time-varying sound pressure level when determined over the same measurement time interval. Often referred to as average sound pressure level.
Leq,16hr Equivalent continuous sound pressure level measured over the 16 hour period from 6:00 am to 10:00 pm.
Leq,8hr Equivalent continuous sound pressure level measured over the 8 hour period from 10:00 pm to 6:00 am.
Lmax The maximum sound pressure level that occurs during a given measurement period.
Night The 8 hour period from 10:00 pm to 6:00 am.
Sound Power Level The sound power level is used to describe the strength of a noise source.
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1. Introduction
1.1 Scope The AECOM-GHD Joint Venture (JV) is engaged by the Level Crossing Removal Authority (LXRA) to provide specialist planning and environmental advice for the Level Crossing Removal Program. A preliminary acoustic assessment has been undertaken for the Station Street/Bondi Road, Bonbeach level crossing removal. This report outlines the environmental noise criteria that apply to the Station Street/Bondi Road, Bonbeach level crossing, the results of background noise monitoring, the noise modelling methodology and typical acoustic treatments that may be applied should the project noise emissions exceed the relevant criteria.
1.2 Background
Over the next eight years LXRA will oversee the removal of 50 dangerous and congested level crossings across Melbourne. The Victorian Government allocated $2.4 billion in its 2015-16 budget to remove at least 20 level crossings by 2018. These sites form the basis of a long-term strategic plan being developed to remove all 50 level crossings by 2022. Construction has already commenced on several sites, and planning and early consultation is underway for the delivery of the entire program. Level crossings are a key cause of congestion on Melbourne’s roads, and form one of the limitations on the number of train services that can operate on each line. The 50 level crossings planned for removal were chosen on a range of different factors, including safety, congestion and overall network benefits. Three level crossings on the Frankston railway line have already been removed: y North Road, Ormond y McKinnon Road, McKinnon y Centre Road, Bentleigh. In November 2015, the Victorian Government announced that work on removing a further eight Frankston line level crossings had commenced. These are: y Charman Road and Park Road1, Cheltenham y Balcombe Road, Mentone y Edithvale Road, Edithvale y Station Street/Bondi Road, Bonbeach y Station Street, Carrum y Eel Race Road, Carrum2 y Seaford Road, Seaford
y Skye/Overton Road, Frankston.
1 Park Road has since been included in the Cheltenham package of works 2 Station Street, Carrum and Eel Race Road, Carrum are being considered as a single package of works
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1.3 Project description
1.3.1 Project site The Station Street/Bondi Road, Bonbeach level crossing removal project area (the project area) extends approximately 730 metres north from Station Street/Bondi Road to Glenola Road and approximately 900 metres south to Mascot Avenue. The project area includes the rail corridor and all of Station Street and Nepean Highway located to the east and west respectfully between Glenola Road and Mascot Avenue. At its closest point the project area is approximately 125 metres north of Patterson River. Pedestrian/cyclist rail crossings are located near Station Street/Bondi Road, Golden Avenue, Wellwood Road, and The Glade. Refer to Figure 1.
1.3.2 Project scope It is proposed to remove the level crossing by lowering the Frankston railway line into a trench whilst maintaining Bondi Road at the current road level. The trench would be approximately 1,100 metres in length and approximately 12 metres wide. The rail track would be approximately eight metres below ground level at its lowest point at Bonbeach Station and would include underground infrastructure (below the rail track) to collect and divert rain water from the trench. Barriers, fencing and screening would be erected along the trench, at road level, to prevent access by vehicles or people. Decking above the rail trench would be required to provide for station car parking and new pedestrian bridges would be constructed to maintain pedestrian access across the railway line. A new station building would be provided with access to the below-ground platforms.
LXRA-LX31-46-PA-RPT-0007 Revision 0 | Acoustic Assessment – Rail Under Road | Page 2 SCOTCH PARADE S T NUE N A VE E T A I O OK P O N GLENOLA ROAD R E NB A E S ARGYLE AVENUE GL N T
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LXRA-LX31-46-PA-RPT-0007 R 0 Acoustic Assessment – Rail Under Road P 4 SCOTCH PARADE S T NUE N A VE E T A I O OK P O N GLENOLA ROAD R E NB A E S ARGYLE AVENUE GL N T
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L A GOLDEN AVENUE HAROLD STREET N NEPEAN HIGHWAY GLENOLA ROAD BROADWAY E NEWINGTON PARADE
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R O W Y BROADWAY WIMBORNE AVENUE ATTWELL LANE
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X:\Project Data\PRGM\GIS\GHD\Maps\Working\Misc\Frankston8_new3_Noise.mxd Conditions of Use. This document may only be used by the client of the AECOM and GHD Joint Venture (JV) (and any other person who the JV has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose. Data source: Planning Zones, Vicmap Data, DELWP, 2016. Investigation Area, LXRA, 20/06/2016. Created by:edged
3. Relevant noise legislation and policy
The environmental noise legislation and/or policies relevant to the project are discussed in the following sections. Train noise impacts on residential areas are governed by the Victorian Passenger Rail Infrastructure Noise Policy, 2013 (PRINP; DEDJTR 2013) which considers noise impacts from new or improved passenger rail services. Noise from the rail service has been considered in accordance with this policy.
3.1 Passenger Rail Infrastructure Noise Policy The PRINP was released in April 2013, and applies to new passenger rail infrastructure, changes to land use near existing and planned rail corridors, and redevelopment of existing passenger rail infrastructure. The policy has been put in place to effectively manage rail noise, and provide good urban, transport and social outcomes as Victoria grows. The PRINP applies to the operational rail noise from the realigned section of rail line associated with each level crossing that is removed.
3.1.1 Investigation thresholds For the purpose of selecting noise criteria from PRINP, the Level Crossing Removal Program has been considered to be a ‘redevelopment of existing passenger rail infrastructure’. PRINP provides investigation thresholds to guide transport bodies and planning authorities when assessing the impacts of rail noise on noise-sensitive areas, which are outlined in Table 2. It should be noted that these investigation thresholds are not limits on allowable noise emissions, rather where railway noise levels are predicted to exceed the investigation thresholds, then ‘noise impacts should be considered a primary matter’ and options for avoiding minimising and mitigating railway noise should be considered.
Table 2 PRINP investigation thresholds for redevelopment of existing passenger rail infrastructure(1)
Time Type of receiver Investigation thresholds
Day Residential dwellings and other 65 dB(A) LAeq and change in buildings where people sleep L of 3 dB(A) or more (6:00 am to 10:00 pm Aeq including aged person homes, or dB(A) External hospitals, motels and caravan parks. 85 dB(A) LAmax and change in
LAmax of 3 dB(A) or more Noise sensitive community buildings including, schools, kindergartens and libraries.
Night Residential dwellings and other 60 dB(A) LAeq and change in buildings where people sleep L of 3 dB(A) or more (10:00 pm to 6:00 am) Aeq including aged person homes, or dB(A) External hospitals, motels and caravan parks 85 dB(A) LAmax and change in
LAmax of 3 dB(A) or more
¹ Source: Table C, Attachment 2 of PRINP
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3.2 Construction noise criteria
There are no statutory noise limits which apply to construction work in Victoria. However, the Environment Protection Authority Victoria (EPA) provides guidance on construction noise in the document Noise Control Guidelines, Publication 1254, October 2008 (EPA Guidelines; EPA 2008). The EPA Guidelines would be applicable to this project and therefore form the basis of the construction noise assessment presented here. Section 2 of the EPA Guidelines (Construction and Demolition) states: y During normal working hours (7:00 am to 6:00 pm Monday to Friday, 7:00 am to 1:00 pm Saturdays) there are no specific noise limits for construction noise y During weekend and evening work (6:00 pm to 10:00 pm Monday to Friday, 1:00 pm to 10:00 pm Saturdays, and 7:00 am to 10:00 pm Sundays and public holidays) for up to 18 months, construction noise must not exceed existing background noise levels by 10 dB(A) and by 5 dB(A) after 18 months y During the night period (10:00 pm to 7:00 am Monday to Sunday) noise must be inaudible within a habitable room of any residential premises. With regard to the night period requirement of inaudibility inside habitable rooms it should be noted that the audibility of a sound indoors will depend not only on its level outside but also on its character and on the sound insulation of the properties of the building. Distinctive sounds such as reversing beepers and the low frequency noise from construction equipment may be audible even at lower noise levels than the background noise level. As a guide, outdoor construction noise levels at least 5-10 dB(A) lower than the outdoor background noise level would typically be required to achieve inaudibility of the construction noise inside a residence at night.
Based on the average LA90 background noise levels measured during the noise logging, indicative noise limits to satisfy the EPA Guidelines are presented in Table 3.
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Table 3 Indicative construction noise limits to satisfy EPA Noise Control Guidelines, Publication 1254
Period Receptor Area Measured Indicative noise Indicative noise
background, dB limit, dB LAeq limit, dB LAeq
LA90 (Up to 18 months) (Beyond 18 months)
Normal working All areas n/a No limit No limit hours
7:00 am to 6:00 pm (Monday to Friday)
7:00 am to 1:00 pm (Saturday)
Weekends and Site 6 43 53 48 evenings Site 7 46 56 51 6:00 pm to 10:00 pm Site 9 41 51 46 (Monday to Friday) Site 14 46 56 51 1:00 pm to 10:00 pm (Saturday)
7:00 am to 10:00 pm (Sunday)
Night Site 6 34 24 24
10:00 pm to Site 7 34 24 24 7:00 am (Monday to Site 9 31 21 21 Sunday) Site 14 33 23 23
It should be noted that while there are no noise limits for normal working hours, the EPA guidelines state: ‘General noise at any time during the day might still be considered unreasonable, taking into account the work practices and circumstances of the noise. Assessment must consider the attributes of the noise and the time, place and circumstances in which it is emitted’ (EPA 2008).
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4. Noise modelling methodology
Noise modelling of the proposed design will be undertaken to understand the likely noise emissions and confirm the effectiveness of any noise mitigation required to meet the PRINP. Modelling of the operational rail noise will be performed using SoundPLAN environmental noise modelling software. Operational rail noise levels will be predicted using the Nordic Rail Traffic Noise Prediction Method as given in Kilde Report 130, November 1984. This methodology has been widely used for predicting rail traffic noise in Australia, and is suitable in the context of this assessment as it
includes algorithms to predict both the LAeq and the LAmax sound pressure levels, which is required by PRINP. The project will be modelled to assess noise from the redeveloped rail system, including noise from the passenger rail services and other non-timetabled services such as freight trains. The models will be developed using GIS datasets including elevation data, cadastral data, and aerial photographs. The impacts from construction noise have been calculated assuming simple geometric spreading of sound from each noise source. The following sections outline the modelling parameters that will be included in the acoustic model to predict the rail noise levels at the noise-sensitive areas.
4.1 Terrain The terrain in the model will be based on one-metre elevation contour lines of the project area. Design contours will be included in the terrain model.
4.2 Buildings and features Three dimensional buildings data has been sourced from a third party (Aerometrex), who digitised the buildings within the project area using aerial photography and LiDAR. The buildings and terrain models extend approximately 300 metres and 500 metres respectively from either side of the rail corridor.
4.3 Modelling scenarios The noise modelling will be undertaken for the following scenarios: y Scenario 0 – Current: existing predicted noise levels y Scenario 1 – Base case: one day prior to project opening, representing the situation if the project did not proceed (this may be the same as Scenario 0) y Scenario 2 – Redeveloped railway: one day after project opening y Scenario 3 – Redeveloped railway: 10 years after project opening, including services changes in the approved railway operating schedule, excluding other non-funded projects. It has been assumed that the track is maintained in good condition, and hence no allowance has been made for the degradation of the track in the model. In accordance with PRINP, the following metrics will be modelled for each scenario:
y Day period LAeq, 6:00 am to 10:00 pm (Investigation threshold: 65 dB(A))
y Night period LAeq, 10:00 pm to 6:00 am (Investigation threshold: 60 dB(A))
y LAmax (Investigation threshold: 85 dB(A)).
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4.4 Rail alignment
The rail alignment, which includes the depth of the passenger rail and the supporting structures such as tanked walls, will be provided in the form of three dimensional DXF drawings and included into the model.
4.5 Ground absorption All ground in the vicinity of the passenger rail will be modelled as acoustically reflective, which corresponds with concrete, paved or other hard ground. This will represent a conservative scenario, as receivers at larger distances separated from the rail alignment by soft ground areas such as thick grass or garden areas may receive lower noise levels.
4.6 Noise sensitive receivers
The following noise-sensitive receivers will be considered in the operational rail noise model: y Assessment during the day period
o residential dwellings and other buildings where people sleep, including aged persons’ homes, hospitals, motels and caravan parks
o noise sensitive community buildings, including schools, kindergartens and libraries y Assessment during the night period
o residential dwellings and other buildings where people sleep, including aged persons’ homes, hospitals motels and caravan parks. In all instances, the noise level incident on the façade at each floor level above the ground will be predicted and used for the assessment. This provides a consistent approach to the assessment of noise at each building, irrespective of the acoustic quality of each building.
4.7 Train noise levels
Train reference noise source levels will be modelled based on measurements undertaken of existing electric multiple units, diesel multiple units and freight trains utilising the Melbourne metropolitan rail network.
4.8 Train volumes Train volumes for each modelling scenario as outlined in Section 4.3 will be provided by LXRA and Public Transport Victoria for use in the noise model.
4.9 Train speeds
Passenger trains will be modelled as travelling at 95 kilometres per hour. In practice, where trains reduce in speed, such as when approaching a station, lower noise levels are expected. This includes noise due to braking, where measurements have shown that a train travelling at 95 kilometres per hour will produce higher noise levels and as such the noise due to braking is considered to be negligible. Therefore, this may represent a conservative approach.
Freight trains will be modelled with consideration of speed, load and locomotive notch setting.
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4.10 Track condition corrections
At this stage, the track will be modelled as a continuously welded ballasted track. As design is further progressed, this could be subject to change and the model will be updated accordingly. There are no crossovers or turnouts in the project area. Curve radii are greater than 500 metres throughout the rail corridor, and therefore additional noise as a result of flanging and curve squeal is not expected to occur.
4.11 Post construction noise monitoring
Post construction noise monitoring will be undertaken at the completion of the level crossing upgrade works and when train timetables return to normal service. Post construction noise monitoring results will be compared to the modelled noise levels to confirm that the model accurately predicted the post construction noise levels.
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5. Noise mitigation
The noise modelling results will be compared with the applicable noise criteria to determine if noise mitigation for the project needs to be considered. In accordance with the PRINP: ‘All reasonable efforts to limit impacts of noise should be made taking into account of what is practicable, reasonable and cost effective, given the specific local circumstances and the broader public good.’ (DEDJTR 2013)
5.1 Noise barriers
Noise barriers can be used to reduce rail noise emission levels. If required, noise barriers will be constructed from a solid, air tight material that is used to block the transfer of sound between the noise source and the receiver. Placing the rail into a trench will also provide some noise mitigation, as the trench walls will act as a noise barrier. The height, placement and noise barrier materials are all important factors which will be considered in the noise wall design.
5.2 Property treatments
Consideration may be given to applying acoustic treatments to affected properties. If property treatments are required, these will be designed and installed in accordance with the PRINP. Property treatments may be in the form of boundary fencing or upgrading the building façade (e.g. upgrading the windows, doors and building ventilation paths). These would be assessed on a case by case basis.
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6. Construction noise assessment
The rail reserve is narrow in this location so it is not feasible to divert trains onto an adjacent track in order to construct the level crossing removal and keep trains running. This means that train services will be suspended during construction. Works will be conducted 24 hours a day to minimise disruption to rail services during construction activities. The duration of 24 hour works will be determined once a construction partner has been appointed and a detailed construction methodology has been developed. LXRA has already successfully removed three level crossings on the Frankston Line with rail under solutions that required 24 hour construction operation.
6.1 Construction noise assessment
Typical plant that would be used during construction and noise levels emitted by each of these are presented in Table 4.
Table 4 Typical construction plant noise levels
Plant Sound power Leq at specified distance, dB(A) level, dB(A) re 10-12W 10 m 20 m 50 m 100 m
Corridor clearing
Small bulldozer 115 87 81 73 67
45 T tracked excavator 108 80 74 66 60
Chainsaw 114 86 80 72 66
Tub grinder & mulcher 116 88 82 74 68
Front end loader 113 85 79 71 65
Dump truck 108 80 74 66 60
Cherry picker 105 77 71 63 57
Structures
Bored piling rig 116 88 82 74 68
Power pack 103 75 69 61 55
Mobile crane 113 85 79 71 65
Concrete pump 105 77 71 63 57
Concrete vibrator 103 75 69 61 55
Welding equipment 105 77 71 63 57
45 T tracked excavator 108 80 74 66 60
Pneumatic jackhammer 113 85 79 71 65
Concrete truck 109 81 75 67 61
Delivery truck 108 80 74 66 60
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Plant Sound power Leq at specified distance, dB(A) level, dB(A) re 10-12W 10 m 20 m 50 m 100 m
Earthworks and drainage
Small bulldozer 115 87 81 73 67
Large bulldozer 117 89 83 75 69
Scraper 110 82 76 68 62
45 T tracked excavator 108 80 74 66 60
Line driller 114 86 80 72 66
Grader 105 77 71 63 57
Vibratory roller 114 86 80 72 66
Spreader 95 67 61 53 47
Vibratory rammer 108 80 74 66 60
Vibrating plates 101 73 67 59 53
Dump truck 108 80 74 66 60
Truck 108 80 74 66 60
Compactor 113 85 79 71 65
Water cart 107 79 73 65 59
Rail construction
Compound saw 113 85 79 71 65
Oxy-cutter 93 65 59 51 45
Front end loader 113 85 79 71 65
Regulator 115 87 81 73 67
Ballast tamper 111 83 77 69 63
Ballast wagon 108 80 74 66 60
Based on typical receiver distances of 20 metres and beyond, construction noise levels during daytime work are likely to lie within a range that would be considered reasonable (noting that there are no set limits prescribed by the EPA for daytime construction work). Construction noise levels during the night and evening are generally predicted to exceed the guideline limits recommended by the EPA. Reduction of the night and evening construction noise levels to comply with the guideline limits is unlikely to be possible using practical noise mitigation methods. Evening and night-time construction activities will be managed as part of an Environmental Management Framework or equivalent document to ensure that noise impacts on adjacent residences are avoided, minimised and/or managed. The framework will include measures to minimise noise emissions, procedures for notifying residents of potential noise impacts and handling and investigating complaints.
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6.2 Construction noise mitigation and management
Table 5 presents an analysis of the potential noise mitigation and management options that may be available to the project, which should be considered when developing specific controls to avoid, minimise and manage potential construction noise impacts.
Table 5 Analysis of noise mitigation and management options for construction works
Options Pros Cons
Elimination
Limit night works to program- Minimisation of night works may May increase the duration of the critical activities only, and reduce extent of further noise works. restrict other works to normal mitigation measures required construction hours. and may not have a significant impact on project timeline.
Substitution
Substitute noisy plant or The choice of the lowest noise A substitution approach is processes with quieter options. construction methodology would unlikely to achieve sufficient reduce impacts to residents and noise reduction to satisfy the may reduce the extent of noise criteria without further engineered noise mitigation mitigation measures. measures required (such as In many cases, there is unlikely temporary noise barriers). to be any alternative lower-noise equipment that can be used unless smaller plant is substituted.
The use of smaller equipment or different processes may result in slower rate of progress.
Use broadband reversing and At a distance, broadband alarms Most plant with movement movement alarms instead of are masked better by general alarms is likely to have a beeper conventional (tonal) beepers. ambient noise than tonal alarm as standard and would beepers. Studies have shown therefore require a broadband them to generally be less alarm to be specially fitted for annoying than tonal beeper the project. This would have a alarms. This may eliminate (minor) time and cost some potential complaints. implication.
Onsite enforcement of this requirement would be necessary to ensure that all subcontractor plant is also fitted with broadband alarms.
(Comment) Site health and safety inductions would need to advise site staff that broadband alarms are in use instead of tonal beepers.
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Options Pros Cons
Engineering
Install permanent noise barriers Likely to be one of the few Some areas would not be able as early on in the project as practical methods of reducing to accommodate early possible (where possible) in construction noise levels construction of noise walls and order to utilise these structures received by residents. installation of some may restrict to mitigate construction noise. site access.
Provide temporary noise barriers Likely to be one of the few Would add cost to the project. along the parts of the project practical methods of reducing Additional time would be adjacent to residents. construction noise levels required at the start and end of received by residents. the project to construct the barriers; however, this may be able to be done prior to the full occupation.
Requires additional space at edge of project area. Availability of space would need to be determined by the appointed contractor at a later stage.
Isolation
Relocate residents exposed to Could be implemented on a It is unlikely to be practical to high noise levels to alternative case by case basis, as required. relocate all affected residents. accommodation for the duration Residents may not want to of certain work activities. move, but may still be dissatisfied with the level of noise.
Administration
Notify residents in advance of Residents are less likely to feel (Comment) Requires clear the works e.g. via a mail-out to adversely affected and protocols around pre-work the local area. aggrieved if they are well notifications and letterbox drops informed and know to expect before works. some noise for a known duration.
Limit vehicle and plant May eliminate some noise Requires enforcement onsite. movements on site at night. disturbances. May disrupt construction scheduling.
Plan vehicle routes on site such Limits the need for reversing Areas with tight access may that they are forward in / forward vehicles on site (and the noise prohibit forward in / forward out out movements. associated with reversing movements. alarms).
Plan site access routes for May eliminate some noise (Comment) Requires traffic general site traffic, deliveries, disturbances. management. and spoil disposal to avoid / minimise use of residential streets.
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Options Pros Cons
Follow good construction May eliminate some noise Requires enforcement onsite. practices such as not yelling disturbances. No effect on noisy equipment. across the site, limiting the use of music and radios, placing tools down instead of dropping them, not leaving vehicles idling unnecessarily, etc.
Provide residents with a contact Provides a line of (Comment) Requires someone number for complaints / communication so that any to be contactable 24 hours per comments, and implement a issues can be dealt with day, 7 days per week. procedure for dealing with immediately before they become complaints. a major concern.
Provides residents with the comfort that they can contact someone if they have an issue.
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7. Conclusion
Noise emissions will be assessed in accordance with the PRINP and EPA Noise Control Guidelines Publication 1254 for rail operations and construction noise respectively. The design alignment will be acoustically modelled to assess the potential noise emissions from the new rail system, including noise from the passenger and freight rail services. Noise modelling will compare the future rail operation noise with the applicable PRINP criteria to determine if noise mitigation measures need to be considered. This report has presented the results of a preliminary assessment of construction noise for the Station Street/Bondi Road level crossing removal. Construction noise from typical plant and equipment used for rail construction should be acceptable for daytime use. Evening and night construction works are likely to exceed the applicable noise criteria and, as such, will need to be managed during delivery of the works. An Environmental Management Framework or equivalent document will be implemented to minimise noise impacts on adjacent residences.
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8. References
EPA (2008). Noise Control Guidelines, Publication 1254. Environment Protection Authority Victoria. Ringheim, M. (1984). Kilde Report 130, 1984, Stockholm. DEDJTR (2013). Passenger Rail Infrastructure Noise Policy (PRINP). Victoria: Department of Economic Development, Jobs, Transport and Resources.
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