South Wales Metro Task Order 028-I – Taffs Well Depot Outline Planning – Noise Assessment
March 2018
367590-WTD-CAR-28I-08
Mott MacDonald Fitzalan House Fitzalan Road Cardiff CF24 0EL United Kingdom
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South Wales Metro
367590-WTD-CAR-28I-08
Task Order Mott MacDonald028-I – Taffs Well Depot Outline Planning – Noise Assessment
March 2018
Mott MacDonald Limited. Registered in England and Wales no. 1243967. Registered office: Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom 367590-WTD-CAR-28I-08
Mott MacDonald | South Wales Metro Task Order 028-I – Taffs Well Depot Outline Planning – Noise Assessment
Issue and Revision Record
Revision Date Originator Checker Approver Description A 21.11.17 R Monckton TechIOA R Roper MIOA M Forni MIOA First Issue B 14.12.17 R Monckton TechIOA R Roper MIOA M Forni MIOA First Issue Resubmission C 09.03.18 R Monckton TechIOA R Roper MIOA M Forni MIOA Hybrid Planning Application
Document reference: 367590-WTD-CAR-28I-08
Information class: Standard
This document is issued for the party which commissioned it and for specific purposes connected with the above- captioned project only. It should not be relied upon by any other party or used for any other purpose.
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Mott MacDonald | South Wales Metro Task Order 028-I – Taffs Well Depot Outline Planning – Noise Assessment
Contents
1 Introduction 1 1.1 Overview 1 1.2 Project Description and Scope of Works 1 1.3 Existing Site 3 1.4 Proposed Site 3 1.5 Noise Assessment 3
2 Guidance and Standards 5 2.1 British Standards 5 2.1.1 British Standard 4142:2014 5 2.1.2 British Standard 5228 Part 1 (Noise) 5 2.2 National legislation 6 2.2.1 Environmental Protection Act 6 2.2.2 The Control of Pollution Act 7 2.3 Regional legislation 7 2.3.1 Planning Policy Wales 7 2.3.2 Technical Advice Note 11 7 2.4 Local legislation 8 2.5 Other relevant guidance 8 2.5.1 World Health Organization’s ‘Guidelines for Community Noise’ 8 2.6 Consultation with Rhondda Cynon Taf Council 9
3 Noise Survey 10 3.1 Noise Survey Methodology 10 3.2 Survey Equipment 10 3.3 Measurement Locations 11 3.4 Observations 12 3.4.1 Long-Term Measurements 12 3.4.2 Short-Term Measurements 12 3.5 Weather Conditions 13 3.5.1 Long-Term Measurements 13 3.5.2 Short-Term Measurements 13 3.6 Noise Measurement Results 13 3.6.1 Unattended Noise Measurement Results 13 3.6.2 Attended Noise Measurement Results 16 3.7 Uncertainty in Acoustic Measurements 17
4 Construction Noise Assessment 18
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4.1 Assessment Methodology 18 4.2 Taffs Well Depot Construction Plant Inventory – Day-Time Works 18 4.3 Taffs Well Depot Construction Plant Inventory – Night-Time Works 21 4.4 Construction Noise Assessment 21 4.5 Construction Vibration 24
5 Operational Noise Assessment 25 5.1 Acoustic Modelling Assessment 25 5.1.1 Acoustic Modelling Assumptions 25 5.1.2 Acoustic Model Validation 26 5.1.3 Acoustic Modelling Results 26 5.2 BS4142 Assessment 27 5.2.1 Determination of Background Sound Level 28 5.2.2 Noise Levels from Proposed Plant Items 28
6 Mitigation 30 6.1.1 Construction Noise 30 6.1.2 Construction Vibration 31
7 Conclusion 32
Appendices 33
A. Noise Measurement Positions – Photographs 34
B. Noise Contours 38
C. Glossary of Terms 48
D. Taffs Well Depot - Location Plan (367590-MMD-28I-XX-DR-C-0001) 50
E. Taffs Well Depot - Ground Level Master Plan (367590-MMD-28I-XX- DR-C-0002) 51
F. Taffs Well Depot - Upper Level Master Plan (367590-MMD-28I-XX- DR-C-0003) 52
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1 Introduction
1.1 Overview Mott MacDonald Limited has been commissioned to undertake a baseline noise survey and provide an assessment of potential noise impacts during the construction and operation of a proposed new rolling stock depot at Taffs Well, approximately 6 miles north of Cardiff.
This document has been prepared by Mott MacDonald as a standalone technical report detailing the assessment, prepared on behalf of Transport for Wales (TfW) for the hybrid planning application for the depot. The assessment is based on the results of a baseline noise monitoring survey undertaken between September and October 2017 and an acoustic modelling study.
The construction and operation of the proposals have the potential to give rise to temporary and permanent noise and vibration impacts resulting in effects to nearby sensitive noise receptors.
1.2 Project Description and Scope of Works Mott MacDonald has been commissioned by Transport for Wales (TfW) to provide planning and technical support during the current procurement phase for the next ‘Wales and Borders Rail Service’ which will include the development of the South Wales Metro Phase 2, focusing specifically on the Core Valley Lines (CVL). This programme of works, funded by the Welsh and UK Governments and the European Commission, will transform the rail network involving extensive investment in new rolling stock, stations and associated infrastructure. It will deliver a step change in the public transport offer bringing about improved connectivity between the CVL and Cardiff and providing a much needed modern, reliable and efficient public transport system.
As part of the investment required to transform the rail network, additional depot and stabling facilities are required to accommodate the new fleet of rolling stock. As such, Welsh Government undertook a comprehensive site search process to find suitable and available land. This has resulted in Welsh Government acquiring the former ‘Forgemasters’ building and associated land at Garth Works Industrial Estate in Taffs Well. The whole site area, including the associated works to Taffs Well Station, extends to some 5.4 hectares and is shown on drawing number 367590- 28I-XX-DR-C-0005.
In order to ensure early delivery of investment for the CVL and minimise risk to the preferred bidder (who will be named the Operator and Development Partner (ODP) once the procurement process is concluded, Welsh Government and TfW are seeking to secure outline planning permission for the depot and associated works.
In order to accommodate the specific operational requirements of the preferred ODP, the planning permission needs to have flexibility and as such, a ‘Hybrid’ Planning Application for the depot and associated works is being sought from Rhondda Cynon Taf County Borough Council as the Local Planning Authority. The hybrid planning application will seek full planning permission for the demolition of the existing buildings within the industrial estate and outline planning permission for construction of the depot and associated works. This approach provides flexibility for TfW in allowing demolition and site clearance works to commence in advance of works for the main depot and then the detailed design of the depot and associated works being dealt with through a Reserved Matters Planning Application. It is anticipated however, that the outline element of the planning permission for the depot and associated works will be subject to maximum parameters in terms of built floorspace, car parking and general alignment of highway infrastructure. These
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parameters and principles will then need to be reflected in the preferred ODP’s detailed design solution through any Reserved Matters application.
An indicative masterplan (Drawings 367590-28I-XX-DR-C-0002 and 0003) of the Taffs Well Depot has been prepared which indicates the construction of the following:
● A new rolling stock depot comprising of: – Multiple stabling lines; – A maintenance workshop with offices above; – A rolling stock washing facility; – A sand replenishment plant; – A delivery track where rolling stock will be delivered on HGVs and lifted onto the depot tracks; – A substation; and, – Staff parking and increased park and ride spaces. ● Associated works will include: – Local highways and rail infrastructure improvements; – A new footbridge over Taffs Well Station; – Extension to the existing Taffs Well Station western platform; and, – Improvements to the Taff Trail cycle and pedestrian path. The key parameters are listed below:
● Whole site area is 5.4 hectares. This includes all land within the red line boundary (Drawing number 367590-28I-XX-DR-C-0004) which includes the associated works at and around Taffs Well Station. ● Developable site area is 3.6 hectares. This is the main depot site between the A470 and Ffordd Bleddyn, as shown on drawing 367590-28I-XX-DR-C-0005. ● Total approximate floor space will be as below: – 3770m2 of workshop floor space. – 2372m2 of office floor space over two floors. – 400m2 and 100m2 of storage buildings floor space. – Combined this comes to a total of approximately 6642m2. ● The tallest building is the maintenance workshop with offices above at 13.5m tall, smaller than the existing 15m tall Forgemasters building. ● The design of the depot allows for different types and sizes of rolling stock and power options including electric and diesel. The full development description for the project is as follows:
● Hybrid Planning Application for the construction of the Taffs Well Depot on land at the Garth Works Industrial Estate in Taffs Well. ● Part A: Full planning application for the demolition and site clearance works associated with existing buildings and structures on the Garth Works Industrial Estate. ● Part B: Outline planning application with all matters reserved for the construction of the Taffs Well Depot including: multiple stabling lines; a maintenance workshop with offices above; a rolling stock washing facility; a sand replenishment plant; a delivery track; a substation; staff
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parking and increased park and ride spaces; highways and rail infrastructure improvements; modifications to Taffs Well Station and landscaping.
1.3 Existing Site The proposed depot site is located within the Taff valley just to the south of Taffs Well between the A470 and A4054 roads. Taffs Well railway station is located to the west of the proposed depot location. The existing depot site is comprised of industrial units and includes a forge.
Appendix D presents a location plan showing the proposed depot location on the existing site.
1.4 Proposed Site The proposed site layout is shown in appendices E and F. The depot itself would include the following facilities:
● Stabling lines; ● Maintenance workshop with offices above; ● Workshop plant and equipment; ● Operations and welfare accommodation; ● Control room; ● Traction substation; ● External plant and equipment; and ● Rail vehicle delivery track.
1.5 Noise Assessment This report considers the following operational sources of noise to have the potential to cause an adverse impact to local sensitive receptors:
● Fixed mechanical and electrical plant (as listed in Table 1 below); ● Maintenance and testing activities to rolling stock within the workshop and depot area; and, ● Rolling stock moving into and out of the sidings. At this stage, only indicative information on building service equipment is available. Potential operational equipment for the depot is therefore presented in Table 1 below. This plant is anticipated to be located within buildings as presented within Figure 4 below.
Table 1: Proposed Fixed Operational Plant Items (based on potential plant anticipated for the operation of Taffs Well Depot) Plant Item Building Number
Heating system 1 LEV extraction 1 Wheel Lathe 1 Overhead crane 1 DPS sounders 1 Fire Alarm 1 Intruder Alarm 1
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Plant Item Building Number Heating system 2 Heating system 3 Rolling stock washing pump 4 Compressor 5 Rolling stock sand replenishment 5 plant Rolling stock washing building 6 LEV ventilation 7 Fire Alarm 7 Intruder Alarm 7 Compressor 8 Source: Mott MacDonald 2017
Figure 1: Fixed Plant Locations within Taffs Well Depot
Source: Mott MacDonald, Adapted from Drawing 367590-MMD-28I-XX-DR-C-0002
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2 Guidance and Standards
2.1 British Standards
2.1.1 British Standard 4142:2014
British Standard 4142:2014, entitled Methods for rating and assessing industrial and commercial sound, provides guidance for assessing a new industrial sound source in mixed residential and industrial areas. The methods described in this standard assess the likely effects of the new sound source on people who might be inside or outside a dwelling or premises used for residential purposes upon which sound is incident.
The level of sound from proposed new plant, the ‘rating level’ LAr,T, is predicted in terms of LAeq,T, and compared to the existing background sound level, expressed in terms of LA90,T. If the new source is impulsive, intermittent or tonal in nature, then the ‘rating level’ includes a penalty, to account for the character of the sound.
The following conclusions may be drawn based upon the difference between the rating level and background sound level:
● “Typically, the greater this difference, the greater the magnitude of the impact; ● A difference of around +10 dB or more is likely to be an indication of a significant adverse impact depending on the context; ● A difference of around +5 dB is likely to be an indication of an adverse impact, depending on the context; and, ● The lower the rating level is relative to the measured background sound level, the less likely it is that the specific sound source will have an adverse impact or a significant adverse impact. Where the rating level does not exceed the background sound level, this is an indication of the specific sound source having a low impact, depending on the context.”
2.1.2 British Standard 5228 Part 1 (Noise) British Standard 5228-1:2009+A1:2014 entitled ‘Code of practice for noise and vibration control on construction and open sites – Part 1: Noise’ provides a methodology for predicting noise levels generated by plant and equipment associated with construction operations.
BS5228-1 does not define strict criteria to determine the significance of noise impacts; however, it has three methods for assessing construction noise. In order to determine the potential for significant change, Method 2 called the 5 dB(A) Change method from Annex E has been applied for this assessment. This method states the following:
“Noise levels generated by site activities are deemed to be potentially significant if the total noise (pre-construction ambient plus site noise) exceeds the pre-construction ambient noise by 5 dB or more, subject to lower cut-off values of 65 dB, 55 dB and 45 dB LAeq, T from site noise alone, for the daytime, evening and night-time periods, respectively; and a duration of one month or more, unless works of a shorter duration are likely to result in significant effect.”
BS5228-1 provides a table of levels (Table E.2) which are often used as limits above which noise insulation would be provided if the temporal criteria are also exceeded. These levels are reproduced in the table below and are dependent on the time of day.
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Table 2: Examples of Time Periods, Averaging Times and Noise Levels Associated with the Determination of Eligibility of Noise Insulation Noise insulation trigger level
Time Relevant time period Averaging time, T LAeq, T dB 07:00 – 08:00 1 h 70 08:00 – 18:00 10 h 75 Monday to Friday 18:00 – 19:00 1 h 70 19:00 – 22:00 3 h 65 22:00 – 07:00 1 h 55 07:00 – 08:00 1 h 70 08:00 – 13:00 5 h 75 Saturday 13:00 – 14:00 1 h 70 14:00 – 22:00 3 h 65 22:00 – 07:00 1 h 55 Sunday and Public 07:00 – 21:00 1 h 65 Holidays 21:00 – 07:00 1 h 55 Source: Table E.2 within BS5228-1
Example Method 2 that has been assessed within this report is presented below.
2.1.2.1 Example Method 2 ‘Example Method 2 – 5dB(A) Change’ (Annex E ‘Significance of Noise Effects’ Section E.3.3) is adopted for this assessment of effects at residential receptors as the approach considers the expected changes in ambient noise levels.
It states: “Noise levels generated by site activities are deemed to be potentially significant if the total noise (pre-construction ambient plus site noise) exceeds the pre-construction ambient noise by 5 dB or more, subject to lower cut-off values of 65 dB, 55 dB and 45 dB LAeq, T for site noise alone, for the daytime, evening and night-time periods, respectively; and a duration of one month or more, unless works of a shorter duration are likely to result in significant effect.
These criteria are general applicable to the following resources:
● Residential buildings; ● Hotels and hostels; ● Buildings and religious use; ● Buildings in educational use; and ● Buildings in health and/or community use. For public open space, the impact might be deemed to cause significant effects if the total noise exceeds the ambient noise level (LAeq, T) by 5 dB or more for a period of one month or more. However, the extent of the area impacted relative to the total available area also needs to be taken into account in determining whether the impact causes a significant effect.”
2.2 National legislation
2.2.1 Environmental Protection Act The Environmental Protection Act 1990 Part 3 prescribes noise (and vibration) emitted from premises (including land), which is considered to be prejudicial to health or a nuisance, as a statutory nuisance.
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Local authorities are required to investigate any public complaints of noise and if they are satisfied that a statutory nuisance exists, or is likely to occur, they must serve a noise abatement notice. A notice is served on the person responsible for the nuisance. It requires either simply the abatement of the nuisance or works to abate the nuisance to be carried out, or it prohibits or restricts the activity. Contravention of a notice without reasonable excuse is an offence. Right of appeal to the Magistrates Court exists within 21 days of the service of a noise abatement notice.
In determining if a noise complaint amounts to a statutory nuisance the local authority can take account of various guidance documents and existing case law as no statutory noise limits exist. Demonstrating the use of best practicable means to minimise noise levels is an accepted defence against a noise abatement notice.
2.2.2 The Control of Pollution Act The Control of Pollution Act 1974 requires that ‘Best Practicable Means’ (as defined in Section 72) are adopted to control construction noise on any given site. It makes reference to advice within BS5228 as comprising best practicable means.
Sections 60 and 61 provide the main legislation regarding demolition and construction site noise and vibration. If noise complaints are received, a Section 60 notice may be issued by the Local Authority with instructions to cease work until specific conditions to reduce noise have been adopted.
Section 61 provides a means for applying for prior consent to carry out noise generating activities during construction. Once prior consent has been agreed under Section 61, a Section 60 notice cannot be served provided the agreed conditions are maintained on-site.
2.3 Regional legislation
2.3.1 Planning Policy Wales Planning Policy Wales was last updated in November 2016 and is currently in its 9th edition.
Paragraph 13.13.1 states the following:
“The objective of a policy for noise is to minimise emissions and reduce ambient noise levels to an acceptable standard.”
Planning Policy Wales makes reference to the Noise Action Plans, which are drawn up by the Welsh Ministers under the Environmental Noise Directive and “aim to prevent and reduce environmental noise where necessary and preserve environmental noise quality where it is good.” In regards to the Noise Action Plans, paragraph 13.14.1 states the following:
“Development plan policies should have regard to any relevant Noise Action Plan, including the need to protect urban ‘quiet areas’ against an increase in noise”.
2.3.2 Technical Advice Note 11 Planning Policy Wales is supplemented by a series of Technical Advice Notes (TANs). TAN 11: Noise “provides guidance on how the planning system can be used to minimise the adverse impact of noise with placing unreasonable restrictions on development or adding unduly to the costs and administrative burned of business.” TAN 11 predominantly outlines how local planning authorities should establish local policies and development plans and how to give conditions to planning permissions relating to noise.
The following is stated regarding noise generating development:
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“Local planning authorities must ensure that noise generating development does not cause an unacceptable degree of disturbance.”
2.4 Local legislation The Rhondda Cynon Taf County Borough Local Development Plan (LDP) was adopted on 2nd March 2011 and is the basis for decisions on land use planning.
Policy AW 10 related to noise (entitled Environmental Protection and Public Health) states the following:
“Development proposals will not be permitted where they would cause or result in a risk of unacceptable harm to health and / or local amenity because of....noise pollution”
2.5 Other relevant guidance
2.5.1 World Health Organization’s ‘Guidelines for Community Noise’ The World Health Organisation’s ‘Guidelines for Community Noise’ sets out noise levels for typical situations above which critical health effects such as annoyance may be expected to occur.
The table below details these levels.
Table 3: Reproduction of WHO Table 4.1: Guideline Values for Community Noise in Specific Environments Specific Critical health Time base environment effects LAeq, T dB (hours) LAmax, fast dB Outdoor living area Serious annoyance 55 16 -- Moderate 50 16 -- annoyance Dwelling, indoors Speech intelligibility 35 16 -- and moderate annoyance Inside bedrooms Sleep disturbance 30 8 45 Outside bedrooms Sleep disturbance 45 8 60 Source: WHO, page xv
WHO guidelines state the following regarding sleep disturbance.
“If negative effects on sleep are to be avoided the equivalent sound pressure level should not exceed 30 dBA indoors for continuous noise. If the noise is not continuous, sleep disturbance correlates best with LAmax and effects have been observed at 45 dB or less. This is particularly true if the background level is low. Noise events exceeding 45 dBA should therefore be limited if possible. For sensitive people an even lower limit would be preferred. It should be noted that it should be possible to sleep with a bedroom window slightly open (reduction from outside to inside of 15 dB). To prevent sleep disturbances, one should thus consider the equivalent sound pressure level and the number and level of sound events. Mitigation targeted to the first part of the night is believed to be effective for the ability to fall asleep.”
WHO also recommends that:
“for a good sleep, it is believed that indoor sound pressure levels should not exceed approximately 45 dB LAmax more than 10–15 times per night”.
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2.6 Consultation with Rhondda Cynon Taf Council On the 2nd August 2017, the Environmental Health Department at Rhondda Cynon Taf Council was consulted by telephone to confirm the methodology for the noise survey and subsequent assessment for the proposed Taffs Well Depot. The noise survey was to comprise several external unattended long-term measurements, to represent background noise levels at the nearest residential properties, in addition to a series of concurrent attended short-term noise measurements in and around the surrounding area to complement the background data. Mott MacDonald also confirmed that the assessment would include the following:
• A BS4142:2014 ‘Methods for rating and assessing industrial and commercial sound’ assessment will be undertaken, in order to propose appropriate limits for external noise emission from plant associated with the proposed development. In line with the methodology presented in BS4142: 2014, we propose a limit for rating sound level from building services plant of 5 dB below the background noise level, expressed as LA90,T. • A BS5228-1:2009+A1:2014 ‘Code of practice for noise and vibration control on construction and open sites. Noise’ assessment will be undertaken, to predict noise levels generated by construction at nearby residential receptors. The EHO agreed with the survey and assessment approach. The EHO informed Mott MacDonald than the measurements must only be conducted outside of school holidays to ensure that representative baseline data is achieved. The EHO also mentioned that the existing Forge masters at the current site is subject to significant noise complaints and that night time noise is already an issue with local residents and night time noise must therefore be carefully considered.
A follow up email was sent by Mott MacDonald on the 2nd August 2017 confirming the discussions on the telephone.
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3 Noise Survey
3.1 Noise Survey Methodology Two baseline noise surveys have been undertaken between 15:00 8th September 2017 to 10:00 19th October 2017. A series of attended short-term measurements were also undertaken on 28th September 2017, 12th October 2017 and 19th October 2017.
All measurements were undertaken by consultants competent in environmental noise monitoring, and completed in accordance with the principles of BS 7445-1: 2003 ‘Description and measurement of environmental noise. Guide to quantities and procedures’. All acoustic measurement equipment used during the noise survey was designed to be in conformance with the BS EN 61672-1: 2013 ‘Electroacoustics. Sound level meters. Specifications’ to the requirements of the Class 1 standard.
Unless stated otherwise, the position of the noise measurements was more than 3.5m away from any walls or vertical reflecting surfaces i.e. each of the measurements were taken under ‘free- field’ conditions.
3.2 Survey Equipment All meters and field calibrators used held current calibration certificates obtained under laboratory conditions traceable to UK and International Standards. Before and after the measurement session the reference calibration level of the sound level meter was checked using a field calibrator.
The equipment used during the noise survey is presented in Table 4.
Table 4: Survey Equipment Equipment Type Manufacturer Model Number Serial Number Calibration Date Acoustic Calibrator Larson Davis CAL200 9957 03/04/2017 (Class 1) Sound Level Meter RION NL-52 1143539 26/04/2017 (Class 1) Sound Level Meter RION NL-52 1265461 20/05/2017 (Class 1) Sound Level Meter RION NL-52 231672 13/10/2015 (Class 1) Sound Level Meter RION NL-32 903344 27/09/2016 (Class 1) Sound Level Meter Norsonic 140 1404108 18/01/2017 (Class 1)
The sound level meters and acoustic calibrators conform to the procedures and tolerances outlined within BS EN ISO 61672-1. All sound level meters recorded the equivalent continuous noise level (LAeq,T), statistical noise level indicators such as the background noise level (LA90), ten- percentile statistical noise level (LA10) and maximum noise level (LAmax,F). All sound level meters were set to record these indices over contiguous 15-minute intervals.
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3.3 Measurement Locations The 24-hour unattended measurements were undertaken either side of the proposed depot, in order to characterise the noise environment and to determine background currently experienced by existing residential receptors. Unattended measurements are referenced as LT1 and LT2.
Shorter term attended noise measurements were carried out at a number of additional locations in the local area, in order to further characterise the local noise environment for sensitive noise receptors. Short-term noise measurements are referenced ST1 to ST5.
The measurement locations for both short and long-term positions are detailed in Figure 5 below. Photographs of each measurement position are presented in Appendix A.
Figure 2: Noise Measurement Positions (Green are short-term locations. Blue are long-term positions)
Source: Mott MacDonald – Adapted from Drawing 367590-MMD-28I-XX-DR-C-0001
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3.4 Observations
3.4.1 Long-Term Measurements LT1 was positioned at a nearby residential receptor located at 1 Cardiff Road, within the garden area of Ladybirds Cleaning Services Ltd and immediately adjacent to the existing Taffs Well Train Station. This measurement location is representative of the noise levels currently experienced by residential receptors to the west of the site. During the installation and collection of the noise monitoring equipment, it was observed that the main source of noise at this location was from road traffic noise from the A470 with regular contributions from trains passing through the station, and other noise sources such as birdsong and leaf rustle.
LT2 was positioned within the residential back garden of 3 Toghill Drive, to the north east of the site. This position would overlook the site due to the intervening topography, however direct line of sight is removed by a line of mature trees to the back of the garden. This measurement location is representative of the noise levels currently experienced by residential receptors to the east of the site. During the installation and collection of the noise monitoring equipment, it was observed that the main source of noise at this location was road traffic noise from the A470, with some contributions from nearby dogs barking and other noise sources such as leaf rustle. The existing train line is not currently audible from this location, the residents also confirmed that train noise is only occasionally noticeable at night time when traffic on the A470 is reduced.
The measurement at LT2 was repeated in order to capture a longer duration of data.
3.4.2 Short-Term Measurements ST1 was undertaken east of the site, close to residential receptors on Forest Road. This measurement location is representative of the noise levels currently experienced by residential receptors at this area. The main source of noise was road traffic from the A470, with frequent contributions from Robert Price Timber Merchants alongside the position.
ST2 was undertaken north west of the site, at the end of Leon Avenue and is representative of the noise levels currently experienced by residential receptors at this area. The main source of noise was road traffic from the A470, with frequent contributions from trains passing along the main train line opposite.
ST3 was undertaken north west of the site, at the end of Church Street and is representative of the noise levels currently experienced by residential receptors at this area. The main source of noise was road traffic from the A470, with frequent contributions from trains passing along the main train line opposite.
ST4 was undertaken north west of the site, at the end of Garth Street and is representative of the noise levels currently experienced by residential receptors at this area. The main noise sources were frequent trains passing along the main train line opposite, with frequent contributions from road traffic noise from the A470 and from industrial noises from nearby depots (Rhys Davies Logistics and MJ Wilson Group Limited).
ST5 was undertaken north west of the site, at the end of Moy Road and is representative of the noise levels currently experienced by residential receptors at this area. The main source of noise was industrial from within MJ Wilson Group Limited with occasional contributions from distant road traffic noise on the A470 and trains passing during lulls of noise from the nearby depot.
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3.5 Weather Conditions
3.5.1 Long-Term Measurements The weather conditions were variable during the course of the long-term measurement period of 8th September 2017 to 19th October 2017. Air temperatures were between 7 and 23°C and there was a mixture of both rainy and sunny periods. Portions of the unattended survey period were not suitable for noise measurement, particularly due to rain and high wind speeds (above 5 m/s). Therefore, any data that was considered to be unrepresentative due to weather conditions has been disregarded.
3.5.2 Short-Term Measurements The weather conditions during the survey on the 28th September 2017 were 14 to 17°C, dry and with low winds of less than 5m/s.
On the12th October 2017, weather conditions were predominantly dry with 100% cloud cover and temperatures of 13°C. Wind speeds were below 5m/s and were mainly north westerly. The ground was slightly damp after some overnight rain and the occasional very light patches of rain took place. Rainy periods and periods immediately after rain showers were avoided for the measurements. Generally weather conditions were considered to be suitable for environmental noise monitoring.
On the 19th October 2017 weather conditions were considered suitable to undertake noise measurements in the earlier parts of the day, however heavy rain proceeded and no further attended measurements were able to be undertaken.
3.6 Noise Measurement Results
3.6.1 Unattended Noise Measurement Results A summary of the unattended measurement results (LT1 and LT2) is presented in Figures 6 and 7 with more detailed breakdown of results within Table 5 and 6.
The logarithmic average of the LAeq,T values are shown for each time period. The LA90 data was analysed in terms of the mode, median and 10th percentile in order to get the most representative levels. After the analysis it was decided that the background noise data (LA90) would be better represented by differentiating the day and night-time periods, because the night-time levels were th typically lower than day-time. The LA90 values are therefore presented as the lowest 10 percentile to provide the most representative value for existing background noise levels.
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Figure 3: Unattended Noise Levels Measured at Position LT1
Figure 4: Unattended Noise Levels Measured at Position LT2
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Table 5: Summary of Unattended Noise Measurement Results LT1 Date / Time Average Average Typical Typical LAeq, 16 hours LAeq, 8 hours LA90, 15 min LA90, 15 min dB (07:00 dB (23:00 dB (07:00 dB (23:00 to 23:00) to 07:00) to 23:00) to 07:00) Friday, 8 Sept 2017 54* 50 46* 36 Saturday, 9 Sept 2017 53 48 47 38 Sunday, 10 Sept 2017 56 53 45 39 Monday, 11 Sept 2017 55 48 46 36 Tuesday, 12 Sept 2017 56 53 49 45 Wednesday, 13 Sept 2017 60 51 47 37 Thursday, 14 Sept 2017 56 51 47 37 Friday, 15 Sept 2017 57 49 48 38 Saturday, 16 Sept 2017 55 48 48 39 Sunday, 17 Sept 2017 53 49 46 40 Monday, 18 Sept 2017 55 50 47* 40 Tuesday, 19 Sept 2017 54 49 48 36 Wednesday, 20 Sept 2017 57 53 51 43 Thursday, 21 Sept 2017 55 49 48 38 Friday, 22 Sept 2017 57 49 50 41 Saturday, 23 Sept 2017 57 47 50 40 Sunday, 24 Sept 2017 53 48 45 34 Monday, 25 Sept 2017 54 48 47 36 Tuesday, 26 Sept 2017 54 50 48 38 Wednesday, 27 Sept 2017 59 52 53 39 Thursday, 28 Sept 2017 56 50 50 38 Friday, 29 Sept 2017 57 49 49 40 Saturday, 30 Sept 2017 57 48 50 40 Sunday, 1 Oct 2017 53 47 45 N/A Representative Noise Level 56 50 48 39 * not full dataset due to weather or set up/retrieval of equipment
Table 6: Summary of Unattended Noise Measurement Results LT2 Date / Time Average Average Typical Typical LAeq, 16 hours LAeq, 8 hours LA90, 15 min LA90, 15 min dB (07:00 dB (23:00 dB (07:00 dB (23:00 to 23:00) to 07:00) to 23:00) to 07:00) Monday, 18 Sept 2017 62* 57 56* 44 Tuesday, 19 Sept 2017 69 59 59 40 Wednesday, 20 Sept 2017 64 60 58 43 Thursday, 21 Sept 2017 65 60 59 46 Friday, 22 Sept 2017 65 59 59 48 Saturday, 23 Sept 2017 64 59 58 49 Sunday, 24 Sept 2017 63 N/A 58* N/A Thursday, 12 Oct 2017 66* 60 59* 41 Friday, 13 Oct 2017 65 60 60 49 Saturday, 14 Oct 2017 65 59 59 45
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Date / Time Average Average Typical Typical LAeq, 16 hours LAeq, 8 hours LA90, 15 min LA90, 15 min dB (07:00 dB (23:00 dB (07:00 dB (23:00 to 23:00) to 07:00) to 23:00) to 07:00) Sunday, 15 Oct 2017 64 59 56 40 Monday, 16 Oct 2017 65 61 60 46 Tuesday, 17 Oct 2017 65 59 59 37 Wednesday, 18 Oct 2017 64 59 59 39 Thursday, 19 Oct 2017 63* N/A 62* N/A Representative Noise Level 65 59 59 44 * not full dataset due to weather or set up/retrieval of equipment
3.6.2 Attended Noise Measurement Results The attended short-term measurements are summarised in Table 7 below.
Table 7: Summary of Attended Noise Measurement Results at Positions (ST1 – ST5)
Location Date Start Duration LAeq, T LAmax, LA10, T LA90, T Average Time (hh:mm) T LAeq,15 min ST1 28/09/2017 11:41 00:15 69 73 70 66 70 Forest Road 28/09/2017 12:34 00:15 70 80 71 67 12/10/2017 11:15 00:15 70 78 72 67 12/10/2017 11:30 00:15 71 83 72 68 ST2 28/09/2017 11:37 00:15 59 91 51 45 61 Leon Avenue 28/09/2017 13:34 00:15 58 88 51 45 12/10/2017 13:20 00:15 66 96 53 48 12/10/2017 15:26 00:15 65 96 55 49 19/10/2017 10:10 00:15 56 80 53 47 ST3 28/09/2017 12:17 00:15 60 85 55 46 62 Church Street 28/09/2017 13:15 00:15 63 84 56 46 12/10/2017 13:25 00:15 62 84 56 49 12/10/2017 15:22 00:15 63 85 56 49 ST4 28/09/2017 11:00 00:15 57 79 53 43 61 Garth Street 28/09/2017 11:58 00:15 61 84 51 44 12/10/2017 14:15 00:15 64 85 52 46 ST5 28/09/2017 11:08 00:15 56 74 59 50 55 Moy Road 28/09/2017 12:07 00:15 54 76 57 49 12/10/2017 14:10 00:15 54 76 55 50
The key findings of the noise measurements are as follows:
● Measurements ST1 and LT2, to the east of the proposed depot, show the highest noise levels, which is consistent with observations made from site due from the continuous and dominant noise traffic contributions from the A470; ● The measurements at ST2, ST3 and ST4 are very similar, with ST5 lower due to its location to the north and distance to the existing railway line; and, ● The measurements at LT1 is also similar to measurements ST2, ST3 and ST4 which are all located to the west of the proposed depot and are therefore less impacted by road traffic noise from the A470.
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Overall, there is variation between the LAeq,T, LA10, and LA90 parameters, which indicates a number of different sources at different times (as opposed to a noise source emitting more-or-less one steady level). All of the short-term measurements and observations made on site indicate that the dominant noise source in the residential areas is likely to be road traffic noise from the A470 with additional train noise contributions from trains passing through the existing Taffs Well Train Station and road traffic from adjacent residential roads.
3.7 Uncertainty in Acoustic Measurements Inevitably there is a degree of uncertainty in measured noise levels. Contributory factors to this uncertainty include tolerances in instrumentation readings, meteorological conditions and the inherent variation in the acoustic environment during the course of a day and indeed over longer periods as the noise sources influencing a given location vary. It should be noted that the results of the noise measurement survey are representative of the noise climate at the time of the measurement. Every effort has been made to limit uncertainty in the measurements reported. Measures taken to limit uncertainty include:
Although it is inevitable that there is a degree of uncertainty in measured noise levels, the following efforts have been made in order to reduce measurement uncertainty.
● Long-term measurements were taken over multiple weeks, which ensures variation in the acoustic environmental over the course of the day and night is captured; ● The long-term measurement is considered to be representative of the existing noise climate; ● Attended measurements were done following best practice methodology for environmental noise measurement set out in BS7445 under appropriate meteorological conditions. Weather during some periods of the unattended survey were outside of suitable weather conditions and this data has been disregarded; ● The surveys were undertaken by appropriately qualified and experienced acoustic engineers; and, ● Class 1 sound level meters were used which were calibrated both before and after the noise survey; no significant drift in calibration was observed.
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4 Construction Noise Assessment
4.1 Assessment Methodology A construction noise assessment has been undertaken using BS 5228 – 1 Example Method 2 as described in Section 2.5.1 above.
The noise data presented in Table 3 and Table 4 have been used as the pre-construction ambient noise levels. The predicted construction noise levels have been logarithmically combined with the existing ambient noise levels, in order to provide total ambient noise levels anticipated during the construction phase.
It has been assumed that principle of Best Practicable Means (BPM) will be implemented during the construction phases, in order to reduce noise where practically possible. Details of BPM can be found within BS5228-1:2009+A1:2014.
Five main phases of day-time construction works have been identified for the construction of the depot, as follows:
● Task 1: Enabling works – Demolition; ● Task 2: Enabling works – Earth works; ● Task 3: Foundation works; ● Task 4: Road works; and, ● Task 5: General building construction. A list of the plant used to undertake the calculations for each phase, including number of items, percentage on-time and reference within BS5228 Part 1, is presented in Table 8 below. As this assessment was formed at the earlier stages of the design, with no construction plan in place, these construction predictions are based upon a plant inventory provided by Mott MacDonald’s Civil Engineers using professional judgement. Construction noise predictions to nearby residential receptors have assumed 50% soft ground and no screening between the construction area and receptors in order to provide an indication of worse case scenarios.
Two further phases of construction have been identified separately from the above as they will require night-time working due to proximity to the live rail network. These are:
● Station Platform Works; ● Bridge Works; and, ● Connections of the existing rail lines to the new rail lines to the depot. It is understood that night-time works may be scheduled to occur one weekend per month.
4.2 Taffs Well Depot Construction Plant Inventory – Day-Time Works Following consultation with Mott MacDonald’s Depot and Civil Engineering Team, the following plant inventory has been devised for day-time works, presented in Table 8 below.
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Table 8: Taffs Well Depot Construction Plant Inventory – Day-Time Works Task Plant BS5228-1 Sound Number of Percentage Duration Reference Pressure Plant items on time, Levels any given dB(A) at hour 10m Task 1: Hydraulic C3.2 87 2 50 Up to 1 Enabling Hammer month Works - Demolition Pneumatic C1. 6 83 2 50 Drill Road Saw C4.73 84 2 50 Mobile Crane C4.41 71 2 50 Crusher C1.15 84 1 25 Screen C10.14 81 1 25 Stockpiler Angle C4.93 80 2 25 Grinders Tracked C2.19 77 3 40 excavator Articulated C6.26 79 4 40 dump truck Dumper C6.26 79 4 40 Dozer C2.11 79 1 40 Hand tools C4.95 73 2 25 Generator C8.24 59 1 90 Task 2: Dozer C2.1 75 2 40 2 to 3 Enabling months Tracked C2.19 77 2 40 Works – Earth excavator works Vibratory C5.26 77 1 40 roller Articulated C6.26 79 4 40 dump truck Generator C8.24 59 2 90 Water C6.38 83** 1 40 bowser and tractor Task 3: Rotary piling C3.14 83 1 40 Foundation rig Works Concrete C4.28 75 1 40 4 months pump Mobile crane C4.41 71 1 40 Oxy- C3.31 73 2 40 acetylene kit Concrete C4.28 75 1 40 Mixing plant Generator C8.24 59 2 90 Task 4: Road Paver C5.30 75 1 40 Works Vibratory C5.26 77 1 25 1 month roller Generators C8.24 59 2 90 Concrete C4.28 75 1 40 mixing plant
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Task Plant BS5228-1 Sound Number of Percentage Duration Reference Pressure Plant items on time, Levels any given dB(A) at hour 10m Telehandler C4.54 79 2 40 Large C2.17 76 2 40 excavator Articulated C6.26 79 3 40 dump truck Concrete C4.2 78 1 25 mixer truck Concrete C4.28 75 1 40 pump Task 5: Mobile crane C4.41 71 2 40 17 General months Angle grinder C4.93 80 2 40 Building/ Construction Generator C8.24 59 6 80 Concrete C4.28 75 1 40 pump Concrete C4.28 75 1 40 mixing plant Telehandler C4.54 79 2 40 Water C6.38 83** 1 30 bowser and tractor Dumper C6.26 79 4 40 Dozer C2.11 79 1 40 Vibratory C5.26 77 1 40 roller Tracked C2.19 77 2 40 excavator Asphalt paver C5.33 75 1 40 Articulated C5.16 81** 2 40 dump truck Hand tools C4.95 73 2 40 Truck C6.26 79 4 40 Source: Plant items/inventory provided by Mott MacDonald Depot and Civil Engineering Team. **indicates LAmax
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4.3 Taffs Well Depot Construction Plant Inventory – Night-Time Works Following consultation with Mott MacDonald’s Civil Engineering Team, the following plant inventory has been devised for night-time works, presented in Table 9 below.
Table 9: Taffs Well Depot Construction Plant Inventory – Night-Time Works Task Plant BS5228-1 Sound Number of Percentage Duration Reference Pressure Plant items on time, Levels any given dB(A) at hour 10m Task 6: Mobile crane C4.41 71 1 50 5 months Platform, (likely to Angle grinder C4.93 80 1 25 Footbridge and run Rail Dumper C6.26 79 2 40 parallel Connection Concrete C4.28 75 1 40 with Task Construction pump 5 but also during Concrete C4.28 75 1 40 night- mixing plant time) Tracked C2.19 77 1 40 excavator Rotary piling C3.14 83 1 20 rig* Hand tools C4.95 73 1 25 Generator C8.24 59 1 90 Telehandler C4.54 79 2 40 Source: Plant items/inventory provided by Mott MacDonald Depot and Civil Engineering Team. *Piling works required for construction of new bridges only **indicates LAmax
4.4 Construction Noise Assessment Tables 9 to 13 below assess construction noise upon each receptor (R1 to R7) by adding the measured ambient noise level to the unmitigated predicted noise level for the construction works. The assessment of the potential for significant effect is based on the 5 dB(A) change method of BS5228 Part 1. The assessment for Tasks 1 to 5 are calculated for day-time hours only (07:00 to 19:00); no night-time assessments have been made of the above because this is outside standard working hours for these stages of construction.
Night-time works will be required for some stages of Task 6: Platform, Footbridge and Rail Connection Construction, which has been calculated separately in Table 14. Extended working hours are required for this stage of works in order to minimise the impact on the operation of the live railway. Activities outside of normal working hours that could give rise to a disturbance, would be kept to a reasonably practicable minimum. However, it is assumed that for Task 6 one weekend per month would require work to be carried out 24 hours a day from Friday midnight to Sunday midnight by taking possession of the railway.
All noise levels have been predicted for the “worst case” (closest distance of the works to the sensitive receptor). It should be noted that in actuality the plant will gradually move along the area impacting different receptors at different intensities and times depending on when the plant is closer and further away from the receptors.
The predicted noise levels are considered to be significant when they increase the existing ambient noise levels by 5 dB and are above 65 dB (day-time threshold) or above 45 dB (night- time threshold). Where the works are considered to have a significant effect, mitigation will be required, as detailed in Chapter 6.
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Table 10: Summary of Predicted Construction Noise Impacts for Task 1: Enabling Works – Demolition Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB
R1 (ST1) 80 75 70 76 Yes R2 (ST2) 105 72 61 73 Yes R3 (ST3) 105 72 62 73 Yes R4 (ST4) 260 63 61 65 Yes R5 (ST5) 400 59 55 61 No R6 (LT1) 75 75 56 76 Yes R7 (LT2) 115 71 65 72 Yes
Table 11: Summary of Predicted Construction Noise Impacts for Task 2: Enabling Works – Earth Works Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB
R1 (ST1) 80 66 70 71 Yes R2 (ST2) 105 63 61 65 No R3 (ST3) 105 63 62 66 Yes R4 (ST4) 260 54 61 62 No R5 (ST5) 400 50 55 56 No R6 (LT1) 75 67 56 67 Yes R7 (LT2) 115 62 65 67 Yes
Table 12: Summary of Predicted Construction Noise Impacts for Task 3: Foundation Works Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB
R1 (ST1) 80 64 70 71 Yes R2 (ST2) 105 62 61 64 No R3 (ST3) 105 62 62 65 No R4 (ST4) 260 53 61 62 No R5 (ST5) 400 49 55 56 No R6 (LT1) 75 65 56 65 Yes R7 (LT2) 115 61 65 66 Yes
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Table 13: Summary of Predicted Construction Noise Impacts for Task 4: Road Works Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB R1 (ST1) 80 67 70 72 Yes R2 (ST2) 105 64 61 66 Yes R3 (ST3) 105 64 62 66 Yes R4 (ST4) 260 56 61 62 No R5 (ST5) 400 51 55 57 No R6 (LT1) 75 68 56 68 Yes R7 (LT2) 115 63 65 67 Yes
Table 14: Summary of Predicted Construction Noise Impacts for Task 5: General Building / Construction Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB
R1 (ST1) 80 71 70 73 Yes R2 (ST2) 105 68 61 69 Yes R3 (ST3) 105 68 62 69 Yes R4 (ST4) 260 59 61 63 No R5 (ST5) 400 55 55 58 No R6 (LT1) 75 71 56 71 Yes R7 (LT2) 115 67 65 69 Yes
Overall, each stage of construction works has the potential to have a significant effect when the works are being undertaken unmitigated at the site boundary closest to most receptors (except R5). The most adversely affected receptor is R6, which at worst case would experience up to 20 dB (A) above baseline. For all other receptors the predicted baseline plus plant noise level is 1- 12 dB above the 65 dB(A) daytime significance threshold.
As this assessment has been calculated as worst case, with no mitigation and no intervening screening, actual impacts upon receptors is considered to be less than presented here. Nevertheless, mitigation measures will be required to be implemented in order to reduce noise impacts to nearby sensitive receptors.
Table 15: Summary of Predicted Construction Noise Impacts for Task 6: Platform, Footbridge and Rail Connection Construction Total plant Closest Potential for LAeq,T at Baseline Baseline + Receptor Distance to Significant receptor LAeq,T dB Plant dB works (m) Effect? dB
R1 (ST1) 305 54 70 70 Yes R2 (ST2) 18 81 61 81 Yes
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R3 (ST3) 115 64 62 66 Yes R4 (ST4) 250 56 61 62 Yes R5 (ST5) 480 50 55 56 Yes R6 (LT1) 30 77 56 77 Yes R7 (LT2) 310 54 65 65 Yes
The results of Table 15 show that at all receptors, construction activities undertaken unmitigated at the site boundary closest to most receptors are likely to be significant when undertaken at night- time.
However, noise levels at R1 is considered to be significant only as existing baseline levels already exceed the daytime significant threshold, and it is likely that sensitive receptors to the east of the site (R1, R7) will not be impacted significantly by any of the construction tasks itself.
The construction activities of Task 6 have the potential to be significant, particularly to R2 and R6 which are predicted to experience noise levels above 70 dB(A). In particular R2, which is the closest receptor to this stage of construction, could experience increases of up to 20 dB(A) above baseline. However, this is worst case and assumes no mitigation or intervening screening, and assumes construction plant to be at the closest location to the receptor for the duration of the works.
Particularly noisy activities such as piling would be undertaken during day-time possession of the live rail network where possible, in order to reduce impacts to sensitive receptors. With possession of the railway likely to be one weekend a month only, therefore continuous night-time disturbance from construction would not take place.
A clear and defined mitigation strategy would also be in place, in agreement with the local authority. Further details regarding mitigation that would be implemented to reduce impacts to sensitive receptors are described in Chapter 6.
4.5 Construction Vibration Vibration is dependent on a number of factors, such as the ground conditions, energy of the equipment, and distance. Therefore, it is difficult to predict the vibration levels at each sensitive receptor.
Piling and vibratory rollers are likely to be the dominant vibration sources during some stages of the proposed construction works. The majority of the remaining construction tasks will not result in significant vibration impacts. Due to the separation distances between the proposed works and receptors, the construction would not result in vibration levels at the receptors that are significant.
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5 Operational Noise Assessment
5.1 Acoustic Modelling Assessment A three-dimensional acoustic model was developed using CadnaA v2017 software to implement the procedures of ISO 9613 ‘Acoustics – Attenuation of sound during propagation outdoors – Part 2: General method of calculation’ (1996).
5.1.1 Acoustic Modelling Assumptions The model was created using the traffic forecast data, OS mapping, topography and master map of the proposed development.
The model utilises the Calculation of Road Traffic Noise (CRTN) in calculating predicted noise levels from the roads surrounding the proposed development. These calculations were based on traffic data provided by the Mott MacDonald Traffic team and Traffic Wales
The assessment was informed by Mott MacDonald’s depot and rolling stock specialists who confirmed the following information in relation to the hours of operation for the depot:
“We understand that working hours at the depot would likely involve peak service in the morning which will include approximately 90% of the fleet. This would then reduce during the day (off peak) to approximately 60%-70% then back up to 90% for the afternoon peak and drop off again during the evening. A reduced service on Sundays would also take place.”
The size of the fleet is not known until an operator and development partner has been appointed by TfW. Therefore, using professional judgement, the assessment has been based on typical train use of 23 trains entering and leaving the depot across a 24 hour period. It is understood that the main noisy activities that would take place would involve the following:
● Cleaning of trains upon arrival to depot (24 hours); ● Sanding of the trains upon arrival to depot (24 hours); ● Wheel squeal when trains utilise the turning circles to enter the workshop and depot (24 hours); ● Maintenance activities to trains within the workshop (24 hours); ● Noise emissions from plant associated with buildings and maintenance plant (24 hours); ● Staff entering and exiting the depot 24 hours); and, ● Testing of the brakes on the main line following maintenance (day-time only). Noise levels for the fixed items of plant were provided by Mott MacDonald’s depot and rolling stock specialists. As maintenance activities would take place during both the day and night, a worst case has been considered, where all maintenance activities are operating at full duty 24 hours.
In the event of an emergency, fire alarm sounders will be used on the exterior of the building. As these will only be used in the event of an emergency or during testing periods (which can be programmed to be outside of sensitive times), these have not been included in the assessment.
Noise levels from the carparks have been modelled assuming a noise level of 69 dB SWL per two spaces (based on previous measurements of car parks), in conjunction with predicted shift changeover times for the new development carpark.
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The Calculation of Rail Noise (CRN) is used within the model to predict operational noise levels from the existing mainline and newly proposed depot railway tracks at Taffs Well.
The type of rolling stock that will be utilising the depot is not confirmed. Therefore, the model assumes the use of Class 150 Diesel Multiple Unit (DMU) trains as a worst case scenario. CRN does not provide a correction for this class of train, and no known alternative assessment data exists. It is understood that the Class 150 has tread breaks, which CRN does not provide a correction for. CRN does however have a range of corrections for tread braked passenger coaches in CRN Table A1.1 which are between +10.8 (Class 421 Electric Multiple Unit) and +16.7 (Gatwick Express). A correction of +16 has therefore been incorporated into the model as a conservative estimate.
The current CRN methodology does not include for the effects of wheel squeal, nor is there a recognised UK methodology for calculating potential noise due to trains navigating tight curves within the track. The new German prediction model for railway noise, Schall 03 2006, includes a correction factor for wheel squeal. It suggests a correction of +8dB for curves that have a radius less than 300m. This correction has been included within the model to account for potential wheel squeal on the small radius curves within the depot.
5.1.2 Acoustic Model Validation
The noise model has been validated by comparing the measured and predicted baseline LAeq, 16h and LAeq, 8h noise levels. Table 15 provides a summary of the noise model results, along with a comparison of the measured noise levels at location LT1.
Table 16: Validation of Model
Location Free-field LAeq, 16h (dB) Free-field LAeq, 8h (dB) Measured Predicted Difference Measured Predicted Difference LT1 56 56 0 50 49 -1
A change in noise levels of ±3 dB is considered to be the minimum perceptible under normal conditions. Therefore, a variation of ±3dB is considered to be an acceptable tolerance. Table 15 shows that the measured and predicted ambient noise levels are within the ±3dB tolerance limit, this shows that the traffic and railway movements data reasonably agree with the real-life situation. Therefore, the noise model is considered to be reasonably reliable to predict the future scenario.
5.1.3 Acoustic Modelling Results The results of modelling calculations at potentially affected dwellings are presented in Table 16 below. The impacts are also illustrated graphically within Figures 15 – 22 of Appendix B in the form of contours of noise levels for the Base Year, Without Scheme and two scenarios of With Scheme both with the workshop doors open and closed (i.e. breakout noise from workshop building vs no breakout from the workshop). Noise levels have been calculated for receptors confirmed by attended or unattended measurements (R1-R7) with the addition of R8-R13 in order to further assess the scheme upon more sensitive receptors.
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Table 17: Noise Modelling Results Survey With Scheme Measurement Without With Scheme (Doors Receptor LAeq,T Base Year Scheme (Doors Open) Closed) Name (Average) (2017) (2021) (2021) (2021) Day Night Day Night Day Night Day Night Day Night R1 (ST1) 70 N/A 63 55 67 58 67 62 67 58 R2 (ST2) 61 N/A 58 52 61 56 62 56 62 56 R3 (ST3) 62 N/A 59 53 62 57 62 57 62 57 R4 (ST4 61 N/A 57 52 60 56 60 56 60 56 R5 (ST5) 55 N/A 53 45 56 49 56 50 56 49 R6 (LT1) 56 50 56 49 59 53 62 57 61 54 R7 (LT2) 65 59 61 53 65 56 66 62 65 57 R8 (Llys N/A N/A 59 53 62 56 64 61 63 57 Hafn) R9 (Llys N/A N/A 58 52 61 56 64 61 62 56 Hafn 2) R10 (Anchor N/A N/A 59 53 62 57 63 58 63 57 Street) R11 (King N/A N/A 59 53 61 57 62 57 62 57 Street) R12 (Tabor N/A N/A 58 53 60 57 60 57 60 57 Street) R13 (Yew N/A N/A 57 52 59 56 59 56 59 56 Street)
It can be seen from the results of acoustic modelling assessment that at the majority of the sensitive noise receptors, there is no significant impact anticipated from the operation of the depot between Base Year and With Scheme scenarios.
Night-time noise is anticipated to increase by 1dB (A) at R6 and R8. At all other receptors, no change is anticipated.
It should be noted that the results show worst case scenario with no screening between the depot and receptor. There is likely to be a boundary fence around the depot, which would also act as an acoustic barrier, reducing noise levels reaching the receptors. Particularly those located in close proximity to the depot, and thus most susceptible from noise impacts from the depot, as it would remove direct line of site reducing received noise levels.
Although day-time noise levels are expected to be increased to approximately 65 and 67dB (A) at Receptor 7 and 1 respectively, this increase is likely to be predominantly associated with increased road traffic noise along the A470 rather from the depot as Without Scheme results are largely the same. Additionally, the intervening A470 road between the receptor and the depot would likely still dominate the noise climate, with the depot anticipated to not significantly impact the residents.
5.2 BS4142 Assessment An industrial noise assessment has been undertaken following the guidance provided within BS4142:2014. The results of which are presented below.
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5.2.1 Determination of Background Sound Level In situations where new proposed, modified or additional specific sound source(s), BS4142 paragraph 8.2 states the following: “Measure the background sound level at times when the specific sound source(s) is intended to be operated”. It is understood that the newly proposed plant items are due to run intermittently during both the daytime and night-time periods, depending upon demand within the depot.
The measured background noise levels are presented in Table 17, and are used for the BS4142 assessment. As plant may operate at any time of the day or night, the night-time background noise level of 42 dB (A) has been used for the assessment.
Table 18: Measured Background Noise Levels Monitoring Location Time of Day Background Noise
Level LA90, T dB LT1 Daytime (07:00 – 23:00) 48 LT1 Night-time (23:00 – 07:00) 39 LT2 Daytime (07:00 – 23:00) 59 LT2 Night-time (23:00 – 07:00) 44
5.2.2 Noise Levels from Proposed Plant Items At this stage, only indicative information on building service equipment is available, and it is assumed that plant will predominantly be located within the workshop building or within enclosed buildings. The proposed new plant items are listed in Table 1, and their approximate locations are shown presented in Figure 4.
As the depot’s fixed plant and equipment will be operating 24 hours per day, the night-time period (between 23:00 to 07:00) is the most sensitive time period in terms of noise. Therefore, the fixed plant criteria will be based on the night-time noise level. It is proposed that the combined rating level from all fixed plant will not exceed the representative night-time background noise level.
The representative LA90 for the area is 39 dB, taken from position LT1. Therefore, noise from all fixed plant plus any penalties for tonal, impulsive or intermittent characteristics will be designed (during detailed design stage) not to exceed the derived noise criterion of 34 dB at the nearest noise sensitive receptors.
With a noise criterion of 34 dB, this ensures that the plant is 14 dB lower than the background noise level in the day and 5 dB lower in the evening since the representative background noise levels are LA90 48 and 39 dB for day and evening respectively.
However, it is important that the nearest noise sensitive receptors (R6 and R1 which are at 75m and 80m respectively) are not subject to excessive noise at night. According to WHO Guidelines, open windows produce a level difference outside to inside of 10-15 dB. A noise criterion of 34 dB for the operational plant ensures that even with an open window, the indoor ambient noise level is well below the recommended level for inside a bedroom at night, which is 30 dB (as per guidance from British Standard 8233:2014). It is therefore recommended that a noise level criterion for fixed plant, at night, 39 dB should still be acceptable as this would result in internal noise levels with windows open of between 24 to 29 dB and is equal to the background noise level outside. This should be agreed with the local authority before detailed design. During daytime the noise level limit for fixed plant should be (43 dB (background -5dBA).
An acoustic model for fixed plant has been generated and is presented within Figure 23 of Appendix B. The contours show that predicted noise levels from fixed plant are up to 40dB at the
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closest sensitive receptors. It can be seen that the substation within Building 7, within the southern extents of the depot, has the potential to cause the largest noise impact to the closest noise sensitive receptors. As the current predictions are based on preliminary design and conservative calculations, it is believed that the fixed plant can be designed at detailed design to comply with the night-time criteria of 34 dB LAeq,T by utilising a series of enclosures or screening and by re- siting the output of noisy plant away from sensitive receptors.
It is important that the detailed design and selection of plant takes into consideration the combined noise level at the nearest noise sensitive receptor.
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6 Mitigation
Mitigation measures will help to reduce the significance of effects on nearby sensitive receptors. Each of the sections below gives recommendations for both the construction and operational stages of the proposed depot.
6.1.1 Construction Noise Mitigation measures will be employed to ensure that potential noise effects at nearby sensitive receptors due to construction activities are minimised. The preferred approach for controlling construction noise is to reduce source levels where possible but with due regard to practicality. Sometimes a greater noise level may be acceptable if the overall construction time (and therefore length of disruption) is reduced.
Construction working hours are anticipated to be as follows:
● Monday – Friday: 0700 – 1900; ● Saturdays: 0800 – 1800; and, ● Sundays: 0800 – 1800. In addition, night-time works may be required for Task 6: Platform, Footbridge and Rail Connection Construction. Extended working hours are required for this stage of works in order to minimise the impact on the operation of the railway. Activities outside of normal working hours, that could give rise to a disturbance, would be kept to a reasonably practicable minimum. However, it is assumed that one weekend per month would require work to be carried out 24 hours a day from Friday midnight to Sunday midnight. Where possible, all noisy works would be completed during day-time hours to avoid disturbance of sensitive receptors.
Temporary barriers that remove line of sight (from the receptor to the construction works) would be likely to reduce the resultant noise levels from construction works by up to 10 dB and should be constructed prior to the commencement of works. This would ensure that most of the resultant noise levels do not have the potential to have a significant effect. Where line of sight cannot be removed (for example, receptors located at a higher point) noise levels should not exceed 70 dB(A) at the receptor.
Whilst construction noise is likely to be disruptive at nearby residences at times, it can be controlled by the implementation of a Construction Noise Management Plan (CNMP), or as part of a Construction Environment Management Plan (CEMP) secured through suitably worded planning conditions.
Incorporated mitigation related to construction noise would be set out within the CEMP. This will identify the series of measures to reduce the environmental effects during the construction period and cover environmental and safety aspects affecting the interests of residents and general public. Specific measures for the mitigation of noise and vibration would need to be discussed and agreed with Rhondda Cynon Taf Council and described within the operator and development partner method statement. Where it is considered that the recommended 70 dB(A) noise limit cannot be achieved with the proposed construction method alternative methods will be considered in conjunction with Rhondda Cynon Taf Council.
Additional noise mitigation measures may also include the following:
● Selecting quieter construction equipment;
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● Setting time restrictions on certain noisy activities; ● Ensure equipment is maintained, in good working order, and is used in accordance with the manufacturer’s instructions; ● Members of the construction team should be trained and advised during tool box briefings on quiet working methods; ● Equipment should not be left running unnecessarily; ● Equipment should be fitted with silencers or mufflers; ● Use of plant enclosures utilised whenever feasible; ● Careful orientation of plant with directional feature away from sensitive receptors; ● Materials should be lowered instead of dropped from height; ● Inform nearby noise sensitive receptors in advance of construction activities and keep them up to date with progress and changes; ● Give nearby noise sensitive receptors a site contact telephone number; the contact should liaise with residents and maintain good rapport; ● Vehicles should not wait or queue up with engines running on the site or on the public highway; ● Manage deliveries to prevent queuing of site traffic at access points and the need for vehicles to reverse; and, ● Use of adjustable or directional audible vehicle-reversing alarms or use of alternative warning systems, e.g. white noise alarms. Discussions with Rhondda Cynon Taf Council may indicate the need for a Section 61 (Under Section 61 of the Control of Pollution Act 1974 a developer may apply to the local authority for prior consent to carry out construction or demolition works). The operator and development partner would contact Rhondda Cynon Taf Council to discuss the option of gaining consent under Section 61.
Finally, good public relations are invaluable in securing public acceptance of construction noise. People are more tolerant of noise if they understand the reason for it, the likely duration, start and stop dates and that everything is being done to minimise noise levels. Letter box drops explaining this should be considered. A dedicated site contact for the public and a complaints handling procedure should both be put in place.
6.1.2 Construction Vibration As mentioned above, construction vibration impacts would not be significant, however incorporated mitigation related to construction vibration would be set out within the CEMP.
It is required that an appropriate assessment of likely vibration levels is undertaken to ensure that adverse levels of vibration are not experienced at sensitive receptors. Where limits are exceeded, work methods should be reconsidered. Should vibratory related works produce levels in excess of 1.0mm/s at the sensitive receptors, vibration monitoring should be carried out. However due to the distance of the vibration works to receptors it is considered unlikely that excessive vibrations would impact any local receptors.
However, additional vibration mitigation measures may include the following:
● Utilising low vibration working methods; ● Replace plant that is causing significant levels of vibration; and, ● Isolate vibratory plant using resilient mountings.
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7 Conclusion
The proposed development includes the construction of a new depot at Taffs Well to stable and maintain rolling stock. Mott MacDonald Limited has undertaken a noise survey and subsequent assessment to support the outline application for the proposed development.
A noise survey has been undertaken at nearby residential receptors to define existing baseline noise levels.
A construction noise assessment has been undertaken at existing residential receptors located in the surrounding area of the proposed depot. There is the potential for significant effects to sensitive noise receptors during the construction phase, particularly for works that must be undertaken at night-time. However, the construction assessment has been based on a worst case scenario, and construction plant will gradually move along the area impacting different receptors at different intensities and times depending on when the plant is closer and further away from the receptors.
Construction noise and vibration will be controlled through a series of mitigation measures that have been recommended, such as use of temporary barriers, suitable selection of plant, and working time restrictions. Liaison will be required with the local authority through the use of conditions for a Construction Noise Management Plan or Construction Environment Management Plan and agreements with the operator and development partner.
The operational assessment considers noise from permanent fixed plant (associated with the everyday operation of the depot, such as air conditioning units). Any fixed plant is subject to noise criteria so that the combined noise from all operational equipment does not exceed a specified level at the nearest noise sensitive receptor.
As the current predictions are based on preliminary design and conservative calculations, it is believed that the fixed plant can be designed at detailed design to comply with the night-time criteria of 34 dB LAeq,T by utilising a series of enclosures or screening and by re-siting the output of noisy plant away from sensitive receptors.
An acoustic model has been developed to determine the noise impacts associated with maintenance activities (associated with cleaning, sanding and maintaining of the trains) and the change in traffic flows on surrounding roads. It can be seen from the results of acoustic modelling assessment that at the majority of the sensitive noise receptors, there is no significant impact anticipated from the operation of the depot.
In summary, with further refinement of the layout of the depot at the detailed design stage, operational impacts are anticipated to be further reduced. Construction impacts will require further discussion and planning with the local authority to ensure that the impacts are reduced as far as reasonably practical.
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Appendices
A. Noise Measurement Positions – Photographs 34 B. Noise Contours 38 C. Glossary of Terms 48 D. Taffs Well Depot - Location Plan (367590-MMD-28I-XX-DR-C-0001) 50 E. Taffs Well Depot - Ground Level Master Plan (367590-MMD-28I-XX-DR-C-0002) 51 F. Taffs Well Depot - Upper Level Master Plan (367590-MMD-28I-XX-DR-C-0003) 52
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A. Noise Measurement Positions – Photographs
Figure 5: Long-Term Position 1 (LT1)
Source: Mott MacDonald 2017
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Figure 6: Long-Term Position 2 (LT2)
Source: Mott MacDonald 2017
Figure 7: Short-Term Position 1 (ST1)
Source: Mott MacDonald 2017
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Figure 8: Short-Term Position 2 (ST2)
Source: Mott MacDonald 2017
Figure 9: Short-Term Position 3 (ST3)
Source: Mott MacDonald 2017
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Figure 10: Short-Term Position 4 (ST4)
Source: Mott MacDonald 2017
Figure 11: Short-Term Position 5 (ST5)
Source: Mott MacDonald 2017
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B. Noise Contours
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Figure 12: Base Year (Daytime)
Source: Mott MacDonald
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Figure 13: Base Year (Night-time)
Source: Mott MacDonald
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Figure 14: Opening Year Without Scheme (Daytime)
Source: Mott MacDonald
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Figure 15: Opening Year Without Scheme (Night-time)
Source: Mott MacDonald
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Figure 16: Opening Year With Scheme (Daytime)
Source: Mott MacDonald
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Figure 17: Opening Year With Scheme (Night-time)
Source: Mott MacDonald
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Figure 18: Opening Year With Scheme Maintenance Doors Closed (Daytime)
Source: Mott MacDonald
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Figure 19: Opening Year With Scheme Maintenance Doors Closed (Night-time)
Source: Mott MacDonald
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Figure 20: Noise Levels from Proposed Plant Items
Source: Mott MacDonald
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C. Glossary of Terms
A-Weighting The human ear also has a non-linear frequency response, being most sensitive in the frequency range 1kHz to 4kHz and is less sensitive at higher and lower frequencies. The A-weighting is a frequency function commonly applied to the linear output of a microphone to simulate the subjective response of the ear. A-weighted levels are usually indicated by a subscript A or postscript (A).
Ambient noise This is the total sound for a given scenario where the acoustic field is affected by a variety of sources.
Decibel Sound and noise are commonly described using the decibel (dB) scale, which is logarithmic in nature to relate to the response of the human ear. The range of human hearing commonly varies from the threshold of audibility (0 dB) to the threshold of pain (120 dB). Such limits are seldom experienced in practice and typical levels might vary between 30 dB in a quiet bedroom at night to 90 dB at the kerbside of a busy road.
Equivalent Time-varying noise such as that from industrial or construction operations continuous may not best be described using the statistical approach described above. noise level Leq The equivalent continuous noise level, LAeq,T, may be used, which is the notional level of a steady sound which, at a given position and over the same period of time (T), would deliver the same sound energy as the fluctuating one.
Façade sound The received sound level which is measured or calculated immediately level adjacent to a building façade, normally at 1m distance. Sound is reflected by the hard surfaces of a façade producing a slightly higher sound level (2.5 to 3.0 dB) than would occur in the absence of the building.
Free field The sound level which is measured or calculated within an acoustic field which sound level is free of significantly reflective surfaces (except the ground plane).
Maximum The highest A-weighted sound level reached within the measurement period. sound pressure “Fast” denotes that the level is weighted to the response time of the ear level L(max) (125 ms) instead of to 1 second (denoted “Slow”).
Rating noise Noise level of an industrial noise source with any appropriate corrections level applied for the presence of distinct acoustic features.
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Sound power level This is a measure of the sound energy radiated by an acoustic source per unit time. It is a characteristic of the source alone and independent of the properties of the acoustic field.
Statistical noise level LN Noise which fluctuates with time may be described using a statistical approach. The statistical level LAN is the level in dB exceeded for N % of the overall measurement period. LA90 is the noise level exceeded for 90 % of the sampling period and is a measure the lower levels in the absence of higher level transient events. It is commonly used to describe the ambient or background noise. The LA10 is the noise level exceeded for 10 % of the sampling period and is a measure the higher levels. In the UK, it is commonly used to describe road traffic noise and, when considered over the 18-hour period 06:00 to 24:00 is referred to as the traffic noise index.
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D. Taffs Well Depot - Location Plan (367590- MMD-28I-XX-DR-C-0001)
367590-WTD-CAR-28I-08 | November 2017
Notes
1. All dimensions are in metres unless otherwise stated. 2. Do not scale any items or information from this drawing. 3. This drawing is prepared for the purpose of outline planning for the proposed Taffs Well Depot and is not intended for any other purpose. It is not intended to reflect any specific proposal under the Wales and Borders Procurement and is instead indicative of the planned development.
Key to symbols
Red Line Boundary
A470
Reference drawings
367590-MMD-28I-XX-DR-C-0002 - Ground Level Master Plan (Sheet 1 of 2) 367590-MMD-28I-XX-DR-C-0003 - Upper Level Master Plan (Sheet 2 of 2) 367590-MMD-28I-XX-DR-C-0004 - Red Line Boundary 367590-MMD-28I-XX-DR-C-0005 - Parameters Plan 367590-MMD-28I-XX-DR-C-0006 - Sections and Elevations (Sheet 1 of 2) 367590-MMD-28I-XX-DR-C-0007 - Sections and Elevations (Sheet 2 of 2) 367590-MMD-28I-XX-DR-C-0008 - Indicative Construction Phasing
Red Line boundary (area to be developed)
River Taff
The Garth Works and Estate
P3 09.03.18 RT Hybrid Planning Application RM WW
P2 21.11.17 RT RCTCBC First Review WW DF GL WW Taffs Well P1 17.08.17 PR Preliminary Issue Station Rev Date Drawn Description Ch’k’d App’d
Fitzalan House Fitzalan Road Cardiff, CF24 OEL United Kingdom
T +44 (0)29 2046 7800 F +44 (0)29 2046 7801 W mottmac.com
Client Transport for Wales Southgate House Wood Street Cardiff, CF10 1EW United Kingdom
Title South Wales Metro - Task Order 028-I Taffs Well Depot Outline Planning Location Plan
Designed P Richardson PR Eng check G Last GL
Drawn P Richardson PR Coordination G Last GL © Crown copyright and database rights 2016 Ordnance Survey 0100031673, © Local Government Information House Limited copyright and database rights 2016, 0100031673. Dwg check J Kirby JK Approved W Wootten WW Scale at A1 Status Rev Security 1:2500 PRE P3 STD © Mott MacDonald Drawing Number This document is issued for the party which commissioned it and for specific purposes connected with the captioned project only. It should not be relied upon by any other party or used for any other purpose. 0 125m 250m 1:2500 We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. 367590-MMD-28I-XX-DR-C-0001
C:\pwlocal\pims01\tur67634\d0261293\367590-MMD-28I-XX-DR-C-0001 - Location Plan.dwg Mar 9, 2018 - 3:34PM tur67634 Mott MacDonald | South Wales Metro 51 Task Order 028-I – Taffs Well Depot Outline Planning – Noise Assessment
E. Taffs Well Depot - Ground Level Master Plan (367590-MMD-28I-XX-DR-C-0002)
367590-WTD-CAR-28I-08 | November 2017
Notes
1. All dimensions are in metres unless otherwise stated. 2. Do not scale any items or information from this drawing. 3. This drawing is prepared for the purpose of outline planning for the proposed Taffs Well Depot and is not intended for any other purpose. It is not intended to reflect any specific proposal under the Wales and Borders Procurement and is instead indicative of the planned development.
Key to symbols
Highway to be constructed New track
Footpath/footbridge to be constructed Existing track
Cycle Storage Existing platform
Verge/landscaping Cycle lane
9a Track Numbering New building Cemetery Road
New platform
A470 Platform to be removed Embedded track, emergency Workshop and offices / maintenance road access Stabling for 25x50m South Wales Metro rolling stock Reference drawings A470 South towards M4 and Cardiff 367590-MMD-28I-XX-DR-C-0001 - Location Plan 15d 367590-MMD-28I-XX-DR-C-0003 - Upper Level Master Plan (Sheet 2 of 2) 15c 367590-MMD-28I-XX-DR-C-0004 - Red Line Boundary 70m visibility splays 15b 14 367590-MMD-28I-XX-DR-C-0005 - Parameters Plan 13 Substations 367590-MMD-28I-XX-DR-C-0006 - Sections and Elevations (Sheet 1 of 2) 15a 12 367590-MMD-28I-XX-DR-C-0007 - Sections and Elevations (Sheet 2 of 2) 11 New bridge over A4054 367590-MMD-28I-XX-DR-C-0008 - Indicative Construction Phasing 10 railway tracks 9a 9 8 New bridge over Deliveries and short 7 railway tracks term parking 6 Feeder lane for 5 4 cyclists Storage 3 2 Existing crossover to be 1 3m wide shared use cycle path relocated 1a Rolling stock sand plant Rolling stock washing Existing road vertically re-aligned to plant pass over track access Ffordd Bleddyn A470 North towards Existing Taff Trail Pontypridd continues north Cut-line to upper level - See Drawing 367590-MMD-28I-XX-DR-C-0003 Rolling stock delivery track Existing car park Depot road access access closed
Road to climb from roundabout to new bridge over railway tracks Taffs Well Station Existing footbridge and New car park access RM WW platform ends to be P4 09.03.18 RT Hybrid Planning Application demolished WW DF Existing car park upgraded Taxi drop off area P3 21.11.17 RT RCTCBC First Review Cardiff Road (84 park & ride spaces) New footbridge, P2 20.10.17 RT Preliminary Issue GL WW Proposed covered stairs and lifts cycle shelter P1 03.08.17 PR Preliminary Issue GL WW
Taffs Well Rev Date Drawn Description Ch’k’d App’d Fitzalan House Existing platform to be Fitzalan Road Proposed extended (100m in Cardiff, CF24 OEL crossover total) United Kingdom
T +44 (0)29 2046 7800 River Taff F +44 (0)29 2046 7801 W mottmac.com
Client Transport for Wales Southgate House Wood Street Cardiff, CF10 1EW United Kingdom
Title South Wales Metro - Task Order 028-I Taffs Well Depot Outline Planning Ground Level Master Plan (Sheet 1 of 2)
Designed O Mares/P Richardson OM/PR Eng check G Last GL
Drawn P Richardson PR Coordination G Last GL © Crown copyright and database rights 2016 Ordnance Survey 0100031673, © Getmapping plc © 2017 GeoEye © 2017 Intermap Earthstar Geographics SIO © 2017 Microsoft Corporation © Local Government Information House Limited copyright and database rights 2016, 0100031673. Dwg check D Sansome DS Approved W Wootten WW Scale at A1 Status Rev Security 1:1250 PRE P4 STD © Mott MacDonald Drawing Number This document is issued for the party which commissioned it and for specific purposes connected with the captioned project only. It should not be relied upon by any other party or used for any other purpose. 0 62.5m 125m 1:1250 We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. 367590-MMD-28I-XX-DR-C-0002
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F. Taffs Well Depot - Upper Level Master Plan (367590-MMD-28I-XX-DR-C-0003)
367590-WTD-CAR-28I-08 | November 2017
Notes
1. All dimensions are in metres unless otherwise stated. 2. Do not scale any items or information from this drawing. 3. This drawing is prepared for the purpose of outline planning for the proposed Taffs Well Depot and is not intended for any other purpose. It is not intended to reflect any specific proposal under the Wales and Borders Procurement and is instead indicative of the planned development.
Key to symbols
Highway to be constructed New track
Footpath/footbridge to be constructed Existing track
Cycle Storage Existing platform
Verge/landscaping Cycle Path
Cemetery Road New building
New platform
A470 Platform to be removed Workshop/offices Workshop/office access from car park A470 South towards Reference drawings M4 and Cardiff 367590-MMD-28I-XX-DR-C-0001 - Location Plan 367590-MMD-28I-XX-DR-C-0002 - Ground Level Master Plan (Sheet 1 of 2) 367590-MMD-28I-XX-DR-C-0004 - Red Line Boundary 367590-MMD-28I-XX-DR-C-0005 - Parameters Plan 367590-MMD-28I-XX-DR-C-0006 - Sections and Elevations (Sheet 1 of 2) Public car park 367590-MMD-28I-XX-DR-C-0007 - Sections and Elevations (Sheet 2 of 2) (94 spaces) A4054 367590-MMD-28I-XX-DR-C-0008 - Indicative Construction Phasing
New bridge over railway tracks
70m visibility splays
Car park access Staff/visitor car park (120 spaces)
Ffordd Bleddyn
New bridge over A470 North towards railway tracks Pontypridd Cut-line to lower level - see Existing road vertically 367590-MMD-28I-XX-DR-C-0002 re-aligned to pass Cardiff Road Taffs Well Station over track access New footbridge, stairs and lifts
P4 09.03.18 RT Hybrid Planning Application RM WW
P3 21.11.17 RT RCTCBC First Review WW DF
P2 20.10.17 RT Preliminary Issue GL WW
P1 03.08.17 PR Preliminary Issue GL WW
Taffs Well Rev Date Drawn Description Ch’k’d App’d Fitzalan House Fitzalan Road Cardiff, CF24 OEL United Kingdom
T +44 (0)29 2046 7800 River Taff F +44 (0)29 2046 7801 W mottmac.com
Client Transport for Wales Southgate House Wood Street Cardiff, CF10 1EW United Kingdom
Title South Wales Metro - Task Order 028-I Taffs Well Depot Outline Planning Upper Level Master Plan (Sheet 2 of 2)
Designed O Mares/ P Richardson OM/PR Eng check G Last GL
Drawn P Richardson PR Coordination G Last GL © Crown copyright and database rights 2016 Ordnance Survey 0100031673, © Getmapping plc © 2017 GeoEye © 2017 Intermap Earthstar Geographics SIO © 2017 Microsoft Corporation © Local Government Information House Limited copyright and database rights 2016, 0100031673. Dwg check D Sansome DS Approved W Wootten WW Scale at A1 Status Rev Security 1:1250 PRE P4 STD © Mott MacDonald Drawing Number This document is issued for the party which commissioned it and for specific purposes connected with the captioned project only. It should not be relied upon by any other party or used for any other purpose. 0 62.5m 125m 1:1250 We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. 367590-MMD-28I-XX-DR-C-0003
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mottmac.com
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