Mona Vale Road West Upgrade - Review of Environmental ......Mona Vale Road is the main east-west link between the Pacific Highway, Pymble and Pittwater Road at Mona Vale, totalling

Report

Mona Vale Road Upgrade West McCarrs Creek Road, Terrey Hills to Powder Works Road, Ingleside –

Noise and Vibration Assessment

SMEC

Job ID. 09137

14 October 2016

Job ID 09137 | ACO-NW-001-9137D ii

ACO-NW-9137D-001 Mona Vale Road Upgrade West_F1.docx

PROJECT NAME: Mona Vale Road Upgrade West McCarrs Creek Road,

Terrey Hills to Powder Works Road, Ingleside – Noise

and Vibration Assessment

JOB ID: 09137

DOCUMENT CONTROL NUMBER ACO-NW-001-9137D

PREPARED FOR: SMEC

APPROVED FOR RELEASE BY: A. McKenzie

DISCLAIMER & COPYRIGHT: This report is subject to the copyright statement

located at www.pacific-environment.com © Pacific

Environment Operations Pty Ltd ABN 86 127 101 642

DOCUMENT CONTROL

VERSION DATE COMMENT PREPARED BY REVIEWED BY

D1 24/11/2015 Draft R. Warren A. McKenzie

D2 22/01/2016 Draft R. Warren A. McKenzie

D2.1 24/03/2016 Final Draft R. Warren A. McKenzie

F2.1 12/04/2016 Final R. Warren A. McKenzie

D3 05/10/2016 Revised design

Draft. R. Warren A. McKenzie

F1 14/10/2016 Revised design

Final. R. Warren A. McKenzie

Pacific Environment Operations Pty Ltd: ABN 86 127 101 642

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Job ID 09137 | ACO-NW-001-9137D iii


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Job ID 09137 | ACO-NW-001-9137D iv


CONTENTS

1 INTRODUCTION 1 Project Area 1 Proposed Upgrade 2

2 EXISTING AMBIENT NOISE ENVIRONMENT 4 Noise Monitoring Locations 4 Measured Noise Levels 7

2.2.1 Methodology 7 2.2.2 Ambient Noise Levels 7 2.2.3 Road Traffic Noise Levels 8 Traffic Volume Survey 9

3 OPERATIONAL NOISE CRITERIA 12 Noise Criteria Guideline 12 Noise Criteria 12

3.2.1 Criteria by Road Type 12 3.2.2 Maximum Noise Level Assessment 15

4 OPERATIONAL NOISE ASSESSMENT 16 Noise Catchment Areas 16 Traffic Modelling Parameters 16 Modelling Methodology 18 Modelling Validation 19 Predicted Noise Levels 20 Maximum Noise Levels 25

5 NOISE MITIGATION GUIDANCE 28 Noise Mitigation Guideline 28 Guidance for Reasonable Additional Noise Mitigation 28 Procedure Overview 28 Project Mitigation 28

5.4.1 Quieter Pavement Surfaces 29 5.4.2 Noise Mounds and Barriers 29 5.4.3 At Property Treatment 29 5.4.4 Exceedances at Non-Residential Receivers 29

6 CONSTRUCTION NOISE ASSESSMENT 30 Construction Noise Criteria 30 Description of Works 31 Construction Activity 32 Standard Mitigation Measures 35 Preliminary Construction Noise Level Predictions 36 Detailed Construction Noise Assessment 39

6.6.1 Construction Noise Levels – Residential Receivers 39 6.6.2 Sleep disturbance exceedances 40 Additional Mitigation Measures 40

7 CONSTRUCTION VIBRATION ASSESSMENT 43 Construction Vibration Criteria 43

7.1.1 Predicted Construction Vibration Levels 44 7.1.1 Predicted Human Comfort Vibration Levels 45 7.1.2 Construction Vibration Mitigation 46

8 CONCLUSION 47

9 REFERENCES 48

PROJECT LAYOUT A-1

Job ID 09137 | ACO-NW-001-9137D v


NOISE MONITORING B-1 B.1 Location W1 B-2 B.2 Location W2 B-8 B.3 Location W3 B-8 B.4 Location W4 B-14 B.5 Location W5 B-20 B.6 Location W6 B-24

RECEIVERS C-1 C.1 Receiver Locations C-2

TRAFFIC VOLUMES D-1 D.1 Traffic Volumes for Mona Vale West Build D-2 D.2 1 Hour Traffic Volumes D-14

OPERATIONAL NOISE MODELLING RESULTS E-1 E.1 Operational Noise Modelling Results E-2

CONSTRUCTION NOISE LEVELS F-1

NOISE CONTOUR MAPS G-11

List of Figures

Figure 2-1: Project Layout, Receivers and Noise Monitoring Locations 5

Figure 2-2: Project Layout, Receivers and Noise Monitoring Locations 6

Figure 4-1: Number of Maximum Noise Level Events (Lmax > Leq,9hr + 15 dB) 25

Figure 4-2: Maximum Noise Level Events over Lmax 65 dB(A) 26

Figure 4-3: Average Emergence of Maximum Noise Level Events 26

Job ID 09137 | ACO-NW-001-9137D vi


DEFINITIONS

Ambient

noise

The all-encompassing noise environment at a given location, made up of many sources

in the near and far field.

A-weighting Adjustment made to a noise level based on international standards. It approximates a

human’s hearing response to frequency at lower sound levels.

dB Decibel, the logarithmic ratio of a given sound pressure to a reference pressure.

dB(A) A-weighted decibels.

DGA Dense grade asphalt

EPA Environmental Protection Authority NSW (Formerly DECC, DEC, DECCW)

Feasible

A work practice or measure which is capable of being implemented or engineered

and is practical to implement given project constraints, such as safety and

maintenance requirements.

Free-field A sound field where the effects of reflection are negligible throughout the region of

interest.

Heavy

Vehicle

A truck or other vehicle with either two or three axles, two groups or three or more axles,

more than two groups.

Light Vehicle Passenger vehicles (cars, vans utilities, motorcycles etc.).

LA1,T The noise level exceeded for 1% of the time period, T.

LA10,T The noise level exceeded for 10% of the time period, T.

LA90,T The noise level exceeded for 90% of the time period, T. Commonly referred to as the

background noise level.

LAeq,T The equivalent average noise level of the time period, T. It represents in a single

number, the energy of the actual fluctuating noise level over the period.

LAmax,T The maximum noise level measured during the period, T.

NCA Noise catchment area.

OGA Open graded asphalt.

RBL

Rating Background Level. The background noise level as defined by the NSW Industrial

Noise Policy (EPA, 2000). It is calculated by the taking the median value of the lowest

10th percentile LA90 measurements in any day, evening or night period.

Reasonable In the context of reasonable measures, involves making a judgment to determine the

overall noise benefit relative to social, economic and environmental impacts.

SMA Stone mastic asphalt.

Job Number 09137 | ACO-NW-001-9137D 1


1 INTRODUCTION

Pacific Environment were engaged by SMEC to conduct an operational road traffic noise and

construction noise and vibration assessment for the proposed upgrade of approximately 3.4 km of

Mona Vale Road between McCarrs Creek Road, Terrey Hills and Powder Works Road, Ingleside NSW.

The upgrade will change the existing two lane road to a four lane divided road. The upgrade is being

carried out to address safety concerns and reduce traffic congestion, whilst providing for anticipated

future traffic growth in the region.

Traffic noise levels have the potential to increase after the upgrade as a result of lane duplication,

changes in alignment and increased traffic carrying capacity. The assessment has considered traffic

volumes as a result of this upgrade and the Mona Vale Road East upgrade project. A quantitative

assessment has been completed of the impacts associated with operational road traffic noise and

construction noise and vibration. The assessment was conducted with consideration to the following

documents:

Industrial Noise Policy (INP) EPA 2000

Road Noise Policy (RNP) DECCW 2011

Noise Criteria Guideline (NCG) RMS 2015

Noise Mitigation Guideline (NMG) RMS 2015

Construction Noise and Vibration Guideline RMS 2016

Model Validation Guideline RMS 2016

Procedure: Preparing an Operational Traffic and Construction Noise and Vibration Assessment

Report, RMS 2014

Environmental Noise Management Manual (ENMM) RTA 2001

Interim Construction Noise Guideline (ICNG) DECC 2009

Assessing Vibration, A Technical Guideline (Vibration Guideline) DEC 2004

Construction Noise Strategy (CNS) Transport for NSW 2012

Project Area

Mona Vale Road is the main east-west link between the Pacific Highway, Pymble and Pittwater Road

at Mona Vale, totalling about 20 kilometres in length and carrying about 36,000 vehicles per day

through the proposal area. Mona Vale Road is a classified B-double route and a bus route, with heavy

vehicles making up about 10 per cent of the total traffic count using the road. The proposed site layout

is presented in Appendix A.

The section of Mona Vale Road within the proposal area is primarily within a bushland setting, with Ku-

ring-gai Chase National Park adjacent to the road corridor to the north and Garigal National Park

adjacent to the road corridor to the south. Other small areas of bushland (not forming part of these

National Parks) occur along the northern side of Mona Vale Road between Kimbriki Road and the

Baha’i Temple.

The Kimbriki Resource Recovery Centre is located to the south of Mona Vale Road off Kimbriki Road,

and the Baha’i Temple is north of the road between Addison Road and Powder Works Road. Other

land uses in the vicinity include the Monash Country Club near the Powder Works Road intersection and

the Ingleside Baptist Church located off Powder Works Road. Areas of residential development are

located in Terrey Hills and on the northern side of Mona Vale Road at Addison Road and Tumburra

Road, as well as commercial and business development.

Mona Vale Road runs along a ridgeline, with receivers located in Terrey Hills to the west and to the

eastern extent in Ingleside. Receivers in these areas are at a similar elevation to the road, whereas

receivers located along the central part of the project are located in a valley, located below the line

of site of Mona Vale Road. The alignment passes around several rock outcrops.



The existing two-lane road has a steep vertical alignment and limited overtaking opportunities. Traffic

congestion within the proposal area occurs for a variety of reasons, including:

High and increasing traffic volumes using this arterial road

‘Bottlenecking’ caused by traffic merging from two lanes into a single lane at both ends of the

proposal area

Heavy vehicles travelling below speed climbing or descending the hills within the proposal area,

and with no overtaking opportunities, this slows down traffic flow behind them.

As a result of the steep grades, heavy vehicle use, and lack of overtaking opportunities, road users

frequently experience major traffic delays both during and outside of peak periods, as traffic flow

behind heavy vehicles is slowed.

The existing road is an arterial road consisting of one lane in each direction. The existing posted traffic

speeds are 70 km/h. The pavement is dense grade asphalt (DGA).

Proposed Upgrade

The project is proposing to widen Mona Vale Road between McCarrs Creek Road and Powder Works

Road from two lanes to four lanes (two lanes in each direction). The project layout is presented in Figure

2-1 and Figure 2-2.

The key features of the proposal include:

Widening to provide an additional two traffic lanes (one in each direction) on Mona Vale Road

between McCarrs Creek Road and Powder Works Road.

Widening on the southern side of the existing carriageway between McCarrs Creek Road and

Kimbriki Road.

Deviation of the entire dual carriageway from the current road to the north of a rock outcrop

between Kimbriki Road and Tumburra Street.

Widening on the northern side of the existing carriageway from about 700 metres west of Tumburra

Street to Addison Road.

Widening on both sides of the existing carriageway between Addison Road and Powder Works

Road.

Provision of a new traffic signal intersection at Kimbriki Road including additional dedicated turning

lanes and a truck climbing lane.

Restricting traffic movements at the intersection of Mona Vale Road and Tumburra Street to left-in

and left-out only.

Deviating the Mona Vale Road and Tumburra Street intersection locally to the west by about 40

metres to improve the existing steep grade on Tumburra Street.

Providing a new local road connection between Bungendore Street and Powder Works Road

utilising the existing Harvey Road corridor and extending the new local road east of Addison Road

to meet with the intersection of Mona Vale Road and Powder Works Road.

Removing the existing eastbound bus stop on Mona Vale Road at the intersection with Kimbriki

Road; and bus stops on either side of the intersection at Tumburra Street and re-directing bus

services along the new local road connection and Tumburra Street to serve existing and future land

uses.

Relocating the existing access to the National Baha’i Centre by about 120 metres west along the

new road.

Providing new and improved fauna connectivity between Mona Vale Road and the new local

road connection by way of a fauna underpass between Bungendore Street and Addison Road

Closing the existing intersection at Mona Vale Road and Addison Road to general traffic and

making future access at this intersection restricted to emergency vehicles only.



Minor widening of Powder Works Road for a distance of about 80 metres east from the intersection

with Mona Vale Road.

Providing a 40 metre wide fauna bridge over Mona Vale Road, east of Kimbriki Road, linking Ku-

ring-gai and Garigal National Parks enabling new and improved fauna connectivity between the

National Parks by way of unimpeded passage.

Constructing retaining walls and/or sandstone cuttings at various locations along the alignment.

Constructing a shared use path on the northern side of Mona Vale Road for the full upgrade

length.

Relocating and and/or adjusting underground and above ground utilities where required including

the upgrade of street lighting for the full upgrade length.

Upgrading of the existing pavement and cross drainage structures including the construction,

reconstruction and extension of pavement drainage lines.

Landscaping over the length of the proposal.

Installing traffic monitoring cameras at all signalised intersections to assist with traffic management.

This project is one of two proposed upgrades to Mona Vale Road between McCarrs Creek Road and

Foley Street. The upgrade of Mona Vale Road East, between Manor Road, Ingleside and Foley Street,

Mona Vale has been assessed as part of a previous REF. The Mona Vale East upgrade is expected to

open in 2020 and the West upgrade in 2021, subject to funding. For the purpose of this assessment, it

has been assumed that the Mona Vale East upgrade is complete prior to commencement of upgrade

activities in the western portion. The project design year for the upgrade is 2031. Current speed limits

are 70 km/h for all segments of Mona Vale Road, and the proposed upgrade will increase signposted

speed to 80km/hr. Existing pavement is dense grade asphalt (DGA).

Construction is expected to take a minimum of 30 months to complete (including preliminary works).



2 EXISTING AMBIENT NOISE ENVIRONMENT

Noise Monitoring Locations

Noise monitoring locations were selected to determine the existing road traffic noise levels and the

prevailing ambient noise environment at locations representative of sensitive receivers across the

project. Table 2-1 presents a summary of the locations. The noise monitoring locations and NCAs are

shown in Figure 2-1 and Figure 2-2.

Table 2-1: Noise Monitoring Locations

Site ID Address Notes

W1 199 Mona Vale Road, Terrey Hills

Representative of receivers in NCA 1, located in

front yard of dwelling approximately 30 m from the

carriageway. Free-field measurement.

W21 17 Wirreanda Road, Ingleside

Located in the middle of unoccupied land to the

west of Wirreanda Road in NCA 3, approximately

120 m from the carriageway. Free-field

measurement.

W3 1 Wirreanda Road, Ingleside

Representative of receivers in NCA 4, located in the

front yard of a residence on Wirreanda Road,

approximately 5 m from the road. Free-field

measurement.

W4 Baha’i Temple (173 Mona Vale Road), Ingleside

Located adjacent the carpark, approximately 50 m

from the carriageway. Representative of receivers

in NCA 5. Free-field measurement.

W5 30 Addison Road, Ingleside

Located adjacent 30 Addison Road, approximately

2 m from the roadside. Representative of receivers

in NCA 6. Free-field measurement.

W6 317 Powder Works Road, Ingleside

Located near the intersection of Waratah Road

and Powder Works Road, approximately 5 m from

the roadside. Representative of receivers in NCA 7.

Free-field measurement.



Figure 2-1: Project Layout, Receivers and Noise Monitoring Locations



Figure 2-2: Project Layout, Receivers and Noise Monitoring Locations



Measured Noise Levels

2.2.1 Methodology

Noise measurements were carried out between 3 November 2014 and 12 November 2014 at four

locations (W1 to W4) described in Table 2-1, and an additional two locations W5 and W6 from 20 to 27

June 2016. The measurements were conducted using NTi XL2,ARL Ngara and Rion-31 environmental

noise loggers set to measure ”fast” A-weighted noise levels. All are Type 1 loggers, and carry current

calibration certificates and the calibration was checked in-field at the start and end of the monitoring

period and no significant drift (± 0.5 dB) was noted.

The logger at location W2 experienced a hardware fault and the noise monitoring data was not

available. The noise monitoring conducted at W3 considered representative of ambient noise levels for

receivers in this area and further monitoring at W2 was not conducted.

During the monitoring period, weather conditions were monitored from the nearest Bureau of

Meteorology Station at Terry Hills (Station ID 066059), located approximately 3 km from the project area.

Where measurement data was identified to be adversely affected by inclement weather (high winds or

significant rainfall) and extraneous noise, these data points were removed.

2.2.2 Ambient Noise Levels

Background noise is described in terms of the definition according to the Industrial Noise Policy (INP)

(EPA, 2000), as required by the ICNG. The INP’s rating background level (RBL) is a single number which

represents the background noise level in any assessment period. It is calculated as the median of each

Assessment Background Level (ABL) for the period. The ABL for each assessment period is calculated for

each day and is the lowest tenth percentile L90 measurement in that assessment period.

Ambient noise is the noise from all sound sources and is measured as the equivalent continuous noise

level (Leq) and represents the equivalent acoustic energy of the fluctuating sound levels from all sources

over the measurement period. The Leq for each assessment period is the logarithmic average of all of

the 15 minute Leq noise levels in that period.

The assessment periods for ambient noise are defined as:

Day (7.00am to 6.00pm Monday to Saturdays and 8.00am to 6.00pm Sundays and Public Holidays)

Evening (6.00pm to 10.00pm Monday to Sunday)

Night (10.00pm to 7.00am Monday to Saturdays and 10.00pm to 8.00am Sundays and Public

Holidays)

The measured background noise levels are presented in Table 2-2 and graphs of the monitoring data

are presented in Appendix B.



Table 2-2: Measured Ambient Noise Levels

Site ID

Measured Noise Levels, dB(A)1

Day Evening Night

L10 Leq RBL L10 Leq RBL L10 Leq RBL1

W1 61 59 50 59 55 41 60 52 30

W22 - - - - - - - - -

W3 56 56 41 52 50 38 49 48 30

W4 62 59 52 61 56 43 60 52 30

W5 56 52 40 50 48 38 52 48 34

W6 76 70 47 75 67 41 73 64 32

Notes: 1. Where measured RBLs were less than 30 dB(A), in accordance with the INP, the RBL was set to 30 dB(A).

2. Logger experienced a technical fault.

The ambient noise environment during the day was generally observed to be dominated by road

traffic noise from Mona Vale Road at all locations.

Observations during attended measurements indicated that location W3 was influenced by

intermittent local road traffic movements. The background traffic noise influence from Mona Vale Road

was a contributor to the L90 noise levels at location W3 with local road passbys influencing the LA10 and

LAeq noise levels during the day time. Similar observations were made at location W5, which is located

in a rural setting and exposed to intermittent traffic movements and distant traffic noise from Mona

Vale Road.

Noise levels at W1 and W4 were found to be more consistent with road traffic, with L10 noise levels

generally around 3 dB above Leq levels during the day as a result of consistent traffic. Peak Lmax events

were observed during measurements associated with heavy vehicle passbys and were pronounced

during the night time period when traffic noise levels were lower.

Noise levels at location W6 did not fall within the expected range of LA10 being approximately 3 dB

greater than LAeq. The monitoring location was 5 metres from the nearest lane and it is expected that

the close proximity to Powder Works Road and vehicles accelerating uphill has resulted in the atypical

result. LA10 noise levels are around 6-7 dB above Leq levels.

Background noise levels during the night are significantly lower than the day or evening periods across

all locations. Where measured RBLs were below 30 dB(A), the RBL was set to 30 dB(A) in accordance

with INP guidance.

2.2.3 Road Traffic Noise Levels

Road traffic noise levels are described in terms of the following:

Day (7.00am to 10.00pm) periods (LAeq,15hr) and

Night (10.00pm to 7.00am) periods (LAeq,9hr).

Measured traffic noise levels, collected in the free field, are presented in Table 2-3.

Table 2-3: Measured Traffic Noise Levels (Free Field)

Site ID

Traffic Noise Level dB(A)

Day Night

LAeq,15hr LAeq,9hr

W1 58 52

W21 - -

W32 - -

W4 58 52

W5 53 50

W6 70 64



Notes: 1.The logger at W2 experienced an equipment failure and measurement data are not available.

2. The loggers at W3 and W5 were affected by sporadic local traffic, local fauna and distant traffic in the background and

not considered suitable for traffic noise validation.

3. The loggers at W6 did not follow expected trends in LAeq to LA10 noise levels.

3. Results presented are free field measurements.

Measured LAeq noise levels at W3 and W5 were not considered representative of traffic noise as these

locations were influenced by local fauna and intermittent traffic passbys on Wirreanda Road (W3 only).

Noise levels at W6 were found to be elevated due to the logger location proximity to the road, and did

not follow typical trends in noise levels.

Traffic Volume Survey

During both rounds of noise monitoring, classified traffic counting was conducted at representative

locations within the project.

During the first round of monitoring, three counters were installed between 4 November and 12

November 2014. Counter 1 was located on Mona Vale Road between McCarrs Road and Kimbriki

Road, counter 2 on Wirreanda Street and Tumburra Street, counter 3 on Mona Vale Road between

Tumburra Street and Power Works Road.

During the second round of monitoring, counter 4 was installed near the intersection of Powder Works

Road and Waratah Road for the period 20 to 27 June 2016. The traffic survey data indicated a small

volume of heavy vehicles recorded during this period, which did not correlate with the observations

made during the attended measurements.

Table 2-4: Surveyed Traffic Volumes, Counter M1 (MVR west of Kimbriki Road)

Eastern Counter Time Period Vehicle Class Volume %1

Eastbound

Day time (7.00am to 10.00pm) Light 14598 93%

Medium 841 5%

Heavy 228 1%

Total 15667 100%

Night time (10.00pm to 7.00am) Light 1387 89%

Medium 122 8%

Heavy 50 3%

Total 1559 100%

Westbound


Medium 770 5%

Heavy 243 2%

Total 15194 100%


Medium 126 5%

Heavy 35 1%

Total 2313 100%

Note: 1. Percentages rounded to the nearest whole number.



Table 2-5: Surveyed Traffic Volumes, Counter M2 (MVR West of Wirreanda Road North)


Eastbound


Medium 15 9%

Heavy 10 6%

Total 169 100%


Medium 4 24%

Heavy 2 12%

Total 16 100%

Westbound


Medium 20 12%

Heavy 12 7%

Total 169 100%


Medium 2 14%

Heavy 0 3%

Total 13 100%


Table 2-6: Surveyed Traffic Volumes, Counter M3 (MVR west of Powder Works Road)


Eastbound


Medium 819 5%

Heavy 205 1%

Total 15575 100%


Medium 122 8%

Heavy 52 3%

Total 1543 100%

Westbound


Medium 1053 7%

Heavy 241 2%

Total 15093 100%


Medium 201 9%

Heavy 31 1%

Total 2344 100%




Table 2-7: Surveyed Traffic Volumes, Counter L7 (east of Powder Works Road)


Eastbound


Medium 3 1%

Heavy 0 0%

Total 302 100%


Medium 0 1%

Heavy 0 0%

Total 26 100%

Westbound


Medium 7 2%

Heavy 307 100%

Total 308 200%


Medium 1 0%

Heavy 357 88%

Total 407 100%


Traffic speeds were also included in the traffic survey, as summarised in Table 2-8.

Table 2-8: Surveyed Traffic Speeds

Location Traffic Speed km/h1

Direction Counter M1 Counter M2 Counter M3 Counter 4

Eastbound

Day (7.00am to 10.00pm) 75.3 40.0 79.5 48.3

Night (10.00pm to 7.00am) 84.6 39.7 84.1 49.3

Westbound

Day (7.00am to 10.00pm) 71.3 42.0 81.6 76.2

Night (10.00pm to 7.00am) 81.0 45.4 91.4 76.7

Note: 1. Traffic speeds are 85th percentile traffic speeds.



3 OPERATIONAL NOISE CRITERIA

Noise Criteria Guideline

This assessment has been completed under guidance from the RMS’ Noise Criteria Guideline (NCG).

Although it is not mandatory to achieve the noise assessment criteria in the NCG, the proponent must

provide justification if it is not feasible and reasonable to achieve them.

The guideline recognises that there are generally more opportunities to minimise noise impacts from

new roads and road corridors through road design and land use planning than for existing road and

corridors.

The NCG provides four key principles to guide assessment of road noise impacts, being:

Criteria are based on the road development type affecting a residence due to the road project;

Adjacent and nearby residences should not have significantly different criteria for the same road;

Criteria for the surrounding road network are assessed where a road project generates an increase

in traffic noise greater than 2 dB on the surrounding road network;

Existing quiet areas should be protected from excessive changes in amenity due to traffic noise.

Noise Criteria

Noise criteria have been assigned to sensitive receivers using the NCG. This document provides

guidance on the practical implementation of the NSW EPA’s Road Noise Policy (RNP). The assessment

timeframe for road noise assessments are the opening year and design year (nominally 10 years after

project opening). Appendix C presents the receivers identified and assessed in this proposal.

The project assessment area generally extends to where noise levels are dominated by other noise

sources and roads not being assessed as part of this project, up to a maximum distance of 600 m from

the project works in urban areas, as defined by the NCG. Receivers may be assigned new,

redeveloped or relative increase criteria depending on how the project influences noise levels, with the

criterion applied at the façade of the residence.

3.2.1 Criteria by Road Type

The majority of the proposed upgrade of Mona Vale Road comprises the realignment and upgrade of

an existing road, the corridor has not been substantially realigned and lies within six times the total

existing lane widths. The upgrade of the Powder Works intersection will not change the functional class

of this portion of the road, therefore receivers to the east of this intersection will be assessed against

redeveloped criteria. One segment of the alignment, to the east of Kimbriki Road, involves the

alignment extending outside the existing corridor by over six times the existing lane width and would be

considered a ‘new’ road; however there are no residential dwellings located along this stretch. As a

result, the Mona Vale Road project has generally been assessed as a “redevelopment” as defined

within the NCG.

Addison Road will remain unchanged as a result of the upgrade and its functional class, as defined by

the NCG, will therefore remain unchanged as a local road. Furthermore, traffic predictions for Addison

Road indicate that there will be no flows on Addison Road during the build scenarios. Therefore noise

from Mona Vale Road will be the primary influence at Addison Road receivers, thus the redeveloped

road criteria will apply. The Harvey Road extension will comprise a new local road, and receivers along

this portion will be assessed against new local road criteria.

The relevant criteria for residential land uses and receivers based on the NCG are presented in Table

3-1.



Table 3-1: NCG Residential Road Traffic Noise Criteria

Road Category Type Of Project/Land Use

Assessment Criteria, dB(A)

Day

(7.00am -10.00pm)

Night

(10.00pm-7.00am)

Freeway/

arterial/

sub-arterial roads

1. Existing residences affected by noise

from new freeway/arterial/sub-arterial

roads corridors.

LAeq,15hr 55 (external) LAeq,9hr 50 (external)

2. Existing residences affected by noise

from redevelopment of existing

freeway/arterial/sub-arterial roads.

LAeq,15hr 60 (external)

LAeq,9hr 55 (external)

3. Existing residences affected by

additional traffic on existing

freeways/arterial/sub-arterial roads

generated by land use developments.

Local Roads 6. Existing residences affected by noise

from new local road corridors. LAeq,1hr 55 (external) LAeq,1hr 50 (external)

Source: NCG (RMS, 2014).

For other non-residential noise-sensitive receivers, the NCG provides specific noise criteria. Other noise-

sensitive land uses identified along the project corridor included the Baha’i Temple and associated

accommodation, St Paul’s Anglican Church in Terrey Hills, Ku-ring-gai Chase National Park, Garigal

National Park several restaurants and nurseries, Kimbriki Recycling Centre, Monash Country Club, a golf

Course and golf club, Hamazkaine Arshak and Sophie Galstaun School in Ingleside, various commercial

activities in Terrey Hills and Ingleside, tennis courts, a pavilion, various commercial sheds on Wirreanda

Road, and Terrey Hills sporting fields. It is noted that neither Ku-ring-gai Chase National Park nor Garigal

National Park have any areas which may be used for recreational activities, therefore these locations

have not been assessed further.

The NCG states that areas outside the places of worship such as churchyards or cemeteries may also

be a place of worship. No such areas were identified at the Baha’i Temple or other places of worship.

Accommodation associated with the Baha’i Temple has been included as receivers 58 to 60. Based on

advice from RMS, non-permanent accommodation such as these premises are not assessed against

residential noise criteria and are treated as commercial land uses for the purpose of operational road

noise.

Table 3-2 presents a summary of the applicable assessment criteria for project related non-residential

noise-sensitive land uses. The policy guidance of the NCG does not apply to commercial land uses,

therefore operational noise impacts on these receivers has not been considered.



Table 3-2: Assessment Criteria for Non-Residential Land Use

Existing

sensitive land

use

Assessment criteria, dB(A)

Additional Considerations Day

(7.00am-

10.00pm)

Night

(10.00pm-7.00am)

1. School

classrooms

LAeq, (1 hour) 40

(internal) -

In the case of buildings used for education or

health care, noise level criteria for spaces other

than classrooms and wards may be obtained by

interpolation from the ‘maximum’ levels shown in

Australian Standard 2107:2000 (Standards Australia

2000).

3. Places of

worship

LAeq, (1 hour) 40

(internal)

L Aeq, (1 hour) 40

(internal)

The criteria are internal, i.e. the inside of a church. Areas

outside the place of worship, such as a churchyard or

cemetery, may also be a place of worship. Therefore, in

determining appropriate criteria for such external areas,

it should be established what is in these areas that may

be affected by road traffic noise.

4.Open Space

(active use)

LAeq,15hr 60

(external) when

in use

-

Active recreation is characterised by sporting activities

and activities which generate their own noise or focus

for participants, making them less sensitive to external

noise intrusion.

Passive recreation is characterised by contemplative

activities that generate little noise and where benefits

are comprised by external noise intrusion, e.g. playing

chess, reading.

In determining whether areas are used for active or

passive, the type of activity that occurs in that area and

its sensitivity to noise intrusion should be established. For

areas where there may be a mix of passive and active

recreation, e.g. school playgrounds, the more stringent

criteria apply. Open space may also be used as a

buffer zone for more sensitive land uses.

5. Open space

(passive use)

LAeq,15hr 55

(external) when

in use

-

Active recreation is characterised by sporting activities

and activities which generate their own noise or focus

for participants, making them less sensitive to external

noise intrusion.

Passive recreation is characterised by contemplative

activities that generate little noise and where benefits

are compromised by external noise intrusion, e.g.

playing chess, reading.

In determining whether areas are used for active or

passive recreation, the type of activity that occurs in

that area and its sensitivity to noise intrusion should be

established. For areas where there may be a mix of

passive and active recreation,

e.g. school playgrounds, the more stringent criteria

apply.

Open space may also be used as a buffer zone for more

sensitive land uses.

Internal criteria for the Baha’i Temple and Hamazkaine Arshak and Sophie Galstaun School have been

converted to external noise levels assuming a 10 dB transition loss from external to internal, based on

industry practice that façades with windows partially open for ventilation typically provide 10 dB

attenuation loss. This may be overly conservative in the case of the church, considering its structure.

Predictions for a 1 hour criterion have been completed using the worst case 1 hour traffic flows for each

modelled year.



The NCG also includes a relative increase criterion which is aimed at limiting large changes in the

surrounding acoustic environment as a result of a new road, road redevelopment or a land use

development with potential to generate additional traffic on existing roads. The relative increase

criterion is set at the existing traffic noise level (LAeq15hr for day and LAeq,9hr for night) plus 12 dB, and is not

applicable to local roads, as sub-arterial and collector roads present a significantly different noise

source to local roads with intermittent traffic flows. The project is a road redevelopment on Mona Vale

Road and receivers are already exposed to road traffic noise. The proposal is without significant

changes in alignment or increases in traffic volumes such that noise levels would increase by 12 dB.

Therefore the relative increase criterion would not be exceeded and is not discussed further.

3.2.2 Maximum Noise Level Assessment

A maximum noise level assessment has been completed in general accordance with the procedure

Preparing an Operational Traffic and Construction Noise and Vibration Assessment Report (RMS, 2014),

using guidance from Practice Note iii of the ENMM.

The ENMM includes a protocol for assessing maximum noise levels associated with the potential for

sleep disturbance. As acknowledged by the ENMM and RNP, there are no universally accepted criteria

governing the likelihood of sleep disturbance. In other words, at the current level of understanding, it is

not possible to establish absolute noise level goals that would correlate to levels of sleep disturbance

for all, or even a majority of people.

Based on a review of research to date, the RNP suggests that:

Maximum internal noise levels below 50 dB(A) to 55 dB(A) are unlikely to cause awakening

reactions.

One or two events per night, with maximum internal noise levels of 65 dB(A) to 70 dB(A), are not

likely to affect health and wellbeing significantly.

The ENMM provides further guidance in the assessment of the likelihood of sleep disturbance and

suggests that:

At locations where road traffic is continuous rather than intermittent, the LAeq, 9hr target noise

level should sufficiently account for sleep disturbance impacts.

However, where the emergence of LAmax noise levels over the LAeq noise level is greater than

15 dB, the LAeq, 9hr criterion may not sufficiently account for sleep disturbance impacts.

The ENMM suggests that the assessment of sleep disturbance should include an examination of

“maximum noise events”. A “maximum noise event” is defined as any single event where the LAmax

external noise level exceeds 65 dB(A) and the LAmax noise level exceeds the LAeq,1hr noise level by more

than 15 dB(A). “Maximum noise event” characteristics to be assessed at nearest residential receivers

include their occurrence throughout the 10.00pm to 7.00am night-time period and their magnitudes.

In recognition of the absence of any definitive qualitative correlation between sleep disturbance and

noise level, the ENMM suggests that the above nominated noise levels and guidelines should not be

taken as stringent criteria, but should be taken into consideration when determining noise mitigation

measures to address general road traffic noise.



4 OPERATIONAL NOISE ASSESSMENT

Noise Catchment Areas

Receivers bordering the road were divided into noise catchment areas (NCAs) for the purposes of the

noise assessment. Ten NCAs were identified in the project area, described in Table 4-1. Receiver

numbering and locations are presented in Appendix C. Noise receivers located outside the extents of

the upgrade are not assessed as part of the operational noise predictions, however they were

identified for the construction noise assessment. The noise catchment areas are shown in Figure 2-1 and

Figure 2-2.

Table 4-1: Noise Catchment Areas

NCA Receiver IDs Description

1

1-16, 21,23,24,26-

28,62,66,67,70,71,73,77,

85. POW, COMM, ARA

Residential properties and commerces in Terrey Hills (30 residences, 4 commerces).

1 place of worship (POW) and 3 active recreation (Terrey Hills fields and tennis

court and pavilion).

2 n/a Ku-ring-gai National Park. Contains no active recreation areas.

3 30-41,COMM Residential properties located on Wirreanda Road. 12 residential receivers and

one commerce.

4 17, 18, 20, 42-45,47-56,

COMM

Residential properties along Wirreanda Road and Tumburra Street. Contains 14

residential receivers and one commerce (Wirreanda Nursery).

5

57-61,63-64, 68,69, 74,

75, 117, 120, POW,

COMM

Residential properties between Addison Road and Mona Vale Road. Contains 13

residential receivers, Baha’i Temple and associated accommodation, two

commerces (nursery and toy shop).

6

18, 19, 25, 29, 22, 65,

72, 118, 119, COMM,

EDU

Residential properties located along Harvey Road at a distance from Mona Vale

Road. Contains 05 residential receivers, one commerce and one school.

7 76, 78-84, 121-127

COMM

Residential properties located east of Mona Vale Road and west of Powder Works

Road. Contains 15 residential receivers, one commerce (glass manufacturer).

8 86,87, ARA, PRA

Residential properties located east of Mona Vale Road and west of Powder Works

Road. Contains 2 residential receivers. 3 active recreation areas (Monash Country

Club and Golf Course and one passive recreation area.

9 88,89 Two residences and Garigal National Park (contains no recreation areas).

10 COMM Kimbriki Recycling Centre (COMM)

Traffic Modelling Parameters

Traffic noise modelling was conducted using predicted traffic volume data at twelve locations.

Three locations on Mona Vale Road, east of McCarrs Creek Road, Kimbriki Road and Addison

Road

One location on Kimbriki Road

Three locations on Wirreanda Road

Two locations on Tumburra Street

One location on Addison Road

One location on Powder Works Road

One location on Harvey Road

Traffic volumes were provided by the project traffic consultants. A description of the traffic volumes and

noise modelling scenarios is presented in Table 4-2.



Table 4-2: Modelled Traffic Scenarios

Year Description and Assumptions

2021 No Build Volumes provided for opening year assuming no build traffic volumes, without the

upgrade. This represents the project opening year.

2021 Build

Volumes provided for opening year assuming Mona Vale Road West project development.

This represents the project opening year, and traffic volumes assuming Mona Vale East

project is complete.

2031 No Build

This represents the design year (10 years after opening) assuming the upgrade is not

completed. No Build scenario volumes are assumed to be consistent with 2021 No Build

traffic volumes, assuming no regional development.

2031 Build

This represents the design year (10 years after opening), upon completion of the upgrade.

Volumes provided for design year assuming Mona Vale Road West project development.

Includes traffic volumes assuming Mona Vale East project is complete.

A summary of the modelled traffic volumes is provided in Table 4-3 and full traffic volume data,

including proportion heavy vehicles and direction breakdown, is presented in Appendix D.

Table 4-3: Modelled Traffic Volumes

2021 2031

Period No Build Build No Build Build

Mona Vale Road

East of McCarrs Creek Road

Day 35,082 43,624 37,278 47,248

Night 4,933 6,130 5,246 6,637

East of Kimbriki Road

Day 34,855 43,386 37,051 47,039

Night 4,901 6,096 5,214 6,610

East of Addison Road

Day 34,662 43,391 35,826 47,169

Night 4,874 6,097 5,041 6,629

Kimbriki Rd, south of Mona Vale Rd

Day 1,945 1,945 1,945 1,945

Night 247 247 247 247

Wirreanda Rd, west of Wirreanda Rd N

Day 157 157 173 173

Night 13 13 14 14

Wirreanda Rd N, north of Wirreanda Rd

Day 209 209 230 230

Night 17 17 19 19

Tumburra St, north of Mona Vale Rd

Day 1075 406 1182 447

Night 90 32 99 35



2021 2031

Period No Build Build No Build Build

Tumburra St, north of Wirreanda Rd N

Day 653 366 719 403

Night 55 29 61 32

Addison Rd, north of Mona Vale Rd / Wirreanda Rd N, east of Tumburra St

Day 99 0 109 0

Night 8 0 9 0

Wirreanda Rd N, between Wirreanda Rd and Tumburra St

Day 367 367 403 403

Night 30 30 33 33

Powder Works Road, , east of Mona Vale Rd

Day 10400 11977 12359 14361

Night 1417 1642 1682 1952

Harvey Road Extension

Day n/a 501 n/a 551

Night n/a 31 n/a 34

Posted speeds are currently 70 km/h on Mona Vale Road in both directions, which will be increased to

80 km/h following the upgrade, according to the RMS project website. Posted speeds on Kimbriki Road,

Wirreanda Road North, Tumburra Street and Addison Road are 50 km/h. The upgrade will connect with

the existing four lane section of Mona Vale Road north of Powder Works Road, and a new road

alignment connecting Harvey Road (50km/h) to Powder Works Road. Powder Works Road is a 60km/hr

signposted road in the project area.

The pavement surface for build and no build scenarios on all roads is dense graded asphalt (DGA). For

the build scenarios, a 0.8 m high concrete median was included along the centre of the carriageway

between Kimbriki Road and the Baha’i Temple.

The existing and future road alignments and topography were provided by RMS and included in the

model. Receiver heights, buildings, barriers and ground absorption in the project area was determined

from site visits, aerial photography and maps.

Modelling Methodology

The operational noise assessment was conducted with consideration to the RMS procedure and

procedures outlined in the RNP. Based on correspondence with RMS, this has assumed that the Mona

Vale East project will be operational prior to the opening year of the West project.

Traffic volumes and posted speeds are expected to change when the Mona Vale West project is

completed. Therefore project was assessed for the following scenarios:

2021 Opening year no build scenario (2021 NB)

2021 Opening year build scenario (2021 B)

2031 Design year no build scenario (2031 NB)

2031 Design year build scenario (2031 B)

The noise modelling was conducted using the Calculation of Road Traffic Noise (CoRTN) as

implemented in the CadnaA 4.4 noise modelling software package. Standard CoRTN algorithms were



altered in line with standard practice in NSW and are described along with other modelling

assumptions in Table 4-4.

Table 4-4: Noise Modelling Inputs

Parameter Comments

Project Area

Topography LIDAR survey of 0.5 m contours as provided by SMEC.

Ground Absorption

The default ground absorption was set at 0.75. Areas of differing ground absorption (such

as hard ground G=0 or soft ground and bush land G=0.75) were identified by site survey

and aerial photography and defined in the model.

Receiver Locations

Locations and heights determined by site survey, maps and aerial photography. Noise

levels are calculated at the most affected storey. Receivers were modelled as 1.5m for

single storey and 4.5m for double storey dwellings.

Receiver Types Identified from site survey, maps and aerial photography

Façade Reflection Façade noise levels were calculated using a +2.5 dB correction.

Traffic Volumes

Taken from the traffic report and summarised in Appendix D for the 15 and 9 hour

assessment. For assessments of Places of Worship and other sensitive receivers, the greatest

traffic volume over a one hour period was selected. Surveyed traffic volumes were used for

model validation. A correction for low traffic volumes was not applied.

Traffic Speeds Posted speeds for modelled scenarios were provided by RMS and on site survey. Surveyed

traffic speeds were used for model validation.

Pavement Type DGA for all modelled scenarios, as advised by RMS. In accordance with the Noise Model

Validation Guideline (RMS 2016), a 0 dB pavement correction was applied.

Road Geometries

Both existing and design geometries and road corridor topography were provided by RMS.

The geometries included 3 dimensional layouts of the existing and proposed alignments,

concrete median location, chainages, gradients, sections of cut or fill and traffic lane

locations.

Road side barriers

and mounds Identified from site survey, aerial photography and drawings provided by RMS.

Source Heights

Source heights for light vehicles and heavy vehicles were split into three source heights one

for light vehicles (0.5 m) and two for heavy vehicles (1.5 m and 3.6 m - exhausts). Noise from

heavy engines were modelled 0.6 dB lower than light vehicles and exhausts were modelled

8 dB lower than the noise from engines.

L10 to Leq conversion LAeq values were calculated from the LA10 values predicted by the CoRTN algorithms using

the approximation of LAeq,1hr = LA10,1hr – 3. (NSW RTA, 2001).

LAeq,1h assessments

Assessment of noise impacts for local roads or sensitive receivers with a 1-hour criteria were

completed by modelling the worst case 1 hour flow. Modelled traffic volumes are

presented in Appendix D.

Correction Factor Based on previous research, a -1.7 dB correction was incorporated into the model to free-

field and façade locations (Samuels and Saunders, 1982) for Australian conditions.

Modelling Validation

The noise model was validated using the measured traffic noise levels for W1 and W4 in Table 2-3 and

the surveyed traffic volumes in Table 2-4, to Table 2-7. Traffic speeds were taken from the surveyed

data in Table 2-8. The noise model validation results are presented in Table 4-5. Location W3 was found

to be influenced by intermittent traffic flows, and due to the separation distance to Mona Vale Road

and vegetation effects, this location was not considered suitable for validation purposes. Location W5

was found to be too close to Powder Works Road to provide suitable data for validation, therefore this

location has not been considered for validation purposes.



Table 4-5: Model Validation Results

Site ID Location LAeq,15hr Day (7am-10pm) Difference

dB(A)

LAeq,9hr Night (10pm-7am) Difference

dB(A) Measured Modelled Measured Modelled

W1 199 Mona Vale Road 60.3 60.8 0.5 54.8 55.1 0.3

W4 Baha’i Temple 60.6 62.2 1.6 54.6 56.3 1.7

W6 Powder Works Road 72.3 69.5 -2.8 66.7 63.3 -3.4

Median 0.5 0.3

The modelled results are in general agreement with the measured levels. During the day, the median

difference is 0.5 dB more than the measured levels and 0.3 dB more during the night. The median error

of the modelled noise levels are within 2 dB of the measured noise levels and no correction has been

applied to provide a conservative assessment.

Vegetation between Mona Vale Road and the residential locations off Wirreanda Road is expected to

result in additional attenuation of traffic noise when compared with the modelled noise results. The

modelled noise levels for these receivers are expected to be over predicting.

Noise levels at location W6 are under predicted by the modelled levels by around 3 dB(A). This may be

related to the atypical traffic and noise conditions in this area apparent in the noise monitoring results.

As discussed in Section 2.2.2, measured LA10 noise levels are around 6-7 dB above Leq levels, instead of

the typical 3 dB difference. As the median error of all modelled samples is within 1dB, overall model

outputs reflect the measured noise environment over the project area. Nonetheless, these atypical

monitoring results and under prediction of model may warrant further investigation during detailed

design or post commissioning, and the impacts of a potential correction for Powder Works Road are

discussed in the model results.

Predicted Noise Levels

Predicted operational noise levels are shown in full in Appendix E. For open area receivers the +2.5 dB

façade correction has been removed. At the Baha’i Temple and the Hamazkaine Arshak and Sophie

Galstaun School, a -10 dB correction has been applied to estimate internal noise levels, based on

standard industry practice for external to internal transmission loss with windows partially open. Contour

maps of predicted Leq 15 and 9 hour noise levels are presented in Appendix G. Facades labelled

clockwise A to D with A facing Mona Vale Road.

The residential receivers predicted to exceed the NCG criteria and require investigation for mitigation

are summarised in Table 4-6. Table 4-7 presents predicted exceedances for non-residential receivers Leq

1 hour noise levels.

Five (5) residential receivers was identified to require consideration for noise mitigation as a result of the

project, with noise levels predicted to exceed the criteria with levels increasing by more than 2 dB

compared to the no build scenario. Two receivers are predicted to receive noise levels above the

cumulative limit of 60 dB(A). Near the intersections of Mona Vale Road and Powder Works Road (79, 84,

86, 87) and Kimbriki Road (88) would qualify for at treatment as a result of the upgrade.

Three places of worship (Baha’i Temple, Baptist Church and St Paul’s Anglican Church) were identified

to experience noise levels above relevant internal noise criteria as a result of the project. Noise levels at

all locations are predicted to exceed the cumulative noise limits for the respective land uses.



If a 2 dB correction were to be applied to the noise levels received at affected receivers along Powder

Works Road (79-84, 86, 87, 91, 95), additional impacts would occur at additional facades of 2 residential

and one non residential building. Noise levels would exceed criteria at one additional façade each on

receiver 83 and 86 and the Baptist Church, and these facades would warrant the consideration of

additional mitigation, as discussed in Section 5.

Based on the results of the noise modelling, the new local road criteria and the redeveloped road were

assessed at receivers within NCA 6 to determine the impacts at these residences.

Five residences affected by the new Harvey Road extension will receive noise levels in excess of NCG

local road criteria, with receivers 19, 68 and 69 to receive noise levels between 1 and 3 dB above

relevant criteria. Receivers 22 and 65 are expected to receive noise levels up to 6 dB above criteria as

the new extension passes in close proximity to residences.

Noise level increases associated with the proposed upgrade are primarily due to an increase in traffic

and geometrical changes where the carriageway is moving closer to receivers. Increases were

predicted for most receivers in all NCAs due to increases in traffic and the road geometry either moving

closer or not significantly moving away from receivers.



Table 4-6: Operational 15 hour and 9 hour External Noise Predictions where Mitigation Investigation is Required – Mona Vale Road West Upgrade

ID Address

Year of Opening 2021

LAeq,period

Design Year 2031

LAeq,period NCG

Criteria

Are Criteria

Exceeded?

Change in Noise Level (Build

cf No Build)

Equal to or

greater than

cumulative

limit at

design year

Consider

further

addition

al noise

mitigatio

n?

No Build Build No Build Build Year Opening

2021

Design Year

2031

Day Nig

ht Day

Nig

ht Day

Nig

ht Day

Nig

ht

Da

y

Nigh

t Day Night Day Night Day

Nigh

t Day Night

79_A 178 Mona Vale Road 61 55 63 56 61 55 63 57 60 55 YES YES 2.1 1.6 2.2 1.9 NO NO YES

79_B 178 Mona Vale Road 61 55 63 57 61 55 64 58 60 55 YES YES 2.5 2.4 2.7 2.8 NO NO YES

84_A 317 Powder Works Road 60 53 63 55 61 53 64 56 60 55 YES YES 2.8 2.1 2.8 2.2 NO NO YES

84_D 317 Powder Works Road 65 57 67 59 66 58 68 60 60 55 YES YES 2.4 1.7 2.4 1.8 YES YES YES

86_A 292 Powder Works Road 57 51 60 54 58 52 61 54 60 55 YES NO 2.6 2.6 2.6 2.8 NO NO YES

86_B 292 Powder Works Road 61 55 64 57 62 55 65 58 60 55 YES YES 2.6 2.2 2.6 2.3 NO NO YES

86_C 292 Powder Works Road 60 54 63 55 61 54 64 56 60 55 YES YES 2.4 1.8 2.4 1.8 NO NO YES

87_B 292 Powder Works Road 58 51 61 54 58 52 61 54 60 55 YES NO 2.9 2.5 2.9 2.6 NO NO YES


88_A 4a Kimbriki Road 61 55 65 59 62 55 66 60 60 55 YES YES 3.8 4.4 3.9 4.6 YES NO YES

88_B 4a Kimbriki Road 61 55 64 59 62 56 65 59 60 55 YES YES 3.0 3.1 3.0 3.3 NO NO YES

Notes: 1. Receiver ID: Black = meets NCG Criteria, Blue = exceeds NCG Criteria, Red = Equal to or exceeds NCG cumulative limit.

2. Investigation into noise treatment in accordance with NMG.

3. Change in noise level between ‘build and ‘no build’ scenarios for each modelled year.

4. Cumulative limit is 5 dB(A) above the NCG criteria. Receivers that are at or above LAeq,15hr 65 dB(A) and LAeq,9hr 60 dB(A) may be referred to as acute.

5. Where either predicted design year levels: (1) exceed NCG criterion and change in noise levels exceed 2 dB(A); or (2) are equal to or above the cumulative limit, consideration of additional mitigation is

required.

6. Day (D) = 7.00am to 10.00pm (15hrs); Night (N) = 10.00pm to 7.00am (9hrs).

7. Area of active recreation, free-field prediction.

8. Facades labelled clockwise A to D with A facing Mona Vale Road.



Table 4-7: Operational 1 hour Internal Noise Predictions where Noise Levels Exceed Criteria – Non Residential Receivers

ID1,8 2021 L1h internal 2031 L1h internal NCG Criteria

(L1h internal)

Criteria

Exceeded

Change in noise

level3

Equal to or

Above

Equivalent

Cumulative

Limit4

Consider

further

mitigation?2,5

No Build Build No Build Build 2021 2031

90_Baha_A 53 55 54 55 40 YES 1.6 1.8 YES YES

90_Baha_C 36 37 36 38 40 YES 1.8 2.0 NO YES

90_Baha_D 46 48 46 49 40 YES 2.1 2.4 YES YES

91_Baptist_Church_A 43 46 44 47 40 YES 2.4 2.9 YES YES

91_Baptist_Church_B 49 51 50 52 40 YES 1.6 2.2 YES YES

91_Baptist_Church_C 47 48 48 49 40 YES 0.8 1.4 YES YES

92_Church_A 45 47 45 48 40 YES 1.8 2.1 YES YES

92_Church_D 40 42 40 42 40 YES 1.9 2.1 NO YES




4. Cumulative limit is 5 dB(A) above the NCG criteria.

5. Where either predicted design year levels: (1) exceed NCG criterion and change in noise levels exceed 2 dB(A); or (2) are equal to or above the cumulative limit, consideration of additional mitigation is

required.


8. Criteria apply when in use.

9. External noise levels are assessed against the internal noise criteria +10 dB. Assuming that the outside to inside correction is 10 dB assuming windows are partially open.



Table 4-8: Operational 1 hour External Noise Predictions – Residential Receivers on Local Roads

ID1,8 Address

2021 Build External L1h 2031 Build External L1h NCG Criteria

External L1h Criteria

Exceeded

Exceeds Cumulative

Limit? Consider

Mitigation?2,5

Day Night Day Night Day Night Day Night

19_A 31 Addison Road 54 52 55 52 55 50 YES NO NO YES

22_B 8 Tumburra Street 53 50 53 50 55 50 NO NO NO YES

22_C 8 Tumburra Street 59 57 60 57 55 50 YES NO YES YES

22_D 8 Tumburra Street 55 52 55 52 55 50 YES NO NO YES

65_A 20 Addison Road 61 58 61 58 55 50 YES YES YES YES

68_A 167 Mona Vale Road 57 55 58 55 55 50 YES NO NO YES

68_B 167 Mona Vale Road 54 52 55 52 55 50 YES NO NO YES






4. Cumulative noise limit is 5 dB(A) above the NCG criteria. Receivers that are at or above daytime LAeq,1hr 60 dB(A) and night time LAeq,1hr 55 dB(A) may be referred to as acute.

5. Consideration of additional mitigation is required where either predicted design year levels: (1) exceed NCG criterion (as there are no flows for No Build scenario, therefore change will exceed 2 dB); or (2)

are equal to or above the cumulative limit,.

6. Day (D) = 7.00am to 10.00pm; Night (N) = 10.00pm to 7.00am.




Maximum Noise Levels

The RNP includes a review of the current status of defining and assessing impacts from maximum noise

level events caused by road traffic. It states that at the current level of understanding, it is not possible

to establish an absolute criterion that correlates to an acceptable level of sleep disturbance.

The RNP and ENMM provide guidance on the assessment of maximum noise levels in lieu of an

established criteria, based on the noise level of the event, number of events and the emergence of an

event over the Leq noise level.

Noise monitoring data from locations W1, W3 and W4 was analysed to determine the number of events

and the emergence of the event over the Leq,1hr noise level.

A maximum noise level event is determined where the Lmax noise level exceeds the Leq,1hr level by more

than 15 dB and exceeds 65 dB(A).

Figure 4-1 provides a summary of the number of events where the Lmax exceeds the LAeq,1hr by 15 dB or

more detected during a typical weekday night at each of the three locations.

Figure 4-2 provides a summary of the number of events where the Lmax exceeds 65 dB(A) and is 15 dB

greater than the LAeq,1hr.

Figure 4-1: Number of Maximum Noise Level Events (Lmax > Leq,9hr + 15 dB)



Figure 4-2: Maximum Noise Level Events over Lmax 65 dB(A)

Figure 4-3 presents the emergence of detected events over the ambient noise level at the monitoring

locations. The average emergence is greatest during the hours of 5.00 am to 6.00 am and is up to

24 dB(A) at W3. The average emergence across all locations is around 16 dB above the Leq,1hr levels.

Figure 4-3: Average Emergence of Maximum Noise Level Events

The number of events detected at monitoring locations indicates that maximum noise impacts are

already experienced as there are more than 2-3 events greater than Leq,1hr +15 dB per night with an

average emergence of 16 dB(A). Of these emergent events there are more than 2-3 events per night

that exceed 65 dB(A) at all locations. From a review of monitoring data, maximum noise level events

were observed to be caused by both light and heavy vehicles both accelerating and decelerating on

gradients.



Maximum noise level impacts would change depending on the alignment’s change relative to the

receiver. Where the alignment is moving closer such as near W1, there is potential for the Lmax noise

level to increase. Based on the relative change on the western part of Mona Vale Road where the

alignment moves up to 4 m closer to receivers, Lmax noise levels could increase by up to 1 dB.

Noise levels in the vicinity of Kimbriki Road receivers may increase by up to 3 dB as the alignment moves

up to 8 m closer to receivers.

Noise levels in the vicinity of Wirreanda Road and Addison Road (south) should change by less than 1

dB due to changes in alignment. To the east of Addison Road, the alignment moves marginally closer

to residential receivers, with a relative change of less than to 1 dB for Lmax noise levels expected.

Changes in alignment at receivers near the modified Powder Works Road intersection may experience

minor (<1 dB) increases in maximum noise levels as the alignment moves closer to receivers.

Maximum noise level events at receivers affected by the Harvey Road extension are expected to be

similar to measured events on Wirreanda Road (W3) with frequency of occurrence dependent on the

future predicted traffic volumes.

Across all receivers, the number of events would likely increase with the increase in traffic, given that

both heavy and light vehicles numbers are expected to increase as a result of the upgrade. The

increase in events would be due to an increase in overall traffic as the mix of light and heavy vehicles is

not expected to significantly change between build and no build scenarios. However, construction of

dedicated acceleration lanes for heavy vehicles and reduction in slopes associated with the bridge

has the potential to reduce the use of engine brakes and heavy acceleration.



5 NOISE MITIGATION GUIDANCE

Noise Mitigation Guideline

The Noise Mitigation Guideline (NMG) provides guidance in managing and controlling road traffic noise

and describes the principles to be applied when reviewing mitigation. The NMG recognises that the

criteria recommended by the NCG are not always practicable and it is not always feasible or

reasonable to expect them to be achieved.

The NMG states that the most effective way to minimise noise from traffic is to control vehicle noise at

the source. Where these methods are not practical or achieve sufficient reductions, additional

methods are required to reduce levels to acceptable margins. Such methods include noise barriers,

and consideration of architectural treatments.

Guidance for Reasonable Additional Noise Mitigation

The NMG outlines triggers for the qualification of receivers for the consideration of noise mitigation as

follows:

The predicted build noise level exceeds the NCG controlling criterion and the noise level

increase (build minus no build) due to the project is greater than 2 dB.

The predicted build noise level is 5 dB or more above the NCG criterion (exceeds the

cumulative limit) and the receiver is significantly influenced by project noise, regardless of the

incremental impact of the project.

The noise level contribution from the road project is acute (greater than LAeq,15hr 65 dB(A) during

the day or LAeq,9hr 60 dB(A) during the night) then it qualifies for consideration of noise mitigation

even if noise levels are dominated by another road.

Procedure Overview

As stated within the NMG, once noise impacts have been minimised as far as possible by feasible and

reasonable methods during planning and road design phases, receivers with residual exceedances of

the NCG controlling criteria are to be assessed to determine if they qualify for further noise mitigation.

For receivers that qualify for the consideration of additional noise mitigation measures, the NMG states

that mitigation measures should be considered in the following order of priority:

1. Quieter pavement surfaces.

2. Noise mounds.

3. Noise walls.

4. At-property treatments.

The redevelopment of existing corridors allows a limited range of potential noise mitigation

opportunities, due to limits to route alignment, proximity to residences and limited redesign options.

The NMG states that noise mitigation measures should be both feasible and reasonable.

Selecting reasonable and feasible options involves decision making over the overall noise benefit and

environmental benefits, cost benefit analysis, community perception and other considerations.

Project Mitigation

Predicted operational noise levels have indicated that several receivers qualify for the consideration of

mitigation as a result of the project.



5.4.1 Quieter Pavement Surfaces

The use of quieter pavements such as stone mastic asphalt and open graded pavement can reduce

noise levels. A quieter pavement surface should be considered where there are groups of four or more

receivers that qualify for consideration of treatment and before the use of noise barriers. As this does

not occur for this project, the use of quieter pavements has not been considered.

5.4.2 Noise Mounds and Barriers

A noise mound or noise wall provides similar benefits to those provided by a quieter pavement surface

through reducing both external and internal levels of noise.

Noise barriers should be considered where there are four or more closely spaced receivers that qualify

for consideration of treatment. As this is not the case for this project, the use of quieter pavements has

not been considered for this project.

5.4.3 At Property Treatment

Architectural treatment is considered for receivers after road design, traffic management, quieter

pavement surfaces and in corridor measures have been explored.

At property treatments typically consist of architectural treatments. Architectural treatments are aimed

at preserving internal amenity at potentially impacted residences and are an option that may be

considered where it is not cost-effective or feasible to implement other forms of mitigation.

Typically the following levels of treatment are offered:

Up to 10 dB exceedance – offer fresh air ventilation, sealing of wall vents and check window and

door seals and replace where necessary.

Greater than 10 dB exceedance – offer fresh air ventilation, sealing of wall vents and check

window and door seals and replace where necessary. Offer (residences in suitable condition) to

upgrade glazing and doors (if required) that are exposed to road traffic noise.

This assessment has identified that five (5) residential receivers near the intersections of Mona Vale

Road and Powder Works Road (79, 84, 86, 87) and Kimbriki Road (88) would qualify for treatment as a

result of the upgrade, based on redeveloped sub-arterial road criteria. Five residences on the new

Harvey Road extension would also qualify for treatment (receivers 19, 22, 65, 68 and 69).

If a 2 dB correction were applied to the noise levels received at Powder Works Road, noise levels would

exceed criteria at one additional façade each on receiver 83 and 86 and the Baptist Church, and

these facades would warrant the consideration of treatment.

5.4.4 Exceedances at Non-Residential Receivers

The predicted noise levels have indicated that some non-residential sensitive receivers are predicted to

receive noise levels exceeding relevant criteria following the road upgrade. These levels are based on

the assumption of a 10 dB transmission loss for external to internal, which should be confirmed during

detailed design. These receivers potentially qualify for the consideration of noise mitigation, pending

confirmation of actual noise reductions due to building construction.

Affected receivers include the Baha’i Temple and associated buildings, the Baptist Church and St

Paul’s Anglican Church. Internal noise levels will be dependent on building construction materials and

whether windows and doors are open or closed. Internal noise levels at the identified non-residential

receivers should be confirmed at the detailed project design phase.

If a 2 dB correction were applied to the noise levels received at Powder Works Road, noise levels would

exceed criteria at one additional façade on the Baptist Church.



6 CONSTRUCTION NOISE ASSESSMENT

Construction Noise Criteria

Construction noise management levels are given in the NSW Interim Construction Noise Guideline

(ICNG) (DECCW 2009) and are based on background noise levels to minimise the annoyance from

construction. Construction noise management levels for residential receivers are given in full in Table

6-1. The management levels represent the level at which when exceeded, the measures outlined in

Table 6-1 would apply.

Table 6-1: Construction Noise Management Levels at Residences

Time of Day

Management

Level

LAeq,15min

How to Apply

Recommended

Standard Hours:

Monday to Friday

7.00am to 6.00pm

Saturday

8.00am to 1.00pm

No work on Sundays or

Public Holidays

Noise affected

RBL + 10 dB(A)

The noise affected level represents the point above which there may

be some community reaction to noise.

Where the predicted or measured LAeq,(15min) is greater than the

noise affected level, the proponent should apply all feasible and

reasonable work practices to meet the noise affected level.

The proponent should also inform all potentially impacted

residents of the nature of works to be carried out, the expected

noise levels and duration, as well as contact details.

Highly noise

affected

75 dB(A)

The highly noise affected level represents the point above which

there may be strong community reaction to noise.

Where noise is above this level, the relevant authority (consent,

determining or regulatory) may require respite periods by

restricting the hours that the very noisy activities can occur,

taking into account:

1. times identified by the community when they are less sensitive to

noise (such as before and after school for works near schools, or mid-

morning or mid-afternoon for works near residences

2. If the community is prepared to accept a longer period of

construction in exchange for restrictions on construction times.

Outside

recommended

standard hours Noise affected

RBL + 5 dBA

A strong justification would typically be required for works

outside the recommended standard hours.

The proponent should apply all feasible and reasonable work

practices to meet the noise affected level.

Where all feasible and reasonable practices have been applied

and noise is more than 5 dB(A) above the noise affected level,

the proponent should negotiate with the community.

For non-residential receivers, the construction noise management levels are summarised in Table 6-2. It

is noted that passive recreation areas have not been assessed as Ku-ring-gai Chase National Park nor

Garigal National Park have any outdoor recreation areas within the vicinity of the project.



Table 6-2: Non-residential land use construction noise management levels

Land Use Noise Management Level

Classroom at schools and other educational institutions LAeq,15min 45 dB(A) (internal)

Places of worship LAeq,15min 45 dB(A) (internal)

Active recreation areas LAeq,15min 65 dB(A)

Commercial Premises LAeq,15min 70 dB(A)

Industrial Premises LAeq,15min 75 dB(A)

A summary of the project specific construction noise management levels for residential receivers and

other receiver types is presented in Table 6-3.

Table 6-3: Project Specific Construction Noise Management Level, dB(A)

Land Use Background

Location

Construction Noise Management Level, LAeq,15min dB(A)1

Standard Hours4 Outside of Standard Hours

Day Highly

Noise

Affected

Day Evening Night time

Residential – NCA 1 W1 60 75 55 46 35








Active recreation areas 65 (when in use)

Passive recreation areas 60 (when in use)

Commercial Premises 70 (when in use)

Place of Worship 55 (when in use)3

Notes: 1. Construction noise criteria calculated as Leq,15min = RBL+ 10 dB for day and Leq,15min = RBL + 5 dB for evening and night.

2. Residential receivers in NCA8 are located at a similar offset from Mona Vale Road as receivers in NCA3 and 4 therefore

the same criteria have been applied.

3. External noise level based on an outside to inside correction of 10 dB(A).

4. Standard hours: Monday to Friday 7.00am to 6.00pm Saturday 8.00am to 1.00pm. OOH day: Saturday 1.00 pm to 6.00

pm Saturday, 7.00 am to 6.00 pm Sunday. OOH evening: Monday to Sunday 6.00pm to 10.00pm. OOH Night time: Monday

to Saturday 10.00pm to 7.00am Sunday & Public Holidays 10.00pm to 8.00am.

Maximum noise levels from construction noise are assessed according to the sleep disturbance

screening criteria in the INP Application Notes. The notes recommend a sleep disturbance screening

criteria of RBL +15 dB(A). In order to be conservative, a minimum RBL of 30 dB(A) during the night time

period has been adopted, therefore the criteria for all residential receivers is therefore 45 dB(A) LAmax.

Description of Works

Construction is anticipated to commence in 2018, subject to funding. The construction of the proposal

is estimated to take minimum of 30 months to complete. The construction schedule has not been

confirmed.

Construction of the proposal would be undertaken primarily during standard working hours in

accordance with the ICNG as follows:

Monday to Friday: 7.00 am to 6.00 pm.

Saturday: 8.00 am to 1.00 pm.



Sundays and Public Holidays: no work.

It is anticipated that some work would need to be undertaken outside of the standard working hours to

minimise traffic impacts, including utility adjustments, asphalting and line marking. Works outside of

standard hours (if required) would be in accordance with the procedure contained in the ICNG, the

Construction Noise and Vibration Guideline (RMS 2016) and the measures outlined in this report. This

would include notifying the local community of any works planned to be undertaken outside standard

construction hours.

Work outside of standard hours would be required as the redevelopment would involve work within the

existing corridor on the existing road. In order to minimise disruption on a major access route to Mona

Vale, work would necessarily take place during non-peak times, including outside of standard hours.

Details of construction staging, compound locations and ancillary facilities have not been confirmed at

this stage of the project. A detailed assessment of construction noise impacts should be completed

during the detailed design phase of the project. It is understood that stockpiles and material laydown

areas are proposed to the west of the proposal, at the Kimbriki Resource Centre, however this is to be

confirmed. Alternative or additional sites would be identified during detailed design or a later stage of

construction. Where residential areas are located near project compounds, this should be considered

further in the construction noise management plan.

Additionally the impacts of construction phase traffic are not available at this stage and will be

investigated as part of the detailed design process. Traffic impacts would occur as a result of the

movement of construction and service vehicles on Mona Vale Road and access roads. Truck

movements during the construction phase are expected to increase, and will be confirmed at a later

stage when staging arrangements are more clearly defined. Based on the preliminary locations

selected, it is considered likely that the majority of construction related traffic would be contained

within the local area.

Construction Activity

Construction is expected to occur in a number of stages and upgrade work is expected to be

progressive along the length of the alignment. As the construction work progresses, NCAs may be

impacted when works are nearby. Piling activities are anticipated as part of the construction of the

fauna bridge, and rock breaking activities will be required at a number of locations due to the

presence of rock outcrops along the alignment.

A summary of the construction scenarios, equipment and sound power levels is presented in Table 6-5.

Construction equipment and scenarios were developed assuming similar construction techniques as for

the Mona Vale East construction works (Pacific Environment 2015). Sound power levels were derived

from AS 2436 Guide to noise and vibration control on construction, demolition and maintenance sites,

the UK’s Department for Environment, Food and Rural Affairs’ Noise database for prediction of Noise on

construction and open sites and the ENMM.

Each scenario was assessed using all equipment operating simultaneously and the quietest equipment

operating alone at its closest and furthest distance from the receivers in each NCA. A summary of the

sound power levels used in each scenario is presented in Table 6-4.

Table 6-4: Construction Scenario Sound Power Levels

Scenario Scenario Sound Power Level Range dB(A)

1- Clearing 102-118

2- Utility Relocation 93-113

3- Asphalt pavement demolition 98-111

4- Bridgeworks 95-115

5- Bulk earthworks (localised rock breaking) 97-125



Scenario Scenario Sound Power Level Range dB(A)

5 - Bulk earthworks (no rock breaking or cutting) 97-115

6- Drainage construction 97-118

7- Pavement construction 95-111

8- Street Lighting 93-100

9- Signposting and line marking 95-107

The most significant sources of construction vibration have been identified as:

Jackhammers

Rock Breakers/Hammers

Rollers and Vibrating Compactors

Dozers

Pile boring/drilling



Table 6-5: Construction Scenarios and Equipment

Plant

Construction Scenario

1 2 3 4 5 6 7 8 9

Sound

Power Level

dB(A)

Backhoe

x x

x x 97

Boogie truck and trailer x x

x x x

109

Bull dozer x

x

110

Chain saw (petrol) 1 x

120

Concrete pump

x

x

106

Concrete truck

x

x

x x

105

Drilling rig1

x

119

Dump truck x x x x x x

108

Front end loader (23t)

x

x x

104

Generator

x

93

Grader

x

x

109

Lime spreader

x

108

Milling machine

x

111

Mobile crane

x

x

x x x 98

Pavement laying machine

x

105

Piling drilling rig1

x

116

Rock breaker1

x

121

Rock crushing plant

x

112

Rock cutter 1

x

123

Roller

x

108

Scraper

x

111

Tracked excavator x x x x x x

105

Trencher

x

93

Truck

x 107

Vibration compactor

x

x

113

Vibratory drum pad foot roller 1

x

112

Vibratory drum smooth roller1

x

112

Water cart

x

109

Water pump

x

x

99

Compressor for line marking x 109

Note: 1. A +5dB(A) penalty is applied to these items to account for annoying characteristics.



Standard Mitigation Measures

Construction noise should be managed by a detailed Construction Noise and Vibration Management

Plan (CNVMP) to be prepared by the successful construction contractor prior to commencement of

works on site. This would utilise more detailed information in relation to the proposed construction

methodology, activities, durations and equipment type and numbers. It is envisaged that the

management plan would consider the following as a minimum.

Management measures:

Identify nearby residences and other sensitive land uses.

Develop noise management levels consistent with the ICNG.

Assess the potential impact from the proposed construction methods.

Where management levels are exceeded examine feasible and reasonable noise mitigation.

Develop reactive and proactive strategies for dealing with any noise complaints.

Identify a site contact person to follow up complaints.

Noise monitoring.

Respite and/or restricted construction hours may be considered for extended periods of noise

intensive works, especially where they occur outside of standard hours.

Education and training of site staff is necessary for satisfactory implementation of noise mitigation

measures.

Site awareness training / environmental inductions that include a section on noise mitigation

techniques / measures to be implemented throughout the project.

Ensuring work occurs within approved hours.

Avoid dropping materials and tools or dragging materials across hard surfaces.

Community management, including:

o Notifying receivers potentially affected by the works.

o Keeping the community informed in relation to noise intensive activities in the immediate

area.

o Providing alternative arrangements with affected residents such as temporary relocation.

o Providing consultation where prolonged or consecutive periods of out of hours work are

planned.

Source controls (3-10 dB reduction):

Mitigation of specific noise sources such as vibration compactors, rock breakers, rock cutters and

piling rigs during bulk earthworks, utility relocation and drainage works using portable temporary

screens, where possible.

Using noise source controls, such as the use of residential class mufflers, to reduce noise from all

plant and equipment including bulldozers, cranes, graders, excavators and trucks.

Limiting the number of plant and equipment on site.

Avoiding using noisy plant simultaneously and/or close together, adjacent to sensitive receivers.

Using lower powered or reduced size equipment where noise benefits are available, where

practical.

Design compound / ancillary / stockpile facilities such that vehicle access in a forward direction is

preferred, to minimise use of reversing alarms, where feasible and reasonable.

Using spotters and broadband reversing alarms in place of traditional beeper reversing alarms,

where practical and feasible.

Operating machinery in a manner which reduces maximum noise level events including

excavators and dozers.

Ensuring plant and equipment is well maintained and not generating excessive noise.

Avoiding the use of horns and alarms, especially at night.

Turning off machinery when not in use.

Path controls (3-10 dB reduction):



Maximising the offset distance between noisy plant items and sensitive receivers.

Orienting equipment away from sensitive receivers.

Using items to screen mobile plant and equipment.

Arrange site accesses to minimise impacts on sensitive receivers.

Carrying out loading and unloading away from sensitive receivers.

Selecting site access points and roads as far as possible away from sensitive receivers.

Where noise levels are above the highly noise affected level, restricting the hours that the very noisy

activities can occur should be considered, taking into account the times identified by the community

when they are less sensitive to noise (such as before and after school for works near schools, or mid-

morning or mid-afternoon for works near residences. Through community consultation, it can be

determined if the community is prepared to accept a longer period of construction in exchange for

restrictions on construction times.

Furthermore, the contractor should examine alternative and quieter work procedures, respite periods

including restrictions on timing and/or close communication with affected residents in relation to the

works and their duration. For example, where feasible and reasonable, noise intensive activities should

be completed as early as possible in the evening (if evening work is necessary) and preferably not be

carried out after midnight.

For out of hours work, the programming and consultation procedures outlined in the Construction Noise

and Vibration Guideline (RMS 2016) should be followed. This includes implementing respite periods

depending on the extent and duration of out of hours works. Noise intensive work should be

programmed to accommodate this and periods of major student examination periods. Where it is not

practical to implement this program, additional noise and vibration management measures should be

considered.

Where site compounds are required, they should be covered by the construction noise management

plan and noise emission should be assessed according to the ICNG.

Preliminary Construction Noise Level Predictions

Preliminary construction noise level predictions were made based on the distance of receivers within an

NCA to the proposed alignment. The predictions are conservative and noise levels are presented as a

range to account for variations in construction noise levels and proximity to receivers within each NCA.

These ranges in maximum and minimum noise levels were used as a first pass to determine the extent of

potential noise impacts and identify the potential for detailed noise mitigation requirements. Potential

construction noise impacts should be reconfirmed once the location and requirement of high noise

generating construction activity such as rock breaking is confirmed at the detailed design stage.

The upper level of prediction includes all equipment working at their closest point to the NCA. The lower

prediction considers the quietest plant item operating at the receiver furthest from the road in each

NCA. Table 6-6 presents the predicted construction noise levels for residential receivers closest to and

furthest from the construction works within each NCA. Bridgework for the fauna underpass is limited to

certain areas and therefore is most relevant to NCAs 2 and 3. Rock breaking equipment was assumed

to operate at locations affecting receivers in NCAs 2, 4, 5 and 9. Calculations have been presented for

standard hours; in the event of out of hours works, noise predictions can be compared to relevant

criteria for assessment of mitigation requirements.



Table 6-6: Predicted Construction Noise Level Ranges per Scenario – Residential Receivers

NCA

Approx.

distance to

works (m)

Criteria OOH

D/E/N

Predicted Scenario Noise Level , dB(A) LAeq,15min

Criteria

Standard

Hours 1 2 3 41 52 6 7 8 9

1 65-450 60 55/46/35 30-74 21-68 26-66 n/a n/a 25-74 23-67 21-56 23-62

23 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

3 80 - 390 51 46/43/35 32-72 22-67 27-65 24-69 26-79 26-72 24-65 22-54 24-61

4 90 - 430 51 46/43/35 31-71 21-66 26-64 n/a 25-78 25-71 23-64 21-53 23-59

5 12 - 410 62 57/48/35 31-89 22-83 27-81 n/a 26-95 26-89 24-81 22-71 24-77

6 10 - 340 50 45/43/39 33-90 24-85 29-83 n/a 27-97 27-90 26-83 23-72 26-79

7 75 - 250 60 55/46/35 36-73 26-67 32-65 n/a 30-79 30-73 29-66 26-55 29-61

8 20 - 570 57 52/46/37 28-84 18-79 24-77 n/a 22-91 22-84 21-77 18-66 21-73

9 5 - 35 60 55/46/35 53-96 44-91 49-89 n/a 48-103 48-96 46-89 44-78 46-85

10 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

Note: 1. Bridgework will occur in the vicinity of receivers in NCA 2 and 3.

2. Rock breaking equipment assumed to operate closest to NCAs 2, 4, 5 and 9.

3. No sensitive receivers identified in NCA2 or 10.



Preliminary calculations indicate that maximum LAeq noise levels would exceed the noise management

levels during standard hours and outside of standard hours under worst-case conditions at residential

receivers in all NCAs.

The closest residential receivers to the activities in most NCAs are predicted to be “highly noise

affected” during construction when works are at their closest for most scenarios.

The closest residential receivers in NCAs 3, 6 and 9 are predicted to be highly noise affected under

worst-case conditions during almost all construction scenarios due to proximity to the proposed

upgrade.

Preliminary construction noise level ranges have been calculated for non-residential receivers. Results

are presented in Table 6-7.

Table 6-7: Predicted Construction Noise Levels per Scenario – Non-Residential Receivers

NCA

Approx.

distance

to works

(m)

Criteria

(when

in use)

Predicted Scenario Noise Level , dB(A) LAeq,15min

1 2 3 41 52 6 7 8 9

NCA1-

POW 120 - 140 603 41-69 32-63 37-61 n/a 36-75 36-69 34-61 32-51 34-57

NCA1-

COMM 35 - 160 70 40-79 31-74 36-72 n/a 34-86 34-79 33-72 30-61 33-68

NCA1-

ARA 190 - 370 65 32-65 23-59 28-57 n/a 27-71 27-65 25-57 23-47 25-53

NCA3-

COMM 120 - 200 70 38-69 29-63 34-61 31-66 24-63 32-69 31-61 28-51 31-57

NCA4-

COMM 20 - 200 70 38-84 29-79 34-77 31-81 37-78 32-84 31-77 28-66 31-73

NCA5-

POW 90 - 125 553 42-71 33-66 38-64 n/a 32-85 37-71 35-64 33-53 35-59

NCA5-

COMM 40 - 210 70 37-78 28-73 33-71 n/a 30-71 32-78 30-71 28-60 30-67

NCA6-

COMM 300 - 350 70 33-61 23-55 28-53 n/a 33-71 27-61 25-53 23-43 25-49

NCA6-

EDU 300 - 450 553 30-61 21-55 26-53 n/a 27-71 25-61 23-53 21-43 23-49

NCA7-

COMM 30 - 190 70 39-81 30-75 35-73 n/a 36-75 33-81 32-73 29-63 32-69

NCA8-

ARA 200 - 250 65 37-64 27-59 32-57 n/a 34-86 31-64 29-57 27-46 29-53

NCA10-

COMM 310 - 370 70 32-61 23-55 28-53 n/a 27-71 27-61 25-53 23-43 25-49

Note: 1. Bridgework will occur in the vicinity of receivers in NCA 3 and 4.

2. Rock breaking equipment assumed to operate closest to NCAs 3, 4 and 7.

3. External noise level based on an outside to inside correction of 10 dB(A).

Noise levels at non-residential sensitive land uses would also be expected to be in excess of the noise

management levels when works at their closest to these land uses in NCA 1, 4, 5, 6, 7 and 8.

Maximum noise levels from construction activities are typically 3-5 dB(A) higher than Leq levels. During

the night maximum noise events would likely exceed the RBL+15 dB(A) sleep disturbance screening

criteria for receivers closest to the road in all NCAs when construction activity is at its closest.

As a result of the predicted exceedances, additional measures would be required be applied to assist

in the reduction of noise levels. More detailed construction noise level predictions have been made to

each receiver within each NCA to determine the required mitigation measures in each NCA.



Detailed Construction Noise Assessment

Based on the preliminary calculations presented in Section 6.5, detailed predictions of construction

noise level impact have been made to all receivers as a result of the project. Calculations are

presented in Appendix F and include standard mitigation measures as outlined in Section 6.4.

Table 6-8 presents exceedances and results applied in subsequent tables. Red background indicates

noise levels in exceedance of the highly noise affected criteria.

Noise levels for standard and out of hours construction are presented for residential receivers in Section

6.6.1.

Table 6-8: Presentation of Results and Exceedances

Description

Exceedance above Rated

Background Level (RBL),

dB(A)

Predicted noise level,

dB(A) Colour scheme

Noticeable 0 – 10 dB(A) -

Clearly audible 10 – 20 dB(A) -

Moderately intrusive 20 – 30 dB(A) -

Highly intrusive > 30 dB(A) -

Highly Noise Affected - > 75 dB(A)

6.6.1 Construction Noise Levels – Residential Receivers

Appendix F presents the noise levels for standard hours construction activities at a number of residential

receivers depending on the construction scenario.

Many receivers would be expected to exceed the noise management levels during standard hours

and as a result also out of hours (weekend extended hours and night time) construction activities.

The closest residential receivers within all NCAs are predicted to be “highly noise affected” during

construction when works are at their closest.

Table 6-9 quantifies the number of receivers in each category of exceedance taking into account 89

properties and nine construction scenarios.



Table 6-9: Summary of Exceedances per Construction Stage – Residential Receivers

Description

Exceedance

above RBL,

dB(A)

Predicted

LAeq,15min

noise level,

dB(A)

Number of Affected Receivers

Construction Stage

1 2 3 4 5 6 7 8 9

Noticeable 0 – 10 dB(A) - 32 37 41 30 10 32 40 22 27

Clearly audible 10 – 20 dB(A) - 27 25 21 28 31 27 24 14 21

Moderately

intrusive 20 – 30 dB(A) - 21 17 16 18 27 21 16 5 10

Highly intrusive > 30 dB(A) - 17 9 6 14 31 17 6 1 4

Highly Noise

Affected - > 75 dB(A) 13 6 4 9 31 13 4 0 4

Based on the above noise level calculations for standard hours, for out of hours construction activities,

noise levels can be compared to relevant criteria for assessment of mitigation requirements.

As a result of the predicted exceedances, feasible and reasonable measures should be applied to

assist in the reduction of noise levels at residential receivers.

6.6.2 Sleep disturbance exceedances

A review of the maximum potential construction noise impacts was completed for each stage, and

assessed against the sleep disturbance criteria of 45 dB(A) LAmax for residential receivers. A summary of

the exceedances for each construction scenario is presented in Table 6-10. It can be seen that a

number of residential receivers will be impacted in the event of night time out of hours activities.

Table 6-10: Summary of Sleep Disturbance Exceedances for OOH Construction– Residential Receivers

Description

Sleep

Disturbance

Criterion LAemax,

dB(A)

Number of Affected Receivers

Construction Stage

1 2 3 4 5 6 7 8 9

Residential

Receivers 45 100 90 84 100 100 100 85 45 69

Additional Mitigation Measures

Where exceedances are still expected to occur after standard mitigation measures (Section 6.4) have

been applied, the Construction Noise and Vibration Guideline (RMS, 2016) recommends the

implementation of additional mitigation measures. These mitigation measures summarised in Table 6-11.

The provision of additional mitigation is based on the predicted exceedances above RBLs and when

the exceedances occur as outlined in Table 6-11 and Table 6-12.



Table 6-11: Additional Mitigation Measures Matrix

Time Period

Mitigation measures -LAeq 15min noise level above RBL

Qualitative assessment of noise levels

0-10 dB(A)

Noticeable

10-20 dB(A)

Clearly

Audible

20-30 dB(A)

Moderate

Intrusive

>30 dB(A)

Highly Intrusive

Standard

Weekday (7am-6pm)

- - LB, M LB, M Saturday (8am-1pm)

Sun/Pub Holidays (Nil)

OOHW

Period 1

Weekday (6am-10pm)

- LB LB, M M, IB, LB, RO,

PC, SN Saturday (7-8am) and (1-10pm)

Sun/Pub Holidays (8am-6pm)

OOHW

Period 2

Weekday (10pm-7am)

LB LB, M LB, M, IB, PC,

SN

AA, M, IB, LB,

PC, SN Saturday (10pm-8am)

Sun/Pub Holidays (6pm-7am)

Source: Transport for NSW Construction Noise Strategy 2012.



Table 6-12: Triggers for Additional Mitigation Measures – Airborne Noise

Perception dB(A) above RBL dB(A) above NML

Additional

Mitigation Measures

Type 1 Mitigation Levels 2

All Hours

75dBA or greater N, V, PC, RO HA

Standard Hours: Mon - Fri (7am – 6pm), Sat (8am – 1pm), Sun/Pub Hol (Nil) Noticeable 5 to 10 0 - NML

Clearly Audible 10 to 20 <10 - NML

Moderate Intrusive 20 to 30 20 to 30 N/V NML+10

Highly Intrusive >30 >20 N/V NML+20

OOHW Period 1: Mon – Fri (6pm – 10pm), Sat (7am – 8am & 1pm – 10pm), Sun/Pub Hol (8am – 6pm)

Noticeable 5 to 10 <5 - NML

Clearly Audible 10 to 20 5 to 15 N, R1, DR NML+5

Moderate Intrusive 20 to 30 15 to 25 V, N, R1, DR NML+15

Highly Intrusive >30 >25 V, IB, N, R1, DR, PC,

SN NML+25

OOHW Period 2: Mon – Fri (10pm – 7am), Sat (10pm – 8am), Sun/Pub Hol (6pm – 7am)

Noticeable 5 to 10 <5 N NML

Clearly Audible 10 to 20 5 to 15 V, N, R2, DR NML+5

Moderate Intrusive 20 to 30 15 to 25 V, IB, N, PC, SN, R2,

DR NML+15

Highly Intrusive >30 >25 AA, V, IB, N, PC, SN,

R2, DR NML+25

Notes:

1. AA = Alternative Accommodation

R1 = Respite Period 1

V = Verification

PC = Phone calls

IB = Individual briefings

SN = Specific notifications

N = Notification

R2 = Respite Period 2

DR = Duration Respite

Perception = relates to level above RBL

2. NML = Noise Management Level (see Appendix D)

HA = Highly Affected (> 75 dB(A) - applies to residences only)

Source: Construction Noise and Vibration Guideline (RMS, 2016).



7 CONSTRUCTION VIBRATION ASSESSMENT

Construction Vibration Criteria

Impacts from vibration can be considered both in terms of effects on building occupants (human

comfort) and the effects on the building structure (building damage). Of these considerations, the

human comfort limits are the most stringent. Therefore, for occupied buildings, if compliance with

human comfort limits is achieved, it will follow that compliance will be achieved with the building

damage objectives.

Human Comfort

The EPA administered guideline entitled Assessing Vibration: A Technical Guideline (DEC 2004) provides

acceptable values for continuous and impulsive vibration in the range 1-80Hz.

Where vibration is intermittent, such as for construction sources, a vibration dose is calculated and

acceptable values are shown in Table 7-1 below. For continuous and impulsive vibration, the guideline

levels are presented in Table 7-2.

Table 7-1: Acceptable Vibration Dose Values for Intermittent Vibration (m/s1.75)

Location Daytime1 Night Time1

Preferred Value Maximum Value Preferred Value Maximum Value

Critical areas 2 0.10 0.20 0.10 0.20

Residences 0.20 0.40 0.13 0.26

Offices, schools, educational

institutions and places of worship 0.40 0.80 0.40 0.80

Workshops 0.80 1.60 0.80 1.60

Notes: 1.Daytime is 7.00am to 10.00pm and night time is 10.00pm to 7.00am.

2. Examples include hospital operating theatres and precision laboratories where sensitive operations are occurring. These

criteria are only indicative, and there may be a need to assess intermittent values against the continuous or impulsive

criteria for critical areas. Source BS 6472-1992.

Table 7-2: Peak Particle Velocity (PPV) Values for Continuous and Impulsive Vibration

Location Assessment

Period 1

Preferred

Values

Maximum

Values

Continuous Vibration

Critical areas 2 Day or night time 0.14 0.28

Residences Daytime 0.28 0.56

Night time 0.20 0.40

Offices, schools, educational institutions and places of worship Day or night time 0.56 1.1

Workshops Day or night time 1.1 2.2

Impulsive Vibration

Critical areas 2 Day or night time 0.14 0.28

Residences Daytime 8.6 17.0

Night time 2.8 5.6

Offices, schools, educational institutions and places of worship Day or night time 18.0 36.0

Workshops Day or night time 18.0 36.0

Notes: 1. Daytime is 7.00am to 10.00pm and night-time is 10.00pm to 7.00am.



2. Examples include hospital operating theatres and precision laboratories where sensitive operations are occurring. These

criteria are only indicative, and there may be a need to assess intermittent values against the continuous or impulsive

criteria for critical areas. Source BS 6472-1992.

Building Damage

German Standard DIN 4150-3-1999 “Structural Vibration – Part 3 Effects of vibration on structures”

provides methods for evaluating the effects of vibration on structures.

The recommended limits (guide values) from DIN 4150 for transient vibration to ensure minimal risk of

cosmetic damage to residential and industrial buildings are presented numerically in Table 7-3.

Table 7-3: Guideline Vibration Values for Short Term Vibration on Structures (mm/s)

Type of Building

Guideline values for velocity (mm/s)

1 to 10 Hz 10 to 50 Hz 50 to 100 Hz

Vibration at horizontal

plane of highest floor at all

frequencies

Commercial and Industrial Building 20 20-40 40-50 40

Dwellings and buildings of similar

occupancy or design 5 5-15 15-20 15

Structures that, because of their particular

sensitivity to vibration cannot be classified

under lines 1 and 2 and are of great

intrinsic value

3 3-8 8-10 8

7.1.1 Predicted Construction Vibration Levels

The methodology contained in the USA’s Federal Transit Administration Noise and Vibration Impact

Assessment Manual, (FTA Manual) as recommended in Assessing Vibration a Technical Guideline, was

used to predict vibration levels of plant at a range of distances. Vibration source levels were taken from

the ENMM and the FTA Manual. Table 7-4 presents a summary of the predicted levels.

Table 7-4: Predicted Vibration Levels

Item1,2

Guideline Levels (mm/s)3 Predicted Vibration Level PPV mm/s at Distance (m)

Commercial Residential Sensitive4 5 10 20 30 40 50

Jackhammers

20 5 3

1.4 0.5 0.3 0.2 0.1 0.1

Vibratory Roller 11.3 8.0 4.4 2.8 1.5 1.0

Compactor 22.6 7.0 3.8 2.5 1.3 0.9

Dozer 19.8 4.0 2.2 1.4 0.8 0.5

Pile boring/drilling 4.25 1.5 0.8 0.5 0.3 0.2

Note: 1. Vibration source levels taken from Section 9 of ENMM. Predictions are indicative only and will vary depending on

specific type of plant and geotechnical conditions.

2. Pile boring source level sourced from the FTA Manual

3. Criteria presented are the most stringent criteria from DIN 4150-3

4. Sensitive receivers include heritage buildings.

The guideline levels represent a vibration level below which damage to buildings is not expected to

occur. Exceedance of the guideline levels does not necessarily lead to damage, however further

investigation would be required.

Table 7-4 indicates that a jackhammer, vibratory roller, compactor, bored piling or dozer could

operate at 20 m or greater from residential receivers without exceeding the guideline limit. No



commercial buildings or other sensitive buildings are located within this distance, therefore impacts are

not anticipated.

Table 7-5 presents NCAs with receivers between 10-20 m distance and estimated duration per day of

impact per receiver.

Table 7-5: Potential Vibration Impact on Affected Receivers

Item Receivers Located within Distance of Works Vibration Event Duration and

Number of Events per Day

0 – 5 m 10 - 20 m

Jackhammers -

NCA 6, NCA 9

10 minutes – 3 events

Vibratory Roller - 5 minutes – 3 events

Compactor -

Pile boring/drilling - - 10 minutes – 2 events

7.1.1 Predicted Human Comfort Vibration Levels

The Construction Noise Strategy (TCA, 2011) provides recommended safe working distances for a range

of construction activities. These are presented in Table 7-6.

Table 7-6: Recommended safe working distances for vibration intensive plant

Plant Item Rating/Description

Safe Working Distance

Cosmetic Damage (BS

7385)

Human Response

(OH&E Vibration

Guideline)

Vibratory Roller < 50 kN (Typically 1-2 tonnes) 5 m 15 m to 20 m

< 100 kN (Typically 2-4 tonnes) 6 m 20 m



> 300 kN (Typically 13-18 tonnes) 20 m 100 m

> 300 kN (> 18 tonnes) 25 m 100 m

Small Hydraulic

Hammer (300 kg - 5 to 12t excavator) 2 m 7 m

Medium Hydraulic

Hammer (900 kg – 12 to 18t excavator) 7 m 23 m

Large Hydraulic

Hammer (1600 kg – 18 to 34t excavator) 22 m 73 m

Vibratory Pile Driver Sheet piles 2 m to 20 m 20 m

Source: Construction Noise Strategy (TCS, 2011).

Where work occurs within 20 m of a residence, trial vibration measurements should be considered to

establish safe working distances. Testing is recommended at residences on Kimbriki Road and the

Harvey Road extension due to proximity of works to residences located at receivers 22, 65, 68, 89 and

88.

In order to reduce the potential risk of impact, it is recommended that construction vibration mitigation

measures are considered as part of the construction noise and vibration management plan.



7.1.2 Construction Vibration Mitigation

Where activities using significant sources of vibration occur within close proximity to structures and

identified receivers, potential impacts are likely to be increased. In this case, the following mitigation

measures are recommended for consideration:

Increase separation distance between vibration source and sensitive receiver where feasible and

reasonable.

Substitution of methods of high vibration emission to lower vibration methods.

Preparation and implementation of a Construction Noise and Vibration Management Plan

(CNVMP) for the proposal to identify detailed assessment methods for high risk works, identify

receivers, complaints handling and consultation protocols.

Where piling, rolling, use of dozers, compaction or hydraulic hammering is proposed within

30 metres of any residential or commercial structure, utility, service or other infrastructure a

condition survey should be conducted and preliminary vibration monitoring undertaken by a

qualified practitioner.

Vibration monitoring as required, to validate predictions and as part of vibration impact

management including:

o Undertaking trial measurements to establish the site specific vibration propagation from

high risk activities to establish site specific offset distances required for compliance with the

cosmetic building damage criteria.

o Alternatives to high vibration source plant and equipment should be used where

reasonable and feasible.

Vibration monitoring as required, as part of vibration impact management.

Where vibration monitoring is undertaken and criteria exceedances are identified, management

measures should be implemented immediately to ensure vibration compliance is achieved.

In relation to the church, the following is recommended:

Pre-construction surveys and investigation of potential structural weaknesses.

Vibration trials be carried out at another location with similar vibration propagation conditions to

establish working distances at which the guideline levels are met.

Real-time continuous vibration monitoring for receiver for the duration of works when works are

within 50m of the church.

Monitoring equipment is to include threshold vibration levels triggers which trigger alarms (visual

and audio) and real-time SMS alerts.

Work is to stop immediately when trigger levels are exceeded.

Following a trigger level exceedance, work practices and equipment are to be investigated and

amended to reduce vibration levels. A suggested trigger level (to be confirmed as part of the

CNVMP) is 2 mm/s.

Periodic survey or inspection during the works.

Post-construction survey.



8 CONCLUSION

An assessment of traffic noise and construction noise and vibration levels from the proposed

redevelopment of Mona Vale Road between McCarrs Creek Road and Powder Works Road has been

conducted.

Existing ambient and road traffic noise levels were determined at representative receivers and traffic

volumes collected at several locations concurrently with the noise monitoring data.

Overall noise impacts from the proposed upgrade were determined at noise sensitive receivers along

the length of the road. Noise levels were predicted using a noise model validated with monitoring data

collected on site. Operational noise modelling results indicated that five (5) residential receivers near

the intersections of Mona Vale Road and Powder Works Road (79, 84, 86, 87) and Kimbriki Road (88)

would qualify for treatment as a result of the upgrade, based on redeveloped sub-arterial road criteria.

Five residences on the new Harvey Road extension would also qualify for treatment (receivers 19, 22,

65, 68 and 69) based on the proposed alignment. Several non-residential receivers, the Baha’i Temple

and associated buildings, the Baptist Church and St Paul’s Anglican Church, would be impacted

following the completion of the upgrade.

The noise levels are expected to increase due to road geometry changes where the alignment moves

closer to receivers and due to increased traffic volumes as a result of increased capacity. Some

receivers were predicted to experience a decrease in noise levels due to the traffic lanes being

divided and the alignment moves away from these receivers.

Options for noise mitigation were investigated for eligible receivers in order of priority according to the

NCG and NMG. Low noise pavement was discussed and not considered a feasible option due to the

distances between the affected receivers. Noise barriers were considered for the project to address

residual impacts. Barriers are not considered reasonable where dwellings are in groups of four or less or

access is required to the road in question. As a result of this investigation, receivers predicted to be

adversely impacted are recommended for at-property treatments, where applicable.

Construction of the project is expected to occur during and outside of standard hours. Construction

outside of standard hours is required as the redevelopment involves work on the existing road.

The assessment of construction noise impacts indicated that several residential receivers would be

expected to experience noise levels in excess of the construction noise management levels and in

some cases would be highly noise affected for receivers closest to the works. In addition maximum

noise levels would also be expected to exceed the sleep disturbance screening criteria when works are

at their closest to receivers. Other sensitive land uses would also be expected to experience noise levels

above the construction noise management levels when works are at their closest.

The assessment of construction vibration indicated offset distance for impacts to be minimised. Several

residential dwellings (receivers 22, 65, 68, 89 and 88) were identified for further investigation as part of

the construction vibration management strategy in order to determine safe working distances to these

receivers.

In-principle construction noise and vibration mitigation measures have been recommended which

includes the development of a construction noise and vibration management plan.



9 REFERENCES

Austroads (2002), An Approach to the Validation of Road Traffic Noise Models, Austroads Publication

AP-T14/02

British Standards Institute (2008), BS 6472-1:2008 Guide to evaluation of human exposure to vibration in

buildings. Vibration sources other than blasting

British Standards Institute (1993), BS 7385-2:1993 Evaluation and measurement for vibration in buildings.

Guide to damage levels from groundborne vibration

DEC (2006), Assessing Vibration: A Technical Guideline

DECCW (2009) Interim Construction Noise Guideline

DECCW (2011), NSW Road Noise Policy

DEFRA, UK (2008), Construction Noise Database (Phase 3), Database of noise emissions from equipment

used on construction and open sites

Department of Transport Welsh Office, UK (1988), Calculation of Road Traffic Noise

EPA (1999), Environmental Criteria for Road Traffic Noise

EPA (2000), Industrial Noise Policy

New Zealand Transport Agency (2014), Guide to state highway road surface noise v1.0

Pacific Environment (2015) Mona Vale Upgrade East – Noise and Vibration Assessment.

Queensland Department of Transport and Main Roads (2008), Road Traffic Noise Management: Code

of Practice.

RMS (2014), Noise Criteria Guidelines

RMS (2014), Noise Mitigation Guidelines

RTA (2001), Environmental Noise Management Manual

RMS (2016), Construction Noise and Vibration Guideline

RMS (2016), Model Validation Guideline

Standards Australia (2010), AS 2436 Guide to noise and vibration control on construction, demolition

and maintenance sites

Standards Australia (2006), AS 2187.2-2006 Explosives - Storage and use - Use of explosives

Transport for NSW (2012) Construction Noise Strategy.

USA Federal Transit Administration (FTA) (2006) Transit Noise and Vibration Impact Assessment Manual

Job Number 09137 | ACO-NW-001-9137D A-1


PROJECT LAYOUT

Job Number 09137 | ACO-NW-001-9137D A-2


Figure A.1: Mona Vale Road West Concept Design

Job Number 09137 | ACO-NW-001-9137D B-1


NOISE MONITORING



B.1 LOCATION W1











Table B.1: W1 Monitoring Summary

Date

Measured Noise Level, dB(A)

Day Evening Night

L10 Leq L90 L10 Leq L90 L10 Leq L90

03/11/14 60.8 59.5 49.5 58.7 54.0 38.0 60.2 52.1 25.7

04/11/14 61.1 57.9 49.6 60.9 55.9 46.5 59.9 52.2 26.1

05/11/14 62.2 59.2 48.7 60.9 55.3 41.0 61.3 53.4 28.9

06/11/14 62.2 59.4 50.8 59.3 55.0 41.1 60.7 53.0 26.3

07/11/14 61.0 57.9 49.5 58.8 54.6 40.0 57.0 50.8 25.7

08/11/14 59.9 56.9 49.0 58.5 54.5 45.6 56.2 49.4 28.8

09/11/14 59.7 57.3 46.8 58.2 53.9 41.1 60.6 52.9 27.0

10/11/14 61.8 58.8 50.4 59.0 55.0 39.6 60.5 52.4 26.4

11/11/14 61.4 58.5 49.5 59.6 55.0 40.2 61.8 53.4 26.3

12/11/14 62.3 59.4 50.2 - - - - - -

Note: Grey text values were discarded from monitoring data.

Figure B.2: W1 Location Photo



B.2 LOCATION W2

A hardware fault at W2 prevented valid data recovery at this location.

B.3 LOCATION W3












Date


Day Evening Night


04/11/14 55.5 54.9 44.4 52.6 51.5 39.9 48.9 49.8 25.5

05/11/14 56.5 57.1 39.3 52.3 47.6 36.8 50.6 48.8 26.6

06/11/14 56.6 56.7 43.0 53.4 52.3 37.6 50.3 48.8 23.9

07/11/14 55.1 56.0 42.2 51.7 50.5 39.1 45.8 47.2 23.1

08/11/14 54.9 54.5 38.8 49.7 49.5 39.4 44.2 41.4 25.8

09/11/14 54.9 53.0 39.0 49.4 49.9 37.9 48.5 48.7 28.7

10/11/14 55.9 55.5 41.3 52.5 50.1 37.7 51.5 48.3 28.1

11/11/14 56.8 56.7 42.4 49.4 49.2 36.9 47.8 47.6 26.9

12/11/14 61.4 67.1 40.8 - - - - - -

Note: Grey text values were discarded from monitoring data.




B.4 LOCATION W4












Date


Day Evening Night


03/11/14 61.7 59.4 55.0 60.8 55.9 42.2 60.2 52.0 26.5

04/11/14 62.4 59.2 53.2 62.7 57.7 48.3 60.4 52.8 26.6

05/11/14 62.6 59.5 51.9 61.2 57.1 47.6 60.3 52.7 36.1

06/11/14 61.1 58.2 51.1 60.8 56.3 43.0 60.2 53.0 23.1

07/11/14 61.5 58.8 52.5 60.5 56.2 43.9 57.6 51.6 25.8

08/11/14 61.5 58.9 51.7 61.2 57.1 47.8 57.7 51.3 31.1

09/11/14 59.7 57.0 47.7 58.5 54.3 38.5 59.6 51.2 25.5

10/11/14 61.0 58.2 50.9 60.4 55.4 39.2 60.5 52.2 25.9

11/11/14 61.6 58.5 51.3 61.2 56.1 41.4 59.9 52.0 24.9

12/11/14 61.0 58.0 51.5 - - - - - -




B.5 LOCATION W5










B.6 LOCATION W6










Job Number 09137 | ACO-NW-001-9137D C-1


RECEIVERS



C.1 RECEIVER LOCATIONS Table C.1 presents indicative receiver locations, numbers, type and NCA.

Table C.1: Receiver Locations

ID No of storeys Address Type NCA

Residential

1 1 17 Yulong Avenue Terrey Hills Residential NCA1

2 1 13/2a Booralie Road Terrey Hills Residential NCA1







9 1 17a And B Yulong Avenue Terrey Hills Residential NCA1




13 1 9a Yulong Avenue Terrey Hills Residential NCA1



16 1 201 Mona Vale Road Terrey Hills Residential NCA1

18 1 8 Tumburra Street Ingleside Residential NCA6

19 1 31 Addison Road Ingleside Residential NCA6


21 1 331a Mccarrs Creek Road Terrey Hills Residential NCA1


23 1 331 Mccarrs Creek Road Terrey Hills Residential NCA1


25 1 1 Bungendore Street Ingleside Residential NCA6

26 1 114 Kanangra Avenue Terrey Hills Residential NCA1

27 1 199 Mona Vale Road Terrey Hills Residential NCA1

28 1 161 Kanangra Avenue Terrey Hills Residential NCA1

29 1 4 Harvey Road Ingleside Residential NCA6

30 1 15 Wirreanda Road Ingleside Residential NCA3



33 1 7-9 Wirreanda Road Ingleside Residential NCA3










Residential

40 1 7-9 Wirreanda Road Ingleside Residential NCA3


42 1 3 Wirreanda Road North Ingleside Residential NCA4

43 1 3 Wirreanda Road North Ingleside Residential NCA4



46 2 11 Wirreanda Road Ingleside Commercial NCA3



49 1 9 Harvey Road Ingleside Residential NCA4









61 1 173 Mona Vale Road Ingleside Residential NCA5






67 1 419 Booralie Road Terrey Hills Residential NCA1







74 1 165a Mona Vale Road Ingleside Residential NCA5




78 1 176 Mona Vale Road Ingleside Primary Residential NCA7

79 1 178 Mona Vale Road Ingleside Primary Residential NCA7

80 1 57 Waratah Road Ingleside Residential NCA7




84 1 317 Powder Works Road Ingleside Residential NCA7




Residential

85 1 11a Yulong Avenue Terrey Hills Residential NCA1



88 1 4a Kimbriki Road Residential NCA9

89 1 4b Kimbriki Road Residential NCA9


118 2 2-10 Bungendore Street Ingleside Residential NCA6

119 1 2-10 Bungendore Street Ingleside Residential NCA6









Non residential

17 1 2 Tumburra Street Ingleside

Commercial (rural fire

brigade) NCA4

58 1 173 Mona Vale Road Ingleside (Bahai

Acommodation) NCA5


Acommodation) NCA5


Acommodation) NCA5

90 1 173 Mona Vale Road Ingleside Place of Worship

(Bahai) NCA5

91 1 280 Powder Works Road Ingleside Place of Worship NCA8

92 1 207 Mona Vale Road Terrey Hills Place of Worship NCA1

93 1 72 Mona Vale Road Ingleside Active Recreation

Area NCA2

94 2 72 Mona Vale Road Ingleside Active Recreation

Area NCA2

95 1 256 Powder Works Road Ingleside Active Recreation

Area NCA8


Area NCA8


Area NCA8

98 1 205 Mona Vale Road Terrey Hills Commercial NCA1

99 1 Kamber Road Terrey Hills Commercial NCA10



102 1 Mona Vale Road Ingleside Passive Recreation

Area NCA9

103 1 Mona Vale Road Ingleside Passive Recreation

Area NCA9


Area NCA8

105 1 165 Mona Vale Road Ingleside Commercial NCA5

106 1 4 Harvey Road Ingleside Commercial NCA6




Residential

107 1 317 Powder Works Road Ingleside Commercial NCA7

108 1 2 Booralie Road Terrey Hills Commercial NCA1

109 1 5 Yulong Avenue Terrey Hills Commercial NCA1


111 1 419 Booralie Road Terrey Hills Active Recreation

Area NCA1


Area NCA1


Area NCA1


115 1 169a Mona Vale Road Ingleside Commercial NCA5

116 1 5 Chiltern Road Ingleside School NCA6

Job Number 09137 | ACO-NW-001-9137D D-1


TRAFFIC VOLUMES



D.1 TRAFFIC VOLUMES FOR MONA VALE WEST BUILD Vehicle classes are based on Austroads vehicle classifications. Light vehicles: passenger vehicles (cars, vans utilities, motorcycles etc.). Medium vehicles: two or

three axles, two groups. Heavy vehicles: three or more axles, more than two groups. Traffic volumes have assumed Mona Vale East volumes have been

incorporated.

Table D.1: Mona Vale Road East of McCarrs Creek Road Traffic Volumes

Eastbound

Time Period Vehicle

Class

Year of Opening (2021) Year of Opening (2021) Design Year (2031) Design Year (2031)

‘No Build’ Scenario ‘Build’ Scenario ‘No Build’ Scenario ‘Build’ Scenario

Vol. % Vol. % Vol. % Vol. %

Day time (7am to 10pm)

Light 16,377 92% 20,423 92% 17,339 92% 22,153 92%

Medium 1,045 6% 1,304 6% 1,107 6% 1,414 6%

Heavy 287 2% 358 2% 304 2% 388 2%

Total 17,709 100% 22,084 100% 18,749 100% 23,955 100%

Night time (10pm to 7am)

Light 1,732 89% 2,160 89% 1,834 89% 2,343 89%

Medium 147 8% 183 8% 156 8% 199 8%

Heavy 64 3% 80 3% 68 3% 87 3%

Total 1,943 100% 2,423 100% 2,057 100% 2,629 100%

Westbound

Time Period Vehicle

Class





Light 15,852 91% 19,655 91% 16,907 91% 21,254 91%

Medium 1,199 7% 1,487 7% 1,279 7% 1,608 7%

Heavy 322 2% 399 2% 343 2% 431 2%

Total 17,373 100% 21,540 100% 18,529 100% 23,293 100%


Light 2,716 91% 3,367 91% 2,897 91% 3,642 91%

Medium 222 7% 275 7% 236 7% 297 7%

Heavy 52 2% 64 2% 55 2% 70 2%

Total 2,990 100% 3,707 100% 3,188 100% 4,008 100%



Table D.2: Mona Vale Road East of Kimbriki Road Traffic Volumes

Eastbound

Time Period Vehicle

Class





Light 16,272 92% 20,313 92% 17,234 92% 22,012 92%

Medium 1,039 6% 1,297 6% 1,100 6% 1,405 6%

Heavy 285 2% 356 2% 302 2% 385 2%

Total 17,596 100% 21,965 100% 18,636 100% 23,802 100%


Light 1,721 89% 2,148 89% 1,823 89% 2,328 89%

Medium 146 8% 182 8% 155 8% 198 8%

Heavy 64 3% 80 3% 67 3% 86 3%

Total 1,931 100% 2,410 100% 2,045 100% 2,612 100%

Westbound

Time Period Vehicle

Class





Light 15,749 91% 19,545 91% 16,803 91% 21,202 91%

Medium 1,191 7% 1,479 7% 1,271 7% 1,604 7%

Heavy 319 2% 397 2% 341 2% 430 2%

Total 17,259 100% 21,421 100% 18,415 100% 23,236 100%


Light 2,698 91% 3,349 91% 2,879 91% 3,633 91%

Medium 220 7% 273 7% 235 7% 296 7%

Heavy 52 2% 64 2% 55 2% 69 2%

Total 2,970 100% 3,686 100% 3,169 100% 3,998 100%



Table D.3: Mona Vale Road East of Addison Road Traffic Volumes

Eastbound

Time Period Vehicle

Class





Light 16,183 92% 20,318 92% 16,670 92% 22,069 92%

Medium 1,033 6% 1,297 6% 1,064 6% 1,409 6%

Heavy 283 2% 356 2% 292 2% 386 2%

Total 17,500 100% 21,971 100% 18,025 100% 23,864 100%


Light 1,712 89% 2,149 89% 1,763 89% 2,334 89%

Medium 145 8% 183 8% 150 8% 198 8%

Heavy 63 3% 80 3% 65 3% 86 3%

Total 1,920 100% 2,411 100% 1,978 100% 2,619 100%

Westbound

Time Period Vehicle

Class





Light 15,660 91% 19,545 91% 16,242 91% 21,265 91%

Medium 1,185 7% 1,479 7% 1,229 7% 1,609 7%

Heavy 318 2% 397 2% 330 2% 431 2%

Total 17,163 100% 21,421 100% 17,800 100% 23,305 100%


Light 2,683 91% 3,349 91% 2,783 91% 3,643 91%

Medium 219 7% 273 7% 227 7% 297 7%

Heavy 51 2% 64 2% 53 2% 70 2%

Total 2,953 100% 3,686 100% 3,063 100% 4,010 100%



Table D.4: Kimbriki Road (south of Mona Vale Road) Traffic Volumes

Eastbound

Time Period Vehicle

Class





Light 935 91% 935 91% 935 91% 935 91%

Heavy 92 9% 92 9% 92 9% 92 9%

Total 1,028 100% 1,028 100% 1,028 100% 1,028 100%


Light 66 80% 66 80% 66 80% 66 80%

Heavy 17 20% 17 20% 17 20% 17 20%

Total 83 100% 83 100% 83 100% 83 100%

Westbound

Time Period Vehicle

Class





Light 871 95% 871 95% 871 95% 871 95%

Heavy 46 5% 46 5% 46 5% 46 5%

Total 917 100% 917 100% 917 100% 917 100%


Light 143 87% 143 87% 143 87% 143 87%

Heavy 21 13% 21 13% 21 13% 21 13%

Total 165 100% 165 100% 165 100% 165 100%



Table D.5: Wirreanda Road (west of Wirreanda Road North) Traffic Volumes

Northbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 61 78% 61 78% 67 78% 67 78%

Heavy 17 22% 17 22% 18 22% 18 22%

Total 78 100% 78 100% 86 100% 86 100%

Night time (10pm to

7am)

Light 5 65% 5 65% 5 65% 5 65%

Heavy 3 35% 3 35% 3 35% 3 35%

Total 7 100% 7 100% 8 100% 8 100%

Southbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 60 76% 60 76% 66 76% 66 76%

Heavy 19 24% 19 24% 21 24% 21 24%

Total 79 100% 79 100% 87 100% 87 100%

Night time (10pm to

7am)

Light 5 82% 5 82% 5 82% 5 82%

Heavy 1 18% 1 18% 1 18% 1 18%

Total 6 100% 6 100% 6 100% 6 100%



Table D.6: Wirreanda Road North (north of Wirreanda Road) Traffic Volumes

Southbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 79 76% 79 76% 87 76% 87 76%

Heavy 25 24% 25 24% 28 24% 28 24%

Total 105 100% 105 100% 115 100% 115 100%

Night time (10pm to

7am)

Light 6 82% 6 82% 7 82% 7 82%

Heavy 1 18% 1 18% 1 18% 1 18%

Total 7 100% 7 100% 8 100% 8 100%

Northbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 82 78% 82 78% 90 78% 90 78%

Heavy 23 22% 23 22% 25 22% 25 22%

Total 104 100% 104 100% 115 100% 115 100%

Night time (10pm to

7am)

Light 6 65% 6 65% 7 65% 7 65%

Heavy 3 35% 3 35% 4 35% 4 35%

Total 10 100% 10 100% 11 100% 11 100%



Table D.7: Tumburra Street (north of Mona Vale Road) Traffic Volumes

Southbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 454 87% 227 79% 499 87% 250 454

Heavy 65 13% 59 21% 71 13% 64 65

Total 519 100% 285 100% 570 100% 314 519

Night time (10pm to

7am)

Light 35 91% 17 85% 38 91% 19 35

Heavy 3 9% 3 15% 4 9% 3 3

Total 38 100% 20 100% 42 100% 22 38

Northbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 444 80% 95 78% 488 80% 104 444

Heavy 112 20% 26 22% 124 20% 29 112

Total 556 100% 121 100% 612 100% 133 556

Night time (10pm to

7am)

Light 34 65% 7 65% 37 65% 8 34

Heavy 18 35% 4 35% 20 35% 4 18

Total 52 100% 11 100% 57 100% 12 52



Table D.8: Tumburra Street (north of Wirreanda Road North) Traffic Volumes

Eastbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 291 95% 229 88% 320 95% 251 88%

Heavy 16 5% 31 12% 17 5% 34 12%

Total 307 100% 259 100% 338 100% 285 100%

Night time (10pm to

7am)

Light 23 97% 18 82% 25 97% 19 82%

Heavy 1 3% 4 18% 1 3% 4 18%

Total 23 100% 21 100% 26 100% 24 100%

Westbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 278 80% 81 76% 306 80% 89 76%

Heavy 69 20% 26 24% 76 20% 29 24%

Total 347 100% 107 100% 381 100% 118 100%

Night time (10pm to

7am)

Light 21 66% 6 82% 23 66% 7 82%

Heavy 11 34% 1 18% 12 34% 1 18%

Total 32 100% 8 100% 35 100% 8 100%



Table D.9: Addison Road, north of Mona Vale Road / Wirreanda Road North, east of Tumburra Street Traffic Volumes

Eastbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 38 76% 0 n/a 42 76% 0 n/a

Heavy 12 24% 0 n/a 13 24% 0 n/a

Total 50 100% 0 n/a 55 100% 0 n/a

Night time (10pm to

7am)

Light 3 82% 0 n/a 3 82% 0 n/a

Heavy 1 18% 0 n/a 1 18% 0 n/a

Total 4 100% 0 n/a 4 100% 0 n/a

Westbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 38 78% 0 n/a 42 78% 0 n/a

Heavy 11 22% 0 n/a 12 22% 0 n/a

Total 49 100% 0 n/a 54 100% 0 n/a

Night time (10pm to

7am)

Light 3 65% 0 n/a 3 65% 0 n/a

Heavy 2 35% 0 n/a 2 35% 0 n/a

Total 5 100% 0 n/a 5 100% 0 n/a



Table D.10: Powder Works Road, east of Mona Vale Road Traffic Volumes

Eastbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 4,254 94% 4,809 94% 5,078 94% 5,928 94%

Heavy 272 6% 307 6% 324 6% 378 6%

Total 4,526 100% 5,116 100% 5,402 100% 6,306 100%

Night time (10pm to

7am)

Light 360 99% 407 99% 430 99% 501 99%

Heavy 4 1% 4 1% 4 1% 5 1%

Total 364 100% 411 100% 434 100% 506 100%

Westbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 5,816 99% 6,793 99% 6,888 99% 7,974 99%

Heavy 59 1% 69 1% 70 1% 81 1%

Total 5,874 100% 6,862 100% 6,957 100% 8,055 100%

Night time (10pm to

7am)

Light 1,033 98% 1,206 98% 1,223 98% 1,416 98%

Heavy 21 2% 25 2% 25 2% 29 2%

Total 1,054 100% 1,231 100% 1,248 100% 1,445 100%



Table D.11: Wirreanda Road North, between Wirreanda Road and Tumburra Street Traffic Volumes

Eastbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 143 78% 143 78% 157 78% 157 143

Heavy 39 22% 39 22% 43 22% 43 39

Total 182 100% 182 100% 201 100% 201 182

Night time (10pm to

7am)

Light 11 65% 11 65% 12 65% 12 11

Heavy 6 35% 6 35% 7 35% 7 6

Total 17 100% 17 100% 19 100% 19 17

Westbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light 140 76% 140 76% 154 76% 154 140

Heavy 45 24% 45 24% 49 24% 49 45

Total 184 100% 184 100% 203 100% 203 184

Night time (10pm to

7am)

Light 11 82% 11 82% 12 82% 12 11

Heavy 2 18% 2 18% 3 18% 3 2

Total 13 100% 13 100% 14 100% 14 13



Table D.12: Harvey Road Extension Traffic Volumes

Eastbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light n/a n/a 399 80% n/a n/a 439 80%

Heavy n/a n/a 102 20% n/a n/a 112 20%

Total n/a n/a 501 100% n/a n/a 551 100%

Night time (10pm to

7am)

Light n/a n/a 31 66% n/a n/a 34 66%

Heavy n/a n/a 16 34% n/a n/a 18 34%

Total n/a n/a 47 100% n/a n/a 51 100%

Westbound

Time Period Vehicle

Class




Day time (7am to

10pm)

Light n/a n/a 410 88% n/a n/a 451 88%

Heavy n/a n/a 54 12% n/a n/a 59 12%

Total n/a n/a 464 100% n/a n/a 510 100%

Night time (10pm to

7am)

Light n/a n/a 32 92% n/a n/a 35 92%

Heavy n/a n/a 3 8% n/a n/a 3 8%

Total n/a n/a 34 100% n/a n/a 38 100%



D.2 1 HOUR TRAFFIC VOLUMES Vehicle classes are based on Austroads vehicle classifications. Light vehicles: passenger vehicles (cars, vans utilities, motorcycles etc.). Medium vehicles: two or

three axles, two groups. Heavy vehicles: three or more axles, more than two groups. One hour data was available for Mona Vale Road east of Addison Road

only. Data provided from Opening Year from Mona Vale East Project, and assumed to be applicable to 2021 opening year.

Table D.13: Mona Vale Road, East of Addison Road - Worst 1 hour Traffic Volumes

Eastbound

Time Period Vehicle Class




Worst 1 hour

Period

Light 1688 95% 1943 95% 1739 95% 2063 95%

Medium 77 4% 89 4% 80 4% 94 4%

Heavy 21 1% 24 1% 21 1% 25 1%

Total 1786 100% 2056 100% 1840 100% 2183 100%

Westbound





Worst 1 hour

Period

Light 1297 90% 1514 90% 1346 90% 1608 90%

Medium 115 8% 135 8% 120 8% 143 8%

Heavy 23 2% 27 2% 24 2% 29 2%

Total 1436 100% 1675 100% 1489 100% 1780 100%



Table D.14: Kimbriki Rd, south of Mona Vale Rd - Worst 1 hour Traffic Volumes


Southbound Southbound Northbound Northbound

Year of Opening (2021) Design Year (2031) ‘Year of Opening (2021) Design Year (2031)

No Build Build No Build Build No Build Build No Build Build

Worst 1 hour

Period

Light 107 107 107 107 67 67 67 67

Heavy 11 11 11 11 4 4 4 4

Total 117 117 117 117 70 70 70 70

Table D.15: Wirreanda Rd, west of Wirreanda Rd N- Worst 1 hour Traffic Volumes


Eastbound Eastbound Westbound Westbound



Worst 1 hour

Period

Light 6 6 7 7 5 5 6 6

Heavy 3 3 3 3 3 3 3 3

Total 9 9 10 10 8 8 9 9

Table D.16: Wirreanda Rd N, north of Wirreanda Rd- Worst 1 hour Traffic Volumes





Worst 1 hour

Period

Light 7 7 8 8 8 8 9 9

Heavy 4 4 4 4 4 4 4 4

Total 11 11 12 12 12 12 13 13



Table D.17: Tumburra St, north of Mona Vale Rd- Worst 1 hour Traffic Volumes





Worst 1 hour

Period

Light 42 21 46 23 44 9 49 10

Heavy 9 8 10 9 19 4 21 5

Total 51 29 56 32 63 14 69 15

Table D.18: Tumburra St, north of Wirreanda Rd N- Worst 1 hour Traffic Volumes





Worst 1 hour

Period

Light 27 22 29 24 28 7 30 8

Heavy 2 5 2 5 12 4 13 4

Total 29 26 32 29 39 11 43 12

Table D.19: Wirreanda Rd N, between Wirreanda Rd and Tumburra St - Worst 1 hour Traffic Volumes





Worst 1 hour

Period

Light 14 14 16 16 13 13 14 14

Heavy 6 6 7 7 6 6 7 7

Total 21 21 23 23 19 19 21 21



Table D.20: Addison Rd, north of Mona Vale Rd / Wirreanda Rd N, east of Tumburra St- Worst 1 hour AM Traffic Volumes





Worst 1 hour

Period

Light 3 0 4 0 4 0 4 0

Heavy 2 0 2 0 2 0 2 0

Total 5 0 6 0 6 0 6 0

Table D.21: Powder Works Road, east of Mona Vale Rd- Worst 1 hour PM Traffic Volumes





Worst 1 hour

Period

Light 485 548 579 675 447 522 529 613

Heavy 31 35 37 43 5 5 5 6

Total 516 583 615 718 451 527 535 619

Table D.22: Harvey Road Extension - Worst 1 hour PM Traffic Volumes





Worst 1 hour

AM

Light n/a 40 n/a 44 n/a 38 n/a 41

Heavy n/a 17 n/a 19 n/a 7 n/a 8

Total n/a 57 n/a 62 n/a 45 n/a 49

Worst 1 hour

PM

Light n/a 25 n/a 27 n/a 20 n/a 22

Heavy n/a 11 n/a 12 n/a 2 n/a 2

Total n/a 36 n/a 39 n/a 21 n/a 23

Job Number 09137 | ACO-NW-001-9137D E-1


OPERATIONAL NOISE MODELLING RESULTS



E.1 OPERATIONAL NOISE MODELLING RESULTS Table E.1 presents the predicted Leq,15hr and Leq,9hr modelled results for noise sensitive receivers. Where receivers are open areas, the +2.5 dB façade correction has been removed.





5. Where either predicted design year levels: (1) exceed NCG criterion and change in noise levels exceed 2 dB(A); or (2) are equal to or above the cumulative limit, consideration of additional mitigation is required.


7. Area of active or passive recreation, free-field prediction.


Table E.1: Operational Noise Predictions – Residential Receivers

ID1,8

2021

L Aeq,period

2031

L Aeq,period NCG Criteria Criteria

Exceeded

Change in noise level3 Equal to or above

Cumulative Limit4 Consider further

mitigation?2,5

No Build Build No Build Build 2021 2031 2031

Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night

16_A 201 Mona Vale Road 59 53 61 55 60 53 61 55 60 55 YES YES 1.8 1.6 1.9 1.7 NO NO NO

16_B 201 Mona Vale Road 52 46 54 47 52 46 54 48 60 55 NO NO 2.0 1.9 2.0 2.0 NO NO NO

16_C 201 Mona Vale Road 45 39 47 41 45 39 47 41 60 55 NO NO 2.0 1.9 2.0 2.1 NO NO NO

16_D 201 Mona Vale Road 57 51 59 52 57 51 59 53 60 55 NO NO 1.7 1.4 1.7 1.6 NO NO NO

18_A 8 Tumburra Street 56 50 56 49 56 50 56 50 60 55 NO NO -0.3 -0.3 -0.3 0.0 NO NO NO

18_B 8 Tumburra Street 56 49 56 49 56 49 56 50 60 55 NO NO -0.1 -0.2 -0.1 0.2 NO NO NO

18_C 8 Tumburra Street 56 49 56 49 56 49 56 50 60 55 NO NO -0.2 -0.2 -0.1 0.1 NO NO NO

18_D 8 Tumburra Street 56 50 56 49 56 50 56 50 60 55 NO NO -0.1 -0.2 -0.1 0.1 NO NO NO

19_A 31 Addison Road 52 46 56 49 52 46 56 49 60 55 NO NO 3.4 2.9 3.4 3.2 NO NO NO

19_B 31 Addison Road 51 45 54 47 52 45 54 47 60 55 NO NO 2.3 1.9 2.3 2.3 NO NO NO

19_C 31 Addison Road 38 32 41 34 39 32 41 35 60 55 NO NO 2.3 2.1 2.5 2.4 NO NO NO

19_D 31 Addison Road 46 40 50 43 46 40 50 44 60 55 NO NO 4.0 3.3 3.9 3.7 NO NO NO





21_A 331a Mccarrs Creek Road 55 49 57 51 55 49 57 51 60 55 NO NO 2.1 2.1 2.3 2.3 NO NO NO

21_B 331a Mccarrs Creek Road 48 41 50 44 48 42 50 44 60 55 NO NO 2.3 2.2 2.5 2.3 NO NO NO

21_C 331a Mccarrs Creek Road 46 40 48 41 46 40 48 42 60 55 NO NO 1.5 1.5 1.6 1.8 NO NO NO

21_D 331a Mccarrs Creek Road 57 51 59 53 58 51 60 53 60 55 NO NO 2.1 2.1 2.2 2.1 NO NO NO

22_A 8 Tumburra Street 49 43 52 45 49 43 52 46 60 55 NO NO 2.4 2.2 2.5 2.5 NO NO NO

22_B 8 Tumburra Street 49 43 54 47 50 43 54 47 60 55 NO NO 4.2 3.5 4.2 3.8 NO NO NO

22_C 8 Tumburra Street 39 33 57 48 39 33 57 49 60 55 NO NO 17.7 15.8 17.7 16.0 NO NO NO

22_D 8 Tumburra Street 43 37 53 45 44 37 53 45 60 55 NO NO 9.4 7.8 9.2 8.1 NO NO NO

23_A 331 Mccarrs Creek Road 51 45 52 46 51 45 53 46 60 55 NO NO 1.5 1.3 1.6 1.4 NO NO NO

23_B 331 Mccarrs Creek Road 42 36 45 38 43 37 45 39 60 55 NO NO 2.2 2.1 2.2 2.1 NO NO NO

23_C 331 Mccarrs Creek Road 45 39 46 40 45 39 47 40 60 55 NO NO 1.7 1.5 1.7 1.8 NO NO NO

23_D 331 Mccarrs Creek Road 52 46 54 48 53 46 54 48 60 55 NO NO 1.7 1.6 1.7 1.8 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5







25_A 1 Bungendore Street 47 41 52 45 47 41 52 45 60 55 NO NO 4.7 4.1 4.7 4.4 NO NO NO

25_B 1 Bungendore Street 44 38 48 42 45 39 49 42 60 55 NO NO 3.9 3.7 4.0 3.8 NO NO NO

25_C 1 Bungendore Street 38 31 40 34 38 31 40 34 60 55 NO NO 2.4 2.1 2.4 2.5 NO NO NO

25_D 1 Bungendore Street 44 38 49 42 45 38 49 42 60 55 NO NO 4.2 3.3 4.1 3.9 NO NO NO

26_A 114 Kanangra Avenue 51 45 52 46 51 45 53 47 60 55 NO NO 1.7 1.6 1.8 1.8 NO NO NO

26_B 114 Kanangra Avenue 49 43 50 44 49 43 51 45 60 55 NO NO 1.8 1.7 1.8 1.7 NO NO NO

26_C 114 Kanangra Avenue 39 33 41 35 39 33 41 35 60 55 NO NO 2.0 1.9 2.0 2.0 NO NO NO

26_D 114 Kanangra Avenue 47 41 49 43 48 41 50 43 60 55 NO NO 1.8 1.7 2.0 2.1 NO NO NO

27_A 199 Mona Vale Road 60 53 61 55 60 54 61 55 60 55 YES YES 1.4 1.3 1.4 1.3 NO NO NO




28_A 161 Kanangra Avenue 51 45 53 46 51 45 53 47 60 55 NO NO 1.6 1.4 1.7 1.6 NO NO NO

28_B 161 Kanangra Avenue 48 42 50 43 48 42 50 44 60 55 NO NO 1.7 1.6 1.8 1.7 NO NO NO

28_C 161 Kanangra Avenue 49 42 50 44 49 42 51 44 60 55 NO NO 1.6 1.5 1.7 2.0 NO NO NO

28_D 161 Kanangra Avenue 52 46 53 47 52 46 54 47 60 55 NO NO 1.5 1.3 1.5 1.6 NO NO NO

29_A 4 Harvey Road 43 37 46 39 44 37 46 40 60 55 NO NO 2.2 2.2 2.4 2.4 NO NO NO

29_B 4 Harvey Road 42 36 44 38 42 36 44 38 60 55 NO NO 2.1 2.0 2.2 2.3 NO NO NO

29_C 4 Harvey Road 37 30 39 32 37 30 39 33 60 55 NO NO 2.1 1.9 2.2 2.3 NO NO NO

29_D 4 Harvey Road 40 34 42 35 40 34 42 36 60 55 NO NO 1.9 1.7 2.1 2.2 NO NO NO

30_A 15 Wirreanda Road 54 48 57 51 55 48 58 52 60 55 NO NO 3.0 3.0 3.1 3.2 NO NO NO

30_B 15 Wirreanda Road 51 45 55 49 52 45 55 49 60 55 NO NO 3.7 3.7 3.8 3.9 NO NO NO

30_C 15 Wirreanda Road 44 38 49 43 44 38 49 43 60 55 NO NO 4.4 4.5 4.5 4.7 NO NO NO

30_D 15 Wirreanda Road 50 44 54 48 51 44 54 48 60 55 NO NO 3.3 3.3 3.3 3.5 NO NO NO









33_A 7-9 Wirreanda Road 55 48 56 50 55 48 57 50 60 55 NO NO 1.8 1.9 1.9 2.2 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



33_B 7-9 Wirreanda Road 54 48 56 50 55 48 57 50 60 55 NO NO 1.9 1.9 1.9 2.3 NO NO NO

33_C 7-9 Wirreanda Road 54 48 56 50 54 48 56 50 60 55 NO NO 2.0 1.9 1.9 2.3 NO NO NO

33_D 7-9 Wirreanda Road 54 48 56 50 55 48 57 50 60 55 NO NO 1.9 1.8 2.0 2.2 NO NO NO

























40_A 7-9 Wirreanda Road 54 47 56 49 54 47 56 50 60 55 NO NO 1.9 2.0 1.9 2.4 NO NO NO

40_B 7-9 Wirreanda Road 51 45 54 48 52 45 54 48 60 55 NO NO 2.5 2.6 2.5 2.8 NO NO NO

40_C 7-9 Wirreanda Road 43 37 45 39 43 37 46 40 60 55 NO NO 2.4 2.4 2.4 2.6 NO NO NO

40_D 7-9 Wirreanda Road 52 45 53 47 52 45 54 47 60 55 NO NO 1.6 1.5 1.6 2.0 NO NO NO





42_A 3 Wirreanda Road North 55 49 56 50 55 49 57 50 60 55 NO NO 1.0 0.9 1.1 1.3 NO NO NO

42_B 3 Wirreanda Road North 51 45 52 46 52 45 53 46 60 55 NO NO 0.9 1.0 0.8 1.0 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



42_C 3 Wirreanda Road North 42 37 44 38 43 37 44 38 60 55 NO NO 1.4 1.2 1.4 1.4 NO NO NO

42_D 3 Wirreanda Road North 53 47 54 48 53 47 54 48 60 55 NO NO 0.8 0.8 1.0 1.2 NO NO NO

43_A 3 Wirreanda Road North 53 46 53 47 53 46 54 47 60 55 NO NO 0.8 0.8 0.9 1.2 NO NO NO

43_B 3 Wirreanda Road North 45 39 46 40 45 39 47 41 60 55 NO NO 1.7 1.7 1.7 2.0 NO NO NO

43_C 3 Wirreanda Road North 42 36 44 37 42 36 44 38 60 55 NO NO 1.7 1.6 1.8 1.9 NO NO NO

43_D 3 Wirreanda Road North 52 46 53 46 52 46 53 47 60 55 NO NO 0.9 0.8 0.9 1.2 NO NO NO





















49_A 9 Harvey Road 50 43 52 45 50 43 52 46 60 55 NO NO 2.1 2.0 2.2 2.4 NO NO NO

49_B 9 Harvey Road 47 41 50 44 48 41 50 44 60 55 NO NO 2.5 2.4 2.5 2.6 NO NO NO

49_C 9 Harvey Road 36 30 42 35 36 30 42 35 60 55 NO NO 5.5 4.7 5.6 4.9 NO NO NO

49_D 9 Harvey Road 46 40 48 41 46 39 48 42 60 55 NO NO 2.3 1.8 2.3 2.3 NO NO NO




50_D 10 Tumburra Street 53 47 53 47 53 47 53 47 60 55 NO NO -0.2 -0.3 0.0 0.2 NO NO NO






ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



51_D 4 Tumburra Street 55 48 52 46 55 48 53 46 60 55 NO NO -2.2 -2.3 -2.2 -1.7 NO NO NO

52_A 5 Addison Road 54 48 52 46 54 48 53 46 60 55 NO NO -1.8 -1.9 -1.7 -1.4 NO NO NO

52_B 5 Addison Road 53 47 52 46 53 46 53 46 60 55 NO NO -0.5 -0.6 -0.3 -0.1 NO NO NO


52_D 5 Addison Road 50 44 49 43 50 44 49 43 60 55 NO NO -1.0 -1.1 -0.8 -0.5 NO NO NO

53_A 11 Addison Road 55 49 55 49 56 49 55 49 60 55 NO NO -0.4 -0.5 -0.4 -0.1 NO NO NO



53_D 11 Addison Road 52 46 50 44 52 46 50 44 60 55 NO NO -2.4 -2.5 -2.2 -1.9 NO NO NO

54_A 11 Addison Road 56 50 56 50 56 50 56 50 60 55 NO NO -0.1 -0.1 0.1 0.4 NO NO NO



54_D 11 Addison Road 48 42 48 42 48 42 48 42 60 55 NO NO -0.2 -0.3 0.0 0.2 NO NO NO













61_A 173 Mona Vale Road 54 48 56 50 54 48 56 50 60 55 NO NO 2.1 2.0 2.2 2.4 NO NO NO














ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5







67_A 419 Booralie Road 48 42 50 44 49 42 50 44 60 55 NO NO 1.8 1.7 1.8 1.9 NO NO NO

67_B 419 Booralie Road 36 30 38 32 37 31 39 33 60 55 NO NO 2.0 2.0 2.2 2.1 NO NO NO

67_C 419 Booralie Road 35 29 37 31 36 29 38 32 60 55 NO NO 2.1 2.1 2.2 2.2 NO NO NO

67_D 419 Booralie Road 48 42 50 44 48 42 50 44 60 55 NO NO 1.7 1.6 1.8 1.7 NO NO NO

























74_A 165a Mona Vale Road 43 37 45 39 43 37 46 39 60 55 NO NO 2.5 2.2 2.6 2.5 NO NO NO

74_B 165a Mona Vale Road 40 34 42 36 40 34 43 36 60 55 NO NO 2.5 2.2 2.6 2.5 NO NO NO

74_C 165a Mona Vale Road 38 32 40 34 38 32 40 34 60 55 NO NO 2.3 2.1 2.5 2.5 NO NO NO

74_D 165a Mona Vale Road 42 36 44 38 42 36 45 39 60 55 NO NO 2.4 2.2 2.6 2.5 NO NO NO




ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5














78_A 176 Mona Vale Road Primary 57 51 59 52 57 51 59 53 60 55 NO NO 1.8 1.7 2.1 1.9 NO NO NO

78_B 176 Mona Vale Road Primary 50 43 50 44 50 43 51 44 60 55 NO NO 0.7 0.3 0.9 0.5 NO NO NO

78_C 176 Mona Vale Road Primary 40 33 42 35 40 34 42 36 60 55 NO NO 1.9 1.9 2.1 2.1 NO NO NO

78_D 176 Mona Vale Road Primary 51 44 53 45 52 45 54 46 60 55 NO NO 1.8 1.0 1.9 1.1 NO NO NO

79_A 178 Mona Vale Road Primary 61 55 63 56 61 55 63 57 60 55 YES YES 2.1 1.6 2.2 1.9 NO NO YES

79_B 178 Mona Vale Road Primary 61 55 63 57 61 55 64 58 60 55 YES YES 2.5 2.4 2.7 2.8 NO NO YES

79_C 178 Mona Vale Road Primary 48 41 50 44 48 42 51 44 60 55 NO NO 2.5 2.4 2.6 2.6 NO NO NO

79_D 178 Mona Vale Road Primary 54 47 56 48 55 48 57 49 60 55 NO NO 2.1 0.7 2.2 0.9 NO NO NO

80_A 57 Waratah Road 50 44 51 44 51 44 52 45 60 55 NO NO 1.0 0.9 1.0 1.1 NO NO NO

80_B 57 Waratah Road 49 43 52 45 49 43 52 46 60 55 NO NO 2.9 2.6 3.0 2.8 NO NO NO

80_C 57 Waratah Road 37 31 39 33 38 31 40 33 60 55 NO NO 1.8 1.7 2.0 1.9 NO NO NO

80_D 57 Waratah Road 47 40 42 35 47 40 43 36 60 55 NO NO -4.5 -4.8 -4.5 -4.8 NO NO NO













84_A 317 Powder Works Road 60 53 63 55 61 53 64 56 60 55 YES YES 2.8 2.1 2.8 2.2 NO NO YES

84_B 317 Powder Works Road 50 43 53 44 50 43 53 45 60 55 NO NO 2.7 1.5 2.9 1.8 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



84_C 317 Powder Works Road 55 48 57 49 56 49 58 50 60 55 NO NO 2.2 1.4 2.3 1.6 NO NO NO

84_D 317 Powder Works Road 65 57 67 59 66 58 68 60 60 55 YES YES 2.4 1.7 2.4 1.8 YES YES YES

85_A 11a Yulong Avenue 53 47 55 49 53 47 55 49 60 55 NO NO 2.1 2.0 2.1 2.1 NO NO NO

85_B 11a Yulong Avenue 44 37 46 39 44 38 46 40 60 55 NO NO 2.0 2.0 2.1 2.0 NO NO NO

85_C 11a Yulong Avenue 39 33 41 35 39 33 41 35 60 55 NO NO 2.0 1.9 2.0 1.9 NO NO NO

85_D 11a Yulong Avenue 52 45 53 47 52 46 54 48 60 55 NO NO 1.8 1.7 1.8 1.8 NO NO NO

86_A 292 Powder Works Road 57 51 60 54 58 52 61 54 60 55 YES NO 2.6 2.6 2.6 2.8 NO NO YES

86_B 292 Powder Works Road 61 55 64 57 62 55 65 58 60 55 YES YES 2.6 2.2 2.6 2.3 NO NO YES


86_D 292 Powder Works Road 56 50 58 51 57 50 59 52 60 55 NO NO 1.8 1.7 1.9 1.8 NO NO NO

87_A 292 Powder Works Road 55 49 57 52 55 49 58 52 60 55 NO NO 2.7 2.9 2.9 3.1 NO NO NO

87_B 292 Powder Works Road 58 51 61 54 58 52 61 54 60 55 YES NO 2.9 2.5 2.9 2.6 NO NO YES


87_D 292 Powder Works Road 55 49 57 50 56 49 57 50 60 55 NO NO 1.2 1.1 1.3 1.1 NO NO NO

88_A 4a Kimbriki Road 61 55 65 59 62 55 66 60 60 55 YES YES 3.8 4.4 3.9 4.6 YES NO YES

88_B 4a Kimbriki Road 61 55 64 59 62 56 65 59 60 55 YES YES 3.0 3.1 3.0 3.3 NO NO YES

88_C 4a Kimbriki Road 57 51 58 52 58 52 58 52 60 55 NO NO 0.3 0.4 0.4 0.6 NO NO NO

88_D 4a Kimbriki Road 59 51 57 50 59 51 58 50 60 55 NO NO -1.2 -0.5 -1.1 -0.3 NO NO NO

89_A 4b Kimbriki Road 56 50 59 53 56 50 59 53 60 55 NO NO 2.7 2.9 2.8 3.1 NO NO NO

89_B 4b Kimbriki Road 56 50 56 50 57 51 56 50 60 55 NO NO -0.3 -0.3 -0.3 -0.1 NO NO NO

89_C 4b Kimbriki Road 52 46 47 41 53 46 48 41 60 55 NO NO -5.1 -5.2 -5.0 -5.0 NO NO NO

89_D 4b Kimbriki Road 49 42 52 46 49 43 53 46 60 55 NO NO 3.5 3.4 3.6 3.5 NO NO NO

116_A 5 Chiltern Road 48 41 50 44 48 42 50 44 60 55 NO NO 2.4 2.5 2.6 2.7 NO NO NO

116_B 5 Chiltern Road 48 42 51 45 49 42 51 45 60 55 NO NO 2.4 2.4 2.5 2.6 NO NO NO

116_C 5 Chiltern Road 41 35 43 37 41 35 44 37 60 55 NO NO 2.2 2.0 2.3 2.3 NO NO NO

116_D 5 Chiltern Road 35 29 37 31 35 29 37 31 60 55 NO NO 2.0 1.9 2.1 2.2 NO NO NO





118_A 2-10 Bungendore Street 44 38 50 43 45 38 50 43 60 55 NO NO 5.1 4.5 5.0 4.8 NO NO NO

118_B 2-10 Bungendore Street 43 37 48 41 43 37 48 41 60 55 NO NO 4.6 4.1 4.5 4.3 NO NO NO

118_C 2-10 Bungendore Street 37 31 39 33 37 31 40 33 60 55 NO NO 2.2 2.0 2.4 2.4 NO NO NO

118_D 2-10 Bungendore Street 41 35 46 39 42 35 46 39 60 55 NO NO 4.5 3.9 4.5 4.2 NO NO NO

119_A 2-10 Bungendore Street 49 43 51 45 49 43 52 45 60 55 NO NO 2.3 2.0 2.4 2.3 NO NO NO

119_B 2-10 Bungendore Street 48 42 50 44 48 42 51 44 60 55 NO NO 2.4 2.1 2.4 2.5 NO NO NO

119_C 2-10 Bungendore Street 38 31 39 33 38 31 40 34 60 55 NO NO 1.9 1.8 2.1 2.2 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



119_D 2-10 Bungendore Street 43 37 45 39 43 37 45 39 60 55 NO NO 2.1 1.7 2.2 2.1 NO NO NO









122_A 164 Mona Vale Road 41 34 40 33 41 35 40 34 60 55 NO NO -0.9 -0.9 -1.0 -0.9 NO NO NO

122_B 164 Mona Vale Road 40 34 40 33 41 34 40 34 60 55 NO NO -0.3 -0.3 -0.4 -0.3 NO NO NO





123_C 162 Mona Vale Road 41 34 41 34 41 35 41 34 60 55 NO NO -0.2 -0.3 -0.3 -0.3 NO NO NO

123_D 162 Mona Vale Road 42 35 41 34 42 36 42 35 60 55 NO NO -0.7 -0.8 -0.7 -0.8 NO NO NO





125_A 56 Waratah Road 44 38 44 38 45 38 45 38 60 55 NO NO -0.1 -0.1 -0.1 -0.1 NO NO NO

125_B 56 Waratah Road 44 37 44 37 45 38 44 38 60 55 NO NO -0.5 -0.4 -0.5 -0.4 NO NO NO



126_A 54 Waratah Road 44 38 44 38 45 38 45 38 60 55 NO NO -0.1 -0.1 0.0 0.0 NO NO NO

126_B 54 Waratah Road 42 36 40 33 43 36 40 33 60 55 NO NO -2.8 -2.8 -2.9 -2.8 NO NO NO






127_D 158 Mona Vale Road 37 30 36 30 37 31 37 30 60 55 NO NO -0.5 -0.3 -0.5 -0.3 NO NO NO

95_Golf_1 256 Powder Works Road 56 49 56 49 56 49 57 49 60 55 NO NO 0.3 -0.1 0.3 0.0 NO NO NO

96_Golf_2 256 Powder Works Road 49 42 49 43 49 43 50 43 60 55 NO NO 0.3 0.4 0.2 0.5 NO NO NO

97_Golf_Club_A 256 Powder Works Road 46 39 46 40 47 40 47 41 60 55 NO NO 0.4 0.7 0.4 0.7 NO NO NO

97_Golf_Club_B 256 Powder Works Road 44 37 42 34 44 37 42 35 60 55 NO NO -2.0 -2.4 -2.0 -2.4 NO NO NO



ID1,8

2021

L Aeq,period

2031


Exceeded



mitigation?2,5



104_Monash_Country_Club_A 256 Powder Works Road 45 38 45 39 45 39 46 39 60 55 NO NO 0.5 0.8 0.5 0.8 NO NO NO

104_Monash_Country_Club_B 256 Powder Works Road 42 35 40 33 43 36 40 34 60 55 NO NO -2.5 -2.1 -2.7 -2.3 NO NO NO

104_Monash_Country_Club_C 256 Powder Works Road 35 29 37 31 35 29 37 31 60 55 NO NO 1.6 1.6 1.8 1.9 NO NO NO

104_Monash_Country_Club_D 256 Powder Works Road 42 36 44 38 42 36 44 38 60 55 NO NO 2.0 2.0 2.1 2.3 NO NO NO

111_Tennis_Court 419 Booralie Road 48 42 50 44 48 42 50 44 60 55 NO NO 2.0 1.9 2.0 1.9 NO NO NO

112_Tennis_Pavillion_A 419 Booralie Road 47 41 49 42 47 41 49 43 60 55 NO NO 1.8 1.7 1.8 1.9 NO NO NO

112_Tennis_Pavillion_B 419 Booralie Road 38 32 40 34 38 32 40 34 60 55 NO NO 2.0 2.0 2.0 2.1 NO NO NO

112_Tennis_Pavillion_C 419 Booralie Road 38 32 40 34 39 32 41 35 60 55 NO NO 2.0 2.0 2.0 2.1 NO NO NO

112_Tennis_Pavillion_D 419 Booralie Road 48 42 50 43 48 42 50 44 60 55 NO NO 1.7 1.6 1.8 1.7 NO NO NO

113_Terry_Hills_Fields 419 Booralie Road 44 38 46 40 45 38 47 40 60 55 NO NO 1.9 1.8 2.0 1.9 NO NO NO

Table E.2 presents the predicted Leq,1hr modelled results for noise sensitive receivers.




4. Cumulative noise limit is 5 dB(A) above the NCG criteria. Receivers that are at or above daytime LAeq,1hr 60 dB(A) and night time LAeq,1hr 55 dB(A) may be referred to as acute.

5. Consideration of additional mitigation is required where either predicted design year levels: (1) exceed NCG criterion (as there are no flows for No Build scenario, therefore change will exceed 2 dB); or (2) are equal to or above the cumulative limit,.

6. Day (D) = 7.00am to 10.00pm; Night (N) = 10.00pm to 7.00am.


Table E.2: Operational 1 hour External Noise Predictions – Residential Receivers on Local Roads

ID1,8 Address

2021 Build External L 1h 2031 Build External L 1h NCG Criteria (External L 1h) Criteria

Exceeded

Equal to or above Cumulative

Limit during design year

Consider

Mitigation?2,5


18_A 8 Tumburra Street 46 33 46 33 55 50 NO NO NO NO

18_B 8 Tumburra Street 46 33 46 33 55 50 NO NO NO NO

18_C 8 Tumburra Street 45 33 46 34 55 50 NO NO NO NO

18_D 8 Tumburra Street 45 33 46 34 55 50 NO NO NO NO

19_A 31 Addison Road 54 52 55 52 55 50 YES NO NO YES

19_B 31 Addison Road 51 48 51 48 55 50 NO NO NO NO

19_C 31 Addison Road 36 33 36 33 55 50 NO NO NO NO

19_D 31 Addison Road 49 47 50 47 55 50 NO NO NO NO

20_A 21 Addison Road 43 37 44 37 55 50 NO NO NO NO








ID1,8 Address


Exceeded



Consider

Mitigation?2,5


22_C 8 Tumburra Street 59 57 60 57 55 50 YES NO YES YES

22_D 8 Tumburra Street 55 52 55 52 55 50 YES NO NO YES

25_A 1 Bungendore Street 51 49 52 49 55 50 NO NO NO NO

25_B 1 Bungendore Street 45 42 45 42 55 50 NO NO NO NO

25_C 1 Bungendore Street 34 31 35 32 55 50 NO NO NO NO

25_D 1 Bungendore Street 49 46 49 46 55 50 NO NO NO NO

29_A 4 Harvey Road 37 34 38 35 55 50 NO NO NO NO

29_B 4 Harvey Road 32 28 33 28 55 50 NO NO NO NO

29_C 4 Harvey Road 31 28 31 28 55 50 NO NO NO NO

29_D 4 Harvey Road 34 31 34 31 55 50 NO NO NO NO



50_C 10 Tumburra Street 40 38 41 38 55 50 NO NO NO NO

50_D 10 Tumburra Street 43 35 43 35 55 50 NO NO NO NO

63_A 173 Mona Vale Road 34 28 35 28 55 50 NO NO NO NO

63_B 173 Mona Vale Road 40 36 40 37 55 50 NO NO NO NO

63_C 173 Mona Vale Road 46 42 47 43 55 50 NO NO NO NO

63_D 173 Mona Vale Road 45 41 46 41 55 50 NO NO NO NO

64_A 173 Mona Vale Road 45 40 45 41 55 50 NO NO NO NO

64_B 173 Mona Vale Road 36 29 36 29 55 50 NO NO NO NO



65_A 20 Addison Road 61 58 61 58 55 50 YES YES YES YES












72_A 30 Addison Road 46 43 47 44 55 50 NO NO NO NO




118_A 2-10 Bungendore Street 46 43 47 44 55 50 NO NO NO NO



ID1,8 Address


Exceeded



Consider

Mitigation?2,5


118_B 2-10 Bungendore Street 44 41 44 41 55 50 NO NO NO NO

118_C 2-10 Bungendore Street 31 28 32 28 55 50 NO NO NO NO

118_D 2-10 Bungendore Street 42 39 42 39 55 50 NO NO NO NO

119_A 2-10 Bungendore Street 50 47 50 47 55 50 NO NO NO NO

119_B 2-10 Bungendore Street 46 43 46 44 55 50 NO NO NO NO

119_C 2-10 Bungendore Street 34 31 35 32 55 50 NO NO NO NO

119_D 2-10 Bungendore Street 47 44 47 44 55 50 NO NO NO NO



Table E.3 presents the predicted Leq,1hr modelled results for non-residential noise sensitive receivers.





5. Where either predicted design year levels: (1) exceed NCG criterion and change in noise levels exceed 2 dB(A); or (2) are equal to or above the cumulative limit, consideration of additional mitigation is required.



Table E.3: Operational 1 hour Internal Noise Predictions – Non Residential Receivers

ID1,7 2021 Internal L 1h

2031 Internal L 1h NCG Criteria (L1h internal)

Criteria

Exceeded

Change in noise level3 Equal to or Above

Cumulative Limit4

Consider further

mitigation?2,5

No Build Build No Build Build 2021 2031

58_ Bahai_Accomm _A 53 55 54 55 35 n/a 1.6 1.8 n/a n/a

58_ Bahai_Accomm _B 49 51 49 51 35 n/a 1.6 1.9 n/a n/a

58_ Bahai_Accomm _C 36 37 36 38 35 n/a 1.8 2.0 n/a n/a

58_ Bahai_Accomm _D 46 48 46 49 35 n/a 2.1 2.4 n/a n/a









90_Baha_A 53 55 54 55 40 YES 1.6 1.8 YES YES

90_Baha_B 49 51 49 51 40 YES 1.6 1.9 NO NO

90_Baha_C 36 37 36 38 40 YES 1.8 2.0 NO YES

90_Baha_D 46 48 46 49 40 YES 2.1 2.4 YES YES

91_Baptist_Church_A 43 46 44 47 40 YES 2.4 2.9 YES YES

91_Baptist_Church_B 49 51 50 52 40 YES 1.6 2.2 YES YES

91_Baptist_Church_C 47 48 48 49 40 YES 0.8 1.4 YES YES

91_Baptist_Church_D 38 39 38 39 40 NO 1.1 1.3 NO NO

92_Church_A 45 47 45 48 40 YES 1.8 2.1 YES YES

92_Church_B 33 35 33 35 40 NO 2.0 2.1 NO NO

92_Church_C 30 31 30 32 40 NO 1.9 2.1 NO NO

92_Church_D 40 42 40 42 40 YES 1.9 2.1 NO YES

116_School_A 36 39 37 39 40 NO 2.5 2.7 NO NO

116_ School_B 37 40 37 40 40 YES 2.5 2.7 NO NO

116_ School_C 30 32 30 33 40 NO 2.4 2.6 NO NO

116_ School_D 24 26 24 26 40 NO 2.1 2.3 NO NO

Job Number 09137 | ACO-NW-001-9137D F-1


CONSTRUCTION NOISE LEVELS



Day Time (Standard Hours) Construction Noise Ranges–Residential Receivers

Predicted Noise Level Ranges, LAeq,15min, dB(A) per Scenario (highly noise affected in red)

ID Address RBL Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Scenario 6 Scenario 7 Scenario 8 Scenario 9

1 17 Yulong Avenue 50 42 58 33 52 38 50 35 55 36 64 36 58 35 51 32 40 35 46

2 13/2a Booralie Road 50 52 68 43 62 48 60 45 65 47 74 47 68 45 61 43 50 45 56

3 12/2a Booralie Road 50 53 69 44 63 49 61 46 66 47 75 47 69 46 61 43 51 46 57

4 11/2a Booralie Road 50 54 69 44 64 49 62 46 66 48 76 48 69 46 62 44 51 46 58

5 2/2a Booralie Road 50 51 67 42 61 47 59 44 64 45 73 45 67 44 59 41 49 44 55

6 3/2a Booralie Road 50 52 67 42 62 47 60 44 64 46 74 46 67 44 60 42 49 44 56

7 4/2a Booralie Road 50 46 61 37 56 42 54 39 59 40 68 40 61 39 54 36 43 39 50

8 5/2a Booralie Road 50 47 62 37 57 42 55 39 59 41 69 41 62 39 55 37 44 39 51

9 17a And B Yulong

Avenue 50 44 59 35 54 40 52 37 57 38 66 38 59 37 52 34 41 37 48

10 15 Yulong Avenue 50 44 60 35 54 40 52 37 57 39 66 39 60 37 53 35 42 37 48

11 13 Yulong Avenue 50 44 59 35 54 40 52 37 57 38 66 38 59 37 52 34 41 37 48

12 11 Yulong Avenue 50 44 59 35 54 40 52 37 57 38 66 38 59 37 52 34 41 37 48

13 9a Yulong Avenue 50 44 59 34 54 39 52 36 56 38 66 38 59 36 52 34 41 36 48

14 7 Yulong Avenue 50 43 59 34 54 39 52 36 56 38 65 38 59 36 52 34 41 36 47

15 5 Yulong Avenue 50 46 61 37 56 42 54 39 59 40 68 40 61 39 54 36 43 39 50

16 201 Mona Vale

Road 50 60 75 50 70 55 68 52 72 54 82 54 75 52 68 50 57 52 64

21 331a Mccarrs Creek

Road 50 53 69 44 63 49 61 46 66 47 75 47 69 46 61 43 51 46 57

23 8 Tumburra Street 50 50 66 41 60 46 58 43 63 45 72 45 66 43 59 41 48 43 54

24 331 Mccarrs Creek

Road 50 47 63 38 57 43 55 40 60 42 69 42 63 40 56 38 45 40 51


Road 50 49 64 39 59 44 57 41 61 43 71 43 64 41 57 39 46 41 53

27 1 Bungendore Street 50 58 74 49 68 54 66 51 71 53 80 53 74 51 67 49 56 51 62

28 114 Kanangra

Avenue 50 48 64 39 58 44 56 41 61 43 70 43 64 41 57 39 46 41 52


Road 50 35 51 26 45 31 43 28 48 30 57 30 51 28 44 26 33 28 39




Road Terrey Hills 50 36 52 27 46 32 44 29 49 30 58 30 52 29 44 26 34 29 40

67 419 Booralie Road 50 37 52 27 47 33 45 30 50 31 59 31 52 30 45 27 34 30 41


Road 50 38 53 28 48 33 46 30 50 32 60 32 53 30 46 28 35 30 42


Road 50 39 55 30 49 35 47 32 52 33 61 33 55 32 47 29 37 32 43


Road 50 41 56 31 51 36 49 33 53 35 63 35 56 33 49 31 38 33 45


Road 50 43 58 33 53 38 51 35 55 37 65 37 58 35 51 33 40 35 47

85 57 Waratah Road 50 45 61 36 55 41 53 38 58 40 67 40 61 38 54 36 43 38 49

30 15 Wirreanda Road 41 53 69 44 63 49 61 46 66 48 75 48 69 46 62 44 51 46 57

31 15 Wirreanda Road 41 54 69 44 64 49 62 46 66 48 76 48 69 46 62 44 51 46 58

32 13 Wirreanda Road 41 53 69 44 63 49 61 46 66 48 75 48 69 46 62 44 51 46 57

34 13 Wirreanda Road 41 48 63 38 58 43 56 40 60 42 70 42 63 40 56 38 45 40 52

35 13 Wirreanda Road 41 40 56 31 50 36 48 33 53 35 62 35 56 33 49 31 38 33 44

36 13 Wirreanda Road 41 38 54 29 49 34 47 31 51 33 60 33 54 31 47 29 36 31 42

37 11 Wirreanda Road 41 71 87 62 81 67 79 64 84 65 93 65 87 64 79 61 69 64 75

38 11 Wirreanda Road 41 61 77 52 72 57 70 54 74 56 84 56 77 54 70 52 59 54 66

39 11 Wirreanda Road 41 55 71 46 65 51 63 48 68 49 77 49 71 48 63 45 53 48 59

40 7-9 Wirreanda Road 41 65 81 56 75 61 73 58 78 59 87 59 81 58 73 55 63 58 69

41 5 Wirreanda Road 41 59 75 50 69 55 67 52 72 53 81 53 75 52 67 49 57 52 63

46 11 Wirreanda Road 41 71 87 62 81 67 79 64 84 65 93 65 87 64 79 61 69 64 75

33 7-9 Wirreanda Road

41 61 77 52 72 57 70 54 74 56 84 56 77 54 70 52 59 54 66

17 2 Tumburra Street 41 71 87 62 81 67 79 64 84 65 93 65 87 64 79 61 69 64 75

18 8 Tumburra Street 41 35 50 26 45 31 43 28 48 29 57 29 50 28 43 25 32 28 39

19 31 Addison Road 42 36 52 27 47 32 45 29 49 31 59 31 52 29 45 27 34 29 41

20 21 Addison Road 41 38 53 29 48 34 46 31 51 32 60 32 53 31 46 28 35 31 42

22 8 Tumburra Street

41 34 49 24 44 30 42 27 47 28 56 28 49 27 42 24 31 27 38

25 1 Bungendore Street 41 35 50 25 45 30 43 27 47 29 57 29 50 27 43 25 32 27 39



29 4 Harvey Road 41 33 49 24 44 29 42 26 46 28 56 28 49 26 42 24 31 26 38

42 3 Wirreanda Road

North 41 62 78 53 73 58 71 55 75 57 85 57 78 55 71 53 60 55 67

43 3 Wirreanda Road

North 41 52 68 43 62 48 60 45 65 47 74 47 68 45 61 43 50 45 56

44 17 Tumburra Street 41 48 64 39 59 44 57 41 61 43 71 43 64 41 57 39 46 41 53

45 15 Tumburra Street 41 42 57 32 52 37 50 34 54 36 64 36 57 34 50 32 39 34 46

47 15 Tumburra Street 41 49 65 40 60 45 58 42 62 44 71 44 65 42 58 40 47 42 53

48 1 Wirreanda Road 41 59 75 50 69 55 67 52 72 53 81 53 75 52 67 49 57 52 63

49 9 Harvey Road 41 50 66 41 60 46 58 43 63 44 72 44 66 43 58 40 48 43 54

50 10 Tumburra Street 41 40 56 31 50 36 48 33 53 34 62 34 56 33 49 30 38 33 44

51 4 Tumburra Street 41 60 75 50 70 55 68 52 72 54 82 54 75 52 68 50 57 52 64

52 5 Addison Road 41 59 75 50 69 55 67 52 72 53 81 53 75 52 67 49 57 52 63

53 11 Addison Road 41 47 63 38 57 43 55 40 60 42 69 42 63 40 56 38 45 40 51

54 11 Addison Road 41 47 62 37 57 42 55 39 59 41 69 41 62 39 55 37 44 39 51

55 5 Addison Road 41 52 68 43 62 48 60 45 65 47 74 47 68 45 61 43 50 45 56

56 11 Addison Road 41 58 74 49 68 54 66 51 71 53 80 53 74 51 67 49 56 51 62

57 20 Addison Road 52 62 78 53 73 58 71 55 75 57 85 57 78 55 71 53 60 55 67

58 173 Mona Vale

Road 52 62 78 53 73 58 71 55 75 57 85 57 78 55 71 53 60 55 67

59 173 Mona Vale

Road 52 54 69 44 64 49 62 46 66 48 76 48 69 46 62 44 51 46 58

60 173 Mona Vale

Road Ingleside 52 51 67 42 61 47 59 44 64 45 73 45 67 44 59 41 49 44 55

61 173 Mona Vale

Road 52 45 60 35 55 40 53 37 57 39 67 39 60 37 53 35 42 37 49

63 173 Mona Vale

Road 52 44 59 34 54 39 52 36 56 38 66 38 59 36 52 34 41 36 48

64 173 Mona Vale

Road 52 38 54 29 49 34 47 31 51 33 61 33 54 31 47 29 36 31 43

65 20 Addison Road 52 34 49 25 44 30 42 27 47 28 56 28 49 27 42 24 31 27 38

68 167 Mona Vale

Road 52 57 73 48 67 53 65 50 70 51 79 51 73 50 65 47 55 50 61

69 169 Mona Vale

Road 52 43 59 34 54 39 52 36 56 38 65 38 59 36 52 34 41 36 47



72 30 Addison Road 52 37 53 28 47 33 45 30 50 31 59 31 53 30 45 27 35 30 41

74 165a Mona Vale

Road 52 39 54 29 49 34 47 31 51 33 61 33 54 31 47 29 36 31 43

75 165 Mona Vale

Road 52 38 54 29 49 34 47 31 51 33 61 33 54 31 47 29 36 31 43

76 172 Mona Vale

Road 40 38 54 29 48 34 46 31 51 33 60 33 54 31 47 29 36 31 42

78 176 Mona Vale

Road 40 46 62 37 56 42 54 39 59 41 68 41 62 39 55 37 44 39 50

79 178 Mona Vale

Road 40 55 71 46 66 51 64 48 68 50 78 50 71 48 64 46 53 48 60

80 57 Waratah Road 40 40 55 30 50 36 48 33 53 34 62 34 55 33 48 30 37 33 44

81 59 Waratah Road 40 40 56 31 50 36 48 33 53 35 62 35 56 33 49 31 38 33 44

82 61 Waratah Road 40 40 56 31 51 36 49 33 53 35 62 35 56 33 49 31 38 33 44

83 65 Waratah Road 40 42 57 32 52 37 50 34 54 36 64 36 57 34 50 32 39 34 46

84 317 Powder Works

Road 40 43 59 34 53 39 51 36 56 38 65 38 59 36 52 34 41 36 47

86 292 Powder Works

Road 40 55 71 46 66 51 64 48 68 50 78 50 71 48 64 46 53 48 60

87 292 Powder Works

Road 40 54 69 44 64 49 62 46 66 48 76 48 69 46 62 44 51 46 58

89 4b Kimbriki Road 41 65 81 56 75 61 73 58 78 59 87 59 81 58 73 55 63 58 69

88 4a Kimbriki Road 41 74 90 65 85 70 83 67 87 69 97 69 90 67 83 65 72 67 79

117 129 Mona Vale

Road 52 33 48 23 43 29 41 26 46 27 55 27 48 26 41 23 30 26 37

118 2-10 Bungendore

Street 40 49 65 40 59 45 57 42 62 44 71 44 65 42 58 40 47 42 53

119 2-10 Bungendore

Street 40 55 71 46 65 51 63 48 68 49 77 49 71 48 63 45 53 48 59

120 129 Mona Vale

Road 52 44 60 35 54 40 52 37 57 38 66 38 60 37 52 34 42 37 48

121 166 Mona Vale

Road 41 46 62 37 56 42 54 39 59 40 68 40 62 39 55 36 44 39 50

122 164 Mona Vale

Road 41 35 50 25 45 31 43 28 48 29 57 29 50 28 43 25 32 28 39

123 162 Mona Vale

Road 41 34 50 25 44 30 42 27 47 29 56 29 50 27 43 25 32 27 38

124 160 Mona Vale

Road 41 34 49 24 44 29 42 26 46 28 56 28 49 26 42 24 31 26 38

125 56 Waratah Road 41 34 49 25 44 30 42 27 47 28 56 28 49 27 42 24 31 27 38



126 54 Waratah Road 41 33 49 24 43 29 41 26 46 27 55 27 49 26 41 23 31 26 37

127 158 Mona Vale

Road 41 33 48 23 43 28 41 25 45 27 55 27 48 25 41 23 30 25 37

Day Time (Standard Hours) Construction Noise RBL Exceedances – Residential Receivers

Predicted Noise Level Ranges, LAeq,15min, dB(A) per Scenario (above the RBL)

Receiver RBL Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Scenario 6 Scenario 7 Scenario 8 Scenario 9

1 50 0 8 0 2 0 0 0 5 0 14 0 8 0 1 0 0 0 0

2 50 2 18 0 12 0 10 0 15 0 24 0 18 0 11 0 0 0 6

3 50 3 19 0 13 0 11 0 16 0 25 0 19 0 11 0 1 0 7

4 50 4 19 0 14 0 12 0 16 0 26 0 19 0 12 0 1 0 8

5 50 1 17 0 11 0 9 0 14 0 23 0 17 0 9 0 0 0 5

6 50 2 17 0 12 0 10 0 14 0 24 0 17 0 10 0 0 0 6

7 50 0 11 0 6 0 4 0 9 0 18 0 11 0 4 0 0 0 0

8 50 0 12 0 7 0 5 0 9 0 19 0 12 0 5 0 0 0 1

9 50 0 9 0 4 0 2 0 7 0 16 0 9 0 2 0 0 0 0

10 50 0 10 0 4 0 2 0 7 0 16 0 10 0 3 0 0 0 0



11 50 0 9 0 4 0 2 0 7 0 16 0 9 0 2 0 0 0 0

12 50 0 9 0 4 0 2 0 7 0 16 0 9 0 2 0 0 0 0

13 50 0 9 0 4 0 2 0 6 0 16 0 9 0 2 0 0 0 0

14 50 0 9 0 4 0 2 0 6 0 15 0 9 0 2 0 0 0 0

15 50 0 11 0 6 0 4 0 9 0 18 0 11 0 4 0 0 0 0

16 50 10 25 0 20 5 18 2 22 4 32 4 25 2 18 0 7 2 14

21 50 3 19 0 13 0 11 0 16 0 25 0 19 0 11 0 1 0 7

23 50 0 16 0 10 0 8 0 13 0 22 0 16 0 9 0 0 0 4

24 50 0 13 0 7 0 5 0 10 0 19 0 13 0 6 0 0 0 1

26 50 0 14 0 9 0 7 0 11 0 21 0 14 0 7 0 0 0 3

27 50 8 24 0 18 4 16 1 21 3 30 3 24 1 17 0 6 1 12

28 50 0 14 0 8 0 6 0 11 0 20 0 14 0 7 0 0 0 2

62 50 0 1 0 0 0 0 0 0 0 7 0 1 0 0 0 0 0 0

66 50 0 2 0 0 0 0 0 0 0 8 0 2 0 0 0 0 0 0

67 50 0 2 0 0 0 0 0 0 0 9 0 2 0 0 0 0 0 0

70 50 0 3 0 0 0 0 0 0 0 10 0 3 0 0 0 0 0 0

71 50 0 5 0 0 0 0 0 2 0 11 0 5 0 0 0 0 0 0

73 50 0 6 0 1 0 0 0 3 0 13 0 6 0 0 0 0 0 0

77 50 0 8 0 3 0 1 0 5 0 15 0 8 0 1 0 0 0 0

85 50 0 11 0 5 0 3 0 8 0 17 0 11 0 4 0 0 0 0

30 41 12 28 3 22 8 20 5 25 7 34 7 28 5 21 3 10 5 16

31 41 13 28 3 23 8 21 5 25 7 35 7 28 5 21 3 10 5 17

32 41 12 28 3 22 8 20 5 25 7 34 7 28 5 21 3 10 5 16

34 41 7 22 0 17 2 15 0 19 1 29 1 22 0 15 0 4 0 11

35 41 0 15 0 9 0 7 0 12 0 21 0 15 0 8 0 0 0 3

36 41 0 13 0 8 0 6 0 10 0 19 0 13 0 6 0 0 0 1

37 41 30 46 21 40 26 38 23 43 24 52 24 46 23 38 20 28 23 34



38 41 20 36 11 31 16 29 13 33 15 43 15 36 13 29 11 18 13 25

39 41 14 30 5 24 10 22 7 27 8 36 8 30 7 22 4 12 7 18

40 41 24 40 15 34 20 32 17 37 18 46 18 40 17 32 14 22 17 28

41 41 18 34 9 28 14 26 11 31 12 40 12 34 11 26 8 16 11 22

46 41 30 46 21 40 26 38 23 43 24 52 24 46 23 38 20 28 23 34

33 41 20 36 11 31 16 29 13 33 15 43 15 36 13 29 11 18 13 25

17 41 30 46 21 40 26 38 23 43 24 52 24 46 23 38 20 28 23 34

18 41 0 9 0 4 0 2 0 7 0 16 0 9 0 2 0 0 0 0

20 41 0 12 0 7 0 5 0 10 0 19 0 12 0 5 0 0 0 1

22 41 0 8 0 3 0 1 0 6 0 15 0 8 0 1 0 0 0 0

25 41 0 9 0 4 0 2 0 6 0 16 0 9 0 2 0 0 0 0

29 41 0 8 0 3 0 1 0 5 0 15 0 8 0 1 0 0 0 0

42 41 21 37 12 32 17 30 14 34 16 44 16 37 14 30 12 19 14 26

43 41 11 27 2 21 7 19 4 24 6 33 6 27 4 20 2 9 4 15

44 41 7 23 0 18 3 16 0 20 2 30 2 23 0 16 0 5 0 12

45 41 1 16 0 11 0 9 0 13 0 23 0 16 0 9 0 0 0 5

47 41 8 24 0 19 4 17 1 21 3 30 3 24 1 17 0 6 1 12

48 41 18 34 9 28 14 26 11 31 12 40 12 34 11 26 8 16 11 22

49 41 9 25 0 19 5 17 2 22 3 31 3 25 2 17 0 7 2 13

50 41 0 15 0 9 0 7 0 12 0 21 0 15 0 8 0 0 0 3

51 41 19 34 9 29 14 27 11 31 13 41 13 34 11 27 9 16 11 23

52 41 18 34 9 28 14 26 11 31 12 40 12 34 11 26 8 16 11 22

53 41 6 22 0 16 2 14 0 19 1 28 1 22 0 15 0 4 0 10

54 41 6 21 0 16 1 14 0 18 0 28 0 21 0 14 0 3 0 10

55 41 11 27 2 21 7 19 4 24 6 33 6 27 4 20 2 9 4 15

56 41 17 33 8 27 13 25 10 30 12 39 12 33 10 26 8 15 10 21

57 52 10 26 1 21 6 19 3 23 5 33 5 26 3 19 1 8 3 15



58 52 10 26 1 21 6 19 3 23 5 33 5 26 3 19 1 8 3 15

59 52 2 17 0 12 0 10 0 14 0 24 0 17 0 10 0 0 0 6

60 52 0 15 0 9 0 7 0 12 0 21 0 15 0 7 0 0 0 3

61 52 0 8 0 3 0 1 0 5 0 15 0 8 0 1 0 0 0 0

63 52 0 7 0 2 0 0 0 4 0 14 0 7 0 0 0 0 0 0

64 52 0 2 0 0 0 0 0 0 0 9 0 2 0 0 0 0 0 0

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68 52 5 21 0 15 1 13 0 18 0 27 0 21 0 13 0 3 0 9

69 52 0 7 0 2 0 0 0 4 0 13 0 7 0 0 0 0 0 0

72 52 0 1 0 0 0 0 0 0 0 7 0 1 0 0 0 0 0 0

74 52 0 2 0 0 0 0 0 0 0 9 0 2 0 0 0 0 0 0

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76 40 0 14 0 8 0 6 0 11 0 20 0 14 0 7 0 0 0 2

78 40 6 22 0 16 2 14 0 19 1 28 1 22 0 15 0 4 0 10

79 40 15 31 6 26 11 24 8 28 10 38 10 31 8 24 6 13 8 20

80 40 0 15 0 10 0 8 0 13 0 22 0 15 0 8 0 0 0 4

81 40 0 16 0 10 0 8 0 13 0 22 0 16 0 9 0 0 0 4

82 40 0 16 0 11 0 9 0 13 0 22 0 16 0 9 0 0 0 4

83 40 2 17 0 12 0 10 0 14 0 24 0 17 0 10 0 0 0 6

84 40 3 19 0 13 0 11 0 16 0 25 0 19 0 12 0 1 0 7

86 40 15 31 6 26 11 24 8 28 10 38 10 31 8 24 6 13 8 20

87 40 14 29 4 24 9 22 6 26 8 36 8 29 6 22 4 11 6 18

89 40 24 40 15 34 20 32 17 37 18 46 18 40 17 32 14 22 17 28

88 41 33 49 24 44 29 42 26 46 28 56 28 49 26 42 24 31 26 38

117 41 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

118 52 9 25 0 19 5 17 2 22 4 31 4 25 2 18 0 7 2 13

119 40 15 31 6 25 11 23 8 28 9 37 9 31 8 23 5 13 8 19



120 40 0 8 0 2 0 0 0 5 0 14 0 8 0 0 0 0 0 0

121 52 5 21 0 15 1 13 0 18 0 27 0 21 0 14 0 3 0 9

122 41 0 9 0 4 0 2 0 7 0 16 0 9 0 2 0 0 0 0

123 41 0 9 0 3 0 1 0 6 0 15 0 9 0 2 0 0 0 0

124 41 0 8 0 3 0 1 0 5 0 15 0 8 0 1 0 0 0 0

125 41 0 8 0 3 0 1 0 6 0 15 0 8 0 1 0 0 0 0

126 41 0 8 0 2 0 0 0 5 0 14 0 8 0 0 0 0 0 0

127 41 0 7 0 2 0 0 0 4 0 14 0 7 0 0 0 0 0 0

Job Number 09137 | ACO-NW-001-9137D G-11


NOISE CONTOUR MAPS

Job Number 09137 | ACO-NW-001-9137D G-12


Documents

Mona Vale Road West Upgrade - Review of Environmental ......Mona Vale Road is the main east-west link between the Pacific Highway, Pymble and Pittwater Road at Mona Vale, totalling