10. Noise and vibration - South Cambridgeshire District Council

Transcription

A new urban village for Cambridge
Land north of Newmarket Road, Cambridge
Outline planning application to South Cambridgeshire District Council
Environmental Statement
Chapter
Chapter 10
2
Noise and Vibration
Site description
and proposed
development
10
Land North of Newmarket Road
10
Noise and vibration
Noise and vibration
Introduction
10.1
This chapter, written by Bickerdike Allen Partners, considers the likely significant effects
of noise and vibration predicted to arise from the construction of the proposed
development project in Cambridge. The proposed development will involve the phased
construction of a large residential, retail, educational and recreational park located on
the eastern outskirts of Cambridge, just to the north of Cambridge Airport. The site and
development proposals are described in detail in chapter 2.
10.2
This chapter considers how noise from the site, during development as well as postconstruction, will affect the local environment and also whether any significant noise
impacts are expected to arise as a result. Consideration is also given to how existing
noise sources will affect the proposed development site, based on both current activity
and activity that may occur in the future.
10.3
Specifically, consideration has been given to the following in this chapter:
Noise and vibration effects of proposed development
•
Construction of development in phases
•
Road traffic associated with the development
Noise effects on proposed development
•
Air noise from Cambridge Airport
•
Ground noise from engine testing at Cambridge Airport
•
Road traffic noise from existing roads
•
Industrial noise from surrounding sites
10.4
Consideration is given to the mitigation measures required to address any significant
impacts arising from this assessment and a description of any residual impacts
identified.
10.5
The cumulative noise effects of any other proposed developments are also taken into
account in this chapter.
10.6
References used in the preparation of this chapter are set out in table 10.1.
Explanatory Note to Noise Policy Statement for England (Defra)
Environmental Protection Act 1990
Planning Policy Guidance PPG 24 Planning and Noise, 1994, Department of the Environment.
Environmental Health Criteria 12 – Noise. World Health Organisation, 1980.
The Use of Leq as an Aircraft Noise Index, DORA Report 9023, Civil Aviation Authority, 1990
Report of a Field Study of Aircraft Noise and Sleep Disturbance, Department of Transport,
December 1992, Ollerhead J B et al.
Federal Aviation Administration, Office of the Environment and Energy. Integrated Noise Model
(INM) Version 7.0c.
European Civil Aviation Conference, Report on Standard Method of Computing Noise Contours
around Civil Airports, ECAC.CEAC Doc. 29 (2 vols.), December 2005.
Department of Transport Welsh Office HMSO, 1988, Calculation of Road Traffic Noise.
Table 10.1 References and data sources
Marshall of Cambridge (Airport Properties) Limited
December 2013
Noise and vibration
Planning policies and guidelines
10.7
Various policies and guidelines have been consulted in the preparation of this chapter
which are discussed in detail in appendix G. The relevant policies and guidelines are
listed below which have been used for the purposes of establishing the impact of the
proposed development on the existing environment and the impact of the prevailing
environmental noise sources on the proposed future population. They include central
government guidance on planning and noise, local government policies and plans and
individual guidance documents such as British Standards.
National planning policies
National Planning Policy Framework (NPPF) (March 2012)
10.8
The National Planning Policay Framework (NPPF) published 27th March 2012, sets out
the government's planning policies for England and how these are expected to be
applied. It is designed to make the planning system less complex and more accessible,
to protect the environment and to promote sustainable growth.
Noise Policy Statement for England (NPSE) (March 2010)
10.9
The Noise Policy Statement for England (NPSE) provides the framework for noise
management decisions to be made that ensure noise levels do not place an
unacceptable burden on society.
10.10
The stated aims of the NPSE are to:
•
Avoid significant adverse impacts on health and quality of life from environmental,
neighbour and neighbourhood noise within the context of Government policy on
sustainable development
•
Mitigate and minimise adverse impacts on health and quality of life from
environmental, neighbour and neighbourhood noise within the context of
Government policy on sustainable development
•
Where possible, contribute to the improvement of health and quality of life through
the effective management and control of environmental, neighbour and
neighbourhood noise within the context of Government policy on sustainable
development
Planning Policy Guidance 24 (PPG 24) (September 1994)
10.11
Planning Policy Guidance 24 (PPG 24) is replaced by the NPPF of March 2012
(described above), which sets out the Government's planning policies for England. PPG
24 is still currently referred to in local planning guidance around the UK and, as a result,
is likely to remain relevant within the timescale of the present application. The criteria
contained within PPG 24 are also based around technical guidance which remains
current today and, as a result, the technical guidance concerning the control of noise is
still relevant to the assessment of noise impact.
December 2013
Noise and vibration
dB LAeq,16h
Guidance/Experience with regard to aircraft noise (daytime)
< 57
Noise need not be considered as a determining factor in granting planning
permission, although the noise level at the high end of the category should not
be regarded as a desirable level.
PPG 24 Category A.
57 – 66
Noise should be taken into account when determining planning applications and,
where appropriate, conditions imposed to ensure an adequate level of protection
against noise.
PPG 24 Category B.
66 – 72
Planning permission for housing should not normally be granted. Where it is
considered that planning permission should be given, for example because there
are no alternative quieter sites available, conditions should be imposed to ensure
a commensurate level of protection against noise.
PPG 24 Category C.
> 72
Planning permission for housing should normally be refused.
PPG 24 Category D.
Table 10.2 - PPG24 Guidance with regard to aircraft noise (daytime)
Environmental noise regulations (October 2006)
10.12
Cambridge Airport, being in close proximity to the Cambridge agglomeration, is required
under these Regulations to produce noise maps on a rolling (5 year) basis. The noise
maps for the Airport were issued to Department for the Environment and Rural Affairs
(Defra) in October 2012 and are awaiting publication. The maps are used in “developing
co-ordinated and cost-effective action plans to reduce noise”.
Aviation Policy Framework (March 2013)
10.13
The Aviation Policy Framework (APF) was published this year in March by the
Department for Transport (DfT). The APF replaces the 2003 Future of Air Transport
White Paper in conjunction with relevant policies and any decisions which Government
may take in response to recommendations made by the Airports Commission which is
due to issue its final report and recommendations in 2015.
Control of Pollution Act 1974
10.14
This Act provides a means for regulating construction noise.
Regional Planning Policies
10.15 Cambridge City Council and South Cambridgeshire District Council (SCDC) are
preparing new local plans for the Cambridge area for the period up to 2031. The
existing development plans for the area are the Cambridge Local Plan (adopted 2006)
and the South Cambridgeshire Local Development Framework (adopted between 2007
and 2010).
British standards and guidelines
BS 5228 (2009) Noise and Vibration Control on Construction and Open Sites
10.16
BS 5228, Part 1 provides guidance concerning methods of predicting and measuring
construction noise and assessing its impact on those exposed to it.
10.17
BS 5228 Part 2 provides recommendations for vibration control measures which can be
adopted to ensure good practice and enable construction activities that produce
December 2013
Noise and vibration
vibration, such as piling, to be carried out economically with as little disturbance to the
community as practicable. In general terms, the standard identifies how people react to
construction vibration levels of different magnitudes as set out in table 10.3.
Vibration
Level (ppv)
Effect
0.14 mms-1
Vibration might be just perceptible in the most sensitive situations for most
vibration frequencies associated with construction. At lower frequencies, people
are less sensitive to vibration.
0.3 mms-1
Vibration might be just perceptible in residential environments.
1.0 mms-1
It is likely that vibration of this level in residential environments will cause
complaint, but can be tolerated if prior warning and explanation has been given
to residents
10.0 mms-1
Vibration is likely to be intolerable for any more than a very brief exposure to this
level.
Table 10.3 – Guidance on effects of vibration levels
BS 8233 (1999) Sound insulation and noise reduction in buildings – code of practice
10.18
This standard provides guidance on the control of external noise in buildings. The
standard presents a number of design ranges for indoor noise levels in spaces when
they are unoccupied (table 10.4).
Criterion
Typical situations
Reasonable resting/sleeping
conditions
Living rooms
Bedrooms
Design range LAeq,T dB
Good
Reasonable
30
30
40
35
Note: For a reasonable standard in bedrooms at night, individual noise events (measured with F
time-weighting) should not normally exceed 45 dB LAmax
Table 10.4 - Indoor ambient noise levels in spaces when they are unoccupied
World Health Organisation
10.19
The World Health Organisation (WHO) “Guidelines for community noise” provides a
range of aspirational noise targets aimed at protecting the health and well-being of the
community. They therefore set out noise targets which represent goals for minimising
the adverse effects of noise on health as opposed to setting absolute noise limits for
planning purposes.
Specific environment
Critical health effects
LAeq(dB)
Time base
(hours)
Reasonable resting/sleeping
conditions
Serious annoyance, daytime evening
55
16
Moderate annoyance, daytime evening
50
16
Table 10.5 –WHO recommended ambient noise levels for outdoor living spaces
BS 4142 (1997) Method of rating industrial noise affecting mixed residential &
industrial areas
10.20
This provides a method of measuring noise from an industrial source, such as plant, and
assessing whether or not it is likely to cause complaint from local residents. It is used to
rate noise affecting both existing premises and new or modified premises.
December 2013
Noise and vibration
Assessment methodology
10.21
The proposed development site will be subject to noise from aircraft noise from
Cambridge Airport, road traffic noise from local road networks, industrial noise from the
North Works site, engine testing ground running noise from use of the test pen located
at the northern end of Cambridge Airport and, for the earlier phases of the development,
construction noise from the completion of the remaining phases of construction. The
proposed development will comprise various noise sensitive receptors including
residential property, a new school, a mixed use Local Centre as well as public open
spaces.
10.22
The existing noise sensitive receptors located around the proposed development site
include residential dwellings, retail in the form of car dealerships, industrial and office
accommodation associated with Marshall of Cambridge Ltd as well as office
accommodation at the Fen Ditton Park and Ride. The principle noise effects on these
noise sensitive receptors will arise as a result of the construction phases of the
proposed development.
10.23
This section describes the methodologies adopted to assess the noise impacts
associated with the above.
10.24
Comments received from the Environmental Health Officer of SCDC have been taken
into account in the baseline noise monitoring and methodology adopted in this chapter.
Air noise assessment methodology
10.25
The methodology used to compute air noise contours is in accordance with current
Government Guidance and European guidance. Air noise contours have been
generated using the Version 7.0d of the Federal Aviation Administration’s Integrated
Noise Model (INM)1. This modelling software is accepted as complying with the
methodology set out in ECAC.CEAC Doc 292 and suitable for producing airport noise
maps used in the strategic noise mapping exercise and production of airport noise
action plans as required under the Environmental Noise (England) Regulations 2006.
10.26
Air noise has been evaluated and expressed in the form of contours, showing dB LAeq,16h
day time noise levels for an average day during the summer period, as is the common
convention in the UK. These contours take account of the number of aircraft operating
during a day and also the noisiness of each.
10.27
Air noise contours have been produced for the following scenarios:
•
2012:
Existing Scenario
•
2026:
Future Scenario
10.28
The draft noise action plan prepared by Cambridge Airport under the Regulations
considers the period from now to 2018 and includes noise contours for the current
period (2011) only. In addition, the contours do not include any effects from helicopters,
only fixed wing operations.
10.29
For the assessment years of 2012 and 2026 considered in this chapter, the number and
mix of aircraft, comprising both fixed wing and helicopter types, have been obtained
following discussions with the airport.
Federal Aviation Administration, Office of the Environment and Energy. Integrated Noise Model (INM) Version 7.0c. 2
European Civil Aviation Conference, Report on Standard Method of Computing Noise Contours around Civil Airports, ECAC.CEAC Doc. 29 (2 vols.), December 2005. 1
December 2013
Noise and vibration
10.30
These contours are shown in figures 10.2 and 10.3 for the current and future scenarios
respectively. The assumptions used to derive air noise contours are set out in technical
appendix G.
10.31
For the early morning flight by a Saab 2000 that occurs just before 7.00am at
Cambridge, the SEL noise footprint on departure and arrival has been generated for
each runway to explore how the noise might spread across the proposed development.
These SEL contours are presented in figures 10.4 and 10.5.
Road traffic noise assessment methodology
10.32
The assessment of road traffic noise has been undertaken using the calculation method
given in the Department of Transport Calculation of Road Traffic Noise publication
(CRTN)3. The details of the input data and assumptions utilised in the assessment are
provided in technical appendix G. Traffic flow information for the current and future
situations, with and without the development, have been provided by WSP.
10.33
Predictions of road traffic noise have been undertaken for the current conditions to
assess the baseline against which to judge future road traffic noise levels with and
without the development in 2026.
10.34
The existing and future road traffic noise conditions, with and without the proposed
development, are presented in figures 10.6 to 10.8 as LA10,18h noise contours. Figures
10.8 to 10.11 show the difference in noise contours between these various scenarios.
Industrial noise assessment methodology
10.35
BS 4142 has been used to rate the likely impact of industrial operations within the North
Works site on local housing, based on the results of noise survey work undertaken in
the vicinity of the North Works site in September of this year.
10.36
The approach taken for engine ground running has been to determine the resulting
noise levels at a set of representative receptor positions during high power ground
running of aircraft positioned in the existing test pen. This allows both the absolute noise
levels and their change over ambient to be determined.
10.37
The Datakustik CadnaA noise prediction software has been used to produce predictions
in accordance with ISO 9613 Acoustics – Attenuation of sound during propagation
outdoors. As a basis for the model an Autocad drawing of the layout of airport site and
surrounding area was imported into the software.
10.38
A model of the surrounding key buildings was developed using the Autocad drawing of
the airport site and surrounding area. Heights were assigned to the included buildings,
with 7m used for the residential properties. For the key airport buildings, such as the
terminals and hangars, heights were provided by the airport and supplemented by
estimates using aerial photography.
10.39
Predictions have been made of the maximum noise from the C130 Hercules aircraft
which is the most common large aircraft that uses the test pen currently. In addition,
consideration has been given to high power ground running by the Airbus A330 aircraft
which could, in the future, carry out ground runs at Cambridge Airport.
10.40
Consideration is being given to re-locating the engine test pen at Cambridge Airport and
the resulting impacts of re-locating the pen are assessed here for the development site.
3
Department of Transport Welsh Office HMSO, 1988, Calculation of Road Traffic Noise.
December 2013
Noise and vibration
10.41
For both the C130 Hercules and Airbus A330 aircraft, reference noise information has
been extracted from the Federal Aviation Administration (FAA) Integrated Noise Model
(INM). The data for the C130 Hercules has been compared to measurements made
during a ground run at the current engine run up bay (ERUB) and found to be
representative.
10.42
The C130 Hercules performs almost all the engine runs currently at the ERUB. The
Airbus A330 represents the largest aircraft that might operate in the pen in the future so
has been modelled at the proposed ERUB only. For the predictions it has been
assumed that the aircraft would be pushed back into the ERUB and so for both the
current facility and for the proposed facility it would face southwest.
Construction noise assessment methodology
10.43
The impact of demolition and construction activities has been assessed using the
prediction methods set out in BS 5228-1:2009, based on assumptions derived from
previous experience of site noise and vibration, and information from the client. Noise
levels at the nearby receptor points such as residential building facades have been
calculated to provide an indication of likely impact due to works relating to this project.
10.44
Access routes, construction techniques and the key areas of assessment are described
below.
Access routes
10.45
Site access routes have been designed so as to minimise traffic going through Fen
Ditton and Cambridge town centre. Site traffic within the site has been routed along a
designated route and site hoardings will separate traffic from the residential walkways.
This is discussed further in the construction section.
Construction techniques
10.46
10.47
The construction techniques likely to be used during the project will comprise a series of
key activities involving the following:
•
Demolition of existing buildings on site
•
Earth moving to clear and prepare site
•
Road building to develop project network
•
Construction of foundations, substructures and superstructures of buildings.
Detailed notes of the techniques and plant associated with different stages of this
project are described with example noise levels in technical appendix G which contains
the assumptions and calculations that underpin this construction noise assessment.
Phasing
10.48
The construction of the development will occur over fourteen years and in three main
phases. Each phase will include one or more of the following:
•
Enabling works and demolition (2014-2018):
Year 1 to 5
•
Replacement of car dealerships (2014-2021):
Year 1 to 8
•
Primary infrastructure and structural planting (2015-2018):
Year 2 to 5
•
Food store and Local Centre (2017-2019):
Year 4 to 6
•
School (2017-2019, exact timing will be subject to detailed S106)
•
Homes (2017-2026):
Year 4 to 13
December 2013
10.49
Noise and vibration
For this noise assessment the construction process has been split into various
categories as follows:
•
Site preparation
•
Concrete breaking
•
Road construction
•
In-situ concrete work
•
Auger piling
•
Buildings sub and superstructure
•
Buildings envelope and fit out
•
Infrastructure demolition
Assessment areas
10.50
The degree of disturbance to the local community due to noise and vibration levels
produced by the construction process will be greatly dependent on their location relative
to the particular site activity. Representative receptors have been identified around the
site and construction noise levels assessed at each with construction activities taking
place at different locations around the site. The different locations chosen to represent
where construction works will take place have been selected to indicate how
construction noise will vary depending on which phase of works is progressing at the
time. For a given receptor, construction noise activities are assumed to occur firstly in
the centre of the nearest phase of works to derive “typical” worst case noise levels.
These represent the values likely to be experienced during the relevant phase of works
in close proximity to the receptor. Additionally, consideration is given to the noise levels
that will arise when all activities are occurring at the closest building position on the
nearest plot to the receptor. This represents an absolute worst case situation and these
noise levels would only be experienced by a receptor for a short space of time, whilst
works take place at this closest position.
10.51
The receptor positions are shown in figure 10.14 together with the assumed source
positions for each phase of the works. The location of the closest activity to a receptor is
also identified and a separation distance identified in diagrams for all receptor positions
included in technical appendix G.
Assessment significance criteria
10.52
Noise assessment criteria are discussed in detail in appendix G. A summary of the
matters covered is set out below.
•
Environmental noise
Air noise
Road traffic noise
•
Industrial noise
Engine testing ground running noise
•
Construction noise
•
Construction vibration
December 2013
Noise and vibration
Environmental noise
Category
Description
For EIA
Explanation
1
Not significant
Noise levels in this category do not have a significant effect on the
community, although the noise level at the boundary of Category 1
and 2, which is based on World Health Organisation guidance1,
should not be regarded as a desirable level.
2
Of slight
significance
The lower end of this category represents the onset of community
annoyance. It becomes increasingly desirable to take steps to
mitigate noise with increasing level.
3
Significant
Noise levels in this category have a significant impact on the
community and are sufficient to trigger official grant schemes,
where new road, rail or airport developments are concerned.
4
Highly
significant
Noise levels in this category correspond to a high degree of
community annoyance and mitigation, in the form of sound
insulation grant schemes, is unlikely to be sufficient to achieve
acceptable internal conditions.
Table 10.8 Significance criteria for environmental noise affecting new dwellings
10.53
The criteria are based on bands that reflect four separate categories of noise, ranging
from “not significant” to “highly significant”. The noise values associated with each band
vary slightly according to the type of noise source, for example, whether aircraft or road
traffic.
Air noise
10.54
Based on government guidance as described in the APF, the daytime air noise levels in
table 10.9 relate to the noise categories identified in table 10.8.
Category
Daytime Noise
Levels
(dB LAeq,16h)
Impact
Significance
1
<57
Negligible
None
2
57-63
Minor
Slightly significant
3
63- 69
Moderate
Significant
4
>=69
Substantial
Highly significant
Table 10.9 Air noise levels corresponding to categories for new dwellings
Note: Daytime is 07.00 to 23.00 hours.
Road traffic
10.55
The procedures given in the “Calculation of Road Traffic Noise” (DOT, 1988), have been
used to determine the extent of current and future road traffic noise. By reference to the
government guidance document PPG 24 “Planning and Noise”, the absolute road traffic
noise criteria used in this assessment are set out in table 10.10.
December 2013
Noise and vibration
Category
Daytime Noise
Levels
(dB LAeq,16h)
Daytime Noise
Levels
(dB LA10,18h)
Impact
Significance
1
<55
<57
Negligible
None
2
55-63
57-65
Minor
Slightly significant
3
63-72
65-74
Moderate
Significant
4
>=72
>=74
Substantial
Highly significant
Table 10.10 Road traffic noise levels corresponding to categories for new dwellings
Note: Daytime is 07.00 to 23.00 hours, night-time is 23.00 to 07.00 hours.
10.56
The subjective importance of changes in road traffic noise level on people relates to the
magnitude of the change and, to some extent, when it occurs. An indication of the
importance is outlined in table 10.11 for road traffic noise, derived from criteria from the
Department of Transport 2011 document “Design Manual for Roads and Bridges,
Volume 11” (DMRB), (table 10.11).
Noise change, dB LA10,18h
Magnitude of Effect
0
No change
0-3
Negligible – Adverse
3-5
Significant Minor – Adverse
5 – 10
Significant Moderate – Adverse
10+
Significant Substantial - Adverse
Table 10.11 – Significance magnitude classification, long term(1) road traffic noise
Note (1): DMRB provides objective assessment criteria in terms of changes in noise for both the
“short term” and the “long term”. Evidence suggests that residents are much more likely to
perceive very small changes in average daytime noise level (1-3dB(A)) following the opening of a
major road infrastructure project. As the proposed development will only change the traffic
volumes on existing established roads the “long term” criteria have been adopted.
Industrial noise
10.57
Local planning requirements set recommended standards for noise emissions from
industrial activities based on BS4142. The North Works site will remain in operation
during the early phases of the proposed development of the site. As a result, there is the
potential for noise emissions to affect the newly constructed housing which form part of
these early phases.
10.58
BS 4142:1997 “Method of rating industrial noise affecting mixed residential and
industrial areas” provides a method of measuring noise from an industrial source, such
as plant, and assessing whether or not it is likely to cause complaint from local
residents. The magnitude classification adopted for industrial noise is given in table
10.12.
Description compared with background noise, dB(A)
Classification
< -10
None
-10 ≤ 0
0 ≤ +5
Significant Minor – Adverse
+5 ≤ +10
Significant Moderate – Adverse
> +10
Significant Substantial - Adverse
Table 10.12 Significance magnitude classification, industrial noise
December 2013
Noise and vibration
Engine testing ground running
10.59
The noise generated during aircraft engine ground running differs from that produced by
aircraft departing and arriving and, as a result, has the potential to be more noticeable
and therefore potentially more disturbing. It also occurs for short durations in general
and at irregular times so that it is not possible to anticipate its occurrence.
10.60
There are no clearly established noise criteria for this intermittent noise activity. Past
studies in the UK have concentrated on criteria with respect to night-time operations
and table 10.13 illustrates some examples.
Airport
Night-time Engine Test Criteria
Exeter
65 dB LAmax
Plymouth
65 dB LAmax
Heathrow
65 dB LAmax (1 minute)
Birmingham
Rating Level C+5 on Background
Table 10.13 – Examples of engine testing noise criteria
10.61
The assessment method adopted here is based on the consideration of an absolute
level, taking the night-time criteria quoted in Table 10.13 and adding 5 dB to account for
daytime operations, giving a maximum level of 70 dB LAmax. The acceptability of engine
ground running is assessed on this basis, taking account of the maximum noise levels
produced during high power ground running.
Construction noise
10.62
The assessment method used to determine levels of construction noise expected from
each phase of development is BS 5288 (2009). On the basis that the ambient noise level
is less than 65 dB LAeq,10h at most noise sensitive receptors around the proposed
development site, the criteria set out in table 10.14 adopted based on guidance set out
in BS 5288 (2009).
Period
Noise level
Classification
Daytime
Monday to Friday 08.00 18.00
Saturday - 08.00 – 13.00
<55 dB LAeq, 10/5h
Negligible – adverse
≥ 55 dB LAeq, 10/5h
Minor – adverse
≥ 65 dB LAeq, 10/5h
Significant Moderate(1)– adverse
≥ 75 dB LAeq, 10/5h
Significant substantial - adverse
Table 10.14 - Construction noise – significance magnitude classification
Notes – If the threshold for moderate magnitude classification is exceeded for a period of 10 or
more days of working in any fifteen consecutive days or for a total number of days exceeding 40
in any 6 month period the magnitude classification is rated as substantial.
Construction vibration
10.63
The impacts of construction vibration have been based on guidance set out in BS
5228:Part 2:2009 and related standards as set out in table 10.15.
December 2013
Noise and vibration
Vibration Limit,
PPV mm/s
Interpreted Significance To HUMANS
Impact Classification
≤ 0.14
Vibration unlikely to be perceptible.
None
0.14 to 0.3
Vibration might just be perceptible in the
most sensitive situations for most vibration
frequencies associated with construction.
0.3 to 1.0
Vibration might just be perceptible in
residential environments.
Minor – Adverse
1.0 to <10.0
It is likely that vibration of this level in
residential environments will cause
complaint, but can be tolerated if prior
warning and explanation has been given to
residents.
Moderate – Adverse
≥10.0
Vibration is likely to be intolerable for any
more than a brief exposure to this level.
Substantial - Adverse
Table 10.15 Vibration limits for human response
Baseline noise and vibration conditions
10.64
This section provides a description of the general noise and vibration conditions in the
vicinity of the proposed development site. In view of the location of the site, the
surrounding community is affected by noise from the local road network, road traffic
along the A14, aircraft activity into and out of Cambridge Airport, aircraft engine ground
running in the test pen at the airport and also some nearby industrial activities. Noise
surveys have been undertaken during both the day-time and night-time at various
locations to the north and the south of the site to determine the current baseline noise
conditions.
10.65
The baseline vibration conditions in the vicinity of residential buildings around the site are
generally dictated by localised road traffic conditions. For dwellings near major roads,
heavy vehicles such as buses and lorries have the potential when passing to produce
perceptible vibration levels within them. For those dwellings located away from busy
roads, vibration levels will be low and the occupants are unlikely to be aware of any
vibration within their premises from outside sources. As a result, no vibration
measurements have been undertaken and it is this low baseline of vibration against
which this development will be assessed.
10.66
The locations at which the baseline noise conditions have been assessed are shown in
figure 10.1
10.67
The noise survey work comprised a combination of attended and unattended noise
monitoring undertaken during periods in March, July, August and September 2013.
Attended noise monitoring was undertaken at various locations around the site, shown
in figure 10.1, and observations made of the noise climate prevailing at the time.
Technical appendix G. contains details of the noise monitoring procedures, survey
dates, observations and results and, for each position identifies the nature of the key
contributors to the noise environment. The results are summarised in tables 10.6 to 10.7
for daytime and night-time respectively. Data is given in terms of the ambient noise level
(LAeq) and background noise level (LA90). All noise sources affect the LAeq index
which, commonly used to denote the ambient noise level, signifies the single steady
average noise exposure level which is equivalent in energy terms to that produced by
the various fluctuating noise levels that occur in the given measurement period. In
contrast, the LA90 index, represents the prevailing background noise level in the
absence of any noise from aircraft in flight. This index denotes that level of noise that is
exceeded for 90% of the time.
December 2013
Pos
Location
Noise and vibration
Daytime
Comments
LA90,T
dB
LAeq,T
dB
Daytime activity
1
Newmarket Road, opposite
Meadowlands Rd
62
72
Road traffic dominates
2
Newmarket Road, adj. to petrol
filling station
61
74
Road traffic dominates. Peaks of cars
exceed those of most planes departing.
3
NW corner of field, near Tiptree
Close
48
50
Distant road traffic noise (from A14)
4
Sunnyside off the Westering
47
51
Industrial hum, road traffic on site. Distant
aircraft activity could be heard.
5
South of High Ditch Road
-
-
See Appendix G.2
6
North of Park and Ride
-
-
See Appendix G.2
7
West of Park and Ride
46
48
Occasional distant aircraft heard. Noise
from the Park and Ride could not be
heard from this position
8
Access road to North Works site
9
Near access road to North Works
Site
10
NE corner of North Works Site
A
Nuttings Road, on green open
space adj to road.
47
58
Infrequent traffic noise and aircraft activity
B
Newmarket Road, in grassy area 2
metres from the road
52
66
Frequent road traffic noise, pedestrian
footfall and aircraft activity
C
Lady Jermy Way, in open field off
road
47
56
Frequent road traffic and pedestrian
footfall. There was also aircraft activity
D
Hatherdene Lane in parking area
41
48
Infrequent road traffic and aircraft and
helicopter activity
U1
Marshall’s Gate A, Newmarket
Road
-
-
See Appendix G.2
U2
In field between High Ditch Road
and Park & Ride.
-
-
See Appendix G.2
Table 10.6 - Baseline noise measurements – daytime
Ref
Location
Daytime
Comments
LA90,T
dB
LAeq,T
dB
Night time
activity
A
Nuttings Road, on green open space adj to road.
N/A
34
B
Newmarket Road, in grassy area 2 metres from
the road
N/A
40
C
Lady Jermy Way, in open field off road
44
D
Hatherdene Lane in parking area
42
U1
Marshall’s Gate A, Newmarket Road
-
-
See Appendix
G.2
U2
In field between High Ditch Road and Park &
Ride.
-
-
See Appendix
G.2
Table 10.7 - Baseline noise measurements – night-time
Notes: i) U1 - Unattended monitoring, A – Attended monitoring.
ii) Daytime: period from 07.00 - 23.00 hours; Night-time: period from 23.00 - 07.00 hours
iii) Attended monitoring results are based on a series of 15 minute measurement samples.
10.68
The baseline noise measurement results indicate that the general ambient noise level,
away from the busy Newmarket Road, lies in the range of 50 to 56 dB LAeq during the
December 2013
Noise and vibration
daytime, with an underlying background noise level of 41 to 48 dB LA90 and in areas
where there is dominant road traffic noise, 66 to 74dB, adjacent to Newmarket Road,
with an underlying background noise level of 52 to 62 dB LA90 . The noise environment
at any given location will depend on its proximity to a major or minor road. Positions 5, 6
and U2 were positioned in an open field away from major roads and traffic. The only
road traffic noise heard, was from distant road traffic on South Ditch Road. There were
only up to half a dozen cars passing on this road per minute. Noise from the A14 to the
north east beyond was just audible. For the rest of the time, aircraft activity could be
heard, including helicopters. Positions A, B, C and D were positioned near to or on busy
main roads, therefore these positions were dominated mostly by road traffic noise.
Aircraft activity could also be heard from these positions. During night periods, road
traffic noise was greatly reduced.
10.69
During the night, attended monitoring was carried out in positions A to D. Ambient noise
levels in these positions generally lie in the range 34 to 44 dB LAeq.
10.70
The general finding is that the amenity areas of the proposed development site will
generally experience ambient daytime noise levels within the recommended WHO limits
of 50 to 55 dB LAeq based on today’s noise environment.
Impact assessment
Air noise impacts
10.71
The contour areas, dwelling counts and population counts associated with the air noise
LAeq,16h contours presented in figures 10.2 and 10.3 are given in table 10.16. This table
identifies separately the number of dwellings and people within various contour bands,
separated into the categories “Without proposed development” and “With proposed
development. The former category relates to all those existing dwellings that lie within
the air noise contours. The latter category includes the former category together with
any residential buildings located within the proposed development.
10.72
Since at this stage, the precise location of dwellings within the proposed development is
unknown, the population has been approximated by a series of points or centroids,
each placed in the centre of a residential plot. If this point or centroid lies within a
contour, then the number of dwellings located on that plot is counted as being inside
the contour. This approach means that on occasions, a contour might just cut a plot but
not identify any properties within the contour and, conversely, might cut just over half a
plot but count all properties in that plot as within a contour. This is a conventional
method of assessing populations within noise contours.
December 2013
Scenario
2012: Existing
2026: Future
Noise and vibration
Contour
band
LAeq,16h dB
Without proposed
development
With proposed
development
Contour
Area (km2)
Dwelling
Pop’n
Dwelling
Pop’n
54
366
865
366
865
1.70
57
0
0
0
0
0.96
60
0
0
0
0
0.59
63
0
0
0
0
0.37
66
0
0
0
0
0.22
69
0
0
0
0
0.12
54
443
1069
443
1069
2.41
57
42
110
42
110
1.37
60
0
0
0
0
0.81
63
0
0
0
0
0.51
66
0
0
0
0
0.31
69
0
0
0
0
0.18
Table 10.16 Area, dwelling and population count within LAeq,16h noise contours
10.73
On figure 10.2, the current daytime contours are plotted on the development plans for
the proposed development site. These show that currently none of the site is within the
57 dB LAeq,16h contour, which is the contour that denotes the onset of significant
community annoyance. Only a small portion of area S1 is within the 54 dB LAeq,16h
contour. The future contours are larger, see figure 10.3, but the 57 dB LAeq,16h contour is
restricted to only containing a small corner of area S1. The 54 dB LAeq,16h contour
contains some of area S1 and small corners of areas S2 and S9. Area S9 is the school
site where noise levels will lie at or below 54 dB LAeq,16h. As a result, the noise climate
should not require any special noise control measures to be undertaken. Area S2 is
planned to be residential and S1 could contain some residential properties. As a result,
there may be a few properties exposed to air noise levels within the 54 dB LAeq,16h but
none would be exposed to greater than 57 dB LAeq,16h. ,ie. the border line value between
Category 1 and 2 in table 10.8. For dwellings in Category 1, air noise is of no
significance where PPG24 advised noise need not be considered a determining factor in
granting planning permission. For dwellings in Category 2, air noise is of slight
significance with minor impact. Figure 10.3 also shows that a large proportion of the
amenity space, including sports fields will be exposed to less than 55 dB LAeq from
aircraft noise, within the WHO guidance limit.
10.74
In figures 10.4 and 10.5, the 90 dB(A) SEL footprints for the Saab 2000 are plotted on
the development plans for the proposed development site. Footprints are included for
both departing and arriving aircraft using each runway in turn. Figure 10.5 shows the
most common situation, which occurs around 90% of the time, of aircraft using runway
23. When this occurs the SEL footprint from arrivals stays away from the built areas of
the proposed development and the SEL footprint for departures is limited to a small part
of area S1.
10.75
Figure 10.4 is for the much less frequent situation of aircraft using runway 05. When
they do they arrive over Cambridge itself and so do not pass the development site and
consequently the SEL footprint for arrivals is well away. Departing aircraft on runway 05
fly over the extreme eastern end of the development site and consequently the SEL
footprint includes the sports area, allotments and much of area S1. The departure
footprint also includes small parts of areas S2, N1 and N7 which are planned as
residential. A small number of properties may therefore be exposed to 90 dB(A) SEL
from departing aircraft. These will however be relatively rare events given the limited
number of night-time movements and the requirement for runway 05 to be used. Also,
December 2013
Noise and vibration
since the small risk of sleep disturbance generally arises in the range 95 dB to 100 dB,
rather than at 90 dB SEL, little risk of sleep disturbance will arise for any dwellings
located in these small zones. Even so, the facade of these few properties will be
designed to ensure adequate sound insulation is provided to ensure the protection of
the amenity of the occupants.
10.76
The findings of this air noise assessment is therefore that, for the proposed
development, aircraft flights at Cambridge Airport will give rise to a negligible adverse
impact of no significance.
Road traffic noise impacts
10.77
Figure 10.6 shows the LA10,18h road traffic noise contours resulting from existing traffic
flows around the key roads that surround the proposed development.
10.78
In 2026, assuming there is no development of the site, the predicted road traffic noise
around the area is shown in figure 10.7. The change or difference in noise level between
now and this future scenario without the proposed development is shown graphically in
figure 10.8.
10.79
With proposed development in place in 2026, the resulting noise contours are shown in
figure 10.9. The difference in noise level between now and the future scenario with the
proposed development is shown in figure 10.10. The difference in noise in the future
between the ‘with development’ and ‘without development’ is shown in figure 10.11.
10.80
From the contours described above, the absolute noise levels at key receptors around
the site, at the positions shown in figure 10.12, are set out in table 10.17.
Assessment location
2013 current
road traffic, dB
2026 with
development
road traffic, dB
2026 without
development
road traffic, dB
01 – North East Roundabout
60.5
61.6
61.6
02 – Teversham School
59.9
62.7
62.6
03 – Rosemary Lane
49.7
48.8
48.8
04 – Nuttings Road
50.4
49.7
49.7
05 – Perverel Road South
46.1
46.1
46
06 – Sunnyside Rd
42.8
43.6
43.4
07 – Mid Westering Rd
44.9
45.9
45.7
08 – Perverel Road North
51.4
52.5
52.3
09 – Newmarket Road
41.4
42.7
42.5
10 – Development Site
52.3
62.3
53.4
Table 10.17 – Absolute road traffic noise levels (dB LA10,18h) at key receptor locations
10.81
For receptors (e.g. Receptor 1) lying close to Newmarket Road, which passes along the
southern boundary of the proposed development site, road traffic noise levels will vary
according to how close to the road they are located. At the positions of dwellings
associated with the development closest to Newmarket Road, road traffic noise levels
currently lie in the range of 60 to 65 dB LA10,18h.with a resulting minor impact for any
dwellings located in this zone. In the future, levels will rise slightly, by around 1 dB, with
or without the proposed development. Dwellings of the proposed development located
closest to Newmarket Road will experience road traffic noise levels in this range and
therefore a minor impact will result for those most affected.
December 2013
Noise and vibration
10.82
Most areas of the proposed development site lie away from any busy road where the
road traffic noise levels currently lie in the range of 50 to 57 dB LA10,18h giving rise to a
negligible impact.
10.83
Table 10.17 shows that, in the future, road traffic noise levels will rise slightly around the
area, irrespective of whether the proposed development proceeds. At the key receptors
above, absolute noise levels are generally of a low magnitude, resulting in a negligible
impact, both now and in the future at these locations. One exception is Teversham
School which is currently exposed to a noise level of around 60 dB LA10 and will
experience around a 2 dB increase in the future. A minor impact occurs now and is
predicted to occur in the future.
10.84
Table 10.18 shows the change in road traffic noise predicted between now and in the
future at the key receptor locations, both with and without the proposed development.
This shows small changes in noise level over the next 14 years, generally less than 1.5
dB for all scenarios, except for Teversham School where just under a 3 dB change is
predicted in the future, with or without the proposed development. These results show
that when comparing conditions in the future, with and without the proposed
development, barely any change in road traffic noise level results for the existing road
network. As would be expected, significant changes will arise within the proposed
development itself since currently road traffic noise levels are relatively low on the site.
Once the new road network is introduced, road traffic noise levels will rise on the site
itself. Even so, table 10.17 shows that in the future, these noise levels will remain below
65 dB and, at worst, give rise to a minor impact for the local housing within the
proposed development. In practice, road traffic noise levels on the proposed
development site will be significantly lower than depicted in figure 10.9 and in table
10.17 due to the screening effects of the actual buildings on the site. No allowance has
been made for this in the noise model. Noise levels in gardens will therefore be
controlled to below the WHO recommended limit of 55 dB LAeq by the natural screening
provided by buildings and fencing.
Assessment location
2026 with
development V.s.
current traffic, dB
2026 without
development V.s.
current traffic, dB
2026 with – 2026
without
development, dB
01 – North East Roundabout
1.1
1.1
0
02 – Teversham School
2.8
2.7
0.1
03 – Rosemary Lane
-0.9
-0.9
0
04 – Nuttings Road
-0.7
-0.7
0
05 – Perverel Road South
0
-0.1
0.1
06 – Sunnyside Rd
0.8
0.6
0.2
07 – Mid Westering Rd
1
0.8
0.2
08 – Perverel Road North
1.1
0.9
0.2
09 – Newmarket Road
1.3
1.1
0.2
10 – Development Site
10
1.1
8.9
Table 10.18 – Relative noise levels (dB) at key receptor locations
10.85
The overall finding is that the area around the proposed development site is affected to
some extent by noise from road traffic using the existing road network, with minor
impacts arising for dwellings located close to Newmarket Road. For nearby housing
located away from major roads, road traffic noise impacts are low. This situation will
continue to be the case in the future although noise levels will rise slightly over time as
traffic flows increase naturally. The introduction of the proposed development will
generate some additional traffic onto the local road network. The additional noise arising
from this traffic is predicted to be negligible, with a consequential negligible impact.
December 2013
Noise and vibration
Industrial noise impacts
North Works site
10.86
The North Works site is occupied by a number of companies including Marshall Land
Systems, Marshall Motor Group Marshall Aerospace and Defence Group, and CAV
Aerospace. Most operations are limited to within the daytime hours of 07.00 to 23.00
hours. CAV Aerospace however operates throughout the day and night from Hangar 14
and the Old No. 2 machine shop which are located in the centre of the North Works
site. Some operations and associated traffic movements will therefore occur at times
during the night.
10.87
Figure 10.14 shows the phasing arrangement indicating that Phase 1 of the works will
lie to the east of the North Works site while Phase 2 of the development will take part of
the North Works site but will also flank the remaining northern and eastern borders.
10.88
Site measurements show that the daytime background noise level just to the east of the
site lies in the range of typically 45 to 50 dB LA90. Ambient noise levels in this area vary
from around 50 to 55 dB LAeq, in close proximity to the access road serving the site.
Rating this in accordance with BS 4142 would give rise to a minor adverse impact. This
access road runs along the eastern boundary of the site adjacent to the development
site. The variation in noise is primarily a result of road traffic rather than industrial noise.
Industrial noise was noted to be negligible during a noise survey undertaken in
September, 2013. In the future therefore, Phase 1 and Phase 2 of the new development
will receive noise from vehicles using this access road. The prevailing background level
will remain relatively low, punctuated by occasional vehicle passbys. During the day, no
significant impact is envisaged. Some activity will arise on occasions at night and noise
from vehicle passbys will give rise to some temporary impact on the housing in closest
proximity. The impact will however be less than that currently experienced by existing
housing that flanks Newmarket Road, where receptors are exposed to vehicle passbys
throughout the night, and is expected to be of minor adverse impact at most.
Engine ground running
10.89
It is proposed to move the site used for daytime engine testing from the current site,
located close to the boundary of the proposed development site, to a new dedicated
ERUB to the south of Newmarket Road, in the vicinity of apron 17. Engine testing is not
conducted at night and is not proposed to be in the future.
10.90
Figure 10.13 shows the LAmax noise contours resulting from high power ground running
by a C130 in the existing engine test pen at Cambridge Airport. These contours indicate
how parts of the site where residential development is proposed will be exposed to
greater than 70 dB LAmax, indicating a significant adverse impact.
10.91
In the future, for the C130 re-located to the proposed ERUB, within a three sided
purpose built pen in the vicinity of apron 17, the proposed development will be well
protected from noise from engine ground running with high power ground running noise
levels reduced to below 45 dB LAmax.
10.92
In the future, assuming high power ground running by an A330 in the proposed ERUB,
the proposed development is still not exposed to high power ground running noise
levels in excess of 70 dB LAmax.
10.93
No significant impacts are therefore predicted at the proposed development site
assuming ground running takes place at the proposed re-located engine test pen
position to the south of Newmarket Road, in the vicinity of apron 17. The final selection
of a position for the re-located ERUB would be subject to a consideration of all
associated impacts arising from its expected use.
December 2013
Noise and vibration
Construction noise and vibration impacts
10.94
The detailed results of construction noise calculations are presented in technical
appendix G for each of construction activities at the centre of Phase 3 represent the
typical “worst” case phase of works and table 10.19 indicates the noise levels predicted
to result over that phase of the development for Receiver 1 and 2. For the other phases
of work, construction noise levels will be much lower at these receptors. These typical
“worst” case levels may however occur for a period of weeks before reducing as the
construction works progress to another part of the site, the three phases of
development. The results are summarised in table 10.19 for the typical “worst” case
situations. These represent the noise levels that will arise at a given receptor as a result
of construction works for the phase of the development that is built adjacent or closest
to the receptor, as indicated by the yellow/grey spots in the figures in appendix G and
denoted in column 2 in table 10.19. For example, for position 1 and 2, the construction
activities at the centre of Phase 3 represent the typical “worst” case phase of works and
table 10.19 indicates the noise levels predicted to result over that phase of the
development for receiver 1 and 2. For the other phases of work, construction noise
levels will be much lower at these receptors.These typical “worst” case levels may
however occur for a period of weeks before reducing as the construction works
progress to another part of the site.
Rec.
Phase
Site
Prep.
Conc.
Break
Road
Const.
In-situ
conc.
Auger
piling
Bldgs.
struct.
Bldgs.
fit-out
Demol
1
3
64
65
62
58
57
57
56
65
2
3
65
66
63
59
57
58
57
65
3
3
62
63
60
56
55
55
54
63
4
2
58
59
56
52
50
51
50
n/a
5
2
55
56
53
49
48
48
48
n/a
6
3
61
62
59
55
54
54
53
n/a
7
1
61
61
59
54
53
53
53
n/a
8
3
61
61
59
55
53
53
53
61
Table 10.19: Construction noise levels predicted, dB LAeq,10h Typical “Worst” Case
10.95
Based on the criteria described in paragraph 10.62, for most locations and operations,
the impacts are predicted to be minor adverse or negligible adverse. Some receptors
however will be exposed to significant moderate adverse effects which, depending on
their duration, could become substantial impacts for a few receptors.
10.96
The principle operations giving rise to potentially significant effects are site clearance,
concrete breaking and demolition operations in the south west corner of the site,
adjacent to receptors 1 and 2. Some impact is also predicted at receptors 3, 7 and 8.
Receptors 1, 2 and 3 represent residential areas which are particularly noise sensitive
zones. Receptor 8 represents office accommodation on the south side of Newmarket
Road. Receptor 7 represents the park and ride zone, where some offices are located.
Mitigation measures are required to ensure that noise from construction and demolition
activities are minimised at all of these receptors when construction work is taking place
nearby.
10.97
For much of the time, when construction activities are taking place on a phase of the
development more distant than the closest part of the site to the receptors, as
considered above, construction noise levels at a given receptor will be much reduced.
10.98
While the above construction noise levels represent the “worst” case long term or
“typical” noise levels, there will be occasions when the receptors would experience
December 2013
Noise and vibration
higher noise levels as a result of construction activities occurring at the very closest
position to them. Table 10.20 provides an absolute “worst” case scenario and assumes
that all the construction plant associated with a particular activity (i.e. concreting works)
is located the shortest possible distance from the receptor, where buildings or roads are
proposed. In practice, all plant operations occurring at this closest location at the same
time is unlikely therefore levels are likely to represent an absolute upper bound
(assuming no mitigation measures).
Rec.
Phase
Site
Prep.
Conc.
Break
Road
Const.
In-situ
conc.
Auger
piling
Bldgs.
struct.
Bldgs.
fit-out
Demol
1
3
77
77
74
70
69
69
69
77
2
3
79
79
77
73
71
71
71
79
3
3
68
69
66
62
61
61
60
69
4
2
69
70
67
63
61
62
61
n/a
5
2
66
67
64
60
59
59
58
n/a
6
3
65
65
62
58
57
57
57
n/a
7
1
77
77
75
70
69
69
69
n/a
8
1
72
73
70
66
65
65
64
n/a
Table 10.20: Construction noise levels predicted, dB LAeq,10h Absolute “Worst” Case
10.99
For some locations, again primarily during site clearance, concrete breaking and
demolition activities, short term construction noise levels above 75 dB LAeq,10h are
predicted at times, giving rise to a significant substantial impact. This is also the case for
one or two receptors during other activities such as road building and in-situ concreting.
Mitigation measures will be implemented to assist in reducing construction noise levels
and therefore the impacts arising from them during the short time that they occur for a
particular receptor.
10.100 In the case of vibration from construction activities, any piling will generally be of an
auger type to minimise the effects of vibration. The distances between site piling
activities and the nearest receptors will ensure that, for most locations, the resulting
vibration levels are unlikely to be perceptible. At worst, they would be just perceptible
and no greater than 0.3 mm/s peak particle velocity at the foundations of a dwelling, as
determined using BS 5228:Part 2.
Mitigation
10.101 Due to the scale of the construction works it is anticipated that the details of the
construction noise mitigation measures will need to be agreed with the local authority
under Section 60 or 61 of the Control of Pollution Act and a detailed Construction
Environmental Management Plan (CEMP) developed. This will include the following
mitigation measures:
•
Project supervision – the project will include the designation of a Project
Environmental Manager to supervise the implementation of the CEMP
•
Site personnel training – informing site personnel about the need to minimise noise
and advising on the proper use and maintenance of tools and equipment and the
positioning of machinery to reduce noise emission to the neighbourhood
•
Site location – setting noise emission limits with due regard to the proximity of noise
sensitive premises
•
Programme - details of operations that are likely to result in disturbance, with an
indication of the expected duration of each phase and key dates, including a
December 2013
Noise and vibration
procedure for prior notification of the local authority and relevant statutory and nonstatutory (including neighbours) parties so that local arrangements can be agreed.
•
Type of plant – consideration will be given to using quiet techniques taking account
of practical site constraints and best practicable means. Where reasonably
practicable, quiet working methods will be employed, including use of the most
suitable plant, reasonable hours of working for noisy operations, and economy and
speed of operations
•
Monitoring - on-site noise levels will be monitored regularly, particularly if changes in
machinery or project designs are introduced, by a suitably qualified person
appointed specifically for the purpose. Methods of noise measurement will be
agreed prior to commencement of site works
•
Community relations – a procedure to ensure communication is maintained with the
local authority and the local community will be agreed to provide information on any
operations likely to cause disturbance (through, for example, meetings and
newsletters and provisions made for affected parties to register complaints and the
procedures for responding to complaints
•
Bunding and screening - consideration will be given to the use of earth bunding or
the deployment of site hoardings as acoustic screens to assist in reducing the
impacts of noise from construction activities on the nearest noise sensitive receptors
10.102 The above mitigation measures will be developed, along with the construction
management strategy, to ensure that construction noise and vibration levels at the most
exposed receptors are controlled to within acceptable and agreed levels.
10.103 The impacts of construction noise around the site will vary with time, according to which
Phase of development progresses at any particular time. There will also be a risk of
impacts on the newly occupied dwellings within the development from the construction
of later phases of the development. The impacts are likely to be slightly less than those
described above since new dwellings should generally not be affected by heavy
demolition. The exception will be those properties at the southern end of the Phase 2
works which will be affected by the demolition of the industrial buildings and associated
infrastructure in the south west corner of the site. The impacts for the worst affected will
be similar to those for receptors 1 and 2.
10.104 Vibration produced by construction activities will generally be imperceptible around the
site and barely perceptible at worst. Impacts of vibration will therefore be negligible.
Residual impacts
10.105 For most locations and operations, the noise impact of construction activities are
predicted to be minor adverse or negligible adverse. Some receptors however will be
exposed to significant adverse effects which, depending on their duration, could
become substantial impacts for a few receptors, such as those in close proximity to the
south west corner of the site. Noise mitigation measures will be deployed to ensure that
the noise effects of construction activities will be controlled to acceptable and agreed
levels at the most exposed receptors.
10.106 Once the construction works are complete and the proposed development is in place,
the development itself will give rise to no residual noise impacts. The development will
be affected by noise from the local surroundings to the extent identified in this noise
chapter, with negligible impacts arising from the effects of local road traffic, industrial
and aircraft noise. The proposed layout of the site and design of the buildings will ensure
that noise conditions within dwellings, at outside amenity areas, and at the school, will
lie within acceptable levels both in the near future and beyond to 2026.
December 2013
Noise and vibration
Cumulative effects
10.107 The properties most affected by noise from construction activities lie in close proximity
to the development site, generally on its boundary, where no other construction noise
effects are likely to arise. At more distant locations, where other sites might be
developed over the coming years, some potential (minor) impact may arise as result of
noise from vehicular traffic associated with the proposed development combining with
that produced by vehicular traffic associated with another site. In practice, the likely
effects of this are expected to be small.
10.108 The transportation data used in the assessment of road traffic noise in this chapter
includes consideration of any other developments likely to take place in the proximity of
the development site up to 2026. As a result, the findings of this analysis already take
account of the cumulative effects of other developments.
December 2013
Land north of Newmarket Road, Cambridge Outline planning application to South Cambridgeshire District Council
This drawing contains Ordnance Survey data © Crown Copyright and database right 2013.
Figure 10.1 Location of Baseline Noise Measurement Positions Not to scale
Fig 10.1 Location of baseline noise
monitoring positions
Environmental
Statement
1
Figure 10.2 Daytime airborne aircraft noise contours 2012 Not to scale
Fig 10.2 Daytime airborne aircraft
noise contours (2012)
Environmental
Statement
2
Figure 10.3 Daytime airborne aircraft noise contours 2026 Not to scale
Fig 10.3 Daytime airborne aircraft
noise contours (2026)
Environmental
Statement
3
Figure 10.4 – Saab 2000 90 dB(A) SEL Noise Footprints – Easterly Operations (Runway 05) 4
Not to scale
Fig 10.4 Saab 2000 90 dB(A) SEL
noise footprints – easterly operations
(Runway 05)
Environmental
Statement
Figure 10.5 – Saab 2000 90 dB(A) SEL Noise Footprints – Westerly Operations (Runway 23) Not to scale
Fig 10.5 Saab 2000 90 dB(A) SEL
noise footprints – westerly operations
(Runway 23)
Environmental
Statement
5
Figure 10.6 – Current (2013) road traffic noise contours (dB L
) ) Figure 10.6 – Current (2013) road traffic noise contours (dB L
A10
A10
Not to scale
Fig 10.6 Current (2013) road traffic
noise contours (dB LA10)
Environmental
Statement
66
Figure 10.7 –Predicted future without development (2026) road traffic noise contours (dB LA10). Figure 10.7 –Predicted future without development (2026) road traffic noise contours (dB LA10). 7
Not to scale
Fig 10.7 Predicted future without
development (2026) road traffic noise
contours (dB LA10)
Environmental
Statement
7
Figure 10.8 – 2026 Without Development vs. Baseline difference contours (2026 – 2013), (dB) Figure 10.8 – 2026 Without Development vs. Baseline difference contours (2026 – 2013), (
Not to scale
Fig 10.8 2026 without development
vs. baseline difference contours
(2026 – 2013), (dB)
Environmental
Statement
8
Figure 10.9 –Predicted future with development (2026) road traffic noise contours (dB L ). Figure 10.9 –Predicted future with development (2026) road traffic noise contours (dB LA10A10
). Not to scale
Fig 10.9 Predicted future with
development (2026) road traffic noise
contours (dB LA10)
Environmental
Statement
9
9
Figure 10.10 – 2026 With Development vs. 2026 Without Development difference contour
Figure 10.10 – 2026 With Development vs. 2026 Without Development difference contours , (dB) Not to scale
Fig 10.10 2026 with development vs.
2026 without development difference
contours, (dB)
Environmental
Statement
10
Figure 10.11 – 2026 With Development vs. Without Development difference contou
Figure 10.11 – 2026 With Development vs. Without Development difference contours (2026 W– 2026 WO), (dB) 2026 WO), (dB) Environmental
Statement
Not to scale
Fig 10.11 2026 with development
vs. without development difference
contours (2026 with – 2026 without),
(dB)
11
09
01 08 07 02
06 05 03
04 Figure 10.12 – Site plan showing the location of road traffic noise receptor positions. Not to scale
Fig 10.12 Site plan showing the
location of road traffic noise receptor
positions
Environmental
Statement
12
10 Land north of Newmarket Road, Cambridge Outline planning application to South Cambridgeshire District Council
Existing Existing ERUB
ERUB
Figure 10.13 – Current engine test run location using a C130 engine as a source (dB LA). Figure 10.13 – Current engine test run location using a C130 engine as a source (dB LA). Not to scale
Fig 10.13 Current engine test run
location using a C130 engine as a
source (dB LA)
Environmental
Statement
13
13
Based upon Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller of Her Majesty’s Stationery Office © Crown copyright 2008. All rights reserved. Licence number 100020449. This drawing contains Ordnance Survey data © Crown Copyright and database right 2013.
Figure 10.14 – Site plan showing construction noise receiver and typical source positions. Fig 10.14 Site plan showing
construction noise receiver and
typical source positions
Environmental
Statement
14

10. Noise and vibration - South Cambridgeshire District Council

Transcription

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