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CHAPTER 9

NOISE & VIBRATION

www.eastmidlandsgateway.co.uk

Document No 5.2The East Midlands Gateway Rail Freight

Interchange and Highway Order 201X

Regulation No: 5 (2) (a)

ENVIRONMENTAL STATEMENTJULY 2014

EAST MIDLANDS GATEWAY | CHAPTER 9 NOISE & VIBRATION

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9.0 NOISE & VIBRATION

9.1 Introduction 5

9.2 Legislation and Policy Context 6

9.3 British Standards and Other Guidance 11

9.4 Assessment Methodology and Significance Criteria 14

9.5 Baseline Conditions 20

9.6 Impact Assessment 26

9.7 Mitigation 39

9.8 Residual Effects 41

9.9 Conclusion 43

APPENDIX - SEE BOX 3 FOLDER 10

Appendix 9.1 Glossary of Acoustics Terminology


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9.1 INTRODUCTION

This chapter of the Environmental Statement presents assessments of the potential noise

and vibration impacts that may arise as a result of the construction and operation of the East

Midlands Strategic Rail Freight Interchange proposed near Junction 24 of the M1.

9.1.1 There is the potential for noise to be generated during both the construction and operational

stages of the proposed development; however, the likely sources of noise, vibration and

duration of impact are likely to be very different for operation and construction. As such,

this assessment considers the potential noise and vibration impacts from construction and

operation of the proposed development separately. Where appropriate, potential mitigation

measures are proposed to reduce the impact of noise and vibration generated by the site to

acceptable levels.

9.1.2 The scope of the assessment has been determined in the following way:

• Scoping opinion, The Planning Inspectorate, December 2012

• Consultation with NWLDC on January 2013, in order to confirm the requirements

with regard to the scope of the assessment.

• The results of the baseline noise surveys across the assessment area carried out

over typical weekday periods.

• A review of the construction methods and programme (set out in the Construction

Management Framework Plan – document 6.10).

• Details of existing and development road and rail traffic flows during construction

and operation.

9.1.3 To aid in the understanding of this assessment, Appendix 9.1 provides a glossary of the

acoustics terminology that is used within this assessment.

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9.2 LEGISLATION AND POLICY CONTEXT

Legislation

9.2.1 In England and Wales there are two legislative instruments which address the effects of

environmental noise with regard to construction noise and vibration and nuisance, the

Environmental Protection Act 1990 (EPA) and the Control of Pollution Act 1974 (CoPA).

The CoPA provides two means of controlling construction noise and vibration; Section 60

provides the Local Authority with the power to impose at any time operating conditions on

the development site, whilst Section 61 allows the developer to negotiate a set of operating

procedures with the Local Authority prior to commencement of site works.

9.2.2 For new or altered highways the Noise Insulation Regulations: 1975 (NIR) outlines the

requirements to carry out or make a grant in respect of the cost of carrying out noise

insulation work in, or to, an eligible building by the authority should the following conditions

be met.

1A) The combined expected maximum traffic level, i.e. the relevant noise level, from the new

or altered highway together with the other traffic in the vicinity must not be less than the

specified noise level 68 dB LA10, 18hr and

1B) the relevant noise level is at least 1.0 dB(A) more than the prevailing noise level, i.e. the

total traffic noise level existing before the works to construct or improve the highway were

begun.

2) The contribution to the increase in the relevant noise level from the new or altered highway

must be at least 1.0 dB(A).

Policy

9.2.3 Specific policies from the NWLDC Adopted Local Plan (1991 – 2006) were saved in 2007,

Policy E44 Noise and Development was not saved. The only remaining policy relevant to

noise is Policy E3 Residential Amenities, which states

Development will not be permitted which, by reason of its scale, height, mass, design,

oppressiveness, proximity, noise, vibration, smell, fumes, smoke, soot, ash, dust, grit or

excessive traffic generation, would be significantly detrimental to the amenities enjoyed by

the occupiers of existing nearby dwellings.

Residential development will not be permitted where any of the likely effects emanating from

an existing nearby land use would be significantly detrimental to the amenities enjoyed by its

occupants.


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9.2.4 At a national level, general guidance concerning the planning of new developments in England

is presented in The National Planning Policy Framework (NPPF). This document, which was

introduced into the planning system in March 2012 and supersedes the previous Planning

Policy Guidance 24: Planning and Noise.

9.2.5 Section 11 para. 123 of NPPF states:

‘Planning policies and decisions should aim to:

Avoid noise from giving rise to significant adverse impacts on health and quality of life as a

result of new development

Mitigate and reduce to a minimum other adverse impacts on health and quality of life arising

from noise from new development, including through the use of conditions

Recognise that development will often create some noise and existing businesses wanting to

develop in continuance of their business should not have unreasonable restrictions put upon

them because of changes in nearby land uses since they were established

Identify and protect areas of tranquillity which have remained relatively undisturbed by noise

and are prized for their recreational and amenity value for this reason’

9.2.6 Section 11 para. 123 of NPPF makes reference to the DEFRA Noise Policy Statement for England

2010 (NPSfE). This latter document is intended to apply to all forms of noise other than that

which occurs in the workplace and includes environmental noise and neighbourhood noise in

all forms.

9.2.7 NPSfE advises that the impact of noise should be assessed on the basis of adverse and

significant adverse effect but does not provide any specific guidance on assessment methods

or limit sound levels. Moreover, the document advises that it is not possible to have ‘a single

objective noise-based measure… that is applicable to all sources of noise in all situations’. It

further advises that the sound level at which an adverse effect occurs is ‘likely to be different

for different noise sources, for different receptors and at different times’.

9.2.8 In the absence of specific guidance for assessment of environmental noise within NPPF,

NPSfE and local policy it is considered appropriate to base assessment on current British

Standards and or national guidance.

National Planning Practice Guidance 2014

9.2.9 On line guidance has been published to provide greater details in relation to the relevance of

noise to planning following the introduction of the NPPF and NPSfE.

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9.2.10 It states under the heading ‘How to Determine the Noise Impact’ that the following should be

considered by local authorities:

• Whether or not a significant adverse effect is occurring or likely to occur:

• Whether or not an adverse effect is occurring or likely to occur: and

• Whether or not a good standard of amenity can be achieved.

9.2.11 The overall effect of both construction and when a development is complete should be

considered.

9.2.12 In line with NPSE, this includes identifying where noise exposure is above or below the

significant observed adverse effect level and the lowest observed adverse effect level for a

given situation.

9.2.13 The observed effects are defined in the table below which is detailed in the section headed

‘How to Recognise when Noise could be a concern?’

Perception Examples of Outcomes Increasing Effect Level

Action

Not noticeable No effect No Observed Effect

No specific measures required

Noticeable and not Intrusive

Noise can be heard, but does not cause any change in behaviour or attitude. Can slightly affect the acoustic character of the area but not such that there is a perceived change in the quality of life.

No Observed Adverse Effect

No specific measures required

Lowest Observed Adverse Effect Level

Noticeable and Intrusive

Noise can be heard and causes small changes in behaviour and/or attitude, e.g. turning up volume of television; speaking more loudly; closing windows for some of the time because of the noise. Potential for non-awakening sleep disturbance. Affects the acoustic character of the area such that there is a perceived change in the quality of life.

Observed Adverse Effect

Mitigate and reduce to a minimum


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Perception Examples of Outcomes Increasing Effect Level

Action

Significant Observed Adverse Effect Level

Noticeable and disruptive

The noise causes a material change in behaviour and/or attitude, e.g. having to keep windows closed most of the time, avoiding certain activities during periods of intrusion. Potential for sleep disturbance resulting in difficulty in getting to sleep, premature awakening and difficulty in getting back to sleep. Quality of life diminished due to change in acoustic character of the area

Significant Observed Adverse Effect

Avoid

Noticeable and very disruptive

Extensive and regular changes in behaviour and/or inability to mitigate effect of noise leading to psychological stress or physiological effects, e.g. regular sleep deprivation/awakening; loss of appetite, significant, medically definable harm, e.g. auditory and non-auditory.

Unacceptable Adverse Effect

Prevent

9.2.14 It is important to note that no specific noise parameters are defined in the text or target noise

levels provided.

9.2.15 Under the heading ‘What factors influence whether noise could be a Concern?’ the subjective

nature of noise is discussed. It is stated that there is no simple relationship between noise

levels and the impact on those affected. This depends on how various factors combine in

particular situations, these include:

• The source and absolute level of the noise together with the time of day it occurs. Some

types and level of noise will cause a greater adverse effect at night than if they occurred

during the day – this is because people tend to be more sensitive to noise at night as they

are trying to sleep. The adverse effect can also be greater simply because there is less

background noise at night;

• For non-continuous sources of noise, the number of noise events, and the frequency and

pattern of occurrence of the noise;

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• The spectral content of the noise (i.e. whether or not the noise contained particular high

or low frequency content) and the general character of the noise (i.e. whether or not

the noise contains particular tonal characteristics or other particular features). The local

topology and topography should also be taken into account along with the existing and,

where appropriate, the planned character of the area.

• Consideration should also be given to whether adverse internal effects can be completely

removed by closing windows and, in the case of new residential development, if the

proposed mitigation relies on windows being kept closed most of the time. In both cases

a suitable alternative means of ventilation can be found in the Building Regulations.

• In cases where existing noise sensitive locations already experience high noise levels,

a development that is expected to cause even a small increase in noise may result in a

significant adverse effect occurring even though little to no change in behaviour would be

likely to occur.

• If external amenity spaces are an intrinsic part of the overall design, the acoustic

environment of those spaces should be considered so that they can be enjoyed as

intended.

• Some commercial developments including fast food restaurants, night clubs and public

houses can have particular impacts, not least because activities are often at their peak in

the evening and late at night. Local planning authorities will wish to bear in mind not only

the noise that is generated within the premises but also the noise that may be made by

customers in the vicinity.

9.2.16 When proposed developments could include activities that would be covered by the licensing

regime, local planning authorities should consider whether the potential for adverse noise

impacts will be addressed through licensing controls (including licence conditions).

9.2.17 Local planning authorities should not however presume that licence conditions will provide

for noise management in all instances and should liaise with the licensing authority.

9.2.18 The noise levels generated by the Proposed Development will be assessed using recognised

guidance contained within this chapter.


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9.3 BRITISH STANDARDS AND OTHER GUIDANCE

British Standard (BS) 5228

9.3.1 British Standard 5228 1:2009 ‘Code of practice for noise and vibration control on construction

and open sites – Part 1: noise’ (BS 5228 1) provides guidance on a range of considerations

relating to construction noise including the legislative framework, general control measures,

example methods for estimating construction noise levels and example criteria which may be

considered when assessing the significance of any effects.

9.3.2 Similarly, BS 5228 2:2009 ‘Code of practice for noise and vibration control on construction

and open sites – Part 2: vibration’ (BS 5228-2) provides general guidance on legislation,

prediction, control and assessment criteria for construction vibration. These standards have

been adopted as the relevant method to predict and assess the effects of construction noise

and vibration.


9.3.3 The British Standard 4142:1997 ‘Method for Rating industrial noise affecting mixed residential

and industrial areas’ (BS 4142) provides an objective method for rating the likelihood of

complaint from industrial and commercial operations. It also describes means of determining

noise levels from fixed plant installations and determining the background noise levels that

prevail on a site.

9.3.4 The complaints assessment method is based on the subtraction of the measured background

noise level from the rating level determined. The rating level is the source noise level (either

measured or predicted) corrected for tone or character (if necessary). The difference is

compared to the following criteria to evaluate the likelihood of complaint.

• A difference of around +10 dB or more indicates that complaints are likely.

• A difference of around +5 dB indicates a marginal significance for complaint.

• A difference of -10 dB or less is a positive indication that complaints are unlikely.

9.3.5 BS 4142 has been adopted as the appropriate method to assess noise from the commercial

areas of the development.


9.3.6 The British Standard BS 8233:2014 ‘Sound insulation and noise reduction for buildings - Code

of practice’ (BS 8233:2014) provides guidance for control of noise in and around buildings,

and suggests appropriate criteria and limits for different situations. The criteria and limits are

primarily intended to guide the design of new buildings or refurbished buildings undergoing

a change of use.

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9.3.7 The British Standard provides criteria for reasonable and good living and working conditions,

which can be seen in Table 5 in BS 8233:2014 and below in Table 9.1. These levels are

consistent with the World Health Organisation Guidelines for Community Noise, 1999.

Table 9.1: Indoor ambient noise levels for dwellings

Activity Location 07:00 to 23:00 23:00 to 07:00

Resting Living room 35 dB LAeq, 16hour -

Dining Dining Room/area 40 dB LAeq, 16hour -

Sleeping (Resting) Bedroom 35 dB LAeq, 16hour 30 dB LAeq, 8hour

9.3.8 During summer months, bedroom windows may be open for ventilation. It is generally accepted

that a typical façade, regardless of construction, will offer a maximum sound reduction of 10-

15 dB when windows are open. Therefore, if it is assumed that a 15 dB reduction from outside

to inside is achieved from an open window, the highest permitted day-time external noise

level from the source under consideration will be LAeq,16hr 55 dB to ensure the internal level

does not exceed LAeq,16hr of 40 dB within living rooms. Similarly, for the night-time, an external

noise level of LAeq,8hr 50 dB or lower and LAmax 60 dB or lower, would ensure a ‘reasonable’

internal noise level according to the BS 8233:2014 criteria.

9.3.9 In England and Wales, the standard method for predicting road traffic noise levels is given

in the Calculation of Road Traffic Noise 1988 (CRTN). This methodology utilises a number

of input parameters (e.g. road traffic flow, composition, speed, gradient road, road surface,

distance of receptor from road etc.) to enable predictions of noise levels due to road traffic

to be produced. This method enables the calculation of average levels over a period of

either 18 hours or 1 hour. Predictions are produced in terms of LA10, as this is considered the

measurement descriptor that best describes road traffic noise.

9.3.10 The Design Manual for Roads and Bridges (DMRB) was originally published by the Department

of Transport in 1993 and sets out procedures for undertaking the design of road schemes.

Volume 11, Section 3, Part 7 sets out a methodology for assessing the impacts of noise and

vibration. This methodology can be applied to the assessment of new road schemes or

schemes that result in changes in traffic flows on existing road links. The most recent revision

of this section of the Design Manual for Roads and Bridges was published in February 2011

and it is therefore this version of the guidance that is referred to in this assessment.


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9.3.11 In England and Wales, the standard method for predicting railway noise levels is given in the

Calculation of Railway Noise 1995 (CRN). The CRN method uses a number of input variables,

including type of locomotive, average vehicle speed, number of carriages or wagons, track

type, gradient and ballast, air absorption, site geometry and the presence of noise barriers or

acoustically absorbent ground, to predict the LAeq,18hour or LAeq,6hour noise level for any receptor

point at a given distance from the track.

9.3.12 ‘Guidelines for Community Noise’, published by the World Health Organisation in 2000 sets

out a range of criteria relating to general community noise that are aimed at limiting the

potential health effects of noise, including annoyance and sleep disturbance. This guidance

document has been used to assess overall absolute levels of environmental noise.

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9.4 ASSESSMENT METHODOLOGY

9.4.1 This assessment has been undertaken based on the Parameters Plan and the description of

the proposed development included within Chapter 2 – Description of Development.

9.4.2 The methods used to assess the potential noise impacts of the development vary depending

on the noise source under consideration and the appropriate guidance given in national

standards or other relevant documentation. The following sections detail each of the

assessment methods used and where appropriate the significance criteria for determining

the likely effect of any impacts.

Consultation with NWLDC

9.4.3 Consultation took place with the Environmental Health Officer at NWLDC on 15th January

2013, during which the proposed methodology for the noise assessment and baseline survey

was discussed and agreed.

Assessment Locations

9.4.4 The study area is approximately 4.5 km by 3 km and includes residential areas of Lockington,

Hemington, Castle Donington and Kegworth. Figure B1 in Appendix 9.1 illustrates the extent

of the assessment area. Roads within 2 km of the site boundary that are predicted to be

subject to a change in noise level of more than 1 dB(A) as a result of the development opening

have been included in the study area.

Significance Criteria

Construction Noise

9.4.5 Construction works include both moving sources and static sources. The moving sources

normally comprise mobile construction plant and Heavy Goods Vehicles (HGVs). The static

sources include construction plant temporarily placed at fixed locations.

9.4.6 The analysis of construction noise has been undertaken in accordance with BS 5228-1 which

provides methods for predicting construction noise levels on the basis of reference data

for the emissions of typical construction plant and activities. These methods include for the

calculation of construction traffic along access tracks and the proposed highway and also for

construction activities at fixed locations such as the building structures.

9.4.7 The BS 5228-1 calculated levels are then compared with absolute noise limits for temporary

construction activities which are commonly regarded as providing an acceptable level of

protection from the short term noise levels associated with construction activities.


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9.4.8 Based on the range of guidance values set out in BS 5228 Annex E, and other reference criteria

provided by the World Health Organization (WHO) and Minerals Policy Statement 2, Annex

2: Noise, the following impact significance criteria have been derived. The presented criteria

have been normalised to free-field day time noise levels occurring over a time period, T, equal

to the duration of a working day on site. BS 5228-1 Annex E provides varied definitions for the

range of day time working hours which can be grouped for equal consideration. The values

presented in Table 9.2 have been chosen to relate to daytime hours from 07:00 to 19:00 on

weekdays, and 07:00 to 13:00 on Saturdays. It is anticipated that no construction work will

be carried out outside of these hours.

Table 9.2: Significance Criteria Adopted for Assessment of Construction Noise

Significance Condition

Negligible Construction noise is generally less than or equal to 55 dB LAeq,T, with

periods of up to 60 dB LAeq,T lasting not more than 4 weeks in any 12

month period

Minor Construction noise is generally greater than 55 dB LAeq,T and less than or

equal to 60 dB LAeq,T, with periods of up to 65 dB LAeq,T lasting not more

than 4 weeks in any 12 month period

Moderate Construction noise is generally greater than 60 dB LAeq,T and less than or

equal to 65 dB LAeq,T, with periods of up to 72 dB LAeq,T lasting not more

than 4 weeks in any 12 month period.

Major Construction noise is greater than 72 dB LAeq,T for any part of the

construction works or exceeds 65 dB LAeq,T for more than 4 weeks in any

12 month period

9.4.9 Separate consideration is also given to the possible noise impacts of construction related

traffic passing to and from the site along local surrounding roads. In considering potential

noise levels associated with construction traffic movement on public roads, reference is made

to the accepted UK prediction methodology provided by CRTN. In addition, the criteria listed

in DMRB for assessment of short term road traffic noise impacts have been adopted for the

assessment of construction traffic. These are reproduced below in Table 9.3 for clarity.

Table 9.3: Significance Criteria Adopted for Assessment of Construction Traffic Noise

Significance Change in LA10,18hour Noise Level

Negligible 0.9 dB or less

Minor Between 1 dB and 2.9 dB

Moderate Between 3 dB and 4.9 dB

Major 5 dB or greater

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Construction Vibration

9.4.10 The relatively large distances and nature of construction activity means that vibration levels

during the construction of the development are considered unlikely to affect sensitive

receptors. An assessment of the vibration impacts caused by the development has been

scoped out and therefore is not considered further in this assessment.

Plant Noise Assessment

9.4.11 Plant noise is assessed using BS 4142:1997 which states that Rating Levels of 10 dB below

background are unlikely to attract complaint and a rating level of 5 dB above background is

considered of marginal significance according to the standard. Plant limits can be set at values

between these values and the resulting noise from plant operation should be acceptable. The

assessment would be based on no effect at a rating level of equal to background noise level.

Rail Freight Terminal and Warehouse Buildings

9.4.12 Commercial noise generated by the activity taking place in these areas of the development

has been included in the noise model. The primary sources and noisy activities associated

with the operation of the freight terminal and warehouse buildings are presented in Table

9.4. The noise levels generated by this type of source have been assessed following guidance

found in BS4142.

Table 9.4: Commercial Noise Sources Used

Activity Sound power Level LwdB(A) Source

Loading/Unloading HGV 91.1 Measured data

AC units; Pumps; Extractor fans 74.0 Measured data

HGV 105.0 Measured Data

Train 106.5 Measured Data

Freight Crane 124.0 Measured Data

Loading/Unloading Trains 103.6 Measured Data

9.4.13 A scenario has been created in the model to determine the total noise level at each of the

assessment locations as a result of only the commercial noise sources provided in Table 9.4.

This equates to the BS 4142 Specific Noise Level. As a precautionary approach, a 5dB penalty

has been applied to the Specific Noise Level to account for any acoustic features that may be

present, to give the Rating Level.

9.4.14 Following the method described in BS4142 for determining the likelihood of complaint from

this type of noise, the measured background noise level (dB LA90, T) is subtracted from the

Rating Level (dB LAr,Tr).


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9.4.15 The significant effect of any commercial noise impacts has been determined using the criteria

set out in Table 9.5.

Table 9.5: Significance Criteria Adopted for Assessment of Commercial Noise

Significance LAr,Tr - LA90, T

Negligible -10 dB or less

Minor Between -10 dB and +5 dB

Moderate Between +5 dB and +10 dB

Major +10 dB or greater

New Rail Link

9.4.16 Noise from rolling stock using the spur line to the freight terminal and the existing railway

network has been calculated using the method described in CRN.

9.4.17 When complete, the proposed freight terminal will initially operate with a low volume of train

movements per day, typically one or two. Once at the normal level of operation there are

anticipated to be 16 trains per day entering and the same number leaving the terminal. The

assessment has therefore modelled 32 train movements per day, which have been separated

into 22 during the day-time and 10 during the night-time. These periods are defined in CRN

as 06:00 to 24:00 hours and 24:00 to 06:00 hours respectively.

9.4.18 Trains are assumed to be Class 4 freight trains, made up entirely of air-braked bogie freight

wagons. A correction to the Sound Exposure Level (SEL) for this type of locomotive and

wagon of -13 dB(A) has been included in the calculation. The maximum permitted speed

on the network for such trains is 75 mph; however this speed will not be reached within the

development site. At the junction off the existing railway line to the depot, trains are likely to

be travelling at 15 mph reducing to 10 mph as they approach the terminal where trains will

come to a stop. A similar pattern of speeds will occur in reverse as trains leave the terminal.

For the assessment, trains are assumed to be travelling at 15 mph within the site boundary

and 75 mph on the existing railway network.

9.4.19 It is not appropriate to assess the significance of the noise from railway traffic in isolation

of other noise sources in the area. As this is an existing noise source that contributes to the

overall noise climate at the assessment receptors, railway noise has been combined with

other existing noise sources and noise from other elements of the development to provide

an overall level for the opening year with and without development. These overall levels are

considered to best represent the total community noise that may be experienced at the

assessment locations. The impact of the difference in overall noise level on noise-sensitive

receptors has been assessed using the significance criteria set out below in Table 9.6.

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Table 9.6: Significance Criteria Adopted for Assessment of the Rail Traffic Change in

Overall Noise

Significance Condition based on free-field noise levels

Negligible Overall noise with development is less than or equal to 55 dB LAeq,16hour

during the day-time and less than or equal to 45 dB LAeq,8hour during the

night-time. Or the difference between the overall noise levels for the ‘with

and without’ development scenarios is 3 dB or less.

Minor Difference between the overall noise levels for the ‘with and without’

development scenarios greater than 3 dB and less than or equal to 6 dB.

Moderate Difference between the overall noise levels for the ‘with and without’


Major Difference between the overall noise levels for the ‘with and without’

development scenarios greater than 10 dB.

Road Alterations and New Road Link

9.4.20 Noise from motor vehicles using the road network has been calculated using the method

described in CRTN and the additional advice provided in Annex 4 of Volume II, Section 3 Part

7 of the Design Manual for Roads and Bridges (DMRB).

9.4.21 The simple assessment method described in DMRB has been followed to determine the likely

significance of any changes in the level of road traffic noise. Additional consideration has

been given to the three conditions that have to be satisfied for eligibility of a grant to carry

out insulation work under the Noise Insulation Regulations (NIR).

9.4.22 The significant effect of road traffic noise impacts has been determined using the criteria set

out in Table 9.7.

Table 9.7: Significance Criteria Adopted for Assessment of Road Traffic Noise

Significance Change in LA10,18hour Noise Level

Negligible 0.9 dB or less

Minor Between 1 dB and 2.9 dB

Moderate Between 3 dB and 4.9 dB

Major 5 dB or greater


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Overall Changes in Noise Level

9.4.23 The above assessments of the individual noise sources follow the relevant guidance

documentation for the associated source. Whilst this can provide a clear assessment of

the significance of any noise impacts associated with certain elements of the development,

the change in overall ambient noise level resulting from the cumulative noise from the

development should also be assessed.

9.4.24 Two scenarios have been created in the noise model for the year of opening, 2031; one without

the development and one with the development. The scenario without the development

models existing sources that influence the noise climate at receptors in the study area. Where

relevant, noise levels from sources that are likely to change year on year, such as road and

rail traffic, have been calculated using flow data for the opening year. The second scenario,

with development, calculates the cumulative case of the ‘without development’ together

with the noise generated by all elements of the development. The difference in the level

of noise calculated for these scenarios represents the change in ambient noise likely to be

experienced by the receptor under consideration.

9.4.25 The significance criteria detailed in Table 9.8 have been derived from information provided

in the WHO document Guidelines for Community Noise and used to assess the impact of the

change in overall noise levels at noise sensitive receptors.

Table 9.8: Significance Criteria Adopted for Assessment of the Change in Overall Noise

Significance Condition based on free-field noise levels

Negligible Overall noise with development is less than or equal to 55 dB LAeq,16hour

during the day-time and less than or equal to 45 dB LAeq,8hour during the

night-time. Or the difference between the overall noise levels for the with

and without development scenarios is 3 dB or less.

Minor Difference between the overall noise levels for the with and without


Moderate Difference between the overall noise levels for the with and without


Major Difference between the overall noise levels for the with and without

development scenarios greater than 10 dB.

Operational Vibration

9.4.26 The relatively large distances between the development site and the nearest sensitive

receptors are such that vibration levels during the operation of the development are

considered highly unlikely to be significant over such large distances as the nearest receptor

is 120 metres. An assessment of the vibration impacts caused by the development has been

scoped out and therefore is not considered further in this assessment.

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9.5 BASELINE CONDITIONS

9.5.1 A baseline noise survey was undertaken in September and October 2013 at 11 locations

surrounding the site to establish the existing ambient noise levels. The survey locations were

selected to measure a representative sample of the existing baseline noise climate at nearby

noise-sensitive receptors that have the potential to alter as a result of the development.

A mixture of attended short-term surveys, following the CRTN Shortened Measurement

Procedure, and unattended longer-term surveys were carried out. The survey locations are

shown in Figure B1 of Appendix 9.1.

9.5.2 The short-term noise measurements were undertaken for 3 hours at each location during the

daytime as stipulated by CRTN. Measurements of the LA10 noise levels were made over three

consecutive hours. The microphone was positioned at least 3 metres from any acoustically

reflective surface, other than the ground, at a height of approximately 1.2 metres.

9.5.3 The background noise climate is characterised by road traffic from the M1, A50, A453, East

Midlands Airport and train movements.

9.5.4 The longer-term background noise monitoring exercise was conducted over a period of just

over one week. The equipment used for the survey comprised of Rion NL 31/NL32 logging

sound level meters. All meters were enclosed in environmental cases with battery power to

enable continuous logging at five minute averaging periods. Outdoor windshield systems

were used to reduce wind induced noise on the microphones and provide protection from

rain. These windshield systems were supplied by the sound level meter manufacturer and

maintain the required performance of the whole measurement system when fitted.

9.5.5 All measurement systems used for the survey were calibrated at the start and end of the

corresponding measurement period. No acoustically important (>0.5 dB(A)) drifts in

calibration were found to have occurred. Systems were set to log the common environmental

noise parameters, including LA10,T and LAeq,T noise levels continuously over the deployment

period. The internal clocks on the sound level meters were all synchronized with Greenwich

Mean Time (GMT).

9.5.6 The weather during the survey periods was dry with light showers on occasions, but mostly

dry with breaks of sunny periods.

Noise Model

9.5.7 A noise model of the assessment area has been created using the specialist acoustic software

Cadna-A. The model includes existing sources of noise including road traffic and railway

locomotives together with noise sources associated with the proposed development.


9NOISE & VIBRATION

9.5.8 The noise model uses the methods described in ISO 9613-2, CRTN and CRN to calculate the

noise immission levels from commercial, road and rail sources respectively within the study

area. These models have been identified as most appropriate for use in predicting noise

propagation.

9.5.9 The model accounts for the attenuation due to geometric spreading, atmospheric absorption,

and barrier and ground effects, where appropriate. Attenuation calculations for commercial

noise have been made on an octave band basis and therefore account for the typical sound

frequency characteristics of the noise source under consideration and assume down-wind

propagation as a worst-case. The attenuation and propagation of road and rail noise is

based on the overall A-weighted noise level and the methods described in CRTN and CRN

respectively which account for the typical sound frequency characteristics of these sources.

9.5.10 A receiver height of four metres will be typical of first floor windows and result in slightly

higher predicted noise levels than if a 1.2 to 1.5 metre receiver height were chosen.

9.5.11 Average daily road traffic data has been provided for the following scenarios:

• Exiting Baseline, 2012 without any development

• Future year, 2031, without development

• Future year, 2031 with development.

9.5.12 Rail traffic flow data has been provided for the existing railway line situated to the north

of the development site and the proposed spur that would serve the proposed rail freight

depot. Scenarios with and without development have been included in the model.

Existing Baseline

9.5.13 The site is bounded by East Midlands Airport to the south, M1 motorway to the east and

villages to the west and north. Further north is a freight railway line, beyond which lies the

A50 dual carriageway. Donington Park Race Circuit is approximately 3km south west of the

development.

9.5.14 The existing noise environment surrounding the proposed site is characterised by

transportation sources from the East Midlands Airport, railway traffic, vehicles using the M1

and local road and occasional activity taking place at Donington Park Race circuit. Natural

sources such as wind disturbed vegetation and birds and animals are more noticeable at

receptors located further away from these transportation noise sources.

9 NOISE & VIBRATION

Baseline Noise Survey Results

Measured Noise levels

Table 9.9: Location 1

Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)

Background Noise level LA90

(LA10, 18hour)

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

25/10/2013 62.1 61.0 49.8 45.5

26/10/2013** 61.5 57.8 47.2 41.6

27/10/2013** 62.8 59.7 50 48.7

28/10/2013 62.4 64.1 46.5 47.1 58.0

*Incomplete data set **Weekend period

Table 9.10: Location 2 - CRTN

Date LAeq,3hour LA10,3hours LA10,18hours

15/11/13 68.25 71.9 70.9


Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

25/10/2013 63.9 58.4 57.2 52.8

26/10/2013** 61.5 54.3 54.2 45.3

27/10/2013** 60.2 57.6 53.1 48.2

28/10/2013 62.5 53.2 52.8 44.0 62.4

29/10/2013 59.5 56.3 51.3 50.4 59.8

30/10/2013 61.5 56.3 49.7 50.4 59.9

31/10/2013 56.1 56.3 48.5 50.4 56.8

01/11/2013 61.4 52.8 55.2 45.7 62.2



9NOISE & VIBRATION


Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

15/11/2013* 64.3 60.9 59.7 51.0

16/11/2013** 66.0 59.5 56.5 49.7

17/11/2013** 57.8 55.5 49.9 43.0

18/11/2013* 62.4 59.9



Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

27/09/2013* 51.5 50.2 44.3 43.0

28/09/2013** 51.7 48.2 44.9 42.0

29/09/2013** 53.0 50.5 45.5 41.4

30/09/2013 52.6 52.9 46.7 45.5 53.2

01/10/2013 52.2 53.2 44.4 43.3 52.6

02/10/2013 51.8 50.6 45.2 42.1 52.5

03/10/2013* 52.1 48.1



Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

27/09/2013* 52.2 50.7 44.3 43.0

28/09/2013** 51.1 47.9 45.4 41.9

29/09/2013** 52.9 50.4 43.7 42.0

30/09/2013 52.4 54.7 48.4 47.1 53.5

01/10/2013 53.5 53.4 45.0 43.7 53.9

02/10/2013 51.7 51.1 44.7 42.3 52.8

03/10/2013* 50.8 47.7


9 NOISE & VIBRATION


Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

03/10/2013* 52.76 51.27 40.3 37.6

04/10/2013 48.08 44.05 31.7 26.3

05/10/2013** 45.4 46.65 29.1 29.9

06/10/2013** 51.15 47.4 32.1 27.7

07/10/2013 48.74 50.4 33.1 36.7 48.8

08/10/2013 46.56 46.42 34.9 33.5 46.9

09/10/2013 49.34 46.07 38.9 37.5 49.7

10/10/2013 50.8 54.04 42.8 42.3 51.7



Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

03/10/2013* 57.9 56.8 43.1 39.4

04/10/2013 57.3 51.1 35.0 31.3

05/10/2013** 53.2 55.4 33.3 36.0

06/10/2013** 54.1 51.8 36.6 31.2

07/10/2013 55.6 57.1 37.4 42.7 53.6

08/10/2013 54.9 56.0 38.4 38.7 53.7

09/10/2013 58.1 55.1 44.8 42.2 58.1

10/10/2013 57.6 55.8 45.1 45.7 58.8


Table 9.17: Location 9 CRTN

Date LAeq,3hour LA10,3hours LA10,18hours

25/11/2013 81.6 85.6 84.6


9NOISE & VIBRATION


Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

27/09/2013* 55.2 51.4 46.2 45.8

28/09/2013** 54.3 49.8 47.5 43.0

29/09/2013** 57.2 51.2 46.7 47.6

30/09/2013 55.5 54.4 49.8 44.4 56.9

01/10/2013 55.8 55.9 47.1 44.4 56.8

02/10/2013 55.4 50.7 46.3 42.7 56.0

03/10/2013* 54.7 50.7



Date Day-time

(LAeq,16hour)

Night-time

(LAeq,8hr)


LA10, 18hour

Day-time

(LA90,1hour)

Night-time

(LA90,5min)

25/10/2013* 61.2 55.9 47.6 43.3

26/10/2013** 57.4 53.0 44.7 39.5

27/10/2013** 60.2 56.0 44.3 37.4

28/10/2013* 58.8


9 NOISE & VIBRATION

9.6 IMPACT ASSESSMENT

Construction Noise

9.6.1 The level of construction noise that occurs at the surrounding properties will be highly

dependent on a number of factors such as the final site programme, equipment types used

for each process, and the operating conditions that prevail during construction. It is not

practicable to specify each and every element of the factors that may affect noise levels, and

therefore it is necessary to make reasonable allowance for the level of noise emissions that

may be associated with key phases of the construction.

9.6.2 In order to determine representative emission levels for this study, reference has been made

to the scheduled sound power data provided by BS 5228. Based on the size and nature of

the scheme an indicative construction programme has been developed. The following table

sets out the key phases of the Development, along with the key types of noise generating

operations associated with each phase. BS 5228-1 sets out a schedule of activity noise levels,

and these have been used as the basis of the assessment. In determining the rating applicable

to the working day, it has generally been assumed that the plant will operate for between

50% and 100% of the working day. In many instances, the plant would actually be expected

to operate for a reduced percentage, thus resulting in noise levels lower than predicted in this

assessment.

9.6.3 In order to relate the sound power emissions to predicted noise levels at surrounding properties,

the prediction methodology outlined in BS 5228 has been adopted. The prediction method

accounts for factors including screening and soft ground attenuation. The size of the site and

resulting separation distances to surrounding properties allows the calculations to be reliably

based on positioning all the equipment at a single point within a particular working area (for

example, in the case of Clearing site, it is reasonable to assume all associated construction

plant is positioned at the boundary of the site). In applying the BS 5228 methodology, it has

been conservatively assumed that there are no screening effects, and that the ground cover

is characterised as 50% hard/50% soft.

9.6.4 Table 9.20 and Table 9.21 list the key construction activities, the associated types of plant

normally involved, the expected worst case sound power level over a working day for each

activity, the property which would be closest to the activity for a portion of construction,

and the predicted noise level. It must be emphasised that these predictions only relate to the

noise level which would occur during the time when the activity is closest to the referenced

property.


9NOISE & VIBRATION

Table 9.20: Key construction phases and associated time periods

Phase/Activity Significant noise sources

Enabling &

Basement Works

Drainage diversion

Piling

Excavators/jack hammering

HGV movements associated with removal and delivery of

site materials

Piling operations

Concrete delivery and pouring

Residential Units and School:

Super structure frame,

envelope & fit-out

Cranes

HGV material deliveries

General site activity including generators, hand tools,

lifting/pumping equipment

Table 9.21: Upper predicted noise levels for typical site activities at varying distances.

Activity Equipment Quoted Noise RatingLAeq @ 10m

% on time

Predicted receiver noise level LAeq

for working day period at varying distances to receiver

25m 50m 100m

Clearing site Tracked excavator

70 to 78 75 61 to 69 55 to 63 49 to 57

Ground excavation/ earthworks

Dozer or Tracked excavator

69 to 81 75 60 to 72 54 to 66 48 to 60

Loading lorries

Wheeled loader

76 to 80 50 65 to 69 59 to 63 53 to 57

Distribution of material

Dump trucks tipping fill

74 50 63 57 51

Rolling and compaction

Dozer towing roller or Vibratory plate/compactor

78 to 81 50 67 61 55

Pre-cast piling - hydraulic hammer

Hydraulic hammer rig

89 50 78 72 66

Tubular steel piling - hydraulic hammer

Hydraulic hammer rig

77 to 88 50 66 to 77 60 to 71 54 to 65

Drop hammer pile rig power pack

69 50 58 52 46

9 NOISE & VIBRATION

Activity Equipment Quoted Noise RatingLAeq @ 10m

% on time

Predicted receiver noise level LAeq

for working day period at varying distances to receiver

25m 50m 100m

Rotary bored piling - cast in situ

Large rotary bored piling rigTracked drilling rig with hydraulic drifterMini piling rig

75 to 83 50 64 to 72 58 to 66 52 to 60

Craneage for piling

Mobile crane 67 to 70 50 56 to 59 50 to 53 44 to 47

Cutting steel piles

Gas cutter 65 to 68 25 51 to 54 45 to 48 39 to 42

Mixing and pumping concrete

Mixer truck and pumping

75 to 80 50 64 to 69 58 to 63 52 to 57

Lifting Mobile telescopic craneTracked mobile crane

67 to 77 25 53 to 63 47 to 57 41 to 51

Lifting/Loading

Fork lift Tuck 76 to 88 40 64 to 76 58 to 70 52 to 64

Lifting/Access Mobile Platforms

67 50 56 50 44

Access Scaffolding 68 to 80 30 55 to 67 49 to 61 43 to 55

Power for site cabins

Diesel generator

56 to 74 100 48 to 66 42 to 60 36 to 54

Power for air tools

Compressor 75 100 67 61 55

Miscellaneous Angle grinder 80 50 69 63 57

Handheld cordless nail gun

73 50 62 56 49


9NOISE & VIBRATION

9.6.5 The above table demonstrates a wide range of potential activity noise levels for different

operations, with noise levels varying from 36 to 78 dB LAeq according to the activity under

consideration, the selected type of process, and the location of the operation, these distances

being appropriate to the closest properties. It must be noted that the presented noise levels

relate only to the individual noise rating of particular activities. In reality, a number of noise

generating activities will simultaneously be occurring on site leading to cumulatively higher

noise levels (for example, 3 operations of equal noise level occurring on a given day would

equate to a total level 5 dB greater than the individual level). In general, with the exception of

a small number of very high output activities (that would only occur for a limited period within

the construction programme) operating at the closest location, working day noise levels are

generally expected to be below 65 dB LAeq (allowing for nominal cumulative increases from

multiple activities). This estimated level does not take into account any mitigation measures.

9.6.6 The residential receptors further away would be subject to lower construction noise levels,

due to increased distance from the construction noise source. The receptors are a minimum

of 100 metres from the closest part of the Site to 900 metres to the central locations of the

site. The likely noise levels due to construction activity fall to a range of 36-60 dB LAeq at

the closest distance to the Site. For a working day, noise levels are generally expected to be

below 60 to 65 dB LAeq (allowing for nominal cumulative increases from multiple activities).

This estimated level does not take into consideration any mitigation.

9.6.7 Within BS 5228-1 there are example methods for assessing the significance of noise effects

at residential receptors. Using example method 1 (the ABC method) the closest affected

properties would be assessed as Category A. These receptors are assessed as Category A

where the noise climate when rounded to the nearest 5 dB is below the Category A threshold

value of 65 dB LAeq,(12 hour). This provides a threshold value for significant effect at dwellings

of 65 dB LAeq,(12 hour) for daytime operations over the period 07:00-19:00. On Saturdays the

time period is reduced 07:00-13:00 which gives a limit of 65 dB LAeq,(6 hour).This level is the

combined existing ambient noise level and the construction noise. To achieve this criterion

the construction noise contribution would need to be below 65 dB LAeq, (12 hour).

9.6.8 Construction noise and vibration will need to follow good practice guidance in BS 5228-1

to minimise the risk of noise effects. The above findings suggest that the risk of substantial

effect due to construction noise is relatively low, but will ultimately necessitate a considered

construction methodology in order to address the risk.

9.6.9 The typical construction activities will result in a noise level of 55 dB LAeq,T or less for most

activities except for short term works which will be completed in a maximum duration of four

weeks. Comparing the predicted construction noise levels to the range of background noise

levels measured around the proposed development suggests that the noisier construction

activities would be audible at various times throughout the construction phase.

9 NOISE & VIBRATION

9.6.10 In addition to on-site activities, construction traffic passing to and from the site will also

represent a potential source of noise effect to surrounding properties.

9.6.11 With reference to the criteria of Table 9.2 the overall noise effect associated with the

construction phases of the Development is considered to be negligible. It is noted that short-

term activities may have a greater impact but because they will not exceed 4 weeks they

remain negligible in accordance with the criteria in Table 9.2.


9.6.12 The end users of the warehouse buildings are not known at this stage and therefore the

assessment has been carried out in generic terms.

9.6.13 The operation and plant that have been accounted for with respect to noise from the proposed

service yards and loading bays include noise from lorries entering and maneuvering into

loading bays and forklift units, cranes and other general loading/unloading activities.

9.6.14 The source noise levels for these activities have been assumed to be 70LAeq,5min at a distance

10m and 90LAmax at a distance of 5m. (these are considered conservative for the purposes

of the generic assessment). Based on the projected HGV movements associated with the

development, it has been estimated that for each service yard there would be 203 lorry

movements with 25 lorries being loaded or unloaded over the course of a one-hour period

during the day. At night, it has been estimated that there would be 25 lorry movements and

two Lorries being loaded or unloaded during a 5-minute period in each of the service yards.

Throughout both these periods it has been assumed that a train is also being unloaded.

The source noise levels have then been corrected to take account of distance, screening,

reflections etc to arrive at resultant noise levels at the relevant noise sensitive premises.

Fixed Plant

9.6.15 Where there are to be fixed plant items, for example air handling units, pumps or chillers

associated with the Development, consideration should be given to the application of suitable

noise limits.

9.6.16 At this stage the type, number and location of such plant is not known, so compliance with

the recommended noise limits should be taken into account at the detailed design stage. The

limits should apply to the cumulative noise from all fixed plant items and should include any

corrections for acoustic characteristics.

9.6.17 The Development may operate 24 hours a day, seven days a week, so the noise limits are

based on the lowest background noise levels, which were measured over the weekend period.

Where measurements have not been made at the stated assessment locations, the noise

levels measured at the closest measurement locations are considered representative. BS4142

is not applicable for noise measurements below 30 dB, where levels have been measured

below 30 dB the proposed limit has been a set at a rating level of 30 dB or at the prevailing

background level.


9NOISE & VIBRATION

Table 9.22: Suggested Plant Noise Emission Limits, free-field dB

Location Period Measured Existing

LA90

Proposed Noise Limit

LAr(1)

L1Daytime 47 37

Night time 42 32

L3Daytime 53 43

Night time 45 35

L4Daytime 50 40

Night time 43 33

L5Daytime 46 36

Night time 41 31

L6Daytime 44 34

Night time 42 32

L7Daytime 29 30

Night time 28 30

L8Daytime 33 33

Night time 31 31

L9Daytime 47 37

Night time 43 33

L10Daytime 50 40

Night time 43 33

L11Daytime 44 34

Night time 37 32

Note: (1) The proposed noise limits are applicable at a point close to, but at least 4 metres in front of, the relevant façade.

9.6.18 As the design and plant procurement process evolves, the noise emission levels from the

plant should be reviewed against these limits and any requirements for mitigation measures

incorporated accordingly. Given the possible 24 hour operation of the development, the

proposed plant should be designed against the most stringent criterion listed above for each

location.

9.6.19 Note that the limits suggested above are Rating Levels and as such any design should take

into account the acoustic characteristics of the plant. The limits are deemed to apply to

the total noise emission level from all plant so that individual plant items may need to be

designed to a lower limit to take into account the cumulative effects of noise.

9 NOISE & VIBRATION

On-Site Operations Overall Changes in Noise Level

9.6.20 Developments that fall into a distribution use class are, to a large degree, predictable in terms

of their likely noise emissions. The noise sources are generally similar at most distribution

or storage depots and there are databases that allow the level of traffic generation to be

calculated based on the floor area. On this basis, a detailed assessment has been undertaken

of the proposed development in terms of the noise levels likely to be generated during its

operational use.

9.6.21 The operation of a Rail Freight Terminal and Warehouse Buildings is likely to involve a number

of heavy goods vehicle movements in the service yard area, heavy and light vehicles on the

access roads to the site and movements around the staff car parking areas. With each of

these movements a number of sources are likely to give rise to noise that has the potential

to propagate off-site. These sources could include air-brake noise (generated by the release

of air pressure from heavy goods vehicle (HGV) brake systems), revving engines, reversing

alarms and car door slams.

9.6.22 The hourly breakdown of anticipated vehicle movements associated with the operational use

of the site has been provided by BWB Consulting Limited. The highest overall figures for the

daytime and night-time periods have been used in this assessment and are summarised in

Table 9.9 to Table 9.19.

Table 9.23: Summary of Operational Vehicle Movements – Peak Hour Values

Period Time HGVs

Daytime 07:00 to 23:00 203

Night-time 23:00 to 07:00 25

9.6.23 The assessment periods have been taken as one hour for the daytime and evening periods

and five minutes for the night-time period. Since the vehicle movements into and out of the

site have been provided in terms of hourly totals, it has been assumed that the night-time five

minute period includes one twelfth of the above movements.

9.6.24 The noise levels generated by the external activities have been calculated using the prediction

framework set out in ISO9613. The acoustic screening effects of the proposed Warehouse

buildings and the landscaped bunds have been included in the following predictions.

9.6.25 The activities in and around the car park and the loading bay have been modelled as acoustic

point sources. The self-screening that would occur as a result of the occupation of the car

park has been ignored to present a worst-case.


9NOISE & VIBRATION

9.6.26 One hour or five minute LAeq values have been calculated as appropriate for the assessment

period for each noise generating event. The predicted noise levels from each event have been

logarithmically summed to derive the overall noise levels from the proposed development, in

terms of a one hour or a five minute LAeq value as appropriate for the time of day/night.

9.6.27 The assessment of operational noise levels has been undertaken at a number of locations, as

shown in Appendix 9.1. The predictions have been undertaken for the upper storey (4m) of

each property considered. The receptors considered are listed here, together with the noise

measurement location considered to be most representative of each individual assessment

position:

Table 9.24: Noise monitoring and Assessment locations

Position Location

1 South Kegworth

3 North Lockington

4 West Kegworth

5 South Lockington

6 South Hemington

7 East Castle Donnington

8 South Castle Donnington

9 Hotel, M1 Junction 24

10 North Hemington

11 South Kegworth

9 NOISE & VIBRATION

9.6.28 The noise levels predicted at each location for the daytime and night-time periods are shown

in Table 9.25 and Table 9.26 respectively; each table includes the total noise from the site and

the noise due to all stationary sources, i.e. including HGVs and trains loading and unloading,

but excluding vehicles on the access roads.

Table 9.25: Predicted Daytime Operational Noise Levels, free-field LAeq,1hour dB

Location Total Predicted Noise Level Predicted Noise Excluding

Moving Vehicles/Train

L1 39.6 38.9

L3 37.2 35.8

L4 50.9 50.8

L5 37.3 33.5

L6 36.7 31.7

L7 36.2 31.8

L8 34.4 29.7

L9 42.5 41.3

L10 33.7 30.8

L11 30.2 28.1

Table 9.26: Predicted Night-time Operational Noise Levels, free-field LAeq,5 minutes dB

Location Total Predicted Noise Level Predicted Noise Excluding

Moving Vehicles/Train

L1 39.0 38.9

L3 36.0 35.8

L4 50.9 50.8

L5 34.3 33.5

L6 32.7 31.7

L7 32.7 31.8

L8 30.6 29.7

L9 41.8 41.3

L10 31.3 30.8

L11 28.4 28.1

9.6.29 The predicted noise levels are unlikely to cause sleep disturbance, as set out in the guidance

produced by the World Health Organisation and set out in BS8233. This is evidenced by the

external free-field values (total predicted noise levels) shown in Table 9.25 and Table 9.26

being lower than lower than 50dB LAeq,T, at most locations except at one location where the

level is predicted to be above by 0.9 dB, which is of negligible significance.


9NOISE & VIBRATION

9.6.30 The future ambient noise levels at the closest noise-sensitive receptors have been calculated

by adding the above total predicted noise levels to the existing ambient noise levels. To

present a worst-case assessment, the lowest measured ambient noise levels have been used

for each period, irrespective of whether the measurement occurred on a weekday or weekday.

It is noted that the lower noise levels generally occurred during the weekend measurements.

Table 9.27: Predicted Change in Ambient Noise Levels, free-field dB(A)

Location Period Existing Ambient

Noise Level LAeq,T

Future Ambient

Noise Level LAeq,T

Change

L1Daytime 61.5 61.5 0.0

Night-time 57.8 57.9 0.1

L2- -

- -

L3Daytime 56.1 56.2 0.1

Night-time 52.8 52.9 0.1

L4Daytime 57.8 58.6 0.8

Night-time 55.5 56.8 1.3

L5Daytime 51.7 51.9 0.1

Night-time 48.2 48.4 0.2

L6Daytime 51.1 51.3 0.1

Night-time 47.9 48.0 0.1

L7Daytime 45.4 45.9 0.5

Night-time 44.0 44.3 0.3

L8Daytime 53.2 53.3 0.1

Night-time 51.1 51.1 0.0

L9Daytime 57.8 57.9 0.1

Night-time 55.5 55.7 0.2

L10Daytime 53.4 53.5 0.1

Night-time 49.8 49.9 0.1

L11Daytime 57.4 57.4 0.0

Night-time 53.0 53.0 0.0

9.6.31 It can be seen from Table 9.27 that there would be either no change in the ambient noise

level or a slight, barely perceptible change at all of the receptors considered. The slight,

barely perceptible increases in noise should be considered in light of the assumptions that

have biased the predictions toward a worst-case situation. In reality impacts are likely to be

lower and of negligible significance.

9 NOISE & VIBRATION

9.6.32 In addition to the assessment of the change in ambient noise, an assessment has been carried

out to quantify the relationship between the predicted on-site activity and the prevailing

background noise levels. The on-site vehicle noise included in the assessment excludes all

traffic movements. The noise levels are shown in Table 9.28.

9.6.33 The predicted non-traffic noise levels have been compared to the existing background noise

levels at the receptors under consideration. This assessment is broadly in accordance with

the assessment procedures contained in BS4142, although BS4142 is not strictly applicable

to sources of this nature as they are not fixed. In line with a BS4142 assessment, a + 5dB

correction has been applied to the predicted noise levels to take account of the acoustic

characteristics associated with the noises.

Table 9.28: Comparison of Operational On-Site Noise Levels with Existing Background

Noise Levels – free-field dB(A)

Location Period Existing Background

Noise Level LA90

Predicted Rating

Noise Level LAr

Difference

(dB)

L1Daytime 47 44 -3

Night-time 42 44 2

L2Daytime - - -

Night-time - - -

L3*Daytime 50 41 -9

Night-time 43 41 -2

L4Daytime 46 56 10

Night-time 41 56 15

L5Daytime 44 39 -5

Night-time 42 39 -3

L6Daytime 29 37 8

Night-time 28 37 9

L7Daytime 33 37 4

Night-time 31 37 6

L8Daytime 47 35 -12

Night-time 43 35 -8

L9*Daytime 50 46 -4

Night-time 43 46 3

L10Daytime 44 36 -8

Night-time 37 36 -1

L11Daytime 47 33 -14

Night-time 42 33 -9


9NOISE & VIBRATION

9.6.34 The comparison between the predicted rating noise levels and the existing background noise

levels at the closest noise-sensitive receptors shows that the operational noise levels will lead

to a situation between marginal significance or where complaints are likely in accordance

BS4142. The adverse noise levels are as a result of the crane in the Rail freight Terminal.

9.6.35 It is recommended that, a quieter crane is installed or the use of screens or enclosures is

considered.

Rail Traffic

9.6.36 In operation at present there are 32 trains per day on the existing mainline. These trains have

no particular timetable, therefore movement times are varied.

9.6.37 It is anticipated that the development will generate an additional 32 train movements per day.

The trains are to divert off the existing line close to the development and perform shunting

movements to allow unloading/loading at the freight terminal.

9.6.38 The change in noise levels have been predicted at the noise sensitive receptors, between the

existing and proposed development in accordance with the ‘Calculation of Railway Noise’

1995 (CRN)

9.6.39 In order to consider the worst case situation, separate calculations have been carried out

assuming all the trains arrive/depart (and carry out the shunting movements) in both the

daytime (LAeq,16hr) and night-time periods (LAeq,8hr). The table below assesses the predicted

noise due to the increase in train movements on the main line and the new railway line to the

terminal with the existing ambient noise levels at the closest receptor locations.

Table 9.29: Predicted Rail Traffic Change in Ambient Noise Levels, free-field dB(A)

Location Period Existing

Ambient Noise

Level LAeq,T

Predicted

Railway Noise

LAeq,T

Future Ambient

Noise Level

LAeq,T

Change

L3Daytime 56.1 38.6 56.2 0.1

Night-time 52.8 39.9 53.0 0.2

L9Daytime 56.1 45.0 56.4 0.3

Night-time 52.8 46.3 53.7 0.9

L10Daytime 55.4 43.7 55.7 0.3

Night-time 50.7 45.0 51.7 1.0

9.6.40 For both the daytime and night-time periods, the predictions indicate a change in noise

level no greater than 1 dB(A). As the noise in question is identical in nature to that of the

existing train running activities, this change is the minimum perceptible and may therefore be

classified as a negligible impact.

9 NOISE & VIBRATION


9.6.41 The results of the Transport Assessment have been used as the basis of a road traffic noise

assessment. The assessment focuses on the roads around and into the site. The predicted

changes in noise level will occur at noise-sensitive receptors that surround the proposed

development. The new kegworth bypass will include an earth bund and a noise barrier as part

of the design.

9.6.42 The roads that have been considered are presented in Table D3 of Appendix 9.1.

9.6.43 The assessment of operational traffic noise has been carried out for the year 2031, which is

the site opening date. The assessment compares the ‘present development’ and ‘proposed

development’ scenarios. This approach has been adopted to allow the potential change in

road traffic noise levels as a result of the proposed development to consider the likely impact

on noise sensitive receptors.

Table 9.30: Predicted Changes in Traffic Noise, free-field dB LA10,18hours

LocationPredicted Traffic Noise Level - 2031

ChangeWithout Development With Development

L1 58.8 61.0 2.2

L2 66.2 63.7 -2.5

L3 60.4 62.9 2.5

L4 65.2 65.4 0.2

L5 52.8 53.3 0.5

L6 53.2 53.5 0.3

L7 52.8 53 0.2

L8 52.6 52.6 0

L9 67.7 66.9 -0.8

L10 56.3 57.1 0.8

L11 56.1 57.2 1.1

9.6.44 Comparing the above predicted changes in road traffic noise with the impact scale adopted

for this assessment, it can be seen that the increases in traffic noise are predicted to be slight,

barely perceptible increases at most locations except at two locations where the increase

in traffic will be of minor significance. At location L2 a reduction can be seen due to the

proposed Kegworth by-pass, which reduces traffic flows through the village.


9NOISE & VIBRATION

9.7 MITIGATION

Construction Mitigation

9.7.1 The proposed site design includes an earth bund to the north and west of the site which will

benefit residents once created and will further reduce noise level at noise sensitive properties

during other construction phases of the proposed development.

9.7.2 To further reduce the potential noise impact of construction noise, the following types of

mitigation measures are proposed. These will be included in the Construction Environmental

Management Plan (CEMP).

9.7.3 Those activities that may give rise to audible noise at the surrounding properties together

with heavy goods vehicle deliveries to the site, should be limited to the hours 07:00–19:00

Monday to Friday and 07:00 –13:00 on Saturdays.

9.7.4 All construction activities shall adhere to good practice as set out in BS 5228.

9.7.5 All equipment will be maintained in good working order and any associated noise attenuation

such as engine casing and exhaust silencers shall remain fitted at all times.

9.7.6 Where flexibility exists, activities will be separated from residential neighbours by the

maximum possible distances.

9.7.7 A management scheme will be developed to control the movement of vehicles to and from

the proposed development site.

9.7.8 Construction plant capable of generating significant noise and vibration levels will be operated

in a manner to restrict the duration of the higher magnitude levels wherever practical.

Rail Freight Terminal and Warehouse Buildings Mitigation

9.7.9 The proposed design of the Site includes earth bunds to the north and west and 2m

high acoustic fencing along the new railway line. The bund and fencing will provide noise

reduction from the operation on the rail freight terminal and warehouse buildings as part

of the mitigation in the design of the proposed Development. Providing that the design,

location and installation of any fixed plant are such that the recommended noise limits are

achieved, further noise mitigation measures should not be required.

On-Site Operations Overall Changes in Noise Level

9.7.10 The analysis of likely operational noise levels has shown that, at worst, a slight, barely

perceptible increase in the ambient noise level will occur at the closest noise-sensitive

receptors. An analysis in broad accordance with the principles of BS4142 has indicated that at

worst, a situation between marginal significance or complaints likely will occur. Mitigation in

the form of a quieter crane or the use of screens and enclosures around the plant is required.

9 NOISE & VIBRATION

Road Alterations and New Road Link Mitigation

9.7.11 The assessment of road traffic noise has shown that, minor increases in noise are likely at the

noise-sensitive properties. The management of road vehicles, principally in terms of the routes

they use, is considered to be one of the main practical measures that could be implemented

to manage the identified impacts. In addition, the proposed design of the bypass includes

earth bunds and 2m high acoustic fencing.

9.7.12 On the basis of the anticipated impact and the difficulties associated with reducing the

impacts, it is likely that the slight, barely perceptible increases in noise level will remain.


9NOISE & VIBRATION

9.8 RESIDUAL EFFECTS

Construction Noise

9.8.1 Construction noise and vibration can rarely be mitigated to the point where all impacts

have been entirely avoided, at least not without unacceptable implications to cost, project

timetables, technical risk and safety. Therefore, it may be unavoidable that some elements

of the construction of this development may result in there being some residual impacts.

However, through the adoption of Best Practicable Means, construction noise and vibration

will be minimised and maintained within required levels and therefore impacts are considered

to be acceptable.


9.8.2 The road alterations and new road link will have a negligible to minor effect at most nearby

noise sensitive residential properties, except at one location where a major effect as shown in

Table 9.29, the assessment of the scenario of Without Development and With Development.


9.8.3 The rail freight terminal and warehouse buildings will have a negligible effect on nearby

noise sensitive residential properties. Table 9.28 has assessed the existing ambient noise

levels and the predicted railway noise, which shows a negligible impact. The operations of

the warehouse building have been assessed and plant noise limits have also been proposed

which if met will result in a negligible impact.


9NOISE & VIBRATION

9.9 CONCLUSION

9.9.1 A noise and vibration assessment has been undertaken in order to assess the potential

impact of the proposed East Midlands Gateway Strategic Rail Freight Interchange (EMSRFI)

development on the existing and future ambient noise levels at existing nearby noise sensitive

receptors. Baseline noise monitoring was undertaken to establish the existing ambient levels

and significant sources in the vicinity of the proposed development. The baseline levels of

noise are shown to be relatively high in many locations in and around the site of the proposed

development.

9.9.2 The noise assessment shows that the construction impacts of the development will result in

a negligible effect on properties nearby.

9.9.3 A noise prediction model was used to establish the effects on the local road network in the

vicinity of the development of changes in road traffic noise levels.

9.9.4 Increases in road traffic noise at existing residential properties due to changes in road traffic

flows as a result of the proposed Development are predicted to result in a range of effects

in different parts of the surrounding area. In three survey locations, and with ‘worst case’

assumptions, the proposals would result in a minor increase in road noise levels. However,

Kegworth will see a reduction in noise levels from road traffic as a result of the proposed

Bypass, and the other survey locations see a negligible change in traffic noise.

9.9.5 Increases in rail traffic noise at existing residential properties due to the proposed Development

are predicted to be negligible. Similarly, noise effects from the general operational activities

on site will also be negligible as a result of mitigation measures proposed including the

landscaping, bunding, and the buildings proposed which also provide some screening

benefits.

9.9.6 Overall, the assessment suggests that even with worst case assumptions made, the impact of

the proposed development on noise will be very slight, and barely perceptible.

9.9.7 Operation of the proposed Development has been assessed according the BS4142 standard

method which uses as a rating system the likelihood of complaints being made by neighbours

as a result of noise levels. The 24 hour operation of the terminal is expected largely to result

in marginal significance or ‘complaints likely’ when compared to existing background levels

without mitigation. However, if the recommended mitigation measures are employed this

could result in ‘complaints unlikely’ or noise levels of marginal significance.

noise & vibration - planning inspectorate · chapter 9 noise & vibration document no 5.2...

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