Noise Impact Assessment

Noise Impact Assessment

APPENDIX 8

November 2009

Noise Impact Assessment for Proposed Ammonium Nitrate Emulsion Production Facility and Continued Operation of Orica Mining Services Technology Centre, Richmond Vale, NSW

Orica Australia Pty Limited

Noise Impact Assessment for

Proposed Ammonium Nitrate Emulsion Production Facility and Continued Operation of Orica Mining Services Technology Centre,

Richmond Vale, NSW

Prepared by

Umwelt (Australia) Pty Limited

on behalf of

Orica Australia Pty Limited

2/20 The Boulevarde PO Box 838

Toronto NSW 2283

Ph: 02 4950 5322 Fax: 02 4950 5737

Email: [email protected] Website: www.umwelt.com.au

Project Director: Michelle Kirkman Project Manager: Emma Lodge Report No. 2586/R05/Final Date: November 2009

Orica Noise Impact Assessment Table of Contents

Umwelt (Australia) Pty Limited 2586/R05/Final November 2009 i

TABLE OF CONTENTS

1.0 Introduction .............................................................................. 1.1

2.0 Project Description................................................................... 2.1 2.1 Project Area and Surrounds ............................................................. 2.1 2.2 Plant and Equipment ......................................................................... 2.1 2.3 Proposed Hours of Operation .......................................................... 2.1 2.4 Receiver Locations ............................................................................ 2.1 2.5 Traffic and Access ............................................................................. 2.2 2.6 Existing Noise Criteria ...................................................................... 2.2

3.0 Noise Impact Assessment Procedure .................................... 3.1

4.0 Noise Environment and Project Noise Criteria ...................... 4.1 4.1 Existing Noise Environment ............................................................. 4.1

4.1.1 Environmental Noise Loggers .........................................................................4.1

4.1.2 Attended Noise Monitoring ..............................................................................4.1

4.2 Operational Noise Criteria ................................................................ 4.2 4.3 Construction Noise Criteria .............................................................. 4.3 4.4 Sleep Disturbance Noise Goals ....................................................... 4.3 4.5 Road Traffic Noise Criteria ............................................................... 4.3

5.0 Noise Modelling Methodology ................................................. 5.1 5.1 Noise Modelling ................................................................................. 5.1 5.2 Meteorological Parameters ............................................................... 5.1

5.2.1 Default Meteorological Conditions ...................................................................5.1

5.2.2 Site Specific Meteorological Conditions ..........................................................5.1

5.2.3 Modelling Conditions .......................................................................................5.2

5.3 Operational Noise Sources ............................................................... 5.2 5.4 Construction Noise Sources ............................................................ 5.2 5.5 Road Traffic Noise ............................................................................. 5.3

6.0 Noise Predictions ..................................................................... 6.1 6.1 Predicted ANE Production Facility Operational Noise Levels ....... 6.1 6.2 Predicted Construction Noise Levels .............................................. 6.1 6.3 Sleep Disturbance ............................................................................. 6.2

Orica Noise Impact Assessment Table of Contents

Umwelt (Australia) Pty Limited 2586/R05/Final November 2009 ii

6.4 Road Traffic Noise Assessment ....................................................... 6.2

7.0 Cumulative Noise Impact Assessment ................................... 7.1

8.0 Summary of Findings and Noise Management ...................... 8.1 8.1 Noise Management Measures .......................................................... 8.1 8.2 Mitigation of Road Traffic Noise ....................................................... 8.1

9.0 References ................................................................................ 9.1

FIGURES

1.1 Orica Mining Services Technology Centre, Richmond Vale, NSW. ....... 1.1 2.1 Existing Operations and Proposed ANE Production Facility ................. 2.1 2.2 Proposed ANE Production Facility and Residential Receivers ............. 2.1

APPENDICES

A Glossary and Definitions - Acoustics B Noise Impact Assessment Procedures C Noise Monitoring Results D Specifications of Plant and Equipment E Road Traffic Noise

Orica Noise Impact Assessment Introduction

Umwelt (Australia) Pty Limited 2586/R05/Final November 2009 1.1

1.0 Introduction Orica Australia Pty Limited (Orica) is seeking development consent for the continuation of existing operations and the construction and operation of a proposed Ammonium Nitrate Emulsion (ANE) Production Facility at their Mining Services Technology Centre site (Technology Centre), located at Richmond Vale, New South Wales (NSW) (refer Figure 1.1). The Technology Centre currently operates under three development consents granted by Cessnock City Council in 1991, 1998 and 2006. The existing operations include offices, research and manufacturing facilities, stores, water storage, sewage treatment and car parking. There are approximately 200 people employed at the Technology Centre. The proposed ANE Production Facility will involve the construction of new infrastructure within the existing Technology Centre. The new facilities will allow for the production of up to 250,000 tonnes per annum of ANE which will be transported via road to other Orica operations and customers located in South Eastern Australia. Orica is seeking to obtain a new project approval that will incorporate the existing operations at the Technology Centre which will remain unchanged and the proposed ANE Production Facility (the Project). This consolidation of the existing operations and the proposed ANE Production Facility under a single development consent will enable more effective whole of site environmental management. The Project is a Part 3A Project as defined by the State Environmental Planning Policy (SEPP) Major Projects 2005, and requires the approval of the NSW Minister for Planning under Part 3A of the Environmental Planning and Assessment Act 1979 (EP&A Act). An Environmental Assessment (EA) will be lodged with the Department of Planning (DoP) for assessment. This Noise Impact Assessment (NIA) has been prepared by Umwelt (Australia) Pty Limited (Umwelt) as a part of the EA that will support the Part 3A project application for the Project.

Orica Noise Impact Assessment Project Description


2.0 Project Description

2.1 Project Area and Surrounds

Orica’s Technology Centre is located on the southern side of George Booth Drive which is a main arterial road in Richmond Vale, approximately 22 kilometres west of Newcastle, NSW (refer to Figure 1.1) in the Cessnock local government area (LGA). The Technology Centre is located on Lot 2, DP 809377. The property is approximately 292 hectares and is owned by Orica. The closest townships to the Technology Centre are Kurri Kurri, approximately 5 kilometres to the north-west and Seahampton, approximately 4 kilometres to the south-east of the Technology Centre. The surrounding area encompasses a variety of land use activities including agriculture, bush land, rural residential area, rural industrial activities and transport corridors. Tasman Underground Mine is located on George Booth Drive approximately 2.5 kilometres to the south-east of the Technology Centre. 2.2 Plant and Equipment

The key infrastructure at the proposed ANE Production Facility is shown in Figure 2.1 and will include: • chemical, fuel and product storage tanks;

• ANE manufacturing plant;

• truck weighing, loading and unloading facilities;

• utilities including hot water, cooling water and compressed air systems, electricity distribution cables and a transformer;

• stormwater/spill management structures;

• a plant site office, control room, switch room, and quality control laboratory; and

• an access road from the site entrance to the proposed ANE Production Facility.

2.3 Proposed Hours of Operation

The proposed ANE Production Facility will operate 24 hours a day, 7 days a week. It is proposed to transport raw materials to site and ANE product off site 24 hours a day, 7 days a week. 2.4 Receiver Locations

There are approximately 21 private residences located within a 3 kilometres radius of the Technology Centre boundary, with the nearest residential property approximately 1.8 kilometres from the proposed ANE Production Facility (refer to Figure 2.2). The majority of the private residences are located along George Booth Drive, with the remainder on Sheppeard Drive (refer to Table 2.1).

Orica Noise Impact Assessment Project Description


Table 2.1 – Residential Receivers

Receiver Location Receiver IDs Receivers – North-west of Technology Centre along George Booth Drive R1 to R16

Receivers - South-west of Technology Centre on Sheppeard Drive R17 to R21

2.5 Traffic and Access

Access to the Technology Centre is gained via a dedicated intersection between George Booth Drive and the internal site access road, Echidna Drive. The access road for the proposed ANE Production Facility will be connected to Echidna Drive via a roundabout (refer to Figure 2.1). All materials currently utilised by the existing operations are transported to the Technology Centre by road. It is proposed to transport all raw materials for the proposed ANE Production Facility and all ANE from the proposed ANE Production Facility by road. Raw materials will be delivered to the proposed ANE Production Facility from Kooragang Island and other locations, including Sydney. Trucks transporting raw materials from Sydney will travel via the F3 Freeway, John Renshaw Drive and George Booth Drive. Trucks transporting materials from Kooragang Island will access the Technology Centre using the Pacific Highway and New England Highway for approximately 20 kilometres then continue along John Renshaw Drive and 4 kilometres down George Booth Drive (refer to Figure 2.2). Trucks exporting product will travel to the Hunter Valley from George Booth Drive via John Renshaw Drive and Cessnock Road (through Kurri Kurri) to the New England Highway at Maitland. Traffic associated with the project will utilise the F3 extension to Branxton in the future, once it is constructed, via the proposed Buchanan interchange. 2.6 Existing Noise Criteria

The existing Environment Protection Licence (EPL 4121) and development consents for the Technology Centre do not contain conditions relating specifically to noise.

Orica Noise Impact Assessment Noise Impact Assessment Procedures


3.0 Noise Impact Assessment Procedure This Noise Impact Assessment (NIA) has been prepared by Umwelt to assess the potential noise impacts of the Project in accordance with the NSW Industrial Noise Policy (INP) (Department of Environment and Climate Change (DECC), 2000). A glossary of noise terminology is included in Appendix A. A detailed summary of the INP (DECC 2000) requirements and the noise impact assessment methodology used for this NIA is provided in Appendix B. To satisfy the requirements of the INP (DECC 2000), this NIA: • identifies noise sensitive locations that could be affected by activities at the site and

assesses the existing noise environment at noise sensitive locations in accordance with the INP (DECC 2000) guidelines for the determining background and amenity noise level;

• identifies all noise sources from the operational and construction phase of the development and determines the expected noise levels and noise characteristics (e.g. tonality, impulsiveness, vibration, etc) likely to be generated from the noise sources;

• identifies the times of operation for the development and for all noise-producing activities;

• considers the influence of meteorological conditions such as wind and temperature inversions on the propagation of noise from the Project to the receiver locations;

• predicts the noise levels likely to be received at the most sensitive locations under worst case meteorological conditions;

• compares the predicted noise levels with the appropriate noise criteria for the phase of development or activity being considered;

• predicts and then assesses the impact of the road traffic noise likely to be generated by the Project; and

• discusses the findings from the predictive modelling and, where relevant noise criteria have not been met, discusses additional mitigation measures.

The noise level prediction modelling takes into account all the noise sources that may reasonably be expected when the Project is fully operational. The modelling was undertaken using the commercially available software packages Environmental Noise Model (ENM) for the industrial noise sources, construction noise and sleep arousal, and CoRTN (Calculation of Road Traffic Noise) for the road traffic noise.

Orica Noise Impact Assessment Noise Environment and Project Noise Criteria


4.0 Noise Environment and Project Noise Criteria

4.1 Existing Noise Environment

The existing noise environment in the area surrounding the Project was assessed in accordance with Section 3 of the INP (DECC 2000) using a combination of Acoustic Research Laboratories (ARL) environmental noise loggers and attended noise monitoring. The results of the noise monitoring program were used to determine the Project-specific Noise Levels for the Project. 4.1.1 Environmental Noise Loggers

ARL environmental loggers were used at the locations illustrated in Figure 2.2, to measure the ambient noise levels in the region surrounding the Orica Technology Centre. Details of the monitoring program are presented in Table 4.1.

Table 4.1 - Details of Noise Monitoring using Environmental Loggers

Monitoring Location Logger Serial No.

Measurement Started

Measurement Stopped

L1 - George Booth Drive 194538 18:15 30/07/09 09:45 18/08/09 L2 - Sheppeard Drive 194531 17:00 30/07/09 10:00 18/08/09

The results of the monitoring program, reported as the Rating Background Level (RBL) and the Mean LAeq, period (where period = day, evening and night) are presented in Appendix C and summarised in Table 4.2.

Table 4.2 – Monitoring Results, RBL and Mean LAeq, period dB(A)

Monitoring Location Time Period RBL Mean LAeq, period

L1 - George Booth Drive (Representative of R1 to R16)

Day 41.2 61.1 Evening 38.0 57.2

Night 31.5 55.4

L2 - Sheppeard Drive ( Representative of R17 to R21)

Day 32.0 45.0 Evening 30.5 41.0

Night 30.0 38.3 Note 1: Monday to Saturday Day is 7.00 am to 6.00 pm, Evening 6.00 pm to 10.00 pm and Night 10.00 pm to 7.00 am; on Sundays and Public Holidays Day is 8.00 am to 6.00 pm, Evening 6.00 pm to 10.00 pm and Night 10.00 pm to 8.00 am. 4.1.2 Attended Noise Monitoring

The objective of the attended noise monitoring program was to determine the sources of noise contributing to the ambient noise environment and determine the contribution from industrial noise sources to the existing ambient noise levels. Attended noise monitoring was undertaken on two occasions in the region surrounding the Technology Centre during the day, evening and night time on the 21 January 2009 and 17 August 2009. The monitoring locations are shown on Figure 2.2 and represent the nearest potentially noise affected receiver areas to the north-west and south-west of the Technology Centre. The results of the operator-attended noise monitoring program are presented in Appendix C.



The monitoring results were used to assess the background (LA90) and ambient (LAeq) noise levels within the residential receiver areas adjacent to the Project and determine the contribution from industrial noise sources to the existing ambient noise levels. The results of the attended noise monitoring program are presented graphically in Appendix C and summarised in Table 4.3. The results in Appendix C include a low pass filter to remove insect noise in frequencies greater than 1 kHz.

Table 4.3 –Attended Noise Monitoring Results, dB(A)

Monitoring Location Time Period LA90, 15min LAeq, 15min Industrial

Contribution 20/01 17/08 20/01 17/08 20/01 17/08


Day 53 1 51 1 56 73 < 30 < 30 Evening 33 42 1 58 70 < 30 < 30

Night <30 < 30 55 60 < 30 < 30

L2 - Sheppeard Drive (Representative of R17 to R21)

Day 38 30 42 38 < 30 < 30 Evening 38 2 < 30 45 32 < 30 < 30

Night 40 2 < 30 43 52 3 < 30 < 30 Note 1: Elevated background due to road traffic noise Note 2: Ambient noise levels affected by insects Note 3: Helicopter overhead 4.2 Operational Noise Criteria

The acoustic environment in the region surrounding the Technology Centre is typical of a rural receiver type. The residential receiver areas south-west of the project area along Sheppeard Drive are dominated by natural sounds with little or no road traffic noise. To the north of the project area the residential receiver areas along George Booth Drive are, at times, heavily influenced by road traffic noise. Both residential receivers areas have been assessed using the “rural” receiver criterion in accordance with the INP (DECC 2000) guidelines. The operational project-specific noise criteria for the receiver areas surrounding the Technology Centre have been determined in Appendix C and are summarised in Table 4.4.

Table 4.4 - Project-Specific Noise Criteria at Receivers Areas, dB(A) Receiver Location Time Period Intrusiveness

Criteria, LAeq,15 minute

Amenity Criteria, LAeq,

period

Project-Specific Noise Criteria

LAeq, 15 minute 1


Day 46 50 46 Evening 43 45 43

Night 37 40 37 L2 - Sheppeard Drive (Representative of R17 to R21)

Day 37 50 37 Evening 36 45 36

Night 35 40 35 Note 1: The Project-specific criterion is the most stringent of the intrusive and amenity criteria.



4.3 Construction Noise Criteria

The DECC recognises that construction activities could generate higher noise levels than normal operational noises. The Interim Construction Noise Guideline DECC 2009 provides criteria for construction activities as presented in Table 4.5.

Table 4.5 - DECC Construction Noise Criteria, dB(A)

Construction Time Construction Noise Criterion LAeq, 15 minute

Recommended standard hours Monday to Friday 7 am to 6 pm Saturday 8 am to 1 pm No work on Sundays or public holidays

RBL + 10 dB

Outside recommended standard hours RBL + 5 dB Whilst construction activities for the Project will generally occur during the recommended standard hours of Monday to Saturday, there may be a need to undertake construction activities outside of these hours. The assessment of construction noise is therefore undertaken for standard day time hours and for periods outside standard hours including night times from 6:00pm to 7:00am week days and weekends from 1:00pm Saturday to 7:00am Monday. 4.4 Sleep Disturbance Noise Goals

The DECC have provided an application note for the assessment of sleep disturbance (DECC July 2006) ,which suggests that to prevent sleep arousal, the LA1,1minute level of a noise source should not exceed the LA90 background noise level by more than 15 dB. This is based on measurement outside the bedroom window of the receiver during the night-time hours (10.00 pm to 7.00 am) in accordance with the INP (DECC, 2000) and the guidance note reproduced in Appendix B. The relevant sleep disturbance noise goals for the residential receivers are provided in Table 4.6.

Table 4.6 – Sleep Disturbance Criteria at Residential Receivers, dB(A)

Receiver Location RBL LA90,15minute dB(A) 1 Night Time Construction Noise Criterion LA10, 15 minute

L1 - George Booth Drive (Representative of R1 to R16) 32 47

L2 - Sheppeard Drive (Representative of R17 to R21) 30 45

Note 1: Measured during the night-time period (10.00 pm to 7.00 am). 4.5 Road Traffic Noise Criteria

At maximum production levels the Project is expected to contribute an additional 100 heavy vehicle movements (50 vehicle trips) per day on weekdays and 76 heavy vehicle movements (38 vehicle trips) on weekends. These heavy vehicle movements will be a mixture of rigid and articulated vehicles. In addition to this, at maximum production light vehicle movements are expected to increase by approximately 20 per day (10 vehicle trips).



During the construction phase of the Project it is expected that there will be 2 to 3 heavy vehicles accessing the site per day during a 6 day week and up to 50 small contractor vehicles. Road traffic noise criteria are set out in the Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999). These criteria are based on the functional categories applied by the RTA to the subject roads. George Booth Drive would currently be classified as sub-arterial roads in accordance with Section 2.2 of the ECRTN. A sub-arterial road is defined as a road that ‘connects the arterial roads to areas of development and carry traffic from one part of a region to another.’ The construction of the F3 Link to Branxton highway link between the F3 Freeway near Seahampton and the New England Highway, west of Branxton (Hunter Expressway) will significantly reduce the regional traffic using George Booth Drive. As a result, George Booth Drive will revert to a collector road for local traffic. A collector road is defined as a road that ‘connects the sub-arterial roads to the local road system in developed areas’. Details of the predicted traffic volumes on George Booth Drive as a result of the proposed F3 Link to Branxton are presented in Appendix E. The relevant road traffic noise criteria as per the requirements of Table 1 of the ECRTN for George Booth Drive are provided in Table 4.7.

Table 4.7 - Road Traffic Noise Criteria (EPA, 1999) Type of Development

Criteria Where Criteria are Already Exceeded

Day 1 Night 2

7. Land use developments with potential to create additional traffic on existing freeways/arterials 3

60 dB(A) LAeq, 15 hour


Where feasible, existing noise levels should be mitigated to meet the noise criteria. Examples of applicable strategies include appropriate location of private access roads; regulating times of use; using clustering; using ‘quiet’ vehicles; and using barriers and acoustic treatments. In all cases, traffic arising from the development should not lead to an increase in existing noise levels of more than 2 dB.

8. Land use developments with potential to create additional traffic on collector road



Where feasible and reasonable, existing noise levels should be mitigated to meet the noise criteria. Examples of applicable strategies include appropriate location of private access roads; regulating times of use; using clustering; using ‘quiet’ vehicles; and using barriers and acoustic treatments. In all cases, traffic arising from the development should not lead to an increase in existing noise levels of more than 2 dB.

Note 1: Daytime 7:00 am to 10:00 pm. Note 2: Night time 10:00 pm to 7:00 am. Note 3: Arterial roads and sub-arterial roads are grouped together ECRTN (EPA 1999). From Table E5 it can be seen that the re-classification of George Booth Drive from a sub-arterial road to a collector road results in the application of the road traffic noise criteria from a period assessment (15 hrs - day and 9hrs – night) to a one (1) hour assessment.

Orica Noise Impact Assessment Noise Modelling Methodology


5.0 Noise Modelling Methodology

5.1 Noise Modelling

Noise level predictions must take into account all the noise sources that may reasonably be expected when the Project is fully operational. A computer model of the proposed operations was developed using a commercially available software package as per Section 6 of the INP (DECC 2000) to determine the impact of project related noise sources on receivers. The model used was Environmental Noise Model (ENM), developed by RTA Technology Pty Ltd. ENM is recognised and accepted by the DECC as a computer modelling program suited to predicting noise impacts from industrial noise sources. A computer model of the Project was prepared incorporating identifiable noise source data, meteorological data, surrounding terrain characteristics and effects of nearby buildings and structures. The model was used to predict the expected contribution to noise levels from the Project at the nearest potentially affected receiver areas under typical operating conditions. ENM calculates noise levels at either specified receiver locations (Single Point calculation) or generates noise level contours over a defined area (Contour calculation). The Single Point calculation feature of ENM was used to assess the noise impacts from the Project for the meteorological conditions described in Section 5.2 as it provides an increased level of accuracy over the contour method. 5.2 Meteorological Parameters

5.2.1 Default Meteorological Conditions

In Section 5 of the INP (DECC 2000) the ‘simple approach’ for assessing the effects of meteorological conditions on the propagation of noise is to assume that the default worst-case meteorological conditions presented in the INP (DECC 2000) are present a significant amount of time. The INP (DECC 2000) notes that this approach is used to test whether further analyses are warranted. The default worst-case meteorological conditions include: • a 3 m/s wind from source to receiver; and

• during the night-time period, a temperature inversion with a lapse rate of 3o/100 metres and 2 m/s drainage flow from source to receiver.

Section 5 of the INP (DECC 2000) notes that this approach is conservative, in that it is likely to predict the upper range of meteorological enhanced noise levels and that actual noise levels may be less than predicted. 5.2.2 Site Specific Meteorological Conditions

In Section 5 of the INP (DECC 2000) the ‘detailed approach’ notes that, when warranted, site specific meteorological conditions can be derived from the analysis of meteorological data representative of the site. The Orica Technology Centre does not have a weather station, however, there is a weather station located approximately 2.5 kilometres to the east at the Tasman Mine.



The Noise Impact Assessment (NIA) Heggies, 2002 in the Tasman Underground Mine EIS, Newcastle Coal Company, 2002 analysed meteorological data from the weather station maintained by Tasman Mine. The analysis of the meteorological data indicated the presence of seasonal winds up to 3m/s at greater than 30 per cent of the time from the south to south-east and the north-west. The analysis of the meteorological data (Heggies, 2002) did not include the assessment of inversion conditions. The NIA (Heggies, 2002) used the Seasonal Frequency of Occurrence data in Appendix F of the INP (DECC 2000). As a result it was concluded temperature inversions did not need to be considered as a part of the assessment. 5.2.3 Modelling Conditions

The noise model described in Section 5.1 was used to predict noise levels under INP (DECC 2000) default wind and temperature inversion conditions presented in Table 5.1.

Table 5.1 - Meteorological Conditions for Noise Modelling

Scenario Temperature (°C)

Humidity (%)

Wind Speed (m/s)

Wind Direction (deg from

North)

Temperature Gradient

(°C/100 m)

Calm – Daytime 20 65 - - - Calm – Evening 15 80 - - - Calm – Night 10 90 - - - NE Wind (Source to South-west Receivers) 10 90 3 45 -

Temperature Inversion and SE Drainage Flow 10 90 2 135 3

Temperature Inversion (Night - Calm) 10 90 - - 3

5.3 Operational Noise Sources

The specifications of the equipment to be utilised as part of the Project are presented in Appendix D. All plant and equipment have been specified to achieve a maximum sound pressure level of 85 dB(A) at 1 metre from the source. The assumptions used in modelling the Project include the following: • all acoustically significant plant and equipment operate simultaneously; and

• the sound power level specifications for all plant items would ensure the elimination of noise characteristics such as tonality, impulsiveness and low frequency noise. Consequently, modifying factor adjustments for these noise characteristics do not need to be considered in the noise assessment.

5.4 Construction Noise Sources

Construction activities will include vegetation clearance, earthworks and site preparation, civil works such as laying of foundations and internal access road construction, structural steel erection, and installation of plant equipment, piping, instruments and electricals The



construction phase activities will involve the use of typical machinery and equipment as shown in Table 5.2. Construction may be undertaken outside the recommended standard hours identified in Table 4.5. Excessively noisy activities will be scheduled during daylight hours.

Table 5.2- Expected Construction Equipment Typical Sound Power Levels

Equipment Description Operating Condition Sound Power Level Bulldozer (e.g. CAT D10) Clearing vegetation 120 dB(A) Backhoe Digging 108 dB(A) Concrete Truck (delivery) Discharging 122 dB(A) Crawler Crane Lifting 111 dB(A) Compressor Operating 110 dB(A)

Noise emissions from these activities were incorporated into the ENM noise model to determine potential noise impacts from construction at the nearest receiver areas. 5.5 Road Traffic Noise

The Environmental Criteria for Road Traffic Noise (ECRTN) EPA, 1999 provides a framework for the assessment of road traffic noise. To facilitate the assessment, the road traffic noise levels from George Booth Drive were modelled using the United States Federal Highway Administration (USFHWA) LAeq calculation method (ref: US EPA Report 550/9-74-004, (March 1974) as modified using the equations in Appendix A-13 & CoRTN amendments). The likely impacts of the traffic generated by the Project on the road traffic noise levels from George Booth Drive took into consideration:

• the current traffic levels on George Booth Drive;

• the traffic levels on George Booth Drive as a result of the proposed development;

• the future traffic levels on George Booth Drive with and without the F3 Link to Branxton in place.

The details of the current and future traffic volumes on George Booth Drive and the associated road traffic noise level predictions are presented in Appendix E.

Orica Noise Impact Assessment Noise Predictions


6.0 Noise Predictions

6.1 Predicted ANE Production Facility Operational Noise Levels

The proposed Orica ANE Production Facility was modelled using the ENM’s Single Point calculation feature to determine noise levels at the nearest receiver areas for the six (6) meteorological scenarios in Table 5.1. The proposed ANE Production Facility operating hours will increase in line with future demand for ANE product up to 24 hours, 7 days per week. The predicted noise levels are presented in Table 6.1 and are compared to the respective Project-specific Noise Levels (PSNLs).

Table 6.1 – Predicted Operational LAeq, 15 minute Noise Levels, dB(A)

Meteorological Conditions

George Booth Drive (R1 to R16) Sheppeard Drive (R17 to R21)

Predicted Noise Level

Project-specific Noise

Level Predicted

Noise Level Project-

specific Noise Level

Calm – Daytime <30 46 <30 37 Calm – Evening <30 43 <30 36 Calm – Night <30 37 <30 35 NE Wind (Source to South-west Receivers) <30 37 <30 35

Temperature Inversion and SE Drainage Flow 33 37 <30 35

Temperature Inversion (Night - Calm) <30 37 <30 35

The predicted noise levels from the Project for normal operating conditions are predicted to meet the criteria at all residential receiver areas during all operating periods. 6.2 Predicted Construction Noise Levels

ENM’s Single Point calculation model was used to determine noise levels at the nearest residential receiver areas for the representative construction phase of the Project. Calculations were undertaken for calm daytime and night time conditions. The predicted day time and night time LA10, 15 minute construction noise levels are compared to the relevant construction noise criteria in Tables 6.2 and 6.3.

Table 6.2 - Predicted Day Time LAeq, 15 minute Construction Noise Levels, dB(A)

Receiver Area Predicted Day Time Construction Noise Levels

Day Time Construction Noise Criteria

George Booth Drive (R1 to R16) < 15 51

Sheppeard Drive (R17 to R21) < 15 42



Table 6.3 - Predicted Night Time LAeq, 15 minute Construction Noise Levels

Receiver Area Predicted Night Time Construction Noise Levels

Night Time Construction Noise Criteria

George Booth Drive (R1 to R16) < 15 37

Sheppeard Drive (R17 to R21) < 15 35

The results presented in Tables 6.2 and 6.3 indicate that construction noise levels are predicted to comply with the DECC’s daytime construction noise criteria and the adopted night time construction noise criteria at all residential receiver locations for construction during the daytime and night time periods. 6.3 Sleep Disturbance

The noise sources associated with the Project are typically continuous in nature, and as a result the typical LAmax noise levels experienced at the nearest residential receivers are expected to be within 3 dB(A) of the calculated LAeq noise levels. This increase was modelled during the worst-case meteorological conditions, being a night time temperature inversion to determine the maximum sleep disturbance noise levels as a result of the Project. The predicted LA1, 1 minute noise levels are presented in Table 6.4 and are compared to the relevant sleep disturbance noise goals.

Table 6.4 - Predicted LA1 1minute Noise Levels, dB(A)

Receiver Area Predicted Maximum Sleep Disturbance Noise Levels

Sleep Disturbance Noise Criteria

George Booth Drive (R1 to R16) 37 47

Sheppeard Drive (R17 to R21) 32 45

The results presented in Table 6.4 indicate that the predicted noise levels meet the recommended sleep disturbance noise goals at all residential receiver locations. 6.4 Road Traffic Noise Assessment

Existing noise levels have been calculated from measurements of truck and car passby events during the attended monitoring program on the period 20 January, 30 July and 17 August 2009. This data was used in conjunction with the proposed traffic generation estimations to calculate the change in traffic noise levels associated with the Project. The modelling of road traffic noise assumed exhaust braking would not be used. Predictions of road traffic noise were made at each of the potential residential receiver on George Booth Drive. The details of the traffic noise monitoring, modelling and assessment are presented in Appendix E. and summarised in Table 6.5.



Table 6.5 – Predicted Increase in Road Traffic Noise, dB(A)

Property ID

Setback from

centerline of road (m)

Day Time - Predicted Predicted Night Time

Existing 1 Commence 1 Operations

Full 2 Operations Existing 1 Commence 1

Operations Full 2

Operations

1 190 45.5 45.6 37.4 39.4 39.7 32.5 2 34 56.8 56.9 53.3 50.8 51.1 43.9 3 18 61.0 61.1 57.5 55.0 55.3 48.1 4 34 56.8 56.9 53.3 50.8 51.1 43.9 5 38 56.1 56.2 52.6 50.0 50.3 43.2 6 41 55.6 55.7 52.1 49.5 49.8 42.6 7 86 50.7 50.8 47.2 44.6 45.0 37.8 8 108 49.2 49.3 45.7 43.1 43.4 36.3 9 84 50.8 51.0 47.3 44.8 45.1 37.9 10 86 50.7 50.8 47.2 44.6 45.0 37.8 11 117 48.7 48.8 45.1 42.6 42.9 35.7 12 200 45.1 45.2 41.6 39.1 39.4 32.2 13 200 45.1 45.2 41.6 39.1 39.4 32.2 14 680 37.0 37.2 33.5 31.0 31.3 24.1 15 160 46.6 46.7 43.1 40.6 40.9 33.7 16 138 47.6 47.7 42.8 41.5 41.8 34.6

Criteria - LAeq, period 3 60 55 - Criteria - LAeq, 1 hour 4 - 60 - 55

Note 1: From Appendix E, Table E12 - Predicted Increase in Road Traffic Noise at the Commencement of Operations Note 2: From Appendix E, Table E13 - Predicted Increase in LAeq, 1 hour Road Traffic Noise at Full Production in 2023 Note 3: Assessed as a sub-arterial road Note 4: Assessed as a collector road The results in Table 6.5 indicate that during the initial stage of the development the increase in road traffic associated with the Project will not increase the road traffic noise level more than 0.4 dB nor will the noise levels exceed the relevant road traffic noise level criteria at all but one potentially affected residential receiver locations along George Booth Drive. The façade of one property (Property 3) is within 20 metres of the centre line of George Booth Drive. The predicted noise levels at the façade of the Property 3 for a 7187 AADT (existing traffic level) without the traffic movement associated with the Project would be 61.0 dB(A) LAeq, 15 hour day and 55.0 dB(A) LAeq, 9 hour night. The increase in road traffic associated with the Project at the commencement of operations would increase the road traffic noise level by 0.1 dB during the day time and 0.3 dB during the night time. Table 6.5 indicates that following the construction of the F3 Link to Branxton the road traffic noise levels, including noise generated by road traffic associated with the Project at full production levels, at each of the properties along George Booth Drive would not exceed the day time and night time criteria of 60 dB(A) LAeq, 1 hour day and 55 dB(A) LAeq, 1 hour night.

Orica Noise Impact Assessment Cumulative Noise Impact Assessment


7.0 Cumulative Noise Impact Assessment The INP (DEC 2000) addresses potential cumulative noise impacts from existing and proposed developments in an area by ensuring that appropriate noise emission criteria and consent limits are established with a view to maintaining acceptable noise amenity levels for residents. Based on the INP (DEC 2000), the amenity noise level is measured as the LAeq, period noise level (where period = day, evening or night). In relation to industrial noise sources, the acceptable amenity criteria applicable to the region surrounding the Project would be:

Table 7.1 – Cumulative Noise Goals based on Amenity Level

Period Acceptable Cumulative Noise Level LAeq period , dB(A)

Maximum Cumulative Noise Level LAeq period , dB(A)

Day 50 55 Evening 45 50 Night 40 45

The predicted intrusive LAeq, 15 minute noise levels during the operational phase of the Project are below 33 dB(A) at the nearest residential receivers. Noise levels associated with construction are predicted to be less than 15 dB(A) LAeq, 15 minute at the nearest potentially affected receiver. As a result, the predicted contribution from the Project to the amenity noise level would be 33 dB(A) LAeq, Period or less. One of the objectives of the attended noise monitoring program was to identify the contribution to the ambient noise levels from existing developments in the region surrounding the Project. Two possible sources of industrial noise were identified: Tasman Mine; and the existing operations at the Orica Technology Centre. During the night time attended monitoring period mining infrastructure related noise was audible at the Sheppeard Drive monitoring location. The run charts presented in Appendix C of this NIA show that the noise levels from Tasman Mine contributed to the background noise environment with a noise level of approximately 25 to 26 dB(A). No sources of industrial noise were identified attributable to the existing operations at the Orica Technology Centre and Tasman Mine was not audible at the monitoring location on George Booth Drive. As there are no significant industrial noise sources contributing to the cumulative noise levels at the residential receiver locations on Sheppeard Drive and George Booth Drive the combined noise impacts due to the Project and the existing developments in the region would result in a predicted cumulative noise level of 33 dB(A) LAeq, Period or less. This is well below the acceptable amenity noise levels of 40 dB(A) LAeq, night, 45 dB(A) LAeq, evening and 50 dB(A) LAeq, day.

Orica Noise Impact Assessment Summary of Findings and Noise Management


8.0 Summary of Findings and Noise Management Umwelt has undertaken a Noise Impact Assessment in accordance with the INP (DECC 2000) of the proposed Orica ANE Production Facility at Orica’s Technology Centre site located at Richmond Vale, NSW. The key findings of the NIA are as follows: • The results of the Noise Impact Assessment indicate that the operational noise levels are

predicted to meet the project-specific noise criteria at all residential receivers under default INP (DECC 2000) weather conditions. The cumulative noise impact of the Project would also comply with INP (DECC 2000) criteria.

• Construction noise levels will not result in any discernible impact on surrounding receivers as predicted noise levels comply with the DECC’s daytime construction noise criteria and the adopted night time construction noise criteria at all residential receiver locations.

• Predicted noise levels are predicted to comply with the recommended sleep disturbance noise goals at all residential receivers.

• Prior to the completion of the F3 Link to Branxton (the Hunter Expressway), road traffic noise from the Project is predicted to meet the relevant ECRTN road traffic noise criteria at all but one potentially affected residential receiver locations along George Booth Drive.

• The façade of one property (Property 3) is within 20 metres of the centre line of George Booth Drive. Based on the CoRTN modelling of George Booth Drive, Property 3 experiences noise levels from the existing traffic on George Booth Drive at or above ECRTN road traffic noise criteria. Prior to the completion of the F3 Link to Branxton the increase in road traffic associated with the Project would increase the road traffic noise level by 0.1 dB during the day time and 0.3 dB during the night time.

• Following the construction of the F3 Link to Branxton road traffic noise from the Project is predicted to meet the relevant ECRTN road traffic noise criteria at all the potentially affected residential receiver locations along George Booth Drive.

8.1 Noise Management Measures

While the Project is predicted to satisfy all relevant noise criteria, Orica have undertaken to minimise noise from construction and operation where practicable. The design of the Project has been undertaken to ensure that equipment noise is considered during the specification of equipment, including a design criteria of 85dB(A) at 1m. Activities that are likely to generate greater noise, especially during construction, will be undertaken where possible during the day. Orica will continue to review noise management practices as required during construction and operation. 8.2 Mitigation of Road Traffic Noise

Increased noise annoyance or increased sleep disturbance could occur during the night time due to the movement of heavy vehicles associated with the Project. The greatest risk is associated with the use of heavy vehicle exhaust brakes at night when decelerating on the approach to the bend in George Booth Drive at the intersection of Richmond Vale Road, when travelling towards Technology Centre, or when nearing the intersection with John Renshaw Drive.

Orica Noise Impact Assessment Summary of Findings and Noise Management


To address this risk Orica will implement a Traffic Management Protocol and Driver Code of Conduct with the Transport Company that may include measures such as:

• restrictions on the use of exhaust brakes in both directions on the section of George Booth Drive between John Renshaw Drive and the entrance road to Orica (i.e. the intersection between Echidna Drive and George Booth Drive); and

• maintaining a record of vehicles used to transport product to enable monitoring of adherence to the Traffic Management Protocol.

Orica Noise Impact Assessment References


9.0 References Richard Heggie Associates Pty Limited, 2002. .Tasman Underground Mine EIS - Noise

Impact Assessment Newcastle Coal Company Pty Limited, 2002. Tasman Underground Mine EIS NSW Environment Protection Authority, 1994. Environmental Noise Control Manual. NSW Environment Protection Authority, 2000. New South Wales Industrial Noise Policy. Transport and Urban Planning, 2009. Traffic and Impact Assessment for Proposed

Ammonium Nitrate Emulsion Manufacturing Plant at Orica’s Mining Services Technology Park at Richmond Vale.

UK Department of Transport, 1988. Calculation of Road Traffic Noise (CoRTN). US EPA Report 550/9-74-004. March 1974

APPENDIX A

Glossary and Definitions Acoustics

2586/R05/AA 1

Appendix A - Glossary and Definitions - Acoustics 1/3 Octave Single octave bands divided into three parts Octave A division of the frequency range into bands, the upper frequency limit of each band

being twice the lower frequency limit. ABL Assessment background level - A single-figure background level representing each

assessment period – day, evening and night (that is, three assessment background levels are determined for each 24-h period of the monitoring period). It is determined by taking the lowest 10th percentile of the L90 level for each assessment period.

ANL Acceptable Noise Level is an L Aeq, period (day, evening or night) listed in Table 2.1 of the INP as being a noise level from industrial sources that is recommended not to be exceeded, but may be exceeded in certain circumstances, in which case Table 2.1

lists a “Recommended Maximum” noise level which is 5 dB greater than the ANL, and which provides guidance on an upper limit to noise from industry.

Ambient Noise The noise associated with a given environment. Typically a composite of sounds from

many sources located both near and far where no particular sound is dominant. A Weighting A standard weighting of the audible frequencies designed to reflect the response of

the human ear to noise. Background Defined (Industrial Noise Policy, section 3.1) as the underlying level of noise present Noise Level in ambient noise when all unusual extraneous noise has been removed. It is

considered to be represented by the LA90 usually measured over a 15 minute period. Cumulative Cumulative noise level is the total of noise from all sources. A cumulative assessment

is required when noises from several industrial sources (existing, proposed and potential), each of which might be less than a criterion, can combine to cause a noise level in excess of the criterion.

Daytime For Monday to Saturday 7.00am – 6.00pm; Or Day On Sundays and Public Holidays 8.00am – 6.00pm. dB(A), dBA Decibels A-weighted. dB(L), dB(Lin) Decibels Linear or decibels Z-weighted. Decibel (dB) The units of sound level and noise exposure measurement where a step of 10 dB is a

ten-fold increase in intensity or sound energy and actually sounds a little more than twice as loud.

Evening 6.00pm to 10.00pm for all seven days of the week. Gradient Wind A hypothetical wind that is the summation of the horizontal components of winds that

contributes to the vector direction being assessed. Hertz (Hz) The measure of frequency of sound wave oscillations per second - 1 oscillation per

second equals 1 hertz. Intrusive noise refers to noise (measured as LAeq, 15 minutes) that intrudes above the background level

measured in the absence of the source by more than 5 dB. LA10 The percentile sound pressure level exceeded for 10% of the measurement period

with 'A' frequency weighting calculated by statistical analysis. Typically used to assess the impact of an existing operation on a receiver area and is referred to as the cumulative noise levels at the receiver attributable to the noise source.

2586/R05/AA 2

LA90 Background Noise Level. The percentile sound pressure level exceeded for 90% of the measurement period with 'A' frequency weighting calculated by statistical analysis.

LAmax The maximum of the sound pressure levels recorded over an interval of 1 second. LA1,1minute The measure of the short duration high-level noises that cause sleep arousal. The

noise level is measured as the percentile sound pressure level that is exceeded 1 per cent of measurement period with 'A' frequency weighting calculated by statistical analysis during a measurement time interval of 1 minute.

LAeq,t Equivalent continuous sound pressure level - The value of the sound pressure level of

a continuous steady noise that, a measurement interval of time (t), has the same mean square sound pressure as the sound under consideration whose level varies with time. Usually measured in dB with 'A' weighting.

LAn Percentile level - A measure of the fluctuation of the sound pressure level which is

exceeded ‘n’ per cent of the observation time. Nighttime For Monday to Saturday 10.00pm - 7.00am; Or Night On Sundays and Public Holidays 10.00pm - 8.00am. Noise is the area around an industrial noise source where LAeq, 15 minute levels are above Affectation 5dB above the project-specific noise levels. Zone . Noise is the area around an industrial noise source where LAeq, 15 minute levels are between Management 1 and 5 dB above the project-specific noise levels or criteria Zone RBL Rating background level - The overall single figure background level representing

each assessment period over the whole monitoring period determined by taking the median of the ABLs found for each assessment period.

SPL (dBA) Noise: Sound pressure level - The basic measure of noise loudness. The level of the

root-mean-square sound pressure in decibels given by:

SPL = 10.log10 (p/po)2

where p is the rms sound pressure in pascals and po is the sound reference pressure at 20 μPa. decibels.

SWL Sound power level - A measure of the energy emitted from a source as sound and is

given by:

SWL = 10.log10 (W/Wo)

where W is the sound power in watts and Wo is the sound reference power at 10-12 watts.

APPENDIX B

Noise Impact Assessment Procedures

2586/R05/AB 1

Appendix B - Noise Impact Assessment Procedures Industrial Noise Policy Responsibility for the control of noise emissions in NSW is vested in Local Government and the DECC. The Industrial Noise Policy (INP) released by DECC in December 2000, provides a framework and methodology for deriving limit conditions for consent and licence conditions. Using this policy the DECC regulates premises that are scheduled under the Protection of the Environment Operations Act, 1997 (POEO Act). The specific INP objectives are: • to establish noise criteria that would protect the community from excessive intrusive noise

and preserve amenity for specific land uses;

• to use the criteria as the basis for deriving project-specific noise levels;

• to promote uniform methods to estimate and measure noise impacts, including a procedure for evaluating meteorological effects;

• to outline a range of mitigation measures that could be used to minimise noise impacts;

• to provide a formal process to guide the determination of feasible and reasonable noise limits for consent or licence conditions that reconcile noise impacts with the economic, social and environmental considerations of industrial development; and

• to carry out functions relating to the prevention, minimisation and control of noise from premises scheduled under the POEO Act.

The INP is designed for large and complex industrial sources and outlines processes designed to strike a feasible and reasonable balance between the operation of industrial activities and the protection of the community from noise levels that are intrusive or unpleasant. The application of the INP involves the following processes: • determining the project-specific noise levels (PSNL) for intrusiveness and amenity based

on measurement of the existing background and ambient noise levels;

• predicting or measuring the noise levels produced by the development; and

• comparing the predicted noise levels with the project-specific noise levels and assessing impacts.

Where the project-specific noise levels are predicted to be exceeded the INP provides guidelines on the assessment of feasible and reasonable noise mitigation strategies, including: • ‘weighing up’ the benefit of the development against the social and environmental costs

resulting from the noise impacts;

• establishment of achievable and agreed noise limits for the development in consultation with the consent authority; and

• undertaking performance monitoring of environmental noise levels to determine compliance with the consent and licence conditions.

2586/R05/AB 2

DECC Assessment Methodology There are two criteria to consider when establishing project-specific noise levels for the assessment of industrial noise sources. These criteria are: • the intrusive noise criterion, which is based on the background noise level plus 5 dB.

The background noise level, or Rating Background Level (RBL), is determined in accordance with Section 3 of the INP and is based on the use of noise monitoring data to establish the assessable background noise levels; and

• the noise amenity criterion, which is based on the recommended noise levels in the INP for prescribed land use. The recommended acceptable and maximum ambient noise levels are outlined in Table 2.1 of the INP. Table 2.2 of the INP outlines the requirements for developments where the existing noise level from industrial noise sources is close to the acceptable noise level.

The relevant tables in Section 2 of the INP relating to the amenity criteria are presented in Table B.1 and Table B.2.

Table B.1 - Amenity Criteria - Recommended LAeq Noise Levels from Industrial Noise Sources

Type of Receiver Indicative Noise

Amenity Area Time of

Day Recommended LAeq Noise Level

Acceptable Recommended Maximum

Residence Rural Day 50 dB(A) 55 dB(A)

Evening 45 dB(A) 50 dB(A)

Night 40 dB(A) 45 dB(A)

Suburban Day 55 dB(A) 60 dB(A)



Urban Day 60 dB(A) 65 dB(A)



Urban/Industrial Interface - for

existing situations only

Day 65 dB(A) 70 dB(A)



Area specifically reserved for passive recreation

All When in use 50 dB(A) 55 dB(A)

Active recreation area (School playground, golf course)

All When in use 55 dB(A) 60 dB(A)

Commercial premises All When in use 65 dB(A) 70 dB(A)

Industrial premises All When in use 70 dB(A) 75 dB(A) Note 1: For Monday to Saturday, Daytime 7.00 am - 6.00 pm; Evening 6.00 pm - 10.00 pm; Night-time 10.00 pm - 7.00 am On Sundays and Public Holidays, Daytime 8.00 am - 6.00 pm; Evening 6.00 pm - 10.00 pm; Night-time 10.00 pm - 8.00 am. Note 2: The LAeq index corresponds to the level of noise equivalent to the energy average of noise levels occurring over a measurement period.

2586/R05/AB 3

Table B.2 - Modification to Acceptable Noise Level (ANL) to Account for Existing Levels of Industrial Noise

Total Existing LAeq Noise Level from

Industrial Noise Sources Maximum LAeq Noise Level for Noise from

New Sources Alone, dB ≥ Acceptable noise level plus 2 dB If existing noise level is likely to decrease in future

acceptable noise level minus 10 dB If existing noise level is unlikely to decrease in

future existing noise level minus 10 dB Acceptable noise level plus 1 dB Acceptable noise level minus 8 dB

Acceptable noise level Acceptable noise level minus 8 dB Acceptable noise level minus 1 dB Acceptable noise level minus 6 dB Acceptable noise level minus 2 dB Acceptable noise level minus 4 dB Acceptable noise level minus 3 dB Acceptable noise level minus 3 dB Acceptable noise level minus 4 dB Acceptable noise level minus 2 dB Acceptable noise level minus 5 dB Acceptable noise level minus 2 dB Acceptable noise level minus 6 dB Acceptable noise level minus 1 dB

< Acceptable noise level minus 6 dB Acceptable noise level Note 1: ANL = recommended acceptable LAeq noise level for the specific receiver. In assessing the noise impacts from industrial sources at residential receivers both criteria are considered. For each period (day, evening and night) the most stringent of either the intrusive or amenity criteria becomes the limiting criterion and forms the project-specific noise level for the industrial source. If the existing ambient noise level is close to the acceptable noise level, a new source must be controlled to preserve the amenity of the surrounding area. If the overall noise level from the industrial source already exceeds the acceptable noise level for the affected area, the LAeq noise level from a new source should meet the conditions set out in Table 2.2 of the INP. INP Project-Specific Criteria The INP states that the criteria outlined in Tables B.1 and B.2 have been selected to protect at least 90 per cent of the population living in the vicinity of industrial noise sources from the adverse effects of noise for at least 90 per cent of the time. Provided the criteria in the INP are achieved, it is unlikely that most people would consider the resultant noise levels excessive. Table B.3 presents the methodology for assessing noise levels which may exceed the INP project-specific noise assessment criteria.

Table B.3 - Noise Impact Assessment Methodology

Assessment Criterion Project-Specific Criteria

Noise Management Zone

Noise Affectation Zone

Intrusive Rating background level plus 5 dB

≤ 5 dB above project-specific criteria

≥ 5 dB above project-specific criteria

Amenity INP based on existing industrial level

≤ 5 dB above project-specific criteria

≥ 5 dB above project-specific criteria

2586/R05/AB 4

For the purposes of assessing the potential noise impacts the project-specific, management and affectation criteria are further defined in the following sections. Project-Specific Criteria Most people in the broader community would generally consider exposure to noise levels that achieve the project-specific criteria acceptable. Noise Management Zone Depending on the degree of exceedance of the project-specific criteria (1 dB to 5 dB) noise impacts in this zone could range from negligible to moderate. It is recommended that management procedures be implemented including: • prompt response to any issues of concern raised by community;

• noise monitoring on-site and within the community;

• refinement of on-site noise mitigation measures and plant operating procedures where practical;

• consideration of acoustical mitigation at receivers; and

• consideration of negotiated agreements with property holders.

Noise Affectation Zone Exposure to noise levels corresponding to this zone (more than 5 dB above project-specific criteria) may be considered unacceptable by some property holders and implementation of the following measures may be required: • discussions with relevant property holders to assess concerns and provide solutions;

• implementation of acoustical mitigation at receivers; and

• negotiated agreements with property holders.

Assessing Sleep Disturbance The DECC have provided an application note for the assessment of sleep disturbance (DECC July 2006). The application note is reproduced below. Sleep disturbance http://www.environment.nsw.gov.au/noise/applicnotesindustnoise.htm Peak noise level events, such as reversing beepers, noise from heavy items being dropped or other high noise level events, have the potential to cause sleep disturbance. The potential for high noise level events at night and effects on sleep should be addressed in noise assessments for both the construction and operational phases of a development. The INP does not specifically address sleep disturbance from high noise level events. DEC reviewed research on sleep disturbance in the NSW Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999). This review concluded that the range of results is sufficiently diverse that it was not reasonable to issue new noise criteria for sleep disturbance.

2586/R05/AB 5

From the research, DEC recognised that current sleep disturbance criterion of an LA1, (1 minute) not exceeding the LA90, (15 minute) by more than 15 dB(A) is not ideal. Nevertheless, as there is insufficient evidence to determine what should replace it, DEC will continue to use it as a guide to identify the likelihood of sleep disturbance. This means that where the criterion is met, sleep disturbance is not likely, but where it is not met, a more detailed analysis is required. The detailed analysis should cover the maximum noise level or LA1, (1 minute), that is, the extent to which the maximum noise level exceeds the background level and the number of times this happens during the night-time period. Some guidance on possible impact is contained in the review of research results in the appendices to the ECRTN. Other factors that may be important in assessing the extent of impacts on sleep include:

• how often high noise events will occur

• time of day (normally between 10pm and 7am)

• whether there are times of day when there is a clear change in the noise environment (such as during early morning shoulder periods).

The LA1, (1 minute) descriptor is meant to represent a maximum noise level measured under 'fast' time response. DEC will accept analysis based on either LA1, (1 minute) or LA, (Max).

APPENDIX C

Noise Monitoring Results

2586/R05/AC 1

Appendix C - Monitoring Data Analysis Industrial Noise Policy Methodology Introduction The DECC Industrial Noise Policy, 2000 (INP) documents the procedures used to assess the noise from industrial noise sources scheduled under the Protection of the Environment Operations Act 1997. The first step in the application of the INP (DECC, 2000) involves:

• Determining the project-specific noise levels for intrusiveness and amenity based on the measurement of the existing background and ambient noise levels.

The methodologies for determining the assessment criteria and the monitoring programs required to provide the necessary data are outlined in the INP (DECC, 2000) and is based around the evaluation of the background noise levels and amenity noise levels. Background Noise Levels The underlying ambient noise level is referred to as the background noise level and is represented by the LA90, 15 minute descriptor. The intrusiveness of an industrial noise source is generally considered acceptable if the predicted LAeq, 15 minute from the noise source does not exceed the background noise level by more than 5 dB when measured in the absence of the source. The background noise level, or Rating Background Level (RBL), is determined in accordance with Section 3 of the INP (DECC, 2000) and is the median value of the Assessment Background Levels (ABL) determined for the monitoring period. Amenity Noise Levels To control and/or limit the increase in industrial noise levels, the DECC has identified recommended acceptable and maximum ambient noise levels for typical receiver areas and land uses. The INP (DECC, 2000) represents the existing ambient noise level by the LAeq, period descriptor where the periods is the day, evening and/or night time during which the proposed development will operate. The INP suggests a minimum measurement period of one week is required in order to obtain sufficient data to determine the existing LAeq noise levels. The assessment of the existing LAeq noise levels is then used to determine the amenity criteria which are designed to control the overall impact from industrial noise sources. Transportation Noise Levels The INP notes that transportation noise should also be included in the assessment of the noise environment when traffic is constant and continuous, and it can be demonstrated that the existing noise is due to transportation-related sources. The INP (DECC, 2000) notes specifically that this is only applicable where the industrial noise level is 10 dB below the existing combined noise level. Weather Conditions The INP (DECC, 2000) notes that noise monitoring data should be excluded when the average wind speeds are greater than 5 m/s or when it is raining.

2586/R05/AC 2

Monitoring Period The DECC typically require one week’s worth of valid data covering the days and times of operation of the proposed development. However the INP also notes that:

• variations due to seasonal changes in weather including the presence and strength of inversions should be considered;

• variations due to wildlife activity and operational activities of other developments should be considered; and

• to meaningfully determine the existing noise environment the duration of monitoring should be determined by taking into account the circumstances of the particular situation.

Monitoring Program The existing noise environment in the area surrounding the Project was assessed using a combination of Acoustic Research Laboratories environmental noise loggers and attended noise monitoring. Environmental Noise Loggers In July and August 2009 Acoustic Research Laboratories - Environmental Loggers Type EL-215 were used to measure the ambient noise levels in the region surrounding the Orica Technology Centre. The noise loggers were calibrated using a Brüel & Kjær Type 4231 Noise Meter Calibrator, Serial Number 2130702. The noise monitors recorded A-weighted statistical noise levels at 15 minute intervals. The monitoring data from the environmental noise loggers included:

• ambient background and statistical noise levels for each 15 minute interval recorded as LA1, 15minute, LA10, 15minute, and LA90, 15minute;

• LAEq, 15minute noise levels; and

• maximum and minimum noise levels. Details of the noise monitoring schedule are presented in Table C1.

Table C1 - Noise Monitoring Details for Environmental Loggers

Monitoring Location Logger Serial No.

Measurement Started

Measurement Stopped

L1 - George Booth Drive 194538 18:15 30/07/09 09:45 18/08/09 L2 - Sheppeard Drive 194531 17:00 30/07/09 10:00 18/08/09

The results of the monitoring programs are presented in both tabular form and graphical form below. This information has been use to determine the existing noise environment represented by the background and amenity noise levels in the region surrounding the Orica Technology Centre. The determination of the existing rated background noise levels and amenity noise levels is presented in Table C2 to C3.

2586/R05/AC 3

Table C2 – L1, George Booth Drive - RBL and Mean LAeq, dB(A)

Time Period Day (0700 to 1800)

Evening (1800 to 2200)

Night (2200 to 0700)

ABL 30-Jul-09 - 37.3 30.5 31-Jul-09 46.5 37.5 30.0 1

01-Aug-09 44.0 36.8 30.0 1 02-Aug-09 41.0 38.0 30.8 03-Aug-09 46.0 37.3 31.5 04-Aug-09 40.7 39.5 30.0 05-Aug-09 39.5 41.0 32.0 06-Aug-09 39.0 40.0 32.0 07-Aug-09 44.7 - 30.0 1 08-Aug-09 42.7 36.3 30.0 1 09-Aug-09 39.7 37.3 31.5 10-Aug-09 40.0 38.0 34.5 11-Aug-09 43.5 39.5 36.0 12-Aug-09 43.0 40.8 33.8 13-Aug-09 41.2 41.5 33.5 14-Aug-09 40.8 40.3 33.3 15-Aug-09 41.0 38.0 30.8 16-Aug-09 41.2 38.5 34.0 17-Aug-09 40.7 34.3 30.0 18-Aug-09 49.5 - -

Rating Background Level (RBL) 41.2 38.0 31.5

Mean LAeq 61.1 57.2 55.4 Note 1: Where the ABL is less than 30 dB(A) then ABL is set at 30 dB(A) Note 2: ‘-‘ denotes wind or rain effected results excluded in accordance with the INP

The monitoring location L1 (refer to Table C2) was approximately 40 metres off the centre line of George Booth Drive midway between the intersection George Booth Drive with John Renshaw Drive and the intersection George Booth Drive with Richmond Vale Road. The monitoring location was within the rural area to the north of the Orica Technology Centre. The monitoring results in Table C2 shows the impact of road traffic noise from the George Booth Drive. The monitoring location L2 (refer to Table C3) was within the rural residential area to the south west of the Orica Technology Centre. The monitoring results show minor impacts during the day time from birds, local traffic and some wind noise in foliage. During the night time the ambient noise levels were very low.

2586/R05/AC 4

Table C3 – L1, Sheppeard Drive - RBL and Mean LAeq, dB(A)

Time Period Day (0700 to 1800)

Evening (1800 to 2200)

Night (2200 to 0700)

ABL 30-Jul-09 35.1 31.5 30.0 1 31-Jul-09 34.0 31.5 30.0 1

01-Aug-09 33.0 30.0 1 30.0 1 02-Aug-09 32.2 30.3 30.0 1 03-Aug-09 32.7 30.0 1 30.0 1 04-Aug-09 33.0 30.0 1 30.0 1 05-Aug-09 31.0 30.5 30.0 1 06-Aug-09 31.5 31.5 30.0 1 07-Aug-09 34.3 - 30.0 1 08-Aug-09 31.2 30.0 30.0 1 09-Aug-09 30.5 30.5 30.0 1 10-Aug-09 32.0 31.0 30.0 1 11-Aug-09 35.0 32.3 30.5 12-Aug-09 32.0 31.5 30.0 1 13-Aug-09 32.0 30.5 30.0 1 14-Aug-09 31.0 31.5 30.0 1 15-Aug-09 31.5 30.5 30.0 1 16-Aug-09 32.7 30.0 30.0 1 17-Aug-09 32.0 30.0 30.0 1 18-Aug-09 32.1 - -

Rating Background Level (RBL) 32.0 30.5 30.0

Mean LAeq 45.0 41.0 38.3 Note 1: Where the ABL is less than 30 dB(A) then ABL is set at 30 dB(A) Note 2: ‘-‘ denotes wind or rain effected results excluded in accordance with the INP

Attended Noise Monitoring Attended noise monitoring was undertaken during the day, evening and night time on the 21/012009 and during the day, evening and night time on the 30/07/2009. The objective of the attended noise monitoring program was to determine the sources of noise contributing to the ambient noise environment and determine the contribution from industrial noise sources to the existing ambient noise levels. The attended noise monitoring program measurements were undertaken with a Svantek 959 integrating sound level meter, Serial Number 12918 and Brüel & Kjær Type 2260 sound level meter, Serial Number 2131793. During the attended monitoring surveys the noise meter was calibrated using a Svantek Model SV 30A Noise Meter Calibrator, Serial Number 14162.

2586/R05/AC 5

The data collected during the attended noise monitoring program included:

• the recorded A-weighted 1/3 octave noise levels at 1 second intervals over a 15 minute measurement period;

• the results of a 1000 Hz low pass filter at 1 second intervals over the 15 minute measurement period

• the LA1,1min noise level for each minute of the 15 minute measurement period; and

• the LAeq, 15 minute and LA90, 15minute noise levels for the 15 minute measurement period. The details of the attended noise monitoring program used to assess the noise environment in the region surrounding the Orica Technology Centre is presented in Table C4.

Table C4 - Details of Attended Noise Monitoring Program

Location Time Period Measurement Period

20/01/2009 17/08/2009


Day 11:31 – 11: 46 17:32 – 17:48 Evening 21:12 – 21:27 18:59 – 19:14

Night 22:37 – 22:53 23:09 – 23:24

L2 - Sheppeard Drive (Representative of R17 to R21)

Day 12:39 – 12:54 16:59 – 17:14 Evening 21:43 – 21:58 18:30 – 18:45

Night 22:10 – 22:25 22:46 – 23:01 The results from the attended noise monitoring program, presented graphically below, indicates that the sources of industrial noise contributing to the ambient noise environment in the region surrounding the Orica Technology Centre are not significant. During the night time period industrial noise was audible at all three locations. The primary source was mining activities to the east of the Technology Centre and this was estimated to be less than 30 dB(A). That is, the industrial noise was only audible when there was no other noise source present. Determination of Intrusive and Amenity Criteria The Assessment Background Levels (ABL) for each day, evening and night-time and the subsequent Rating Background Levels (RBL) and the mean LAeq for each period at each monitoring location are presented in Table C5 and C6. The determination of the Intrusiveness Criteria and the Amenity Criteria, in accordance with the requirements of the INP (DECC, 2000), for each period at each monitoring location is presented in Table C5. The Recommended LAeq Noise Levels used to determine the Amenity Criteria is the Acceptable Rural levels from Table 2.1 of the INP (DECC, 2000). Project Specific Noise Levels The project-specific noise levels (PSNLs) presented in Table C5 reflects the most stringent noise level requirement from the noise levels derived from both the intrusive and amenity criteria. The PSNLs set the benchmark against which noise impacts are assessed.

2586/R05/AC 6

Table C5 - Project Specific Noise Levels, dB(A)

Receiver L1 L2

Assessment of Day-time Noise Levels

1. Rating Background Noise Level 41.2 32.0

2. Intrusiveness Criteria 46 37

3. Acceptable Noise Level (Table 2.1) 50 50

4. Mean Measured LAeq Ambient Noise Level 61.1 1 45.0

5. Estimated Industrial LAeq Noise Contribution < 30 < 30

6. Compared to acceptable (5. – 3.) < - 20 < - 20

7. Modification to ANL (Table 2.2) 0 2 0 2

8. Amenity Criteria 50 50

Day-time Project Specific Noise Level 46 3 37 3

Assessment of Evening Noise Levels









Evening Project Specific Noise Level 43 3 36 3

Assessment of Night-time Noise Levels









Night-time Project Specific Noise Level 37 3 35 3 Note 1: Existing Amenity Noise Level effected by road traffic noise Note 2: Set Amenity Criteria at Acceptable Noise Level as existing noise level from industrial

sources is more than 6 dB below the recommended Acceptable Noise Level Note 3: Measured as LAEq, 15minute for comparison against the PSNL criteria.

The DECC has provided an application note for the assessment of the amenity criteria in high traffic noise areas (DECC July 2006). The application note, reproduced below, is applicable to properties located along George Booth Drive. The assessment of the PSNL taking into account the effect of road traffic noise is given in Table C6.

2586/R05/AC 7

Amenity criteria in high traffic noise areas http://www.environment.nsw.gov.au/noise/applicnotesindustnoise.htm In areas where traffic flow is continuous and noise from industrial sources is inaudible or difficult to measure due to a high level of road traffic noise, and where the LAeq, (period), traffic noise level is more than 10 dB above the ANL presented in Table 2.1, the ANL is replaced by LAeq, (period), traffic minus 10 dB. This becomes the new ANL for the receiver area. Once the new ANL is determined, the project-specific amenity criterion can be determined by following the modification process given in Table 2.2.

Table C6 - Project Specific Noise Levels, dB(A)

Receiver L1 Assessment of Day-time Noise Levels 3a. New ANL (Application Note June 2006) 51 1 5. Estimated Industrial LAeq Noise Contribution < 30 6. Compared to acceptable (5. – 3a.) < - 21 7. Modification to ANL (Table 2.2) 0 2 8. Revised Amenity Criteria 51 Day-time Project Specific Noise Level 46 3 Assessment of Evening Noise Levels 3a. New ANL (Application Note June 2006) 47 1 5. Estimated Industrial LAeq Noise Contribution < 30 6. Compared to acceptable (5. – 3a.) < - 15 7. Modification to ANL (Table 2.2) 0 2 8. Revised Amenity Criteria 45 Evening Project Specific Noise Level 43 3 Assessment of Night-time Noise Levels 3a. New ANL (Application Note June 2006) 45 1 5. Estimated Industrial LAeq Noise Contribution < 30 6. Compared to acceptable (5. – 3.) < - 15 7. Modification to ANL (Table 2.2) 0 2 8. Revised Amenity Criteria 45 Night-time Project Specific Noise Level 37 3

Note 1: Set new Acceptable Noise Level as existing noise level including traffic noise less 10 dB Note 2: Set Amenity Criteria at the new Acceptable Noise Level as existing noise level from

industrial sources is more than 6 dB below the recommended traffic effected Acceptable Noise Level

Note 3: PSNL based on Intrusiveness Criteria There is no differences in the PSNL determined in Table C6 using the methodology for high traffic noise areas when compared with the PSNL presented in Table C5.

2586/R05/AC 8

Raw Data 7 Day Charts – ARL Noise Loggers The raw data from the monitoring programs using the ARL Noise Loggers is presented in the following charts. Each run chart represents a seven (7) day period and includes the following data:

• wind speed and wind direction;

• ambient temperature;

• rainfall;

• ambient LA90, 15minute background noise level

• LA10, 15minute, and;

• LAEq, 15minute.

10

20

30

40

50

60

70

80

90

00:00 29/Jul

12:00 29/Jul

00:00 30/Jul

12:00 30/Jul

00:00 31/Jul

12:00 31/Jul

00:00 01/Aug

12:00 01/Aug

00:00 02/Aug

12:00 02/Aug

00:00 03/Aug

12:00 03/Aug

00:00 04/Aug

12:00 04/Aug

00:00 05/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)

LA10 LA90 LAeq

Temperature Wind Speed Direction

40025

Raw Noise Data for Orica EA for ANE Production Facility

Logger 194538 - George Booth Drive2586 George Booth Drive INP 20090909a.xls

10

20

30

40

50

60

70

80

90

00:00 05/Aug

12:00 05/Aug

00:00 06/Aug

12:00 06/Aug

00:00 07/Aug

12:00 07/Aug

00:00 08/Aug

12:00 08/Aug

00:00 09/Aug

12:00 09/Aug

00:00 10/Aug

12:00 10/Aug

00:00 11/Aug

12:00 11/Aug

00:00 12/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)

LA10 LA90 LAeq


40032



2586/R05/AC 9

10

20

30

40

50

60

70

80

90

00:00 12/Aug

12:00 12/Aug

00:00 13/Aug

12:00 13/Aug

00:00 14/Aug

12:00 14/Aug

00:00 15/Aug

12:00 15/Aug

00:00 16/Aug

12:00 16/Aug

00:00 17/Aug

12:00 17/Aug

00:00 18/Aug

12:00 18/Aug

00:00 19/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)

LA10 LA90 LAeq


40046



10

20

30

40

50

60

70

80

90

00:00 29/Jul

12:00 29/Jul

00:00 30/Jul

12:00 30/Jul

00:00 31/Jul

12:00 31/Jul

00:00 01/Aug

12:00 01/Aug

00:00 02/Aug

12:00 02/Aug

00:00 03/Aug

12:00 03/Aug

00:00 04/Aug

12:00 04/Aug

00:00 05/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)LA10 LA90 LAeq


40025


Logger 194531 - Sheppeard Drive2586 Shepards Drive INP 20090824a.xls

10

20

30

40

50

60

70

80

90

00:00 05/Aug

12:00 05/Aug

00:00 06/Aug

12:00 06/Aug

00:00 07/Aug

12:00 07/Aug

00:00 08/Aug

12:00 08/Aug

00:00 09/Aug

12:00 09/Aug

00:00 10/Aug

12:00 10/Aug

00:00 11/Aug

12:00 11/Aug

00:00 12/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)

LA10 LA90 LAeq


40032



2586/R05/AC 10

10

20

30

40

50

60

70

80

90

00:00 12/Aug

12:00 12/Aug

00:00 13/Aug

12:00 13/Aug

00:00 14/Aug

12:00 14/Aug

00:00 15/Aug

12:00 15/Aug

00:00 16/Aug

12:00 16/Aug

00:00 17/Aug

12:00 17/Aug

00:00 18/Aug

12:00 18/Aug

00:00 19/Aug

Time/Date

Sou

nd P

ress

ure

Leve

l, dB

(A)

0102030405060708090100110120130140150160170180190200210220230240

Tem

pera

ture

(oC

)W

ind

Spe

ed (m

/s/1

0)W

ind

Dire

ctio

n (b

earin

g*10

)

LA10 LA90 LAeq


40046



Raw Data Run Charts – Attended Monitoring The raw data from the attended noise monitoring program is presented in the following charts. Each run chart represents a 15 minute period and includes the following data:

• the recorded A-weighted noise levels at 1 second intervals;

• the results of a 1000 Hz low pass filter noise levels at 1 second intervals

• the LA1,1min noise level for each minute of the measurement period; and

• the LAeq, 15 minute and LA90, 15minute noise levels.

Attended Noise Monitoring, George Booth Drive - Daytime (21/01/2009)

62.4

56.2

52.6

Inse

ct n

oise

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

30

35

40

45

50

55

60

65

70

75

80

85

11:31 11:32 11:33 11:34 11:35 11:36 11:37 11:38 11:39 11:40 11:41 11:42 11:43 11:44 11:45 11:46

Time

Mea

sure

d SP

L, d

B(A

)

Measured SPL Measured SPL.LF Observations Recorded LA1 Recorded LAeq Recorded LA90

2586/R05/AC 11

Attended Noise Monitoring , George Booth Drive - Evening (21/01/2009)

70.3

58.3

32.6

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)Pa

ssin

g ca

r(s)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)Pa

ssin

g ca

r(s)

Pass

ing

car(s

)Pa

ssin

g ca

r(s)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

Pass

ing

car(s

)

30

35

40

45

50

55

60

65

70

75

80

85

21:12 21:13 21:14 21:15 21:16 21:17 21:18 21:19 21:20 21:21 21:22 21:23 21:24 21:25 21:26 21:27

Time

Mea

sure

d SP

L, d

B(A

)Measured SPL Measured SPL.LF Observations Recorded LA1 Recorded LAeq Recorded LA90

Attended Noise Monitoring , George Booth Drive - Night (21/01/2009)

70.8

55.5

27.5

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Inse

ct n

oise

con

stan

t

20

25

30

35

40

45

50

55

60

65

70

75

80

85

22:37 22:38 22:39 22:40 22:41 22:42 22:43 22:44 22:45 22:46 22:47 22:48 22:49 22:50 22:51 22:52

Time

Mea

sure

d SP

L, d

B(A

)


Attended Noise Monitoring , Sheppeard Drive - Day (20/01/2009)

47.8

42.3

38

Car

doo

rH

orse

and

bird

Bird

s

Cric

kets

con

stan

t

Hor

se a

nd c

ricke

tsB

irds

and

cric

kets

Cric

kets

Win

d no

ise

Bird

s an

d cr

icke

ts

Plan

eH

orse

and

cric

kets

Bird

s an

d cr

icke

ts

Car

doo

rC

ar d

oor

Car

doo

r

Car

doo

rH

orse

Win

d an

d ho

rse

Win

d an

d ho

rse

Pape

r rus

tling

Bird

s an

d cr

icke

tsW

ind

and

hors

eR

esid

ent

Res

iden

t

Bird

s an

d cr

icke

ts

Win

d no

ise

Ope

rato

r noi

seB

irds

and

cric

kets

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

13:07 13:08 13:09 13:10 13:11 13:12 13:13 13:14 13:15 13:16 13:17 13:18 13:19 13:20 13:21 13:22

Time

Mea

sure

d SP

L, d

B(A

)


2586/R05/AC 12

Attended Noise Monitoring , Sheppeard Drive - Evening (21/01/2009)

52.2

44.9

38.2

Cric

kets

con

stan

t

Win

d gu

st

Win

d gu

st

Win

d gu

st

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

21:43 21:44 21:45 21:46 21:47 21:48 21:49 21:50 21:51 21:52 21:53 21:54 21:55 21:56 21:57 21:58

Time

Mea

sure

d SP

L, d

B(A

)Measured SPL Measured SPL.LF Observations Recorded LA1 Recorded LAeq Recorded LA90

Attended Noise Monitoring , Sheppeard Drive - Night (21/01/2009)

45.042.840.3

Inse

ct n

oise

con

stan

t

Inse

ct n

oise

con

stan

t

Inse

ct n

oise

con

stan

t

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

22:10 22:11 22:12 22:13 22:14 22:15 22:16 22:17 22:18 22:19 22:20 22:21 22:22 22:23 22:24 22:25

Time

Mea

sure

d SP

L, d

B(A

)


Daytime Attended Noise Monitoring, George Booth Drive (17/08/2009)

78.5

73.2

85.8

51.1

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Lull

in tr

affic

Pas

sing

truc

k(s)

Pas

sing

car

(s)

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

17:32 17:33 17:34 17:35 17:36 17:37 17:38 17:39 17:40 17:41 17:42 17:43 17:44 17:45 17:46 17:47

Time

Mea

sure

d SP

L, d

B(A

)

Measured SPL 1000Hz Filter Observations Recorded LA1,1min Recorded LA10 Recorded LAeq Recorded LA90

2586/R05/AC 13

Evening Attended Noise Monitoring, George Booth Drive (17/08/2009)

73.070.0

84.9

42.5

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

truc

k(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Lull

in tr

affic

Pas

sing

car

(s)

Lull

in tr

affic

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

30

35

40

45

50

55

60

65

70

75

80

85

90

18:59 19:00 19:01 19:02 19:03 19:04 19:05 19:06 19:07 19:08 19:09 19:10 19:11 19:12 19:13 19:14

Time

Mea

sure

d SP

L, d

B(A

)Measured SPL 1000Hz Filter Observations Recorded LA1,1min Recorded LA10 Recorded LAeq Recorded LA90

Night Attended Noise Monitoring, George Booth Drive (17/08/2009)

60.860.2

75.6

29.2

Pas

sing

car

(s)

Dog

s an

d bi

rds

Dis

tant

traf

fic

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Pas

sing

car

(s)

Frog

s, c

ricke

ts c

onst

ant

Pas

sing

car

(s)

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

23:09 23:10 23:11 23:12 23:13 23:14 23:15 23:16 23:17 23:18 23:19 23:20 23:21 23:22 23:23 23:24

Time

Mea

sure

d SP

L, d

B(A

)


Daytime Attended Noise Monitoring, Sheppeard Drive (17/08/2009)

41.538.3

53.3

29.9

Bird

s

Bird

s

Plan

e

Bird

s

Bird

s

Bird

s

Bird

s

Bird

s

Bird

s

Dog

s an

d bi

rds

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

16:59 17:00 17:01 17:02 17:03 17:04 17:05 17:06 17:07 17:08 17:09 17:10 17:11 17:12 17:13 17:14

Time

Mea

sure

d SP

L, d

B(A

)


2586/R05/AC 14

Evening Attended Noise Monitoring, Sheppeard Drive (17/08/2009)

35.431.7

44.3

25.7

Plan

e

Frog

s, c

ricke

ts c

onst

ant

Dis

tant

traf

fic

Win

d in

Tre

es (g

ust)

Win

d in

Tre

es (g

ust)

Win

d in

Tre

es (g

ust)

Dis

tant

traf

fic

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

18:30 18:31 18:32 18:33 18:34 18:35 18:36 18:37 18:38 18:39 18:40 18:41 18:42 18:43 18:44 18:45

Time

Mea

sure

d SP

L, d

B(A

)Measured SPL 1000Hz Filter Observations Recorded LA1,1min Recorded LA10 Recorded LAeq Recorded LA90

Night Attended Noise Monitoring, Sheppeard Drive (17/08/2009)

51.351.6

69.9

25.9

Dis

tant

traf

fic

Hel

icop

ter

Frog

s, c

ricke

ts c

onst

ant

Win

d in

Tre

es (g

ust)

Dis

tant

traf

fic

Dis

tant

traf

fic

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

22:46 22:47 22:48 22:49 22:50 22:51 22:52 22:53 22:54 22:55 22:56 22:57 22:58 22:59 23:00 23:01

Time

Mea

sure

d SP

L, d

B(A

)


APPENDIX D

Specifications of Plant and Equipment

2586/R05/AD 1

Appendix D – Specifications of Plant and Equipment

Table D1 - Noise Source Table – Area 1

ELD Equipment Tag

Equipment Name Motor (kW)

Notes

26-00037 21-4280 Gasser Transfer Pump 5 75 dBA @ 1 m 26-00037 21-4281 Gasser Delivery Pump 5 75 dBA @ 1 m 26-00037 21-4287 Gasser Plant Sump Pump 5 75 dBA @ 1 m 26-00038 21-4411 Office Water Transfer Pump 3 76 dBA @ 1 m 26-00037 22-4286 Dust Extraction Fan 5 75 dBA @ 1 m 26-00037 23-4280 Gasser Mixing Tank Stirrer 5 75 dBA @ 1 m


ELD Equipment Tag


Notes

26-00027 21-4509 ANE Unload Pump 7.5 77 dBA @ 1 m


ELD Equipment Tag


Notes

26-00024 21-4201 Oxidiser Pump 22 82 dBA @ 1 m 26-00025 21-4203 Static Mixer Pump 35 82 dBA @ 1 m 26-00025 21-4204 Refined ANE Transfer Pump 35 82 dBA @ 1 m 26-00022 21-4206 Development Tank Transfer Pump 4 78 dBA @ 1 m 26-00025 21-4209 ANE Cooling Circulation Pump 2.2 73 dBA @ 1 m 26-00022 21-4212 E25-66T Unloading Pump 4 78 dBA @ 1 m 26-00023 21-4214 No. 1 Dye Pump - 67 dBA @ 1 m 26-00023 21-4215 No. 2 Dye Pump - 67 dBA @ 1 m 26-00023 21-4217 No. 3 Dye Pump - 67 dBA @ 1 m 26-00022 21-4221 Fuel Blend Sump Pump 1.5 74 dBA @ 1 m 26-00025 21-4223 ANE Manufacture Sump Pump - - 26-00025 21-4227 IBC Waste ANE Pump - - 26-00022 21-4283 E25-66T Transfer Pump 4 78 dBA @ 1 m 26-00009 21-4300 ANS Unloading Pump 11 80 dBA @ 1 m 26-00011 21-4301 ANS Transfer Pump 11 78 dBA @ 1 m 26-00012 21-4302 Oxidiser Sump Pump - - 26-00012 21-4303 WANS Transfer Pump 2.2 73 dBA @ 1 m 26-00033 21-4304 COMSOL Transfer Pump 1.1 72 dBA @ 1 m 26-00033 21-4305 COMSOL Export Pump 0.75 70 dBA @ 1 m 26-00009 21-4306A ANS Unloading Flush Water Pump 1.5 74 dBA @ 1 m 26-00009 21-4306B ANS Unloading Flush Water Pump 1.5 74 dBA @ 1 m 26-00009 21-4307 Hose Down Supply Pump - - 26-00030 21-4450 Hot Water Recirculation Pump 22 80 dBA @ 1 m

2586/R05/AD 2

ELD Equipment Tag


Notes

26-00030 21-4452 Corrosion Inhibitor Pump - 67 dBA @ 1 m 26-00031 21-4460 Cooling Water Pump 15 78 dBA @ 1 m 26-00018 23-4201 Batch Tank 2 Agitator 5 75 dBA @ 1 m 26-00019 23-4202 Batch Tank 3 Agitator 5 75 dBA @ 1 m 26-00022 23-4206 Fuel Development Tank Agitator 5 75 dBA @ 1 m 26-00017 23-4218 Batch Tank 1 Agitator 5 75 dBA @ 1 m 26-00025 26-4209 ANE Chiller 110 85 dBA @ 1 m 26-00016 42-4280 Oxidiser Tank 2 Load in Augur 7.5 77 dBA @ 1 m 26-00016 42-4281 Oxidiser Tank 3 Load in Augur 7.5 77 dBA @ 1 m 26-00016 42-4282 Oxidiser Tank 1 Load in Augur 7.5 77 dBA @ 1 m 26-00015 42-4421 Thiourea Bulk Bag Unloading

Augur 4 75 dBA @ 1 m

26-00015 42-4423 Oxidiser Tank 2 & 3 Augur 4 75 dBA @ 1 m 26-00015 42-4425 Oxidiser Tank 1 Augur 4 75 dBA @ 1 m 26-00015 49-4424A Oxidiser Tank 2 & 3 Loss in Weight

Feeder 4 75 dBA @ 1 m

26-00015 49-4424B Oxidiser Tank 2 & 3 Loss in Weight Feeder

4 75 dBA @ 1 m

26-00015 49-4426 Oxidiser Tank 1 Loss in Weight Feeder

4 75 dBA @ 1 m


ELD Equipment Tag Equipment Name Motor (kW)

Notes

26-00021 21-4205 Canola Transfer Pump 4 78 dBA @ 1 m 26-00013 21-4207 Acetic Acid Dosing Pump 1.5 74 dBA @ 1 m 26-00021 21-4208 Paraffin Transfer Pump 4 78 dBA @ 1 m 26-00021 21-4210 Paraffin/Canola/HP90 Unloading

Pump 11 78 dBA @ 1 m

26-00013 21-4220 Acetic Acid Sump Pump 1.5 74 dBA @ 1 m 26-00020 21-4282 Diesel Transfer Pump 4 78 dBA @ 1 m 26-00020 21-4284 SFB HP90 Transfer Pump 4 78 dBA @ 1 m 26-0o020 21-4288 Diesel Day Tank Transfer Pump 4 75 dBA @ 1 m 26-00014 21-4424 Caustic Sump Pump 1.5 74 dBA @ 1 m 26-00014 21-4430 Caustic Dosing Pump 1.5 74 dBA @ 1 m 26-00029 21-4439 First Flush Transfer Pump 12.6 67 dBA @ 1 m 26-00029 21-4440 Recycled Water Transfer Pump 1.1 72 dBA @ 1 m 26-00034 21-4442 Process Water Sump Pump 1.5 74 dBA @ 1 m 26-00034 21-4444 Process Water Pump 4 75 dBA @ 1 m 26-00028 21-4470 Domestic Water Transfer Pump 10 80 dBA @ 1 m 26-00020 29-4289 Bowser 1 71 dBA @ 1 m

2586/R05/AD 3


ELD Equipment Tag


Notes

26-00031 22-4460 Heat Exchanger Fan 2 motors @ 22 kW each

44 85 dBA @ 1 m

26-00032 22-4490 Air Compressor 55 67 dBA @ 1 m 26-00030 35-4450 Hot Water Generator 10 85 dBA @ 1 m

APPENDIX E

Road Traffic Noise

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Appendix E – Road Traffic Noise Introduction The Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999) provides a framework that guides the consideration and management of traffic noise issues associated with new building developments near existing or new roads, and new or upgraded road developments adjacent to new or planned building developments. The following information has been collated in order to assess the likely contribution of the Project on the road traffic noise on George Booth Drive and the potential impacts on the surrounding residences:

• current traffic levels on George Booth Drive;

• traffic levels on George Booth Drive as a result of the Project;

• future traffic levels on George Booth Drive. This information has been used to model the road traffic noise using the United States Federal Highway Administration (USFHWA) LAeq calculation method (ref: US EPA Report 550/9-74-004, (March 1974) as modified using the equations in Appendix A-13 & CoRTN amendments). The predicted noise levels from the current level of traffic on George Booth Drive has been compared with actual noise measurements of traffic on George Booth Drive. This has been used to validate the CoRTN model. The CoRTN model has then been used to predict noise levels for future traffic levels on George Booth Drive including the traffic generated by the Project. The predicted noise levels have then been compared with the road traffic noise criteria applicable to George Booth Drive. Background Information Existing Road Usage The latest published RTA (Annual Average Daily Traffic) AADT traffic volumes for George Booth Drive were for 2004. The available AADT data for volumes for George Booth Drive (Station 05.577) is presented in Table E.1.

Table E.1 - RTA Data for George Booth Drive

Year 1988 1990 1995 1998 2001 2004

AADT 1 3091 3382 4166 4533 4404 4821 Source: www.rta.nsw.gov.au/trafficinformation/downloads/aadt_data_files/aadthunter2001_i.pdf Note 1: AADT is axle pairs. If heavy vehicles comprise 4.6% then the vehicle counts would be about 8% lower. The Traffic Impact Study Appendix F Tasman Underground Mine Environmental Assessment (Newcastle Coal Company, 2002) undertook a traffic survey done on George Booth Drive in late August 2002.

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The traffic survey found:

• weekend traffic flows were found to be 16% less than the weekly average (ie weekday traffic flows are 9.5% higher that the weekly average)

• 13% of weekday daily traffic occurs between 10pm and 7am

• 87% of weekday daily traffic occurs between 7am and 10pm

• 95.4% of the traffic comprised cars. The survey recorded 5013 vehicle movements per weekday which equated to a weekly average daily traffic flow of 4582. This is consistent with the AADT counts presented in Table E.1 of 4404 in 2001 increasing to 4821 for 2004. The daily traffic volume data presented in Traffic Impact Assessment (TIA) (Transport & Urban Planning, 2009) for the Project indicated that George Booth Drive between John Renshaw Drive and southeast of Echidna Drive (Orica entrance) carries:

• between 7042 and 7187 vehicles per day two way, on a weekday (5 day average) with heavy vehicles (Austroad Class 3-12) comprising 9.2 to 9.9% of total vehicles; and

• between 6491 and 6576 vehicles per day for a typical 7 day average two way traffic volumes are with heavy vehicles comprising 8.0 to 8.6% of total vehicles.

Orica Technology Centre existing Operations and the proposed ANE Production Facility Currently there are approximately 283 vehicles per day visiting the existing Orica Technology Centre at Richmond Vale (i.e. 566 movements with 283 in and 283 out). Of the 283 vehicles per day visiting the facility it is estimated 27 of these visits per day are heavy vehicles (i.e. 54 movements with 27 in and 27 out). The proposed ANE Production Facility will, at full production, have the capacity to produce up to 250,000 tonnes per annum of ANE. The proposed ANE Production Facility will operate 24 hours a day, 7 days a week. It is proposed to transport raw materials to site and ANE product off site 24 hours a day, 7 days a week. At maximum production levels the Project will result in an additional 100 heavy vehicle movements (50 vehicles) per day on weekdays and 76 heavy vehicle movements (38 vehicles) on weekends. The anticipated heavy vehicle movement numbers are given in Table E.2.

Table E.2 – Projected Daily Truck Movements

Year Tonnage Per Annum

Truck Volumes Weekdays Weekends

In Out Total In Out Total 2011 125,000 25 25 50 19 19 38 2013 150,000 30 30 60 23 23 46 2018 200,000 40 40 80 30 30 60 2023 250,000 50 50 100 38 38 76

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The composition of the rigid and articulated heavy vehicle movements is presented in Table E.3.

Table E.3 – Projected Daily Truck Movements

Truck Movement Estimate of Daily Movements Delivery - Single AN Tanker (7 days) 13% Delivery - B-double AN Tanker (7 days) 19% Delivery - Single Tanker – Other (Mon to Fri) 20% Delivery - B-double Tanker – Other (Mon to Fri) 3% Delivery - Flatbed Truck – Other (Mon to Fri) 1% Product - Single ANE Tanker (7 days) 20% Product - B-double ANE Tanker (7 days) 24%

Assuming the even distribution of AN delivery and ANE product trucks it is estimated there would be 14 heavy vehicle trips (28 heavy vehicle movements) over the night time period (10:00 pm to 07:00 am) 7 days per week. The delivery of other raw materials, including water, would typically occur during the days time Monday to Friday. It is expected that there will be an additional 10 trips per day by employees and visitors in light vehicles, due to the proposal (i.e. total of 20 vehicle movements with 10 in/10 out) from 2011 onwards. During the construction phase of the Project there is expected to be 2 to 3 heavy vehicles accessing the site per day during a 6 day week and up to 50 small contractor vehicles. Estimation of Future Traffic Flows The RTA proposes to construct a highway link between the F3 Freeway near Seahampton and the New England Highway, west of Branxton (Hunter Expressway). The proposed F3 Link to Branxton includes a full interchange at Buchanan and dual lane roundabout at the intersection of John Renshaw Drive/George Booth Drive. The Traffic Analysis Lower Hunter Transport Needs Study (Hyder Consulting, 2008) indicates the F3 Link to Branxton will significantly reduce the regional traffic using George Booth Drive. The projected traffic use on George Booth Drive (Hyder 2008) is summarised in Table E.4.

Table E.4 – Projected Future Daily Volumes

Alternatives No F3 Link With F3 Link to Branxton

Year 2016 2026 2031 2016 2026 2031

Daily Traffic 8,600 10,200 11,600 700 700 800 Source: Hyder (November, 2008), Traffic Analysis Lower Hunter Transport Needs Study Environmental Criteria for Road Traffic Noise Road traffic noise criteria are set out in the ECRTN (EPA, 1999). These criteria are based on the functional categories applied by the RTA to the subject roads.

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The ECRTN (EPA 1999) provides the following definitions:

• A sub-arterial road is defined as a road that “connects the arterial roads to areas of development and carry traffic from one part of a region to another.”

• A collector road is defined as road that “connects the sub-arterial roads to the local road system in developed areas

John Renshaw Drive would be classified as sub-arterial road in accordance with Section 2.2 of the ECRTN (EPA 1999). George Booth Drive also acts as sub-arterial road connecting the western suburbs of Newcastle to Kurri Kurri and Cessnock. Should the F3 Link to Branxton be constructed than it is predicted George Booth Drive will revert to a collector road for local traffic (Hyder 2008, Transport & Urban Planning 2009). The relevant road traffic noise criteria as per the requirements of Table 1 of the ECRTN (EPA 1999) for George Booth Drive is provided in Table E.5.

Table E.5 - Road Traffic Noise Criteria (EPA, 1999) Type of Development

Criteria Where Criteria are Already Exceeded

Day 1 Night 2

7. Land use developments with potential to create additional traffic on existing freeways/arterials 3



Where feasible, existing noise levels should be mitigated to meet the noise criteria. Examples of applicable strategies include appropriate location of private access roads; regulating times of use; using clustering; using ‘quiet’ vehicles; and using barriers and acoustic treatments. In all cases, traffic arising from the development should not lead to an increase in existing noise levels of more than 2 dB.

8. Land use developments with potential to create additional traffic on collector road



Where feasible and reasonable, existing noise levels should be mitigated to meet the noise criteria. Examples of applicable strategies include appropriate location of private access roads; regulating times of use; using clustering; using ‘quiet’ vehicles; and using barriers and acoustic treatments. In all cases, traffic arising from the development should not lead to an increase in existing noise levels of more than 2 dB.

Note 1: Daytime 7:00 am to 10:00 pm. Note 2: Night time 10:00 pm to 7:00 am. Note 3: Arterial roads and sub-arterial roads are grouped together ECRTN (EPA 1999). From Table E.5 it can be seen that the re-classification of George Booth Drive from a sub-arterial road to a collector road results in the application of the road traffic noise criteria from a period assessment (15 hrs - day and 9hrs – night) to a one (1) hour assessment.

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Results of Monitoring Road Traffic Noise Road traffic noise levels have been measured along George Booth Drive in the vicinity of the Orica facility on the following four occasions:

• attended noise survey on the 20 to 21 January 2009;

• attended noise survey to measure the pass-by noise level from a B-double truck on 30 July 2009;

• unattended long-term noise monitoring survey from 30 July to 19 August 2009; and

• attended noise surveys on the 17 August 2009. Results from Attended Monitoring Run charts for the attended monitoring at location L1 - George Booth Drive are presented in Appendix C of this NIA. The monitoring results, summarised in Table E.6 and E7, are for a setback of approximately 20 metres from the road centreline.

Table E.6 – Road Traffic Noise from George Booth Drive, 21 January 2009, dB(A)

Period Lmax of passing cars LA1, 15 minute LAeq, 15 minute LA90, 15 minute

Day Range 62 - 71 Average 67 70.4 63.2 59.6

Night Range 63 – 75 Average 69 70.8 55.5 < 30

Table E.7 – Road Traffic Noise from George Booth Drive, 19 August 2009, dB(A)

Period Lmax of passing cars LA1, 15 minute LAeq, 15 minute LA90, 15 minute

Day Range 67 - 76 Average 71 72.6 63.2 61.1

Night Range 69 - 74 Average 69 71.8 58.2 < 30

Pass-bys Noise Level from a B-double Truck The objective of the pass-bys noise level test was to measure the likely noise levels associated with the transport of AN to and ANE from the proposed ANE Production Facility. The monitoring locations were selected so that the worst case scenario in terms of the braking and acceleration of vehicles entering and leaving the John Renshaw Drive, and nearing the Richmond Vale Road intersections could be assessed. On 30 July 2009 pass-by noise levels were measured from a loaded B-double truck on George Booth Drive between John Renshaw Drive and the intersection with Richmond Vale Road. On the second pass-by test the B-double used the exhaust brake on the approach to the Richmond Vale Road intersection.

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Except for the occasion when the exhaust brake was activated, the noise level from the B-double pass-by was indistinguishable from the noise of other trucks that passed during the monitoring period. This is to be expected as the prime mover used in the B-double combination was manufactured to meet the same Australian Design Rule standards as apply to the prime movers in normal semi-trailers and large rigid trucks. It was found that a number of cars and 4-wheel drives could generate similar noise levels to the B-double truck. The monitoring results corrected to 20 metres from the road centreline are summarised in Table E.8.

Table E.8 – Road Traffic Noise from George Booth Drive, 30 July 2009, dB(A)

Time LAmax of passing

vehicles excluding the

B-double LA1, 15 minute LAeq, 15 minute LA90, 15 minute

1725-1740 Range 63 - 78 69.1 66.4 52.5 1740-1755 Range 64 - 74 68.0 64.1 49.3

The noise levels from the B-double truck and other trucks on the road at the time of monitoring has been identified and summarised in Table E.9.

Table E.9 – Pass-by noise levels, 30 July 2009, dB(A)

Event LAmax B-double accelerating westward, first run 78 B-double decelerating eastward, exhaust brake 82.8 B-double accelerating westward, third run 76 The four trucks that passed during this period 78, 75, 73, 74

Approximately 123 cars Range 63 – 72 Average 68

For the purpose of assessing the likely road traffic noise impacts associated with the Project an LAmax of 78 dB(A) at 20 metres, based on the results in Table E.9 is considered to be representative of a laden B-double truck. It was found during the monitoring program that the noise levels from other trucks on George Booth Drive were similar to that of the B-double truck. It was also found that the use of exhaust brakes can result in increases of noise levels of up to 10dB. During the monitoring program it was found that the noise levels from cars on George Booth Drive equated to an average LAmax of 68 dB(A) at 20 metres Unattended long-term monitoring 30 July to 19 August 2009 Environmental noise loggers were used to measure the ambient noise levels in the region surrounding the Technology Centre. The details of the unattended noise monitoring program on George Booth Drive for the period 30 July to 19 August 2009 is presented in Appendix C of the NIA. The monitoring results corrected to 20 metres from the road centreline are summarised in Table E.10.

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Table E.10 – Road Traffic Noise, 30 July to 19 August 2009, dB(A)

Period LAeq, period Day time, 7am till 10pm 59.9 Night time, 10pm till 7am 54.2 24 hour average 58.5 1730-1800 equivalent to B-double pass-by test period 62.9

Traffic Noise Level Predictions The road traffic noise levels were predicted using the United States Federal Highway Administration (USFHWA) LAeq calculation method (ref: US EPA Report 550/9-74-004, (March 1974) as modified using the equations in Appendix A-13 & CoRTN amendments). Measured verses Predicted An estimate of the daily traffic volume for 2009, based on the data presented in Traffic Impact Assessment (TIA), Transport & Urban Planning 2009, and the predicted noise levels associated with this volume of traffic is presented in Table E.11. The breakdown of the traffic is based on the following assumptions:

• traffic volume of 7187 vehicles per day two way with 9% heavy vehicles;

• 87% of weekday daily traffic occurs between 7am and 10pm

• peak hours account for approximately 13% of the total traffic.

Table E.11 – Predicted Road Traffic Noise 2009, dB(A)

Period Trucks Cars Predicted LAeq, period

Measured LAeq, period

Day time, 7am till 10pm 563 5690 60.3 59.9 Night time, 10pm till 7am 84 850 54.3 54.2 24 hour average 647 6540 58.9 58.5 1730-1800 Peak Period 28 284 62.1 62.9

The results from the CoRTN model in Table E.11 are within 0.8 dB of the measured noise levels for the corresponding period (refer to Table E.10). The difference could be attributed to difference in total traffic count or the breakdown between cars and trucks. Not withstanding this, the CoRTN model is indicative of the road traffic noise level associated with the movement of traffic on George Booth Drive. Commencement of Operations At the commencement of operations the estimated traffic flow associated with the Project would be approximately 50 heavy vehicle movements (25 vehicle trips) per day on weekdays and 38 heavy vehicle movements (19 vehicle trips) on weekends (refer to Table E.2) and an additional 10 trips per day by employees and visitors in light vehicles. The predicted increase in traffic noise levels is presented in Table E.12.

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Table E.12 – Predicted Increase in Road Traffic Noise at the Commencement of Operations, dB(A)

Property ID

Approx. Setback

from centerline of road, m

Day Time - Predicted LAeq, day Night Time - Predicted LAeq, night

Without Project

With Project

Predicted Increase

Without Project

With Project

Predicted Increase

1 190 45.5 45.6 0.1 39.4 39.7 0.3 2 34 56.8 56.9 0.1 50.8 51.1 0.3 3 18 61.0 61.1 0.1 55.0 55.3 0.3 4 34 56.8 56.9 0.1 50.8 51.1 0.3 5 38 56.1 56.2 0.1 50.0 50.3 0.3 6 41 55.6 55.7 0.1 49.5 49.8 0.3 7 86 50.7 50.8 0.1 44.6 45.0 0.4 8 108 49.2 49.3 0.1 43.1 43.4 0.3 9 84 50.8 51.0 0.2 44.8 45.1 0.3 10 86 50.7 50.8 0.1 44.6 45.0 0.4 11 117 48.7 48.8 0.1 42.6 42.9 0.3 12 200 45.1 45.2 0.1 39.1 39.4 0.3 13 200 45.1 45.2 0.1 39.1 39.4 0.3 14 680 37.0 37.2 0.2 31.0 31.3 0.3 15 160 46.6 46.7 0.1 40.6 40.9 0.3 16 138 47.6 47.7 0.1 41.5 41.8 0.3

Criteria 60 < 2 55 < 2 Number of movements

Trucks 563 599 36/day 84 89 14/night Cars 5690 5710 20/day 850 850 Nil

The results in Table E.12 indicate that during the initial stage of the development the increase in road traffic associated with the Project will not increase the road traffic noise level more than 0.4 dB. For an existing road the ECRTN (EPA 1999) criterion is that: “In all cases, traffic arising from the development should not lead to an increase in existing noise levels of more than 2 dB”. The Project achieves the relevant road traffic noise level criteria at all but one potentially affected residential receiver locations along George Booth Drive. The façade of one property (Property 3) is within 20 metres of the centre line of George Booth Drive. The predicted noise levels at the façade of the Property 3 for a 7187 AADT (existing traffic level) without the traffic movement associated with the Project would be 61.0 dB(A) LAeq, 15 hour day and 55.0 dB(A) LAeq, 9 hour night. The increase in road traffic associated with the Project at Property 3 would only increase the road traffic noise level by 0.1 dB during the day time and 0.3 dB during the night time. The proximity of Property 3 to George Booth Drive precludes the implementation of physical mitigation measures to reduce the noise impacts. A more significant reduction in noise will occur following the construction of the F3 Link to Branxton. In the intervening period, Section 3 of the ECRTN (EPA 1999) notes that a 2 dB noise allowance can be applied after feasible mitigation measures have been assessed. The predicted noise levels in Table E.12 are within the 2 dB noise allowance and the construction of the F3 Link to Branxton will result in a significant reduction in noise levels before the development achieves full production.

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At Full Production in 2023 with the F3 Link to Branxton Following construction of the F3 Link to Branxton the estimated daily traffic volume on George Booth Drive in 2023 without the additional traffic flow associated with the Project, is predicted to be approximately 700 AADT (refer to Table E.4). The resulting road traffic noise levels for a base traffic flow of 700 AADT plus the traffic generated by the Project at full production is presented in Table E.13.

Table E.13 – Predicted Increase in LAeq, 1 hour Road Traffic Noise at Full Production in 2023, dB(A)

Property ID

Approx. Setback

from centerline of road (m)

Day Time - Predicted LAeq, 1 hour Night Time - Predicted LAeq, 1 hour

1 190 41.9 32.5 2 34 53.3 43.9 3 18 57.5 48.1 4 34 53.3 43.9 5 38 52.6 43.2 6 41 52.1 42.6 7 86 47.2 37.8 8 108 45.7 36.3 9 84 47.3 37.9 10 86 47.2 37.8 11 117 45.1 35.7 12 200 41.6 32.2 13 200 41.6 32.2 14 680 33.5 24.1 15 160 43.1 33.7 16 138 42.8 34.6

Criteria 60 55

Number of

movements

Trucks 17 3

Cars 166 10

The breakdown of the traffic is based on the following assumptions:

• George Booth Drive is classified as a collector road and the noise assessment is for the busiest 1 hour period;

• base traffic volume of 700 vehicles per day two way with 9% heavy vehicles during the day only;

• 90% of weekday daily traffic occurs between 7 am and 10 pm;

• the morning and afternoon peak hour(s) account for approximately 50% of the total traffic; and

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• the night time base traffic flow is evenly spread throughout the 9 hour night time period As a collector road the results in Table E.13 indicate the road traffic noise levels at each of the properties along George Booth Drive would not exceed the day time and night time criteria of 60 dB(A) LAeq, 1 hour day and 55 dB(A) LAeq, 1 hour night as a result of the Project. Road Traffic Noise Impact Assessment The increase in vehicle movements due to the Project is calculated to increase road traffic noise level on George Booth Drive by up to 0.4 dB under the current traffic flow regime. This is less than the 2 dB recommended in Table E.5. The LAeq, 15 hour day and LAeq, 9 hour night road traffic noise levels are predicted to achieve the LAeq, period noise levels criteria at the façade of all but one of the properties on George Booth Drive during the initial operation of the ANE Production Facility combined with the current traffic level on George Booth Drive. The façade of Property 3 is approximately 18 metres of the centre line of George Booth Drive. The predicted noise levels at the façade of the Property 3 for a 7187 AADT (existing traffic level) without the traffic movement associated with the Project would be 61.0 dB(A) LAeq, 15 hour day and 55.0 dB(A) LAeq, 9 hour night. The increase in road traffic associated with the Project would increase the road traffic noise level by 0.1 dB during the day time and 0.3 dB during the night time during the initial stage of the Project. Following the construction of the F3 Link to Branxton the road traffic noise levels from George Booth Drive could drop up to 11 dB during the day time and 13 dB during the night time. If George Booth Drive was re-classified as a collector road, the LAeq, 1 hour day and LAeq, 1 hour night road traffic noise levels are predicted to achieve the LAeq, 1 hour noise level criteria at the façade of all the properties on George Booth Drive as a result of the Project at full production with a base traffic level of 700 AADT.

Noise Impact Assessment

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