A1(T) Elkesley Junction Improvements - Highways Agency
A1(T) Elkesley Junction Improvements - Highways Agency A1(T) Elkesley Junction Improvements - Highways Agency
surrounding ground and the separation distances involved could become perceptibleat adjacent sensitive receptors.If the construction phase involves the demolition of existing structures, vibration mayalso occur as a result of the impact of large sections of the structure on the ground.In addition, small construction plant such as generators may have the potential tocause limited vibration in very close proximity.Significant vibration from construction activities has the potential to result in structuraldamage to buildings, such as cracking of walls and plaster coverings. However,vibration can be perceived by people at much lower levels than those applicable tostructural damage. Human response to vibration levels is influenced by the durationof vibration events (temporary or long-term) and an individual’s perception.Table 9.3 below summaries the guidance of BS 7385 with respect to damage criteria.The table presents thresholds at which vibration from construction activities mayresult in structural damage as measured in Peak Particle Velocity (PPV).It is stated within BS7385 that “Peak Particle Velocity (PPV) has been found to be thebest single descriptor” of vibration induced damage. The standard recommends thesimultaneous measurement of the three orthogonal components of particle velocity(Longitudinal, Vertical and Transverse) in order to attain the maximum value in anyplane. The figures stated below relate to this maximum value.Table 9.3 - Significance criteria of structural damage from construction vibrationBuilding/LocationIndustrial/Heavy Commercial BuildingResidential/Light Commercial BuildingThreshold Criterion mm/s50 mm/s at 4Hz and above15 mm/s at 4Hz,20 mm/s at 15Hz50 mm/s at 40Hz and aboveTable 9.4 below summarises the guidance of BS 6472 with respect to humanperception thresholds. The table presents values at which vibration from constructionactivities are likely to result in adverse comment from occupiers in terms of 16hrdaytime (07:00 – 23:00) and 8hr night time (23:00 – 07:00) Vibration Dose Values(VDV).Vibration Dose Value (VDV) can be defined as the relationship between the durationof the exposure and the magnitude of a vibration event for the assessment ofimpulsive and intermittent vibration. VDV is a time dependant based parameterwhereby “a two fold decrease in vibration magnitude is equivalent to a 16 folddecrease in the duration of the vibration”. This is due to the relationship between theexposure and magnitude, which is defined by the fourth root of the integral of thefourth power of the frequency weighted acceleration.72
Table 9.4 - Significance criteria of human perception of construction vibrationBuilding/Location Period Threshold Criterion mm/sResidential Building Day-time 0.4 – 0.8 mm/sResidential Building Night-time 0.26 mm/sOperational Phase Assessment MethodologyIn order to assess the operational phase of the development modelling of the schemeand calculation of noise levels at sensitive receptor locations was undertaken for fivescenarios as detailed within Section 3.3:The future impact of noise from the altered road network has been assessed atsensitive receptor locations within 600m of roads where existing traffic is likely toincrease by at least 25% or be reduced by at least 20% due to the scheme.Predictions were undertaken in accordance with CRTN and based on the traffic flowsforecast for the surrounding road network in the projected year of opening (2011) andfifteen years hence (2026), considered to be the ‘worst case’ design year.Road traffic noise levels for the scheme have been calculated using NoiseMapServer Edition, a computer modelling software package which follows themethodology contained in CRTN. The CRTN procedure is valid for receptorsbetween 4m and 300m from the road.The noise level predictions are compared against the existing measured noise levelsdetermined during the baseline survey. The likelihood of disturbance to residentsliving nearby will be determined by assessment against the criteria contained withinDMRB and other relevant standards and guidelines.Assessment of Noise Nuisance from Road TrafficWhen planning a scheme, which has the potential to alter traffic noise in an areathrough changes in flow-rates, vehicle speeds or re-alignment of the road, animportant factor to be taken into account is whether the resultant noise levels areacceptable in relation to the existing environment. The results of social surveyinvestigations have enabled judgements to be made on the average response ofpeople to traffic noise.Such surveys have indicated that external traffic noise levels of up to 55 dB(A) areacceptable to a large majority of the population. Internally, noise generated bynormal domestic activities could be expected to mask the influence of traffic noise(allowing for the sound insulation of the building façades). As traffic noise increases,the level of public dissatisfaction increases accordingly. It has been found that asubstantial proportion of the population would be annoyed, in their homes, by trafficnoise when the external levels exceed 70 dB(A).The DMRB methodology quantifies changes in noise nuisance based on predictedchanges in traffic noise levels generated by the road scheme. Graphs and tablescontained in DMRB show the relationship between noise level change and thepercentage of population bothered by change. The relationship between the steadystate noise level and the percentage of population bothered is also detailed. This73
- Page 21 and 22: In 2007 a simpler scheme was develo
- Page 23 and 24: It is anticipated that these amendm
- Page 25 and 26: 3 Air Quality3.1 Findings at Stage
- Page 27 and 28: Policy 6/12Permission will not be g
- Page 29 and 30: Table 4.3: Significance of Effects
- Page 31 and 32: Assessment of Environmental Effects
- Page 33 and 34: 5 Disruption Due to Construction5.1
- Page 35 and 36: 5.6 Residual EffectsDisruption duri
- Page 37 and 38: 7 Landscape Effects7.1 Assessment M
- Page 39 and 40: Table 7.1: Landscape Character Sens
- Page 41 and 42: Inclusion of an area within the vis
- Page 43 and 44: MagnitudeHighMediumLowNo ChangeDefi
- Page 45 and 46: • rolling landforms with numerous
- Page 47 and 48: associated with Jockey Lane forms a
- Page 49 and 50: • Properties along the High Stree
- Page 51 and 52: 7.5 Implication of New Lighting Pro
- Page 53 and 54: Area F: Enclosed Arable Farmland (G
- Page 55 and 56: Table 7.7: Summary of Impacts on Vi
- Page 57 and 58: Discussion of Impacts:Visual effect
- Page 59 and 60: • To optimise protection for resi
- Page 61 and 62: Detailed Mitigation ProposalsThe fo
- Page 63 and 64: 8 Land Use8.1 Findings at Stage 2 A
- Page 65 and 66: The frequency response of the human
- Page 67 and 68: oad traffic. It does not provide pr
- Page 69 and 70: The results of the Scoping Assessme
- Page 71: operations. If the total noise leve
- Page 75 and 76: noise levels are below 58 dB LA1(T)
- Page 77 and 78: climate for a typical day on the ex
- Page 79 and 80: identified receptors within the stu
- Page 81 and 82: presented are also based upon a 100
- Page 83 and 84: Operational PhaseTable 9.9 and Tabl
- Page 85 and 86: Table 9.11 - Predicted noise levels
- Page 87 and 88: Table 9.14 - Predicted number of dw
- Page 89 and 90: Air-borne vibration is more common
- Page 91 and 92: 10 Pedestrians, Cyclists, Equestria
- Page 93 and 94: 12 Road Drainage and the Water Envi
- Page 95 and 96: LowAttribute with a low quality and
- Page 97 and 98: Table 12.3 Criteria for Estimating
- Page 99 and 100: Table 12.5: Water Framework Directi
- Page 101 and 102: The greatest potential remains the
- Page 103 and 104: 13 Geology and Soils13.1 Findings a
- Page 105 and 106: Annex 4Figure 4.1 - Constraints Map
- Page 107 and 108: Annex 9Figure 3.1 - 3.9: Noise Cont
- Page 109: Annex 12Figure 12.1 - Groundwater V
Table 9.4 - Significance criteria of human perception of construction vibrationBuilding/Location Period Threshold Criterion mm/sResidential Building Day-time 0.4 – 0.8 mm/sResidential Building Night-time 0.26 mm/sOperational Phase Assessment MethodologyIn order to assess the operational phase of the development modelling of the schemeand calculation of noise levels at sensitive receptor locations was undertaken for fivescenarios as detailed within Section 3.3:The future impact of noise from the altered road network has been assessed atsensitive receptor locations within 600m of roads where existing traffic is likely toincrease by at least 25% or be reduced by at least 20% due to the scheme.Predictions were undertaken in accordance with CRTN and based on the traffic flowsforecast for the surrounding road network in the projected year of opening (2011) andfifteen years hence (2026), considered to be the ‘worst case’ design year.Road traffic noise levels for the scheme have been calculated using NoiseMapServer Edition, a computer modelling software package which follows themethodology contained in CRTN. The CRTN procedure is valid for receptorsbetween 4m and 300m from the road.The noise level predictions are compared against the existing measured noise levelsdetermined during the baseline survey. The likelihood of disturbance to residentsliving nearby will be determined by assessment against the criteria contained withinDMRB and other relevant standards and guidelines.Assessment of Noise Nuisance from Road TrafficWhen planning a scheme, which has the potential to alter traffic noise in an areathrough changes in flow-rates, vehicle speeds or re-alignment of the road, animportant factor to be taken into account is whether the resultant noise levels areacceptable in relation to the existing environment. The results of social surveyinvestigations have enabled judgements to be made on the average response ofpeople to traffic noise.Such surveys have indicated that external traffic noise levels of up to 55 dB(A) areacceptable to a large majority of the population. Internally, noise generated bynormal domestic activities could be expected to mask the influence of traffic noise(allowing for the sound insulation of the building façades). As traffic noise increases,the level of public dissatisfaction increases accordingly. It has been found that asubstantial proportion of the population would be annoyed, in their homes, by trafficnoise when the external levels exceed 70 dB(A).The DMRB methodology quantifies changes in noise nuisance based on predictedchanges in traffic noise levels generated by the road scheme. Graphs and tablescontained in DMRB show the relationship between noise level change and thepercentage of population bothered by change. The relationship between the steadystate noise level and the percentage of population bothered is also detailed. This73
Change language