Noise and Vibration Report - Transnet

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE• WP2: The construction of a new terminal and network links at Davel – known asDavel Yard and Connections.• WP3: The upgrade of the existing line between the proposed Davel Yard andLothair.• WP4: The upgrade of the existing line between Sidvokodvo (Swaziland) andPhuzumoya (Swaziland). This also includes the construction of a new line incertain sections.• WP5: The upgrade of the existing line between Phuzumoya (Swaziland) andGolela (Swaziland – RSA border). This also includes the construction of a new linein certain sections.• WP6: The upgrade of the existing line between Golela (Swaziland – RSA border)and Nsese near Richards Bay. This also includes the construction of a new line incertain sections.This Noise Scoping report specifically focuses on the proposed upgrade of the existingline between the proposed Davel Yard and Lothair (WP3) as well as the construction of anew rail link between Lothair (Mpumalanga) to Sidvokodvo (Swaziland)(WP1).The Transnet operation ideal envisages consolidation of loads into the maximum lengthsfor a single siding(s). Currently loads can vary in length from 40 wagon block loadsthrough 50 and 60 up to 75/80 and 100 wagon general freight trains. The upgrading andimplementation of the proposed railway section will enable freight loads to exceed thecurrent capacities up to 150/160 and 200 wagon trains. The reverse (de-consolidation)has been planned for traffic returning from the export ports. Passing loops will beimplemented to allow traffic flow in both directions on the rail, passing loop specificationsand locations are unknown for the purpose of this report (dead end, up and downworking etc). Potential diesel fuelling stations may be implemented at a rail loopsenabling servicing of locomotives to their required destination.This assessment indicated that the proposed project could have an impact of significanceon the noise climate of the surrounding area as there are Noise-sensitive developmentswithin the area of influence of the railway line. The main factor that will determine thepotential noise impact is the distance that the noise-generating activities would be from aNSD, the type of activities taking place, the speed of the locomotives, the existingambient soundscape at receptors dwellings, as well as the likely noise abatementmeasures to be implemented.P a g e | iii

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEIt is therefore recommended that the potential noise impact associated with the proposedDavel to Nerston railway line be investigated in more detail in the Environmental ImpactAssessment phase.The following information is considered critical:1. detailed layout of railway line indicating rail loops, refuelling stations etc.;2. number of trains expected per day in both directions on the railway line;3. speed of trains per section of the railway line;4. specifications of locomotives as well as carriages to be used; and5. available information regarding any stakeholders and/or comments from I&AP’srelating to noise from the proposed project.P a g e | iv

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTETitle:Development of the Swaziland Rail Link – Work Package 1 and 3: Davel to Nerston –Republic of South Africa SectionClient:Aurecon South Africa (Pty) Ltdfor Transnet SOC LimitedAurecon Centre, Lynnwood Bridge Office Park, 0081PO Box 74381, Lynnwood Ridge, 0040Report no:ASA-TSRL/SNR/201306-Rev 0Author:M. de Jager (B. Ing (Chem))S.J. WeinbergReview:Johan Maré(M.Sc (Microbiology))Date:June 2013COPYRIGHT WARNINGThis information is privileged and confidential in nature and unauthorized dissemination or copying is prohibited.This information will be updated as required. Transnet SOC Ltd claims protection of this information in terms ofthe Promotion of Access to Information Act, (No 2 of 2002) and without limiting this claim, especially theprotection afforded by Chapter 4.The document is the property of Enviro-Acoustic Research CC. The content, including format, manner ofpresentation, ideas, technical procedure, technique and any attached appendices are subject to copyright interms of the Copyright Act 98 of 1978 (as amended by the respective Copyright Amendment Acts No. 56 of1980, No. 66 of 1983, No. 52 of 1984, No. 39 of 1986, No. 13 of 1988, No. 61 of 1989, No. 125 of 1992,Intellectual Property Laws Amendment Act, No. 38 of 1997 and, No. 9 of 2002) in terms of section 6 of theaforesaid Act, and may only be reproduced as part of the Environmental Impact Assessment process by AureconSouth Africa (Pty) Ltd.P a g e | v

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTETABLE OF CONTENTSEXECUTIVE SUMMARY ........................................................................ iiTABLE OF CONTENTS ......................................................................... viLIST OF TABLES ................................................................................ ixLIST OF FIGURES ............................................................................... xGLOSSARY OF ABBREVIATIONS ........................................................ xi1 INTRODUCTION ............................................................................. 11.1 Introduction and Purpose ..................................................................... 11.2 Brief Project Description....................................................................... 11.3 Project Location .................................................................................. 51.4 Study area ......................................................................................... 51.4.1 Topography ............................................................................................. 51.4.2 Surrounding Land Use .............................................................................. 51.4.3 Roads and rail roads ................................................................................. 51.4.4 Ground conditions and vegetation .............................................................. 51.4.5 Other noise sources .................................................................................. 51.4.6 Residential areas ...................................................................................... 61.4.7 Existing Background Ambient Sound Levels ................................................. 61.5 Terms of Reference ............................................................................. 61.6 Potential sensitive receptors (Noise Sensitive Developments) ................... 72 LEGAL CONTEXT, POLICIES AND GUIDELINES ............................... 92.1 The Republic of South Africa Constitution Act (“the Constitution”) ............. 92.2 The Environment Conservation Act ........................................................ 92.2.1 Noise Control Regulations ......................................................................... 92.3 The National Environmental Management Act ....................................... 102.4 National Environmental Management: Air Quality Act (“AQA”) ................ 102.4.1 Model Air Quality Management By-law for adoption and adaptation byMunicipalities .......................................................................................... 112.5 Noise Standards ................................................................................ 112.6 International Guidelines – Noise Control .............................................. 122.6.1 Guidelines for Community Noise (WHO, 1999) ............................................ 12pageP a g e | vi

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE2.6.2 Night Noise Guidelines for Europe (WHO, 2009) .......................................... 122.6.3 Equator Principles ................................................................................... 132.6.4 IFC: General EHS Guidelines – Environmental Noise Management ................. 132.7 International Guidelines – Standards for Noise from Railways ................. 153 EXISTING ENVIRONMENTAL SOUND CHARACTER ........................ 173.1 Measurement Procedure .................................................................... 173.2 Limitations: Acoustical Measurements and Assessments ........................ 174 POTENTIAL NOISE SOURCES ....................................................... 194.1 Potential Noise Sources: Construction Phase ........................................ 194.1.1 Construction equipment ........................................................................... 194.1.2 Material and Equipment supply ................................................................. 204.1.3 Blasting ................................................................................................. 204.2 Potential Noise Sources: Operational Phase .......................................... 245 METHODOLOGY: CALCULATION OF FUTURE NOISE EMISSIONSDUE TO PROPOSED PROJECT ............................................................ 285.1 Noise emissions into the surrounding Environment ................................ 286 METHODOLOGY: NOISE IMPACT ASSESSMENT ANDSIGNIFICANCE ................................................................................. 306.1 Noise Impact on Animals.................................................................... 306.2 Why noise concerns communities ........................................................ 316.2.1 Annoyance associated with Industrial Activities ........................................... 316.3 Impact Assessment Criteria ................................................................ 336.3.1 Overview: The common characteristics ...................................................... 336.3.2 Noise criteria of concern .......................................................................... 336.3.3 Determining the Significance of the Noise Impact ........................................ 356.3.4 Identifying the Potential Impacts without Mitigation Measures (WOM)............ 376.3.5 Identifying the Potential Impacts with Mitigation Measures (WM) .................. 387 RESULTS AND PRELIMINARY IMPACT ASSESSMENT .................... 397.1 Construction phase ........................................................................... 397.2 Operational Phase: Estimated Impact and Important Concepts ............... 398 CONCLUSIONS and RECOMMENDATIONS .................................... 40P a g e | vii

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE9 TERMS OF REFERENCE FOR THE ENVIRONMENTAL NOISEIMPACT PHASE ................................................................................. 419.1 Purpose of the Environmental Noise Impact Assessment ........................ 419.2 Plan of study for environmental noise impact investigation andassessment ............................................................................................... 419.3 Environmental noise impact investigation ............................................. 419.3.1 Sound emission from the identified noise sources ........................................ 419.3.2 Determination of Rating levels .................................................................. 429.3.3 Assessment of the noise impact: No mitigation ........................................... 429.3.4 Assessment of the noise impact: Implementation of mitigation measures....... 429.4 Environmental Noise Impact Report .................................................... 4210 THE AUTHOR ............................................................................... 4411 REFERENCES ............................................................................... 46P a g e | viii

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTELIST OF TABLESpageTable 2-1: IFC Table .7.1-Noise Level Guidelines ...................................................... 14Table 4-1: Potential maximum noise levels generated by construction equipment ......... 21Table 4.2: Potential equivalent noise levels generated by various equipment ............... 23Table 6.1: Acceptable Zone Sound Levels for noise in districts (SANS 10103) .............. 35Table 6.2: Impact Assessment Criteria - Magnitude .................................................. 36Table 6.3: Impact Assessment Criteria - Duration ..................................................... 36Table 6.4: Impact Assessment Criteria – Spatial extent ............................................. 37Table 6.5: Impact Assessment Criteria - Probability .................................................. 37P a g e | ix

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTELIST OF FIGURESpageFigure 1-1: Map illustrating proposed alignment of the Swazi Rail Link 3Figure 1-2: Site map indicating the proposed Davel Yard and Connections 4Figure 1-3: Aerial image indicating potential noise-sensitive developments 8Figure 2-1: Residential Noise Limits for New and Upgraded Railway Lines 15Figure 4-1: Railway exterior sound sources and typical dependence on train speed 26Figure 5.1: Flow diagram illustrating the methodology to calculate the noise fromrailways 29Figure 6-1: Percentage of annoyed persons as a function of the day-evening-night noiseexposure at the façade of a dwelling 32Figure 6-2: Criteria to assess the significance of impacts stemming from noise 34P a g e | x

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEGLOSSARY OF ABBREVIATIONSAZSL Acceptable Zone Sound Level (Rating Level)DEADP Department of Environmental Affairs and Development PlanningDEDEA Department of Economic Development and Environmental AffairsDEA Department of Environmental AffairsEARES Enviro-Acoustic Research ccEAP Environmental Assessment PractitionerECA Environment Conservation Act (Act 78 of 1989)ECO Environmental Control OfficerEIA Environmental Impact AssessmentEMP Environmental Management PlanEMS Environmental Management SystemEPEquator PrincipleFEL Front End LoaderIAPs Interested and Affected Partiesi.e. that isIEM Integrated Environmental Managementkm kilometresLHD Load haul dumpermMeters (measurement of distance)m 2m 3mamslSquare meterCubic meterMeters above mean sea levelNEMA National Environmental Management Act, 1998 (Act 107 of 1998)NCR Noise Control Regulations (under Section 25 of the ECA)NGO Non-government OrganisationNSD Noise Sensitive DevelopmentPPP Public Participation ProcessSABS South African Bureau of StandardsSANS South African National StandardsSHEQ Safety Health Environment and QualityTLB Tip Load BucketUTM Universal Transverse MercatorWHO World Health OrganisationP a g e | xi

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE1 INTRODUCTION1.1 INTRODUCTION AND PURPOSEEnviro-Acoustic Research was commissioned to compile a Scoping Noise Report as part ofthe Environmental Impact Assessment process conducted for Transnet’s proposedSwaziland Rail Link project. This project involves the development of a multinationalstrategic rail corridor stretching from Davel in Mpumalanga to Richards Bay in KwaZuluNatal via Sidvokodvo in Swaziland. This particular report covers the potential noiseimpacts relating to the proposed Davel to Nerston (Republic of South Africa) railwaysection on a scoping level.This report is the result of a first phase study (desktop) on the potential noise impact thatthis development may have on the surrounding environment, highlighting methodologies,potential issues to be investigated as well as preliminary findings and recommendations.1.2 BRIEF PROJECT DESCRIPTIONTransnet SOC Limited is proposing the development of a robust rail connection betweenLothair and the Komatipoort-Richards Bay route (refer Figure 1-1). This will provide aviable General Freight diversionary route to remove this traffic from the Mpumalanga CoalLine, freeing up slots for Coal Traffic. Further projects requirements include:• Providing a rail connection from Davel to Maputo via the Swaziland RailwayNetwork.• Enhancing capacity for the Komatipoort – Richards Bay railway corridor;accommodating traffic identified within the Transnet Long Term PlanningFramework and the prospective GFB traffic from the Coal Line.• Providing viable connections for rail freight from Western Swaziland to markets inSouth Africa, Mozambique, and overseas.• Providing viable connections for rail freight from South Africa to markets inSwaziland, Mozambique, and overseas via Maputo.The project is divided into 6 Work Packages (WP) for project implementationpurposes, namely:• WP1: The construction of a new rail link between Lothair (Mpumalanga) toSidvokodvo (Swaziland). Being a multinational project the work package is subdividedinto two sub-sections, namely Lothair to Nerston (RSA) and Nerston toSidvokodvo (Swaziland).• WP2: The construction of a new terminal and network links at Davel – known asDavel Yard and Connections.P a g e | 1

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE• WP3: The upgrade of the existing line between the proposed Davel Yard andLothair.• WP4: The upgrade of the existing line between Sidvokodvo (Swaziland) andPhuzumoya (Swaziland). This also includes the construction of a new line in certainsections.• WP5: The upgrade of the existing line between Phuzumoya (Swaziland) and Golela(Swaziland – RSA border). This also includes the construction of a new line incertain sections.• WP6: The upgrade of the existing line between Golela (Swaziland – RSA border)and Nsese near Richards Bay. This also includes the construction of a new line incertain sections.This Noise Scoping report specifically focuses on the proposed Davel to Nerston sectionbased in the Republic of South Africa (refer Figure 1-2).The Transnet operation ideal envisages consolidation of loads into the maximum lengthsfor a single siding(s). Currently loads can vary in length from 40 wagon block loadsthrough 50 and 60 up to 75/80 and 100 wagon general freight trains. The upgrading andimplementation of the proposed railway section will enable freight loads to exceed thecurrent capacities up to 150/160 and 200 wagon trains. The reverse (de-consolidation)has been planned for traffic returning from the export ports. Passing loops will beimplemented to allow traffic flow in both directions on the rail, passing loop specificationsand locations are unknown for the purpose of this report (dead end, up and down workingetc). Potential diesel fuelling stations may be implemented at a rail loops enablingservicing of locomotives to their required destination.The proposed alignment rail line starts at the town of Davel traversing past the town ofLothair and on to the town of Nerston. Current rail operations terminate at Lothair. Thelinear distance from Davel to Nerston is estimated at roughly 113 km (rail line routedistance not calculated for this report).P a g e | 2

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEFigure 1-1: Map illustrating proposed alignment of the Swazi Rail LinkP a g e | 3

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEFigure 1-2: Site map indicating the current/proposed Davel - Nerston section (Republic of South Africa portion)P a g e | 4

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE1.3 PROJECT LOCATIONThe identified route (refer Figure 1-2 for red line) is regarded as favourable due to thelocation Davel in relation with the existing railway lines (yellow line). Thecurrent/proposed route is mostly situated in the Gert Sibande District Municipality.1.4 STUDY AREAThe study area is described in terms of environmental components that may contribute orchange the sound character in the area.1.4.1 TopographyThe terrestrial topography can be described as slightly irregular undulating plains andhills.1.4.2 Surrounding Land UseThe surrounding area ranges from commercial dryland, forest plantations to cattleranching activities.1.4.3 Roads and rail roadsThe most important roads that the rail route current or is proposed to traverse are theN11, N17 and R33 National and public routes.The existing rail line from Davel to Lothair is indicated in Figure 1-2 as a yellow line.1.4.4 Ground conditions and vegetationGround conditions may vary depending on section of rail under investigation (rural orurban). It is assumed that ground conditions could be classified as medium in terms ofacoustics (slightly acoustically absorbent). This specifically relates to the way that theground surface influence the propagation of the sound from the development as thefraction of sound that is reflected from the ground would be influenced as certainfrequencies would be absorbed by the ground surface. Ground conditions will be furtherinvestigated during the Environmental Noise Impact Assessment (EIA) phase.1.4.5 Other noise sourcesBesides the mentioned roads there could be a few other significant contributors of noise inthe study area of an industrial nature. Other major ambient noise contributors will beidentified and quantified during the ENIA phase.P a g e | 5

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE1.4.6 Residential areasResidential dwellings (also known as noise-sensitive developments, receptors or NSD’s)are defined in more detail in Section 1.6 and presented in Figure 1-3.1.4.7 Existing Background Ambient Sound LevelsBased on the desktop study ambient sound levels could range from rural to urban inacoustical character depending on the section of rail route under investigation.Measurements conducted during the ENIA phase would ambient sound levels moreaccurately.1.5 TERMS OF REFERENCESANS 10328:2008 (Edition 3) specifies the methodology to assess the noise impacts onthe environment due to a proposed activity that might impact on the environment. Thestandard also stipulates the minimum requirements to be investigated for Scopingpurposes. These minimum requirements are:1. The purpose of the investigation;2. A brief description of the planned development or the changes that are beingconsidered;3. A brief description of the existing environment;4. The identification of the noise sources that may affect the particular development,together with their respective estimated sound pressure levels or sound powerlevels (or both);5. The identified noise sources that were not taken into account and the reasons whythey were not investigated;6. The identified noise-sensitive developments and the estimated impact on them;7. Any assumptions made with regard to the estimated values used;8. An explanation, either by a brief description or by reference, of the methods thatwere used to estimate the existing and predicted rating levels;9. The location of the measurement or calculation points, i.e. a description, sketch ormap;10. Estimation of the environmental noise impact;11. Alternatives that were considered and the results of those that were investigated;12. A list of all the interested or affected parties that offered any comments withrespect to the environmental noise impact investigation;13. A detailed summary of all the comments received from interested or affectedparties as well as the procedures and discussions followed to deal with them;14. Conclusions that were reached;P a g e | 6

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE15. Recommendations, i.e. if there could be a significant impact, or if more informationis needed, a recommendation that an environmental noise impact assessment beconducted; and16. If remedial measures will provide an acceptable solution which would prevent asignificant impact, these remedial measures should be outlined in detail andincluded in the final record of decision if the approval is obtained from the relevantauthority. If the remedial measures deteriorate after time and a follow-up auditingor maintenance programme (or both) is instituted, this programme should beincluded in the final recommendations and accepted in the record of decision if theapproval is obtained from the relevant authority.In addition, the Scoping report should contain sufficient information to allow theEnvironmental Assessment Practitioner (EAP) to compile the Plan of Study forEnvironmental Impact Assessment (EIA), including the Noise component.In this regard the following will be included to assist the EAP in the compilation of the Planof Study (PoS) for the ENIA:• The potential impact will be evaluated (where possible) in terms of the nature(description of what causes the effect, what/who might be affected and how it/theymight be affected) as well as the extent of the impact. This will be done by means of asite visit, where appropriate ambient sound levels will be determined and theidentification of potential noise-sensitive developments/areas;• A statement regarding the potential significance of the identified issues based on theevaluation of the issues/impacts;• The identification of issues to be investigated in more detail during the EnvironmentalImpact Assessment phase; and• Details regarding the methodology followed to estimate and assess the potentiallysignificant impacts during the ENIA phase.1.6 POTENTIAL SENSITIVE RECEPTORS (NOISE SENSITIVE DEVELOPMENTS)Potentially sensitive receptors (also known as noise-sensitive developments or NSDs) at adistance of approximately 450 m along the Davel to Nerston rail route were identifiedusing Google Earth ® . These receptors are illustrated in Figure 1-3. The status of thesedwellings (derelict, residential etc.) may be confirmed during the ENIA phase.P a g e | 7

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEFigure 1-3: Aerial image indicating potential noise-sensitive developmentsP a g e | 8

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE2 LEGAL CONTEXT, POLICIES AND GUIDELINES2.1 THE REPUBLIC OF SOUTH AFRICA CONSTITUTION ACT (“THE CONSTITUTION”)The environmental rights contained in section 24 of the Constitution provide that everyone isentitled to an environment that is not harmful to his or her well-being. In the context ofnoise, this requires a determination of what level of noise is harmful to well-being. Thegeneral approach of the common law is to define an acceptable level of noise as that whichthe reasonable person can be expected to tolerate in the particular circumstances. Thesubjectivity of this approach can be problematic which has led to the development of noisestandards (see Section 2.5).“Noise pollution” is specifically included in Part B of Schedule 5 of the Constitution, whichmeans that noise pollution control is a local authority competence, provided that the localauthority concerned has the capacity to carry out this function.2.2 THE ENVIRONMENT CONSERVATION ACTThe Environment Conservation Act (“ECA”) allows the Minister of Environmental Affairs andTourism (“now the Ministry of Water and Environmental Affairs”) to make regulationsregarding noise, among other concerns. See also following section.2.2.1 Noise Control RegulationsIn terms of section 25 of the ECA, the National Noise Control Regulations (GN R154 inGovernment Gazette No. 13717 dated 10 January 1992) were promulgated. The NCRs wererevised under Government Notice Number R. 55 of 14 January 1994 to make it obligatory forall authorities to apply the regulations.Subsequently, in terms of Schedule 5 of the Constitution of South Africa of 1996 legislativeresponsibility for administering the noise control regulations was devolved to provincial andlocal authorities. Provincial Noise Control Regulations exist in the Free State, Gauteng andWestern Cape provinces.The noise control regulations however specifically exclude commercial rail or aircraftoperations from compliance with the conditions of Regulation 2(c). This effectively means thatauthorities cannot instruct a commercial railway venture to discontinue or take steps to lowerthe noise impact.P a g e | 9

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE2.3 THE NATIONAL ENVIRONMENTAL MANAGEMENT ACTThe National Environmental Management Act (“NEMA”) defines “pollution” to include anychange in the environment, including noise. A duty therefore arises under section 28 of NEMAto take reasonable measures while establishing and operating any facility to prevent noisepollution occurring. NEMA sets out measures which may be regarded as reasonable. Theyinclude the following measures:1. to investigate, assess and evaluate the impact on the environment2. to inform and educate employees about the environmental risks of their work and themanner in which their tasks must be performed in order to avoid causing significantpollution or degradation of the environment3. to cease, modify or control any act, activity or process causing the pollution ordegradation4. to contain or prevent the movement of the pollution or degradation5. to eliminate any source of the pollution or degradation6. to remedy the effects of the pollution or degradation2.4 NATIONAL ENVIRONMENTAL MANAGEMENT: AIR QUALITY ACT (“AQA”)Section 34 of the National Environmental Management: Air Quality Act (Act 39 of 2004)makes provision for:(1) the Minister to prescribe essential national noise standards -(a) for the control of noise, either in general or by specified machinery oractivities or in specified places or areas; or(b) for determining –(i) a definition of noise(ii) the maximum levels of noise(2) When controlling noise the provincial and local spheres of government arebound by any prescribed national standards.This section of the Act is in force, but no such standards have yet been promulgated. Draftregulations have however, been promulgated for adoption by Local Authorities (see followingsection).An atmospheric emission licence issued in terms of section 22 may contain conditions inrespect of noise. This however is unlikely to be relevant to the development, as noatmospheric emissions licence is foreseen to take place.P a g e | 10

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE2.4.1 Model Air Quality Management By-law for adoption and adaptation byMunicipalitiesModel Air Quality Management By-Laws for adoption and adaptation by municipalities waspublished by the Department of Water and Environmental Affairs in the Government Gazetteof 2 July 2010 as Government Notice 579 of 2010.The main aim of the model air quality management by-law is to assist municipalities in thedevelopment of their air quality management by-law within their jurisdictions. It is also theaim of the model by-law to ensure uniformity across the country when dealing with air qualitymanagement challenges. Therefore, the model by-law is developed to be generic in order todeal with most of the air quality management challenges. With Noise Control being coveredunder the Air Quality Act (Act 39 of 2004), noise is also managed in a separate section underthis Government Notice.• IT IS NOT the aim of the model by-law to have legal force and effect on municipalitieswhen published in the Gazette; and• IT IS NOT the aim of the model by-law to impose the by-law on municipalities.Therefore, a municipality will have to follow the legal process set out in the LocalGovernment: Municipal Systems Act, 2000 (Act No. 32 of 2000) when adopting and adaptingthe model by-law to its local jurisdictions.However, similar to the National Noise Control Regulations an authority cannot instruct thatnoise caused by commercial rail vehicles be discontinued or that steps be taken to lower thenoise level.2.5 NOISE STANDARDSFour South African Bureau of Standards (SABS) scientific standards are considered relevant tonoise from commercial developments. They are: SANS 10103:2008. ‘The measurement and rating of environmental noise with respectto annoyance and to speech communication’. SANS 10210:2004. ‘Calculating and predicting road traffic noise’. SANS 10328:2008. ‘Methods for environmental noise impact assessments’. SANS 10357:2004. ‘The calculation of sound propagation by the Concave method’.The relevant standards use the equivalent continuous rating level as a basis for determiningwhat is acceptable. The levels may take single event noise into account, but single eventnoise by itself does not determine whether noise levels are acceptable for land use purposes.P a g e | 11

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEThe recommendations that the standards make are likely to inform decisions by authorities,but non-compliance with the standards will not necessarily render an activity unlawful per se.SANS however have no specific standards dealing with noise emission from rail traffic.2.6 INTERNATIONAL GUIDELINES – NOISE CONTROLWhile there exist a number of international guidelines and standards that could encompass adocument in itself, the reports mentioned below were selected as they are used by differentcountries in the subject of environmental noise management.2.6.1 Guidelines for Community Noise (WHO, 1999)The World Health Organization’s (WHO) document on the Guidelines for Community Noise isthe outcome of the WHO- expert task force meeting held in London, United Kingdom, in April1999. It is based on the document entitled “Community Noise” that was prepared for theWorld Health Organization and published in 1995 by the Stockholm University and KarolinskaInstitute.The scope of WHO's effort to derive guidelines for community noise is to consolidate actualscientific knowledge on the health impacts of community noise and to provide guidance toenvironmental health authorities and professionals trying to protect people from the harmfuleffects of noise in non-industrial environments.Guidance on the health effects of noise exposure of the population has already been given inan early publication of the series of Environmental Health Criteria. The health risk to humansfrom exposure to environmental noise was evaluated and guidelines values derived. The issueof noise control and health protection was briefly addressed.The document uses the L Aeq and L A,max descriptors to define noise levels. This document wasimportant in the development of the SANS 10103 standard.2.6.2 Night Noise Guidelines for Europe (WHO, 2009)Refining previous Community Noise Guidelines issued in 1999, and incorporating more recentresearch, the World Health Organization has released a comprehensive report on the healtheffects of night time noise, along with new (non-mandatory) guidelines for use inEurope. Rather than a maximum of 30 dB inside at night (which equals 45-50 dB maxinside), the WHO now recommends a maximum year-round outside night-time noise averageof 40 db to avoid sleep disturbance and its related health effects. The report notes that onlybelow 30 dB (outside annual average) are “no significant biological effects observed,” andP a g e | 12

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEthat between 30 and 40 dB, several effects are observed, with the chronically ill and childrenbeing more susceptible; however, “even in the worst cases the effects seemmodest.” Elsewhere, the report states more definitively, “There is no sufficient evidence thatthe biological effects observed at the level below 40 dB (night, outside) are harmful tohealth.” At levels over 40 dB, “Adverse health effects are observed” and “many people haveto adapt their lives to cope with the noise at night. Vulnerable groups are more severelyaffected.”The 184-page report offers a comprehensive overview of research into the various effects ofnoise on sleep quality and health (including the health effects of non-waking sleep arousal),and is recommended reading for anyone working with noise issues. The use of an outdoornoise standard is in part designed to acknowledge that people do like to leave windows openwhen sleeping, though the year-long average may be difficult to obtain (it would requirelonger-term sound monitoring than is usually budgeted for by either industry orneighbourhood groups).While recommending the use of the average level, the report notes that some instantaneouseffects occur in relation to specific maximum noise levels, but that the health effects of these“cannot be easily established.”2.6.3 Equator PrinciplesThe Equator Principles (EPs) are a voluntary set of standards for determining, assessingand managing social and environmental risk in project financing. Equator Principles FinancialInstitutions (EPFIs) commit to not providing loans to projects where the borrower will not oris unable to comply with their respective social and environmental policies and proceduresthat implement the EPs.The Equator Principles were developed by private sector banks and were launched in June2003. The banks chose to model the Equator Principles on the environmental standards ofthe World Bank and the social policies of the International Finance Corporation (IFC). 67financial institutions (October 2009) have adopted the Equator Principles, which have becomethe de facto standard for banks and investors on how to assess major development projectsaround the world. The environmental standards of the World Bank have been integrated intothe social policies of the IFC since April 2007 as the International FinanceCorporation Environmental, Health and Safety (EHS) Guidelines.2.6.4 IFC: General EHS Guidelines – Environmental Noise ManagementThese guidelines are applicable to noise created beyond the property boundaries of adevelopment that conforms to the Equator Principle.P a g e | 13

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEIt states that noise prevention and mitigation measures should be applied where predicted ormeasured noise impacts from a project facility or operations exceed the applicable noise levelguideline at the most sensitive point of reception. The preferred method for controlling noisefrom stationary sources is to implement noise control measures at source.It goes as far as to proposed methods for the prevention and control of noise emissions,including:• Selecting equipment with lower sound power levels;• Installing silencers for fans;• Installing suitable mufflers on engine exhausts and compressor components;• Installing acoustic enclosures for equipment casing radiating noise;• Improving the acoustic performance of constructed buildings, apply sound insulation;• Installing acoustic barriers without gaps and with a continuous minimum surfacedensity of 10 kg/m 2 in order to minimize the transmission of sound through thebarrier. Barriers should be located as close to the source or to the receptor location tobe effective;• Installing vibration isolation for mechanical equipment;• Limiting the hours of operation for specific pieces of equipment or operations,especially mobile sources operating through community areas ;• Re-locating noise sources to less sensitive areas to take advantage of distance andshielding;• Placement of permanent facilities away from community areas if possible;• Taking advantage of the natural topography as a noise buffer during facility design;• Reducing project traffic routing through community areas wherever possible;• Planning flight routes, timing and altitude for aircraft (airplane and helicopter) flyingover community areas; and• Developing a mechanism to record and respond to complaints.It sets noise level guidelines (see Table 2-1) as well as highlighting the certain monitoringrequirements pre- and post-development.Table 2-1: IFC Table .7.1-Noise Level GuidelinesOne hour L Aeq (dBA)Receptor typeDaytime07:00 - 22:00Night-time22:00 – 07:00Residential; institutional; educational 55 45Industrial; commercial 70 70P a g e | 14

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEThe document uses the L Aeq,1 hr noise descriptors to define noise levels. It does not determinethe detection period, but refers to the IEC standards, which requires the fast detector settingon the Sound Level Meter during measurements for Europe.2.7 INTERNATIONAL GUIDELINES – STANDARDS FOR NOISE FROM RAILWAYSNoise reception limits exist on a national level in various forms for new and upgraded lines.Limits for existing lines are only in force in Switzerland, Denmark, Italy and will be in Swedenfrom 2015 on. Mandatory reception limits or insulation standards for new buildings alongexisting railway lines are, for example, in force in Finland, France and Switzerland.Figure 2-1: Residential Noise Limits for New and Upgraded Railway LinesThese limits are however not completely comparable, as they differ in terms of:• Indicators;• Reference times;• Receiver locations (free-field (reflection at the building not considered) or at thefaçade);• The difference in levels amounts to 3 dB(A));• Emission assumptions (levels, location);• Transmission factors (e.g. weather conditions etc);• Definition of substantial upgrading;P a g e | 15

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE• Sometimes the limits are increased depending on existing exposure levels (Austria,France). In Italy limits depend on the distance from the track.P a g e | 16

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE3 EXISTING ENVIRONMENTAL SOUND CHARACTER3.1 MEASUREMENT PROCEDUREAmbient (background) noise levels will be measured in accordance with the South AfricanNational Standard SANS 10103:2003 "The measurement and rating of environmental noisewith respect to land use, health, annoyance and to speech communication". The standardspecifies the acceptable techniques for sound measurements including:• type of equipment;• minimum duration of measurement;• microphone positions;• calibration procedures and instrument checks; and• weather conditions.Where existing railway noise is to be measured the methodology as defined by “ISO 3095,Acoustics – Measurement of noise emitted by railbound vehicles” will be used.3.2 LIMITATIONS: ACOUSTICAL MEASUREMENTS AND ASSESSMENTSLimitations due to environmental acoustical measurements include the following:• Ambient sound levels are the cumulative effects of innumerable sounds generated atvarious instances both far and near. High measurements may not necessarily meanthat noise levels in the area are high. Similarly, a low sound level measurement will notnecessarily mean that the area is always quiet, as sound levels will vary over seasons,time of the day, faunal characteristics, vegetation in the area and meteorologicalconditions (especially wind). This is excluding the potential effect of sounds fromanthropogenic origin. It is impossible to quantify and identify the numerous sourcesthat influenced one 10-minute measurement using the reading result at the end of themeasurement;• Defining ambient sound levels using the result of one 10-minute measurement will bevery inaccurate (very low confidence level in the results) for the reasons mentionedabove. The more measurements that can be collected at a location the higher theconfidence levels in the ambient sound level determined (at that location). The morecomplex the sound environment, the longer the required measurement (especiallywhen at a community or house);• Determination of existing road traffic and other noise sources of significance areimportant (traffic counts etc);P a g e | 17

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE• Ambient sound levels recorded near rivers, streams, wetlands, trees and bushy areascan be high. This is due to faunal activity which can dominate the sound levels aroundthe measurement point;• Considering one sound descriptor is not sufficient for and acoustical assessment.Parameters such as L AMin , L AIeq , L Aeq , L Ceq , L AMax , L A10 , L A90 and spectral analysis formspart of the many variables to be considered; and• As a residential area develops the presence of people will result in increased sounds.These are generally a combination of traffic noise, voices, animals and equipment (incl.TV’s and Radios). The result is that ambient sound levels will increase as an areamatures.P a g e | 18

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE4 POTENTIAL NOISE SOURCESIncreased noise levels are directly linked with the various activities associated with theconstruction of the railway line and infrastructure as well as the operational phase of theactivity. The specific activities relating to construction of the railway line will only beknown during the EIA phase of the project, and therefore will only be discussed in ageneralised manner in the following sections.Note that the most significant stage relating to noise is due to the operational phase andnot the construction phase. This is due to the duration of activities during the constructionphase are generally short.4.1 POTENTIAL NOISE SOURCES: CONSTRUCTION PHASE4.1.1 Construction equipmentConstruction activities include:• Site establishment, including the development of a contractors camps at suitablelocations along the route;• Potentially the development and upgrading of access roads to allow the delivery ofequipment to railway line sections as well as maintenance access routes to railwaylines at future dates;• Site preparation e.g. advance fencing, geological survey, stripping of topsoil,material disposal;• Development of foundation and trenches (for laying of cables etc.)• Development of sub-structure (formation, sub-ballast and ballast), setting of thesleepers and laying of the tracks, turn-outs, railroad ties and foundation concretepouring; and• Building of buildings and refuelling stations at rail loops.The equipment likely to be required to complete the above tasks will typically include:• excavator/grader, bulldozer, dump trucks, vibratory roller, bucket loader, rockbreaker, (potentially) drill rig, excavator/grader, bulldozer, dump truck, flat bedtrucks, concrete truck(s), pile driver, cranes, fork lift and various 4WD and servicevehicles.The level and character of the construction noise will be highly variable as differentactivities with different equipment take place at different times, for different periods ofP a g e | 19

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEtime (operating cycles), in different combinations, in different sequences and on differentparts of the construction site. Table 4-1 gives an indication of the maximum noise levelsthat can potentially be generated by a variety of construction equipment. Table 4.2presents the equivalent (average) noise level as measured over a long period, as well asthe potential extend of such a noise level.4.1.2 Material, Equipment supply and Borrow PitsMaterial and equipment supply has not yet been defined. It is likely that Transnet will bemaking use of road transport, railway line transportation as well as borrow pits to sourceaggregate. This will increase traffic (both road and rail) at construction areas along therailway route. Construction traffic is expected to be generated throughout the entireconstruction period, however, the volume and type of traffic generated will be dependentupon the construction activities being conducted, which will vary during the constructionperiod. This however will only be investigated during the ENIA phase.4.1.3 BlastingBlasting may be required as part of the civil works to clear obstacles or to preparefoundations. Should a borrow pit be used to supply rocks for construction and ballastsupply purposes, blasting could also be expected.Blasting will not be considered during the scoping or ENIA phase for the following reasons:• Blasting is highly regulated, and control of blasting to protect human health,equipment and infrastructure will ensure that any blasts will use minimumexplosives and will occur in a controlled manner. With regards to blasting in borrowpits, explosives are used with a low detonation speed, reducing vibration, soundpressure levels and air blasts. The breaking of obstacles with explosives is also aspecialized field, and when correct techniques are used, it causes less noise thanusing a rock-breaker.• People are generally more concerned over ground vibration and air blast levels thatmight cause building damage than the impact of the noise from the blast.• Blasts are an infrequent occurrence, with a loud but a relative instantaneouscharacter. Potentially affected parties normally receive sufficient notice (siren), andthe knowledge that the duration of the siren noise as well as the blast will be overrelative fast, resulting in a higher acceptance of the noise.P a g e | 20

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTETable 4-1: Potential maximum noise levels generated by construction equipmentEquipment Description 1ImpactDevice?MaximumSoundPowerLevels(dBA)Operational Noise Level at given distance considering potential maximum noise levels(dBA)5 m 10 m 20 m 50 m 100 m 150 m 200 m 300 m 500 m 750 m 1000 m 2000 mAuger Drill Rig No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Backhoe No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Chain Saw No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Compactor (ground) No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Compressor (air) No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Concrete Batch Plant No 117.7 92.7 86.7 80.6 72.7 66.7 63.1 60.6 57.1 52.7 49.2 46.7 40.6Concrete Mixer Truck No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Concrete Pump Truck No 116.7 91.7 85.7 79.6 71.7 65.7 62.1 59.6 56.1 51.7 48.2 45.7 39.6Concrete Saw No 124.7 99.7 93.7 87.6 79.7 73.7 70.1 67.6 64.1 59.7 56.2 53.7 47.6Crane No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Dozer No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Drill Rig Truck No 118.7 93.7 87.7 81.6 73.7 67.7 64.1 61.6 58.1 53.7 50.2 47.7 41.6Drum Mixer No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Dump Truck No 118.7 93.7 87.7 81.6 73.7 67.7 64.1 61.6 58.1 53.7 50.2 47.7 41.6Excavator No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Flat Bed Truck No 118.7 93.7 87.7 81.6 73.7 67.7 64.1 61.6 58.1 53.7 50.2 47.7 41.6Front End Loader No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Generator No 116.7 91.7 85.7 79.6 71.7 65.7 62.1 59.6 56.1 51.7 48.2 45.7 39.6Generator (

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEPickup Truck No 89.7 64.7 58.7 52.6 44.7 38.7 35.1 32.6 29.1 24.7 21.2 18.7 12.6Pumps No 111.7 86.7 80.7 74.6 66.7 60.7 57.1 54.6 51.1 46.7 43.2 40.7 34.6Rivit Buster/Chipping Gun Yes 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Rock Drill No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Roller No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Sand Blasting (single nozzle) No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Scraper No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Sheers (on backhoe) No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Slurry Plant No 112.7 87.7 81.7 75.6 67.7 61.7 58.1 55.6 52.1 47.7 44.2 41.7 35.6Slurry Trenching Machine No 116.7 91.7 85.7 79.6 71.7 65.7 62.1 59.6 56.1 51.7 48.2 45.7 39.6Soil Mix Drill Rig No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Tractor No 118.7 93.7 87.7 81.6 73.7 67.7 64.1 61.6 58.1 53.7 50.2 47.7 41.6Vacuum Excavator (Vac-Truck) No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Vacuum Street Sweeper No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Ventilation Fan No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Vibrating Hopper No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Vibratory Concrete Mixer No 114.7 89.7 83.7 77.6 69.7 63.7 60.1 57.6 54.1 49.7 46.2 43.7 37.6Vibratory Pile Driver No 129.7 104.7 98.7 92.6 84.7 78.7 75.1 72.6 69.1 64.7 61.2 58.7 52.6Warning Horn No 119.7 94.7 88.7 82.6 74.7 68.7 65.1 62.6 59.1 54.7 51.2 48.7 42.6Welder/Torch No 107.7 82.7 76.7 70.6 62.7 56.7 53.1 50.6 47.1 42.7 39.2 36.7 30.6P a g e | 22

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTETable 4.2: Potential equivalent noise levels generated by various equipmentEquipment DescriptionEquivalent(average)Sound Levels(dBA)Operational Noise Level at given distance considering equivalent (average) sound power emission levels(Cumulative as well as the mitigatory effect of potential barriers or other mitigation not included –simple noise propagation modelling only considering distance)(dBA)5 m 10 m 20 m 50 m 100 m 150 m 200 m 300 m 500 m 750 m 1000 m 2000 mBulldozer CAT D11 113.3 88.4 82.3 76.3 68.4 62.3 58.8 56.3 52.8 48.4 44.8 42.3 36.3Bulldozer CAT D9 111.9 86.9 80.9 74.9 66.9 60.9 57.4 54.9 51.3 46.9 43.4 40.9 34.9Bulldozer CAT D6 108.2 83.3 77.3 71.2 63.3 57.3 53.7 51.2 47.7 43.3 39.8 37.3 31.2Bulldozer CAT D5 107.4 82.4 76.4 70.4 62.4 56.4 52.9 50.4 46.9 42.4 38.9 36.4 30.4Bulldozer Komatsu 375 114.0 89.0 83.0 77.0 69.0 63.0 59.5 57.0 53.4 49.0 45.5 43.0 37.0Bulldozer Komatsu 65 109.5 84.5 78.5 72.4 64.5 58.5 54.9 52.4 48.9 44.5 41.0 38.5 32.4Diesel loco moving 108.7 83.7 77.7 71.7 63.7 57.7 54.2 51.7 48.2 43.7 40.2 37.7 31.7Diesel loco idling 100.7 75.7 69.7 63.7 55.7 49.7 46.2 43.7 40.1 35.7 32.2 29.7 23.7Diesel Generator (Large - mobile) 106.1 81.2 75.1 69.1 61.2 55.1 51.6 49.1 45.6 41.2 37.6 35.1 29.1Dumper/Haul truck - CAT 700 115.9 91.0 85.0 78.9 71.0 65.0 61.4 58.9 55.4 51.0 47.5 45.0 38.9Dumper/Haul truck - Terex 30 ton 112.2 87.2 81.2 75.2 67.2 61.2 57.7 55.2 51.7 47.2 43.7 41.2 35.2Dumper/Haul truck - Bell 25 ton (B25D) 108.4 83.5 77.5 71.4 63.5 57.5 53.9 51.4 47.9 43.5 40.0 37.5 31.4Excavator - Cat 416D 103.9 78.9 72.9 66.8 58.9 52.9 49.3 46.8 43.3 38.9 35.4 32.9 26.8Excavator - Hitachi EX1200 113.1 88.1 82.1 76.1 68.1 62.1 58.6 56.1 52.6 48.1 44.6 42.1 36.1Excavator - Hitachi 870 (80 t) 108.1 83.1 77.1 71.1 63.1 57.1 53.6 51.1 47.5 43.1 39.6 37.1 31.1Excavator - Hitachi 270 (30 t) 104.5 79.6 73.5 67.5 59.6 53.5 50.0 47.5 44.0 39.6 36.0 33.5 27.5FEL - Bell L1806C 102.7 77.7 71.7 65.7 57.7 51.7 48.2 45.7 42.1 37.7 34.2 31.7 25.7FEL - CAT 950G 102.1 77.2 71.2 65.1 57.2 51.2 47.6 45.1 41.6 37.2 33.7 31.2 25.1FEL - Komatsu WA380 100.7 75.7 69.7 63.7 55.7 49.7 46.2 43.7 40.1 35.7 32.2 29.7 23.7General noise 108.8 83.8 77.8 71.8 63.8 57.8 54.2 51.8 48.2 43.8 40.3 37.8 31.8Grader - Operational Hitachi 108.9 83.9 77.9 71.9 63.9 57.9 54.4 51.9 48.4 43.9 40.4 37.9 31.9Grader 110.9 85.9 79.9 73.9 65.9 59.9 56.4 53.9 50.3 45.9 42.4 39.9 33.9JBL TLB 108.8 83.8 77.8 71.8 63.8 57.8 54.3 51.8 48.3 43.8 40.3 37.8 31.8Road Transport Reversing/Idling 108.2 83.3 77.2 71.2 63.3 57.2 53.7 51.2 47.7 43.3 39.7 37.2 31.2Road Truck average 109.6 84.7 78.7 72.6 64.7 58.7 55.1 52.6 49.1 44.7 41.1 38.7 32.6Vibrating roller 106.3 81.3 75.3 69.3 61.3 55.3 51.8 49.3 45.8 41.3 37.8 35.3 29.3Water Dozer, CAT 113.8 88.8 82.8 76.8 68.8 62.8 59.3 56.8 53.3 48.8 45.3 42.8 36.8P a g e | 23

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE4.2 POTENTIAL NOISE SOURCES: OPERATIONAL PHASEDisturbance from trains can be divided into two impacts, namely:• Airborne noise from the operation of a surface rail line that is heard at, andwithin, noise-sensitive developments;• Ground-borne noise and vibration generated inside a building by ground-bornevibration generated from the pass-by of a vehicle on rail.This report as well as the ENIA however will only investigate the airborne noisedisturbance for the following reasons:• Noise radiated from train operations and track structures generally constitute themajor noise sources from railway lines;• Ground-borne noise mainly applies at receiver locations above rail operations intunnels where ground-borne noise levels from rail transport are likely to begreater than airborne noise levels. Air-borne noise generally is far more annoyingto a receptor than ground-borne vibrations;• Only limited research into the impacts of ground-borne noise is available, andinformation and modelling on practices applied overseas is scarce;• There is currently no accepted model available to allow the extend of vibrationand ground-born noise from railway vehicles;• Maintenance condition of the running stock wheels and railway track (includingthe condition of the ballast) is a major factor in the generation of vibration andground-borne noise; and• There are many factors involved in the estimation of vibration and ground-bornenoise, including the surrounding geological strata, condition of the track,alignment, speed, weight, etc.Noises associated with the operation can also be divided into three main sources,namely:• Train movement (acceleration, deceleration, constant speed movement)• Shunting and switching of trains on the rail loops; and• Maintenance of railway lines and refuelling of stations at rail loops.These noise sources should be treated differently, as the noise characteristics andpropagation process associated with each of these sources are different.P a g e | 24

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE4.2.1.1 Train movementRail traffic is considered as a line source of noise with a continuous area of impact bothsides of and parallel to the railway line. Railway related noise is general acousticallycharacterised by high noise levels of relatively short duration. The wayside noise radiatedinto a community is the function of a number of different factors, namely:• interaction of wheels and rails;• the vehicle or locomotive propulsion system;• type of locomotive and wagons;• braking technology employed on the wagons and locomotives;• railway alignment, in particular the design radius of curves and turns;• auxiliary equipment;• noise radiated from vibrating structures;• train speed;• train length;• aerodynamics (for high speed operations);• locomotive warning devise or horn noise.Train speed is a major influence parameter for noise emission. The noise due to tractionand auxiliary systems (diesel units, electrically driven powertrains, cooling equipment,compressors), if present, tends to be predominant at low speeds, up to around 60 km/h.Wheel-rail rolling noise is dominant up to speeds around 200-300 km/h, after whichaerodynamic noise takes over as dominant factor. The transition speeds from tractionnoise to rolling noise and from rolling noise to aerodynamics noise depend entirely on therelative strength of these sources. The rolling noise, for example, depends strongly onthe surface condition (roughness) of wheels and rails, whereas aerodynamic noisedepends on the streamlining of the vehicle. The relationship with speed is illustrated inFigure 4-1.P a g e | 25

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEFigure 4-1: Railway exterior sound sources and typical dependence on trainspeed4.2.1.2 Rail loop operations 2Rail loops, also known as passing loops, are implemented at sections of the rail wheretrains travelling in opposite directions on a single track can pass each other. A fewoptions may be envisaged for the rail loop namely:• Main and loop or similar alternatives: The main line has a straight track, while theloop line has low speed turnouts at either end;• Dead-end siding: It is possible to allow trains to pass each other with a simple railsiding. Potentially there could be a significant source of a highly impulsive soundas the wagons slam into each other during coupling if applicable; and• Potential diesel fuelling stations may be implemented at a rail loops enablingservicing of locomotives to their required destination.Noise levels due to brake squeal as trains approach the rail loop could range between the90 to more than 105 dBA (peak). It can be audible for more than 2,000 meters. Thecharacter of this noise can be considered tonal and could also increase annoyance levelswith receptors.2 http://en.wikipedia.org/wiki/Passing_loopP a g e | 26

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEAlthough not significantly and generally far less than sources of noise mentioned above,other sources noises include:• ancillary equipment in the fuelling stations (compressors, refuelling pumps, etc);• railway maintenance operations;• workshops and other equipment maintenance;• induced noises due to the vibration of the railway line components during a trainpass-by.P a g e | 27

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE5 METHODOLOGY: CALCULATION OF FUTURE NOISEEMISSIONS DUE TO PROPOSED PROJECT5.1 NOISE EMISSIONS INTO THE SURROUNDING ENVIRONMENTThe noise emissions into the environment from the various sources as defined by theproject developer will be estimated for the construction and operational phase using thesound propagation model described in SANS 10357:2004 for point sources.The following is to be considered:• The octave band sound pressure emission levels of processes and equipment;• The distance of the receiver from the noise sources;• The impact of atmospheric absorption;• The meteorological conditions in terms Pasquill stability;• Topographical layout,• Acoustical characteristics of the ground.The noise emission into the environment due to additional traffic will be estimated usingthe sound propagation model described in SANS 10210:2004. Corrections such as thefollowing will be considered:• Distance of receptor from the road;• Road construction material;• Average speeds of travel;• Types of vehicles used;• Ground acoustical conditions.Unfortunately there is no standard or guideline in South Africa stipulating therequirements to calculate or model the potential noise impacts from a railway operation.For this purpose it was selected to make use of the United Kingdom Department ofTransport document, “Calculation of Railway Noise, 1995”. The methodology proposed inthis document is illustrated in Figure 5.1.P a g e | 28

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEFigure 5.1: Flow diagram illustrating the methodology to calculate the noisefrom railwaysBecause of the extent of this project, calculations will be completed for the potentialworse–case scenario as agreed between the project developer and consultant andillustrated in graph format. Contours of equal noise levels (isopleths) will only be used incertain areas to illustrate concepts and the potential extent of the noises.P a g e | 29

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE6 METHODOLOGY: NOISE IMPACT ASSESSMENT ANDSIGNIFICANCE6.1 NOISE IMPACT ON ANIMALS 3A great deal of research was conducted in the 1960's and 1970's on the effects of aircraftnoise on animals. While aircraft noise have a specific characteristic, the findings shouldbe relevant to most noise sources.Overall, the research suggests that species differ in their response to:• Various types of noise• Durations of noise• Sources of noiseA general animal behavioural reaction to aircraft noise is the startle response. However,the strength and length of the startle response appears to be dependent on:• which species is exposed• whether there is one animal or a group• whether there have been some previous exposuresUnfortunately, there are numerous other factors in the environment of animals that alsoinfluence the effects of noise. These include predators, weather, changing prey/food baseand ground-based disturbance, especially anthropogenic. This hinders the ability todefine the real impact of noise on animals.From these and other studies the following can be concluded:• Animals respond to impulsive (sudden) noises (higher than 90 dBA) by runningaway. If the noises continue, animals would try to relocate.• Animals of most species exhibit adaptation with noise, including aircraft noise andsonic booms;• More sensitive species would relocate to a more quiet area, especially species thatdepend on hearing to hunt or evade prey, or species that makes use ofsound/hearing to locate a suitable mate.• Noises associated with helicopters, motor- and quad bikes significantly impact onanimals.3 Report to Congressional Requesters, 2005; USEPA, 1971; Autumn, 2007; Noise quest, 2010P a g e | 30

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE6.2 WHY NOISE CONCERNS COMMUNITIES 4Noise can be defined as "unwanted sound", an audible acoustic energy that adverselyaffects the physiological and/or psychological well-being of people, or which disturbs orimpairs the convenience or peace of any person. One can generalize by saying thatsound becomes unwanted when it:• Hinders speech communication,• Impedes the thinking process,• Interferes with concentration,• Obstructs activities (work, leisure and sleeping),• Presents a health risk due to hearing damage.However, it is important to remember that whether a given sound is "noise" depends onthe listener or hearer. The driver playing loud rock music on their car radio hears nonoise, but the person in the traffic behind them hears nothing but noise.Response to noise is unfortunately not an empirical absolute, as it is seen as a multifacetedpsychological concept, including behavioral and evaluative aspects. For instance,in some cases annoyance is seen as an outcome of disturbances, in other cases it is seenas an indication of the degree of helplessness with respect to the noise source.Noise does not need to be loud to be considered “disturbing”. One can refer to a drippingtap in the quiet of the night, or the irritating “thump-thump” of the music from aneighbouring house at night when one would like to sleep.Severity of the annoyance depends on factors such as:• Background sound levels, and the background sound levels the receptor is usedto,• The manner in which the receptor can control the noise (helplessness),• The time, unpredictability, frequency distribution, duration, and intensity of thenoise,• The physiological state of the receptor,• The attitude of the receptor about the emitter (noise source).6.2.1 Annoyance associated with Industrial Activities 5Annoyance is the most widely acknowledged effect of environmental noise exposure, andis considered to the most widespread. It is estimated that less than a third of the4 World Health Organization, 1999; Noise quest, 2010; Journal of Acoustical Society of America, 20095 Van den Berg, 2011; Milieu, 2010.P a g e | 31

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEindividual noise annoyance is accounted for by acoustic parameters, and that that nonacousticfactors plays a major role. Non-acoustic factors that have been identified includeage, economic dependence on the noise source, attitude towards the noise source andself-reported noise sensitivity.On the basis of a number of studies into noise annoyance, exposure-responserelationships were derived for high annoyance from different noise sources. Theserelationships, illustrated in Figure 6-1, are recommended in an European Union positionpaper published in 2002, stipulating policy regarding the quantification of annoyance.This can be used in Environmental Health Impact Assessment and cost-benefit analysisto translate noise maps into overviews of the numbers of persons that may be annoyed,thereby giving insight into the situation expected in the long term. It is not applicable tolocal complaint-type situations or to an assessment of the short-term effects of a changein noise climate.Figure 6-1: Percentage of annoyed persons as a function of the day-eveningnightnoise exposure at the façade of a dwellingAs shown in Figure 6-1, there is significant potential of annoyance associated with noisefrom shunting operations, mainly due to the impulsive character of the noises created.P a g e | 32

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE6.3 IMPACT ASSESSMENT CRITERIA6.3.1 Overview: The common characteristicsThe word "noise" is generally used to convey a negative response or attitude to thesound received by a listener. There are four common characteristics of sound, any or allof which determine listener response and the subsequent definition of the sound as"noise". These characteristics are:• Intensity• Loudness• Annoyance• OffensivenessOf the four common characteristics of sound, intensity is the only one which is notsubjective and can be quantified. Loudness is a subjective measure of the effect soundhas on the human ear. As a quantity it is therefore complicated but has been defined byexperimentation on subjects known to have normal hearing.The annoyance and offensive characteristics of noise are also subjective. Whether or nota noise causes annoyance mostly depends upon its reception by an individual, theenvironment in which it is heard, the type of activity and mood of the person and howacclimatised or familiar that person is to the sound.6.3.2 Noise criteria of concernThe criteria used in this report were drawn from the criteria for the description andassessment of environmental impacts from the EIA Regulations, published by theDepartment of Environmental Affairs and Tourism (April 1998) in terms of the NEMA,SANS 10103 as well as guidelines from the World Health Organization (WHO).There are a number of criteria that are of concern for the assessment of noise impacts.These can be summarised in the following manner:• Increase in noise levels: People or communities often react to an increase in theambient noise level they are used to, which is caused by a new source of noise. Withregards to the Noise Control Regulations, an increase of more than 7 dBA isconsidered a disturbing noise. See also Figure 6-2.• Zone Sound Levels: Previously referred as the acceptable rating levels, it setsacceptable noise levels for various areas. See also Table 6.1.• Absolute or total noise levels: Depending on their activities, people generally aretolerant to noise up to a certain absolute level, e.g. 65 dBA. However, anything abovethis level is considered unacceptable.P a g e | 33

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTESANS 10103 also provides a guideline for estimating community response to an increasein the general ambient noise level caused by an intruding noise. If ∆ is the increase innoise level, the following criteria are of relevance:• ∆ ≤ 3 dBA: An increase of 3 dBA or less will not cause any response from acommunity. It should be noted that for a person with average hearing acuity anincrease of less than 3 dBA in the general ambient noise level would not benoticeable.• 3 < ∆ ≤ 5 dBA: An increase of between 3 dBA and 5 dBA will elicit ‘little’community response with ‘sporadic complaints’. People will just be able to notice achange in the sound character in the area.• 5 < ∆ ≤ 15 dBA: An increase of between 5 dBA and 15 dBA will elicit a ‘medium’community response with ‘widespread complaints’. In addition, an increase of10 dBA is subjectively perceived as a doubling in the loudness of a noise. For anincrease of more than 15 dBA the community reaction will be ‘strong’ with ‘threatsof community action’.In addition, it should be noted that the Noise Control Regulations defines disturbing noiseto be any change in the ambient noise levels higher than 7 dBA than the background.Figure 6-2: Criteria to assess the significance of impacts stemming from noiseIn South Africa the document that addresses the issues concerning environmental noiseis SANS 10103:2008, See also Table 6.1. It provides the maximum average ambientP a g e | 34

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEnoise levels, L Req,d and L Req,n , during the day and night respectively to which differenttypes of developments may be exposed. For rural areas the Zone Sound Levels (RatingLevels) are:• Day (06:00 to 22:00) - L Req,d = 45 dBA, and• Night (22:00 to 06:00) - L Req,n = 35 dBA.The expected rating levels will be further defined if/during the Environmental NoiseImpact Assessment phase as it is expected that not all dwellings will be rural incharacter.Table 6.1: Acceptable Zone Sound Levels for noise in districts (SANS 10103)However, because of the exclusion of commercial railway activities from the NationalNoise Control Regulations (Regulation 2(c)) as well as the Model Air Quality By-laws(Regulation 16(ii)) these levels will mainly be used as guidelines to identify potentialareas of concern.Considering the strategic importance of railway systems it is recommended that theSANS 10103:2008 levels of 60 and 50 dBA (day and night respectively) be used forurban areas and the noise levels proposed by the IFC (Table 2-1) for rural areas.6.3.3 Determining the Significance of the Noise ImpactThe level of detail as depicted in the EIA regulations was fine-tuned by assigning specificvalues to each impact. In order to establish a coherent framework within which allP a g e | 35

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEimpacts could be objectively assessed, it was necessary to establish a rating system,which was applied consistently to all the criteria. For such purposes each aspect will beassigned a value as defined in the third column in the tables below during theEnvironmental Noise Impact Assessment stage.The impact consequence is determined by the summing the scores of Magnitude (Table6.2), Duration (Table 6.3) and Spatial Extent (Table 6.4). The impact significance isdetermined by multiplying the Consequence result with the Probability score (Table 6.5).An explanation of the impact assessment criteria is defined in the following tables.Table 6.2: Impact Assessment Criteria - MagnitudeThis defines the impact as experienced by any receptor. In this report the receptor is defined as anyresident in the area, but excludes faunal species.Rating Description ScoreLowLowMediumMediumHighVery HighIncrease in average sound pressure levels between 0 and 3 dB from the ambient soundlevel.No change in ambient sound levels discernible.Total projected noise level is less than the Zone Sound Level in wind-still conditions.Increase in average sound pressure levels between 3 and 5 dB from the ambient soundlevel.The change is barely discernible, but the noise source might become audible.Increase in average sound pressure levels between 5 and 7 dB from the (expected)ambient sound level.Sporadic complaints expected.Any point where the zone sound levels are exceeded during wind still conditions.Increase in average sound pressure levels between 7 and 10 dB from the ambientsound level.Medium to widespread complaints expected.Increase in average sound pressure levels higher than 10 dBA from the ambient soundlevel. Change of 10 dBA is perceived as ‘twice as loud’, leading to widespreadcomplaints and even threats of community or group action.Any point where noise levels exceed 65 dBA at any receptor.246810Table 6.3: Impact Assessment Criteria - DurationThe lifetime of the impact that is measured in relation to the lifetime of the proposed development(construction, operational and closure phases). Will the receptors be subjected to increased noiselevels for the lifetime duration of the project, or only infrequently.Rating Description ScoreTemporary Impacts are predicted to be of short duration (portion of construction period) and 1intermittent/occasional.Short term Impacts that are predicted to last only for the duration of the construction period. 2Long termPermanentImpacts that will continue for the life of the Project, but ceases when the Projectstops operating.Impacts that cause a permanent change in the affected receptor or resource (e.g.removal or destruction of ecological habitat) that endures substantially beyond theProject lifetime.45P a g e | 36

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTETable 6.4: Impact Assessment Criteria – Spatial extentClassification of the physical and spatial scale of the impactRating Description ScoreSiteThe impacted area extends only as far as the activity, such as footprint occurringwithin the total site area.Local The impact could affect the local area (within 1,000 m from site). 2RegionalThe impact could affect the area including the neighbouring farms, the transportroutes and the adjoining towns.National The impact could have an effect that expands throughout the country (South Africa). 4InternationalWhere the impact has international ramifications that extend beyond the boundariesof South Africa.135Table 6.5: Impact Assessment Criteria - ProbabilityThis describes the likelihood of the impacts actually occurring, and whether it will impact on anidentified receptor. The impact may occur for any length of time during the life cycle of the activity,and not at any given time. The classes are rated as follows:Rating Description ScoreImprobablePossibleLikelyHighlyLikelyDefiniteThe possibility of the impact occurring is none, due either to the circumstances,design or experience. The chance of this impact occurring is zero (0 %).The possibility of the impact occurring is very low, due either to the circumstances,design or experience. The chances of this impact occurring is defined to be up to 25%.There is a possibility that the impact will occur to the extent that provisions musttherefore be made. The chances of this impact occurring is defined to be between25% and 50 %.It is most likely that the impacts will occur at some stage of the development. Plansmust be drawn up before carrying out the activity. The chances of this impactoccurring is defined to be between 50 % to 75 %.The impact will take place regardless of any prevention plans, and only mitigationactions or contingency plans to contain the effect can be relied on. The chance of thisimpact occurring is defined to be between 75% and 100 %.123456.3.4 Identifying the Potential Impacts without Mitigation Measures (WOM)Following the assignment of the necessary weights to the respective aspects, criteria aresummed and multiplied by their assigned probabilities, resulting in a Significance Rating(SR) value for each impact (prior to the implementation of mitigation measures).Significance without mitigation is rated on the following scale:SR

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEimpact could influence the decision depending on the possible mitigation. Animpact which could influence the decision about whether or not to proceedwith the project.6.3.5 Identifying the Potential Impacts with Mitigation Measures (WM)In order to gain a comprehensive understanding of the overall significance of the impact,after implementation of the mitigation measures, it will be necessary to re-evaluate theimpact. Significance with mitigation is rated on the following scale:SR

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE7 RESULTS AND PRELIMINARY IMPACT ASSESSMENT7.1 CONSTRUCTION PHASEProjected impacts from the construction phase can only be modelled once moreinformation regarding the duration of construction and equipment used are known.Therefore the construction phase will only be dealt in more detail during theEnvironmental Noise Impact Assessment phase.For the purpose of the Scoping phase the impact that traffic may have on thesurrounding noise environment are excluded, only to be considered during the EIA phase.7.2 OPERATIONAL PHASE: ESTIMATED IMPACT AND IMPORTANT CONCEPTSThe average noise levels will significantly depend on the total number of activities thattakes place during the reference period, the distance of receptors from the railway line,speed of the train line section under investigation as well the existing ambientsoundscape around receptors. The conceptual design highlights a potential 12 trains perdirection per day (8 trains per direction per day considering practical train slots – at65%) for the first phase and doubles that after the implementation of the second phase.A basic estimation if projected noise levels indicated increased noise levels due to the tothe operation of the railway line within an area of up to 420 meters from the railway line.Desktop investigations have indicated over a hundred possible receptors within 500 mproximity to the proposed Swazi Rail Link layout (existing and proposed rail line). Thereis sufficient information to conclude that the operation of the Davel to Nerston railwayline could have a potential noise impact of significance warranting further investigationduring the Environmental Noise Impact Assessment.P a g e | 39

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE8 CONCLUSIONS AND RECOMMENDATIONSThis report is a Scoping assessment of the potential noise environment due to thedevelopment of the proposed Davel to Nerston railway line based in the Republic ofSouth Africa. This report is a desktop assessment taking into considering availableinformation.This assessment indicated that the proposed project could have an impact of significanceon the noise climate of the surrounding area as there are Noise-sensitive developmentswithin the area of influence of the railway line. The main factor that will determine thepotential noise impact is the distance that the noise-generating activities would be from aNSD, the type of activities taking place, the speed of the locomotives, the existingambient soundscape at receptors dwellings, as well as the likely noise abatementmeasures to be implemented.It is therefore recommended that the potential noise impact associated with the proposedDavel to Nerston railway line be investigated in more detail in the Environmental ImpactAssessment phase.The following information is considered critical:6. detailed layout of railway line indicating rail loops, refuelling stations etc.;7. number of trains expected per day in both directions on the railway line;8. speed of trains per section of the railway line;9. specifications of locomotives as well as carriages to be used; and10. available information regarding any stakeholders and/or comments from I&AP’srelating to noise from the proposed project.P a g e | 40

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE9 TERMS OF REFERENCE FOR THE ENVIRONMENTALNOISE IMPACT PHASEWork that will take place during the Environmental Noise Impact Assessment phase isdefined in section 8 of SANS 10328:2008.9.1 PURPOSE OF THE ENVIRONMENTAL NOISE IMPACT ASSESSMENTThe purpose of an environmental noise impact investigation and assessment is todetermine and quantify the acoustical impact of, or on a proposed development.9.2 PLAN OF STUDY FOR ENVIRONMENTAL NOISE IMPACT INVESTIGATION ANDASSESSMENTIn this regard the following will be included to assist the EAP in the compilation of thePlan of Study (PoS) for the EIA:• A site visit and the measurement of ambient sound levels;• Data as received from the developer (layout and equipment to be used) will be usedto model the potential noise impact.• The potential impact will be evaluated (where possible) in terms of the nature(description of what causes the effect, what/who might be affected and how it/theymight be affected) as well as the extent of the impact;• The potential significance of the identified issues will be calculated based on theevaluation of the issues/impacts;• The development of an Environmental Management Plan and a proposal of potentialmitigation measures (if required); and• Recommendations.9.3 ENVIRONMENTAL NOISE IMPACT INVESTIGATION9.3.1 Sound emission from the identified noise sourcesSound emission data would be relevant depending on the specifications of the trains,times schedule of train activities, capacity of carriages and other information to besupplied by the developer.P a g e | 41

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEThe operating cycle and nature of the sound emission (impulsiveness, tonal character orpotential low frequencies) would, where relevant, be considered when the expectedrating level in the target area is calculated.9.3.2 Determination of Rating levelsPotential sound levels will be calculated as defined in section 5.1.9.3.3 Assessment of the noise impact: No mitigationThe significance will be determined considering the defined magnitude of the noise level,the extent as well as the duration of the projected noise impact, as well as the probabilitythat this impact may take place.The magnitude of the noise impact will be assessed by considering:• The total projected cumulative noise level compared to the appropriate acceptablerating levels as defined in table 2 of SANS 10103:2008;• The potential community response from table 5 of SANS 10103:2008. In addition,other relevant and suitable literature may be consulted as defined in the scopingreport; and• Projected noise levels considering the likely and projected ambient sound levels.Likely ambient sound levels as well as the projected change in ambient sound levelswould also be considered when estimating the probability that a NSD may be impactedby increased noise levels.9.3.4 Assessment of the noise impact: Implementation of mitigation measuresShould the significance of the impact be medium or high, the potential significance will berecalculated considering that the developer would be implementing mitigation measures.9.4 ENVIRONMENTAL NOISE IMPACT REPORTThe Environmental Noise Impact Report will cover the following points:• the purpose of the investigation;• a brief description of the planned development or the changes that are beingconsidered;• a brief description of the existing environment including, where relevant, thetopography, surface conditions and meteorological conditions duringmeasurements;• the identified noise sources together with their respective sound pressure levels orsound power levels (or both) and, where applicable, the operating cycles, theP a g e | 42

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEnature of sound emission, the spectral composition and the directionalcharacteristics;• the identified noise sources that were not taken into account and the reasons asto why they were not investigated;• the identified Potentially Sensitive Receptors and the potential noise impact onthem;• where applicable, any assumptions, with references, made with regard to anycalculations or determination of source and propagation characteristics;• an explanation, either by a brief description or by reference, of all measuring andcalculation procedures that were followed, as well as any possible adjustments toexisting measuring methods that had to be made, together with the results ofcalculations;• an explanation, either by description or by reference, of all measuring orcalculation methods (or both) that were used to determine existing and predictedrating levels, as well as other relevant information, including a statement of howthe data were obtained and applied to determine the rating level for the area inquestion;• the location of measuring or calculating points in a sketch or on a map;• quantification of the noise impact with, where relevant, reference to the literatureconsulted and the assumptions made;• alternatives that were considered and the results of those that were investigated;• a list of all the interested or affected parties that offered any comments withrespect to the environmental noise impact investigation (if comments arereceived);• a detailed summary of all the comments received from interested or affectedparties as well as the procedures and discussions followed to deal with them (ifcomments are received);• conclusions that were reached;• proposed recommendations including potential mitigation measures; and• any follow-up investigation which should be conducted at completion of theproject as well as at regular intervals after the commissioning of the project so asto ensure that the recommendations of this report will be maintained in thefuture.P a g e | 43

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE10 THE AUTHORThe author of this report, M. de Jager (B. Ing (Chem), UP) graduated in 1998 from theUniversity of Pretoria. He has been interested in acoustics as from school days, doingprojects mainly related to loudspeaker enclosure design. Interest in the matter broughthim into the field of Environmental Noise Measurement, Prediction and Control. As from2007 he has been involved with the following projects:• Full Noise Impact Studies for a number of Wind Energy Facilities, including:Cookhouse I and II, Amakhala Emoyeni, Dassiesfontein/Klipheuwel,Rheboksfontein, AB, Dorper, Suurplaat, Gouda, Riverbank, Oyster Bay, WalkerBay, De Aar, Loeriesfontein, Noupoort, Prieska, Deep River, West Coast, HappyValley, Canyon Springs, Tsitsikamma WEF, West Coast One, Kleinzee, Karoo andProject Blue.• Full Noise Impact Studies for a number of mining and industrial projects,including: Skychrome (Pty) Ltd (A Ferro-chrome mine), Mooinooi Chrome Mine(WCM), Buffelsfontein East and West (WCM), Elandsdrift (Sylvania), JagdlustChrome Mine (ECM), Der Brochen, Apollo Brick (Pty) Ltd (Clay mine and brickmanufacturer), Frankfort Power Station, Arthur Taylor Expansion project (X-StrataCoal SA), Klipfontein Colliery (Coal mine), Imbabala Coal, AurexGold, SephakuLimestone Mine, Sekoko Railway Siding, Sekoko Colliery, VerkeerdepanExpansion, Schoongezicht Coal, WPB Colliery, Tweefontein Optimization Project,BECSA Middelburg Project, IPP Power Station, Landau Expansion project (Coalmine).• A number of Scoping Reports, smaller Noise Impact Assessments, NoiseMonitoring Projects, Screening Investigations as well as project reviews.The author is an independent consultant to the project, the developer as well as AureconSouth Africa (Pty) Ltd. He,o does not and will not have any financial interest in the undertaking of the activity,other than remuneration for work performed in terms of the EnvironmentalImpact Assessment Regulationso have and will not have no vested interest in the proposed activity proceedingo have no and will not engage in conflicting interests in the undertaking of theactivityo undertake to disclose all material information collected, calculated and/or findings,whether favourable to the developer or notP a g e | 44

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEowill ensure that all information containing all relevant facts be included in thisreport.P a g e | 45

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE11 REFERENCESIn this report reference was made to the following documentation:1. Autumn, Lyn Radle, 2007: The effect of noise on Wildlife: A literature review2. DEFRA, 2003: A Review of Published Research on Low Frequency Noise and itsEffects, Report for Defra by Dr Geoff Leventhall Assisted by Dr Peter Pelmear andDr Stephen Benton3. DEFRA, 2004: “Additional railway noise source terms For “Calculation of RailwayNoise 1995””. A report produced for Defra4. Department of Environment and Climate Change NSW, 2007: “Interim Guidelinefor the Assessment of Noise from Rail Infrastructure Projects”. Sydney.5. Department of Transport, 1995. “Calculation of Railway Noise 1995”.6. European Commission, 2003: “Working Group Railway Noise of the EuropeanCommission – Position Paper on the European strategies and priorities for railwaynoise abatement”. Belgium.7. ISO 9613-2: 1996. ‘Acoustics – Attenuation of sound during propagation outdoors– Part 2: General method of calculation’8. Milieu, 2010: ’Inventory of Potential Measures for a Better Control ofEnvironmental Noise’, DG Environment of the European Commission9. Noise quest, Aviation Noise Information & Resources, 2010:http://www.noisequest.psu.edu/pmwiki.php?n=Main.HomePage10. Norton, M.P. and Karczub, D.G.: Fundamentals of Noise and Vibration Analysis forEngineers, Second Edition, 200311. Report to Congressional Requesters, 2005: Wind Power – Impacts on Wildlife andGovernment Responsibilities for Regulating Development and Protecting Wildlife12. SANS 10103:2008. ‘The measurement and rating of environmental noise withrespect to annoyance and to speech communication’.13. SANS 10210:2004. ‘Calculating and predicting road traffic noise’.14. SANS 10328:2008. ‘Methods for environmental noise impact assessments’.15. SANS 10357:2004 The calculation of sound propagation by the Concave method’.16. USEPA, 1971: “Effects of Noise on Wildlife and other animals”.17. USEPA, 1978: “Rail yard noise measurement data: Appendix B to Backgrounddocument for proposed revision to Rail Carrier Noise Emission Regulation”.Washington;18. World Health Organization, 2009: Night Noise Guidelines for Europe19. World Health Organization, 1999: Protection of the Human Environment;Guidelines for Community Noise; and20. http://en.wikipedia.org/wiki/Passing_loop.P a g e | 46

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEAPPENDIX AGlossary of Acoustic Terms, Definitions andGeneral InformationAppendix A: Acoustic Terms, Definitions and General Information

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTE1/3-OctaveBandA – WeightingAir AbsorptionAlternativesAmbientAmbient NoiseAmbient SoundAmbient SoundLevelAmplitudeModulatedSoundApplicantA filter with a bandwidth of one-third of an octave representing four semitones,or notes on the musical scale. This relationship is applied to both the width ofthe band, and the centre frequency of the band. See also definition of octaveband.An internationally standardised frequency weighting that approximates thefrequency response of the human ear and gives an objective reading thattherefore agrees with the subjective human response to that sound.The phenomena of attenuation of sound waves with distance propagated in air,due to dissipative interaction within the gas molecules.A possible course of action, in place of another, that would meet the samepurpose and need (of proposal). Alternatives can refer to any of the following,but are not limited hereto: alternative sites for development, alternative sitelayouts, alternative designs, alternative processes and materials. In IntegratedEnvironmental Management the so-called “no go” alternative refers to theoption of not allowing the development and may also require investigation incertain circumstances.The conditions surrounding an organism or area.The all-encompassing sound at a point being composed of sounds from manysources both near and far. It includes the noise from the noise source underinvestigation.The all-encompassing sound at a point being composite of sounds from nearand far.Means the reading on an integrating impulse sound level meter taken at ameasuring point in the absence of any alleged disturbing noise at the end of atotal period of at least 10 minutes after such a meter was put into operation.In this report the term Background Ambient Sound Level will be used.A sound that noticeably fluctuates in loudness over time.Any person who applies for an authorisation to undertake a listed activity or tocause such activity in terms of the relevant environmental legislation.Assessment The process of collecting, organising, analysing, interpreting andcommunicating data that is relevant to some decision.AttenuationAudiblefrequencyRangeAmbient SoundLevelBroadbandNoiseC-WeightingdB(A)Decibel (db)DiffractionTerm used to indicate reduction of noise or vibration, by whatever methodnecessary, usually expressed in decibels.Generally assumed to be the range from about 20 Hz to 20,000 Hz, the rangeof frequencies that our ears perceive as sound.The level of the ambient sound indicated on a sound level meter in the absenceof the sound under investigation (e.g. sound from a particular noise source orsound generated for test purposes). Ambient sound level as per Noise ControlRegulations.Spectrum consisting of a large number of frequency components, none ofwhich is individually dominant.This is an international standard filter, which can be applied to a pressuresignal or to a SPL or PWL spectrum, and which is essentially a pass-band filterin the frequency range of approximately 63 to 4000 Hz. This filter provides amore constant, flatter, frequency response, providing significantly lessadjustment than the A-scale filter for frequencies less than 1000 Hz.Sound Pressure Level in decibel that has been A-weighted, or filtered, to matchthe response of the human ear.A logarithmic scale for sound corresponding to a multiple of 10 of the thresholdof hearing. Decibels for sound levels in air are referenced to an atmosphericpressure of 20 µ Pa.The process whereby an acoustic wave is disturbed and its energy redistributedP a g e | 2

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEDirection ofPropagationDisturbing noiseEnvironmentEnvironmentalControl OfficerEnvironmentalimpactEnvironmentalImpactAssessmentEnvironmentalissueEquivalentcontinuous A-weighted soundexposure level(L Aeq,T )Equivalentcontinuous A-weighted ratinglevel (L Req,T )F (fast) timeweightingFootprint areaFree FieldConditionFrequencyGreen fieldG-WeightingHarmonicsin space as a result of an obstacle in its path, Reflection and refraction arespecial cases of diffraction.The direction of flow of energy associated with a wave.Means a noise level that exceeds the zone sound level or, if no zone soundlevel has been designated, a noise level that exceeds the ambient sound levelat the same measuring point by 7 dBA or more.The external circumstances, conditions and objects that affect the existenceand development of an individual, organism or group; these circumstancesinclude biophysical, social, economic, historical, cultural and political aspects.Independent Officer employed by the applicant to ensure the implementationof the Environmental Management Plan (EMP) and manages any furtherenvironmental issues that may arise.A change resulting from the effect of an activity on the environment, whetherdesirable or undesirable. Impacts may be the direct consequence of anorganisation’s activities or may be indirectly caused by them.An Environmental Impact Assessment (EIA) refers to the process of identifying,predicting and assessing the potential positive and negative social, economicand biophysical impacts of any proposed project, plan, programme or policythat requires authorisation of permission by law and that may significantlyaffect the environment. The EIA includes an evaluation of alternatives, as wellas recommendations for appropriate mitigation measures for minimising oravoiding negative impacts, measures for enhancing the positive aspects of theproposal, and environmental management and monitoring measures.A concern felt by one or more parties about some existing, potential orperceived environmental impact.The value of the average A-weighted sound pressure level measuredcontinuously within a reference time interval T, which have the same meansquaresound pressure as a sound under consideration for which the levelvaries with time.The Equivalent continuous A-weighted sound exposure level (L Aeq,T ) to whichvarious adjustments has been added. More commonly used as (L Req,d ) over atime interval 06:00 – 22:00 (T=16 hours) and (L Req,n ) over a time interval of22:00 – 06:00 (T=8 hours).(1) Averaging detection time used in sound level meters.(2) Fast setting has a time constant of 125 milliseconds and provides a fastreacting display response allowing the user to follow and measure not toorapidly fluctuating sound.Area to be used for the construction of the proposed development, which doesnot include the total study area.An environment where there is no reflective surfaces.The rate of oscillation of a sound, measured in units of Hertz (Hz) or kiloHertz(kHz). One hundred Hz is a rate of one hundred times per second. Thefrequency of a sound is the property perceived as pitch: a low-frequency sound(such as a bass note) oscillates at a relatively slow rate, and a high-frequencysound (such as a treble note) oscillates at a relatively high rate.A parcel of land not previously developed beyond that of agriculture or forestryuse; virgin land. The opposite of Greenfield is Brownfield, which is a sitepreviously developed and used by an enterprise, especially for a manufacturingor processing operation. The term Brownfield suggests that an investigationshould be made to determine if environmental damage exists.An International Standard filter used to represent the infrasonic components ofa sound spectrum.Any of a series of musical tones for which the frequencies are integral multiplesof the frequency of a fundamental tone.P a g e | 3

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEI (impulse) timeweightingImpulsive soundInfrasoundIntegratedDevelopmentPlanIntegratedEnvironmentalManagementInterested andaffected partiesKey issueListed activitiesL AMin and L AMaxLoudnessMagnitude ofimpactMaskingMitigationNegative impactNoiseNoise LevelNoise-sensitivedevelopment(1) Averaging detection time used in sound level meters as per South Africanstandards and Regulations.(2) Impulse setting has a time constant of 35 milliseconds when the signal isincreasing (sound pressure level rising) and a time constant of 1,500milliseconds while the signal is decreasing.A sound characterized by brief excursions of sound pressure (transient signal)that significantly exceed the ambient sound level.Sound with a frequency content below the threshold of hearing, generally heldto be about 20 Hz. Infrasonic sound with sufficiently large amplitude can beperceived, and is both heard and felt as vibration. Natural sources ofinfrasound are waves, thunder and wind.A participatory planning process aimed at developing a strategic developmentplan to guide and inform all planning, budgeting, management and decisionmakingin a Local Authority, in terms of the requirements of Chapter 5 of theMunicipal Systems Act, 2000 (Act 32 of 2000).IEM provides an integrated approach for environmental assessment,management, and decision-making and to promote sustainable developmentand the equitable use of resources. Principles underlying IEM provide for ademocratic, participatory, holistic, sustainable, equitable and accountableapproach.Individuals or groups concerned with or affected by an activity and itsconsequences. These include the authorities, local communities, investors,work force, consumers, environmental interest groups and the general public.An issue raised during the Scoping process that has not received an adequateresponse and that requires further investigation before it can be resolved.Development actions that is likely to result in significant environmental impactsas identified by the delegated authority (formerly the Minister of EnvironmentalAffairs and Tourism) in terms of Section 21 of the Environment ConservationAct.Is the RMS (root mean squared) minimum or maximum level of a noise source.The attribute of an auditory sensation that describes the listener's ranking ofsound in terms of its audibility.Magnitude of impact means the combination of the intensity, duration andextent of an impact occurring.The raising of a listener's threshold of hearing for a given sound due to thepresence of another sound.To cause to become less harsh or hostile.A change that reduces the quality of the environment (for example, byreducing species diversity and the reproductive capacity of the ecosystem, bydamaging health, or by causing nuisance).a. Sound that a listener does not wish to hear (unwanted sounds).b. Sound from sources other than the one emitting the sound it is desired toreceive, measure or record.c. A class of sound of an erratic, intermittent or statistically random nature.The term used in lieu of sound level when the sound concerned is beingmeasured or ranked for its undesirability in the contextual circumstances.developments that could be influenced by noise such as:a) districts (see table 2 of SANS 10103:2008)1. rural districts,2. suburban districts with little road traffic,3. urban districts,4. urban districts with some workshops, with business premises, and withmain roads,5. central business districts, and6. industrial districts;b) educational, residential, office and health care buildings and theirsurroundings;c) churches and their surroundings;P a g e | 4

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEOctave BandPositive impactPropertyPublicParticipationProcessReflectionRefractionReverberantSoundReverberationSignificantImpactS (slow) timeweightingSound LevelSound PowerSound PressureLevel (SPL)SoundscapeStudy areaSustainableDevelopmentd) auditoriums and concert halls and their surroundings;e) recreational areas; andf) nature reserves.In this report Noise-sensitive developments is also referred to as a PotentialSensitive ReceptorA filter with a bandwidth of one octave, or twelve semi-tones on the musicalscale representing a doubling of frequency.A change that improves the quality of life of affected people or the quality ofthe environment.Any piece of land indicated on a diagram or general plan approved by theSurveyor-General intended for registration as a separate unit in terms of theDeeds Registries Act and includes an erf, a site and a farm portion as well asthe buildings erected thereonA process of involving the public in order to identify needs, address concerns,choose options, plan and monitor in terms of a proposed project, programmeor developmentRedirection of sound waves.Change in direction of sound waves caused by changes in the sound wavevelocity, typically when sound wave propagates in a medium of differentdensity.The sound in an enclosure which results from repeated reflections from theboundaries.The persistence, after emission of a sound has stopped, of a sound field withinan enclosure.An impact can be deemed significant if consultation with the relevantauthorities and other interested and affected parties, on the context andintensity of its effects, provides reasonable grounds for mitigating measures tobe included in the environmental management report. The onus will be on theapplicant to include the relevant authorities and other interested and affectedparties in the consultation process. Present and potential future, cumulativeand synergistic effects should all be taken into account.(1) Averaging times used in sound level meters.(2) Time constant of one [1] second that gives a slower response which helpsaverage out the display fluctuations.The level of the frequency and time weighted sound pressure as determined bya sound level meter, i.e. A-weighted sound level.Of a source, the total sound energy radiated per unit time.Of a sound, 20 times the logarithm to the base 10 of the ratio of the RMSsound pressure level to the reference sound pressure level. Internationalvalues for the reference sound pressure level are 20 micropascals in air and100 millipascals in water. SPL is reported as L p in dB (not weighted) or invarious other weightings.Sound or a combination of sounds that forms or arises from an immersiveenvironment. The study of soundscape is the subject of acoustic ecology. Theidea of soundscape refers to both the natural acoustic environment, consistingof natural sounds, including animal vocalizations and, for instance, the soundsof weather and other natural elements; and environmental sounds created byhumans, through musical composition, sound design, and other ordinaryhuman activities including conversation, work, and sounds of mechanical originresulting from use of industrial technology. The disruption of these acousticenvironments results in noise pollution.Refers to the entire study area encompassing all the alternative routes asindicated on the study area map.Development that meets the needs of the present without compromising theability of future generations to meet their own needs. It contains within it twokey concepts: the concept of "needs", in particular the essential needs of theworld's poor, to which overriding priority should be given; and the idea oflimitations imposed by the state of technology and social organization on theenvironment's ability to meet present and the future needs (BrundtlandP a g e | 5

ENVIRO-ACOUSTIC RESEARCHSCOPING NOISE REPORT – TRANSNET: SWAZI RAIL LINK – DAVEL YARD TO NERSTON RSA ROUTEZonePotentialInfluenceZoneLevelofSoundCommission, 1987).The area defined as the radius about an object, or objects beyond which thenoise impact will be insignificant.Means a derived dBA value determined indirectly by means of a series ofmeasurements, calculations or table readings and designated by a localauthority for an area. This is similar to the Rating Level as defined in SANS10103:2008.P a g e | 6