This chapter presents the
results of the traffic noise and vibration assessments. The noise assessment generally follows that
set out in the Design Manual for Roads and Bridges, Volume 11 (DMRB)(10.1).
The assessment has
included an estimate of the number of residential properties within given
distance bands for each option. A brief
noise survey was undertaken at various locations in June 2001(10.2). (See Appendix
10).
The EC Framework Directive
relevant to construction noise is 84/532/EEC on the approximation of the laws
of the Member States relating to common provisions for construction plant and
equipment (10.3). This
Directive is implemented under the EC Construction Plant and Equipment
(Permissible Noise Levels) Regulations, 1988 and its amendments
(10.4,10.5).
Noise regulations can be
enforced by the Minister of the Environment under Section 106 of the
Environmental Protection Agency (EPA) Act, 1992(10.6). To date there are no national standards for
noise emissions. The Environmental
Protection Agency did however publish a Guidance Note in 1995(10.7)
on noise for the scheduled activities listed in the EPA Act, 1992 (sections 107
and 108). Section 108 of the EPA Act,
1992 (Noise) Regulations, 1994(10.8) makes provisions for complaints
to be made to the District Court in respect of noise which gives reasonable
cause for annoyance. Under section 107
of the Act, the EPA and local authorities are allowed the additional power to
serve a Notice requiring measures to be taken to prevent or limit noise.
Section 77 of the Roads
Act 1993 (10.9) enables the Minister for the Environment, following
consultation with the Environmental Protection Agency, to introduce regulations
requiring road authorities or the National Roads Authority, to carry out works
to mitigate adverse effects caused by increased road traffic noise following construction
of new roads or improvement of existing roads.
This section was commenced with effect from 1 August 1993 by the Roads
Act, 1993 (Commencement Order 1993 (SI No. 197 of 1993). No regulations have been made under it.
In assessing the impacts the
following significance criteria have been used:
|
Impact |
Significance Criteria |
|
Severe adverse impact |
Areas especially
sensitive such as schools, hospitals, areas of local importance (e.g. outdoor
areas commonly used by people where ambient noise levels are currently
believed to be below 50 dB(A)) within 50m of the route. Very high numbers of residential
properties within 300m of route (excluding link roads) subject to traffic
changes of greater than 25%.
Properties mainly located in quiet rural setting. |
|
Major adverse impact |
Areas especially
sensitive within 50-100m of the route.
High number of residential properties within 300m of the route
(excluding link roads) subject to traffic changes of greater than 25%. Properties mainly located in quiet rural
setting. |
|
Moderate adverse impact |
Areas especially
sensitive within 100-200m of the route.
Moderate numbers of residential properties within 300m of the route
(excluding link roads) subject to traffic changes of greater than 25%. Properties located in quiet rural setting
and within settlements. |
|
Minor adverse impact |
Areas especially
sensitive within 200 -300m of the route.
Low numbers residential properties within 300m of the route (excluding
link roads) subject to traffic changes of greater than 25%. Properties located within settlements and
quiet rural settings. |
|
No impact |
No significant change
for any properties within 300m of the route. |
|
Minor beneficial impact |
Reductions in noise levels
at individual properties. |
|
Moderate beneficial
impact |
Reductions in noise
levels for individual properties and small settlements. |
|
Major Beneficial impact |
Reduction in noise
levels for significant number of residential properties in larger settlements. |
Properties have been identified from aerial
photography (Summer 2000) taken at 20,000ft.
Commercial properties have been identified from the aerial photography
and a windscreen survey.
The number of properties adjacent to the existing
N22, and therefore affected by roadside noise are presented in Table 10.1. It should be noted that properties within
Macroom itself have not been included for this count (between the R582 and the
R618), and that these numbers are therefore an underestimate.
Table 10.1: Residential properties situated along
the existing N22
|
|
0-50m |
50-100m |
100-200m |
Total |
|
Ballyvourney to Macroom* |
240 |
89 |
115 |
444 |
|
Macroom to Ballincollig** |
149 |
133 |
101 |
383 |
|
Whole Route |
389 |
222 |
216 |
827 |
*
Property counts were undertaken from Ballyvourney to the N22 junction
with the R582
** Property counts were undertaken from the N22
junction with the R618 to Ballincollig
The majority of sensitive receptors within 300m of
the existing N22 and the route options are residential properties (Table 10.4
and 10.5) though a number of commercial buildings (Table 10.6 and 10.7) also
encompass the 300m envelope.
In order to define the existing noise climate, a
brief noise survey was undertaken at various locations. The noise survey results and details of
measurement locations are presented in Appendix 10 and
summarised below in Table 10.2. The
locations are shown on Figure
10.1.
Table 10.2 Ambient Noise Levels
|
Measurement
point |
Site location |
National
Grid Reference |
Average
LAeq dB |
Average
LA10 dB |
Average
LA90 dB |
|
1 |
Local Road, north of Ballymakeery |
121227,
077187 |
51 |
45 |
39 |
|
2 |
Local Road, between Clondrohid & Ballymakeery |
125830,
077370 |
52 |
72 |
33 |
|
3 |
Ballyveerane Road |
133868,
074220 |
64 |
73 |
43 |
|
4 |
R618 just east of Macroom |
136497,
071988 |
67 |
68 |
44 |
|
5 |
Local road at Drombee |
139211,
074190 |
50 |
50 |
38 |
|
6 |
R590 at N22 junction |
142194,
066476 |
72 |
77 |
48 |
|
7 |
Local road at Beehive cross-roads |
145211,
070782 |
48 |
49 |
39 |
|
8 |
N22 at Ovens |
154922,
069944 |
76 |
81 |
59 |
NB: -levels of less than 30dB(A) are not expected to
cause disturbance in bedrooms at night-time
-levels of 40dB(A) or less during daytime are described by the World Health
Organisation as a ‘good indoor noise climate’).
As can be seen from Table 10.2, the background LA90,
which is a representation of the quietest 90% of the measurement time, is low
and the noisiest 10% (LA10) (at sites 6 and 8) is influenced by
existing road traffic. However, as
expected, away from existing roads, background noise levels in rural areas are
low
The assessment for each of the route options is
based upon an estimate of the number of residential properties within distance
bands (Tables 10.4 and 10.5) and the predicted impact on the existing noise
climate within the region from the various route options (Table 10.3). The
noise impacts of the routes are compared with existing ambient noise
conditions.
Table 10.3 Summary of Indicative noise impacts for
design year (2029)
|
Route |
Noise Increase dB(A) |
|
Western Section (Nodes 1 to 6) |
|
|
Yellow |
- 5 |
|
Green |
+23 |
|
Eastern Section (Nodes 6 to 16) |
|
|
Yellow |
-4 to +25 |
|
Green |
+24 to +25 |
|
Red |
+20 to +21 |
|
Blue |
+24 to +25 |
Noise levels along the proposed routes predicted using
information from the traffic model and calculated using the methodology
provided in the DMRB vol 11(1), indicate that for the design year
(2029) between Ballyvourney and Macroom (western section), the Yellow route is
likely to experience a decrease in noise levels from current ambient levels
(currently high as the Yellow route runs along a similar alignment to the
existing N22). The use of modern, thin, noise absorbing road surfaces on the
new route would decrease the level of noise by 3-4dB(A). The Green route however, would pass through
a quiet rural area, with scattered villages and local roads. As the ambient
noise level in this area is low, the noise increase is likely to be high (+ 23
dB(A)).
A similar situation is predicted to occur in the
eastern section of the study area, with the Yellow route experiencing a
decrease in noise levels for that section that follows the existing N22. At the
eastern end of the study area, in the vicinity of the Curahaly Cross Roads
(chainage 36,000) the proposed Yellow route deviates from the existing road,
such that along this section the noise levels would be expected to increase
from current ambient levels. The remaining routes would all experience an
increase in noise levels, for the whole of their lengths. The greatest
percentage increase is predicted for the Blue and Green routes, and the lowest
for the Red route. The increase in noise levels for the combination routes have
not been predicted, however, they are likely to lie between the routes of which
they are composed:
·
Green/Link/Red route
– the noise increase is likely to lie between 21 and 25 dB(A).
·
Yellow/Link 4/Blue
route – the noise increase would be –4 dB(A) between Nodes 6 and 8, +25 dB(A),
between Nodes 11 and 16, and between those levels between Nodes 8 to 11.
·
Yellow/Link6/Blue –
noise levels would decrease by 3 dB(A) between Nodes 6 to 11 and up to the
Curahaly Cross Roads. From the Curahaly Cross Roads up to node 12, between
Nodes 12 to 12a up to Node 16, the noise levels would increase by +25 dB(A).
Further detail on indicative noise impacts are
presented in Appendix 10.
Table 10.4 Western Route Option assessment -
residential buildings within 300m of the centreline for proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
200-300 |
Total |
Overall total |
|
Green |
N22 – Ballyvourney |
1 |
2 |
4 |
6 |
13 |
107 |
|
|
Ballyvourney – Ballyveerane
junction (Nodes 3 to 6) |
2 |
16 |
39 |
37 |
94 |
|
|
Green/Link/Yellow |
N22 – Ballyvourney |
1 |
2 |
4 |
6 |
13 |
143 |
|
|
Ballyvourney – Ballyveerane
junction (Nodes 3 to 6) |
2 |
11 |
57 |
60 |
130 |
|
|
Yellow |
N22 – Ballyvourney |
0 |
4 |
3 |
5 |
12 |
252 |
|
|
Ballyvourney – Ballyveerane junction
(Nodes 3 to 6) |
10 |
30 |
62 |
138 |
240 |
Table 10.5 Eastern Route Option assessment -
residential buildings within 300m of the centreline for proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
200-300 |
Total |
Overall total |
|
Green |
Ballyveerane junction
-Ballincollig bypass |
7 |
34 |
66 |
59 |
166 |
166 |
|
Red |
Ballyveerane
junction-Ballincollig bypass |
14 |
43 |
89 |
111 |
257 |
257 |
|
Green/Link/Red |
Ballyveerane
junction-Ballincollig bypass |
8 |
30 |
66 |
79 |
183 |
183 |
|
Yellow |
Ballyveerane junction- R590/R585
junction |
5 |
42 |
87 |
65 |
199 |
398 |
|
|
R590/R585 junction –
Ballincollig bypass |
12 |
48 |
90 |
49 |
199 |
|
|
Yellow/Link4/Blue |
Ballyveerane junction- R590/R585
junction |
4 |
34 |
73 |
61 |
172 |
355 |
|
|
R590/R585 junction –
Ballincollig bypass |
7 |
31 |
69 |
76 |
183 |
|
|
Yellow/Link6/Blue |
Ballyveerane junction- R590/R585
junction |
5 |
42 |
87 |
65 |
199 |
377 |
|
|
R590/R585 junction –
Ballincollig bypass |
4 |
44 |
83 |
47 |
178 |
|
|
Blue |
Ballyveerane junction- R590/R585
junction |
12 |
10 |
33 |
48 |
103 |
286 |
|
|
R590/R585 junction –
Ballincollig bypass |
7 |
31 |
69 |
79 |
183 |
In addition, a number of commercial premises and
community facilities (such as schools, churches and sports grounds) have also
been identified:
Table 10.6 Western Route Option assessment -
commercial properties and community facilities within 300m of the centreline
for proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
200-300 |
Total |
Overall total |
|
Green |
N22 – Ballyvourney |
0 |
0 |
0 |
0 |
0 |
6 |
|
|
Ballyvourney – Ballyveerane
junction (Nodes 3 to 6) |
0 |
1 |
3 |
2 |
6 |
|
|
Green/Link/Yellow |
N22 – Ballyvourney |
0 |
0 |
0 |
0 |
0 |
2 |
|
|
Ballyvourney – Ballyveerane
junction (Nodes 3 to 6) |
1 |
0 |
0 |
1 |
2 |
|
|
Yellow |
N22 – Ballyvourney |
0 |
0 |
0 |
0 |
0 |
22 |
|
|
Ballyvourney – Ballyveerane
junction (Nodes 3 to 6) |
4 |
2 |
2 |
14 |
22 |
Table 10.7 Eastern Route Option assessment - buildings
and community facilities within 300m of the centreline of proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
200-300 |
Total |
Overall total |
|
Green |
Ballyveerane junction
-Ballincollig bypass |
1 |
0 |
3 |
2 |
6 |
|
|
Red |
Ballyveerane junction
-Ballincollig bypass |
0 |
1 |
2 |
6 |
9 |
|
|
Green/Link/Red |
Ballyveerane junction
-Ballincollig bypass |
0 |
1 |
2 |
3 |
6 |
|
|
Yellow |
Ballyveerane junction -
R590/R585 junction |
1 |
5 |
5 |
6 |
17 |
36 |
|
|
R590/R585 junction –
Ballincollig bypass |
0 |
1 |
12 |
6 |
19 |
|
|
Yellow/Link4/Blue |
Ballyveerane junction -
R590/R585 junction |
1 |
1 |
2 |
6 |
10 |
25 |
|
|
R590/R585 junction –
Ballincollig bypass |
0 |
4 |
10 |
1 |
15 |
|
|
Yellow/Link6/Blue |
Ballyveerane junction -
R590/R585 junction |
1 |
5 |
5 |
6 |
17 |
31 |
|
|
R590/R585 junction –
Ballincollig bypass |
0 |
1 |
12 |
1 |
14 |
|
|
Blue |
Ballyveerane junction -
R590/R585 junction |
0 |
0 |
2 |
1 |
3 |
18 |
|
|
R590/R585 junction –
Ballincollig bypass |
0 |
4 |
10 |
1 |
15 |
For the western section of the study area, i.e.
between Ballyvourney and Macroom, the Green and Green/Link/Yellow routes would
be likely to cause a similar level of noise disturbance, as although the Green
route would have fewest properties along its length overall, the
Green/Link/Yellow route would have fewest properties within the closest
distance bands (0-100m). The
Green/Link/Yellow route would also have the fewest commercial properties and
community facilities along its length.
The Yellow route, situated on a similar alignment to the existing N22,
would have the greatest number of residential properties, (both overall, and
within 100m of the route) and also the greatest number of commercial properties
and community facilities along its length.
For the Eastern section, Table 10.5 indicates that
between Macroom and Ballincollig, the Green and the Green/Link/Red routes have
the least potential of causing widespread noise disturbance. The Yellow route would substantially affect
a greater number of households overall, and within the closest distance band
(0-100m) than the rest of the route options.
The greatest number of commercial properties occurs along the Yellow
route, although this is nearly matched by the number along the
Yellow/Link4/Blue routes (Table 10.7).
There are also a number of community facilities including Clough Dubh
National School and St Joseph’s church, both within 200m of the Blue and the
Yellow/Link 6/Blue route. The Knockanemore National School lies within 200m and
St John’s Church and Éire Óg GAA Club within 300m of the Yellow route.
Minor Adverse Impact - Noise
levels would increase by 23 dB. There
are 107 residential properties within this section, some situated within the settlements
of Ballyvourney and Clondrohid, and some in a quiet rural setting. Clondrohid Community Hall is situated within
200m of the route
Major Adverse Impact - Noise
levels would increase by 24-25 dB over this stretch. There are 166 properties within this section (6.8 per km)
situated within a quiet rural setting
Major Beneficial Impact - Noise
levels would decrease by 5 dB. There
are 242 residential properties within this section, situated in the outskirts
of Macroom, within the settlement of Ballyvourney and along the existing N22.
Major Beneficial Impact - Noise
levels would decrease by between 3 and 4 dB.
There are 199 residential properties within this section (14.9 per km),
mainly situated on the eastern outskirts of Macroom, in Lissardagh and along
the existing N22.
Moderate Adverse Impact - Noise
levels would decrease by 3 dB from Node 11 up to Curahaly Cross Roads, but
would increase by 25 dB for the remainder of the length. There are 199 residential properties within
this section (11.2 per km) mainly situated along the existing N22, and in small
settlements. The route would also run
within 200m of the Knockanemore National School and within 300 m of the Éire Óg
GAA Club, and the St John’s Catholic Church in Knockanemore.
Moderate Adverse Impact - Noise
levels would increase by 20 dB. There
would be 257 residential properties within this section (11.0 per km), situated
in the settlement of Macroom and some situated within a quiet rural
setting. The Canovee National School
would be situated within 200m of the route.
Moderate Adverse Impact - Noise
levels would increase by 25 dB. There
would be 103 residential properties within this section (8.5 per km) some
situated within Macroom and some situated within a quiet rural setting.
Moderate Adverse Impact - Noise
levels would increase by 25 dB. There
would be 183 residential properties within this section (13.0 per km) located
within settlements (Crookstown, Cloughduv, Aherla, Killumney) and quiet rural
settings. Cloughduv National School and
St Joseph’s Church would be situated within 200m of the route.
Major Adverse Impact - Noise
levels would increase by 23 dB between Nodes 3 and 4, and would decrease by 5
dB between Nodes 5 and 6. The
increase/decrease in noise levels between Nodes 4 and 5 cannot be predicted at
this time, although overall the change in noise levels for this route is likely
to be between that experienced by the Green and the Yellow routes (Nodes 3 to
6). There would be 130 residential
properties within this section, (8.5 per km) located within quiet rural
settings.
Major Adverse Impact - Noise
levels would increase by between 25 dB between Nodes 6 and 9, and by 21 dB
between Nodes 13 and 16. The
increase/decrease in noise levels between Nodes 9 and 13 cannot be predicted at
this time, although overall the change in noise levels for this route is likely
to be between that experienced by the Green and the Red routes (Nodes 6 to 16). There would be 183 residential properties
along this route (7.6/km) located within a quiet rural setting.
Minor Adverse Impact - Noise
levels would decrease by 3 dB between Nodes 6 and 8, and would increase by 25
dB between Nodes 10 and 11. The
increase/decrease in noise levels between Nodes 8 and 10 cannot be predicted at
this time, although overall the change in noise levels for this route is likely
to be between that experienced by the Yellow and the Blue routes (Nodes 6 to 11). There are 172 residential properties along
this route (13.0 per km) located within settlements and along the existing N22.
Moderate Adverse Impact - Noise
levels would decrease by 3 dB between Nodes 11 and Curahaly Cross Roads, and
would increase by 25 dB between Nodes 12a and 16. The increase/decrease in noise levels between Nodes 12 and 12a
cannot be predicted at this time, although overall the change in noise levels
for this route is likely to be similar to that predicted for the (Nodes 12a to 16). There would be 178 properties along this
route (12.8 per km) some located in a quiet rural setting, some along the
existing N22, and some within settlements.
Cloughduv National School and St Joseph’s Church would be situated
within 200m of the route.
Traffic generated vibration can arise as
ground-borne vibration resulting from the combined effects of vehicle
axle-loading and road surface discontinuities, or airborne vibrations resulting
mainly from low frequency noise from engines and exhausts causing detectable
vibration to arise in building elements such as windows and doors.
Generally, ground-borne vibrations occur on older
roads such as the existing network. The
even surface of the scheme, together with the increased distance from the
majority of the residential properties would, when compared with the existing
situation, tend to maintain levels of vibration below the threshold of
detection.
At this stage, details on the phasing of
construction works, the number of construction plant, site compound locations,
piling etc is not formulated and therefore the potential construction noise and
vibration impact cannot be assessed.
Once the above construction details are finalised for the preferred
route an assessment will be undertaken for construction related activity.
Between Ballyvourney and Macroom, overall the
preferred route is Yellow, as although there are high numbers of residential
properties within 300m of the route, traffic flows between Ballyvourney and the
R582 junction indicated that the noise impact on these properties is likely to
decrease. This is due to the fact that
currently the properties would generally be adjacent to the existing road,
which less traffic would use, than to the proposed new route. The existing N22 runs close to the proposed
Yellow route and the noise absorbing capabilities of modern road surfaces are
likely to decrease the noise levels experienced by these properties. In addition, the number of properties
adjacent to the proposed Yellow route would be fewer than those alongside the
existing N22, reducing the number of properties affected by noise from the
road. The level of noise likely to be experienced by properties within 300m of
the Green or Green/Link/Yellow routes are likely to increase, by up to 24 dB(A)
in comparison to ambient noise levels. These routes are therefore least
preferred for this section west of Macroom.
However, between Nodes 1 and 3, the Yellow and Green routes run very
close to each other. Although no
traffic flows area available for this specific stretch of the road, it is
likely that there would be very little difference in traffic flows, and hence
noise levels, between the routes.
Therefore, between Nodes 1 and 3, the Green and Yellow routes would be
equally preferred.
Between Macroom and Ballincollig, of the northern
routes (Green, Red and Green/Link/Red routes), the Red route would have the
least impact on ambient noise levels.
The Green and the Green/Link/Red routes would have a major adverse
impact as they pass through quiet rural areas, whereas the Red route also
passes close by the settlement of Macroom.
The Red route would have the greatest number of properties along its
length, of these three routes, both overall, and within the closest distance
band 0-100m. The Green route, which has
the lowest number of properties along its length, but would have the greatest
noise increase from ambient levels.
Although the Red route would have the greatest number of properties
along its length, it would be the preferred option of the northern routes, as
the increase in noise levels, from existing ambient levels would be minimised.
The southern routes (Blue, Yellow and Yellow/Link routes)
all meet at Node 11. Therefore these
routes can be divided into two sections, i.e. between Nodes 6 and 11, and
between Nodes 11 and 16. Between Nodes
6 and 11, the Yellow route would demonstrate a decrease in ambient noise levels
(decrease of between 3 and 4 dB), having a major beneficial impact, whereas the
Blue route would demonstrate an increase in ambient noise levels (between 24
and 25 dB) and have a moderate adverse impact.
The Yellow/Link4/Blue route would be likely to demonstrate an increase
in noise levels between those of the Yellow and the Blue routes. The decrease in ambient noise levels along
the Yellow route would benefit a large number of receptors that already
experience high levels of traffic noise (from the existing N22). The great majority of these properties are
situated close to the existing N22 and already experience impact from traffic
noise.
The Yellow route would therefore have a
moderate/major beneficial impact and would be the preferred route.
Between Nodes 11 and 16 the ambient noise levels
along the part of the Yellow route (up to Curahaly Cross Roads) are predicted
to decrease for 2009 and 2029, although an increase of 25 dB is predicted for
the remainder of the route, so that overall this would have a moderate adverse
impact. The noise levels for both the Blue route, and the Yellow/Link6/Blue
routes are predicted to increase, and both would have a moderate adverse
impact. The number of properties within 300m of the Yellow route is slightly
greater than alongside the other two routes.
Whilst all route options between Nodes 11 and 16 would pass within 200m
of potentially sensitive receptors and are predicted to have a moderate adverse
impact, the Yellow route would be the marginally less preferred route between
Nodes 11 to 16, as it would pass within 300m of a slightly greater number of
residential properties and potentially sensitive locations than the Blue and
Yellow/Link6/Blue routes. The Blue and Yellow/Link6/Blue routes would be
equally preferred.
Overall, the preferred southern route, between
nodes 6 to 16 would be the Yellow/Link6/Blue route.
When the preferred northern route (Red) and the
preferred southern route (Yellow/Link6/Blue) are compared, the
Yellow/Link6/Blue route would be the preferred route overall, due to the
predicted decrease in ambient noise levels along the majority of its length
which would benefit a large number of properties.
10.1 Department of Transport (1998). Design Manual for Roads and Bridges, Volume
11 (revised February 1998)
10.2 Biospherics 2001. N22 Road Project. Report
on Site Noise Levels. Ref 290
10.3 Council Directive 84/532/EEC of 17 September 1984 on the approximation
of the laws of the Member States relating to common provisions for construction
plant and equipment
10.4 European Communities (Construction Plant and Equipment)(Permissible
Noise Levels) (Amendment) Regulations, 1990
10.5 European Communities (Construction Plant and Equipment)(Permissible
Noise Levels)(Amendment) Regulations, 1996
10.6 The Environmental Protection Agency (EPA) Act,
1992 (Sections 106, 107, 108)
10.7 EPA Guidance Note 1995
10.8 The Environmental Protection Agency Act, 1992 (Noise) Regulations,
1994 (SI No. 179 of 1994)
10.9 Roads Act, 1993 (Section 77)