CHP 14-0 - Noise and Vibration

14.
NOISE AND VIBRATION
INTRODUCTION
14.1. The construction and operation of the proposed scheme has the potential to
generate noise and vibration impacts. This Chapter quantifies these impacts and,
where necessary, considers what mitigation measures may be applied.
14.2. In assessing environmental noise, noise levels are usually quoted in A-weighted
decibels dB(A). The decibel scale is a logarithmic measure of sound intensity
relative to a reference value. The A-weighted characteristic is applied to sound
pressure levels in order to reflect the variation in sensitivity of the human ear to
different frequencies. In practice, typical levels lie within the range of 30dB(A) a
quite night-time level in a bedroom, to 90dB(A) a kerbside in a busy street.
14.3. Vibration is usually quantified in terms of peak particle velocity (ppv) measured in
mm/s.
LEGISLATIVE, REGULATORY AND POLICY FRAMEWORK

Policy and Guidance
14.4. The following documents provide guidance on noise limits and assessment
methodologies and will be referred to during the course of this assessment in
conjunction with any further relevant policy and guidance.
International Policy and Guidance
World Health Organisation: Guidelines for Community Noise (1999)

14.5. The World Health Organisation has prepared the Guidelines for Community Noise
in order to protect people from the harmful effects of noise in non-industrial
environments. The risks to health of exposure to noise were evaluated and guideline
levels were drawn up.
National Policy and Guidance

14.6. The Institute of Environmental Management and Assessment (IEMA) and the Institute
of Acoustics (IOA) have prepared joint guidance on carrying out noise impact
assessment. This document has been used as the primary source of guidance in this
assessment. Other national policy and guidance includes Planning Policy Guidance
(PPG), British Standards, Design Manual for Roads and Bridges (DMRB), Transport
Analysis Guidance (WebTAG) and Calculation of Road Traffic Noise (CRTN).
Joint Institute of Environmental Management and Assessment and Institute of

Acoustics Draft Guidelines for Noise Impact Assessment (2002)
14.7. The aim of the Guidelines for Noise Impact Assessment is to set good practice
standards for the scope, content and methodology of noise impact assessments. The
guidelines address issues to be considered such as defining the baseline noise
Dunsfold Park 14-1 Chapter 14

Environmental Statement Noise and Vibration
environment, predicting changes in noise levels as a result of implementing
development proposals and defining the significance of the effect of changes in noise
levels. The guidelines define methods and techniques and highlight their limitations
(where applicable) and apply to all stages of a development including construction,
operation, restoration and decommissioning.
Planning Policy Guidance (PPG) 24: Planning and Noise

14.8. Planning Policy Guidance (PPG) 24: Planning and Noise was published by the
Department of the Environment, Transport and the Regions (DEFRA) in September
1994.
14.9. PPG24 sets out the Governments policies on different aspects of planning relating to
noise that Local Authorities must consider when preparing their development plans
or assessing planning applications.
14.10. In assessing the impact of noise from construction sites, PPG24 recommends the
guidance given in BS5228 Parts 1 to 4 Noise and Vibration Control on Construction
and Open Sites. There are no national planning policies on the assessment of the
impact of vibration on buildings and the community. However, PPG24 makes
reference to the advice given in the Design Manual for Roads and Bridges Volume 11,
Section 3, Part 7 Traffic Noise and Vibration, and British Standard 6472 Guide to
Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz).
14.11. There are a number of British Standards covering noise and vibration, which will be
referred to in this chapter. These include BS4142 and BS5228 (Parts 1-5).
BS4142: Rating of Industrial Noise Affecting Mixed Residential and Industrial

Areas (1997)
14.12. BS4142 describes a method of determining the level of noise of an industrial nature,
together with assessing whether the noise in question is likely to give rise to
complaints from residents in the vicinity.
BS5228: Noise and Vibration Control on Construction and Open Sites
Part 1: Code of practice for basic information and procedures for noise and
vibration control (1997)
Part 2. Guide to noise and vibration control legislation for construction and
demolition including road construction and maintenance (1997)
14.13. BS5228 is divided into 5 parts, each dealing with noise and vibration from
construction or open sites (such as mineral extraction). Parts 1 and 2 of the
standard relate to noise and vibration applicable to the Dunsfold Park proposed
development and provide typical noise levels for standard construction plant and
machinery, which have been extrapolated and used in this assessment.
14.14. The standard provides guidance on the protection of persons living and working in
the vicinity of, and those working on, such sites from noise and vibration. It provides
guidance on methods of noise and vibration control in respect of construction

operations and aims to assist architects, contractors and site operatives, designers,
developers, engineers, local authority environmental health officers and planners.
BS6472 (1992) Guide to the Evaluation of Human Exposure to Vibration in

Buildings (1Hz to 80Hz)
14.15. BS6472 provides a guide to evaluating the human response to vibration in buildings
(between 1 and 80Hz). It does not, however, provide a guide to evaluating where
damage may occur to a building. The guide includes a method for determining when
vibration may cause annoyance to an occupant and methods for assessing,
continuous, intermittent and impulsive vibration.
Design Manual for Roads and Bridges (DMRB): Traffic Noise and Vibration
(Volume 11, Section 3, Part 7) (1994)
14.16. DMRB is not a statutory or regulatory document, but provides a detailed
methodology for assessment of noise from road traffic. The methodology requires
the use of the Department for Transport (DfT) memorandum Calculation of Road
Traffic Noise.
Calculation of Road Traffic Noise (CRTN) (1988)

14.17. The memorandum describes the procedure for describing noise from road traffic.
Using CRTN enables entitlement under the Noise Insulation Regulations to be
determined as well as appraisal of highway and land use planning schemes.
Transport Analysis Guidance (WebTAG) Noise Sub-objective (2006)

14.18. The noise sub-objective provides further guidance of the appraisal of transport
related schemes on noise annoyance and house prices.
Regional Policy and Guidance

14.19. Regional Policy and Guidance includes the South East Plan.
Draft South East Plan (2006)

14.20. The South East Plan provides a framework for the region to 2026 and brings together
policies which influence the nature of places and how they function, including
environmental impacts. Section D5, Sustainable Natural Resource Management, sets
out policies on dealing with pollution and waste and using resources in a sustainable
manner.
Section D5: Sustainable Natural Resource Management

14.21. The following policy sets out measures to reduce noise impacts at new residential or
sensitive developments and at existing sensitive receptors subject to the impacts of
major transport schemes.
Policy SNRM8 - Noise

Measures to address and reduce noise pollution will be developed at regional and
local level through means such as:
Locating new residential and other sensitive development away from existing
sources of significant noise or away from planned new sources of noise.
Traffic management and requiring sound attenuation measures in major
transport schemes and
Encouraging high levels of sound-proofing and screening as part of sustainable
housing design and construction.
Local Policy and Guidance
Waverley Borough Council Local Plan 2002

14.22. Waverley Borough Council Local Plan 2002 contains the following policy on noise
considerations for new developments:
The most significant sources of noise in the Borough are major roads such as the
A3 and A31. Proposals for development in close proximity to major sources of noise
should not involve uses such as housing, hospitals or schools which are sensitive to
noise disturbance, unless they incorporate mitigation measure to ensure that
occupants of the development are not adversely affected.
Where proposed development is the generator of noise, the Council will require the
applicant to demonstrate that any noise impacts can be successfully mitigated.
National Legislation
14.23. The Control of Pollution Act (COPA) 1974 permits Local Authorities to control
construction noise by stopping work or by agreement with the contractor on
working practices etc. Under COPA, BS 5228 Part 1 Noise and Vibration Control
on Construction and Open Sites is an approved Code of Practice.
14.24. The Environmental Protection Act (EPA) 1990 permits Local Authorities to take
action on noise from premises where it is prejudicial to health or a nuisance.
ASSESSMENT METHODOLOGY
Impact Assessment
14.25. The noise and vibration impact assessment procedure comprises the following
elements using IEMA guidance:
Identification of potential sources of noise and vibration.
Direct measurement of baseline noise and vibration conditions.
Prediction of noise and vibration impacts likely to be generated at nearby

sensitive receptors, including dwellings.

Comparison with baseline conditions.
Definition of appropriate criteria for acceptability of noise and vibration levels.
Quantification of the impacts.
Consideration of possible mitigation measures.
Review and assessment of any residual impacts.
Desk Study
14.26. A desk study was undertaken in order to identify existing noise sources, potential
future noise sources, quantify the impacts of construction and operational phases
(including traffic) and consideration of mitigation measures and residual impacts.
14.27. Information on current uses of the site were obtained from Waverley Borough
Council planning records, including policies to reduce noise impacts and through
discussion with the applicant and project team. Policies to restrict flying times at the
aerodrome and in particular the Surrey Air Ambulance (as it is proposed to be
retained and relocated as part of the proposed scheme), have been investigated and
are presented later in this Chapter.
14.28. Waverley Borough Council Environmental Health was consulted on the noise
impacts of the proposed development at the EIA scoping stage. They highlighted
previous complaints of noise nuisance from the activities of the Top Gear television
programme on the runway and perimeter track. These activities are not included in
the current application proposal and are therefore not taken into consideration when
considering the impacts of the proposed scheme.
14.29. Waverley Borough Council also commented that they would wish to see
consideration of the noise impacts of aircraft activities (take off, landing and aircraft
stacking) at Gatwick Airport, located 14 miles to the east, on the proposed
development. Information on flight paths, flying restrictions and noise contour maps
were obtained for this assessment.
Field Survey
14.30. Noise levels were obtained from The Equus Partnership from one week in
September 2007 and analysed as part of this report.
14.31. Two site visits were made during the preparation of this chapter. The first site visit
was made on Friday 26th October 2007 and the second visit on 27th February 2008.
The first visit primarily focused on identifying sensitive receptors, surveying the
Dunsfold Park site for significant noise sources and identifying suitable locations to
carry out a background noise survey, in addition to the data obtained from The
Equus Partnership. Additional baseline noise measurements were obtained on 27th
February 2008. Figure 14-1: Noise Survey Locations shows the noise survey
locations.

Assessment Methodology
Construction
14.32. There exists no formal methodology for the assessment of noise from construction
operations. While the character of the noise differs from that of the normal
background and may therefore be more noticeable, this factor would be offset to
some extent by the fact that the impact is only temporary.
14.33. Noise from construction operations is generally more variable in level, duration and
character than traffic noise, therefore, the statistical approach conventionally applied
to the latter is not appropriate. Noise from construction operations are described
using the equivalent continuous sound level, LAeq, which is related to the sound
energy received. For this assessment, the impact category scale described below in
the significance criteria section has been applied, using the energy average (LAeq)
rather than the statistical level (LA10) used for traffic noise.
14.34. The potential noise sources during the construction period are varied but would
include plant required for:
Site clearance/remediation.
HGV deliveries and movements to and from the site.
Site road and paved area surfacing.
Construction of residential and commercial buildings.
General earthworks (e.g. concrete breaking of former runway).
Operation
14.35. Noise associated with the operation of the development is assessed in accordance
with a number of different guidance documents depending on the nature and source
of the noise. For example, noise from road traffic would be calculated in accordance
with the Design Manual for Roads and Bridges and Calculation of Road Traffic Noise.
14.36. The potential noise and vibration sources during the operational period are expected
to be:
Noise and vibration resulting from traffic associated with the development on the
local network.
Noise from retail/commercial and business activities associated with the

development.
Noise from industrial uses on the site, including the existing business park (to be
retained) and proposed energy and waste water treatment centres (although it is
understood the latter will now not be on-site).
Noise from the activities of the Surrey Air Ambulance.

Noise from events to be held within the public open space provided on the
development.
Noise impacts of aircraft movements to/from Gatwick Airport on the proposed

development.
Extent of Assessment Area

14.37. The assessment of the suitability of the uses on the proposed development site
considers the most significant impacts expected within the site extents. The broad
study area in assessing the impact of noise and vibration from construction and
operational activities is limited to closest receptors to the site perimeter (e.g. within
500m) which includes Compasses Bridge Mobile Home Park, properties at Dunsfold
Road, Alfold Road, Alfold Crossroads, Stovolds Hill and properties adjacent to the
A281.
Assessment Criteria
14.38. The suitability of the site for the proposed residential development has been assessed
in accordance with the guidance given in PPG24 Planning and Noise. The guidance
describes the determination of Noise Exposure Categories (NEC) defined by bands
of noise levels corresponding to an assessment of significance for each band.
Separate NECs are given for day-time or night-time periods, and for road, rail,
aircraft and mixed sources whichever is considered to be the most significant
source of noise for the location. For the present assessment, road traffic was
observed to be the dominant source of ambient noise at all locations. The four NECs
for road noise sources are given in Table 14-1. The noise levels are identical to
those defined in PPG24 for situations where road traffic noise is dominant.
Table 14-1: Noise Levels Corresponding with the Noise Exposure

Categories for New Dwellings: Road Noise Sources
NEC Assessment Noise limits (dB LAeq,T free-field)
Day 0700 to Night 2300 to 0700
2300
A Noise need not be considered as < 55 < 45
a determining factor in granting
planning permission, although the
noise level at the high end of the
category should not be regarded
as a desirable level.
B Noise should be taken into 55 63 45 - 57
account when determining
planning applications and, where
appropriate, conditions imposed
to ensure an adequate level of
protection against noise.
C Planning permission should not 63 72 57 - 66
normally be granted. Where it is
considered that permission

NEC Assessment Noise limits (dB LAeq,T free-field)
Day 0700 to Night 2300 to 0700
2300
should be given, for example
because there are no alternative,
quieter sites available, conditions
should be imposed to ensure a
commensurate level of
protection against noise.
D Planning permission should > 72 > 66
normally be refused.
14.39. Where individual noise events regularly exceed 82 dB LAmax (slow time-weighting)
several times in any hour during the night period (23:00 to 07:00), the site should be
regarded as being in NEC C regardless of the LAeq,8h (except where the LAeq,8h
already puts the site in NEC D).
14.40. The Noise Exposure Categories (NECs) at various positions around the site have
been determined through a long-term measurement and a number of short term
measurements. These are described below.
14.41. Potential noise and vibration impacts from demolition and construction are
temporary in nature and derive from enabling and construction operations and
directly from plant and construction traffic using the local network. However the
construction period will run for 10-15 years and this will need to be carefully
considered. The Construction and Phasing Statement which accompanies this
application outlines how the construction will be managed in order to minimise and
mitigate the impacts. Potential noise and vibration impacts are considered in terms
of best practice for each development phase. Assessment of noise from demolition
and construction is focused on existing receptors.
14.42. Potential noise and vibration impacts from use of the proposed development are
permanent and include changes in traffic flows on the local network following
completion and on site plant (e.g. proposed waste management facility and CHP
Plant).
Significance Criteria
Noise
14.43. Human reaction to noise (and changes of) varies widely with the individual, depending
on its magnitude, exceedance over the background level, frequency
spectrum/character, duration/intermittency, time of day/night, attitude toward the
source (e.g. local employment provided) and may also be related to other
environmental factors in the area such as other background noise sources.
14.44. The character, nature, times and durations of the potential impacts are likely to vary
widely, thus a simple single approach to the prediction and assessment procedure is
not appropriate.

14.45. Two broad approaches are commonly adopted for an assessment procedure:
That based on an exceedance of an absolute threshold level and,
That based on the increase relative to the existing background.

14.46. Both approaches are appropriate to the assessment of this scheme, and will be based
on guidance given in the IEMA/IOA Guidelines for Noise Impact Assessment and the
Design Manual for Roads and Bridges (DMRB). These Guidelines recommend that a
descriptive semantic scale be used to describe varying degrees of noise increase
(commonly known as the noise change method). The words used to describe
these should be determined/justified by the assessor based on the evidence for any
particular situation.
14.47.The basic significance criteria are as follows, although these may be modified in
accordance with factors previously listed:
A change of 1 dB is generally considered to be noticeable only when a subject is

deliberately listening for a change. Such a change would result from a 25%
increase or 20 % decrease in traffic flow (assuming no change in speed). Although
DMRB states that some people may experience dis-benefits under certain
circumstances from noise changes as small as 1 dB, changes of less than 1 dB may
be considered to be not significant or neutral.
A change of 3 dB would be readily perceptible in the short-term, and would

result from a doubling or halving of the source strength or traffic flow. In the
long-term, changes of less than 3 dB are generally considered to be not significant
and might be described as minor.
A change of 3 to 5 dB would be clearly perceptible in the short and long-term and

might be described as moderate.
A change of 10 dB corresponds to a doubling or halving of subjective loudness

and would result from tenfold increase or decrease in traffic flow. A change of 5
to 10 dB or more might be described as major.
14.48. The above criteria may be summarised as follows:
Major Positive: -5 and below dB. A reduction in 5 or more dB
Moderate Positive: -3 to -5 dB. A reduction of between 3 to 5 dB
Minor Positive: -1 to -3 dB. A reduction of between 1 to 3 dB
Neutral: -1 to +1 dB. A change of 1dB
Minor Negative: +1 to +3 dB. A noise increase of between 1 to 3 dB
Moderate Negative: +3 to +5 dB. A noise increase of between 3 to 5 dB
Major Negative: +5 and below dB. A noise increase of 5 or more dB

14.49. The above scale has been adopted for the assessment of the operational traffic
(permanent) impacts on the local network. In view of the construction period of
approximately 10 years, this scale is also adopted for the assessment of noise from
construction traffic.
14.50. Note that while human response to changes in traffic noise is well defined, that for
noise of a different character and/or temporary nature is not. Greater annoyance
may be generated by impulsive noise than a continuous one of the same average level,
but this may be offset by the knowledge that its duration will be limited. An
application of the noise change method to noise from construction operations may
therefore have limitations.
14.51. Since noise from construction operations differs in character from the existing
background of traffic noise, and is of temporary/intermittent duration, the above
scale is indicative only.
14.52. An indication of likelihood of complaint can be derived from BS4142 (1997).
Although this applies formally to noise from industrial sources in mixed residential
and industrial areas, the simple assessment method therein can be applied to noise
from construction works of considerable duration. The method compares the
corrected LAeq due to the offending noise (rating level) with the background LA90.
An increase of 5 dB is considered to be marginal while an increase of 10 dB indicates
that complaints are likely. Given the temporary nature of any disturbance, it is
considered that an increase of 10 dB or more should be considered as substantial.
Vibration
14.53. BS6472 (1992) indicates limits of perceptible vibration deemed to be acceptable
within dwellings during the daytime (see Table 14-2 below). Any exceedance of these
levels is considered to be a substantial adverse impact.
Table 14-2: Satisfactory limits of perceptible vibration as indicated by BS

6472
Dwelling Period Peak particle velocity mm/s in the vertical axis
Residential Day 0.28 to 0.56 continuous
Office Day 0.56 continuous
14.54. BS5228 Part 4 (1992) indicates thresholds above which minor cosmetic/non-
structural damage might occur for various types of structure.
Table 14-3: Thresholds above which minor/cosmetic damage to buildings

may occur as indicated by BS5228
Dwelling Peak particle velocity mm/s
Residential 5.0 continuous
10.0 intermittent

BASELINE
Existing Conditions
14.55. Dunsfold Park is currently being used as a private aerodrome, along with associated
activities such as testing and maintenance. As stated within the Waverley Core
Strategy Position Statement, Matter 7 (2006), these activities are subject to a
restriction of 5,000 aircraft movements within any one calendar year of which 2,500
are to be associated with aircraft repair, upgrading and flight testing, with the
remainder associated with staff movements. The permitted flying hours are also
limited. During the months of October to March, flying times are limited to the
hours of 07.30-19.30 and between the months of April to September 07.30-20.30,
Monday to Friday. As well as this, weekend flights are not permitted between 15.00
on Saturdays and 07.30 Monday.
14.56. Surrey Air Ambulance (who have been based at Dunsfold Park since June 2007) are
also subject to these flying restrictions, and this will continue to be the case when the
development commences in 2012. There are currently a number of other businesses
operating from the site, this includes the use of buildings, the runway and perimeter
track for the filming of the Top Gear television programme.
Study Area
14.57. The study area has been defined according to the location of sensitive receptors.
Sensitive receptors including dwellings, recreational facilities, schools and places of
worship were identified prior to the baseline noise survey being undertaken.
Sensitive receptors within 150m of the site have been identified as being most likely
to be adversely impacted by the development. However, sensitive receptors up to
300m from a road significantly impacted by traffic generated by the development
could also be affected.
Baseline Noise Survey
Desk Study
14.58. The desk study primarily consisted of evaluating noise data collected by The Equus
Partnership. Noise survey data was obtained for the six permanent monitoring sites,
maintained on behalf of Dunsfold Park Ltd. Locations of this Equus monitoring data
A F are highlighted within Figure 14-1. The data was obtained for a one week
period in September 2007, when the weather conditions were known to be good.
The survey data for each of the six locations has been compiled to provide an LAeq
for day (0700 2300) and night (2300 0700) time periods and is presented in the
appendix.
14.59. The data for monitoring site D, located adjacent to the Compasses Bridge site
entrance is presented in Diagram 14-2 below. Site D was found to have the highest
noise levels of all six monitoring sites, The graph shows that noise levels were fairly
consistent on a day to day basis. These noise levels have then been compared to the
PPG 24 Noise Exposure Categories (NEC) (Refer to Table 14-4 below). As can be
seen from the table, most of the locations fall within NEC A. This category is despite
the activities on the site and indicates that noise levels are usually fairly quiet and

noise would not be a determining factor when considering planning permission.
However, 2 monitoring locations fall within the night-time noise limit NEC B,
therefore some planning conditions will have to be set to ensure the adequate level
of protection against noise.
Diagram 14-2: Measurement Position D Noise Survey Results for 3rd
September 2007 to 9th September 2007
70
65
60
dB Aeq, 1 hour
55
Measured Sound Pressure Level L
50
45
40
35
30
25
20
00:00 12:00 00:00 12:00 00:00 12:00 00:00 12:00 00:00 12:00 00:00 12:00 00:00 12:00
Time [hh:mm]
rd th th
Monday 3 Sept Wednesday 5 Sept Friday 7 Sept Sunday 9th Sept
Table 14-4: Long-Term Measurement Data Supplied by Equus and

corresponding PPG24 Noise Exposure Categories across the Dunsfold Site
Site Period LAeq,T dB NEC
A Day 50.7 A
Night 50.8 B
B Day 46.6 A
Night 42.8 A
C Day 49.4 A
Night 42.1 A
D Day 50.7 A
Night 50.8 B
E Day 49.4 A
Night 43.3 A
F Day 50.3 A
Night 43.9 A

Field Survey
14.60. The field survey was carried out to provide additional background noise data close to
sensitive receptors. Locations were chosen close to receptors which were
considered most likely to experience an increase in noise due to increased traffic
flows. Table 14-5 shows the locations of survey points and noise levels obtained.
This table should be read in conjunction with Figure 14-1.
Table 14-5: Results of Short-Term Noise Measurements carried out 27th

February 2008
Location Location Name Start LAeq LAMax LA10 LA50 LA90 LA95 LA99
Number Time
1 3 Compass Inn 12:00 57.6 79.3 56.9 44.6 40.4 39.3 36.7
1 3 Compass Inn 12:16 56.9 79.9 53.3 42.1 38.2 37.3 36.2
2 Mobile Home Park 11:43 57.9 79.5 56.5 42.0 36.5 no data available
3 Farnhurst Lane 12:50 46.0 68.8 47.5 43.0 39.5 no data available
3 Farnhurst Lane 13:19 43.9 56.6 45.4 42.5 40.0 no data available
4 Vastbridge Farm 13.42 72.6 87.1 78.1 60.3 45.1 43.1 41.2
5 Old Rickhurst 15:13 59.7 80.3 60.5 43.9 37.0 36.1 34.7
6 Alford Crossroad 15:42 67.1 90.4 70.2 64.2 54.8 51.2 44.2
14.61. Some activities on the site were audible during the noise survey, for example tyre
screeching from vehicles using the track and runway. At these times this noise was
paused out of the survey to give a more realistic baseline.
ASSESSMENT OF IMPACTS
Construction Noise
On-Site Activities
14.62. An outline of the construction process is provided in Chapter 5: Description of
Site and Proposals, setting out the different phases of construction, including the
timing of demolition and construction activities. Effects during the construction
phase may result directly from construction operations on site and indirectly from
construction-associated traffic on the local road network. These elements are
considered separately below.
14.63. The construction phase of the proposed Development is likely to generate short to
medium-term noise and vibration effects. The sources of effects are assumed to
include the following:
The operation and movement of plant items and equipment within the
Development Site including piling operations, excavation/earth moving, paving of
roadways, erection of scaffolding, lifting operations and the use of generators for
floodlights.
Delivery and collection of materials, plant and equipment.

Demolition and Site clearance activities including the break-up of buildings and
foundations, crushing, loading and removal of rubble and
Vehicle movements associated with the attendance of site personnel using access
points, as well as deliveries and residents (once early phase residents have moved
in).
14.64. The methodology presented in BS5228 Control of Noise and Vibration on
Construction and Open Sites has been used to calculate the level of noise produced
by the various stages of demolition and construction associated with the proposed
scheme. The noise levels received at the closest residential areas are compared with
the measured baseline noise levels.
14.65. Table 14-6 highlights the measured and predicted LAeq at the closest sensitive
receptors to the Dunsfold site based on construction activities at the centre of the
site. Table 14-7 highlights the measured and predicted LAeq at the closest sensitive
receptors to the Dunsfold site based on activities at the edge of the site. These noise
levels have been calculated on the basis of a worst-case scenario.
Table 14-6: Calculations based on all assumed machinery running for 50%
over a 10 hour period at the centre of the Dunsfold Site.
All at Centre of Site
Receptor Measured Predicted Total Increase Assessment
LAeq LAeq LAeq
Old Rickhurst 52.7 42.3 53.1 0.4 Neutral
Tickersheath 50.2 48.3 52.4 2.2 Minor Negative
Farm
Mobile Home 55.5 47.9 56.2 0.7 Neutral
Park
Farnhurst 46.0 43.9 48.1 2.1 Minor Negative
Farm
Vastbridge 72.6 41.1 72.6 0.0 Neutral
Farm
High Stovolds 49.6 43.4 50.5 0.9 Neutral
Road
High 46.8 45.4 49.2 2.4 Minor Negative
Billinghurst
Farm
Table 14-7: Calculations based on the noisiest machinery running 50% over
a 10 hour period at the Dunsfold site boundary
Worst Case within Site Boundary
LAeq LAeq LAeq
Old Rickhurst 52.7 57.9 59.0 6.3 Major Negative
Tickersheath 50.2 75.0 75.0 24.8 Major Negative
Farm
Mobile Home 55.5 63.3 64.0 8.5 Major Negative
Park
Farnhurst 46.0 48.2 50.2 4.2 Moderate negative
Farm

Worst Case within Site Boundary
LAeq LAeq LAeq
Vastbridge 72.6 45.6 72.6 0.0 Neutral
Farm
High Stovolds 49.6 44.0 50.7 1.1 Minor Negative
Road
High 46.8 58.5 58.8 12.0 Major Negative
Billinghurst
Farm
14.66. More detailed tables, showing the predicted PPG 24 Noise Exposure Categories for
the above properties are presented in the appendix. The long-term Equus data was
used as the typical measured baseline between the hours of 08:00 to 18:00 and the
predicted LAeq uses estimated activities from the site preparation and construction
activities at each stage of the 10 - 15 year development. Considering the long
construction period, the significance assessment criteria for permanent effects has
been used to highlight the potential impact to each receptor during this time.
14.67. The calculations for the predicted noise levels from construction activities consider
an estimation of possible activities likely to occur during the construction phase and
as a result are presented as the very worst-case. Due to variations in time of activity
and location from the receptor, the actual effect is likely to be lesser for the majority
of the construction period. Furthermore, the predicted measurements assume no
screening and these values will be reduced if appropriate acoustic screening is in
place when working close to the site boundary. The dominant source of noise from
construction activities is likely to be a pneumatic breaker which will be used during
the early stages of construction to break up the concrete runway.
14.68. The results indicate that there will be a potential for a major negative impact to
occur from noise from construction activities if appropriate mitigation is not
implemented. Given the level of data available, it is not possible to comment further
on how construction activities will impact on the surrounding sensitive receptors.
There will be a further impact to the potential residents occupying the site. Phase 1
for example, will have occupants for a minimum of 10 years before the final phase is
complete. General construction activities and site movements within the latter
phases will be the dominant source of noise at those Phase 1 residences. It is
therefore recommended that the proposed Construction Management Plan detail
Best Practice Methods (BPM) for the control of noise, with BPM in place, this impact
should be reduced.
On-Site Traffic
14.69. Traffic within the site boundary may impact upon the residents of the Mobile Home
Park, currently situated next to the southern access at Compass Bridge.
Off-Site Traffic
14.70. Construction traffic flow information highlights that on average, there will be an
additional 28 vehicle deliveries per day throughout the scheme, with a maximum of
50 vehicles per day during the first phase of the scheme. This equates to a 1.8%

increase in vehicles on the quietest link, base on 2012 with development traffic flows.
The increased number of HGVs during the construction phase would therefore
result in no increases in noise as highlighted within Table 14-8. The impact due to
construction traffic flows will therefore result in an overall neutral impact to the near
by receptors.
Table 14-8: Noise Increases from Construction Traffic based on the worst
case of 50 Deliveries per day.
With %
With Development Change
Road in Increase
Development Flow 2012 + Significance
Name/Number Traffic in dB
Flow 2012 Construction
Traffic
Dunsfold Road
(site entrance to 2,797 2,847 1.8 0 Neutral
Compasses bridge)
Dunsfold Road
(Compasses bridge
4,582 4,632 1.1 0 Neutral
to Alford
Crossway)
A281 Horsham
Road (Alford
14,174 14,224 0.4 0 Neutral
Crossway to
Cooks Hill)
A281 Horsham
Road (Cooks Hill 15,500 15,550 0.3 0 Neutral
to Junction S)
A281 Guildford
Road (Junction S to 19,635 19,685 0.3 0 Neutral
Junction T)
A281 Guildford
Road (East of 18,713 18,763 0.3 0 Neutral
Junction T
Construction Vibration
On-Site Activities
14.71. The potential sources of vibration due to construction activities are identified as
follows:
Vibratory roller used in constructing carriageways.
Pneumatic Breaker and
Piling.
14.72. Vibration from construction activities is difficult to predict due the wide variation in
ground conditions and uncertainties in the amount of energy and force used in an
activity. It is therefore predicted that the effects of vibration at the local sensitive
receptors identified, has the potential to be adverse for short periods of the
construction phase.

14.73. BS 5228 provides guidance in controlling noise and vibration from construction
activities (with Part 4 providing specific guidance on piling activities) to minimise
disturbance within the community. It is recommended that the level of vibration
from piling and other construction activities received at the nearest sensitive
receptors is monitored during demolition and construction and controlled to be
within the acceptable limits agreed with the contractor.
Off-Site Traffic
14.74. Traffic-induced vibration can be either ground-borne or air-borne. Ground-borne
vibration is generated as vehicles pass over discontinuities in the road surface causing
fluctuations in wheel contact loads which may be transmitted into building structures.
It is not possible to reliably quantify the magnitude of vibration at a given distance for
given traffic conditions. It is assumed that the surface of the dedicated haulage route
used by construction traffic would not be as even as a well-maintained main road and
that there would be some irregularities. Measurements carried out by the Transport
and Road Research Laboratory found that a fully laden HGV travelling at 30 mph
over a 25 mm hump produced peak particle velocities of around 1 mm/s just beneath
the surface of the ground at a distance of 6 metres. This is in excess of the
satisfactory magnitude of vibration in the vertical direction for people within
dwellings as specified by BS 6472. It is below the thresholds indicated in BS 5228 at
which damage may occur to buildings. Due to the short duration of these vibration
episodes it is expected that the effects will be negligible.
14.75. Air-borne vibration is associated with the low frequency sound generated by vehicle
engine and exhaust sources. These excite resonant frequencies of rooms through
acoustic coupling through windows and doors of buildings. Perceptible vibration and
noise (rattle) can arise in light, flexible building elements, typically windows. It is not
possible to quantify the effect of air-borne vibration and the effects are often
localised.
Operation
On-site
14.76. On-site noise impacts are expected to arise primarily from the existing and proposed
industrial activities (including the energy and waste treatment centre) shops, schools,
the hotel, fixed plant and heating, traffic within the development (including parking
barns) and Surrey Air Ambulance.
Potential Impact
14.77. The noise impacts of the industrial activities are difficult to quantify at this stage due
to a limited amount of information being available. Given the nature of this type of
facility it is likely that some noisy activities will be carried out. As all waste produced
by the development will be dealt with at the waste facility it is likely that all types of
domestic and commercial waste will be handled. Waste is likely to be retained in
large skips which will require regular removal by HGVs. Noise from reversing
alarms, scraping skips on the ground and movement of waste materials e.g. metal are
likely to result in noise being audible beyond the site boundary. The facility is also

likely to be in operation 16 hour a day, 06:00 to 22:00, increasing the likelihood of
noise impacting on nearby residential receptors.
14.78.Given the close proximity of proposed residential dwellings, careful consideration of
the noise impacts of the energy and waste facility will be required at the detailed
design stage. Noise from fixed plant should be limited to an acceptable level by an
appropriate performance specification with reference to BS4142 to determine the
significance of residual impacts. The impact of the energy and waste facilities at
nearby residential receptors is therefore likely to be moderate negative.
14.79.Sources of noise associated with the development may create noise impacts within
buildings. The requirements to make the best use of available space, is not always
conducive to controlling noise and vibration impacts. Typically noise impacts arise
from ducted air ventilation systems, lifts, boilers etc. Care should be taken when
designing these facilities into a dwelling, office block etc such that noise does not
impact upon an adjacent building.
14.80. The Surrey Air Ambulance is currently permitted to operate between the hours of
07.30-19.30 Monday to Friday, and between the months of April to September 07.30-
20.30 and 07.30 15.00 on Saturdays. As well as this, weekend flights are not
permitted between 15.00 on Saturdays and 07.30 Monday. It is proposed that the
Surrey Air Ambulance continues to operate between these times following
completion of the development. Noise levels from the take-off and landing of the
helicopter have not been surveyed. However noise from low flying helicopters will
be clearly audible above the background noise but will be of short duration due to
the fast nature of the service. The flying time controls placed on the Surrey Air
Ambulance will mean that helicopter noise will be limited to daytime only and should
not interfere with sleep. The flying times will also provide a break from helicopter
noise on Saturday afternoons and all day Sunday. Taking the flying times, short
duration of take off and landing noise and the nature of the air ambulance residents
are likely to be fairly tolerant of the noise. The impact of the activities of the Surrey
Air Ambulance at nearby residential receptors is therefore likely to be minor
negative.
Off-site
14.81. The main impacts off site are likely to arise from increases in traffic associated with
the development.
Potential Impact
14.82. Likely changes in decibels (dB) have been calculated using the method given in
Calculation of Road Traffic Noise (CRTN). These calculations were carried out for
all roads included in the Transport Assessment which accompanies this application
and are based on traffic flows which do not take account of HGVs. Table 14-9
below shows all roads which have been assessed to have an increase in noise of over
1dB, due to increased traffic from the development. As can be seen from the table,
many of the roads affected have low traffic flows and therefore are more likely to
notice an increase in noise due to increased traffic flows.

Table 14-9: Changes in Noise at nearest Sensitive Receptors Due to
Changes in traffic Flows with the Development in Place
Road Name/Number No development With Increase Significance
flow 2022 development in dB
flow 2022
A281 Horsham Road 12,813 16,943 1-3 Minor negative
Dunsfold Road (between 3,080 6,466 3-5 Moderate
Alfold Crossroads and negative
Compasses Bridge)
Dunsfold Road (Compasses 1,106 4,548 >5 Major negative
Bridge to site entrance)
Wildwood Lane (western 2,144 5,452 3-5 Moderate
end) negative
Wildwood Lane (eastern end) 1,935 5,243 3-5 Moderate
negative
Knowle Lane (southern end) 2,849 6,157 3-5 Moderate
negative
Knowle Lane (northern end) 5,117 8,424 1-3 Minor negative
A281 (between new link road 16,203 24,614 1-3 Minor negative
and Alfold Road)
A281 (between Alfold Road 15,057 23,467 1-3 Minor negative
and B2130 southern end)
A281 (between Alfold Road 13,218 21,488 1-3 Minor negative
and B2130 northern end)
A281 (between Stovolds Hill 12,440 18,775 1-3 Minor negative
and Elmbridge Road)
and Guildford Road
southern end)
and Guildford Road
northern end)
A281 (between Guildford 17,496 22,767 1-3 Minor negative
Road and Station Road
southern end)
A281 (between Guildford 23,384 28,654 3-5 Moderate
Road and Station Road negative
northern end)
14.83. As can be seen from the table, the largest increase in noise would be at Dunsfold
Road, adjacent to the Compasses Bridge mobile home park. At the present time,
traffic flows at this location are very low, however due to the southern site entrance
at this location there is currently is a high percentage of HGVs (9%) which are a
dominant source of existing noise in this location. This noise source would be
removed with the development in place as HGVs would be routed via the new link
road. The predicted increase of 5dB may therefore not be as high due to the
reduced numbers of HGVs. Properties on Stovolds Hill will also benefit from the
construction of the new link road as this would become a dedicated bus route.
14.84. Only two locations are expected to experience a moderate negative noise impact.
Properties at Dunsfold Road, between Alfold Crossroads and Compasses Bridge, can
expect an increase of between 3 and 5 dB due to increases in traffic. However as
with Compasses Bridge mobile home park, this location will also see a significant
reduction in HGVs (from 7% to 2%) due to the diversion of HGVs through the new
link road, which may reduce the predicted increase.

14.85. Most of the roads impacted by increases in traffic flows would have a noise increase
of between 1 and 3 dB. An increase in less than 3 dB is not likely to be perceptible
to most people and would therefore be considered to be a minor negative impact.
The A281 would be subject to the most impacts with respect to traffic flows.
Cumulative impacts due to other proposed developments in the area could also add
to traffic and therefore increase noise levels on the A281. This cumulative impact
could in some instances increase noise by more than 3dB, therefore leading to a
moderate negative impact.
MITIGATION AND MONITORING

Construction
On-Site Construction Activities

14.86. Best practicable means of noise control described in BS5228 Part 1 will be included in
the contract specifications. Guidance is also given in the Building Research
Establishments Pollution Control Guides Controlling Particles, Vapour and Noise
Pollution from Construction Sites. In summary, these include:
Selection of the most appropriate methods and plant to minimise the level and
duration of noise and vibration generated. Plant and vehicles should comply with
EU noise emission limits such as 70/157/EEC (Motor Vehicles) and 84/532/EEC
(Construction Plant and Equipment). Alternative methods should be considered
where noise is likely to cause significant disturbance.
Sensitive location of static plant items.
Screening and/or enclosure of temporary substations, generators and other noisy

plant items.
Adequate maintenance/lubrication of plant items.
Shut down of engines when not in use.
Careful handling and transport of materials e.g. eliminating discontinuities in the

surfaces of haul routes to prevent load rattle.
Minimise drop heights and line chutes, skips and flat-bed trailers with a noise
attenuating material.
Acoustic screening at sensitive parts of the site boundary. For example, the
Mobile Home Park currently situated next to the Compass Bridge entrance could
be considered for screening due to the close proximity of the proposed on-site
haulage route.
Specification of appropriate access points, haul routes and vehicle standing areas
to minimise waiting times and the use of reverse alarms.
Full resurfacing of designated haulage routes within all on-site routes should also
be considered.

Restriction of external vehicle movements to acceptable times.
Use of self-compacting concrete where possible to avoid the need of vibrating

equipment.
Off-site fabrication of small structures where feasible and
Monitoring of noise and vibration throughout the lifecycle of the development

and investigation of effects that are observed to be more significant in practice
than anticipated.
14.87. Furthermore, as part of the Construction and Environmental Management Plan, the
Developer has made a recommendation that a commitment is made to comply with
and be certified under the Considerate Constructors Scheme.
Off-Site Construction Traffic

14.88. Physical noise mitigation measures to minimise the noise effects of delivery traffic
would not be practicable. Appropriate constraints on site arrival times should
therefore be included in the contract specification, with the intention that deliveries
should not be made outside of specified normal Site working hours (normally 07:00
to 18:00 Monday to Friday and 07:00 to 13:00 on Saturday). Specific routes for
construction traffic should also be agreed, prior to construction commencing to
ensure undue noise on unsuitable roads is kept to a minimum.
Vibration Control for Construction Activities

14.89. An appropriate vibration limit based on the recommendations given in BS 5228 Part 4
will be defined and incorporated into the contractors specification for
construction/demolition equipment to protect the 1912 Building from damage.
14.90. BS 5228 Part 4 provides guidance in controlling noise and vibration from piling
operations to minimise disturbance within the community. These include:
Careful selection of piling methods.
Removal of obstructions to the driven pile e.g. old buried structures of basements
and foundations.
Reduce the energy per blow although this will prolong the work.
Pre-boring to reduce resistance and the number of blows (not applicable to sheet
piling) and
Cut-off trench close to the receivers or the source to interrupt the transmission
path.
Vibration Control for Construction Traffic

14.91. To minimise the possible effects stemming from ground-borne and air-borne
vibration and load rattle noise, the following mitigation measures should be
considered.

Elimination of irregularities in the road surface.
Reduce speed of HGVs near properties where disturbance has been reported.
Re-directing HGV movements to less sensitive routes.
Limiting the gross vehicle weight to 7.5 tonnes and
Restrict movements for vehicles to specified times of the day. These times
should be highlighted within a contract specification for the scheme.
Operation
On-Site
14.92. Some basic mitigation measures for domestic noise sources are as follows:
Orientation of plant and routing of services away from sensitive areas.
The specification of low noise equipment and carry out regular maintenance.
Isolation of motors and fans from the building structure.
Appropriate specification of sound insulation of walls, floors, windows and doors.

14.93. Human activity within buildings may also impact on other occupiers. Mitigation can
be achieved by the appropriate layout of rooms (separation of rooms for differing
uses) and adequate specification of sound reduction properties of floors, ceiling
surfaces, windows and doors.
14.94. The site falls within Noise Exposure Category A/B, which indicated that noise is a
consideration in granting planning consent. Insulation within bedrooms should be the
minimum consideration and be incorporated into the design of the dwellings at the
proposed site.
Off-Site
14.95. The main impacts off site, will relate to traffic generated by the development. Noise
from traffic would be difficult to mitigate. Barriers and low-noise road surfaces to
mitigate any increases in operational traffic noise are not appropriate to this situation.
It is assumed that a 40 mph speed limit or below would be in place on the local roads
leading to the development which would help keep traffic noise to a minimum. There
is currently a national speed limit in place on the A281 which could possibly be
reduced as traffic flows increase. This would also provide some mitigation to
increases in noise due to increased traffic. Further mitigation measures are not
practicable.

RESIDUAL IMPACTS
Construction
14.96. Noise of varying levels from the construction work is likely to differ in character
from the baseline noise climate and be audible at the nearby sensitive receptors, even
with mitigation measures in place. In order to determine the precise levels of noise
during each stage of the construction, the effectiveness of specific mitigation
measures and the residual noise levels, very detailed information is required on the
number, locations, usage and types of plant items used and the timing and duration of
the many operations involved in a development project of this kind. This information
will be unavailable until the reserved matters stage, and consequently it is not
possible to predict with accuracy the likely residual effects with certainty at this
outline stage. Therefore, it is recommended that the Construction and
Environmental Management Plan is developed in consultation with the Waverley
Borough Council and local residents and that, if necessary, appropriate mitigation
measures are implemented under a Section 61 agreement to minimise any residual
effects.
14.97. Given the mitigation measures, it is anticipated that the impacts from noise and
vibration on sensitive receptors during construction are unlikely to be more than
minor negative.
Operation
14.98. The main residual negative impacts due to the completed development are expected
to be as follows.
Noise from user traffic accessing the site residents, deliveries and users of
industrial, hotel and retail developments.
Noise from increased traffic on surrounding roads. In particular Dunsfold Road,

Wildwood Lane (leading to Cranfold) and the A281 are expected to experience
the largest noise increases. Noise may increase by up to 5dB in these locations
which would lead to a moderate negative impact on residents close to these
roads.
Noise from industrial activities on the site, including the energy and waste
treatment facilities.
Noise from the operation of the Surrey Air Ambulance, which could affect the
new residents of Dunsfold Park.
14.99. In addition, it is anticipated that there will be major positive impacts for those
residents and properties currently affected by HGVs using the Stovolds Hill and
Compasses Bridge entrances to the site, as HGVs will use the new A281 link road
(some of the proposed buses will use the Stovolds Hill entrance).

SUMMARY AND CONCLUSIONS
14.100.The suitability of the site for residential use was assessed using the National policy
guidance of PPG24 Planning and Noise. This was based on the results of baseline
noise measurements carried out at positions around the proposed development site.
The site falls within Noise Exposure Category A/B, which indicated that noise is
therefore a consideration in granting planning consent.
14.101.The impacts of noisy activities on the proposed development such as the energy and
waste treatment facility will require further consideration at the detailed design stage.
However, given the nature of these types of activity and the likelihood of 24 hour
working, there may be some moderate negative noise impacts at the nearest sensitive
receptors, although mitigation may reduce this to minor negative.
14.102.The impacts of increased traffic associated with the development are likely to be the
main source of noise. Given the long development period, traffic will build up
gradually over 10 to 15 years. The impacts will therefore be less noticeable as noise
levels will increase gradually over time. Despite this, when compared to the fallback
situation, traffic flows would be considerably increased and therefore a moderate
negative impact can be expected at those properties closest to the site boundary and
the A281.
14.103.The Surrey Air Ambulance will also continue to operate, which could disturb some
new residents of the site during operational hours, although it will be based on the
eastern edge of the site.

Table 14-10: Noise and Vibration Summary of Construction Impacts
Environ- Receptor Description of Geographical Level Impact Nature Significance Mitigation/Enhancement Residual
mental Impact I N R D L (in absence of Impact
Topic Area mitigation) Significance
Noise and Residential Operation and X Negative St Moderate Use of BPM such use of well Minor
Vibration receptors movement of Negative maintained vehicles, orientation Negative
from within 500m plant and placement of plant
Construction
Residential Delivery and X X Negative St Moderate Make sure they use specially Minor
receptors collection of Negative chosen haulage routes which Negative
adjacent to plant, materials have been deemed suitable for
roads used by and equipment HGVs. Ensure that routes have
construction minimum potholes as these can
related vehicles lead to adverse noise effects.
Residential Demolition and X Negative St Moderate Provide appropriate screening to Minor
receptors site clearance negative receptors close to noisy Negative
within 500m activities
Residential Vehicle X X Negative St Neutral Make sure that movements only None
receptors Movements by occur at peak times.
adjacent to personnel
roads used by
construction
related vehicles
Occupants of Disruption due to X Negative St Moderate Adequate screening to be Minor
early phases of construction Negative provided, keeping residents Negative
residential informed when noisy activities
development need to be carried out and
keeping to specific working
hours.
Note: I=International, N=National, R=Regional, D=District, L=Local
St=Short Term, Mt=Medium Term, Lt=Long Term

Table 14-11: Noise and Vibration Summary of Operation Impacts
Environ- Receptor Description of Geographical Level Impact Nature Significance Mitigation/Enhancement Residual
mental Impact I N R D L (in absence of Impact
Topic Area mitigation) Significance
Noise and Dunsfold park Removal of public X Positive Lt Major Positive None Major positive
Vibration residents traffic and HGVs
during from Stovolds Hill
operational
phase
Dunsfold park Removal of HGVs X Positive Lt Major Positive None Major positive
residents from Compass
Bridge
Residents Operation of X Negative Lt Moderate Orient activities, deliveries, etc Minor
closest to the Waste and Energy negative on the side furthest from Negative
waste and plant close to receptors, building construction
energy facility housing will therefore act as a screen.
All Dunsfold Operation of X Negative Lt Moderate None (hours of operation Moderate
park residents Surrey Air Negative already take noise issues into Negative
Ambulance from account, and application
site proposes no changes to these
hours).
Properties Vehicles using X Negative Lt Moderate Ensure that appropriate Moderate
closest to this main route into Negative insulation of windows provide an Negative
main route into the development adequate level of noise
the new (via new link protection to the closest
development road) properties.
Note: I=International, N=National, R=Regional, D=District, L=Local

REFERENCES
Planning Policy Guidance 24: Planning and Noise Department of the Environment,
Transport and the Regions (1994)
BS 5228 Noise and vibration control on construction and open sites (1997)
Design Manual for Road and Bridges Volume 11 Section 3 Part 7 Traffic Noise and
Vibration (1994)
BS 6472 Evaluation of Human Exposure to Vibration in Buildings (1 Hz to 80 Hz) (1992)
World Health Organisation (WHO) Guidelines of Community Noise (1999)
Institute of Environmental Management and Assessment (IEMA) / Institute of Acoustics

(IoA), Guidelines for Noise Impact Assessment, Consultation Draft (2002)
BS 4142 Method for Rating Industrial Noise Affecting Mixed Residential and Industrial
Areas (1997)
Waverley Borough Council Local Plan, Waverley Borough Council (2002)
Waverley Borough Council Planning Permission Note(2006)
Draft South East Plan, South East England Regional Assembley (2006)
Control of Pollution Act, HMSO, (1974)
Environmental Protection Act, HMSO, (1990)
Traffic Induced Vibrations in Buildings. Research Report 246. G.R. Watts. Transport and
Road Research Laboratory. 1990.


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14.

NOISE AND VIBRATION

LEGISLATIVE, REGULATORY AND POLICY FRAMEWORK

International Policy and Guidance

World Health Organisation: Guidelines for Community Noise (1999)

National Policy and Guidance

Joint Institute of Environmental Management and Assessment and Institute of

Dunsfold Park 14-1 Chapter 14

Planning Policy Guidance (PPG) 24: Planning and Noise

BS4142: Rating of Industrial Noise Affecting Mixed Residential and Industrial

BS5228: Noise and Vibration Control on Construction and Open Sites

Dunsfold Park 14-2 Chapter 14

BS6472 (1992) Guide to the Evaluation of Human Exposure to Vibration in

Calculation of Road Traffic Noise (CRTN) (1988)

Transport Analysis Guidance (WebTAG) Noise Sub-objective (2006)

Regional Policy and Guidance

Draft South East Plan (2006)

Section D5: Sustainable Natural Resource Management

Dunsfold Park 14-3 Chapter 14

Local Policy and Guidance

Waverley Borough Council Local Plan 2002

Identification of potential sources of noise and vibration.

Direct measurement of baseline noise and vibration conditions.

Prediction of noise and vibration impacts likely to be generated at nearby

Dunsfold Park 14-4 Chapter 14

Definition of appropriate criteria for acceptability of noise and vibration levels.

Quantification of the impacts.

Consideration of possible mitigation measures.

Review and assessment of any residual impacts.

Dunsfold Park 14-5 Chapter 14

HGV deliveries and movements to and from the site.

Site road and paved area surfacing.

Construction of residential and commercial buildings.

General earthworks (e.g. concrete breaking of former runway).

Noise from retail/commercial and business activities associated with the

Noise from the activities of the Surrey Air Ambulance.

Dunsfold Park 14-6 Chapter 14

Noise impacts of aircraft movements to/from Gatwick Airport on the proposed

Extent of Assessment Area

Table 14-1: Noise Levels Corresponding with the Noise Exposure

Dunsfold Park 14-7 Chapter 14

Dunsfold Park 14-8 Chapter 14

That based on an exceedance of an absolute threshold level and,

That based on the increase relative to the existing background.

A change of 1 dB is generally considered to be noticeable only when a subject is

A change of 3 dB would be readily perceptible in the short-term, and would

A change of 3 to 5 dB would be clearly perceptible in the short and long-term and

A change of 10 dB corresponds to a doubling or halving of subjective loudness

Major Positive: -5 and below dB. A reduction in 5 or more dB

Moderate Positive: -3 to -5 dB. A reduction of between 3 to 5 dB

Minor Positive: -1 to -3 dB. A reduction of between 1 to 3 dB

Neutral: -1 to +1 dB. A change of 1dB

Minor Negative: +1 to +3 dB. A noise increase of between 1 to 3 dB

Moderate Negative: +3 to +5 dB. A noise increase of between 3 to 5 dB

Major Negative: +5 and below dB. A noise increase of 5 or more dB

Dunsfold Park 14-9 Chapter 14

Table 14-2: Satisfactory limits of perceptible vibration as indicated by BS

Table 14-3: Thresholds above which minor/cosmetic damage to buildings

Dunsfold Park 14-10 Chapter 14

Baseline Noise Survey

Dunsfold Park 14-11 Chapter 14

Table 14-4: Long-Term Measurement Data Supplied by Equus and

Dunsfold Park 14-12 Chapter 14