APPENDIX - 9 Acoustic Report

Morava Corridor Motorway Project

Appendix-9: Acoustic Report

ESIA Final Report November 2020

SE102-000-ES-REP-00002 1 / 74

APPENDIX - 9

Acoustic Report

REPUBLIC OF SERBIA MORAVA CORRIDOR MOTORWAY PROJECT 03-20

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Contents

1. INTRODUCTION ................................................................................................................................ 4

1.1 Area of Influence .......................................................................................................................... 7

1.2 Temporal Scope ........................................................................................................................... 8

2. Summary of Policy Context ............................................................................................................. 9

2.1 WHO’s Gudeline, Noise ................................................................................................................ 9

2.2 Vibration Crıterıa .......................................................................................................................... 9

2.3 Project Standards and Limits ..................................................................................................... 10

3. Impact assessment methodology ................................................................................................... 11

3.1 Significance of Impact, Noise ...................................................................................................... 11

Magnitude of Impact .......................................................................................................... 11 3.1.1

Responsivity of Receiving Bodies ...................................................................................... 13 3.1.2

Possible Mitigation Alternatives ....................................................................................... 14 3.1.3

3.2 Vibration Assessment Methodology ......................................................................................... 14

4. BASELINE FINDINGS AND RECEIVERS ............................................................................................ 15

5. NOISE AND VIBRATION CALCULATIONS ....................................................................................... 17

5.1 Construction Noise Modelling and Vibration Calculations ....................................................... 17

Construction Noise Sources .............................................................................................. 17 5.1.1

Construction Noise Maps ................................................................................................. 20 5.1.2

Construction Vibration ...................................................................................................... 28 5.1.3

5.2 Operatıon Noıse and vıbratıon ................................................................................................... 31

Operation Noise Sources ................................................................................................... 32 5.2.1

Operation Noise Maps ....................................................................................................... 33 5.2.2

Operation Vibration ........................................................................................................... 41 5.2.3

6. NOISE IMPACT ASSESSMENT ........................................................................................................ 45

7. MITIGATION MEASURES and Residual Impacts ........................................................................... 54

7.1 Construction Mitigation Measures ........................................................................................... 54

7.2 Operation Mitigation Measures ................................................................................................ 56

7.3 Residual Impacts ........................................................................................................................ 70

Construction Residual Impacts ......................................................................................... 70 7.3.1

Operation Residual Impacts ............................................................................................. 70 7.3.2

8. FUndamental Lımıtatıons & Conclusıons ....................................................................................... 73


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List of Tables

Table 1-1 Perception of Sound .................................................................................................................................. 6

Table 2-1. WHO Environmental Noise Limits (Leq-dBA)............................................................................................ 9

Table 2-2. FTA Vibration Classification ....................................................................................................................... 9

Table 2-3. Guidance on effects of vibration levels ..................................................................................................... 9

Table 3-1 Determination of Impact Significance ...................................................................................................... 11

Table 3-2 Determination of Impact Magnitude ........................................................................................................ 11

Table 3-3 Categories of Impact Extent ..................................................................................................................... 12

Table 3-4 Criteria for evaluation of the Scale of noise impact on receptors .......................................................... 12

Table 3-5 Determination of Responsivity of Receptors .......................................................................................... 13

Table 3-6 Designation of Sensitivity of Receptors ................................................................................................... 13

Table 3-7 Criteria for evaluation of the Scale of vibration impact on receptors .................................................... 14

Table 4-1 Receivers ................................................................................................................................................... 15

Table 5-1 Construction Machine and Equipment ........................................................................................................ 17

Table 5-2 Sound Power Level Of Machine and Equipment ........................................................................................ 18

Table 5-3 Sound Power Level of Construction Phase ................................................................................................. 18

Table 5-4 Sound Power Level of Plants ....................................................................................................................... 19

Table 5-5 Construction Noise Levels at Receivers ..................................................................................................... 27

Table 5-6. Blasting Calculations at Quarry Areas ....................................................................................................... 29

Table 5-7 Reference Vibration Levels for Machine and Equipment .......................................................................... 30

Table 5-8 Road Traffic Data ......................................................................................................................................... 32

Table 5-9 Operation Noise Levels at Receivers .......................................................................................................... 41

Table 5-10 Ground scaling factors and power coefficients for different soils (Watts and Krylov, 2000) .............. 42

Table 5-11 Impact Assessment for Operational Vibration ....................................................................................... 43

Table 6-1 Results Of Impact Assessment for Ldn Noise Indicators, Construction ................................................ 45

Table 6-2 Results Of Impact Assessment for Ldn Noise Indicators, Operation..................................................... 45

Table 6-3 Assessment Ldn, Construction ............................................................................................................... 46

Table 6-4 Assessment Ldn, Operation ..................................................................................................................... 50

Table 7-1 Mitigation Need for Construction Phase ................................................................................................ 55

Table 7-2 Mitigation Need for Operation Phase ......................................................................................................57

Table 7-3 Noise Levels and Impact Significance at Receivers after Mitigation for Operation Phase ....................57

Table 7-4 Geometrical Info About Suggested Noise Barriers ................................................................................. 68

Table 7-5 Situation of the “Major” Impacted Receivers After Mitigation ............................................................. 68

Table 7-6 Final Impact Significance Counts for Receivers ...................................................................................... 69

Table 7-7 Impact Significances of Critical Receivers After Mitigation ................................................................... 70


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List of Figures

Figure 1-1 Calculation Area Determination Model .................................................................................................. 7

Figure 5-1 Lday Construction Noise Maps ...................................................................................................................... 27

Figure 5-2 Vibration Critical Distance for Main Motorway Construction Activities ................................................... 30

Figure 5-3 Terrain Levels Over Project Area (NASA’s USGS dataset) ......................................................................... 31

Figure 5-4 Lday Operation Noise Maps ......................................................................................................................... 40

Figure 5-5. Operational Vibration - PPV vs Distance .................................................................................................. 42

Figure 7-1 Satellite Images of Noise Barrier Structures ................................................................................................ 67

Figure 7-2 Receivers with Residual Major Impact Significance ...................................................................................... 71

Figure 7-3 Tunnel Like Noise Barrier Structure .............................................................................................................. 72


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1. INTRODUCTION

This report presents the assessment of the noise and vibration impacts that will be generated by the

construction and operation of the Republic of Serbia Morava Corridor Motorway Project. In order to evaluate

the impact of noise and vibration due to the Project activities, a noise modelling study and vibration analysis

study were undertaken covering the Project area and its surroundings, for construction and operation

phases.

This report is prepared by Frekans Acoustics & Environmental Laboratory in November – December-

2019. Report and noise model are generated by Ekim Şükrü Bakırcı (B.Sc. ME) and Mahmut Tuncer Çetin

(BSc. EnvE). This report figures out the main points of noise and vibration impacts of construction and

operation phases of the Republic of Serbia Morava corridor Motorway Project. Noise related definitions,

methodology which should be followed, regulations and limit values are covered in this document.

The purpose of the noise and vibration assessment is to characterize the existing ambient conditions

at each of the proposed sites and along the planned motorway route in order to evaluate the potential

impact significance at surroundings and to recommend relevant mitigation measures.

The anticipated activities at each site were modelled using the CadnaA acoustical software. The

predicted impacts were compared against the ambient criteria established for each critical location.

Noise impacts were assessed in accordance with the regulations in force in Republic of Serbia and in

accordance with the recommendations outlined in the IFC Environmental, Health, and Safety (EHS)

Guidelines which is based on the Guidelines for Community Noise, World Health Organization (WHO), 1999.


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Definitions

Before explaining the studies that were undertaken, it would be helpful to provide definitions of

basic acoustical terms and concepts, as given below.

Sound: Sound is vibrational disturbance, exciting hearing mechanisms, transmitted in a predictable

manner determined by the medium through which it propagates. To be audible, the disturbance must fall

within the frequency range 20Hz to 20,000Hz.

Noise: Noise is typically defined as "unwanted sound", sound being the human sensation of pressure

fluctuations in the air. Sound levels are expressed in decibels (dB) on a logarithmic scale, where 0 dB is

nominally the "threshold of hearing" and 120 dB is nominally the "threshold of pain".

Background (Baseline) noise: Prevailing noise in a specified environment measured in the absence of

the noise being studied.

Decibels (dB): It is the unit describing the amplitude of the sound. The human hear responds to

sound logarithmically. The bel is logarithm of the ratio of the two powers and decibel is 1/10 bel.

Frequency: The measure of the rapidity of alterations of a periodic signal, expressed in cycles per

second or Hz.

Sound pressure level (Lp): It is a logarithmic measure of the effective sound pressure of a sound

relative to a reference value. It is measured in decibels (dB) above a standard reference level. The

commonly used "zero" reference sound pressure in air is 20 µPa RMS (root mean square), which is usually

considered the threshold of human hearing (at 1 kHz).

Sound power level (Lw): Ten times the logarithm of the ratio of the sound power under

consideration of the standard reference power of 1 pW (10-6 W). The quantity obtained is expressed in

decibels.

Equivalent Sound Level (Leq): Quantifies the noise environment as a single value of sound level for

any desired duration. Leq correlates well with the effects of noise on people. Leq is also sometimes known

as Average Sound Level.

L10: Sound pressure level that is exceeded 10% of the time of measurement.

L90: Sound pressure level that is exceeded 90% of the time of measurement.

A-Weighting: A measure of sound pressure level designed to reflect the response of the human ear,

which does not respond equally to all frequencies. To describe sound in a manner representative of the

human ear’s response, it is necessary to reduce the effects of the low and high frequencies with respect to

medium frequencies. The resultant sound level is said to be A-weighted, and the units are in decibels (dBA).

Noise Barrier: A physical obstruction that is constructed between the highway noise source and the

noise sensitive receptor(s) that lowers the noise level, including standalone noise walls, noise berms (earth

or other material), and combination berm/wall systems.

Noise Berms: Noise barriers constructed from natural earthen materials such as soil, stone, rock,

rubble, etc. in a natural, unsupported condition are termed, noise berms.

Noise Walls: Noise barrier systems that is manufactured according to a technical design and

assembled on-site to obstruct the noise propagating from noise source to receiver(s).

A – Weighting: Several methods are present to characterize sound. The most common is the A-

weighted sound level or dBA. This scale gives greater weight to the frequencies of sound to which the

human ear is most sensitive. Studies have shown that the A-weighted level is closely correlated with

annoyance.

http://en.wikipedia.org/wiki/Logarithmic_scale

http://en.wikipedia.org/wiki/Decibel

http://en.wikipedia.org/wiki/Micropascal

http://en.wikipedia.org/wiki/Root_mean_square

http://en.wikipedia.org/wiki/Threshold_of_human_hearing

http://en.wikipedia.org/wiki/Hertz


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C-Weighting: A measure of sound pressure level designed to reflect the response of the human ear,

for higher levels above 100 dB when the human ear’s response is flatter.

LAeq: A weighted equivalent sound pressure level.

LAmax: The maximum A weighted sound pressure level detected in the measurement time domain.

LCeq: C weighted equivalent sound pressure level.

Point Source: A source of sound which is concentrated to a point.

Area Source: A source of sound which is distributed over an area.

Line Source: A source of sound emanating from a linear geometry.

The threshold of perception of the human ear is approximately 3 dB, and a 5 dB change is considered

to be clearly noticeable to the ear. This is primarily due to the logarithmic measuring metric typically

associated with decibels.

Table 1-1 Perception of Sound

Change in sound level Perceived Change to the Human Ear

± 1 dB

± 3 dB

± 5 dB

± 10 dB

± 20 dB

Not perceptible

Threshold of perception

Clearly noticeable

Twice as loud

Four-fold change

Specific Objectives

The specific objectives of the noise and vibration impact assessment are to:

assess noise and vibration impacts on sensitive receptors in the vicinity of project area;

assess and define mitigation measures against noise impacts;

Overview of Key Issues

Potential sources of noise impact can be outlined as:

Traffic load will be cumulated on the motorway.

Potential sources of vibration impact can be outlined as:

Constructional equipment that will be used during project, quarries and mines.


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1.1 AREA OF INFLUENCE

The Project’s area of influence for the noise impact was determined as the area where additional

noise generated by the Project reaches the receptors. The noise modelling results, the area of influence will

have the extent of about 1 km on both sides of the road.

While determining 1 km corridor of noise modelling, a very simple propagation model is created in

order to find out the distance noise levels drops below 45 dBA which is the critical night time limit given in

WHO guidelines. While determining the critical distance maximum annual average vehicle data is used

which provided to us by client. It was found out that the critical distance is 500 meters from both sides of

the motorway. In order to be on the safe side and considering there may be settlements which have lower

baseline noise levels than 45 dBA the corridor has chosen as 1 km from each side. Below Figure 1-1

represents simple propagation model used for modelling area determination.

Figure 1-1 Calculation Area Determination Model

For vibration impacts; determined receivers and relevant distances to the closest vibration creating

activity is considered as area of influence.

Project area was examined as four separate sectors which have different traffic load data. These

sectors can be names as following; Pojate–Ćićevac, Ćićevac-Kruševac Istok, Krusevac East-Krusevac West,

Krusevac West-Kosevi. Total of 59 representative receiving body locations were considered for assessment

of the potential impacts due to construction and operation activities.


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1.2 TEMPORAL SCOPE

Impacts were assessed for the construction and operation stages.

Scope of the assessment of the project covers the completion of the motorway project. Operational noise impact of the project will be evaluated according to the daily annual average vehicle count data provided to us by client.

Even tough; time schedules are provided to us by client for construction activities, construction impact assessment is conducted according to an artificially created worst case scenario. This worst case scenario consists of following assumptions;

All of the machine equipment related to the construction activities are held at the closest

points to the determined receiving bodies

All of the machine equipment related to the construction activities are working

simultaneously at full power


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2. SUMMARY OF POLICY CONTEXT

2.1 WHO’S GUDELINE, NOISE

Noise impacts should not exceed the levels presented in Table 2-1 or result in a maximum increase in

background levels of 3 dB at the nearest receptor location off-site.

Table 2-1. WHO Environmental Noise Limits (Leq-dBA)

Receptor Daytime

(07:00 - 22:00) Nighttime

(22:00 - 07:00)

Residential areas 55 45

Commercial/industrial areas 70 70

Source: Guidelines for Community Noise, World Health Organization (WHO), 1999

2.2 VIBRATION CRITERIA

Construction vibration damage criteria are defined at FTA’s (US’s Federal Transit Administration)

“Transit Noise and Vibration Impact Assessment” document. Damage criteria defined in FTA’s document is

shown in Table 2-2 below.

Table 2-2. FTA Vibration Classification

Building Category PPV (mm/sec) Approximate Lw*

I.Reinforced concrete, steel or timber (no plaster) 12,7 102

II.Engineered concrete and masonry (no plaster) 7,62 98

III.Non-engineered timber and masonry buildings 5,08 94

IV.Buildings extremely susceptible to vibration damage 3,05 90

*RMS velocity in decibels (VdB) refers to 1 micro-inch/second

Operation vibration criteria are defined at BS 5228-2; Code of practice for noise and vibration control on construction and open sites – Part 2: Vibration standard. The effects of vibration levels are presented in Table 2-3.

Table 2-3. Guidance on effects of vibration levels

Building Category PPV (mm/sec)

Vibration might be just perceptible in the most sensitive situations for most vibration frequencies associated with construction. At lower frequencies, people are less sensitive

to vibration.

0,14

Vibration might be just perceptible in residential environments. 0,3

It is likely that vibration of this level in residential environments will cause complaint, but can be tolerated if prior warning and explanation has been given to residents.

1

Vibration is likely to be intolerable for any more than a very brief exposure to this level. 10


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2.3 PROJECT STANDARDS AND LIMITS

WHO states cumulative noise level limits which are depending on the background noise levels.

WHO’s guideline limiting values are analyzed. Besides the difference between cumulative project noise and

baseline level are also analyzed.

In the stage of determination WHO’s limits, background noise levels taken into consideration. In

order to evaluate the cumulative noise levels, energetic summation of background noise and project noise

exposure are assessed. When the cumulative noise levels are less than the given limiting values of Lday= 55

dBA and Lnight= 45 dBA, the limits are set to these values. On the contrary, if the cumulative noise values

are higher than these rating, the cumulative noise levels should not exceed background noise more than 3

dBA.

The impact assessment was conducted with respect to the arithmetic difference between

cumulative project noise and baseline difference. Due to the increase in the cumulative noise climate,

impact magnitude of the project was determined.


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3. IMPACT ASSESSMENT METHODOLOGY

In order to evaluate the significance of impact from the project, magnitude of impact and

responsivity of the receptors need to be identified throughout the project axis.

Magnitude of impact is a parameter defined as characteristics of impact and project. On the other

hand, responsivity defined as characteristics of receiving bodies.

3.1 SIGNIFICANCE OF IMPACT, NOISE

The category of significance is identified based on the combinations of magnitude and responsivity of

receptors in accordance with Table 3-1.

Table 3-1 Determination of Impact Significance

Magnitude of Impact Responsivity of Receptor

Low Medium High

No Impact No Impact

Neg.

Neg. Minor

Small

Minor Moderate

Medium Minor Moderate

Large Moderate

Major

Magnitude of Impact 3.1.1

Magnitude of impacts was determined as a combination of the extent and the scale of impact. (Table

3-2)

Table 3-2 Determination of Impact Magnitude

Extent

Scale

No Impact Neg. Small Medium Large

Single

No impact

Negligible Small

Site Negligible Small Medium Large

Local Small Medium Large

Regional Medium Large


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Extent of Impact

The impact extent characterizes spatial distribution of the given impact. The impact extent

categories are detailed in Table 3-3.

Table 3-3 Categories of Impact Extent

Category of impact

extent

Criteria

Single Possible noise impact on a single building.

Site Possible noise impact on 5 - 10 buildings.

Local Possible noise impact on 10 - 100 buildings.

Regional Possible noise impact on 100 - 1000 buildings

Scale of Impact

The scale of noise impact is the measure of how much noise is cumulated over limiting values at

receptor locations. Noise impact receptors are residential, office, institutional, educational, health centers

and commercial buildings.

Scale of noise impact is evaluated according to exceedance level. Any increase occurs with respect to

WHO’s Guidelines limit values or baseline noise levels (more than 3 dBA) will be noted down as exceedance.

Rule determined for this exceedance evaluation can be explained as; increase in baseline noise conditions is

dominant criterion among of these. A medium or large scale of impact cannot be considered in case of

baseline noise conditions have not been surpassed by project noise, even if WHO’s limits or national limits

are exceeded. The main reason behind is the project noise will be masked by existing background noise and

could not be identified due to high baseline levels. Criteria identifying the scale of noise impact during the

operation of the Project are detailed in Table 3-4.

Table 3-4 Criteria for evaluation of the Scale of noise impact on receptors

Category of impact scale Increase in baseline noise levels

Daytime* Nighttime*

No impact <1 <1

Neg. 1-3 1-3

Small 3-5 3-5

Medium 5-10 5-10

Large >10 >10

* Daytime: 07:00 – 22:00; Nighttime: 22:00 – 07:00

The impact scale can be considered as the cumulative noise level i.e. energetic summation of existing

background levels and project noise levels should not exceed the measured baseline.


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Responsivity of Receiving Bodies 3.1.2

The second component for evaluation of impact significance is responsivity of a possibly affected

receptor.

Responsivity is an integral characteristic comprising:

Importance characteristics of the affected receptor and

Sensitivity of the affected receptor to the given impact.

The category of responsivity is identified based on the combinations of importance and sensitivity of

receptors in accordance with the responsivity matrix (Table 3-5).

Table 3-5 Determination of Responsivity of Receptors

Sensitivity

Importance Low Medium High

Low Low Medium

Medium

Medium

High Medium High

Importance of Receptors

In general, evaluation of importance of the affected receptors is based on their properties as follows:

Protected status;

Policy of the regional government;

Stakeholders opinion;

Economic value;

Special features of ecosystems, such as resistance to change, rarity, adaptability, diversity, and fragility, ability for recovery;

Importance of individual components as environmental components, etc.

If one of the above constraints could be considered as relevant for any the receptors, importance

can be evaluated as medium or high subjectively. Otherwise, the importance is considered as low.

Sensitivity of Receptors

Sensitivity of a receptor can be explained as the usage of the specific buildings. (Table 3-6).

Table 3-6 Designation of Sensitivity of Receptors

Sensitivity Receptor

Low High ability to recover the initial properties and functions, minor changes of spatial and dynamic indicators.

Office Buildings, farm buildings, industrial or commercial facilities.

Medium Limited / low ability to recover the initial properties and functions. Measures to minimize disturbance of ecosystems are

required.

Residential Buildings, hotels.

High Lack of ability to recover the initial properties and functions. Irreversible disturbances may be caused by minor impacts.

Recreational facilities, educational facilities and health care centers.


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Possible Mitigation Alternatives 3.1.3

Possible mitigation measures should be considered for operation phases are explained in this part.

Noise barriers

Noise Berms

Vegetation

Noise barriers are engineered structures that lower the noise exposure at determined receiver

locations. However; it is not reasonable to build noise barriers at every situation.

Rather than reducing the noise exposure, physical characteristics of noise barriers are also needed to

be considered such as; static and wind loads.

Optimized height of the noise barriers should not be exceeding around 4 meters in order to maintain

effectiveness of sound reduction and practicality of construction.

For maintaining effectiveness of the barrier structures following aspects should be considered;

Distance between receiver locations and barrier structures

Terrain levels of the road axis and receiver locations

Height of the receiver location and road axis

Social acceptance of barrier structures (because of wall like structure of the noise barriers some

residents behind those structures may refuse noise barriers to be built)

Noise berms are more efficient than noise barriers in many cases in terms of applicability. However;

for application of berms available space, terrain levels and availability of the berm material are limiting

aspects.

Vegetation is an option for noise reduction and social acceptance. Even though vegetation has no

proved sufficient effect for noise reduction surely it has affirmative psychological effects on residents.

3.2 VIBRATION ASSESSMENT METHODOLOGY

Since construction vibration damage criteria gathered from FTA’s document is the damage criteria

indeed, vibration impacts will be assessed accordingly. If any receiver exposes to any limit exceedance

according to damage criteria it means total impact is severe in terms of vibration and if there is not any

exceedance it means total impact is none or negligible.

Operational vibration assessment criteria are given in Table 3-7.

Table 3-7 Criteria for evaluation of the Scale of vibration impact on receptors

Category of impact scale PPV (mm/sec)

No Impact <0,14

Negligible <0,3

Small <1

Medium <10

Large >10


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4. BASELINE FINDINGS AND RECEIVERS

To evaluate the baseline noise in the area of influence, noise level measurements were taken at

determined locations and measurement results are directly provided to us by client.

The receiver locations were predicted depending on the sections of the road traffic load changes and

possibility of having potential noise impact from motorway project. Along four different sections, 59

receiver locations are selected to conduct assessment to predict the potential impact of the project.

Receiver locations are shared among baseline noise measurement results as each measurement location

represents the receivers which have the same or similar baseline characteristics in terms of environmental

noise. Selected receivers to be evaluated can be defined as representative points which have the highest

possibility to expose to road noise at relevant sections. Selected receivers can be single receiver close to

the road axis or a property in a cluster of buildings to represent worst possible noise exposure case.

Necessary definitive information about receivers are given in the below table Table 4-1.

Table 4-1 Receivers

Receivers Comments Extent Sensitivity Importance Distance to road axis

(m) Location(Km)

Coordinate, X

Coordinate, Y

1 Residential buildings Site Medium Medium 380 0 21.44011567 43.75122803

2 Commercial Single Low Low 110 0-1 21.44186074 43.74192927

3 Residential buildings Site Medium Medium 520 3-4 21.42976922 43.72001481






























33 Residential buildings Single Medium Medium 140 70 20.7871039 43.69833968



36 Residential buildings Single Medium Medium 60 74-75 20.74979203 43.72686968

37 Hotel Single Medium Low 180 75-76 20.73880279 43.72996946




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Receivers Comments Extent Sensitivity Importance Distance to road axis (m)

Location(Km) Coordinate, X

Coordinate, Y


































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5. NOISE AND VIBRATION CALCULATIONS

Noise modeling and vibration calculations were carried out based on the implementation schedule of

the Project and the construction and operation stage noise sources explained in the previous sections.

5.1 CONSTRUCTION NOISE MODELLING AND VIBRATION CALCULATIONS

Construction works are significant noise sources for neighboring communities and land uses.

Sources of noise from construction of the Project will include excavation, earth moving, boarding, handling

and transportation of spoil, drilling, blasting and crushing at quarries, asphalt and concrete production,

road paving, lorry trucks operation for transportation of materials.

Construction Noise Sources 5.1.1

The quantities of machines and equipment that will be required for construction activities were

taken into consideration as sources of noise emissions. All of the construction sub-stages were assumed to

be held at the same time in a specific construction corridor around main motorway axis and they are

defined as area sources. Besides, quarries, concrete plants and asphalt plants were also integrated to the

noise model as separate area sources. All noise sources for the construction are defined as area noise

sources and machine and equipment are considered as distributed noise sources over defined areas.

Phases off the construction are earthworks, structural works, paving and finishing works. In the worst-case scenario, all the phases of the construction takes place at the time but in different locations.

Table 5-1 Construction Machine and Equipment

Quantities of Machines/Equipment

Machine/Equipment Earthworks Concrete Works Finishing Total

Excavator 40 10 10 60

Grader 10 - - 10

Truck 600 250 50 850

Roller 2 2 15 20

Pumps 10 30 10 50

Man Lift 5 5 5 15

Vacuum Street Sweeper 4 1 1 5

Front End Loader 50 20 10 80

Mixer 10 30 10 40

Paver - - 12 12

Rock Drill 6 - - 6

Compressor (air) 10 10 5 25

Generator 60 50 30 140

Pickup Truck 45 40 80 165

Compactor (ground) 64 - - 64

Crane 5 30 10 45

Hydra Break Ram 10 5 - 15


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Table 5-2 Sound Power Level Of Machine and Equipment

Sound Power Level for Each Machine/Equipment

Machine/Equipment Impact LAmax Referance Distance

(m)

% Lw (dBA)

Operation Time

Excavator No 85 15 40 104.5

Grader No 85 15 40 104.5

Truck No 84 15 40 103.5

Roller No 85 15 20 101.5

Pumps No 77 15 50 97.5

Man Lift No 85 15 20 101.5

Vacuum Street Sweeper No 80 15 10 93.5

Front End Loader No 80 15 40 99.5

Mixer No 80 15 50 100.5

Paver No 85 15 50 105.5

Rock Drill No 85 15 20 101.5

Compressor (air) No 80 15 40 99.5

Generator No 82 15 50 102.5

Pickup Truck No 55 15 40 74.5

Compactor (ground) No 80 15 20 96.5

Crane No 85 15 16 100.6

Hydra Break Ram Yes 90 15 10 103.5

*Sound power level calculation conducted according to Roadway Construction Noise Model User’s Guide (RCNM) of the U.S. Federal Highway Administration" document

Table 5-3 Sound Power Level of Construction Phase

Sound Power Level for Each Phase

Machine / Equipment

Lw (dBA) Earthworks Concrete Works Finishing

Lw For Each Equipment

Quantity Total

Lw (dBA)

Quantity Total

Lw (dBA)

Quantity Total

Lw (dBA)

Excavator 104.5 40 120.6 10 114.5 10 114.5

Grader 104.5 10 114.5 - 0 - 0

Truck 103.5 600 131.3 250 127.5 50 120.5

Roller 101.5 2 104.5 2 104.5 15 113.3

Pumps 97.5 10 107.5 30 112.3 10 107.5

Man Lift 101.5 5 108.5 5 108.5 5 108.5

Vacuum Street Sweeper

93.5 4 99.5 1 93.5 1 93.5

Front End Loader

99.5 50 116.5 20 112.6 10 109.5

Mixer 100.5 10 110.5 30 115.3 10 110.5

Paver 105.5 - 0 - 0 12 116.3

Rock Drill 101.5 6 109.3 - 0 - 0

Compressor (air)

99.5 10 109.5 10 109.5 5 106.5

Generator 102.5 60 120.3 50 119.5 30 117.3

Pickup Truck 74.5 45 91.1 40 90.6 80 93.6

Compactor (ground)

96.5 64 114.6 - 0 - 0

Crane 100.6 5 107.6 30 115.3 10 110.6

Hydra Break Ram

103.5 10 113.5 5 110.5 - 0

Total 132.4 dBA 128.9 dBA 124.7 dBA


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Table 5-4 Sound Power Level of Plants

Sound Power Level for Each Phase

Machine / Equipment

Lw (dBA) Asphalt Plant Batch Plant Barrow Pit/Quarry

Lw For Each Equipment

Quantity Total

Lw (dBA)

Quantity Total

Lw (dBA)

Quantity Total

Lw (dBA)

Slurry Plant 101.5 2 104.5 - 0 - 0

Truck 103.5 40 119.6 - 0 - 0

Generator 102.5 1 102.5 1 102.5 1 102.5

Rock Drill 101.5 - 0 - 0 1 101.5

Grader 104.5 - 0 2 107.6 1 104.5

Dump Truck 103.5 - 0 25 117.5 25 117.5

Mixer 100.5 - 0 40 116.5 - 0

Pumps 97.5 - 0 2 100.5 - 0

Concrete Batch Plant

98.3 - 0 - 0 - 0

Front End Loader

99.5 1 99.5 1 99.5 1 99.5

Total 119,8 dBA 120,5 dBA 118 dBA

Lw’’ (dBA/m2) 70 dBA/m2 75 dBA/m2 60 dBA/m2

Construction activities will be distributed within the Project area and some equipment/machines will

stay in a fixed location. For that reason; they were entered as point source into the model. Other

construction noise sources that are included in total calculations were defined as area sources throughout

main motorway axis and relevant coordinates. The areas of sound sources and sound power level per area

(Lw”) area provided by using the formula:

𝐿𝑤′′ = 𝐿𝑤(𝑇𝑜𝑡𝑎𝑙) − 10 𝑥 log [

𝐴𝑟𝑒𝑎 (𝑚2)

𝑅𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝐴𝑟𝑒𝑎 (1 𝑚2)]

When sound power levels of all phases of construction examined, earthworks is the most nosiest

among road construction phases. In order to be at the safe side, earthworks noise power levels were

entered into the noise model and noise level analysis is conducted according to this value. A corridor of 160

meters to 10 km is selected to distribute all the machine and equipment as active workspace and 70 dBA/m2

sound power level over area determined as a distributed area sound source.

For quarries and material borrow pits; area sources of 60 dBA/m2, asphalt Plants 70 dBA/m2, batch

plants and crushers are assigned to be 75 dBA/m2 and crushers are 75 dBA/m2.

The quantities of machines and equipment that will be required for construction activities were

taken into consideration as sources of noise emissions. All of the construction sub-stages were assumed to

be held at the same time in a specific construction corridor around main motorway axis and they are

defined as area sources. Besides, quarries, concrete plants and asphalt plants were also integrated to the

noise model as separate area sources. All noise sources for the construction are defined as area noise

sources and machine and equipment are considered as distributed noise sources over defined areas.

Phases off the construction are earthworks, structural works, paving and finishing works. In the

worst case scenario, all the phases of the construction takes place at the time but in different locations.

For quarries and material borrow pits; area sources of 60 dBA/m2, asphalt Plants 70 dBA/m2, batch

plants and crushers are assigned to be 75 dBA/m2 and crushers are 75 dBA/m.


Page 20 / 73

Construction Noise Maps 5.1.2

For all of the noise sources, noise levels were calculated and entered into model respectively.

General noise map of construction activities is given in following figures.


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Figure 5-1 Lday Construction Noise Maps

Table 5-5 Construction Noise Levels at Receivers

Receiver Ld (dBA) Receiver Ld (dBA) Receiver Ld (dBA) Receiver Ld (dBA)

R01 50,9 R19 53,0 R37 60,6 R55 68,4

R02 62,8 R20 53,5 R38 57,4 R56 61,6

R03 51,7 R21 72,4 R39 59,0 R57 61,5

R04 62,3 R22 56,8 R40 56,4 R58 62,3

R05 56,4 R23 70,9 R41 65,9 R59 66,9

R06 53,7 R24 69,7 R42 61,9 R60 51,8

R07 54,8 R25 71,4 R43 51,8 R61 56,2

R08 52,9 R26 72,7 R44 52,6 R62 57,5

R09 63,5 R27 71,6 R45 55,2 R63 53,2

R10 57,2 R28 73,1 R46 56,7 R64 47,6

R11 71,5 R29 59,9 R47 71,3 R65 59,5

R12 59,9 R30 73,1 R48 55,9 R66 56,0

R13 57,0 R31 66,1 R49 52,6 R67 60,1

R14 51,1 R32 65,2 R50 62,6 R68 57,8

R15 56,2 R33 61,6 R51 72,7 R69 63,4

R16 52,3 R34 62,2 R52 66,0 R70 54,5

R17 57,9 R35 63,7 R53 70,5 R71 62,2

R18 54,9 R36 72,3 R54 72,1


Page 28 / 73

Construction Vibration 5.1.3

Vibration during the construction stage is mainly from two main sources. One of them is

blasting activities held in quarries and second is construction vibration due to machine and

equipment which is used in main motorway construction.

The details for the operation of quarries and borrow pits, i.e on site specific exploitation

program or location were not available. Therefore, vibration from blasting activity was calculated

for two scenarios for every facility where blasting activity is held.

One scenario assumes that blasting is happening at the closest point to the residential areas

in the boundary polygon of facility. Second scenario as assumes that blasting is happening at the

mean distance inside the boundary polygon of facility. This strategy was developed because the

area of the facilities which includes blasting activities is very large and it cannot be precisely

known where the specific blasting point is.

With given blasting design it is estimated that the closest safe distance for blasting

activities is 185 meters. Any blasting activity will be dangerous and has impact closer than this

distance to the receiving bodies.

All of the receiving bodies are counted as Category III according to FTA document which is

non-engineered timber and masonry buildings.


Page 29 / 73

Table 5-6. Blasting Calculations at Quarry Areas

Facility Information Receptor

Minimum Distance Receptor

Average Distance Assessment Min

Distance Assessment

Ave. Distance Limits

Facility Explosive amount in single hole (kg)

Receptor Distance Min

(m)

Receptor Distance

Average (m)

Vibration FTA Limits

FTA Limits

FTA Categories 3

PPV (mm/s)

Makresane Quarry 50 500 750 2.0 0.4 1.0 1.1 0.2 0.5 Suitable Suitable 5.08

Citluk Quarry 50 40 300 116.1 23.2 58.1 4.6 0.9 2.3 Impact Suitable 5.08

Vrnjci Quarry 1 50 20 250 352.0 70.4 176.0 6.2 1.2 3.1 Impact Suitable 5.08

Vrnjci Quarry 2 50 580 800 1.6 0.3 0.8 1.0 0.2 0.5 Suitable Suitable 5.08

Sumarice Quarry 50 10 300 1066.9 213.4 533.5 4.6 0.9 2.3 Impact Suitable 5.08


This report shall not be reproduced other than in full except with the permission of the laboratory. This report can not be used in works related to the Environmental Legislations. Testing reports without signature and seal are not valid. Test results are only related with process condition during the measurement.

Page 30 / 73

For main motorway construction vibration calculations, it was identified that the process

which produces most vibration is “Surface Filling”. Calculations were held according to the

information and reference vibration levels gathered from FTA document. Reference vibration

levels for specific equipment for “Surface Filling” activities are given in Table 5-7.

Table 5-7 Reference Vibration Levels for Machine and Equipment

Surface Filling Reference Vibration (inch/sec) @25 feet

Finisher 0,089

Double Metal Banded

Cylınder (10.5 TONS)

0,21

24 tons Adjustable Tıre Pressure Cylınder 0,21

Double Steel Banded Cylınder (3 TONS) 0,21

CAT 955 Loader 0,089

Asphalt Sweeper 0,076

Compactor 0,21

Street Sweeper 0,89

Critical distance was calculated as 35 meters for main motorway construction vibration

calculations. As can be seen from Figure 5-2, any motorway construction activity closer than 35

meters to the receiving bodies will have impact and will be dangerous. Again, for main motorway

construction vibration calculations buildings are counted as Category III according to FTA

document.

Figure 5-2 Vibration Critical Distance for Main Motorway Construction Activities



Page 31 / 73

5.2 OPERATION NOISE AND VIBRATION

The noise model has been developed using the commercial noise modeling software

CadnaA from Datakustik.

The information on ground topography is important to be included in the noise model,

since sound propagation is strongly affected by the terrain levels as obstacles. To develop the

noise model of the Project, a narrow corridor (approximately 2500 meters at both sides of the

motorway summing up as 5000 meters) of the ground topography data was obtained from

Digital Elevation Model Dataset from NASA, Reverb Earth Science Discovery tool as shown in

Figure 5-3 below.

Figure 5-3 Terrain Levels Over Project Area (NASA’s USGS dataset)

The noise levels calculations of vehicle traffic will be cumulated on the motorway after

opening is carried out according to Cnossos road noise calculation method which is the

recommended method by Eu. noise directive.

Another important parameter for the noise model is the ground absorption (G). Ground

absorption varies between 0 to 1 for hard - reflective surfaces and soft - absorptive surfaces,

respectively. When calculating the noise propagation, G was assumed to be 0,9 for land area and

0 for sea. Throughout the project area surroundings of the main axis of motorway are unoccupied

rural lands at most. Regard from exceptions of this situation G is assumed to be 0,9.



Page 32 / 73

Operation Noise Sources 5.2.1

Noise sources during operation stage of the project is mainly road traffic will be cumulated

throughout the road axis.

Road traffic data gathered from customer is integrated to the noise model. Below Table 5-8

shows the traffic information used in noise modeling.

Table 5-8 Road Traffic Data

Section Year PC BUS LFV+MFV HFV+TT Total

Pojate - Ćićevac 2023 4664 49 266 706 5686

2043 7773 69 413 1124 9380

Ćićevac - Kruševac east 2023 6001 224 449 1031 7706

2043 10002 316 697 1644 12658

Kruševac east - Kruševac west 2023 3853 0 315 899 5067

2043 6420 1 489 1434 8344

Kruševac west - Koševi 2023 3570 0 383 566 4520

2043 5957 0 593 904 7455

Koševi - Velika Drenova 2015 9477 176 328 511 10493

2035 19704 280 640 1008 21631

Velika Drenova - Trstenik 2015 7774 134 301 508 8716

2035 16292 214 596 1001 18103

Trstenik - Vrnjačka Banja 2015 7749 123 306 528 8705

2035 16238 196 605 1040 18080

Vrnjačka Banja - Ratina 2015 7798 162 322 557 8839

2035 16342 259 638 1098 18336

Ratina - Kamidžora 2015 8141 122 276 482 9021

2035 17061 194 546 938 18739

Kamidžora - Adrani 2015 4380 143 255 519 5298

2035 9158 225 498 1019 10899

Adrani - Mrčajevci 2023 5193 118 387 982 6680

2042 8526 165 595 1542 10828

Mrčajevci - Preljina 2023 8682 181 630 1266 10759

2042 14895 252 969 1988 18104

Preljina - Preljina AP 2023 11623 233 625 1402 13883

2042 19081 324 962 2202 22569



Page 33 / 73

From given road traffic estimations, most relevant vehicle counts are integrated into the

relevant sections at noise model.

According to shared information from client, speed of the light vehicles is taken as 130 km/h

whereas the speed is taken as 80 km/h for heavy vehicles.

Since there exists no information about road surface, surface material is chosen as standard

reference asphalt.

Operation Noise Maps 5.2.2

For road sections, noise levels were calculated and entered into model respectively.

General noise map of operation activities is given in following figures.



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Figure 5-4 Lday Operation Noise Maps



Page 41 / 73

Table 5-9 Operation Noise Levels at Receivers

Receiver Ld (dBA) Ln (dBA) Receiver Ld (dBA) Ln (dBA) Receiver Ld (dBA) Ln (dBA) Receiver Ld (dBA) Ln (dBA)

R01 45,9 42,1 R19 45,9 43,0 R37 53,6 50,2 R55 60,4 55,2

R02 57,6 52,3 R20 45,4 42,3 R38 52,0 47,5 R56 56,2 52,1

R03 45,8 42,8 R21 73,2 67,4 R39 55,4 50,3 R57 56,7 52,2

R04 56,8 52,0 R22 52,9 47,9 R40 43,8 40,3 R58 59,2 53,9

R05 50,1 46,6 R23 68,5 62,8 R41 60,0 55,1 R59 60,6 55,4

R06 48,3 45,1 R24 59,7 54,7 R42 57,1 52,5 R60 45,5 42,0

R07 49,2 45,1 R25 78,2 72,4 R43 45,6 41,9 R61 40,8 37,9

R08 45,5 41,2 R26 67,6 61,8 R44 46,3 43,0 R62 53,2 48,0

R09 58,0 52,6 R27 66,9 61,1 R45 51,2 46,6 R63 48,8 45,2

R10 50,1 45,0 R28 65,5 59,7 R46 51,5 48,4 R64 37,2 32,8

R11 62,5 56,7 R29 55,9 51,0 R47 68,1 62,4 R65 54,2 50,8

R12 55,9 51,5 R30 63,6 58,0 R48 50,6 47,2 R66 46,8 41,2

R13 53,3 48,5 R31 53,1 48,6 R49 46,5 43,5 R67 52,7 49,2

R14 45,3 41,8 R32 68,2 62,4 R50 57,0 52,4 R68 52,9 49,0

R15 49,9 46,8 R33 54,8 51,1 R51 64,7 58,9 R69 58,1 52,9

R16 49,4 46,4 R34 54,1 50,4 R52 53,0 49,3 R70 44,8 39,2

R17 51,6 47,7 R35 60,7 55,4 R53 62,0 56,5 R71 45,8 42,1

R18 45,9 42,3 R36 63,0 57,5 R54 65,5 59,7

Operation Vibration 5.2.3

Ground-borne vibrations due to irregularities on the road, especially generated by heavy

vehicles on the flowing traffic, may have an impact on receivers close to the main road axis.

An empirical equation developed by R. Watts and V.V. Krylov. used to predict the PPV in

mm/s at a building foundations due to heavy vehicles passing over a road surface defects

𝑃𝑃𝑉𝑚𝑎𝑥 = 0.028. 𝑎.𝜐

48𝑡. 𝑝. (

𝑟

6)𝑥

Where;

- a : maximum height or depth of the road surface defect in mm, - ν : maximum expected speed of heavy vehicle in km/h - p : the wheel index, which is over 0.75 for heavy vehicles when one wheel crosses a

damaged spot, or 1 in other cases - t: the coefficient of soil supporting a roadway structure - r : the distance between the measuring point and the moving vehicle - x: power coefficient



Page 42 / 73

Table 5-10 Ground scaling factors and power coefficients for different soils (Watts and Krylov, 2000)

Ground type Ground scaling factor (g) Power coefficient for attenuation (x)

Alluvium 4.40 -0.79

Peat 2.39 -1.19

London clay 1.93 -1.06

Sand/gravel 0.58 -0.74

Boulder clay 0.27 -0.93

Chalk rock 0.06 -1.08

Source: G.R. Watts, V.V. Krylov. Ground-borne vibration generated by vehicles crossing road humps and speed control cushions. Applied Acoustics 59 (2000) 221-236

Calculations conducted for a heavy vehicle having 80 km/h and 50 mm of maximum road

defect, and two wheels crosses the damaged spot. Since softer ground types are not suitable for

construction of founded structures, both London clay and sand/gravel arrangements considered

in the calculations.

Results of the calculations based on these parameters, are presented in the.

Figure 5-5. Operational Vibration - PPV vs Distance

0

1

2

3

4

5

6

5

15

25

35

45

55

65

75

85

95

10

5

11

5

12

5

13

5

14

5

15

5

16

5

17

5

18

5

19

5

20

5

21

5

22

5

23

5

24

5

PP

V (

mm

/s)

Distance (m)

0.14 mm/s

Sand / Gravel

London Clay

0.3 mm/s

1 mm/s

10 mm/s



Page 43 / 73

In case of London clay ground type, traffic-induced ground borne vibration is expected to become

imperceptible at 80 meters from the carriageway which is below 0.3 mm/s as indicated in BS 5228-2.

Vibration levels over 1 mm/s are expected to occur in the areas closer than 25 m to the carriageway.

In the areas with sand/gravel vibration levels exceeding 1 mm/s at a distance of 10 m to the road and

it is expected to decrease to 0.3 mm/s at 45 m from the carriageway.

Table 5-11 Impact Assessment for Operational Vibration

Receiver Distance (m) PPV (mm/s) Impact Significance

Sand/Gravel London Clay Sand/Gravel London Clay

R1 380 0.06 0.06 No Impact No Impact

R2 110 0.16 0.21 Negligible Negligible


R4 130 0.14 0.17 No Impact Negligible







R11 55 0.26 0.43 Negligible Small










R21 20 0.56 1.26 Small Medium


R23 40 0.33 0.60 Small Small

R24 40 0.33 0.60 Small Small

R25 10 0.93 2.62 Small Medium

R26 25 0.47 0.99 Small Small

R27 30 0.41 0.82 Small Small





R32 35 0.37 0.70 Small Small















R47 40 0.33 0.60 Small Small



Page 44 / 73

Receiver Distance (m) PPV (mm/s) Impact Significance

Sand/Gravel London Clay Sand/Gravel London Clay







R54 40 0.33 0.60 Small Small












R66 30 0.41 0.82 Small Small




R70 34 0.37 0.72 Small Small




Page 45 / 73

6. NOISE IMPACT ASSESSMENT

According to defined Impact assessment methodology (except baseline components), all of the

receiver points, final impact significances for both construction and operation phases are calculated and

determined. Final impact significances are presented at below tables for Ldn noise indicators.

After assessment stage for receivers whose final impact magnitude status is found as “Major”

mitigation measures will be briefly designed. For the minor impacted regions social monitoring and for

moderate impacted regions noise monitoring is suggested.

As a brief summary, impact significance results were submitted in Table 6-1 and

Table 6-1 Results Of Impact Assessment for Ldn Noise Indicators, Construction

Impact Magnitude Receiver Count

No Impact 19

Negligible 18

Minor 9

Moderate 10

Major 15

Table 6-2 Results Of Impact Assessment for Ldn Noise Indicators, Operation


No Impact 21

Negligible 15

Minor 9

Moderate 12

Major 14

As a result of the impact assessment, mitigation need for receivers with “Major” impact rise.

Below tables summarizes the details of the noise impact assessment for construction and operation

phases.



Page 46 / 73

Table 6-3 Assessment Ldn, Construction

Location Distance (m) Source Leq Limit Value Limit

Exceedance

Magnitude Of Impact Responsivity

Impact Significance

Scale Of Impact Extent Impact Mag Importance Sensitivity Responsivity

Ld (dBA) Ld (dBA)

R1 380 50,9 55 0,0 No Impact Site No Impact Medium Medium Medium No Impact

R2 110 62,8 55 7,8 M Single N Low Low Low Negligible


R4 130 62,3 55 7,3 M Site M Medium Medium Medium Moderate

R5 375 56,4 55 1,4 N Site N Medium Medium Medium Negligible






R11 55 71,5 55 16,5 L Site L Medium Medium Medium Major

R12 175 59,9 55 4,9 S Site S Medium Medium Medium Minor

R13 300 57 55 2,0 N Site N Medium Medium Medium Negligible






R19 570 53 55 0,0 No Impact Site No Impact Medium Medium Medium No Impact





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Exceedance


Impact Significance


Ld (dBA) Ld (dBA)












R33 140 61,6 55 6,6 M Single N Medium Medium Medium Negligible



R36 60 72,3 55 17,3 L Single S Medium Medium Medium Minor

R37 180 60,6 55 5,6 M Single N Low Medium Low Negligible


R39 230 59 55 4,0 S Site S Medium Medium Medium Minor








Page 48 / 73


Exceedance


Impact Significance


Ld (dBA) Ld (dBA)

R45 390 55,2 55 0,2 No Impact Single No Impact Medium Medium Medium No Impact

R46 320 56,7 55 1,7 N Single N Medium Medium Medium Negligible



R49 580 52,6 55 0,0 No Impact Single No Impact Medium Medium Medium No Impact



R52 260 66 55 11,0 L Single S Medium Medium Medium Minor














R66 30 56 55 1,0 N Site N Medium Medium Medium Negligible




Page 49 / 73


Exceedance


Impact Significance


Ld (dBA) Ld (dBA)







Page 50 / 73

Table 6-4 Assessment Ldn, Operation


Exceedance


Impact Significance Scale Of Impact Extent Impact Mag Importance Sensitivity Responsivity

Ld (dBA) Ln (dBA) Ld (dBA) Ln (dBA)

R1 380 45,9 42,1 55 45 0,0 No Impact Site No Impact Medium Medium Medium No Impact

R2 110 57,6 52,3 55 45 7,3 M Single N Low Low Low Negligible


R4 130 56,8 52 55 45 7,0 M Site M Medium Medium Medium Moderate

R5 375 50,1 46,6 55 45 1,6 N Site N Medium Medium Medium Negligible




R9 100 58 52,6 55 45 7,6 M Site M Medium Medium Medium Moderate

R10 390 50,1 45 55 45 0,0 No Impact Site No Impact Medium Medium Medium No Impact

R11 55 62,5 56,7 55 45 11,7 L Site L Medium Medium Medium Major

R12 175 55,9 51,5 55 45 6,5 M Site M Medium Medium Medium Moderate

R13 300 53,3 48,5 55 45 3,5 S Site S Medium Medium Medium Minor












Page 51 / 73


Exceedance










R29 190 55,9 51 55 45 6,0 M Site M Medium Medium Medium Moderate

R30 56 63,6 58 55 45 13,0 L Site L Medium Medium Medium Major



R33 140 54,8 51,1 55 45 6,1 M Single N Medium Medium Medium Negligible



R36 60 63 57,5 55 45 12,5 L Single S Medium Medium Medium Minor

R37 180 53,6 50,2 55 45 5,2 M Single N Low Medium Low Negligible

R38 350 52 47,5 55 45 2,5 N Site N Medium Medium Medium Negligible



R41 90 60 55,1 55 45 10,1 L Site L Medium Medium Medium Major




R45 390 51,2 46,6 55 45 1,6 N Single N Medium Medium Medium Negligible

R46 320 51,5 48,4 55 45 3,4 S Single N Medium Medium Medium Negligible



Page 52 / 73


Exceedance






R49 580 46,5 43,5 55 45 0,0 No Impact Single No Impact Medium Medium Medium No Impact

R50 130 57 52,4 55 45 7,4 M Single N Medium Medium Medium Negligible


R52 260 53 49,3 55 45 4,3 S Single N Medium Medium Medium Negligible

R53 75 62 56,5 55 45 11,5 L Site L Medium Medium Medium Major

R54 40 65,5 59,7 55 45 14,7 L Single S Medium Medium Medium Minor








R62 487 53,2 48 55 45 3,0 S Site S Medium Medium Medium Minor






R68 280 52,9 49 55 45 4,0 S Site S Medium Medium Medium Minor

R69 160 58,1 52,9 55 45 7,9 M Single N Medium Medium Medium Negligible




Page 53 / 73


Exceedance







Page 54 / 73

7. MITIGATION MEASURES AND RESIDUAL IMPACTS

7.1 CONSTRUCTION MITIGATION MEASURES

Construction mitigation measures may be divided into two sub segments. First one is the

administrative control and second one is source control or physical mitigation.

Some examples of administrative noise control can be;

Control of working hours,

Control of delivery areas and times,

Control of noise via monitoring and legal specification and limits,

Many of the activities which generate noise can be mitigated to some degree by careful operation of machinery and use of tools.

Management of loading / unloading activities

Management of active working distance to residential buildings.

Noise control at source locations

Noise emissions limits for equipment brought to site.

Method of directly controlling noise e.g. by retrofitting controls to plant and machinery.

Implementation of mobile noise barriers / screens

indirect method of controlling noise e.g. benefits and practicality of using alternative construction methodology to achieve the objective e.g. vibratory piling techniques or hydrodemolition as opposed to more conventional but noisier techniques; selection of quieter tools/machines; application of quieter processes.

When mitigation need for the receivers examined, those receivers located closer than 80 meters to

the construction site will experience a major impact. On the other hand, receivers up to 160 meters to may

experience moderate impacts.

For the construction activities close to the locations whose impact significance are major and

moderate; both noise control and administrative noise control strategies needed to be implemented

depending on the conditions of the site and receiver locations. It is strongly recommended to monitor the

noise and vibrations levels on these sensitive locations.



Page 55 / 73

Table 7-1 Mitigation Need for Construction Phase

Location Distance to

Road m Source Leq

Ld (dBA) Cumulative

Level Ld (dBA) Limit Value

Ld (dBA)

WHO Limit Exc. Max

Impact Significance

Source of Limit Exc.

R4 130 62,3 62,3 55 7,3 Moderate Road Const.


R11 55 71,5 71,5 55 16,5 Major Road Const.




R25 10 71,4 71,4 55 16,4 Major Barrow Area &

Road Cons.


R27 30 71,6 71,6 55 16,6 Major Batch Planti

Barrow Area & Road Cons.








Road Cons



Road Cons


Road Cons


Road Cons




R67 90 60,1 60,1 55 5,1 Moderate Asphalt Plant

R71 461 62,2 62,2 55 7,2 Moderate Batch Plant Makrsane



Page 56 / 73

7.2 OPERATION MITIGATION MEASURES

The following possible mitigation measures may be considered during operation phase of the

project;

Noise barriers

Noise Berms

Vegetation

Stone Mastic Asphalt Surface (SMA) Application (approximately 4dBA noise reduction)

Noise barriers are engineered structures that lower the noise exposure at determined receiver

locations. However; it is not reasonable to build noise barriers at every situation.

Rather than reducing the noise exposure, physical characteristics of noise barriers are also needed to

be considered such as; static and wind loads.

Optimized height of the noise barriers should not be exceeding 4 meters in order to maintain

effectiveness of sound reduction and practicality of construction.

For maintaining effectiveness of the barrier structures following aspects should be considered;

Distance between receiver locations and barrier structures

Terrain levels of the road axis and receiver locations

Height of the receiver location and road axis

Social acceptance of barrier structures (because of wall like structure of the noise barriers some

residents living just behind those structures may refuse noise barriers to be built)

Noise berms are more efficient than noise barriers in many cases in terms of applicability. However;

for application of berms available space, terrain levels and availability of the berm material are limiting

aspects.

Vegetation is an option for noise reduction and social acceptance. Even though vegetation has no

proved sufficient effect for noise reduction surely it has affirmative psychological effects on residents.

Since alignment information around road axis is missing in this project it is nearly impossible to

determine which mitigation measure suits the best for specific receivers.

Applicability and effectiveness of noise barriers and noise berm structures and vegetation

applications strongly depend on the terrain structure between noise source and receiver.

Because of explained situation noise barrier structures are assumed to be suitable for every major

impacted case and designed accordingly.

Noise reduction gained by barrier structures also strongly depends on the terrain levels. Since this

project lacks some terrain data, it is impossible to know certain amount of reduction will be gained by

barrier structure, thus; a standard noise reduction is assumed as 10 dB for every barrier structure. As

explained in the calculation of attenuation terms chapter of the “ISO 9613-2:1996 Acoustics — Attenuation of

sound during propagation outdoors — Part 2: General method of calculation” document, noise reduction

according to single cantilevered barrier structures should not be calculated more than 20 dB. Because of

the lack of information in this project an average value of 10 dB reduction is assumed. The summary

information about receivers needed to be mitigated is presented in Table 7-2 and change by mitigation

information is summarized in Table 7-2.



Page 57 / 73

Table 7-2 Mitigation Need for Operation Phase

Location Distance

(m)

WHO Limit Exc. Max

Impact Signi.

Decision Mitigation

R11 55 11,7 Major Precaution Implementation Noise Barrier














For receivers which detected to need mitigation measures, noise levels after applied mitigation and

impact significances are shown in Table 7-3.

Table 7-3 Noise Levels and Impact Significance at Receivers after Mitigation for Operation Phase

Location Distance

(m)

Noise Level After Mitigation Lday,

dBA

Noise Level After Mitigation

Lnight, dBA

WHO Limit Exc. Max

Impact Signi.

R11 55 52,5 46,7 1,7 Negligible

R21 20 63,2 57,4 12,4 Major

R23 40 58,5 52,8 7,8 Moderate

R25 10 68,2 62,4 17,4 Major

R26 25 57,6 51,8 6,8 Moderate

R27 30 56,9 51,1 6,1 Moderate

R28 60 55,5 49,7 4,7 Minor

R30 56 53,6 48,0 3,0 Minor

R32 35 58,2 52,4 7,4 Moderate

R35 120 50,7 45,4 0,4 No Impact

R41 90 50,0 45,1 0,1 No Impact

R47 40 58,1 52,4 7,4 Moderate

R51 50 54,7 48,9 3,9 Minor

R53 75 52,0 46,5 1,5 Negligible



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For receivers listed in Table 7-2 mitigation measures designed. For all of the receivers whose final

impact significances are “Major” noise barriers are drawn and shown in the following images. (noise

barriers are denoted as orange lines)



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Figure 7-1 Satellite Images of Noise Barrier Structures

Information about geometries of the barrier structures are given in the following table.



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Table 7-4 Geometrical Info About Suggested Noise Barriers

Barrier No Barrier KM Barrier Side Relevant Receivers Lenght Height

1 25-26 LHS 11 1381 3

2 50-51 RHS 21 845 3

3 51-52 RHS 23 796 3

4 54 RHS 25 285 3

5 53-55 LHS 25-65 1055 3

6 55-59 LHS 26-27 4101 3

7 58-59 RHS 27 926 3

8 59-61 LHS 28 1557 3

9 63 LHS 30 724 3

10 68-69 RHS 32 1080 3

11 74 LHS 35 796 3

12 80 LHS 41 1221 3

13 86-88 RHS 47 2077 3

14 96-98 RHS 51 2029 3

15 104-107 RHS 53 2426 3

*LHS=Left Hand Side

*RHS=Right Hand Side

Final impact significances of the “Major” impacted receivers after mitigation is given in the following

Table 7-5.

Table 7-5 Situation of the “Major” Impacted Receivers After Mitigation

Location Distance Final Impact Siginficance Before

Mitigation Final Impact Siginficance After

Mitigation

(m)

R11 55 Major Negligible

R21 20 Major Major

R23 40 Major Moderate

R25 10 Major Major



R28 60 Major Minor

R30 56 Major Minor


R35 120 Major No Impact

R41 90 Major No Impact


R51 50 Major Minor

R53 75 Major Negligible

Final impact significance counts of the receivers after mitigation is given in the following Table 7-6.



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Table 7-6 Final Impact Significance Counts for Receivers


No Impact 23

Negligible 17

Minor 12

Moderate 17

Major 2

As can be seen from chart above “Major” impact significances are lowered from 14 to 2.

Social Monitoring

Social monitoring means that possible complaints from the local people around receivers affected

minor should be followed and if necessary possible solutions may be produced.

Noise Monitoring

For receiver locations whose final impact significance is resulted as moderate, noise monitoring

processes should be implemented. This noise monitoring studies; should either be periodic or continuous.

For continuous monitoring systems, implementation of steady online noise monitoring devices is

suggested.

For periodic noise monitoring studies twice a year or three times a year should be the frequency of

the noise monitoring studies.

During noise monitoring studies both for periodic and continuous rules defined about environmental noise monitoring studies in ISO 1996-2 international standard should be followed.

After noise monitoring studies; If noise monitoring results are over the limiting values, major noise impact procedures need to be implemented which are noise berms and barriers.



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7.3 RESIDUAL IMPACTS

Construction Residual Impacts 7.3.1

Since construction activities will end in a specific time period no residual noise impacts are expected

from construction activities.

Operation Residual Impacts 7.3.2

Noise modelling results suggest that; after application of the given noise barrier structures

“Moderate” and “Major” effected receivers decreased significantly. Below Table 7-7 summarizes final

impact significances of the critical receivers.

Table 7-7 Impact Significances of Critical Receivers After Mitigation

Location Distance

Final Impact Siginficance After Mitigation

(m)

R11 55 Negligible

R21 20 Major

R23 40 Moderate

R25 10 Major

R26 25 Moderate

R27 30 Moderate

R28 60 Minor

R30 56 Minor

R32 35 Moderate

R35 120 No Impact

R41 90 No Impact

R47 40 Moderate

R51 50 Minor

R53 75 Negligible

As can be seen from upper chart it is clear that even after application of the noise barriers, some of

the critical receivers still have “Moderate” and “Major” effects.

For the “Moderate” affected receivers after mitigation, noise monitoring procedures explained in

“Operation Mitigation Measures” should be followed.

Two “Major” affected receivers after mitigation measures can be denoted as the residual impact of

this project. Even after applying mitigation measures those receivers still seem to have “Major” final impact

significances. Receivers; R21 and R25 are shown in detail with satellite views in below images.



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Figure 7-2 Receivers with Residual Major Impact Significance

It can be said that, residents located around these receiver locations will still be affected by “Major”

noise effects even after mitigation measures.



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As explained several times effectiveness of noise barrier structure strongly depends on terrain levels

and road embankment structures. Thus; it could be said that impact significances detected in this project

for operation and after mitigation cases may not be certain.

Hypothetically speaking, for Receiver 21 and 25 final impact significances are still evaluated as

“Major” after mitigation measures proposed. In this case, more advanced engineering structures for this

receiver regions may be proposed and applied such as tunnel like noise obstacle structures. These

structures should have adequate length to block noise from side distances from road. These distances

should cover the length of 845 meters for R21 and 1055 meters for R25 as denoted in Table 7-4.

Below figure demonstrate examples for more engineered noise mitigation structures.

Figure 7-3 Tunnel Like Noise Barrier Structure



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8. FUNDAMENTAL LIMITATIONS & CONCLUSIONS

- No alignment information throughout the road axis is given. Thus, terrain levels around the road axis in noise model are not exact. This problem leads to the uncertainty problems about digital terrain model. Since no terrain level information or alignment information is not yet available, terrain levels are gathered from NASA’s USGS database. In terms of road axis alignment, it is assumed to be exactly same with the terrain levels from USGS. Hence, no probable terrain variations may be sourced from cut sections and embankments are included to the noise model. Furthermore; engineering structures such as bridges, underpasses, overpasses are missing also.

- According to procedures defined in IFC noise chapter; at critical receiver positions, 48 hours long noise monitoring measurements along with the meteorological analysis have to be conducted. Furthermore; extraneous noise and uncertainty analysis have to be held in line with the international standard for environmental noise measurements ISO 1996-2. These information are missing completely; therefore, with proper analysis final impact significances at receivers and mitigation measures may vary from presented in this report.

- Because of the fact that; proper baseline noise measurement data is missing, instead of calculating

cumulative noise and relevant specific limiting values for each receiver constant limiting values used as Lday=55dBA and Lnight=45dBA for impact analysis, as both denoted in WHO’s guidelines and local legislation in Republic of Serbia.

- In many parts of the project, road axis passing extremely close to the residential agglomerations.

Land acquisition details are not known at this stage of the project. Therefore, receiver locations and distances to the noise sources may change with land acquisition details.

- This modelling effort and impact assessment processes may give brief ideas about severe impact

zones. As a general understanding of the noise impacts sourced from the roadway, this project gives adequate information about noise impacts, however; for decision making processes and finalization these procedures should reassessed.

- To sum up; because of the limitations explained, following acquiring of missing data, noise

modelling, impact assessment and mitigation decision procedures need to be reassessed, in order to get relevant, correct and engineering wise useful measures and results.

APPENDIX - 9 Acoustic Report

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Transcript of APPENDIX - 9 Acoustic Report