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9.2.2 PREDICTED NOISE ENVIRONMENT N7 Naas Road Widening & Interchanges Scheme The road traffic noise level was predicted at 14 locations along the realigned N7 and associated local link roads. The HMSO “Calculation of Road Traffic Noise”, 1988, (CRTN), may be used to predict noise levels at distances from 4 to 300 metres from the carriageway. There are two major parts in the calculation of road traffic noise. One part is the calculation of the ‘basic L10 levels’, defined as the noise level at a reference point 10 metres from the nearside carriageway. The basic L10 level is based on the traffic flow, the traffic speed, % Heavy Commercial Vehicle and the road gradient. The basic noise level is corrected as appropriate for the effects of distance from the road, nature of the ground surface, intervening obstructions, etc. The traffic values used are those predicted for the design year 2020 with a 16% heavy commercial vehicle (HCV) content. The predicted noise levels are given in Table 9.2.2. 9.2.3 VIBRATION As a vehicle moves along vibrations are generated in the road and in adjacent buildings by the interaction of the wheels and the road surface and by direct acoustic transmission through the air. The vehicle movement generates waves in the road, which are transmitted through the ground to adjacent buildings. The acoustic transmission of waves arises from the size, shape and speed of the vehicle and from pressure fluctuations due to engine, exhaust and other noises generated by the vehicle. These waves enter a building via the windows, etc. The waves transmitted through the air are known to produce movements of windows and doors. However, these movements are normally not great enough to cause structural damage. The waves may create disturbance by rattling windows and doors and the effect will be more noticeable in buildings situated close to roads. It has been found that ground vibrations produced by road traffic are unlikely to cause perceptible structural vibrations in buildings located near to well-maintained and smooth road surfaces. The problem can largely be avoided by maintenance of the road surface. Ground vibration measurements made 3 metres from the road edge of existing primary routes with relatively poor road surfaces have typical maximum peak particle velocities as shown in Table 9.2.3: Environmental Impact Statement 115 June 2001 Volume 2
N7 Naas Road Widening & Interchanges Scheme Environmental Impact Statement 116 June 2001 Volume 2 AMBIENT VIBRATION LEVELS DUE TO PASSING TRUCKS Location Peak Particle Velocity, mm/s Radial Vertical Transverse 3 metres from carriageway 0.3 0.9 0.2 TABLE 9.2.3 The ground vibration from the operation of the new road would be expected to be orders of magnitude less than that required to cause disturbance (about 1 mm/s) or structural damage (> 8 mm/s). The vibration will be less than that caused by the surfaces of the existing roads. 9.2.3 RECOMMENDATIONS Amelioration measures in the form of walls are recommended at locations NV1, NV3, NV4, NV5, NV10, NV11 and NV12. The critical aspect of a barrier is its height above the road and distance from the road. The exact specification of barrier type will depend on the accommodation works, which will be agreed with each respective affected landowner. 9.2.4 CONCLUSIONS The construction and use of the road is principally expected to realign the noise emission location. At residences where the realigned road is nearer than the existing road the noise will increase, and there will be a decrease in noise levels where the realigned road is further away. The traffic on the new local link roads will increase the noise levels in Johnstown and Kill. Noise levels will increase along the route with the do-nothing situation. Ameliorative measures in the form of walls will negate the increases due to the scheme.
Page 1 and 2: Morell River Castlewarden North Sla
Page 3 and 4: 9.1 TRAFFIC N7 Naas Road Widening &
Page 5 and 6: Journey Time Route 1. M7-Dublin Co.
Page 7 and 8: Type of Accidents No. of Link Accid
Page 9 and 10: N7 Naas Road Widening & Interchange
Page 11: The following parameters were measu
Page 15 and 16: 9.3 AIR QUALITY N7 Naas Road Wideni
Page 35 and 36: CPO Reference N7 Naas Road Widening
Page 39 and 40: Environmental Impact Statement Volu
Page 41 and 42: 9.8 BLOODSTOCK N7 Naas Road Widenin
Page 43 and 44: 9.8.1.9 Naas Race Course PLC N7 Naa
Page 45: 9.9.1.4 Scheme Section 4 N7 Naas Ro
Page 48 and 49: 9.10 FLORA AND FAUNA N7 Naas Road W
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9.15 AQUATIC ECOLOGY OF RECEIVING W
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N7 Naas Road Widening & Interchange
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9.16 TRAFFIC ROUTE LIGHTING N7 Naas
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9.17 BRIDGES AND STRUCTURES N7 Naas
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9.17.1.2 Recommendation The design
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9.17.6 MINOR ROAD CULVERTS N7 Naas
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9.18.3 NOISE, VIBRATION AND DUST EM
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9.22 INTER-RELATIONSHIPS N7 Naas Ro
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