Road Traffic Noise Management: Code of Practice January 2000 contains the following:
OVERVIEW page iii
Limitations
Due to legislative, economic and technical
constraints, there are a number of areas
where Main Roads will not be able to
implement this Code, including:
• provision of measures for noise
attenuation outside the road reserve
(except where land acquisition occurs,
and such measures for noise attenuation
form part of the acquisition agreement);
and
• financial compensation to affected
members of the community, unless
acquisition of land is involved. (Any
compensation of this nature would then be
in accordance with the Acquisition of Land
Act 1967).
While it would be highly desirable for this
Code of Practice to be fully implemented, its
application will be subject to the individual
funding levels of Main Roads Districts and
their works program.
Guide to Use of the Code of Practice Part C page iv
Departmental Management
Framework
There are three levels of road management
in Australia: Federal, State and Local
Governments. As part of overall road
management, Main Roads manages the
network of State-controlled roads. These
State-controlled roads are of national,
regional or local importance to the
community. This importance is recognised by
the fact that State-controlled roads are
classified as ‘beneficial assets’ in the
Environmental Protection (Noise) Policy
1997. This means that the whole community
views the stewardship of State-controlled
roads as an amenity in terms of traffic/access
management and safety. Despite the concept
of ‘beneficial asset’, Main Roads
acknowledges its obligation to consider the
amenity of affected property owners.
Community amenity may be improved
through appropriate management and
planning of new and existing State-controlled
roads.
Guide to Use of the Code of Practice Part C page vi
District Road Traffic Noise Management Strategy
The District Road Traffic Noise Management Strategy identifies the priorities in the assessment of the impact of road traffic noise on existing roads. The District may choose to cover all roads, or only those roads with high traffic volumes or a high proportion of noise-sensitive sites. The approach provides Districts with a method to manage and plan for road traffic noise both now and in the future.
Section C2 of this Code of Practice specifies the requirements of a District Road Traffic Noise Management Strategy.
B2 page B-1
B2 Limitation on Use of Priorities and Criteria
Road pavement treatments are only
beneficial for noise attenuation when the
average speed of traffic is at least 80 km/h
and free-flowing. Open Graded Asphalt also
has a short life of acoustic effectiveness
compared to other measures.
B3 page B-3
Priority 3: Upgrading Existing Roads
When the L 10 (18 hour) (measured or
predicted) road traffic noise level within the
10 year period following upgrading is
predicted to be:
• 68 dB(A) or greater; and
• an increase of less than 3 dB(A) above
the pre-construction level.
Measures for noise attenuation will be
considered within the road reserve with
the aim of reducing levels to 68 dB(A) or
less.
Part B Priority 4:
Existing Roads - No Roadworks page B-3
When the L 10 (18 hour) (measured or
predicted) road traffic noise level within the
10 year period following assessment is
predicted to be:• 68 dB(A) or greater; and
• an increase of at least 3 dB(A) above
the existing level.Measures for noise attenuation will be
considered within the road reserve with
the aim of reducing levels to 68 dB(A) or
less.Preferential consideration shall be given to
treatment in cases where there is a sudden
increase in traffic volumes, or a high
percentage of heavy vehicles, particularly at
night.
Part C Assessment Page C-11
C3.3 Acoustic EffectivenessThe type of ground surface over which road
traffic noise travels has a substantial effect on
noise attenuation, particularly over large
distances. Areas covered with grass or other
types of ground covers are more absorptive
than hard, paved surfaces or bodies of water,
these tend to reflect noise. Dense plantings
of trees with an understorey of shrubs may
result in a reduction of 3 dB(A) per 30 metres
of width (Harris, 1988).
Environmental Protection (Noise) Policy 1997
Beneficial assets
5.(1) A “beneficial asset” is an airport, approved industrial estate,
navigable waterway, public road or railway.
(2) It is recognised that, although the operation or use of beneficial assets may have significantly adverse effects on the environmental values, they are necessary for the community’s environmental, social and economic wellbeing.
(3) However, it is intended that, so far as practicable, any significantly adverse effects from their use or operation be progressively reduced.(Note: Progressively REDUCED not INCREASED)
Comment by Barry Wilson Webmaster.
"After reading this you could be forgiven for believing that Queensland Main Road Department is under no legal obligation to reduce the noise along the BUC.
One could consider that the present Public Consultation is no more that a Departmental tick the box exercise which will result in a road upgrade along the BUC and result in a large increase of traffic especially heavy traffic servicing the Port Of Brisbane without any noise reduction but an increase of noise 24 hours a day 7 days a week forever".
Solution: Join the Consultation NOW!
Make your voice heard. Tell your state and federal members where you stand. This is best done in Letters to the Editors in a local newspaper. When you are in print, send him a copy along with any bits the local newspaper left out. If the newspaper doesn't print your Letter to the Editor, send your letter to ALL your local politicians anyway.
Webmaster.
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