Business profile
the challenges of bringing forward new rail infrastructure. What this means in practice is ensuring that where technical evidence is relied upon, it has been thoroughly tested to ascertain where the uncertainties are and the extent to which they can be minimised,’ he said.
sound insulation of eligible properties emerged,’ said Parry. In more recent times, rail schemes have developed a framework for assessing noise and vibration. Parry said Thameslink and Crossrail are two good examples of how the noise and vibration impacts of major schemes can be assessed to provide decision-makers with an appropriate level of information. Last year, the National Planning Policy Framework (NPPF) replaced previous planning guidance on noise and planning. However, Parry believes that while the aims of the NPPF are laudable, the framework itself is ‘short on substance or technical guidance relating to noise and vibration’.
The principal aims of the NPPF are: • avoid noise from giving rise to significant adverse impacts on health and quality of life as a result of new development
• mitigate and reduce to a minimum other adverse impacts on health and quality of life arising from noise from new development, including through the use of conditions
• recognise that development will often create some noise and existing businesses wanting to develop in continuance of their business should not have unreasonable restrictions put on them because of changes in nearby land uses since they were established
• identify and protect areas of tranquillity which have remained relatively undisturbed by noise and
are prized for their recreational and amenity value for this reason.
The challenge Accordingly, all new railway schemes need to ensure that the effects and impacts of the project are fully taken into account and have regard to the above aims.
The challenge for new railway schemes is ensuring that the noise and vibration impacts, for both the operational and construction phases, are appropriately taken into account. New railways such as HS2 bring new challenges with respect to noise and vibration. According to Parry, existing UK prediction methodology cannot model the noise effects of high speed train sounds – that is the operational sounds such as rail-wheel and engine noise, as well as aerodynamic and pantograph noise. ‘Noise modelling techniques adopted in other countries may need to be fitted into the CRN prediction methodology,’ said Parry. ‘Although local stakeholders will need to be convinced that any predictions are an accurate reflection of the level of noise which will eventually be experienced,’ he stressed. Parry, who sat on the Mitchell committee and also gave evidence in the House of Lords, believes the only way to properly inform stakeholders and decision makers is to be robust with the assessment methods employed. ‘ACCON’s personnel have worked on a large number of rail schemes and fully understand
Vibration impacts Vibration is an altogether more difficult problem than noise, especially when it occurs from tunnels. Although a number of individuals and companies have developed vibration prediction methodologies, they are not approved within a Technical Memorandum and rely on validation work by the developers of the modelling methodologies. A great deal of effort invariably goes into the design of the operational railway in tunnels – with floating slab track for example, however, the construction tunnel railway is often a narrow gauge rail system bolted onto the tunnel segments with a limited amount of vibration isolation beneath the sleepers. Depending on the lengths of tunnel being constructed, people living above the construction tunnel may well perceive the effects for more than a year. To them, that will not appear to be very temporary in nature.
Invariably, consultants will assist developers and contractors in characterising the noise and vibration impacts of the operation and construction of railways. However stakeholders - the public, local authorities, interest groups and NGOs - will need to be convinced that the consultants are entirely professional in their approach to a specific project and using the best science available. Parry said: ‘It is important to understand that society is far better informed about noise and vibration impacts these days through the use of the internet, than was the case when HS1 was originally being promoted. It is therefore important to manage their expectations with respect to appropriate noise and vibration information and to never underestimate their ability to understand and recognise any ambiguities in the arguments being promoted.’ •
Tel: 0118 971 0000
www.accon-uk.com
September 2013 Page 159
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