Highways Agency

• 1. Introduction
• 2. Existing Conditions
• 3. Scheme Proposals
• 4. Engineering Assessment
• 5. Environmental Assessment - 1
• 5. Environmental Assessment - 2
• 5. Environmental Assessment - 3
• 5. Environmental Assessment -4
• 5. Environmental Assessment - 5
• 5. Environmental Assessment - 6
• 5. Environmental Assessment -7
• 5. Environmental Assessment -8
• 5. Environmental Assessment -9
• 5. Environmental Assessment -10
• 5. Environmental Assessment -11
• 5. Environmental Assessment -12
• 5. Environmental Assessment -13
• 5. Environmental Assessment -14
• 5. Environmental Assessment -15
• 5. Environmental Assessment -16
• 5. Environmental Assessment -17
• 5. Environmental Assessment -18
• 5. Environmental Assessment -19
• 6. Traffic and Economic Assessment

5. Environmental Assessment - 5

5.5 Traffic Noise and Vibration

5.5.1 Introduction and Method of Assessment

NOISE

Noise annoyance is defined by the World Health Organisation as 'a feeling ofdispleasure evoked by noise' and mainly effects people when they are in theirhomes or when they are in the streets. Individuals vary considerably in theirsensitivity to traffic noise therefore the relationship between noise exposure andnuisance adopts the concept of an average or community annoyance rating foreach noise level. The rating differs between a sudden and gradual (steady state)increase in noise. The sudden increase giving rise to a greater percentage ofpeople annoyed compared with the same noise increase for steady stateconditions.

A Stage 2 traffic noise and vibration assessment has been undertaken for thealternative options for a new route and widening works for the A14 betweenEllington and Fen Ditton. Preliminary predictions of noise levels have been madefor the options considered in the opening year (2010) Do Minimum, and a futureyear (2025) for the Do Minimum and Do Something scenarios. The effects ofknown development schemes (including that proposed at Northstowe) have beentaken into account. Predictions of noise levels were also made for the year 2003 todetermine changes resulting from committed road surface improvements andeffects of changes in traffic flows and speeds between 2003 and 2010.

DESCRIPTIONS FOR THE MAGNITUDE OF EFFECT

The response of the human hearing system is logarithmic rather than linear inbehaviour, and able to detect a noise level difference of about 1 dB(A) between twosteady sounds, when presented in rapid succession under controlled laboratoryconditions. The smallest change in environmental noise that is generally noticedby an individual over a period of time is about 3 dB(A). A 10 dB(A) changeapproximates to a subjective doubling or halving of loudness.

STUDY AREA

The study area has been split into two levels of detail:

• A fully-modelled area within the broad road corridors;
• An indicative area covering roads where there may be significant changes in traffic flow from existing roads likely to be affected by such changes of 1dB or greater.

TRAFFIC DATA

Existing 2003 traffic flows for the section of the A14 covered by this study are inrange between 15,000 to 25,000 (18-hr AAWT) west of the A1 near Brampton, upto 80,000 between the A1 and M11 and over 100,000 east of the M11 junction. It isknown that traffic congestion can occur frequently causing a speed reduction whichhas been taken into account. It can be shown that there is approximately 1dBreduction for each 10km/h speed reduction from 108 to 48km/h.

The noise assessment has been carried out for the initial options. These assumethe year 2025 traffic forecast option V flows are used for the Orange Route, BlueRoute and combination. Traffic forecast option Y flows are used for the PurpleRoute and Purple + Orange Route. The 'do minimum' 2010 and 2025 flows areused for the situation if the scheme is not built.

This noise assessment also describes the effects of the Enhanced JunctionStrategy (EJS) route options and the Limited Junction Strategy (LJS) optionsexplained later.

METHOD OF ASSESSMENT

At this stage there has not been any consultation with local authorities regardingissues on noise.

CRTN is the methodology used to determine entitlement under the Noise InsulationRegulations 1975 (as amended 1988) and is the accepted method for theprediction of traffic noise in the UK.

To provide information on the existing noise levels in rural areas where it was notreasonably possible to carry out noise calculations, a preliminary noise survey wasundertaken in October 2003 by Atkins. These measurements concentrated onareas where existing levels are low or where local roads may have some effects.

The incremental effect of each option was calculated as outlined in TAG in order toestimate the number of people that are likely to be bothered by increased noise.

• Noise contours were generated along the proposed composite alignments using CTRN;
• Areas exposed to 55dB or more have been identified.

LIMITATIONS

CRTN has been developed from extensive measurement data and validated out todistances up to 300 metres from trafficked roads. However some extrapolation isacceptable for planning purposes.

In the case of this study, extrapolated levels well beyond 300 metres from roadshave been made in order to make the necessary determinations of the extent ofnoise impacts. It has generally been necessary to limit the extent of the study withinareas where noise levels are 55dB or more. Such levels may be found as much as1km from the A14. From limited measurements, some quiet rural areas exist wherelevels may be lower although, there is insufficient data to form a reliable objectivecomparison. However, indications of such quiet areas have been outlined under'Baseline Conditions'. In order to make quantitative determinations with reasonableaccuracy, it would be necessary to have further data at locations where noiselevels are low. It would also be necessary to have more precise and certain data onroad alignments and earth works to determine overall impact with greater accuracy.

In areas of open land that are enjoyed as a general public amenity, the effect ofnoise can be important. Guidance on noise is provided by the World HealthOrganisation (WHO). They have indicated that "daytime outdoor noise levels ofless than 55 dB LAeq (approximately equal to 58dB L_A10, (18 hour)) are desirable toprevent any significant community annoyance" and this has been restated in PPG24 Planning and Noise - Noise exposure Categories: Explanation of Noise levels,paragraph 4, and page 11.

5.5.2 Baseline Conditions

GENERAL

The findings of the noise survey and calculated data has been used as the basisfor comparison. These take into account the present effects of road surfaceconditions, a thin wearing course surface reduces noise by up to 3dB compared toa normal hot-rolled asphalt surface. Where speeds are less than 75km/h noiselevels are 0.5dB lower.

All noise levels are in terms of L_A10 (18 hour).

AREAS ADJACENT TO THE EXISTING ROUTE

A14 between Ellington and A1 near Brampton

The area is open countryside with isolated dwellings situated at some distancefrom these roads. However, noise levels from these are evident in most parts of thearea with levels measured above 50dB except at Brampton Wood. Calculationsconfirm that most of the area of this woodland is below 50dB.

Levels of 60dB or more affect all areas within approximately 250m to 300m of theA14 and A1M but near the junction the combination of the two sources extendsnoise over a wider area than each road on its own. Levels of 55dB or more mayextend as far as 600m from the A14 and 500m of the A1 but more near thejunction.

A1 South of the A14 Interchange

The A1 between the A14 and Buckden Road Interchanges, affects the housingareas on western side of Brampton with levels in the low 60s dB at the nearesthouses that are within 250m and 55dB or more up to 500m and in some places,greater distance near the junction.

A14 between A1 near Brampton and A141 near Stukeley Junctions

The present A14 affects the houses on the north side of Brampton with most above55dB at up to 500m distance. At Hinchingbrooke Country Park, which is partly onground rising from the road, noise levels of 55dB or more are found within 700meach side of the A14 with additional noise from the B1514 thus affecting most ofthe park and the racecourse.

A14 between A141 near Stukeley and A1198 Junctions

On the northern side of the A14, which has a noise reduced surface, there are theextensive housing areas of Stukeley and the southern side of Huntingdon. Noiselevels are 60dB or more within 200 to 250m of the A14 and 55dB or more withinapproximately 400m.

Parts of Hinchingbrooke Hospital are exposed to levels above 55dB. Within theareas to the east of the B1514, those to the north of the B1044 and west of theA1198, there are further areas of housing close to the A14. Noise levels are 60dBor more within 150 to 200m of the A14 and 55dB or more within 300 to 600m andfurther where there are additional contributions of noise from other roads.

A1198 to A1096/B1040 Galley Hill Junctions

The houses on both sides with housing developments on the southern side ofHemingford Abbotts and Hemingford Grey experience 60dB or more withinapproximately 250m of the A14, which has a noise reduced surface and 55dB ormore within approximately 500m. The more distant effects of traffic noise withlevels of 50dB or more affects the southern side of Hemingford Grey.

A1096/B1040 Galley Hill to west of B1050 Bar Hill Junctions

Noise levels are 60dB or more within 250 to 300m of the A14 and 55dB or morewithin 500 to 600m but less within the housing at Fenstanton on account of theexisting environmental barriers.

Fen Drayton is affected by distant A14 noise with levels of approximately 50dB onthe southern fringes.

B1050 Bar Hill to M11 Interchange at Girton

Noise levels are 60dB or more within 300m of the A14 which has a noise reducedsurface and 55dB or more within 500 to 600m but less within the housing area ofBar Hill.

Lolworth is affected by levels in the low 50's dB and some of the northern fringes ofBoxworth may be above 50dB due to the local road even where they areunaffected by local traffic. However, at Conington houses away from local trafficexperience noise levels of less than 50dB.

A14 from Girton to B1047 Fen Ditton

Noise levels are 60dB or more within 300m of the A14 and 55dB or more within600m. However at Girton, where the road is in cutting, houses up to 180m areaffected by levels of 60dB or more with those closest in the 65 to 70dB range.Similar levels affect the nearest houses around Histon Junction.

AREAS ADJACENT TO BLUE ROUTE (EXCLUDING SECTION DESCRIBED ABOVE)

A14 between Ellington and A1 south of Brampton

At Brampton Wood and to the north of Buckden and levels may be in the 50's dBaway from roads but into the 60's dB close to Buckden Road.

A1 to Great Ouse Bridge near West Meadow

Noise survey, noise levels near to Offord Road are in the 60's dB but somewhatlower in the rural areas away from roads.

West Meadow to A1198 south of Godmanchester

At the southern side of Godmanchester and the open areas south of the villagelevels are in the upper 40's dB and low 50's dB.

South of Godmanchester to Fenstanton

Open areas well to the south of Hemingford Abbots show little effect of traffic andare in the mid and upper 40's and low 50's dB. Nearer to Fenstanton, there aresome influences of A14 traffic with levels in the 50's and 60's dB and more close toHilton Road.

Fenstanton to Bar Hill

The open countryside to the south of Fenstanton and to the north of Coningtonhave some noise influences of the existing A14 with levels of 55dB or more within550m of it and 60dB within 250m.

AREAS ADJACENT TO ORANGE ROUTE (EXCLUDING SECTIONS DESCRIBED ABOVE)

A14 between Ellington and A1 south of Brampton

Noise levels south of the landfill site and Station Farm are isolated houses likely tobe in the low 50's dB or lower in parts.

A1 to Great Ouse Bridge near Offord

Open areas to the south of Offord Cluny to the south are likely to be in the 40's dBwith little effects from major roads.

Offord to A1198 south of Wood Green Animal Shelter

Open areas and isolated buildings that exist with noise levels are in the upper 40'sand low 50's. Close to local roads, such as the A1198, levels can be much higher.

South of Wood Green Animal Shelter to Fenstanton

Open areas to the north of Hilton where levels are in upper 40's and low 50's dB.

AREAS ADJACENT TO PURPLE ROUTE (EXCLUDING AREAS COVERED ABOVE)

A1198 south of Winsford Abbotts to A1096/B1040 Galley Hill

The section that is off the line of the Blue route is in the upper 40's dB where it iswell away from the A14.

5.5.3 Changes between Present and Opening Year (2010)

At present, over 1,700 houses are affected by noise levels of 60dB or more with220 of these 70dB or more. Changes between 2003 and 2010 will be related totraffic growth and effects of resurfacing the existing roads with quieter surfaces.

5.5.4 Key Issues/Areas

All options would introduce noise into rural areas that are presently little affected bynoise. However, the impact of noise will be dependent upon how quiet the presentarea is. This is dependent on:

• The distance from the existing A14 and A1 (M).
• Effects of traffic on local roads.
• Benefits of providing environmental barriers

This is an area which is largely low-lying or generally undulating. There are fewroad cuttings and most of the existing A14 is near or slightly above the surroundingground level. As a result, noise from this road tends to propagate over wide areasas described previously.

There would be limited opportunities to place any of the options within significantcuttings or provide substantial earth bunding so as to provide a significant reductionin the lateral spread of noise. Consequently, any option considered should be sitedas far as possible from where people live. However, this would have the effect ofintroducing noise into areas of countryside that are presently subject to low levels.

There would be a limited reduction in noise to those people affected by the existingA14, because it would continue to carry significant flows of traffic.

5.5.5 Mitigation Measures

On the basis of current Highways Agency advice, resurfacing with a thin wearingcourse (TWC) would reduce noise levels by 2.5dB(A).

Acoustic fences and/or earth bunds could reduce noise levels by up to 15dB(A) ifthey are of a sufficient size. However, where screening is only partial, noisereductions of 5dB(A) or less would be expected and beyond 300m are unlikely tohave much effect, particularly where the road is at grade and the surrounding areais level.

Noise mitigation will be required in a number of areas for each of the schemeoptions as outlined below. It is assumed that all environmental noise barriers wouldbe reflective.

5.5.6 Assessment of the Options within the Route Corridors

This Scheme Assessment Report provides details of the effects of the Blue, Purpleand Orange mainline with Junction Strategy A (referred to in this noise section asEnhanced Junction Strategy - EJS) and with Junction Strategy B - LimitedJunction Strategy. Other route options were considered and evaluated - these arereported on in the Environmental Assessment Report.

The options are compared with the 'Do Minimum' scenario using the TAG criteriaand, where appropriate, taking into account the outlined mitigation measuresdescribed previously. Indicative noise contour maps have been prepared showingthe free-field noise levels in 5dB bands from 55 to 75dB at 5m above existingground levels within a limited distance from the road (generally no more than 500mfrom the road where there are noise sensitive areas). In addition, a noise contourmap has also been prepared for the 'do minimum' scenario. All situations relate to2025.

All options include the effects of noise from the section that comprises theCambridge Northern Bypass. In the case of the 'do minimum' scenario, thisconsiders the present road layout and necessary changes that would need to bemade by 2025. In the case of all options, there are just two options east of TrinityFoot and just a single option east of the M11 junction improvements where awidening is assumed for the Cambridge Northern Bypass.

For the 'do something' options environmental barriers would be acousticallyabsorptive except where it has been shown that conventional reflective barrierswould cause no adverse impact to people.

5.5.7 Do Minimum

By the assessment year (2025) traffic increases would, in general cause noiselevels to be 1 to 2dB higher than those in the do minimum (2010). However, wheretraffic congestion increases, such noise increases may not occur.

It is expected that all of the A14 would be resurfaced in a quieter material by theyear 2025. In addition, a new single carriageway road link would be built betweenBar Hill and Dry Drayton. A new Huntingdon Viaduct would be built on the line ofthe present one.

Table 5.1 - Summary of the Effects of Do Minimum 2025

Number of Properties Affected by Noise Levels	Do-Minimum
	2010	2025
55 to <60db	30,388	30,321
60 to <70db	1,793	1,881
70dB or more	243	271
Number of properties affected by changes in noise levels: Do Minimum 2010 v Do Minimum 2025	Changes
Increase 1 to <3dB	464
Increase 3 to <5dB	0
Increase 5 to <10dB	0
Increase 10 to <15dB	0
Increase 15dB or more	0
Decrease 1 to <3dB	0
Decrease 3 to <5dB	0
Decrease 5 to <10dB	0
Decrease 10 to <15dB	0
Increase 15dB or more	0

The number of properties that would be within 300m of the centreline of the A14 is555 at between 0-100m, 1232 at between 100-200m and 1712 at between 200-300m.

5.5.8 Enhanced Junction Strategy - Main Route Options

To illustrate the general impact of the EJS Orange, Blue and Purple routes, and 'DoMinimum' indicative 1:50,000 scale noise contour maps have been prepared.These drawings are included in the Environment Assessment Report. Each showsthe alternative junction at the A1. In the case of the Blue and Purple options, thedifferences between the O3 and O4 junctions are considered to be negligible.

Mitigation measures have been considered for these EJS options and areillustrated on the Indicative Landscape Proposals drawings.

EJS BLUE ROUTES

The EJS Blue Routes comprise B4a, B5a and B6a. The difference between them isthe A1 junction. Table 5.2 shows the effects of noise within the study area andwhere houses are affected by noise levels of 55dB or more.

Table 5.2 - Summary of EJS Blue Route Options

Number of Properties Affected by Noise Levels	Option
	Blue 4a	Blue 5a	Blue 6a
55 to <60dB	31,030	31,013	31,025
60 to <70dB	1,292	1,308	1,296
70dB or more	149	150	150
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	1,227	1,303	1,250
Increase 3 to <5dB	181	168	166
Increase 5 to <10dB	45	30	32
Increase 10 to <15dB	0	0	0
Increase 15dB or more	1	1	1
Decrease 1 to <3dB	1,907	2,019	2.022
Decrease 3 to <5dB	625	626	626
Decrease 5 to <10dB	688	687	687
Decrease 10 to <15dB	12	13	13
Decrease 15dB or more	5	6	6

Assessment

The number of properties that would be within 300m of the centreline of this optionis 221 at 0-100m, 535 at 100-200m and 1056 at 200-300m). For both thealternative A1 junction options (B5 and B6) this becomes 227 at 0-100m, 547 at100-200m and 1,047 at 200-300m. These counts include the common section.

EJS ORANGE ROUTES

The EJS Orange Routes comprise O3a and O4a. The difference between them isthe A1 junction. Table 5.3 shows the effects of noise within the study area andwhere houses are affected by noise levels of 55dB or more.

Table 5.3 - Summary of EJS Orange Route Options

Number of Properties Affected by Noise Levels	Option
	Orange 3a	Orange 4a
55 to <60dB	31,157	31,128
60 to <70dB	1,166	1,194
70dB or more	148	149
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	793	974
Increase 3 to <5dB	80	79
Increase 5 to <10dB	18	20
Increase 10 to <15dB	0	0
Increase 15dB or more	1	1
Decrease 1 to <3dB	2,020	2,135
Decrease 3 to <5dB	681	682
Decrease 5 to <10dB	706	704
Decrease 10 to <15dB	13	15
Decrease 15dB or more	6	6

Assessment

The number of properties that would be within 300m of the centreline of this optionis 215 at 0-100m, 432 at 100-200m and 939 at 200-300m. For the alternative A1junction option this becomes 216 at 0-100m, 433 at 100-200m and 942 at 200-300m.

EJS PURPLE ROUTES

The EJS Purple Routes comprise P1a, P2a and P3a. The difference between themis the A1 junction. Table 5.4 shows the effects of noise within the study area andwhere houses are affected by noise levels of 55dB or more.

Table 5.4 - Summary of EJS Purple Route Options

Number of Properties Affected by Noise Levels	Option
	Purple 1a	Purple 2a	Purple 3a
55 to <60dB	31,004	30,991	31,003
60 to <70dB	1,308	1,320	1,308
70dB or more	159	160	160
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	1,336	1,384	1,331
Increase 3 to <5dB	213	203	201
Increase 5 to <10dB	56	32	34
Increase 10 to <15dB	2	2	2
Increase 15dB or more	1	1	1
Decrease 1 to <3dB	1,699	1,817	1,820
Decrease 3 to <5dB	605	606	606
Decrease 5 to <10dB	675	673	673
Decrease 10 to <15dB	11	13	13
Decrease 15dB or more	5	1	6

Assessment

The number of properties that would be within 300m of the centreline of this optionis 239 at 0-100m, 556 at 100-200m and 1182 at 200-300m. For both thealternative A1 junction options this becomes 244 at 0-100m, 568 at 100-200m and1,173 at 200-300m.

EJS BLUE - ORANGE ROUTES

The EJS Blue-Orange Routes comprise B/O3a and B/O4a. The difference betweenthem is the A1 junction. Table 5.5 shows the effects of noise within the study areaand where houses are affected by noise levels of 55dB or more.

Table 5.5 - Summary of EJS Blue-Orange Route Options

Number of Properties Affected by Noise Levels	Option
	Blue/Orange 3a	Blue/Orange 4a
55 to <60dB	31,368	31,345
60 to <70dB	959	981
70dB or more	144	145
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	851	1,038
Increase 3 to <5dB	87	136
Increase 5 to <10dB	18	48
Increase 10 to <15dB	1	6
Increase 15dB or more	1	2
Decrease 1 to <3dB	1,895	1,987
Decrease 3 to <5dB	525	577
Decrease 5 to <10dB	768	803
Decrease 10 to <15dB	148	162
Decrease 15dB or more	57	59

Assessment

The number of properties that would be within 300m of the centreline of this optionis 222 at 0-100m, 485 at 100-200m and 995 at 200-300m. For the alternative A1junction option this becomes 223 at 0-100m, 486 at 100-200m and 998 at 200-300m.

EJS PURPLE-ORANGE OPTIONS

The EJS Purple-Orange Routes comprise PO1a and PO2a. The differencebetween them is the A1 junction. Table 5.6 shows the effects of noise within thestudy area and where houses are affected by noise levels of 55dB or more.

Table 5.6 - Summary of EJS Purple-Orange Route Options

Number of Properties Affected by Noise Levels	Option
	Purple/ Orange 3a	Purple/ Orange 4a
55 to <60dB	31,292	31,269
60 to <70dB	1,023	1,045
70dB or more	156	157
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	851	1,038
Increase 3 to <5dB	94	143
Increase 5 to <10dB	21	51
Increase 10 to <15dB	3	8
Increase 15dB or more	1	2
Decrease 1 to <3dB	1,779	1,871
Decrease 3 to <5dB	684	736
Decrease 5 to <10dB	669	704
Decrease 10 to <15dB	87	101
Decrease 15dB or more	46	48

Assessment

The number of properties that would be within 300m of the centreline of this optionis 240 at 0-100m, 506 at 100-200m and 1,121 at 200-300m. For the alternative A1junction option this becomes 241 at 0-100m, 507 at 100-200m and 1,124 at 200-300m.

5.5.9 Limited Junction Strategy Options

BLUE ROUTES

The LJS Blue Routes compromise B7, B8, B9. The difference between them is theA1 junction as with the EJS options. Table 5.7 shows the effects of noise within thestudy are and where houses are affected by noise levels of 55dB or more.

Table 5.7 - Summary of LJS Blue Route Options

Number of Properties Affected by Noise Levels	Option
	Blue 7	Blue 8	Blue 9
55 to <60dB	31,013	30,996	31,008
60 to <70dB	1,309	1,325	1,313
70dB or more	149	150	150
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	1,240	1,316	1,263
Increase 3 to <5dB	181	168	166
Increase 5 to <10dB	45	30	32
Increase 10 to <15dB	0	0	0
Increase 15dB or more	1	1	1
Decrease 1 to <3dB	1,891	2,003	2,006
Decrease 3 to <5dB	624	625	625
Decrease 5 to <10dB	688	687	687
Decrease 10 to <15dB	12	13	13
Decrease 15dB or more	5	6	6

Assessment

The number of properties that would be within 300m of the centreline of this optionis 221 at 0-100m, 535 at 100-200m and 1056 at 200-300m). For both thealternative A1 junction options (B5 and B6) this becomes 227 at 0-100m, 547 at100-200m and 1,047 at 200-300m. These counts include the common section.

LJS ORANGE ROUTES

The LJS Orange Routes comprise O5 and O6. The difference between them is theA1 junction as with the EJS options. Table 5.8 shows the effects of noise within thestudy area and where houses are affected by noise levels of 55dB or more.

Table 5.8 - Summary of LJS Orange Route Options

Number of Properties Affected by Noise Levels	Option
	Orange 5	Orange 6
55 to <60dB	31,128	31,074
60 to <70dB	1,194	1,216
70dB or more	149	150
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	854	1,043
Increase 3 to <5dB	88	137
Increase 5 to <10dB	16	46
Increase 10 to <15dB	0	5
Increase 15dB or more	1	2
Decrease 1 to <3dB	1,976	2,054
Decrease 3 to <5dB	679	728
Decrease 5 to <10dB	706	739
Decrease 10 to <15dB	13	25
Decrease 15dB or more	6	38

Assessment

The number of properties that would be within 300m of the centreline of this optionis 215 at 0-100m, 432 at 100-200m and 939 at 200-300m. For the alternative A1junction option this becomes 216 at 0-100m, 433 at 100-200m and 942 at 200-300m.

LJS BLUE-ORANGE ROUTES

The EJS Blue-Orange Routes comprise B/O5 and B/O6. The difference betweenthem is the A1 junction as with the EJS options. Table 5.9 shows the effects ofnoise within the study area and where houses are affected by noise levels of 55dBor more.

Table 5.9 - Summary of EJS Blue-Orange Route Options

Number of Properties Affected by Noise Levels	Option
	Blue/Orange 5	Blue/Orange 6
55 to <60dB	31,331	31,332
60 to <70dB	976	1,004
70dB or more	144	145
Number of properties affected by changes in noise levels: Do Minimum 2010 v Option 2025
Increase 1 to <3dB	860	1,043
Increase 3 to <5dB	89	88
Increase 5 to <10dB	16	18
Increase 10 to <15dB	1	1
Increase 15dB or more	1	1
Decrease 1 to <3dB	1,328	1,440
Decrease 3 to <5dB	260	261
Decrease 5 to <10dB	300	298
Decrease 10 to <15dB	12	14
Decrease 15dB or more	6	6

Assessment

The number of properties that would be within 300m of the centreline of this optionis 222 at 0-100m, 485 at 100-200m and 995 at 200-300m. For the alternative A1junction option this becomes 223 at 0-100m, 486 at 100-200m and 998 at 200-300m.

Please note that there are no Purple or Purple-Orange LJS options considered inthis study.

OTHER AREAS AFFECTED BY NOISE CHANGES FROM TRAFFIC RE-DISTRIBUTION

From Traffic Re-distribution from EJS and LJS Options

Some areas outside the route corridors above are expected to be affected bychanges in traffic. No mitigation measures have been proposed in respect of anynoise increases that are expected to result from increased traffic on roads that arenot required to be altered by a particular route option. However, the implied effectsof noise may become improved from those stated below if (for instance) quieterroad surfaces are incorporated into the local future maintenance plans.

For each of the options, the extent of all the roads where changes in traffic flowsare expected to show increases of 25% or more (shown in green) or decreases of20% or more (shown in blue). Changes on roads with traffic flows of less than 1000vehicles per day are not regarded as significant and are ignored.

The above changes in traffic flows compare the 2025 'do minimum' with eachoption and represent the equivalent of a 1dB increase or decrease in noise andassume that there will not be any other changes (such as traffic speed or roadresurfacing) taking place. Changes in noise that are expected within the areasassessment areas described previously should be considered in preference to theoutline data below.

For each of the EJS main route and LJS options, the extent of traffic changeswhich may give rise to changes of 1dB or more are given in Figure 6.3 to Figure6.5. Table 5.10 also sets out an indication of the estimated number of housesaffected by changes of 3dB or more. Again, such changes would also be affectedby changes in traffic speeds and the proportion of heavy vehicles .In all options,this makes a general assumption that the effects are restricted to those houses thatare within 300m of the road and appear to have a direct view to the affected road.The number of people affected by changes is likely to be 2.4 times the figuresshown.

Table 5.10 - Estimated Number of Houses outside the Noise Model Affected by Changes in Noise from EJS and LJS Options

Change in Noise Levels	EJS Options		LJS Options
	Option OXF	Option PY6	Option EA9
3 to <5dB increase	2,550	2,127	2,515
5 to <10dB increase	0	0	0
10 to <15dB increase	0	0	0
15dB or greater increase	0	0	0
3 to <5dB decrease	205	123	108
5 to <10dB decrease	5	0	5
10 to <15dB decrease	114	47	114
15dB or greater decrease	0	59	0

OPTION OXF

The extent of expected changes in noise in the case of Option OXF are outlined inFigure 5.1 where traffic increases (shown green) of 25% or more and decreases(shown blue) of 20% or more are shown.

Figure 5.1 - Extent of Noise Changes - Option OXF

OPTION PY6

The extent of expected changes in noise in the case of Option PY6 are outlined inFigure 5.2 where traffic increases (shown green) of 25% or more and decreases(shown blue) of 20% or more are shown.

OPTION EA9

The extent of expected changes in noise in the case of Option EA9 are outlined inFigure 5.3 below where traffic increases (shown green) of 25% or more anddecreases (shown blue) of 20% or more are shown.

Figure 5.3 - Extent of Noise Changes - EA9