state highway 1 widening hudson road to ... - auckland … · auckland 1141 new zealand t: +64 9...

STATE HIGHWAY 1 WIDENING – HUDSON ROAD TO P2WK ASSESSMENT OF ACOUSTICAL EFFECTS

Rp 001 20171331 | 3 August 2018

http://www.marshallday.com

84 Symonds Street

PO Box 5811 Wellesley Street

Auckland 1141 New Zealand

T: +64 9 379 7822 F: +64 9 309 3540

www.marshallday.com

Project: STATE HIGHWAY 1 WIDENING – HUDSON ROAD TO P2WK

Prepared for: GHD Ltd PO Box 6543 Wellesley Street Auckland 1141

Attention: Allenie Smith

Report No.: Rp 001 20171331

Disclaimer

Reports produced by Marshall Day Acoustics Limited are based on a specific scope, conditions and limitations, as agreed between Marshall Day Acoustics and the Client. Information and/or report(s) prepared by Marshall Day Acoustics may not be suitable for uses other than the specific project. No parties other than the Client should use any information and/or report(s) without first conferring with Marshall Day Acoustics.

The advice given herein is for acoustic purposes only. Relevant authorities and experts should be consulted with regard to compliance with regulations or requirements governing areas other than acoustics.

Copyright

The concepts and information contained in this document are the property of Marshall Day Acoustics Limited. Use or copying of this document in whole or in part without the written permission of Marshall Day Acoustics constitutes an infringement of copyright. Information shall not be assigned to a third party without prior consent.

Document Control

Status: Rev: Comments Date: Author: Reviewer:

Draft 00 For Client comments 19/01/18 Siiri Wilkening Micky Yang

Draft 01 Client review 07/02/18 Siiri Wilkening Allenie Smith

Draft 02 Client review 21/02/18 Siiri Wilkening -

Draft 03 - 12/03/18 Siiri Wilkening -

Draft 04 Client review 23/05/18 Siiri Wilkening -

- 05 NZTA review 19/06/2018 Siiri Wilkening -

Final 06 Speed clarification 03/08/2018 Siiri Wilkening Shaun Hamilton


This document may not be reproduced in full or in part without the written consent of Marshall Day Acoustics Limited

Rp001 R06 20171331 sw P2Wk to MLR - SH1.docx 3

TABLE OF CONTENTS

1.0 INTRODUCTION .......................................................................................................................................... 4

2.0 PROJECT DESCRIPTION ............................................................................................................................... 4

3.0 NOISE PERFORMANCE STANDARDS ......................................................................................................... 4

3.1 Traffic Noise ................................................................................................................................................ 4

3.1.1 Designation conditions ........................................................................................................................... 4

3.1.2 NZS 6806 .................................................................................................................................................. 4

3.2 Construction Noise and Vibration ............................................................................................................. 6

3.2.1 Designation Conditions ........................................................................................................................... 6

3.2.2 NZTA Guide .............................................................................................................................................. 7

3.2.3 NZS 6803 .................................................................................................................................................. 7

3.2.4 DIN 4150-3 (1999) ................................................................................................................................... 7

3.2.5 Auckland Unitary Plan ............................................................................................................................. 8

4.0 EXISTING ENVIRONMENT .......................................................................................................................... 8

5.0 TRAFFIC NOISE ASSESSMENT ..................................................................................................................... 9

5.1 Screening assessment ................................................................................................................................ 9

5.2 Noise level predictions ............................................................................................................................. 10

5.3 Assessment of traffic noise effects .......................................................................................................... 11

6.0 CONSTRUCTION NOISE AND VIBRATION ASSESSMENT ........................................................................ 11

6.1 Duration and Construction Hours ........................................................................................................... 11

6.2 Construction Noise Levels ........................................................................................................................ 11

6.3 Construction Vibration Levels .................................................................................................................. 12

6.4 Construction Noise Mitigation and Management Measures ................................................................ 12

6.4.1 Notification ............................................................................................................................................ 12

6.4.2 Barriers ................................................................................................................................................... 12

6.4.3 Avoidance of Unnecessary Noise ......................................................................................................... 12

6.4.4 Construction Noise and Vibration Management Plan ........................................................................ 13

6.5 Assessment of Construction Noise and Vibration Effects ..................................................................... 13

7.0 CONCLUSION............................................................................................................................................. 13

APPENDIX A GLOSSARY OF TERMINOLOGY

APPENDIX B PROJECT EXTENTS




1.0 INTRODUCTION

Marshall Day Acoustics (MDA) has been engaged by GHD Ltd to assess the proposed widening of a section of State Highway 1 (SH1) between Hudson Road and the northern connection of the Puhoi to Warkworth motorway to SH1 (the Project).

This report describes the prediction methodology of noise levels, and provides the assessment of road traffic noise effects, and construction noise and vibration effects from the Project.

A glossary of terminology is provided in Appendix A.

2.0 PROJECT DESCRIPTION

The Project involves the widening and upgrade of approximately 800 m of existing SH1, with the finished works including:

A formed carriageway of four traffic lanes, with two lanes in each direction;

The replacement and extension of two culverts;

The provision of stormwater treatment and extended detention;

A shared pedestrian and cycling path; and

Landscaping along the alignment and around the stormwater infrastructure.

The Project also incorporates land necessary to enable a connection to Auckland Transport’s future Matakana link road - Tūhonohono ki Tai (pathway to the sea) (MLR).

An alteration to the existing SH1 designation (designation number 6763) is required to accommodate the proposed works and enable construction. The proposed Project extent and details are shown in Appendix B.

3.0 NOISE PERFORMANCE STANDARDS

3.1 Traffic Noise

3.1.1 Designation conditions

The existing SH1 designation (number 6763) is not subject to traffic noise conditions.

3.1.2 NZS 6806

The NZ Transport Agency requires that traffic noise from new and altered State highways are assessed against NZS 6806:2010 Acoustics – Road-traffic noise – New and altered roads. This Standard is also referenced in the Auckland Unitary Plan Operative in Part, where Rule E25.6.33 requires the following:

(1) All new roads and all altered roads that are within the scope of New Zealand Standard NZS 6806:2010 Acoustics – Road traffic noise – New and altered roads must comply with the requirements of New Zealand Standard NZS 6806:2010 Acoustics – Road traffic noise – New and altered roads.

NZS 6806:2010 (the Standard) has been developed by a group of independent acoustic experts, roading industry representatives and the Ministry of Health. The Standard allows for strategic infrastructure to develop while mitigating the adverse traffic noise effects on the environment.

The Standard provides separately for ‘new’ and ‘altered’ roads, with different thresholds of applicability and criteria.




Assessment Positions and Criteria

The Standard identifies ‘protected premises and facilities’ (PPFs), such as, but not limited to, dwellings and educational facilities, which are considered to be noise sensitive receivers. Therefore, provisions are provided in the Standard so that these receivers are protected from road traffic noise.

Commercial and business uses are not PPFs as they are not considered to be noise sensitive; are often noise producers in their own right; and are therefore excluded from assessment.

Only existing PPFs, and those that have obtained building consent, are considered. Future use of any land adjacent to the Project can take account of the proposed changes, thus avoiding reverse sensitivity effects.

Assessment area

NZS 6806 stipulates that the assessment area is dependent on the Statistics New Zealand definition of the area, i.e. either urban or rural. This definition is not dependent on the current or future use of the area. In an urban area (as defined by Statistics New Zealand), all PPFs within 100 metres of the alignment shall be assessed and excludes locations outside this area. For PPFs located in a rural area, then the standard applies for all those within 200m from the alignment.

The distance of 200m for rural areas was determined as appropriate as at that distance from the road, road noise levels are generally within the most stringent Category A (refer below) without the need for additional mitigation.

According to Statistics New Zealand’s boundary map1, the Project is classified as being in the rural area. Therefore, the assessment extends 200m from the alignment.

Noise criteria

The noise criteria of the Standard are dependent on if the project consists of a new or altered road and are to be achieved at the external façade (or internally) of a dwelling. These criteria are considered to provide for an acceptable level of amenity for both outdoor and indoor uses.

There are three criteria categories (A, B and C) which, for altered roads, are set out in Table 1 below.

Table 1: NZS 6806 assessment criteria categories

Category Altered Roads

dB LAeq(24h)

A (primary external noise criterion) 64

B (secondary external noise criterion) 67

C (internal noise criterion) 40*

* This criterion applies only for those habitable rooms where the internal noise level would be 45 dB LAeq(24h) or

higher following the implementation of the Project and all structural mitigation such as road noise barriers or specific low noise road surface.

The criterion to be achieved at each PPF depends on the application of the best practicable option (BPO) test, with the A criterion being met or bettered if this is consistent with the BPO, the B criterion being met or bettered if criterion A is not achievable with the BPO, and criterion C being achieved with the adoption of the BPO, if criterion B is not achievable with the BPO.

For this Project, all PPFs have been assessed against the altered road criteria.

1 http://www.stats.govt.nz/StatsMaps/Home/Boundaries/geographic-boundary-viewer.aspx




Prediction scenarios

NZS 6806 assesses several different scenarios which are then compared. These are:

The “existing environment” which, for altered roads, represents the current road layout and traffic volume, for the existing year (i.e. approximately 2017)

A future “Do-nothing” scenario, which represents a scenario at the design year where the Project has not been implemented, however, traffic volumes and subsequent sound levels have changed – generally increased – over time

A future “Do-minimum” scenario, which represents the circumstances at the design year where the Project has been implemented without any specific noise mitigation. This means that the selection of road surface material has not been undertaken on its sound generating characteristics, and the only barriers included are safety barriers, which are required for reasons other than noise mitigation. Note that the Do-minimum scenario is intended to assess the effect of the Project only, i.e. here the altered road. Therefore, this scenario does not include noise contributions from existing roads that are outside of the Project works/designation and are not affected by the Project (e.g. Puhoi to Warkworth motorway and Matakana link road)

Where required, mitigation options would be determined to develop the best practicable mitigation for the circumstance

The design year is a year between 10 and 20 years after the opening of a project. For this Project, the design year is 2036.

Application and Limitations of the Standard

There are two steps that must be followed to determine whether an assessment in accordance with the Road Traffic-noise Standard is required.

The first step is to determine if the proposal includes roads defined in the Standard as a ‘new road’ or as an ‘altered road’. For this Project SH1 would be an ‘altered road’ as the project involves the upgrade of an existing road, rather than the construction of a new road where none currently exists.

The second step is to then determine whether the Standard would apply to the Project with respect to clause 1.5.2 for altered roads. In summary, the Standard applies only when the do-minimum sound environment is compared to the do-nothing sound environment, and certain criteria are met. These are:

the Do-minimum specific sound is greater than or equal to 64 LAeq (24h) and sound levels are predicted to increase by 3 dB or more due to the implementation of the Project, or

the Do-minimum specific sound is greater than or equal to 68 LAeq (24h) and sound levels are predicted to increase by 1 dB or more due to the implementation of the Project

In order for the requirements of Clause 1.5.2 to be considered, the Do-nothing and Do-minimum sound levels must be predicted for representative PPFs within the assessment area. Sound levels have been calculated for representative worst case PPFs using in-house software based on the calculation algorithms from the UK Department of Transportation (Welsh Office) ‘Calculation of Road Traffic Noise’, with adjustment for New Zealand road surface conditions.

3.2 Construction Noise and Vibration

3.2.1 Designation Conditions

The existing SH1 designation is not subject to construction noise or vibration conditions.




3.2.2 NZTA Guide

The New Zealand Transport Agency requires that construction noise and vibration is assessed in accordance with its State Highway Construction and Maintenance Noise and Vibration Guide.

In summary, construction noise is assessed and measured against NZS6803:1999 Acoustics – Construction Noise, and construction vibration is measured and assessed against a combination of vibration criteria from German (DIN4150-3) and British (BS5228-2) vibration standards commonly applied in New Zealand.

A Construction Noise and Vibration Management Plan (CNVMP) is also required.

3.2.3 NZS 6803

The designation conditions reference NZS 6803:1999. This Standard is also referenced under the Auckland Unitary Plan Operative in Part, where Rule E25.6.27 provides construction noise limits in all zones except the Business – City Centre Zone and the Business – Metropolitan Centre Zone.

Rule E25.6.1.3 states that the noise from construction must be measured and assessed in accordance with New Zealand Standard NZS6803: 1999 “Acoustics - Construction Noise”.

For construction works with a duration longer than 20 weeks (such as the Matakana link road project), the noise limits when applied at 1m from an occupied building are:

Table 2: Construction noise limits

Time of Week Time Period (hrs) Noise Limits

dB LAeq dB LAFmax

Building with noise sensitive activities

Weekdays 0630 – 0730 60 75

0730 – 1800 75 90

1800 – 2000 70 85

2000 – 0630 45 75

Saturdays 0730 – 1800 75 90

1800 – 0730 45 75

Sundays and public holidays

0730 – 1800 55 85

1800 – 0730 45 75

Building with all other activities

- 0730 – 1800 75 -

1800 – 0730 80 -

Rule E25.6.29 relates to construction noise levels for work within the road. This rule allows some limited exceedance of the above noise criteria if works exceeding the limits do not extend for more than three nights or ten days as experienced at any one receiver location.

3.2.4 DIN 4150-3 (1999)

In the Unitary Plan, Rule E25.6.30.1 sets out construction vibration limits in two clauses. Clause (a) protects buildings from cosmetic damage due to construction vibration and specifies that




construction should not exceed the limits set out in German Standard DIN 4150-3 (1999): Structural Vibration – Part 3 Effects of Vibration on Structures. These limits are shown below:

Table 3: Construction vibration limits

Type of Structure Short-term vibration* Long-term vibration

PPV at the foundation at a frequency of

PPV at horizontal plane of highest

floor (mm/s)

PPV at horizontal plane of highest floor

(mm/s) 1-10Hz (mm/s)

10-50Hz (mm/s)

50-100Hz (mm/s)

Commercial / industrial 20 20 – 40 40 – 50 40 10

Residential / school 5 5 – 15 15 – 20 15 5

Historic / sensitive structure

3 3 – 8 8 – 10 8 2.5

* The Standard defines short-term as “vibration which does not occur often enough to cause structural fatigue, and which does not produce resonance in the structure being evaluated”.

Clause (b) provides vibration amenity limits when measured within an occupied building sensitive to noise. During daytime between 0800 – 2200 hrs, the limit is 2mm/s Peak Particle Velocity (PPV). However, the rule allows for up to three days of more intensive works provided it is less than 5mm/s PPV and that prior notification is given to receivers within 50m of the works.

Note that Clause (b) of the rule should be used as a trigger for consultation and should not be used as construction vibration limits, which are set out in Clause (a).

It is noted that the British Standard BS5228-2 is not referenced in the Unitary Plan.

3.2.5 Auckland Unitary Plan

The Auckland Unitary Plan Operative in Part (8 March 2018) (AUP) sets out construction noise and vibration performance standards.

Regarding noise, reference is made to the New Zealand construction noise standard NZS 6803:1999. While general compliance with the noise criteria of NZS 6803 is required, the AUP provides for an exemption of compliance with the noise criteria for works within the road, if works are of limited duration (up to 3 consecutive nights and up to 10 consecutive days).

Regarding vibration, the AUP requires that construction and demolition activities be controlled to ensure any resulting vibration does not exceed:

the limits set out in German Industrial Standard DIN 5140-3 (1999): Structural Vibration – Part 3 “Effects of vibration on structures” when measured in accordance with that Standard on any structure not on the same site; and

the limits in Table E25.6.30.1 Vibration limits in buildings.

4.0 EXISTING ENVIRONMENT

The existing noise environment is controlled by traffic on the existing SH1. Most dwellings have direct line-of-sight to the road, and no fences or other structures providing shielding.




Noise levels at nearby dwellings generally range from mid-50 to high 60 dB LAeq(24h) as described in the Puhoi to Warkworth Operational Noise Assessment Report.2

As the construction of the Project will coincide with the construction of two neighbouring projects (the Puhoi to Warkworth motorway and the Matakana link road), comparing the change in existing noise environment is not relevant. Nevertheless, the existing noise levels as determined for the Puhoi to Warkworth project in 2013, and updated for 2017, are shown in Table 4 below.

Table 4: Existing noise levels 2013

PPF Existing situation (2017)

LAeq(24h) dB

27 SH1 56

42 SH1 67

42A SH1 56

63 SH1 56

201 SH1 58

The traffic noise assessment has been based on a future year with the consented Puhoi to Warkworth project in place, and also a future year with both the Puhoi to Warkworth project and Matakana link road project in place. (refer Section 5 below)

5.0 TRAFFIC NOISE ASSESSMENT

5.1 Screening assessment

In the first instance, the screening assessment is undertaken to determine if the Project will result in sufficient change in noise level that NZS 6806 would apply, i.e. if the Project could be classified as an ‘altered road’ in accordance with the Standard. This is determined by comparing the Do-nothing and Do-minimum scenarios, i.e. only the physical change of the road due to the Project determines the effect and is not dependent on the traffic volume increase over time.

There are only five PPFs within 200 metres of the Project, at 42, 42A and 102 SH1 north of the road, and 27 and 63 SH1 south of the road. These PPFs are marked on the figures in Appendix B. Due to the small number of PPFs, noise levels from the road traffic have been predicted for each of these PPFs using an in-house prediction program.

Traffic data for the future Do-nothing, and future Do-minimum situations is summarised in Table 5.

The road surface for the Project has been assumed to be Open Graded Porous Asphalt apart from short sections of the road where intersections with other roads are located. In these areas, the road surface has been assumed to be Stone Mastic Asphalt, for increased shear resistance.

Road surface types for the local roads have been obtained from an online repository3 that collates all available data from governing body websites (such as Council Road databases, and NZTA State Highway databases), and on-site observations. Road surface types for the Puhoi to Warkworth motorway and Matakana link road have been based on consented or anticipated requirements.

2 Further North – Puhoi to Warkworth – Operational Noise Assessment Report, August 2013, Appendix A

3 https://mobileroad.org/index.html




The speed on the various roads was provided by the client and was; 80 km/h on SH1, 100km/h, reducing to 80 km/h towards the roundabout on the Puhoi to Warkworth motorway, and 50 km/h on the Matakana link road.

Table 5: Traffic data

Road Direction Existing (2017) Do-nothing (2036) Do-minimum (2036)

AADT %heavies AADT %heavies AADT %heavies

SH1

NB 7690 13 8811 11 8811 11

SB 8155 13 10447 14 10447 14

Matakana link road NB 18226 2 18226 2

SB 16837 4 16837 4

Puhoi to Warkworth motorway

NB 20400 5 20400 5

SB 17700 5 17700 5

5.2 Noise level predictions

Noise levels have been predicted for the five PPFs and are shown in the table below.

It is noted that for this Project, there are a number of “Do-nothing” scenarios depending on the timing of this Project, as there are two other projects in the vicinity that would have an effect on traffic volumes in the vicinity. Therefore, the following Do-nothing scenarios have been included in the assessment:

Existing Do-nothing: existing SH1 only, no Puhoi to Warkworth or Matakana link road

Puhoi to Warkworth Do-nothing: existing SH1 and anticipated Puhoi to Warkworth project, no Matakana link road

Full Do-nothing: existing SH1, anticipated Puhoi to Warkworth project, and Matakana link road

The Do-minimum scenario includes all projects (Puhoi to Warkworth, Matakana link road and the widened SH1).

Table 6: Traffic sound level predictions

PPF Do-nothing scenario Do-minimum scenario

Sound level difference*

Comment NZS6806 Noise criteria category

SH1 SH1 + P2Wk

SH1 + P2Wk +

MLR

Widened SH1 + P2Wk + MLR

Required by P2Wk conditions/with

Project

Year 2031 2031 2036 2036

dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) decibels

27 SH1 59 61 62 63 +0.4 A / A

42 SH1 68 68 68 68 +0.3 C / C

42A SH1 56 56 61 61 ±0 Controlled by MLR

A / A

63 SH1 58 61 61 61 +0.2 A / A




PPF Do-nothing scenario Do-minimum scenario

Sound level difference*

Comment NZS6806 Noise criteria category

SH1 SH1 + P2Wk

SH1 + P2Wk +

MLR

Widened SH1 + P2Wk + MLR

Required by P2Wk conditions/with

Project

Year 2031 2031 2036 2036

102 SH1 60 63 63 63 ±0 Controlled by P2Wk

A / A

* Note that generally environmental noise level predictions are not reported to a tenth of a decibel. The

calculations are subject to a large number of influences, e.g. atmospheric and meteorological conditions, driver behaviour etc, and therefore have an accuracy of ± 2 decibels. In this instance, the changes in noise level are reported to a higher accuracy to document that this Project falls outside the scope of the Standard.

The results in the table above show that all PPFs would fall outside the limitations of the Standard, i.e. the noise level increase due to the implementation of the Project would not be more than 1 decibel for PPFs with a predicted do-minimum noise level of 68 dB LAeq(24h) or greater.

This indicates that the Project will have no noticeable effect, due to the predicted noise level changes being so small.

All PPFs except one are predicted to receive noise levels within Category A (up to 64 dB LAeq(24h)). One PPF (42 SH1) is predicted to retain the same noise level within Category C, of 68 dB LAeq(24h). A noise level within Category C at 42 SH1 was predicted and presented to the Board of Inquiry when the designation for the Puhoi to Warkworth motorway was confirmed. Mitigation options for this dwelling are limited as access to the site needs to be preserved. The Project is predicted to have a negligible effect on the dwelling, with the noise level remaining virtually unchanged.

Therefore, no mitigation has been proposed for this dwelling, or any other PPF.

5.3 Assessment of traffic noise effects

The change in noise level due to the widening works will be minimal, will either no change or a slight increase in noise level of no more than 0.4 decibels. These changes are unnoticeable and would result in no adverse effects.

No mitigation will be required due to the insignificant effects.

6.0 CONSTRUCTION NOISE AND VIBRATION ASSESSMENT

6.1 Duration and Construction Hours

It is anticipated that the duration of construction works will be longer than 20 weeks, commencing approximately early 2020.

It is assumed that any works would occur between the hours of 0730 – 1800 hrs Monday to Saturday with no works on Sundays. However, some night-time works may be required to avoid traffic disruption.

6.2 Construction Noise Levels

Common construction equipment for roading projects are set out in Table 6 below. The table also presents the indicative noise levels for each item of equipment at various distances. It is noted that the closest dwelling is approximately 20 metres from the works, and the furthest approximately 190 metres.




Table 6: Indicative construction noise levels with no mitigation

Plant dB LwA Sound Power Level

dB LAeq @ 20 m

dB LAeq @ 50 m

dB LAeq @ 100 m

Hydraulic excavator 107 73 65 59

Dump truck 108 77 69 63

Roller (non-vibratory) 103 69 61 55

SP compactor 100 66 58 52

Loader 112 78 70 64

Bitumen emulsion 94 60 52 46

Hotmix application 100 66 58 52

The above sound levels show that the relevant daytime construction noise criterion of 70 dB LAeq can generally be achieved at dwellings 50 metres or more from the construction site without mitigation, and around 20 meters with effective use of mitigation measures, such as temporary construction barriers or placement of equipment, providing up to 10 decibels of shielding.

6.3 Construction Vibration Levels

The closest dwelling is approximately 20 m from the potential construction sites. At that distance, based on measurements of construction activities and guideline values set out in the relevant Standards, the vibration limits can be complied with when using the common construction equipment listed above.

6.4 Construction Noise Mitigation and Management Measures

Measures to mitigate potential adverse effects from construction noise are discussed below.

6.4.1 Notification

The most important management tool for construction noise is consultation and communication.

Any persons affected by noise levels higher than the construction noise limits would need to be notified of the proposed works, including timing. This includes all dwellings within 50 metres of the proposed works for Monday to Saturday construction activities.

Notification should be provided to those households prior to works being carried out, by means of letter drops or similar. In addition, a contact phone number should be available to residents should they have concerns about the works or require further information.

6.4.2 Barriers

Placing temporary noise barriers, such as sheets of plywood or construction noise curtains, between dwellings and the construction activities can reduce noise levels by up to 10 decibels. However, due to the linear nature of the works, barriers are generally only recommended where particular activities would occur in one location for an extended period of time or be site specific (e.g. concrete sawing).

6.4.3 Avoidance of Unnecessary Noise

At many construction sites, it can be observed that some construction practices unnecessarily increase noise levels. Examples include the sounding of horns when a truck is fully laden and the utilisation of tonal reversing alarms. Those issues can be avoided, or noise levels reduced, by means of changed construction site management, fitting of mufflers to trucks and the replacement of tonal reversing alarms with broadband reversing alarms.




6.4.4 Construction Noise and Vibration Management Plan

A construction noise and vibration management plan (CNVMP) is recommended, which contains information regarding on-site management, mitigation options, communication procedures, and complaints procedures.

The recommended contents of a CNVMP are set out in NZS 6803:1999 Section 8 and Annex E. The CNVMP should contain, but not be limited to:

A summary of the Project noise criteria

A summary of construction noise assessments/predictions

General construction practices, management and mitigation

Noise management and mitigation measures specific to activities and/or receiving environments

Monitoring and reporting requirements

Procedures for handling complaints

Procedures for review of the CNMP throughout the Project

A CNVMP would be implemented on site for the duration of the construction works. The CNVMP is considered a living document and should be kept up to date regarding actual timing/equipment use and methodologies, should these change throughout the construction process.

6.5 Assessment of Construction Noise and Vibration Effects

Construction activity which complies with the construction noise and vibration limits in Section 3.2 is considered to be acceptable.

It is possible that some construction activities will exceed the noise limits from time to time. In these situations, all practicable options should be investigated and implemented to mitigate the noise impact as much as practicable. For roading projects of this magnitude, it is considered that noise effects are generally acceptable provided that the construction activity causing the impact is managed appropriately. In any case, a CNVMP is recommended to be developed and implemented to provide guidance on methods to manage and mitigate construction noise.

7.0 CONCLUSION

Marshall Day Acoustics has carried out an assessment of traffic noise effects and discussed construction noise and vibration effects for the proposed widening of the existing SH1 between Hudson Road and the northern connection of the Puhoi to P2Wk motorway to SH1. The Project requires an alteration to the existing SH1 designation (designation number 6763).

Without specific noise mitigation, all PPFs (but one) would receive noise levels within Category A. One PPF adjacent to SH1 is predicted to receive noise levels within Category C. This PPF was already discussed during the consenting of the P2Wk motorway. The noise level at this location does not noticeably change because of the Project, and mitigation is difficult to install due to access to the site. Therefore, no noise mitigation is recommended.

Noise level changes due to the Project are well below 1 decibel for all dwellings, and the effects are considered to be negligible. Therefore, no mitigation for noise effects is considered necessary.

Construction works within 20 to 50 metres of any building have the potential to exceed the construction noise limits when no mitigation measures have been implemented. Mitigation and management measures have been discussed to reduce the construction noise impact. Construction vibration levels are predicted to comply with the relevant criteria.

A CNVMP is recommended to be implemented at the beginning of the Project and throughout the entire construction period to ensure that construction noise can be managed to acceptable levels.




APPENDIX A GLOSSARY OF TERMINOLOGY

Ambient The ambient noise level is the noise level measured in the absence of the intrusive noise or the noise requiring control. Ambient noise levels are frequently measured to determine the situation prior to the addition of a new noise source.

A-weighting The process by which noise levels are corrected to account for the non-linear frequency response of the human ear.

dB Decibel The unit of sound level.

Expressed as a logarithmic ratio of sound pressure P relative to a reference pressure

of Pr=20 Pa i.e. dB = 20 x log(P/Pr)

LAeq (t) The equivalent continuous (time-averaged) A-weighted sound level. This is commonly referred to as the average noise level.

The suffix "t" represents the time period to which the noise level relates, e.g. (8 h) would represent a period of 8 hours, (15 min) would represent a period of 15 minutes and (2200-0700) would represent a measurement time between 10 pm and 7 am.

LAmax The A-weighted maximum noise level. The highest noise level which occurs during the measurement period.

Noise A sound that is unwanted by, or distracting to, the receiver.

Vibration When an object vibrates, it moves rapidly up and down or from side to side. The

magnitude of the sensation when feeling a vibrating object is related to the vibration velocity.

Vibration can occur in any direction. When vibration velocities are described, it can be either the total vibration velocity, which includes all directions, or it can be separated into the vertical direction (up and down vibration), the horizontal transverse direction (side to side) and the horizontal longitudinal direction (front to back).

PPV Peak Particle Velocity For Peak Particle Velocity (PPV) is the measure of the vibration aptitude, zero to maximum. Used for building structural damage assessment.

NZS 6803:1999 New Zealand Standard NZS 6803: 1999 “Acoustics - Construction Noise”

NZS 6806:2010 New Zealand Standard NZS 6806:2010 “Acoustics - Road-traffic noise - New and altered roads”

BS 5228-2:2009 BS 5228-2:2009 Code of practice for noise and vibration control on construction and open sites Part 2: Vibration




APPENDIX B PROJECT EXTENTS



Mm 001 20171331 SW (Section 92 response).docx 1

MEMO

Project: SH1 Widening Hudson Rd to P2Wk Document No.: Mm 001

To: GHD Ltd Date: 6 September 2018

Attention: Shaun Hamilton Cross Reference:

Delivery: email Project No.: 20171331

From: Siiri Wilkening No. Pages: 2 Attachments: No

CC:

Subject: Section 92 response

MDA has undertaken an assessment of acoustic effects from the construction and operation of the proposed widening of SH1 between Hudson Road and Puhoi to Warkwork motorway (P2Wk), Warkworth (the Project). A request for further information has been received from Council, with the relevant points relating to acoustics addressed below.

The numbering is taken from the Section 92 request.

6(a) Operational Noise

Firstly, it is noted that the predicted noise levels in the Project report are not “measured” noise levels, as suggested in the S92 request, but predicted noise levels. All noise level predictions were updated from the 2013 to the 2017 situation. For the 2017 situation, this included a coarser chip seal, and the passing lane. The passing lane had no significant effect on the overall noise generation. There was a typographical error in the report, stating that the speed limit on SH1 was 80 km/h. However, this had been changed in the computer noise model to 60 km/h, in line with the actual speed limit on this section of road. The increase in noise level due to the change in road surface material and traffic volume, was offset by the reduction in speed limit and slight reduction in the percentage of heavy vehicles. Due to rounding, the noise level for 2013 (in the Puhoi to Warkworth consenting report) and for 2017 (in the Project report discussed here) appear the same, though they are up to 0.4 dB different.

6(b) Noise level change due to SH1 changing only (i.e. excluding P2Wk)

The P2Wk project is currently under construction and will be in existence in the design year of this Project. Therefore, P2Wk is considered part of the existing environment. It is therefore such a comparison would be entirely hypothetical.

Nevertheless, the relevant predicted noise levels are provided below. Note that any additional changes are due to slight alignment adjustments to SH1 due to P2Wk or Matakana Link Road.

PPF Do-nothing scenario Do-minimum scenario Sound level difference*

SH1 Existing Layout Widened SH1

dB LAeq(24h) dB LAeq(24h) decibels

27 SH1 59 59 +0.2

42 SH1 68 68 +0.2

42A SH1 56 61 ±0

63 SH1 58 58 +0.1

102 SH1 60 60 ±0



Mm 001 20171331 SW (Section 92 response).docx 2

The noise level changes are minimal, and are well below any certainty that can be achieved by prediction. The above levels should be interpreted such that the widening of SH1 will have no effect on the overall noise environment.

6(d) Construction noise and vibration

Further information is sought in relation to construction noise and vibration effects. As is common with projects of this type, details regarding the construction methodology, timing and duration have not been determined at this stage. The MDA report included a “best estimate” discussion about these issues and recommends the use of a Construction Noise and Vibration Management Plan (CNVMP). Specific questions are answered below.

(i) Criteria The designation conditions proposed contain construction noise criteria from NZS6803:1999 and construction vibration criteria from the NZTA State highway construction and maintenance noise and vibration guide. We note that the works are minor and would not exceed Category B of the construction vibration criteria for this project, and generally will stay within Category A of the criteria.

(ii) Detailed construction noise and vibration assessment A full assessment of construction noise and vibration effects is not currently possible, as this work will be undertaken as part of the P2Wk contract, by its contractor NX2. We understand that the planning for this work has not yet commenced. Therefore, effects will be addressed and managed through a CNVMP, as recommended in the MDA report.

Overall, it should be borne in mind that the widening works are relatively minor works and would be similar to resurfacing of the existing road, which could be undertaken as of right. Any exceedances, should these in fact be confirmed once the methodology, equipment and timing of work are confirmed, would be minor and manageable. The MDA report states that compliance would generally be achieved with the criteria.

The discussion of construction noise and vibration in the MDA report indicates those areas that will need management, particularly where there are dwellings or where night-time works may be required.

If night works are required, likely mitigation measures could involve the use of low noise equipment, shortening of construction times, completing noisy construction by midnight, temporary barriers where effective and similar measures. Some works that may occur at night-time, such as resurfacing of the completed widening, would be similar to works that can currently be undertaken as of right within the existing designation. It is anticipated that any night-time works would be similar to such currently permitted works in scale and intensity.

(iii) Laydown areas We understand that it not yet known whether there will be any construction yards or lay down areas in the vicinity of this Project. These will be determined by the P2Wk contractor NX2 and will be addressed through the CNVMP if this is required.

It is unlikely that these yards would cause an exceedance of the noise limits activities within the yards are low key and less noise intensive than construction works on the road.


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