Auckland Council District Plan Operative Manukau Section 2002

Appendix L

Acoustic and Vibration Assessment Redoubt Road - Mill Road Corridor Project Auckland Transport 20-Oct-2014

Redoubt Road - Mill Road Corridor Project

Noise and Vibration Assessment

AECOM Redoubt Road - Mill Road Corridor Project Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Redoubt Road - Mill Road Corridor Project

Client: Auckland Transport

ABN: 0

Prepared by

AECOM New Zealand Limited 8 Mahuhu Crescent, Auckland 1010, PO Box 4241, Auckland 1140, New Zealand T +64 9 967 9200 F +64 9 967 9201 www.aecom.com

20-Oct-2014

Job No.: 60250009

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Quality Information

Document Redoubt Road - Mill Road Corridor Project

Ref 60250009

Date 20-Oct-2014

Prepared by Rachel Foster/Phil Blakemore

Reviewed by Claire Drewery

Revision History

Authorised Revision Revision Details Date Name/Position Signature

0 2-Aug-2013 Notice of Requirement Ian Fones Project Manager 1 20-Oct-2014 Final Craig Hind Project Manager

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table of Contents Executive Summary iii 1.0 Introduction 4 1.1 Overview of the Project 4 1.2 Project Objectives 5 1.3 Noise assessment 5 1.4 Terminology 5 2.0 Assessment Criteria 6 2.1 Protected Premises and Facilities (PPFs) 6 2.2 District Plan and Council Guidelines 6 2.3 NZS 6806 7 3.0 Existing Environment 8 3.1 Overview 8 3.2 Noise survey 8 3.2.1 Procedure 8 3.2.2 Instrumentation 8 3.2.3 Meteorological Data 9 3.2.4 Measurement Results 9 3.2.5 Prediction vs Measurement Comparison 9 4.0 Traffic Noise Modelling Methodology 10 4.1 Procedures 10 4.2 Input data 10 4.2.1 Topographic contours 10 4.2.2 Buildings 10 4.2.3 Road alignments 11 4.2.4 Road surfaces 11 4.2.5 Safety barriers 11 4.2.6 Traffic data 11 5.0 Traffic Noise Modelling Results 13 5.1 Prediction Results and Identification of Mitigation Options 13 5.2 NOR 1 14 5.2.1 Area A: SH1 to Everglade Drive 14 5.2.2 Area B: Everglade Drive to Goodwood Drive 20 5.2.3 Area C: Goodwood Drive to Hilltop Road 23 5.3 NOR 2 26 5.3.1 Area D: Hilltop Road to Murphys Road 26 5.3.2 Area E – Murphys Road to Mill Road 27 5.4 NOR 3 29 5.4.1 Area F: East of the Mill Road / Redoubt Road intersection 29 5.4.2 Area G – Mill Road (South of Redoubt Road) / Redoubt Road intersection 30 6.0 Traffic Noise Mitigation Analysis 31 6.1 Mitigation Option Rating 31 6.2 NOR 1 32 6.2.1 Area A: SH1 to Everglade Drive 32 6.2.2 Area B: Everglade Drive to Goodwood Drive 32 6.2.3 Area C: Goodwood Drive to Hilltop Road 32 6.3 NOR 2 36 6.3.1 Area D: Hilltop Road to Murphy’s Road 36 6.3.2 Area E: Murphys Road to Redoubt Road 36 6.4 NOR 3 39 6.4.1 Area F: East of the Mill Road / Redoubt Road intersection 39 6.4.2 Area G: Mill Road (South of Redoubt Road) / Redoubt Road intersection 39 6.5 Summary 41 7.0 Assessment of noise effects 42 8.0 Operational Vibration 43 8.1 Vibration Criteria for Human Comfort 43

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

8.2 Vibration Criteria for Avoidance of Building Damage 43 8.3 Measurement Procedure 44 8.4 Measurement Results 44 8.5 Operational Vibration Assessment 45 8.5.1 NOR 1 45 8.5.2 NOR 2 45 8.5.3 NOR 3 45 9.0 Construction Noise and Vibration 46 9.1 Construction Noise 46 9.2 Construction Vibration 50 10.0 Conclusions 52 10.1 Traffic Noise Mitigation Options 52 10.2 Operational Vibration 52 10.3 Construction Noise and Vibration 52 10.4 Further Assessment 53 Appendix A Acoustic Nomenclature A Appendix B Noise Contour Plots C Appendix C Cost Assumptions D

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Executive Summary Introduction This report documents the assessment of road-traffic noise and vibration for the Redoubt Road Upgrade project. This report provides details of the criteria adopted, an assessment of existing and future conditions, and indicative mitigation where appropriate. Criteria NZS 6806:2010 contains an assessment process including guideline levels for road-traffic noise, which is adopted for this project as representing good practice. Following the process in NZS 6806 should result in road-traffic noise within reasonable levels. Existing environment A noise survey is presented including measurements at representative locations along the route. The noise from existing roads was modelled in SoundPLAN. The predicted modelled noise levels for the existing roads and traffic flows are found to fall within ±2dB of the measured noise levels and are therefore considered to be acceptable under the requirements of NZ6806. Modelling A computer noise modelling exercise has been undertaken using assessment years of 2026 and 2041. The modelling includes the scenario without the Project (do-nothing), the scenario with the Project (do-minimum) and various noise mitigation options. Design and mitigation An extensive noise mitigation options assessment has been undertaken in accordance with the method set by NZS 6806:2010. For each area of the Project a number of options have been developed but a BPO has yet to be selected by the project team. Assessment of noise effects The noise effect associated with the upgraded road will be determined by the mitigation option selected as the BPO but and will need to assessed further once the BPO has been selected. However, with the mitigation options proposed the effect of noise is likely to be Negligible/Less than minor. Operational Vibration Vibration levels due to traffic using the existing road were measured at representative locations along the route. Vibration levels associated with the proposed upgraded road have been assessed. There will be no adverse vibration impact on the PPFs due to traffic using the proposed upgraded road. Conclusions The project has potential to cause adverse road traffic noise effects. These potential effects have been investigated. Noise mitigation has been proposed where required, and with these measures all road traffic noise should be restricted to within reasonable levels defined by NZS 6806.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 4 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

1.0 Introduction

1.1 Overview of the Project This assessment has been prepared as input to the Assessment of Environmental Effects (AEE) for the Redoubt Road Upgrade Project. The existing road corridor is proposed to be widened and realigned in the Project area as part of a greater road upgrade in this location to support improved vehicular and multi modal transportation. The scope of the Project addressed by this AEE is for Redoubt Road between the on-and off-ramps to SH1 and the intersection of Redoubt Road and Mill Road and also from the junction of Mill Road and Redoubt Road to where Mill Road meets Popes Road. Murphy’s Road is also included. The extent of the greater Redoubt Road project is shown in Figure 1-1 below.

Figure 1-1 Project area

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 5 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

1.2 Project Objectives The Project objectives are:  Provide the required level of infrastructure upgrade to accommodate predicted population and industrial growth in the area of Manukau/Takanini and Papakura as predicted in the Auckland Plan.  Provide an alternate North/South corridor route from Redoubt Rd/SH1 in the north to Drury in the south to improve network resilience and an alternative to SH1.  Provide an upgraded road corridor to address current and future network constraints in the Manukau/Takanini area.  Provide an upgraded road corridor which addresses safety for all road users.  Provide an upgraded road corridor which supports Public Transport infrastructure.  Provide an upgraded road corridor which provides provision for walking and cycling and connectivity to open spaces.

1.3 Noise assessment This report has been prepared to support the Notice of Requirement for the Redoubt Road/Mill Road corridor project. Key reporting requirements are:  Detailed discussion of appropriate criteria (NZS 6806 and district plan).  Development of the best practicable option.  Effects assessed and rated for all PPFs.  Road-traffic vibration if relevant.  Construction noise and vibration.

1.4 Terminology The terminology adopted in this report is in accordance with that used by NZS 6806, which forms the basis of the traffic noise assessment. It is noted that the meanings of the terminology used by NZS 6806 to describe the various assessment scenarios may differ slightly from the meanings of the same terminology as used by other disciplines. To avoid confusion, the specific meanings of the terminology used in this report to describe the various assessment scenarios, are presented below: Existing Scenario The existing road configuration, modelled using traffic data for the existing road. Do-Nothing Scenario The existing road configuration with no modification, modelled using traffic data predicted for the assessment years of 2026 and 2041 if the existing road configuration is not modified. Do-Minimum Scenario In this report the Do-Minimum scenario refers to the design option under consideration, with no noise mitigation measures incorporated, other than any which are inherent to the design current at April 2013.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 6 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

2.0 Assessment Criteria

2.1 Protected Premises and Facilities (PPFs) NZS 6806 applies to a limited range of premises and facilities that are considered to be noise sensitive. These locations are termed Protected Premises and Facilities (PPFs). Under NZS 6806 the following locations are considered to be PPFs: a) Buildings used for residential activities including: i. Boarding establishments ii. Homes for elderly persons iii. Retirement villages iv. In-house aged-care facilities v. Buildings used as temporary accommodation in residentially zoned areas vi. including hotels and motels, but excluding camping grounds b) Marae c) Spaces within buildings used for overnight patient medical care; and d) Teaching areas and sleeping rooms in buildings used as educational facilities including tertiary institutions and schools, and premises licensed under the Education (Early Childhood Services) Regulations, and playgrounds which are part of such facilities and located within 20 m of buildings used for teaching purposes. PPFs do not include: e) Residential accommodation in buildings which predominantly have other uses such as commercial or industrial premises; f) Garages and ancillary buildings; and g) Premises and facilities which are not yet built, other than premises and facilities for which a building consent has been issued, and has not yet lapsed, at the time when the first RMA authorisation to construct the road is obtained. The distance from the road within which PPFs are considered is set in NZS 6806 as: • Urban areas – 100 metres from the edge of the nearside traffic lane • Rural areas – 200 metres from the edge of the nearside traffic lane The western end of the project is located within an area defined as ’urban’ under NZS 6806. In accordance with NZS 6806 all Premises and Facilities (PPFs) within 100m of the road are therefore required to be considered in the assessment. However, the eastern / southern portions have significant undeveloped parkland and Greenfield areas, and may be considered to be more “rural” in nature. Therefore in the eastern and southern portions of the project, all PPFs within 200 metres of the alignment have been considered, as would apply for a “rural” area under NZS 6806. 2.2 District Plan and Council Guidelines The noise limits of the Auckland District Plan (Manukau and Papakura Sections) would be relevant with respect to noise impacts on PPFs but the Plans do not contain any provisions that would be applicable to road traffic noise associated with the project. Rule 17.10.12.23.4 of the Flat Bush Plan Change No.20 requires that all new residential developments along Murphy’s Road comply with the following, “All habitable rooms in new household units or in alterations and additions to existing household units shall be designed and shall meet internal noise standards of 45dBA Leq between the hours of 0700 - 2200, and 35dBA Leq between the hours of 2200 – 0700”.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 7 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

2.3 NZS 6806 The criteria and assessment method used in New Zealand to address road-traffic noise are set out in NZS 6806:2010 Acoustics – Road Traffic Noise – New and Altered Roads. The method provides performance targets and requires assessment of a number of different options for noise mitigation. These options are subject to an integrated design process in which the costs and benefits are considered. The performance targets in NZS 6806 are set to be reasonable taking into account adverse health effects associated with noise on people and communities, the effects of relative changes in noise levels, and the potential benefits of new and altered roads. For this project, the following noise criteria from NZS 6806 are applicable:

Table 2-1 NZS 6806 road noise criteria

Category Criterion Altered roads New road

A Primary 64 dB LAeq(24h) 57 dB LAeq(24h)

B Secondary 67 dB LAeq(24h) 64 dB LAeq(24h)

C Internal 40 dB LAeq(24h) 40 dB LAeq(24h)

Noise mitigation options are to be assessed, and if practicable, the category A criterion should be achieved. If this is not practicable then mitigation should be assessed against category B. However, if it is still not practicable to comply with categories A or B then mitigation should be implemented to ensure the internal criterion in category C is achieved. Depending on the specific building, mitigation in category C could include ventilation and/or noise insulation improvements ranging from upgraded glazing through to new wall and ceiling linings. In category C there is no protection of outdoor amenity. NZS 6806 provides a procedure for assessing the benefits and costs of mitigation options to help determine the Best Practicable Option. The criteria apply to a design year 10 to 20 years after the completion of the new or altered road. In this case the noise predictions in this report relate to predicted traffic volumes in 2041. The project is considered to be defined as an “Altered Road” under NZS 6806. The definition of an “altered” road is given some consideration under NZS 6806. Section 1.5.2 requires that an altered road meets one of the following two criteria for any assessment position at any one or more PPF: a) The do-minimum noise environment would be greater than or equal to 64 dB LAeq(24h) and, if no specific noise mitigation was undertaken, the alterations would increase road-traffic noise at that assessment position by 3dB LAeq(24h) or more at the design year, when compared with the do-nothing noise environment; or b) The do-minimum noise environment is greater than or equal to 68 dB LAeq(24h) and, if no specific noise mitigation was undertaken, the alterations would increase road-traffic noise at that assessment position by 1 dB LAeq(24h) or more at the design year, when compared with the do-nothing noise environment.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 8 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

3.0 Existing Environment

3.1 Overview The criteria in NZS 6806 to assess road-traffic noise are not dependent on the existing noise levels. Measurements of existing levels are therefore not required for the main part of this assessment. However, an appreciation of the existing environment is required to judge the potential noise effects, regardless of compliance with any particular noise criteria. Therefore, the existing environment has been assessed in detail through both modelling and measurements. The study area is directly under the flight path for Auckland Airport but the dominant noise source is road traffic using SH1, Redoubt Road and Mill Road. Road traffic using local roads such as Hollyford Drive, Everglade Drive, Goodwood Drive, Murphy’s Road, Alfriston Road, Ranfurly Road, Popes Road has also been included in the assessment. The study area incorporates properties along Redoubt Road and other minor local roads in the suburbs of Manukau, Flat Bush, Clover Park, Goodwood Heights, Totara Heights, Totara Park and the area that surrounds Mill Road (East of The Gardens). For the existing road network, computer modelling has been used to predict existing road-traffic noise levels. This also forms the basis for comparisons with modelling of the Project. Section 4.0 presents details of the modelling procedures used.

3.2 Noise survey 3.2.1 Procedure A noise survey of the existing noise levels adjacent to the current alignment of Redoubt Road has been undertaken in order to validate the modelling predictions. Measurements of the existing ambient noise levels have been conducted at three locations in the vicinity of the proposed Project area. At each measurement location an environmental noise logger was installed in general accordance with the procedures prescribed in NZS 6801:2008, Acoustics - Measurement of Sound as required by NZS 6806. The microphone of each logger was positioned as follows: - 14 Redoubt Road – The microphone was positioned at a distance of 1.5 metres from the most exposed building facade, at a height of approximately 4m above ground level. The microphone was positioned to avoid an increase in measured noise levels from building reflections and as a result, no façade correction is required. - 51 Murphy’s Road – The microphone was positioned on the fence of the residential boundary belonging to 51 Murphy’s Road at a distance of approximately 12 metres from the middle of the two carriageways to the west of the most exposed building facade, at a height of approximately 2m above ground level. - 111 Mill Road – The microphone was positioned on the fence of the residential boundary belonging to 111 Mill Road at a distance of approximately 10 metres from the middle of the two carriageways to the east of the most exposed building facade, at a height of approximately 1.5m above ground level.

The measurements were performed at each location in terms of hourly ‘A’-weighted LA10, LAeq and LAmax Sound Pressure Levels, over a 48-hour period. 3.2.2 Instrumentation Table 3.1 presents the details of the instrumentation used for the measurements. The calibration of each noise logger was checked before and after the measurements using an ARL Ngara Sound Level Calibrator. At the time of each calibration check the noise loggers were found to be reading correctly within acceptable tolerances.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 9 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 3.1 – Instrumentation Details

Description Serial No. Location ARL Ngara Type 1 Sound Level Meter 878068 1 ARL Ngara Type 1 Sound Level Meter 878087 2 ARL Ngara Type 1 Sound Level Meter 87805e 3

3.2.3 Meteorological Data It should be noted that certain weather conditions can affect traffic noise measurements. Strong winds may result in high levels of wind-induced noise from surrounding vegetation, which could potentially influence the measured noise levels. Wet road surfaces during and after periods of rain can also influence traffic noise levels, typically resulting in increased noise. Weather observation data for the measurement period was obtained from AccuWeather. The weather during the survey period was mostly fine and dry. There were a few showers on the evening of the 4th April 2013 but not at a level that would affect the noise measurements. Wind speeds were below 5m/s and would therefore have not impacted upon the measured noise levels. 3.2.4 Measurement Results

The data obtained through measurement have been calculated to determine the measured LAeq,24hour in each of the measurement locations. The results are presented in Table 3.2.

Table 3.2 – Details of Measurement Results Location Property Address Measurement Period L , dB No. Aeq, 24hr 03/04/13 – 04/04/13 67 1 14 Redoubt Road 04/04/13 – 05/04/13 67 03/04/13 – 04/04/13 62 2 51 Murphys Road 04/04/13 – 05/04/13 60 03/04/13 – 04/04/13 71 3 111 Mill Road 04/04/13 – 05/04/13 71

3.2.5 Prediction vs Measurement Comparison

The following table presents the modelled and measured LAeq,24hr noise levels at each measurement location, for each day during the measurement period. Where measurements were taken on the boundary of the property the modelled noise level at the boundary rather than that at the façade have been considered. In accordance with NZ6806, the measured noise levels and those modelled should be compared and should fall within ±2dB of each other. For each of the three long term measurement locations the measured averaged LAeq,24hr noise levels during the survey period and the predicted modelled noise levels are found to fall within ±2dB of one another and are therefore considered to be acceptable under the requirements of NZS 6806.

Table 3.3 –LAeq,24hr Noise Level Comparison

Location No. LAeq,24hr, dB Difference dB(A) Comment Measured Modelled 1 67 68 1 Meets NZ6806 requirement 2 61 63 2 Meets NZ6806 requirement 3 71 70 1 Meets NZ6806 requirement

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 10 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

4.0 Traffic Noise Modelling Methodology

4.1 Procedures The cornerstone of this assessment is modelling of road-traffic noise, which provides an objective basis to consider future activity. The modelling techniques used are well established in New Zealand. The parameters of the model were as follows:

Table 4-1 Model parameters

Parameter Setting/source Software SoundPLAN v7.1 Algorithm Calculation of Road Traffic Noise (CRTN) 1988. UK Department of Transport and the Welsh Office. Order of reflections 3

Parameter LAeq(24h) Ground absorption Road areas = 0 (Hard Ground); all other ground = 0.6 (Soft ground) Receiver locations 1.5 m above ground level; Ground floor level 0.5m above average ground level at building; 3m floor heights; Predictions at most exposed façade; ground floor only Receivers and grid position Free-field

The CRTN algorithm gives results in terms of the LA10(18h). To convert this to LAeq(24h) a –3 dB adjustment was applied. This adjustment has been implemented in the software in conjunction with the road surface adjustment detailed in Section 4.2.4. For the ease of presentation of the results, the Project area was divided into seven separate areas (A to G). All areas meet the test for “altered roads” under the NZS 6806; however the division is made for purposes of convenience of reporting and data processing. Prior to considering noise mitigation, the existing, do-nothing and do-minimum noise levels were predicted at all PPFs in each assessment area to determine if the provisions of NZS 6806 would apply, and to identify any PPFs which would fall into NZS 6806 categories B and C for the do-minimum scenario.

4.2 Input data Most data used in the noise model has been obtained directly from the project team. However, in some instances additional data such as traffic flow has required manual entry direct into the noise model. 4.2.1 Topographic contours Topographic contours have been imported directly from the project topographical drawings at 1.0m elevation intervals. Road gradients and screening have been determined from the contours. Two sets of topographic contours have been used: - Do-nothing contours of the existing landform without the Project, and - Do-minimum contours of the new landform with the Project. All of the mitigation options are based on the do-minimum topographic contours that were current on 15th February 2013. Any significant change to the contours used in the assessment may affect the predicted noise levels and the effectiveness of the mitigation specified. 4.2.2 Buildings The footprints for all buildings and all other structures within a minimum of 100 metres of the roads have been imported into the noise model from the project drawings of the built form in the vicinity of the project. Building

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 11 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

heights have been estimated as being 4.5m for single –storey and approximately 8m for double-storey buildings. Different building heights have been identified from a site visit and from Google earth Street View. Predictions were made at the most affected façades of individual buildings, at a height of 1.5m above each floor. The ground floor level for each building was taken to be the average ground level at the position of the building. Only the noise levels at the most affected position for each building is presented. 4.2.3 Road alignments Road alignments have been imported from the project CAD drawings as centrelines. The carriageway for each direction has been modelled as a separate road. Gradients have been calculated by the noise software. The drawings used were current at 15th February 2013, any significant change to the road alignment used in the assessment may affect the predicted noise levels and the effectiveness of the mitigation specified. 4.2.4 Road surfaces Surfaces of existing roads in the do-nothing scenario have been modelled as the current surfaces recorded by the project team. For the Project, in the do-minimum scenarios the road surface has been modelled as asphaltic concrete and/or chip seal). In investigating mitigation options, alternative surfaces have been tested in the noise model for some sections. The procedure used to incorporate different road surfaces in the model is as follows: - In accordance with Transit Research Report 28: Traffic noise from uninterrupted traffic flows, 1994, a -2 dB adjustment has been made for a reference asphaltic concrete road surface compared to CRTN, - Surface corrections relative to asphaltic concrete have been made in accordance with Land Transport New Zealand Research Report 326: Road surface effects on traffic noise Stage 3 – Selected bituminous mixes, 2007. - The combined correction has been entered in the modelling software as a road surface correction. This has also included the adjustment from LA10(18h) to LAeq(24h). 4.2.5 Safety barriers No information regarding the use of safety barriers has been provided so they have not been incorporated into the existing, do-nothing, do-minimum scenarios. Standard safety barriers would not provide any significant acoustic benefits. 4.2.6 Traffic data Traffic data has been provided for all roads as the Annual Average Daily Traffic (AADT), percentage of heavy vehicles and speed, as shown in Table 4-2. Data has not been provided separately for each carriageway and therefore the traffic flow in each direction has been modelled as half the AADT. All future traffic data has been provided for the assessment years of 2026 and 2041. The CRTN model has been developed based on 18-hour traffic. No conversion to 18-hour traffic flows has been made to this assessment. This is a conservative approach which is estimated to result in predicted noise levels approximately 0.2 dB higher than the noise levels that would be predicted based on the 18-hour traffic volumes.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 12 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 4-2 Road details Speed Road Section Surface Existing road (2011) Do nothing (2026) Do minimum (2026) Do nothing (2041) Do minimum (2041) (km/h) AADT AADT AADT AADT AADT HV (%) HV (%) HV (%) HV (%) HV (%) (vpd) (vpd) (vpd) (vpd) (vpd) Redoubt Road (between SH1 and Asphaltic concrete 55 20000 5% 24000 5% 33000 5% 26500 5% 35000 5% Hollyford) Diorella Drive Asphaltic concrete 45 2500 5% 3000 5% 4000 5% 3000 5% 4000 5% Everglade Drive Asphaltic concrete 50 10000 5% 11000 5% 13000 5% 12000 5% 13000 5% Hollyford Drive Asphaltic concrete 50 15000 5% 17000 5% 20000 5% 19500 5% 20000 5% Goodwood Drive Asphaltic concrete 50 4500 5% 6000 5% 6000 5% 6000 5% 6500 5% Hilltop Road Asphaltic concrete 45 3500 5% 5500 5% 5500 5% 5500 5% 5500 5% Redoubt Road (between Hollyford and Asphaltic concrete 55 12000 5% 14000 5% 22000 5% 17000 5% 25000 5% Murphys Rd) Murphy's Rd Asphaltic concrete 50 10000 5% 17500 5% 20000 5% 18000 5% 24000 5%

Redoubt Road Asphaltic concrete 65 14000 5% 21000 5% 26000 5% 22500 5% 29500 5% Redoubt Road (east of Asphaltic concrete 45 3000 5% 5000 5% 5500 5% 7000 5% 7000 5% Mill Rd) SH1 North of Redoubt Asphaltic concrete 100 60000 10% 80000 10% 90000 10% 90000 10% 94000 10% Rd SH1 South of Redoubt Asphaltic concrete 100 80000 10% 100000 10% 100000 10% 108000 10% 110000 10% Rd Mill Road (South of Chip Seal 65 13500 5% 23000 5% 24500 5% 5% 5% 27000 28500 Redoubt Road) Mill Road Chip Seal 85 14000 5% 21000 5% 25000 5% 25000 5% 30000 5% Ranfurly Road Chip Seal 80 4000 5% 10500 5% 13000 5% 11000 5% 15000 5% Alfriston Road Chip Seal 80 6000 5% 10000 5% 11000 5% 10500 5% 11000 5%

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 13 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.0 Traffic Noise Modelling Results

5.1 Prediction Results and Identification of Mitigation Options The following sections present and discuss the results of the traffic noise modelling of the existing, do-nothing and do-minimum scenarios. For ease of discussion, the project area was separated into several distinct areas: NOR 1 Area A: SH1 to Everglade Drive Area B: Everglade Drive to Goodwood Drive Area C: Goodwood Drive to Hilltop Road NOR 2 Area D: Hilltop Road to Murphys Road Area E: Murphys Road to Mill Road NOR 3 Area F: East of the Mill Road / Redoubt Road intersection Area G: Mill Road Corridor, South of Redoubt Road The extent to which these areas cover is shown in more detail in figure 5-1.

Figure 5-1 Individual Assessment Areas

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 14 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.2 NOR 1 5.2.1 Area A: SH1 to Everglade Drive Table 5-1 presents the predicted noise levels at each of the PPFs in Area A. The properties on Redoubt Road will experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes, as the alignment itself does not change significantly. The majority of PPF’s fall into Category A, 9 PPF’s fall into Category B and 26 PPF’s fall into Category C. A number of properties in this area (33, 35, 40A, 41A, 45, 47, 49, 56, 57, 58, 65, 67, 69, 73 and 75 Redoubt Road. 1 and 2 Birchlea Rise. 1A, 3, 5, 9, 11 and 13 Everglade Drive) are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-1: Predicted noise levels – Area A Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 1 BANKSIA PLACE 63 63 64 64 65 1 DIORELLA DRIVE 61 61 63 60 63 1 SIKKIM CRESCENT 48 48 50 49 50 10 DIORELLA DRIVE 44 44 45 44 45 10 REDOUBT ROAD 69 69 70 69 70 10 ROCHAS PLACE 46 46 51 49 51 10 SIKKIM CRESCENT 50 50 50 50 51 10 WILISA RISE 45 45 46 45 46 11 ANDOVER WAY 43 43 44 43 44 11 DERRIMORE HEIGHTS 44 44 45 44 46 11 ROCHAS PLACE 51 51 51 51 51 11 SIKKIM CRESCENT 46 47 46 46 46 11A ANDOVER WAY 53 53 56 53 56 12 DIORELLA DRIVE 43 43 45 44 46 12 REDOUBT ROAD 70 70 70 70 70 12 ROCHAS PLACE 51 51 52 51 52 12 SIKKIM CRESCENT 46 46 47 46 47 12 WILISA RISE 43 43 45 43 46 13 ANDOVER WAY 42 42 44 42 44 13 PIPER PLACE 43 44 43 43 45 13 ROCHAS PLACE 51 51 51 51 52 13 SIKKIM CRESCENT 45 45 46 45 47 14 DIORELLA DRIVE 44 44 44 44 45 14 REDOUBT ROAD 68 67 68 68 69 14 WILISA RISE 43 43 42 41 43 15 DERRIMORE HEIGHTS 43 43 45 43 45

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 15 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 15 PIPER PLACE 44 44 44 43 45 15 SIKKIM CRESCENT 45 45 45 45 46 16 DIORELLA DRIVE 43 43 45 43 45 16 REDOUBT ROAD 67 67 68 67 68 16 SIKKIM CRESCENT 45 45 46 45 46 17 DERRIMORE HEIGHTS 44 44 45 44 45 17 PIPER PLACE 44 44 45 44 46 17 SIKKIM CRESCENT 44 44 45 44 45 18 DIORELLA DRIVE 44 44 45 44 44 18 REDOUBT ROAD 66 66 68 66 68 18 SIKKIM CRESCENT 44 44 45 44 46 19 DERRIMORE HEIGHTS 45 45 46 45 47 19 PIPER PLACE 44 45 45 44 46 19 REDOUBT ROAD 62 63 65 63 65 19 SIKKIM CRESCENT 44 45 45 44 45 1A DERRIMORE HEIGHTS 46 46 47 46 47 2 ALEXIA PLACE 66 67 67 67 68 2 DIORELLA DRIVE 66 66 68 66 68 2 JUVENA PLACE 46 47 47 46 48 2 MONDE PLACE 49 49 49 49 50 2 REDOUBT ROAD 63 63 65 63 66 2 ROCHAS PLACE 43 43 44 43 45 2 SIKKIM CRESCENT 57 57 57 57 58 20 DIORELLA DRIVE 45 45 47 45 47 20 SIKKIM CRESCENT 45 45 46 45 46 21 DERRIMORE HEIGHTS 46 46 47 46 47 21 PIPER PLACE 43 43 44 43 45 21 REDOUBT ROAD 64 64 71 64 71 22 DIORELLA DRIVE 43 43 45 44 46 22 SIKKIM CRESCENT 47 48 45 48 45 24 DERRIMORE HEIGHTS 44 44 46 44 47 22 REDOUBT ROAD 70 70 70 70 70 24 REDOUBT ROAD 69 69 69 69 70 24 SIKKIM CRESCENT 54 55 58 55 57 25 DERRIMORE HEIGHTS 45 45 46 45 46 26 REDOUBT ROAD 71 71 71 71 71

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 16 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 26 SIKKIM CRESCENT 53 53 56 53 56 27 DERRIMORE HEIGHTS 46 46 47 46 47 28 CHIEFTAIN RISE 43 43 45 43 46 28 DERRIMORE HEIGHTS 44 44 45 44 46 28 REDOUBT ROAD 69 69 70 69 70 28 SIKKIM CRESCENT 44 44 45 44 45 29 DERRIMORE HEIGHTS 44 45 46 45 46 2A REDOUBT ROAD 69 70 71 69 71 3 ANCONA LANE 57 57 63 57 64 3 BANKSIA PLACE 53 53 52 51 56 3 BIRCHLEA RISE 57 57 66 57 67 3 DERRIMORE HEIGHTS 44 44 45 44 46 3 DIORELLA DRIVE 57 57 59 57 59 3 JUVENA PLACE 51 52 51 51 51 3 MONDE PLACE 52 52 52 51 52 3 ROCHAS PLACE 45 45 46 45 46 3 SIKKIM CRESCENT 46 46 47 46 47 30 CHIEFTAIN RISE 46 46 46 46 47 30 DERRIMORE HEIGHTS 45 45 47 45 47 30 REDOUBT ROAD 69 69 69 69 70 31 DERRIMORE HEIGHTS 46 46 47 46 48 32 CHIEFTAIN RISE 50 50 50 50 50 32 DERRIMORE HEIGHTS 45 46 48 46 48 32 REDOUBT ROAD 71 71 71 71 71 33 DERRIMORE HEIGHTS 47 47 48 47 49 34 DERRIMORE HEIGHTS 46 46 48 46 49 34 PIPER PLACE 44 44 45 44 46 34 REDOUBT ROAD 69 69 69 69 70 35 DERRIMORE HEIGHTS 50 50 51 50 51 36 PIPER PLACE 44 44 45 44 46 36 REDOUBT ROAD 69 69 70 69 70 37 CHIEFTAIN RISE 42 43 44 42 45 37 DERRIMORE HEIGHTS 62 62 65 62 65 38 REDOUBT ROAD 69 69 68 69 69 39 DERRIMORE HEIGHTS 50 51 53 51 53 39B CHIEFTAIN RISE 42 42 44 42 45

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 17 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 39D CHIEFTAIN RISE 43 44 44 44 45 39E CHIEFTAIN RISE 43 43 44 43 45 4 BIRCHLEA RISE 56 56 64 55 64 4 JUVENA PLACE 47 48 48 47 48 4 MONDE PLACE 46 46 47 46 47 4 REDOUBT ROAD 69 69 70 69 70 4 ROCHAS PLACE 43 43 44 43 47 4 SIKKIM CRESCENT 52 52 53 52 54 4 WILISA RISE 55 55 59 55 59 40 REDOUBT ROAD 70 70 73 70 74 41 CHIEFTAIN RISE 43 43 45 43 46 41 DERRIMORE HEIGHTS 46 47 48 47 48 41B REDOUBT ROAD 60 60 73 60 73 41C REDOUBT ROAD 58 58 62 58 63 42 REDOUBT ROAD 56 56 59 55 60 43 CHIEFTAIN RISE 44 45 45 44 46 43 DERRIMORE HEIGHTS 61 62 63 62 63 45 CHIEFTAIN RISE 46 46 47 46 47 45 DERRIMORE HEIGHTS 57 57 59 58 59 45A REDOUBT ROAD 59 59 72 59 72 45B REDOUBT ROAD 57 57 60 56 60 45C REDOUBT ROAD 55 55 56 55 56 45D REDOUBT ROAD 52 52 52 52 52 45E REDOUBT ROAD 50 50 50 49 50 45F REDOUBT ROAD 48 48 48 47 48 45G REDOUBT ROAD 45 45 46 45 47 46 REDOUBT ROAD 65 65 69 65 69 47 DERRIMORE HEIGHTS 55 55 56 56 57 47A REDOUBT ROAD 56 56 70 56 70 47B REDOUBT ROAD 53 53 59 53 59 47C REDOUBT ROAD 49 49 52 49 53 47D REDOUBT ROAD 47 47 48 47 48 47E REDOUBT ROAD 45 45 45 45 46 47F REDOUBT ROAD 44 44 44 44 45 47G REDOUBT ROAD 44 44 45 44 45 48 REDOUBT ROAD 52 52 55 52 55

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 18 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 49 DERRIMORE HEIGHTS 62 63 65 63 65 49A REDOUBT ROAD 56 56 65 57 66 49B REDOUBT ROAD 44 44 45 44 46 49D REDOUBT ROAD 43 43 54 52 54 5 ANCONA LANE 52 52 54 52 54 5 ANDOVER WAY 42 43 44 42 44 5 BANKSIA PLACE 51 51 50 49 54 5 BIRCHLEA RISE 49 49 51 49 51 5 DERRIMORE HEIGHTS 44 44 45 44 46 5 JUVENA PLACE 55 55 57 55 57 5 MONDE PLACE 47 47 48 47 48 5 ROCHAS PLACE 46 46 47 46 47 5 SIKKIM CRESCENT 46 46 47 46 47 51 DERRIMORE HEIGHTS 59 60 62 60 62 52 REDOUBT ROAD 58 58 65 58 65 54 REDOUBT ROAD 61 62 67 62 68 57A REDOUBT ROAD 60 60 66 60 67 57B REDOUBT ROAD 55 55 57 55 58 59 REDOUBT ROAD 45 45 46 45 47 59A REDOUBT ROAD 49 49 50 49 50 59B REDOUBT ROAD 45 46 47 45 48 59C REDOUBT ROAD 45 45 46 45 47 5A ANDOVER WAY 43 43 44 43 45 6 ALEXIA PLACE 55 55 58 55 58 6 ANCONA LANE 53 53 55 52 55 6 JUVENA PLACE 53 53 52 53 52 6 MONDE PLACE 46 46 47 46 47 6 REDOUBT ROAD 69 69 70 69 70 6 ROCHAS PLACE 44 44 45 44 45 6 SIKKIM CRESCENT 51 51 52 52 53 6/10 BIRCHLEA RISE 46 46 48 46 48 63 REDOUBT ROAD 52 52 53 51 53 63A REDOUBT ROAD 46 46 46 46 47 63B REDOUBT ROAD 45 45 45 44 46 63C REDOUBT ROAD 45 45 46 45 46 69A REDOUBT ROAD 55 55 62 55 62

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 19 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 7 ANCONA LANE 46 46 46 46 47 7 ANDOVER WAY 48 48 48 48 49 7 BANKSIA PLACE 44 44 45 44 47 7 DERRIMORE HEIGHTS 44 44 46 44 46 7 DIORELLA DRIVE 49 49 49 49 50 7 EVERGLADE DRIVE 51 51 51 51 52 7 JUVENA PLACE 57 57 59 58 60 7 MONDE PLACE 50 51 51 50 51 7 ROCHAS PLACE 46 46 47 46 47 7 SIKKIM CRESCENT 46 46 46 46 47 71 REDOUBT ROAD 55 55 63 55 63 7A ANDOVER WAY 46 46 46 46 47 8 ANCONA LANE 46 46 46 46 47 8 DIORELLA DRIVE 45 45 46 45 47 8 JUVENA PLACE 55 56 57 56 58 8 MONDE PLACE 45 45 46 45 46 8 REDOUBT ROAD 59 59 59 52 59 8 ROCHAS PLACE 46 46 47 46 47 8 SIKKIM CRESCENT 51 51 51 51 51 8 WILISA RISE 51 52 54 51 54 9 BANKSIA PLACE 46 47 46 45 48 9 DERRIMORE HEIGHTS 44 45 46 45 46 9 MONDE PLACE 45 45 47 45 47 9 ROCHAS PLACE 50 50 50 50 50 9 SIKKIM CRESCENT 46 46 46 46 46

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 20 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.2.2 Area B: Everglade Drive to Goodwood Drive Table 5-2 presents the predicted noise levels at each of the PPFs in Area B. The properties on Redoubt Road will experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes, as the alignment itself does not change significantly. The majority of PPFs in this area fall into Category A, 9 PPFs fall into Category B and 10 fall into Category C. A number of properties in this area (60, 89, 101, 103, 105, 107, 109, 111 and 113 Redoubt Road and 14 Flamingo Court) are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-2: Predicted noise levels – Area B Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 1 FLAMINGO COURT 66 66 67 66 67 1 GOODWOOD DRIVE 61 63 68 64 68 1 ROSEWOOD PLACE 44 45 47 45 47 1 SANTA MONICA PLACE 66 66 70 67 70 10 EVERGLADE DRIVE 66 66 67 66 68 10 FLAMINGO COURT 62 63 62 62 63 10 ROSEWOOD PLACE 61 62 67 62 67 10 SANTA MONICA PLACE 41 42 44 42 45 10A ROSEWOOD PLACE 64 65 69 65 69 11 FLAMINGO COURT 48 48 48 47 50 11 GOODWOOD DRIVE 49 49 53 50 54 11 HOLLYFORD DRIVE 55 56 57 56 57 11 ROSEWOOD PLACE 48 48 50 49 51 11 SANTA MONICA PLACE 41 42 45 42 45 12 FLAMINGO COURT 55 56 57 56 58 12 PALMETTO PLACE 54 55 55 55 56 12 ROSEWOOD PLACE 53 54 55 54 56 12 SANTA MONICA PLACE 42 42 44 42 45 13 FLAMINGO COURT 47 48 50 48 51 13 GOODWOOD DRIVE 48 49 52 49 52 13 SANTA MONICA PLACE 41 41 44 41 44 14 PALMETTO PLACE 45 46 45 45 47 14 SANTA MONICA PLACE 42 42 45 43 45 15 FLAMINGO COURT 47 48 48 47 50 15 GOODWOOD DRIVE 58 59 63 62 63 16 SANTA MONICA PLACE 42 43 45 43 46 17 FLAMINGO COURT 49 49 51 49 51

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 21 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 17 GOODWOOD DRIVE 58 59 63 61 63 17 KINGSCLERE PLACE 47 47 49 47 49 17 SANTA MONICA PLACE 40 41 44 41 44 18 FLAMINGO COURT 57 58 63 59 63 18 SANTA MONICA PLACE 45 45 47 45 47 19 KINGSCLERE PLACE 47 48 51 50 52 19 PALMETTO PLACE 47 48 46 47 49 19 SANTA MONICA PLACE 41 42 44 42 45 19A SANTA MONICA PLACE 41 42 44 42 45 2 EVERGLADE DRIVE 67 67 67 67 68 2 ROSEWOOD PLACE 64 65 68 65 68 20 PALMETTO PLACE 46 46 47 46 48 20 SANTA MONICA PLACE 47 48 50 48 50 21 KINGSCLERE PLACE 47 47 51 50 52 21 SANTA MONICA PLACE 41 42 45 42 45 22 SANTA MONICA PLACE 50 50 52 50 53 23 KINGSCLERE PLACE 45 46 49 47 50 23 SANTA MONICA PLACE 41 42 45 42 45 24 SANTA MONICA PLACE 43 44 45 44 46 25 SANTA MONICA PLACE 42 42 45 43 46 26 SANTA MONICA PLACE 45 46 47 46 47 27 SANTA MONICA PLACE 48 48 49 49 49 29 SANTA MONICA PLACE 42 43 45 43 45 3 FLAMINGO COURT 50 50 51 52 54 3 GOODWOOD DRIVE 57 58 67 61 67 3 ROSEWOOD PLACE 45 45 47 45 48 3 SANTA MONICA PLACE 51 52 54 52 54 31 SANTA MONICA PLACE 43 44 46 44 46 33 SANTA MONICA PLACE 48 49 50 49 50 35 SANTA MONICA PLACE 62 62 63 63 63 37 SANTA MONICA PLACE 44 45 46 45 47 4 EVERGLADE DRIVE 66 66 68 66 68 4 FLAMINGO COURT 50 50 51 52 54 4 ROSEWOOD PLACE 62 63 67 63 67 40 KINGSCLERE PLACE 47 47 50 47 50 42 KINGSCLERE PLACE 44 45 46 45 47

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 22 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 44 KINGSCLERE PLACE 46 47 48 47 49 46 KINGSCLERE PLACE 45 45 47 45 47 48 KINGSCLERE PLACE 44 45 48 46 48 5 FLAMINGO COURT 46 47 48 48 50 5 GOODWOOD DRIVE 57 58 64 62 64 5 ROSEWOOD PLACE 43 43 45 43 46 6 FLAMINGO COURT 46 47 47 50 50 6 ROSEWOOD PLACE 64 64 68 65 68 6 SANTA MONICA PLACE 43 43 46 44 46 62 REDOUBT ROAD 64 64 69 64 69 64 REDOUBT ROAD 56 56 56 56 60 66 REDOUBT ROAD 52 52 54 52 54 68 REDOUBT ROAD 67 67 67 67 67 7 FLAMINGO COURT 47 47 48 48 51 7 GOODWOOD DRIVE 49 50 55 51 55 7 HOLLYFORD DRIVE 63 64 65 64 65 7 ROSEWOOD PLACE 46 46 48 46 48 7 SANTA MONICA PLACE 46 47 49 47 49 70 REDOUBT ROAD 64 65 65 65 65 72 REDOUBT ROAD 62 63 64 63 64 74 REDOUBT ROAD 48 49 50 49 51 76 REDOUBT ROAD 52 53 55 53 55 78 REDOUBT ROAD 63 63 67 63 67 8 FLAMINGO COURT 48 48 49 48 50 8 SANTA MONICA PLACE 41 42 44 42 45 81 REDOUBT ROAD 63 64 69 64 70 9 FLAMINGO COURT 47 47 49 49 51 9 GOODWOOD DRIVE 49 50 55 51 56 9 HOLLYFORD DRIVE 65 66 67 66 67 9 ROSEWOOD PLACE 45 46 48 46 48 9 SANTA MONICA PLACE 44 44 47 44 47 93 REDOUBT ROAD 46 46 48 46 48 95 REDOUBT ROAD 49 50 51 50 53 97 REDOUBT ROAD 50 51 54 51 55 99 REDOUBT ROAD 52 53 60 53 60 9A SANTA MONICA PLACE 41 42 44 42 44

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 23 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.2.3 Area C: Goodwood Drive to Hilltop Road Table 5-3 presents the predicted noise levels at each of the PPFs in Area C. The properties on Redoubt Road and Alexia Place will experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes, as the alignment itself does not change significantly. 5 PPFs fall into Category C and 3 fall into Category B. A number of properties in this area (119, 121, 123, 125, 127, 129, 131, 133 and 133A Redoubt Road and 2 Alexia Place) are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-3: Predicted noise levels – Area C Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 1 ALEXIA PLACE 67 68 68 68 68 1 ELSTED PLACE 58 59 61 60 62 1 SAN MARTIN PLACE 44 44 46 45 46 1/13 LIZZIE LANE 41 42 45 42 45 10 BARTELLS DRIVE 44 45 46 45 47 10 ELSTED PLACE 46 47 54 47 54 104 REDOUBT ROAD 65 66 68 66 68 11 ELSTED PLACE 46 46 49 47 50 116 REDOUBT ROAD 66 67 67 67 67 119A REDOUBT ROAD 59 60 70 61 70 12 ELSTED PLACE 45 45 54 46 54 120 REDOUBT ROAD 66 66 69 66 69 124 REDOUBT ROAD 50 51 51 51 52 124A REDOUBT ROAD 49 50 51 50 52 128 REDOUBT ROAD 61 61 62 61 62 13 ELSTED PLACE 46 47 50 47 50 13 SAN MARTIN PLACE 42 43 45 43 45 132 REDOUBT ROAD 45 46 48 46 49 132A REDOUBT ROAD 47 48 50 48 51 132B REDOUBT ROAD 50 50 52 50 52 132C REDOUBT ROAD 46 47 49 47 50 134 REDOUBT ROAD 63 64 66 64 66 134A REDOUBT ROAD 48 49 51 49 52 134B REDOUBT ROAD 49 49 52 50 53 135 REDOUBT ROAD 62 63 70 63 70 14 ELSTED PLACE 44 44 50 45 51 14 LIZZIE LANE 43 43 45 44 46

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 24 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 143 REDOUBT ROAD 60 60 65 60 66 15 ELSTED PLACE 44 45 47 46 48 152 REDOUBT ROAD 60 61 63 61 64 156 REDOUBT ROAD 60 60 62 60 63 16 ELSTED PLACE 44 45 51 45 52 17 BARTELLS DRIVE 42 43 45 43 46 18 BARTELLS DRIVE 40 40 43 41 44 18 ELSTED PLACE 47 47 55 48 55 19 ELSTED PLACE 45 45 47 46 46 19 HURSTBOURN PRIORS 43 44 47 44 48 2 SAN MARTIN PLACE 39 40 42 40 43 2/13 LIZZIE LANE 41 42 44 42 44 20 ELSTED PLACE 49 50 54 50 55 20 HURSTBOURN PRIORS 47 47 51 48 51 20 LIZZIE LANE 40 41 43 41 44 20A LIZZIE LANE 43 44 46 44 47 21 ELSTED PLACE 43 43 47 44 47 21 HURSTBOURN PRIORS 45 46 48 46 49 22 ELSTED PLACE 51 52 56 52 56 22 HURSTBOURN PRIORS 47 48 52 48 53 22 LIZZIE LANE 41 41 44 41 44 22A LIZZIE LANE 45 46 46 46 48 23 ELSTED PLACE 44 44 47 44 47 23 HURSTBOURN PRIORS 44 44 47 45 48 24 ELSTED PLACE 51 52 55 52 56 24 LIZZIE LANE 45 46 48 46 49 25 ELSTED PLACE 46 47 50 47 50 25 HURSTBOURN PRIORS 43 43 45 44 46 26 HURSTBOURN PRIORS 45 46 50 46 51 3 BARTELLS DRIVE 57 57 57 57 57 3 ELSTED PLACE 53 53 57 55 57 3 SAN MARTIN PLACE 39 40 43 40 43 4 ELSTED PLACE 55 55 61 56 62 4 GOODWOOD DRIVE 59 60 63 61 63 5 SAN MARTIN PLACE 42 43 45 43 45 6 ELSTED PLACE 53 54 62 55 63

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 25 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 7 ELSTED PLACE 47 48 51 49 52 7 LIZZIE LANE 41 41 44 42 44 8 ELSTED PLACE 49 50 59 50 59 8 GOODWOOD DRIVE 58 59 62 60 63 9 ELSTED PLACE 44 45 48 45 49 9 LIZZIE LANE 41 42 44 42 45 9 SAN MARTIN PLACE 43 44 45 44 46

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 26 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.3 NOR 2 5.3.1 Area D: Hilltop Road to Murphys Road Table 5-4 presents the predicted noise levels at each of the PPFs in Area D. The properties on Redoubt Road will generally experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes, as the alignment itself does not change significantly. The majority of PPFs in this area fall into Category A, 4 PPF’s fall within Category B and 3 PPF’s fall within Category C. A number of properties in this area (167, 171, 177, 181 and 193 Redoubt Road) are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-4: Predicted noise levels – Area D Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 10 MURPHYS ROAD 49 49 54 50 54 12 MURPHYS ROAD 47 48 50 48 51 14 MURPHYS ROAD 44 45 48 45 49 140 ADAMSON ROAD 46 46 49 47 49 142 ADAMSON ROAD 46 47 49 47 50 16 MURPHYS ROAD 44 46 49 46 49 160 REDOUBT ROAD 55 55 58 55 59 162 REDOUBT ROAD 56 56 59 56 59 166 REDOUBT ROAD 58 59 64 59 64 168 REDOUBT ROAD 48 49 52 49 52 170 REDOUBT ROAD 65 66 69 66 70 176 REDOUBT ROAD 62 63 65 63 66 18 MURPHYS ROAD 44 46 49 46 49 182 REDOUBT ROAD 57 58 62 58 62 189 REDOUBT ROAD 58 59 64 59 64 190 REDOUBT ROAD 55 55 59 55 59 194 REDOUBT ROAD 61 62 65 62 65 20 MURPHYS ROAD 51 53 58 53 58 200 REDOUBT ROAD 63 64 64 59 65 206 REDOUBT ROAD 61 62 64 62 65 208 REDOUBT ROAD 61 62 69 62 68 210 REDOUBT ROAD 61 61 68 61 68 30 MURPHYS ROAD 55 58 60 58 61 52 HILLTOP ROAD 49 50 52 50 52 8 MURPHYS ROAD 47 48 54 48 54

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 27 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.3.2 Area E – Murphys Road to Mill Road Table 5-5 presents the predicted noise levels at each of the PPFs in Area E. The properties on Redoubt Road will generally experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes, although the alignment changes such that the northbound lane of the upgraded Redoubt Road is at a greater distance from the dwellings on Redoubt Road. Most of the PPFs in this area fall into Category A; 10 fall into Category B and 12 fall into Category C. A number of properties in this area (167, 171, 177, 181 and 193 Redoubt Road) are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-5: Predicted noise levels – Area E Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 17 MURPHYS ROAD 50 53 62 53 62 28 MURPHYS ROAD 51 53 56 54 57 32 MURPHYS ROAD 61 63 64 63 65 34 MURPHYS ROAD 60 63 64 63 65 35 MURPHYS ROAD 43 44 52 44 52 36 MURPHYS ROAD 55 60 63 60 63

39 MURPHYS ROAD 42 45 55 44 55 45 MURPHYS ROAD 44 41 53 41 54 51 MURPHYS ROAD 57 60 65 59 65 75 MURPHYS ROAD 48 52 54 52 54 79 MURPHYS ROAD 53 58 60 58 61 89 MURPHYS ROAD 53 56 57 56 58 125 MURPHYS ROAD 62 65 65 65 65 131 MURPHYS ROAD 55 57 57 57 57 135 MURPHYS ROAD 64 65 66 66 66 157 MURPHYS ROAD 61 64 64 64 64 159 MURPHYS ROAD 62 64 64 64 65 182 MURPHYS ROAD 49 51 60 51 61 228 REDOUBT ROAD 63 65 70 65 70 236 REDOUBT ROAD 60 62 69 62 70 246 REDOUBT ROAD 57 59 67 59 68 250 REDOUBT ROAD 61 63 67 63 68 256 REDOUBT ROAD 56 58 65 58 65 264 REDOUBT ROAD 58 60 68 60 69 272 REDOUBT ROAD 65 67 72 67 72 280 REDOUBT ROAD 69 71 74 71 74 286 REDOUBT ROAD 54 56 61 56 61

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 28 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 292 REDOUBT ROAD 51 53 59 53 60 294 REDOUBT ROAD 51 53 58 54 59 298 REDOUBT ROAD 67 69 71 69 72 302 REDOUBT ROAD 49 51 54 51 54 304 REDOUBT ROAD 64 66 71 67 71 310 REDOUBT ROAD 56 58 65 58 65 312 REDOUBT ROAD 49 51 55 51 55 314 REDOUBT ROAD 65 67 70 67 70 323 REDOUBT ROAD 50 51 67 51 67 337 REDOUBT ROAD 50 52 66 51 66 343 REDOUBT ROAD 57 59 71 56 71 345 REDOUBT ROAD 64 66 79 60 79 5 KINNARD LANE 47 49 63 48 63

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 29 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.4 NOR 3 5.4.1 Area F: East of the Mill Road / Redoubt Road intersection Table 5-6 presents the predicted noise levels at each of the PPFs in Area F. The predicted noise levels at several of the properties in this area increase significantly due to the realignment of Mill Road and the increase in traffic volumes on that realigned road. 10 of the PPF’s in this area fall into Category A; 4 fall into Category B and 2 fall into Category C.

Table 5-6: Predicted noise levels – Area F Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 318 REDOUBT ROAD 56 58 66 63 67 322 REDOUBT ROAD 55 57 59 55 60 326 REDOUBT ROAD 65 68 69 66 70 330 REDOUBT ROAD 56 58 61 57 62 338 REDOUBT ROAD 55 58 62 58 65 342 REDOUBT ROAD 55 58 60 59 61 346 REDOUBT ROAD 56 61 64 61 65 350 REDOUBT ROAD 55 59 63 60 64 353 REDOUBT ROAD 67 69 70 69 70 356 REDOUBT ROAD 51 55 59 55 60 361 REDOUBT ROAD 59 61 72 57 67 367 REDOUBT ROAD 55 59 69 59 64 371 REDOUBT ROAD 52 59 67 57 64 375 REDOUBT ROAD 58 60 67 58 64 381 REDOUBT ROAD 57 58 65 58 61 383 REDOUBT ROAD 53 56 60 57 60

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 30 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

5.4.2 Area G – Mill Road (South of Redoubt Road) / Redoubt Road intersection Table 5-6 presents the predicted noise levels at each of the PPFs in Area G. This section of the project is considered to be a new road rather than an altered road. The predicted noise levels at several of the properties are significantly increased as a result of the realignment of Mill Road, an increase in traffic volumes and the location of realignment. 7 PPF’s fall into Category B and 20 fall into Category C. 134 Mill Road, 1350 and 1344 Alfriston Road are expected to be acquired by the project. These properties have therefore been excluded from the assessment. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered.

Table 5-7: Predicted noise levels – Area G Do-nothing Do-minimum Do-nothing Do-minimum Existing (2011) Assessment location (2026) (2026) (2041) (2041) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) dB LAeq(24h) 1373 ALFRISTON ROAD 63 64 66 65 67 359 MILL ROAD 71 71 74 73 75 344 MILL ROAD 59 60 65 61 66 333 MILL ROAD 63 63 69 66 70 327 MILL ROAD 62 62 67 64 68 295 MILL ROAD 61 61 64 62 68 232 MILL ROAD 65 66 69 66 69 324 MILL ROAD 70 71 74 71 75 222 MILL ROAD 72 74 76 74 77 147 MILL ROAD 62 65 67 65 68 146 MILL ROAD 63 66 68 66 69 145 MILL ROAD 62 64 67 65 68 143 MILL ROAD 67 70 73 70 74 140 RANFURLY ROAD 72 74 76 73 76 137 MILL ROAD 62 66 69 66 69 111 MILL ROAD 66 66 67 67 68 57 MILL ROAD 60 61 71 68 71 38 POLO PRINCE DRIVE 51 54 58 54 59 32 POLO PRINCE DRIVE 53 55 58 55 59 27 POLO PRINCE DRIVE 57 58 60 58 61 15 POLO PRINCE DRIVE 47 47 60 57 61 31 MILL ROAD 66 68 69 68 69 9 POLO PRINCE DRIVE 53 55 58 56 59 6 POLO PRINCE 54 57 59 57 60 5 POLO PRINCE 65 68 70 69 71

220 POPES ROAD 58 58 69 61 69 200 POPES ROAD 53 54 64 59 64

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 31 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

6.0 Traffic Noise Mitigation Analysis

6.1 Mitigation Option Rating This section details the mitigation options considered for each assessment area. For any areas where the NZS 6806 Category A criteria was exceeded a number of mitigation options were tested. For each mitigation option tested, AECOM ran the computer model to predict road-traffic noise levels at each PPF. At this stage the mitigation options for each area have been assessed on the basis of: - Compliance with NZS 6806 criteria, - Attenuation provided by structural (low noise surfaces) mitigation including building modifications, and - Value-for-money (using the benefit-cost ratio (BCR) calculation from NZS 6806, implemented using the NZTA BCR calculation template v0.3 and the cost assumptions presented in Appendix C. An indicative best practicable option (BPO) is proposed for each assessment area (based on the above criteria) and is documented in assessment matrices for each area. The rating criteria in Table 6-1 were used to provide an objective basis for the assessment.

Table 6-1: Acoustic rating criteria Structural Impact Key NZS 6806 compliance BCR mitigation + + + All in Category A > 5 dB >1.5 + + Category A & 5% or fewer in Category B 5 dB 1.25-1.5 + All in Category A or B 4 dB 1-1.24 0 - 3 dB 0.75-0.99 - 5% or fewer in Category C 2 dB 0.5-0.74 - - 10% or fewer in Category C 1 dB 0.25-0.49 - - - More than 10% in Category C 0 dB <0.25

At this stage of the project the mitigation options would generally have been reassessed by the wider project team to determine the BPO. However, as some sections of the project are not expected to begin construction in the next 10 years it is considered desirable to leave in a number of mitigation options rather than selecting a definite BPO. As the design progresses detailed design of the mitigation will take place and mitigation options may change. For example, the low noise road surface that has been assumed for the purpose of this assessment is OGPA. However, other low noise road surfaces are available that will provide similar or better attenuation and these may be selected for use on the project. Noise barriers were considered during the early design stages of the project. However, the performance of the barriers was compromised by the large driveways that provide access to the PPFs in the project area. In the urban areas of the project the gaps in the barrier would be too large for the barriers to be effective. The use of barriers was discounted by the project team.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 32 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

6.2 NOR 1 6.2.1 Area A: SH1 to Everglade Drive Four noise mitigation options have been considered for Area A: Option 1 – Building modification mitigation to 26 Category C PPF’s (remaining fall into Categories A and B). Option 2 – Building modification mitigation to 26 Category C PPF’s and 9 Category B PPF’s (remaining fall into Category A). Option 3 – OGPA to the full extent of Area A (in the order of 635m); building modification mitigation to 18 Category C PPFs (remaining fall into Categories A and B). Option 4 – Twin-layer OGPA to the full extent of Area A (in the order of 635m); building modification mitigation to 3 PPFs (remaining fall into Categories A and B). An analysis of the above options is presented in Table 6-2 overleaf. Based on the analysis, whilst Options 3 and 4 still result in a number of PPF’s falling within Category B they are considered to be indicative of the BPO. However, it is understood that a twin layer of OGPA is not structurally suitable for this section of road which discounts Option 4. For the purpose of determining noise mitigation cost estimates for the SAR, Option 3 was selected as the indicative BPO. 6.2.2 Area B: Everglade Drive to Goodwood Drive Four noise mitigation options have been considered for Area B: Option 1 – Building modification mitigation to 10 Category C PPF’s (remaining fall into Categories A and B). Option 2 – Building modification mitigation to 10 Category C PPF’s and 9 Category B PPF’s (remaining fall into Category A). Option 3 – OGPA to the full extent of Area B (in the order of 345m); building modification mitigation to 2Category C PPFs (remaining fall into Categories A and B). Option 4 – Twin-layer OGPA to the full extent of Area B (in the order of 345m). An analysis of the above options is presented in Table 6-3 overleaf. Based on the analysis, Options 3 is considered to be indicative of the BPO. Option 4 has been discounted as it is understood that a twin layer of OGPA is not structurally suitable for this section of road. For the purpose of determining noise mitigation cost estimates for the SAR, Option 3 was selected as the indicative BPO. 6.2.3 Area C: Goodwood Drive to Hilltop Road Four noise mitigation options have been considered for Area C: Option 1 – Building modification mitigation to 5 Category C PPF’s (remaining fall into Categories A and B). Option 2 – OGPA to the full extent of Area C (in the order of 580m); building modification mitigation to 2 Category C PPFs (remaining fall into Categories A and B). Option 3 – Twin-layer OGPA to the full extent of Area C (in the order of 580m). An analysis of the above options is presented in Table 6-4 overleaf Based on the analysis, Options 1 and 2 are considered to be indicative of the BPO. Option 3 has been discounted as it is understood that a twin layer of OGPA is not structurally suitable for this section of road. For the purpose of determining noise mitigation cost estimates for the SAR, Option 2 was selected as the indicative BPO.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 33 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-2 Assessment matrix - Area A Do- Do- Existing Option 1 Option 2 Option 3 Option 4 Nothing minimum Road surface Asphaltic Asphaltic Asphaltic Asphaltic Asphaltic OGPA OGPAx2 Concrete Concrete Concrete Concrete Concrete

Barriers None None None None None None None

At-building mitigation 26 PPFs 35 PPFs 18 PPFs 3 PPFs Key parameters PPFs Cat A 174 174 160 160 160 167 174 PPFs Cat B 5 5 9 9 9 10 18 PPFs Cat C 16 16 26 26 26 18 3

Cost $260,000 $350,000 $370,500 $506,250

Benefit $337,680 $337,680 $1,901,340 $2,896,740 BCR 1.30 0.96 5.13 5.72 Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement ------for building-modification measures Achievement of the NZS 6806 structural mitigation - + performance standards Value for money, including maintenance costs and + + o + + + + + + consideration of benefit cost analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 34 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-3 Assessment matrix - Area B Do- Do- Existing Option 1 Option 2 Option 3 Option 4 Nothing minimum Road surface Asphaltic Asphaltic Asphaltic Asphaltic Asphaltic OGPA OGPAx2 concrete concrete concrete concrete concrete

Barriers None None None None None None None

At-building mitigation 10 PPFs 19 PPFs 2 PPFs 0 PPFs Key parameters

PPFs Cat A 92 88 80 80 80 82 95 PPFs Cat B 7 11 9 9 9 15 4 PPFs Cat C 0 0 10 10 10 2 0 Cost $100,000 $190,000 $123,500 $258,750 Benefit $108,360 $108,360 $965,160 $1,587,600 BCR 1.08 0.57 7.82 6.14 Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement ------++ for building-modification measures Achievement of the NZS 6806 structural mitigation - + performance standards Value for money, including maintenance costs and + - + + + + + + consideration of benefit cost analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 35 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-4 Assessment matrix - Area C

Do- Do- Existing Option 1 Option 2 Option 3 Nothing minimum Road surface Asphaltic Asphaltic Asphaltic Asphaltic OGPA OGPAx2 concrete concrete concrete concrete Barriers None None None None None None At-building mitigation 5 PPF’s 2 PPFs 0 PPFs Key parameters

PPFs Cat A 66 66 62 62 64 67 PPFs Cat B 4 3 3 3 4 3 PPFs Cat C 0 1 5 5 2 0 Cost $50,000 $194,000 $435,000 Benefit $56,700 $698,040 $1,191,960 BCR 1.13 3.60 2.74 Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement -- - ++ for building-modification measures Achievement of the NZS 6806 structural mitigation - + performance standards Value for money, including maintenance costs and + + + + + + + consideration of benefit cost analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 36 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

6.3 NOR 2 6.3.1 Area D: Hilltop Road to Murphy’s Road Four noise mitigation options have been considered for Area D: Based on the above mitigations available, the following Options are presented: Option 1 – Building modification mitigation to 3 Category C PPF’s (remaining fall into Categories A and B). Option 2 – OGPA to the full extent of Area D (in the order of 980m); building modification mitigation to 1 Category C PPF (remaining fall into Categories A and B). Option 3 – Twin-layer OGPA to the full extent of Area D (in the order of 980m); (remaining fall into Categories A and B). Option 4 – Twin-layer OGPA to the full extent of Area D (in the order of 980m); building modification mitigation to 1 Category B PPF (remaining fall into Category A). Based on the analysis, the assessment matrix indicates that Option 1 has a higher BCR than any of the other Options and is therefore considered to be indicative of the BPO. Options 3 and 4 have been discounted as it is understood that a twin layer of OGPA is not structurally suitable for this section of road. For the purpose of determining noise mitigation cost estimates for the SAR, Option 1 was selected as the indicative BPO.

6.3.2 Area E: Murphys Road to Redoubt Road Three noise mitigation options have been considered for Area E: Option 1 – Building modification mitigation to 12 Category C PPF’s (remaining fall into Categories A and B) Option 2 – Asphaltic Concrete to the full extent of the new road alignment (Eastern C) in Area E (in the order of 980m), building modification mitigation to 6 Category C PPF’s (remaining fall into Categories A and B) Option 3 – Asphaltic Concrete with OPGA to the full extent of the new road alignment (Eastern C) in Area E (in the order of 980m), building modification to 2 PPF’s (remaining fall into Categories A and B) An analysis of the above options is presented in Table 6-6 overleaf. Based on the analysis, the assessment matrix indicates that Option 3 has a significantly higher BCR than any of the other Options and is therefore considered to be indicative of the BPO. None of the options presented result in all PPF’s falling with Category A and all of the options require Building modification mitigation. For the purpose of determining noise mitigation cost estimates for the SAR, Option 1 was selected as the indicative BPO.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 37 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-5 Assessment matrix - Area D Do- Do- Existing Option 1 Option 2 Option 3 Option 4 Nothing minimum Asphaltic Asphaltic Asphaltic Asphaltic Road surface OGPA OGPAx2 OGPAx2 concrete concrete concrete concrete Barriers None None None None None None None At-building mitigation 3 PPF’s 1 PPF’s None 1 PPF’s Key parameters PPFs Cat A 24 24 18 18 22 24 24 PPFs Cat B 1 1 4 4 2 1 1 PPFs Cat C 0 0 3 3 1 0 0

Cost $30,000 $304,000 $735,000 $745,000

Benefit $32,760 $262,080 $493,920 $468,720

BCR 1.09 0.86 0.67 0.63

Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement for --- - ++ ++ building-modification measures Achievement of the NZS 6806 structural mitigation performance - + + standards Value for money, including maintenance costs and + o - - consideration of benefit cost analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 38 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-6 Assessment matrix - Area E Do- Existing Do-Nothing Option 1 Option 2 Option 3 minimum Asphaltic Asphaltic Asphaltic Asphaltic Asphaltic Road surface concrete/Ch concrete/Ch OGPA concrete concrete concrete ip Seal ip Seal Barriers None None None None None None At-building mitigation 12 PPF’s 6 PPF’s 2 PPF’s Key parameters

PPFs Cat A 36 32 18 18 28 34 PPFs Cat B 3 6 10 10 6 4 PPFs Cat C 1 2 12 12 6 2 Cost $120,000 $427,500 $314,000

Benefit $168,840 $636,300 $1,047,060

BCR 1.41 1.49 3.33

Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement for building------modification measures Achievement of the NZS 6806 structural o + + + mitigation performance standards Value for money, including maintenance costs and consideration of benefit cost + + + + + + + analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 39 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

6.4 NOR 3 6.4.1 Area F: East of the Mill Road / Redoubt Road intersection Three noise mitigation options have been considered for Area F: Option 1 – Asphaltic Concrete to the full extent of the new road alignment in Area F (in the order of 500m); (remaining fall into Categories A and B) Option 2 – Asphaltic Concrete to the full extent of the new road alignment in Area F (in the order of 500m), building modification mitigation to 2 Category B PPF’s (remaining fall into Category A) Option 3 – Asphaltic Concrete with OPGA to the full extent of both new road alignments in Area F (in the order of 500m), (remaining fall into Category A) An analysis of the above options is presented in Table 6-7 overleaf. Based on the analysis, Options 2 and 3 are considered to be indicative of the BPO; Although Option 1 is a lower- cost option it also has a lower BCR and results in two PPF’s falling within Category B. Option 3 has a lower BCR than Option 2 but does not require building modification treatments to any PPF’s. For the purpose of determining noise mitigation cost estimates for the SAR, Option 3 was selected as the indicative BPO.

6.4.2 Area G: Mill Road (South of Redoubt Road) / Redoubt Road intersection Three noise mitigation options have been considered for Area G: Option 1 – Building modification mitigation to 19 Category C PPF’s (remaining fall into Categories B) Option 2 – Asphaltic Concrete to the full extent of the new road alignment (Eastern C) and the existing Mill Road in Area G (in the order of 3500m), building modification to 13 PPF’s (remaining fall into Categories A and B) Option 3 – Asphaltic Concrete with OPGA to the full extent of the new road alignment (Eastern C) and the existing Mill Road in Area G (in the order of 3500m), building modification to 7 Category C PPF’s (remaining fall into Categories A and B) An analysis of the above options is presented in Table 6-8 overleaf. Based on the analysis, Option 1 has a significantly higher BCR than any of the other Options and is therefore considered to be indicative of the BPO. For the purpose of determining noise mitigation cost estimates for the SAR, Option 1 was selected as the indicative BPO.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 40 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-7 Assessment matrix - Area F

Existing Do-Nothing Do-minimum Option 1 Option 2 Option 3 Road surface Asphaltic Asphaltic Asphaltic Asphaltic Asphaltic concrete/Chip OPGA concrete concrete concrete concrete Seal Barriers None None None None None None At-building mitigation None 2 PPF’s None Key parameters PPFs Cat A 14 14 10 14 14 16 PPFs Cat B 2 1 4 2 2 0 PPFs Cat C 0 1 2 0 0 0

Cost $187,500 $207,500 $300,000

Benefit $234,360 $234,360 $415,800

BCR 1.25 1.13 1.39

Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement + + +++ for building-modification measures Achievement of the NZS 6806 structural mitigation o o + + + performance standards Value for money, including maintenance costs and + + + + consideration of benefit cost analysis

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 41 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 6-8 Assessment matrix - Area G

Existing Do-Nothing Do-minimum Option 1 Option 2 Option 3 Asphaltic Chip Asphaltic Road surface Chip Seal concrete/Chip Chip Seal OPGA Seal concrete Seal Barriers None None None None None None At-building mitigation 20 PPF’s 6 PPF’s 6 PPF’s Key parameters PPFs Cat A 6 5 0 0 6 6 PPFs Cat B 11 6 7 7 8 14 PPFs Cat C 10 16 20 20 13 7

Cost $200,000 $2,755,000 $2,170,000

Benefit $316,260 $700,560 $865,620

BCR 1.58 0.25 0.40

Acoustics assessment Compliance with NZS 6806 noise criteria, and requirement for ------building-modification measures Achievement of the NZS 6806 structural mitigation performance + + + + standards Value for money, including maintenance costs and + + + - - - - consideration of benefit cost analysis

6.5 Summary A range of mitigation options have been provided for each area. The noise levels experienced at the PPFs will depend upon the mitigation option selected for each area. However, all mitigation options provided will attenuate noise to acceptable levels and allow the noise criteria detailed in NZS 6806 to be achieved.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 42 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

7.0 Assessment of noise effects NZS 6806 sets reasonable criteria for road-traffic noise levels, taking into account health issues associated with noise and other matters. It is considered that road-traffic noise levels in compliance with NZS 6806 Category A would generally result in acceptable noise effects. Depending on the existing environment, achieving the Category B criteria may also give rise to acceptable noise effects. Achieving the Category C criteria will result in acceptable internal noise effects and in properties that are located close to the existing road alignment will likely result in internal noise levels lower than those currently experienced. In the assessment suggestions for the BPO have been made with specific regard to noise. To date there has been no discussion with the project team to agree on the BPO for each area. However, the BPO that was suggested for each stage based on noise considerations alone would enable the majority of properties in each area to meet the Category A and B criteria. Where the Category B criteria cannot be met consideration will be given to building modifications to achieve the Category C criteria.

Existing noise levels along Redoubt Road and Mill Road are in the region of the 67 dB LAeq,24hr category B criteria. Although individual properties will need to be assessed further once the BPO has been determined, it is considered that meeting the category B criteria will be acceptable with regard to noise impact. The subjective perception of changes in noise level can generally be correlated with the numerical change in noise level. Table 7.1 details the subjective perception related to various increases in noise level and the associated impact.

Table 7.1: Subjective perception and relative impact of increasing noise levels

Increase in Noise Level Subjective Perception Impact/Effect 1 – 2 dB Insignificant change Negligible/Less than minor 3 – 4 dB Perceptible change Slight/Minor 5 – 8 dB Appreciable change Moderate 9 – 11 dB Doubling of loudness Significant/Substantial > 11 More than doubling of loudness Severe

The noise impact/effect associated with the upgraded road will be determined by the mitigation option selected as the BPO but is likely to be Negligible/Less than minor.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 43 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

8.0 Operational Vibration Baseline ground vibration monitoring was undertaken, to provide information about the existing ambient vibration levels. These levels will be used to assist in the assessment of operational vibration impact on the PPFs.

The measured vibration levels are compared to predicted vibration levels from operation of the upgraded road. Guideline criteria that are commonly used to assess the potential for adverse effects on human comfort and building damage have been provided for reference.

The ground vibration level received at any given location due to a particular vibration source is a function of the vibration source strength, the attenuation rate of the vibration energy in the ground, and the influence of any buildings or structures on the received vibration level.

There are generally three levels of potential adverse effects of vibration in buildings. These levels in order of reducing sensitivity are:

. People may be disturbed or inconvenienced; . Equipment and fittings may be disturbed or affected; and . Cosmetic or structural building damage may occur.

Vibration criteria relating to human comfort are the most stringent. This is because people are able to “feel” vibration at levels much lower than those required to cause even superficial damage to the most susceptible classes of structures.

8.1 Vibration Criteria for Human Comfort ISO 2631-2:1989 provides widely referenced guidance for evaluating the potential of vibration to adversely affect human comfort in buildings.

ISO 2631-2:1989 presents frequency-dependent evaluation criteria in terms of a base curve below which vibration levels have generally not been observed to cause complaints, and a modification factor by which the base curve is multiplied to adjust it for different types of building uses, vibration characteristics, how often the nuisance vibration events occur, and at what time of day they occur (day or night).

ISO 2631-2:1989 requires that the measurements be performed at the location where the vibration is received by the affected person i.e. typically inside the building. This means that the guidelines presented in ISO 2631-2:1989 cannot be directly applied to vibration measurements performed outside the building, as the building may amplify or attenuate the ground vibration. The ISO 2631-2:1989 guidelines would need to be adjusted to allow for the influence of the building on the vibration level, if the vibration measurements are performed outside. All measurements presented in this assessment are ground vibration levels measured outdoors.

A further point to note is that ISO 2631-2:1989 has been superseded by ISO 2631-2:2003. Unlike ISO 2631- 2:1989, ISO 2631-2:2003 does not quote guideline levels for assessing the potential of vibration to cause annoyance. The guideline levels presented in the 1989 version of the standard were omitted from the 2003 version of the standard because it was considered by the Standards Committee that the possible range of guidance values presented in ISO 2631-2:1989 was too widespread for reproduction in an international standard, and insufficient experimental data existed to enable the range of guidance values to be narrowed.

8.2 Vibration Criteria for Avoidance of Building Damage German Standard DIN 4150-3:1999 provides commonly referenced guidelines for evaluating the effects of vibration on structures. The criteria presented in DIN 4150-3 are the peak vibration velocities up to which no cosmetic damage from vibration effects has been observed, and are set well below the levels that have the potential to cause damage to the main structure.

For residential dwellings, and buildings of similar construction, DIN 4150-3 prescribes the criteria presented in Figure 8-1. The criteria apply at the foundations of the building.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 44 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Figure 8-1: DIN 4150-3:1999 Criteria for StructuralDIN Vibration4150-3 Criteria for Structural Vibration

20 BUILDING DAMAGE POSSIBLE

BUILDING DAMAGE UNLIKELY Peak Particle Velocity (mm/s) Velocity (mm/s) Particle Peak

0 0 10 20 30 40 50 60 70 80 90 100 Frequency (Hz)

DIN 4150-3 Maximum Safe Vibration Level for Residential Buildings 8.3 Measurement Procedure Ground vibration measurements were performed at locations along the current road alignment using a Minimate+ (Serial No. BC5650) configured to record unweighted velocity time-histories. The measurements were performed at three locations:

 Position 1 approximately 5 metres from the kerb of Redoubt Road directly opposite 14 Redoubt Road.  Position 2 approximately 5m from the kerb of Redoubt Road directly opposite 272 Redoubt Road  Position 3 approximately 3m from the edge of the road on the boundary of 111 Mill Road.

The measurements were timed to coincide with steady streams of traffic passing the measurement location. Measurements were performed at each location until it was considered that the measurements covered a sample of traffic representative of the traffic flow passing the site, including heavy vehicles. Typically, this resulted in a cumulative sample period of 30 seconds to 180 seconds out of approximately one hour’s measurement and observation time during which the worst-case transient vibration event occurred at each site.

At each location, measurements were performed simultaneously in three axes:

. x – parallel to the road . y – tangential to the road . z – vertical

8.4 Measurement Results The highest measurements in each axis are detailed in Table 8-1.

Table 8-1: Measured vibration levels

Axis X Y Z Position 1 1.81 mm/s at 30 Hz 1.49 mm/s at 27 Hz 0.73 mm/s at 40 Hz Position 2 1.75 mm/s at 27 Hz 1.56 mm/s at 22 Hz 0.76 mm/s at 47 Hz Position 3 0.57 mm/s at 73 Hz 0.59 mm/s at 43 Hz 0.25 mm/s at 37 Hz

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 45 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

The ground vibration levels measured at all positions were due to traffic movements along Redoubt/Mill Road and included numerous HGV pass-bys. The measurements performed for this assessment at all positions were adjacent to several road irregularities, thus causing greater vibration levels than would be experienced adjacent to a well-formed section of road.

8.5 Operational Vibration Assessment Vibration generated by road traffic is typically lower in magnitude than that generated by activities associated with construction. This is particularly the case for a road surface in good condition.

The level of vibration received due to a vehicle passing on an adjacent road is influenced by a number of factors including: - The speed of the vehicle; - The weight of the vehicle; - The characteristics of the vehicle suspension and tyres; - The condition of the road surface; - The distance of the building from the road; and - The soil type, moisture content, and general geology of the ground between the road and the building;

Due to the number of potential variables, it is difficult to accurately predict the vibration levels that will occur due to traffic.

However, it is AECOM’s experience that vibration levels due to heavy vehicles travelling at 90 to 100km/h on a relatively smooth road surface do not typically exceed 0.5 to 0.8 mm/s at a distance of approximately 5m from the centreline of the passing vehicle. Ground vibration levels due to cars do not typically exceed 0.2 mm/s at a distance of 5m from the centreline of the passing vehicle. For vehicles travelling at only 60 km/h the typical vibration levels would be slightly lower than those presented above.

The vibration levels measured during the survey period were higher than those detailed above due to the road surface containing defects and not being smooth. A new road surface that is smooth and free from defects will significantly reduce vibration levels. Previous measurements have shown that if there are no significant imperfections in the road surface then vibration levels due to traffic will not be significant.

All of the vibration levels measured during the survey period were significantly below the levels associated with building damage. 8.5.1 NOR 1 The proposed upgraded road will be approximately 4m closer to some of the properties in this area than the existing road. The closest properties will be approximately 8m from the proposed upgraded road. This change in distance is not likely to significantly affect the vibration levels experienced at the properties providing that the new road surface is smooth and free from defects. The use of OGPA in this section of road would provide benefit with regard to vibration levels as well as noise. 8.5.2 NOR 2 The proposed upgraded road will be approximately 27m closer to some of the properties in this area than the existing road. The closest properties will be approximately 18m from the proposed upgraded road. Although the properties will be closer to the upgraded road they will still be at a sufficient distance for vibration to not be an issue. 8.5.3 NOR 3 The proposed upgraded road will be closer to some of the properties in this area than the existing road. However, the closest properties are 6m from both the existing and the proposed upgraded road. The vibration levels measured in this area were relatively low and will be even lower at the properties due to distance attenuation. The vibration levels due to traffic using the road will remain unchanged at the closest properties. The properties that will be closer to the proposed upgraded road than the existing road will still be a sufficient distance from the road so as not to be affected by vibration.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 46 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

9.0 Construction Noise and Vibration

9.1 Construction Noise The construction of the Project will involve noisy machinery, such as trucks, excavators and rollers, operating in relatively close proximity to buildings used for activities which may be affected by construction noise. The Auckland District Plan (Manukau and Papakura Sections) requires construction noise to be measured, assessed and controlled in accordance with the procedures and limits set out in NZS 6803:1999 Acoustics – Construction Noise. NZS 6803:1999 “Acoustics – Construction Noise” sets out procedures for the measurement and assessment of noise from construction work. It also recommends noise limits for construction noise and provides guidance concerning methods of predicting and managing construction noise. NZS 6803:1999 recommends construction noise limits based on the type of land use, time of day and the anticipated duration of the construction work. The duration of construction work is broken down into three categories:  “Typical Duration” is defined as construction work at any one location for more than 14 calendar days but less than 20 weeks.  “Short Term” is defined as construction work at any one location for up to 14 days.  “Long Term” is defined as construction work at any one location with a duration exceeding 20 weeks. The noise limits recommended by NZS 6803:1999 are shown in the following tables.

Table 9-1: Construction Noise Criteria for Residential Zones and Dwellings in Rural Areas as Recommended by NZS 6803:1999 Noise Criterion, dB Time of Week Time Period Typical Duration Short Term Long Term

LAeq LAmax LAeq LAmax LAeq LAmax

0630 – 0730 60 75 65 75 55 75

0730 – 1800 75 90 80 95 70 85 Weekdays 1800 – 2000 70 85 75 90 65 80

2000 – 0630 45 75 45 75 45 75

0630 – 0730 45 75 45 75 45 75

0730 – 1800 75 90 80 95 70 85 Saturdays 1800 – 2000 45 75 45 75 45 75

2000 – 0630 45 75 45 75 45 75

0630 – 0730 45 75 45 75 45 75

0730 – 1800 55 85 55 85 55 85 Sundays and Public Holidays 1800 – 2000 45 75 45 75 45 75

2000 – 0630 45 75 45 75 45 75

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 47 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Table 9-2: Construction Noise Criteria for Industrial or Commercial Areas on All Days of the Year as Recommended by NZS 6803:1999 Duration of Work Time Period Typical Duration Short-term Duration Long-term Duration

dB, LAeq dB, LAeq dB, LAeq

0730 – 1800 (Day) 75 80 70

1800 – 0730 (Night) 80 85 75

In order to assess the construction noise levels in relation to the limits recommended in NZS 6803:1999, both the level of the noise, and the proportion of the assessment period for which it occurs, needs to be known. Further to this, the level of noise generated by particular construction activities will be dependent on the type and number of activities in progress at any given time, on the distance of the works from the assessment point, and whether the sources are mobile or fixed. As such, considerable detail needs to be known about the proposed construction works in order to make a complete assessment in relation to NZS 6803:1999. This level of detail is not available at the current stage of design. However, the equipment listed in Table 9-3 may be used during the works. Table 9-3 also presents the LAeq Sound Pressure Levels that could typically be expected at a distance of 10m from these types of equipment during operation.

Table 9-3: Typical Activity LAeq Sound Pressure Levels at 10m from Road Construction Equipment Typical L Sound Pressure Level Equipment Item Aeq at 10m, dB Construction

Digger (2t) 82 Digger (5t) 85 Digger (12t) 88 3 Dump Truck (8m ) 82 Diesel Plate Compactor 80 Plate Compactor 76 Roller (4t) 74 Roller (12t) 78 Grader (14t) 83 to 85 Stabilising Hoe 83 to 85 Water Cart 75 to 80 Sealing

Bitumen Sprayer 80 Chip Trucks 80 PTR Roller 77 Surfacing

Asphalt truck 75 to 80 Miller 83

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 48 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Typical L Sound Pressure Level Equipment Item Aeq at 10m, dB Construction

Roller (4t) 74 to 76 Roller (7t) 74 to 78

Paver 82 PTR Roller 74 to 76 Shuttle Buggy 83 General

Generators 65 to 85 Breakers 85 to 95 Lighting Towers 65 Concrete Saws 90

The noisiest items of equipment that may be used are around 90 dB LAeq at 10m. The closest buildings are located within 10m of the proposed works area. Noise levels at the closest façade may therefore exceed the construction noise criteria without appropriate mitigation.

Table 9-4 presents some specific mitigation measures that could be implemented to minimise noise from the site.

Table 9-4: Specific Mitigation Measures Noise Source Recommended Mitigation Measures Asphalt Paver Schedule the operation to minimise nuisance. Breaker Select the right size equipment for the job to minimise the length of time taken to complete the operation. Use the lowest noise equipment available. Do not “blank” fire the hammer. The activating valve should only be operated with the hammer in contact with the surface to be broken. Keep breaker bushes and shaft greased as necessary. Use correct chisel / tip shape for the type of material being broken. Where work is contained within a compact area, use acoustic screens which block line of sight between breaker and buildings used for activities which may be affected by construction noise. Concrete / Wet cut only. Pavement Saw Select the right size equipment for the job to minimise the length of time / number of cuts taken to complete the operation. Schedule the operation to minimise nuisance. Use acoustic screens which block line of sight between saw and buildings used for activities which may be affected by construction noise. Excavators Use the smallest machine practicable for the job. Where possible use rubber tracked machines to minimise tracking movement noise. Keep the excavator well maintained including keeping the tracks well greased. Ensure the engine exhaust mufflers are in good working order. Do not leave the excavator running while it is not being used. Minimise the heights from which materials are dropped from the bucket. Where spoil is being removed into a dump truck, or fill materials are being scooped from a dump truck, position the dump truck to minimise tracking movements. General Site Noise No radio music on site. Don’t throw or drop tools. Keep plant and equipment well maintained. Give preference to the use of low noise equipment and processes.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 49 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

Noise Source Recommended Mitigation Measures Generators Position generator as far as possible from buildings used for activities which may be affected by construction noise, where nuisance will be minimised. Only operate generator as required. Use a model with an acoustic enclosure and low noise silencer. Install an acoustic screen around the generator if further noise reduction is required to satisfy the noise criteria. Lighting Towers Position the lighting towers at locations where they will cause the minimum possible noise impact to buildings used for activities which may be affected by construction noise. Make use of street lighting as far as practical to minimise the number of lighting towers required. Use a model with an acoustic enclosure and low noise silencer. Install an acoustic screen around the generator if further noise reduction is required to satisfy the noise criteria. Minimise night work to minimise the need for lighting towers. Miller Time operation to minimise nuisance. Schedule / plan work to minimise amount of time that milling is required. Plate Compactors Use appropriate size compactor for the job. Reversing Beepers Use directional broadband beepers. Set up site to avoid the need to reverse trucks and equipment directly towards buildings used for activities which may be affected by construction noise. Reduce the time that beepers are sounding by planning reversing manoeuvres so that they can be completed quickly. Do no leave plant or equipment stationary / idling in reverse gear. Road Roller Ensure roller is well maintained. Avoid leaving engine running when not in use. Use appropriate size equipment for the job to minimise noise emissions and number of passes required. Speech / Voices Do not yell across site. Walk over to the other person to discuss or make use of mobile telephones / site walkie-talkies. Hold conversations away from noisy machinery to avoid the need to yell. Trucks Ensure vehicles are well maintained. Avoid leaving engines running when not in use. The volume of radios / stereos in trucks should be set so that they cannot be heard outside the vehicle. Do not rev engines excessively. Avoid slamming tailgates and doors. Plan / schedule work to minimise the number of trucks required on site.

It is recommended that night works should be limited as far as practicable, and where they are to take place, residents should be informed of the dates, duration, and nature of the works prior to commencement of the night works. Good project management is essential in minimizing problems arising from construction noise. It is therefore recommended that a Construction Noise and Vibration Delivery Work Plan be produced. The plan will consider construction methods, working hours and the machinery likely to be used. Preferred off-site vehicle routes will need to be established to keep access traffic away from noise sensitive areas. It may be necessary to carry out noise monitoring during the construction phase to check that the noise limits are not being exceeded. It is considered that construction noise associated with the Project can meet reasonable levels provided that the best practicable option of mitigation is adopted during the construction phase and contractors are committed to managing construction noise.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 50 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

9.2 Construction Vibration Due to the temporary nature of construction activities, and the challenges associated with controlling construction vibration levels to within the levels that would normally be considered acceptable for long term exposure, it is common practice to treat construction vibration differently to long term vibration sources (as is done with construction noise versus noise from other activities). The main objective of controlling construction vibration is normally to avoid vibration-related damage to buildings, structures, and services, in the vicinity of the works. Human comfort is usually of secondary concern, since any adverse effects of construction vibration on human comfort would typically only be experienced for short durations, for most types of construction work. It is therefore recommended that the limits relating to human comfort detailed in Table 9-6 only be investigated and applied upon receipt of a complaint from the occupant of the building. German Standard DIN 4150-3:1999 provides commonly referenced guidelines for evaluating the effects of vibration on structures. The criteria presented in DIN 4150-3 are the peak vibration velocities up to which no cosmetic damage from vibration effects has been observed, and are set well below the levels that have the potential to cause damage to the main structure. The construction of the Project will involve machinery that generates high levels of vibration, such as excavators and rollers, operating in relatively close proximity to premises and facilities that are considered to be noise sensitive. Table 9-5 contains criteria relating to building damage taken from DIN 4150-3:1999.

Table 9-5: Construction Vibration Criteria – Building Damage Long Term Short Term Transient Vibration Type of Structure (Continuous)

Vibration PPV at horizontal PPV at horizontal PPV at the Foundation (mm/s) plane of highest plane of highest floor (mm/s) floor (mm/s) 1-10 Hz 10-50 Hz 50-100 Hz Commercial/ Industrial 20 20 - 40 40 - 50 40 10 Residential/ School 5 5 - 15 15 - 20 15 5 Historic or Sensitive 3 3 - 8 8 - 10 8 2.5 Structures

Standard DIN 4150-3:1999 defines short-term (transient) vibration as “vibration which does not occur often enough to cause structural fatigue and which does not produce resonance in the structure being evaluated”. Long-term (continuous) vibration is defined as all other vibration types not covered by the short-term vibration definition. Table 9-6 details the criteria relating to human comfort.

Table 9-6: Construction Vibration Criteria – Human Comfort

Receiver Location Details Category A Occupied habitable rooms in Inside the building Night-time 20:00 to 06:30 0.3mm/s ppv dwellings and bedrooms in temporary Daytime 06:30 to 20:00 1mm/s ppv accommodation and medical facilities Other occupied buildings Inside the building Daytime 06:30 to 20:00 2mm/s ppv

Construction activities that could generate excessive vibration during construction of the proposed road upgrade could include:  Hydraulic hammers / rock breakers (breaking up concrete or other hard ground)  Vibratory rollers and compactors  Jackhammers

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 51 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

 Heavy construction vehicles traffic travelling over a rough surface Some residences may be impacted more than others at certain times, depending on the exact location of the works in relation to each residence. Table 9-7 presents an indication of the typical vibration levels that could be expected at various distances from the works. Note however, the exact ground vibration levels at a given distance will be strongly influenced by the exact operating conditions of the machinery, and by the ground conditions and geology between the construction works and the assessment location at the time of the works.

Table 9-7 Typical Ground Vibration Levels due to Road Construction Activities

Activity Typical Ground Vibration Level, mm/s Vibratory roller or compactor (12T) 20 mm/s at 5m 8.5 mm/s at 10m 2.5 mm/s at 20m Vibratory roller or compactor (4T) 12 mm/s at 5m 5 mm/s at 10m 1.5 mm/s at 20m Hydraulic hammer breaking concrete 4.5 mm/s at 5m 2 mm/s at 10m 0.5 mm/s at 20m Jackhammer 2.5 mm/s at 5m 1 mm/s at 10m 0.5 mm/s at 20m Heavy construction vehicles travelling over a rough surface 0.1 to 2 mm/s at 10 to 20m

To manage the impact of construction vibration it will be necessary to produce a construction vibration management plan. The plan will consider construction methods, working hours and the machinery likely to be used. It may be necessary to carry out vibration monitoring during the construction phase to ensure that the vibration limits are not being exceeded. It is considered that construction vibration levels associated with the Project can meet reasonable levels provided that the best practicable option of mitigation is adopted and contractors are committed to managing construction vibration.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 52 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

10.0 Conclusions This report has presented a noise and vibration assessment of the section of the proposed Mill Road Upgrade project which is the focus of the NOR.

10.1 Traffic Noise Mitigation Options Noise mitigation will be required for several individual properties throughout the project area. Indicative noise mitigation solutions have been provided that include building noise mitigation and/or road surface upgrades to all areas. Further mitigation options may be considered and assessed where necessary to arrive at a design for the best practicable option for mitigation. When selecting the BPO some of the factors that are considered are:  The extent to which the mitigation option will achieve compliance with the relevant noise criteria  The value for money delivered by the mitigation option  The visual impact of the mitigation option  The technical feasibility of undertaking the mitigation option  Any potential effects of the noise mitigation option on the environment  Any potential effects of the noise mitigation on public safety and security The noise levels experienced at the PPFs will depend upon the mitigation option selected for each area. However, all mitigation options provided will attenuate noise to acceptable levels and allow the noise criteria detailed in NZS 6806 to be achieved. The noise impact/effect associated with the upgraded road will be determined by the BPO that is selected but it is likely to be Negligible/Less than minor. Proposed designation conditions on operational traffic noise encapsulate the NZS 6806 process. They allow for development during detailed design and provide certainty in the noise mitigation outcome to be provided.

10.2 Operational Vibration Vibration due to the operation of the upgraded road has been assessed. Although some PPFs will be closer to the proposed upgraded road than the existing road, the levels of vibration experienced are likely to remain unchanged. This is due to either the change of distance being minor or the properties still being a sufficient distance from the road. The new road surface will be smooth and free from defects which will reduce vibration levels further.

10.3 Construction Noise and Vibration Some indicative noise and vibration levels have been provided for equipment that may be used in the construction of the project. Construction noise should be assessed in accordance with NZS 6803: 1999 Acoustics – Construction Noise. The standard details noise criteria for construction works of varying duration. Construction vibration should be assessed in accordance with DIN 4140 – 3:1999. Good project management is essential in minimizing problems arising from construction noise. It is therefore recommended that a Construction Noise and Vibration Delivery Work Plan be produced which should as a minimum address the following:  Construction noise and vibration criteria;  Hours of operation, including times and days when noisy construction work would occur. Where, at times during the predicted construction programme, construction noise is predicted to be above the requirements of NZS 6803:1999, the Construction Noise and Vibration DWP will detail how the effects of the predicted noise levels will be managed in terms of adopting the best practicable option to reduce noise.  Construction sequence, with respect to noise emissions;

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0 AECOM Redoubt Road - Mill Road Corridor Project 53 Redoubt Road - Mill Road Corridor Project – Noise and Vibration Assessment

 Machinery, equipment and processes to be utilised (including minimum separation distances to comply with relevant criteria), with respect to noise and vibration;  The design of noise mitigation measures such as temporary barriers or enclosures, including alternative strategies where full compliance with the relevant noise and/or vibration criteria cannot be achieved;  Methods for monitoring and reporting on construction noise and vibration;  Roles and responsibilities of personnel on site with respect to noise management;  Procedures for liaising with and notifying potentially affected receivers of proposed construction activities; and  Methods for receiving and handling complaints about construction noise and vibration, including provision for an on-site contact;

There may be instances where construction noise and vibration could exceed the recommended criteria. The DWP as detailed in the noise and vibration conditions sets out a process to be followed on occasions where the recommended criteria may not be achieved. The DWP will identify the best practicable option to avoid, remedy or mitigate adverse effects on a receiver resulting from construction noise or vibration that does not comply with the project standards set out in the conditions. The proposed designation conditions adequately cover construction noise and vibration. Compliance with these conditions will lead to reasonable noise and vibration levels.

10.4 Further Assessment The indicative traffic noise mitigation options presented in this report will need to be reviewed by other design and technical disciplines to determine the Best Practicable Option for noise mitigation. Any future revisions to the proposed road alignment will need to be reviewed. Noise contour maps will need to be produced to show the noise contours with the final selected mitigation options. An assessment of construction noise and vibration will be undertaken at an appropriate stage of the project.

20-Oct-2014 Prepared for – Auckland Transport – ABN: 0