Integrated Transportation Assessment

INTEGRATED TRANSPORTATION ASSESSMENT

Contact Energy

DOCUMENT CONTROL

CKL REFERENCE B20035

DOCUMENT STATUS Approved

REVISION NO. 1

DATE 12 October 2020

FILE NAME B20035-Tr- -Ita

Matthew Sleet

Transportation Engineer AUTHOR

Judith Makinson

Transportation Engineering Manager AUTHORISED BY

OFFICE OF ORIGIN Hamilton

CKL | Hamilton Office | B20035 i Contact Energy | Integrated Transportation Assessment| Te Mihi Geothermal Power Station

TABLE OF CONTENTS

1 Executive Summary ...... 1

2 Introduction ...... 3

3 Site Location ...... 3

4 Existing Environment ...... 4

4.1 Road Network ...... 4

4.2 Traffic Volumes ...... 10

4.3 Road Safety ...... 12

5 Sustainable Travel Modes ...... 14

5.1 Walking and Cycling ...... 14

5.2 Public Transport ...... 14

6 Committed Environmental Changes ...... 15

7 Proposal ...... 15

7.1 Development ...... 15

7.2 Traffic Generation ...... 16

7.3 Access ...... 18

7.4 Parking ...... 22

8 Assessment of Effects ...... 22

8.1 Traffic Effects ...... 22

8.2 Holiday Peaks ...... 25

8.3 Access Effects ...... 25

8.4 Parking Effects ...... 28

8.5 Road Safety Effects ...... 29

9 Construction Traffic Management ...... 30

10 Consultation ...... 31

11 District Plan Compliance ...... 31

12 Conclusions ...... 35

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TABLE OF TABLES

Table 1: Trip Generation Rates Comparison Between Stage 1 and Stage 2 ...... 17

Table 2: SH1/Oruanui Intersection AM Traffic Volumes Comparison ...... 22

Table 3: SH1/Oruanui Intersection PM Traffic Volumes Comparison ...... 22

Table 4: SH1/Oruanui Intersection AM Traffic Volumes Comparison ...... 23

Table 5: SH1/Oruanui Intersection PM Traffic Volumes Comparison ...... 23

Table 6: SH1/SH5 Intersection AM Traffic Volumes Comparison ...... 23

Table 7: SH1/SH5 Intersection PM Traffic Volumes Comparison ...... 23

Table 8: Wairakei Drive/Poihipi Road Intersection AM Traffic Volumes Comparison...... 23

Table 9: Wairakei Drive/Poihipi Road Intersection PM Traffic Volumes Comparison ...... 24

Table 10: District Plan Compliance Summary ...... 31

TABLE OF FIGURES

Figure 1: Aerial Site Photograph (Source: GoogleMaps) ...... 4

Figure 2: Upgraded Site Entrance to Te Mihi Power Station ...... 5

Figure 3: Oruanui Road and SH1 Intersection (looking North) ...... 6

Figure 4: Oruanui Road and Link Road Intersection ...... 7

Figure 5: Link Road and SH1 Intersection ...... 8

Figure 6: Poihipi Road and Oruanui Road Intersection (Looking South along Poihipi Road) ...... 9

Figure 7: Intersection of Poihipi Road with Wairakei Drive ...... 10

Figure 8: Stage 2 Construction Areas ...... 16

Figure 9: North via the SH1 & Oruanui Road Intersection ...... 19

Figure 10: East via the SH5 & SH1 Intersection ...... 20

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Figure 11: South via the Poihipi Road & Wairakei Drive Intersection ...... 20

Figure 12: South via the SH1 & Link Road Intersection ...... 21

Figure 13: Site Access Intersection ...... 26

Figure 14: Sight Distance Looking Left (Looking South) ...... 27

Figure 15: Sight Distance Looking Right (Looking North) ...... 27

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1 Executive Summary

1.1.1 This Integrated Transportation Assessment (ITA) has been prepared to assess the effects of traffic associated with the second stage of construction of the previously consented Te Mihi Geothermal Power Station (‘the site’).

1.1.2 The site is located approximately 9km north-west of Taupo, in a largely rural environment. The site is located on the eastern side of Oruanui Road, approximately 650m north of the intersection of Poihipi Road with Oruanui Rd.

1.1.3 This assessment is focussed on the potential construction traffic effects arising from the use of this external site access to Oruanui Road, and the wider locality, where Oruanui Road intersects with other roads, which will become common routes to the site entrance (notably Poihipi Road, State Highway 1, Link Road and Wairakei Drive).

1.1.4 The subject site is located within Taupo District Council’s jurisdiction, and has been assessed against the relevant transportation criteria of the Taupo District Plan.

1.1.5 Stage 1 of the power station has been consented and approved. The construction traffic assessed in this report is for Stage 2 of the power station. Two power generation options are being considered for Stage 2 by Contact Energy. These are either the use of a steam turbine or a binary plant.

1.1.6 The overall length of construction is anticipated to be 27 months, operating typically six days a week, ten hours a day. The peak period of construction is expected to be during the civil and structural installation phase. For Stage 1, this took approximately 17 months throughout the middle of the construction period. The civil and structural installation phase is expected to occur 2-3 months after the project begins. There are expected to be 350-400 staff operating on site.

1.1.7 The binary plant option is expected to produce less traffic than the steam turbine option given that the foundations and structures for the binary option are much simpler than for the steam turbine option. This ITA therefore assesses the effects of the steam turbine option only given that it would result in more traffic movements than the binary plant option.

1.1.8 The proposed construction traffic for Stage 2 is expected to be approximately 70% of the traffic compared to Stage 1. This is a reduction from 64vpd to 45vpd and a reduction from 4- 8vph to 3-6vph during the peak hour.

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1.1.9 Traffic volumes have decreased on Wairakei Drive given that it is no longer a State Highway. In conjunction with the lower construction traffic for Stage 2 and intersection upgrades made to the Wairakei Drive and Poihipi Road intersection as a part of Stage 1, the Stage 2 construction traffic is not expected to adversely impact the performance or capacity of this intersection.

1.1.10 The site access was upgraded as a part of Stage 1 and is considered appropriate to accommodate the proposed Stage 2 construction traffic. This access meets minimum sight distance and separation distance standards required by the District Plan.

1.1.11 It is expected that the following intersections would be used for construction traffic:

• Oruanui Road and SH1.

• Oruanui Road and Link Road.

• Link Road and SH1.

• Poihipi Road and Oruanui Road.

• Poihipi Road and Wairakei Drive.

1.1.12 A review of these intersections indicates that they are able to accommodate the proposed construction traffic volumes.

1.1.13 There is sufficient area on site for temporary parking and loading of the proposed construction traffic. No changes are proposed to the consented activity requiring additional permanent car parking.

1.1.14 The proposal is unlikely to have a detrimental effect on road safety.

1.1.15 NZTA has been consulted and no concerns have been raised.

1.1.16 The proposal complies, or can comply, with all transport related rules in Chapter 6 of the District Plan.

1.1.17 It is recommended as a condition of consent that a CTMP is submitted and approved by Taupo District Council prior to construction occurring.

1.1.18 The proposal is considered to have less than minor traffic effects and no physical mitigation works are required to accommodate this temporary traffic demand on the road network.

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2 Introduction

2.1.1 This Integrated Transportation Assessment (ITA) has been prepared to assess the effects of traffic associated with the second stage of construction of the previously consented Te Mihi Geothermal Power Station.

2.1.2 This assessment is focussed on the potential construction traffic effects arising from the use of this external site access to Oruanui Road, and the wider locality, where Oruanui Road intersects with other roads, which will become common routes to the site entrance (notably Poihipi Road, State Highway 1, Link Road and Wairakei Drive).

2.1.3 The subject site is located within Taupo District Council’s jurisdiction, and has been assessed against the relevant transportation criteria of the Taupo District Plan.

2.1.4 In summary, it has been concluded that the effects of the construction traffic on Oruanui Road, and those roads and intersections which feed into Oruanui Road are less than minor.

3 Site Location

3.1.1 The site is located at 74 Oruanui Road, Taupo, as identified in Figure 1, below. The site is legally described as Section 4 SO 355555 and Section 1 SO 58808 (held in Record of Title SA49C/233), comprising approximately 489ha in area.

3.1.2 The site is located approximately 9km north-west of Taupo, in a largely rural environment. The site is located on the eastern side of Oruanui Road, approximately 650m north of the intersection of Poihipi Road with Oruanui Rd.

3.1.3 Pursuant to the Taupo District Plan, the site is zoned both Industrial Environment, and Rural Environment and is traversed by the Wairakei Tourist Park Boundary.

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Te Mihi Power Station

Site Access

Taupo (South)

Figure 1: Aerial Site Photograph (Source: GoogleMaps)

4 Existing Environment

4.1 Road Network

4.1.1 The site is located on Oruanui Road, which is a collector road, primarily servicing farms, but which also acts an alternative route between Kinloch and other locations to the north of Taupo. There a number of large radius sweeping curves along its alignment, together with changes in vertical alignment.

4.1.2 Oruanui Road is typically made up of two lanes, 3.25m in both directions, with sealed shoulders ranging between 0.25m and 0.5m in width. It has centre and edge line markings along its length. There is an area of seal widening opposite the site access. The existing site access is shown in Figure 2.

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Figure 2: Upgraded Site Entrance to Te Mihi Power Station

4.1.3 Access to site is controlled by electronic gates set back approximately 80m from Oruanui Road. This is ample space to allow multiple vehicles to pull off the public road. It is also noted that the crossing is very wide, allowing heavy commercial vehicle access from both north and south. This access was built as part of the original construction of the Te Mihi facility. There is approximately 200m visibility to the north and 175m visibility to the south.

Oruanui Road and State Highway 1 (SH1) Intersection

4.1.4 Oruanui Road intersects directly with SH1, approximately 8km north of the site. This intersection is a priority t-intersection with a right turn lane being provided on SH1. This section of SH1 is straight and level with there being over 300m visibility in each direction from Oruanui Road. This intersection is shown in Figure 3, below.

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Figure 3: Oruanui Road and SH1 Intersection (looking North)

Oruanui Road and Link Road Intersection and Link Road with SH1

4.1.5 Approximately 1.2km north of the site, Oruanui Road intersects with Link Road which is likewise a collector road of approximately 2.5km in length, and 7m in total width. It also has central and edge line markings along its length. The posted speed limit along Link Road is 100km/hr. It also has large radius bends and changes to vertical alignment, however some of these slopes are quite steep and long.

4.1.6 Link Road terminates to the east, where it intersects with SH1. The Oruanui Road and Link Road intersection is shown below in Figure 4. This is a stop controlled t-intersection which has limited visibility to the north.

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Figure 4: Oruanui Road and Link Road Intersection

4.1.7 The Link Road/ SH1 intersection is a priority t-intersection with a right turn lane being provided on SH1. Visibility is over 300m in both directions. This is shown below in Figure 5.

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Figure 5: Link Road and SH1 Intersection

Poihipi Road and Oruanui Road Intersection

4.1.8 The site is approximately 650m north of the intersection of Poihipi Road with Oruanui Road. Poihipi Road is an arterial route, which eventually intersects with Wairakei Drive, to the south. Poihipi Road has a posted speed limit of 100km/hr, has a seal width of around 9m and provides a single lane in each direction with shoulders to each side. In common with Oruanui Road and Link Road, it also has significant changes in vertical and horizontal alignment.

4.1.9 This intersection is located on the outside of a large radius bend in Poihipi Road, including a flush median for right-turning traffic from Poihipi Road entering Oruanui Road.

4.1.10 The Poihipi Road and Oruanui Road intersection is shown below in Figure 6 below. It should be noted that there is a gravelled area located on the north side of Oruanui Road at this intersection that is used by school buses for drop off and pick up of students. There is approximately 220m visibility to the north and around 165m visibility to the south.

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Figure 6: Poihipi Road and Oruanui Road Intersection (Looking South along Poihipi Road)

Poihipi Road and Wairakei Drive Intersection

4.1.11 Poihipi Road intersects with Wairakei Drive approximately 7km to the south-west of the subject site. Wairakei Drive is an arterial route, was formerly part of SH1 and provides the main access route into Taupo from the north. At the intersection, it is 17.4m in width, providing a through traffic lane in each direction, a right turn lane into Poihipi Road and a physical median. There is also a northbound on-road cycle lane and shoulders to both sides of the road. There is also a shared off-road path for pedestrians and cyclists to the east side of Wairakei Road. The posted limit is 50km/hr.

4.1.12 A slip lane is provided for vehicles turning left into Poihipi Road from Wairakei Drive (coming from Taupo), which was constructed by Contact Energy as required under the consent conditions for the construction of stage 1 of the Te Mihi power station. The intersection is shown below in Figure 7.

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Figure 7: Intersection of Poihipi Road with Wairakei Drive

4.2 Traffic Volumes

4.2.1 Traffic volumes have been obtained from the MobileRoads website. These volumes are estimates derived by Taupo District Council from RAMM data. The most recent traffic volumes indicate that traffic volumes on Oruanui Road adjacent to site are estimated to 1,490 vehicles per day (vpd) (3/2/2020), 5% of which are heavy commercial vehicles (HCVs). Peak hour traffic demands typically represent around 10% of the daily total. On that basis, the peak hour traffic demand on Oruanui Road has been assessed as being 149 vehicles per hour (vph).

4.2.2 Traffic volumes at the other key intersections/roads relating to the subject site are as follows:

• Oruanui Road (at the point of intersection with SH1): Based on a 2020 estimate, traffic volumes along Oruanui Road are estimated to be 973 vpd, 9.3% of which are heavy vehicles. Peak hour volumes are expected to be in the order of 97vph.

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• Link Road: Based on a 2020 estimate, traffic volumes along Link Road are estimated to be 946 vpd, 27.2% of which are heavy vehicles. Peak hour volumes are expected to be in the order of 95vph.

• Poihipi Road (at the point of intersection with Oruanui Road): Based on a 2020 estimate, traffic volumes along Poihipi Rd are estimated to be 4,450 vpd, 8.2% of which are heavy vehicles. Peak hour volumes are expected to be in the order of 445vph.

• Poihipi Road (at the point of intersection with Wairakei Drive): Based on a 2020 estimate, traffic volumes along Poihipi are estimated to be 7,184 vpd, 4.2% of which are heavy vehicles. Peak hour volumes are expected to be in the order of 718vph.

• Wairakei Drive (at the point of intersection with Poihipi Road): Based on a 2020 estimate, traffic volumes along Wairakei Drive are estimated to be 9,335 vpd, 28.2% of which are heavy vehicles. Peak hour volumes are expected to be in the order of 934vph.

4.2.3 Traffic volumes along the State Highways have been obtained from New Zealand Transport Agency’s (NZTA) traffic data collection system from monitoring sites.

• State Highway 1 (SH1) 100m north of Palmer Mill Road has a recorded 2018 annual average daily traffic (AADT) count of 6,916vpd, with 25.1% being heavy vehicles. Peak hour volumes are expected to be in the order of 692vph.

• State Highway 5 (SH5) 100m east of the intersection with SH1 has a recorded 2017 AADT of 5,255vpd, with 16.7% being heavy vehicles. Peak hour volumes are expected to be in the order of 526vph.

4.2.4 Based on the above, the estimated traffic volumes on SH1 through the intersections with Oruanui Road and Link Road are assessed as being in the order of 6,900vpd given that there is only one side road (Palmer Mill Road) between these intersections where drivers could turn off SH1. It is expected that little traffic will be turning onto Palmer Mill Road based on the number and type of properties gaining access from it.

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4.3 Road Safety

4.3.1 A search was undertaken on NZTA Crash Analysis System (CAS) for all reported crashes within a 200m radius of the subject site and within 50m of the various intersections considered within this assessment, between the years of 2015 and 2020.

Site Access

4.3.2 Only one crash has been reported within approximately 200m of the subject site on Oruanui Road. This was an incident whereby an overtaking vehicle clipped the vehicle that was being overtaken. No injuries were recorded.

Oruanui Road and Link Road

4.3.3 One accident has been reported within 50m of this intersection since 2015. This accident was as a result of the driver having a medical episode, losing control of their car and rolling it down the grass verge. No injury was recorded.

Link Road and State Highway 1

4.3.4 No accidents have been reported since 2015 within 50m of this intersection.

Oruanui Road and Stage Highway 1

4.3.5 Two accidents have been recorded since 2015 within 50m of the intersection of Oruanui Road with State Highway 1.

4.3.6 The first accident involved a stolen car driving at high speed along SH1, losing control in the immediate vicinity of the intersection, where it came to a halt. No injury was recorded.

4.3.7 The second accident related to this intersection occurred whereby a truck driver fell asleep at the wheel, veering off the road and coming to a stop on the same side of the road. No injury was recorded.

Oruanui Road and Poihipi Road

4.3.8 Two accidents have occurred at this intersection since 2015. These are summarised as follows:

• One accident involved a misjudged left hand turn from Poihipi Road into Oruanui Road, resulting in a wide turn, loss of control and hitting a power pole. No injury was recorded.

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• The other accident involved two vehicles, one of which did not give away at the termination of Oruanui Road, and entered the path of an oncoming vehicle on Poihipi Road. This resulted in a serious injury.

Poihipi Road and Wairakei Drive

4.3.9 Since 2015, fourteen accidents have been recorded at this intersection as follows:

4.3.10 One of those along Poihipi Road approach involved a driver taking a wide left hand turn from Wairakei Rd into Poihipi Road, into the path of an oncoming vehicle, resulting in a head on accident with serious injury. The other occurred when a motorist made a U-turn along Poihipi Road, into the path of a vehicle which had entered Poihipi Road from Wairakei Drive. No injury was recorded.

4.3.11 Those at the point of intersection can be summarised as follows:

• A crash involving a U-turn on Wairakei Drive into the path of an on-coming vehicle. No injury resulted.

• 9 accidents involving right-turning vehicle from Poihipi Road into Wairakei Rd entering path of on-coming vehicle.

• A rear end accident whereby a following vehicle failed to stop where the preceding vehicle was giving way within the slip lane turning left into Poihipi Road from Wairakei Drive.

• One accident involving left-turning vehicle from Wairakei Drive into Poihipi Road entering the path of an on-coming vehicle along Wairakei Drive.

• One involving a southbound cyclist turning right into Poihipi Road from Wairakei Drive being hit by vehicle turning right into Wairakei Drive from Poihipi Rd. This resulted in a minor injury.

• One involving a left-turning vehicle from Poihipi Road into Wairakei Drive, into the path of an on-coming north boundary vehicle on Wairakei Drive.

4.3.12 Of the above accidents, only one was serious in terms in severity, with the others being a mix of minor, and no injury recorded crashes.

4.3.13 The Safe System approach to road safety acknowledges that crashes will occur, but seeks to limit these to minor or non-injury events, and preventing deaths and serious injuries.

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Considering the above crash record suggests that whilst there has been a serious crash at the Poihipi Road / Oruanui Road intersection, this was due to driver error rather than there being a particular issue of road geometry.

4.3.14 In relation to the Poihipi Road / Wairakei Drive intersection, again, whilst all crashes except one have been minor or non-injury events there are some common crash mechanisms that need to be considered:

• Right turn out of Poihipi Road (9 crashes).

• Left turn out of Poihipi Road (2 crashes).

• Left turn in to Poihipi Road (2 crashes).

4.3.15 The above suggests that visibility and through vehicle speeds on Wairakei Drive are an issue. However, when reviewing the crashes, all but one occurred in an 80km/hr speed environment and were therefore prior to the recent reduction in speed limit to 50km/hr. Whilst there is insufficient information to be able to judge whether this speed reduction has been successful in reducing crash numbers, given the crash types reported, it is reasonable to expect that it will be.

5 Sustainable Travel Modes

5.1 Walking and Cycling

5.1.1 Given the basis of this assessment, being associated with construction traffic related to the extension to the Te Mihi Power Station, walking and cycling facilities are not relevant as the location of the site is sufficiently remote from Taupo that people are unlikely to walk or cycle to site.

5.2 Public Transport

5.2.1 There are no public transport services that pass the site. It is anticipated that construction workers may travel to site by mini-bus but this is considered in later sections.

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6 Committed Environmental Changes

6.1.1 There are currently no known planned developments in the area that require consideration as part of this assessment.

7 Proposal

7.1 Development

7.1.1 The development on site has previously been approved via resource consent (Council ref. RM70299B), which effectively enabled the establishment of the Te Mihi Geothermal Power Station under two stages. The construction of Stage 1 of the power station has been completed, and the second part of construction is imminent. This ITA is associated only with the potential effects of the construction traffic with the extension of the power plant (referred to throughout this report as ‘Stage 2’).

7.1.2 The traffic effects associated with the operation of the power plant have previously been assessed by Traffic Design Group1 (TDG Report) in which the effects were deemed acceptable.

7.1.3 For Stage 2, two power generation options are being considered for by Contact Energy. These are either the use of a steam turbine or a binary plant. The locations of the two potential options are shown below in Figure 8.

1 Contact Energy Te Mihi Geothermal Power Station Transportation Assessment, prepared by TDG on July 2007

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Binary Plant Option Location

Steam Turbine Option Location

Figure 8: Stage 2 Construction Areas

7.1.4 The overall length of construction is anticipated to be 27 months, operating typically six days a week, ten hours a day. The peak period of construction is expected to be during the civil and structural installation phase. For Stage 1, this took approximately 17 months throughout the middle of the construction period. The civil and structural installation phase is expected to occur 2-3 months after the project begins. There are expected to be 350-400 staff operating on site.

7.2 Traffic Generation

Steam Turbine Option

7.2.1 Stage 1 of the Te Mihi Power Station construction included the transportation and installation of two 80MW steam turbines. If the steam turbine option is selected following a tender process, this will require the installation of a single turbine, anticipated to be larger in size. The single turbine is expected to require approximately 60-70% of the construction traffic that was required for Stage 1. The same number of staff on site for Stage 1 is expected for Stage 2.

7.2.2 It is noted that there is unlikely to be any earthworks traffic that will have a perceivable effect on the surrounding road network. The majority of earthworks for the entire power station were undertaken as part of Stage 1 and there may be some minor earthworks required as part of Stage 2. However, there is an option that could require deep excavations for a basement

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and pre-loading for a cooling tower. If this option is pursued, all earthworks can occur internally to the site, meaning that earthworks vehicles will not be required to leave the site.

Binary Plant Option

The binary plant option could involve up to 340,000m³ of cut and fill. It is expected that any excess material would be accommodated within the site. Once the earthmoving plant and vehicles are on site, there would be no additional vehicle movements on the road network during the construction activities.

7.2.3 The binary plant option is expected to produce less traffic than the steam turbine option given that the foundations and structures for the binary option are much simpler than for the steam turbine option. This ITA therefore assesses the effects of the steam turbine option only given that it would result in more traffic movements than the binary plant option.

Construction Traffic

The Stage 1 traffic has been derived from the TDG report and the proposed traffic for Stage 2 has been calculated as 70% of Stage 1’s traffic. A comparison of the Stage 1 and Stage 2 construction traffic is given in Table 1.

Table 1: Trip Generation Rates Comparison Between Stage 1 and Stage 2

Stage 1 Traffic Stage 2 Traffic (Proposed) Difference Stage 1 & Stage 2

Peak Activity Daily Daily Peak Hour Daily Peak Hour Total Hour Total Total (vpd) (vpd) (vph) (vpd) (vph) (vph)

Site Establishment 1,660 23 8 1,162 16 6 -498 -7 -2 and Access Road Earthworks 830 12 8 0 0 0 -830 -12 -8 Civil/Structural 6,100 13 8 4,270 9 6 -1,830 -4 -2 Installation Plant 2,000 8 8 1,400 6 6 -600 -2 -2 Installation Testing and 120 1 4 84 1 3 -36 0 -1 Commissioning Finishing Works and 330 7 4 231 5 3 -99 -2 -1 Demobilising All Works 11,040 64 N/A 7,728 45 N/A -3,312 -19 N/A

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7.2.4 The proposed construction traffic is expected to be 45vpd, which is 19vpd less than Stage 1. Peak hour movements cannot be totalled given that these will occur at different timeframes, however, it is expected on average peak hour movements will be in the order of 3-6vph, which is 1-2vph less than Stage 1.

7.2.5 The staff workforce is expected to be a maximum of 400 on site, which is the same as Stage 1. The same methodology has therefore been adopted from the TDG report, where staff traffic volumes were expected to be in the order of 320vpd, based on the assumption that there would be 2.5 staff per vehicle (which was a conservative assessment as it excludes any larger work vans). Staff are expected to arrive on site over a 1.5-hour period, between 7:00am and 8:30am, and depart over a 1-hour period between 5:00pm to 6:00pm. Therefore, AM peak hour generation for staff is expected to be 107vph and PM peak hour generation is expected to be in the order of 160vph.

7.2.6 This staff traffic generation is an average of the maximum staff entering the site. The overall peak hour movements are likely to vary during the different stages of construction. Most notably, peak hour generation could significantly increase during the concrete pouring phase with truck drivers entering the exiting the site every 5-10 minutes, between 7:00am to 7:00pm. However, this will decrease following completion of concrete pouring during phases of the activity and peak hour movements will accordingly decrease.

7.2.7 The operational traffic of the site will remain broadly in line with what has previously been consented. These volumes are expected to be in the order of 4vpd given that the power station will be operated remotely and access is possible internally via the steam field that links Te Mihi and Wairakei power stations.

7.3 Access

7.3.1 All vehicular traffic associated with the construction of the Te Mihi Geothermal Power Station will access the site via the main entrance located on Oruanui Road. No other access points to the site will be utilised. It is anticipated that vehicular movements will be from both north of the site (via SH1, Link Road and Oruanui Road) and south, and will predominately be via Wairakei Drive and Poihipi Road. Each potential route is shown below in the following figures.

7.3.2 Materials are primarily expected to be imported from the north and south, with potentially some from the east via Rotorua and Tauranga. Therefore, the below routes have been

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considered. It is expected that the majority of traffic will be approaching from the south, which will predominantly be construction staff who reside in Taupo. Concrete used on site is also expected to be provided locally from within Taupo. These routes were used as a part of the Stage 1 TMP2 and it is reasonable to anticipate the same routes will be will used for Stage 2.

Figure 9: North via the SH1 & Oruanui Road Intersection

2 Te Mihi Geothermal Power Project – Traffic Management Plan Prepared by McConnell Dowell/SNC Lavalin/Parsons Brinckerhoff Joint Venture, dated 23 November 2012.

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Figure 10: East via the SH5 & SH1 Intersection

Figure 11: South via the Poihipi Road & Wairakei Drive Intersection

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Figure 12: South via the SH1 & Link Road Intersection

7.3.3 The primary access to the site off Oruanui Road has previously been upgraded, been widened and had wider road reserve shoulders established either side of the access point. During the construction period, it is anticipated that the site gates will remain open and that manual control within the site will be implemented to ensure that there are no queuing effects on Oruanui Road.

7.3.4 Within the site, the accessway splits into two directions and both accessways are gated. The south-eastern most accessway is sealed, and acts as the primary access to the main body of the site. This accessway leads to the power station buildings, and also a large established gravelled parking/manoeuvring area, which will serve as a parking and waiting space for construction vehicles. It is expected that this area will also house site offices and construction lay down facilities. The second access is a link to the steam field only.

7.3.5 It is noted that the Wairakei Drive and Poihipi Road intersection was previously upgraded in 2012 as a part of consent conditions for Stage 1. This upgrade included a left turn slip lane to cater for the higher volumes of traffic approaching from the south.

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7.4 Parking

7.4.1 The aforementioned compacted gravel area within the main body of the site (and accessed via the primary, sealed site accessway) has been established for the purpose of parking, waiting and on site manoeuvring.

8 Assessment of Effects

8.1 Traffic Effects

8.1.1 The proposed construction traffic generation is expected to be in the order of 70% of the traffic that was required for Stage 1. The turning movements at each intersection that were expected for Stage 1 are attached in Appendix A which were used in the TDG Report for intersection analysis. A comparison of the Stage 1 and Stage 2 traffic volumes are demonstrated below, as well as a comparison of the background traffic volumes in 2009 compared to present day estimates. Present day estimates are shown above in Section 3.2. Peak hour road volumes have been estimated to be 10% of the ADT.

8.1.2 SH1/Oruanui Road Intersection: The 2007 AADT recorded on SH1 was 5,688vpd (568vph).

Table 2: SH1/Oruanui Intersection AM Traffic Volumes Comparison

2009 AM Peak Proposed AM Peak Difference 568vph (Through Traffic) 692vph (Through Traffic) +124vph 11vph (Right Turn In From SH1) 8vph (Right Turn In From SH1) -3vph

Table 3: SH1/Oruanui Intersection PM Traffic Volumes Comparison

2009 PM Peak Proposed PM Peak Difference 568vph (Through Traffic) 692vph (Through Traffic) +124vph 15vph (Left Turn In From SH1) 11vph (Left Turn In From SH1) -4vph 15vph (Left Turn Out From Oruanui Road) 11vph (Left Turn Out From Oruanui Road) -4vph

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8.1.3 SH1/Link Road Intersection: The 2007 AADT recorded on SH1 was 5,688vpd (568vph).

Table 4: SH1/Oruanui Intersection AM Traffic Volumes Comparison

2009 AM Peak Proposed AM Peak Difference 568vph (Through Traffic) 692vph (Through Traffic) +124vph 5vph (Left Turn In From SH1) 3vph (Right Turn In From SH1) -2vph

Table 5: SH1/Oruanui Intersection PM Traffic Volumes Comparison

2009 PM Peak Proposed PM Peak Difference 568vph (Through Traffic) 692vph (Through Traffic) +124vph 5vph (Right Turn Out From Oruanui Road) 3vph (Left Turn Out From Oruanui Road) -2vph

8.1.4 SH1/SH5 Intersection: The 2007 AADT recorded on SH5 was 4,576vpd (457vph).

Table 6: SH1/SH5 Intersection AM Traffic Volumes Comparison

2009 AM Peak Proposed AM Peak Difference 457vph (Through Traffic) 525vph (Through Traffic) +68vph 5vph (Left Turn Out) 2vph -2vph 5vph (Right Turn In) 3vph -2vph

Table 7: SH1/SH5 Intersection PM Traffic Volumes Comparison

2009 PM Peak Proposed PM Peak Difference 457vph (Through Traffic) 525vph (Through Traffic) +68vph 5vph (Left Turn Out) 2vph (Left Turn Out) -2vph 5vph (Right Turn In) 2vph (Right Turn In) -2vph

8.1.5 Wairakei Drive/Poihipi Road Intersection: The 2007 recorded AADT on Wairakei Drive was 10,848vpd (1,084vph).

Table 8: Wairakei Drive/Poihipi Road Intersection AM Traffic Volumes Comparison

2009 AM Peak Proposed AM Peak Difference 1,084vph (Through Traffic) 935vph (Through Traffic) -149vph 75vph (Left Turn In) 53vph (Left Turn In) -22vph 5vph (Right Turn In) 3vph (Right Turn In) -2vph 5vph (Right Turn Out) 3vph (Right Turn Out) -2vph

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Table 9: Wairakei Drive/Poihipi Road Intersection PM Traffic Volumes Comparison

2009 PM Peak Proposed PM Peak Difference 1,084vph (Through Traffic) 935vph (Through Traffic) -149vph 5vph (Left Turn In) 3vph (Left Turn In) -2vph 8vph (Left Turn Out) 6vph (Left Turn Out) -2vph 109vph (Right Turn Out) 76vph (Right Turn Out) -33vph

8.1.6 As demonstrated above, the intersection likely to be subject to the greatest impact is the Wairakei Drive and Poihipi Road intersection. This is expected given that the majority of staff working on site are likely to be in Taupo and be approaching the site from the south. It is noted that traffic volumes on Wairakei Drive have actually decreased since 2009, predominately due to the road no longer being a State Highway following the opening of the East Taupo Arterial. Peak hour turning movements at this intersection are also expected to decrease by up to 33vph.

8.1.7 The Wairakei Drive and Poihipi Road intersection was upgraded with an additional left turn lane and traffic island, as part of Stage 1 consent conditions, to accommodate the 2009 traffic shown in Table 8 and Table 9. The TDG Report undertook Signalised and unsignalised Intersection Design and Research Aid (SIDRA) analysis on this intersection with these traffic volumes and demonstrated that the upgraded intersection operated at an acceptable Level of Service (LOS). Given that traffic volumes on Wairakei Drive and the proposed construction traffic have both decreased, and the intersections have been upgraded as required, it is assessed that Wairakei Drive and Poihipi Road intersection has sufficient capacity for the Stage 2 construction traffic. The current layout of this intersection is able to accommodate higher volumes of traffic than what is proposed for Stage 2, and therefore the existing design of this intersection is considered adequate for the proposal and the effect on this intersection is considered to be less than minor.

8.1.8 It is noted above that traffic volumes on SH1 have increased by 124vph and SH5 have increased by 68vph. However, construction traffic for the development is expected to be up to 11vph on SH1 using the SH1/Oruanui Road intersection and up to 3vph on SH5 using the SH5/SH1 intersection as result of this proposal, both of which are lower than the Stage 1 construction traffic demands. This accounts for an addition of 1.6% to peak hour movements on SH1 and 0.6% added to SH5. Generally, daily peak hour movements can vary by around 5%. The proposed construction traffic for Stage 2 is well within daily variation and is therefore not likely to have a perceivable impact on the performance of either intersection.

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Furthermore, the intersection of SH1 and Oruanui Road has sufficient treatment via a right- turn bay to accommodate additional traffic using this intersection and any additional upgrades are not considered necessary.

8.1.9 The construction traffic effects of Stage 2 of the development can be considered to have already been taken into account via Stage 1 along with the appropriate intersection upgrades. While the traffic volumes have increased on SH1 and SH5, the proposed turning movements are low enough to have a negligible impact on the performance or function of the intersections planned to be used.

8.2 Holiday Peaks

8.2.1 It is noted that throughout the summer months, particularly on SH1, holiday traffic is expected to increase peak hour traffic by approximately 20%3. Applying this to Wairakei Drive, the peak hour volumes are expected to be in the order of 1,122vph, which is similar to the 2006 peak hour volumes when the road was previously SH1. Therefore, during the combined summer holiday peaks and construction activities, it can be expected that the Wairakei Drive and Poihipi Road intersection would still operate at an appropriate performance level.

8.2.2 Given that the construction traffic turning movements at the other intersections are so low, the increase in summer holiday peak traffic is expected to have negligible impact on the performance of the other intersections.

8.3 Access Effects

8.3.1 Access to the site is obtained via an existing give-way intersection. This intersection was upgraded in 2010 to accommodate the Stage 1 traffic and a design of this is shown below in Figure 13.

3 Percentage increase of SH1 traffic volumes of January 2017 compared to June 2017.

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Figure 13: Site Access Intersection

8.3.2 Sight distance from this existing intersection is shown below in Figure 14 and Figure 15.

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Figure 14: Sight Distance Looking Left (Looking South)

Figure 15: Sight Distance Looking Right (Looking North)

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8.3.3 The District Plan requires 160m of sight distance to be available for a 100km/h posted speed limit. There is a total of 175m sight distance left and 200m looking right, complying with District Plan requirements.

8.3.4 The District Plan requires at least 60m separation distance between a vehicle crossing and a roading intersection. The nearest vehicle crossing to the site intersection is located 315m south, which complies with District Plan requirements.

8.3.5 Overall, the existing access into the site is considered appropriate for Stage 2 of the construction traffic. Given that Stage 2 traffic is estimated to be less than Stage 1, the previous upgrades to the site access are considered adequate to accommodate the proposed traffic.

8.3.6 A review of the intersections that are proposed to be used, highlighted in Section 3.2 and Section 6.3, demonstrate that right turning facilities are provided on:

• Poihipi Road and Oruanui Road Intersection.

• Poihipi Road and Wairakei Drive Intersection.

• Oruanui Road and SH1 Intersection.

8.3.7 The right turn treatment at each of these intersections are considered to be acceptable for the proposed traffic. An assessment of traffic effects has been undertaken above in Section 7.1 and indicates that there are unlikely to be any capacity issues arising at these intersections.

8.3.8 It is noted that currently there is no right turn facility available on Oruanui Road at its intersection with Link Road. However, Oruanui Road has an estimated peak hour volume of 97vph and the proposed right turning movements at this intersection4 are expected to be in the order of 20vph. These volumes are low enough to not warrant an upgrade of this intersection.

8.3.9 The intersections intended to be used for the proposed traffic are therefore considered to be adequate for the proposal.

8.4 Parking Effects

8.4.1 The site is large enough to accommodate up to 400 construction staff to park on site. An area within the site will be assigned as a temporary car park to accommodate the expected

4 70% of 28vph outlined in turning movement summary attached in Appendix A

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construction staff. This car park will not be sealed as it is temporary and will not be required for the post construction activities. Sealing the temporary car park area would result in unnecessary stormwater run-off and would create a large amount of waste product following completion of construction. Given the rural location of the site, and proximity to neighbouring properties, it is expected that any dust generated from the car park would have a negligible impact on external neighbours. Therefore, an unsealed car park is considered acceptable in this instance.

8.4.2 This proposal does not include any operational changes to the consented site in terms of staff members. Therefore, the existing car park is not required to be re-assessed as a part of this proposal.

8.5 Road Safety Effects

8.5.1 The CAS report interrogated in Section 3.3 suggests that there could have been a sight visibility issue with the Poihipi Road / Wairakei Drive intersection. However, the speed limit has reduced from 80km/h to 50km/h which is expected to have improved safety at this intersection as vehicle speeds will be better matched to available visibility.

8.5.1 Furthermore, a comparison has been made of the Wairakei Drive and Poihipi Road intersection prior to its upgrade which was completed 2012. A five-year search between 2006 and 2011 indicated that 39 reported crashes occurred, demonstrating that the upgraded intersection has significantly improved in safety.

8.5.2 A search has also been undertaken between the years of 2011-2014 to find any crashes relating to construction traffic during Stage 1. Throughout this time period no crash reports explicitly mentioned any crashes relating to construction traffic or trucks.

8.5.3 Of the intersections proposed to be used for construction traffic, between 1 and 5 crashes occurred at:

• Oruanui Road and Link Road.

• Link Road and SH1.

• Oruanui Road and SH1.

• Oruanui Road and Poihipi Road.

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8.5.4 Given the crash types occurring, the recent changes in speed limit, the availability of right turn bays on the state highway network and associated high standards of visibility, and the expected traffic demands during the construction period, it is considered that there is unlikely to be a detrimental effect on road safety.

9 Construction Traffic Management

8.1.1 It is standard practice as part of a resource consent, for a project of this scale, that a Construction Traffic Management Plan (CTMP) is developed to outline how deliveries to and from the site will be managed and mitigated. It is understood that a similar methodology that was undertaken for Stage 1 will be adopted for Stage 2.

8.1.2 The CTMP should include the following:

• Construction dates and hours of operation including any specific non-working hours for traffic congestion, noise, etc.

• Diagrams identifying which routes trucks will use to travel to and from the site.

• Temporary traffic management signage / details to appropriately manage vehicles and pedestrians in the vicinity of the site.

• Details of site access / egress over the entire construction period noting that all access points to be located so that appropriate visibility is achieved onto the adjacent road network.

8.1.3 The proposal will include over-dimension loads, such as generators weighing up to 170 tonnes. The CTMP will need to include methodology with the appropriate roading permits to allow for transport of such items. This methodology must include vehicle types, routes and a risk assessment of the over-dimension loads.

8.1.4 Based on experience with the construction planning and traffic management associated with similar developments, it is considered that construction activities can be managed to ensure an appropriately low level of construction traffic effects. Of note, the construction activities are temporary and with appropriate measures in place as identified above, will be able to be managed.

9.1.1 Construction effects are therefore considered to be less than minor and can be managed through the CTMP.

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10 Consultation

10.1.1 NZTA were consulted in July 2020 regarding the expected construction traffic volumes. NZTA have confirmed that they do not require further consultation and that they are satisfied that no assessment of effects on their network is required. This consultation is included as Appendix B.

11 District Plan Compliance

11.1.1 The proposed development is located within the Taupo District Council and is required to meet the District Plan provisions set out in Chapter 6 of the Taupo District Plan.

11.1.2 Table 10 lists the relevant rules and whether the proposed development complies with the District Plan requirements.

Table 10: District Plan Compliance Summary

Rule Requirement Proposed Compliance Environment Area Requirements 6.2 Parking Numbers 6.2.8 Network Utilities Activities 1 car park per permanent staff There are no changes Complies proposed to member permanent staff or the consented activities car parking area. General Requirements 6.3 Parking 6.3.1 Provision for On-Site parking i. N/A The existing Can Comply Spaces ii. N/A permanent car park iii. Can comply will not be altered as a

i. Where more than one activity iv. Can comply result of this proposal.

occurs on an allotment or as part of v. Can comply The temporary car

a single land use, the total parking vi. Can comply park can comply with

requirement for vii. Can comply the appropriate that allotment/land use shall be viii. N/A District Plan standards equal to the sum of the individual when constructed. requirements for each activity. ii. Where restaurants and/or conference facilities are ancillary and are provided only to service an accommodation activity, the additional required parking will be based on 50% of the ancillary requirement. iii. When the assessment of the number of parking spaces results in a fraction, the fraction will be provided as an additional whole space.

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iv. The parking area may be formed within the building setback area, with the exception of a front setback. In the Centennial Industrial, Taupō Industrial and non-residential activities within the Spa Road Mixed Used Environments the front setback can be used to form parking areas. v. Parking areas shall be exclusive of land required for access, and shall not involve any part of an allotment required for landscaping. vi. Any parking area required to comply with these standards shall not be reduced by the subsequent construction of any structure, storage of goods, or any other obstacle. vii. All parks associated with a particular activity shall be in close proximity and readily accessible to that activity. viii. In the case of a single dwelling on an allotment, where two parking spaces are required, these may be provided one in front of the other, provided all other requirements are met. 6.3.2 Design of Parking Spaces and i. Can comply The construction car Can Access ii. Can comply park will be metalled Comply iii. Can comply and will be located

i. Parking and manoeuvring space iv. Can comply over 100m from the

shall be of a sufficient size and v. Can comply road reserve adjacent

suitable layout to accommodate vi. Can comply to the site. There is vehicles described in Figure 1. vii. Can comply sufficient space on site ii. Critical access conditions, including to form an area to such features as ramps and meet all relevant driveways, shall not exceed a slope District Plan of 1 in 5 and shall be designed in requirement. The car accordance with Figure 2. parking area will be iii. Parking Dimensions shall be addressed as a part of designed in accordance with Figure the CTMP. 3 and 6.3.3. iv. Parking areas shall be designed to ensure that vehicles are not required to reverse either on to or off a street, nor required to queue on the street, with the exception of an allotment containing a single residential unit activity. v. All parking spaces and access required to meet the standards in this Plan shall be formed, sealed and maintained to an all weather surface, and in the Rural Environment, shall be formed, finished and maintained to an all weather surface for a distance of 5 meters from the legal road boundary.

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vi. All parking spaces, with the exception of those associated with residential activities, shall be clearly identified by permanent markings

6.4 Loading 6.4.1 Provision of Loading Space Loading space required for There is sufficient Complies construction activities shall be space on site to designed to ensure that vehicles are accommodate loading not required to reverse either onto and ensure reversing or off a street, nor required to off-site does not queue on the street. occur. 6.4.2 Design of Loading Spaces and i. Can comply The activity is in a rural Can Access ii. Can comply environment and is Comply iii. Can comply large enough to

i. Activities requiring loading facilities iv. Can comply accommodate a or servicing from vehicles of an v. Can comply sufficient turning 8.0m axis or smaller shall be radius. designed to accommodate vehicle described in Figure 4 ii. Activities requiring loading facilities or servicing from vehicles larger than an 8.0m axis shall be designed to accommodate vehicles described in Figure 5 iii. With the exception of farming and forestry activities in the Rural Environment, all loading spaces and access required to meet the standards in this Plan shall be formed, sealed and maintained to an all weather surface. iv. With the exception of farming and forestry activities in the Rural Environment, all loading spaces shall be clearly identified by permanent markings. 6.5 Access 6.5.2 Sight Distances 160m sight distance required. There is 175m sight Complies distance left of access i. Minimum Sight Distances and 200m looking from Vehicle Crossing Points shall right. be designed in accordance with 6.5.3 and Figure 6 (refer number 1). ii. Where access is to be obtained from a State Highway the consent of New Zealand Transport Agency is required under the Government Roading Powers Act 1989. The standards of the District Plan do not apply where they conflict with the standards of the road controlling authority.

6.5.4 Distance – Road Intersection to 60m required. Over 650m to nearest Complies Vehicle intersection

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i. Minimum Distance from Road Intersection to Vehicle Crossing shall be designed in accordance with 6.5.5 and Figure 7 (refer to number 2 in figure 7). ii. Where access is to be obtained from a State Highway the consent of New Zealand Transport Agency is required under the Government Roading Powers Act 1989. The standards of the District Plan do not apply where they conflict with the standards of the road controlling authority.

6.5.6 Vehicle Crossings 100m required. 315m to nearest Complies vehicle crossing. i. Vehicle Crossings shall be provided in accordance with 6.5.7. ii. Where access is to be obtained from a State Highway the consent of New Zealand Transport Agency is required under the Government Roading Powers Act 1989. The standards of the District Plan do not apply where they conflict with the standards of the road controlling authority.

6.5.8 Minimum Standards for i. Complies The access to the site Complies Driveways and Accessways ii. N/A has been constructed iii. Complies based on the

i. Minimum Standards for Driveways iv. N/A previously consented

and Accessways shall be designed v. Complies design drawings. Any in accordance with 6.5.9 to 6.5.11. non-compliance has ii. In accordance with therefore already Rules 4a.3.5, 4b.3.12, been approved. and 4d.3.5 any single common driveway or accessway serving more than nine allotments in the Residential and Industrial Environments, and more than twelve allotments in the Rural Environment, is to be vested as legal road. iii. Except for the Rural Environment, and except in the case of a single dwelling and/or allotment, all driveways and accessways shall be formed and sealed with an all weather surface. (Please note that as required by the stormwater provisions for urban properties, all stormwater must be collected and retained within the site to meet the 10% event, except where there is a community stormwater reticulation system).

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iv. In the case of a single dwelling and /or allotment in the Residential Environment, all driveways or accessways shall have a stable surface that does not discharge any material off-site. Where the driveway or accessway is steeper than 6% and slopes towards the road, an all-weather surface and stormwater control shall be provided in accordance with iii. above. v. In the Rural Environment accessways shall be sealed where they serve more than 3 allotments or where they are steeper than 6% and service more than 1 allotment. Where the access is onto a sealed public roadway the vehicle crossing shall be sealed. vi. For the purposes of these performance standards, all weather shall mean a durable permanent surfacing such as concrete, seal or pavers.

11.1.3 The proposed construction effects generated by Stage 2 of the proposal complies, or can comply, with the District Plan requirements.

12 Conclusions

12.1.1 This ITA has been prepared to assess the construction traffic effects associated with Stage 2 of the Te Mihi Power Station build. The following conclusions have been reached:

• The proposed construction traffic for Stage 2 is expected to be approximately 70% of the traffic compared to Stage 1. This is a reduction from 64vpd to 45vpd and a reduction from 4-8vph to 3-6vph during the peak hour.

• Traffic volumes have decreased on Wairakei Drive given that it is no longer a State Highway. In conjunction with the lower construction traffic for Stage 2 and intersection upgrades made to the Wairakei Drive and Poihipi Road intersection as a part of Stage 1, the Stage 2 construction traffic is not expected to adversely impact the performance or capacity of this intersection.

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• The site access was upgraded as a part of Stage 1 and is considered appropriate to accommodate the proposed Stage 2 construction traffic. This access meets minimum sight distance and separation distance standards required by the District Plan.

• A review of the intersections proposed to be used indicates that they are able to accommodate the proposed construction traffic volumes.

• There is sufficient area on site for temporary parking and loading of the proposed construction traffic. No changes are proposed to the consented activity requiring additional permanent car parking.

• The proposal is unlikely to have a detrimental effect on road safety.

• It is recommended as a condition of consent that a CTMP is submitted and approved by Taupo District Council.

• NZTA has been consulted and no concerns have been raised.

• The proposal complies, or can comply, with all transport related rules in Chapter 6 of the District Plan.

12.1.2 As such, it is concluded that the construction traffic effects are less than minor and that no physical mitigation works are required to accommodate this temporary traffic demand on the road network.

CKL

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Appendix A – Turning Movements

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Appendix B – NZTA Consultation

CKL | Hamilton Office | B20035 38 Matt Sleet

From: Stephen Parker Sent: Wednesday, 22 July 2020 4:10 PM To: Judith Makinson Subject: FW: Quick Question - SH1 Taupo

Hi Judith,

Please see response below, as a result we wouldn’t see any need for another ITA.

Kind regards Stephen Parker, Network Manager – Central Waikato Transport Services – System Management DDI +64 7 958 7243 / M +64 21 424 349 E [email protected] / w nzta.govt.nz Waka Kotahi NZ Transport Agency ______

From: Green, Ashley Sent: Wednesday, 22 July 2020 3:35 PM To: Stephen Parker Cc: Etiene La Grange Subject: Re: Quick Question - SH1 Taupo

Hi Stephen,

Following our phone call and your description below of the intersection, I agree that with good site lines and the right turn bay this should mitigate the risk of the increased traffic. As discussed I would expect the construction traffic to have an appreciation of the holiday traffic that can occur on this section of SH1 and opporate accordingly.

Thanks

Ash

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From: Stephen Parker Sent: Wednesday, 22 July 2020, 3:26 pm To: Green, Ashley Cc: Etiene La Grange Subject: FW: Quick Question - SH1 Taupo

Hi Ashley,

Just an FYI about construction traffic at the intersection of SH1 and Oruanui Road. The proposal has already had an ITA when the intersection had through traffic at 5,700vpd at the time of the original consent, now around 7,000vpd. As the intersection has excellent sightlines with a full right turn bay I don’t see any issue with the additional 1,300vpd, so we wouldn’t need to have another ITA. As mentioned in the email please treat this development as confidential.

1 Kind regards Stephen Parker, Network Manager – Central Waikato Transport Services – System Management DDI +64 7 958 7243 / M +64 21 424 349 E [email protected] / w nzta.govt.nz Waka Kotahi NZ Transport Agency ______

From: Judith Makinson Sent: Wednesday, 22 July 2020 9:22 AM To: Stephen Parker Subject: Quick Question - SH1 Taupo Importance: High

Hi Stephen

I have a project I was hoping I could pick your brains about – its Te Mihi power station in Taupo (and highly confidential). The power station was consented back in 2007 and an ITA was done by TDG to consider construction traffic effects only as operational traffic is minimal. As part of that assessment, the following construction traffic turning movements were identified.

2 3

The Poihipi Road / Wairakei Drive (was SH1) intersection was identified as needing upgrading, which was done. This is no longer SH1 to I will be speaking with TDC about that one, but just as a matter of interest and general background, traffic volumes have dropped since this stopped being SH1 so I’m not anticipating any need for capacity modelling updates or further mitigation there.

However, we are likely to be bringing in construction materials from the north and will probably use Oruanui Road. The intersection has a right turn lane and visibility is good all round. Traffic on this section of SH1 has increased from 5,700vpd at the time of the original consent to around 7,000vpd now so I don’t see turning capacity

4 as being an issue, particularly when we are talking about 8vph – 11vph turning traffic volumes in and out (construction traffic is likely to be about 70% of what it was last time around as Stage 2 is a smaller build).

If possible, can you give me a view on whether NZTA would need to see the ITA and if so, whether you anticipate any issues cropping up.

Cheers

Planning | Surveying | Engineering | Environmental

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