Western Belfast Bypass - Have Your Say

Transcription

May 2014
AIR QUALITY ASSESSMENT
Western Belfast Bypass
REPORT
Submitted to:
Stephanie Brown
Principal Environmental Consultant
Opus International Consultants Ltd
Concordia House
Pyne Street
Whakatane 3120
Report: 1478104016_002_R_Rev3_AQA
WESTERN BELFAST BYPASS
Table of Contents
ABBREVIATIONS…………………………………………………………………………………………………………………….iii
1.0
2.0
3.0
4.0
BACKGROUND .................................................................................................................................................. 1
1.1
Statutory Context for Roadway Air Quality Issues ..................................................................................... 1
1.2
Guidance for Producing Air Quality Assessments for State Highway Projects ............................................ 2
1.2.1
Tier 1 - Risk Assessment ................................................................................................................... 2
1.2.2
Tier 2 - Screening Assessment........................................................................................................... 2
1.2.3
Tier 3 - Detailed Assessment.............................................................................................................. 5
1.3
Summary of Outcomes of Tier 1 and Tier 2 Assessments ......................................................................... 5
1.4
Structure of the Report ............................................................................................................................ 6
THE PROPOSED ROADWAY DEVELOPMENT................................................................................................... 7
2.1
Overview ................................................................................................................................................ 7
2.2
Traffic Volumes, Fleet Composition and Vehicle Speed ............................................................................ 7
DESCRIPTION OF THE RECEIVING ENVIRONMENT ......................................................................................... 8
3.1
Geography and Land Use........................................................................................................................ 8
3.2
Potentially Sensitive Receptors to the Discharge of Roadway Emissions .................................................. 9
3.3
Existing Air Quality ................................................................................................................................ 10
ASSESSMENT OF THE OPERATIONAL EFFECTS OF THE ROADWAY .......................................................... 13
4.1
Method ................................................................................................................................................. 13
4.2
Results ................................................................................................................................................. 14
4.2.1
Current scenario .............................................................................................................................. 14
4.2.2
Current scenario versus 2016 with and without project ...................................................................... 15
4.2.3
Comparison of scenarios for years 2016 and 2026............................................................................ 15
4.2.4
Wider impact of the WBB on air quality ............................................................................................. 15
4.3
Screening Assessment Fitness for Purpose ........................................................................................... 16
5.0
MITIGATION AND MONITORING OF OPERATIONAL EFFECTS ...................................................................... 17
6.0
ASSESSMENT OF THE CONSTRUCTION EFFECTS OF THE ROADWAY ....................................................... 17
7.0
MITIGATION OF CONSTRUCTION EFFECTS ................................................................................................... 19
8.0
SUMMARY AND CONCLUSIONS ..................................................................................................................... 20
9.0
LIMITATIONS.................................................................................................................................................... 21
10.0 REFERENCES .................................................................................................................................................. 22
May 2014
Report No. 1478104016_002_R_Rev3_AQA
i
TABLES
Table 1: Summary of the data used to assess existing air quality in the vicinity of the WBB development ...................... 12
Table 2: PM10 and NO2 Transport Agency's significance and health assessment criteria. .............................................. 13
Table 3: HSAPLUs potentially adversely affected by the dust generated by roadway construction processes................. 18
Table 4: Input to and results from the Tier 2 assessment for 237 Johns Road ............................................................... 27
Table 5: Input to and results from the Tier 2 assessment for the Groynes Development Ltd. residential subdivision ....... 27
Table 6: Input to and results from the Tier 2 assessment for the Rosebank Winery and Chardonnay Motor Lodge
on Groynes Drive ....................................................................................................................................... 28
Table 7: Input to and results from the Tier 2 assessment for the Groynes recreational area ........................................... 28
Table 8: Input to and results from the Tier 2 assessment for Brookwater Ave and Springbrook Lane residences ............ 29
Table 9: Input to and results from the Tier 2 assessment for Main North Road residences............................................. 29
FIGURES
Figure 1: Plan view and key roadway links of the proposed Western Belfast Bypass Roadway ........................................ 4
Figure 2: Location of the Western Belfast Bypass roadway development. ....................................................................... 8
Figure 3: The location of the HSAPLUs identified for the WBB assessment .................................................................... 9
Figure 4: Detailed layout of the Groynes Development residential subdivision. A distance of 40 m from the
roadway edge is marked with the red line. ................................................................................................... 10
Figure 5: Part of the edge of Christchurch Airshed (purple area). .................................................................................. 11
APPENDICES
APPENDIX A
Report Limitations
APPENDIX B
Traffic Data for the WBB Assessment
APPENDIX C
Inputs to and results from the Screening Assessment Tool
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ii
ABBREVIATIONS
AADT
Annual-average daily traffic
AEE
CAST
Assessment of environmental effects
Christchurch Assignment and Simulation Traffic model
CAU
CCC
CRC
CEMP
Golder
HDV
HSAPLU
LDV
MfE
NArt
NES
Census Area Unit
Christchurch City Council
Canterbury Regional Council
Contractor’s Environmental Management Plan
Golder Associates (NZ) Limited
Heavy-duty vehicles
Highly sensitive air pollution land use
Light-duty vehicles
Ministry for the Environment
Northern Arterial Road
National Environmental Standards
NO2
Nitrogen dioxide
NoR
Transport Agency
Opus
Notice of Requirement
New Zealand Transport Agency
Opus International Consultants
PM10
Particulate matter with a diameter of less than 10 microns
RoNS
TMS
TRAMs
URL
WBB
WHO
Roads of National Significance
Traffic Monitoring System
Traffic Related Air Quality Monitoring System
Uniform Resource Locator
Western Belfast Bypass
World Health Organization
May 2014
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1.0
BACKGROUND
Opus International Consultants (Opus) are the lead consultants engaged by the New Zealand Transport
Agency (the Transport Agency) to undertake an assessment of environmental effects of the proposed
Western Belfast Bypass (WBB) project on the northern boundary of Christchurch. The Transport Agency
proposes to construct, use and maintain a motorway (4-lane median-divided arterial road) extending the
Christchurch Northern Motorway (SH1) to link with Johns Road (SH1), Christchurch. The WBB connects to
the Northern Motorway north of Dickeys Road and travels across ‘green fields’ to join Johns Road in the
vicinity of The Groynes. SH1 traffic using the WBB will bypass the Belfast urban area. The length of the
WBB is approximately 5 km. A plan overview of the WBB is provided in Figure 1.
Applications for the Notice of Requirement (NoR) and Canterbury Regional Council (CRC) resource
consents for this WBB roadway development (Transport Agency project 61013) have been prepared by
Opus. The applications for the NoR and CRC resource consents must be supported by relevant and robust
environmental assessments. Golder Associates (NZ) Limited (Golder) was engaged as a sub-consultant by
Opus to undertake an assessment of potential air quality effects of the proposed roadway development.
1.1
Statutory Context for Roadway Air Quality Issues
The Resource Management Act 1991 promotes the sustainable management of natural and physical
resources. It provides a framework for managing those resources, including National Policy Statements, and
National Environmental Standards, Regional Policy Statements and Plans, and District Plans.
The National Environmental Standards for Air Quality are regulations made under the Resource
Management Act 1991 which aim to set a guaranteed minimum level of health protection for all New
Zealanders. The NES is made up of 14 separate but interlinked standards including five standards for
ambient (outdoor) air quality. Regional councils and unitary authorities are responsible for managing air
quality under the Resource Management Act. They are required to identify and manage areas (airsheds)
where air quality is likely, or known, to exceed the standards.
Regional plans include objectives, policies and methods relevant to air quality. CRC’s Natural Resources
Regional Plan: Chapter 3 (CRC, 2009) includes specific polices relevant to the WWB development: Policy
AQL3 Promote measures to address motor vehicle exhaust emissions, and Policy AQL20: Promote
measures to address motor vehicle exhaust emissions in the Christchurch Clean Air Zones 1 and 2. The
methods used by CRC to implement these polices include: advocacy, information and promotion,
investigation, the Regional Land Transport Strategy, compliance and enforcement and response to
complaints.
CRC’s Natural Resources Regional Plan rules do not require the WBB to obtain a resource consent to
discharge contaminants to air from their operation. However, the WBB development does require planning
approval from Christchurch City Council (CCC) in the form of obtaining a District Plan designation for the
land to be used as a road. The Transport Agency (the requiring authority) must submit an NoR to CCC. The
NoR is accompanied by an assessment of environmental effects (AEE), including an assessment of potential
adverse effects on air quality.
There are other legal and planning documents which have some indirect relevance to the WBB
development. These include: the Land Transport Management Act (LTMA), the Government Policy
Statement on Land Transport Funding, Connecting New Zealand, the Canterbury Regional Land Transport
Strategy 2012-2042, and the Transport Agency's State Highway Environmental Plan.
The government’s overall objective for transport is “an effective, efficient, safe, secure, accessible and
resilient transport system that supports the growth of the country’s economy, in order to deliver greater
prosperity, security and opportunities for all New Zealanders”, which is reflected through the recently
updated purpose of the LTMA is to “contribute to an effective, efficient, and safe land transport system in the
public interest".
May 2014
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To deliver on this transport objective, the government is focusing on three key areas over the next 10 years
being economic growth and productivity, value for money; and road safety, which are given effect to through
the various documents discussed above.
“Connecting New Zealand”, released by the Ministry of Transport in August 2011 draws together the policy
direction set out in a number of other guidance documents, including the National Infrastructure Plan and the
Government Policy Statement on Land Transport Funding 2012/13-2021/22. Connecting New Zealand
summarises the general policy direction set by the Government for the transport sector over the next
decade. It assists stakeholders to understand how the government sees the transport system developing
over the identified period. Connecting New Zealand largely supersedes the New Zealand Transport Strategy
2008.
This report focuses only on the technical issues associated with the assessment of potential air quality
effects of the proposed roadway development. Any relevant planning issues will be addressed within the
Opus applications for the NoR and other CRC resource consents.
1.2
Guidance for Producing Air Quality Assessments for State
Highway Projects
To ensure consistency and quality of air quality assessments produced for State Highway projects in this
country, the Transport Agency has developed a draft guide to assessing air quality effects for State Highway
asset improvement projects (NZTA, 2012). This draft guide sets out a tiered approach to assessing the
impacts of highway projects, covering new projects and upgrades or alterations to existing highways.
While the guide is still in draft form, the Transport Agency has requested that it form the basis for the
assessment of air quality effects with respect to the NoR relating to the potential development of the WBB.
The draft guide notes that there are potentially three stages, or tiers, to an air quality assessment.
1.2.1
Tier 1 - Risk Assessment
The Tier 1 risk assessment is a qualitative assessment which aims to answer the question “What is the air
quality risk of the project?” The objectives are to compile background information, identify key issues and
determine the appropriate level of assessment. A Tier 1 risk assessment is undertaken using a risk matrix
consisting of three air quality risk factors. These are existing air quality, the number of highly sensitive air
pollution land uses (HSAPLU) within 200 m of the proposed alignment, and the anticipated traffic volume
expressed as the annual-average daily traffic (AADT). Each risk factor is given a risk rating as defined by
the criteria in the Transport Agency guide (NZTA, 2012). The Transport Agency guide requires that any
roadway development with a medium or high Tier 1 risk rating needs to be more rigorously investigated and
is required to undergo a Tier 2 screening assessment.
1.2.2
Tier 2 - Screening Assessment
The Tier 2 assessment is a semi-quantitative assessment which aims to answer the question “Is the project
likely to cause any significant adverse air quality effects?” The Tier 2 assessment is focused on the
operational effects of the proposed roadway development and is based on the AADT, the proportion of
heavy duty vehicles (HDV) within the vehicle fleet, average vehicle speed, and the distance to the nearest
1
HSAPLU to each link. A Tier 2 assessment is undertaken using a web-based screening tool . The purpose
of the Tier 2 assessment is to establish whether any of the Transport Agency's air quality significance criteria
are exceeded. The web-based screening tool was upgraded to Version 2 on 19 March 2014.
The pollutants considered for the Transport Agency's air quality significance criteria are particulate matter
with a diameter of less than 10 microns (PM10) and nitrogen dioxide (NO2).
1
http://air.nzta.govt.nz/screening-model (accessed 21 March 2014).
May 2014
2
If the Tier 2 assessment establishes that one or more of the significance criteria are triggered then the
results are reviewed by an air quality specialist and a member of the Transport Agency's Environment and
Urban Design team to determine whether a Tier 3 detailed assessment is required.
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3
Northern
Motorway
Main North
Road
Western
Belfast Bypass
link
Johns Road
north link
The Groynes
Recreational
Area
Johns Road
south link
Figure 1: Plan view and key roadway links of the proposed Western Belfast Bypass Roadway
May 2014
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1.2.3
Tier 3 - Detailed Assessment
The purpose of a Tier 3 assessment is to evaluate comprehensively all air quality risks and opportunities
arising from the project and to inform the project’s AEE. Tier 3 is a quantitative assessment, which may use
detailed traffic information, emission factors, ambient air quality data, and dispersion modelling. Hence it is
more complex than the Tier 1 or Tier 2 assessments. The Tier 3 assessment should include information on
how any significant air quality issues can be mitigated.
The Transport Agency's draft guide requires that the Tier 3 assessment compares air quality impacts with
and without development/upgrade being undertaken. The Transport Agency's draft guide also requires that
the Tier 3 assessment will be undertaken for the current year, the year of completion and a long-term
forecast (usually ten years after the project completion).
1.3
Summary of Outcomes of Tier 1 and Tier 2 Assessments
Golder has carried out a Tier 1 risk assessment and Tier 2 screening assessment of the potential air quality
effects of the proposed roadway development in accordance with the advice provided in the Transport
Agency's guideline for producing air quality assessments for State Highway projects (NZTA 2012; the
Transport Agency's Guide). The Tier 1 risk assessment of the WBB development identified a number of
important issues with respect to the potential impact the roadway may have on air quality in the area. These
issues included:

The WBB route runs along the northern boundary of the Christchurch airshed which is currently noncomplying with respect to the air quality National Environmental Standard (NES) for PM10.

Data from the Transport Agency's NO2 monitoring network (Transport Agency site number CHR013
located approximately 3 km from the site at the corner of Main North Road and Johns Road) shows that
the annual average concentrations are above the Transport Agency'sannual average NO2 criteria value
of 30 g/m3.

There are over 200 HSAPLU points located within 200 m of the proposed WBB. These HSAPLUs
consist of existing dwellings and new dwellings within the Groynes residential subdivision development
(also known as the s293 zone) and the Groynes recreational area.
The risk ratings of the three individual risk factors for the WBB were one medium (AADT) and two high
(existing air quality and the number of HSAPLUs). On this basis the Transport Agency's Guide defines the
overall Tier 1 risk rating for the WBB as high. The Transport Agency's guide requires that any roadway
development with a high Tier 1 risk rating needs to be more rigorously investigated and is required to
undergo a Tier 2 screening assessment.
A Tier 2 screening assessment for the WBB in 2016 was conducted by Golder in accordance with the advice
provided in the Transport Agency's Guide. The Tier 2 screening assessment of the WBB development
identified a number of important issues with respect to the potential impact the roadway may have on air
quality in the area. These issues included:

The edge of Johns Road south road link of the WBB route runs within 30 m of five HSAPLU (229 to 241
Johns Road). At these five HSAPLUs the Tier 2 screening tool predicts that the NO2 criteria will be
exceeded.

The edge of main WWB link of the WBB route runs within 40 m of two HSALPUs. These are the
Groynes Development residential subdivision lot numbers 128 and 129. In addition to these two lots
there are two relatively large areas within the Groynes Development residential subdivision (lot
numbers 523 and 525) which are marked for subdivision into 22 and 18 future lots respectively. At
these four HSAPLUs the Tier 2 screening tool predicts that the NO2 criteria will be exceeded.
May 2014
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The Tier 2 assessment established that the significance criteria for NO2 was triggered at two locations, and
the results were reviewed by a member of the Transport Agency's Environment and Urban Design team to
determine whether a Tier 3 detailed assessment was required. The outcomes of the Transport Agency's
review were as follows:

While the Tier 2 conclusion was that a Tier 3 assessment needs to be considered, the Transport
Agency stated that there is discretion as to what level of information is required to support the Tier 3
assessment.

A ‘fit for purpose’ air quality technical report should be prepared to support the planning applications.
The technical report should as far as practical meet the requirements of a Tier 3 report and include
assessments of air quality impacts for; the current year, the year of project completion year of project
completion year plus 10 years and the construction of the roadway. The technical air quality report
should be based on the information provided by the Transport Agency’s screening tool without
undertaking and presenting more detailed dispersion modelling to quantify the ground level
concentrations of the contaminants discharged from vehicles using the WBB.
Golder concurs with the outcomes of the Transport Agency’s review of the Tier 2 assessment undertaken for
the WBB. Specifically Golder concludes that a fit for purpose air quality technical report for the WBB
roadway need not necessarily present detailed dispersion modelling to quantify the ground level
concentrations of the contaminants discharged from vehicles using the WBB.
This report presents the outcomes of the air quality assessment undertaken by Golder to support the
planning applications associated with the NoR and resource consents for the WBB. This WBB air quality
assessment will be the basis of the air quality content for AEE.
This assessment is based on the results of the Transport Agency’s screening tool. To ensure this tool was fit
for purpose, Golder has reviewed the appropriateness of this approach within the context of the WBB. It is
concluded that the Transport Agency’s screening tool is fit for this purpose and will provide a robust
assessment of the operational effects of the WBB.
1.4
Structure of the Report
The report is structured as follows:

Section 2 – Description of the proposed development

Section 3 – Description of the receiving environment

Section 4 – Assessment of effects from the operation of the roadway

Section 5 – Mitigation of the operational effects of the roadway, and post project monitoring

Section 6 – Assessment of effects from road construction activities

Section 7 – Mitigation of the construction effects of the roadway, and post project monitoring

Section 8 – Summary and Conclusions

Section 9 – Report Limitations

Section 10 – References
These sections are then followed by the report Appendices.
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2.0
2.1
THE PROPOSED ROADWAY DEVELOPMENT
Overview
The Transport Agency proposes to construct, use and maintain a motorway (4-lane median-divided arterial
road) extending the Christchurch Northern Motorway (SH1) to link with Johns Road (SH1), Christchurch.
The WBB connects to the Northern Motorway north of Dickeys Road and travels across ‘green fields’ to join
Johns Road in the vicinity of The Groynes recreational area. SH1 traffic using the WBB will bypass the
Belfast urban area. The length of the WBB is approximately 5 km.
The WBB consists of three main links: Johns Road South, Johns Road North, and the WBB. In addition to
this the other key roads to be considered in this assessment are Main North Road and the Northern
Motorway. A plan view and key roadway links of the proposed Western Belfast Bypass Roadway are shown
in Figure 1.
The WBB is one of the Roads of National Significance (RoNS) announced by central government in 2009
and forms part of the Western Corridor group of projects within the Christchurch Motorways package.
Once constructed, the WBB will essentially be an extension of the current Christchurch Northern Motorway
(SH1). Whereas currently the Christchurch Northern Motorway commences just north of Belfast at the
Dickeys Road/Main North Road intersection, the Motorway will instead commence at a new interchange
connection with Johns Road in the vicinity of The Groynes.
2.2
Traffic Volumes, Fleet Composition and Vehicle Speed
The traffic volumes and composition of the vehicle fleet using the proposed WBB have been provided by
Opus. The data supplied for each roadway link includes:

Traffic volumes as the annual average daily traffic (AADT).

Fleet composition as the percentage of light duty vehicles (% LDV) and percentage of heavy duty
vehicles (% HDV).

Levels of service (a measure of roadway congestion) and average vehicle speed (in km/hr).
Traffic data for the three scenarios was provided, for the current year (2014), year of project completion
(2016) and ten years after the project completion (2026). Data for the current year has been taken from the
Transport Agency's Traffic Monitoring System (TMS). Data for the year of project completion and ten years
after project completion have been taken by Opus from the Christchurch Assignment and Simulation Traffic
(CAST) model assuming that the Northern Arterial Road has not been built.
A more detailed description of Opus’ sources of traffic data is provided in Appendix B.
The year that the WBB is expected to be physically complete is late 2017/early 2018. However the
completion year of 2016 has been adopted for this assessment to be consistent with the traffic model data.
May 2014
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3.0
3.1
DESCRIPTION OF THE RECEIVING ENVIRONMENT
Geography and Land Use
The WBB development is located on the Canterbury Plains on the northern edge of Christchurch. The land
surrounding the area is generally flat. The Waimakariri River runs between 2 km to the north of the mid-point
of the WBB. To the west of the development the Canterbury Plains rise slowly to the Southern Alps which
are approximately 75 km to the west. The coastline of the South Island is approximately 8 km to the east of
the proposed roadway. Figure 2 shows the location of the WBB development (marked as a white roadway)
together with the close-by surrounding geographical features on the northern edge of Christchurch City.
Figure 1 and Figure 2 show that there is one area of urban development within close proximity of the
proposed WBB. The north-western section of the suburb of Northwood lies alongside the southern end of
the Johns Road north link. Figure 1 shows the Groynes recreational area is located adjacent to the southern
end of the WBB link. The Groynes Development Ltd. residential subdivision is to be located on the southern
side of the southern end of the WBB link. The Groynes Development covers an area of approximately 25
hectares and contains approximately 400 residential sections. Most other land immediately surrounding the
proposed WBB is semi-rural lifestyle blocks or fields used for cropping or grazing.
In summary much of the area surrounding the proposed WBB is of relatively low sensitivity to the effects of
the pollutants discharged from vehicles using the roadway. However a number of HSAPLUs within the area
surrounding the proposed WBB have been identified. These are detailed in the following section.
Figure 2: Location of the Western Belfast Bypass roadway development.
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3.2
Potentially Sensitive Receptors to the Discharge of Roadway
Emissions
Five specific areas have been identified as being representative of the HSAPLUs in close proximity to the
WBB development. Figure 3 shows the location of the five specific HSAPLUs considered in this
assessment. These areas are:

The four houses and motel units located close to the edge of the northern end of the Johns Road south
road link, namely, 219 to 241 Johns Road (red oval in Figure 3).

The houses between the southern end of the Johns Road north link and Brookwater Ave and
Springbrook Lane (green oval in Figure 3).

The sections within the Groynes Development Ltd. residential subdivision that are within 40 m of the
roadway (blue box in Figure 3). A detailed plan of the Groynes Development residential subdivision is
provided in Figure 4. A distance of 40 m from the roadway edge is marked with a red line.

The Groynes recreational area (yellow triangle in Figure 3).

Rosebank Winery and Chardonnay Motor Lodge on the western side of Groynes Drive (orange circle in
Figure 3).
Groynes
residential
subdivision
Groynes recreational area
Winery and
Motor Lodge
Brookwater Ave and Springbrook Lane
residences
219 to 241 Johns Road
residences
Figure 3: The location of the HSAPLUs identified for the WBB assessment
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9
There are other HSAPLUs in the area affected by the WBB development but these are a greater distance
away from the roadway development that the five specific HSAPLUs noted above. The scale of air pollution
effects reduce with increasing distance from roadways (HEI 2010). Therefore effects from the roadway are
likely to be lower at these other locations and it is assumed that the five specific areas identified above are
representative of effects experienced at any other HSAPLU.
Figure 4: Detailed layout of the Groynes Development residential subdivision. A distance of 40 m from the roadway edge
is marked with the red line.
3.3
Existing Air Quality
To assess the potential impact of a proposed roadway on an area it is important to have an understanding of
existing air quality in the area. Ideally the existing air quality is assessed from data collected specifically
within the area being considered. The requirements of a Transport Agency Tier 2 assessment define that
the pollutants of primary concern are PM10 (24-hour average) and NO2 (annual average).
The urban area of Christchurch (including Northwood and Belfast) has been designated as a polluted
airshed according to the NES criteria for PM10. Figure 5 shows a map of the northern parts of Christchurch
city with the airshed boundary marked in purple. The Johns Road north link of the WBB is within the
boundary of the Christchurch airshed as is the southern end of the WBB link. The Johns Road south link of
the WBB runs along a section of the northern boundary of the Christchurch airshed. This indicates that at
times the existing air quality, at least in the southern end of the WBB development will experience elevated
concentrations of PM10. Exceedences of the PM10 NES are possible and are most likely to occur in the
winter months of the year.
May 2014
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The nearest roadside site from the Transport Agency's NO2 passive monitoring network is located at the
corner of Main North Road and Johns Road (Transport Agency site CHR013). This site is located
approximately 3 km east of each of the road links which form the WBB. The data from the Transport
Agency's NO2 passive monitoring network takes monthly samples which are collated to provide an annual
average. The data from site CHR013 shows that the annual average concentration at that site varied
between 30.4 g/m3 and 32.1 g/m3 over the years 2010 to 2012. All three annual-average concentrations
3
are above the Transport Agency's annual average NO2 criterion value of 30 g/m .
No real-time air quality monitoring has been undertaken in the suburbs of Belfast or Northwood by CRC
(pers. comm. Teresa Aberkane, Senior Air Quality Analyst, CRC, email dated 14 March 2014). To gain a
better understanding of shorter time period background concentrations of NO2 and 24-hour average
background concentrations of PM10 the existing air quality was assessed using data from a close-by and
similar site.
Figure 5: Part of the edge of Christchurch Airshed (purple area).
As part of the assessment of Christchurch’s Northern Arterial roadway development ambient air quality
monitoring was undertaken by the Transport Agency to measure real-time ambient concentrations of CO,
NO2 and PM10. The monitoring programme was undertaken in June, July and August 2010 on Queen
Elizabeth II Drive (QEII) approximately 4 km to the southwest of the WBB development. Of the available
ambient air quality data, the data from the QEII site is considered the most representative of the existing air
quality in area of the WBB development. The reasons for this are the relatively close proximity of the site to
Belfast and Northwood and the nature of the surrounding land uses, some areas of residential properties
surrounded by land that is farmed. The Northern Arterial roadway development ambient air quality data is
available from the Transport Agency's Traffic Related Air Quality Monitoring System (TRAMs)2
2
http://air.nzta.govt.nz/transport-related-air-quality-monitoring-data (accessed 21 March 2014).
May 2014
11
The Transport Agency screening tool provides estimates of background air quality for use in the
3
assessments . For the Belfast South census area unit (CAU number 588401), the Transport Agency tool
suggests a background level of 16 g/m3 for the annual average concentration of NO2 and 76 g/m3 for the
24-hour average concentration for PM10. A summary of the data used to assess existing air quality in the
vicinity of the WBB development is presented in Table 1.
Table 1: Summary of the data used to assess existing air quality in the vicinity of the WBB
development
Pollutant
PM10
PM10
NO2
Data source
Averaging
time
Number
of data
QEII
monitoring site
24-hour
104 days
24-hour
NA
24-hour
104 days
Transport
Agency’s Tier
2 background
QEII
monitoring site
Max.
conc.
Av.
conc.
Criteria
conc.
g/m3)
g/m3)
g/m3)
20
50*
76
50*
16
100*
16
30**
63
NA
29
Transport
NA
Agency's Tier
Annual
NA
2 background
*MfE NES value (MfE 2011)
# MfE Ambient air quality guideline (MfE 2002)
**Transport Agency's Tier 1 risk assessment criterion (NZTA 2012)
NO2
Number of
exceedences
3
NA
0
0
For this assessment the annual average concentration background concentrations in the vicinity of the WBB
for NO2 is assumed to be 16 g/m3. This is based on the Transport Agency's screening tool which suggests
a background concentration of 16 g/m3 as an annual average for the Belfast South census area unit. It is
also worth noting that the 3-month average concentration of NO2 at the QEII monitoring site was 16 g/m3
which provides additional evidence to suggest that 16 g/m3 is a robust estimate of the annual average
background concentration at the site.
For this assessment the background 24-hour average concentration in the vicinity of the WBB for PM10 is
3
assumed to be 76 g/m . This is based on the Transport Agency's screening tool which suggests a
3
background concentration of 76 g/m as a 24-hour average for the Belfast South census area unit.
Monitoring data collected at the QEII site in 2010 suggests that at times the 24-hour average PM10
concentration could exceed the NES value of 50 g/m3 in the vicinity of the WBB development. It is also
noted that the southern sections of the WBB are within the Christchurch airshed. The probability of an NES
exceedence occurring at the WBB site is lower than at QEII because the WBB site is further north and more
removed from the large areas of domestic emissions discharged from the more central parts of the city and
which dominate the contribution to ambient PM10 in Christchurch (ECan 2009). In addition to this, during
wintertime air pollution events there tends to be a katabatic down slope-flow from the hills and plains to the
west of Christchurch. Because there are few anthropogenic emissions upwind of Belfast and Northwood
during these conditions the air entering the suburbs is likely to be low in background PM10 concentrations.
3
http://air.nzta.govt.nz/background-air-quality (accessed 21 March 2014).
May 2014
12
Therefore, it is considered that assuming a background concentration for PM10 of 76 g/m (24-hour
average) is most likely conservative. However, this assumption does not reduce the robustness of the
assessment nor change its conclusions. Therefore to be consistent with the Transport Agency’s guidance
3
Golder’s has assumed the background PM10 concentration in the vicinity of the WBB to be 76 g/m (24-hour
average).
3
4.0
4.1
ASSESSMENT OF THE OPERATIONAL EFFECTS OF THE
ROADWAY
Method
The air quality technical assessment of the operational effects of the roadway assessment was undertaken
using the Transport Agency's web-based screening tool (URL given above). Version 2 of the screening tool
was used for this WBB assessment. The screening tool estimates air quality near roadways, which
combines the contribution of the road together with the background air quality to arrive at a cumulative
concentration. The Transport Agency notes that model is designed to provide a conservative (worst case)
assessment of air quality risk from a single road for two key transport-related air pollutants, PM10 and NO2.
Version 2 of the screening tool allows the inclusion of estimates of background air quality to provide more
robust calculations of the cumulative air quality impact.
The road contribution to PM10 concentrations is calculated using emission factors, which take into
consideration the assessment year, the average speed, the amount of traffic and the proportion of heavy
vehicles. For NO2 concentrations, the road contribution is based on a general linear regression algorithm,
which is only dependent on the amount of traffic.
The assessment of the operational effects of the proposed roadway development is based on the AADT,
proportion of heavy duty vehicles within the vehicle fleet, average vehicle speed, and the distance to the
nearest HSAPLU to each link. The assessment of the operational effects of the roadway is focused on two
primary contaminants of concern, PM10 and NO2.
In this assessment, outputs from the Transport Agency's screening tool are used to represent the likely air
quality effects of the operation of the WBB. The predicted effects are compared to the following:

Transport Agency's PM10 and NO2 air quality significance criteria for a Tier 2 assessment.

The relevant health assessment criteria for PM10 and NO2.
The Transport Agency's air quality significance and the relevant health assessment criteria for PM10 and NO2
are given in Table 2.
Table 2: PM10 and NO2 Transport Agency's significance and health assessment criteria.
Transport Agency's
Health assessment
Pollutant
Averaging period
significance criteria
3
guideline g/m )
3
g/m )
PM10
24-hour
2.5
50*
NO2
Annual
2.0
40
#
*MfE NES criteria value (MfE 2011)
# WHO criteria value (WHO 2006)
The assessment was undertaken for the five HSAPLUs identified in Section 3.2 above, listed as follows:
May 2014
13

Properties at 219 to 241 Johns Road.

Sub-divided residential sections within the proposed Groynes Development Ltd subdivision.

The Groynes recreational area.

Properties on Groynes Drive (Rosebank Winery and Chardonnay Motor Lodge).

Residential properties on Brookwater Ave and Springbrook Lane.
For each of the five HSAPLUs the air quality impact of five different roadway scenarios was assessed:

Current (2013/14) roadway layout and traffic:

2016 (year of project completion) without the WBB development.

2016 (year of project completion) with the WBB development.

2026 (year of project completion plus 10 years) without the WBB development.

2026 (year of project completion plus 10 years) with the WBB development.
4.2
Results
The detailed inputs to and the outputs from the Transport Agency’s screening tool for the each of the five
HSAPLUs under each of the five scenarios is provided in Appendix C. A summary of results from each of
the assessed scenarios is provided in the following sections.
4.2.1
Current scenario
With the current (2014) roadway layout and traffic flows, of the HSAPLU’s considered, the maximum impact
is predicted to occur at the Brookwater Ave/ Springbrook Lane residences. At the Brookwater Ave/
Springbrook Lane sites the impact of the vehicles using Johns Road is predicted to increase the 24-hour
average PM10 concentration by approximately 1.6 g/m3. This increase in PM10 is below the Transport
3
Agency's significance criteria of 2.5 g/m . At the Brookwater Ave/ Springbrook Lane sites the annual
average NO2 concentration is predicted to increase by approximately 2.4 g/m3. This increase in NO2 is
above the Transport Agency's significance criteria of 2.0 g/m3. The predicted increases for all the other
HSAPLU’s are below the Transport Agency's significance criteria.
The assessment of cumulative effects of PM10 assumes a background concentration of 76 g/m3 and
predicts a maximum cumulative 24-hour average concentration of 77.6 g/m3. The predicted cumulative
3
impact of PM10 is well above the NES value of 50 g/m . However it is important to note that the predicted
impact of the roadway emissions on this cumulative impact is small at approximately 2 % of the total. The
assessment of cumulative effects of NO2 assumes a background concentration of 16 g/m3 and predicts a
maximum cumulative annual average concentration of 18.4 g/m3. The predicted cumulative impact of NO2
is approximately half the WHO guideline value of 40 g/m3. The predicted contribution of the roadway
emissions to this cumulative impact is approximately 13 % of the total.
In summary, the predicted impacts of the current roadway emissions are limited to relatively small increases
in PM10 and NO2 above the background levels at the HSAPLUs. The increase of annual average NO2
concentrations at one HSAPLU is predicted to be slightly above the Transport Agency's NO2 significance
criteria. Some exceedences of the PM10 NES standard may be experienced in the area of the WWB
development but the contribution to any PM10 exceedence from the roadway emissions is predicted to be
very small. In summary, the existing air quality in the vicinity of the WBB including the impacts of the current
roading network is predicted to be poor in winter for PM10 and acceptable to good all year for NO2.
May 2014
14
4.2.2
Current scenario versus 2016 with and without project
The traffic data supplied by Opus shows a significant increase in the AADT for Johns Road (north and south
links) expected between 2014 and 2016. The current AADT is approximately 19,000 and this is predicted to
increase to approximately 31,000 in 2016. The growth in AADT increases the predicted roadway PM10 and
NO2 concentrations by approximately 0.6 g/m3 and 1.5 g/m3, respectively, at the highest impacted
HSAPLU (Brookwater Ave/ Springbrook Lane sites). Despite the large increase in AADT the increases in
PM10 and NO2 concentrations between the 2014 and 2016 without WBB scenario, are below the Transport
Agency's respective significance criteria at the highest impacted HSAPLU.
A comparison of the predicted PM10 and NO2 impacts in 2016 with and without the WBB being built shows
that for all HSAPLU’s there is a small decrease in PM10 and NO2 concentrations with the development of the
WBB. The improvements are achieved through decreased AADT on some links with HSAPLUs in relatively
close proximity to roadway links (particularly Johns Road north), an increase in separation distances
between the HSAPLU and the roadway link or a combination of both of these factors. The net impact on air
quality impact from the vehicles using the WBB is predicted to be positive, compared to the ’without WBB’
scenario.
4.2.3
Comparison of scenarios for years 2016 and 2026
The vehicle numbers on each of the links of the WBB are predicted to increase from 2016 to 2026 by
between 20 % and 35 %.
A comparison of the predicted PM10 impacts in 2016 and 2026 with the WBB being built shows that at three
of the HSAPLU’s there is a small decrease in concentration of PM10 (<1 %). At the other two HSAPLU’s,
concentrations of PM10 are predicted to stay the same in 2026 as 2016. Despite the increase in AADT, PM10
concentrations are not predicted to increase between 2016 and 2026. This result is due to PM10 vehicle
emission factors decreasing with time, as vehicle emission control technology improves.
A comparison of the predicted NO2 impacts in 2016 and 2026 with the WBB being built shows that for all
HSAPLU’s there will be an increase in concentrations of NO2 of between 0.5 % and 4 %. As a proportion,
this increase is significantly lower than the increase in AADT and again reflects vehicle emission factors
decreasing with time, as vehicle emission control technology improves. However, in the case of NO2 the
reduction in emission factors is not sufficient to mitigate the increase in AADT. Therefore, the small
predicted increase in NO2 concentrations.
4.2.4
Wider impact of the WBB on air quality
The traffic modelling predicts that development of the WBB will have no effect on the total numbers of
vehicles using the arterial roads in the northern part of Christchurch. The total number of vehicles using the
Northern motorway in 2016 and 2026 is predicted to be identical with and without the WBB development,
with AADTs of approximately 43,000 and 55,000 respectively. The effect of the WBB on traffic is a simple
re-routing the traffic heading north out of or south into Christchurch from some road links onto others.
The principal impact of the WBB on the wider roading network that surrounds the development area is a
reduction of AADT on Main North Road as the vehicles travelling on the northern route into and out of
Christchurch preferentially choose to use the arterial WBB roadway rather than the suburban Main North
Road. The AADT for Main North Road in 2016 (without the WBB) is predicted to be approximately 46,000.
The Main North Road AADT for 2016 with the WBB development is predicted to be 22,000, representing a
reduction in AADT of slightly greater than 50%. The effects of the reduction in AADT on Main North Road’s
air quality were assessed using the Transport Agency’s screening tool. The comparison of PM10 and NO2
concentrations on the residential areas adjacent to the Main North Road in 2016 with and without the WBB
development indicates the impacts of both pollutants will reduce by between 53% and 60 % if the WBB is
developed.
The 24,000 vehicles that would have used Main North Road as a route into or out of Christchurch are
predicted to use the WBB. The WBB is a roadway with a high level of service (low congestion) and this has
May 2014
15
the positive effect of lowering vehicle emissions and therefore decreasing adverse effects. As noted above,
the net impact on air quality impacts for the HSAPLUs in close proximity to the WBB is also predicted to be
positive due to an increase in separation distances between the HSAPLU and the roadway link and/or a
reduction in AADT for links with HSAPLUs in relatively close proximity to roadway links (specifically Johns
Road north).
4.3
Screening Assessment Fitness for Purpose
This assessment of the effects on air quality from the operation of the WBB has been undertaken using the
Transport Agency's screening tool which estimates air quality near roadways, based on the AADT,
proportion of heavy duty vehicles in the vehicle fleet, average vehicle speed, the distance to the nearest
HSAPLU from each link and a dispersion algorithm.
The overall accuracy of the information provided in this assessment is dependant to a large extent upon the
uncertainties associated with each of the different types of input data and the methods used to process this
data. It is important that potential errors and uncertainty be carefully considered. To minimise uncertainty in
the assessment’s results and conclusions the best available information has been sought and used. The
sources of this data and any assumption or estimates have been transparently detailed. The methods used
to process the data have been carefully selected to align with the recommendations provided in the
Transport Agency's guide.
The Transport Agency's screening tool has been designed to provide a conservative (worst-case)
assessment of effects from a roadway. The Transport Agency's screening tool has been subject to two of
validation studies (Beca 2011 and NIWA 2012) each of which compared the outputs from the screening
model for a selection of major roading projects across New Zealand for which the assessments had been
undertaken with more detailed dispersion model. With respect to the validation studies, the Transport
Agency (2014) notes the following:

The results of the validation studies showed that the screening model results were at least as
conservative as the detailed modelling results.

The results of the validation exercises show that the screening model is conservative and fit for purpose
as a screening assessment.

For low to medium risk projects the output of the air quality screening tool may also be sufficient for the
AEE.
Golder accepts the Transport Agency's findings on the validation studies.
A detailed dispersion model assessment was undertaken for Christchurch’s proposed Northern Arterial
(NArt) Roadway (NIWA 2011). There are a number of similarities between the proposed NArt and the WBB.
The scale of the NArt development was similar to that of the WBB with an AADT on the major roadway links
around 34,000, the 2016 fleet containing 8 % HDV and comparable roadway types (free flowing arterial 4lane roadway). The location of the NArt was approximately 3 km to the west of the WBB alignment, so the
meteorology and topography for both assessments is very similar. The year of opening for both projects was
assumed to be 2016. While the types of and distances to the HSAPLUs will vary between the two
assessments it is informative to compare the results of detailed PM10 modelling from the NArt with the
screening results of the WBB. The maximum predicted PM10 24-hour average concentration at any HSAPLU
3
considered in the NArt assessment was 2.1 g/m . This compares well with the maximum predicted PM10
3
24-hour average concentration at any HSAPLU considered in the WBB, which was 2.4 g/m for the
Brookwater Ave and Springbrook Lane residences. While this comparison cannot be used as a quantitative
validation of the WBB predictions, it is informative in that it is broadly consistent with the conclusion reached
with the validation studies undertaken by NIWA (2012) and Beca (2011).
May 2014
16
In summary, Golder concludes the Transport Agency’s screening tool is sufficiently robust/accurate for
assessment the potential health effects of the operational effects of the WBB. The reasons to support this
conclusion include the following:

Relatively low predicted concentrations at the identified HSAPLUs (low to medium risk).

Most of the development is green field and has a relatively low sensitivity to the discharges of pollutants
from vehicles.

The development is either on the edge of or out of the Christchurch airshed.

The screening tool has been demonstrated to be at least as conservative as a detailed modelling
assessment.

The results from the WWB screening assessment are broadly consistent with those for the detailed
modelling of the NArt roadway development.
5.0
MITIGATION AND MONITORING OF OPERATIONAL EFFECTS
The potential mitigation options for addressing the operational effects of highways on air quality include the
following:

Route selection (choosing a route which moves the road away from the HSAPLUs.

Buffer distances (maintaining or increasing the separation distances between the road and HSAPLU).

Land use changes (re-zoning land adjacent to the highway to avoid reverse sensitivity issues).

Managing traffic flow conditions (promoting options for efficient traffic flow such as queue management
and bus priority lanes).
The findings of the assessment show that the adverse effects will be minor and that the net benefit of the
roadway development in the area will be positive. For this reason the implementation of any strategies to
mitigate the operational effects of the motorway are not considered necessary.
Post-project monitoring can be either mandatory as a stipulated condition of a designation or resource
consent, or voluntary (for example. in response to community concerns). The costs of undertaking a postproject air quality monitoring project are significant. Therefore, any post-project air quality monitoring must
be carefully justified by considering the scale of potential effects (significant or not) and comparing the
requirements for and benefits of the monitoring project to the costs involved. Because the effects on air
quality of the operation of the WBB will be minor and that the net air quality benefit of the roadway will be
positive, post development air quality monitoring is not considered necessary for the WWB development.
6.0
ASSESSMENT OF THE CONSTRUCTION EFFECTS OF THE
ROADWAY
The construction processes associated with the building of the WBB will generate dust as a consequence of
soil and rock being excavated, moved, stockpiled and compacted. The dust emitted into the air from these
construction processes has potential to cause adverse effects on air quality amenity values through dust
deposition and visible plumes. The factors that determine the degree of any adverse dust effects that may
occur due to construction activities include the following:
May 2014
17

The nature and scale of the construction activity.

The duration of the activity and the time of year.

The nature of the materials being cut and stockpiled.

The number and proximity of HSAPLUs to the construction site.

The prevailing meteorological conditions.
The sources of dust from the construction site include the excavation of topsoil and substrates to form the
road foundation, the movement and stockpiling of bulk materials, vehicle movements on unpaved surfaces
and the placement and compaction of roadway foundation materials. The material which will be handled on
site will include topsoil, which has a potentially high dust-generating capacity, and aggregates, which have a
lower dust-generating capacity. The scale of the earthworks required to build the WWB is considered
moderate because of the relatively flat construction site (although there are two graded sections at each end
of the development).
A number of potentially sensitive areas (HSAPLUs) have been identified in close proximity to the
construction zones. Those sensitive areas potentially adversely affected by the dust generated by roadway
construction processes are detailed in Table 3.
Table 3: HSAPLUs potentially adversely affected by the dust generated by roadway construction
processes.
HSAPLU Location
Houses 219 to 241 Johns
Road
Brookwater Ave and
Springbrook Lane
Groynes Development
Ltd. residential
subdivision*
The Groynes recreational
area
Most predominant
source(s) of dust
Sensitive receptors
within the area
Johns Road south road
link
Johns Road North road
link
link, WBB link, Groynes
Drive link
Approx. 5 houses
Approx. 30 houses
Distance between
dust source and
edge of location
15 m – 20 m
15 m – 30 m
20 m – 100 m
Up to 500 houses
WWB link
Visitors to the area
50 m – 100 m
15 m – 30 m
link and Groynes Drive
Approx. 5 houses
link
*The Groynes Development will only be potentially sensitive to the discharge of dust if dwellings are
complete before the construction date of the WBB. The greater the number of houses within this
development the higher the potential sensitivity to the discharge of dust.
Properties on the western
side of Groynes Drive
The majority of the WWB will be constructed on a green-field location which is relatively insensitive to the
potential adverse effects from dust arising from construction activities. However, towards the southern end
of the development around the Groynes recreational area and the northern parts of the suburb of Northwood
there are a considerable number of HSAPLUs.
Over Christchurch the two predominant northeasterly and northwesterly winds (Sturman and Tapper 1996)
often bring dry and relatively high speed winds (greater than 7 m/s), and therefore create a relatively high
risk of adverse effects from dust events. The northeasterly winds are most frequent during the warmer
months of the year (Sturman and Tapper 1996). A northwesterly can occur at any time of the year but tend
to be more frequent in spring (Sturman and Tapper 1996). It is anticipated that the build time will be
May 2014
18
approximately three years. Therefore the construction site will be exposed to all of the seasonal variation of
weather experienced in Christchurch.
In summary, due to the nature, scale and duration of the roadway construction activities, the relatively
frequent occurrence of winds with speeds capable of generating dust and transporting dust and the proximity
of a number of HSAPLUs it is concluded that the potential for adverse effects occurring due to dust
emissions is moderate to high for the construction phase of the WBB. Therefore, around the Groynes area
in particular, the construction processes and the HSAPLUs will need to be managed carefully during the
roadway build if they are not to be adversely affected by dust.
7.0
MITIGATION OF CONSTRUCTION EFFECTS
Options for managing dust generally focus on minimising emissions. The specific construction areas that are
most likely to generate significant dust emissions are earthworks, unpaved surfaces, vehicle movements on
un-paved roads and material stockpiles. The options for managing these dust emissions include the
following:

Wet and/or chemical suppression.

Limiting vehicle speeds and minimising vehicle movements.

Covering loads.

Vehicle wheel washes.

Wind breaks.

Locating stockpiles at maximum distances from HSAPLUs.

Vegetating of topsoil stockpiles.
Generally, if these mitigation options are implemented effectively, the occurrence of adverse dust events can
be minimised to a level when they are not considered significant. The Transport Agency's Guide requires
the Contractor’s Environmental Management Plan (CEMP) to include appropriate provisions to avoid,
remedy or mitigate any adverse effect of dust that might be created during the construction phase of the
roadway. The Transport Agency's Guide goes on to note that the CEMP shall be prepared in accordance
with the guidance contained in the Ministry for the Environment’s Good Practice Guide for assessing and
managing the environmental effects of dust emissions (MfE 2001).
Because the potential for adverse effects occurring due to dust emissions is moderate to high for the
construction phase of the WBB, a comprehensive dust-specific section of the site’s overarching CEMP will
be developed and implemented. The dust section of the CEMP will detail the process to implement
mitigation options listed above, regular and frequent visual monitoring of dust emissions, record keeping of
the mitigation options used, record keeping of the outcomes from the dust monitoring, and a complaints
response procedure. The dust section of the CEMP should also identify who is responsible for
environmental management on site.
The dust mitigation strategy will need to be implemented and managed carefully to minimise the adverse
effects of nuisance dust. Experience on other roadway construction sites, such as Christchurch’s Southern
Motorway, have demonstrated that if a dust mitigation strategy is well planned and implemented, the adverse
effects of construction dust can be effectively mitigated.
It is concluded that with the development and effective implementation of a dust specific section of the
CEMP, the adverse effects of dust discharged as a result of the construction activities of the WBB can be
managed so as they are not significant.
May 2014
19
8.0
SUMMARY AND CONCLUSIONS
The Transport Agency proposes to construct, use and maintain a motorway (4-lane median-divided arterial
road) extending the Christchurch Northern Motorway (SH1) to link with Johns Road (SH1), Christchurch.
This report presents the outcomes of the air quality assessment undertaken to support the planning
applications for the WBB.
The assessment was undertaken using the Transport Agency's web-based screening tool. A review of the
model’s input data and performance concluded that the screening tool is fit for the purpose of assessing the
operational effects of the WBB.
Much of the area surrounding the proposed WBB is of relatively low sensitivity to the effects of the pollutants
discharged from vehicles using the roadway. However a number of HSAPLUs within the area surrounding
the proposed WBB have been identified.
The background concentrations of two criteria pollutants (NO2 and PM10) have been assessed for the area of
the WBB as 16 g/m3 for annual average NO2 and as 76 g/m3 24-hour average PM10.
The predicted impacts of emissions from vehicles using the current roadway are limited to relatively small
increases in PM10 and NO2 above the background levels at the HSAPLUs. The increase of annual average
NO2 concentrations at one HSAPLU is predicted to be slightly above the Transport Agency's NO2
significance criteria.
A comparison of the predicted PM10 and NO2 impacts in 2016 with and without the WBB being built shows
that for all HSAPLU’s there is a small decrease in PM10 and NO2 concentrations with the development of the
WBB.
The AADT on the WBB will increase by between 20 % and 35 % over the years 2016 to 2026. A comparison
of the predicted PM10 and NO2 impacts in 2016 and 2026 with the WBB being built shows that concentrations
of PM10 will not increase, and the increase in concentrations of NO2 will be limited to 4 %. The disparity
between the increase in AADT and pollutant concentrations is result of vehicle emission factors decreasing
with time, as vehicle emission control technology improves.
The main effect of the WBB on traffic in the wider area is a simple re-routing of the traffic heading out of or
into Christchurch via the Main North Road. The AADT is on Main North Road is predicted to decrease by
approximately half in 2016 if the WBB is built. This has a significant positive air quality effect for the houses
located in close proximity to Main North Road
Mitigation strategies to address the operational effects of the WBB or any post development air quality
monitoring is not considered necessary.
An assessment of potential adverse effects occurring from construction phase dust emissions concludes that
the risk of adverse effects occurring is moderate to high. However, dust nuisance and associated health
effects can be managed to minor levels given the application of proactive dust management methods.
In conclusion, the assessment shows that the potential for adverse health effects on sensitive areas of
increased exposure is minor. It is also clear that the potential for adverse health effects from Main North
Road’s air emissions should decrease with the new motorway becoming operational.
May 2014
20
9.0
LIMITATIONS
Your attention is drawn to the document, “Report Limitations”, in Appendix A. The statements presented in
that appendix are intended to advise you of what your realistic expectations of this report should be, and to
present you with recommendations on how to minimise the risks to which this report relates which are
associated with this project. The document is not intended to exclude or otherwise limit the obligations
necessarily imposed by law on Golder Associates (NZ) Limited, but rather to ensure that all parties who may
rely on this report are aware of the responsibilities each assumes in so doing.
May 2014
21
10.0 REFERENCES
Beca 2011. NZTA Tier 2 Screening Toolkit Validation.
http://air.nzta.govt.nz/sites/default/files/Screening%20Model%20Validation%20Report%20%20Final_Beca.pdf (accessed 21 March 2014).
CRC 2009. Canterbury Natural Resources Regional Plan, Chapter 3: Air Quality, Operative in Part 27
October 2009. http://www.ecan.govt.nz/publications/Pages/chapter-3-nrrp.aspx (accessed 21 March 2014).
ECan 2009. Inventory of emission to air in Christchurch 2009. Ecan report number R11/117. ISBN 978-1927146-24-8. http://ecan.govt.nz/publications/Reports/inventory-emissions-air-christchurch.pdf (accessed 03
April 2014).
HEI 2010. Traffic related air pollution: a critical review of the literature on emissions, exposure and health
effects, Health Effects Institute Special report 17. http://pubs.healtheffects.org/getfile.php?u=560 (accessed
03 April 2014).
MfE 2001. Good practice guide for assessing and managing the environmental effects of dust emissions.
Report ME408.
MfE 2002. Ambient air quality Guidelines. http://www.mfe.govt.nz/publications/air/ambient-air-quality-may02/
pdf (accessed 21 March 2014).
MfE 2011. National Environmental Standards for Air Quality, Regulations 2001, including the 2011
amendments. http://www.mfe.govt.nz/laws/standards/air-quality/index.html (accessed 21 March 2014).
NIWA 2011. Tier 3 air quality assessment for the development of Christchurch's northern arterial and four
laning of QEII Drive. NIWA client report CHC2011-083.
NIWA 2012. Evaluation of an air quality screening assessment tool. NIWA client report AKL2013-030.
http://air.nzta.govt.nz/sites/default/files/Screening%20Model%20Validation%20Report%20%20Final_NIWA.pdf (accessed 21 March 2014).
NZTA 2012. Guide to Assessing Air Quality Effects for State Highway Asset Improvement Projects. New
Zealand Transport Agency.
http://air.nzta.govt.nz/sites/default/files/NZTA%20Air%20Quality%20Guide%20v0.6_0.pdf (accessed 21
March 2014).
NZTA 2014. NZTA air quality screening model V2.0 users’ notes.
http://air.nzta.govt.nz/sites/default/files/NZTA%20AQ%20Screening%20Model%20Users%27%20Notes_final
.pdf (accessed 21 March 2014).
Sturman and Tapper 1996. The Weather and Climate of Australia and New Zealand. Oxford University
Press. ISBN 0 19 553393 3.
WHO 2006. Air quality guidelines for particulate matter, ozone, nitrogen dioxide, Global update 2005.
May 2014
22
APPENDIX A
Report Limitations
May 2014
Report Limitations
This Report/Document has been provided by Golder Associates (NZ) Limited (“Golder”) subject to the
following limitations:
i)
This Report/Document has been prepared for the particular purpose outlined in Golder’s proposal and
no responsibility is accepted for the use of this Report/Document, in whole or in part, in other contexts
or for any other purpose.
ii)
The scope and the period of Golder’s Services are as described in Golder’s proposal, and are subject to
restrictions and limitations. Golder did not perform a complete assessment of all possible conditions or
circumstances that may exist at the site referenced in the Report/Document. If a service is not
expressly indicated, do not assume it has been provided. If a matter is not addressed, do not assume
that any determination has been made by Golder in regards to it.
iii)
Conditions may exist which were undetectable given the limited nature of the enquiry Golder was
retained to undertake with respect to the site. Variations in conditions may occur between investigatory
locations, and there may be special conditions pertaining to the site which have not been revealed by
the investigation and which have not therefore been taken into account in the Report/Document.
Accordingly, if information in addition to that contained in this report is sought, additional studies and
actions may be required.
iv)
The passage of time affects the information and assessment provided in this Report/Document.
Golder’s opinions are based upon information that existed at the time of the production of the
Report/Document. The Services provided allowed Golder to form no more than an opinion of the actual
conditions of the site at the time the site was visited and cannot be used to assess the effect of any
subsequent changes in the quality of the site, or its surroundings, or any laws or regulations.
v)
Any assessments, designs and advice made in this Report/Document are based on the conditions
indicated from published sources and the investigation described. No warranty is included, either
express or implied, that the actual conditions will conform exactly to the assessments contained in this
Report/Document.
vi)
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GAIMS Document 19a
Version 2.0
Issue Date: November 2012
Document Owner: GAIMS Co-Ordinator
Page 1 of 1
Review Date: November 2014
APPENDIX B
Traffic Data for the WBB Assessment
May 2014
Opus International
Consultants Ltd
Christchurch Office
20 Moorhouse Avenue
PO Box 1482, Christchurch Mail
Centre, Christchurch 8140
New Zealand
TO
t: +64 3 363 5400
f: +64 3 365 7858
w: www.opus.co.nz
Jeff Bluett
COPY
FROM
DATE
FILE
SUBJECT
Mike Davies
15 May 2014
6-DC714.00
WBB – Traffic Data for Air Quality Assessment
1. Introduction
This memo summaries the traffic data for the proposed SH1 Western Belfast Bypass (WBB)
to inform the Air Quality Assessment for this project. Appendix A of this memo details the
following traffic data which has been compiled for the primary road links shown in Figure 1:
•
•
•
Traffic volumes for each link as Annual Average Daily Traffic (AADT);
Fleet breakdown (% light and % heavy duty vehicles) for each link; and
Average vehicle speeds for each link.
Figure 1: Primary road links for which traffic data has been compiled
Northern
Motorway south
of Chaneys
Northern Connection
On-ramp
SH1 Western
Belfast Bypass
Northern Connection
Off-ramp
Southern Connection
Off-ramp
Johns Road north of
Clearwater Avenue
Groynes Drive
Southern Connection
On-ramp
Johns Road east
of Groynes Drive
Main North
Road south of
Dickeys Road
2. Assessment Scenarios
Traffic data has been compiled for the following years based on the sources detailed:
•
•
•
Current year: AADT and percentage Heavy Commercial Vehicles (%HCV) have
been evaluated for year 2014 based on a regression analysis of traffic data from
NZTA’s state highway traffic data collection system (refer State Highway Traffic Data
Booklet 2009-2013). Count sites at Northern Motorway south of Chaneys; Main
North Road south of Dickeys Road; and Johns Road east of Groynes Drive, have been
used for the analysis.
Year of Project Completion: The reported traffic flows are based on the CAST
traffic model (refer Section 4). While the WBB is expected to be complete at the end
of year 2017, the reported flows are based on the year 2016 CAST model predictions
as there is no model run for year 2017. The difference in traffic flows between years
2016 and 2017 is considered to lie within the uncertainty of the traffic model and
therefore no further extrapolation has been applied.
10 years after project completion: While this is expected to be year 2027, the
reported traffic flows are based on the year 2026 CAST model predictions as there is
no model run for year 2027. The difference in traffic flows between years 2026 and
2027 is considered to lie within the uncertainty of the traffic model and therefore no
further extrapolation has been applied.
3. WBB and Future Traffic Volumes
Traffic volumes for the 2016 and 2026 scenarios have been obtained from the Christchurch
Assignment and Simulation Traffic (CAST) model assuming no Northern Arterial. This is
conservative given traffic flows will reduce further with the Northern Arterial in place.
The CAST model provides outputs for both light and heavy vehicles for AM, PM and interpeak periods. This data has been converted to daily traffic volumes in accordance with the
CAST user manual.
4. Average Vehicle Speeds
Vehicle speeds for the current year have been assessed from NZTA TMS count sites where
this is recorded and estimated from site observations for other links.
For future years, average speeds have been estimated from the CAST traffic model.
5. Key Assessment Locations
In addition to the key links outlined in Section 1, more specific data has been collated in
Appendix A for the key assessment locations which have been identified as:
•
•
•
•
•
Page 2
Adjacent 237 Johns Road;
Adjacent Groynes Development Ltd residential subdivision;
Adjacent Rosebank Winery and Chardonnay Motor Lodge;
Adjacent Groynes Reserve recreational area; and
Adjacent Main North Road residences.
Appendix A - Traffic Data
Note all Traffic Flows Assume No Northern Arterial
Summary:
Link
WBB
Johns Road east of Groynes
Main North Road south of Dickeys
Southern Connection - Off-Ramp
Southern Connection - On-Ramp
Northern Connection - Off-Ramp
Northern Connection - On-Ramp
G2S North of Clearwater
Groynes Drive south of GDL Access
Northern Motorway south of Chaneys
Current (2014)
AADT
%HCV
Speed
NA
NA
NA
19,000
11
37,000
6
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
19,000
11
500
4
35,800
6
70
45
70
30
90
2016 without WBB
AADT
%HCV
Speed
NA
NA
NA
30,500
10
46,400
8
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
30,900
10
1,500
5
43,200
7
65
40
65
30
85
2016 with WBB
AADT
%HCV
Speed
24,300
9
100
6,200
12
75
22,100
6
50
3,000
12
80
3,600
12
75
9,400
5
90
9,500
4
70
30,900
10
85
4,500
10
50
43,200
7
100
2026 without WBB
AADT
%HCV
Speed
NA
NA
NA
38,300
10
56,900
8
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
39,200
10
1,500
5
54,500
8
60
30
60
30
80
2026 with WBB
AADT
%HCV
Speed
30,700
10
7,600
12
26,200
6
4,000
12
4,500
12
11,100
6
12,700
5
39,200
10
6,100
10
54,500
8
95
70
50
80
70
80
65
80
50
95
Assessment Locations:
Traffic Flows Adjacent 237 Johns Road:
AADT
%HCV
Speed
Current (2014)19,000
11
70 Groynes to Sawyers Flow
2016 without WBB
30,900
10
2016 with WBB30,900
10
2026 without WBB
39,200
10
2026 with WBB39,200
10
Traffic Flows Adjacent Groynes Development Ltd Residential Subdivision:
AADT
%HCV
Speed
Current (2014)19,000
11
70 Johns Road Flow
2016 without WBB
30,500
10
65 Johns Road Flow
2016 with WBB24,300
9
100 WBB Flow
2026 without WBB
38,300
10
60 Johns Road Flow
2026 with WBB30,700
10
95 WBB Flow
Traffic Flows Adjacent Rosebank Winery and Chardonnay Motor Lodge:
AADT
%HCV
Speed
Current (2014)19,000
11
70 Johns Road Flow
2016 without WBB
30,500
10
65 Johns Road Flow
2016 with WBB 4,500
10
50 Groynes Drive Flow
2026 without WBB
38,300
10
60 Johns Road Flow
2026 with WBB 6,100
10
50 Groynes Drive Flow
Traffic Flows Adjacent Groynes Reserve Recreational Area:
AADT
%HCV
Speed
Current (2014)19,000
11
2016 without WBB
30,900
10
2016 with WBB27,300
9
100 WBB + Off-ramp Flow
2026 without WBB
39,200
10
2026 with WBB34,700
10
95 WBB + Off-ramp Flow
Traffic Flows Adjacent Brookwater Ave and Springbrook Lane Residences:
AADT
%HCV
Speed
Current (2014)19,000
11
2016 without WBB
30,900
10
65 On-ramp Flow
2016 with WBB 3,600
12
2026 without WBB
39,200
10
60 On-ramp Flow
2026 with WBB 4,500
12
Traffic Flows Adjacent Main North Road Residences
AADT
%HCV
Current (2014)37,000
2016 without WBB
46,400
2016 with WBB22,100
2026 without WBB
56,900
2026 with WBB26,200
Speed
6
8
6
8
6
45
40
50
30
50
Main North Road Flow
APPENDIX C
Inputs to and results from the Screening Assessment Tool
May 2014
Table 4: Input to and results from the Tier 2 assessment for 237 Johns Road
Roadway
scenario
AADT
(vehicles
per day)
% HDV
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
(g/m3)
70
24
77.2
17.9
65
24
77.7
19.0
85
28
77.6
18.7
60
24
77.4
19.8
80
28
77.2
19.5
Average
speed
(km/hr)
Current
19,000
11
2016
without
30,900
10
WBB
2016 with
30,900
10
WBB
2026
without
39,200
10
WBB
2026 with
39,200
10
WBB
*Closest point to Johns Road South Link
Distance
to
HSAPLU*
Table 5: Input to and results from the Tier 2 assessment for the Groynes Development Ltd.
residential subdivision
Roadway
scenario
Current
AADT
(vehicles
per day)
% HDV
19,000
11
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
3
(g/m )
70
20*
77.4
18.1
65
20*
77.9
19.4
100
30
#
77.3
18.1
60
20*
77.6
20.2
95
30#
77.0
18.6
Average
speed
(km/hr)
2016
without
30,500
10
WBB
2016 with
24,300
9
WBB
2026
without
38,300
10
WBB
2026 with
30,700
10
WBB
*closest section to Johns Road north link
#
closest section to WBB link
May 2014
Distance
to
HSAPLU*
Table 6: Input to and results from the Tier 2 assessment for the Rosebank Winery and Chardonnay
Motor Lodge on Groynes Drive
Roadway
scenario
Current
2016
without
WBB
2016 with
WBB
AADT
Average
speed
Distance
to
HSAPLU*
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
(g/m3)
(vehicles
per day)
% HDV
19,000
11
70
32*
77.0
17.5
30,500
10
65
32*
77.3
18.5
4,500
10
50
11
#
76.4
16.7
60
32*
77.1
19.1
50
11#
76.4
17.0
(km/hr)
2026
without
38,300
10
WBB
2026 with
6,100
10
WBB
*closest point to Johns Road north link
#
closest point to Groynes Drive link
Table 7: Input to and results from the Tier 2 assessment for the Groynes recreational area
Roadway
scenario
Current
AADT
(vehicles
per day)
% HDV
19,000
11
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
(g/m3)
70
50*
76.6
17.2
65
50*
76.9
17.9
100
50#
76.9
17.7
60
50*
76.7
18.4
95
50
#
76.7
18.1
Average
speed
(km/hr)
2016
without
30,900
10
WBB
2016 with
27,300
9
WBB
2026
without
39,200
10
WBB
2026 with
34,700
10
WBB
*closest point to Johns Road south link
#
closest point to WBB Drive link
May 2014
Distance
to
HSAPLU*
Table 8: Input to and results from the Tier 2 assessment for Brookwater Ave and Springbrook Lane
residences
Roadway
scenario
AADT
(vehicles
per day)
% HDV
Average
speed
(km/hr)
Current
19,000
11
70
2016
without
WBB
2016 with
WBB
30,900
10
65
3,600
12
75
2026
without
39,200
10
WBB
2026 with
4,500
12
WBB
* closest section to Johns Road north link
Distance
to
HSAPLU*
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
(g/m3)
16
77.6
18.4
16
78.2
19.9
20
76.2
16.4
16
77.8
21.0
20
76.2
16.5
60
70
Table 9: Input to and results from the Tier 2 assessment for Main North Road residences
Roadway
scenario
AADT
Average
speed
Distance
to
HSAPLU*
(m)
PM10 24hour av.
conc.
(g/m3)
NO2
Annual av.
conc.
(g/m3)
(vehicles
per day)
% HDV
Current
37,000
6
45
10
79.7
22.4
2016
without
WBB
46,400
8
40
10
80.7
24.0
22,100
6
50
10
77.9
19.8
56,900
8
30
10
80.1
25.8
26,200
6
50
10
77.4
20.5
2016 with
WBB
2026
without
WBB
2026 with
WBB
(km/hr)
May 2014
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Western Belfast Bypass - Have Your Say

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