Appendix B: Wind Farm Access Point, Over-dimension and Over-weight Transportation Route Summary

Transcription

1 Appendix B: Wind Farm Access Point, Over-dimension and Over-weight Transportation Route Summary

2 1. Wind Farm Access Points, Over-dimension and Over-weight Transportation Route Summary A route assessment has been undertaken for the Site access route from the Port of Napier to Pahiatua on SH2 and then along local public roads through to the Wind Farm Access Points. 1.1 Route Assessment Parameters The parameters that have been adopted as a basis for governing the route assessment are as follows: Pavement design; Bridge design; Bridge dimension; Road geometry; Road gradient; Current condition; Serviceability; and Property boundaries. The strength of route components is assessed through pavement design, bridge design, current condition and serviceability. These parameters have influenced the ability to transport heavy loads, such as, the turbine nacelle and tower sections as well as the CHWF transformers. The New Zealand Transport Agency and District Councils concerned have identified structures on the proposed route. Where the parameters have indicated issues additional strengthening may be required and possible solutions have been developed. Dimensional constraints of the proposed route have been assessed by considering bridge dimension, road gradient, road geometry, current condition and property boundaries. Transportation of long Over-dimension loads, such as the turbine blades and tower sections, has required considerable space on route to allow passage. Tight bends, steep gradients, crests, underpasses, and constricting road widths may prevent passage of long and wide loads, such as those needed for the CHWF components, and road reconfiguration work may be required to remedy. Dimensions of bridges and culverts on proposed routes within the Tararua and Masterton District are outlined in Appendix H. The scope of potential work required on the Local Road bridge structures is summarised on Figure 28 (Appendix A). 1.2 Assessment Methodology Assessment of the proposed route from the Port of Napier to the CHWF has been a complex process. Understanding the loads being carried was the first consideration. Followed by considering what sort of transportation was needed and how manoeuvrable it was. A selected route was then driven from the Port of Napier to Castle Hill to assess a first-hand perspective of possible routes to Site. The preferred Over-dimension route from the Port of Napier to CHWF is from Napier to Hamua along SH2. Then from Hamua to Alfredton via Rongomai and along

3 Mangaone Valley Road. From Alfredton, Over-dimension transport is proposed to take the desired route to Site along Route 52, Castle Hill Road and/or Daggs Road. The preferred route was chosen by selecting the most direct route from Napier to CHWF that utilised main roads through townships and state highways that appeared to have to the least geometric constraints. A more detailed analysis of the proposed route has been done by consulting the District Councils of Tararua and Masterton and local branches of NZTA. Outcomes of this consultation yielded strength and dimensional parameters of concern and indicated where the route had to be refined. For example, just north of Eketahuna there is a rail over bridge crossing SH2. The CHWF Over-dimension loads could not pass underneath due to a height restriction of 4.39m beneath this over bridge. A rail over-pass is available at this location. This has however been assessed as inappropriate due to the nature of the approach grades. The route has been refined so that turbine component transport turns off SH2 at Hamua instead of travelling down to Eketahuna. The Councils have provided information on existing structures along the route. Structures of concern have been identified and solutions to remedy issues, such as strength and dimensions constraints, have been compiled. The Local Road options for the approach of Over-weight and Over-dimension transport from SH2 to the CHWF Site have been concluded as: Pahiatua to Rongomai; Hamua to Rongomai; and Rongomai to Alfredton via Mangaone Valley Road. From Alfredton there are three routes to the Site: Route 52 onto Waitawhiti Road, Waihoki Valley Road and Rimu Road; Castle Hill Road; and Daggs Road onto Maringi Road. Other haulage, such as aggregate transport, can also approach from Eketahuna to Alfredton. When approaching from the south, Masterton for example, other haulage can go onto Daggs Road along Whangaehu Valley Road and onto Maringi Road along Manawa Road. In general, the route between the Port of Napier and Alfredton requires minimal earthworks. Between Alfredton and the Site, the narrow and winding sections of the road are expected to require varying degrees of enhancement. In steep and winding terrain narrower sections of the road are expected to require some significant earthworks and construction. The principal route on the state highway sections of the road follow the defined NZTA Over-dimension vehicle routes, including local bypasses. A separate and detailed Over-dimension vehicle route application will be made as part of the building consent process. Suitability of bends and intersections are broadly based on the parameters supplied by Siemens for their 2.3MW VS turbines. Overviews and impressions formed On-Site and from the desktop investigations have been used as part of the determination of preferred routes. Detailed analyses and design of necessary improvements for particular intersections or alignments are proposed to be undertaken at detailed design stage. For the purposes of quantification however, bends have been classified and some detailed design has been completed. A swept path analysis has been performed on parts of the route proposed from the Port of Napier to the CHWF Site. Use of tracking curves relating to various radii of curvature for different bends overlaid on aerial photographs of critical alignments. This data has been corrected with the curve

4 categories. Additional Site surveys have been undertaken at a representative sample of curves in order to identify the potential and expected extent of earthworks. The analysis has identified locations where geometric upgrades, transposing of services and vegetation trimming are likely to be required. Areas of the route requiring geometric upgrades are focused around the turning capabilities of transporters that are to deliver turbine components to turbine Sites. The turbine blade is the component imposing the greatest geometrical constraint as it requires the largest radius for turning and has swing areas to consider due to the overhanging load. Structural and geometrical upgrades are expected along the proposed transportation route from the Port of Napier to CHWF. The District Councils and NZTA have identified structures requiring further investigation due to strength and/or dimensional constraints. They have also assisted with identifying structures on the proposed route that will require upgrading to provide the dimension and/or strength to support the transported turbine components. Such improvements involve bridge strengthening by fitting additional steel work, deck thickening or replacement, additional beams and pier, or abutment strengthening. Dimensional upgrades range from removing handrails to reconstructing the bridge by widening the piers, abutment and carriage way to provide the required width necessary. NZTA and District Councils have considered pavement parameters and have advised areas of concern. A process of observing quality will be implemented and where damage is seen rectification work will be done by the Consent Holder through the CTMP. It is planned that as part of the comprehensive and detailed planning for access to the Site, a trial drive over using a representative telescopic trailer will be undertaken to inform and confirm actual Site design requirements. The individual component parts of the routes are assessed in following sections. 1.3 State Highway Network Constraints SH2 from Napier to Eketahuna is generally seen as a viable route for the largest and heaviest turbine components. There are some 43 bridge or significant culvert structures in this length ranging from 2m culverts to 300m long river crossings. Height constraints exist under a road bridge near Norsewood with a 4.8m clearance (to be confirmed) and a rail overbridge just north of Eketahuna (4.39m). The Norsewood Bridge has an adjacent bypass route which is relatively short whilst the Eketahuna bypass is lengthy and difficult. There is however a more local at grade rail bypass adjacent to the rail structure that could be investigated in the event it were to emerge as a primary Port delivery route. Such a provision would require consultation with On-Track and some upgrading of the access and crossing provisioning. Notwithstanding this potential facility, there remain some additional network constraints east of Eketahuna to be considered. Based on the route being proposed, traffic would turn off before Eketahuna and this diversion would not be required. The route passes through various townships and there are several intersections within them that will require careful negotiation with the largest transporters. Areas of particular note are Eketahuna (for smaller vehicles where bypass route not required) Woodville, Dannevirke, Waipukurau, Hastings and Napier. Assessments indicate that all the intersections can be negotiated by either minor modification works, temporary removal of street furniture and or coupled with appropriate traffic management measures. Other bends on the route have generally relatively large (traversable) radii and can be negotiated without recourse to physical upgrade works. Pahiatua, Hamua and Eketahuna have been identified as localities where exits from SH2 onto rural routes have been identified. The most favourable, Hamua, presents a simplified route when considering structures and geometric constraints. Eketahuna would produce a more direct route

5 after exiting SH2 but due to transport not being able to pass a rail over bridge the turn off at Eketahuna will not be utilised for turbine transportation. Pahiatua provides the earliest turn off from SH2 but the road network from Pahiatua Rongomai involves more constraints than that from Hamua and Eketahuna. 1.4 SH2: Napier to Eketahuna The distance by road from Eketahuna to Napier is approximately 190km. The Overdimension/Over-weight vehicle route travels through Pahiatua, Woodville, Dannevirke, Waipukurau, and Waipawa into Hastings and Napier. The NZTA route generally follows SH2 with some local bypass options in some townships. At Pakipaki the designated heavy vehicle route switches to SH50A which travels around the northern fringe of Hastings, connecting to SH50 in Napier and travelling to the Port Napier through Ahuriri. Examples of the route, viewed from Eketahuna travelling towards Napier are shown below. Photograph 1: SH2, Eketahuna Photograph 2: Nireaha Road, Eketahuna (local heavy bypass) Photograph 3: Height Restriction, SH2 north of Eketahuna. Note: an Over-dimension bypass may be available at this location subject to approval by On- Track. Photograph 4: SH2, Pahiatua

6 Photograph 5: SH2 entering Woodville Photograph 6: SH3 and SH2 Woodville Photograph 7: SH2 Dannevirke Photograph 8: Rawhiti Street Dannevirke (local heavy bypass) Photograph 9: SH2, South of SH50 Intersection Photograph 10: SH2 Waipukurau

7 Photograph 11: Railway Esplanade, Waipukurau (local heavy bypass) Photograph 12: SH2 south of Waipawa Photograph 13: SH2 Waipawa Photograph 14: SH2/SH50A Intersection Photograph 15: SH50A, Pakipaki Photograph 16: SH50, Pakowhai

8 Photograph 17: Prebensen Drive, Napier Photograph 18: SH2/SH50 Pandora, Napier Photograph 19: SAH50 Ahuriri Photograph 20: Port of Napier Gate, SH50 The photographs illustrate that the route between Eketahuna and Napier is generally flat with a gentle horizontal alignment. SH2 from Napier to Pahiatua/Hamua has been identified as the most likely route for transporting the largest and heaviest turbine components at this stage of the planning. This is however not intended to rule out the possible use of alternate port access where such a need or opportunity becomes evident in future. From the Port of Napier, turbine components can be transported on SH2 continuing on SH50 / SH50A and reconnecting at SH2 intersection south of Hastings. This would enable vehicles to bypass and/or exit highly populated areas. The alternative would be to travel on SH2 from the Port bypassing Hastings on St. Georges Road and Te Aute Road and continue on SH2 to Pahiatua and Hamua. An option for exit from the state highway route is proposed at these two locations. An application for an Over-dimension permit has been submitted to NZTA, and is intended to be submitted to the local authorities also. These applications present the worst case loads to be transported. Dimensionally they are a combination of the extreme measures of turbine components taken by combining multiple manufacturers measurements and using the maximum dimensions across the lot. The same approach has been used for weight. Therefore it is important to note that the dimension and weight combinations are not necessarily the true representation of any one component made by a current manufacturer but rather a representation

9 of the full spectrum of manufacturers considered for turbine supply. This approach has provided to define an envelope for the transportation of Over-dimensioned components. Having done this, NZTA replied bringing to light a number of constraints that they have identified requiring further investigation for the transport of turbine components to be possible. Proposals to overcome these constraints have been submitted to the branches of NZTA and will be developed to a final solution for approval prior to the commencement of the activity. 1.5 Pahiatua to Alfredton Road This route follows Mangaone Valley Road, turns off SH2 onto Tiraumea Road and Kaitawa Road passing through the settlement of Rongomai to connect with Alfredton Road east of Eketahuna. The road crosses five significant culvert structures and six bridges. Most of the bridges have relatively short spans with the exception of a 48m long concrete arch structure over a tributary of the Tiraumea River. There may be a need for some minor intersection improvements off SH2 and at Alfredton Road although there have been some significant upgrades to this intersection recently. 1.6 Hamua Rongomai Road Hamua Rongomai Road is approximately 14km south of Pahiatua and is an alternative route to Alfredton via Mangaone Valley Road. The road has three bridge structures two relatively short and a longer 60m crossing of the Makakahi River. Two (including the latter) are single-lane bridges. Access to the road off SH2 is via a wide sweeping turn through the intersection. These structures warrant further investigation. 1.7 Eketahuna to Alfredton Alfredton is an 18km trip from Eketahuna along Alfredton Road. Alfredton Road has a sealed carriageway of between 6.0m and 6.5m and follows an alignment that is gently undulating with some horizontal curves. Some examples of the route are shown in the photographs below. Photograph 21: Alfredton Road, Example 1 Photograph 22: Alfredton Road, Stock Moving

10 Photograph 23: Alfredton Road, entering Eketahuna Photograph 24: Railway Crossing, Alfredton Road / Herbert Street, Eketahuna Photograph 25: Herbert / Jones/Main Flush Roundabout, Eketahuna Photograph 26: SH2/Main Street Eketahuna, looking north As Alfredton Road enters Eketahuna it travels through a residential area, crosses a railway and connects to Herbert Road then Main Street to intersect with SH2. The low height rail over bridge at Newman (north of Eketahuna) excludes the SH2 route between Hamua and Eketahuna as a haulage route for Over-dimension vehicles. As such, Alfredton Road between Eketahuna and Mangaone Valley Road is not intended to be used for the haulage of turbine components. It is however proposed to be used for typical construction vehicle movements and material supply where the occasional need arises. Alfredton Road from Mangaone Valley Road to Alfredton is the most likely connection route through to Route 52 rather than Pa Valley Road as there is a challenging alignment mid way along Pa Valley Road. Three culverts and three bridges of varying width have been identified as requiring more particular assessments. One of the bridges approaching the Route 52 intersection has a single carriageway. The intersection with Mangaone Valley Road is currently a relatively wide sweeping bend. Alfredton Road connects to Route 52 at a tee-intersection. The intersection is relatively spacious however some minor seal widening may be necessary to accommodate Over-dimension vehicle tracking.

11 1.8 Route 52: North of Alfredton From its intersection with Castle Hill Road in Alfredton, Route 52 has a sealed carriageway between 5.7 and 6.1m wide with some painted centreline and edge lines. Its alignment is generally flat with some undulations. East of Waitawhiti Road and Waihoki Valley Road the carriageway narrows to 4.8m wide in some sections and the horizontal and vertical curvature increases. Of particular note is the predominant use of Route 52 by tourists. This includes foreign tourists and the relatively frequent use of the route by campervans. Additionally, the route is recognised as a popular motorcycle tourist route, such as typically can involve groups of motorcyclists travelling through the area on weekends in particular. These characteristics are matters that will warrant particular recognition as part of the development of the Construction Traffic Management planning and briefing of local drivers. Waitawhiti Road and Waihoki Valley Road both intersect with Route 52 at uncontrolled teeintersections. At the Waitawhiti Road intersection visibility is limited when looking from Waitawhiti Road to the west around a bend in Route 52. Both roads are sealed at their intersections with Route 52 and then unsealed as they travel up into the Site. Some examples of Route 52, Waitawhiti Road and Waihoki Road are shown in the photographs below. Photograph 27: Route 52, east of Saunders Road Photograph 28: Route 52, One-LaneBridge approximately 3km west of Saunders Road Photograph 29: Route 52, east of Waitawhiti Road Photograph 4: Route 30, east of Waihoki Valley Road

12 Photograph 31: Waitawhiti Road Photograph 32: Waihoki Valley Road There are a number of single and two-lane bridges, communities and schools along this route. Information provided by TDC shows a total of seven bridges and four significant culvert structures on this route. Route 52provides access to the northern turbine Clusters and the Waihoki Road and Waitawhiti Road Wind Farm Access Points. There are four significant two-lane bridges some of which have multiple spans on Route 52 from Alfredton. The Route 52/Alfredton Road intersection is relatively spacious. This portion of the route has a relatively good alignment with only one or two bends identified where widening may be required. Some sections have been identified where upgrading will be required if they are to accommodate over-length vehicles, for example the 1km section located about 2.5km east of Waihoki Valley Road. The northern most turbine Cluster A is proposed to be accessed from Rakaunui Road (a private access road off Route 52) subject to landowner agreement. Rakaunui Road is a metalled farm road with links to the proposed internal access roads. The straight sections of Rakaunui Road are 5m wide. Localised widening on corners and trimming of the crests are likely to be required to meet operable geometric parameters specified for the transport of turbine components. A reasonably steep section of the proposed alignment to the north of the farmyards will require further investigation at the detailed design phase. Some significant earthworks may be required to provide a suitable grade for transportation requirements. This section of the road leads to an elevated plateau. It is anticipated that some internal earthworks will be required for access, particularly in the areas of sloping terrain. Localised widening and re-grading of the existing farm tracks will also be needed along undulating ridgelines. 1.9 Waitawhiti and Waihoki Valley Roads Waitawhiti Road accommodates two concrete bridges of 4.4m and 6.5m width. Extending south from Route 52, Waitawhiti Road provides for access to turbine Clusters B and C. Studies indicate that the road requires some minor upgrades at a few selected corners to achieve this. The main access to Clusters B will be from Waihoki Valley Road. A single-lane bridge and a large culvert are located on Waihoki Valley Road. A few bends have been identified that will require moderate widening and realignment work.

13 1.10 Route 52: Alfredton to Daggs Road This is one proposed route from Alfredton to the Daggs Road Wind Farm Access Point. On this route are two culverts and a short bridge. The road alignment is considered to be generally adequate requiring minimal, if any widening. Access from Alfredton Road onto Route 52 is via a generous turn but some seal widening at this location would be beneficial given the potential high usage proposed for this route. The intersection with Daggs Road is relatively spacious but minor intersection improvements may be necessary to safely accommodate increased construction traffic flows Castle Hill Road, Alfredton Tinui Road and Manawa Road Manawa Road, Alfredton-Tinui Road and Castle Hill Road form a route across the Site from Tinui in the south to Alfredton in the north. Several accesses to the CHWF are proposed along this route. Examples of the route viewed travelling from Tinui to Alfredton are shown in the following photographs. As it leaves Tinui, Manawa Road has a sealed carriageway with a width of 6m and is generally straight and flat in alignment. East of Springhill Road there is a single lane bridge with a speed restriction of 10km/h for heavy vehicles. Beyond this point the carriageway narrows to between 5.0 and 5.7m and there are some tighter horizontal curves. Approximately 2km south of the Alfredton-Tinui Road intersection, the carriageway changes to an unsealed formation and is about 5.7m wide. Alfredton-Tinui Road rises up from Manawa Road and has a 5m wide unsealed carriageway which narrows to 4.7m by Woodstave Road. There are signs on Alfredton-Tinui Road warning of the presence of logging trucks and there are several forestry accesses along its length. Most of these accesses are signed as being for entry by permit only. There are some low radius geometric alignments along Alfredton -Tinui Road which present some engineering challenges where these may warrant improvements. West of the Tararua/Masterton District boundary, Castle Hill Road generally has an unsealed carriageway of 5.0m which widens to 6.5m near the Ngarata Road intersection. Approximately 3km east of this intersection Castle Hill Road becomes a sealed carriageway between 6.0m and 6.5m wide through to where it meets Route 52. The following photographs show examples of these roads viewed travelling from Tinui to Alfredton. Photograph 33: Charles Street, Tinui Photograph 34: Manawa Road, North of Tinui, one-lane bridge

14 Photograph 35: Manawa Road, sealed carriageway Photograph 36: Manawa Road, unsealed carriageway Photograph 37: Alfredton-Tinui Road, at Manawa RoadIntersection Photograph 38: Alfredton-Tinui Road, Example 1 Photograph 39: Alfredton-Tinui Road, Example 2 including one-lane bridge and private access Photograph 40: Alfredton-Tinui Road, Example 3

15 Photograph 41: Castle Hill Road, Example 1 Photograph 42: Castle Hill Road / Ngarata Road Intersection Photograph 43: Castle Hill Road, one-lane bridge Photograph 44: Castle Hill Road Route 52 at Alfredton connects to Castle Hill Road at a wide tee-intersection. As a principal construction traffic intersection it may warrant some enhancement. There appears to be sufficient space to make such improvements without the need for land take. Information supplied by the Tararua District Council indicates six bridges and a large culvert located on this road. One of the bridges is a reasonably significant two-lane structure 7.4m wide. The other five are smaller single-lane bridges 4.5m wide. Castle Hill Road is to provide the primary route for access to turbine Clusters D, E, F and G as well as carry quarry traffic transporting aggregates to form the Internal Roading and other pavement construction elements. The numerous low radius bends and difficult vertical topography on the eastern side of the range in particular, make the task of upgrading the central portion of this road (to a standard suitable for large turbine components) challenging when compared with some of the other alternatives. Notwithstanding, it has been determined that Castle Hill Road is the preferred Over-weight and Over-dimension route for access to Clusters D, E, F, and G Daggs Road Daggs Road is intended to be accessed from Route 52 via a relatively spacious intersection. There are no bridges or large culverts on this road. Daggs Road may provide access to turbine Clusters E and G. The first 2km of Daggs Road is reasonably straight after which the road

16 becomes increasingly steep and with low radius curves. This has been considered, however is not proposed as a turbine delivery route due to the significant earthworks quantities necessary to bring it up to a safe and useable standard. Some standard and legal truck movements may infrequent the road for local materials access to the southern part of Cluster G Masterton to Daggs Road The route from Masterton to Daggs Road is proposed to be via Te Ore Ore Road, Te-Ore Ore Bideford Road and Whangaehu Valley Road. This route may be used to transport construction material and consumables from Masterton to Site lay down areas. At this stage of the planning it is not expected or currently planned to accommodate Over-weight or Over-dimension vehicle movements on this section of the network. Investigations indicate that this route can satisfactorily accommodate the expected and temporary increase in construction traffic movements without the need for significant alignment changes. Some minor and localised improvements may however be necessary Masterton to Manawa Road via Masterton-Castlepoint Road This route is an alternative route which connects to Manawa Road providing access to southern Clusters E and F. Travel to this access on Masterton-Castlepoint Road is a 44km trip from Masterton to Tinui, then a further 10km along Manawa Road. On this route is a steel girder/ timber deck bridge with a posted load restriction, located 7km north of Tinui. This bridge in its current condition would not be suitable for regular heavy construction traffic. From Tinui north, the road has some low radius bends. If this route is to be used for regular access both the bridge and some bends are likely to require replacement or upgrade. A review of the road safety history of Masterton-Castlepoint Road indicates that it has some potential safety issues, particularly on the eastern side of the range. This road has also been assessed as unsuitable (in its current form) for transport of turbine components due to the significant additional travel distances and the additional community exposure it would generate. It may however be used as an alternative route for construction traffic carting material and consumables to and from Masterton, and is currently used by logging trucks at times Eketahuna to the South The distance by road between Eketahuna and Wellington central is approximately 140km. Overdimension vehicles could travel along the posted New Zealand Transport Agency (NZTA) Overdimension/Over-weight vehicle route following SH2 from Wellington, through Lower Hutt, Upper Hutt and over the Rimutaka Range, although there are some notable physical restrictions and constraints that may warrant significant mitigation contributions. Not to preclude the potential future use of the route for some Port based movements, the route is not currently a primary consideration. Examples of the route, viewed from Wellington travelling towards Eketahuna are shown below.

17 Photograph 45: Aotea Quay, Wellington Photograph 46: SH2, Hutt Road Photograph 47: SH2, TotaraPark Photograph 48: SH2, Rimutaka Range Example 1 Photograph 49: SH2, Rimutaka Range Example 2 Photograph 50: SH2, Rimutaka Range Example 3

18 Photograph 51: SH2 Entering Featherston Photograph 52: SH2, Featherston Central Photograph 53: SH2 in Greytown (south) Photograph 54: SH2 in Greytown (central) Photograph 55: SH2 in Carterton (south) Photograph 56: SH2 in Carterton (central)

19 Photograph 57: SH2 between Carterton and Masterton Photograph 58: SH2/Ngaumutawa Road, Masterton Photograph 59: Ngaumutawa Road, Masterton (local heavy bypass) Photograph 60: Paierau Road, Masterton (local heavy bypass) Photograph 61: SH2 Approach to Eketahuna (looking south) Photograph 62: SH2 Approach to Eketahuna (looking north)

20 Appendix C: Port Options for Turbine Delivery

21 1. Port Options for Turbine Delivery The majority of wind turbine components are manufactured overseas and will be transported by ship to New Zealand. The components are then typically transported by road to the Site. The following sections consider the options for transport of materials between the Ports and the Site. The Ports that have been considered for delivery of large turbine components are: Port of Napier; CentrePort (Wellington) via Rimutaka; CentrePort (Wellington) via Palmerston North; and Port Taranaki; Road transport route selection can be based on the following parameters: Distances from Ports to the CHWF Site; The terrain; Typical road and weather conditions; Traffic volumes and composition; The capacity of infrastructure components e.g. bridges and culverts, to accommodate the expected loads; The clearance between the loads and obstructions e.g. power lines, narrow bridges and tunnels; Clearance for turning manoeuvres particularly at intersections; and Potential to impact on communities not on the defined Over-dimension vehicle routes. The Port of Napier, Port Taranaki and CentrePort Wellington are all potential landing points for the imported turbine components. Investigations have been undertaken for each of these Ports to determine the most likely route warranting further detailed assessment. This assessment is however not intended to preclude any of the Port options. Table 1 below shows the results of a qualitative assessment matrix of each Port option against the primary transport decision influencing criteria. Each criteria is ranked as either the first preference (green), second preference (orange) or third preference (red). CRITERIA CENTREPORT WELLINGTON Via Rimutaka CENTREPORT WELLINGTON Via Palmerston North PORT TARANAKI PORT OF NAPIER Travel Distance Terrain Complexity (intersections, clearances) Typical Road and Weather Conditions Infrastructure Traffic Volumes Table 1: Port Access Options Comparative Assessment Matrix

22 It can quite readily be seen from the summary that the Port of Napier indicates some advantages over the other options. The particular considerations relating to each of the options assessed are however further considered in the following sections. 1.1 Port of Napier Route The Port of Napier is an advantageous Port option in terms of route assessment. Overall, this delivery route via SH2 is relatively simple and has been used previously for other CHWF Sites. Some areas may require minor upgrade work to fully accommodate Over-dimension vehicles. An application has been prepared by Aurecon to clearly identify the Over-dimension and Over-weight requirements for permit to transport on this route. To allow for some flexibility in route choice, further investigation has been undertaken for state highway routes within the Hawke's Bay region. SH50A is the favoured route as it enables vehicles to bypass and/or exit highly populated areas sooner. The principal geometric constraint to travel along this section of roadway is due to the presence of roundabouts. A vehicle tracking assessment of the capability of the Over-dimension (long) loads to traverse the roundabouts has been made. The roundabout at the intersection of Taradale Road and SH2 has been taken as a representative example. The tracking requirements are shown on Figure 12 (Appendix A). The following key observations can be made: The vehicle tracking is able to traverse the roundabout with front and rear wheel combinations wholly within the formed carriageway surfaces; It may be necessary for the longest of the loads to engage manual steering for the rear bogies to ensure tracking remains wholly within the carriageway and this will require pausing in advance of the roundabout, in a lane to achieve this. The necessary traffic management control will however need to temporarily halt all entering traffic movements with the potential to conflict with the load, as it traverses the roundabout, as both entry, circulating and departure lanes will be required for the movement; The rear overhang and the centre of the long load (the blade) are expected to encroach in areas of the verge and centre roundabout island. This will necessitate the temporary removal of signage where it extends above the lowest point of the load. Notwithstanding these encroachments above the road surface, it is evident that the movement is able to occur wholly within the road reserve and tracking within the carriageway space. Consultation with NZTA has identified a section of the highway that is winding and of particular interest in terms of vehicle tracking. The Site is on SH2 between Tataramoa Road and School Road, about 8km north of Dannevirke. It involves a winding section of road dropping down to a bridge and rising up to Tataramoa Road as the vehicle travels to the south. A tracking assessment for the longest of the Over-dimension loads has been undertaken on this section of road. The set of plans are attached as Figures 13to 16(Appendix A) inclusive. They show the following: The carriageway is adequate in width to readily accommodate the moving vehicle; The approach alignments to the bridge are long enough to enable the vehicle to pass across the bridge within the bridge and barrier physical dimensions; The dimensions of tracking width that have been included on the figures show that on some of the curves up to 5.2m total tracking envelope is expected. This assessment reinforces the level of moving traffic management that will be required as part of the Permit provisions for the loads. The envelope of travel is able to be maintained wholly within

23 the 7.0m main carriageway. There are additionally formed and sealed shoulders outside of this. Notably the bridge approach guard railing on one side minimises the available carriageway width, although at this location the vehicle is travelling relatively straight and minimal additional road width is required. It will therefore be necessary to put in place temporary opposing vehicle warning and in some restricted locations short term stops to avoid the potential for a collision between the load and opposing vehicles. The geometry of the remainder of the state highway is generally able to accommodate the length and width of the Over-dimension loads using existing by-passes where necessary. There are however a number of constraints that exist along the route and which will be assessed as part of the Over-dimension and Over-weight vehicle permit requirements. An analysis of bridge structures is underway to establish bridge loading capacities. Further analysis is also being progressed to determine particular operating conditions to enable the loads to be carried, and/or establish the need to develop temporary strengthening measures and possibly bring forward the planned replacement by NZTA and or the local authorities. This is predominantly a structural assessment that is being progressed with NZTA and Council engineering input. Port of Napier has confirmed that it is able to provide for the berthing and unloading requirements for turbine components. Temporary laydown areas can also be provided within the Port boundary to store the turbine components until they are transported to Site. The Port has confirmed that laydown areas of 20,000 m 2 can be provided within the Port boundary. This area is able to be secured by Port security. Should additional area be required, the Port of Napier has identified an external undeveloped site that can also be used, close to the Port. 1.2 CentrePort (Wellington) Route Two options have been assessed in relation to the CentrePort option. Site access via the Rimutaka Hill route is relatively direct, however the Palmerston North option is about 60km longer. The Palmerston North route option has some similar traits to the Port of Taranaki option, and these issues put it in a slightly less favourable light. CentrePort is the closest Port to the Site, as the crow flies. The most direct route is via SH2. Access from this Port to the Site would either be completely by road (several routes) or on rail and then by road. Routes from Wellington using SH1 include sections with very high traffic flows and several tight radius curves, steep grades, and other geometric considerations on the Rimutaka Hill Road from Upper Hutt to Featherston. Upgrades to a section of the SH1 route are planned and in some cases already underway by NZTA, however the route is not expected to be suitable to accommodate the Over-dimension or Over-weight loads. The potential suitability remains an option for the purposes of this assessment however. The movement of Over-dimension / Over-weight vehicles will require a separate permit application process where it emerges as necessary. Transhipment by rail to avoid the hill road has been assessed. Rail as a transport option is assessed in more detail later in this assessment. 1.3 Port Taranaki Route Port Taranaki could be a suitable Port for turbine components delivery. This Port is furthest from the CHWF Site. This route is however complex with steep hills and it also presents a less direct

24 route. It is the most intricate, as the route passes through two major centres (Wanganui and Palmerston North). There is also an Over-weight restriction in place between Ashhurst and Woodville townships which means a diversion is required through road segments with constrained horizontal alignment. There are alternative routes which could be used as a by-pass however, these will take much longer to travel through. While this is an unlikely option, it is intended to remain as an alternative in the event of any future opportunities that may arise. 1.4 Alternative Transport Mode Options Neither rail, barge or air transport usefully or practically assist with turbine component delivery in relation to this project. Infrastructure constraints and logistical complexities make these options impractical. Appendix C assesses the alternative transport mode options considered for the project. Notwithstanding this, the Genesis Energy intends to retain an open mind about future possibilities. Helicopter transport is possible in relation to the movement of smaller and lighter elements such as the transmission tower components. This assessment does not rely on alternate transport options. Some principal alternative to road transport options have been assessed to determine the initial feasibility and potential for their adoption. The provisioning in relation to the alternatives are all based on different parameters. The physical component dimensions however are common to all options. These have been described in the preceding sections, and the principal alternate option assessments are set out as follows. Rail An assessment of turbine components against the Kiwi Rail Freight Handling Code (September 2009) guidelines classifies the components as oversize (Over-dimension) and/or Over-weight. Over-dimension and Over-weight loads can be transported by rail however only with a permit that specifies conditions under which they may be carried. The following diagram taken from the code indicates the typical cross sectional envelope characteristics that are permitted.

25 Diagram 1: Standard Loading Rail Gauge The gauge dimensions are reasonably limiting on rail at cross sectional maximums of 2.8m wide and 2.9m high). The diameter of the tower sections and the height and width dimensions of the nacelle (at 5.1m high and 4.97m wide) are significantly greater than the gauge envelope. The maximum axel load limits for the relevant line lengths are shown in the following diagram:

26 Diagram 2: Rail Axel Load Limits The capability for loaded rail transport to the Site is limited by the capacity of the section of the line generally between Masterton and about Palmerston North. The carrying capacity here is about 64 tonne, whereas the nacelle is likely to be in the range of 70 tonne and the transformer units are likely to be up to 200 tonne. The code also indicates that there is a maximum speed of 25km/h for loads over 40,000kg (40 tonne). Freight movements are relatively restricted and freight runs, particularly within the Wairarapa region, are irregular due to low demand. At present the freight service that runs through Eketahuna is not in operation and the freight service currently runs Napier - Palmerston North - Wellington - Masterton. Discussions with Kiwi Rail have identified a constraining tunnel at the Manawatu Gorge near Woodville that currently causes bottle-necking in the rail network. The tunnel is large enough for standard size container loads only and therefore limits transport through it to freight of a standard loading gauge. The Standard Loading Gauge from Section 22 of the Kiwi Rail Freight Handling Code, Oversize and Overweight Loads, specifies a maximum width of 2.8m and maximum height of 2.9m for 750mm out from the centre-line. Further departure from the centre-line results in a decrease in the permissible height. Such limitations in

27 infrastructure prevent transit of turbine components from practically being achieved from Woodville to Eketahuna. There may be some capacity for transport of smaller components by rail, however much of this may also be transportable on loads that will be travelling by road. Some of the smaller materials may well be available locally, and the rail is not closely located to the Site. It is therefore evident that there is little potential advantage in pursuing the opportunity of transport by rail for this project. Barge Barging has been considered. The coast closest to the CHWF is managed by the Greater Wellington Regional Council Harbour Master. The area managed by the Harbour Master extends from the Otaki River to the Mataikona River north of Castlepoint. The Castlepoint foreshore is shown in the following diagram both within the small enclosed harbour area south of the peninsular and on the more open foreshore beach on the north side of the peninsular. Castlepoint Road departs from the northwest end of the foreshore, westbound and inland: Diagram 3:Castlepoint Foreshore In undertaking this assessment, the Wellington Harbour Masters office (Grant Nelder), and the barging services supplier (Chris Douglas at Seaworks) have been consulted. In broad terms the observations, advice and operating conditions they describe can be summarised as follows: The sand area on the beach is relatively hard packed and suitable for light vehicle travel; The tidal movement is between about 20m and 70m longitudinally, which has the potential to affect the length of any potential structure to be developed;

28 The whole coast is quite an exposed coast presenting a risk of delay to delivery of materials from the sea; The maximum wave height typically suitable for barging access to the foreshore is about 0.5m, based on previous experience of Seaworks. There is no current wave data at this location to compare it against, however the experience of the operators indicates it may be frequently greater than this; Both CentrePort and Napier are about 110 Nautical miles from Castlepoint. At an operating speed of 9 knots per hour, a barge would take about 12 hours to make the journey; It is highly likely that a structure would be needed, including cranes to move goods from the barge to loading and transport equipment on the foreshore, and significant works would be likely there to receive the loads; The foreshore and further inland area adjoining is not readily accessible for development of a receiving area. New roading would have to be established and this is close to the established housing. Due to the inland topography beyond the sand dune line, it is possible that any access roading would need to be across the foreshore. This has the potential to significantly impact upon the current recreational use of the beach for swimming and also for local boat launching activities; Previous experience has indicated that CentrePort is limited in its receiving and lay down space, and hence other proposals have utilised the PictonPort for this reason; In addition to the seaward development needs and the climate constraints, works would be required on the inland road between Castlepoint and the Wind Farm Access Points. This is likely to involve improvements to about 21km of road between Castlepoint and Tinui. Additional works would be required on the Castle Hill Road between Tinui and the Wind Farm Access Points, and also for access to the Daggs Road and Route 52 Wind Farm Access Points. This work would likely be in addition to works required west of the ranges to source in other materials that are available locally, such as from Masterton. Barging would require setting up a temporary wharf (or finger structures) to facilitate docking and loading/unloading. This would involve Regional Council consent. The relatively exposed east coast has been assessed. It does not appear on the surface of the assessment that barging is a suitable or practically feasible option. There is an increased project risk associated with barging in exposed waters and additional transhipment costs are expected to make this option unfavourable. Another difficulty involved with barging is inadequate road access in terms of formation and connectivity from the coast to the Site. Barging would require double handling of heavy CHWF components and upgrading of Castle Hill Road east of the Site. This work would be additional to the structural rehabilitation and cross-section upgrades that will remain necessary west of the Site. Barging is therefore a not considered as a favoured alternative at this time and will therefore not form part of the approvals sought for the purposes of this consent. Air An assessment has also been undertaken of the potential to transport turbine components by helicopter, especially over narrow winding sections of road. A Chinook twin-propeller helicopter or a Sikorsky Tarhe Skycrane have a maximum lifting capacity of around 9-10 tonnes (t). This is insufficient for even the turbine blades, at up to about 13.5t blade weight. Such heavy lift helicopters are not routinely available in New Zealand, with the best available capacity more typically being around 3.5t. The windy characteristic of this Site that makes it desirable from a CHWF perspective is also an environmental counter-restraint on the practicality of adopting an air

29 transport for the largest components. Smaller and lighter elements like the transmission towers may however be constructed using the assistance of helicopters. 1.5 Summary Given the particular size and weight characteristics of the loads, travel via the Port of Napier appears to be the most straightforward and carry with it the least travel risk. In this case, it is proposed that the Over-dimension loads exit SH2 at Pahiatua and/or Hamua and then travel onto Tiraumea Road which connects to Kaitawa Road. From Kaitawa Road to Mangaone Valley Road, Alfredton Road and then distributed to the various Wind Farm Access Points. From Alfredton, the turbine components are to be transported to the various Wind Farm Access Points via Route 52, Castle Hill Road or Daggs Road. Figures 17 to 22 (Appendix A) show Over-dimension and Over-weight vehicle routes between Napier and Wellington. Figure 22 (Appendix A) shows possible locations to exit SH2 at Pahiatua. The Port of Napier exhibits the most favourable outcomes in the areas of terrain, complexity of the route, potential for weather conditions to affect travel along the route and in the state of transport structure and its suitability to accommodate the weights and lengths of loads to be expected. Port of Napier is in the mid-range of assessment in so far as travel distance and traffic volumes are concerned. Port of Taranaki is furthest from the Site by about 100km. There are notable traffic volumes on the state highway near Napier and some highly utilised sections of road that are likely to warrant a managed travel response. The route is also subject to some identifiable peaking over holiday periods, and a similar trend is notable in relation to travel out of Wellington. Overall however, port of Napier appears to be the most advantageous on the basis of the criteria summary assessed. An alternative local Site access route has also been considered from Alfredton. It involves remaining on the state highway, south to Masterton and uses the Te Ore Ore Bideford Road. This option has arisen in relation to the extent of upgrading that is likely to be required on Daggs Road, Wairiri Road and Mairingi Road. The route does require some significant additional travel, and also significant upgrading would still be required to Mairingi Road in particular. The alternative route does present some significant construction challenges both for the Overdimension and Over-weight transport requirements. To this end, further alternatives have been investigated. It has been determined that Castle Hill Road is the preferred route to provide access to Clusters E and F, and Daggs Road for the provision of access to Cluster G only. Alternative modes of transport have been considered. These options are not ruled out at this stage however, they are not included in the assessment.

30 Appendix D: Road Safety Assessment

31 1. Road Safety Assessment The following sub-sections assess the relevant national, regional and Local Road safety trends. 1.1 National Road Safety At a national level, the government s National Road Safety Strategy produced by the Ministry of Transport sets out the objectives for road safety outcomes. The current guiding document is Safer Journeys, the strategy for the next 10 years to The principal strategic road safety focus areas are built on four identified pillars as follows: Safer roads and roadsides; Safer speeds; Safer vehicles; and Safer road use. Many actions specific to each area, and primary responsibility for implementation of these actions sits with NZTA and the regional and territorial authorities. Of course, there is a high level obligation on the road user also to adjust their ways. 1.2 Regional Road Safety NZTA publishes briefing notes on road safety issues for each district in New Zealand. The most recently available notes at the time of preparing this assessment relate to the period The districts of Tararua and Masterton have been considered as being most relevant to the CHWF Site. The graphs below sourced from NZTA briefing notes, compare the percentages of the major crash types at the national level against those within the Tararua and Masterton Districts and other similar authorities. Graph 1: Percentage of Crashes 2004 to Tararua District As can be seen in Graph 1, failure to give way/stop crashes within Tararua are higher than other similar authorities but about half the national rate. Alcohol related crashes in Tararua are notably

32 higher than both the national statistic and that of similar authorities. Speed related crashes in Tararua are slightly higher than the national rate but some 5% lower than similar authorities. The related Masterton data is shown in the following graph. Graph 2: Percentage of Crashes 2004 to 2008 Masterton District Graph 2 shows that failure to give way/stop crashes in the Masterton District are close to but slightly lower than the national rate comprising almost 25% of crashes. When compared to the national rate and other similar authorities, Masterton has a significantly better record of alcohol related crashes. Like Tararua, speed related crashes in Masterton are slightly higher than the national rate but some 5% lower than other similar authorities. Further regional road safety characteristics are set out and assessed in the following sections. In the Tararua District the major issues are loss of control at bends, intersections, vulnerable road users (motorcyclists) and alcohol. High motorcycle accident location or routes are SH2 between Woodville and Dannevirke and in the Pahiatua area, SH2 through Tutaekara Road to Makomako Road. The main issues in the Masterton District are rear-end/obstruction, loss of control, vulnerable road users (pedestrians and cyclists) and alcohol. Areas with high numbers of pedestrian crashes in Masterton are SH2, Queen Street, Dixon Street, Lincoln Road / Queen Street and Renall Street / Pownall Street. Generally these streets will have little to do with traffic activity generated by the proposal. 1.3 Tararua District During the most recent five year crash review period, 60% of crashes within the Tararua District occurred due to loss of control, 26% of crashes occurred at intersections, 15% of injury crashes involved vulnerable road users and 18% were alcohol related. Over the five year period, these crashes resulted in 15 deaths, 82 serious injuries and 228 minor injuries. There were a further 356 non-injury crashes reported.