Redoubt Road-Mill Road Corridor Project. Notice of Requirement for Designation Volume 2:1 - Assessment of Environmental Effects

Transcription

1 Redoubt Road-Mill Road Corridor Project Notice of Requirement for Designation Volume 2:1 - Assessment of Environmental Effects Prepared for: Auckland Transport 2014

2 Redoubt Road to Mill Road Corridor List of Volumes Volume 1: Notices of Requirement Volume 2: Assessment of Environmental Effects and Supporting Information Volume 2:1 of 6 Assessment of Environmental Effects and Supporting Information Volume 2:2 of 6 Appendix A : Scheme Assessment Report (Volume 1 only) Appendix B : Landscape and Urban Design Study Appendix C : Property Owner Letter Appendix D : Project Update Letter Appendix E : Affected Landowner Letter Appendix F : Local Board Presentation Materials Appendix G : Consultation Report Volume 2:3 of 6 Appendix H : Consultation Report Appendix I : Maori Values Assessment Appendix J : Cultural Values Assessment Appendix K : Air Quality Assessment Volume 2:4 of 6 Appendix L : Acoustic and Vibration Assessment Appendix M : Preliminary Site Contamination Investigations Appendix N : Geotechnical Investigations Appendix O : Ecological Assessment Volume 2:5 of 6 Appendix P : Archaeological Assessment Appendix Q : Social Impact Assessment Appendix R : Landscape Assessment Appendix S : Arboricultural Assessment Appendix T : ITA Volume 2:6 of 6 Appendix U : Preliminary Design Report Appendix V : Policy Analysis Appendix W : PAUP Overlays Appendix X : NZTA Section 176 Consent Appendix Y : Recreation Assessment Volume 3: Draft - Drawings

3 Notice of Requirement for Designation-Assessment of Environmental Effects and Supporting Information Client: Auckland Transport Co No.: N/A Prepared by AECOM New Zealand Limited 8 Mahuhu Crescent, Auckland 1010, PO Box 4241, Auckland 1140, New Zealand T F Job No.: AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS AECOM New Zealand Limited (AECOM). All rights reserved. AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client s description of its requirements and AECOM s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

4 Quality Information Document Ref Date Prepared by Reviewed by p:\603x\ \6. draft docs\6.1 reports\draft aee\verification\final issue 16 october\volume 2.1\aee final 23 october.docx Roger McDonald Craig Hind Revision History Revision Revision Date Details Name/Position Authorised Signature Revision A 8 August 2013 Draft for review Ian Fones Associate Director Revision B 22 August 2014 Final Draft Craig Hind Technical Director Planning Revision C 8 October 2014 Final Review Craig Hind Technical Director Planning Revision D 23 October 2014 Final for Lodgement Craig Hind Technical Director Planning

5 Table of Contents Executive Summary i 1.0 Introduction Purpose of AEE Background Previous Investigations The need for the Redoubt Road Mill Road Corridor Project Problem Description Corridor Capacity Poor Safety Record Cyclist Facilities Poor Public Transport Infrastructure Lack of Network Resilience Strategic Planning Documents AT Objectives and Project Objectives Introduction Project objectives Proposed Redoubt Road-Mill Road Corridor Designation Statutory Context The Purpose and Assessment of a Designation Territorial Authorities Consideration of a Requirement Notification Project and Area Description Corridor Description Landuse Profile PAUP Overlays General Topography Special Features Existing Designations Project Stages and Concept Design Section 4a, 4b & 4c Redoubt / Mill Road, Chainage (MC00) Walking, Cycling and Public Transport Provisions Walking Cycling Public Transport Landscape and Urban Design Features Indicative Construction Sequencing and Programming Stage 1: Redoubt Road / Hollyford Drive Stage 2: Redoubt Road Stage 3: Murphys Road Stage 4: Redoubt Road / Mill Road Stage 5: Mill Road The Reasons Why the Designation and Work is Reasonably Necessary to Achieve the AT Objectives The Reasons Why the Designation is Reasonably Necessary to Achieve the Project Objectives The Reasons Why the Work is Reasonably Necessary to Achieve the Project Objectives Lapsing Period Sought for Designation Rationale for the Proposed Lapse Periods Consideration of Alternatives Statutory Requirement to Consider Alternatives Previous Studies Options Identification and Screening The Do Minimum Option Redoubt Road Alignment Options Redoubt Road-Mill Road Alignment Options Murphys Road Alignment Options 66

6 9.8 Summary of the Option Screening Multi Criteria Assessment Additional Alignment Options Investigated Consultation Consultation under the RMA General Southern Planning Team Howick and Manurewa Biodiversity Team Planning & Urban Design Team Stormwater Team Iwi Consultation [Update following receipt of updated CVA] Consultation with Utility Service Providers Consultation with New Zealand Transport Agency (NZTA) Assessment of Environmental Effects Introduction Approach to Managing Adverse Environmental Effects Positive Effects Traffic safety Improved facilities for Active Transport Modes Sustainability Land use transport integration Public Transport Improved Stormwater Management Reduced Travel Times Urban Design and Landscape Opportunities Geotechnical Risk Summary Impact of Restrictions on Land Use Under Section 177 of the RMA Mitigation Measures Construction Erosion and Sediment Effects Erosion Control Sediment Control Mitigation Measures Construction Traffic Effects Air Quality Effects Construction effects on Air Quality Mitigation measures Operational effects on Air Quality Mitigation Measures Acoustic Effects Construction Acoustic Effects Mitigation measures Operational Acoustic Effects Mitigation Measures Vibration Effects Construction Vibration Effects Construction Vibration Mitigation Measures Operational Vibration Effects Operational Vibration Mitigation Measures Contaminated Land Contaminated Land Assessment Future Resource Consents National Environmental Standard Proposed Controls Land Stability Effects Land Stability Risk Mitigation Measures Effects on Ecological Resources 133

7 11.13 Effects on Archaeology and Heritage Mitigation Measures Social Impacts Mitigation Measures Urban Design Assessment Mitigation Measures Landscape and Visual Assessment Biophysical Change Visual Amenity Landscape Character Mitigation Measures Trees and Vegetation Effects on Utility Services Mitigation Measures Stormwater Runoff Post Construction Stormwater Management Cultural Values Mitigation Recreation and Open Space Effects Mitigation Cumulative Effects Mitigation Measures Summary of Environmental Effects Part 2 Resource Management Act Section Section Section Section Statutory Assessment 179 Auckland Regional Land Transport Strategy ( ) Future Resource Consents Required The National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health (NES) Mitigation Conditions to Apply to the Designation(s) Conclusion 219 Appendix A Scheme Assessment Report Appendix B Landscape and Urban Design Study Appendix C Property Owner Letter Appendix D Project Update Letter Appendix E Affected Landowner Letter Appendix F Local Board Presentation Materials Appendix G Consultation Plan Appendix H Consultation Report Appendix I Maori Values Assessment A B C D E F G H I

8 Appendix J Cultural Values Assessment Appendix K Air Quality Assessment Appendix L Noise and Vibration Assessment Appendix M Preliminary Site Contamination Investigations Appendix N Geotechnical Investigation Appendix O Ecological Assessment Appendix P Archaeological Assessment Appendix Q Social Impact Assessment Appendix R Landscape and Visual Effects Assessment Appendix S Arboricultural Assessment Appendix T ITA Appendix U Preliminary Design Report Appendix V Policy Analysis Appendix W PAUP Overlays Appendix X NZTA Section 176 Consent Appendix Y Recreation Assessment J K L M N O P Q R S T U V W X Y List of Tables Table 1.1 Documents Prepared for the NoR Applications 3 Table 3.1 Future Traffic Flows Compared to Current Flows (vpd) 11 Table 6.1 Indicative Staging Programme 54 Table 8.1 Existing designations with extended lapse periods 57 Table 9.1 Constraint Associated with Adopting the Do Minimum Option 61 Table 9.2 Redoubt Road-Mill Road Option Screening 65 Table 9.3 Murphy's Road Option Screening 67 Table 9.4 Alignment Option Naming 69 Table 9.5 Option Analysis 70 Table 9.6 Mill Road MCA Rural Section 4B 75 Table 10.1 Feedback received from open days and project response 79 Table 11.1 Accident reduction rates 103 Table 11.2 Construction Noise Criteria for Residential Zones and Dwellings in Rural Areas as Recommended by NZS 6803:

9 Table 11.3 Construction Noise Criteria for Industrial or Commercial Areas on All Days of the Year as Recommended by NZS 6803: Table 11.4 Typical Activity L Aeq Sound Pressure Levels at 10m from Road Construction Equipment 120 Table 11.5 Specific Construction Noise Mitigation Measures 121 Table 11.6 NZS 6806 road noise criteria 124 Table 11.7 Subjective perception and relative impact of increasing noise levels 125 Table 11.8 Construction Vibration Criteria Building Damage 127 Table 11.9 Construction Vibration Criteria Human Comfort 127 Table Typical Ground Vibration Levels due to Road Construction Activities 128 Table Stakeholders 147 Table Summary of Stormwater Management Approaches 162 Table Redoubt Road Mill Road Corridor Project Socio-economic Benefits Summary 171 Table 14.1 Summary of Resource Consents Likely to be Required 187 List of Figures Figure 1.1 Extent of Corridor subject to NoR Applications 2 Figure 2.1 Hollyford Drive/Redoubt Road preferred scheme 5 Figure 2.2 Preferred option for Redoubt Road 5 Figure 2.3 Preferred Alignment for Corridor (Option D and K Alternatives) 6 Figure 2.4 Composite of the Four Preferred Options 7 Figure 3.1 Strategic Network and Regional Arterial Network reproduced from the Regional Arterial Road Plan 8 Figure 3.2 Extent of Operative and Planned Urban Development Land in Manukau, Papakura and Takanini (Source: Auckland Plan) 13 Figure 3.3 Flatbush Structure Plan (Source: Auckland District Plan (Manukau Section)) 14 Figure 3.4 Flatbush Special Housing Areas (Source: Auckland Council) 16 Figure 3.5 Future Urban zones in the Vicinity of the Corridor (Source: PAUP) 18 Figure 3.6 Crash Locations 19 Figure 3.7 Auckland s Regional Cycle Network 20 Figure 3.8 Map 13.2 Auckland s Priority Projects 22 Figure 5.1 Notice of Requirement Process 26 Figure 6.1 Extent of Corridor subject to NoR Applications 29 Figure 6.2 Land Use Profile 40 Figure 6.3 NoR Stages 43 Figure 6.4 NoR 1 44 Figure 6.5 Section 1A Cross Section 45 Figure 6.6 Section 1B Cross Section 46 Figure 6.7 Section 2B Cross Section 47 Figure 6.8 NoR 2 48 Figure 6.9 Section 3A Cross Section 49 Figure 6.10 Section 3B Cross Section 50 Figure 6.11 NoR 3 51 Figure 9.1 Process for Assessment of Project Alternatives 60 Figure 9.2 Redoubt Road Alignment Option Considered in AECOM Assessment 62 Figure 9.3 Alternative Redoubt Road Alignment Options 63 Figure 9.4 Redoubt Road-Mill Road Alignment Options 65 Figure 9.5 Murphy s Road Alignment Options 66 Figure 9.6 Alignment Options for Investigation and Analysis (Refer to drawing CV-0013) 69 Figure 9.7 Option 1 72 Figure 9.8 Option 2 73 Figure 9.9 Long section showing lateral shift of Puhinui Creek Bridge (former alignment red, revised alignment in black) 77 Figure 9.10 Preferred Corridor Alignment 77 Figure 11.1 St Johns Redoubt and R11/1958, R11/1959 and R11/ Figure 11.2 The Meeting House (R11/2074, John de Carteret Homestead (R11/2069) and Alfriston Hall (R11/2065) 144

10 Figure 11.3 Baverstock Cottage (RL/2745, Murphys Homestead (CH12439) and Old Flatbush School (CH2776) 145 Figure 11.4 Design Response for Urban Redoubt Road Section 150 Figure 11.5 Design response for Totara Park Edge 151 Figure 11.6 Design response for Murphys Road (View C and D) 151 Figure 11.7 Design responses for Rural Sections 152 Figure 11.8 Adjacent RLTP Projects 169

11 Executive Summary

12 i Executive Summary Project Outline This Assessment of Environmental Effects (AEE) has been prepared to accompany Notices of Requirement (NoR) for the Redoubt Road-Mill Road corridor project pursuant to section 168(2) of the Resource Management Act The purpose of the NoRs is to designate land for the construction, operation, maintenance and improvement of the northern section of the Redoubt Road-Mill Road corridor. This section of the corridor is approximately 8.9km in length (as shown at Figure 1.1) and commences at the State Highway 1 (SH1) on and off ramps terminating just north of the Mill Road/Popes Road intersection. Two side roads are also included within the project, being Murphys Road terminating just south of Flat Bush School Road and a section of Hollyford Drive north of Redoubt Road. The overall corridor provides an arterial road connection east of SH1 between Manukau, Papakura, Takanini and Drury. The application is divided into three NoRs (NoRs 1, 2 and 3) which are being served on Auckland Council concurrently. NoR 1 consists of the urban section of the corridor commencing at the Redoubt Road SH1 on/off ramps and terminating east of the Hilltop Road/Redoubt Road intersection. This NoR includes widening Redoubt Road, widening and signalising Diorella Drive to allow for separate left and right turn lanes and re-aligning and widening the Redoubt Road / Hollyford Drive intersection and introducing a priority bus lane. NoR 2 commences approximately 100 metres east of the Hilltop Road/Redoubt Road intersection and includes most of the roadway adjacent to Totara Park. This NoR includes widening of Redoubt Road and also includes widening and re-alignment of Murphys Road. NoR 3 commences approximately 570m south-east of the current Redoubt Road/Murphys Road intersection and includes the remainder of the 8.9km corridor. This section of the corridor includes a new greenfields alignment. The alignment requires the construction of two bridges over bush clad gullies. NoR 3 terminates north of the Mill Road/Popes Road intersection. Auckland Transport s (AT) objective in preparing the NoRs is to address the expected traffic generated from planned development, combined with the corridors current substandard quality and capacity and poor safety record which necessitates the need to upgrade the corridor. As set out in the Integrated Transportation Assessment (ITA (refer Appendix T)), the Mill Road corridor between State Highway 1 and Ranfurly Road reaches a level of unsatisfactory congestion during the morning peak between 2020 and By 2024 this congestion is likely to involve trips being redistributed onto the surrounding network due to unreliable or unreasonable travel times. The ITA considers that the introduction of Future Urban zoned land between Mill Road and Porchester Road and between Papakura and Drury means that the corridor could possibly be congested as early as It is understood that a special housing area is also under consideration on the eastern side of Mill Road south of Ranfurly Road. With the significant growth anticipated in south Auckland, the Redoubt Road-Mill Road corridor will also become an increasingly important strategic link. Upgrading the Redoubt Road Mill Road corridor will also mean that the corridor can provide an alternative route to SH1 south of the SH20 Western Ring Route in times of high demand or emergencies. This is consistent with the one network approach whereby the entire transport network (being national and local networks) will only be efficient and resilient when they are fully integrated as a single network regardless of who is responsible for managing sections of the network. The current corridor is substandard and would struggle to cope should it be required to act as a reliable, viable alternative route to SH1. An alternative route during an emergency situation has been noted as a critical requirement since the Southern Sector Strategic Transport Study (2006).

13 ii The importance of upgrading the corridor is recognised in the Auckland Plan with the corridor included in Map 13.2 of the Plan (Auckland s Priority Transport Projects ( )) as a priority network improvement. Planned improvements on the State Highway network do not remove the need for the corridor upgrade. Traffic analysis 1 indicates that the improvements of each corridor are complimentary rather than competitive. The ITA notes that the Redoubt Road-Mill road corridor will serve local land use growth consistent with the Auckland Plan and Proposed Auckland Unitary Plan and a movement function between emerging metropolitan centres. The function of SH1 is to move sub regional and inter regional traffic. Optimum benefits can only be achieved by upgrading both corridors. Specific project objectives were formulated as part of the Scheme Assessment report for the corridor in order to address those problems identified with the corridor as set out in section 3 of this report. The specific objectives that apply to the project are listed below: Strategic Direction Auckland Plan - Overarching Objectives 1) Create Better Connections and Accessibility within Auckland a) Manage Auckland s transport as a single system. b) Integrate transport planning and investment with land use development. c) Prioritise and optimise investment across transport modes. Project Objectives 2) Improve transport access in the area of Manukau/Takanini/Papakura to support the growth identified within the Takanini Structure Plan area and wider southern growth area identified in the Auckland Plan a) Future proof road infrastructure to meet expected growth and demand. 3) Improve the efficiency, resilience and safety of the transport network between Manukau and Papakura a) Provide an alternate north/south corridor that improves network resilience by providing an alternative route to State Highway 1. b) Provide an upgraded road corridor that addresses current and future network constraints identified on the transport network and improve journey time, frequency and reliability for road users. c) Provide an upgraded road corridor that improves safety for all road users. 4) Provide a sustainable transport solution that contributes positively to a liveable city a) Provide an upgraded road corridor which supports public transport infrastructure and services. b) Provide an upgraded road corridor which provides for walking and cycling connectivity to open spaces and community services. c) Provide an upgraded road corridor which supports access to local community facilities. Through the positive effects of the works and proposed mitigation of adverse effects, the project will achieve its objectives. AT is responsible for delivering the project as a Council Controlled Organisation (CCO) under the Local Government (Auckland Council) Amendment Act AT is a Requiring Authority pursuant to Section 47(1) of the Local Government (Auckland) Act 2009 and a network utility operator pursuant to section 167 of the Resource Management Act (RMA). NoR Documentation Set Documentation to support the NoRs is contained within three volumes as follows: 1 The regional effects of the project were captured through outputs provided by the Auckland Regional Transport (ART) model which were then applied to a more detailed sub-regional model known as the S3M SATURN model. The S3M SATURN model was developed specifically for the assessment of transport projects in the southern sector to ensure consistency amongst evaluations of different projects.

14 iii Volume 1 - Guide to Lodgement Documentation - NoR Form(s) - Schedule of Affected Properties - Land Requirement Plans Volume 2 Assessment of Environmental Effects Associated Technical Assessments: - Scheme Assessment Report - Urban Design and Landscape Study - Consultation Report - Maori Values Assessments - Cultural Values Assessment - Air Quality Assessment - Noise and Vibration Assessment - Contaminated Land Assessment - Geotechnical Assessment - Ecology Assessment - Archaeology Assessment - Social Impact Assessment - Landscape and Visual Effects Assessment - Arboricultural Assessment - Integrated Transport Assessment - Preliminary Design Report - Policy Assessment - Recreation Effects Assessment Volume 3 - Drawings including Designation Footprint and Cross Sections Lapse Period Section 184 of the RMA sets a designation lapse period of five years from the date it is included in the District Plan unless it is given effect to or an extension granted. Section 184(1)(c) enables a requiring authority to request an extended lapse period. Pursuant to section 184(1)(c) of the RMA, AT seeks designation lapse periods as follows: - NoR 1 = 10 Years - NoR 2 = 15 Years - NoR 3 = 15 Years A 10-year lapse period is sought for NoR 1 and 15 years for NoRs 2 and 3. An extended lapse period is sought for NoRs 2 and 3 on the basis that although the indicative construction programme currently shows construction commencing in for NoR 1, for NoR 2 and for NoR 3, the commencement dates may vary due to funding reviews which are currently underway as part of the Land Transport Programme. Shorter lapse periods will create a significant risk that the designation would lapse before it could be given effect

15 iv to. This would be an unsustainable use of public resources (including the time and money that has been invested so far) and add to the uncertainty experienced by property owners. Sufficient time is also required for lead in to construction works including property negotiations, further necessary site investigations and detailed design, and allowances for tendering and construction processes. This is particularly the case for NoRs 2 and 3. In addition, a designation does not preclude the need to obtain additional resource consents for any activities that may be associated with the project but are not covered by the designation and adequate time is required to obtain these consents. The resource consents likely to be required to construct and operate the corridor are further described in section 14 of this AEE. These construction lead in times and the construction timeframe itself for NoRs 2 and 3, when considered alongside the period required to financially plan for construction of the network, and the influence of external economics and demand, cumulatively reinforce the need for extended lapse periods for the project. Uncertainty around upgrading the corridor has existed throughout the project area for several years. Through the giving notice of the current Notices of Requirement for the corridor, AT have confirmed their intent and provided certainty for landowners and the wider community as to the location of the corridor. Concern has been expressed through consultation with affected landowners that the presence of the designation will mean development and/or sale (for a fair market price) of their properties will be made uncertain and difficult, and that the lapse period sought for the designation will extend this uncertainty for an unfair period. AT acknowledge this issue of potential designation blight. At face value the obvious mitigation to the issue is to fix a shorter lapse period for the designation. However, a shorter lapse period is not practical for the designation as there is a need to allow the requiring authorities to respond to demand, allocation of funding and construction timing issues, while at the same time ensuring the route for the corridor is protected in order to meet the project objectives. A time frame of 10 years for NoR 1 (in comparison to the 15 years requested for NoRs 2 and 3) is considered appropriate on the basis that upgrading that section of the corridor is a priority and is likely to attract earlier funding than NoRs 2 and 3 as it includes the intersection between Redoubt Road and Hollyford Drive which is heavily trafficked with road users experiencing significant delays during peak times. The proposed widening of Redoubt Road and Hollyford/Everglade Drive will ensure delays are minimised. In addition, the corridor within NoR 1 forms part of the public transport network. As part of upgrading this section of the corridor, the Hollyford Drive / Redoubt Road and Diorella Drive / Redoubt Road intersections have both been designed to provide bus priority measures that will support the 15-minute bus headway, including a westbound bus-only lane between Hollyford Drive and the motorway interchange. The extended periods requested will safeguard the alignment whilst providing sufficient time to give effect to the designation including property negotiations, further necessary site investigations and detailed design, and allows for an appropriate period to address required resource consenting, tendering and construction processes. AT has sought to carefully identify land required for the project, but in accordance with Section 182 of the RMA, AT will look to further rationalise the extent of the designation following completion of the construction phase. Land not required for operation and maintenance will be removed from the designation footprint. Project Benefits The Redoubt Road-Mill Road corridor project will generate a number of significant long term positive benefits which are summarised below: - Increased future corridor capacity by widening the road to four lanes, improving the horizontal and vertical alignment of the corridor and upgrading intersections resulting in less congestion, improved travel times and greater route security; - Significant traffic and personal safety improvements; - It will provide positive effects on the One Network, especially by balancing flows on alternative parallel routes such as Te Irirangi Drive, Chapel Road and SH1; - Provision of bus priority measures that will support the 15-minute bus headway (15 minutes between buses), including a westbound bus-only lane between Hollyford Drive and the motorway interchange; - Provision of on road cycle lanes and shared path facilities. The cycle facilities proposed for the corridor are in accordance with the Regional Cycle Network and will form part of the consolidated Auckland Cycle Network;

16 v - Provision of new footpaths on both sides of Redoubt and Murphy s Road improving pedestrian connectivity. In addition, designated and safe pedestrian crossing opportunities are to be provided at Diorella / Redoubt, Hollyford / Redoubt traffic signals; and - Improved vehicle, cycle and pedestrian access to open spaces, community services and facilities. Overall the Redoubt Road-Mill Road corridor project will enable the community to provide for their social, economic and cultural well-being by providing appropriate infrastructure to address planned growth. The alignment with its improved horizontal and vertical alignment will assist with reducing congestion, improve travel times and the overall safety of the transport environment. The project is a sustainable use of resources as it will provide a multi modal corridor which can accommodate public transport, walking and cycling. This will lead to a potential reduction in the need for car travel by enabling a greater proportion of trips to be made by alternative modes. Identified Potential Adverse Environmental Effects The AEE and associated technical reports have been derived from detailed investigations to identify an appropriate corridor designation envelope and indicative alignment. The indicative alignment can be constructed within the designation, including all ancillary components, such as construction areas, spoil laydown areas and stormwater treatment devices such as stormwater wetlands. The actual and potential effects arising from the project will mostly occur during the construction period. Construction will not occur over the whole corridor at one time. Rather, it will be undertaken in stages. Preconstruction effects can also arise as property acquisition can result in personal stress and anxiety. Designating land can lead to affected landowners having uncertainty around likely restrictions that will apply to their land in terms of the extent of development (for example home improvements) that they can do in the interim period before a designation is given effect to. In particular, and without the now proposed design modification, the project could initially have had moderate to high adverse ecological effects in the NoR 3 section of the corridor. However, the use of bridges to cross the Watercare gully (38 Mill Road) and native bush at 146 Mill Road substantially reduces the extent of vegetation loss compared to works utilising placement of fill material. In addition the bridge at 38 Mill Road was moved laterally by approximately 13m following a recommendation by the project ecologist to specifically avoid adverse impacts on a stand of mature native trees. Through the implementation of the proposed mitigation measures such as additional planting within the proposed designation, residual ecological effects are assessed as being minor at worst. The project will also initially have an adverse social impact on the community. In some instances these effects are significant particularly in terms of increased community anxiety due to the prolonged planning process, stress on property owners due to property acquisition and land use change. Over time and through the implementation of proposed mitigation measures these effects reduce to moderate or minor. In most circumstances the effects will be temporary and will occur during the planning and construction phases. Negative impacts to community health and wellbeing are primarily concerned around the planning and construction phases of the project. The most significant negative impacts are likely to be felt by landowners who have partial or whole property acquisition. High levels of stress and anxiety have been observed during the planning phase, with certainty and timeframes for acquisition the key issues of concern. Construction noise and associated effects will also have a temporary and moderately negative impact on residents and businesses in proximity to the physical works. It is proposed that adverse effects generated by the project will be managed via objectives, standards, a combination of management plans (Construction Environmental Management Plans (CEMP) and associated Delivery Work Plans (DWP) which will be required (by appropriate designation conditions) to be submitted as part of OPW applications and by suitable conditions applied to the designations. Management plans set out the method by which the standards and objectives stated in the conditions will be achieved. This will provide the necessary certainty and enforceability and opportunity for Council feedback prior to the finalising of the relevant documents. In addition where specific mitigation may be required for individual properties along the alignment this is stated in a condition. This approach has been sanctioned by the Environment Court and Boards of Inquiry for many past projects. It provides the necessary degree of flexibility in relation to projects of this nature given that it has not yet fully been designed. Having regard to property acquisition, Section 185 of the RMA enables directly affected landowners the ability to apply to the Environment Court for an order obliging the requiring authority (AT) to acquire the necessary interest in the affected property either by purchasing or lease of all or part of the land. The Public Works Act sets in place

17 vi a compensation process. This process has been explained in detail during public open days and affected properties will also receive a letter setting out their rights under the RMA and the Public Works Act. Technical assessments have been prepared in support of the NoRs which identify the following adverse effects that will need to be avoided, remedied or mitigated: - Potential social impacts for example disruption to communities; - The removal of native and exotic trees; - Noise and vibration emissions during construction and subsequent operation; - Potential construction and operation effects on air quality; - Potential amenity affects arising from built structures (retaining walls, bridges etc.); - Landscape effects; - Traffic delays during construction; - During construction, potential residential property access delays; - Impacts on existing utility services; - Increase in impermeable surface and consequent stormwater runoff could result in pollutants and loose material entering watercourses; - Potential effects on ecology; - Potential effects on archaeological remains; - Loss of open space/parkland - Potential effects on cultural values; and - The disturbance and or removal of potentially contaminated land. Set out below is a summary of the Construction Environmental Management Plans (CEMPs) and associated Delivery Work Plans (DWPs) required by the proposed designation conditions together with their stated objectives which through their implementation will avoid remedy or mitigate adverse environmental effects. The overarching objective of the CEMP and DWPs is to so far as is reasonably practicable, avoid, remedy or mitigate any adverse effects (including cumulative effects) associated with the Redoubt Road Mill Road Corridor Project. All works must be carried out in accordance with the CEMP, and the DWPs required by the proposed designation conditions. The CEMP and DWPs are required to be complied with and monitored by the Requiring Authority throughout the duration of construction of the Redoubt Road-Mill Road corridor project. Construction Environmental Management Plan (CEMP) The CEMP will be prepared prior to construction commencing and will be implemented during construction. The objective of this plan is to ensure any adverse construction related effects are appropriately avoided, remedied or mitigated. Communication and Consultation Plan The proposed designation conditions require preparation of a Communication and Consultation Plan. The objective of the Communication and Consultation Plan is to set out a framework to ensure appropriate communication and consultation is undertaken with the community, stakeholders, affected parties and affected in proximity parties during the construction of the Redoubt Road-Mill Road corridor project. General Transport, Access and Parking DWP The proposed designation conditions require preparation of a Transport, Access and Parking DWP. The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access.

18 vii Construction Noise and Vibration DWP A Construction Noise and Vibration DWP is required to be prepared by as a proposed designation condition. The objective of the Construction Noise and Vibration DWP is to provide a framework for the development and implementation of identified best practicable option to avoid, remedy or mitigate the adverse effects of noise and vibration resulting from construction. Historic Heritage DWP The proposed designation conditions require preparation of a Historic Heritage DWP. The objective of the Built Heritage section is to avoid, remedy or mitigate adverse effects on built heritage as far as reasonably practicable. The objective of the Archaeology section of the Historic Heritage DWP is to avoid, remedy or mitigate adverse effects on archaeological remains during construction, as far as reasonably practicable. Urban Design and Landscape DWP The proposed designation conditions require preparation of an Urban Design and Landscape DWP. The objective of the Urban Design and Landscape DWP is to enable the integration of the Redoubt Road-Mill Road Corridor Project s permanent works into the surrounding landscape and urban design context. The Urban Design and Landscape DWP will ensure that the areas within the designation footprint used during the construction of the Mill Road Corridor Project are restored and the permanent works associated with the Redoubt Road-Mill Road Corridor Project are developed in accordance with urban design principles. The principles from the Urban Design and Landscape study submitted as part of the Notice of Requirement documents will be used to inform the Urban Design and Landscape DWP. Contamination DWP A Contamination DWP is required to be prepared under the proposed designation conditions. The objective of the Contamination DWP is to avoid, remedy or mitigate the adverse effects of construction on human health which may result from the disturbance of contaminated materials during construction. Air Quality DWP An Air Quality DWP is required to be prepared by the proposed designation conditions. The objective of the Air Quality DWP is to detail the best practicable option to avoid dust and odour nuisance being caused by construction works and to remedy any such effects should they occur. Property Management Strategy The Requiring Authority is required by the proposed designation conditions to prepare a Property Management Strategy. The purpose of the Strategy is to set out how the Requiring Authority will ensure the properties acquired for the are appropriately managed so they do not deteriorate and adversely affect adjoining properties and the surrounding area. Social Impact and Business Disruption DWP The proposed designation conditions require AT to prepare a Social Impact and Business Disruption DWP. The objective of the Social Impact and Business Disruption DWP is to avoid, remedy or mitigate the adverse effects arising from disruption to businesses, residents and community services/facilities so far as reasonably practicable. Ecological Management and Restoration DWP The proposed designation conditions require that prior to the commencement of construction, AT submit an Ecological Management and Restoration DWP. The objective of the Ecological Management and Restoration DWP is to avoid, remedy or mitigate the adverse effects arising from loss of biodiversity values or natural habitat along the corridor as a result of its construction and operation. Through implementation of the CEMP and DWPs, careful design and other various mitigation measures such as construction and operational standards set out in the proposed designation conditions, the adverse effects can be adequately avoided, remedied or mitigated. In particular, the following key avoidance, remedy and mitigation measures are proposed as part of the suite of conditions: - Noise and vibration emissions during construction will be managed by developing and implementing a construction Noise & Vibration DWP, to minimise and otherwise manage the potential effects of construction works on owners and occupiers in proximity to the Redoubt Road-Mill Road corridor project;

19 viii - Operational noise and vibration will be mitigated by measures such as specifying appropriate roading surfaces and remedial building solutions; - Undertaking and maintaining communication with those directly affected, affected in proximity, and the wider community through implementation of the Communication and Consultation Plan (CCP) which is developed under the Environmental Management Plan (CEMP); - Where utility services are affected these are to be relocated and/or protection works undertaken (in consultation with the utility service provider); - A Transport, Access and Parking DWP will be prepared to minimise and manage disruption to traffic flows both along the corridor and to businesses and community facilities during construction works ; - The management of potentially contaminated soil through preparation of a Contamination DWP and Contamination Validation Report; - A high quality landscape will be achieved via implementation of a Urban Design and Landscape DWP; - The management of dust through the development and implementation of the Air Quality DWP; - Protocols to manage works relating to discoveries of archaeological, heritage or cultural value will be managed via implementation of a Historic Heritage DWP; and - Undertaking on-going consultation with Iwi and other stakeholders. Policy Framework Section 171(1) (a) of the RMA requires an assessment of an NoR against the relevant provisions of any policy statement or plan. A detailed assessment against the various policy layers is attached as Appendix V to the AEE and summarised in section 13 of this AEE. Overall the assessment of the project against the relevant provisions of the RMA, including Part 2 and Policy Statements and plans concludes that the project is consistent with the policy environment. In particular, the need to upgrade the corridor recognising its current substandard geometry and planned growth in the southern region is identified in the Auckland District Plan (Manukau Section) which records at Chapter 8: Transportation, Appendix 1 page 87: Redoubt Road has district urban arterial status. The remainder of the Redoubt Road-Mill Road route through to the District Boundary is a two lane rural arterial with sub-standard geometry. A transportation study is being undertaken to establish the specific details of a future multimodal link based on these two roads. This new link will provide capacity for future traffic growth in the corridor which will be generated by planned development in Flatbush to the north and in Takanini/Papakura in the south. Once the preferred scheme is selected, land requirements for its implementation will be protected by designations and indicated accordingly on the planning maps. Papakura District Council will be concurrently protecting land requirements for that part of the route which will lie within its jurisdiction. The Redoubt Road Mill Road corridor is included on Map 13.2 of the Auckland Plan (Auckland s Priority Transport Projects ( )) as a priority network improvement. The Auckland Plan considers that the suite of projects shown on Map 13.2 are crucial for Auckland s future and are designed to move people, goods and services around into and out of the region efficiently, without compromising the liveability of Auckland or reducing its environmental quality. The Proposed Auckland Unitary Plan (PAUP) recognises that Auckland s significant infrastructure such as the transport network needs substantial investment to meet increasing demand caused by growth and higher environmental standards, particularly in relation to water quality. In addition, it notes that the timing, location and funding of new upgrades to infrastructure (including transport infrastructure) will influence where and when new communities are established and whether or when new communities can grow. In this regard, traffic modelling has identified that the Mill Road corridor between State Highway 1 and Ranfurly Road reaches a level of unsatisfactory congestion during the morning traffic peak between 2020 and This will most likely result in trips being redistributed onto the surrounding road network due to unreliable or unreasonable travel times. The introduction of Future Urban zoned land between Mill Road and Porchester Road and between Papakura and Drury means that the corridor could possibly be congested as early as

20 ix The PAUP notes that: The provision of effective, efficient and safe transport infrastructure and services are critical to Auckland and to the country. The infrastructure itself and the work required to operate, maintain and when necessary improve its performance should be provided for and protected from reverse sensitivity effects. Upgrading the Mill Road corridor therefore gives effect to the overarching strategic policy framework which recognises the need to upgrade the corridor in order to accommodate planned growth and that a well performing transportation network is critical in securing Auckland s future. Summary The Project offers significant transportation and health and safety benefits to both road users and the community, through improved travel time and travel reliability, improvements in traffic safety, landscape and urban design improvements, improvements in stormwater quality and improved multi modal capacity via the provision of bus priority measures, cycleways and footpaths. The corridor alignment has been carefully chosen to avoid, remedy and mitigate adverse environmental effects. However, the works will have some residual environmental effects in relation to property, social effects, construction effects, tree removal, ecology and visual impacts. In relation to ecological effects, significant adverse ecological affects have been avoided through the use of bridges rather than filling gullies and the appropriate positioning of the bridge at 38 Mill Road to avoid a significant stands of native trees. Implementation of the proposed mitigation measures such as additional native planting within NoR 3 reduces ecological effects from moderate to being minor. The project will also initially have an adverse social impact on the community. In some instances these effects are initially significant particularly in terms of increased community anxiety due to the prolonged planning process, stress on property owners due to property acquisition and land use change. Over time and through the implementation of proposed mitigation measures these effects reduce to moderate or minor. In most circumstances the effects will be temporary and will occur during the planning and construction phases. Negative impacts to community health and wellbeing are primarily related to the planning and construction phases of the project. The most significant negative impacts are likely to be felt by landowners who have partial or whole property acquisition. High levels of stress and anxiety have been observed during the planning phase, with certainty and timeframes for acquisition the key issues of concern. Construction noise and associated effects will also have a temporary and moderately negative impact on residents and businesses in proximity to the physical works. It is considered that via the implementation of the appropriate mitigation measures such as the Social and Business Disruption DWP, the adverse social effects can be mitigated so that the residual effect is either moderate or minor. Having regard to property acquisition, Section 185 of the RMA enables directly affected landowners the ability to apply to the Environment Court for an order obliging the requiring authority (AT) to acquire the necessary interest in the affected property either by purchasing or lease of all or part of the land. The Public Works Act sets in place a compensation process. This process has been explained in detail during public open days and affected properties will also receive a letter setting out their rights under the RMA and the Public Works Act. Overall the adverse effects arising from the project can be managed so they are minor to moderate. In all circumstances, where effects cannot be avoided or remedied, appropriate mitigation has been identified. As set out above, these residual effects will be managed under the proposed designation conditions and EMF via objectives, standards, and a combination of management plans (CEMP and associated DWPs) which will be required (by appropriate designation conditions) to be submitted as part of the OPW process. The Redoubt Road-Mill Road corridor project will generate a number of significant long term positive benefits. Taking into consideration the positive benefits of the project and proposed mitigation of adverse effects, it is my opinion that the project achieves its objectives and the purpose and principles of the RMA.

21 Section 1.0 Introduction

22 1 1.0 Introduction 1.1 Purpose of AEE This AEE has been prepared by AECOM to support the Notices of Requirement (NoRs) (3) served by AT on Auckland Council pursuant to s168 (2) (a) of the Resource Management Act 1991 (RMA). Under section 47 of the Local Government (Auckland Council) Act 2009, AT is a requiring authority for the following purposes: a) constructing or operating or proposing to construct or operate roads in relation to the Auckland transport system; and b) the carrying out of an activity or a proposed activity (other than an activity described in paragraph (a)) in relation to the Auckland transport system for which it or the Auckland Council has financial responsibility. AT is a network utility operator under section 167 of the RMA. Section 168(2)(a) of the RMA states: 2) A requiring authority for the purposes approved under section 167 may at any time give notice in the prescribed form to a territorial authority of its requirement for a designation a) for a project or work. The purpose of the NoRs, once confirmed, will be to designate land for the construction, operation, maintenance and improvement of that part of the - Redoubt Road - Mill Road corridor between the SH1 on and off ramps terminating north of the Mill Road/Popes Road intersection. This section of the corridor is an 8.9 km arterial route between Redoubt Road in Manukau and Mill Road in Alfriston. The overall corridor provides an arterial road connection east of SH1 between Manukau, Papakura, Takanini and Drury. The corridor area commences at the SH1 on and off ramps on Redoubt Road and runs east then south along Redoubt Road to the Mill Road intersection. From here, the corridor continues south along Mill Road, concluding just south of Alfriston Road near Popes Road. Two side roads are also included within the project, Murphys Road between Redoubt Road and Flat Bush School Road (1.8km) and Hollyford Drive north of Redoubt Road (0.2km). Further strategic studies on the remainder of the corridor are scheduled for Figure 1.1 below shows the extent of the Redoubt Road to Mill Road corridor that is included in the NoR applications. The application is divided into three NoRs (NoRs 1, 2 and 3) which are being lodged concurrently.

23 2 Figure 1.1 Extent of Corridor subject to NoR Applications The extent of works included in each NoR is described in detail in Section 6.6 of this AEE. The NoR forms and associated Land Requirement Plans and Schedule of Directly Affected Parties (relating to the land requirement plans) are contained in Volume 1 of the documentation set. Set out below is a table listing the complete set of documentation that form the NoRs:

24 3 Table 1.1 Documents Prepared for the NoR Applications Volume Volume 1 Volume 2 Volume 3 Contents Guide to Lodgement Documentation NoR Form(s) Schedule of Affected Properties Land Requirement Plans Assessment of Environmental Effects Associated Technical Assessments: - Scheme Assessment Report - Urban Design and Landscape Study - Consultation Report - Maori Values Assessments - Cultural Values Assessment - Air Quality Assessment - Noise and Vibration Assessment - Contaminated Land Assessment - Geotechnical Assessment - Ecology Assessment - Archaeology Assessment - Social Impact Assessment - Landscape and Visual Effects Assessment - Arboricultural Assessment - Integrated Transport Assessment - Preliminary Design Report - Policy Assessment - Recreation Effects Assessment Drawings Showing Designation Footprint and Cross sections This AEE has been prepared to support the NoRs and does not specifically address matters for which resource consent would be required under sections 9, 14 and 15 of the RMA. Resource consent under these sections of the Act will be obtained in the future once the NoRs have been confirmed and detailed design has been completed. AT proposes designation lapse periods of 10 years for NoR 1 and 15 years for NoRs 2 and 3 pursuant to Section 184 of the RMA. The lapse periods provide time for AT to undertake further detailed design, to negotiate and acquire (where necessary) any property to give effect to the works and to provide enough time for the construction of the corridor. Justification for the extended lapse periods and differing lapse periods is set out in section 8.1 of this AEE. The route designation will ensure that the land required for the corridor is clearly delineated in the District Plan to provide the local community and affected landowners with certainty as to the general nature and location of the project. This report has been prepared in accordance with the Fourth Schedule and section 168 (2)(a) of the Resource Management Act and describes the proposal, assesses its environmental effects, and measures it against the relevant provisions of the applicable district, regional and national planning documents.

25 Section 2.0 Background

26 4 2.0 Background 2.1 Previous Investigations There have been a number of previous planning studies conducted for the Redoubt Road - Mill Road corridor as a result of predicted growth, as follows: - Southern Sector Strategic Transport Study, Ormiston Road to Redoubt Road, Hollyford Drive to Ronwood Avenue Study, Manukau City Council Mill Road Corridor Study, 2011 Southern Sector Strategic Transport Study, 2004 The Southern Sector Strategic Transport Study commenced in 2004 and was a collaborative project involving the former Franklin District Council, Papakura District Council, Manukau City Council, Transit New Zealand, Auckland Regional Transport Authority and the Auckland Regional Council. The study identified the strategic transport network development implications of the land use development pattern envisaged for the southern part of the Auckland Region as detailed in the Southern Sector Agreement signed by the Auckland Regional Council, Franklin District Council, Papakura District Council and Manukau City Council. The study noted that the Mill Road corridor will play an increasingly important role for north/south traffic to the east of the motorway. It recommended that the Mill Road route between Drury, Papakura and Manukau/Flatbush needed to be upgraded and that the form of the upgrade should be examined further as part of a corridor study. The study recommended that Manukau City and Papakura District undertake corridor studies between Flat Bush and Papakura and possibly to Drury. Following on from the Southern Sector Strategic Transport Study, additional studies were advanced by the former Papakura District Council and Manukau District Council. These studies identified options to address the increasing pressures on the existing and adjacent routes, particularly due to the planned economic growth in Flat Bush, Takanini and Papakura. A brief summary of these previous studies is set out below: Ormiston Road to Redoubt Road, 2010 This study was a Quality Transit Network (QTN) Scheme Assessment relating to a 3.2km route of which Hollyford Drive forms the most southerly section. Two options were evaluated, though the Hollyford Drive section (0.5km) is only referred to as a single solution and comprises: - Hollyford Drive widening from two lanes to four lanes - Adding bus priority to the existing signalled intersection with Redoubt Road - Signalising the Hollyford Drive/Aspiring Avenue intersection and adding bus priority The intersection of Hollyford Drive and Redoubt Road was also assessed with the preferred option shown below.

27 5 Figure 2.1 Hollyford Drive/Redoubt Road preferred scheme The following was proposed at the intersection: - The southbound approach increases from 3 to 4 lanes to permit a bus-only right turn lane - A land take off Everglade Drive to permit safe through movements in the northbound direction due to the effect of the widened southbound approach - A virtual bus lane on Aspiring Avenue with a left lane longer than the longest forecast through traffic queue (60m) Hollyford Drive to Ronwood Avenue Study, 2011 This study covered the western end of the Redoubt Road-Mill Road corridor. Amongst the problems highlighted were poor facilities for cyclists and pedestrians, excessive delays for buses and general congestion becoming increasingly worse due to planned residential and economic growth. Along Redoubt Road the scheme proposed the following: - Widening and land acquisition to the south of the existing alignment with the northern kerbline generally on the same alignment - Additional eastbound lane - Cycle lanes on both sides - Pedestrian crossing improvements Figure 2.2 Preferred option for Redoubt Road Manukau City Council Mill Road Corridor Study, 2011 This study evaluated the majority of the corridor of interest from west of the Murphys Road intersection with Redoubt Road to Ranfurly Road. The study considered ten separate options for the Redoubt Road / Mill Road corridor and four options for Murphys Road, which were shortlisted to three and two respectively and refined at a

28 6 scheme workshop. These five options (three for Mill Road and two for Murphys Road) were assessed in terms of their ecological effects by Kessels & Associates in The proposed arterial route option for the corridor was the Option D alternative which had the following characteristics: - Deviation from the existing alignment allowing off-line construction with minimum interference to existing traffic; - Enabled Redoubt Road and Mill Road to be retained as local service roads, although this resulted in more green field impacts; - Connections between the existing and new roads by traffic signal intersections; - A narrower cross section was possible through a reduced need to include property access; - Possibly restricting cyclists to using local service roads; and - Allowing a flush median to be possible due to the lack of direct property access. The preferred Murphys Road option was Option K which had the following characteristics: - It deviated from the current alignment to follow a spur to the west up to a new intersection with Redoubt Road located 50m west of the existing intersection - Enabled the new arterial to be built with minimum interference to existing traffic - The new intersection was proposed to be at-grade to link Redoubt Road and Murphys Road and provided pedestrian connectivity Figure 2.3 Preferred Alignment for Corridor (Option D and K Alternatives) Papakura District Council Mill Road Corridor Study, 2010 This study was a Scheme Assessment report concerning the feasibility of improving Mill Road between the Ranfurly Road intersection southwards for 1.3km including the junction with Alfriston Road. Two main options were considered combined with two sub-options at the Alfriston/Mill Road intersection. Option 2 involved a dual roundabout at Alfriston Road, with the following characteristics: - A favourable impact on the school and individual dwellings; - Manages traffic during congestion; - A dedicated drop-off/pick up area for the school and adjacent public amenities within the unused section of Mill Road. A composite of the four preferred options from the previous studies has been prepared and is shown in Figure 2.4 below. This composite was used as the basis for the AECOM Scheme Assessment and evaluated further to identify a preliminary option.

29 7 Figure 2.4 Composite of the Four Preferred Options All of the above studies were reviewed and the findings carefully considered as part of the preparation of the Scheme Assessment report (SAR) prepared by AECOM to select a preferred corridor alignment. A copy of the SAR is contained in Appendix A.

30 Section 3.0 The Need for the Redoubt Road Mill Road Corridor Project

31 8 3.0 The need for the Redoubt Road Mill Road Corridor Project 3.1 Problem Description The purpose of this section is to describe both the current physical and strategic challenges faced by the Redoubt Road-Mill Road corridor. Mill Road extends from Redoubt Road within Manukau City in the north, to Cosgrave Road to the south. However, the extent of the corridor that Mill Road gives its name to goes well beyond that and is identified in the Regional Arterial Road Plan (February 2009) as a proposed regional arterial connection between Flat Bush/ Manukau and Papakura/ Drury (refer figure 3.1 below). Figure 3.1 Strategic Network and Regional Arterial Network reproduced from the Regional Arterial Road Plan Mill Road Corridor

32 9 The Southern Sector Strategic Transport Study (2006) (the study) examined the transport issues to be faced by Auckland s Southern Sector, as a result of anticipated growth. As part of the study it examined the following components of the southern strategic roading network: - State Highway 1 (SH1); - Great South Road (GSR); - The Mill Road corridor; - Porchester Road and other local arterial roads. Deficiencies in Auckland s Southern Sector noted in the study included: - The Southern Motorway (SH1), both in terms of the number of lanes from north of Takanini to Drury and the pressure on a number of interchanges; - The lack of a strategic alternative to the Southern Motorway and the low number of north south routes; - Conflicts along Great South Road, where it seeks to provide both a strategic north-south route, while at the same time passing through a number of growth centres. In these centres the study noted that consideration was required of the needs of pedestrian/cycle activity, and to the needs of traffic (especially buses) serving the rail stations; - A lack of arterial capacity serving key growth centres, such as Takanini. The study considered an improvement to the Mill Road Corridor as part of the solution to accommodating northsouth movements in the region. The study found that the Mill Road route also offered some modest relief to the Southern Motorway. The study also recommended that: - Transit (now NZTA) include proposals to upgrade the Southern Motorway in its 10 year plan including six laning to Drury and future interchange proposals; - New road corridors must, where practical provide for passenger transport facilities. A risk for the Region was also identified in the study as there are only two north south roads; SH1 and Great South Road. An alternative route during an emergency situation was noted as a critical requirement in the study. The study noted that the impact of a closure on SH1 would be widespread not just in terms of the effect of traffic through Papakura but also the Auckland and Waikato regions. This NoR application relates to the northern section of the Mill Road corridor (referred to as the Redoubt Road-Mill Road corridor in this AEE). This section of the corridor is approximately 8.9km in length (as shown at Figure 1.1) and commences at the State Highway 1 (SH1) on and off ramps terminating just north of the Mill Road/Popes Road intersection. The southern section of the corridor has previously been investigated and a corridor management plan was prepared in 2010 by the former Papakura District Council 2. This section of the corridor will be subject to further investigation in terms of potential alignment options by AT which are currently scheduled for Being a significant component of the overall corridor, the northern section (the subject of this NoR application) is subject to increasing pressure due to growth and traffic loading from commuter traffic as identified in the Study. This is expected to become more acute over time as the Flat Bush, Takanini and Drury growth areas develop. Given the significant growth anticipated in the vicinity of this section of the corridor (Takanini, Flatbush) along with traffic safety concerns and lack of multi modal capacity, the NoR application is required as a standalone project rather than being reliant on additional growth anticipated in the southern section of the Mill Road corridor that only adds to the need., Crash analysis of this section of the corridor indicates a significant safety issue, with four fatal crashes over the 5 year period The corridor is considered ill equipped to provide adequate pedestrian and cycling facilities along certain sections due to the narrow carriage and substandard road alignment. Provision for public transport is also inadequate. There are also no bus priority measures currently in the corridor. The problems faced by the corridor as set in the ITA can be summarised as: 2 GHD Papakura District Council Mill Road Corridor Study-Corridor Management Plan 3 AECOM Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 12 (Appendix T of AEE)

33 10 - Lack of Corridor Capacity and Network Resilience Corridor capacity will be exceeded as the land use growth in the sub region places more traffic on the infrastructure. Peak hour congestion is forecast to grow and in the medium to long term demand will exceed capacity of the current route with significantly slower travel speeds and higher levels of congestion. Traffic modelling has identified that the Mill Road corridor between State Highway 1 and Ranfurly Road reaches a level of unsatisfactory congestion during the morning traffic peak between 2020 and This will most likely result in trips being redistributed onto the surrounding road network due to unreliable or unreasonable travel times. The introduction of Future Urban zoned land between Mill Road and Porchester Road and between Papakura and Drury means that the corridor could possibly be congested as early as The Redoubt Road Mill Road corridor can also provide an alternative route to SH1 south of the SH20 Western Ring Route in times of high demand or emergencies. This is consistent with the one network approach whereby the entire transport network (being national and local networks) will only be efficient and resilient when they are fully integrated as a single network regardless of who is responsible for managing sections of the network. The current corridor is substandard and would struggle to cope should it be called upon to act as a reliable, viable alternative route to SH1. Traffic analysis 5 indicates that the improvements of each corridor are complimentary rather than competitive. The Redoubt Road-Mill road corridor will serve local land use growth consistent with the Auckland Plan and Proposed Unitary Plan and a movement function between emerging metropolitan centres. The function of SH1 is to move sub regional and inter regional traffic. Optimum benefits can only be achieved by upgrading both corridors. - Lack of Adequate Pedestrian and Cycling Facilities The current lack of pedestrian and cycling facilities along various sections of the route due to the narrow carriageway and lack of off-road cycle paths, combined with the substandard road alignment and high speeds will increasingly become a safety and connectivity problem for non-vehicle modes. - Poor Public Transport Facilities The public transport pressures are forecast to increase with higher levels of demand and patronage as the residential areas develop to their planned limits. There are currently no bus priority measures within the corridor which impacts on timetable reliability. - Substandard Geometric alignments The horizontal and vertical alignment especially along the rural sections will continue to be substandard for the intended arterial function of the corridor, with a narrow carriageway that does not include sufficient space for the forecast traffic flows, cycle facilities, public transport facilities, and pedestrian facilities. - Road Safety The current poor safety record will continue to worsen as exposure through increased traffic flows is likely to lead to higher numbers of crashes. Four fatal crashes have occurred in the period and will worsen over time with more traffic. Increased flows through intersections will also lead to higher numbers of crashes if these intersections are not upgraded. - Misalignment with the strategic policy environment The need to upgrade the corridor is noted in the Auckland District Plan (Manukau Section) and the Auckland Plan. The corridor is shown as forming part of the proposed Regional Arterial Network in the Auckland Regional Policy Statement. 4 AECOM Integrated Transport Assessment. Prepared for Auckland Transport by AECOM. Page 41 (Appendix T of AEE) 5 The regional effects of the project were captured in the ITA through outputs provided by the Auckland Regional Transport (ART) model which were then applied to a more detailed sub-regional model known as the S3M SATURN model. The S3M SATURN model was developed specifically for the assessment of transport projects in the southern sector to ensure consistency amongst evaluations of different projects.

34 11 The problems experienced on the corridor are set out in more detail below: Corridor Capacity As noted in the ITA, the land use growth in Flat Bush, Takanini and Papakura combined with decreasing levels of service on alternative north-south routes such as SH1 and the Great South Road has led to significant traffic growth on this corridor, which has not been matched by improvements in route quality and capacity. The limited corridor capacity results in peak hour congestion, especially at the Redoubt Road / Hollyford Road intersection as well as at the connecting side roads. Analysis carried out as part of the Southern Sector Strategic Transport Study indicates that in the medium to long term, demand will exceed capacity of the current route. The S3M forecasts for the corridor in 2026 and 2041 are shown in Table 3.1 below and represent midblock annual average daily traffic (AADT) in total vehicles per day. Table 3.1 Location Future Traffic Flows Compared to Current Flows (vpd) Current AADT Future AADT Redoubt Road East of SH1 22,000 34,000 36,500 Redoubt Road East of Hollyford Dr 10,000 22,000 25,500 Mill Rd South of Redoubt Rd 13,500 24,500 28,500 Mill Rd North of Alfriston Rd 9,000 17,000 23,000 Mill Rd South of Alfriston Rd 11,000 19,500 25,000 Murphy s Rd North of Redoubt Rd 10,500 22,500 24,500 Source: Southern Strategic Saturn Traffic Model The ITA considers that planned improvements on the State Highway network do not negate the need for the corridor upgrade. Improvements of each corridor are complimentary rather than competitive. The Redoubt Road- Mill road corridor will serve local land use growth consistent with the Auckland Plan and Proposed Unitary Plan and a movement function between emerging metropolitan centres. The function of SH1 is to move sub regional and inter regional traffic. Optimum benefits can only be achieved by upgrading both corridors. The Auckland Plan is the long-term strategy to guide Auckland s future growth over the next 30 years. The Plan was adopted by Auckland Council s governing body on 29 March Based on growth estimates the Plan expects Auckland s population to grow by 1 million people over the next thirty years. The Auckland Plan expects that most growth will be accommodated in a quality compact urban form via intensification in pre-existing urban areas that prevents excessive expansion into the rural hinterland. Most growth will be focused on centres and urban corridors. The future form will comprise a network of centres (and their walkable catchments) connected by transport corridors which will accommodate a sizable proportion of the housing and employment growth.

35 12 Figure 3.2 reproduced from the Auckland Plan shows the extent of operative and planned urban development land in Manukau, Papakura and Takanini. Manukau City Centre, Botany Centre and Papakura all of which are in proximity to the corridor, are defined as Metropolitan Centres in the Auckland Plan. Metropolitan Centres are expected to be major social, economic and high density residential hubs supported by high frequency public transport. Notwithstanding high quality public transport networks, these centres are expected to become high traffic generators over the next 30 years. The road corridor also falls within the Auckland Plan Southern Initiative (refer Figure 3.1). This is one of two significant initiatives in the Plan, the other being the transformation of the City Centre. The purpose of the Southern Initiative is to plan and deliver a long term programme of coordinated investment and actions to bring about social, economic and physical change. As a result of Council s desire to grow business and jobs within the initiative area it is likely that travel demand will increase within the corridor.

36 13 Figure 3.2 Extent of Operative and Planned Urban Development Land in Manukau, Papakura and Takanini (Source: Auckland Plan) The Murphy s Road portion of the corridor sits within the Flat Bush Structure Plan area (refer Figure 3.3 below).

37 14 Figure 3.3 Flatbush Structure Plan (Source: Auckland District Plan (Manukau Section)) Murphy s Road

38 15 The Auckland Plan assigns town centre status to Flat Bush (re-named Ormiston in the Auckland Plan). It is considered to be market attractive in the Plan being a centre where there is strong market potential for growth, and which requires limited public sector support. Flat Bush is New Zealand s largest and most comprehensively planned new town centre. It s land area is approximately 1,700 hectares. It has approximately 20 hectares set aside for a town centre. The Structure Plan which is incorporated into the Auckland District Plan (Manukau Section) includes five neighbourhood centres and five schools. Development in Flat Bush is anticipated to be equivalent to that of a small to moderately sized city. Based on population growth forecasts, it is expected that development of the area will be substantially complete by 2025 and will have reached a population of approximately 40,000. Stage one of the Flat Bush development commenced in 2001 and approximately 70% of stage one is committed to development. There are approximately 12,000 residents currently living within completed development in Flatbush. Stage 2, which is being implemented via Plan Change 20 to the Manukau section of the Auckland District Plan, consists of 342 hectares of land currently shown as future development on Auckland District Plan (Manukau section) Planning Maps. This land is identified in the PAUP as having a mixture of urban residential zonings including Mixed Housing Suburban and more intensive Mixed Housing Urban and Terraced Housing and Apartment Zones. The land south of Murphys Bush is identified as Future Urban zone in the PAUP. The development of Flat Bush addresses intensification policies in the Auckland Regional Policy Statement, Proposed Auckland Unitary Plan and agreements (the Southern Sector Agreement) reached under the Auckland Regional Growth Strategy. The development strategy for Flat Bush provides a framework of zonings and plan provisions which is consistent with the outcomes sought in these regional plans. In May 2014 Stages 2 and 3 of the Flatbush Structure Plan Area were assigned as Special Housing Areas (refer Figure 3.4 below). The likely outcome is that development will be fast tracked within Stages 2 and 3 of the structure plan area.

39 16 Figure 3.4 Flatbush Special Housing Areas (Source: Auckland Council)

40 17 In relation to the southern end of the corridor, which falls within the former Papakura District, the Auckland Plan, Auckland Regional Growth Strategy and Southern Sector Agreements allocate considerable growth to the area in the form of new settlements in Takanini and Hingaia, as well as intensification around Papakura Town Centre and its associated urban area. The area is expected to accommodate a population in the vicinity of 94,000 by 2050, representing an increase of 135% (source: Auckland District Plan: Papakura Section). Takanini Structure Plan areas 6A/6B which is bounded by the Papakura Stream to the North, Porchester Road to the east, existing residential properties along Manuroa Road to the south and Takanini School Road to the west is operative via Plan Change 15 to the Auckland Council District Plan (Papakura Section). The Plan Change rezoned around 51 hectares of rural land to a combination of industrial (41.41 hectares), residential (5.04 hectares) and reserve (4.7 hectares). This structure plan area sits to the west of the southern section of the corridor project. To the south west of the road corridor the Drury South Structure Plan proposed the industrial zoning of 201 hectares supported by 22 hectares of commercial services development. The Structure Plan and industrial rezoning was put forward by the Stevenson Group Limited and was approved following a private Plan Change request (Plan Changes 12 and 38) to the Papakura and Franklin sections of the Auckland Council District Plan. The site is bounded by State Highway 1 in the west, the Drury Quarry and the Hunua foothills in the east and the rural areas of Fitzgerald Road in the North and Arimu Road in the south. The development enabled by the Plan Changes is anticipated to attract in the vicinity of 6,880 employees. The Plan Changes create the opportunity to connect with the Mill Road corridor (south of the project area) via a new north-south arterial through the site. Further growth is also anticipated in Clevedon Village, which is approximately 12km to the east of the Mill Road / Alfriston Road intersection. The Clevedon Village structure plan which is being implemented via Plan Change 32 to the Auckland District Plan (Manukau Section) anticipates an additional 600 dwellings establishing in the Clevedon village. This Plan Change is currently subject to Environment Court appeals. The PAUP introduces further growth potential in terms of both population and employment growth in the vicinity of the corridor: - Additional development areas in Drury, north of Paerata and south Pukekohe (approx. additional 55,000 population and 35,000 jobs by 2040) 6.Some of these areas have also been assigned as Special Housing Areas. - A Future Urban Zone located between Mill Road and Porchester Road covering an area of approximately 480 hectares. This could be developed with either commercial uses, residential or a combination of the two. Figure 3.5 below shows Future urban zoned areas (in yellow) in the vicinity of the corridor. It is understood that an additional Special Housing area may be announced on the eastern side of Mill Road, south of Ranfurly Road. 6 Note: This development area includes the Drury South Structure Plan area

41 18 Figure 3.5 Future Urban zones in the Vicinity of the Corridor (Source: PAUP) Thus due to the direction of regional planning documents, significant growth is anticipated within the vicinity of the corridor all of which is expected to occur within a 30 year planning horizon Poor Safety Record Crash analysis of the corridor indicates a significant traffic safety issue 7. The ITA notes that four fatal crashes have occurred between , which have occurred on both rural and urban sections. Three of these reported crashes were lost control type crashes. Nearly two thirds of all crashes occur in the vicinity of intersections, with a particularly high density of crashes between the SH1 ramps and Hollyford Drive. Using the Crash Analysis System (CAS) online database, crash data for the Mill-Redoubt Road corridor for the period shows there were 283 crashes in the defined period, with 89 of these causing injuries 8. The ITA considers that different characteristics along the corridor have resulted in a varied distribution of crash types and factors. The majority (68%) of crashes along the route were located along the urban area. The four fatal crashes are diagrammatically shown (and identified in red) in Figure 3.6. Three of these are a result of loss of control, and the other as a result of a crossing turning incident. There were 11 serious injury crashes on the corridor with 74 resulting in minor injuries. Figure 3.6 shows the crashes clustered by location. In addition to the high frequency of crashes near intersections (63%), there are significant hot-spots at curves in the road where crashes are common. In total 29% of all crashes are as a result of loss of control on bends in the road, with all of these crashes occurring in the rural or urban-rural interface of the corridor. A further 8% of crashes were as a result of losing control on straight sections of the road, again in the rural section of the corridor. 7 AECOM Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 12 (Appendix T of AEE) 8 AECOM Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 11 (Appendix T of AEE)

42 19 35% of all crashes were rear end / obstruction type crashes, most of which were located within the urban section of the corridor. Crossing / turning crashes accounted for 23% of crashes with many of these occurring in the urban section of the corridor, and a significant number at the Murphy s Road intersection. The major factors influencing crashes are poor observation (32%), failure to give way / stop (22%) and poor handling (22%). A further 12% of crashes were as a result of road factors. The ITA considers that time of day does not appear to be a significant factor in causing crashes, with 66% of crashes occurring in light or overcast conditions. Furthermore 35% of crashes occurred in wet or icy conditions, however, weather was only considered to be a factor in 4% of crashes. This indicates that weather is not a large influence on crashes within the corridor. Figure 3.6 Crash Locations There has been a consistent trend in the annual numbers of crashes which range between 51 and 63 crashes a year. As identified above, the corridor has a poor safety record which needs to be rectified Cyclist Facilities Despite the corridor forming part of the AT s Proposed Auckland Regional Cycle Network (refer Figure 3.7 below reproduced from the Auckland Plan), there are limited cycling opportunities along the current urban section between the SH1 on and off ramps and Murphys Road due to the narrow carriageway and lack of off-road cycle paths. South of Murphy s Road to Alfriston there are no formal cycle facilities, and the road alignment and high speeds makes for an unsafe journey for non-vehicle modes. Murphys Road is a critical link to Flat Bush and there are currently no cycle facilities on this section either.

43 20 Figure 3.7 Auckland s Regional Cycle Network Source: Auckland Plan Poor Public Transport Infrastructure The current provision of public transport facilities is not in keeping with the strategic hierarchy of the route, nor is it in keeping with the importance of the public transport link between Manukau and the eastern residential areas. The public transport pressures are forecast to increase with higher levels of demand and patronage as the residential areas develop to their planned limits. The current corridor is ill equipped to enable the required upgrades to support quality public transport infrastructure Lack of Network Resilience Concerns have also existed for some time regarding a lack of resilience in the transport network in the southern part of the Auckland Region. A risk for the Region was identified in the Southern Sector Strategic Transport Study (2006) that there are only two north south roads; SH1 and Great South Road. An alternative route during an emergency situation was noted as a critical requirement in this study. The study noted that the impact of a closure on SH1 would be widespread not just in terms of the effect of traffic through Papakura but also the Auckland and Waikato regions. While SH1 is will remain the preferred north-south route, the Redoubt Road Mill Road corridor can provide an alternative route to SH1 south of the SH20 Western Ring Route in times of high demand or emergencies. The current corridor is substandard and would struggle should it be called upon to act as a reliable, viable alternative route to SH1.

44 Strategic Planning Documents The importance of upgrading the corridor is specifically recognised in both the Auckland District Plan (Manukau Section) and the Auckland Plan. In addition, the corridor is recognised as forming part of the Regional Arterial network in the Auckland Regional Policy Statement. A full analysis of the various policy layers applicable to the NoRs is included in Appendix V of this AEE. Auckland District Plan (Manukau Section) The need to upgrade the corridor recognising its substandard geometry and planned growth in the southern region is identified in the Auckland District Plan (Manukau Section) which records at Chapter 8: Transportation, Appendix 1 page 87: Redoubt Road has district urban arterial status. The remainder of the Redoubt Road-Mill Road route through to the District Boundary is a two lane rural arterial with sub-standard geometry. A transportation study is being undertaken to establish the specific details of a future multimodal link based on these two roads. This new link will provide capacity for future traffic growth in the corridor which will be generated by planned development in Flatbush to the north and in Takanini/Papakura in the south. Once the preferred scheme is selected, land requirements for its implementation will be protected by designations and indicated accordingly on the planning maps. Papakura District Council will be concurrently protecting land requirements for that part of the route which will lie within its jurisdiction. Auckland Regional Policy Statement The Redoubt Road-Mill Road corridor is shown in Appendix K of the Auckland Regional Policy Statement as forming part of the proposed Regional Arterial Road network being roads that link districts or urban areas within the region. Under the RMA, the NoRs must give effect to the Regional Policy Statement. Proposed Auckland Unitary Plan The Proposed Auckland Unitary Plan (PAUP) recognises that substantial investment is required for Auckland s infrastructure (including transportation infrastructure) to meet increasing demand caused by growth and higher environmental standards, particularly in relation to water quality. In addition, it notes that the timing, location and funding of new upgrades to infrastructure (including transport infrastructure) will influence where and when new communities are established and whether or when new communities can grow. As set out above, significant growth is anticipated in the PAUP in the land catchment serviced by the corridor. Traffic modelling has identified that the Mill Road corridor between State Highway 1 and Ranfurly Road reaches a level of unsatisfactory congestion during the morning traffic peak between 2020 and This will most likely result in trips being redistributed onto the surrounding road network due to unreliable or unreasonable travel times. The introduction of Future Urban zoned land between Mill Road and Porchester Road and between Papakura and Drury will exacerbate congestion meaning that the corridor could possibly be congested as early as The PAUP also notes that the impacts of land use on the operation and management of roads should be considered as part of delivering an efficient transport system. Well-designed transport systems service growth and development, and reinforce urban development patterns. In this regard, the project passes through a changing environment in terms of the impacts of current, proposed and potential development. The corridor through NoR 1 is largely urban. The corridor through NoR 2 is largely rural, but will become urbanised over time in response to zoning change in the Manukau District Plan and the PAUP and special provisions (such as the SHA). The corridor through NoR 3 is currently rural but will also become increasingly urbanised in response to future plan change potential on the western side (in response to the Future Urban Zone), while the eastern side looks to remain rural in nature although it is understood that a Special Hosing Area is being considered on the eastern side of Mill Road. South of NoR 3 the western side of the corridor is also zoned for change (Future Urban Zone) through to Papakura. The road corridor therefore needs to be designed to service this anticipated growth and demand. The PAUP recognises a key challenge as the increase in traffic that will be caused by population growth and, historically, decades of underinvestment in public and active mode transport networks (such as buses, trains, ferries, cycling and walking). It seeks to improve public transport options and connections along key transport corridors that will encourage commuters to use public transport. As set out in section above, the public transport pressures are forecast to increase in the vicinity of the corridor with higher levels of demand and patronage as the residential areas develop to their planned limits.

45 22 The current corridor does not support quality public transport infrastructure. The PAUP also notes that: The provision of effective, efficient and safe transport infrastructure and services are critical to Auckland and to the country. The infrastructure itself and the work required operating, maintaining and when necessary improve its performance should be provided for and protected from reverse sensitivity effects. Auckland Plan The Auckland Plan states at chapter 13, page 330 that transport is a critical shaper and enabler of Auckland s future. Realising the vision for Auckland requires substantial public sector investment in transport, to enable the development of an integrated system that provides effective choices for people and businesses. The Auckland Plan considers that the suite of projects shown on Map 13.2 (Figure 3.8 below) are crucial for Auckland s future and are designed to move people, goods and services around into and out of the region efficiently, without compromising the liveability of Auckland or reducing its environmental quality. The Redoubt Road Mill Road corridor is included on Map 13.2 of the Auckland Plan (Auckland s Priority Transport Projects ( )) as a priority network improvement. Upgrading the Mill Road corridor is therefore consistent with the overarching strategic policy framework which recognises the need to upgrade the corridor in order to accommodate planned growth and that a well performing transportation network is critical in securing Auckland s future. Figure 3.8 Map 13.2 Auckland s Priority Projects Source: Auckland Plan

46 Section 4.0 Auckland Transport Objectives and Project Objectives

47 AT Objectives and Project Objectives Introduction Section 171(c) of the RMA requires an assessment of whether the proposed works are reasonably necessary for achieving the objectives of the requiring authority which, in this instance, is AT. AT Objectives Section 39 of the Local Government (Auckland Council) Act 2009 sets out that the purpose of AT is to contribute to an effective and efficient land transport system to support Auckland s social, economic, environmental, and cultural well-being. AT s objectives are outlined in the Statement of Intent (SOI) The SOI presents AT s overarching outcome as Auckland s transport system is effective and efficient and provides for the region s social, economic, environmental and cultural wellbeing. Additionally AT is a council-controlled organisation. Section 59(1)(c) of the Local Government Act 2002 identifies that the principal objective of a council-controlled organisation is to exhibit a sense of social and environmental responsibility by having regard to the interests of the community in which it operates and by endeavouring to accommodate or encourage these when able to do so Project objectives The project objectives reflect AT s overarching responsibilities as per section 39 of the Local Government (Auckland Council) Act 2009 and its Statement of Intent (refer section above) and issues highlighted in previous strategic planning documents related to the corridor, in particular the Southern Sector Strategic Transport Study which noted that the Mill Road corridor will play an increasingly important role for north/south traffic to the east of the motorway. Following on from the Southern Sector Strategic Transport Study, additional studies were advanced by the former Papakura District Council and Manukau District Council. These studies identified options to address the increasing pressures on the existing and adjacent routes, particularly due to the planned economic growth in Flat Bush, Takanini and Papakura. These studies are commented on in more detail in Section 2 above. In addition the SAR for the corridor highlighted a number of additional problems with the corridor (for example safety) which have been addressed through the project objectives. These problems are set out in detail in section 3 of this AEE. The appropriateness of the project objectives have been tested and confirmed by AT through papers presented to the AT Board in early The specific objectives that apply to the project are listed below: Strategic Direction Auckland Plan - Overarching Objectives 1) Create Better Connections and Accessibility within Auckland a) Manage Auckland s transport as a single system. b) Integrate transport planning and investment with land use development. c) Prioritise and optimise investment across transport modes. Project Objectives 2) Improve transport access in the area of Manukau/Takanini/Papakura to support the growth identified within the Takanini Structure Plan area and wider southern growth area identified in the Auckland Plan a) Future proof road infrastructure to meet expected growth and demand. 3) Improve the efficiency, resilience and safety of the transport network between Manukau and Papakura a) Provide an alternate north/south corridor that improves network resilience by providing an alternative to route to State Highway 1. b) Provide an upgraded road corridor that addresses current and future network constraints identified on the transport network and improve journey time, frequency and reliability for road users. c) Provide an upgraded road corridor that improves safety for all road users.

48 24 4) Provide a sustainable transport solution that contributes positively to a liveable city a) Provide an upgraded road corridor which supports public transport infrastructure and services. b) Provide an upgraded road corridor which provides for walking and cycling connectivity to open spaces and community services. c) Provide an upgraded road corridor which supports access to local community facilities. The matters set out above are addressed in the sections of this report that follow. This AEE determines that the project is consistent with AT s overarching objectives outlined in the Statement of Intent (SOI) and the project specific objectives outlined above.

49 Section 5.0 Proposed Redoubt Road-Mill Road Corridor Designation Statutory Context

50 Proposed Redoubt Road-Mill Road Corridor Designation Statutory Context 5.1 The Purpose and Assessment of a Designation The statutory framework under the RMA sets out the process for seeking designation. The lodgement of the NORs by AT (as the requiring authority) is the first part of the statutory planning process for securing the necessary planning approvals required to protect, construct and operate the corridor. If confirmed, the NoRs will designate the corridor in the Auckland District Plan (Manukau and Papakura sections) 9. This provides certainty to directly affected landowners and occupiers, iwi, stakeholders (including network utility operators) and the community as to the extent and location of the corridor (for construction and operation) and the nature of any restrictions. Serving the NoR protects the corridor from other development which may hinder or prevent it being constructed or operated. The prescribed form for an NoR is set out in Form 18 of the Resource Management Regulations (Forms, Fees, and Procedure) The NoR forms in Volume 1 have been prepared in accordance with these regulations. Set out in Figure 5.1 below is a diagram showing the NoR process: 9 The Unitary Plan was notified in late September Once operative the Unitary Plan will replace the legacy District Plans prepared by the former District Councils.

51 26 Figure 5.1 Notice of Requirement Process

52 27 Schedule 1, Form 18 of the RMA requires every notice of requirement to incorporate the following: - The reasons why the designation is needed; - A description of the site in respect of which the requirement applies and the nature of the proposed public work, project or work, and any proposed restrictions; - The effects that the public work, project, or work will have on the environment, and the ways in which any adverse effects may be mitigated, and the extent to which alternative sites, routes and methods have been considered; - A statement of the consultation, if any, that the requiring authority has had with any persons likely to be affected by the designation, public work, project or work; and - A statement specifying all other resource consents that the requiring authority may need to obtain in respect of the activity to which the requirement relates, whether or not the requiring authority has applied for such consents. The Auckland District Plan (Manukau Section) information requirements for an NoR mirror Schedule 1, Form 18 of the RMA. The Auckland District Plan (Papakura Section) has no additional informational requirements beyond Schedule 1, Form 18 of the RMA. The Proposed Auckland Unitary Plan (PAUP) requires additional information beyond Schedule 1, Form 18 of the RMA to be included in a NoR. These additional requirements are set out below: 1) A fee for processing; 2) Sufficient information to understand the nature of the public, work, project or work, preferably including drawings or plans; 3) Details of current ownership of the land and the proposed land acquisition program; 4) The proposed sequence and timing of implementation of the public, work, project or work; 5) An assessment against the relevant provisions of any national policy statement, New Zealand coastal policy statement, regional policy statement, proposed regional policy statement, plan and proposed plan; 6) An assessment against any relevant non-statutory strategies or plan documents; and 7) An assessment of those parties considered to be affected by the NoR. These requirements have been addressed in the NoR documentation set as follows: 1) A lodgement fee cheque has been attached to the NoR applications; 2) Sufficient information (inclusive of a detailed (AEE)) has been provided in the NoR suite of documents to enable the Council to understand the nature of the project. The documentation set includes land requirement plans (Volume 1) and drawings showing the designation footprint and cross sections (Volume 3); 3) Details of the current ownership of land is set out in Volume 1 in a schedule of affected properties. A land acquisition programme will be completed once the designation is confirmed; 4) The sequence and timing for giving effect to NoRs 1, 2 and 3 are included in section 6.9 of the AEE; 5) A detailed assessment of the project area relative to Policy Statements, Regional and District Plans and Proposed Plans is attached as Appendix V to the AEE and summarised in section 11.0; and 6) An assessment against relevant non statutory documents (inclusive of the Auckland Plan) is included in the Policy Analysis at Appendix V. 7) An assessment of those parties considered affected by the project is set out in Section 9.0 of the AEE. Relevant assessments include: Section 10 sets out consultation that has occurred with stakeholders, the community and affected parties Section 11.4 addresses the impact of the NoRs on existing land uses Section 11.6 addresses construction traffic effects Section 11.7 addresses the management of air quality during construction

53 28 Section 11.8 addresses the management of construction and operational noise Section 11.9 addresses construction and operation vibration effects Section addresses management of contaminated land as it relates to human health Section addressees effects on cultural and heritage values Section addresses social impacts Section addresses cultural values 5.2 Territorial Authorities Consideration of a Requirement Pursuant to Section 171 (1A) and (1) of the RMA, when Auckland Council considers the requirement the Council must consider: 1A) When considering a requirement and any submissions received, a territorial authority must not have regard to trade competition or the effects of trade competition. 1) When considering a requirement and any submissions received, a territorial authority must, subject to part 2, consider the effects on the environment of allowing the requirement, having particular regard to a) Any relevant provisions of- A national policy statement; A New Zealand Coastal Policy Statement; A regional policy statement or proposed regional policy statement; A plan or proposed plan; and b) Whether adequate consideration has been given to alternative sites, routes, or methods of undertaking the work if- i) The requiring authority does not have an interest in the land sufficient for undertaking the work; or ii) It is likely that the work will have significant adverse effect on the environment; and c) Whether the work and designation are reasonably necessary for achieving the objectives of the requiring authority for which the designation is sought; and d) Any other matter the territorial authority considers reasonably necessary in order to make a recommendation on the requirement. The matters set out above are addressed in the sections of this report that follow. 5.3 Notification Under section 169(1) of the RMA if a territorial authority receives an NoR under section 168, the territorial authority must decide whether to notify the notice under sections 95 to 95F. As noted in Section 11 of this AEE, aspects of the effects of the works are more than minor. Consequentially AT requests that the application be notified under Section 169(1).

54 Section 6.0 Project and Area Description

55 Project and Area Description 6.1 Corridor Description As set out in section 3.0 of this AEE, the wider corridor begins at the Redoubt Road SH1 on and off ramps and ends in Papakura/ Drury. This NoR application relates to a 8.9km section of the broader Redoubt Road-Mill Road corridor. This 8.9km section commences at the SH1 on and off ramps on Redoubt Road running east then south along Redoubt Road to the Mill Road intersection. From here, the corridor continues south along Mill Road, concluding south of Alfriston Road near the intersection of Mill Road and Popes Road. Two side roads are also included within the NoR area, Murphys Road between Redoubt Road and Flat Bush School Road (1.8km) and Hollyford Drive North of Redoubt Road (0.2km). The application is divided into three NoRs (NoRs 1, 2 and 3) which are being served on the Council concurrently. A map displaying the extent of the corridor and the 3 NoRs is shown in Figure 6.1 below. An A3 plan of the corridor is contained in the drawings set in Volume 3 (drawing reference c-0011). The remaining (southern) section of the corridor has previously been investigated and a corridor management plan was prepared in 2010 by the former Papakura District Council 10. This section of the corridor will be subject to further investigation in terms of possible alignment options by AT. Further strategic studies are scheduled for Figure 6.1 Extent of Corridor subject to NoR Applications Set out below is a description of the corridor as it relates to each NoR section. NoR 1 Commencing at the SH1 Redoubt Road off ramps, NoR 1 includes the most urban section of the corridor. There is continuous development along this section of the corridor, consisting mainly of detached housing although on the southern side near the motorway on and off ramps there is a Church of Jesus Christ of Latter Day Saints (19 Redoubt Road) and a motel (21 Redoubt Road). This section of the road provides a direct link to the SH1 and 10 GHD Papakura District Council Mill Road Corridor Study-Corridor Management Plan

56 30 SH20 motorways and to Manukau City Centre. Southbound access to SH1 is not available from Te Irirangi Drive, this encourages traffic to move along this section of Redoubt Road to make use of the entry ramps there. Plate 1: State Highway interchange Plate 2: Church of Jesus Christ of Latter Day Saints

57 31 Between the motorway and Hollyford Drive many of the dwellings on the southern side of the road are accessed from private driveways or from cul-de-sacs. They do not face or have direct vehicular access to Redoubt Road. On the northern side of the road, most of the frontage buildings face the street and have direct vehicular access from it. There are a number of scoria retaining walls on this section of the corridor, in particular on the north-east corner of the Hollyford Drive and Redoubt Road intersection, with lower height walls elsewhere. Plate 3: Redoubt Road Hollyford Drive intersection in background NoR 2 NoR 2 commences east of the Hilltop Road/Redoubt Road intersection. This section of the road corridor becomes less formal, with swales replacing kerbs and channels and initially along the southern side of the road, it has a more rural landscape character. Scoria walls have been constructed along the front boundaries of some residential properties. Totara Park is a key landscape feature and provides a range of recreational activities including facilities for mountain bikers, horse riders as well as for walkers and dog walkers. The boundary to Totara Park, although fenced, provides open and distant views into the park and to the south. Park access is currently taken from Redoubt Road, diagonally opposite Alexia Place.

58 32 Plate 4: Totara Park Murphys Road provides a link from the main Redoubt Road / Mill Road corridor into Flat Bush and rural east Auckland. The southern section passes through land that will eventually be developed for mainly residential uses. The corridor passes through the Murphys Bush Reserve (which is to be extended to take in land on the eastern side of the road in addition to the current land to the west). Within the existing reserve are two scheduled heritage buildings; one of these has only recently been moved onto this land. Both are used for community uses. High voltage overhead lines pass over the road and are a very dominant feature in the area. Murphys Road currently has a rural character, although implementation of the Flatbush structure plan as anticipated in the Manukau District Plan and the PAUP will mean that land uses will transition to urban over time.

59 33 Plate 5: NoR 3 Murphys Road looking to the west NoR 3 commences south of the Murphys Road intersection and continues along Redoubt Road and then Mill Road. This section of the corridor passes through an area of undulating topography. In some parts there are areas of bush and other vegetation directly adjacent to the road and also areas of steep bank that limit views over surrounding land. Overall this section is more narrow and enclosed, although travelling southwards towards Ranfurly Road the land becomes more open and there are wider views. There are still some adjoining rural residential developments, although these tend to be large lots and buildings on them are not unduly dominant from the road. Other surrounding land is used as grazing.

60 34 Plate 6: Mill Road heading south (Watercare land to the left) Toward Ranfurly Road, this section of the road becomes flatter, more open and there are wider views, over open farmland to the east and towards the urban area westwards. Some rural residential development is present, although these tend to be large lots and buildings on them are not unduly dominant from the road. Other surrounding land is used as grazing. It is understood that a Special Housing area may be announced on the eastern side of Mill Road, south of Ranfurly Road. Alfriston School and a community hall are located on the southeastern corner of Alfriston and Mill Road. The corridor terminates north of the Popes Road/Mill Road intersection.

61 35 Plate 7: View from Alfriston Hall. Alfriston intersection in foreground 6.2 Landuse Profile The corridor fulfils a variety of functions. Redoubt Road/Mill Road and Murphys Road has District Arterial status in the Auckland Council District Plan (Manukau Section). Redoubt Road/Mill Road is also identified as having Future Regional Arterial status. That section of the corridor (from Ranfurly Road to just north of Popes Road) which falls under the Auckland Council District Plan (Papakura section) is assigned Local Road status. Under the PAUP the corridor forms part of the arterial road network. The corridor is shown as a Regional arterial route in the Auckland Plan. The route is also part of AT s Auckland Regional Cycle Network and notated on Map 13.3 of the Auckland Plan as a section of the regional cycle network. The corridor is shown in Appendix K of the Auckland Regional Policy Statement as forming part of the proposed Regional Arterial Road network being roads that link districts or urban areas within the region. Currently the corridor serves as predominantly a rural arterial providing access and mobility to the wider east Manukau area. At the western end of the route its function changes, becoming an urban arterial catering for a wide variety of land uses and a number of different modes including public transport, walking and cycling. Figure 6.2 below shows the land use profile in the area with the proposed corridor superimposed. The western end of Redoubt Road is zoned for residential use (Main Residential in the District Plan and Mixed Housing Suburban in the PAUP). As a result, land uses are predominantly medium density residential development. The exceptions are motels located at 21 Redoubt Road and 104 Redoubt Road and a Church of Jesus Christ of Latter Day Saints located at 19 Redoubt Road. The land use pattern then transitions to the east into lower density countryside living development (zoned Rural 3 and Flatbush Countryside Transition in the District Plan and Countryside Living in the PAUP). Totara Park, a significant public open space of approximately 216ha, adjoins the southern side of Redoubt Road. The park is zoned Open Space 2 in the District Plan and Public Open Space- Informal Recreation in the PAUP and has approximately 1.3km of road frontage. The Totara Park Equestrian centre is also located within the park at 251 Redoubt Road. The Murphys Road section of the alignment is about to undergo significant change. This section of the corridor sits within the Flat Bush Structure Plan area. Development in Flat Bush is anticipated to be equivalent to that of a small to moderately sized town. Based on population growth forecasts, it is expected that development of the area will be substantially complete by 2025 and will have reached a population of approximately 40,000. A

62 36 significant portion of Murphy s Road is zoned Future Urban in the District Plan and the PAUP in recognition of its future transition from rural to an urban environment. The Flat Bush Structure Plan shows land adjacent Murphy s Road as being re-zoned to residential. The top (southern end) of Murphys Road is zoned Flatbush Countryside Transition in the District Plan and Countryside Living in the PAUP and contains typical semi-rural lifestyle development. On the southern side of Redoubt Road, south east of Totara Park a pocket of Rural 3 (Countryside Living zone in the PAUP) zoned land extends from the equestrian centre to 300m south of the intersection of Mill and Redoubt Road. A sliver of Totara Park (zoned Open Space 1 in the District Plan and Open Space-Conservation in the PAUP) separates this Rural 3 zoned land from a pocket of Main Residential (Mixed Housing Suburban under the PAUP) zoned land with an approximate frontage of 300m to Mill Road. This residential enclave was extended up to the current Mill Road alignment under Plan Change 38 to the District Plan and is shown as such on the PAUP planning maps. Although this pocket of residentially zoned land has frontage to the current Mill Road alignment, access to this residential area is gained via Hill Road or Stratford Road (via Alfriston or Ranfurly Roads). From the southern edge of the Mixed Housing Urban zone to Ranfurly Road the land is zoned Rural 3 (Countryside Living in the PAUP). From the southern side of Ranfurly Road to the end of the corridor the land is zoned Rural under the District Plan (Papakura Section) and Future Urban in the PAUP. This zone is applied to land located on the periphery of existing urban areas within the rural urban boundary (the RUB). The council has determined this land is suitable for future urban development, which will negate the need for urban development outside of the RUB. The Future Urban zone is a transitional zone which provides for the land to be used for rural activities until it is able to be developed for urban activities, via the structure plan and plan change process. On the northern side of Mill Road, the Countryside Living zone terminates 300m south of the intersection of Mill Road and Redoubt Road. From here to the end of the corridor (north of Popes Road) the land is predominantly zoned Rural 1 (Mixed Rural in the PAUP) which provides for a mix of rural production and other rural-related activities. The Mixed Rural zone in the PAUP is assigned to sites which are generally smaller than in the Rural Production zone, and which are used for rural lifestyle development, tourism as well as rural activities. Alfriston School is situated on the corner of Mill Road and Alfriston Road at the southern end of the corridor area. Other schools close to the corridor area include Tyndale Park Christian School, Everglade school, Chapel Downs School, Redoubt North Primary School and Everglade Primary School PAUP Overlays The PAUP introduces a series of overlays several of which apply to the Redoubt Road Mill Road corridor. Overlays generally apply more restrictive provisions than the underlying PAUP zone, or Auckland-wide provisions (for example stormwater rules), but in some cases they can be more enabling. The overlays (most of which have immediate legal effect such as the Historic Heritage, Natural Heritage, Natural Resources and elements of the Built Environment overlay relating to air quality) which apply to the corridor (with the proposed corridor superimposed) are attached as Appendix W. Set out below is a brief summary of the overlays that apply to the corridor. Built Environment Overlays Ridgeline Protection Overlay A Ridgeline Protection Notation applies to land in NoR 2 and NoR 3 zoned Countryside Living and Mixed Rural. The PAUP ridgeline protection overlay mirrors the District Plan (Manukau section) sensitive ridgeline notation. The notation extends along the ridgeline and slopes either side of Redoubt Road with the exception being the Watercare reservoir site. The notation also extends over the ridgeline and upper slopes to the southern side of Mill Road. The overlay seeks to control the location and scale of buildings to ensure they do not protrude above or dominate the identified ridgelines when viewed from a public place. Sensitive Activity Restriction Overlay A Sensitive Activity Restriction overlay applies over Countryside Living zoned land to the east and south of Hilltop Road in NoR 1, to the east and south east of Murphys Road in NoRs 2 and 3 and to Mixed Housing Suburban and Countryside Living zoned land on the southern side of Mill Road down to Ranfurly Road in NoR 3.

63 37 The purpose of the overlay is to prevent activities sensitive to industrial air discharges from being intensified within the zone. This ensures that the reverse sensitivity problem is not exacerbated. The overlay is a policy overlay. It does not change the activity status of land use activities within the overlay area. It provides additional objectives and policies that must be considered when assessing a proposal for a resource consent or a plan change. Air Quality Overlay An Air Quality Transport Corridor Separation applies to NoR 1 to a depth of approximately 50m either side of the road corridor commencing at the SH1 on/off ramps and terminating at Hilltop Road. The notation also applies to Hollyford Drive. The purpose of the overlay is to avoid adverse air quality effects of vehicle emissions on land use activities involving people with particular sensitivities to these emissions. The overlay focuses on new childcare facilities located near transport corridors which are managed (i.e. require resource consent) to reduce the adverse effects of vehicle emissions on children. Historic Heritage overlay A Historic Heritage overlay applies to St Johns Redoubt (25 Redoubt Road) in NoR 1, the Flatbush school and Baverstock cottage near the intersection of Murphys Road and Flat bush School Road in NoR 2 and Alfriston Hall near the intersection of Alfriston Road and Mill Road in NoR 3. This overlay identifies places of significant historic heritage value. Each historic heritage place has been assigned a category with associated controls on protection, development, demolition and use. Infrastructure Overlays High Noise Transport Route Overlay A High Land Transport Route Noise overlay applies to NoR 1 commencing at the Redoubt Road SH1 on/off ramps and terminating approximately 45m east of the Hollyford Drive intersection. Land use controls apply to land adjoining heavily trafficked roads. The provisions require new or altered activities sensitive to noise within the overlay to undertake mitigation so that occupants are not exposed to transport noise levels above World Health Organisation guidelines. These provisions also avoid the reverse sensitivity effects that can occur when activities sensitive to noise are located in proximity to strategic land transport infrastructure. The associated objectives and policies framework seeks to: 2. Encourage transport agencies to maintain, manage and operate their existing transport infrastructure to minimise and where practicable, reduce the adverse effects of land transport noise on noise-sensitive activities. Aircraft Noise Overlay This overlay applies to the southern side of Redoubt Road (for the first 500 metre section) from the on/off ramps and the northern side of Redoubt Road for the extent of NoR 1. The overlay also applies to NoR 2 with the southern edge crossing Murphys Road approximately 270 metres north of the intersection of Murphys and Thomas Roads and covering the remainder of the northern extend of NoR 2 (ending at the intersection of Murphys and Flatbush School Road). The purpose of the overlay is to manage the subdivision of land and location of activities sensitive to aircraft noise in areas of high cumulative noise around the region s airports and airfields, so that the continued operation of the airports and airfields is not compromised and reverse sensitivity issues addressed. Airspace Restriction Overlay No obstacle is allowed to penetrate the Obstacle Limitation Surfaces identified in the overlay. An obstacle is defined as any object which is connected directly or indirectly to the ground or water and includes trees. In addition, no chimney shall discharge effluent through the Approach Slopes at a velocity in excess of 4.3 metres per second. The proposed road alignment will sit well below the obstacle limitation surfaces.

64 38 Electricity Corridor Overlay Electricity Corridor Overlays apply to the Huntly-Otahuhu line in NoR 1 which crosses Redoubt Road at 181 Redoubt Road. NoR 2 is crossed by three electricity corridors, the first being in the vicinity of the intersection of Murphys and Thomas Roads (Otahuhu-Whakamaru B line), and the second and third crossing just south of Murphys Bush (Otahuhu-Whakamaru A & C lines). The overlay introduces buffer corridors. The purpose of these buffer corridors is to manage subdivision and development within close proximity to the high voltage transmission lines and transmission towers/poles, in order to prevent risks to people and property; protect the electricity transmission network; preserve line access for inspection and maintenance and to protect amenity values. The electricity transmission corridor covers the area 12m (both sides) from the transmission centre line. Quarry Transport Route Overlay A Quarry Transport Route Overlay crosses the corridor in NoR 3 running in an east/west direction along Alfriston Road connecting the Brookby quarry to the State Highway. The overlay applies to quarry transport routes that service regionally significant mineral extraction sites. The overlay seeks to mitigate effects of quarry traffic include dust and noise where effects on noise in particular can be accentuated in rural areas where the background noise levels are generally low. These provisions require new or altered activities sensitive to noise within the overlay to undertake mitigation so that occupants are not exposed to high levels of transport noise Natural Heritage Overlay Natural Heritage Overlay A Natural Heritage overlay applies to a Totara tree in NoR 2 near the intersection of Murphys Road and Flatbush School Road. This tree will not be affected by the project. This Overlay covers Individual trees and groups of trees that have met the notable tree criteria and are considered to be among the most significant trees in Auckland. These trees have been specifically identified to ensure the benefits they provide are retained for future generations. Natural Resources Overlays Stormwater Management Overlay The majority of NoR 1 is subject to a Stormwater Management Area Flow 1 (SMAF 1) overlay. This notation terminates at the interface of Mixed Housing Suburban zoned land and Totara Park approximately 200m west of the Hilltop Road intersection. The SMAF 1 notation also covers land in NoR 3 including the pocket of Mixed Housing Suburban zoned land that has three hundred metres of frontage to the southern side of Mill Road (approximately 480m south of the current intersection of Mill and Redoubt Roads) and the Future Urban Zoned land which extends from Ranfurly Road to the end of the corridor north of Popes Road. The Stormwater Management Area: Flow overlay seeks to protect and enhance Auckland's rivers, streams and aquatic biodiversity in urban areas. SMAF 1 areas are those catchments which discharge to sensitive or high value streams (Puhinui in this instance) that have relatively low levels of existing impervious area. In these SMAF areas, future development and redevelopment is still enabled, but it is subject to controls to reduce stormwater runoff to protect Auckland s aquatic biodiversity and other values from further decline and enhance them where possible. Rules for this overlay are incorporated in the Auckland-wide natural resource rules. High Use Stream Management Area Overlay A High Use Stream Management Area Overlay applies to Totara Park and to land adjacent the current intersection of Redoubt and Mill Roads. The notation extends for approximately 1.2 km in an easterly direction from this intersection and includes Watercare s reservoir facility. The overlay seeks to manage streams which are under pressure from demands to take water, or use water for a number of purposes. The high use of these streams creates conflicts between the amount of water being abstracted, the amount of water needed to be left in the stream for other uses, such as assimilating the adverse effects of discharges, and the amount of water required to maintain ecological values and base flows. Key objectives include:

65 39 2. Require proposals that take or use water from a High-Use Stream Management Area to: a. ensure that other water takes can continue to operate b. maintain in stream ecological and Mana Whenua values c. maintain the stream's amenity values. 3. Proposals to discharge contaminants into high-use streams or into or onto land where they may percolate into high-use streams, must avoid, remedy or mitigate their adverse effects on other uses of these streams and, in particular avoid reducing their assimilative capacity. Significant Ecological Area Overlay The Significant Ecological Area overlay applies to Murphys Bush in NoR 2 and an area of continuous native vegetation cover in NoR 3 on the eastern side of the current intersection of Redoubt Road and Mill Road. The proposed corridor alignment will traverse through these areas. There are no significant ecological area overlay specific objectives. The Auckland wide vegetation management rules that apply in the overlay area recognise the particular benefits of vegetation and trees in sensitive environments and in areas of contiguous native vegetation cover, and threatened plant species, while enabling reasonable use and development. The rules encourage vegetation retention for values including maintaining indigenous biological diversity and ecosystem services including soil conservation, water quality and quantity management, and the avoidance and mitigation of natural hazards. The rules provide for the adverse effects of vegetation loss to be avoided, remedied or mitigated.

66 40 Figure 6.2 Land Use Profile

67 General Topography The general topography varies from relatively flat urban terrain to rolling rural countryside. From the intersection of Redoubt Road and the southern motorway to Everglade Drive/Hollyford Drive the land varies between being moderately flat to relatively steep as the land falls away from the Redoubt Road ridgeline. From Hollyford Drive through to its intersection with Murphys Road the land is bordered by larger residential sections or countryside living and reserves (Totara Park). The road through this section runs along a ridge with the residential grades generally falling away from the outer berms or road corridor. From Murphy s Road onwards the corridor runs through generally open farm land with steep terrain and two stream gullies. From approximately 200m north of the Mill Road/Alfriston Road intersection the surrounding terrain is generally very flat with deep open roadside drains while land use is predominantly open paddocks with isolated residences. Murphy s Road is relatively flat at its intersection with Flat Bush School Road and is surrounded by flat farm land. The terrain quickly changes as the alignment tracks up the hill toward the intersection with Redoubt Road on the ridge with a vertical grade of 9%. 6.4 Special Features The following special features have been identified within and around the road corridor. Designations (referenced in section 6.5 below) and some other special features have been identified on the Land Use Profile Map at figure 6.2: - The South Western Motorway-State Highway 20 designation (numbered 284 in the District Plan and 6716 in the PAUP ) extends up Redoubt Road to approximately adjacent St Johns Redoubt; - Totara Park, a significant public open space of approximately 216ha, adjoins the southern side of Redoubt Road. The park has bridle trails, mountain bike trails and an equestrian centre located at 251 Redoubt Road; - A telecommunications mast (Designation 116) is located on the southern side of Redoubt Road at the Northern edge of the park approximately 200m west of the Redoubt Road / Murphy s Road intersection; - There is a large diameter trunk watermain running through the Redoubt Road/Hollyford Drive intersection; - An overhead power line with high tension cables crosses Redoubt Road in the vicinity of No 181 with a pylon approximately 10m from the road edge (Huntly Otahuhu transmission line); - A gas pipeline designation (numbered 290 in the District Plan and 9104 in the PAUP) joins Murphys Road at the southern extent of Murphys Bush. This pipeline follows Murphys Road beyond Flat Bush School Road; - Watercare s Hunua 4 pipeline designation ( numbered 307 in the District Plan and 9540 in the PAUP)) crosses beneath Murphys Road at the intersection of Hodges Road and Thomas Road; - Watercare has a pump station designation ( numbered 147 in the District Plan and 9505 in the PAUP) at the intersection of Thomas and Murphys Road; - A sensitive ridge notation applies to Countryside Living and Rural zoned land either side of Redoubt and Mill Roads. The notation commences adjacent the eastern side of Hilltop Road and ends approximately 500m north of the intersection of Mill Road and Ranfurly Road. The notation seeks to protect the rural character and landscape quality of the area and to ensure that activities are carried out in a sensitive manner; - Watercare has a designated water reservoir facility (numbered 150 in the District Plan and 9508 in the PAUP) on a large land holding commencing approximately 400m south of the intersection of Redoubt and Mill Road. The water reservoir is a piece of regionally significant infrastructure in that it is part of a network that supplies 75% of Auckland s water requirements; - The road corridor passes in close proximity to four areas of good quality indigenous forest and scrub (Murphys Bush and three forest areas to the east of the current Mill Road alignment) Murphys Bush through which the proposed road corridor passes, is one of the largest remnants of indigenous forest remaining in the north of the Manukau Ecological District;

68 42 - The road corridor is drained by headwater streams within two main catchments being the Totara Creek (which drains into Puhinui Creek) and Papakura Creek. A headwater stream which forms part of the Otara Creek catchment is located at the northern extent of Murphys Bush. Nine indigenous freshwater species and one freshwater crustacean (koura) are known to occupy the catchments; - The headwater stream which forms part of the Otara Creek catchment, is notated as part of the Stormwater Management Area on Planning Map 40 of the Auckland Council District Plan (Manukau Section); and - Three areas of archaeological sensitivity have been identified along the corridor: 1) There is the potential for buried archaeological remains associated with early European occupation and activity at the intersection of SH1 and Redoubt Road in the proximity of St Johns Redoubt (R11/534). 2) Three sites are located at the intersection of Mill Road and Alfriston Road (R11/2063, R11/2069 and R11/2074). These recorded sites consist of the previous site of the first Alfriston Presbyterian Church, a post office and store and the meeting house at 350 Alfriston Road. 3) There are three recorded sites in proximity to the intersection of Murphys Road and Flat Bush School Road. Murphys Homestead (CHI 12439) is located at 141 Flatbush School Road. Flatbush School (CHI2776) is located at 160 Murphys Road. Baverstock cottage (R11/2745) is located next to the Flatbush School hall. 6.5 Existing Designations There are five existing designations which will be affected by NoRs 1, 2 and 3: NoR 1 - The South Western Motorway-State Highway 20 Designation ( numbered 284 in the District Plan and 6716 in the PAUP) for NZTA extends up Redoubt Road to approximately adjacent St Johns Redoubt NoR 2 - A radio communications designation ((116) the requiring authority being Telecom New Zealand Limited and Telecom Mobile Limited) is located approximately 150m to the west of the intersection of Redoubt and Murphy s Road - A Vector gas pipeline designation (numbered 290 in the District Plan and 9104 in the PAUP) is located within the Murphy s Road corridor. It joins the road at the south-eastern edge of Murphy s Bush and runs in a northerly direction toward Flatbush - Watercare s Hunua 4 pipeline designation (numbered 307 in the District Plan and 9540 in the PAUP) crosses beneath Murphy s Road at the intersection of Hodges Road and Thomas Road - Watercare has a pump station designation (numbered 147 in the District Plan and 9505 in the PAUP) at the intersection of Thomas and Murphy s Road NoR 3 - Watercare has a designation (numbered 150 in the District Plan and 9508 in the PAUP) over their reservoir and associated land commencing approximately 400 metres south of the intersection of Redoubt Road and Mill Road. As set out above the water reservoir is significant in that it is part of a network that supplies 75% of Auckland s water needs Section 177 of the RMA sets out the provisions which apply where designations overlap. This section of the RMA requires the written consent of the earlier designation holder (being NZTA, Watercare, Vector and Telecom in this instance) before the new designation holder (ultimately being AT) can do anything in accordance with their designation over the pre-existing designated land. In this regard, NZTA, Watercare, Vector and Telecom as key stakeholders have been consulted as part of the project. To date NZTA has provided written consent under section 176. The corridor can be established in a manner that will not adversely affect the underlying designations. Details of the consultation process undertaken with these existing designation holders and the outcomes to date are noted at section 10.

69 Project Stages and Concept Design Taking into consideration constructability, topographical constraints and infrastructure relocation the proposal has been broken into three separate NoRs each with their own stages (refer Figure 6.3 below). Figure 6.3 NoR Stages The following is a summary of the concept design for the corridor (broken down into the three NoRs) with indicative cross sections. The complete Designation Drawings set is included in Volume 3 of the NoRs.

70 44 Figure 6.4 NoR 1 NoR 1 consists of the urban section of the corridor commencing at the Redoubt Road SH1 on/off ramps and terminating east of the Hilltop Road/Redoubt Road intersection. Works within this section include: - Re-grading, realigning and widening Redoubt Road to four lanes between the Redoubt Road SH1 motorway on and off ramps terminating east of the Redoubt Road/ Hilltop Road intersection; - Providing cycle lanes in both directions and footpaths - Widening and signalising Diorella Drive to allow for separate left and right turn lanes - Providing a bus lane beginning at the Hollyford Drive/Everglade/Redoubt Road intersection and terminating approximately 100m east of the Redoubt Road southern motorway on ramp - Re-aligning and widening the Redoubt Road / Hollyford Drive intersection and introducing a priority bus lane - Redoubt Road / Hilltop Road intersection re-grading and providing an un-signalised T intersection - Earthworks associated with re-grading and re-alignment including earthworks to establish retaining walls and embankment fills - Establishment of retaining walls - Removal of established street trees and private landscaping - Removal of houses and ancillary buildings to accommodate the road widening and intersection improvements - Service relocation and protection works - Construction of stormwater infrastructure - Establishment of landscaping - Operation and maintenance of the road corridor

71 45 Figure 6.5 Section 1A Cross Section Section 1A (chainage 0-600) is an indicative cross section for the corridor section that extends from the southern motorway off ramps to Hollyford Drive: The indicative design parameters for this section are: a) Design speed Regional Urban Arterial 60km/h (posted 50km/h) b) Traffic Signals replace current give way at Diorella Drive c) Diorella Drive is widened to allow for separate left and right turn lanes d) Lane widths 3.3m (four lanes, two in either direction) e) A bus only lane west bound to minimise public transport delays (shared with cyclists) f) Shoulder width/cycle lane in either direction 1.8m g) Flush median width 3.0m h) Grass berm either side 1.5m i) Footpath either side 2.0m.

72 46 Figure 6.6 Section 1B Cross Section Section 1B (chainage 0-600) is an indicative cross section through Hollyford Drive north of the Hollyford Drive/Redoubt Road intersection: The indicative design parameters for this section are: a) Design speed Regional Urban Arterial 60km/h (posted 50km/h); b) Lane widths 3.3m (two inner lanes, opposing directions) 3.3m (two opposing outer lanes); c) A bus only lane developing on the southbound approach only; d) Shoulder width/cycle lane 1.5m (including 300mm channel) and no parking; e) 1.2m median; f) Cycle lanes in either direction 1.8m; g) Grass berm either side (varying in width); h) Footpath on western side 2.0m; i) Shared use path on eastern side 3.0m.

73 47 Figure 6.7 Section 2B Cross Section Section 2 (chainage ) is an indicative cross section for Redoubt Road from the Hollyford Drive/Redoubt Road intersection to just south of the Redoubt Road/Murphy s Road intersection: The indicative design parameters are as follows: a) Design speed Regional Urban Arterial 60km/h (posted 50km/h); b) Redoubt Road / Hollyford intersection: existing signalised intersection replaced; c) Redoubt Road / Hilltop Road: un-signalised seagull intersection provided; d) Lane widths 3.5m (four lanes, two in either direction) and no parking; e) Shoulder Width/Cycle lane 2.0m (including 400mm median); f) Flush median width 3.0m; g) Grass berm either side 1.0m; h) Footpath on northern side 2.0m; i) Shared use path on southern side 3.0m. Sections 1a, 1b and 2 follow the existing vertical alignment where possible. The project has the following land occupation/acquisition requirements in NoR 1: - Acquisition of 50 residential dwellings on Redoubt Road, Bartells Drive, Birchlea Rise, Everglade Drive, Flamingo Court and Alexia Place to accommodate the widened corridor; - Acquisition of 141 portions of land parcels on Redoubt Road; - Temporary occupation of several properties on Hollyford Drive is proposed to accommodate a construction yard; - Acquisition of 9752m 2 of Totara Park to accommodate the widened corridor as well as land for a stormwater attenuation pond.

74 48 Figure 6.8 NoR 2 NoR 2 commences east of the Hilltop Road/Redoubt Road intersection and includes most of the roadway adjacent to Totara Park. This NoR also includes widening and re-alignment of Murphys Road. Works within this section includes: - Re-grading, realigning and widening Redoubt Road and Murphys Road to four lanes; - Providing cycle lanes in both directions; - Providing a footpath on the western side; - Providing a shared path on the eastern side; - Earthworks associated with re-grading and re-alignment including earthworks to establish cuts, retaining walls and embankment fills; - Establishment of retaining walls; - Removal of houses and ancillary buildings to accommodate road widening; - Removal of established trees (including in the gully heads of Totara Park) and private landscaping; - Service relocation and protection works (including relocation of a Transpower pylon and communication infrastructure); - Construction of stormwater infrastructure including stormwater treatment ponds; - Signalisation of the Redoubt Road/Murphys Road intersection; - Pedestrian crossing facilities on all legs of the Murphys Road intersection; - Establishment of landscaping; - Operation and maintenance of the road corridor.

75 49 Indicative cross sections through this section of the NoR are set out below: Figure 6.9 Section 3A Cross Section Section 3a(chainage ) is an indicative cross section at the northern end of Murphys Road near the Murphys Road/Redoubt Road intersection: The indicative design parameters for this section are: a) Design speed District Arterial 60km/h (posted 60km/h); b) Lane widths 3.2m (four lanes, two in either direction); c) Shoulder width/cycle lane 2.2m (including 0.40m median) and no parking; d) Flush median width 3.0m; e) Footpath on western side 2.2m; f) Shared use path on eastern side 3.0m.

76 50 Figure 6.10 Section 3B Cross Section Section 3b (chainage 0-820) is an indicative cross section at the eastern end of Murphys Road. This section terminates approximately 80m before the intersection of Murphys Road and Flatbush Road: The indicative design parameters for this section are: a) Design speed District Arterial 60km/h (posted 60km/h); b) Lane widths 3.2m (four lanes, two in either direction); c) Shoulder width/cycle lane 2.2m (including 0.40m median); d) Flush median 3.0m; e) Footpath western side 2.2m; f) Shared use path on eastern side 3.0m. Sections 3a & 3b (Murphys Rd) both have a 60km vertical alignment. A maximum vertical grade of 9% is maintained to the intersection with Redoubt Road. This section of the project has the following land occupation/acquisition requirements: - Acquisition of 6 residential dwellings on Redoubt Road and Murphys Road to accommodate the widened corridor; - Acquisition of 31 portions of land parcels on Redoubt Road and Murphys Road; - Acquisition of 53005m 2 of Totara Park to accommodate the widened corridor as well as land for a stormwater attenuation pond.

77 51 Figure 6.11 NoR 3 NoR 3 commences approximately 570m south-east of the current Redoubt Road/Murphys Road intersection and includes the remainder of the 8.9km corridor. This section of the corridor includes a new greenfields alignment and involves relatively substantial cuts and fills. The alignment requires the construction of two bridges over bush clad gullies. As a result of the re-alignment two new roundabouts will need to be constructed at the re-aligned intersections of Mill Road/Ranfurly Road and at the Mill Road/Alfriston Road intersection. NoR 3 terminates north of the Mill Road/Popes Road intersection. Works within this section include: - Realignment and widening of Redoubt and Mill Road to accommodate four lanes, cycle lanes and a shared use path. Re-alignment of Mill Road will include construction of new greenfields sections; - Realignment of the Pony Club entrance into Totara Park; - Realignment of the intersection of Redoubt Road and Mill Road; - Realignment of Kinnard Lane; - Establishment of retaining walls; - Construction of stormwater infrastructure including stormwater treatment ponds; - Construction of two bridges to avoid effects on indigenous vegetation; - Establishment of a new intersection to enable vehicle and cyclist access from the former Mill Road alignment to the new Mill Road alignment; - Construction of two new roundabouts at the realigned intersections of Mill Road/Ranfurly Road and Mill Road/Alfriston Road; - Earthworks associated with re-grading and re-alignment including earthworks to establish cuts, retaining walls and embankment fills; - Removal of established native bush and private landscaping; - Service relocation and protection works; - Construction of stormwater infrastructure including stormwater treatment ponds. - Operation and maintenance of the road corridor

78 Section 4a, 4b & 4c Redoubt / Mill Road, Chainage (MC00) Section 4a (chainage ) is typical for the remainder of the corridor south of the proposed Redoubt Road/Murphys Road intersection. The exception is Stage 5 where the alignment begins to taper in order to tie in to the pre-existing Mill Road alignment: The indicative design parameters include: a) Design speed Regional Rural Arterial 90km/h (posted 60km/h-80km/h); b) 2- laned roundabouts at the Ranfurly and Alfriston Road intersections; c) Lane widths 3.5m (four lanes, two in either direction) and no parking; d) Shoulder width/cycle lane 2.6m (including.60m channel); e) Shared use path on western side 3.0m; f) Raised and flush medians (depending on chainage) 3.0m. This section of the corridor has a 90km vertical alignment, maintaining an 8% maximum vertical grade. The project has the following land occupation/acquisition requirements in NoR 3: - Acquisition of 10 residential dwellings on Redoubt Road and Mill Road to accommodate the widened corridor; - Acquisition of 54 portions of land parcels on Redoubt Road and Mill Road; - Acquisition of 3393m 2 of Totara Park; - Temporary occupation of a portion of Totara Park is anticipated to accommodate a construction yard. 6.7 Walking, Cycling and Public Transport Provisions Walking A combination of Shared use paths and footpaths will be provided on both sides of Redoubt Road and Murphys Road. The rural sections of the corridor (Redoubt Road-Mill Road section from Murphys Road to south of Alfriston Road) will have a shared use path on the western side. The exception is Stage 5 in NoR 3 where pathways are excluded as a result of the corridor tapering to tie-in with the pre-existing Mill Road corridor alignment.

79 Cycling Dedicated on road cycle lanes have been included throughout the project length 11, with additional shared path facilities on the southern side of Redoubt Road (from approximate chainage 600), eastern side of Murphys Road and the western side of Mill Road. Cycle lanes will vary in width from 1.8m to 2.6 metres wide depending on the section of the corridor. All intersections will have appropriate cycle markings in accordance with the NZ Supplement to the Austroads Guide to Traffic Engineering Practice Part 14: Bicycles Public Transport The Hollyford Drive/Redoubt Road and Diorella Drive/Redoubt Road intersections have both been designed to provide bus priority measures that will support the 15-minute bus headway (15 minutes between buses on routes), including a westbound bus-only lane between Hollyford Drive and the SH1 interchange. The bus lane develops immediately north of the Hollyford Drive/Redoubt intersection, providing a bus only right turn lane at the signalised intersection with a dedicated bus only phase in the signal timing. All existing bus stop locations are to remain. 6.8 Landscape and Urban Design Features A Landscape and Urban Design study has been prepared for the corridor and is attached as Appendix B. The landscape and urban design response has been informed by the identification of the character areas that exist along the corridor, including Murphys Road. The design brings a response that provides a degree of continuity along the corridor but which still recognises the unique character of each section. An important feature has been to establish additional street tree planting within the urban section of the route in order to visually narrow and reduce the dominance of the road and to improve the amenity for residents and users, in particular pedestrians and cyclists. Careful attention has been paid to the design of cut, batter and retained areas to allow the maximum number of lots to be retained alongside the road, including the potential to realign lot boundaries to ensure that land is capable of redevelopment. The boundary with Totara Park has been kept as open as possible to maintain views into the park and towards the Manukau Harbour/Manukau Heads. However, additional planting has been incorporated at the head of the existing gullies to both add to the experience of the users of the route and to increase the ecological significance of the Park. Within the Murphys road section the design allows dwellings to front the road for part of its length. Where this is not possible, a landscaped area is established alongside the road that will be overlooked by dwellings on the Flat Bush Stage 3 (future urban) land. The width of the road reserve has been kept as narrow as possible as it traverses Murphys Bush to allow maximum ecological linkages across the road between the eastern and western sections of Bush. The realignment of the corridor at Alfriston School is seen as an opportunity to improve the physical environment within that area, to allow existing activities including pupil drop off, the weekend market and use of the hall to take place more safely. 6.9 Indicative Construction Sequencing and Programming The proposed alignment can be constructed in stages to maximise the economic efficiencies of the project. The project can be divided into 6 separable construction stages within the NoRs. These are: NoR Stage 1: Redoubt Road / Hollyford Drive The intersection between Redoubt Road and Hollyford Drive is heavily trafficked and roads users experience significant delays during peak times. The proposed widening of Redoubt Road and Hollyford/Everglade Drive will ensure delays are minimised. As a first priority stage, this separable portion can be constructed in isolation. 11 The exception is Stage 5B in NoR 3 where cycleways are excluded as a result of the corridor tapering to tie-in with the preexisting Mill Road corridor alignment

80 Stage 2: Redoubt Road This stage is dependent on the completion of Stage 1 and involves widening the remaining urban and some of the rural sections, opposite Totara Park and includes a realigned Hilltop Road. Stage 2 should be constructed after or during Stage 1, but it is not essential to have Stage 3 completed. NoR Stage 3: Murphys Road This stage includes some re-alignment of Redoubt Road at the Murphys Road/Redoubt Road intersection and can be constructed in isolation. It involves a large amount of fill not necessarily obtained from other stages of the project and will therefore have to be imported. NoR Stage 4: Redoubt Road / Mill Road This stage is the most costly and involves large cuts and fills. There are 2 bridges within the section. The southern tie in can be constructed to tie back into the existing Mill Road near Ranfurly Road Stage 5: Mill Road Stage 5 consists of two roundabouts, at the Mill/Ranfurly Road intersection and at the Mill/Alfriston Road intersection. The two roundabouts have been separated as they can be constructed in phases. Stage 5 can be constructed to tie into Stage 4 at its northern end, while Stage 6 requires the completion of Stage 5 to function as a roundabout. This staging plan is set out at page 2 of the drawings set in Volume 3. The staged implementation of the corridor will take place over multiple years, with each stage identified in the staging plan being implemented as separate projects. Each of these staged sections will have preparation and lead in time where detailed design, land purchase and project procurement will be undertaken. Construction of that stage then follows. The stages also have the ability to be staggered, with the detailed design/land purchase/procurement stage of the next stage overlapping with the construction of a previous stage. An indicative staging programme is displayed in Table 6.1 below. Table 6.1 Indicative Staging Programme Stage NoR 1 1 SH1 to Alexia Place, incl Hollyford/Everglade and intersection, Goodwood/Santa Monica, Bartells and Alexia Place 2 Hollyford, Redoubt Road adjacent Totara Park including Hilltop Road NoR 2 3 Murphy s Road/Redoubt Road intersection plus Murphy s Road, Redoubt Road up to Pony Club NoR 3 4 Pony club to north of Ranfurly, incl new Redoubt Road and Mill Road intersections Approximate Length Detail design, land purchase, procurement and consenting Start / End Duration Date Construction Start / End Date Duration 2,300m 2015 / months 2017 / months 1,720m 2016 / months 2019 / months 1,900m 2017 / months 2020 / months 3,050m 2018 / months 2022 / months 5 Ranfurly & Alfriston intersections 2,250m 2020 / months 2025 / months

81 Section 7.0 The Reasons Why the Designation and Work is Reasonably Necessary to Achieve the Project Objectives

82 The Reasons Why the Designation and Work is Reasonably Necessary to Achieve the AT Objectives Section 171 (1) (c) of the RMA requires consideration of whether both the public work and the designation are reasonably necessary to achieve the objectives of AT for which the designation is sought. This section examines the necessity for the Redoubt Road-Mill Road corridor to be designated to achieve the relevant AT objectives. 7.1 The Reasons Why the Designation is Reasonably Necessary to Achieve the Project Objectives Section 177 of the RMA prevents any person, without gaining prior written consent of the requiring authority, from doing anything in relation to the land that is subject to a designation that would prevent or hinder a public work or project to which the designation relates, including: i) Undertaking any use of land; and ii) iii) Subdividing the land; and Changing the character, intensity, or scale of the use of the land As set out in section 3 above, there has been significant planned and actual growth through the urban (and future urban) sections of the corridor. Growth and development of the area is planned to continue as evidenced by the Flatbush and Takanini Structure Plan areas, growth envisaged under the Auckland Plan, the PAUP and under Plan Changes in Drury South (Plan Changes 12 and 38) and Clevedon Village (Plan Change 32). Having designations in place for the corridor: - Will enable a multi modal corridor to be established that will serve current and local land use growth consistent with the Auckland Plan and Proposed Auckland Unitary Plan and a movement function between emerging metropolitan centres; - Enables AT to have certainty, flexibility and the ability to construct, operate and maintain the corridor and undertake the project in accordance with the designation notwithstanding anything contrary with the relevant District Plans (for example rules that would ordinarily apply to underlying zonings); - Enables work to be undertaken in a comprehensive and integrated manner; - Achieves certainty for AT and residents through identifying in the District Plan the location, nature and extent of the project and AT s clearly intended use of the land; - Ensures the security of the corridor in respect of separation from other network utilities and limits the potential for third parties to develop land in a manner that would hinder or prevent construction of the corridor within the designation footprint; - Enables sufficient time to give effect to the construction of the corridor including undertaking detailed design, additional site investigations, undertaking property negotiations and construction. The designation of the corridor is thus reasonably necessary to achieve interim and long term protection for the land that will be subject to the future corridor and to meet the project objectives. 7.2 The Reasons Why the Work is Reasonably Necessary to Achieve the Project Objectives There are clear strategic and transportation needs for the corridor to be upgraded as set out in section 3 of this AEE. Traffic modelling shows that levels of service on the existing corridor will deteriorate mostly as a result of significant current and planned residential and industrial growth in Drury, Papakura, Takanini and Flatbush as set out in the Auckland Plan, the PAUP and under privately initiated Plan Changes in Drury South (Plan Changes 12 and 38). With regards to transportation, a whole of network approach is required to ensure that this planned growth does not further reduce levels of service.

83 56 Identifying and protecting the corridor will enable sound long term planning and will protect the long term function of the corridor as a Regional Arterial and provide certainty for residents and developers. Constructing the Redoubt Road-Mill Road corridor will generate the following benefits: - It will increase future corridor capacity by widening the road to four lanes, improving the horizontal and vertical alignment and upgrading intersections resulting in less congestion, improved travel times and greater route security; - Improve traffic and personal safety; - Provide positive effects on the One Network, especially by balancing flows on alternative parallel routes such as Te Irirangi Drive, Chapel Road and State Highway 1; - Provide for bus priority measures that will support the 15-minute bus headway, including a westbound busonly lane between Hollyford Drive and the motorway interchange; - Provide on-road cycle and segregated lanes. The cycle facilities proposed for the corridor are in accordance with the proposed Regional Cycle Network and will form part of the consolidated Auckland Cycle Network; - Provide new footpaths on both side of Redoubt and Murphys Road improving pedestrian connectivity. In addition, providing designated and safe pedestrian crossing opportunities at Diorella / Redoubt, Hollyford / Redoubt traffic signals; - Provide a shared path on the western side of Mill Road; - Improve vehicle, cycle and pedestrian access to open spaces, community services and facilities; - Provide for landuse transport integration in relation to future growth that is anticipated to happen in the corridor.

84 Section 8.0 Lapsing Period Sought for Designation

85 Lapsing Period Sought for Designation All designations have a lapse period associated with them. The lapse period is the time in which the designation must have been given effect to. Under Section 184 of the RMA a designation lapses after a period of five years from the date it was included in the District Plan unless it is given effect to or an extension granted. Section 184(1)(c) provides for a requiring authority to request a different time period to be applied to the designation. Pursuant to section 184 of the RMA AT NoRs seek lapse periods for the designations as follows: - NoR 1 = 10 Years - NoR 2 = 15 Years - NoR 3 = 15 Years 8.1 Rationale for the Proposed Lapse Periods In the absence of any criteria in the RMA for considering a lapse period of more than 5 years, requiring authorities and decision makers have a wide discretion to fix an extended lapse period. The exercise of that discretion must seek to balance the interests of the requiring authority and of landowners affected by the designation, bearing in mind that the designation process is subject to Part II of the RMA. Confirming designations for public works with an extended lapse period is not without precedent in New Zealand. Table 8.1 following provides some examples of designations confirmed with extended lapse periods: Table 8.1 Existing designations with extended lapse periods Requiring Authority Project or Work Lapse Period Local Authority Manukau City Council Whitford Link Road 30 years Manukau City Council Kiwirail Marsden Point Rail Line 20 years Whangarei City Council Transit New Zealand Tauranga Eastern Arterial 20 years Tauranga City Council, Western Bay of Plenty District Council Hamilton City Council Hamilton Ring Road (E1) 20 years Waikato District Council, Hamilton City Council NZ Transport Agency Transmission Gully 15 years Wellington City Council Transit New Zealand Manukau Harbour Crossing 15 years Auckland Council AT City Rail 15 years Auckland Council The Environment Court case Jubilee Trust v Vector Gas Limited case (Decision No. [2010] NZEnvC 203) in 2010 sets out the key factors to be considered in determining an extended lapse period beyond five years. These are: - Certainty for affected landowners and the community; - Safeguarding the alignment from inappropriate use and development over the period of the designation; - The ability to implement the designation in due course; - The timeframe required to construct the project. Certainty for affected landowners and the community Uncertainty around upgrading the corridor has existed throughout the project area for several years. Through the giving notice of the current Notices of Requirement for the corridor, AT have confirmed their intent and provided certainty for landowners and the wider community as to the location of the corridor. Concern has been expressed through consultation with affected landowners that the presence of the designation will mean development and/or sale (for a fair market price) of their properties will be made uncertain and difficult, and that the lapse period sought for the designation will extend this uncertainty for an unfair period.

86 58 AT acknowledge this issue of potential designation blight. At face value the obvious mitigation to the issue is to fix a shorter lapse period for the designation. However, a shorter lapse period is not practical for the designation as there is a need to allow the requiring authorities to respond to demand, allocation of funding and construction timing issues, while at the same time ensuring the route for the corridor is protected in order to meet the project objectives. The following factors provide appropriate mitigation for the extended lapse periods sought: i) The ability of directly affected landowners to apply to the Environment Court under section 185 of the RMA for an order obliging the requiring authority responsible for the designation or requirement to acquire or lease all or parts of the owner s interest in the affected land under the Public Works Act 1981 with compensation payable as if the designation or requirement had not been created; and ii) The requiring authorities recognise that the circumstances and future plans of each individual landowner vary, and therefore so may the implications of an extended lapse period. Properties acquired by the requiring authorities in the period from now until prior to construction of the network will be properly managed and maintained to ensure that ongoing occupation is possible and that amenity values are retained for as long as practicable. This may mean that owners who wish to stay on at a property as tenants will be able to do so for a potentially extended period. It is not the intention of the requiring authorities to demolish or relocate buildings and structures on acquired properties immediately after acquisition. In some cases a 15 year lapse period may cause little concern to the landowner who may be content to reside on the property safe in the knowledge that in the future there is a guaranteed buyer in the form of the requiring authority. Safeguarding the Alignment from Inappropriate Use and Development The interim effect of a designation is to prevent any use and development of the designated land in a manner that would otherwise prevent or hinder the implementation of the public work for which the designation is held. The corridor is subject to development pressure which is particularly evident on Redoubt Road with the recent construction of a number of new dwellings along this section of the corridor. Unless the route for the corridor is protected now for an extended period, the development of road improvements in the corridor in a rational manner in the future is likely to be precluded or severely hampered by land use changes. Such changes would result in an increase in property acquisition costs for the project if designations were sought in the future, and an increase in the number of landowners upon which the effects of the network would need to be avoided, remedied or mitigated with attendant potentially significant financial cost to the project. Safeguarding the alignment from inappropriate use and development is considered an efficient use of natural and physical resources in terms of Part 2, section 7(b) of the RMA. While this could be said for a lapse of lesser duration than the requested lapse periods, the project is unlikely to take place in a timeframe that lends itself to a shorter lapse period. The corridor is recognised as crucial to unlock future growth areas of Drury, Takanini, Papakura and Flatbush which due to the extensive land areas involved will have extended timeframes for development. It is therefore important that the lapse period for the designations allows for the designation to remain in place without the risk of lapse (which would then enable persons to construct buildings (for example) within the corridor) for an extended period, and thus provide certainty of construction once design and construction funding becomes available. The Ability to Implement the Designation in Due Course There is little doubt that the corridor upgrade is required (refer section 3 above) as a result of land use growth pressures and traffic safety concerns. The timing for the construction will in part be determined by economic conditions and funding reviews. The long term certainty provided by the designations will allow long term financial planning to be carried out by AT for construction of the corridor. The timing for the construction of the overall network will in part be determined by economic conditions; rates of growth and funding that are outside of the control of the requiring authority. A 10 year lapse period for NoR 1 and 15 year lapse periods for NoRs 2 and 3 will ensure that the designations will have sufficient longevity to endure through economic cycles and conditions until a point is reached where the corridor is required to be implemented and funding set aside. Accordingly, the extended lapse dates on the designations will enable the project to be implemented in due course by the requiring authority.

87 59 The Timeframe Required to Construct the Project A 10-year lapse period is sought for NoR 1 and 15 years for NoRs 2 and 3. As discussed in Section 6.9 of this AEE, the indicative construction programme currently shows construction commencing in for NoR 1, for NoR 2 and for NoR 3. However the commencement dates may vary due to funding reviews which are currently underway as part of the Land Transport Programme. AT must carefully prioritise and balance its capital works programme according to limited funding availability and the strategic importance of the projects within the programme. The proposed timeframes (discussed above) reflect the current strategic importance of the project, relative to the other projects within AT s capital works programme. Shorter lapse periods will create a significant risk that the designation would be lost before it can be significantly progressed. This would be a waste of public resources (including the time and money that has been invested so far). A time frame of 10 years for NoR 1 (in comparison to the 15 years requested for NoRs 2 and 3) is considered appropriate on the basis that upgrading that section of the corridor is a priority and is likely to attract earlier funding than NoRs 2 and 3 as it includes the intersection between Redoubt Road and Hollyford Drive which is heavily trafficked with road users experiencing significant delays during peak times. The proposed widening of Redoubt Road and Hollyford/Everglade Drive will ensure delays are minimised. In addition, the corridor within NoR 1 forms part of the public transport network. As part of upgrading this section of the corridor, the Hollyford Drive / Redoubt Road and Diorella Drive / Redoubt Road intersections have both been designed to provide bus priority measures that will support the 15-minute bus headway, including a westbound bus-only lane between Hollyford Drive and the motorway interchange. Sufficient time is also required for lead in to construction works including property negotiations, further necessary site investigations and detailed design, and allowances for tendering and construction processes. Property negotiations alone will be time consuming given the number of partial and full acquisitions required in the corridor. Detailed design for the corridor may take in the vicinity of a year. In addition, a designation does not preclude the need to obtain additional resource consents for any activities that may be associated with the project but are not covered by the designation. The resource consents likely to be required to construct and operate the corridor are further described in section 14 of this AEE. As set out in section 14, the corridor is likely to require a suite of resource consents which require time to prepare and will involve the input from a range of specialists. Consent is also required under the NES and an authority to modify may be required under the Heritage New Zealand Pouhere Taonga Act 2014 (HNZPTA), which replaces the Historic Places Act The CEMP and DWPs will also need to be prepared along with an OPW application. These construction lead in times and the construction timeframe itself when considered alongside the period required to financially plan for construction of the network, and the influence of external economics and demand, cumulatively reinforce the need for extended lapse periods for the project. Despite these differences in timeframe between NoR 1, 2 and 3, it is considered appropriate to apply for all these NoRs now to enable integrated decision making and an appropriate consideration of cumulative effects. Although it is likely that the construction of NoRs 2 and 3 will be required to follow NoR1, their need and effects are fully integrated.

88 Section 9.0 Consideration of Alternatives

89 Consideration of Alternatives 9.1 Statutory Requirement to Consider Alternatives Section 171 (1) (b) of the RMA requires adequate consideration of alternative sites, routes and methods if- i) The requiring authority does not have an interest in the land sufficient for undertaking the work; or ii) It is likely that the work will have significant adverse effect on the environment. In this instance the proposed alignment involves land outside of AT s current ownership thus consideration has been given to alternatives including a do-nothing scenario. A comprehensive study of alternative appropriate alignment options is contained in the SAR attached as Appendix A. Alternative routes and a do-minimum option were investigated to identify the most practical option and, in the case of alternative routes the most appropriate alignment to achieve the project objectives. This occurred at both the project feasibility stage and at the SAR stage. Figure 9.1 below sets out the process that was used in the assessment of alternatives: Figure 9.1 Process for Assessment of Project Alternatives 9.2 Previous Studies A Background Report (see Appendix A of the SAR) was prepared in March 2012 which identified and reviewed four previous studies undertaken by the former Manukau and Papakura District Councils that relate to the Redoubt Road to Mill Road corridor in South Auckland. These earlier studies which are summarised in section 2.1, identified options to address the increasing pressures on the existing and adjacent routes, particularly due to the planned economic growth in Flat Bush, Takanini and Papakura. As part of the corridor study undertaken by the former Manukau District Council, Kessels & Associates undertook an assessment of 12 alignment options which were subject to a specialist evaluation workshop held on 18 th April Seven of these options were discarded as inferior options at this evaluation work shop. The five remaining options, three for the main west-east connection (C,D,J) and two for the north-south connection to Murphys bush (K,L) were assessed in greater detail in a study undertaken by Kessels & Associates in July Based on the previous studies on the Redoubt Road-Mill Road corridor, the following conclusions were drawn: - On Redoubt Road widening on the south side is preferred, adding an additional eastbound lane, new cycle lanes on both sides and pedestrian crossing improvements - The Hollyford Drive/Redoubt Road intersection should have additional lanes, with 4 lanes on the southbound approach to permit a double right turn and a bus-only right turn lane, 3 lanes on the eastbound and westbound approaches to allow dedicated right turn lanes and double through lanes, and 3 lanes on the Everglade Drive approach. Land take is needed off Everglade Drive to permit safe through movements in the Northbound direction, due to the effect of the widened southbound approach - A separate green field route from west of Murphys Road to Ranfurly Road was recommended - The Murphy s Road intersection should be an at-grade intersection - A dual roundabout is required at Alfriston Road

90 Options Identification and Screening The above studies were supplemented by further investigations carried out by AECOM, which included: - An assessment of the strategic policy environment. This consisted of an evaluation of the corridor in terms of current and predicted growth under the Auckland Regional Policy Statement, Manukau District Plan, Papakura District Plan and the Auckland Plan An assessment of land use, designated areas and covenanted areas - Preliminary engineering assessments (geotechnical, stormwater, topographical) - Verifying the location of utilities (existing underground and overhead) - Undertaking strategic transport modelling - A review of client supplied information (supplied through workshops, one-on-one meetings, and issue specific meetings including a review of the four previous studies undertaken by the former Manukau and Papakura District Councils and their associated Scheme Assessment reports and the ecological report prepared by Kessles & Associates in July The further investigations listed above, the review of background reports, collection of data, engagement with stakeholders and consideration of project specific objectives was used to identify the following alignment options for further study: 9.4 The Do Minimum Option The Do Minimum option represents the scenario where no improvements were proposed to the corridor over and above usual or routine maintenance. These maintenance activities typically include: - Repairs to infrastructure that has been damaged through normal use, for example repairing of potholes, crack sealing - Repairs to footpaths, kerbs and other small scale repairs - Stormwater maintenance, including fixing broken catchpit grates and cracked pipes, as well as other planned maintenance activities - Surface reseals to repair loss of skid resistance, loss of aggregate within the seal, or planned maintenance - Cyclical road marking required to refresh the painted lines and symbols to keep them up to standard - Road sign maintenance and replacement As set out in Table 9.1 below, the failure to upgrade the corridor is likely to result in current problems becoming considerably more serious over time as planned growth puts increasing demands on the infrastructure: Table 9.1 Constraint Associated with Adopting the Do Minimum Option Issue Capacity Pedestrian and Cycling Public Transport Description Corridor capacity will be exceeded as the land use growth in the sub region places more traffic on the infrastructure. Peak hour congestion is forecast to grow and in the medium to long term demand will exceed capacity of the current route with significantly slower travel speeds and higher levels of congestion. The current lack of pedestrian and cycling facilities along various sections of the route due to the narrow carriageway and lack of off-road cycle paths, combined with the substandard road alignment and high speeds will increasingly become a safety and connectivity problem for non-vehicle modes. The public transport pressures are forecast to increase with higher levels of demand and patronage as the residential areas develop to their planned limits. Unless upgraded, in lane position of bus stops will continue to cause traffic to wait behind stopped buses, leading to significant congestion and potential safety concerns. 12 The Proposed Auckland Unitary Plan had not been publically notified at the time the Scheme Assessment report was prepared.

91 62 Issue Geometric Standards Road Safety Journey Time Reliability Description The horizontal and vertical alignment especially along the rural sections will continue to be substandard for the intended arterial function of the corridor, with a narrow carriageway that does not include sufficient space for the forecast traffic flows, cycle facilities, public transport facilities, and pedestrian facilities. The current poor safety record (4 fatal crashes in the period ), which have occurred on both rural and urban sections) will continue to worsen as exposure through increased traffic flows is likely to lead to higher numbers of crashes. The rural section is problematic already and will worsen over time with more traffic. Increased flows through intersections will also lead to higher numbers of crashes if these intersections are not upgraded. The increase in traffic flows will lead to higher levels of congestion and increasingly worse reliability in the time taken to travel along the corridor. The Do Minimum option was not recommended as a viable option as the impacts of not upgrading the corridor are considered to be severe, leading to poor levels of service and safety. 9.5 Redoubt Road Alignment Options The westernmost portion of the corridor between SH1 and Murphy s Road through the current urban area has been examined in previous / background studies undertaken for Manukau District Council by Opus in 2010 and by GHD in The preferred alignments in these studies are characterised by an alignment that follows the existing road with all widening on the south side of Redoubt Road. The GHD report states that it...would provide the most cost effective solution due to topography and the existing downstream designation (east of the interchange). On the south side the majority of buildings are orientated sidewards towards the street with some margin between the street and the building. Some driveways extend to a series of rear sections. Consequently, if widening is to be prescribed it would seem more appropriate to widen on the south side. Following a careful examination of the recommended GHD and Opus alignment options it was concluded that from a property take, urban design and tree removal perspective these options were preferred. The north side of Redoubt Road between SH1 and Hollyford Drive has a significant number of mature trees. By widening on the southern side and retaining the northern kerbline these would be retained as part of the landscape quality of the corridor and to visually offset the increased road width required to carry the increased traffic flows. In addition widening on the southern side of the road assisted with tying in to the existing Redoubt Road interchange lane arrangement. This option forms NoR 1 and part of NoR 2. Other options investigated by Opus for this section of the corridor were discounted due to significant adverse effects on Totara Park (essentially severing a significant portion of the park), geotechnical constraints and effects on the headwaters of the Puhinui catchment (refer Figure 9.3). Figure 9.2 Redoubt Road Alignment Option Considered in AECOM Assessment

92 63 Figure 9.3 Alternative Redoubt Road Alignment Options 9.6 Redoubt Road-Mill Road Alignment Options All alignments options were the same at the extremities of this section of the corridor (i.e. near Murphy s Road in the north and near Alfriston Road and Ranfurly Road in the south). For the Redoubt Road-Mill Road alignment between Murphys Road and Ranfurly Road three options were identified based on a review of a previous background study undertaken by Opus in 2010, a preliminary site walkover of the alignment and confirmed by the background data regarding existing ground conditions. It is noted that the Opus study included an ecological assessment of the corridor which was undertaken by Kessels and Associates. The study assessed 12 alignment options (refer figure 9.3 above) which were subject to a specialist evaluation workshop held on 18 th April Seven of these options were discarded at this evaluation work shop. The five remaining options, three for the main west-east connection (C,D,J) and two for the north-south connection to Murphys Bush (K,L) were assessed in greater detail in a further study undertaken by Kessels & Associates in July This study was considered as part of the examination of potential alignment options. The three identified alignments included one previously preferred alignment from the previous Opus corridor study and two new alignments south of Murphys Road adjacent to the Redoubt Road Reservoir site: - Eastern 1 As per the previous Opus investigation, this alignment met all the criteria proposed as a Regional Rural Arterial and followed a largely green field route east of the existing alignment. - Eastern 2 A new green field route closer to the existing alignment and with a high standard of alignment geometry. It is relocated further away from the Redoubt Road reservoir site than Eastern 1 due to historic and recent ground instability.

93 64 - Eastern 3 A new green field route similar to Eastern 2 with a lower standard of alignment geometry but traversing one less native bush clad gully when compared to Eastern 2. These alignment options were then subject to further investigations consisting of: - A desktop contamination assessment undertaken by AECOM - An ecological assessment undertaken by Wildlands Consultants - An arboricultural study undertaken by Arborlab - An acoustic and vibration assessment undertaken by AECOM - A landscape assessment undertaken by Peake Design - An urban design assessment undertaken by AECOM - Further geotechnical work undertaken by AECOM As above, an ecological assessment of each alternative alignment option was prepared by Wildlands in December In terms of Eastern 1, 2 and 3 (refer figure 9.3 below), the assessment concluded that alignment Eastern 2 had the highest adverse ecological effects. The report noted that the potential ecological effects of Eastern 2 included loss of forest, loss of streams and potential adverse effects on downstream receiving environments. Effects also include habitat loss for indigenous fauna such as lizards, bats, birds and invertebrates, and reduced connectivity of terrestrial habitats. The extent of forest loss was considered significantly greater in the assessment when compared to the other proposed alignments. The report considered that Eastern 1 (the previously preferred Opus option) had the lowest adverse ecological effects. In addition Eastern 1 crossed two headwater streams whilst eastern 2 and 3 cross three headwater streams. The report noted that Eastern 3 (AT s preferred route) had greater adverse ecological impacts than Eastern 1, and slightly lower adverse ecological effects than the Eastern 2 route. It is noted that ecological effects were one of several matters considered as part of the alignment options analysis process. In the case of Eastern 1, it is in close proximity to the Redoubt Road Reservoir site and there is historic ground instability at this location. The reservoir is regionally significant infrastructure in that it is part of a network that will supply 75% of Auckland s water needs. It is very important that the alignment avoids any adverse effects on the reservoir so as to avoid potential disruption to Auckland s water supply. In addition, advice received from Watercare is that the reservoir site will be expanding westwards (toward the Mill Road corridor) in the future.

94 65 Figure 9.4 Redoubt Road-Mill Road Alignment Options Set out below in Table 9.2 is the positive and negative aspects of each of the alignment options. Table 9.2 Redoubt Road-Mill Road Option Screening Alignment Option For Against Eastern 1 (Green) - The preferred option from the background studies - Highest geometric standards Eastern 2 (Blue) Alignment has less earthworks than Eastern 1 but more than Eastern 3 - Proximity to the Redoubt Road Reservoir site and the historic instability at this location. As noted previously, the reservoir is regionally significant infrastructure in that it is part of a network that supplies 75% of Auckland s water needs. It is very important that the alignment avoids any adverse effects on the reservoir so as to avoid water supply disruptions. - Advice from Watercare that the reservoir site will be expanding westwards in the future - Requires more earthworks than Eastern 2 and 3 - Worst alignment in terms of ecological effects when compared to Eastern 1 and Eastern 3. - Recent instability near the intersection of Mill Road and Polo Prince Drive results in advantages to moving the alignment further north

95 66 Alignment Option For Against Eastern 3 (Yellow) - This alignment has the least earthworks - Recent instability near the intersection of Mill Road and Polo Prince Drive results in advantages as the alignment is further north than Eastern 2 - Most cost effective alignment - Increased ecological effects when compared to Eastern 1 but better than Eastern 2. - Lowest geometric alignment but still within standards. All three options were found to have sufficient merit to warrant further assessment and were taken forward to the next stage of investigation. 9.7 Murphys Road Alignment Options AECOM met with AT to specifically discuss the Murphy s Road alignment and presented the identified options Northern 1 to Northern 4 during a design meeting on 12 July In addition to these four options, Northern 5 was identified at the meeting and added to the alignment options. The options are displayed in Figure 9.5 and are described as follows: - Northern 1 As per the previous Option D alternative (preferred option in previously undertaken studies) - Northern 2 Primarily following the existing alignment but with an increased horizontal design speed of 60km/h - Northern 3 Alignment following the existing centreline (50km/h) but with an increased vertical design speed and reduced grade - Northern 4 Geometrically superior alignment following the existing road corridor and cutting through the ridge to a new intersection with Redoubt Road - Northern 5 Priority change at the Murphys/Redoubt Road intersection to cater for specific traffic movements Figure 9.5 Murphy s Road Alignment Options

96 67 These alignment options were also subject to further investigations by the same suite of specialists as per Eastern 1, 2 and 3: - A desktop contamination assessment undertaken by AECOM - An ecological assessment undertaken by Wildlands Consultants - An arboricultural study undertaken by Arborlab - An acoustic and vibration assessment undertaken by AECOM - A landscape assessment undertaken by Peake Design - An urban design assessment undertaken by AECOM - Further geotechnical work undertaken by AECOM In relation to ecology, Wildlands considered that the Northern 1 route had the least ecological impact of the three Northern routes since it avoids passing through a relatively large area of mature exotic treeland (242 Redoubt Road). In a local context, Wildlands considered that this area of vegetation will have ecological value in terms of habitat for birds and indigenous lizards, whilst providing a stepping stone to and from surrounding remnants. It is noted that the project ecologist Mr Dave Slaven considers that while the stand of trees at 242 Redoubt Road (affected by the preferred alignment) is part of the local network of habitat patches that facilitate bird movement through the wider landscape, the key word here is part of that local network - alternative patches providing the same corridor services will remain unaffected by the preferred alignment (e.g. in this example, the immediately adjacent [and larger] patch at Redoubt Road and 17 Murphy s Road, are unaffected by the preferred alignment). It is noted that Northern 1 has the greatest deviation from the existing alignment and requires more earthworks than the other alignment options investigated to achieve appropriate vertical grades. Following is a table setting out the positive and negative aspects of each of the alignment options: Table 9.3 Murphy's Road Option Screening Alignment Option For Against Northern 1 (Orange) - Preferred option from the background studies - A greater proportion of the upper section of the alignment could be constructed off line. - Ecological effects are neutral - Geometrically inferior to the option Northern 4 - Greatest deviation from existing alignment - Angled alignment causes visual disconnect for the wider Flat Bush area - Angled alignment is out of context with the Flat Bush grid road layout - This alignment is less intuitive compared to Northern 4. The angled alignment severs properties between its alignment and the existing Murphys Road, creating new parcels of land that would be awkward to develop. - At a maximum grade of 9% more earthworks required than the other options to achieve the appropriate vertical grades - The remaining Murphys Road will have to be retained to maintain access to privately owned property. - At least 1 Transpower pylon will require relocation while the effects on the overhead cables are not clear. - The horizontal curve near the Redoubt Road intersection (radius of 350m at CH180) will have a non-compliant Approach Sight Distance (ASD in accordance with AGRD Part 3) compared to a compliant ASD for option N4.

97 68 Alignment Option For Against Northern 2 (Yellow) - Follows the existing alignment to reduce the effect on properties Northern 3 (Pink) - Follows the existing alignment to reduce the effect on properties Northern 4 (Red) - Geometrically superior to the other options with preferred design speed able to be achieved - Visually superior to the other options (including existing/do minimum) enhancing long range views - Proposed alignment follows the existing road from the bottom of the hill - Less earthworks than Northern 1. A large cut volume can be used to supplement the fill required. - At a max gradient of 9%, this alignment option requires less fill compared to N1. - The alignment is more intuitive compared to N1 as it is straight and follows the existing road alignment. - From an Urban Design perspective, this option provides added benefits as the cut to fill provides a gateway to the Flat Bush development area. - No Transpower pylons are affected by the alignment. Northern 5 (Green) - Visually superior to the other options (including existing/do minimum) enhancing long range views - Proposed alignment follows the existing road from the bottom of the hill. - Less earthworks than Northern 1 - Geometrically inferior to the options Northern 1, 4 and 5 and with substandard horizontal curves not meeting the preferred design speed - A less than preferred horizontal design speed to allow the alignment to loosely follow the existing alignment - Geometrically inferior to all other options and with substandard horizontal curves not meeting the required design speed - A less than desirable vertical design speed to allow the alignment to loosely follow the existing alignment - Large investment for a lower than desirable design speed (50km/h) - Has ecological effects via removal of exotic plantings - Existing traffic, including local access, will have to be accommodated during the construction. This will be time-consuming and will require a robust construction methodology. - Multiple local accesses will require regrading and retaining to ensure the existing accesses are maintained. - Geometrically inferior to the options Northern 1 and 4 - Most properties affected (24 affected properties)

98 69 This screening of the alignment options confirmed that Northern 2 and Northern 3 would not be taken forward for any further assessment. Alignment options Northern 1, Northern 4 and Northern 5 were found to have sufficient merit to warrant further assessment and were taken forward to the next stage of the investigation. 9.8 Summary of the Option Screening As a result of the alignment options screening some options were eliminated. The Alignment Options for further investigation and consideration were renamed for clarity and are shown in Table 9.4 and in Figure 9.6. Table 9.4 Alignment Option Naming Eastern alignment option naming Northern alignment option naming Eastern A previously named Eastern 1 Northern A previously named Northern 1 Eastern B previously named Eastern 2 Northern B previously named Northern 4 Eastern C previously named Eastern 3 Northern C previously named Northern 5 Figure 9.6 Alignment Options for Investigation and Analysis (Refer to drawing CV-0013) 9.9 Multi Criteria Assessment A multi criteria analysis was undertaken by AECOM to provide a qualitative assessment of the alignment options. The MCA analysis and the criteria used in the analysis are set out in Addendum 1 of the SAR (attached as appendix A of this AEE). The purpose of this assessment was to remove any options which scored significantly worse than the others or had a fatal flaw identified. In addition, the assessment identified options which scored better than others to assist with the decision making of the preferred option. Identified options were screened to ensure that the project objectives could be reasonably achieved. Technical analysis of the options included engineering, environmental including ecology, social, heritage, environmental,

99 Constructability Cultural Environmental Social Future growth Route Security Safety Category AECOM 70 urban design and landscaping inputs. The analysis also determined the benefits and dis-benefits for the screened alignment options which were used as inputs to a multi criteria assessment (refer table 9.5 below) of the alignment options. Table 9.5 Option Analysis URBAN (sections 1a, 1b and 2) FUTURE URBAN (sections 3a and 3b) RURAL (sections 4a, 4b and 4c) Ranking Score Criteria / Indicators Eastern Northern Eastern A B C A B C A B C Safety risk assessment Good Good Good Good Good Good Good Good Good Conflict between modes at intersections Good Good Good Good Good Good Good Good Good Access and connectivity Good Good Good Good Best Poor Good Good Good Network assessment of model Good Good Good Good Good Good Good Good Good Engineering assessment of geotechnical risks Neutral Neutral Neutral Neutral Neutral Neutral Poor Poor Best Volume/capacity assessment Neutral Neutral Neutral Good Good Good Good Good Good Developing Level of Service Good Good Good Good Good Good Good Good Good Comparable trip time model outputs Good Good Good Good Good Good Good Good Good Impact on residential access Poor Poor Poor Poor Good Poor Good Good Good Severance assessment Good Good Good Good Best Good Good Good Good Impact on community facilities Good Good Good Good Good Good Good Good Good Stormwater management Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Ecological Poor Poor Poor Neutral Poor Poor Poor Poor Poor Noise and vibration Poor Poor Poor Poor Best Poor Good Good Good Landscape visual Good Good Good Good Best Best Good Best Best Urban design Good Good Good Good Best Good Good Best Best Archaeology and heritage Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Cultural sites Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Neutral Benefit Cost Ratio Good Good Good Good Best Good Poor Good Best Bridges and Structures Neutral Neutral Neutral Neutral Best Neutral Best Neutral Neutral Deliverability Good Good Good Good Good Good Good Good Good Utilities and Services Neutral Neutral Neutral Neutral Good Good Poor Best Good Funding Good Good Good Good Good Good Good Good Best The scoring for each Indicator was based on the following grading system: Best = 2 The best performing indicator when comparing the options to the Do Minimum and to each other Good = 1 An indicator which performs better than the Do Nothing scenario Neutral = 0 An indicator which performs neither better nor worse than the Do Nothing scenario, or on balance has some equally good and bad aspects Poor = -1 An indicator which performs worse than the Do Nothing scenario. Fatal Flaw An indicator which performs so poorly that the option is eliminated and not considered any further

100 71 The MCA identified that a combination of the Northern B and Eastern C alignment options delivered the most positive impacts across the range of criteria Additional Alignment Options Investigated Subsequent to the MCA, alternative alignment options were investigated for Murphys Road (a re-investigation of options Northern 1 and 4) and for the Mill Road portion of the corridor to avoid bush at 146 Mill Road (See Addendum 1 to Appendix A- SAR). Mill Road Alternative Alignment Investigations Two options (called Options 1 and 2) were investigated within the Mill Rd stage 4 portion of the corridor in order to avoid native bush situated within a property at 146 Mill Road (refer Appendix x of the SAR). These alignments deviated from the recommended option alignment between Ch3900 and Ch5200. Options 1 and 2 followed a similar horizontal alignment to the existing road the difference being the respective vertical alignments. Option 1: (Refer Figure 9.7, below) - Followed the existing Mill Road alignment in accordance with the AUSTROADS design guide using a design speed of 90km/h; - Avoided the native bush at 146 Mill Rd; - Provided a compliant intersection to access Polo Prince Drive; - Required relocation of the existing WaterCare pipeline that crosses Mill Road at Ch Option 2: (Refer Figure 9.8, below) - Followed the existing Mill Road alignment in accordance with the AUSTROADS design guide using a design speed of 90km/h; - Avoided the native bush at 146 Mill Rd; - Avoided the WaterCare water mains by remaining at existing road levels across these pipes (Note these are the main supply Hunua 1 and 2 pipes from Redoubt Rd reservoir site which provides a significant part of Auckland s water supply); - Provided a compliant intersection to access Polo Prince Drive.

101 72 Figure 9.7 Option 1

102 73 Figure 9.8 Option 2

103 74 A multi-criteria assessment (MCA) was then undertaken (refer table 9.6 below) by the project team and relevant specialists to compare the alternative alignments to the current recommended option. The criterion used to score the options was the same as for the original scheme assessment of options. For assessment purposes the existing recommended option was zeroed and the options scored a positive, neutral or negative impact in comparison. Option 1 scored negative 3 in comparison to the recommended option. Option 2 scored negative 9 in comparison to the recommended option.

104 75 Table 9.6 Mill Road MCA Rural Section 4B

105 76 In view of technical evidence and qualitative assessment, the existing recommended option remained the preferred option for the Mill Road Corridor Upgrade. Murphys Road Additional Alignment Investigations Murphys Road is described as a District Arterial in the Operative District Plan and has a posted speed limit of 80km/h. During initial investigations, it was agreed that a maximum of 9% vertical grade was to be applied to Murphys Road due to the following design and legislative guidelines: - NZS4404 (2010) - Land Development and Subdivision Infrastructure (Table 3.2): Max vertical grade for a connector exceeding 8,000vpd should not exceed 10%. - AGRD Part 3 Geometric Design (Table 8.3): for an Operating speed of 80km/h the maximum vertical grade should not exceed 9% if the surrounding area is considered mountainous. - Urban Design Guide (Section 10.2): 8% is suggested as the maximum gradient for Urban Arterials. - AGRD Part 6A Appendix C (Commentary 10): The design guide suggests that a gradient greater than 10% over 50m with Horizontal curves and 12% over 50m on a straight is considered to be extremely hazardous for cyclists. It was decided subsequent to the MCA workshop to review the vertical gradient of 9% for Murphys Road (for options Northern 1 and 4 refer Figure 9.5) in order to understand the impact on the amount of fill, retaining wall heights and the visual effect that this gradient presents. It was agreed to introduce short vertical grades that may exceed 9% over short distances. It is noted that a 9% gradient is the maximum gradient considered acceptable for cyclists. AECOM undertook a design review for Northern 1 and 4 using a maximum gradient of 10% (instead of the agreed 9%) with compliant tangent curves (a curve that joins two different gradients) at both ends. The adjustment of the gradient and vertical curves reduced the volume of earthworks required for both options (-115,476m 3 for Northern 1 and -62,257m 3 for Northern 4). In terms of factors other than earthworks the following was noted: a) For Northern 1 and the change from 9% to 10% resulted in a reduction in standards for all transportation modes, especially for cyclists and pedestrians. As noted above, 9% is typically the maximum gradient considered acceptable for cyclists. b) A gradient of 10% exceeds the recommended maximum gradient stated in Austroads Part 3 (Table 8.3) for a road with a posted speed limit of 80km/h. c) Northern 4 with a 10% gradient - retaining walls are lower, and in some places, no retaining walls are required. d) Northern 4 with a 10% gradient - property access is made easier and cheaper to construct. e) Northern 4 with a 10% gradient - due to the increase in earthworks cut near the Redoubt Road intersection, higher retaining walls are required to avoid spilling into adjacent properties. Following this assessment and based on the project objectives; safety, route security, future growth, social effect, environmental, cultural and constructability, Northern 4 remained the preferred alignment. The maximum vertical gradient of 9% ensures that the corridor will be sufficient to cater for a design that complies with roading guideline standards and that caters for all forms on transport including cyclists.

106 AECOM 77 Puhinui Creek Gully Bridge The project ecologist, Dave Slaven from Boffa Miskell, identified a section of forest at 38 Mill Road as mature and established within the alignment footprint. The recommendation from Mr Slaven was for the alignment (including the Puhinui Creek Gully Bridge) to avoid the area if practical. The tree dripline was surveyed and AECOM subsequently investigated the ability to re-design the alignment of Mill Road and the Puhinui Creek Bridge. The investigation revealed that the bridge and alignment could be shifted laterally by 13m to avoid the tree drip line without a significant effect on design guidelines in terms of vertical and horizontal alignment, retaining wall heights, fill or the structure length. In addition the investigation found that the bridge length, height, span lengths or number of supports will not be severely affected. Figure 9.9 Long section showing lateral shift of Puhinui Creek Bridge (former alignment red, revised alignment in black) Preferred alignment Option Following analysis of the various alignment options, a combination of the Northern B and Eastern C alignment options (refer figure 8.6) with a lateral shift of the Puhinui Bridge were selected. The combination of these options was considered to be the preferred alignment along the corridor, as shown below. This is the corridor which is the basis for the NoR applications. It is noted that the lateral shift of the bridge has the added benefit of being partially screened by the mature forest when viewed from the west13 Figure 9.10 Preferred Corridor Alignment 13 Peake Design Limited Landscape and Visual Assessment for (Appendix R).

107 Section 10.0 Consultation

108 Consultation 10.1 Consultation under the RMA General Schedule 1, Form 18 of the RMA requires every NoR to include a statement of the consultation, if any, that the requiring authority has had with any persons likely to be affected by the designation, public work, project or work. Engaging and building relationships with stakeholders, including consulting with all potentially affected parties has been an important component of the project. A consultation summary report setting out the communication and consultation undertaken to inform both the Scheme Assessment and the proposed NoRs is attached as Appendix H. The project was previously managed as two separate but linked projects by the former Papakura District Council (PDC) and Manukau City Council (MCC). These projects included preparation of scheme assessments and consultation dating back to 2008 with stakeholders (including iwi) but did not proceed to the adoption or the designation of a preferred route. Following AECOM s engagement on the project by AT, communication and consultation with the community and other stakeholders has been undertaken both during preparation of the SAR and as part of preparing the NoRs. Consultation has aligned with the Consultation Plan which was developed using the principles and core values of the International Association of Public Participation (IAP2) as well as the requirements of the Land Transport Act 2003, Local Government Act 2002 and best practice under the Resource Management Act This Plan is included in Appendix D. The objective of the consultation undertaken to date was to inform affected parties and communities, reduce misinformation, gather knowledge from the community, take their views into account, and respond to concerns. Initial contact with a number of property owners commenced in May 2012 when letters seeking consent to access properties for geotechnical survey were issued (refer Appendix E for copies of these letters). The letters coincided with the public distribution of a project flyer announcing the investigation phase and next stages of the project (refer Appendix D). On completion of the preliminary investigation phase, the preferred design of the Redoubt Road- Mill Road corridor was presented to directly affected landowners in October and November 2012 and to the wider community through a series of public information days. In total 510 people attended the information days held in both the Everglade School and Alfriston Hall. AT property staff, project team members and AECOM consultants attended to provide information on the proposed corridor improvements. The numbers of attendees at the information days, including directly affected landowners were as follows: Date (2012) Wednesday 24 October 170 Friday 26 October 36 Monday 29 October 34 Thursday 1 November 47 Saturday 3 November 103 Monday 5 November 120 TOTAL 510 Number of attendees To facilitate feedback on the proposed route, a free-post feedback form was created and circulated at all information days and on the AT project website. A total of 33 written responses were submitted to AT by the deadline set of Friday 16 November Comments were also noted by consultants and AT staff during the information days. Records of these conversations were uploaded into AT s Darzin database. The written responses and record of conversations are attached in Appendix A of the Consultation report. Set out in Table 10.1 below is a summary of feedback on the proposed alignment, and the project response.

109 79 Table 10.1 Feedback received from open days and project response Feedback Type Feedback Summary Project response Comments on environmental impacts of route Changes to the physical environment and the increased visibility of the built road (including changes to visual amenity, particularly the existing semi-rural outlook) were recurring comments made at all information days. The height of bridge structures was also raised as potentially dominating the rural landscape and potentially affecting visual amenity values for local residents. Operational noise was raised as a potential issue. Concern was raised by one attendee about potential street lighting at Murphy s Road impacting on the rural character of the area. For property owners adjacent to the proposed alignment, there is potential for a loss of security and privacy due to the removal of mature boundary trees and vegetation. Construction of the Puhinui Creek Gully Bridge, due to the size of the structure, will potentially increase noise, vibration and dust. Landscape and urban design assessments have been undertaken for the entire corridor. An Urban Design and Landscape Study was compiled investigating opportunities and constraints and mitigation measures (for example landscape planting to address visual amenity and landscape concerns. Bridge structure have been kept as short and as low as possible recognising that a certain height needs to be maintained in order to minimise the topping of trees. Mature trees adjacent to the bridge structures will be retained and will partially add benefits of bridge structure over alternative screen the structures. The issue of operational noise was investigated and assessed by an acoustics expert. Mitigation measures are available to address operational noise. Street lighting in Rural areas will be designed to comply with rural rather than urban lighting standards. The proposed designation conditions require the preparation of a Landscape Design Philosophy Statement which is to show the landscape theme for the entire length of the corridor. The plan is required by the condition to show areas of landscape mitigation, screening and enhancement planting. In addition, the proposed designation conditions seek to avoid the removal of mature trees as far as practicable. Where trees are identified for removal, the requiring authority (AT) is required to remedy or mitigate the adverse effects of tree removal. The acoustics assessment prepared by AECOM considers that mitigation measures (such as appropriate surfacing) are available to manage noise and vibration effects. The bridge surface will be sealed hence operational dust effects will be negligible. Dust effects will be carefully managed during construction. Dust effects during construction will be managed under the CEMP and the Air Quality DWP as per the proposed designation conditions

110 80 Feedback Type Feedback Summary Project response General Comments on cycling, pedestrian, equine access Concern was expressed about the loss of native biodiversity as a result of the corridor route. Some open day attendees voiced opposition to the project on social, environmental and economic grounds. Opposition to the project centred on the high cost, the number of properties affected, and the rationale for the project. Project opponents want the project stopped and funding redirected to upgrading the Southern Motorway, in particular the Te Irirangi Drive and SH20 connections. Once the route has been confirmed, there is an expectation in the community that construction will immediately follow. Existing funding constraints indicate that some sectors will not be constructed for an extended period of time. A high number of attendees at open days expressed frustration that the project won t be completed in my lifetime and current issues on the corridor would only get worse in the interim. Concern was raised about the changes to pedestrian access to Totara Park for residents south of Murphy s Road. A number of residents from the northern end of Mill Road expressed concern about crossing the arterial to access the park and feel the signalised crossing at the Murphy s Road intersection is too far north to deviate from their usual route. The ecological assessment undertaken by Boffa Miskell concludes that, the preferred alignment will result in adverse ecological effects by removing 0.52ha of mature native forest and 80 linear metres of stream bed and the aquatic habitat it supports. Additional effects may include the mortality of lizards and loss of good quality lizard habitat. However, these adverse effects can be sufficiently minimised or mitigated, and provided that the recommended mitigation set out in the designation conditions relating to ecological restoration is implemented the residual effects of the project would be minor at worst. The need for the project was discussed with open day attendees. Growth in Papakura, Drury, Takanini and Flatbush and its effects on the corridor was discussed along with the need to improve horizontal and vertical alignments. The need to accommodate other modes such as cyclists, pedestrians and public transport was also discussed. It was also explained that the project would need to demonstrate that the purchase of properties were reasonably necessary to facilitate the corridor upgrade. Potential mitigation such as replacement planting and stormwater wetlands was also discussed at open days. The timing of constructing the corridor and the funding process was discussed at open days. Certain sections of the corridor (for example NoR 3) may not be constructed in the short term (i.e. within 5 years) as traffic modelling has shown that the upgrades are not absolutely necessary until The extended NoR lapse periods provide sufficient time to accommodate possible funding constraints and take into consideration that upgrades may not occur until as identified by traffic modelling. A central raised or flush median will assist pedestrians to safely cross the corridor south of the Murphys Road intersection. Specific safe pedestrian crossings will be investigated during the detailed design where it is warranted.

111 81 Feedback Type Feedback Summary Project response Comments by Affected Property Owners Questions were raised about the likely material used for the batter slopes and whether this could be easily traversed by foot to access the park. The corridor has been subject to a number of studies dating back to This has resulted in the perception (or misunderstanding) that the route had been confirmed and designated which has caused confusion for many property owners. The material used in some of the batter slopes will be able to be traversed by foot. However these batter slopes are likely to be landscaped. The possibility exists during detailed design to include pathways in the final design. The regulatory status of the corridor was made clear at project open days and in letters to land owners. AT s website also had links to the project with updates on progress on the project. A small number of property owners expressed frustration that they had made property improvements and acquisition decisions based on information received in 2009 in relation to previous alignment investigations. Feedback from consultation indicated a level of frustration at the prolonged planning phase and the desire for AT to implement the project with priority. The prolonged planning phase is impacting on future plans for some property owners who await certainty and accurate timeframes for property acquisition. Concerns were raised that timeframes for acquisition may result in a loss of pride in property and degradation of property asset, as the motivation to maintain properties will diminish if they are identified for future purchase. Many residents have expressed concern that the planning phase is having a negative impact on property values and has blighted the area. As above, property owners were advised of the regulatory status of the corridor and on the planning process to designate the corridor. During open days people were made aware of indicative project time frames and the designation process. AT s website also provides information on the project. Members of AT s property team were present at Open days to discuss and advise on land acquisition and what property owners can do in the interim before the land is designated. Section 185 of the RMA provisions were also discussed which enables directly affected landowners the ability to apply to the Environment Court for an order obliging the requiring authority (AT) to acquire the necessary interest in the affected property either by purchasing or lease of all or part of the land. In addition the compensation provisions of the Public Works Act were discussed with attendees. As above, Members of AT s property team were present at Open days to discuss and advise on land acquisition and the Public Works Act. In addition a condition has been included in the proposed conditions set requiring acquired properties to be appropriately managed so they do not deteriorate and adversely affect adjoining properties and the amenity of the surrounding area.

112 82 Feedback Type Feedback Summary Project response Comments on road design The timing of property acquisition is identified as an issue for landowners who have communicated a level of frustration that a definitive timeframe for acquisition is currently unknown. A number of affected property owners are seeking immediate property acquisitions. There is concern that initial funding reserved for early purchase under the grounds of hardship may reduce resulting in some landowners feeling stuck as their property is unable to be sold on open market once designation is known. Comments were made around the length of Notice of Requirement (NoR) process and the need for certainty of designation were expressed. Some property owners with land taken front the front of their properties requested entire property acquisition due to the closer distance to the corridor and thus the negative social impacts experienced in living there. Suggestions of central raised median barriers on Mill Road were made. The AT property team were present at open days and have fielded phone calls from members of the public since to explain the property acquisition process and the mechanisms under the Resource Management Act and Public Works Act relating to property acquisition. AT property staff explained the property acquisition and property valuation process to persons attending the open days. Section 185 of the RMA provisions were discussed which enables directly affected landowners the ability to apply to the Environment Court for an order obliging the requiring authority (AT) to acquire the necessary interest in the affected property either by purchasing or lease of all or part of the land In addition the compensation provisions of the Public Works Act were discussed with attendees. As above, AT property staff explained the property acquisition and property valuation process to persons attending the open days. The Resource Management Act Statutory process to secure a designation as well as the public notification and hearings process was explained at open days. The AT project website also explains the statutory process. The statutory tests applicable to property acquisition were explained together with the various mitigation measures contemplated to reduce negative impacts associated with the road alignment moving closer to some properties. A flush median extends from State Highway 1 to Hollyford Drive. A raised median has been introduced at the intersection of Hollyford and Redoubt Road to delineate traffic at the intersection. Beyond Murphy s Road, raised medians have been introduced for rural sections (inclusive of Mill Road) of the alignment.

113 83 Feedback Type Feedback Summary Project response The majority of attendees to the information days raised questions about the location and size of proposed batter slopes. Due to the changing land contours along the corridor, batter slopes were considered extensive in places where land take for batter slopes exceeds land required for actual road corridor. A number of residents in the urban section of the corridor queried whether retaining walls could be installed instead of batter slopes to reduce the designation encroaching on their properties. The phasing of enabling works and upgrades have the potential to overlap, creating multiple construction areas along the corridor and thus increasing frustration for road users. Cut and batter slopes were discussed at the open day including how cuts and fills were displayed on the road corridor strip plans and batter slope gradients. Following the open days cut and batter slopes were reviewed and replaced were possible with retaining structures to reduce impacts on properties. It was explained that construction works will be carefully managed to reduce frustration for road users. The proposed designation conditions include the requirement for a Construction Environmental Management Plan and Transport, Access and Parking Delivery Work Plan to be prepared to manage construction effects. In addition transport network congestion is required to be monitored to manage traffic congestion during the construction period. Comments Relating to NoR Sections NoR 1 Many Redoubt Road residents commented about restricted right turn access in and out of their properties, particularly in the vicinity of the Hollyford Drive intersection. Right turn movements out of Hilltop Road were discussed as a constraint due to the increased capacity of the Redoubt Road corridor. Comments were made about the increased road noise as properties adjacent to the corridor on the northern side will lose existing road frontage and subsequently become closer to the road. Properties directly behind those identified for whole acquisition raised concerns about the resulting noise and higher visibility of the corridor impacting on their privacy. A 3m wide flush median is provided to cater for traffic in and out of private accessways. Due to the increased number of lanes at the Hollyford intersection, access to Redoubt Road will only be in the direction of travel of the nearest lane. An acceleration lane is provided as a flush median along Redoubt Road (west bound). Hilltop will also be extensively regraded to increase the Redoubt Road sight distances and departure angles. Vehicle volumes do not warrant this intersection to be made signalised. An acoustics assessment was prepared by AECOM. The assessment notes that various mitigation measures are available to deal with both construction noise and operational road noise. Having regard to higher visibility, landscaping is proposed along this section of the corridor. The proposed designation conditions require the preparation

114 84 Feedback Type Feedback Summary Project response of a Landscape Design Philosophy Statement which is to show the landscape theme for the entire length of the corridor. Fencing will also be re-instated as necessary. Property owners noted that partial land take may impact on on-site vehicle manoeuvring and property access. Comments from a number of attendees at the public information days expressed positive feedback about the increased capacity on the urban section, noting current increased traffic delays at peak times. Provision of a high frequency westbound bus corridor received positive feedback although there were a number of queries around public transport provision south of Hollyford Drive intersection. Concern was raised by two residents on Everglade Drive that on street parking would be at a premium as people drive here to catch the bus to work. Residents on Santa Monica Place raised concerns about safe access onto the corridor, with one landowner requesting that traffic surveys be undertaken at this intersection. A small number of respondents requested detail on how far down Hollyford the additional lanes extend. If past Aspiring Avenue, the respondents want to know if traffic signals will be placed at the Aspiring Avenue intersection. Comments were made about the potential loss of newly built properties on Redoubt Road near Alexia Place, suggesting why don t you move the road south into the park to avoid property issues on the north side of the road? Following the open days cut and batter slopes shown on the strip plans were reviewed and replaced were possible with retaining structures to reduce impacts on properties and access. In addition the compensation provisions of the Public Works Act were discussed with attendees. NoR 1 will improve capacity for all modes and alleviate current safety issues with intersection layout and design. The entire corridor has been future proofed to provide for buses should other sections of the corridor warrant public transport provision in the future. There is little than can be done to prevent people parking on a street to catch the bus. Whether no parking lines were warranted on Everglade Drive would be a matter for definite design. This intersection was re-examined following the open days. Initially it was to be a priority controlled intersection. This will now be a signalised intersection. The extent of the proposed designation down Hollyford Drive was discussed. The corridor does not extend down to Aspiring Avenue. The need to maintain appropriate road geometrics in accordance with relevant safety standards were explained. Further design refinements including use of retaining walls has reduced land take on the northern side of Redoubt Road near Alexia Place.

115 85 Feedback Type Feedback Summary Project response NoR 2 Section of Redoubt Road from Hilltop Rd to the Southern Boundary of Totara Park Connection of Murphy s Road to Redoubt Road There was mixed feedback on the land take at Totara Park with some supportive of minimal impact on the park while others expressed concern the green space was not as valuable at the adjacent houses and that more of the park should be acquired rather than houses. Concern expressed by a resident of Alexia Place that the gradient will become steeper at the intersection and that the closer road corridor will result in increased noise, dust and pollution travelling off the road and down Alexia Place. A number of respondents referred to previous studies undertaken in 2009, in which Opus identified Option D. This previous option offered a revised alignment to the top end of Murphys Road tying in at Thomas road. This was considered by respondents to have less impact on residential property on Redoubt Road, with the removal of only one house required. Refinements have been made to the design to limit land take on both the park and properties on the northern side of Redoubt Road. The Alexia Place intersection will meet engineering design gradient standards. An Acoustics assessment has been undertaken by AECOM which considers that mitigation measures are available to deal with construction and operational noise. An air quality assessment has been undertaken by AECOM. Potential air quality impacts arising from construction activities will be mitigated using best practice management measures. The appointed contractors will be required to produce a Construction Environmental Management Plan (CEMP) which would set out all of the steps to be taken to control and mitigate the effects of construction dust. The air quality assessment states that most of the identified dust emitting activities respond well to appropriate dust control/mitigation measures and adverse effects would be greatly reduced. Having regard to operational air quality effects, no exceedances of the National Environmental Standards for Ambient Air Quality are predicted to occur at any of the modelled worst-case receptor locations in any of the future assessment scenarios, along the upgraded corridor. This alignment option has been examined in detail. In order to achieve the required gradient for this alignment and appropriate queuing distance at Redoubt Road, significant earthworks are required. In addition, the alignment is at odds with the grid roading layout in Flatbush sand requires an additional electricity transmission line pylon to be shifted.

116 86 Feedback Type Feedback Summary Project response NoR 3 Changes to the ridgeline and the associated earthworks were raised with comments made on the ecology of the Murphy s Road ridgeline and the need to protect trees and groups of trees which significantly contribute to the district s amenity. Residents from the Tuscany Heights end of Redoubt Road were concerned about right turn access onto the corridor. Congestion and sun strike issues at the current intersection were raised with concern that the new intersection will also have these issues. Comment was made that you re moving the same problem we have now, just a bit further up the road. The ability to turn left onto the retained section of the old Mill Road corridor and then left onto the arterial to avoid the right turn movement at the Redoubt Road intersection was not seen as a positive by many commuters who did not see any benefit travelling south to go north. Two school parents from Tuscany Heights commented that the existing Mill Road will not be a viable alternative route to Alfriston School as it would be difficult to turn right at the southern end of Mill Road at peak times. The majority of the 16 residents from privately owned Kinnard Lane attended the information days. They provided useful insights on the drainage and stormwater issues that have impacted properties on the lane. The proposed property access layout at the intersection was criticised due to the drainage issues. Concerns were raised about the close location of the Kinnard Lane intersection to the new Redoubt Road intersection and the risk of traffic conflict during right turn manoeuvres. Further design work has resulted in the Murphys Road corridor being narrowed toward the Murphy s Redoubt intersection via the use of retaining walls to reduce property take and the loss of exotic bush. The ecology report notes that this exotic bush is likely to provide habitat for various lizard species. Species can be relocated during construction works and appropriate new landscape planting established to replace lost habitat. The proposed designation conditions include the requirement for preparation of an Ecological Restoration and Management Plan which is required to avoid, remedy or mitigate the adverse effects arising from the loss of biodiversity values or natural habitat along the corridor. This intersection was re-investigated as a result of feedback. It was found that the design was sufficient to safely accommodate traffic flows. Sun strike is difficult to avoid given the orientation and exposed position of this part of the corridor. It is acknowledged that this does add a level of inconvenience to motorists. To avoid further land take, connectivity from the existing Mill Road corridor to the proposed corridor has been limited. The intersection design complies with design standards and has been subject to a peer review process. A flush central median will assist with right hand turns. Issues such as scour and drainage will be thoroughly examined as part of detailed design. The intersection was re-examined and subsequently re-aligned as part of further investigations.

117 87 Feedback Type Feedback Summary Project response A property owner at 146 Mill Road is significantly concerned about the loss of native trees, most of which he has planted along his boundary with the intention of creating an ecological corridor linking his property to the Forest and Bird property located off Ranfurly Road. A landowner on Wastney Road is concerned about the proposed deviation bringing the road closer to Wastney Road, increasing noise and traffic deviating onto Wastney to avoid peak time queuing at roundabouts. The owner of a planned childcare centre next to Alfriston School is concerned the proposed corridor deviation will impact on his business as he loses road frontage. Queries on the lack of pedestrian provision from Murphy s Road to Alfriston were raised with a small number raising concerns about future proofing the arterial for the planned population growth and thus the future need to extend the footpaths into the rural section of the corridor. Further alternative route options were examined to see if the bush could be avoided. For reasons such as additional land requirement, earthworks volumes, constructability and avoiding Watercare s assets these alternative options were discounted. The corridor alignment will pass through the narrowest section of this bush and will bridge over the majority of the bush. Only tall trees will need to be topped. The proposed road corridor will remain at least 300m away from Wastney Road. Operational noise is unlikely to be a concern. It is difficult to avoid traffic deviating onto Wastney Road in order to avoid peak hour ques. It is noted that the roundabouts at the intersections of Alfriston/Mill and Ranfurly Road/Mill Road have been designed to accommodate future growth. AT is consulting with the operator of the proposed childcare. A shared path has been added to that section of the corridor from Murphys to Alfriston.

118 88 As a result of landowner information days a number of sites on the corridor required further geotechnical investigation. Further assessment was also undertaken on water catchments, including natural springs near Mill Road, wells and springs at the Murphys Road intersection and existing stormwater run-off issues at Kinnard Lane. Previous Murphys Road alignment Option D was also reintroduced into the SAR following community feedback in support of this option over the proposed route. Letters were also sent to all landowners affected by the proposal keeping them abreast of matters relating to the corridor study. Mail drops occurred in October 2012, March 2013, April 2013 and January Copies of these letters are attached as Appendix E. Meetings have also been held with the property owner at 146 Mill Road. The proposed alignment bridges over a stand of native bush on this property. At this meeting the positive and negative aspects of alternative alignment options to avoid the bush were discussed. Updates to ecological reporting were also discussed which confirmed there will be a loss of some bush under the proposed bridge (900m² topped to a height of 16m) and that some surveys have been carried out in relation to the bats, bush, lizards and stream samples had been taken. Mitigation issues were also discussed. The project ecologist considers that suitable mitigation can be achieved by revegetation within the designation footprint including some of the severance lands where such land adjoins existing native bush. Examples include the severance land located south east of the new road at Mill Road, the severance land to the north of the new road at 134 Mill Road. Both of these areas adjoin the bush on 146 Mill Road. Conditions have been included on the proposed designation requiring the planting and on-going maintenance of these severance areas. A meeting was held with the Redoubt Road Environmental Action Group (RREAG) (a residents group formed in opposition to the project) on 12 February 2013 to discuss their concerns. The meeting was intended to be a forum to discuss the impact of the project on property and to address other issues such as the Murphys Road alignment. The meeting was attended by representatives from the Howick Local Board and Otara Local Board as well as AT (refer minutes attached in Appendix B of the Consultation Report). Set out below is a summary of more recent consultation with RREAG: - 23 rd May 2014 David Warburton (AT), Claire Stewart (AT) & Theunis Van Schalkwyk (AT) meet with RREAG; - 28 th May Theunis Van Schalkwyk (AT) s to offer RREAG a workshop/meeting which would involve ecologists from Boffa Miskell for 6 th June; - 3 rd June 2014 RREAG and confirm 6 th is not suitable; - 5 th June 2014 Theunis Van Schalkwyk (AT) s to offer alternative workshop/meeting with ecologists from Boffa Miskell for 20 th June; - 9 th June 2014 RREAG and confirm 20 th not suitable; - 13 th June 2014 AT meet with Papakura Marae, Graham Cheesman & David Price (RREAG) at the Papakura Marae; - 22 nd June 2014 RREAG confirm that a workshop/meeting with Boffa Miskell is pointless; - 26 th June 2014 Richard Black (AT) & Theunis Van Schalkwyk (AT) meet onsite with RREAG. Another meeting is proposed for October 2014 between AT & RREAG. Communication is on-going with RREAG in relation to the project. The timing and extent of the road upgrades on Redoubt Road is important to the Church of Jesus Christ of Latter Day Saints at 19 Redoubt Road. The road upgrades will affect the vehicle access into the site potentially making it steeper. Meetings have been held with the church on 17 May 2013, 21 May 2014 and 20 August 2014 to discuss access arrangements and indicative access design. The following items have been discussed at these meetings: - It the existing gates are shifted at the front of the site, there is a need to maintain a stacking space for buses entering the site. - The gradient of the drive way needs to be able to accommodate buses - Entrance landscaping design and retaining wall layout are considered very important and should match the existing.

119 89 - The Church would like to review the detailed design access arrangements before the detailed design phase of the project. A preliminary concept drawing has been prepared and supplied to the church that confirms that a revised access arrangement can be constructed that accommodates buses and addresses all matters listed above. Meetings with the church are on-going. The proposed road upgrades on Redoubt Road will impact on vehicle access into the Manukau Heights Motor Lodge. Correspondence has occurred with the motor lodge in April 2013, May 2014 and August 2014 in relation to the road upgrade and potential solutions for driveway access. A preliminary design solution was developed for the site but it was not possible to maintain a viable access to the site with the widened Redoubt Rd. A meeting was held on 14 August 2014 to present these findings and seek feedback. A decision was reached that a full acquisition would probably be the best solution under the circumstances. Consultation is on-going with the Motor Lodge owner regarding the acquisition process. A meeting was held with John Mapleson on 7 March He has been assisting a number of property/landowners in the southern region. He outlined that his interests was predominantly focused around South Auckland and its potential for growth and development. Discussion will be on-going with Mr Mapleson. A meeting was held on 29 August 2014 with the developer of the Flat Bush South region. There is the potential to integrate stormwater treatment devices to reduce land impacts and costs. Discussions are ongoing regarding integration between the two projects. A meeting was held on 27 August with representatives of 116 Ranfurly Road to discuss the Mill Road Project and the effects on the property and proposed subdivision consent of the land at 116 Ranfurly Road. The current NoR conflicts with the development plans for this property. Discussions will be on-going with this property owner. Meetings have been held with the Totara Park Pony Club in August 2012 and April 2013 to discuss the alignment relative to the access to the Pony Club and bridle trails in Totara Park. The Pony Club has advised that the access arrangements and entry/exit movements from the Pony Club access require careful consideration. A four lane road could make this a dangerous activity. It was raised that most people are accessing the Pony Club from Manukau or from the Murphys Road/Redoubt Road junction which would require a significant number of right turn movements for horse boxes and club user s vehicles. It was recognised that Totara Park is the premium park for equestrian activity in the area. These matters are proposed to be addressed as follows: - Installation of a central flush median in the road corridor - Reviewing right turning movements from the Pony Club - Signalising the Murphy s Road intersection to provide traffic breaks to assist right turns - Potentially building the new access first - Focusing on construction phasing and temporary design for the interface Drawings were also sent to the equestrian centre on 3 September 2014 and confirmation received on 10 September 2014 that they were happy with the new entrance layout. A meeting was held with Totally Totara in May 2013 who build and maintain bike trails in Totara Park. The road alignment will be constructed over mountain bike trails. It was agreed that mountain bike trails will be re-instated following construction of the re-aligned corridor. Further consultation will be required with Totally Totara and Auckland Council Parks in relation to re-instatement of the trails. Meetings have been held with the Council s Parks team in March 2013, April 2013, June 2013 and August It was noted at these meetings that the proposed widening and realignment of Redoubt Road will require land acquisition and works within Totara Park. A stormwater wetland is also required to be constructed in a Council park on Murphys Road. The following matters have been discussed at these meetings: - The preferred scheme option and the rationale behind this

120 90 - The increase in land takes required along the Park edge - The impact to the top of the existing watercourses in Totara Park and adjacent vegetation and mitigation planting proposed - The proposed walls, batters and fencing along the Park boundary - Proposals for pedestrian and cycling connectivity - The proposed entrance changes to the Pony Club and Totara Park main entrance - The proposed alignment at Murphy s Road and the tie in a Flatbush School Road It was discussed that the alignment would require the purchase of some properties on the southern side of Redoubt Road which currently site within the Park boundary. This may provide land that the Parks team can take back which was considered as an acceptable option to Parks. The potential to undertake mitigation landscape planting in Totara Park in addition to that proposed under the parks landscape concept plan was also discussed. This is currently being investigated Southern Planning Team Howick and Manurewa Meetings have been held with members of the Southern Planning Howick & Manurewa team in March 2013, April 2013, May 2013, July 2013, March 2014 and August A project corridor site visit was held with the Council s processing team on 8 August Summary background material has been provided to the processing team Biodiversity Team Meetings were held with Auckland Council s Biodiversity Team in June Draft copies of the ecological assessments were provided for comment. Comments were received from the Biodiversity team in October 2013 and incorporated into Boffa Miskell s ecological assessment Planning & Urban Design Team Various meetings were held with Bruce Harland, Lisa Dunshea and Robert Lipka in relation to planning and urban design matters in May 2012, July 2012, February 2013 and June Stormwater Team Two meetings have been held with the Council s stormwater team. The first meeting was held in July 2012 and attended by Peter North, Pradip Baisyet and Andrew Chin of the Council s stormwater team where the proposed drainage philosophy was discussed. Further meetings were held in August and September 2014 with Lisa Dowson and Janette Kidd following notification of the Proposed Auckland Unitary Plan (PAUP). The proposed stormwater philosophy relative to the rules and philosophy of the PAUP were discussed at this meeting The Council s stormwater team has confirmed they are comfortable with the proposed drainage philosophy. Presentations were made to the following Local Boards: - Howick - Manurewa - Franklin Copies of Community Board presentation materials are attached as Appendix F. Update presentations will be made to the following Local Boards in October 2014: - Howick - Manurewa - Papakura - Franklin - Otara/Papatoetoe

121 91 A project link has been maintained on the AT website with project plans and information. Project newsletters, media releases and feedback forms have been loaded onto the website as they become available and the website address has been published on project material. Individual landowner meetings are on-going as are updates to Local Boards and key stakeholders Iwi Consultation [Update following receipt of updated CVA] Consultation has also been undertaken with iwi, recognising that AT is committed to the principles of the Treaty of Waitangi and meeting the relevant statutory obligations under the Land Transport Management Act (2003), and the Resource Management Act (1991). AT sent letters to the following Mana Whenua groups in 2012 that may have had an interest in the Project Area, seeking whether they wished to participate in the project. Groups contacted in 2012 included: - Ngāi Tai ki Tāmaki Tribal Trust; - Ngāti Maru Runanga; - Ngāti Pāoa Trust Board; - Ngāti Tamaoho Trust; - Ngāti Whanaunga Inc Soc; - Pukaki Māori Marae Committee and Te Ākitai Waiohua; - Te Ara Rangatu o Te Iwi o Ngāti Te Ata Waiohua. Iwi consultation commenced on 24 May 2012 with a presentation by AT to representatives from the following iwi who confirmed their interest in the project, and have actively participated in consultation in relation to the project: - Ngati Te Ata - Ngai Tai ki Tamaki - Ngati Tamaoho - Te Akitai Waiohua - Ngati Paoa The meeting sought to introduce the project, acknowledge history and legacy of the project, and to identify mana whenua with kaitiakitanga ties to the project area. A follow up presentation to iwi was made on 30 August The meeting sought to confirm with mana whenua and to seek Maori understanding, co-operation and future assistance as the project progresses through the designation process. Prior to commencing geotechnical investigations, iwi were invited to host a dawn blessing on a culturally significant ridge line within the project area. Ngai Tai ki Tamaki and Ngati Paoa were invited to contribute to information day displays by providing historical and cultural insights for inclusion on a Cultural Values poster. In addition, following notification of the PAUP, the following further Mana Whenua groups were contacted in June 2014: - Te Runanga o Ngāti Whātua; - Ngāti Whātua Ōrākei; - Ngāti Tamatera; - Patukirikiri; - Te Kawerau a Maki; - Te Ahiwaru; - Waikato-Tainui Te Kauhanganui.

122 92 Of the above, Ngāti Whātua Ōrākei and Te Runanga o Ngāti Whātua have advised that the project is outside their rohe. The other groups listed above have not yet responded. AT has sought MVAs directly from each of these Mana Whenua groups. As at the date of this AEE, MVAs have been completed by Ngāti Te Ata Waiohua, Te Ākitai Waiohua, Ngāi Tai ki Tāmaki and Ngāti Tamaoho (attached as Appendix I). The MVA presented by Te Akitai Waiohua references the significance of Puhinui Creek and the iwi s interest in restoring and maintaining the health of this waterway. Te Akitai Waiohua request that the history of the area is acknowledged through accurate signage of landmarks and that remnants of native forest should be avoided. The assessment makes the following key recommendations: - That the history of Te Akitai with the project area be acknowledged where possible. This could be acknowledged by signage of landmarks, correct naming as well as references in published materials; - Provision should be made to minimise the impact on the pre-existing landscape. Younger plants can be moved, the older forest with whakapapa or longstanding historical ties should be avoided; - Where replanting occurs, native trees are preferred; - The appropriate usage of Kaitiakitanga protocols and establishment of unknown site discovery protocols; - The on-going participation, consultation and involvement of Te Akitai Waiohua must be ensured in phases of the project; - All stormwater systems should aim to maintain the highest possible treatment standards in relation to (clean) water quality and flow; - The on-going restoration of Puhinui Creek must also be considered in this project; - A firm commitment should be made to keep fresh water and stormwater separate; - Maori cultural values and concepts should be recognised in the design aspects of the project where applicable. The MVA prepared by Ngati Te Ata Waiohua affirms support to the Redoubt Road Mill Road corridor project provided the issues and concerns raised in the MVA report are addressed and provided for. The report makes the following recommendations: - The need for relevant mana whenua groupings to have high quality formal relationships with all key stakeholders including AT and Auckland Council; - Reviving names. In conjunction with iwi an inventory of names associated with a given site can be developed allowing iwi to choose the most appropriate names from which to develop design, interpretation and artistic responses; - Further consultation with Ngati Te Ata Waiohua should be undertaken where opportunities arise to name new or existing features within the corridor; - The project should embrace opportunities for creating or enhancing visual and physical connections to landmarks; - Opportunities should be taken to reintroduce natural landscape elements back into the urban streetscape e.g. specific native trees, springs, promoting bird, insect and aquatic life to create meaningful urban ecosystems which connect with former habitats, food gathering areas and living sites; - Planting along the length of the corridor can enhance and restore the environmental values of the area; - The natural world could also be referenced through the use of artistic motifs on retaining walls and other contrasted elements in the vicinity of the roadway; - Ensuring emphasis is placed on maintaining and enhancing the environmental quality of water, soil and air and where possible remediating sites to enhance mauri; - Careful stormwater management is particularly important given potential impacts on the Puhinui Stream. Reference the Puhinui Stream Restoration Concept Plan prepared by the former Manukau City Council in 2002 in the design and implementation of the project;

123 93 - Developing strategies to creatively re-inscribe iwi narratives into architecture, landscape, urban design and public art to enhance a sense of place; - Exploring environmental, cultural and commercial opportunities in partnership with iwi entities; - Remove references to heritage constraints or balance with heritage opportunities and heritage responsibilities. The MVA prepared by Ngai Tai Ki Tamaki states that Ngai Tai wish to discuss and have input into: - Mitigation and design elements of the project. Involvement and input into the mitigation of the flora and fauna which may be adversely affected from the project which include: - Mitigation of loss of indigenous vegetation; - Mitigation of loss of lizard populations; - Mitigation of potential loss of long tailed bat habitat; - Mitigation of reduced connectivity of habitats. In order to ensure the potential to damage archaeological features associated with pre-european occupation is mitigated, Ngai Tai Ki Tamaki also wish to monitor the enabling works that will be carried out with the associated earthworks where it is felt appropriate. Ngai Tai Ki Tamaki would like to ensure that adverse effects on the quality of water within the catchment are minimised. Ngai Tai Ki Tamaki would also like to see appropriate Maori cultural design features incorporated into the design of the corridor landscape. The MVA from Ngati Tamaoho states that they wish to be actively involved early in all of the following but not limited to: - Naming - Kaitiakitanga - Stormwater - Monitoring - Bush removal/restoration - Concept design - Urban design - Input into all relevant management plans - Relocation of lizards/native bees - Public art - Restoration of streams - Tree planting species A Hui was held on Thursday 15 May 2014 where a presentation was made by Tama Hovell from Atkins Holm Majurey on behalf of AT which summarised the feedback and recommendations from the MVAs prepared by Te Akitai Waiohua, Ngati Te Ata Waiohua and Ngai Tai ki Tamaki. A further Hui was held on Thursday 10 July 2014 to provide a brief update on the progress of the Redoubt Road/Mill Road Corridor and the steps going forward. An Ecologist from Boffa Miskell attended the meeting and provided an overview of the Ecological Assessment. A further Hui was undertaken on the 9 th October 2014 to update Mana Whenua on the project. Feedback from the Hui was that updates on an as needed basis was favoured, as opposed to a more formal kaitiaki forum.

124 94 A Cultural Values Assessment (CVA) was commissioned by AT (refer Appendix J). This CVA report considers the issues, information and recommendations contained in the MVA s and arising out of consultation with Mana Whenua. The CVA is not intended to substitute the MVAs, but provides a review of the process and cultural values, and considers measures to recognise and provide for Mana Whenua values and interests as appropriate. Mana whenua have also had input into this report through consultation, reviewing a draft of the CVA and providing feedback. The project team continues to liaise with iwi on matters relating to the project. In particular, stormwater treatment and disposal has been given specific attention in recognition of the strong desire expressed by Iwi to manage the quality of water in the catchment. It is proposed at this stage (subject to detailed design) that stormwater detention and treatment wetlands will be utilised in un-serviced sections of the corridor to manage water quality. A condition has been included in the proposed designation conditions requiring regard of the MVA s and consultation with iwi when preparing resource management applications relating to operational stormwater treatment measures. A number of matters raised in the MVA s are matters that will be investigated as part of later detailed design work. To ensure that Iwi are consulted and that the matters raised in the MVA s are taken into consideration at later phases of the project, proposed designation conditions (refer section 15 of the AEE) have been included requiring the following: - The Communication and Consultation Plan required by condition 11 will need to set out methods for communicating and consulting with mana whenua for the duration of construction in terms of: The construction works programme. Sites of mana whenua significance. Archaeological works and discoveries. Monitoring of the management of adverse effects (i.e. water quality). - Condition 6 requires consultation with mana whenua as part of preparing the Urban Design and Landscape DWP, the Ecological Restoration and Management DWP and the Social Impact and Business Disruption DWP. - Condition 16 requires the submission of a Construction Environmental Management Plan demonstrating amongst other things how mana whenua values will be addressed. - Condition 28 requires consultation with mana whenua as part of managing the adverse effects arising from the removal of trees and vegetation. - Consultation with mana whenua as part of preparing the stormwater design (primarily to be covered during detailed design as a part of future resource consent applications) Consultation with Utility Service Providers The proposed alignment will impact on Utility Service Providers assets. The utility service providers and Network Utility operators that have been consulted with to date include: - Watercare watermains, wastewater mains and stormwater mains - Vector power, communication and gas - Chorus - telecommunications - TelstraClear (Vodafone) - telecommunications - Transpower - Nova Energy As part of the consultation process, AECOM undertook the following: - Provided utility service providers with a set of drawings showing all existing services and a link to AT s project website which provided them with further information - Meeting(s) with each requiring authority to present and discuss the project, its key drivers, timeframe and effects on their services

125 95 Various existing services will need to be relocated and / or protected as part of the project. The general philosophy in dealing with utility services is that services will be protected where possible (if agreed with the utility provider), in preference to relocation to reduce the disruption to the service authority and their customers. Set out below is a brief summary of the outcome of consultation with service providers. Watercare Meetings have been held with Watercare Services Limited (WSL) in April 2012, May 2012, November 2012, July 2013, May 2014 and 8 August The following items and requirements have been discussed at the meetings: - Watercare Services Limited (WSL) mains cross Redoubt Road, Mill Road and Murphy s Roads - A WSL chamber and metre are located at the Redoubt Road / Hollyford Drive intersection - Murphys Road contains two major WSL mains running from Thomas Road northwards past Flat Bush School Road. At the Thomas Rd Intersection bulk mains cross Murphys Road (Hunua 4) - Thomas Road pump station may be retained to be used in conjunction with the new pipework therefore access to this pump station is required to be maintained - Following discussion on the proposed corridor design at Thomas Road, WSL advised the following preferred protection options in order of preference be considered for protecting existing pipes under the planned carriageway: road design considers box type culvert structures to protect the mains and provide full access. WSL also requested that the culvert lengths are kept as short as possible for safer access and maintenance for the protection of major service mains WSL also suggested inspection, undertaking any identified maintenance followed by full concrete encasement - Mill Road, Manurewa and Waikato mains along with No 58 main and fibre telemetry cables cross and run the length of the Mill Road alignment connecting to the Redoubt Rd Reservoir. The alignment levels must allow adequate carriageway cover. The same protection options identified for Thomas Road should apply - WSL minor assets along carriageways may need modifications or relocation depending on their position relative to the new carriageway. A memo has been prepared by Watercare Services Limited to capture all of their comments and concerns with respect to the project. In general, Watercare are supportive of the proposal. Vector Power Meetings were held with Vector Power in November A further meeting is in the process of being arranged with Vector. The following items were discussed at the November 2012 meeting: - Redoubt Road urban section is a narrow corridor with many services - Vector s electricity network along Redoubt and Mill Roads is generally a distribution network - Street lighting arrangements will need to be designed in accordance with AT s current revised standards, all street lights will have to be connected 24/7 to Vector s LV network. Each fitting/small cluster of lights will require its own control arrangement - Vector are comfortable working with AT s civil contractor and a shared trench arrangement - Where required new poles will be installed at the property boundary to maintain the supply to customers - Vector were advised that the existing services will be unaltered in any section of the existing legal road that remains as an access road to residents Vector Communication Vector Communications has no current infrastructure in the proposed corridor, with no plans for future infrastructure provision.

126 96 Vector - Gas Transmission and Network Meetings were held with Vector Gas in November 2012 and a further meeting is in the process of being arranged. The following items were discussed at the November 2012 meeting: - Vector was unable to quantify at this stage the likely impact on the two high pressure gas (HPG) transmission lines in Murphy s Road until more detailed design is provided including cross sections - In regards to the gas transmission regulations any activities within 3m of the pipeline requires permits and supervision. Therefore as soon as AT engage a contractor they will need to undertake safety training in terms of working around high pressure gas pipelines Chorus &Spark Meetings were held with Chorus on November 2012 and with Chorus and Spark on 29 August 2014 to discuss their requirements. The outcome of the meetings was that they will liaise with Telstra Clear and other utility service providers in using a common trench for services. Chorus and Spark had no major concerns about the project but would like to have input during detailed design. TelstraClear (Vodafone) Meetings were held with Telstra Clear (Vodafone) in November 2012 and 29 August 2014 to discuss their requirements. Telstra Clear advised at the meeting that they will lay their cables with other telecommunications authorities in a common trench where possible. Vodafone had no major concerns about the project but would like to have input during detailed design. Transpower Meetings have been held with Transpower on November 2012, November 2013, May 2014, and August Transpower have the following assets in proximity to the corridor: - Huntley to Otahuhu Transmission Line crossing Redoubt Road - Otahuhu to Whakamaru A Transmission Line crossing Redoubt Road - Otahuhu to Whakamaru B Transmission Line crossing Murphys Road - Otahuhu to Whakamaru C transmission line crossing Murphys Road These transmission lines have no legal easement, or resource consent and are not designated. Transpower have reviewed the proposed corridor upgrade relative to their transmission assets and have noted that the realigned Redoubt Road affects Tower 195 (181 Redoubt Road) on the Huntly to Otahuhu Transmission Line (refer Plate 8 below)) and is in close proximity to Tower 474 (12 metres separation) on the Otahuhu to Whakamaru B Transmission line (refer Plate 9 below).

127 97 Plate 8: Pylon Tower 195 In relation to Tower 195, Transpower has advised there are a number of options available to relocate the tower away from the proposed road alignment. These investigations are currently underway. Having regard to Tower 474 on the Otahuhu to Whakamaru B transmission line, Transpower has confirmed they can accept a separation distance of 12m provided crash barriers are installed and design and construction considerations near the tower are enforced. Transpower are preparing the next stage of design reports for this project. Transpower has provided a draft set of conditions for the project which they would like to see incorporated into the designation conditions. Discussions are on-going with Transpower in relation to these conditions. Consultation with Transpower is ongoing.

128 98 Plate 9: Pylon Tower 474 Nova Energy Discussions were held with Nova Energy in November 2012 in relation to the following items and requirements: - The Nova Energy gas main in Murphys Road will be required to be replaced clear of the new carriageway in the new berm outside the footpath - Steel duct and vents are required across Murphys Road Nova Energy has confirmed they are comfortable working with AT s civil contractor laying a new pipe with them undertaking connection in conjunction with Vector Gas. As part of detailed design and in preparation for lodgement of OPW applications, further consultation will be required with the utility providers in order to better understand the implications of the corridor relative to service utility assets. In some areas, construction activities will be able to commence without impact on the services. In the affected areas the majority of services if possible will be relocated and / or protected prior to commencing construction works as part of an enabling contract. The proposed designation conditions ensure that effects on services are appropriately mitigated. The conditions lock in the requirement to liaise with network utility operators to ensure that disruption to services during construction are minimised and that services that are required to be relocated is done so to a standard that is the same or similar as the operator currently has Consultation with New Zealand Transport Agency (NZTA) The South Western Motorway-State Highway 20 (Designation 284 for NZTA) extends up Redoubt Road to approximately adjacent St Johns Redoubt. NoR 1 will overlap this designation by around 150 metres as it extends westward on Redoubt Road toward the State Highway interchange on and off ramps. A meeting was held with David Croft of NZTA on 21 November The meeting involved a general discussion of the corridor and funding and the second section of the Mill Road corridor (Popes Road to Drury). David Croft recommended that the project team meet with NZTA Planning and Investment Team member Angelene Burn. A subsequent meeting was held with Angelene on 2 December Angelene was given a general overview of the corridor and project including the overlap with the pre-existing NZTA designation which extends beyond the

129 99 Redoubt road motorway on/off ramps up to approximately St Johns Redoubt. It was agreed that Angelene would be given a copy of the draft corridor ITA for NZTA consideration and feedback. The ITA was provided to NZTA in early July A subsequent workshop was held to discuss the ITA on 24 July Following the workshop NZTA have issued a section 176 approval letter confirming that they agree to an overlap of the NZTA designation with the current proposed designation (refer Appendix X). The letter sets out the following expectations of AT: With Redoubt Road being an important arterial we would anticipate that the traffic signals are operated as part of a coordinated system. We would expect that as the project progresses, AT (and their nominated consultants/contractors) liaises with the Joint Traffic Operations Centre and The NZ Transport Agency to confirm that queuing does not affect the operation of State Highway 1 either during or post construction. It is anticipated that more information will be made available to the Agency as the NoRs and their associated AEE s are developed. Consultation with NZTA will be on-going through the life of the project. Information will be made available to NZTA including a copy of the documentation set following lodgement. AT propose to liaise with the Joint Traffic Operations Centre and NZTA to manage and confirm that queuing does not affect the operation of State Highway 1 either during or post construction. In addition the proposed designation conditions require ongoing liaison with NZTA in relation to Traffic Management during construction.

130 Section 11.0 Assessment of Environmental Effects

131 Assessment of Environmental Effects 11.1 Introduction The existing environment is described in section 6.0 above. There are various actual and potential effects that could result from the project. The actual and potential effects and mitigation measures are addressed in the following subsections Approach to Managing Adverse Environmental Effects Effects Envelope The AEE and associated technical reports have been derived from detailed investigations to identify an appropriate corridor designation envelope and indicative alignment. The technical assessment reports have been prepared on the basis that the constructed alignment will be contained within the proposed designation. The associated effects have been assessed on a `worst case basis in order that any impacts, and land required to address and mitigate these impacts, can be contained with the designation footprint. The indicative alignment can be constructed within the designation, including all ancillary components, such as construction areas, spoil laydown areas and stormwater treatment devices such as stormwater wetlands. The final alignment will be confirmed at the detailed design stage and will be designed so that it is consistent with the confirmed designation conditions. The alignment will require approval under the RMA OPW process along with resource consents for earthworks, stormwater and most likely for air discharges and works within watercourses. Construction activities will also trigger the need for discretionary activity consent under the NES. Sections of the proposed road corridor development are considered HAIL sites due to the following past and present land use activities conducted at and adjacent to the corridor including: - Possible persistent pesticide use in orchards (category A.10); - Dumping of asbestos (category E.1); - Vehicle refuelling / storage (category F.8); - Closed/Illegal landfill (category G.3); The technical reports have been prepared using the indicative alignment and roading configuration, however due consideration has been given to alternative positions within the proposed designation boundary Environmental Management Framework The proposed environmental management framework will manage both construction related and operational effects arising from the proposed corridor. It is proposed that construction related adverse effects generated by the project will be appropriately managed via a combination of management plans (CEMP and DWP) which will be required (via appropriate designation conditions) to be submitted as part of OPW applications and by suitable conditions applied to the designations. Operational effects (for example noise) will be managed by suitable conditions applied to the designations. Fundamental matters will not be left to management plans rather such matters are addressed via suitable standards or methods in specific conditions. Management plans set out the method by which the standards stated in the conditions will be achieved. This will provide the necessary certainty and enforceability. In addition where specific mitigation is required for individual properties along the alignment this is stated in a condition. This approach has been sanctioned by the Environment Court and Boards of Inquiry for many past projects. It provides the necessary degree of flexibility in relation to projects of this nature given that it has not yet fully been designed and are primarily protecting a route using design to be developed in more detail in the future. A brief summary of what will be included in the Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWP) (together with proposed monitoring) is set out below.

132 Construction Environmental Management Plan The CEMP will be prepared and submitted with OPWs and will be implemented during construction. This plan will include specific measures to ensure any adverse construction related effects are appropriately avoided, remedied or mitigated. An overview as to what will be included in the CEMP is as follows: In relation to all areas within the designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas; b) Methods for managing the control of silt and sediment within the construction area; c) Methods for earthworks management (including depth and extent of earthworks and temporary, permanent stabilisation measures and monitoring of ground movement) for earthworks adjacent to buildings and structures; d) Measures to ensure all temporary boundary / security fences associated with the construction of the Mill Road Corridor Project are maintained in good order; e) The location and specification of any temporary acoustic fences and visual barriers; f) How the construction areas are to be fenced and kept secure from the public; g) The location of any temporary buildings (including workers offices and portaloos) and vehicle parking; h) Methods to control the intensity, location and direction of artificial construction lighting to avoid light spill and glare onto sites adjacent construction areas; i) Methods to ensure the prevention and mitigation of adverse effects associated with the storage, use, disposal, or transportation of hazardous substances; j) Methods for management of vacant areas once construction is completed Delivery Work Plans Delivery Work Plans (DWP) will be prepared and contain specific objectives and methods for avoiding, remedying or mitigating effects and address the following topics: a) Transport, Access and Parking; b) Construction noise and vibration; c) Historic Heritage; d) Urban Design and Landscape; e) Ecological management and restoration f) Social Impact and Business Disruption; g) Air quality; and h) Contamination. The CEMP and DWP s will be submitted to Council as part of OPW applications and by suitable conditions applied to the designations, prior to construction commencing. Set out below is a summary of the suite of Delivery Work Plans required by the proposed designation conditions together with their stated objectives which through implementation will avoid, remedy or mitigate adverse environmental effects. Overarching Objective of CEMPs and DWPs The objective of the CEMP and DWPs is to so far as is reasonably practicable, avoid, remedy or mitigate any adverse effects (including cumulative effects) associated with the Redoubt Road- Mill Road Corridor Project. All works must be carried out in accordance with the CEMP, and the DWPs required by the proposed designation conditions. The CEMP and DWPs are required to be complied with and monitored by the Requiring Authority throughout the duration of construction of the.

133 102 Communication and Consultation Plan The proposed designation conditions require preparation of a Communication and Consultation Plan. The objective of the Communication and Consultation Plan is to set out a framework to ensure appropriate communication and consultation is undertaken with the community, stakeholders, affected parties and affected in proximity parties during the construction of the. General Transport, Access and Parking DWP The proposed designation conditions require preparation of a Transport, Access and Parking DWP. The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. Construction Noise and Vibration DWP A Construction Noise and Vibration DWP is required to be prepared by the proposed designation conditions. The objective of the Construction Noise and Vibration DWP is to provide a framework for the development and implementation of identified best practicable option to avoid, remedy or mitigate the adverse effects of noise and vibration resulting from construction. Historic Heritage The proposed designation conditions require preparation of a Historic Heritage DWP. The objective of the Built Heritage section is to avoid, remedy or mitigate adverse effects on built heritage as far as reasonably practicable. The objective of the Archaeology section of the Historic Heritage DWP is to avoid, remedy or mitigate adverse effects on archaeological remains during construction, as far as reasonably practicable. Urban Design Principles The proposed designation conditions require preparation of an Urban Design and Landscape DWP. The objective of the Urban Design and Landscape DWP is to enable the integration of the Redoubt Road-Mill Road corridor s permanent works into the surrounding landscape and urban design context. The Urban Design and Landscape DWP will ensure that the areas within the designation footprint used during the construction of the Mill Road Corridor Project are restored and the permanent works associated with the Redoubt Road-Mill Road Corridor Project are developed in accordance with urban design principles. The principles from the Urban Design and Landscape study submitted as part of the Notice of Requirement documents will be used to inform the Urban Design and Landscape DWP. Contamination DWP A Contamination DWP is required to be prepared under the proposed designation conditions. The objective of the Contamination DWP is to avoid, remedy or mitigate the adverse effects of construction on human health which may result from the disturbance of contaminated materials during construction. Air Quality DWP An Air Quality DWP is required to be prepared by the proposed designation conditions. The objective of the Air Quality DWP is to detail the best practicable option to avoid dust and odour nuisance being caused by construction works and to remedy any such effects should they occur. Property Management Strategy AT is required by the proposed designation conditions to prepare a Property Management Strategy. The purpose of the Strategy is to set out how AT will ensure the properties acquired for the Redoubt Road-Mill Road Corridor Project are appropriately managed so they do not deteriorate and adversely affect adjoining properties and the surrounding area. Social Impact and Business Disruption DWP The proposed designation conditions require AT to prepare a Social Impact and Business Disruption DWP. The objective of the Social Impact and Business Disruption DWP is to avoid, remedy or mitigate the adverse effects arising from disruption to businesses, residents and community services/facilities so far as reasonably practicable. Ecological Management and Restoration DWP The proposed designation conditions require that prior to the commencement of construction, AT submit an Ecological Management and Restoration DWP. The objective of the Ecological Management and Restoration DWP is to avoid, remedy or mitigate the adverse effects arising from loss of biodiversity values or natural habitat along the corridor as a result of its construction and operation.

134 Positive Effects The establishment of the corridor will generate a number of positive effects which align with the project objectives. Set out below is an assessment of the positive environmental effects that the project will generate Traffic safety The proposed corridor will have a number of positive effects in terms of traffic safety. The ITA and Scheme Assessment Report (SAR) notes that improved horizontal and vertical alignments will eliminate sharp bends, crests or sags, reducing the highest risk crash types such as head-ons and run-off roads accidents. In addition, improved vertical and horizontal alignment allows for a more legible / self-explaining corridor with an expected outcome of reliable and consistent travel speeds. Improved design standards allow for better identification of potential risks to the road users, who will be able to drive or ride to the conditions. The SAR considers that improved road alignment will also permit better visibility of road signage, pedestrians, cyclists, and other corridor features, allowing drivers to remain alert and unimpaired, resulting in safe driving choices and decisions. As part of the project, the Totara Park Pony Club driveway will be shifted and re-aligned to improve access. A central flush median has been added to improve right hand turns from Redoubt Road. Alfriston School will be offline from the main corridor and will gain access via the old section of Mill Road. This will improve traffic safety for parents dropping off and picking up school children. Overall it will be a much safer traffic environment for school children. Medians are proposed which will separate opposing traffic flows where possible and practical to reduce the likelihood of head-on crashes, with the use of a solid median along the rural section and a flush median in the urban sections. The SAR notes that improvements to intersection controls and priorities will reduce exposure to conflict and better manage side road flows competing for road space. This reduces the risk of intersection and pedestrian crash types. Street lighting will be included in all urban areas, intersections, and allowance has been made for lighting of the entire route. The NZTA Economic Evaluation Manual considers that street lighting can reduce night time accidents by as much as 30%. The SAR considers that road design will accommodate improved surfaces and removal of current roadside hazards. Cycle lanes and facilities at intersections reduce the risk to cyclists. Using Accident-by-Accident analysis based on the NZTA Economic Evaluation Manual values were used to calculate the percentage reduction of accidents in the corridor based on the proposed design. In cases where no Manual guidance was available common sense reduction rates were applied. Table 11.1 (reproduced from the ITA) shows the reduction in accident rates.. Table 11.1 Accident reduction rates Crash Type Code Head on AB, B 90% Hit object E 33% Lost control off road AD, CB, CC, CO, D 40% Overtaking AA, AC, AE-AO, GE 33% Rear end, crossing FB, FC, GD 90% Rear end, queuing FD, FE, FF, FO 30% Rear end, slow vehicle FA, GA-GC, GO 45% Crossing direct H 70% Reduction Rate

135 104 Crash Type Code Crossing turning J, K, L, M 90% Reduction Rate AA = Overtaking and lane change pulling out or changing lane to right AB = Overtaking and lane change head on AC = Overtaking and lane change cutting in or changing lane to left AD = Overtaking and lane change Lost control (overtaking vehicle) AE = Overtaking and lane change crash with vehicle exiting side road AO = Overtaking and lane change other B = Head on CB = Lost control or off road (straight roads) to left CC = Lost control or off road (straight roads) to right CO = Lost control or off road (straight roads) other FA = Rear end slow vehicle FB = Rear end cross traffic FC = Rear end pedestrian FD = Rear end queue FE = Rear end signals FF = Rear end other FO = Rear end other GA = Turning versus same direction (rear of left turning vehicle) GB = Turning versus same direction (left side swipe) GC = Turning versus same direction (stopped or turning from left side) GO = Turning versus same direction (other) H = Crossing (no turns) J = Crossing (vehicle turning) K = Merging L = Right turn against M = Manoeuvring Thus the corridor will result in a significant reduction in accidents and have an overall positive effect in terms of traffic safety Improved facilities for Active Transport Modes. Active modes (walking and cycling) will have improved facilities for travelling along the corridor and for crossing the corridor. Improved safety is provided through the provision of dedicated infrastructure, including pedestrian crossing phases at traffic signals, new footpaths, new cycle lanes (on-road) for the entire corridor, dedicated cycle paths (off-road) and shared cycle/pedestrian paths (off-road). Pedestrian connectivity and access is improved through the provision of designated and safe pedestrian crossing opportunities at Diorella / Redoubt, Hollyford / Redoubt, and Murphys / Redoubt traffic signals. The cycle facilities proposed for the corridor are in accordance with the existing Regional Cycle Network and will form part of the consolidated Auckland Cycle Network. In addition a shared path facility will be provided for almost the entire length of the corridor. It was originally proposed to provide cycling provisions on sections of the former Mill road corridor alignment. However due to difficult gradients for less confident cyclists this is no longer proposed Sustainability The Redoubt Road-Mill Road corridor upgrade will promote a modal shift from car to pedestrian / cycle / passenger transport through providing facilities and improvements in terms of modal choice between major land use destinations. Reducing private car travel and reducing journey times will also lead to a reduction in fuel use and emissions, and shorter travel times. Environmentally sensitive stormwater design will collect and treat stormwater from sealed road surfaces prior to discharge into natural systems Land use transport integration An Integrated Transport Assessment (ITA) has been prepared for the NoRs and is attached as Appendix T. The assessment notes that the current corridor is coming under increasing pressure due to growth and traffic loading from commuter traffic which is expected to become more acute over time as the Flat Bush, Takanini and Drury growth areas develop. The limited corridor capacity results in peak hour congestion, especially at the Redoubt Road / Hollyford Road intersection as well as at the connecting side roads. The Auckland Plan assigns town centre status to Flat Bush. Based on population growth forecasts, it is expected that development of the area will be substantially complete by 2025 and will have reached a population of approximately 40,000. Having regard to the southern end of the corridor, which falls within the former Papakura District, the Auckland Plan, Auckland Regional Growth Strategy and Southern Sector Agreements allocate

136 105 considerable growth to the area in the form of new settlements in Takanini and Hingaia, as well as intensification around Papakura Town Centre and its associated urban area. The PAUP introduces further growth potential in terms of both population and employment growth in the vicinity of the corridor: - Additional development areas in Drury, north of Paerata and south Pukekohe (approx. additional 55,000 population and 35,000 jobs by 2040) 14 - A Future Urban Zone located between Mill Road and Porchester Road covering an area of approximately 480 hectares. This could be developed with either commercial uses, residential or a combination of the two. The ITA notes that the growing presence of local employment in these areas may reduce the need for trips along the corridor. In particular, the development in Drury including the industrial development envisaged under the Drury South Structure Plan and the emergence of Papakura as a Metropolitan centre may result in a redistribution of trips. Overall however, significant growth is anticipated within the vicinity of the corridor all of which is expected to occur within a year planning horizon. The proposed Redoubt Road-Mill Road corridor has been designed in a manner that can accommodate this predicted growth and thus integrated land use and transport planning is achieved. The project will also complement improvements to the State Highway 1 network which are are identified within the Auckland Regional Land Transport Programme. These improvements are split into two key projects: - Hill Road to Takanini 3 Laning Southbound - Takanini to Papakura 6 Laning The improvements will increase the capacity of State Highway 1, which provides a parallel corridor to the Mill Road Corridor. Construction of a third southbound lane between Hill Road and Takanini will begin in late The addition of a third lane in each direction south of Takanini is still in the design phase, with construction to begin after Both of these projects are identified within the Auckland RLTP, with funding assigned for various stages of the two projects over the next three years. The remainder of the Mill Road Corridor (south of Alfriston) has been subject to scheme assessment. The tie-in point will be south of Alfriston. The project will fit in with current strategic drivers and plans for growth predicted to affect the southern section of the corridor Public Transport The proposed corridor upgrade includes design measures to improve public transportation. The Hollyford Drive/Redoubt Road and Diorella Drive/Redoubt Road intersections have both been designed to provide bus priority measures that will support the 15-minute bus headway (15 minutes between buses), including a westbound bus-only lane between Hollyford Drive and the SH1 interchange. The bus lane develops immediately north of the Hollyford Drive/Redoubt intersection, providing a bus only right turn lane at the signalised intersection with a dedicated bus only phase in the signal timing. The Regional Public Transport Plan (RPTP) identifies the section of Redoubt Road between Hollyford Drive and State Highway as part of the connector network. The bus priority measures align with the expectations for a connector network. All existing bus stop locations are to remain. The corridor has also been designed in a resilient manner so that it can be modified when required to accommodate a high quality public transport Frequent Service Network (buses every 15 minutes, 12 hours a day) Improved Stormwater Management Proposed stormwater wetlands provide collection and treatment of runoff from existing road surfaces which are currently untreated or detained in addition to collection and treatment of runoff from new road surfaces. 14 Note: This development area includes the Drury South Structure Plan area

137 Reduced Travel Times The improved corridor will introduce improvements in terms of journey time reliability and easing of severe congestion by reducing delays and improving the level of service. The following average time savings (from the ITA) are anticipated at peak for vehicles travelling the full extent of the Redoubt Road-Mill Road corridor: Peak Design Year AM Northbound PM Northbound Travel Time Savings (minutes) AM Southbound 2026 No significant difference over current corridor PM Southbound AM Northbound PM Northbound AM Southbound 2041 No significant difference over current corridor PM Southbound At intersections for the year 2026 it is estimated that an average saving of 1 minute per vehicle will be achieved during peak periods. The road alignment and intersection layouts have also been designed in a manner to cater best for the balance of flows and travel desire lines. It is acknowledged that the increased capacity provided by the upgraded corridor may in turn attract traffic as other adjacent corridors experience increasingly congested conditions. The travel time savings in the table above take into account traffic redistribution from other parts of the network. Traffic redistribution also has positive benefits on the One Network, especially by balancing flows on alternative parallel routes such as Te Irirangi Drive, Chapel Road and State Highway Urban Design and Landscape Opportunities The design has been carefully considered so that it will accommodate the future urban and rural character of the corridor, as well as the natural and topographical landscape features. Details of the proposed urban design and landscape options are shown in the Urban Design and Landscape Study attached as Appendix B. Planting on new embankments provide opportunities for an entrance experience to Murphy s Bush and ecological treatment, with accentuated views down the incline to Murphy s Bush. Realignment of the route away from Alfriston School in the south presents opportunities to provide future school drop off and pick up areas and additional parking for social and community facilities adjacent old Mill Road. The new Redoubt / Mill Road intersection improves access, and opportunities to consolidate driveways. It is proposed to establish additional street tree planting within the urban section of the route in order to visually narrow and reduce the dominance of the road and to improve the amenity for residents and users, in particular pedestrians and cyclists. Careful attention will be paid to the design of cut, batter and retained areas to allow the maximum number of lots to be retained alongside the road, including the potential to realign lot boundaries to ensure that land is capable of redevelopment. The boundary with Totara Park has been kept as open as possible to maintain views into the park and towards the Manukau Harbour/Manukau Heads. However, additional planting has been incorporated at the head of the existing gullies to both add to the experience of the users of the route and to increase the ecological significance of the Park. Through rural sections of the corridor the emphasis will be on maintaining the rural landscape character of this area. This will be achieved by ensuring that the boundary treatments along the edges of the road achieve ecological imperatives (e.g. habitat creation/biodiversity values) and follow design principles that reflect the Tamaki Ecological District. The perceived width of road corridor will be narrowed where possible with areas of planting as a visual landscape cue to drivers to slow down. The opportunity will also be taken to soften or modify standard engineering treatments to suit the rural environment. In this case swales (where possible) and wetlands will be utilised to

138 107 retain rural character of the road. Integrated design solutions will also be considered during detailed design for cut and fill slopes to reduce visual impacts and provide ecological benefits. It is also proposed to undertake compensatory plantings for the loss of native vegetation that needs to be either removed or topped to make way for the corridor and this is required by the designation conditions. This will be well in excess of the area of mature forest lost. Compensatory plans will provide a degree of landscape amenity as well as compensating for the loss of habitat. Mitigation planting will be undertaken within the designation. Potential candidate sites for revegetation within the designation include some of the severance lands where such land adjoins existing native bush. Examples include the severance land located south east of the new road at Mill Road, the severance land to the north of the new road at 134 Mill Road (where it adjoins the bush on 146 Mill Road), and the severance lands located south of the new road at 375, 361, 355 and 353 Redoubt Road Geotechnical Risk The alignment is designed to help minimise the identified geotechnical risks, especially the geotechnical instabilities in the vicinity of the Watercare reservoir and recent instability near the intersection of Mill Road and Polo Prince Drive Summary In summary, the positive effects of the project are: - Increased future corridor capacity by widening the road to four lanes, improving the horizontal and vertical alignment and upgrading intersections resulting in less congestion, improved travel times and greater route security; - Improved traffic and personal safety; - It will provide positive effects on the One Network, especially by balancing flows on alternative parallel routes such as Te Irirangi Drive, Chapel Road and State Highway 1; - Provision of bus priority measures that will support the 15-minute bus headway (15 minutes between buses), including a westbound bus-only lane between Hollyford Drive and the motorway interchange; - Provision of on-road and segregated cycle lanes. The cycle facilities proposed for the corridor are in accordance with the Regional Cycle Network and will form part of the consolidated Auckland Cycle Network; - Provision of new footpaths on both sides of Redoubt and Murphys Road improving pedestrian connectivity. In addition, designated and safe pedestrian crossing opportunities are to be provided at Diorella / Redoubt, Hollyford / Redoubt traffic signals; - Improved vehicle, cycle and pedestrian access to open spaces, community services and facilities; - Opportunities for ecological, landscape and urban design enhancements. The abovementioned positive effects/benefits must be taken into account and considered relative to the adverse effects in the overall consideration of the NoRs by the Council under section 171(1) of the Resource Management Act as to whether confirmation of the designation would achieve the purpose of the RMA. An analysis of the adverse effects arising from the project is set out in the following sections Impact of Restrictions on Land Use Under Section 177 of the RMA Section 177 of the RMA prevents any person, without gaining prior written consent of the requiring authority, from doing anything in relation to the land that is subject to a designation that would prevent or hinder a public work or project to which the designation relates, including: i) Undertaking any use of land; and ii) iii) Subdividing the land; and Changing the character, intensity, or scale of the use of the land Designating land can lead to affected landowners having uncertainty around likely restrictions that will apply to their land in terms of the extent of development (for example home improvements) that they can do in the interim period before a designation is given effect to. This can affect the quality of life of inhabitants. It can also lead to property s being inadequately maintained as owners are reluctant to invest any money on their property with the

139 108 knowledge that one day their property will be affected by physical construction works associated with the designation Mitigation Measures The RMA at Section 185 enables directly affected landowners the ability to apply to the Environment Court for an order obliging the requiring authority (AT) to acquire the necessary interest in the affected property either by purchasing or lease of all or part of the land. In general terms, this is done where the owner is unable to sell the land at a market value, or the owner cannot reasonably use the land. AT will also consider voluntary acquisition of affected properties provided that the landowner can provide the presence of the designation is causing them hardship. Properties acquired by the requiring authorities in the period from lodgement until prior to construction of the network will be properly managed and maintained to ensure that amenity values are maintained and that ongoing occupation is possible. This will be achieved via a property management strategy to be developed and implemented by AT (refer proposed designation conditions) to manage the actual and potential adverse amenity effects associated with possible blighting of their development rights. The adoption of this approach may mean that owners who wish to stay on at a property as tenants will be able to do so for a potentially extended period. It is not the intention of AT to demolish or relocate buildings and structures on acquired properties immediately after acquisition. The land acquisition process will follow Part 2 of the Public Works Act 1981 to ensure fair and reasonable compensation is paid to affected land owners. The Public Works Act 1981 (PWA) sets out the procedures for the acquisition of land for government and local works. It ensures that both land owners and acquiring agencies are treated fairly by the process of land acquisition. AT also proposes to have a robust Communication Plan and Social Impact and Business Disruption DWP in place to ensure that information about the project is disclosed in a timely manner. Information will also be made available to property owners relating to their property rights in terms of restrictions that may apply to their land in the period before the designation is given effect to. The proposed designation conditions require the preparation of a Communication and Consultation Plan, concerns and complaints management and a Social Impact and Business Disruption DWP. These plans and procedures will ensure that planning phase effects are appropriately managed Construction Erosion and Sediment Effects During construction works, earthworks and disturbance of soil and vegetation could result in erosion and the transfer of sediment into the surrounding environment, particularly during storm events. The proposed alignment crosses three headwater streams within two main catchments being the Totara Creek (which drains into Puhinui Creek) and Papakura Creek corridor. It is noted that bridge construction will fall within the Auckland Council Regional Plan: Sediment Control Sediment Protection Area and will trigger the need for Regional earthworks resource consents under the PAUP. Disturbing contaminated soil may lead to contaminants mixing with water. A key erosion and sediment control principal will be to minimise the area and length of time that an area of ground is exposed in conjunction with the use of appropriate erosion and sediment control devices. The project will require in the vicinity of 1.26M m 3 of earthworks consisting of the following: Earthworks Type Strip and stockpile topsoil (m 3 ) NoR NoR 1 NoR 2 NoR 3 2,500 10,500 23,200 Cut to waste (m 3 ) 40,150 62, ,600 Cut to fill (m 3 ) 4,800 31, ,400 Borrow to fill (m 3 ) 7, , ,200 TOTAL 55, , ,400 The final disposal site locations for surplus material and final volumes of earthworks will be determined as part of the detailed design phase of the project.

140 109 Other common materials required for construction of the Project will be manufactured off-site and transported as required. These will include: - Road surfacing material; and - Steel and pre-fabricated bridge sections. Set out below is a summary of the likely erosion and sediment control protection measures that will be implemented as part of undertaking earthworks within the corridor. These measures represent current best practice and accord with Auckland Councils Technical Publication 90- Erosion and Sediment Control (TP90) Erosion Control Erosion control will be based on the minimisation of sediment generation through a reduction in the erosion potential of exposed soils. Erosion control measures will include: - Construction staging and sequencing The extent of exposed soil and length of time that area is exposed has a direct influence on the sediment yield. Bulk earthworks and construction activities will be staged and sequenced in order to limit the area of exposed soil. Open earthworks areas will be progressively stabilised to reduce the potential for erosion to occur. Open soil areas will be progressively stabilised by the placement of topsoil, grass seed, mulch and the use of hard fill material to reduce the potential for erosion to occur in order to assist with minimising dust and erosion potential. - Diversion channels Clean and dirty water diversions control stormwater runoff. Clean water diversions will be used to prevent water from undisturbed parts of the catchment entering the construction area. Dirty water diversions convey sediment laden water to sediment retention devices. - Contour drains Contour drains are constructed to convey water across a slope at a minimum gradient. They reduce the slope length, the velocity of water within the channel and reduce the erosive ability of construction runoff. - Stabilised construction entranceways Stabilised construction entrance ways are a pad of aggregate placed on a filter base located where construction traffic will exit or enter a construction site. They help to prevent site entry and exit points from becoming a source of sediment and have the added advantage of reducing dust generation and disturbance along public roads Sediment Control Sediment control will involve the interception and treatment of sediment laden water using the following means: - Sediment retention ponds Sediment retention ponds are detention ponds that capture and treat any sediment laden runoff. They operate by storing sediment laden runoff allowing the sediment to fall out of suspension and be retained in the pond - Decanting earth bunds Decanting earth bunds are temporary berms or ridges of compacted soil, which are constructed to create impoundment areas where ponding of sediment laden runoff can occur and provide time for suspended solids to fall out of suspension before runoff is discharged to the receiving environment. - Super silt fences Super silt fences are fabric fences. They provide a physical barrier to flows leaving the earthworks area. They are typically used adjacent to or in the vicinity of waterways - Flocculation Flocculation is a chemical treatment method for increasing the retention of suspended solids from construction earthworks in sediment retention ponds or decanting earth bunds. This reduces the quantum of sediment discharged to receiving environments.

141 110 Given the extended lapse periods for the NoRs, it is possible that new innovative methods for managing erosion and sediment will become available. Best practicable options for managing erosion and sediment control will be implemented during all phases of the project Mitigation Measures The proposed designation conditions require the preparation of a CEMP and lodgement with the Council as part of OPWs. One of the issues required to be addressed under the CEMP is construction erosion and sediment control. The CEMP must therefore address how sediment and erosion control mitigation measures will be implemented by the Contractor prior to the start of the works to avoid discharge of sediment (and contaminants) to the surrounding receiving environments during construction. Any changes to this plan by the Contractor from what is provided with the CEMP will need to be submitted to Auckland Council for comment prior to construction taking place. In addition, erosion and sediment control resource consents will be required under the Auckland Council Regional Plan: Sediment Control and the PAUP prior to construction commencing. The full suite of resource consents required for the project are set out in section 14 of this AEE. Resource consent applications addressing the management of erosion and sediment control will be lodged concurrently with OPW applications. Through the application of appropriate erosion and sediment control measures it is considered that the effects of the discharge of sediment during construction works can be mitigated Construction Traffic Effects In the future when the Redoubt Road - Mill Road Corridor (or parts of it) are constructed there will be constraint or pressure points/routes on the network existing at the time, where the projects construction traffic access will have to be carefully planned and undertaken (or avoided altogether) to minimise adverse traffic and transportation effects. Such constraint points may include all the Redoubt Road connection point to the State Highway network, the Hollyford Drive Everglade Drive junction, and important local road routes such as Ranfurly road, Flatbush School Road and Alfriston Road. It is not practicable for AT to specify in detail at this route protection stage of the project what routes construction traffic will avoid and what measures will be put in place to manage adverse effects at project access points. This is because of: i) the extended period that will likely elapse between confirmation of the designation and construction of the project; ii) iii) iv) in light of the above, the fact that a design and construction contractor has not been engaged and resultantly the location of fill sources and disposal areas, contractors work areas, haul routes and the like are not yet known; changes that will/may occur to the characteristics of the existing roading network in the period between confirmation of the designation and construction of the project as a result of the construction of other roading projects (e.g. Southern Corridor Improvements) and any interim land use and subdivision in the project area; and Uncertainty around potential staging of construction of the wider network. While staging of construction of the network is possible (and thus interim effects may be generated ahead of full implementation of the network), the sequence of any such staging is largely dependent on external factors that are not under the control of AT. During construction there may be some adverse effects associated with movement of construction traffic to and from the site and temporary closure of sections of road. This may have temporary adverse effects on access to private properties, community services, businesses and open space, effects on emergency services and public transportation in terms of travel delay. The ITA provides an analysis on traffic management options that respond to the proposed construction staging. The traffic analysis (Appendix A to the ITA) provides forecast daily traffic flow profiles for each construction stage within the approximate year of construction. The ITA acknowledges that due to the long construction period traffic demand is likely to be reduced in response to the disruption caused by construction activity i.e. people may either choose to travel by other routes, not travel or combine trips. The ITA recognises that for certain sections of the corridor alternative diversion routes may not be perceived as acceptable to users due to efficiency in terms of travel times and distance.

142 111 Set out below (and reproduced from the ITA) are the potential corridor operations that will need to be maintained during the construction period by Stage: Stage 1 Traffic Management (2018) SH1 to Hollyford The current two westbound lanes will generally need to be maintained for SH1 access. After 9.30am there is an opportunity to reduce this to one lane; however approach lanes to the interchange should remain open. The current eastbound lane should remain open, as should the approach lanes to Hollyford Drive. Queueing on approach to the SH1 interchange ramps during the morning peak is likely to be subject to further delay and queueing if lanes are narrowed or capacity limited. Stage 2 Traffic Management (2020) Hollyford to Hilltop One lane in each direction must remain open throughout the day. These lanes could be narrowed to enable construction on one side of the corridor. Approach lanes to Hollyford and Hilltop should be maintained. Stage 3 Traffic Management (2020 / 21) Murphy s Road One lane in each direction must remain open throughout the day. These lanes could be narrowed to enable construction on one side of the corridor. It is possible that restrictions to one lane (Stop / Go or signals) could operate between 10.00am 3.00pm on weekdays however advance warning and alternative routes should be identified to avoid serious queuing and delay. Full closures may be necessary to construct the Thomas to Redoubt re-grading. Stage 4 Traffic Management (2020 / 21) Redoubt Road to Mill Road One lane in each direction must be maintained during peak times however temporary reductions to one lane during the day will be an option. Some construction will be off-line however tie-ins and intersection construction (Mill Road / Redoubt Road) will need close management. Stage 5 Traffic Management (2023) Mill Road to Alfriston Road Construction is generally off-line. However for intersection and overlying works it would be necessary to maintain one lane in each direction open (with narrowing). As noted above, whilst it is not practicable for AT to specify in detail at this route protection stage of the project what routes construction traffic will avoid it is however appropriate for the conditions to apply to the designation to recognise and provide for the potential adverse traffic and transportation effects during the construction of the project Mitigation Measures It is proposed to mitigate potential adverse effects by the implementation of a Transport, Access and Parking DWP and a Communication and Consultation Plan (CCP) which will fall within the CEMP. The CEMP will be lodged with the Council with OPW applications. The Transport, Access and Parking DWP will be provided to the Council s network managers for approval prior to beginning the works to ensure that disruption to the road network is kept to a minimum during the construction phase. The Transport, Access and Parking DWP will address the following matters: a) Measures to maintain existing vehicle access to the greatest extent practicable; b) Measures to maintain access for emergency vehicles, and methods to ensure that emergency service providers are regularly informed of the timing and sequencing of works, road closures and alternative routes; c) The manner in which service providers are regularly informed of the timing and sequencing of works, road closures and alternative routes; d) The timing and sequencing of any road closures that will be required and the nature and duration of any traffic management measures that will result, including any temporary restrictions, detours or diversions; e) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion;

143 112 f) Proposed temporary road lane reductions and / or closures, alternative routes and temporary detours, including how these have been selected and will be managed to where possible mitigate congestion; g) How disruption to the use of private property located adjacent the designation will be mitigated through: i) Providing pedestrian and cycle access to private property at all times; and ii) iii) Providing vehicle access to private property as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; How the disruption to the use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other vehicles, pedestrians and cyclists. h) Measures to ensure safe interaction between Project-related construction traffic and local road traffic where any temporary or existing local roads cross the Redoubt Road Mill Road corridor; i) Measures to ensure safe access to the Project site from state highways existing at the time of the commencement of construction of any part of the Redoubt Road - Mill Road Corridor network that requires access from such an existing state highway; j) Measures to monitor the performance of all access points on and off the state highway and arterial network to the Project site, and all key state highway and arterial intersections used by Project-related construction traffic, and the procedures to be followed where intervention is deemed necessary in order to maintain acceptable and reasonable operating conditions on local roads and on the State Highway network; k) Routes to be used (and roads to be specifically avoided) for Project-related Heavy Commercial Vehicles (HCVs) shifting bulk materials (such as earth fill or pavement materials or water) (Bulk HCVs). The Communication and Consultation Plan (CCP) is required to address the following matters so that potentially affected stakeholders are communicated with about potential disruptions to the road network: - Methods for communicating and consulting in advance of construction works with emergency services (Police, Fire, Ambulance) on the location, timing and duration of construction works, and particularly in relation to temporary road lane reductions and / or closures and the alternative routes or detours to be used, with specific detail around the management of Fire and Ambulance services from their central stations; - Methods for communicating and consulting with other owners and occupiers in the immediate vicinity of construction areas to provide notice of the commencement of construction activities and works, the expected duration of the activities and works, and who to contact for any queries, concerns and complaints; - Methods for communicating and consulting in advance temporary traffic management measures to directly affected parties, bus (public and private) operators, taxi operators, bus users, and the general public; - Methods for communicating and consulting throughout the construction works, particularly traffic management and access to properties with owners and occupiers in the immediate vicinity of construction areas; - A list of Stakeholders and directly affected parties to the construction works who will be communicated with; The effect of the management plans described above (the CEMP, Transport, Access and Parking DWP and CCP) will be to ensure that potential traffic and transportation effects during construction of the Redoubt Road - Mill Road Corridor will be able to be managed to acceptable levels Air Quality Effects An Assessment of the actual and potential air quality effects associated with the construction and operation of the corridor has been undertaken by AECOM and is attached as Appendix K. Key findings of this assessment are addressed below and are split between construction and operational effects on air quality. Having regard to the existing air quality environment, the assessment notes that in the absence of a representative urban background continuous monitoring station in the vicinity of the corridor, background concentrations were used in the modelling to provide an assessment of the cumulative impacts, in-line with documentation prepared for Auckland Council Use of Background Air Quality Data in Resource Consent Application (Prepared by Emission Impossible Ltd and Kevin Rolfe & Associates Ltd).

144 113 The assessment notes that all background pollutant concentrations directly relevant to the study are below the relevant national standard or regional target, with the exception of fine particulate matter as PM2.5. Given the mixed residential / rural land use along the corridor, the use of the data is considered to be a conservative assumption Construction effects on Air Quality Exhaust emission impacts The assessment notes that the operation of vehicles and equipment powered by internal combustion engines results in the emission of waste exhaust gases containing the pollutants NOx, PM 10, VOCs, and CO. The quantities emitted depend on factors such as engine type, service history, and pattern of usage and composition of fuel. The operation of site equipment, vehicles and machinery would result in emission to the atmosphere of unquantified levels of waste exhaust gases but such emissions. The assessment considers these are unlikely to be significant, particularly in comparison to levels of similar emissions from road traffic. Air quality effects may also arise from traffic routes employed by haulage vehicles, construction vehicles and employees. The principal construction activities with transportation implications are: - removal of materials from any demolition work and excavated tunnel or station material/spoil; - delivery of materials; - movement of heavy plant; - diversions of existing traffic. Construction traffic could have an adverse impact on the air quality at adjoining occupiers if not properly controlled however the assessment considers that mitigation measures would be able to reduce these impacts. The assessment notes that indirect impacts would also be likely to occur across the study area due to the effects of traffic management and road diversions/the use of alternative routes. The impacts of traffic management will vary depending on the particular section of the corridor however this will be managed via an approved CEMP. Fugitive dust impacts The assessment considers that fugitive dust emissions from earthworks and construction activities are likely to be variable and would depend upon type and extent of the activity, soil conditions (soil type and moisture) road surface condition and weather conditions. The assessment notes that soils are inevitably drier during the summer period and periods of dry weather combined with higher than average winds have the potential to generate the most dust. Due to the expected construction duration, a consistent level of attention to manage dust impacts will be required. The construction activities may give rise to fugitive emissions from: - piling, rock breaking and open excavation activities; - earth moving: due to the excavation, handling and disposal of soil and other materials; - construction aggregate usage: due to the transport, unloading, storage and use of dry and dusty materials (such as cement powder and sand); - movement of heavy site vehicles on dry untreated or hard surfaces; - movement of vehicles over surfaces contaminated by muddy materials brought off the site. Fugitive emissions from construction sites are also commonly associated with the storage of spoil and stockpiles however the assessment considers best practice techniques of minimum storage, covering spoil and the use of water as a dust suppressant where necessary would largely eliminate this potential emissions source. The assessment notes that fugitive dust arising from construction activities is generally of particle size greater than the human health-based PM 10 fraction. In assessing the impact of fugitive dust there are two different effects that need to be considered: - the effects on human health; and - dust nuisance. The assessment states the former relates to the concentration of dust in suspension in the atmosphere which can be inhaled (respirable) and the latter relates to the amount of dust falling onto and soiling surfaces (referred to as the rate of dust deposition). If not effectively controlled, fugitive dust emissions can lead to dust nuisance. The

145 114 assessment considers most of the dust emitting activities outlined above respond well to appropriate dust control/mitigation measures and adverse effects can be greatly reduced or eliminated. The assessment notes that dust has a limited ability to remain airborne and readily drops from suspension as a deposit. Furthermore, research undertaken for the United States Environmental Protection Agency concluded that large particulate matter (particles over 30 micrometres in diameter), return to the surface quite rapidly after suspension and the majority of this particulate matter (60 90 per cent) stays between one to two metres above the ground. Under average wind conditions (mean wind speed of 2-6 metres per second), these particles, which comprise around 95 per cent of total dust emissions were found to return to the surface within metres of the emission source. The assessment considers that actual deposition rates and dust dispersion patterns will vary depending on the amount of material released, the proximity of sensitive receptors and also the local meteorological conditions. The greatest dust impacts can therefore be experienced at distances of up to metres away from the source, however wind speeds at the site may cause nuisance impacts at up to 350 metres away. The assessment notes that residential receptors along Redoubt Road are located within 10 metres from the existing roadside and it is likely that the construction footprint may extend even closer to properties. Given the predominant south westerly wind direction in the Auckland area however, it is considered locations to the north east of any construction activities are potentially the most susceptible to dust nuisance during the construction period and therefore a significant level of care should be maintained throughout the construction phase to minimise potential impacts along the corridor. The Preliminary Site Investigation (PSI) relating to contamination carried out for the NoRs (refer Appendix M of the AEE and section 9.10 below) also identified a number of locations where potential ground contamination may exist and affect local air quality if disturbed. Sites identified include asbestos contamination within the roadside verge adjacent to Redoubt Road, together with asbestos containing material (ACM) within five properties in the Flat Bush area. As a result, the presence of further ground contamination at potentially additional unidentified locations along the corridor should therefore be considered throughout the construction period in relation to the potential impact to human health and air quality. Should ACM be found within the verges, specialist service contractors would need to be appointed to ensure the health and well-being of workers and non-workers alike is not affected during construction. Potentially odorous ground material has not been identified. The Contamination DWP proposed in the conditions will ensure these outcomes Mitigation measures Potential air quality impacts arising from construction activities will be mitigated using best practice management measures. The appointed contractors will be required to produce a Construction Environmental Management Plan (CEMP), together with an Air Quality DWP (to be lodged with OPW applications) which will set out all of the steps to be taken to control and mitigate the effects of construction dust. The assessment states that most of the identified dust emitting activities respond well to appropriate dust control/mitigation measures and adverse effects would be greatly reduced. These measures typically involve water suppression and reducing surface wind speeds using windbreaks/enclosures. Effective dust mitigation measures prevent dust becoming airborne or contain dust within enclosures to prevent dispersion beyond the emission source. The CEMP and Transport, Access and Parking DWP will also include likely traffic routing, site access points and hours of operation, to ensure the potential for adverse environmental effects on local receptors is avoided. The Ministry for the Environment Good Practice Guide for Assessing and Managing Dust Emissions outlines a series of dust control methods and technologies as key considerations. The following measures from the guide will be incorporated into the approved CEMP: Site Planning - Erection of solid barriers to site boundary, where appropriate. - Plan site layout machinery and dust causing activities will be located away from sensitive receptors. - All site personnel to be fully trained. - Trained and responsible manager on site during working times to maintain logbook and carry out daily visual inspections. - Regular liaison with local communities. - Complaints register to monitoring nuisance and mitigation effectiveness.

146 115 - Consider the placement of real-time dust monitoring at the site boundary, with trigger levels set. Construction traffic - All vehicles will switch off engines when not in use no idling vehicles. - Effective vehicle cleaning and specific fixed wheel washing on leaving site and damping of haul routes. - All loads likely to generate dust entering and leaving site to be covered. - No site run-off of water or mud. - On-road vehicles to comply to set emission standards. - Minimise movement of construction traffic around site. Demolition Activities - Use water as a dust suppressant. - Cutting equipment to use water as suppressant or local extract ventilation. - Use covered skips. - Limit drop heights. - Wrap building(s) to be demolished where applicable. Site Activities - Minimise dust generating activities. - Use water as dust suppressant where applicable. - Reduce work during periods of increased wind or when blowing toward sensitive areas. - Cover, seed or fence stockpiles to prevent wind whipping. It is also recommended in the assessment that the project adopts suggested conditions from NZTA s document entitled Draft Guide to Assessing Air Quality Effects for State Highway Asset Improvement Projects. The assessment considers that adoption of the following conditions are appropriate for the proposed corridor upgrade: Measures shall be included in the Air Quality DWP that, so far as practicable, seek to: a) Reduce the odour, dust or fumes arising as a result of the project at any point within 100 m that borders a highly sensitive air pollution land use; b) Ensure that the 24-hour average concentration, measured midnight to midnight, of Total Suspended Particulate (TSP) at any point within 100 m of the designation boundary that borders a highly sensitive air pollution land use does not exceed 80 micrograms per cubic metre (μg/m³). The Air Quality DWP shall, as a minimum, address the following: I. Description of the works, anticipated equipment/processes and durations; II. III. IV. Periods of time when emissions of odour, dust or fumes might arise from construction activities; Identification of highly sensitive air pollution land uses likely to be adversely affected by emissions of odour, dust or fumes from construction activities; Methods for mitigating dust emitted from construction yards, haul roads, stock-piles and construction site exits used by trucks, potentially including the use of vacuum sweeping, water sprays or wheel washes for trucks; V. Methods for mitigating odour that may arise from ground disturbing construction activities; VI. Methods for maintaining and operating construction equipment and vehicles in order to seek to minimise visual emissions of smoke from exhaust tailpipes;

147 116 VII. Methods for undertaking and reporting (to council) on the results of daily inspections of construction activities that might give rise to odour, dust or fumes; VIII. Methods for monitoring and reporting (to council) on the state of air quality during construction, including Total Suspended Particulate, wind speed, wind direction, air temperature and rainfall; IX. Procedures for maintaining contact with stakeholders, notifying of proposed construction activities and handling complaints about odour, dust or fumes; X. Construction operator training procedures on mitigation odour, dust or fumes; XI. Contact numbers for key construction staff, staff responsible for managing air quality during construction and council officers. Monitoring of Total Suspended Particulate (TSP) shall be undertaken; a) using a continuous or gravimetric monitor with a maximum measurement time resolution of 24 hours; b) in general accordance with the Good Practice Guide for air quality monitoring and data management, Ministry for Environment, 2009; c) at a minimum of [one] site within 100 m of the designation boundary that borders an appropriate number of highly sensitive air pollution land uses and that, so far as practicable, comply with the requirements of AS/NZ :2007 Method for sampling and analysis of ambient air guide to siting air monitoring equipment; d) for a minimum of one week at each monitoring site; e) between October and April inclusive during the construction phase of the project. The assessment considers that the air quality monitoring program to be implemented during the construction phase will be designed by the appointed contractors, once a detailed understanding of the schedule of site activities and construction methods is available. The exact frequency and extent of the monitoring program, together with timings of when reviews of the monitoring effectiveness will be conducted are also expected to be contained in the document. The monitoring program should however be fully operational during the initial site clearance and earthworks phases, as these phases inherently involve dust generating activities and may therefore cause nuisance impacts at adjacent receptors. It would be reasonable to expect the need for ongoing air quality / dust monitoring to be reviewed after the initial six months of site works based on site management and operations. The proposed designation conditions enables a review of the Air Quality DWP should monitoring reveal that air quality objectives are not being achieved. The assessment considers that incorporating all of the measures outlined above into the CEMP and Air Quality DWP would ensure that potential air quality impacts would be reduced as far as possible, maintaining fugitive dust levels and fine particulate matter concentrations (PM 10 and PM 2.5) within the respective thresholds; thus limiting any residual impacts. The proposed designation conditions require preparation of an Air Quality DWP. It is also noted that resource consents will be required for construction air discharges under both Auckland Regional Plan: Air, Land and Water Rule and the PAUP- Rule Operational effects on Air Quality The operational air quality impact assessment has been conducted in-line with the Ministry for the Environment s Good Practice Guide for Assessing Discharges to Air from Land Transport and Good Practice Guide for Atmospheric Dispersion Modelling, together with the New Zealand Transport Agency s (NZTA) draft Air Quality Effects Guide to ensure a consistent and robust assessment approach. The air quality impact assessment comprises: - A review of the legislative framework surrounding air quality; - A review of the existing baseline environment; - Assessment of the potential changes in air quality arising from the operation of the corridor upgrade (inclusive of cumulative traffic effects);

148 117 - Formulation of mitigation measures, where appropriate, to ensure that any potential adverse impacts on air quality are minimised; and, - Identification of likely residual effects, following application of the outlined mitigation measures. The assessment has adopted NZTA s Tier 3 assessment process using dispersion modelling incorporating emissions parameters, complex traffic modelling, site specific metrological and background data where appropriate. For the purposes of the assessment the existing environment was reviewed through data and tools available from Auckland Council, the New Zealand Transport Agency (NZTA) and New Zealand's National Climate Database (NIWA). No project specific air quality monitoring was undertaken as part of the assessment as it was not considered to be necessary due to the large amount of available background data in the general area which was considered sufficient to characterise the existing air quality conditions. The assessment considers that the primary air pollutants of concern regarding road transport movement which are listed in the National Environmental Standards for Ambient Air Quality are carbon monoxide (CO), nitrogen dioxide (NO 2) and fine particulate matter (PM 10). The additional road transport related pollutants of fine particulate matter (PM 2.5) and benzene (as volatile organic compounds (VOCs)), have also been included in the study but are listed as Auckland Regional Air Quality Targets. Predicted concentrations of these pollutants, at the identified worst case receptors are compared in the assessment with associated air quality standards and targets. The assessment notes that the primary factors that influence emissions from vehicles include the mode and speed of travel, the grade of the road and the mix, type and age of the vehicles. The general approach to derive total pollutant emission rates from a road section is simply to multiply the total number of vehicles on the road section by the pollutant emission per vehicle (the emission factor). Pollutant emission rates have been calculated in the assessment using traffic modelling data supplied by AECOM and AT for a number of future scenarios, together with emission factors taken from NZTA s Vehicle Emissions Prediction Model (VEPM 5.1), provided for the assessment by Auckland Council. Pollutant concentrations have been forecast for the following scenarios: - The baseline (existing) traffic scenario of 2011; - The 2026 Do Minimum scenario (DM2026) in the modelled year of opening without the complete upgrade in place; - The 2026 Do Something option scenario (DS2026) in the modelled year of opening with the complete operational upgrade in place; - The 2041 Do Minimum scenario (DM2041) 15 years following the modelled year of opening without the complete upgrade in place; and, - The 2041 Do Something option scenario (DS2041) 15 years following the modelled year of opening with the complete operational upgrade in place. The assessment notes that the western urban section of the corridor may be constructed and in operation by 2020, however the remaining entire corridor is unlikely to be operational until The traffic modelling and air quality assessment have been based on a fully operational corridor by 2026 which is six years later than the potential initial section opening year. The increase in vehicle numbers used in the assessment based on the complete corridor upgrade therefore represents a worst-case assessment of the potential impacts to air quality, when compared to the reduction in vehicle emission factors in later years. All future year traffic modelling data is inclusive of predicted growth in the Auckland Plan, the PAUP Plan, Drury, Takanini and Flatbush plan changes, in terms of cumulative impacts. The assessment notes that the level of impact on air quality from the corridor upgrade can be determined by comparing the predicted impact in the future years with the upgrade in place, against the same year without the road upgrade. The results of the dispersion modelling and the potential impact of the road upgrade during operation, incorporating existing air quality background concentrations, have been compared in the assessment to the appropriate standards and targets detailed in the National Air Quality Standards and Regional Targets. Emission factors in the assessment have been derived based upon the emissions and fleet data within the Vehicle Emissions Prediction Model (VEPM version 5.1). The Toolkit has been developed by the NZTA and Auckland Council and comprehensively incorporates updated vehicle exhaust emissions factors for the current

149 118 New Zealand vehicle fleet and forecasts emissions up to the year The assessment notes that it is important to ensure the correct assessment year is selected when calculating emission rates, as emissions are forecast to reduce with time, due to improvements in vehicle emission control technologies and legislative requirements. The VEPM database also includes the consideration for brake and tyre wear for PM 10 and PM 2.5, cold-start emissions and the effects of catalytic converters; all of which have been included within the emissions modelling and assessment. In addition, road gradients are also accounted for within the VEPM and their effects have been included in the assessment through the generated emission factors. Using the assumed composition of heavy vehicles on each of the provided roads, the vehicle fleet mix has been amended taking into account the default fleet composition contained within the VEPM 5.1 database. The output of the VEPM database provided a series of pollutant emission rates in grams per vehicle kilometre for each assessment year based on vehicle speed and link composition, for input into the dispersion model. For the purposes of modelling, sensitive receptor locations were identified along the proposed corridor (refer table 6 of the Air Quality Assessment). Sensitive receptor locations are those individuals and communities who are likely to be susceptible to changes in air quality, such as an increase in air emissions. These receptors include locations where people spend extended periods of time, typically greater than one hour (sufficient to meet ambient air quality criteria averaging periods). Receptors sensitive to the construction (in particular, dust and combustion emissions) and operational air emissions from the project include schools, hospitals, childcare facilities, educational facilities, residential areas and sporting / recreational facilities (often people engaging in sporting activities have increased respiratory stress and are therefore more sensitive to air pollution). Receptor locations were selected where exposure to atmospheric emissions from traffic is potentially the greatest. Pollutant concentrations decrease significantly with distance from a road source and, provided there are no other major sources in the vicinity, concentrations are lower at locations located further away from the receptors chosen. Therefore, all selected receptors are locations in closest proximity to the roads most affected. The receptors identified, the majority of which are residential properties, are considered to be representative of the worst case exposure in those particular locations, at distances up to 200 metres from the centre line of the proposed alignment. Atmospheric dispersion modelling was undertaken using AUSROADS, to assess the impact of the operational changes in vehicle emissions both with and without the upgrade in place, in the modelled opening year of 2026 and 15 years from opening (2041). As described above, the pollutants assessed were carbon monoxide, nitrogen dioxide, fine particulate matter (PM 10 and PM 2.5) and benzene and have been forecast at identified worst-case receptor locations along the existing and proposed corridor. In addition, no future improvement in background pollutant concentrations was assumed within the study and the meteorological data were supplied by Auckland Council for the worst-case years of 2005 and The assessment states that the forecast concentrations indicate that all National Environmental Standards for Ambient Air Quality for the modelled pollutants will not be exceeded at all worst-case receptor locations and in all future assessment years, both with and without the corridor upgrade in place. In addition, all Auckland Regional Air Quality Targets with the exception of 24-hour mean PM 2.5 concentrations are also predicted to not be exceeded at all locations and in all assessment years. The predicted PM 2.5 exceedances are due to the use of the Auckland urban default background concentrations, which already exceed the Regional Target Mitigation Measures No exceedances of the National Environmental Standards for Ambient Air Quality are predicted to occur at any of the modelled worst-case receptor locations in any of the future assessment scenarios, along the Redoubt Road- Mill Road upgrade corridor, based on the assessment methodology and assumptions. It is noted that discharges to air from motor vehicles is a permitted activity under the PAUP. The PM hour mean Auckland Regional Air Quality Target (25 µg/m3) is predicted to be exceeded at all modelled worst-case receptors and in all assessment scenarios, however this is due to the default urban background concentration used in the assessment (29.8 µg/m3). All other Regional Air Quality Targets are predicted to be met in all scenarios and at all identified worst-case receptors. As the predicted impacts at all identified worst case receptors and for all modelled pollutants are considered to be less than minor, no mitigation measures are suggested in relation to the operation of the Mill Road upgrade.

150 Acoustic Effects An assessment of the actual and potential acoustic effects of the establishment and operation of the Redoubt Road-Mill Road corridor has been undertaken by AECOM. The Acoustic Assessment is provided in Appendix L to this AEE. Key findings of this assessment are addressed below and are split between construction and operational acoustic effects Construction Acoustic Effects The acoustic assessment accepts that noise from the use of heavy machinery, trucks, excavators, rollers etc. will be produced during the proposed works. In addition noise may be produced from construction laydown areas and worksites. The Auckland District Plan (Manukau Section) and PAUP requires construction noise to be measured, assessed and controlled in accordance with the procedures and limits set out in NZS 6803:1999 Acoustics Construction Noise. NZS 6803:1999 Acoustics Construction Noise sets out procedures for the measurement and assessment of noise from construction work. It also recommends noise limits for construction noise and provides guidance concerning methods of predicting and managing construction noise. It also recommends construction noise limits based on the type of land use, time of day and the anticipated duration of the construction work. The duration of construction work is broken down into three categories: - Typical Duration is defined as construction work at any one location for more than 14 calendar days but less than 20 weeks. - Short Term is defined as construction work at any one location for up to 14 days. - Long Term is defined as construction work at any one location with a duration exceeding 20 weeks. The noise limits recommended by NZS 6803:1999 are shown in the following tables. Table 11.2 Construction Noise Criteria for Residential Zones and Dwellings in Rural Areas as Recommended by NZS 6803:1999 Noise Criterion, db Time of Week Time Period Typical Duration Short Term Long Term L Aeq L Amax L Aeq L Amax L Aeq L Amax Weekdays Saturdays Sundays and Public Holidays

151 120 Table 11.3 Construction Noise Criteria for Industrial or Commercial Areas on All Days of the Year as Recommended by NZS 6803:1999 Duration of Work Time Period Typical Duration Short-term Duration Long-term Duration db, L Aeq db, L Aeq db, L Aeq (Day) (Night) The acoustic assessment notes that in order to assess the construction noise levels in relation to the limits recommended in NZS 6803:1999, both the level of the noise, and the proportion of the assessment period for which it occurs, needs to be known. Further to this, although a range of construction activities have been assessed, the level of noise generated by any particular construction activities will be dependent on the type and number of activities in progress at any given time, on the distance of the works from the assessment point, and whether the sources are mobile or fixed. This level of detail is not available at the current stage of design. However, the assessment notes that the equipment listed in Table 11.4 below may be used during the works. The table also presents the L Aeq Sound Pressure Levels that could typically be expected at a distance of 10m from these types of equipment during operation. Table 11.4 Typical Activity L Aeq Sound Pressure Levels at 10m from Road Construction Equipment Equipment Item Construction Typical L Aeq Sound Pressure Level at 10m, db Digger (2t) 82 Digger (5t) 85 Digger (12t) 88 Dump Truck (8m 3 ) 82 Diesel Plate Compactor 80 Plate Compactor 76 Roller (4t) 74 Roller (12t) 78 Grader (14t) 83 to 85 Stabilising Hoe 83 to 85 Water Cart 75 to 80 Sealing Bitumen Sprayer 80 Chip Trucks 80 PTR Roller 77 Surfacing Asphalt truck 75 to 80 Miller 83 Roller (4t) 74 to 76 Roller (7t) 74 to 78 Paver 82 PTR Roller 74 to 76

152 121 Equipment Item Construction Typical L Aeq Sound Pressure Level at 10m, db Shuttle Buggy 83 General Generators 65 to 85 Breakers 85 to 95 Lighting Towers 65 Concrete Saws 90 The assessment considers the noisiest items of equipment that may be used are db L Aeq at 10m. The closest buildings are located within 10m of the proposed works area. Noise levels at the closest façade may therefore exceed the construction noise criteria without appropriate mitigation Table 11.5 presents some specific mitigation measures that the assessment considers could be implemented to minimise noise from the site. Table 11.5 Specific Construction Noise Mitigation Measures Noise Source Recommended Mitigation Measures Asphalt Paver - Schedule the operation to minimise nuisance. Breaker - Select the right size equipment for the job to minimise the length of time taken to complete the operation. - Use the lowest noise equipment available. - Do not blank fire the hammer. The activating valve should only be operated with the hammer in contact with the surface to be broken. - Keep breaker bushes and shaft greased as necessary. - Use correct chisel / tip shape for the type of material being broken. - Where work is contained within a compact area, use acoustic screens which block line of sight between breaker and sensitive receivers. Concrete / Pavement Saw - Wet cut only. - Select the right size equipment for the job to minimise the length of time / number of cuts taken to complete the operation. - Schedule the operation to minimise nuisance. - Use acoustic screens which block line of sight between saw and sensitive receivers. Excavators - Use the smallest machine practicable for the job. - Where possible use rubber tracked machines to minimise tracking movement noise. - Keep the excavator well maintained including keeping the tracks well greased. - Ensure the engine exhaust mufflers are in good working order. - Do not leave the excavator running while it is not being used. - Minimise the heights from which materials are dropped from the bucket. - Where spoil is being removed into a dump truck, or fill materials are being scooped from a dump truck, position the dump truck to minimise tracking movements. General Site Noise - No radio music on site. - Don t throw or drop tools. - Keep plant and equipment well maintained. - Give preference to the use of low noise equipment and processes.

153 122 Noise Source Recommended Mitigation Measures Generators - Position generator as far from noise sensitive receivers as possible, where nuisance will be minimised. - Only operate generator as required. - Use a model with an acoustic enclosure and low noise silencer. - Install an acoustic screen around the generator if further noise reduction is required to satisfy the noise criteria. Lighting Towers - Position the lighting towers at locations where they will cause the minimum possible noise impact to noise sensitive receivers. - Make use of street lighting as far as practical to minimise the number of lighting towers required. - Use a model with an acoustic enclosure and low noise silencer. - Install an acoustic screen around the generator if further noise reduction is required to satisfy the noise criteria. - Minimise night work to minimise the need for lighting towers. Miller - Time operation to minimise nuisance. - Schedule / plan work to minimise amount of time that milling is required. Plate Compactors - Use appropriate size compactor for the job. Reversing Beepers - Use directional broadband beepers. - Set up site to avoid the need to reverse trucks and equipment directly towards noise sensitive receivers. - Reduce the time that beepers are sounding by planning reversing manoeuvres so that they can be completed quickly. - Do no leave plant or equipment stationary / idling in reverse gear. Road Roller - Ensure roller is well maintained. - Avoid leaving engine running when not in use. - Use appropriate size equipment for the job to minimise noise emissions and number of passes required. Speech / Voices - Do not yell across site. Walk over to the other person to discuss or make use of mobile telephones / site walkie-talkies. - Hold conversations away from noisy machinery to avoid the need to yell. Trucks - Ensure vehicles are well maintained. - Avoid leaving engines running when not in use. - The volume of radios / stereos in trucks should be set so that they cannot be heard outside the vehicle. - Do not rev engines excessively. - Avoid slamming tailgates and doors. - Plan / schedule work to minimise the number of trucks required on site. The assessment recommends that night works should be limited as far as practicable, and where they are to take place, residents should be informed of the dates, duration, and nature of the works prior to commencement of the night works. In accordance with NZS 6803 it will be necessary to produce a construction noise management plan. The plan will identify methods to avoid, remedy and mitigate noise effects and consider construction methods, working hours and the machinery likely to be used.preferred off-site vehicle routes will need to be established to keep access traffic away from noise sensitive areas. It may also be necessary to carry out noise monitoring during the construction phase to ensure that the noise limits are not being exceeded. The acoustic assessment considers that that construction noise associated with the project can meet reasonable levels provided that the best practicable option of mitigation is adopted during the construction phase and contractors are committed to managing construction noise Mitigation measures Construction noise will be assessed in accordance with NZS 6803:1999 Acoustics Construction Noise. The standard provides a methodology for the assessment of construction noise and recommends upper limits for construction noise levels in residential areas. The proposed designation conditions require that prior to the

154 123 commencement of any construction activity, AT shall submit a Construction Noise and Vibration DWP. The condition requires that: The plan shall be prepared by a suitably qualified and experienced acoustical engineer, and include all the relevant considerations in NZS 6803:1999 Acoustics Construction Noise. The Construction Noise and Vibration DWP shall identify instances where the limits within NZS 6803:1999 Acoustics Construction Noise could be exceeded and shall, in consultation with the property owners concerned, establish alternatives for protecting those property owners from excessive noise. If the recommended upper construction noise levels cannot be met for those dwellings within close proximity to the proposed alignment, mitigation measures such as the selection of construction equipment, programming of noisy work to suit adjacent activities, and temporary screening (amongst other mitigation measures) will need to be considered and included in the Construction Noise and Vibration DWP. Implementation of the Construction Noise and Vibration DWP will ensure that adverse construction noise effects are appropriately managed Operational Acoustic Effects The acoustics assessment provides an assessment of existing and future acoustic conditions and the best practical options for mitigation. It is noted that the District Plans and PAUP do not provide operational noise limits for roading corridors The report uses NZS 6806:2010 Acoustics Road Traffic Noise New and Altered Roads as the basis for assessment. This standard is the accepted method used in New Zealand to address road-traffic noise. The method provides performance targets and requires assessment of a number of different options for noise mitigation. These options are subject to an integrated design process in which the costs and benefits are considered. The performance targets in NZS 6806 are set to be reasonable taking into account adverse health effects associated with noise on people and communities, the effects of relative changes in noise levels, and the potential benefits of new and altered roads. The assessment notes that criteria in NZS 6806 to assess road-traffic noise are not dependent on existing noise levels. Measurements of existing levels are therefore not required for the main part of the operational noise assessment. However, an appreciation of the existing environment is required to judge the potential noise effects, regardless of compliance with any particular noise criteria. Therefore, the existing environment has been assessed in detail through both modelling and measurements. NZS 6806 applies to a limited range of premises and facilities that are considered to be noise sensitive. These locations are termed Protected Premises and Facilities (PPFs). Under NZS 6806 the following locations are considered to be PPFs: a) Buildings used for residential activities including: i) Boarding establishments; ii) iii) iv) Homes for elderly persons; Retirement villages; In-house aged-care facilities; v) Buildings used as temporary accommodation in residentially zoned areas; vi) b) Marae; including hotels and motels, but excluding camping grounds; c) Spaces within buildings used for overnight patient medical care; and d) Teaching areas and sleeping rooms in buildings used as educational facilities including tertiary institutions and schools, and premises licensed under the Education (Early Childhood Services) Regulations, and playgrounds which are part of such facilities and located within 20 m of buildings used for teaching purposes. PPFs do not include: e) Residential accommodation in buildings which predominantly have other uses such as commercial or industrial premises;

155 124 f) Garages and ancillary buildings; and g) Premises and facilities which are not yet built, other than premises and facilities for which a building consent has been issued, and has not yet lapsed, at the time when the first RMA authorisation to construct the road is obtained. The distance from the road within which effects on PPFs are considered is set in NZS 6806 as: - Urban areas 100 metres from the edge of the nearside traffic lane - Rural areas 200 metres from the edge of the nearside traffic lane The western end of the project (NoR 1) is located within an area defined as urban under NZS In accordance with NZS 6806 all Premises and Facilities (PPFs) within 100m of the road are therefore required to be considered in the assessment. However, the eastern / southern portions (NoRs 2 and 3) have significant undeveloped parkland and greenfield areas, and may be considered to be more rural in nature. Therefore in the eastern and southern portions of the project, a more conservative approach has been adopted in the assessment in that all PPFs within 200 metres of the alignment have been considered, as would apply for a rural area under NZS NZS 6806 provides a procedure for assessing the benefits and costs of noise mitigation options to help determine the Best Practicable Option. The criteria apply to a design year 10 to 20 years after the completion of the new or altered road. In this case the noise predictions are based on predicted traffic volumes in The project corridor is considered to be defined as an Altered Road under NZS The definition of an altered road is given some consideration under NZS Section describes that an altered road meets one of the following two criteria for any assessment position at any one or more PPF: a) The do-minimum noise environment would be greater than or equal to 64 db L Aeq(24h) and, if no specific noise mitigation was undertaken, the alterations would increase road-traffic noise at that assessment position by 3dB L Aeq(24h) or more at the design year, when compared with the do-nothing noise environment; or b) The do-minimum noise environment is greater than or equal to 68 db L Aeq(24h) and, if no specific noise mitigation was undertaken, the alterations would increase road-traffic noise at that assessment position by 1 db L Aeq(24h) or more at the design year, when compared with the do-nothing noise environment For this project, the acoustic assessment considers the following noise criteria from NZS 6806 as applicable: Table 11.6 NZS 6806 road noise criteria Category Criterion Altered roads New road A Primary 64 db L Aeq(24h) 57 db L Aeq(24h) B Secondary 67 db L Aeq(24h) 64 db L Aeq(24h) C Internal 40 db L Aeq(24h) 40 db L Aeq(24h) The assessment notes that if practicable, the category A criterion should be achieved. If this is not practicable then mitigation should be assessed against category B. However, if it is still not practicable to comply with categories A or B then mitigation should be implemented to ensure the internal criterion in category C is achieved. Depending on the specific building, mitigation in category C could include ventilation and/or noise insulation improvements ranging from upgraded glazing through to new wall and ceiling linings. In category C there is no protection of outdoor amenity. The existing environment through which the corridor passes has been assessed in detail in the assessment through both modelling and measurements. The assessment notes that the study area is directly under the flight path for Auckland Airport but the dominant noise source is road traffic using SH1, Redoubt Road and Mill Road. Road traffic using local roads such as Hollyford Drive, Everglade Drive, Goodwood Drive, Murphy s Road, Alfriston Road, Ranfurly Road, Popes Road has also been included in the assessment. The study area incorporates properties along Redoubt Road and other minor local roads in the suburbs of Manukau, Flat Bush, Clover Park, Goodwood Heights, Totara Heights, Totara Park and the area that surrounds Mill Road (East of The Gardens).

156 125 For the existing road network, computer modelling was also used to predict existing road-traffic noise levels. This also formed the basis for comparisons with modelling of the Project. The assessment notes that existing noise levels along Redoubt Road and Mill Road are in the region of the 67 db L Aeq,24hr which aligns with category B criteria (refer Table 11.6 above). Although individual properties will need to be assessed further once the best practicable option for mitigation has been determined, the assessment considers that relative to the existing noise levels, compliance with category B will be acceptable with regard to noise impact. The subjective perception of changes in noise level can generally be correlated with the numerical change in noise level. Table 11.7 details the subjective perception related to various increases in noise level and the associated impact. Table 11.7 Subjective perception and relative impact of increasing noise levels Increase in Noise Level Subjective Perception Impact/Effect 1 2 db Insignificant change Negligible/Less than minor 3 4 db Perceptible change Slight/Minor 5 8 db Appreciable change Moderate 9 11 db Doubling of loudness Significant/Substantial > 11 More than doubling of loudness Severe The assessment considers that the noise impact/effect associated with the upgraded road will ultimately be determined by the mitigation option selected as the best practicable option but following implementation of mitigation measures (with the objective to achieve compliance with category B), noise effects are likely to be negligible/less than minor on the basis that the increase in noise level will be in the range of 1-2dB. Mitigation options include building modification mitigation for example use of ventilation systems or acoustic trickle vents and use of low noise road surfaces (for example open graded porous asphalt OGPA). As the design progresses detailed design of the mitigation will take place and mitigation options may change. For example, the low noise road surface that has been assumed for the purpose of this assessment is OGPA. However, other low noise road surfaces are available that will provide similar or better attenuation and these may be selected for use on the project. The assessment notes the following in relation to the NoRs: NoR 1 Properties on Redoubt Road will experience an increase in traffic noise levels predominantly as a result of the increase in traffic volumes as the alignment itself does not change significantly. Three noise mitigation options have been considered within NoR 1: Option 1 Building modification mitigation (such as double glazing); Option 2 A combination of OGPA and building modification mitigation; Option 3 A twin-layer of OGPA and a reduced number of buildings requiring building modification mitigation 15. NoR 2 The alignment changes so that the northbound lane of the upgraded Redoubt Road is at a greater distance from the dwellings on Redoubt Road. A number of properties in this area (242, 309, 317, and 347 Redoubt Road) are expected to be acquired by the project as the proposed alignment lies directly over the buildings in question. Mitigation is therefore deemed unnecessary for these dwellings. Should the dwellings on those properties be relocated rather than removed as part of the project, they should be located to positions such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered. 15 A twin layer of OGPA may not be structurally suitable for this section of road. Building modification may be required instead

157 126 Three noise mitigation options have been considered within NoR 2: Option 1 Building modification mitigation; Option 2 A combination of OGPA and building modification mitigation; Option 3 A combination of twin-layer OGPA and building modification 16 NoR 3 The predicted noise levels at several of the properties increase as a result of the realignment of Mill Road, an increase in traffic volumes and the location of realignment. The report notes that 134 Mill Road is expected to be partially acquired by the project. The proposed alignment lies directly over the building on this property. Should the dwelling on this property be relocated rather than removed as part of the project, it should be located to a position on the property such that the traffic noise criteria are achieved, or else additional noise mitigation measures may need to be considered. Three noise mitigation options have been considered within NoR 3: Option 1 Building modification mitigation Option 2 - Asphaltic Concrete Option 3 Asphaltic Concrete with OPGA Mitigation Measures To mitigate potential operational noise effects an extensive noise mitigation options assessment has been undertaken in accordance with the method set by NZS 6806:2010. The report determines areas by potential degree of effect. For each area a number of potential mitigation options have been developed. These include for example: - Building modification mitigation. This may include for example use of ventilation systems or acoustic trickle vents. - Use of low noise road surfaces (for example open graded porous asphalt OGPA). However a package of best practical options (BPO) has yet to be selected and it is proposed to determine these options during detailed design. When selecting the BPO some of the factors that will be considered are: - The extent to which the mitigation option will achieve compliance with the relevant noise criteria - The value for money delivered by the mitigation option - The visual impact of the mitigation option - The technical feasibility of undertaking the mitigation option - Any potential effects of the noise mitigation option on the environment - Any potential effects of the noise mitigation on public safety and security Following implementation of mitigation measures (with the objective to achieve compliance with category B), noise effects are likely to be negligible/less than minor on the basis that the increase in noise level will be in the range of 1-2dB. In determining the best practicable option for operational noise mitigation, a qualified acoustics specialist will be guided by the content of NZS 6806 and the proposed conditions of designation incorporate and reference that standard Vibration Effects An assessment of the actual and potential vibration effects of the establishment and operation of the Redoubt Road-Mill Road corridor has been undertaken. The Vibration Assessment is provided in Appendix L to this report. The assessment has been undertaken to determine and manage vibration levels during construction and operational use of the proposed upgraded corridor. 16 A twin layer of OGPA may not be structurally suitable for this section of road

158 Construction Vibration Effects Construction activity has the potential to create adverse vibration effects on the occupants of dwellings, community facilities and businesses. In addition construction vibration has the potential to adversely affect buildings in terms of cosmetic and to a limited extent structural damage. Vibration effects are most likely to occur within NoR 1.. The assessment notes that due to the temporary nature of construction activities, and the challenges associated with controlling construction vibration levels to within the levels that would normally be considered acceptable for long term exposure, it is common practice to treat construction vibration differently to long term vibration sources (as is done with construction noise versus noise from other activities). The assessment states that the main objective of controlling construction vibration is normally to avoid vibrationrelated damage to buildings, structures, and services, in the vicinity of the works. Human comfort is usually of secondary concern, since any adverse effects of construction vibration on human comfort would typically only be experienced for short durations, for most types of construction work. The assessment notes that there are currently no New Zealand standards relating to construction vibration. However German Standard DIN :1999 (refer tables 9.5 and 9.6 below) provides commonly referenced guidelines for evaluating the effects of vibration on structures. The criteria presented in this standard are the peak vibration velocities up to which no cosmetic damage from vibration effects has been observed, and are set well below the levels that have the potential to cause damage to the main structure. These standards have been adopted for the purpose of assessing construction vibration effects. The assessment notes that construction of the project will involve machinery that generates high levels of vibration, such as excavators and rollers, operating in relatively close proximity to sensitive receivers. A summary of the type of construction machinery likely to be used on the project together with typical ground vibration levels is set out in table below. Table 11.8 below contains criteria relating to building damage taken from DIN :1999. Table 11.8 Construction Vibration Criteria Building Damage Type of Structure Short Term Transient Vibration PPV at the Foundation (mm/s) 1-10 Hz Hz Hz PPV at horizontal plane of highest floor (mm/s) Commercial/ Industrial Residential/ School Historic or Sensitive Structures Long Term (Continuous) Vibration PPV at horizontal plane of highest floor (mm/s) Standard DIN :1999 defines short-term (transient) vibration as vibration which does not occur often enough to cause structural fatigue and which does not produce resonance in the structure being evaluated. Long-term (continuous) vibration is defined as all other vibration types not covered by the short-term vibration definition. Table 11.9 details the criteria relating to human comfort. Table 11.9 Construction Vibration Criteria Human Comfort Receiver Location Details Category A Occupied habitable rooms in dwellings and bedrooms in temporary accommodation and medical facilities Inside the building Night-time 20:00 to 06:30 0.3mm/s ppv Daytime 06:30 to 20:00 1mm/s ppv Other occupied buildings Inside the building Daytime 06:30 to 20:00 2mm/s ppv

159 128 The assessment considers that construction activities that could generate excessive vibration during construction of the proposed road upgrade could include: - Hydraulic hammers / rock breakers (breaking up concrete or other hard ground) - Vibratory rollers and compactors - Jackhammers - Heavy construction vehicles traffic travelling over a rough surface The assessment notes that some residences may be impacted more than others at certain times, depending on the exact location of the works in relation to each residence. Table presents an indication of the typical vibration levels that could be expected at various distances from the works. The assessment notes that the exact ground vibration levels at a given distance will be strongly influenced by the exact operating conditions of the machinery, and by the ground conditions and geology between the construction works and the assessment location at the time of the works. Table Typical Ground Vibration Levels due to Road Construction Activities Activity Vibratory roller or compactor (12T) Vibratory roller or compactor (4T) Hydraulic hammer breaking concrete Jackhammer Heavy construction vehicles travelling over a rough surface Typical Ground Vibration Level, mm/s 20 mm/s at 5m 8.5 mm/s at 10m 2.5 mm/s at 20m 12 mm/s at 5m 5 mm/s at 10m 1.5 mm/s at 20m 4.5 mm/s at 5m 2 mm/s at 10m 0.5 mm/s at 20m 2.5 mm/s at 5m 1 mm/s at 10m 0.5 mm/s at 20m 0.1 to 2 mm/s at 10 to 20m The assessment considers that construction vibration levels associated with the Project can meet reasonable levels provided that the best practicable option of mitigation is adopted and contractors are committed to managing construction vibration. The Acoustic expert has recommended project standards for construction vibration which have been included in the proposed designation conditions. The assessment considers that to ensure that the recommended vibration standards are met it will be necessary to produce a Construction Noise and Vibration DWP. The plan will consider construction methods, working hours and the machinery likely to be used. It may also be necessary to carry out vibration monitoring during the construction phase to ensure that the vibration limits are not being exceeded. As above, the Acoustic expert has recommended project standards for construction vibration which have been included in the designation conditions Construction Vibration Mitigation Measures As set out above, there are no New Zealand standards relating to construction vibration. However German Standard DIN :1999 and Standard DIN :1999 provides commonly referenced guidelines for evaluating the effects of vibration on structures and human health. These standards have been adopted and included in the proposed designation conditions as project standards. AS part of OPW applications, the Requiring Authority (AT) will be required to submit a Construction Noise and Vibration DWP as per the proposed designation conditions. The Construction Noise and Vibration DWP is required to address the following aspects: - Identification of potentially sensitive locations at the designation boundaries for pre-construction measurement of vibration levels under typical construction activities and Identification of critical buildings - Selection of critical buildings to be monitored based on type of construction, vulnerability to damage

160 129 - Vibration monitoring / measurement plan for critical locations and different types of construction activities, both before construction commences and during construction - Reporting procedures - Possible mitigation measures - Complaint handling procedures - Preparation of pre-construction and post-construction building surveys (where relevant) - Process for arranging repair of any vibration induced damage that may occur Implementation of the Construction Noise and Vibration DWP and compliance with the project construction vibration standards as set out in the proposed designation conditions will ensure that adverse construction vibration impacts are appropriately mitigated Operational Vibration Effects Baseline ground vibration monitoring was undertaken to provide information about the existing ambient vibration levels. These levels have been used to assist in the assessment of operational vibration impact on the Protected Premises and Facilities (PPFs) along the corridor. The measured vibration levels have then been compared in the assessment to predicted vibration levels from operation of the upgraded road. Guideline criteria that are commonly used to assess the potential for adverse effects on human comfort and building damage have been referenced in the assessment. These include: Vibration Criteria for Human Comfort - ISO :1989 provides widely referenced guidance for evaluating the potential of vibration to adversely affect human comfort in buildings. It requires that the measurements be performed at the location where the vibration is received by the affected person i.e. typically inside the building. This means that the guidelines presented in ISO :1989 cannot be directly applied to vibration measurements performed outside the building, as the building may amplify or attenuate the ground vibration. The guidelines would need to be adjusted to allow for the influence of the building on the vibration level, if the vibration measurements are performed outside. All measurements presented in the assessment are ground vibration levels measured outdoors. A further point to note is that ISO :1989 has been superseded by ISO :2003. Unlike ISO :1989, ISO :2003 does not quote guideline levels for assessing the potential of vibration to cause annoyance. Vibration Criteria for Avoidance of Building Damage - German Standard DIN :1999 provides commonly referenced guidelines for evaluating the effects of vibration on structures. The criteria presented in DIN are the peak vibration velocities up to which no cosmetic damage from vibration effects has been observed, and are set well below the levels that have the potential to cause damage to the main structure. The assessment notes that ground vibration levels received at any given location due to a particular vibration source is a function of the vibration source strength, the attenuation rate of the vibration energy in the ground, and the influence of any buildings or structures on the received vibration level. There are generally three levels of potential adverse effects of vibration in buildings. These levels in order of reducing sensitivity are: - People may be disturbed or inconvenienced; - Equipment and fittings may be disturbed or affected; and - Cosmetic or structural building damage may occur. Vibration criteria relating to human comfort are the most stringent. This is because people are able to feel vibration at levels much lower than those required to cause even superficial damage to the most susceptible classes of structures. Vibration generated by road traffic is typically lower in magnitude than that generated by activities associated with construction. This is particularly the case for a road surface in good condition.

161 130 The assessment states that the level of vibration received due to a vehicle passing on an adjacent road is influenced by a number of factors including: - The speed of the vehicle; - The weight of the vehicle; - The characteristics of the vehicle suspension and tyres; - The condition of the road surface; - The distance of the building from the road; and - The soil type, moisture content, and general geology of the ground between the road and the building; Due to the number of potential variables, the assessment states that it is difficult to accurately predict the vibration levels that will occur due to traffic. However, the assessment considers that based on experience vibration levels due to heavy vehicles travelling at 90 to 100km/h on a relatively smooth road surface do not typically exceed 0.5 to 0.8 mm/s at a distance of approximately 5m from the centreline of the passing vehicle. Ground vibration levels due to cars do not typically exceed 0.2 mm/s at a distance of 5m from the centreline of the passing vehicle. For vehicles travelling at only 60 km/h the typical vibration levels would be slightly lower than those presented above. The assessment notes that vibration levels measured during the survey period were higher than those detailed above due to the road surface containing defects and not being smooth. A new road surface that is smooth and free from defects will significantly reduce vibration levels. Previous measurements have shown that if there are no significant imperfections in the road surface then vibration levels due to traffic will not be significant. All of the vibration levels measured during the survey period were significantly below the levels associated with building damage. The summary below sets out the assessment of vibration effects relative to each NoR. NoR 1 The proposed upgraded road will be approximately 4m closer to some of the properties in this area than the existing road. The closest properties will be approximately 8m from the proposed upgraded road. This change in distance is not likely to significantly affect the vibration levels experienced at the properties providing that the new road surface is smooth and free from defects. The use of a low noise road surface in this section of road could provide benefit with regard to vibration levels as well as noise. NoR 2 The proposed upgraded road will be approximately 27m closer to some of the properties in this area than the existing road. The closest properties will be approximately 18m from the proposed upgraded road. Although the properties will be closer to the upgraded road they will still be at a sufficient distance for vibration to not be an issue. NoR 3 The proposed upgraded road will be closer to some of the properties in this area than the existing road. However, the closest properties are 6m from both the existing and the proposed upgraded road. The vibration levels measured in this area were relatively low and will be even lower at the properties due to distance attenuation. The vibration levels due to traffic using the road will remain unchanged at the closest properties. The properties that will be closer to the proposed upgraded road than the existing road will still be a sufficient distance from the road so as not to be affected by vibration Operational Vibration Mitigation Measures Vibration due to the operation of the upgraded road can be appropriately mitigated. Although some PPF s along the corridor will be closer to the proposed upgraded road than the current situation, the levels of vibration experienced are likely to remain unchanged and within ISO criteria. This is due to either the change of distance being minor or the properties still being a sufficient distance from the road. The new road surface will be smooth and free from defects which will reduce vibration levels even further resulting in no adverse effect on those PPF s. No additional mitigation measures are required.

162 Contaminated Land A Contaminated Land Assessment (CLA) also known as a Preliminary Site Investigation (PSI) for the proposed Redoubt Road/Mill Road Corridor has been undertaken by AECOM. This investigation and assessment is contained within Appendix M of this report Contaminated Land Assessment The objective of the CLA was to identify locations with potential for contamination of soil within the area as it relates to the planned construction and operation of the upgraded road corridor. To achieve this, a site inspection was conducted and a review of Auckland Council s (Council s) environmental data bases and other historical references and information was conducted. From a review of the available historical information and a site inspection, the following primary locations were identified in the PSI as having the potential for adverse impacts to soil at or near the proposed development: - Historic asbestos containing material (ACM) contaminated waste; - Properties within Flat Bush identified as having previously been contaminated with asbestos-containing material (ACM). - Hilltop Road subdivision - historic asbestos contamination including five properties at Rakaia Rise - Hilltop closed landfill (adjacent Redoubt Road) asbestos contamination within the roadside verge. - Covered fuel storage, down gradient to the proposed alignment ( Mill Road) - Historic illegal landfill activities (140 Ranfurly Road) - Possible use of coal tar within Redoubt Road, Mill Road and Murphys Road roadways - Possible use of pesticides in a small orchard/plantation (308 Mill Road) - Reported tipping and unauthorised earthworks/stockpiling (295 Mill Road). The CLA notes that whilst potential exists for groundwater contamination, this will not be considered further for the purposes of NoR and should be investigated prior to future consenting works. Based on the available information on the likelihood of contamination with potential to impact groundwater (including the proximity and nature of nearby HAIL properties and generally shallow excavation [generally less than 3.5 m bgl]), the assessment considers it unlikely that the proposed disturbance activities will encounter impacted groundwater within the corridor. The assessment does note however that in the vicinity of the Pony Club and Watercare Reservoir land, the cut is expected to be to approximately 10 m bgl, which may intersect groundwater. The assessment notes that effects on groundwater will be managed under the CEMP and under the Contamination DWP and via appropriate resource consent conditions were these are applied for. Surface water will be reviewed as part of any future site investigations prior to consenting. The CLA does identify the potential for contaminated soil from past activities conducted along the road corridor. Identified potential adverse effects relate to human or environmental exposure to contaminants. However the assessment considers that provided that the proper controls are put in place and implemented, adverse effects are readily mitigated Future Resource Consents Prior to construction, the following resource consents will be required in relation to contamination: Sites Undergoing Land Disturbance or Remediation above Permitted Activity Levels Discharges of Contaminants from Land Auckland Regional Plan: Air, Land and Water Rule Proposed Auckland Unitary Plan Rule Discretionary Activity Restricted Discretionary Activity These resource consents will be applied for separately following confirmation of the NoRs. Detailed design which will be undertaken following confirmation of the NoRs will enable a more comprehensive understanding of the construction methodology and more accuracy around the final alignment, earthworks cuts and fills, earthworks

163 132 volumes, the placement of stockpiles and the appropriate placement of erosion and sediment control measures and other detailed measures for avoiding, remedying or mitigating adverse effects National Environmental Standard The National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health (NES) applies to properties where Hazardous Activities and Industries List (HAIL) activities are being, have been, or are likely to have been conducted. Sections of the proposed road corridor development are considered HAIL sites due to the following past and present land use activities conducted at and adjacent to the site: - Possible persistent pesticide use in orchard (category A.10); - Dumping of asbestos (category E.1); - Vehicle refuelling / storage (category F.8); - Closed/Illegal landfill (category G.3); Because of the past HAIL activities, the NES will apply to any proposal to develop, change the use or subdivide the land. Under the NES, further investigations and consents are required for the works to proceed. This further investigation and the application for resource consent will be carried out closer to the time of construction Proposed Controls The proposed designation conditions require preparation of a Contamination DWP which will address management of contaminated soils. The DWP requires preparation of: - A health and safety plan - Procedures for the monitoring and management of removal of contaminated soil - How placement of re-used contaminated soil will be recorded and tracked - Where areas of stockpiling of contaminated spoil will occur - Communications and consultation The assessment considers that the mitigation options proposed e.g. preparation of a DWP in addition with other measures required such as an Air Quality DWP, stormwater management plans and health and safety plans are best practice methods of mitigation. Site investigation as part of future detailed design will also assist in further minimising these risks. The assessment notes that on-site monitoring will be required of soil, surface water and groundwater quality during construction to ensure that waste is properly classified to also minimise risk to site workers, the public and the environment. Other standard construction controls, such as limiting site access, will also be necessary. The potential positive effects that may occur during construction works is that contaminated soil may be removed from the area Land Stability Effects AECOM undertook a geotechnical investigation for the Redoubt Road-Mill Road Corridor project. This report can be found within Appendix N of this document. The assessment prepared has presented an interpretation of the results from the site investigations and the subsurface conditions and their influence on the alignment route Land Stability Risk The main geotechnical risks for the project are summarised as follows: - Deep and shallow slope instability associated with the Southern Landslide Zone; - Foundation stability of sidling / embankment fills; - Stability of cut slopes, particularly where bedding plane shear features are exposed; - Control of groundwater, including seeps and springs from gullies and cut slopes; - Construction adjacent to and over existing infrastructure; - Construction of fills on compressible soils and associated with the Manukau Lowlands.

164 133 Based on the risks described above, the assessment concludes that where possible areas of instability should be avoided and that appropriate care is required when designing and constructing the cut and fill sections of the alignment to ensure stability. Where areas of instability are required to be traversed, the assessment expects that significant engineering measures will be required to ensure the stability of deep cuts and high fills. This is likely to include drainage of slopes, underdrainage beneath fills, and the use of retaining structures and soil reinforcement techniques Mitigation Measures Based on the findings of the site investigations and the alignment geometry, areas which will require retaining/slope stabilisation, fill foundation improvements and cut slope design have been identified. Recommendations for detailed design of those areas are made within the geotechnical assessment and are summarised below: 1) Fill batter slopes of 1(v):2(h) (approximately 26 degrees) are recommended for fill embankments up to 3 m in height and 1(v):3(h) for higher fills for scheme assessment design, with retaining structures adopted where the fills are constructed on steeply sloping ground and/or where property boundary issues occur. Where it is required to place fill on steeply sloping ground, the fill materials are expected to require keying in, to reduce sliding potential. Most likely the keying in will simply consist of a benched profile cut into the existing ground. 2) For further design it is recommended that cut slopes less than 3 m in height do not exceed gradients of 1(v):2(h). Similarly, for deeper cut slopes solely within more competent moderately to slightly weathered Waitemata materials it is recommended slope gradients do not exceed 1(v):2(h). In the case of cut slopes in excess of 3 m within alluvial / colluvial or completely weathered Waitemata materials, it is recommended that slope gradients do not exceed 1(v):3(h). Where cut slopes in excess of 3 m are required it is anticipated that retention / stabilisation of the materials may be required to accommodate property boundary constraints. 3) In the case where significant fill heights (10 m) are indicated, it is anticipated that Mechanically Stabilised Embankment walls / slopes are likely to be suitable. For lower cut / fill heights the use of timber pole, gravity wall, concrete pile or concrete crib walls may be considered. Soil nailing may also be used to stabilise cut slopes formed within the upper colluvial and completely weathered Waitemata materials. 4) Bridge crossings are proposed over Puhinui Creek, and traversing a shallow 50 m wide gully at the eastern extent of Mill Road, approximately 1.7 km north of the Mill Rd Ranfurly Rd intersection. The findings of the investigations indicate competent Waitemata materials occur at depths of approximately 6 m to 8 m below ground level. Therefore it is anticipated piled foundations will be suitable for the bridge abutments. While detailed design has yet to be undertaken, the above identified design solutions will effectively mitigate the possible effects of land instability over the length of the corridor Effects on Ecological Resources Boffa Miskell Ltd on behalf of AECOM has undertaken an ecological assessment for the Mill Road Corridor project. It provides an assessment of the potential ecological effects of the upgraded corridor, based on a desktop evaluation and site surveys and is included in appendix O. This assessment describes the potential ecological effects for each section of the proposed road corridor and outlines suggested designation conditions. The assessment notes that the alignment lies within the Manukau Ecological District, in the Auckland Ecological Region which is described as: The Manukau Ecological District covers approximately 62,100 hectares and comprises low altitude hills and flats between the Manukau Harbour in the north and the Waikato River in the south. Underlying geology is predominantly Pliocene- Quaternary basalts, with smaller areas of Pliocene sediments adjoining the harbour, and Holocene river sediments near the Waikato River. Most of the district has fertile, well-drained soils derived from weathered volcanic ash. The fertile soils and reliable rainfall is well suited for agriculture and horticulture, and most of the district has been highly modified. Former forest cover, most often dominated by puriri (Vitex lucens), taraire (Beilschmiedia tarairi), or kahikatea (Dacrycarpus dacrydioides), has been severely reduced in extent (Auckland Regional Council 2004). Only 908 hectares of the original 42,462 hectares (2%) of podocarp/broadleaved and kauri (Agathis australis) forest remains, and of the 908 hectares, only 103 hectares (2%) is protected. The loss of freshwater wetlands has been even greater with 105 hectares (0.4%) remaining, of which only two hectares are protected (Lindsay et al. 2009).

165 134 The assessment notes that Murphy s Bush, through which the proposed road corridor (and existing Murphy s Road) passes, is one of the largest remnants of indigenous forest remaining in the northern part of Manukau Ecological District. It is regarded as the best remaining example of dense kahikatea forest in Auckland, and the flora has been well documented for vascular plants, liverworts, lichens and fungi.the assessment states that It has been described in a 2008 review of the Auckland Regional Policy Statement as being one of the finest examples of regenerating kahikatea forest in Auckland, one of the few stands of native forest remaining on the lowlands of the former Manukau District and the largest and only podocarp forest in the Ecological District Assessment Methodologies Vegetation Vegetation was assessed by way of visual survey along the 6km stretch of Mill Road within the construction footprint of the proposed alignment. Areas of indigenous vegetation were subsequently identified for more detailed investigations. Field surveys were undertaken by botanists within native bush at Totara Park, 134 Mill Road and the Watercare property at 38 Mill Road. Species were recorded and general notes taken in terms of vegetation quality and other ecological attributes. It is noted that access was unavailable to the native bush at 146 Mill Road. Avifauna (Birds) Avifauna habitats were identified over the course of a site reconnaissance survey in early April 2014, with habitats being based on food availability, presence of suitable nest sites, habitat linkages and vegetation condition. Three dawn and dusk five minute bird counts were then undertaken by an expert ornithologist at sites deemed to be representative bird habitat and incidental observations of birds were recorded during all other ecological field surveys. The listening stations were located at five locations, being Murphy s Bush, the Puhinui Stream bush at 38 Mill Road (the Watercare property), and opposite 242 Redoubt Road, Mill Road and 232 Mill Road. The assessment also took into consideration New Zealand Bird Atlas data (OSNZ 2007, derived from surveys undertaken in ) and records from previous avifauna surveys of pastoral land in Manukau ED. Bats Bats were surveyed by way of deploying 8 Automated Bat Monitors (ABM s) over a 2 week period in April The assessment notes that while this period is not optimal for bat investigations (given that in the colder months native bats enter a torpid state with decreased activity, including flight and feeding) the nocturnal temperatures nevertheless remained above 13 0 C and were considered to be appropriate for ABM surveys. They were deployed along the obvious local potential flyways around the preferred alignment, at both ends, and in proximity to mature (potential roost) trees. The ABMs were set to record from half an hour before sunset until half an hour after sunrise. In addition Auckland Council provided records from its regional bat monitoring programme. Herpetofauna (Lizards) Visual Encounter Surveys (VES) were undertaken during the day between the 15 th and 19 th of April 2014 to determine the presence of lizards. Search effort was divided across the Mill Road corridor, based on a consideration of land area and habitat quality (i.e. targeting habitat types known to support lizards). Locations included the vegetated margins of the stream headwaters at the northern end of Totara Park, that part of Totara Park opposite the Watercare property at 38 Mill Road, within the bush on that same property together with areas of rank kikuyu grass (especially beneath fence lines), and bush margins at 134 Mill Road. Night searches for arboreal geckos using powerful torches (LED Lenser P7.2) and spotlighting binoculars were completed during mild and still weather conditions on the evening of the 18 th May. All surveys were undertaken by one experienced herpetologist and an ecologist with good lizard survey experience. Pitfall traps were used to assist in surveying for, capturing and identifying any skink species present in the preferred alignment footprint. Traps were deployed for four days and checked once daily. A total of 6 transects (A-F) consisting of 10 pitfall traps each (baited with canned pear) were deployed in suitable habitat likely to be occupied by skinks. The trap transects were located within that part of Totara Park opposite the Watercare property within the bush on that same property and in areas of rank pasture within that same property. The assessment notes that large areas of apparently suitable lizard habitat within the preferred alignment footprint could not be surveyed as a result of access issues. Therefore, the searchable habitat along the proposed corridor

166 135 was restricted, but attempts were made to cover as much accessible habitat as possible that was likely to support lizard populations. The assessment considers that it is a reasonable assumption that lizard species found in proximity to the footprint should also be within similar habitats inside the footprint. Freshwater Aquatic Macroinvertebrate Communities Macroinvertebrate samples were collected at five sites according to protocol C2: Soft Bottomed Semi- Quantitative of the Ministry for the Environment s Protocols for Sampling Macroinvertebrates in Wadeable Streams. For each sample, benthic macroinvertebrate community health was assessed. The sites were as follows (north to south): - Headwater tributary of Otara Creek at Murphy s Bush; - Tributary of Puhinui Stream at Totara Park; - Tributary of Puhinui Stream at Watercare property (38 Mill Road); - Headwater tributary of Papakura Stream (within road reserve opposite 146 Mill Road); - Headwater tributary of Papakura Stream between Alfriston and Ranfurly Roads. Fish Communities The fish communities were sampled at the same five sampling sites used for macroinvertibrate communities. An electric fishing back pack unit (EFM 300) was used in the sampling. All fish caught were identified, counted and measured before release back to the stream. Stream Ecological Values Stream Ecological Valuations (SEV) were undertaken at the same sampling sites used for fish and macroinvertebrate communities. This includes a fish survey, aquatic macroinvertebrate sampling and crosssections of the stream to measure width, depth and substrate, as well as a qualitative of the entire reach recording a range of parameters. The sites were as follows (north to south): - Headwater tributary of Otara Creek at Murphy s Bush; - Tributary of Puhinui Stream at Totara Park; - Tributary of Puhinui Stream at Watercare property (38 Mill Road); - Headwater tributary of Papakura Stream (within road reserve opposite 146 Mill Road); - Headwater tributary of Papakura Stream between Alfriston and Ranfurly Roads Assessment of Effects on Ecological Values Clearance of Vegetation The assessment considers that there are two important factors to consider when addressing the issue of vegetation clearance in relation to the magnitude of adverse effects, being: i) the type of vegetation to be cleared (i.e. what is its conservation value); and ii) the extent of the clearance (i.e. how much is going to be removed). In relation to the alignment, the assessment notes that the majority of the vegetation that will be affected is presently farmed pasture together with that associated with rural residential subdivision. Additional woody vegetation that will be cleared is predominantly exotic, and includes hedgerows, shelterbelts and screen plantings, together with garden ornamentals.. The proposed new location for the Redoubt Road/Murphys Road intersection will result in the removal of some well-established exotic vegetation. The assessment considers that while the stand of trees at 242 Redoubt Road (affected by the preferred alignment) is part of the local network of habitat patches that facilitate bird movement through the wider landscape, the key word here is part of that local network - alternative patches providing the same corridor services will remain unaffected by the preferred alignment (e.g. in this example, the immediately adjacent [and larger] patch at Redoubt Road and 17 Murphy s Road, are unaffected by the preferred alignment).

167 136 The assessment states that three stands of native bush will be impacted to varying degrees. The first of these is 1,500m 2 of mature taraire-puriri gully forest with emergent kahikatea in the southern portion of the bush at 146 Mill Road with a further 500m 2 of that same forest spanned by the bridge. The second is 2,900m 2 of mixed scrub and a bridge span over 1,100 m 2 over similar native bush located in the Watercare land at 38 Mill Road, and the third is a small number of native trees and mature exotic trees at Murphy s Bush. In relation to the Bush at 146 Mill Road, the assessment notes that the alignment will bridge over this bush clad gully, thereby reducing potential effects. Nevertheless it is anticipated that some adverse effects resulting from rain shadow may occur following bridge construction. The assessment notes that the bridge construction itself is not anticipated to require any haul roads within the bush. It is noted that the bridge crosses the narrowest piece of bush, where the valley is steeply incised. The assessment considers that use of a bridge to cross this bush gully substantially reduces the extent of vegetation loss compared to placing fill to establish a crossing. The bridge structure will be relatively small being 30m long and 30m wide. It will launch and land on fill abutments of 7m elevation (eastern side) and 14m elevation (western side). At its highest point it will be 17m, and does not require any supporting central piers. Given the height of the bridge structure, the assessment considers that while the bridge will result in the removal of the mature emergent trees within its footprint much of the underlying vegetation should be retained. These lower tiers have all grown in the shade beneath the dense forest canopy and are all shade-tolerant species, so replacing the canopy with a bridge cover does not represent a substantial change in terms of sunlight except possibly in the areas closest to the two abutments where bridge elevation will be lowest. Boffa Miskell has advised that increasing the height and length of the bridge will not significantly reduce its effects. The assessment notes that it is likely that immediately beneath the bridge abutments there will also be rainshadow effects, where precipitation will be unable to drift underneath the bridge and water the underlying soil. However, these effects diminish with increasing bridge elevation, and given the steep nature of the stream gully here together with the bridge elevation it is anticipated that rain-shadow effects are unlikely to be manifest in approximately 80% of the bridge footprint. The assessment considers that using the IEEM approach, the bush is rated as being of High ecological value, while the magnitude of effects is assessed as Moderate. The moderate assessment is a consequence of the relatively small portion of the bush located within the footprint, coupled with the fact that it is going to be bridged and as a result much of sub-canopy and understorey vegetation will remain intact (as has been described in above). The overall significance of effects is assessed as Medium. The Watercare bush and scrub at 38 Mill Road have been identified in the PAUP as a SEA (SEA-T-4570). The assessment notes that this SEA occupies 8.6ha of largely indigenous vegetation, although the scrub component has a heavy weed infestation. The preferred alignment proposes to bridge the Watercare bush and scrub, overtopping 0.3ha. During field assessment work, the project ecologist, Dave Slaven from Boffa Miskell, identified a section of forest at 38 Mill Road as mature and established within the proposed alignment footprint. The recommendation from Mr Slaven was for the alignment (including the Puhinui Creek Gully Bridge) to avoid the area if practical. The tree dripline was surveyed and AECOM subsequently investigated the ability to re-design the alignment of Mill Road and the Puhinui Creek Bridge. The investigation revealed that the bridge and alignment could be shifted laterally by 13m to avoid the tree drip line without a significant effect on design guidelines in terms of vertical and horizontal alignment, retaining wall heights, fill or the structure length. This is the bridge alignment that has been included in the NoR and assessed in terms of its environmental effects.

168 137 Plate10: SEA on Watercare Property Use of a bridge to cross the Watercare gully substantially reduces the extent of vegetation loss compared to works utilising placement of fill material. The bridge will be 100m long and 30m wide. It will launch and land on fill abutments of 12m elevation (eastern side) and 11m elevation (western side). At its highest point it will be 23m, and much of it is 13m or more above ground level. The assessment considers that while the bridge will result in removal of the mature emergent trees within its footprint much of the underlying vegetation will remain undisturbed, with the exception of that within the path of the haul road necessary to construct the supporting piers and abutments. The assessment notes that lower vegetation tiers beneath the bridge structure should continue to survive given that the plants have all grown in the shade beneath the dense forest canopy and are all shade-tolerant species. Replacing the canopy with a bridge does not represent a substantial change in terms of sunlight except possibly in the areas closest to the two abutments where bridge elevation will be lowest. The assessment considers that it is likely that immediately beneath the bridge abutments there will also be rainshadow effects, where precipitation will be unable to drift underneath the bridge and water the underlying soil. However, these effects diminish with increasing bridge elevation, and given the steep nature of the stream gully together with the bridge elevation it is anticipated that rain-shadow effects are unlikely to occur in 80% of the bridge footprint. In relation to the issue of haul roads, the assessment considers that once pier construction has been completed the haul roads will be rehabilitated by removing all road-metal material, ripping the compacted earth, laying topsoil and revegetating these areas with appropriate hardy native forest shrub and small tree species. This would eventually reduce the effects of the bridge to the removal of the presently existing mature trees within the bridge footprint, and a relatively small portion of the land beneath the bridge in a non-vegetated state (i.e. that land close to the two bridge abutments). Using the IEEM (2002) approach, the assessment classifies the ecological values of the affected Watercare bush at 38 Mill Road as High, while the magnitude of effects is assessed as Moderate (i.e. loss of some canopy trees at the impacted area but the remaining bush patch remains intact). Therefore the significance of the effects is assessed as Medium to High.

169 138 In addition to the Watercare bush discussed above, the alignment also bridges over a small area of mixed native and exotic scrub that is contiguous with the bush. This vegetation is early successional and in a regenerating stage. It is compromised by the presence of woolly nightshade and gorse. While it does provide riparian vegetation benefits on the Puhinui Creek as well as providing a vegetated corridor within the local landscape, the assessment considers that its botanical conservation values at this stage are negligible (notwithstanding any potential future state in decades to come). The impact of bridge construction on this scrub will be essentially similar to those associated with the forest with the exception that there are no mature trees present. The ecological value of the scrub affected by the bridge is Medium, primarily due to its provision of riparian benefits to the headwaters of the Puhinui Stream, while the magnitude of effects is Moderate (i.e. loss of a small area), and therefore the significance of the effects is assessed as Low. The assessment considers that in relation to Murphys Bush vegetation clearance at worst would be restricted to a handful of trees and shrubs, including a single puriri and tawa trees and a few semi-mature karaka and mahoe. The majority (possibly all) of the vegetation that will be cleared is located on the opposite side of the road where the culvert will be extended several metres. This will involve predominantly exotic trees and woody weeds, in particular two mature poplar trees and several woolly nightshade shrubs. While the ecological values of Murphy s Bush were assessed as Very High the magnitude of effects was assessed to be Negligible (i.e. loss of a few common native trees, and excluding any kahikatea), and therefore the significance of the effects was evaluated in the assessment as Low. Loss of Significant Species of Flora The assessment notes that in relation to the alignment, no threatened or at risk species of flora were observed to be present over the course of the field investigations, and there was no mention of such in the literature reviewed. In addition, while certainly in the mature stage of their life cycle, none of the larger trees are particularly notable specimens in terms of the form and dimensions that can be achieved by their particular species. Habitat Fragmentation and Loss of Ecological Corridors The assessment considers that permanent habitat fragmentation over and above existing levels will be very limited as a result of the project. The bush at 146 Mill Road is considered already highly fragmented, being relatively isolated (although it still provides stepping stone habitat across the local landscape), and therefore the only potentially affected corridor is the Watercare bush and scrub (i.e. SEA-T-4570). This bush is being crossed by way of a bridge as opposed to a large area of fill. The native vegetation forming the understorey beneath the forest canopy will therefore be largely retained allowing connectivity of this habitat to be maintained. The assessment considers there will be temporary fragmentation since some clearance is necessary to construct haul road(s) needed to help build the bridge piers. These will need to be wide enough to accommodate the transportation of cranes to and from the pier construction areas, as well as concrete trucks and other heavy vehicles, and as a result they may be quite wide. However, vegetation within the haul road routes will be reinstated following construction and the habitats on either side fully re-connected. The assessment considers this temporary fragmentation can be ameliorated by way of approaching the pier construction sites from both sides of the creek, thereby retaining a habitat linkage beneath the bridge that connects the bush on either side while the pier construction is underway. Once pier construction has been completed the haul roads can be rehabilitated by way of removing all road-metal material, ripping the compacted earth, laying topsoil and revegetating these areas with appropriate hardy native forest shrub and small tree species. This would eventually lead to a complete reconnection of the bush on both sides of the bridge. In relation to Murphy s Bush, the assessment considers that the alignment will have negligible effects on existing corridors. Increase in the Extent of Edge Effects The assessment considers that in relation to the project area, the Watercare bush is already largely influenced by edge effects, with little in the way of an interior microclimate with the possible exception of the deepest parts of the gully in close vicinity to the creek. This gully will be bridged (as opposed to being infilled at the crossing point), and as a result no new edges will be created in the long-term (while acknowledging that construction of the piers will necessitate haul roads which in the short term will create a new edge). However, this can be reduced by way of approaching the pier construction sites from both sides of the creek, thereby leaving a central intact area stretching along both sides of the creek.

170 139 Edge effects are of little importance in relation to the crossing of the Watercare scrub as this is a regenerating vegetation community primarily comprising early successional species that are particularly tolerant of edge conditions. Having regard to the bush at 146 Mill Road the assessment considers that this is a relatively small forest remnant but areas in the middle of the gully are likely to support habitat interior conditions. The bridge crossing traversing this patch is unlikely to increase the extent of edges and the severity of edge conditions given that no works are planned within that bush in the construction of the bridge. Given this, the alignment will have a low level of effect in this regard. In relation to Murphy s Bush, the assessment considers very minor loss of existing edge trees and shrubs at the culvert extension site will result in negligible changes to the existing edge conditions and processes in play at this location. Air Quality The assessment notes that the construction of new roads generally facilitates higher traffic volumes, which in turn produces increasing levels of vehicle emissions. The assessment considers that vehicle emissions that have the potential to impact on the ecology of the surrounding area include: Nitrogen Oxides (NOx), volatile organic compounds (VOCs), polycyclic aromatic hydrocarbons (PAHs), metals and particulate matter (PM). The assessment notes that detailed modelling of the potential emissions outputs of the Mill Road upgrade have been conducted by AECOM which found that under worst-case scenarios, forecasted concentrations for all modelled pollutants will not exceed National Environmental Standards for Ambient Air Quality and that overall the effects of the Mill Road upgrade on ambient air quality will be less than minor. The assessment does note that the modelled PM2.5 exceeded the 24-hour mean Auckland Regional Target, but that this was due to background levels in the model already exceeding this target. Vehicle emissions are permitted activities under the relevant rule in the PAUP that has immediate legal effect. Noise and Light The assessment notes that road-related noise disturbance has generally been shown to have either a negative or neutral effect on most species that have been studied. Impacts of noise disturbance appear to be especially pronounced for fauna where vocal communication is an important part of their life histories. Birds that call at significantly higher sound frequencies than that of traffic noise occur in greater abundances in proximity to roads compared to species whose calls are lower. The assessment considers that this finding indicates that acoustic masking is a primary mechanism of noise disturbance for birds occurring around roads. The assessment notes that studies show that use of smooth road surfaces and soil berms are relatively simple and effective ways of reducing traffic noise. In this regard, smoother road surfaces are proposed for the new corridor. The assessment notes that there is a growing body of evidence that night-time light pollution impacts numerous organisms in a variety of different ways. Impacts range from changes in foraging activity of bats, invertebrates and lizards to shifts in reproductive timing and behaviour in birds. In contrast, the assessment notes that sodium lamps sometimes used in street lights can increase the foraging efficiency of long-tailed bats who feed on the flying insects that are attracted to them. In relation to the Mill Road upgrade project, there is already a substantial street lighting in the Redoubt Road residential area. Furthermore the main intersections are well lit. This situation will increase with the upgrade, with lighting proposed throughout the corridor at 40-60m. The assessment considers that while this does represent additional light sources the type of lights in the vicinity of the bush areas, lights in these areas can use bulbs and designs which limit the amount of light spill that occurs, such as downward facing low pressure sodium lamps with hoods. If these measures are adopted, the assessment considers that adverse ecological effects as a result of street lighting are likely to be less than minor. Avifauna (Bird) Effects The assessment notes that disturbance to avifauna, by way of both direct impacts (e.g. loss or degradation of habitat) and indirect impacts (e.g. effective loss of habitat as a result of increased noise) is a potential effect of the proposed works. The assessment considers that overall, the preferred alignment poses little direct risk to threatened and at risk bird species. However, any removal of indigenous woody vegetation compounds the general loss of forest and scrub habitat for birds in the region.

171 140 The assessment concludes that loss of forest vegetation could be partly mitigated by undertaking compensatory planting of trees and other vegetation in the area. As this would not compensate for the loss of certain forms of habitat (e.g. large established trees, fruit-bearing plants) such planting should aim to increase the current extent of existing forested or scrub area. The assessment considers the creation of any new wetland habitat, which is scarce in the area, would be a direct benefit to local birdlife and, would offer enhanced ecological value. The assessment notes that the establishment of seven stormwater treatment wetlands in association with the project would provide such benefits. Nesting attempts within construction zones are not unheard of (e.g. pied stilt in drainage ponds) and would require an immediate response to avoid the desertion of eggs or chicks (Dowding & Moore, 2006). Any birds seen nesting within the zone of works should be reported to the site manager and relayed to the project ecologist for assessment. Chiropterofauna (Bat) Effects The assessment notes that the close proximity of the alignment to a known bat population coupled with the relatively high vegetative connectivity between these locations indicate that even though no bats were detected during the survey, they may still use the area periodically. Therefore, the assessment recommends that bat behaviour and ecology is considered during the design and construction of the road. The assessment considers steps that could be taken include: - Minimising vegetation clearance. - Monitoring mature trees for bat habitation before felling. - The breeding season for long-tailed bats is generally between November and late January. Vegetation clearance would ideally avoid this period. - Minimise road lighting, where lights are necessary use downward facing low pressure sodium lamps with hoods to limit spillage (Bat Conservation Trust, 2009). Herpetofauna (Lizard) Effects The assessment considers that potential disturbance to lizards would be by way of both direct impacts (e.g. loss or degradation of habitat) and indirect impacts (e.g. effective loss of habitat as a result of noise, or greater abundance of predators [potentially] such as rats). While no native skinks were observed to be present in the footprint of the preferred alignment, due to the restrictions experienced in accessing private land and the variable weather conditions during the survey, the assessment considers that it cannot be concluded that native skinks are absent. Native lizard species have been recorded nearby and are subsequently recorded as present (such as the copper and ornate skink) and thus affected, adverse effects must also be mitigated for these species since they too are legally protected. The assessment recommends that potential adverse effects on native lizards be mitigated by preparation of a Lizard Management Plan prior to construction commencing. This plan should include the following: - A rescue and relocation programme for both native geckos and skinks, including specific recommendations for salvage techniques and actions that are suitable for different lizard species, and determining appropriate release/receptor sites for translocated lizards. - In the event that native lizards are found in substantial numbers (i.e. dozens of individuals), habitat enhancement (refuges and food supplementation) and pest control should be undertaken around release sites for a minimum of five years to ensure the habitat is able to support the increased population. Freshwater Effects The alignment contains headwater catchments of the Otara, Papakura and Puhinui Streams. In Totara Park it traverses across the ephemeral or intermittent upper headwaters of several tributaries of the Puhinui Stream. Given that the gully at 146 Mill Road will be bridged and no stormwater discharges are directed into the stream here, the assessment considers that as a result this waterway will remain wholly unaffected. While the Watercare bush and scrub will be bridged a stormwater treatment wetland is proposed for this general area and as a consequence during storm events there will be discharges of treated stormwater to the stream. On the Murphy s Road section, the culvert near Thomas Road will need to be extended by approximately 10m or so. In the southern Mill Road section, an entirely new culvert will be required, with a length of approximately 70m. The assessment considers that the watercourse here is located in open pasture and is in a degraded condition.

172 141 Both of these culverts are almost flat and are unlikely to present issues for fish passage. The section of the project along Redoubt Road runs along a ridgeline, thereby avoiding significant watercourses. In Totara Park it appears that only the ephemeral reaches of the headwater tributaries of the Puhinui Stream are within the works footprint, although this may change (to a slight degree) following detailed design. Notwithstanding this, the preferred alignment will result in loss of aquatic habitat and this adverse effect will require mitigation. Potential construction effects include effects during culvert construction, and discharge of sediment during earthworks. Potential operational effects include permanent loss of stream length by culverting, and effects resulting from the discharge of stormwater from permanent treatment devices. The project will increase impervious surface area and traffic flows in the catchment, and will result in an increase in stormwater contaminants and flow volumes. Operational phase stormwater runoff will be treated and attenuated in a total of seven treatment wetlands, which will be designed to meet the treatment criteria recommended by Auckland Council in Technical Publication No.10. This will provide removal of 75% of suspended solids and associated contaminants. From these ponds treated discharges will be directed to headwater tributaries of the Puhinui Stream in the Watercare gully and in Totara Park, the Otara Creek at Murphy s Bush and the Papakura Stream in the south of the project area. The assessment notes that the upper and mid-stream environments within Totara Park (Puhinui Stream) are in good condition but the lower Puhinui, Otara and Papakura Streams are located in urbanised environments and are affected by physical modification and existing stormwater discharges. The stormwater discharges to these streams will be treated and would be additionally buffered by dilution, and as a result any related adverse effects should be minor. Overall effects of operational stormwater on the downstream receiving environments are anticipated in the assessment to be minor or negligible. In addition, at present there is limited treatment of road runoff, mainly via berms and swales in un-kerbed areas. The proposed treatment wetlands will therefore provide a significant amount of stormwater treatment for existing road surfaces. The assessment considers that this will be a positive environmental outcome for the project. In the Murphy s Road section of the project the gradient is relatively gentle in the vicinity of the stream crossings, and the effects here will be smaller, and more efficiently controlled, than in steeper and more challenging terrain. Erosion and sediment control during earthworks will be managed according to methods and procedures described in Auckland Council Technical Publication No.90, Guidelines for Land Disturbing Activities. An Earthworks and Sediment Control Plan will be prepared that will specify project staging, methods to be used (e.g. cut-off drains, mulching, silt fences, sediment retention ponds), and approval and monitoring procedures. The assessment concludes that the adverse freshwater effects associated with the preferred alignment are expected to be minor or negligible. Regardless of ecological value however, all aquatic habitat that is to be lost as a result of new culverts will need to be mitigated or compensated for. The assessment considers that where loss of intermittent or permanent stream reaches cannot be avoided then such an effect needs to be mitigated or compensated for. Under the alignment aquatic habitat will be lost in the north (Murphy s Bush) and south (Alfriston), and possibly also in north-west (Totara Park). Environmental Compensation is assessed using the methodology presented in Auckland Council Technical Report TR2011/009. This compensation usually takes the form of riparian restoration of a nearby stream. The length of this restoration is determined using a formula which compares the gain in functions at the mitigation site with the loss at the impact site. This formula typically generates an Environmental Compensation Ratio (ECR). The assessment notes that at this stage of the process (i.e. a NoR) there is an insufficient level of detailed design to work out the final ECR, but it is probable that (given the culvert lengths as presently proposed and the habitat quality of the affected reaches) the result would be the need for the restoration of between approximately m 2 of aquatic habitat in a nearby stream. the extent of this restoration will be determined using the Environmental Compensation Ratio method following confirmation of the NoRs at the resource consents stage of the project. Conclusion The assessment concludes that, the preferred alignment will result in adverse ecological effects by removing 0.52ha of mature native forest and 80 linear metres of stream bed and the aquatic habitat it supports. Additional effects may include the mortality of lizards and loss of good quality lizard habitat. However, these adverse effects can be sufficiently minimised or mitigated, and provided that the recommended mitigation is implemented the residual effects of the project would be minor at worst.

173 142 Mitigation Measures A number of recommendations have been made in the assessment in relation to avoiding, remedying or mitigating adverse ecological effects associated with the project. These recommended methods are set out below: Mitigate loss of native vegetation by undertaking compensatory planting of trees and other vegetation in the designation. Such planting should aim to increase the current extent of existing forested or scrub area. The creation of any new wetland habitat, which is scarce in the area, would be a direct benefit to local birdlife and, indeed, would offer disproportionate ecological benefits. Clearance of native forest vegetation should commence outside the nesting season for most native birds (being generally September to February). Bat behaviour and ecology be considered during the design and construction of the road. Steps that could be taken include: - Minimising vegetation clearance. - Monitoring mature trees for bat habitation before felling. - The breeding season for long-tailed bats is generally between November and late January. Vegetation clearance would ideally avoid this period. - Minimise road lighting, where lights are necessary use downward facing low pressure sodium lamps with hoods to limit spillage (Bat Conservation Trust, 2009). Prepare a Lizard Management Plan prior to construction commencing. This plan should include the following: - A rescue and relocation programme for both native geckos and skinks, including specific recommendations for salvage techniques and actions that are suitable for different lizard species, and determining appropriate release/receptor sites for translocated lizards. - In the event that native lizards are found in substantial numbers (i.e. dozens of individuals), habitat enhancement (refuges and food supplementation) and pest control should be undertaken around release sites for a minimum of five years to ensure the habitat is able to support the increased population. Once pier construction has been completed for the Watercare bush bridge, rehabilitate the haul road(s) by way of removing all road-metal material, ripping the compacted earth, laying topsoil and revegetating these areas with appropriate hardy native forest shrub and small tree species. Ameliorate temporary fragmentation during construction of the Watercare bush bridge by way of approaching the pier construction sites from both sides of the creek, thereby retaining a habitat linkage beneath the bridge that connects the bush on either side while the pier construction is underway. The assessment considers that the effects of culverts on stream habitats can be avoided or mitigated by providing for fish passage and undertaking appropriate stream restoration. Implementation of the above mitigation measures will occur under the Ecological Management and Restoration DWP. The proposed designation conditions require that as part of lodgement of the OPW, AT submit an Ecological Management and Restoration DWP. The objective of the Ecological Management and Restoration DWP is to avoid, remedy or mitigate the adverse effects arising from loss of biodiversity values or natural habitat along the corridor as a result of its construction and operation. Implementation of the Ecological Management and Restoration DWP will ensure that adverse effects are avoided, remedied or mitigated Effects on Archaeology and Heritage Clough and Associates Limited on behalf of AECOM has prepared an archaeological assessment of the corridor addressing both Maori and European heritage, this report is contained within Appendix P of the AEE. Based on this assessment it is considered that the likelihood of previously undetected Maori archaeological sites being discovered along the preferred route is low. In addition, a Cultural Values Assessment (CVA) was commissioned by AT (refer Appendix J). This CVA report considers the issues, information and recommendations contained in the MVA s and arising out of consultation with Mana Whenua. The CVA has not identified any Maori archaeological sites. There are also no sites of significance or of value to mana whenua recorded on the PAUP planning maps.

174 143 Three areas of archaeological sensitivity have been identified where there are a number of recorded early European buildings and sites either within or in close proximity to the preferred route. There are four recorded archaeological sites located within NoR 1 on the corner of the SH1 motorway and Redoubt Road R11/534 St Johns Redoubt; R11/1958 Terrace/Pit; R11/1959 Rubbish Dump; R11/1960 Ditch/Bank Hedge. The archaeological assessment notes that St Johns Redoubt is a significant heritage site associated with the New Zealand Land Wars of the early 1860s. Between 1861 and 1863 a number of stockades and redoubts had been set up across South Auckland by the Government forces. Each redoubt was established for specific reasons, from supply, to communications, to frontline defence. The assessment notes that The redoubt was associated with the Great South Road, constructed to facilitate the military advance against Waikato Maori during St John s Redoubt was one of a chain of earthwork fortifications built to defend the road, and was the only defensive earthwork between the major military camps at Otahuhu and Drury. The site on which the redoubt was built was chosen as an elevated position with commanding views overlooking the road, and it was also a position where the road was vulnerable to attack because the forest extended westwards close to the road. The assessment notes that the St John s Redoubt is contained within the St Johns Redoubt Historic Reserve at Redoubt Road. This reserve is administered by the Department of Conservation. St John s Redoubt is a scheduled item on the PAUP schedule of Significant Historic Heritage Places (No. 1271), with a defined Extent of Place. The remaining sites (R11/1958, R11/1959 and R11/1960) are located on the property at 19 Redoubt Road to the west of the St Johns Redoubt Historic Reserve. This property was developed by the Church of the Latter Day Saints in During the earthworks for that development no intact archaeological remains were identified. The assessment notes that western end of the NoR 1 area Section 1a begins on Redoubt Road at the SH1 motorway off-ramp adjacent to the Church of Latter Day Saints property at 19 Redoubt Road and continues past the entrance to the St Johns Redoubt Historic Reserve. The assessment considers that the St John s Redoubt should not be affected by the proposed corridor route within NoR 1, but there is the potential for other buried archaeological remains associated with early European occupation and activity in this area. Figure 11.1 St Johns Redoubt and R11/1958, R11/1959 and R11/1960

175 144 There are also three recorded sites located at the intersection of Mill Road and Alfriston Road R11/2063, R and R11/2074 which will or maybe affected by NoR 3 (refer figure 11.2 below). The assessment notes that this area of Mill Road was the centre of the Alfriston community in the mid-late 19th century and early 20th century and several historic buildings and sites of former buildings are recorded here. Three of these sites R11/2074 Alfriston Meeting Hall (The Meeting House), R11/2069 John de Carteret Homestead and Post Office/Store site and R11/2063 Alfriston Presbyterian Church/Stables/Block House site are located within and immediately adjacent to the Section 4d and Section 5 of NoR 3. R11/2074 will be affected by the proposed corridor route and R11/2069 may also be affected. There is also the potential for other buried archaeological remains associated with early European occupation and activity in this locality. An archaeological authority must be obtained from Heritage NZ prior to any development works being carried out within this area. An Authority would establish procedures to ensure that for any archaeological remains affected by the project would be investigated or recorded to recover Figure 11.2 The Meeting House (R11/2074, John de Carteret Homestead (R11/2069) and Alfriston Hall (R11/2065) The third area of archaeological sensitivity is at the intersection of Murphys Road and Flat Bush School Road where a historic cottage (CHI 12439) is located but can be avoided) within NoR 2.

176 145 Figure 11.3 Baverstock Cottage (RL/2745, Murphys Homestead (CH12439) and Old Flatbush School (CH2776) The assessment states that a search of LINZ early maps and plans identified potential heritage items within NoR 3 on Redoubt Road and its intersection with Mill Road. Old hedges, ditches and banks, and post and wire fences were referred to on properties to the south and north of Redoubt Road, and running parallel to and east of Mill Road and south of Redoubt Road. No visible evidence of these early farming features was identified during previous site survey along Redoubt Road, however. The dates of the early plans suggest that these early farming features may predate 1900 and therefore may be considered to be an archaeological site as defined in the Heritage New Zealand Pouhere Taonga Act 2014 (HNZPTA). However, if any remains survive they are unlikely to contribute greatly to the history of New Zealand (the criterion for archaeological value under the HNZPTA), beyond a record of their location and dimensions. Another survey plan shows an existing building and a very old fence on a property that NoR 2 will cross to join Murphys Road with Redoubt Road. It is possible that any surviving fencing in this location may also be of pre date, and if so could technically be considered an archaeological site, though of limited significance. The assessment considers that the potential archaeological effects of the NoR areas are not considered significant, based on current knowledge. However, more detailed assessment involving field survey will be required to confirm this prior to construction. A number of mitigation measures have been proposed by Clough and Associates to enable survey and the appropriate protocols to be put in place for any heritage sites, remains or areas of interest to Maori discovered during the survey and construction of the corridor Mitigation Measures The proposed designation conditions require preparation of a Historic Heritage DWP. The objective of the Historic Heritage DWP is to avoid, remedy or mitigate adverse effects on historic heritage during construction, as far as reasonably practicable. To achieve this objective the following matters are required as part of the Historic Heritage DWP: a) That once NoRs are received, a full corridor survey is undertaken to identify the actual and potential effects of the proposed activity on historic heritage. This will involve detailed site survey of private property within the proposed corridor route to verify the location and confirm the significance of archaeological and other heritage sites identified in this report and any previously unrecorded sites, and the adverse effects on those places.

177 146 b) That detailed development plans take account of the locations of the recorded historic heritage sites, and ensure, where practicable, they are avoided. c) Preparation of a Building Record and Salvage Strategy that outlines a suitable set of procedures for any heritage building and/or structures identified for relocation or demolition. d) The proposed methods for monitoring building damage / demolition that is to be undertaken by a suitably qualified person for the duration of construction works. This includes confirming which Built Heritage buildings and structures are to be subject to a pre- and post- building condition survey. e) Identification and methodology for recording of Built Heritage directly affected by the construction, or associated pre- and post-construction works for buildings which cannot be retained and / or adaptively reused / partially retained. f) How Built Heritage Buildings and Structures will be protected during construction through screening or other protective measures to mitigate adverse construction effects. g) How mitigation or rectification of damage / demolition to Built Heritage and Structures will be addressed. h) Constructor roles and responsibilities, stand-down periods and reporting requirements are to be clearly identified. i) How procedures for archaeological monitoring, investigations and recording of preliminary earthworks are to be implemented in areas where there is the potential for archaeological remains to be discovered. j) Procedures for the discovery of, including accidental discovery of, archaeological remains. k) Training procedures for all contractors are to be undertaken in advance of construction, regarding: the possible presence of archaeological sites or material, what these sites and material may look like, and the relevant provisions of the Heritage New Zealand Pouhere Taonga Act 2014 if any sites are discovered; and the requirements of any archaeological authority conditions issued by Heritage New Zealand. l) Cross reference to the specific sections of the Communication and Consultation Plan which details how the Auckland Council heritage Department, Heritage New Zealand, Mana Whenua are consulted, and the communication with the general public on the management of the adverse effects relating to historic heritage. In addition, an application will be required to Heritage New Zealand for an archaeological authority to modify or destroy the whole or any part of any archaeological site or sites identified within the corridor whether or not a site is a recorded archaeological site (HNZPTA Section 44(a)) prior to any development works being carried. An Authority would establish procedures to ensure that for any archaeological remains affected by the project would be investigated or recorded to recover information relating to the history of the area. Implementation of the Historic Heritage DWP will ensure that adverse heritage aspects are appropriately remedied or mitigated Social Impacts A Social Impact Assessment (SIA) was prepared by AECOM in order to identify and assess the potential social impacts, both positive and negative, of the Redoubt Road-Mill Road Corridor project, and to identify potential mitigation and management strategies for those impacts identified. The SIA has been summarised below and is contained in Appendix Q. This SIA has involved the following key steps during its development: - Defined the SIA Area of Influence (AoI); - Prepared a socio-economic baseline and community profile 17 - Impact identification and assessment of social effects (including SIA consultation) - Preparation of SIA and Social Impact and Business Disruption DWP 17 For comparative purposes, socio-economic baseline and community profiling is based on Census data from 2001, 2006 and 2013.

178 147 The SIA involved compilation of information to provide an understanding of the project s social setting, potential stakeholders, stakeholder issues and the range of probable social impacts to be addressed. The reliability of all information was considered and where possible verified through targeted field studies. SIA specific engagement commenced on 1 April 2013 with a period of desktop study, to validate potential social impacts identified through previous consultations. Desk top study into the social impacts of transport corridors included a literature review of published articles on social inclusion, severance, and criminology. Grey literature, including media coverage of the Project and associated social commentary, was also considered in the identification of social impacts. References are provided in Chapter nine of the SIA. The collation of previous stakeholder engagement feedback, relevant literature and social baseline data, identified gaps of additional information required to inform the SIA. The method of capturing this information was via key informant interviews within the primary study area and a questionnaire for a small number of directly affected landowners who attended AT hosted sessions in May All key informant meetings were held onsite within the corridor, and, with the exception of two June interviews, attended by two members of the Project team. Consultation with various stakeholders was also considered integral to the development of the SIA. A stakeholder analysis was conducted to identify those with a potential interest or who may be affected by the project. Discussions with community members, landholders, government agencies and council representatives were undertaken to identify and understand different perspectives, concerns and aspirations of communities. In addition to project wide community consultation for the project, a tailored consultation program specific to the SIA was undertaken to further identify potential impacts and verify findings of the social baseline and community profile. Regular site visits were undertaken between March 2012 and May 2013, to provide input into consultation studies and subsequent SIA research. The assessment notes that on-going consultation as the project progresses will continue to inform the monitoring of social impacts identified in the assessment. The SIA consultation program involved interactions with the stakeholders in Table A list of all the stakeholder groups and communities of interest and potential issues requiring consideration in assessment of social impacts, are included in tables in the SIA. Table Stakeholders Stakeholder Representatives from Date Individual Representative Gardens Residents and Ratepayers Group 29 April 2013 Auckland Council Local Board Advisors 29 April 2013 Auckland Council Parks and Reserves 29 April 2013 Individual Representative Equestrian Club 29 April 2013 Individual Representative Grazier Totara Park 29 April 2013 Individual Representative Alfriston School 30 April 2013 Individual Representative Chapel Downs School 7 May 2013 Individual Representative Totally Totara 7 May 2013 Individual Representative Redoubt North School May 2013 Individual Representative Church of the Latter Day Saints 17 May 2013 Individual Representative Brookby Quarry 7 June 2013 Individual Representative Dharmmapark Suandham Rightview Buddhist Foundation 7June 2013 The assessment considers that there are typically four potential stages where social impacts can occur during the life of a project: - Planning; - Construction/implementation; etc - Operation; and

179 148 - Closure/decommissioning The SIA assess the social impacts during the planning, construction and operation phases of the Project. It is also noted in the SIA that some social impacts of the planning phase have already occurred, given the history of the Redoubt Road Mill Road project prior to AT. A workshop was held in May 2013 with AT to agree on each impact, ranking and potential mitigation strategies. Information gathered through consultation and community profiling was also applied to the assessment of potential social impacts identified to assist in identifying appropriate mitigations and management for negative impacts. Adverse impacts have been ranked in the assessment as either significant, moderate, or minor, then residual ranking assigned to each impact once existing controls and mitigations have been applied. Where residual adverse impact remains, suggested management of these impacts are proposed in the Social Impact and Business Disruption DWP. Positive impacts of the project have also been considered in the assessment, with additional enhancement measures identified. In assessing the social impacts, each potential impact has been assessed according to its potential likelihood and consequence to inform appropriate mitigations, beyond existing AT controls, where required. A number of identified negative impacts have been initially ranked in the assessment as significantly negative, and subsequently reduced to a lower impact after application of existing AT controls and additional mitigation measures. Proposed mitigations and management of these social impacts will be outlined in the Social Impact and Business Disruption DWP. The SIA considers the key negative impacts to the Project as being: - prolonged planning and construction phases; resulting in stakeholder stress and anxiety; - Disruption to local road and property access during construction; increasing people s perceptions of community severance/accessibility; - Construction noise and vibration impacting on people s wellbeing and quality of life; - Timeframe for property acquisition results in poorly maintained properties and neighbourhood blight; due to a lower sense of satisfaction with people s home and neighbourhood; - Property acquisition results in loss to individual owner, disruption from existing social and family networks, feelings of isolation by neighbours left, and a change to visual amenity and neighbourhood character; - Change to visual amenity due to vegetation loss and introduced corridor lighting results in a perceived or actual loss of privacy, loss of views and generally a lower sense of satisfaction with people s home and neighbourhood. Positive impacts were identified in the SIA as expected benefits of the Project when operational. While no mitigation or management of these impacts is required, the SIMP will include strategies to support enhancement opportunities. Key positive impacts identified in the SIA include: - Introduced lighting on the corridor improving road safety for multi modal users; providing significant way of life benefits; - Improved road alignment will eliminate sharp bends, crests and sags improving overall traffic safety and, in particular, reducing the highest risk crash types, such as head on collisions and vehicle run off road incidents; - Changed road layout in the vicinity of Alfriston School; resulting in safety and amenity improvements and positive health impacts due to increased distance from vehicle emissions; - Provision of pedestrian and cyclist facilities, including signalised pedestrian crossings and cycle lanes; enhancing people s wellbeing, health and recreation opportunities; - Improved connectivity to and between Papakura, Takanini Flat Bush and Manukau City; enabling better access within and between communities and neighbourhoods; - Reduced travel time on the corridor, once constructed; having a positive impact on people s patterns of day to day living;

180 149 - Potential for local suppliers and a local workforce to be engaged during construction; and - Improved road access to facilities and properties along the route; having a positive impact on people s patterns of day to day living Mitigation Measures A Social Impact and Business Disruption DWP will be developed for the project. The Social Impact and Business Disruption DWP outlines AT s planned actions and commitments in managing the social impacts of this project. It is planned to be an on-going, living document and will be the key mechanism for implementing and monitoring the project s impacts and impact management processes. The objectives of the Social Impact and Business Disruption DWP is to avoid, remedy or mitigate the adverse effects arising from disruption to businesses, residents and community services facilities so far as is reasonably practical. In order to achieve this, the Social Impact and Business Disruption DWP will: - Provide a reference document for all project stakeholders that defines the way forward in managing the identified social impacts; - Encourage on-going participation and engagement in the process of impact identification and management; - Maximise the project s positive social impacts and contributions to the development of strong and sustainable communities; and - Monitor the effectiveness of mitigation strategies. It will be prepared and updated in accordance with the designation conditions to ensure the proposed mitigation and management of social impacts meets the needs of the directly and indirectly affected communities for the duration of the project. The Social Impact and Business Disruption DWP will be developed in conjunction with and cross reference to the Communication Management Plan. The Social Impact and Business Disruption DWP will be prepared in consultation with the community, community facility operators, business owners, affected parties and affected in proximity parties to: a) Understand client and visitor behaviour and requirements and operational requirements of community facilities and businesses; b) Identify the scale of disruption and adverse effects likely to result to businesses, residents and community services/facilities as a result of construction of the Mill Road Corridor Project; c) Assess access and servicing requirements and in particular any special needs of residents, community facilities and businesses; and d) To develop methods to address matters outlined in (b) and (c) above. The proposed designation conditions require implementation of the Social Impact and Business Disruption DWP. The Social Impact and Business Disruption DWP will cross-reference to the CEMP and other DWPs which play a role in managing adverse social effects. Implementation of these plans will ensure that adverse social effects are appropriately mitigated Urban Design Assessment The study prepared by AECOM entitled Mill Road/Redoubt Road: Urban Design and Landscape Study (attached as Appendix B) examines the urban design and landscape opportunities and constraints for the corridor. In order to inform the urban design and landscape study Landscape Concept Plans, the visual and landscape effects of the corridor were first examined (refer section 11.16) to enable a thorough understanding of the existing landscape and how the proposed works would potentially affect that landscape, its character and also the visual amenity of local communities. The Tree Survey (Arborlab) and Ecological (Boffa Miskell) Assessment reports also informed the study. The urban design and landscape study identifies the varied character that currently exists along the Redoubt Road/Mill Road and Murphy s Road corridor. It recommends an urban/rural design and landscape design response that provides a degree of continuity along the corridor. This response recognises the unique character of identified character areas and ensures that the recommendation for each section of the corridor recognises both its current and potential future character. The concept for each sub-area has therefore been adapted to take account of this and to ensure that an appropriate design response is achieved.

181 150 The report breaks the corridor into Character Areas consisting of: - Motorway to Totara Park (NoR 1); - Totara Park (part of NoR 1, NoR 2); - Murphy s Road (NoR 2); - The southern extent of Totara Park to North of Ranfurly Road (NoR 3); and - North of Ranfurly Road to Alfriston School (NoR 3). The study identifies opportunities and constraints for each section of the corridor and sets out a number of principals for landscape and urban design within the corridor depending on whether the section of the alignment is urban or rural. For urban sections (NoR 1) the study recommends a number of responses: - Recognise the suburban character and enhance the pedestrian users experience. For example developing a family of streetscape materials that are sympathetic to the suburban character; - Implement design strategies to mitigate and respond to the loss of public and private landscape amenity; - Carefully considering the alignment to minimise impacts on buildings that front the street; - Carefully consider the interface of the corridor with the existing church near the motorway/redoubt Road junction; - Carefully consider implications for safety created by cuttings, orphaned roading sections and planting through CPTED analysis and recommendations; - Distant views and vistas from this section of the corridor (to the south and North) should be carefully considered and retained where possible. Figure 11.4 Design Response for Urban Redoubt Road Section For Totara Park (part NoR 1, NoR 2): - Ensure landscape and tree planting does not interrupt views over Totara Park - Carefully consider how orphaned sections of original road are managed - Consider possible connections for pedestrians and cyclists across the road at the Murphys Road/Redoubt Road intersection - Ensure that boundary treatments along the edges of Totara Park achieve ecological imperatives and follow design principles that reflect the Hunua Ecological District

182 151 Figure 11.5 Design response for Totara Park Edge For Murphys Road (NoR 2) which will transition from rural to urban over time the study recommends: - Recognising and coordinating with the objectives being developed by Auckland Council for the extended Murphys Bush; - Enhancing and strengthening the ecological value of Murphys Road in relation to Murphys Bush; - Create an appropriate entrance experience to Murphys Bush; - Avoid creation of land parcels which are difficult to develop; Careful consideration of the various roadside cut and fill slopes and how these relate to adjacent pedestrian activity and land uses; Find optimum use for orphaned roading and land parcels including potential pedestrian/cycle facilities, property access and reserve; Consider implications for safety created by orphaned roading sections and planting through CPTED analysis. Figure 11.6 Design response for Murphys Road (View C and D)

183 152 For rural sections (part of NoR 2, NoR 3) the report recommends: - Emphasise the rural character of the area; - Narrow perceived width of road corridor to slow down drivers; - Soften engineering to suit the rural environment (such as swales); - Integrated design solutions for cut and fill slopes to reduce visual impacts and provide ecological benefits; - Consider lighting for bridge structures; - Consider CPTED analysis and recommendations; - Consider design options for the new roundabouts which reflect the local identity, heritage and rural character. Figure 11.7 Design responses for Rural Sections

184 153 The study notes that a wide range of design strategies is required for the Redoubt Road and Mill Road corridor to achieve a carefully integrated result that will enhance the urban and rural environments which the corridor runs through. The outcome will need to positively respond to various detailed imperatives including landscape design (hard and soft) traffic design, civil engineering, safety and Crime Prevention Through Environmental Design (CPTED) and future maintenance requirements. The study also notes that general design strategies used along the corridor at future stages should also refer to the content and recommendation in the MVA s prepared by Te Akitai Waiohua, Ngati Te Ata Waiohua and Ngai Tai ki Tamaki. These outline important considerations including Te Aranga Cultural Landscape Principles, iwi consultation, design and other matters which relate to the corridor. The content in these assessments relate to a wide range of design issues such as cultural values, water quality, preservation of the cultural and physical landscape character, and planting/revegetation initiatives. All of these considerations are relevant and important and can also be considered along the corridor in a variety of ways at future design stages which would require iwi consultation and input. The study focuses on providing the following strategic design objectives: Character: to provide a unique and identifiable character that is appropriate to the context of the corridor, and which includes the natural, suburban and rural character. Continuity: to achieve a consistent, legible design framework for the whole corridor. Flexibility: requires flexible design responses to accommodate multi-modal users; urban/rural character and the natural and topographical landscape features which the site presents.

185 Mitigation Measures The key issues and strategic design objectives informed an evaluation of the Concept Design to identify urban and landscape design issues that require further consideration. These include the opportunity to further consider access to existing residential properties, the potential for off road recreational cycleway in Totara Park and on orphaned sections of road, the potential to introduce retaining walls instead of slopes/batter to reduce land requirements and the creation of new areas of bush and ecological planting. From this understanding a Design Strategy for the whole route has been established (refer sections 4.0 to 6.0 of the Urban Design and Landscape Study) and Landscape and Urban Design Concepts developed for the route (refer Appendix A of the Urban Design and Landscape Study). Urban design and landscaping will be further refined as part of detailed design of the corridor and a comprehensive Urban Design and Landscape DWP will be prepared and submitted as part of the OPW. Implementation of the Urban Design and Landscape DWP will ensure that adverse urban design and landscape effects are mitigated. It is noted that the Urban Design and Landscape DWP provides a number of opportunities for enhancement for example enhanced landscaping, connectivity, cycling and integration with the landscape Landscape and Visual Assessment Peake Design Ltd on behalf of AECOM prepared an assessment of the potential landscape and visual effects associated with proposed works for the Mill Road/Redoubt Road corridor project. The report is attached as Appendix R. The assessment has been undertaken with reference to the Archaeological Assessment report and Maori values assessment reports. The purpose of the landscape and visual assessment was to gain a thorough understanding of the existing landscape and how the proposed works will potentially affect that landscape, its character and also the visual amenity of local communities. In addition, it also considers the corridor users in relation to landscape and visual matters (e.g. driver experience, views from the road, etc.). The assessment notes that the design process has sought to avoid and reduce effects and the proposed planting mitigation as identified in the Urban Design and Landscape Study (refer Appendix B) is an integral part of the design in order to achieve this. Consequently, there is a significant degree of mitigation built-in to the design and the assessment includes the mitigation planting as part of the proposal, rather than as an aspect to be considered separately. The assessment focuses on effects in relation to three interrelated aspects biophysical change (in relation to landscape quality), visual amenity, and landscape character. The landscape and visual effects of the proposal in relation to the existing landscape were evaluated, and consideration given to these three factors. The magnitude of the effects on each of these categories was also assessed. The scale and contributing factors to these levels of magnitude are further discussed within the Peake Design Landscape and Visual Assessment document. The report divides the corridor into five character areas: 1) Motorway to Totara Park (NoR 1); 2) Totara Park (part of NoR 1, NoR 2); 3) Murphy s Road (NoR 2); 4) Totara Park to north of Ranfurly Road (part of NoR 2, NoR 3); and 5) North of Ranfurly Road to Alfriston School (NoR 3) Biophysical Change Areas 1 and 2 (NoR 1 and Western End (Hilltop Road end) of NoR 2) The assessment notes that biophysical effects in Character Area 1 are low as the road passes through a predominantly urban landscape with few natural features. The majority of street trees on the northern side of the road will be retained and existing views from the ridgeline are also retained. While there is a loss of dwellings these are relatively new and in some instances can be replaced. The assessment considers that that part of the alignment adjacent Totara Park will result in physical change as a result of the revised alignment but the overall effects once work is complete will be very low. Proposed new plantings will mitigate any negative effects arising from loss of parkland and banks will fit seamlessly into Totara Park.

186 155 Areas 3 and 4 (Murphys Road (NoR 2) and NoR 3 to North of Ranfurly Road) The assessment considers that the greatest areas of biophysical change are in Character Areas 3 and 4. Having regard to Character Area 3, the assessment considers that the existing landform will be substantially changed at the southern end as the road is constructed through a new cut. Similarly, there are substantial areas of mature trees within gardens of residences on the slope from the ridge that will need to be removed. These have some inherent landscape quality and amenity value but do not have any particular ecological or natural character value. The assessment considers that while the project will result in major modifications to landform and some areas of vegetation, these are not identified as having regional or local significance and are proposed to connect with an area of planned change. As a result, it is considered that effects will be low overall. Effects for the area encompassed by the existing and new parts of Murphys Road at the southern end are rated as moderate. Having regard to Character Area 4, the report considers that changes will occur as a result of a new access roads, a new green fields section of road, new plantings and two new bridges over gullies. The assessment states that careful planning and design of the road combined with planting will avoid adverse biophysical effects as far as possible, but residual effects are expected. The rating of effects for this sector is moderate. Area 5 (North of Ranfurly Road to Alfriston School (NoR 3)) The assessment notes that the topography of the corridor through this sector is relatively flat as the road passes through the Papakura River flood plain. Vegetation is characterised by shelterbelts, and the landscape is compartmentalised. The assessment considers that the natural character and landscape quality is relatively low and effects of the project are considered to be low Visual Amenity Areas 1 and 2 (NoR 1 and Western End (Hilltop Road End) of NoR 2) The assessment considers that in Area 1 changes to the road are limited to widening the carriageway and road reserve and associated infrastructure including traffic signals at Diorella Drive. For dwellings abutting the corridor the road will be a major element in the foreground. For most residents this will result in a small degree of change to the visual environment but will not be substantially different from the existing situation. Where houses are removed, some residents will have views of the road not currently available but this is not expected to result in adverse effects as street tree planting will mitigate effects. The assessment considers proposed changes to the road in Area 2 are expected to result in positive visual amenity effects overall, although there will be some impacts on properties west of Hilltop Road where the road will be raised above existing ground. It notes that several residences on the south side will also be affected by the road realignment. New fencing and boundary treatment in these areas will need to be managed to protect visual amenity as well as privacy and security for residents. This will be investigated in more detail as part of the Urban Design and Landscape DWP On the north side the assessment notes that, the new road alignment will result in separation from existing residences, and the intervening land will be planted. In relation to Totara Park the visual environment will not be substantially different from the existing situation. Having regard to the proposed new lighting, the assessment considers that it will result in visual change, but effects will be limited to the corridor, and design guidelines are proposed to manage effects. Areas 3 and 4 (Murphys Road (NoR 2) and NoR 3 to North of Ranfurly Road) Having regard to Character Area 3, similar to the comments for biophysical/landscape quality, although the project will result in major visual change in the southern area, the assessment considers that this is within a larger area that is already experiencing visual change so that potential impacts are already moderated. Notwithstanding this, there is potential for high (adverse) visual and amenity effects for those residents immediately adjacent to the new road corridor at the southern end, while it is expected there will be positive visual and amenity effects for those residents on the abandoned part of Murphy s Road to be stopped. Accordingly, the assessment considers that visual amenity effects will vary for residents depending on the orientation and proximity of dwellings. While there will be high effects initially for casual visitors and road users, visual amenity effects are considered low in the mid to long term, especially when proposed planting has established.

187 156 The assessment considers that for the majority of Area 4 visual effect will be low. Road users will enjoy an attractive visual experience as the road passes through undulating farmland with extensive bush patches. For residents at the northern end, however, as well as isolated properties close to the road and bridges, the road will have visual and amenity impacts. Effects will be partially mitigated by planting but residual effects are anticipated. Effects for these residents may vary between low and high. Area 5 (North of Ranfurly Road to Alfriston School (NoR 3)) The assessment considers that the proposed road will be similar in character to the existing road, excepting the addition of roundabouts and light poles. The underlying rural character will remain and new planting will integrate the road into the landscape. Visual effects as a result of this section of the project are considered to be low Landscape Character Areas 1 and 2 (NoR 1 and Western End (Hilltop Road end) of NoR 2) The assessment notes that the existing landscape character through Area 1 is urban. The assessment considers that the project will not result in any effects on landscape character relating to change in landuse or existing patterns and elements. The assessment considers there are no particular natural character qualities or characteristics, other than existing trees. The road widening and associated new elements will result in very low effects. The assessment notes that Totara Park has a key influence on the landscape character of this sector, and it will be important to maintain a smooth interface with the road corridor. The assessment notes that the design provides opportunities in terms of the proposed road cycle path and shared footpath which will skirt the park and the enhanced pedestrian and cycle access from Murphys Road. This presents opportunities for enhanced bike trails and pedestrian access into the park. The assessment notes that views across the surrounding areas are retained, supporting the principal attribute of the road s location along the ridgeline. It considers that generally, existing land uses, and large scale patterns and elements, will remain unaltered. Smaller localised changes will result in some alteration of patterns and elements, but there will be very slight change to landscape character overall, and consequently very low effects. Areas 3 and 4 (Murphys Road (NoR 2) and NoR 3 to North of Ranfurly Road) In terms of Area 3, the assessment considers that similar to the comments for biophysical/landscape quality, although the project will result in major visual change in the southern area, this is within a larger area that is already experiencing visual change so that potential impacts are already moderated. Notwithstanding this, there is potential for high (adverse) visual and amenity effects for those residents immediately adjacent to the new road corridor at the southern end, while it is expected there will be positive visual and amenity effects for those residents on the abandoned part of Murphy s Road to be stopped. Accordingly, visual amenity effects will vary for residents depending on the orientation and proximity of dwellings. While there will be high effects initially for casual visitors and road users, visual amenity effects are considered low in the mid to long term, especially when proposed planting has established. Having regard to Area 4, the assessment states that although the road will introduce relatively large scale infrastructure elements into the landscape (for example the two bridges), the undulating nature of the landscape and the presence of areas of vegetation means that it can be visually absorbed into the landscape with relative ease. There will be a small amount of change to underlying character and composition, as the land use and qualities and characteristics of the landscape remain. Nevertheless, within the area of the road corridor, there will be major change, and bush extension/re-vegetation will only partially mitigate the effects. It will be particularly important to integrate structures and vertical elements such as lighting poles as much as possible. The assessment considers that the effects for this sector are considered to be moderate, taking account of mitigation measures. Area 5 (North of Ranfurly Road to Alfriston School (NoR 3)) The assessment considers that in Area 5 the proposed road will be similar in character to the existing road, excepting the addition of the roundabouts and light poles. The underlying rural character will remain and new planting will integrate the road into the landscape. The assessment states that effects as a result of this section of the project are considered to be low.

188 157 Summary The level of landscape effects can be summarised as follows: Character Area Area 1: Motorway to Totara Park (NoR 1) Area 2: Totara Park (part of NoR 1, NoR 2) Area 3: Murphy s Road (NoR 2) Area 4 (Totara Park to north of Ranfurly Road (part of NoR 2, NoR 3) Area 5: North of Ranfurly Road to Alfriston School (NoR 3) Level of Biophysical Effect Level of Visual Amenity Effect Low Low to Moderate Very Low Very Low Nil to Positive Very Low Moderate (southern end) Low (northern end) Low Level of Landscape Character Effect Very Low Moderate Positive to High Moderate Low Positive Low Mitigation Measures Overall the assessment considers that the proposed corridor and works will be appropriately integrated into the landscape and will not result in unacceptable effects or detract from significant landscapes or features. Conditions have been included in the proposed designation conditions requiring preparation of Landscape Plans based on the Urban Design and Landscape Study which requires identification of specific urban design and landscape measures to be implemented. These plans will be submitted as part of the Urban Design and Landscape DWP with OPW applications. Implementation of the Urban Design and Landscape DWP will ensure that landscape effects are appropriately mitigated Trees and Vegetation An Arboricultural assessment was prepared by Arborlab on behalf of AECOM and is attached as Appendix S. The assessment notes that, that part of the alignment from Redoubt Road to the Murphys Road intersection contains a number of trees within the current road reserve which will be removed as a result of road widening. The trees along this section of the corridor are medium sized Ash trees which are considered by the arborist to add to the visual amenity to the locality. A number of trees outside the current road reserve will also need to be removed. The arborist considers that these trees are not as arboriculturally valuable as the Ash Trees. Nevertheless they provide a screening role and increase potential loss of privacy issues. The Murphys Road section of the corridor will pass through Murphys bush and works will most likely involve works within the root zone and removal of edge trees. The assessment considers that it is preferable that any loss of the forest edge is avoided. From the intersection of Redoubt Road and Murphys Road the assessment notes that the landscape becomes predominantly rural. The tree planting in this area is described in the report as shelterbelt planting of large, vigorous robust species consistent with agricultural land use. The assessment notes that there are isolated stands of high quality remnant and regenerating bush areas particularly in the northern area of Mill Road on its eastern side. Having regard to this section of the corridor, the assessment states that in terms of effects on trees the alignment disturbs forested areas dominated by mature taraire and puriri. This arboriculture assessment has been separated into three sections for the purposes of reporting. The sections listed below follow the three NoR boundaries as previously discussed within this report. It is noted that there are no scheduled trees within the proposed extent of works. Findings as these effect NoR 1 - Ash (Fraxinus spp.) road reserve trees. These trees are located in the urban zone of Stage 1 at the eastern end of Redoubt Road as well as affected areas of Everglade Drive and Hollyford Drive. These street trees have developed into medium sized specimens which are considered in the assessment to confer valued visual amenity and are the dominant trees in the urban area. The subject road reserve trees are of multiple

189 158 species, with at least two identified. The assessment acknowledges that there were no leaves or fruit at the time of assessment due to seasonal leaf abscission. These street trees are identified in the assessment as providing obvious positive benefits within the urban setting. The assessment considers that the effects of tree remove in this location will be noticeable and new street tree planting will be required to avoid an adverse effect. The assessment identifies that this genus has been excluded from the Schedule 6C Species of Trees To Be Protected and therefore their removal would typically be a Permitted Activity under the Auckland District Plan (Manukau Section). - The assessment considers that the role that private trees and other screening vegetation plays within this urban zone should also be recognised. The privacy within some private property may be affected and methods to addresses any potential adverse effects should be considered on an individual and case by case basis. Findings as these effect NoR 2 - Murphy s Bush is affected by minor fringe tree removal and level changes at the eastern periphery of the western block. The assessment acknowledges that limited alteration is proposed and a change in roading layout has resulted to minimise alteration within this area. However this bush area is identified as a valued area of remnant indigenous bush worthy of preservation through design. This bush is considered to have positive ecological functions and minimising alteration is important in this location. - Near the intersection of Redoubt Road and Murphy s Road, tree groups are growing within private property. These groups of numerous trees appear from outside the site and Auckland Councils GiS to be large mature trees. The assessment states alteration as proposed requires many of these trees to be removed which will change the landscape in this area. It is identified in the assessment that this land was not accessed as part of the survey, therefore this is a limitation in the assessment of vegetation affected in this location. Findings as these effect NoR 3 - Within the NoR 3 area, the assessment notes that a few private properties with large areas of indigenous native bush are affected. In these locations mature trees of climax species are affected. The design in this location is offset to avoid tree removal; however areas of bush removal are required as well as alteration through the creation of battering, creation of a stormwater pond and the construction of a bridge. The assessment identifies that mitigation will need to be sought in these locations with the replacement planting being located at a scale greater than the altered areas given mature trees are being replaced with juvenile planting Mitigation Measures The assessment acknowledges that in large projects such as the Redoubt Road-Mill Road corridor project the removal of vegetation of varying value is inevitable to achieve project objectives and this particular project is no exception. The removal of significant amounts of vegetation is likely to alter the landscape and amenity value to some degree, although the benefits to the wider community such projects convey, often carry sufficient weight to justify the vegetation removal with suitable measures in place to avoid and mitigate the loss which can be practically implemented to ensure that the project does not yield a significant valued vegetation deficit. The assessment has identified locations where risk of landscape alteration is greater and where the most valued trees and areas of bush are located. Given this, general solutions are summarised below in the endeavour to avoid and mitigate adverse effects. This can be achieved by the following methods. - Route Design - avoiding substantial trees were possible - Retaining Walls - to reduce cut and fill and batters - Materials porous construction materials where possible to maintain biological function to trees to be retained. - General Tree Protection Methodologies whenever works are being conducted within the root zone of a tree. These methodologies may include, an onsite works arborist, protective fencing, temporary surfacing and in some cases biosecurity measures to help prevent the spread of tree pests and pathogens. - Relocation - has been identified as suitable with smaller and valued specimens. However this can be quite expensive and often removal and replacement is more cost effective when considering larger or large numbers of trees.

190 159 - Replacement planting provides mitigation of the loss of vegetation. Individual trees can be replaced with large grade new trees in urban locations with generally limited effect, although at large scale the effect is greatly increased. With regard to native bush areas, the removal of mature or established copses of quality native bush is more difficult to reach true mitigation and it is likely greater areas of replacement planting would be required to achieve true mitigation on balance. The assessment has identified 192 trees and groups of trees affected by this proposal, with 71 trees and group of trees having been identified as ordinarily protect under the District Plans. Tree removal is unavoidable in the current design and sensitivity will be required to avoid valued trees and groups of trees. The assessment considers that the proposed mitigation planting as set out in the Urban Design and Landscape Plan can provide for a well treed environment with net tree asset gain within the urban environment and increased area of planting in the rural areas. The assessment considers that for this reason and with good planning, the proposed replacement plantings will provide suitable mitigation to address the effects created though tree removal and the amenity associated. The proposed designation conditions require preparation of an Ecological Management and Restoration DWP and an Urban Design and Landscape DWP. This DWP is required by the conditions to be in general accordance with the urban design and landscape plan attached to the Urban Design and Landscape Study report attached at Appendix B of this AEE. The Ecological Management and Restoration DWP also requires preparation of a tree protection methodology setting out how trees will be removed, replaced and generally protected should they be able to be retained within the works area. Combined, these plans will ensure that effects on trees and vegetation can be appropriately mitigated Effects on Utility Services The corridor alignment will impact on existing utility service assets. Section 10.0 of this AEE outlines the service authorities that have been consulted with to date which include: - Vector power, communication and gas; - Chorus, Spark telecommunications; - TelstraClear (Vodafone) telecommunications; - Transpower; electricity transmission infrastructure - Watercare watermains, wastewater mains and stormwater mains. As part of concept design, details of utility authority s plant in the project area were collected. Onsite location of critical services has been carried out so as to determine cover, position and asset type. This was then used to prepare an updated set of existing services drawings. The service drawings were then overlaid over the preliminary design alignment and an assessment undertaken to identify where clashes occurred. Issues such as conflicting with proposed features such as kerblines, property access and structures were look at to best assess any required clearances and design requirements. The relative risk to utility services, the continuity of supply to customers, traffic management, safety and construction methodology will also be taken into account during preparation of the OPW and be included in the CEMP. Various existing services will need to be relocated and / or protected as part of the project. Some of the key utility infrastructure in the corridor includes: - A telecommunications mast is located on the southern side of Redoubt Road at the Northern edge of the park approximately 200m west of the Redoubt Road / Murphy s Road intersection. - There is a large diameter trunk watermain running through the Redoubt Road/Hollyford Drive intersection. - An overhead power line with high tension cables crosses Redoubt Road in the vicinity of No 181 with a pylon approximately 10m from the road edge (Huntly Otahuhu transmission line). - A high pressure gas pipeline joins Murphy s Road at the southern extent of Murphy s Bush, following Murphy s Road beyond Flat Bush School Road. - There are major water mains running along Murphy s Road.

191 160 - Watercare s Hunua 4 pipeline crosses beneath Murphy s Road at the intersection of Hodges Road and Thomas Road. - Watercare has a pump station at the intersection of Thomas and Murphy s Road. - An overhead power line with high tension cables crosses Murphy s Road just north of Thomas Road. A pylon is approximately 40m from the road edge. - Watercare have a water reservoir facility on a large land holding commencing approximately 400m south of the intersection of Redoubt and Mill Road. There are significant Waikato and Manurewa trunk mains running to and from this reservoir Mitigation Measures In developing the corridor design and as part of preparing the OPW application, further consultation will be required with the utility providers in order to better understand their priorities and their assets. The general philosophy in dealing with utility services is that services will be protected where possible, in preference to relocation, to reduce the disruption to the utility provider and their customers. Designated Watercare facilities consisting of the Watercare reservoir facility (number 150 in the District Plan and 9505 in the PAUP), a pump facility (numbered 147 in the District Plan and 9505 in the PAUP) and the Huna 4 pipeline designation (numbered 307 in the District Plan and 9540 in the PAUP) will be traversed by the corridor. Comprehensive consultation has been undertaken with Watercare (refer section 10.0 of this AEE) and is on-going. A memo has been prepared by Watercare Services Limited to capture all of their comments and concerns with respect to the project. In general, Watercare are supportive of the proposal. The design will endeavour to maintain minimum covers to buried services, however where this cannot be met and there is no other reason to divert the service, a cover / protection slab will be constructed to provide additional protection. All electrical utilities related design will comply with the NZECP 34:2001 New Zealand Electrical Code of Practice for Electrical Safe Distances. In some areas, construction activities will be able to commence without impact on the services. In the affected areas the majority of services if possible will be relocated and / or protected prior to commencing construction works as part of an enabling contract. The proposed designation conditions include measures to ensure that effects on services are appropriately mitigated. The conditions lock in the requirement to liaise with network utility operators to ensure that disruption to services during construction are minimised and that services that are required to be relocated is done so to a standard that is the same or similar as the operator currently has Stormwater Runoff Post Construction A preliminary stormwater design philosophy has been prepared by AECOM and is included in the preliminary design report attached as Appendix U. The design philosophy has taken into consideration the design requirements of Auckland Regional Council Technical Publication 10 (TP10) and the PAUP. All stormwater management devices are able to be accommodated within the proposed designation footprint. The design philosophy statement notes that the proposed works will increase the impervious area along the road corridor. The potential effects of this on stormwater runoff include: - Increased volume of runoff - Increased peak runoff rates - Increased flow velocities - Reduced water quality As part of concept design, affected stormwater catchment areas and potential receiving systems were identified. The corridor is located within three main catchment areas, discharging into three main watercourses: - Otara Creek (including Flatbush) to the north - Puhinui Stream to the west - Papakura Stream to the south

192 161 The majority of the corridor is located along a ridgeline, with a number of stormwater discharges being at the head of stream systems. The existing stormwater infrastructure is generally limited to the western section of the corridor. The design philosophy has taken into consideration that the majority of NoR 1 is subject to a Stormwater Management Area Flow 1 (SMAF 1) overlay (as part of the PAUP). The SMAF 1 overlay also covers land in NoR 3 including the pocket of Mixed Housing Suburban zoned land that has three hundred metres of frontage to the southern side of Mill Road (approximately 480m south of the current intersection of Mill and Redoubt Roads) and the Future Urban Zoned land which extends from Ranfurly Road to the end of the corridor north of Popes Road. The Stormwater Management Area: Flow overlay seeks to protect and enhance Auckland's rivers, streams and aquatic biodiversity in urban areas. SMAF 1 areas are those catchments which discharge to sensitive or high value streams (Puhinui in this instance) that have relatively low levels of existing impervious area. In these SMAF areas, future development and redevelopment is still enabled, but it is subject to controls to reduce stormwater runoff to protect aquatic biodiversity and other values from further decline and enhance them where possible. In addition, a High Use Stream Management Area Overlay applies to Totara Park and to land adjacent to the current intersection of Redoubt and Mill Roads. The overlay extends for approximately 1.2 km in an easterly direction from this intersection and includes Watercare s reservoir facility. This overlay seeks to manage streams which are under pressure from demands to take water, or use water for a number of purposes. The high use of these streams creates conflicts between the amount of water being abstracted, the amount of water needed to be left in the stream for other uses, such as assimilating the adverse effects of discharges, and the amount of water required to maintain ecological values and base flows Stormwater Management Stormwater management will be dealt with in detail as part of future stormwater discharge resource consent applications which will be lodged prior to construction commencing. The reason for not lodging discharge resource consent applications with the NoRs is that at this stage the corridor has not been designed in enough detail to enable the lodgement of resource consent applications with sufficient information to satisfy the requirements of the Auckland Council Plan: Air, Land and Water and the PAUP.. Wherever possible, stormwater management approaches will seek to meet the objectives and requirements of ARC TP10 in terms of TSS removal, as well as the PAUP stormwater objectives and requirements in terms of retention and detention. In addition, sufficient land has been provided to allow provision of peak flow attenuation up to a 1 in 100 year ARI event, should this be deemed necessary. As set out in the consultation section (section 10.0) of this AEE, meetings have been held with the Council s stormwater team in relation to the stormwater design for the corridor. The Council s stormwater team has confirmed they are comfortable with the proposed drainage philosophy. Set out below is a brief summary of how stormwater is proposed to be managed in the urban and rural sections of the proposed corridor. Areas of Existing Stormwater Infrastructure (Chainage 0 to 1300) The areas of road corridor with existing stormwater infrastructure (i.e. the section from SH1 to Totara Park) have buildings located on each side of the existing road and numerous services located within the road reserve. As such there are constraints on space available for stormwater management systems. Road widening works in this section will retain the existing vertical alignments and incorporate kerb and channel stormwater collection for the carriageway. The above constraints, including the limited capacity of the existing stormwater network in these areas, limits the options available for stormwater management. The philosophy statement notes that soakage to ground has been excluded due to the unsuitable nature of the soils. The proposed approach is to utilise the existing connections into the reticulated system. Stormwater treatment is proposed via either proprietary treatment devices, or rain gardens at specific locations where land is available. If, during detailed design, and as a result of subsequent discussion with Council, peak flow reduction is required, then this will be provided either in underground detention, or in conjunction with the rain garden areas. Again, due to the developed, urban nature of this area, there are limited areas available for above-ground storage.

193 162 Unserviced Areas (Chainage 1300 to 7100 and Murphys Road) Sections of the road corridor that do not currently have stormwater infrastructure will need new stormwater management systems and suitable discharge locations. Collection and conveyance along the road is to be achieved by both kerb and channel, and swales. While swales are the preferred method of collection (via sheet flow), in some areas grades are too steep or topography does not permit their use, and kerb/channel will be required. Swales will also be designed to achieve treatment objectives and TSS removal as per ARC TP10. The proposed approach to managing stormwater quality and quantity in these areas is via a combination of swales, wetlands and in some constrained locations, proprietary devices. Where possible, a treatment train will be provided consisting of both vegetated swales and wetlands. Vegetated swales: These will be designed in accordance with ARC's TP10 Design Guideline Manual for Stormwater Treatment Devices (2003) and will generally provide water quality treatment only. In most cases the swales will discharge to wetlands where additional treatment will be provided, along with provision of extended detention volume (EDV) and peak flow attenuation. During detailed design, confirmation will be sought from Council in terms of the appropriate ARI events for attenuation. In some locations, it is proposed to utilise wider wet swales with check dams to provide extended detention, and peak flow attenuation (if required). It is understood that vegetated swales will also provide the retention requirements established in the PAUP. Wetlands: Wetland areas will be designed in accordance with ARC's TP10 Design Guideline Manual for Stormwater Treatment Devices (2003) and will provide water quality treatment, extended detention volume (EDV) and peak flow attenuation. During detailed design, confirmation will be sought from Council in terms of the appropriate ARI events for attenuation. One of the proposed wetland locations at the Alfriston end of the corridor was originally proposed to be an online wetland. During consultation with Iwi concern was expressed about this wetland being in an online location. As a result the wetland was re-designed and repositioned in an offline location. Erosion control is especially important in the headwater gullies of the Puhinui Stream. The wetlands will be designed with appropriate energy dissipation and erosion protection measures at outfalls to watercourses, which, in conjunction with the EDV, will help mitigate potential erosion downstream of the wetlands. It is understood the wetlands will not provide the retention requirements established in the PAUP. Proprietary devices: While it is understood that these are not preferred by Auckland Council, in some cases they may be the best practical option, due to topographical (or other) constraints. During detailed design, effort will be made to avoid constructing these and to use alternative end-of-pipe treatment such as a rain garden. These devices will generally provide water quality treatment only. They will generally not provide extended detention volume (EDV), retention or peak flow attenuation. The following table summarises the proposed stormwater management approaches along the corridor. A review of the proposed road low-points, surrounding topography, existing land use and potential receiving systems identified the most suitable locations for stormwater management approaches along the road corridor. Table Summary of Stormwater Management Approaches Chainage Approx. contributing catchment Proposed SW Management Approach ha Combination of vegetated swales and piped reticulation draining to Wetland ha Piped reticulation draining to Wetland 2 Comment Will provide water quality treatment, EDV, some retention and also peak flow attenuation. Will provide water quality treatment, EDV, and also peak flow attenuation. Due to limited area available and proximity to the existing Redoubt Road, a number of retaining walls are required, making it difficult to provide swales

194 163 Chainage Approx. contributing catchment Proposed SW Management Approach ha Combination of vegetated swales and piped reticulation draining to Wetland ha Piped reticulation draining to Wetland 8 Comment Will provide water quality treatment, EDV, some retention and also peak flow attenuation. Will provide water quality treatment, EDV, and also peak flow attenuation ha Proprietary Device The steep grades leading down to the bridge over the Puhinui Stream mean that a smaller-footprint proprietary device will likely be the best practical option here. Will provide water quality treatment only. Alternatives such as an endof pipe raingarden will be investigated during detailed design ha Combination of vegetated swales and piped reticulation draining to Wetland ha Vegetated swales draining to Wetland ha Piped reticulation draining to a vegetated wet swale Will provide water quality treatment, EDV, some retention and also peak flow attenuation. Will provide water quality treatment, EDV, retention and also peak flow attenuation. Will provide water quality treatment, EDV, retention and potentially some peak flow attenuation ha Vegetated wet swale Will provide water quality treatment, EDV, retention and potentially some peak flow attenuation. Murphys Rd Murphys Rd Murphys Rd ha 2.6ha 2.5ha Vegetated swales draining to Wetland 6. Vegetated wet swale with option for discharge to Wetland 6. Piped reticulation draining to Wetland 7. Will provide water quality treatment, EDV, retention and also peak flow attenuation. Will provide water quality treatment, EDV, retention and also peak flow attenuation. Will provide water quality treatment, EDV, and also peak flow attenuation. Due to limited area available and steep grades, swales are not considered appropriate. Note: Areas required for wetland sizes have been estimated in in accordance with ARC TP10 and ARC TP108 Guidelines or Stormwater Modelling in the Auckland Region.

195 Cultural Values Maori Values Assessments (MVAs) were prepared by Te Akitai Waiohua, Ngati Te Ata Waiohua, Ngai Tai ki Tamaki and Ngati Tamaoho. Copies of these MVA s are attached as Appendix I to this report. The MVA s address a range of environmental and social matters that cumulatively inform the cultural effects of the project. The key findings of the MVA s are as follows: The MVA presented by Te Akitai Waiohua references the significance of Puhinui Creek and the iwi s interest in restoring and maintaining the health of this waterway. Te Akitai Waiohua request that the history of the area is acknowledged through accurate signage of landmarks and that remnants of native forest should be avoided. The assessment makes the following key recommendations: - That the history of Te Akitai with the project area be acknowledged where possible. This could be acknowledged by signage of landmarks, correct naming as well as references in published materials - Provision should be made to minimise the impact on the pre-existing landscape. Younger plants can be moved, the older forest with whakapapa or longstanding historical ties should be avoided - Where replanting occurs, native trees are preferred - The appropriate usage of Kaitiakitanga protocols and establishment of unknown site discovery protocols - The on-going participation, consultation and involvement of Te Akitai Waiohua must be ensured in phases of the project - All stormwater systems should aim to maintain the highest possible treatment standards in relation to (clean) water quality and flow - The on-going restoration of Puhinui Creek must also be considered in this project - A firm commitment should be made to keep fresh water and stormwater separate - Maori cultural values and concepts should be recognised in the design aspects of the project where applicable The MVA prepared by Ngati Te Ata Waiohua affirms support to the Redoubt Road Mill Road corridor project provided the issues and concerns raised in the MVA report are addressed and provided for. The report makes the following recommendations: - The need for relevant mana whenua groupings to have high quality formal relationships with all key stakeholders including AT and Auckland Council - Reviving names. In conjunction with iwi an inventory of names associated with a given site can be developed allowing iwi to choose the most appropriate names from which to develop design, interpretation and artistic responses - Further consultation with Ngati Te Ata Waiohua should be undertaken where opportunities arise to name new or existing features within the corridor - The project should embrace opportunities for creating or enhancing visual and physical connections to landmarks - Opportunities should be taken to reintroduce natural landscape elements back into the urban streetscape e.g. specific native trees, springs, promoting bird, insect and aquatic life to create meaningful urban ecosystems which connect with former habitats, food gathering areas and living sites - Planting along the length of the corridor can enhance and restore the environmental values of the area - The natural world could also be referenced through the use of artistic motifs on retaining walls and other contrasted elements in the vicinity of the roadway - Ensuring emphasis is placed on maintaining and enhancing the environmental quality of water, soil and air and where possible remediating sites to enhance mauri

196 165 - Careful stormwater management is particularly important given potential impacts on the Puhinui Stream. Reference the Puhinui Stream Restoration Concept Plan prepared by the former Manukau City Council in 2002 in the design and implementation of the project - Developing strategies to creatively re-inscribe iwi narratives into architecture, landscape, urban design and public art to enhance a sense of place - Exploring environmental, cultural and commercial opportunities in partnership with iwi entities - Remove references to heritage constraints or balance with heritage opportunities and heritage responsibilities The MVA prepared by Ngai Tai Ki Tamaki states that Ngai Tai wish to discuss and have input into: - Mitigation and design elements of the project Involvement and input into the mitigation of the flora and fauna which may be adversely affected from the project which include: - Mitigation of loss of indigenous vegetation - Mitigation of loss of lizard populations - Mitigation of potential loss of long tailed bat habitat - Mitigation of reduced connectivity of habitats In order to ensure the potential to damage archaeological features associated with pre-european occupation is mitigated, Ngai Tai Ki Tamaki also wish to monitor the enabling works that will be carried out with the associated earthworks where it is felt appropriate. Ngai Tai Ki Tamaki would also like to ensure that adverse effects on the quality of water within the catchment are minimised. Ngai Tai Ki Tamaki would also like to see appropriate Maori cultural design features incorporated into the design of the corridor landscape. The MVA from Ngati Tamaoho states that they wish to be actively involved early in all of the following but not limited to: - Naming - Kaitiakitanga - Stormwater - Monitoring - Bush removal/restoration - Concept design - Urban design - Input into all relevant management plans - Relocation of lizards/native bees - Public art - Restoration of streams - Tree planting species In addition, a Cultural Values Assessment (CVA) was commissioned by AT (refer Appendix J). This CVA report considers the issues, information and recommendations contained in the MVA s and arising out of consultation with Mana Whenua. The CVA has not identified any Maori archaeological sites. There are also no sites of significance or of value to mana whenua recorded on the PAUP planning maps. The CVA notes that a feature of the MVAs received to date is that those Mana Whenua who have provided MVAs do not oppose the proposed corridor on the basis that appropriate conditions can be incorporated to avoid,

197 166 remedy or mitigate effects, and to recognise and provide for the relationship of Mana Whenua with the ancestral and customary elements affected by the corridor and to provide for their role as kaitiaki. The CVA notes that the basis for Mana Whenua non-opposition to the proposal is based on maintaining the highest level of water quality. Given the cumulative effects of stormwater on important waterways and the harbours, Mana Whenua take a zero tolerance approach to stormwater effects. The current design includes stormwater treatment wetlands in the area of the Puhinui stream and as such, during storm events, there will be discharges of treated stormwater to the Puhinui stream. The CVA recommends that Mana Whenua work with AT on measures to avoid, remedy or mitigate any stormwater effects. The CVA also considers that it is important for Mana Whenua to be part of the process for assessing the detailed design options and ensuring that these matters provide for and respond to Mana Whenua values. It will also be important that Mana Whenua views are given appropriate weight through this detailed design process. In this regard, the CVA recommends that the conditions provide Mana Whenua with an ongoing consultation process whereby they can work with AT and the project team through future detailed stages of the Proposal to ensure that Mana Whenua values are recognised and provided for as part of this detailed design phase. The CVA considers that this process should enable Mana Whenua to work closely with each aspect of the detailed design works to ensure that the relationship of Mana Whenua with their ancestral resources are recognised and provided for at each stage and to enable Mana Whenua to exercise kaitiakitanga Mitigation The recommendations from the MVA s and CVA have been incorporated into the proposed conditions to apply to the designation(s). In particular, conditions requiring the following: The Communication and Consultation Plan required by condition 11 will need to set out methods for communicating and consulting with mana whenua for the duration of construction in terms of: The construction works programme. Sites of mana whenua significance. Archaeological works and discoveries. Monitoring of the management of adverse effects (i.e. water quality). Condition 6 requires consultation with mana whenua as part of preparing the Urban Design and Landscape DWP, the Ecological Restoration and Management DWP and the Social Impact and Business Disruption DWP. Condition 16 requires the submission of a Construction Environmental Management Plan demonstrating amongst other things how mana whenua values will be addressed. Condition 28 requires consultation with mana whenua as part of managing the adverse effects arising from the removal of trees and vegetation. Consultation with mana whenua as part of preparing the stormwater design (primarily to be covered during detailed design as a part of future resource consent applications). On the basis of the above, it is considered that involvement of mana whenua throughout the project s lifecycle will mean that cultural effects can be appropriately mitigated Recreation and Open Space Effects A recreation effects assessment has been prepared by Rob Greenaway and associates (refer appendix Y). The assessment addresses both the effects of the loss of land area in Totara Park and considers the effects of the corridor relative to the St Johns Redoubt Reserve. The assessment notes that Totara Park is approximately 216ha and is one of Auckland s 24 premier parks. The Park links with the Auckland Botanic Gardens at its south-west corner. Relatively intensive recreation developments are provided near the Park s main entrance in the south off Wairere Road. This includes a swimming pool, tennis courts, picnic and BBQ areas and a network of walking and dog walking tracks. In the north and adjacent to Redoubt Road, development is considered less intensive and includes off-road cycling and equestrian tracks within a farm-park setting. The Totara Park Equestrian Centre leases 30ha of land from Auckland Council in the north-west corner of the Park with access off Redoubt Road

198 167 The assessment notes that in relation to Totara Park the Redoubt Road Mill Road Corridor proposal requires: - The acquisition of 77,690m 2 of land within Totara Park as part of the designation for road widening and stormwater attenuation (13,610m 2 in NoR1, 64,080m 2 in NoR2 and 3,393m 2 in NoR3); - The return of 14,933m 2 to the Park post construction (3,858m 2 in NoR1 and 11,075m 2 in NoR2), for a final net loss of 62,757m 2 ; - The location of two stormwater wetland ponds within the Park (included in a land acquisition area above), one of which could be used as a temporary construction yard; - Redevelopment of the main northern Park entry at 143 Redoubt Road; - Redevelopment of the equestrian access point to the east of 193 Redoubt Road; - Realignment of the Pony Club entrance into Totara Park; - Loss of a section of the Pony express mountain bike track; - Removal of established trees in some gully heads adjacent to Redoubt Road; and - Stopping of Mill Road to the north of the pedestrian access in the south east corner of the Park (ie, the creation of a no exit street). The assessment considers that potential adverse effects on the recreation values of Totara Park include: - The net loss of land area to Totara Park, post construction, of 2.91% of its total; - Loss of a section of the Pony express mountain bike track; and - Removal of established trees in some gully heads adjacent to Redoubt Road. The assessment notes that the loss of land within the Park represents a fundamental, albeit slight, diminution of open space value (ie, the loss of open space). Adverse effects include a small loss of scale and opportunity for permitted recreation development under the Auckland Council District Plan Operative Manukau Section The assessment notes that this effect is best mitigated by the replacement of lost land with a similar area contiguous to the existing Open Space 2 zone in the northern area of the Park. This option is currently being explored by Auckland Transport. The assessment notes that consultation has occurred with the Council and Totara Park Mountain Bike Club (Totally Totara) about the loss of part of the Pony express trail. It has been agreed that the trail will be re-instated following construction of the re-aligned corridor. Further consultation will be required with the club and Auckland Council Parks about the track s final alignment. The assessment notes that the corridor realignment will require some vegetation removal in the heads of gullies on the Park boundary with Redoubt Road. It considers that this work has the potential to diminish the natural qualities and amenity value of the Park, albeit at a low level due to the large scale of the Park setting. In this regard, the assessment notes that the proposed designation conditions require a Delivery Work Plan (DWP) addressing urban design and trees and vegetation. This DWP requires consultation with the Auckland Council Parks Department about the management of the adverse effects relating to the removal of trees and vegetation. The latter requires the remedy or mitigation of adverse effects of construction on trees and vegetation. The assessment considers that an adequate replanting and vegetation management programme will be agreed in accordance with these conditions. The assessment notes that one of the proposed stormwater wetland ponds has the potential to be used as a temporary construction site. Effects on park use will depend on the potential for noise, dust and visual amenity effects. The assessment notes that effects are proposed to be managed to minimise effects on residential neighbours via DWPs, and these controls will suit the expansive recreation setting of Totara Park. However, temporary occupation effects may arise, although they will be slight due to the scale of the Park and the low level of facility development and dispersed use pattern in the north. The assessment notes that consultation with the Totara Park Pony Club will be required during the construction phase to minimise noise and other disturbance effects on horses. Overall the assessment considers that in relation to Totara Park, there is a small number of potential adverse effects, and these may be fully or largely mitigated by the implementation of the designation conditions. The assessment notes that AT is exploring options to retain the size of the Park via land acquisition and exchange.

199 168 However, if this proves impossible, the net adverse effect on Totara Park s recreation values will remain slight due to the Park s large scale and the low level of facility development and dispersed use pattern in the north. The assessment considers that Totara Park Pony Club is largely unaffected by the proposals and will benefit from improved traffic safety at its access. The assessment also considers that with the proposed works in place, the objectives of the draft management plan for the Park remain accessible. These are to: - Provide for and encourage a range of outdoor recreation activities and uses throughout the Park; - Protect and enhance the ecological integrity and natural qualities of the Park; - Extend and enhance the character of the Park as a countryside park and confine developments to specific areas. The assessment notes that there are positive benefits arising in terms of re-alignment of the existing entrance off Redoubt Road to the Totara Park Pony Club which is identified as potentially dangerous in its existing form. Consultation with the Pony Club has identified several solutions to incorporating the entrance with the new road layout. These are incorporated in the final design proposal In relation to St Johns Redoubt Reserve, the assessment notes that it constitutes an undeveloped park setting, appearing from Redoubt Road as an empty mown area beside the Manukau Heights Motor Lodge (21 Redoubt Road). The total park area is 11,000m 2 made up of 5,290m 2 of historic reserve, 1,510m 2 of recreation reserve, both administered by Auckland Council, and 4,200m 2 of historic reserve administered by the Department of Conservation. The latter area joins Redoubt Road and is affected by the road corridor development, although there are no effects on the remains of the fort. The assessment considers that acquisition of 21 Redoubt Road (currently occupied by a motel) immediately to the west of the entry to St Johns Redoubt Reserve, offers the opportunity to add an additional 2,000m 2 of land to the Reserve, including an area of the fort which currently abuts and potentially extends into the motel site. The assessment considers that the St Johns Redoubt Reserve setting would benefit substantially from the additional area of public land, the increased road frontage, reversion of the entire fort to public land, and the subsequent increased development potential for recreation and heritage values. AT is exploring the opportunity to offer this land to the reserve Mitigation The recreation assessment considers that in relation to Totara Park, there are a small number of potential adverse effects but these may be fully or largely mitigated by the implementation of the designation conditions. The designation conditions require preparation of an Urban Design and Landscape DWP. The objective of the Urban Design and Landscape DWP is to enable the integration of the Redoubt Road-Mill Road corridor s permanent works into the surrounding landscape and urban design context. This DWP requires consultation with the Auckland Council Parks Department about the management of the park interface and adverse effects relating to the removal of trees and vegetation. It also requires the remedy or mitigation of adverse effects of construction on trees and vegetation. AT is also exploring options to retain the size of the Park via land acquisition and exchange. If this proves not to be possible the net adverse effect on Totara Park s recreation values are still considered minor due to the Park s large scale and the low level of facility development and dispersed use pattern in the north. In addition, the corridor project has a number of positive benefits for the park including: - The corridor will be designed in a manner that provides a more attractive interface with the park; - Access arrangements to the park will be improved via the provision of an improved car park entrance and a re-aligned entrance into the Totara Park horse riding facility; - Improved pedestrian and cyclist connectivity will be achieved to the park via new footpaths and a dedicated cycleway and via controlled signalised pedestrian crossings at Hollyford and Murphy s Road; - The proposed stormwater wetlands will also add amenity value as they tend to attract birdlife and will be attractively landscaped with appropriate native plantings; and.. - the opportunity to add an additional 2,000m 2 of land to the St Johns Reserve, including an area of the fort which currently abuts and potentially extends into private land via purchase of the Motel site at 21 Redoubt Road.

200 169 On the basis of the above, it is considered that the adverse effects on St Johns Redoubt and Totara Park are minor. Implementation of the Urban Design and Landscape DWP which requires consultation with the Auckland Council Parks Department about the park interface and management of the adverse effects relating to the removal of trees and vegetation will ensure that adverse effects are appropriately mitigated Cumulative Effects Cumulative effects may occur due to interactions arising from other developments occurring in the same area or over similar time frames to the project being assessed. Many of the cumulative effects associated with the project are derived on a broader scale from environmental, transport, economic and social interactions between the project and other existing or proposed projects within the project vicinity. Cumulative environmental impacts may arise from construction such as combined adverse erosion and sediment control effects, the combined effects of construction traffic, vibration and noise and air discharge effects. Adverse social effects may arise particularly if a coordinated approach to infrastructure development is not followed within the sphere of influence of the corridor. The proposed projects located adjacent to the corridor that have the potential to have a cumulative impact particularly on social values in the local area include the planned urban development in Flat Bush (Ormiston), future development as an outcome of the Takanini Structure Plan, growth envisaged in the Auckland Plan and the implementation of regional transport strategies such as the AT Integrated Transport Programme ( ).Planned infrastructure upgrades also have the potential to coincide with the development of the corridor. Planned infrastructure upgrades within the vicinity of the corridor (AT funding programme) include Murphy s Road upgrade and bridge improvements, Chapel Road realignment and new bridge, Ormiston Road widening, and public transport provision from Papakura to East Tamaki via Mill Road. Figure 11.8 Adjacent RLTP Projects NZTA have also been consulted with in terms of their program of works and their current infrastructure assets such as the Redoubt Road on and off ramps and the overlap of the SH20 designation with that proposed in NoR 1. Meetings have been held with NZTA (refer section of this AEE) and they have reviewed the ITA. Subsequent to consultation NZTA have issued a section 176 approval letter confirming that they agree to an overlap of the NZTA designation with the current proposed designation (refer Appendix X). The letter sets out the following expectations of AT: With Redoubt Road being an important arterial we would anticipate that the traffic signals are operated as part of a coordinated system. We would expect that as the project progresses, AT (and their nominated