1. sports
2. skating
3. figure skating

Redoubt Road-Mill
Road Corridor
Project
Notice of Requirement for Designation
Volume 2:1 - Assessment of Environmental Effects
Prepared for: Auckland Transport 2014
AECOM
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 Plan
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
AECOM
Redoubt Road-Mill Road Corridor Project
Redoubt Road-Mill Road Corridor Project
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 +64 9 967 9200 F +64 9 967 9201 www.aecom.com
10-Apr-2015
Job No.: 60317081
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© 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
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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
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10-Apr-2015
Prepared for – Auckland Transport – Co No.: N/A
AECOM
Redoubt Road-Mill Road Corridor Project
Quality Information
Document
Redoubt Road-Mill Road Corridor Project
60317081
Ref
\\nzakl1fp001\projects\603x\60317081\6. draft docs\6.1 reports\draft
aee\verification\notification folder\aee final april 9 2015.docx
Date
10-Apr-2015
Prepared by
Roger McDonald
Reviewed by
Craig Hind
Revision History
Revision
Revision A
Revision
Date
Authorised
Details
Name/Position
8 August
2013
22 August
2014
Draft for review
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
Revision E
10 April
2015
Notification issue
Craig Hind
Technical Director
Planning
Revision B
Final Draft
10-Apr-2015
Prepared for – Auckland Transport – Co No.: N/A
Ian Fones
Associate Director
Craig Hind
Technical Director
Planning
Signature
AECOM
Redoubt Road-Mill Road Corridor Project
Table of Contents
Executive Summary
1.0
Introduction
1.1
Purpose of AEE
2.0
Background
2.1
Previous Investigations
3.0
The need for the Redoubt Road – Mill Road Corridor Project
3.1
Problem Description
3.1.1
Corridor Capacity
3.1.2
Poor Safety Record
3.1.3
Cyclist Facilities
3.1.4
Poor Public Transport Infrastructure
3.1.5
Lack of Network Resilience
3.1.6
Strategic Planning Documents
4.0
AT Objectives and Project Objectives
4.1.1
Introduction
4.1.2
Project objectives
5.0
Proposed Redoubt Road-Mill Road Corridor Designation – Statutory Context
5.1
The Purpose and Assessment of a Designation
5.2
Territorial Authorities Consideration of a Requirement
5.3
Notification
6.0
Project and Area Description
6.1
Corridor Description
6.2
Landuse Profile
6.2.1
PAUP Overlays
6.3
General Topography
6.4
Special Features
6.5
Existing Designations
6.6
Project Stages and Concept Design
6.6.1
Section 4a, 4b & 4c – Redoubt / Mill Road, Chainage 2530 – 6300 (MC00)
6.7
Walking, Cycling and Public Transport Provisions
6.7.1
Walking
6.7.2
Cycling
6.7.3
Public Transport
6.8
Landscape and Urban Design Features
6.9
Indicative Construction Sequencing and Programming
6.9.1
Stage 1: Redoubt Road / Hollyford Drive
6.9.2
Stage 2: Redoubt Road
6.9.3
Stage 3: Murphys Road
6.9.4
Stage 4: Redoubt Road / Mill Road
6.9.5
Stage 5: Mill Road
7.0
The Reasons Why the Designation and Work is Reasonably Necessary to Achieve the AT
Objectives
7.1
The Reasons Why the Designation is Reasonably Necessary to Achieve the Project
Objectives
7.2
The Reasons Why the Work is Reasonably Necessary to Achieve the Project Objectives
8.0
Lapsing Period Sought for Designation
8.1
Rationale for the Proposed Lapse Periods
9.0
Consideration of Alternatives
9.1
Statutory Requirement to Consider Alternatives
9.2
Previous Studies
9.3
Options Identification and Screening
9.4
The Do Minimum Option
9.5
Redoubt Road Alignment Options
9.6
Redoubt Road-Mill Road Alignment Options
9.7
Murphys Road Alignment Options
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AECOM
10.0
11.0
Redoubt Road-Mill Road Corridor Project
9.8
Summary of the Option Screening
9.9
Multi Criteria Assessment
9.10
Additional Alignment Options Investigated
Consultation
10.1
Consultation under the RMA
10.1.1
General
10.1.2
Southern Planning Team – Howick and Manurewa
10.1.3
Biodiversity Team
10.1.4
Planning & Urban Design Team
10.1.5
Stormwater Team
10.1.6
Iwi Consultation [Update following receipt of updated CVA]
10.1.7
Consultation with Utility Service Providers
10.1.8
Consultation with New Zealand Transport Agency (NZTA)
Assessment of Environmental Effects
11.1
Introduction
11.2
Approach to Managing Adverse Environmental Effects
11.3
Positive Effects
11.3.1
Traffic safety
11.3.2
Improved facilities for Active Transport Modes.
11.3.3
Sustainability
11.3.4
Land use transport integration
11.3.5
Public Transport
11.3.6
Improved Stormwater Management
11.3.7
Reduced Travel Times
11.3.8
Urban Design and Landscape Opportunities
11.3.9
Geotechnical Risk
11.3.10 Summary
11.4
Impact of Restrictions on Land Use Under Section 177 of the RMA
11.4.1
Mitigation Measures
11.5
Construction Erosion and Sediment Effects
11.5.1
Erosion Control
11.5.2
Sediment Control
11.5.3
Mitigation Measures
11.6
Construction Traffic Effects
11.7
Air Quality Effects
11.7.1
Construction effects on Air Quality
11.7.2
Mitigation measures
11.7.3
Operational effects on Air Quality
11.7.4
Mitigation Measures
11.8
Acoustic Effects
11.8.1
Construction Acoustic Effects
11.8.2
Mitigation measures
11.8.3
Operational Acoustic Effects
11.8.4
Mitigation Measures
11.9
Vibration Effects
11.9.1
Construction Vibration Effects
11.9.2
Construction Vibration Mitigation Measures
11.9.3
Operational Vibration Effects
11.9.4
Operational Vibration Mitigation Measures
11.10
Contaminated Land
11.10.1 Contaminated Land Assessment
11.10.2 Future Resource Consents
11.10.3 National Environmental Standard
11.10.4 Proposed Controls
11.11
Land Stability Effects
11.11.1 Land Stability Risk
11.11.2 Mitigation Measures
11.12
Effects on Ecological Resources
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133
AECOM
Redoubt Road-Mill Road Corridor Project
11.13
12.0
13.0
14.0
15.0
16.0
Effects on Archaeology and Heritage
142
11.13.1 Mitigation Measures
145
11.14
Social Impacts
146
11.14.1 Mitigation Measures
149
11.15
Urban Design Assessment
150
11.15.1 Mitigation Measures
154
11.16
Landscape and Visual Assessment
154
11.16.1 Biophysical Change
155
11.16.2 Visual Amenity
155
11.16.3 Landscape Character
156
11.16.4 Mitigation Measures
157
11.17
Trees and Vegetation
158
11.18
Effects on Utility Services
160
11.18.1 Mitigation Measures
160
11.19
Stormwater Runoff Post Construction
161
11.19.1 Stormwater Management
162
11.20
Cultural Values
164
11.20.1 Mitigation
166
11.21
Recreation and Open Space Effects
167
11.21.1 Mitigation
169
11.22
Cumulative Effects
169
11.22.1 Mitigation Measures
171
11.23
Summary of Environmental Effects
171
Part 2 Resource Management Act 1991
174
12.1
Section 5
174
12.2
Section 6
175
12.3
Section 7
177
12.4
Section 8
179
Statutory Assessment
180
Auckland Regional Land Transport Strategy (2010-2040)
186
Future Resource Consents Required
188
14.1
The National Environmental Standard for Assessing and Managing Contaminants in Soil
to Protect Human Health (NES)
189
Mitigation Conditions to Apply to the Designation(s)
190
Conclusion
223
Appendix A
Scheme Assessment Report
A
Appendix B
Landscape and Urban Design Study
B
Appendix C
Property Owner Letter
C
Appendix D
Project Update Letter
D
Appendix E
Affected Landowner Letter
E
Appendix F
Local Board Presentation Materials
F
Appendix G
Consultation Plan
G
Appendix H
Consultation Report
H
Appendix I
Maori Values Assessment
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AECOM
Redoubt Road-Mill Road Corridor Project
Appendix J
Cultural Values Assessment
J
Appendix K
Air Quality Assessment
K
Appendix L
Noise and Vibration Assessment
L
Appendix M
Preliminary Site Contamination Investigations
M
Appendix N
Geotechnical Investigation
N
Appendix O
Ecological Assessment
O
Appendix P
Archaeological Assessment
P
Appendix Q
Social Impact Assessment
Q
Appendix R
Landscape and Visual Effects Assessment
R
Appendix S
Arboricultural Assessment
S
Appendix T
ITA
T
Appendix U
Preliminary Design Report
U
Appendix V
Policy Analysis
V
Appendix W
PAUP Overlays
W
Appendix X
NZTA Section 176 Consent
X
Appendix Y
Recreation Assessment
Y
List of Tables
Table 1.1
Table 3.1
Table 6.1
Table 8.1
Table 9.1
Table 9.2
Table 9.3
Table 9.4
Table 9.5
Table 9.6
Table 10.1
Table 11.1
Table 11.2
Documents Prepared for the NoR Applications
Future Traffic Flows Compared to Current Flows (vpd)
Indicative Staging Programme
Existing designations with extended lapse periods
Constraint Associated with Adopting the “Do Minimum” Option
Redoubt Road-Mill Road Option Screening
Murphy's Road Option Screening
Alignment Option Naming
Option Analysis
Mill Road MCA – Rural Section 4B
Feedback received from open days and project response
Accident reduction rates
Construction Noise Criteria for Residential Zones and Dwellings in Rural Areas as
Recommended by NZS 6803:1999
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119
AECOM
Table 11.3
Table 11.4
Table 11.5
Table 11.6
Table 11.7
Table 11.8
Table 11.9
Table 11.10
Table 11.11
Table 11.12
Table 11.13
Table 14.1
Redoubt Road-Mill Road Corridor Project
Construction Noise Criteria for Industrial or Commercial Areas on All Days of the Year as
Recommended by NZS 6803:1999
119
Typical Activity LAeq Sound Pressure Levels at 10m from Road Construction Equipment 119
Specific Construction Noise Mitigation Measures
121
NZS 6806 road noise criteria
124
Subjective perception and relative impact of increasing noise levels
124
Construction Vibration Criteria – Building Damage
127
Construction Vibration Criteria – Human Comfort
127
Typical Ground Vibration Levels due to Road Construction Activities
128
Stakeholders
147
Summary of Stormwater Management Approaches
163
Redoubt Road – Mill Road Corridor Project – Socio-economic Benefits Summary
171
Summary of Resource Consents Likely to be Required
188
List of Figures
Figure 1.1
Figure 2.1
Figure 2.2
Figure 2.3
Figure 2.4
Figure 3.1
Figure 3.2
Figure 3.3
Figure 3.4
Figure 3.5
Figure 3.6
Figure 3.7
Figure 3.8
Figure 5.1
Figure 6.1
Figure 6.2
Figure 6.3
Figure 6.4
Figure 6.5
Figure 6.6
Figure 6.7
Figure 6.8
Figure 6.9
Figure 6.10
Figure 6.11
Figure 9.1
Figure 9.2
Figure 9.3
Figure 9.4
Figure 9.5
Figure 9.6
Figure 9.7
Figure 9.8
Figure 9.9
Figure 9.10
Figure 11.1
Figure 11.2
Extent of Corridor subject to NoR Applications
2
Hollyford Drive/Redoubt Road preferred scheme
5
Preferred option for Redoubt Road
5
Preferred Alignment for Corridor (Option D and K Alternatives)
6
Composite of the Four Preferred Options
7
Strategic Network and Regional Arterial Network reproduced from the Regional Arterial
Road Plan
8
Extent of Operative and Planned Urban Development Land in Manukau, Papakura and
Takanini (Source: Auckland Plan)
12
Flatbush Structure Plan (Source: Auckland District Plan (Manukau Section))
13
Flatbush Special Housing Areas (Source: Auckland Council)
15
Future Urban zones in the Vicinity of the Corridor (Source: PAUP)
17
Crash Locations
18
Auckland’s Regional Cycle Network
19
Map 13.2 Auckland’s Priority Projects
21
Notice of Requirement Process
25
Extent of Corridor subject to NoR Applications
28
Land Use Profile
39
NoR Stages
42
NoR 1
43
Section 1A Cross Section
44
Section 1B Cross Section
45
Section 2B Cross Section
46
NoR 2
47
Section 3A Cross Section
48
Section 3B Cross Section
49
NoR 3
50
Process for Assessment of Project Alternatives
59
Redoubt Road Alignment Option Considered in AECOM Assessment
61
Alternative Redoubt Road Alignment Options
62
Redoubt Road-Mill Road Alignment Options
64
Murphy’s Road Alignment Options
65
Alignment Options for Investigation and Analysis (Refer to drawing 60250009-CV-0013) 68
Option 1
71
Option 2
72
Long section showing lateral shift of Puhinui Creek Bridge (former alignment red, revised
alignment in black)
76
Preferred Corridor Alignment
76
St Johns Redoubt and R11/1958, R11/1959 and R11/1960
143
The Meeting House (R11/2074, John de Carteret Homestead (R11/2069) and Alfriston
Hall (R11/2065)
144
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Figure 11.3
Figure 11.4
Figure 11.5
Figure 11.6
Figure 11.7
Figure 11.8
Redoubt Road-Mill Road Corridor Project
Baverstock Cottage (RL/2745, Murphys Homestead (CH12439) and Old Flatbush School
(CH2776)
145
Design Response for Urban Redoubt Road Section
151
Design response for Totara Park Edge
151
Design response for Murphys Road (View C and D)
152
Design responses for Rural Sections
153
Adjacent RLTP Projects
170
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Executive
Summary
Executive
Summary
Redoubt Road-Mill Road Corridor Project
AECOM
Redoubt Road-Mill Road Corridor Project
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 1991.
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 2024. 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 20182020. 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).
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Redoubt Road-Mill Road Corridor Project
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 (2012 – 2042)) as a priority network improvement.
Planned improvements on the State Highway network do not remove the need for the corridor upgrade. Traffic
1
analysis 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)
3)
4)
Future proof road infrastructure to meet expected growth and demand.
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.
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 2009. 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.
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Redoubt Road-Mill Road Corridor Project
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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 2017-2020 for NoR 1, 2020 - 2022 for NoR 2 and 2022 -2026 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
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Redoubt Road-Mill Road Corridor Project
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;
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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.
v
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
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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.
Social Impact Management Plan
The proposed designation conditions require preparation of a Social Impact Management Plan (SIMP). The
objective of the SIMP is to set out Auckland Transport's commitments to mitigate and manage adverse social
impacts and to enhance identified benefits to communities and other stakeholders during construction and
operation of the Project.
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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 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 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.
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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;
-
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);
-
Managing adverse social impacts and enhancing identified benefits to communities and other stakeholders
during construction and operation of the Project;
-
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 (2012 – 2042)) 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.”
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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 2024. 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 2018-2020.
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.
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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.
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1.0
Section 1.0
Introduction
AECOM
Redoubt Road-Mill Road Corridor Project
1.0
Introduction
1.1
Purpose of AEE
1
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 2015.
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.
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Figure 1.1
Redoubt Road-Mill Road Corridor Project
2
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:
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Table 1.1
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3
Documents Prepared for the NoR Applications
Volume
Contents
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:
-
Volume 3
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.
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Background
2.0
Section 2.0
AECOM
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2.0
Background
2.1
Previous Investigations
4
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, 2004
-
Ormiston Road to Redoubt Road, 2010
-
Hollyford Drive to Ronwood Avenue Study, 2011
-
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.
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Figure 2.1
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5
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
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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
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 2008.
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.
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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.
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.
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The Need for the Redoubt Road
– Mill Road Corridor Project
3.0
Section 3.0
AECOM
Redoubt Road-Mill Road Corridor Project
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
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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
2
management plan was prepared in 2010 by the former Papakura District Council . This section of the corridor will
be subject to further investigation in terms of potential alignment options by AT which are currently scheduled for
2015.
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
3
year period 2009-2013 . 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
3
GHD 2010. Papakura District Council Mill Road Corridor Study-Corridor Management Plan
AECOM. 2014. Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 12 (Appendix T of AEE)
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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 2024. 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
4
between Papakura and Drury means that the corridor could possibly be congested as early as 2018-2020 .
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.
5
Traffic analysis 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 2009-2013 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. 2014. 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.
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11
Redoubt Road-Mill Road Corridor Project
The problems experienced on the corridor are set out in more detail below:
3.1.1
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
Future Traffic Flows Compared to Current Flows (vpd)
Current AADT
Future AADT
Location
2011
2026
2041
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 RoadMill 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 2012. 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.
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.
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Figure 3.2
Redoubt Road-Mill Road Corridor Project
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).
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AECOM
Figure 3.3
Redoubt Road-Mill Road Corridor Project
Flatbush Structure Plan (Source: Auckland District Plan (Manukau Section))
Murphy’s Road
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AECOM
Redoubt Road-Mill Road Corridor Project
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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.
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Figure 3.4
Redoubt Road-Mill Road Corridor Project
Flatbush Special Housing Areas (Source: Auckland Council)
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AECOM
Redoubt Road-Mill Road Corridor Project
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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
6
population and 35,000 jobs by 2040) .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
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Figure 3.5
Redoubt Road-Mill Road Corridor Project
17
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.
3.1.2
Poor Safety Record
7
Crash analysis of the corridor indicates a significant traffic safety issue . The ITA notes that four fatal crashes
have occurred between 2009 - 2013, 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
8
period 2009-2013 shows there were 283 crashes in the defined period, with 89 of these causing injuries .
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. 2014. Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 12 (Appendix T of AEE)
8
AECOM. 2014. Integrated Transport Assessment. Prepared for Auckland Transport by AECOM, Page 11 (Appendix T of AEE)
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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.
3.1.3
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.
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Figure 3.7
Redoubt Road-Mill Road Corridor Project
19
Auckland’s Regional Cycle Network
Source: Auckland Plan
3.1.4
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.
3.1.5
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.
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3.1.6
Redoubt Road-Mill Road Corridor Project
20
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 2024. 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 2018-2020.
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 3.1.4 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.
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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 (2012 – 2042)) 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
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Section 4.0
4.0
Auckland Transport Objectives
and Project Objectives
AECOM
Redoubt Road-Mill Road Corridor Project
4.0
AT Objectives and Project Objectives
4.1.1
Introduction
22
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) 2012-2015. 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.
4.1.2
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 4.1.2 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 2014.
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)
3)
Future proof road infrastructure to meet expected growth and demand.
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.
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4)
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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) 2012-2015 and the
project specific objectives outlined above.
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Section 5.0
5.0
Proposed Redoubt Road-Mill Road Corridor
Designation – Statutory Context
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5.0
Proposed Redoubt Road-Mill Road Corridor Designation –
Statutory Context
5.1
The Purpose and Assessment of a Designation
24
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
9
designate the corridor in the Auckland District Plan (Manukau and Papakura sections) . 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) 2003. 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 2013. Once operative the Unitary Plan will replace the legacy District Plans
prepared by the former District Councils.
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Figure 5.1
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Notice of Requirement Process
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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
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
Section 11.8 addresses the management of construction and operational noise

Section 11.9 addresses construction and operation vibration effects

Section 11.10 addresses management of contaminated land as it relates to human health

Section 11.13 addressees effects on cultural and heritage values

Section 11.14 addresses social impacts

Section 11.20 addresses cultural values
5.2
27
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)
b)
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
Whether adequate consideration has been given to alternative sites, routes, or methods of
undertaking the work ifi)
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).
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Section 6.0
6.0
Project and Area Description
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6.0
Project and Area Description
6.1
Corridor Description
28
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 30-000-c-0011).
The remaining (southern) section of the corridor has previously been investigated and a corridor management
10
plan was prepared in 2010 by the former Papakura District Council . 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
2015.
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 2010. Papakura District Council Mill Road Corridor Study-Corridor Management Plan
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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
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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.
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Plate 4:
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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.
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Murphys Road looking to the west
NoR 3
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.
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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.
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Plate 7:
6.2
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View from Alfriston Hall. Alfriston intersection in foreground
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 SpaceInformal 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
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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.
6.2.1
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.
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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.
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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:
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“2.
Redoubt Road-Mill Road Corridor Project
38
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.
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Figure 6.2
Redoubt Road-Mill Road Corridor Project
Land Use Profile
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6.3
Redoubt Road-Mill Road Corridor Project
40
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;
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-
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.
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6.6
Redoubt Road-Mill Road Corridor Project
42
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.
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Figure 6.4
Redoubt Road-Mill Road Corridor Project
43
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
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Figure 6.5
Redoubt Road-Mill Road Corridor Project
44
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.
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Figure 6.6
Redoubt Road-Mill Road Corridor Project
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.
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Figure 6.7
Redoubt Road-Mill Road Corridor Project
46
Section 2B Cross Section
Section 2 (chainage 600-2530) 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 49 residential dwellings on Redoubt Road , Bartells Drive, Birchlea Rise, Everglade Drive,
Flamingo Court and Alexia Place to accommodate the widened corridor;
-
Acquisition of 153 portions of land parcels on Redoubt Road;
-
Temporary occupation of several properties on Hollyford Drive is proposed to accommodate a construction
yard;
-
Acquisition of 13,610m of Totara Park to accommodate the widened corridor as well as land for a
stormwater attenuation pond.
2
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Figure 6.8
Redoubt Road-Mill Road Corridor Project
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 eastern side;
-
Providing a shared path on the western 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.
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Indicative cross sections through this section of the NoR are set out below:
Figure 6.9
Section 3A Cross Section
Section 3a(chainage 820 – 1900) 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.
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AECOM
Redoubt Road-Mill Road Corridor Project
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 eastern side – 2.2m;
f)
Shared use path on western side – 3.0m.
Sections 3a & 3b (Murphys Rd) both have a 60km vertical alignment. A maximum vertical grade of 10% is
maintained to the intersection with Redoubt Road.
This section of the project has the following land occupation/acquisition requirements:
-
Acquisition of 3 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 64,080m of Totara Park to accommodate the widened corridor as well as land for a
stormwater attenuation pond.
2
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Redoubt Road-Mill Road Corridor Project
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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
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6.6.1
Redoubt Road-Mill Road Corridor Project
51
Section 4a, 4b & 4c – Redoubt / Mill Road, Chainage 2530 – 6300 (MC00)
Section 4a (chainage 2530 -6300) 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 7 residential dwellings on Redoubt Road and Mill Road to accommodate the widened corridor;
-
Acquisition of 74 portions of land parcels on Redoubt Road and Mill Road;
-
Acquisition of 3,393m of Totara Park;
-
Temporary occupation of a portion of Totara Park is anticipated to accommodate a construction yard.
2
6.7
Walking, Cycling and Public Transport Provisions
6.7.1
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.
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6.7.2
52
Redoubt Road-Mill Road Corridor Project
Cycling
11
Dedicated on road cycle lanes have been included throughout the project length , with additional shared path
facilities on the southern side of Redoubt Road (from approximate chainage 600), western 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.
6.7.3
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 1
6.9.1
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
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6.9.2
53
Redoubt Road-Mill Road Corridor Project
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 2
6.9.3
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 3
6.9.4
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.
6.9.5
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
Approximate
Length
Detail design, land
purchase, procurement
and consenting
Start / End
Duration
Date
Construction
Start / End
Date
Duration
NoR 1
1
SH1 to Alexia Place, incl
2,300m
Hollyford/Everglade and intersection,
Goodwood/Santa Monica, Bartells
and Alexia Place
2015 / 16
12 months
2017 / 18
24 months
2
Hollyford, Redoubt Road adjacent
Totara Park including Hilltop Road
1,720m
2016 / 17
12 months
2019 / 20
12 months
1,900m
2017 / 18
12 months
2020 / 22
24 months
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
3,050m
2018 / 19
12 months
2022 / 23
36 months
5
Ranfurly & Alfriston intersections
2,250m
2020 / 21
12 months
2025 / 2026
15 months
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Section 7.0
7.0
The Reasons Why the Designation
and Work is Reasonably Necessary
to Achieve the Project Objectives
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7.0
Redoubt Road-Mill Road Corridor Project
54
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)
Subdividing the land; and
iii)
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.
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Redoubt Road-Mill Road Corridor Project
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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.
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Section 8.0
8.0
Lapsing Period Sought for Designation
AECOM
8.0
56
Redoubt Road-Mill Road Corridor Project
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
NZ Transport Agency
Puhoi to Wellsford
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.
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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.
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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 2017-2020 for NoR 1,
2020 - 2022 for NoR 2 and 2022 -2026 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 1993 . 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.
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Section 9.0
9.0
Consideration of Alternatives
AECOM
Redoubt Road-Mill Road Corridor Project
9.0
Consideration of Alternatives
9.1
Statutory Requirement to Consider Alternatives
59
Section 171 (1) (b) of the RMA requires adequate consideration of alternative sites, routes and methods ifi)
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
9.2
Process for Assessment of Project Alternatives
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
th
which were subject to a specialist evaluation workshop held on 18 April 2008. 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 2008.
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
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9.3
Redoubt Road-Mill Road Corridor Project
60
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,
12
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 2008.
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
Description
Capacity
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.
Pedestrian and Cycling
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.
Public Transport
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.
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Issue
Description
Geometric Standards
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 (4 fatal crashes in the period 2009 – 2013), 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.
Journey Time Reliability
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 2011. 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
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Figure 9.3
9.6
Redoubt Road-Mill Road Corridor Project
62
Alternative Redoubt Road Alignment Options
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
th
evaluation workshop held on 18 April 2008. 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 2008. 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.
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-
Redoubt Road-Mill Road Corridor Project
63
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 2012. 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.
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Figure 9.4
Redoubt Road-Mill Road Corridor Project
64
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
Eastern 1 (Green)
-
Against
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
-
-
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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
AECOM
Redoubt Road-Mill Road Corridor Project
Alignment Option
For
Eastern 3 (Yellow)
-
-
65
Against
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 2012. 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
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Redoubt Road-Mill Road Corridor Project
66
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 246 - 250 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
Northern 1
(Orange)
-
-
Against
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
-
-
-
-
-
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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.
AECOM
Redoubt Road-Mill Road Corridor Project
Alignment Option
For
Northern 2 (Yellow)
-
Against
Follows the existing alignment
to reduce the effect on
properties
-
-
Northern 3 (Pink)
-
Follows the existing alignment
to reduce the effect on
properties
-
-
-
-
-
-
-
Northern 5 (Green)
-
-
-
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)
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.
-
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
-
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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
-
Northern 4 (Red)
67
-
-
-
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)
AECOM
68
Redoubt Road-Mill Road Corridor Project
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
9.9
Alignment Options for Investigation and Analysis (Refer to drawing 60250009-CV-0013)
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,
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Redoubt Road-Mill Road Corridor Project
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
Social
Future
growth
Route
Security
Safety
Category
Ranking
Score
Criteria / Indicators
Environmental
Cultural
FUTURE URBAN
(sections 3a and 3b)
1
10.0
1
1
3
10.0
10.0
12.0
Eastern
RURAL
(sections 4a, 4b and 4c)
1
2
3
24.0
11.0
13.0
Northern
2
1
18.0
22.0
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
Constructability
URBAN
(sections 1a, 1b and 2)
Good
Good
Good
Good
Good
Good
Good
Good
Good
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
Good
Good
Good
Good
Best
Good
Poor
Good
Best
Neutral
Neutral
Neutral
Neutral
Best
Neutral
Best
Neutral
Neutral
Good
Good
Good
Good
Good
Good
Good
Good
Good
Neutral
Neutral
Neutral
Neutral
Good
Good
Poor
Best
Good
Good
Good
Good
Good
Good
Good
Good
Good
Best
Stormwater management
Benefit Cost Ratio
Bridges and Structures
Deliverability
Utilities and Services
Funding
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
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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.
9.10
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 4300.
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.
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Figure 9.7
Redoubt Road-Mill Road Corridor Project
Option 1
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AECOM
Figure 9.8
Redoubt Road-Mill Road Corridor Project
Option 2
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AECOM
Redoubt Road-Mill Road Corridor Project
73
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.
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Table 9.6
Redoubt Road-Mill Road Corridor Project
Mill Road MCA – Rural Section 4B
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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
3
gradient and vertical curves reduced the volume of earthworks required for both options (-115,476m for Northern
3
1 and -62,257m 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 Northern 4 was however changed to 10% noting some improvements to the width of land requirement
(i.e. a reduction in the height and consequential width of batter slopes) and road levels relative to the adjoining
Future Urban zoned land. The short section of 10% gradient was subject to an independent safety audit and a
review was undertaken by Auckland Transport’s cycling specialists both of which confirmed that the short section
of 10% gradient would be acceptable.
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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
13
being partially screened by the mature forest when viewed from the west
Figure 9.10 Preferred Corridor Alignment
13
Peake Design Limited 2014. Landscape and Visual Assessment for Redoubt Road-Mill Road Corridor Project (Appendix R).
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Section 10.0
10.0
Consultation
AECOM
Redoubt Road-Mill Road Corridor Project
10.0
Consultation
10.1
Consultation under the RMA
10.1.1
General
77
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 1991. 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)
Number of attendees
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
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 2012. 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.
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Table 10.1
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Redoubt Road-Mill Road Corridor Project
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.
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.
Operational noise was raised as a potential issue.
The issue of operational noise was investigated and assessed by an
acoustics expert. Mitigation measures are available to address
operational noise.
Concern was raised by one attendee about potential street lighting at Murphy’s
Road impacting on the rural character of the area.
Street lighting in Rural areas will be designed to comply with rural
rather than urban lighting standards.
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.
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.
Construction of the Puhinui Creek Gully Bridge, due to the size of the structure,
will potentially increase noise, vibration and dust.
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
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Feedback Type
General
Comments on
cycling,
pedestrian,
equine access
79
Redoubt Road-Mill Road Corridor Project
Feedback Summary
Project response
Concern was expressed about the loss of native biodiversity as a result of the
corridor 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.
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.
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.
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.
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 2020-2024. The extended NoR lapse periods provide
sufficient time to accommodate possible funding constraints and take
into consideration that upgrades may not occur until 2020-2024 as
identified by traffic modelling.
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.
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.
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Feedback Type
Comments by
Affected
Property Owners
80
Redoubt Road-Mill Road Corridor Project
Feedback Summary
Project response
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 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 corridor has been subject to a number of studies dating back to 2009. 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 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.
As above, property owners were advised of the regulatory status of
the corridor and on the planning process to designate the corridor.
Feedback from consultation indicated a level of frustration at the prolonged
planning phase and the desire for AT to implement the project with priority.
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.
The prolonged planning phase is impacting on future plans for some property
owners who await certainty and accurate timeframes for property acquisition.
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.
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, 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.
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AECOM
Feedback Type
Comments on
road design
81
Redoubt Road-Mill Road Corridor Project
Feedback Summary
Project response
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.
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.
A number of affected property owners are seeking immediate property
acquisitions.
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.
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.
As above, AT property staff explained the property acquisition and
property valuation process to persons attending the open days.
Comments were made around the length of Notice of Requirement (NoR) process
and the need for certainty of designation were expressed.
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.
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.
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.
Suggestions of central raised median barriers on Mill Road were made.
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.
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AECOM
Feedback Type
82
Redoubt Road-Mill Road Corridor Project
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.
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.
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.
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.
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.
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.
Comments
Relating to NoR
Sections
NoR 1
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.
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.
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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
AECOM
Feedback Type
83
Redoubt Road-Mill Road Corridor Project
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.
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.
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.
NoR 1 will improve capacity for all modes and alleviate current safety
issues with intersection layout and design.
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.
The entire corridor has been future proofed to provide for buses
should other sections of the corridor warrant public transport provision
in the future.
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.”
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.
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.
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.
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.
The extent of the proposed designation down Hollyford Drive was
discussed. The corridor does not extend down to Aspiring Avenue.
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?”
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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.
AECOM
Feedback Type
84
Redoubt Road-Mill Road Corridor Project
Feedback Summary
Project response
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.
Refinements have been made to the design to limit land take on both
the park and properties on the northern side of Redoubt Road.
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.
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.
NoR 2
Section of
Redoubt Road
from Hilltop Rd
to the Southern
Boundary of
Totara Park
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.
Connection of
Murphy’s Road
to Redoubt Road
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.
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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.
AECOM
Feedback Type
NoR 3
85
Redoubt Road-Mill Road Corridor Project
Feedback Summary
Project response
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.”
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.
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.”
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.
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.
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.
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 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.
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.
Issues such as scour and drainage will be thoroughly examined as
part of detailed design.
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.
The intersection was re-examined and subsequently re-aligned as
part of further investigations.
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AECOM
Feedback Type
86
Redoubt Road-Mill Road Corridor Project
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.
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.
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 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.
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.
AT is consulting with the operator of the proposed childcare.
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.
A shared path has been added to that section of the corridor from
Murphys to Alfriston.
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87
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 2014. 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 158-166 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:
rd
-
23 May 2014 – David Warburton (AT), Claire Stewart (AT) & Theunis Van Schalkwyk (AT) meet with
RREAG;
-
28 May 2014 - Theunis Van Schalkwyk (AT) emails to offer RREAG a workshop/meeting which would
th
involve ecologists from Boffa Miskell for 6 June;
-
3 June 2014 – RREAG email and confirm 6 is not suitable;
-
5 June 2014 – Theunis Van Schalkwyk (AT) emails to offer alternative workshop/meeting with ecologists
th
from Boffa Miskell for 20 June;
-
9 June 2014 – RREAG email and confirm 20 not suitable;
-
13 June 2014 – AT meet with Papakura Marae, Graham Cheesman & David Price (RREAG) at the
Papakura Marae;
-
22
-
th
rd
th
th
th
th
th
nd
June 2014 – RREAG confirm that a workshop/meeting with Boffa Miskell is pointless;
th
26 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.
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AECOM
-
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88
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 2013. 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 2014. 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.
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AECOM
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89
The following matters have been discussed at these meetings:
-
The preferred scheme option and the rationale behind this
-
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.
10.1.2
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 2014. A project corridor site visit was held with the
Council’s processing team on 8 August 2014. Summary background material has been provided to the processing
team.
10.1.3
Biodiversity Team
Meetings were held with Auckland Council’s Biodiversity Team in June 2013. 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.
10.1.4
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 2013.
10.1.5
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
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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.
10.1.6
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 2012. 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;
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-
Te Ahiwaru;
-
Waikato-Tainui Te Kauhanganui.
Redoubt Road-Mill Road Corridor Project
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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;
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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.
92
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.
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th
A further Hui was undertaken on the 9 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.
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 18 requires the submission of a Construction Environmental Management Plan demonstrating
amongst other things how mana whenua values will be addressed.
-
Condition 33 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).
10.1.7
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
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Meeting(s) with each requiring authority to present and discuss the project, its key drivers, timeframe and
effects on their services
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 2014. 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 2012. 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.
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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 2014.
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).
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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.
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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.
10.1.8
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 2013. 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 2013. Angelene was given a general overview of the
corridor and project including the overlap with the pre-existing NZTA designation which extends beyond the
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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 2014. A subsequent workshop was held to discuss the ITA on 24 July 2014. 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.
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Section 11.0
11.0
Assessment of Environmental Effects
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11.0
Assessment of Environmental Effects
11.1
Introduction
99
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.
11.2
11.2.1
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.
11.2.1
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 (for example the Social Impact Management Plan). 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.
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11.2.2
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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.
11.2.3
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 Redoubt Road-Mill Road Corridor Project.
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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.
Social Impact Management Plan
The proposed designation conditions require preparation of a Social Impact Management Plan (SIMP). The
objective of the SIMP is to set out Auckland Transport's commitments to mitigate and manage adverse social
impacts and to enhance identified benefits to communities and other stakeholders prior to and during construction
and operation of the Project The SIMP is a calibration of the SIA prior to construction as well as a long term
management plan for potential operational impacts resulting from the project.
The development of a SIMP in partnership with the communities directly affected by the project aims to develop
appropriate mitigations to support community cohesion and to build capacity. The SIMP will include stakeholder
engagement techniques for construction to account for literacy levels, language barriers, accessibility limitations
and cultural differences.
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.
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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
during construction works 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.
11.3
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.
11.3.1
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.
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Table 11.1
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Accident reduction rates
Crash Type
Code
Reduction
Rate
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%
Crossing turning
J, K, L, M
90%
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.
11.3.2
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.
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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.
11.3.4
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
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
14
population and 35,000 jobs by 2040)
-
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 10-30 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 2015.
The addition of a third lane in each direction south of Takanini is still in the design phase, with construction to
begin after 2016. 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.
14
Note: This development area includes the Drury South Structure Plan area
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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).
11.3.6
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.
11.3.7
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
Travel Time Savings
(minutes)
AM Northbound
2026
6-7
PM Northbound
2026
6 -7
AM Southbound
2026
No significant difference
over current corridor
PM Southbound
2026
6 -7
AM Northbound
2041
10
PM Northbound
2041
10
AM Southbound
2041
No significant difference
over current corridor
PM Southbound
2041
8
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 1.
11.3.8
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.
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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
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
158-166 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.
11.3.9
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.
11.3.10
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
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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.
11.4
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)
Subdividing the land; and
iii)
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
knowledge that one day their property will be affected by physical construction works associated with the
designation.
11.4.1
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, a Social Impact Management
Plan and a Social Impact and Business Disruption DWP. These plans and procedures will ensure that planning
phase effects are appropriately managed.
11.5
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.
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3
The project will require in the vicinity of 1.26M m of earthworks consisting of the following:
NoR
Earthworks Type
NoR 1
NoR 2
NoR 3
2,500
10,500
23,200
40,150
62,700
305,600
4,800
31,400
192,400
Borrow to fill (m )
7,800
250,200
328,200
TOTAL
55,250
354,800
849,400
Strip and stockpile
3
topsoil (m )
3
Cut to waste (m )
3
Cut to fill (m )
3
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.
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).
11.5.1
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.
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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.
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.
11.5.3
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.
11.6
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)
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;
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iii)
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
iv)
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.
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.
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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;
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)
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;
iii)
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;
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-
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.
11.7
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).
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.
11.7.1
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, PM10, 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
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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 PM10 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
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 60 - 90 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 60 – 90 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.
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11.7.2
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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.
-
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.
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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.
Periods of time when emissions of odour, dust or fumes might arise from construction
activities;
III.
Identification of highly sensitive air pollution land uses likely to be adversely affected by
emissions of odour, dust or fumes from construction activities;
IV.
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;
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.
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 (PM10 and PM2.5) 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 4.5.49 and the PAUP- Rule 4.1.1.
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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);
-
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 (NO2) and fine particulate matter (PM10). The additional road transport related pollutants of fine particulate
matter (PM2.5) 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.
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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 2034. 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
New Zealand vehicle fleet and forecasts emissions up to the year 2040. 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 PM10 and PM2.5, 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 (PM10 and PM2.5) 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 2007.
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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 PM2.5 concentrations are also predicted to not be
exceeded at all locations and in all assessment years. The predicted PM2.5 exceedances are due to the use of the
Auckland urban default background concentrations, which already exceed the Regional Target.
11.7.4
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 RoadMill 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 PM2.5 24-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.
11.8
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.
11.8.1
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.
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Table 11.2
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Redoubt Road-Mill Road Corridor Project
Construction Noise Criteria for Residential Zones and Dwellings in Rural Areas as Recommended by NZS 6803:1999
Noise Criterion, dB
Time of Week
Typical Duration
Short Term
Long Term
LAeq
LAmax
LAeq
LAmax
LAeq
LAmax
0630 – 0730
60
75
65
75
55
75
0730 – 1800
75
90
80
95
70
85
1800 – 2000
70
85
75
90
65
80
2000 – 0630
45
75
45
75
45
75
0630 – 0730
45
75
45
75
45
75
0730 – 1800
75
90
80
95
70
85
1800 – 2000
45
75
45
75
45
75
45
75
45
75
45
75
0630 – 0730
45
75
45
75
45
75
0730 – 1800
55
85
55
85
55
85
1800 – 2000
45
75
45
75
45
75
2000 – 0630
45
75
45
75
45
75
Time Period
Weekdays
Saturdays
2000 – 0630
Sundays and
Public Holidays
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
Typical Duration
Short-term Duration
Long-term Duration
dB, LAeq
dB, LAeq
dB, LAeq
0730 – 1800 (Day)
75
80
70
1800 – 0730 (Night)
80
85
75
Time Period
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 LAeq 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 LAeq Sound Pressure Levels at 10m from Road Construction Equipment
Equipment Item
Typical LAeq Sound Pressure Level
at 10m, dB
Construction
Digger (2t)
82
Digger (5t)
85
Digger (12t)
88
3
Dump Truck (8m )
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Equipment Item
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Redoubt Road-Mill Road Corridor Project
Typical LAeq Sound Pressure Level
at 10m, dB
Construction
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
Miller
75 to 80
83
Roller (4t)
74 to 76
Roller (7t)
74 to 78
Paver
PTR Roller
Shuttle Buggy
82
74 to 76
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 85-90 dB LAeq at 10m. The
closest buildings are located within 10m of the proposed works area. Noise levels at the closest façade may
therefore exceed the construction noise criteria without appropriate mitigation
Table 11.5 presents some specific mitigation measures that the assessment considers could be implemented to
minimise noise from the site.
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Table 11.5
Redoubt Road-Mill Road Corridor Project
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.
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.
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.
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.
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.
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.
Time operation to minimise nuisance.
Schedule / plan work to minimise amount of time that milling is required.
Use appropriate size compactor for the job.
Concrete /
Pavement Saw
-
Excavators
-
General Site Noise
Generators
-
Lighting Towers
-
Miller
Plate Compactors
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.
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Noise Source
Recommended Mitigation Measures
Road Roller
-
Speech / Voices
-
Trucks
-
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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.
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.
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.
11.8.2
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
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.
11.8.3
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.
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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)
Homes for elderly persons;
iii)
Retirement villages;
iv)
In-house aged-care facilities;
v)
Buildings used as temporary accommodation in residentially zoned areas;
vi)
including hotels and motels, but excluding camping grounds;
b)
Marae;
c)
Spaces within buildings used for overnight patient medical care; and
d)
Teaching areas and sleeping rooms in buildings used as educational facilities including tertiary institutions
and schools, and premises licensed under the Education (Early Childhood Services) Regulations, and
playgrounds which are part of such facilities and located within 20 m of buildings used for teaching
purposes.
PPFs do not include:
e)
Residential accommodation in buildings which predominantly have other uses such as commercial or
industrial premises;
f)
Garages and ancillary buildings; and
g)
Premises and facilities which are not yet built, other than premises and facilities for which a building consent
has been issued, and has not yet lapsed, at the time when the first RMA authorisation to construct the road
is obtained.
The distance from the road within which 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 6806. In
accordance with NZS 6806 all Premises and Facilities (PPFs) within 100m of the road are therefore required to be
considered in the assessment. However, the eastern / southern portions (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 6806.
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 2041.
The project corridor is considered to be defined as an “Altered Road” under NZS 6806. The definition of an
“altered” road is given some consideration under NZS 6806. Section 1.5.2 describes that an altered road meets
one of the following two criteria for any assessment position at any one or more PPF:
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a)
The do-minimum noise environment would be greater than or equal to 64 dB LAeq(24h) and, if no specific noise
mitigation was undertaken, the alterations would increase road-traffic noise at that assessment position by
3dB LAeq(24h) or more at the design year, when compared with the do-nothing noise environment; or
b)
The do-minimum noise environment is greater than or equal to 68 dB 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 LAeq(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 LAeq(24h)
57 dB LAeq(24h)
B
Secondary
67 dB LAeq(24h)
64 dB LAeq(24h)
C
Internal
40 dB LAeq(24h)
40 dB LAeq(24h)
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).
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
LAeq,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
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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;
15
Option 3 – A twin-layer of OGPA and a reduced number of buildings requiring building modification mitigation .
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, 329. 345 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.
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
15
16
A twin layer of OGPA may not be structurally suitable for this section of road. Building modification may be required instead
A twin layer of OGPA may not be structurally suitable for this section of road
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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.
11.9
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.
11.9.1
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 4150-3:1999 (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.
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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 11.10 below.
Table 11.8 below contains criteria relating to building damage taken from DIN 4150-3:1999.
Table 11.8
Construction Vibration Criteria – Building Damage
Type of Structure
PPV at horizontal
plane of highest
floor (mm/s)
Long Term
(Continuous)
Vibration
PPV at horizontal
plane of highest
floor (mm/s)
Short Term Transient Vibration
PPV at the Foundation (mm/s)
1-10 Hz
10-50 Hz
50-100 Hz
Commercial/ Industrial
20
20 - 40
40 - 50
40
10
Residential/ School
5
5 - 15
15 - 20
15
5
Historic or Sensitive
Structures
3
3-8
8 - 10
8
2.5
Standard DIN 4150-3:1999 defines short-term (transient) vibration as “vibration which does not occur often
enough to cause structural fatigue and which does not produce resonance in the structure being evaluated”.
Long-term (continuous) vibration is defined as all other vibration types not covered by the short-term vibration
definition.
Table 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
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 11.10 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.
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Table 11.10 Typical Ground Vibration Levels due to Road Construction Activities
Activity
Typical Ground Vibration Level, mm/s
Vibratory roller or compactor (12T)
20 mm/s at 5m
8.5 mm/s at 10m
2.5 mm/s at 20m
Vibratory roller or compactor (4T)
12 mm/s at 5m
5 mm/s at 10m
1.5 mm/s at 20m
Hydraulic hammer breaking concrete
4.5 mm/s at 5m
2 mm/s at 10m
0.5 mm/s at 20m
Jackhammer
2.5 mm/s at 5m
1 mm/s at 10m
0.5 mm/s at 20m
Heavy construction vehicles travelling over a rough surface
0.1 to 2 mm/s at 10 to 20m
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.
11.9.2
Construction Vibration Mitigation Measures
As set out above, there are no New Zealand standards relating to construction vibration. However German
Standard DIN 4150-3:1999 and Standard DIN 4150-3:1999 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
-
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.
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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 2631-2:1989 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 2631-2:1989 cannot be directly applied to vibration measurements performed outside the
building, as the building may amplify or attenuate the ground vibration. The 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 2631-2:1989 has been superseded by ISO 2631-2:2003. Unlike ISO 26312:1989, ISO 2631-2:2003 does not quote guideline levels for assessing the potential of vibration to cause
annoyance.
Vibration Criteria for Avoidance of Building Damage
-
German Standard DIN 4150-3:1999 provides commonly referenced guidelines for evaluating the effects of
vibration on structures. The criteria presented in DIN 4150-3 are the peak vibration velocities up to which no
cosmetic damage from vibration effects has been observed, and are set well below the levels that have the
potential to cause damage to the main structure.
The 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.
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.
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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.
11.9.4
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.
11.10
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.
11.10.1
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.
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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 (130 – 136 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.
11.10.2
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
Auckland Regional Plan: Air,
Land and Water – Rule
5.5.45
Discretionary Activity
Discharges of Contaminants from
Land
Proposed Auckland Unitary
Plan – Rule 4.5.1
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
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.
11.10.3
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);
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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.
11.10.4
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.
11.11
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.
11.11.1
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.
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.
11.11.2
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.
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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.
11.12
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)”.
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.
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Redoubt Road-Mill Road Corridor Project
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, 134-146 Mill Road and 232 Mill Road.
The assessment also took into consideration New Zealand Bird Atlas data (OSNZ 2007, derived from surveys
undertaken in 1999-2004) 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 2014.
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
0
nevertheless remained above 13 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)
th
th
Visual Encounter Surveys (VES) were undertaken during the day between the 15 and 19 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
th
completed during mild and still weather conditions on the evening of the 18 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
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.
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Freshwater
Aquatic Macroinvertebrate Communities
Macroinvertebrate samples were collected at five sites according to protocol ‘C2: Soft Bottomed SemiQuantitative’ 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.
11.12.2
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 246 - 250 Redoubt Road and 17
Murphy’s Road, are unaffected by the preferred alignment).”
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The assessment states that three stands of native bush will be impacted to varying degrees. The first of these is
2
1,500m of mature taraire-puriri gully forest with emergent kahikatea in the southern portion of the bush at 146 Mill
2
2
Road with a further 500m of that same forest spanned by the bridge. The second is 2,900m of mixed scrub and
2
a bridge span over 1,100 m 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.
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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.
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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.
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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.
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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.
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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 160 –
2
400m 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.
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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.
11.13
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.
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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 1863-64. 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
23-25 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 2009. 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
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There are also three recorded sites located at the intersection of Mill Road and Alfriston Road – R11/2063,
R112069 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.
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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 pre1900 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.
11.13.1
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.
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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.
11.14
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
-
Impact identification and assessment of social effects (including SIA consultation)
-
Preparation of SIA and Social Impact and Business Disruption DWP
17
17
For comparative purposes, socio-economic baseline and community profiling is based on Census data from 2001, 2006 and
2013.
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Redoubt Road-Mill Road Corridor Project
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 2013. 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 11.11. 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 11-13 in the SIA.
Table 11.11 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
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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
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;
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-
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;
-
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.
11.14.1
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.
In addition, a Social Impact Management Plan (SIMP) will be prepared. The objective of the SIMP is to set out
Auckland Transport's commitments to mitigate and manage adverse social impacts and to enhance identified
benefits to communities and other stakeholders prior to and during construction and operation of the Project. The
SIMP must include:
i)
A review of the social environment at the time of construction start
ii)
Confirmation of potential social impacts as they exist at the time of construction and how these have
changed since the SIA as lodged.
iii)
A programme to monitor the effectiveness of impact mitigation and management strategies during the
construction and implementation of the project.
iv)
A stakeholder engagement strategy that includes action plans and mechanisms to ensure engagement
processes are integrated into the project at site, local and regional levels
v)
Document the key stakeholders and their interest in the project; and actions, outcomes, and mechanisms to
support a regular review of the effectiveness of the SIMP, And;
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A Dispute Resolution Mechanism.
The proposed designation conditions require implementation of the SIMP and 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.
11.15
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.
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.
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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
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;
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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)
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.
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Figure 11.7 Design responses for Rural Sections
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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.
11.15.1
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.
11.16
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.
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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).
11.16.1
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.
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.
11.16.2
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
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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.
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.
11.16.3
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.
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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.
Summary
The level of landscape effects can be summarised as follows:
Level of Biophysical
Effect
Level of Visual Amenity
Effect
Level of Landscape
Character Effect
Area 1: Motorway to Totara Park
(NoR 1)
Low
Low to Moderate
Very Low
Area 2: Totara Park (part of NoR
1, NoR 2)
Very Low
Nil to Positive
Very Low
Area 3: Murphy’s Road (NoR 2)
Moderate (southern
end)
Low (northern end)
Low
Very Low
Area 4 (Totara Park to north of
Ranfurly Road (part of NoR 2,
NoR 3)
Moderate
Positive to High
Moderate
Area 5: North of Ranfurly Road
to Alfriston School (NoR 3)
Low
Positive
Low
Character Area
11.16.4
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.
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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
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
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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.
11.17.1
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.
-
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.
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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.
-
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.
11.18.1
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.
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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.
11.19
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
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.
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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.
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
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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 11.12 Summary of Stormwater Management Approaches
Chainage
Approx.
contributing
catchment
1300-2500
Proposed SW Management
Approach
Comment
4.7ha
Combination of vegetated
swales and piped reticulation
draining to Wetland 1.
Will provide water quality treatment,
EDV, some ‘retention’ and also
peak flow attenuation.
2500-3100
3.1ha
Piped reticulation draining to
Wetland 2
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
3100-3450
3.1ha
Combination of vegetated
swales and piped reticulation
draining to Wetland 3.
Will provide water quality treatment,
EDV, some ‘retention’ and also
peak flow attenuation.
3450-4050
2.0ha
Piped reticulation draining to
Wetland 8
Will provide water quality treatment,
EDV, and also peak flow
attenuation.
4050-4450
1.3ha
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 ‘end-of pipe’
raingarden will be investigated
during detailed design.
4450-5650
4.7ha
Combination of vegetated
swales and piped reticulation
draining to Wetland 4.
Will provide water quality treatment,
EDV, some ‘retention’ and also
peak flow attenuation.
5650-6100
1.7ha
Vegetated swales draining to
Wetland 5.
Will provide water quality treatment,
EDV, ‘retention’ and also peak flow
attenuation.
6100-6450
1.1ha
Piped reticulation draining to a
vegetated ‘wet’ swale
Will provide water quality treatment,
EDV, ‘retention’ and potentially
some peak flow attenuation.
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Chainage
Approx.
contributing
catchment
Proposed SW Management
Approach
6450-7100
2.1ha
Vegetated ‘wet’ swale
Will provide water quality treatment,
EDV, ‘retention’ and potentially
some peak flow attenuation.
Murphys Rd 0350
1.14ha
Vegetated swales draining to
Wetland 6.
Will provide water quality treatment,
EDV, ‘retention’ and also peak flow
attenuation.
Murphys Rd
350-1250
2.6ha
Vegetated ‘wet’ swale with
option for discharge to Wetland
6.
Will provide water quality treatment,
EDV, ‘retention’ and also peak flow
attenuation.
Murphys Rd
1250-1850
2.5ha
Piped reticulation draining to
Wetland 7.
Will provide water quality treatment,
EDV, and also peak flow
attenuation. Due to limited area
available and steep grades, swales
are not considered appropriate.
Comment
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.
11.20
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
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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
-
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.
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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,
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.
11.20.1
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).
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
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 18 requires the submission of a Construction Environmental Management Plan demonstrating
amongst other things how mana whenua values will be addressed.

Condition 33 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.
11.21
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
The assessment notes that in relation to Totara Park the Redoubt Road – Mill Road Corridor proposal requires:
2
-
The acquisition of 77,690m of land within Totara Park as part of the designation for road widening and
2
2
2
stormwater attenuation (13,610m in NoR1, 64,080m in NoR2 and 3,393m in NoR3);
-
The return of 14,933m to the Park post construction (3,858m in NoR1 and 11,075m in NoR2), for a final
2
net loss of 62,757m ;
-
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).
2
2
2
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 2002. The
assessment notes that this effect is best mitigated by the replacement of lost land with a similar area contiguous
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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.
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
2
2
2
Road). The total park area is 11,000m made up of 5,290m of historic reserve, 1,510m of recreation reserve,
2
both administered by Auckland Council, and 4,200m 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
2
west of the entry to St Johns Redoubt Reserve, offers the opportunity to add an additional 2,000m 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
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increased development potential for recreation and heritage values. AT is exploring the opportunity to offer this
land to the reserve.
11.21.1
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 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.
2
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.
11.22
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 (20122040).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 2012-2021 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.
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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 10.1.8 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
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 and 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 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
18
population and 35,000 jobs by 2040) .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.
It is also understood that a Special Housing area is under investigation on the eastern side of Mill Road, south of
Ranfurly Road.
18
Note: This development area includes the Drury South Structure Plan area
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While timing for these projects is yet be confirmed, construction timeframes of the Redoubt Road –Mill Road
Corridor need to be cognisant of planned upgrades and future growth in the wider area to minimise cumulative
impacts.
Construction of the Murphys Road alignment may also create conflicting demands with the Flat Bush
development in regards to construction zones, traffic management plans and site access. There is a possibility the
planned development and improvements to the corridor will overlap at some point and experience conflict in land
use.
In addition the CVA notes that much of the natural landscape which Mana Whenua have a strong affinity to within
the surrounds of the corridor has been removed by past development. Areas of cultural significance, including the
waterways affected by the project are crossed by existing roading and other urban activity. The CVA notes:
“ Many of the maunga Pā important to Mana Whenua in this area have been subjected to extensive
quarrying. All of these activities have had an impact on the relationship of Mana Whenua and their customs
and traditions with their ancestral lands, waters, sites, wāhi tapu and tāonga. However, notwithstanding this,
these sites and features are part of the important history and identity of Mana Whenua and remain important
to Mana Whenua today. In this context, the effects of this project on parts of culturally important streams and
intact native bush areas gives rise to cumulative effects on Mana Whenua cultural values and their
relationship to these areas.
The CVA notes that the project will introduce an additional bridge structure over the Puhinui Stream on a different
alignment to the existing Mill Road, and in a context where the Puhinui Creek is already culverted by the current
Mill Road alignment. This highlights the cumulative impact of this project on this culturally significant stream. It is
understood that the existing Mill Road alignment in this location is not suitable due to traffic constraints. In many
ways, all effects of the project will have cumulative effects considerations given the existing activity.
The CVA notes that additional activity in relation to these areas gives rise to cumulative effects which will require
appropriate avoidance, remediation or mitigation measures.
11.22.1
Mitigation Measures
While an exhaustive list of cumulative impacts as they relate to projects undertaken concurrently within the
corridor cannot be identified at this stage in the project, cumulative effects will be appropriately mitigated by
implementation of the Transport, Access and Parking DWP, the Social Impact and Business Disruption DWP and
the CEMP. All assessments are based on the existing environment which includes consented and designated
projects. NZTA will also continue to be consulted in relation to the projects that they have planned for the southern
motorway.
11.23
Summary of Environmental Effects
The Redoubt Road-Mill Road corridor project has a number of positive social, economic and environmental
benefits as noted in Table 11.13 and in the summary below including:
Table 11.13 Redoubt Road – Mill Road Corridor Project – Socio-economic Benefits Summary
Benefits of providing for land use transport integration via infrastructure to support strategic growth
areas include:
Increasing corridor capacity and network resilience:
1.
Increased capacity to four lanes will lead to less likelihood and shorter delays along the corridor, providing
better journey time reliability.
2.
The upgrade doubles the capacity for people movement along the corridor and the ability to provide for
future demand.
3.
The upgrade provides a high volume alternative route to SH1, particularly if a major incident is to occur on
SH1.
4.
Provides 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.
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Benefits of providing for land use transport integration via infrastructure to support strategic growth
areas include:
Increasing corridor capacity and network resilience:
Enabling sustainable modes of transportation:
1.
Provision of on-road cycle and segregated cycle lanes that support transport choice and active modes.
2.
Cycling provisions that form part of the wider strategic Auckland Cycle Network.
3.
Provision of new footpaths and shared paths throughout the corridor improving pedestrian connectivity.
Improving access to local community facilities:
1.
Increased provision of facilities to support non-car modes of transportation to community facilities.
2.
Safer and more frequent access provisions for community facilities including St Johns Redoubt, Murphys
Bush and Totara Park.
Enhancing public transport frequency and reliability:
1.
Within the corridor the provision for two lanes in each direction allowing for future transit lanes / bus lanes.
2.
More buses providing for more reliable travel times, particularly for the Quality Transit Network between
Flat Bush and Manukau.
Improving road alignment:
1.
Geometric corrections to road layout, resulting in traffic speed being aligned with the posted speed.
Undertaking safety improvements throughout the corridor:
1.
A reduction in the number and severity of accidents by at least 30%.
Additional positive social, economic and environmental benefits include:
-
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 cycle lanes and shared use paths. 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 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
-
Improved vehicle, cycle and pedestrian access to open spaces, community services and facilities and in
some cases ecological enhancements such as wetlands.
Although some potentially more than minor adverse effects will occur as a result of the Redoubt Road-Mill Road
corridor project, a number of mitigation measures are proposed to reduce their impacts. The potential adverse
effects resulting from the proposal can be appropriately avoided, remedied or mitigated via implementation of the
proposed Environmental Management Framework (EMF). This process along with appropriate conditions (e.g.
objectives and standards) will determine how and when effects are managed. The EMF will also ensure that
conditions placed on the designation are complied with. A number of work delivery plans sit under the framework
including but not limited to:
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-
Noise and vibration emissions during construction will be managed by project standards and developing and
implementing a Construction Noise and 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
-
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, Iwi and the
wider community through implementation of the Communication and Consultation Plan (CCP) which is
developed under the Construction 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. Implementation of these plans is required under the proposed
conditions (see section 15 of this report) that will attach to the designation and be recorded in the District Plans.
As they will be submitted as part of the outline plan process, Council will be able to request changes to the DWPs
through s176A of the Act.
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Section 12.0
Part II Resource Management Act 1991
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Part 2 Resource Management Act 1991
The designation provisions of the RMA are subject to Part 2 matters which relate to Sections 5, 6, 7 and 8. These
sections are assessed in regard to the Redoubt Road-Mill Road corridor as follows.
12.1
Section 5
Section 5 states the purpose of the Act is to promote the sustainable management of natural and physical
resources. Sustainable management is defined in section 5(2) to mean:
“Managing the use, development, and protection of natural and physical resources in a way, or at a rate, which
enables people and communities to provide for their social, economic and cultural wellbeing and for their health
and safety while:
(a)
Sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably
foreseeable needs of future generations; and
(b)
Safeguarding the life-supporting capacity of air, water, soil and ecosystems; and
(c)
Avoiding, remedying, or mitigating any adverse effects of activities on the environment.”
19
It is accepted resource management practice that the application of section 5 involves an overall broad
judgement of whether a proposal will promote the sustainable management of natural and physical resources.
That approach recognises that the RMA has a single purpose. Such a judgement allows for comparison of
conflicting considerations and the scale or degree of them and their respective significance or proportion in the
final outcome.
Given this application of section 5, the significance of any adverse environmental effects on the natural and
physical environment associated with the corridor have to be balanced against the net benefits that individuals,
the community and the southern region will experience from the operation of the public work, particularly in terms
of social and economic effects.
AT’s arterial roading network is a physical resource in terms of Section 5 of the RMA. Providing for the corridor is
consistent with the RMA’s objective of sustainable management as the works will have positive effects on the
community's social and economic wellbeing through facilitation of planned development in Papakura, Takanini
and Flatbush and reductions in existing and potential network restrictions. The health and safety of the
community will be provided for via facilitating active modes of transport such as walking and cycling which will
have positive health benefits and by improved vertical and horizontal alignments and intersection upgrades which
will contribute to a reduction in vehicle crashes.
In terms of Section 5(2)(a) the designation of the corridor now will sustain and enhance the potential of the
roading corridor in and around the southern section of the Auckland region to provide for the transport and access
needs of future generations.
In terms of Section 5(2)(b) there will be some unavoidable disturbance of ecological habitat associated with the
construction of the network. Appropriate mitigation and restoration measures will aim to ensure that the life
supporting capacity of ecosystems in the project area is safeguarded.
Although some potentially more than minor adverse effects will occur as a result of the corridor (for example
visual effects through some sections of the corridor), a number of mitigation measures are proposed to reduce
their impacts (refer to Sections 9.0 and Section 13.0 of this report). The potential adverse effects resulting from
the proposal can be avoided, remedied or mitigated as far as is practicable in a manner consistent with Section
5(2)(c) of the RMA.
In terms of a broad overall judgement the potentially more than minor environmental effects of the corridor can be
mitigated so as to not outweigh the overall strategic, economic and community benefits of the corridor. Those
benefits are regional and local in scale. It is proposed that adverse effects generated by the project will be
managed via a combination of management plans (CEMPs and DWPs) which will be required to be submitted as
either part of OPW application or prior to construction by suitable conditions applied to the designations that will
19
See Environment Court cases such as Trio Holdings v Marlborough DC [1997] NZRMA 97, North Shore CC v Auckland RC
[1997] NZRMA 59, Aquamarine Limited v Southland RC decision C126/97, Mahuta v Waikato RC decision A91/98
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set out objectives and any relevant standards. 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.
In particular, the following key measures to manage effects are proposed:
-
Noise and vibration emissions during construction will be managed by project standards and developing and
implementing a Construction Noise and 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
-
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 Construction 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
-
The management of stormwater via appropriate conditions and preparation of Stormwater Discharge
resource consent applications
-
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
-
Undertaking on-going consultation with Iwi and other stakeholders
12.2
Section 6
In considering if the designation of the corridor would achieve the purpose of the RMA a number of matters of
national importance are to be recognised and provided for. Those section 6 matters considered relevant to the
corridor are addressed below:
(a)
The preservation of the natural character of the coastal environment (including the coastal marine area),
wetlands, and lakes and rivers and their margins, and the protection of them from inappropriate subdivision,
use, and development
The corridor does not pass through a coastal environment. However the corridor crosses some upper
stream catchments. The natural character of these streams will be affected to a degree by proposed bridge
structures. AT have proposed conditions that will mitigate or offset those natural character effects to the
extent practicable via implementation of an Urban Design and Landscape DWP (which requires preparation
of landscape plans for the entire corridor) and an Ecological Management and Restoration DWP. It is noted
that the Puhinui bridge structure was shifted 13 metres to the east to specifically avoid a stand of mature
native trees thus assisting with the preservation of the natural landscape.
(b)
The protection of outstanding natural features and landscapes from inappropriate subdivision, use, and
development
The corridor does not pass through any outstanding natural features or landscapes. The proposal will
introduce new man-made elements to the environment (the road realignment itself, cuttings, retaining walls,
light standards and bridges) but the effects can be mitigated through landscape planting and restoration, and
careful earthworks design. This will ensure that the s6(b) matter set out above is recognised and provided
for.
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The protection of areas of significant indigenous vegetation and significant habitats of indigenous fauna
The corridor will traverse through some high quality remnant bush stands in the project area. The ecological
assessment prepared by Boffa Miskell (included in appendix O) notes that three stands of native bush will be
2
impacted to varying degrees by the corridor. The first of these is 2,200m of mature taraire-puriri gully forest
2
with emergent kahikatea in the southern portion of the bush at 146 Mill Road. The second is 3,000m of
similar native bush together with scrub located in the Watercare land at 38 Mill Road, and the third is a
handful 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. The assessment considers that use of a bridge to cross this
bush gully substantially reduces the extent of vegetation loss compared to works required to place fill. At its
highest point the bridge will be 17m to the deck, 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.
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. As a result of a site survey by the project ecologist, the bridge
was shifted by 13m to the east to avoid a stand of mature native trees within this SEA. The assessment
notes that lower vegetation tiers beneath this 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
rain-shadow 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.
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.
Ecological restoration and mitigation works are proposed as part of the development of the corridor to off-set
the loss of vegetation and habitat that will be incurred. In that regard the project recognises and provides for
section 6(c) matters.
(d)
The maintenance and enhancement of public access to and along the coastal marine area, lakes, and rivers
The rural sections of the corridor traverse some upper catchment streams over private property. Bridges will
be designed in a manner so that future public access to these streams is not compromised. In addition
cycleways and a shared path facility will enhance access to these streams.
(e)
The relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu,
and other taonga
This matter has been and is recognised and provided for throughout the project. The relationship with Iwi
has been recognised through the CVA process and will be recognised and provided for through the
involvement of tangata whenua in developing and implementing various mitigation measures and
management plans at the time of detailed design and construction.
Further, the designation allows sufficient space for stormwater collection and treatment devices to be
provided to ensure that stormwater runoff from the corridor is treated to a standard that will maintain the
health and wellbeing of streams.
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the protection of historic heritage from inappropriate subdivision, use, and development
The designation will not adversely impact on historic heritage items recorded in the Auckland District Plan
(Manukau and Papakura section) or the PAUP. Three 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 recorded in the New Zealand Archaeological
Association’s (NZAA) Site Record File and are located within and immediately adjacent to the Section 4d
and Section 5 of NoR 3.. An application will be made to Heritage New Zealand under Section 44(a) of the
HNZPTA for an archaeological authority to modify or destroy any sites that might be affected by the project
prior to any development works being carried out on any of the NoR areas within the proposed corridor. An
Authority would establish procedures to ensure that any archaeological remains affected by the project
would be investigated or recorded to recover information relating to the history of the area
(g) the protection of recognised customary activities.
There are no formally recognised customary activities in the project area.
12.3
Section 7
The requirement to have particular regard to the following matters deemed to be of particular relevance to this
project:
a)
Kaitiakitanga;
aa) The ethic of stewardship;
b)
The efficient use and development of natural and physical resources;
ba) the efficiency of the end use of energy;
c)
The maintenance and enhancement of amenity values;
d)
Intrinsic values of ecosystems;
f)
Maintenance and enhancement of the quality of the environment;
g)
Any finite characteristics of natural and physical resources;
i)
the effects of climate change.
These sections considered relevant to the project are addressed below:
Kaitiakitanga
The participation and contribution of tangata whenua in the project to date, and the input they will be able to have
in the future as proposed by the proposed conditions of the designation, allows for kaitiakitanga to be exercised.
The efficient use and development of natural and physical resources
Designation of the Redoubt Road-Mill Road corridor will ensure that an appropriate level of connectivity is
achieved between the growth areas of Papakura, Takanini, Flat Bush and Manukau City. The corridor will cater
for passive modes of transport (walking and cycling) and include bus priority measures in the urban sections thus
ultimately reducing reliance on the use of fossil fuels. Appropriate mitagatory plantings will be undertaken to
reduce impacts on natural ecological resources. The Ranfurly to Popes Road section of the alignment will
traverse Class 2 soils but the amount of rural land resource affected by the designation is in a regional sense
extremely minor. The use of these soils for a public work that will generate benefits for the local, regional and
national economy and the travelling public is an efficient use and development of this natural resource.
Designating the corridor now is also considered an efficient use of natural and physical resources. 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
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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.
In addition for certain sections the alignment largely follows the pre-existing road alignment. This will reduce the
need for extensive earthworks, bush removal and other inefficiencies in terms of the use of natural and physical
resources.
The maintenance and enhancement of amenity values
The establishment of the corridor in the future will generate localised adverse effects on the amenity values along
the corridor. These are most pronounced in the rural areas noting in particular the two bridges that will need to be
constructed in this section of the corridor. The designation allows for physical measures to be put in place to
mitigate these effects, such as appropriate landscape planting. The nature and scale of the project and work is
such that adverse amenity effects are unavoidable, and would be generated regardless of the route adopted with
the exception of the “do nothing option” (keeping the current alignment with maintenance work). The do-nothing
option however does not meet the project objectives around safety and provision for public transport and other
transportation modes. Alternative alignment options have been considered and the best option selected after
careful consideration of a range of factors such as ecology, geology, regionally important infrastructure (such as
the Watercare reservoir) and vertical and horizontal geometry. Careful thought has been given to mitigate amenity
effects arising from the preferred alignment option as much as possible.
Intrinsic values of eco-systems
The project will generate 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.
The details of mitigation measures will be addressed in the Ecological Management and Restoration Plan.
Appropriate restorative native plantings will also be undertaken. Construction activities will also be carefully
managed. It should also be noted that all corridor alignment options previously examined have adverse impacts
on localised remnant pockets of bush.
Maintenance and enhancement of the quality of the environment
The RMA defines environment to include:
(a)
Ecosystems and their constituent parts, including people and communities; and
(b)
All natural and physical resources
(c)
Amenity values; and
(d)
The social, economic, aesthetic, and cultural conditions which affect the matters stated in paragraphs (a) to
(c) of this definition or which are affected by those matters.
The transportation network serving Papakura, Takanini, Flatbush and Manukau City and its surrounding areas is a
physical resource. The people and communities that rely on a safe and efficient transportation network to achieve
their social and economic well-being are also part of the RMA definition of environment. In that regard, the
designation of the corridor as proposed will maintain and enhance the future ability of the transport network to
safely and efficiently move people in and around the southern part of the Auckland Region, thus contributing to
regional economic growth through enhanced access to markets and employment. Designation of the network will
also contribute to the planned and co-ordinated urban development of the southern Auckland region. The
Auckland policy framework, including the Regional Policy Statement which the NoR must give effect to, notes that
the transport network needs substantial investment to meet increasing demand caused by growth. Traffic
modelling has identified that the current Mill Road corridor between State Highway 1 and Ranfurly Road reaches
a level of unsatisfactory congestion during the morning traffic peak between 2020 and 2024. 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 current corridor could possibly be congested as early as 2018-2020.
The corridor will however generate adverse effects on some natural resources and some amenity values within
the designation. In parts of the network these adverse effects have the potential to be more than minor,
particularly with regards to ecosystem functioning. AT have however proposed conditions to mitigate potentially
more than minor adverse effects, for instance through restorative native plantings.
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Any finite characteristics of natural and physical resources
As explained above the transportation network is physical resource. In its current form the transport network in
the project area has a finite characteristic in terms of its capacity to absorb traffic volumes. Currently there are
places now that capacity is being reached as evidenced by worsening levels of congestion and reductions in
safety and efficiency. This in turn restricts the ability of the network to absorb any future traffic demand from
planned development within the project area. Designating the corridor now will allow the capacity of the
transportation network to be enhanced in the future through the construction of the corridor.
The life-supporting capacity of the ecosystems within the designation to sustain life, is also a finite characteristic.
The works proposed by AT to mitigate and offset the adverse ecological effects of the project aim to maintain and
where possible enhance the ecological integrity of the environment. Some unrecorded archaeological sites may
be uncovered during detailed design and investigations works, and conditions are proposed to ensure that any
such sites are avoided where possible through further investigation during detailed design and through
appropriate supervision and training during construction of the corridor.
The effects of climate change
The principal effect that climate change could have on the corridor is through an increase in intensity and/or
duration of rainfall events. This has implications in two areas:
a)
Stormwater control and treatment measures associated with the corridor: In this regard the designation
allows sufficient space for stormwater control and treatment devices to be established that cater for
climate change influenced stormwater flows.
b)
Design alignment across watercourses: The level of bridges across watercourses, and sizing of culverts
will be determined based on climate-adjusted rainfall data, with appropriate allowances for blockage
and overland flow. Stormwater resource consents will be applied for separately and there are rules in the
Auckland Council Air, Land and Water Plan and the PAUP which require consideration of climate change.
12.4
Section 8
Section 8 deals with the Treaty of Waitangi and requires that the principals of the Treaty are taken into account. In
terms of the Redoubt Road-Mill Road corridor project, Four MVA’s have been prepared by Te Akitai Waiohua,
Ngati Te Ata Waiohua and Ngai Tai ki Tamaki and Ngāti Tamaoho (refer Appendix I). The MVA’s set out a
number of matters that Iwi would like to see addressed as part of the project in terms of traditional, cultural and
heritage matters and the sustainable management of natural and physical resources.
A Cultural Values Assessment (CVA) was also 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 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, 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 majority of the matters set out in the MVA’s can be addressed as part of the detailed design process. The
special relationship that these iwi have with the land, waterways, waahi tapu and taonga will be recognised and
provided for through involvement of tangata whenua in developing and implementing various mitigation measures
and mitigation plans at the time of detailed design and construction. Suitable conditions addressing on-going Iwi
involvement have been included in section 15.
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Statutory Assessment
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Statutory Assessment
Section 171 (1) of the RMA specifies those matters a territorial authority must have particular regard to, subject to
Part 2, when considering the effects on the environment of allowing the requirement. Section 171(1) (a) requires
an assessment against the relevant provisions of any policy statement or plans. The policy framework which
applies to the corridor is set out below:
Local Government Statutory Planning Documents
-
Auckland Council Regional Policy Statement;
-
Auckland Council Regional Plan: Air, Land and Water;
-
Auckland Council District Plan: Manukau Section;
-
Auckland Council District Plan: Papakura Section.
-
Proposed Auckland Unitary Plan
Other Relevant Documents:
-
Auckland Plan;
-
Auckland Long Term Plan;
-
Auckland Regional Land Transport Strategy;
-
Auckland Regional Land Transport Programme;
-
Auckland Regional Public Transport Plan.
Transportation Documents:
-
Auckland Integrated Transport Plan;
-
AT Network Plan 2009 (ARTA);
-
Auckland Passenger Transport Network Plan (2006 -2016);
-
Auckland Regional Public Transport Plan;
Urban Design Documents:
-
New Zealand Urban Design Protocol;
-
Reserve Management Plan (Totara Park).
Iwi Management Plans
Auckland Council supplied copies of Iwi Management Plans from the following iwi that are applicable to the
corridor:
-
Ngati Te Ata Kaitiaki;
-
Ngai Tai ki Tamaki.
A detailed assessment against the various policy layers is attached as Appendix V. A brief summary of the
assessment of the project against the relevant policy statements and plans is set out below.
Auckland Council Regional Policy Statement (ARPS)
The ARPS became operative on 31 August 1999. The focus of the ARPS is to set out the principles of the
sustainable management of the region’s natural and physical resources, in accordance with the purpose and
principles of Part 2 of the Act. The three most relevant sections of the ARPS to the project are chapters 2, 3 and
4. Chapter 2 provides a strategic direction in terms of the management of natural and physical resources noting
also land use transport integration. The NoRs must give effect to the ARPS.
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Chapter 2 contains a number of key strategic objectives. Those most applicable to the project include:
“1.
To ensure that provision is made to accommodate the Region’s growth in a manner which gives effect to
the purposes and principles of the Resource Management Act 1991 and Section 40 of the Local
Government (Auckland) Amendment Act 2004, and is consistent with these strategic objectives and with
the provisions of this RPS.
2.
To achieve a compact well designed more sustainable urban form served by an integrated multimodal
(private vehicles, public transport, walking and cycling) transport system
4.
To develop and manage the region’s transport system including road, rail, ferry, bus, cycling and
pedestrian networks and services in a manner that supports urban development and land use
intensification.
5.
To achieve a high level of mobility and accessibility within the Region that provides for an integrated,
responsive, sustainable, safe, affordable and efficient movement of goods and people.
7.
To protect amenity values, rural character, and landscape values of rural areas, including volcanic cones,
from the adverse effects of inappropriate subdivision, use or development.
8.
To enable the redevelopment, operation and maintenance of existing and provision of new regionally
significant infrastructure.”
These objectives are supported by the following key policies relating to infrastructure:
“2.6.14 Strategic Policies - Infrastructure
1.
2.
The operation of existing regionally significant infrastructure and the provision of new or upgraded
regionally significant infrastructure shall:
(i)
be consistent with the Strategic Direction of the Regional Policy Statement;
(ii)
support and reinforce the Regional Growth Strategy and the proposed outcomes of that strategy;
and
(iii)
ensure that any adverse effects of those activities on the environment (including human health)
are avoided, remedied or mitigated in a manner consistent with the relevant provisions of this
RPS.
Provision is to be made to enable the safe and efficient operation, maintenance and development of
regionally significant infrastructure which is necessary for the social and economic wellbeing of the
region’s people.”
The project is considered consistent with Chapter 2 –Regional Overview and Strategic Direction Objectives
and associated policies. The proposed road corridor includes necessary provision for private vehicles to
adequately cater for forecast growth in Manukau, Flat Bush, Papakura and Takanini over the next 30 years.
The proposed corridor realignment is located within an area undergoing significant growth and development,
and falls within the Auckland Plan Southern Initiative which plans to deliver a long term programme of
coordinated investment. The desire to grow business and jobs within the area is likely to increase travel
demand within the corridor.
The proposed corridor will provide multi-model transport facilities to provide for this demand along the
corridor. This will also help to increase usage of sustainable transport and support the efficient use of energy
resources. The corridor also includes bus priority measures (bus priority and bus only lanes), cycle and
pedestrian facilities, including on-road cycle lanes; segregated cycle lanes and shared facilities. It will
therefore provide the necessary infrastructure to achieve a compact and sustainable urban form. By being
multi modal the proposal will also provide a high level of mobility and accessibility.
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The proposed road corridor will maintain and enhance the overall quality of the environment via appropriate
mitigation measures such as landscape planting appropriate urban design treatments and native vegetation
replanting to offset the effect of native bush removal. The overall quality of the living environment will also be
enhanced by improving the level of mobility and accessibility. The proposed designation conditions and
associated management plans and DWPs will ensure that effects are avoided remedied or mitigated in a
manner consistent with the relevant provisions of the RPS.
The proposed corridor realignment and widening has been designed to allow safe and efficient operation,
maintenance and development. The corridor will provide acceptable operational performance without
excessive capacity or implementation costs.
The proposed corridor realignment will support the development of high quality urban amenity through
providing capacity for private vehicles as well passenger transport, walking and cycling. The proposed
corridor realignment will support and enable the planned growth and development surrounding the corridor.
Chapter 3 sets out matters of significance to Iwi. AT is committed to the principals of the Treaty of Waitangi and
meeting their relevant statutory obligations under the Land Transport Management Act and the RMA. Iwi
consultation has occurred on the project since 24 May 2012 (refer section 10.0 – Consultation where consultation
with Iwi is set out in detail). Maori Values Assessments have been prepared by Te Akitai Waiohua, Ngati Te Ata
Waiohua, Ngai Tai ki Tamaki and from Ngāti Tamaoho. The CVA (attached as Appendix J) also addressed the
objectives and policies in Chapter 3 and considers the issues, information and recommendations contained in the
Māori Values Assessments (“MVAs”) received directly from Mana Whenua groups, and arising out of consultation
with Mana Whenua. The matters raised in the assessments have been considered and will continue to be
considered as the project progresses. Appropriate conditions have been included in the designation conditions to
this effect. Iwi will continue to be consulted as part of all phases of the project.
Chapter 4 Transport sets out the strategic direction for the development of the Regions transport network. Key
objectives are as follows:
“1.
2.
To develop a transport network that supports a compact sustainable urban form.
To avoid, remedy, or mitigate the adverse effects of transport on the environment and, in particular:
(i)
to avoid, remedy, or mitigate the adverse effects of transport on air quality, water quality and
heritage;
(ii)
to reduce the need for the transport system to use non-renewable fuels;
(iii) to avoid, remedy, or mitigate the adverse effects of the transport system on community well-being
and amenity.
3.
To develop a transport network which provides an acceptable level of accessibility for all sections of the
community within and across the region, by encouraging transport choices that are efficient, convenient
or practical.
4.
To develop a transport network which is as safe as is practicable and which promotes better physical
health for the community.”
Overall the proposed corridor realignment will enable the community to better provide for their social, economic
and cultural well-being through enabling future growth and providing an improved transport environment. The
project is a sustainable use of resources as it will provide improved public transport, walking and cycling, and
general traffic infrastructure. This will lead to a reduction in the need for car travel by enabling a greater
proportion of trips to be made by public transport, walking and cycling.
It is acknowledged that the corridor will impact upon owners and dwellings within proximity to the proposed
corridor realignment and will give rise to environmental effects. However in the wider context, this project will
enable route protection for an important arterial corridor which supports land use development as proposed in the
Auckland Plan and the Proposed Auckland Unitary Plan. The Redoubt Road-Mill Road corridor is also 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.
Environmental effects will be appropriately remedied or mitigated via proposed designation conditions and
implemented via a CEMP and associated DWPs.
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Multi modal provision promotes a shift from the private car to more sustainable modes. Reducing private car travel
and reducing journey times will lead to a reduction in fuel use and emissions, and shorter travel times. Public
transport infrastructure will improve efficiency and effectiveness of the network and its connectivity.
The project aims to significantly reduce the actual crash risk. It is noted that there were 4 fatal crashes in the
corridor between 2009 and 2013.
The project will improve urban design and lighting in urban and future urban areas thus increasing opportunities
for passive surveillance and personal security.
The project will improve accessibility to community services via improved vehicle access ways (for example to
Totara Park and the disabled horse riding school) and by provision of signalised pedestrian crossings.
Realignment of the route away from Alfriston School in the south presents opportunities to improve safety for
school drop off pick-ups.
Auckland Council District Plan: Manukau and Papakura Sections
The need to upgrade the corridor recognising its current substandard geometry and planned growth in the
southern region is specifically 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.”
Having regard to the Manukau and Papakura District Plan objectives and policies relating to the underlying
zonings over which the proposed corridor traverses, the purpose of a designation is to provide for works which do
not typically fall within the zoning provisions of a District Plan. The current zoning provisions of the District Plan do
not provide for such an activity and therefore the majority of the policies and objectives relating to zones over
which the corridor traverses are not relevant to the assessment of the NoRs. The corridor has been designed to
not compromise the outcomes sought in the Flatbush Structure Plan.
As set out above, environmental effects will be appropriately remedied or mitigated via proposed designation
conditions and implemented via a CEMP and associated DWPs.
Proposed Auckland Unitary Plan
The Proposed Auckland Unitary Plan (PAUP) was notified on 30 September 2013. Under section 171 (1A) (a) of
the RMA consideration is required of the PAUP objectives and Policies. Submissions formally closed on 28
February 2014 but were extend to April 2014. The further submissions period closed on 22 July 2014. As such
this plan is still in its early stages, but aspects of the PAUP have immediate legal effect including rules relating to
water, soil, air, indigenous vegetation and historic heritage..
The strategic objectives and policies of the PAUP are relatively similar to those under the ARPS. The Key
Strategic Transportation Objectives set out in Part 1 seek:
“1.
2.
3.
4.
An effective, efficient and safe transport system that supports the integrated movement of people, goods and
services throughout Auckland and to other regions and nations.
An effective, efficient and safe integrated transport system that is integrated with, and supports, a quality,
compact form of urban growth and associated land use.
A well developed, operated and maintained transport system that manages potential adverse effects on the
natural environment and the health, safety and amenity of people and communities.
A transport system that facilitates transport choices and enables accessibility and mobility for all sections of
the community.”
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In addition, Part 2, Auckland Wide objectives and policies 1.1, Infrastructure seek to:
“1.
The benefits of infrastructure are recognised.
2.
The adverse effects of infrastructure are managed.
3.
Safe, efficient and secure development, operation and upgrading of infrastructure is enabled, to service the
needs of existing and planned use and development
4.
The resilience of Auckland’s infrastructure is improved.
5.
Auckland’s significant infrastructure is protected from reverse sensitivity effects and incompatible
subdivision, use and development.”
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.”
The NoR will protect the Mill Road- Redoubt Road corridor which is identified as a Proposed Regional Arterial
Road, with the exception of Murphy’s Road which is identified as a District Arterial. The corridor is identified as
having a key role in providing access between Flat Bush and the Manukau CBD, especially for passenger
transport. The corridor will support proposed land use changes in Drury, Papakura, Takanini and Flat Bush.
The corridor will provide multi-modal transport infrastructure, including facilities for private vehicles, pedestrians,
cyclists and passenger transport. This will provide an acceptable level of accessibility, mobility, safety and
convenience for all users of the corridor. Currently there are no cycle paths on the existing corridor. The proposed
corridor will provide continuous and safe cyclist paths (on and off-road) along the whole corridor and provide
pedestrian footpaths in the urban sections.
The upgraded corridor will also improve road safety via improved vertical and horizontal alignments. It is expected
that this will lead to the reduction in fatal and serious crashes. Improved urban design and public space (road
corridor) lighting in urban and future urban areas increases opportunities for passive surveillance and personal
security.
The corridor provides additional road capacity to provide for increased vehicle movement and for the efficient and
safe movement of cyclists and pedestrians and public transport. Sufficient space has been made available within
the corridor should priority be required for public transport.
Adverse environmental effects can be appropriately avoided, remedied or mitigated via proposed designation
conditions which will be implemented via a CEMP and associated DWPs. Construction of the corridor will be
carefully managed and consented via OPW applications and associated DWPs and traffic management plans to
manage conflict with pedestrians, cyclists and vehicles.
The proposed road corridor is integrated and coordinated with land use taking into consideration planned
residential and business growth. The corridor includes necessary provision for private vehicles to adequately cater
for forecast growth in Manukau, Flat Bush, Papakura and Takanini over the next 30 years.
The transport needs of people with special mobility requirements, including the young, aged and those with
disabilities has been adequately considered in the corridor design. A segregated cycleway has been included in
the design which will enable young cyclist to use the corridor safely. Adequate footpath widths have been included
in the design to accommodate mobility scooters.
The proposed corridor upgrade will improve network resilience by providing a viable alternative route should the
southern motorway be forced to close (as a result of an accident or through a significant weather event for
example). This is consistent with the “one network approach” to managing Auckland transportation network.
Strategic objectives relating to iwi are set out in Part 1, 5.1:
“The principles of the Treaty are recognised and provided for in the sustainable management of ancestral lands,
water, air, coastal sites, wāhi tapu and other taonga, and natural and physical resources. The Treaty is articulated
in law through an evolving set of principles. These include:
a.
reciprocity
b.
rangatiratanga
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c.
partnership
d.
shared decision making
e.
active protection
f.
mutual benefit
g.
right of development
h.
redress.
2.
Mana Whenua can exercise Tino Rangatiratanga through participation in resource management processes
and decisions.
The relationship of Mana Whenua with Treaty settlement land is provided for, recognising:
a.
Treaty settlements provide redress for the grievances arising from the breaches of the principles of Te
Tiriti o Waitangi by the Crown
b.
the historical circumstances associated with the loss of land by Mana Whenua and resulting inability to
provide for Mana Whenua wellbeing
c.
the importance of cultural redress lands and interests to Mana Whenua identity, integrity, and
rangatiratanga
d.
the limited extent of commercial redress land available to provide for the economic wellbeing of Mana
Whenua.”
As set out previously, AT is committed to the principals of the Treaty of Waitangi and meeting their relevant
statutory obligations under the Land Transport Management Act and the RMA. Iwi consultation has occurred on
the project since 24 May 2012. Maori Values Assessments have been prepared by Te Akitai Waiohua, Ngati Te
Ata Waiohua, Ngai Tai ki Tamaki and Ngāti Tamaoho. The CVA (attached as Appendix J) considers the issues,
information and recommendations contained in the Māori Values Assessments (“MVAs”) received directly from
Mana Whenua groups, and arising out of consultation with Mana Whenua. The matters raised in the
assessments have been considered and will continue to be considered as the project progresses. Designation
conditions require on-going consultation and liaison with Iwi in relation to a range of matters (for example urban
design, ecological restoration and stormwater) throughout the life of the project.
Part 2, Auckland Wide Objectives and Policies: 1.3 (Use of designations within the road corridor) seek:
1.
Designations in the road corridor are used only where necessary, to protect existing and future infrastructure
and provide for infrastructure development, while minimising restrictions on transport functions, utility
services and other users of the corridor.
Having designations in place for the corridor:
-
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 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 immediate and long term protection for
the land that will be subject to the future corridor.
Proposed designation conditions specify the rights of access to the corridor for network utility operators during
and after construction.
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In accordance with Section 182 of the RMA, AT will look to rationalise the extent of the designation following
completion of the construction phase. Land not required for operation and maintenance will be available for
appropriate redevelopment.
Auckland Plan
The Auckland Plan is a strategy prepared under Section 79 of the Local Government (Auckland Council) Act
2009. The purpose of the plan is to contribute to Auckland’s social, economic, environmental, and cultural wellbeing through a comprehensive and effective long-term (20- to 30-year) strategy for Auckland’s growth and
development. It sets a strategic direction for Auckland and its communities that integrates social, economic,
environmental, and cultural objectives. It also identifies the existing and future location of critical infrastructure
facilities (such as transport, water supply, wastewater and stormwater disposal), other network utilities, open
space, and social infrastructure.
The Redoubt Road – Mill Road corridor is included on Map 13.2 of the Auckland Plan (Auckland’s Priority
Transport Projects (2012 – 2042)) as a priority network improvement. 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 (which includes the Redoubt Road-Mill Road corridor ) “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.”
Auckland Regional Land Transport Strategy (2010-2040)
The ARLTS is a statutory document prepared in accordance with the Land Transport Management Act. The
strategy sets out the direction for managing the region’s transportation system for the next 30 years, and
specifically identifies the actions, policies, priorities and funding needed to achieve the regions transport system.
The main outcomes which the ARLTS seeks to achieve are:
-
improved regional and interregional freight efficiency
-
improved transport system safety
-
improved public transport (PT) accessibility for all
-
reduced exposure to the negative impacts of transport pollution on human health
-
increased walking and cycling
-
reduced greenhouse gas emissions from the transport network
-
improved public transport links to and between identified higher density growth centres
-
improved value for money from transport investment.
Although not a recognised freight corridor, the upgraded corridor will be able to accommodate freight movement.
The corridor upgrade aims to significantly reduce the actual crash risk by reducing the number of loss of control
type crashes through improved road alignment and providing vulnerable users with safer facilities such as
improved footpaths, safer crossing facilities and new cycle lanes.
The Redoubt Road- Mill Road corridor project will improve transport access in the areas of Manukau, Flat Bush,
Takanini, Papakura and Drury in order to support growth (including economic growth) identified in the Auckland
Plan.
The project invests in alternative modes of transport other than reliance on the private motor vehicle (bus priority
measures, cycle lanes and footpaths) and hence reduces reliance on fossil fuels and associated vehicle
emissions. Provision of cycle ways and footpaths will have health benefits.
The project has given careful consideration to achieving the appropriate balance between movement and place
considering capacity and character of both the urban and rural settings through which the alignment passes and
noting in particular the future development that will occur along Murphy’s Road.
The project will improve accessibility to community services and facilities and general connectivity via improved
vehicle access ways and by provision of signalised pedestrian crossings.
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The project will improve urban design and lighting in urban and future urban areas thus increasing opportunities
for passive surveillance and personal security.
Adverse ecological and water quality effects will be mitigated by enhancement plantings, appropriate construction
techniques and construction and operational stormwater runoff treatment.
Policy Assessment Conclusion
Upgrading the Mill Road corridor is considered consistent with the overarching strategic policy framework which
recognises the need to upgrade the corridor in order to accommodate planned growth, provide for alternative
modes of transport, improve traffic safety and improve network efficiency whilst avoiding remedying or mitigating
adverse effects on the environment.
Overall the proposed corridor realignment will enable the community to better provide for their social, economic
and cultural well-being through enabling future growth and providing an improved transport environment. The
project is a sustainable use of resources as it will provide improved public transport, walking and cycling, and
general traffic infrastructure. This will lead to a reduction in the need for car travel by enabling a greater
proportion of trips to be made by public transport, walking and cycling.
The realignment and widening of the corridor will impact upon dwellings within proximity to the proposed corridor
realignment and will give rise to environmental effects. However in the wider context, this project will enable route
protection for an important arterial corridor which supports land use development as proposed in the Auckland
Plan, District Plans and the Proposed Auckland Unitary Plan. The Redoubt Road-Mill Road corridor is also 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 and this must be given effect to.
Environmental effects can be appropriately remedied or mitigated via the Environmental Management Framework
which includes designation conditions which will be implemented via CEMPs and associated DWPs either as part
of the OPW process or via specific conditions.
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Future Resource Consents Required
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Future Resource Consents Required
AT is not yet seeking resource consents from the Auckland Council for works requiring consent due to sections 9,
14 and 15 of the RMA. These consents will be required in the future prior to construction commencing. A
preliminary analysis of the resource consents required is set out below. A detailed examination of what future
resource consents will be required will occur once the necessary site investigations and detailed design is
available.
Table 14.1
Summary of Resource Consents Likely to be Required
Activity
Potential Applicable Rule
Activity Status
100m or More of Roading Within the
Sediment Control Protection Area and
2
Earthworks Greater than 2,500m on
Slopes Greater than 15 Degrees.
Auckland Regional Plan:
Sediment Control – Rule
5.4.3.1
Restricted Discretionary Activity
Earthworks Not Meeting the PAUP
Permitted Activity Criteria
Proposed Auckland Unitary
Plan – Rule 4.2.2
Restricted Discretionary Activity
Establishment of Additional Impervious
2
Area Greater than 10,000m
Auckland Regional Plan: Air,
Land and Water – Rule 5.5.4
Discretionary Activity
Establishment of Additional Impervious
2
Surfaces Exceeding 5,000m
Proposed Auckland Unitary
Plan – Rule 4.14.1.1
Restricted Discretionary Activity
Discharging Stormwater into a Stormwater
Management Area – Flow 1
Proposed Auckland Unitary
Plan – Rule 4.14.2.1
Restricted Discretionary Activity
Stormwater Management – Quality
Proposed Auckland Unitary
Plan – Rule 4.14.3.1
Restricted Discretionary Activity
Discharge of Dust to Air from Earthworks
Associated with the Construction of the
Road
Auckland Regional Plan: Air,
Land and Water – Rule
4.5.49
Permitted Activity (subject to
complying with specific criteria)
Air Discharges Arising from Construction
Works
Proposed Auckland Unitary
Plan – Rule 4.1.1
Restricted Discretionary Activity
Placement within the Bed or Extension of
Existing Structures over the Bed of a
Permanent River or Stream
Auckland Regional Plan: Air,
Land and Water – Rule 7.5.3
Permitted Activity (subject to
complying with specific criteria)
Use, Erection or Placement of New
Structures In, On, Under or Over the Bed
of a Permanent River or Stream and any
Associated Bed Disturbance or Deposition
Auckland Regional Plan: Air,
Land and Water – Rule 7.5.5
Permitted Activity (subject to
complying with specific criteria)
Use, Erection or Placement of New
Structures In, On, Under or Over the Bed
of a Permanent River or Stream and any
Associated Bed Disturbance or Deposition
That Does Not Meet the Permitted Activity
Requirements
Auckland Regional Plan: Air,
Land and Water – Rule 7.5.9
Restricted Discretionary Activity (If
unable to comply with specific
permitted activity criteria)
Works in Watercourses
Proposed Auckland Unitary
Plan – Rule 4.13.2.5
Restricted Discretionary Activity
Sites Undergoing Land Disturbance or
Remediation above Permitted Activity
Levels
Auckland Regional Plan: Air,
Land and Water – Rule
5.5.45
Discretionary Activity
Discharges of Contaminants from Land
Proposed Auckland Unitary
Plan – Rule 4.5.1
Restricted Discretionary Activity
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Resource consent applications will generally be lodged at the same as OPW applications. The reason for applying
for the resource consents separately from and following confirmation of the NoRs is that detailed design has yet to
be undertaken for the corridor. Detailed design will enable a more comprehensive understanding of the
construction methodology and more accuracy around earthworks volumes, the appropriate placement of erosion
and sediment control measures, suitable traffic management and other detailed measures for avoiding, remedying
or mitigating adverse effects.
14.1
The National Environmental Standard for Assessing and Managing
Contaminants in Soil to Protect Human Health (NES)
The NES is an environmental standard (under the Resource Management Act 1991) which came into force on 1
January 2012. The purpose of the standard is to protect human health on pieces of land where there is a potential
that soil is contaminated in such a way as to be a risk to human health. The NES applies to any “piece of land” on
which an activity or industry described in the current edition of the Hazardous Activities and Industries List (HAIL)
is being undertaken, has been undertaken or is more likely than not to have been undertaken. This standard
means that if land is, or has been, used for a hazardous activity and you want to change the use of the land, or
disturb the soil you will need to comply with this standard. Soil disturbance includes any disturbance of soil such
as levelling, trenching, scraping and excavating that occurs on actually or potentially contaminated land.
Preliminary site contamination investigations (refer Appendix M) indicate that construction activities will most likely
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);
Consent under the NES will be sought at the same time as the lodgement of OPW applications. In addition, the
proposed designation conditions require preparation of a contamination DWP and CEMP which will also address
groundwater contamination issues
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Section 15.0
Mitigation Conditions to Apply
to the Designation(s)
15.0
AECOM
15.0
Redoubt Road-Mill Road Corridor Project
Mitigation Conditions to Apply to the Designation(s)
Auckland Transport Designation Conditions – NoR 1, 2 and 3
DEFINITIONS
ABBREVIATIONS
GENERAL CONDITIONS
Condition 1
Condition 2
Condition 3
PRE-CONSTRUCTION CONDITIONS
Condition 4 – Network Utility Operators
Condition 5 – Network Utility Operator Liaison
Condition 6 – Mana Whenua Consultation
CONSTRUCTION CONDITIONS
Condition 7 – Management and Outline Plan Requirements
Condition 8 – Availability of Plan(s)
Condition 9 – Monitoring of Construction Conditions
Communication and Consultation
Condition 10 – Contact Person
Condition 11 – Communication and Consultation Plan
Condition 12 – Concerns and Complaints Management
Condition 13 – “One Network” Consultation
Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs)
Condition 14 – Submission of Final Social Impact Management Plan
Condition 15 – Specification for Development of the Final SIMP
Condition 16 – Implementation, Reporting, Review and Auditing Arrangements
Condition 17 – Requirements for any Amendments to Approved Final SIMP
Condition 18 - Preparation, Compliance and Monitoring
Condition 19 – CEMP Requirements
Condition 20 – CEMP Construction Works Requirements
Condition 21 – Network Utilities
Transport, Access and Parking
Condition 22 – General Transport, Access and Parking DWP
Condition 23 – Monitoring of Transport Network Congestion
Noise and Vibration
Condition 24 – Project Standards – Construction Noise
Condition 25 – Project Standards – Construction Vibration
Condition 26 – Project Standards – Construction Vibration (Amenity)
Condition 27 – Construction Noise and Vibration DWP
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Historic Heritage
Condition 28 – Built Heritage
Condition 29 - -Archaeology
Building Condition Surveys
Condition 30 – Process for Building Condition Surveys
Urban Design and Landscape
Condition 31 – Urban Design and Landscape Principles
Condition 32 – Open Space Restoration Plan
Condition 33 – Mitigation Planting Requirements
Contamination
Condition 34 – Contamination DWP
Air Quality
Condition 35 – Air Quality DWP
Social Impact and Business Disruption
Condition 36 – Property Management Strategy
Condition 37 – Social Impact and Business Disruption DWP
Specific Design Requirements
Condition 38 – Specific Design Requirements
Ecological Restoration and Management
Condition 39 – Ecological Management and Restoration DWP
Condition 40 – Native Vegetation
Condition 41 – Lizard Management Plan
Condition 42 – Bat Management Plan
OPERATIONAL CONDITIONS
Condition 43 – 54 Operational Traffic Noise
ADVICE NOTES
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Proposed conditions to apply to the designations are respectively provided in the following section of this report.
The proposed conditions recognise that, commensurate with the designation process, a conceptual level of
design of the corridor has been undertaken to inform the NoRs. Detailed design of the corridor will need to be
undertaken in the future once funding is available. This information will then be provided via the Outline Plan of
Works process.
Auckland Transport Designation Conditions – NoR 1, 2 and 3
Condition
Number
NoR
Applies
to
Condition
DEFINITIONS
1
2
3
Consult
Consulting
Consultation
The process of providing information about the construction works, and
receiving for consideration, information from stakeholders directly
affected and affected in proximity parties, regarding those effects and
proposals for the management and mitigation of them.
1
2
3
Fully operational
traffic lane
May include a traffic lane that is subject to a reduced speed limit, or one
which may have a temporary reduction in the lane width, due to
construction activity.
1
2
3
Two way access
Access into and out from a site or a road. This access may include
restrictions (e.g. left in, left out) where these are specified within the
relevant conditions.
1
2
3
Best practicable
option
Has the meaning under the Resource Management Act 1991; as
follows:
Best practicable option, in relation to a discharge of a contaminant or
an emission of noise, means the best method for preventing or
minimising the adverse effects on the environment having regard,
among other things, to—



(a) the nature of the discharge or emission and the sensitivity of the
receiving environment to adverse effects; and
(b) the financial implications, and the effects on the environment, of
that option when compared with other options; and
(c) the current state of technical knowledge and the likelihood that
the option can be successfully applied
1
2
3
Highly Sensitive
Air Pollution Land
Use
This includes a location where people and surroundings may be
particularly sensitive to the effects of air pollution. These include
residential houses, hospitals, schools, early childhood centres, childcare
facilities, rest homes, residential properties, premises primarily used as
temporary accommodation (such as hotels, motels and camping
grounds), open space used for recreation, the conservation estate,
marae and other similar cultural facilities.
1
2
3
Historic Heritage
This includes heritage buildings, sites and places identified in the New
Zealand Heritage List or in the Auckland Council District Plan (Manukau
or Papakura Sections), or in the Proposed Auckland Unitary Plan (for
heritage rules currently with legal effect) or as specifically identified in
conditions.
1
2
3
Mana Whenua
Mana whenua for the purpose of this designation are considered to be
the following (in no particular order), who at the time of Notice of
Requirement expressed a desire to be involved in the Redoubt Road Mill Road Corridor Project:
-
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Te Akitai Waiohua
Ngāti Tamaoho
Ngai Tai ki Tamaki
Ngāti Te Ata
Ngāti Paoa
AECOM
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Number
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NoR
Applies
to
193
Condition
1
2
3
Material change
Material change will include amendment to any base information
informing the CEMP or other Plans (including Delivery Work Plans and
other Management Plans) or any process, procedure or method of the
CEMP or other Plan which has the potential to materially increase
adverse effects on a particular receiver. For clarity, changes to
personnel and contact schedules do not constitute a material change.
1
2
3
Delivery Work
Plans
Delivery Work Plans will 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;
h) Contamination.
ABBREVIATIONS
CEMP
Construction Environmental Management Plan
DWP
Delivery Work Plan
NoR
Notice of Requirement
SIMP
Social Impact Management Plan
GENERAL CONDITIONS
1
1
2
3
Except as modified by the conditions below and subject to final detailed design, the Redoubt
Road - Mill Road Corridor Project shall be undertaken in general accordance with the
information provided by the Requiring Authority in the Notice of Requirement dated xxxx
2014 and supporting documents being:
a)
b)
c)
d)
Assessment of Environmental Effects report (contained in Volume 2 of the Notice of
Requirement suite of documents, dated October 2014);
Supporting environmental assessment reports (contained in Volume 2 of the Notice of
Requirement suite of documents);
The Preliminary Design Report (contained in Volume 2 of the Notice of Requirement
suite of documents, dated September 2014);
Plan sets:
i)
ii)
2
3
Land requirement plans (contained in Volume 1 of the Notice of Requirement suite
of documents, dated October 2014);
Plans contained in Volume 3 of the Notice of Requirement suite of documents,
dated October 2014).
1
In accordance with section 184(1) of the Resource Management Act 1991 (the RMA), this
designation (NoR 1) shall lapse if not given effect to within 10 years from the date on which it
is confirmed.
2
3
In accordance with section 184(1) of the RMA, these designations (NoRs 2 and 3) shall lapse
if not given effect to within 15 years from the date on which they are confirmed.
1
2
3
3.1 As soon as reasonably practicable, and no later than 12 months from the date the
relevant section of the Redoubt Road - Mill Road Corridor Project becoming
operational, the Requiring Authority shall:
a)
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Identify any areas of the Mill Road Corridor designation that are no longer
necessary for the on-going maintenance of the Redoubt Road - Mill Road Corridor
Project or for on-going mitigation measures; and
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194
Condition
b)
Give notice to the Auckland Council in accordance with Section 182 of the RMA
for the removal of those parts of the designation identified in (a) above.
PRE-CONSTRUCTION CONDITIONS
4
1
2
3
Network Utility Operators
4.1 Under s 176(1)(b) of the Resource Management Act 1991 (RMA) no person may do
anything in relation to the designated land that would prevent or hinder the Redoubt
Road - Mill Road Corridor Project, without the prior written consent of the Requiring
Authority.
4.2 In the period before construction begins on the Redoubt Road - Mill Road Corridor
Project (or a section thereof), the following activities undertaken by Network Utility
Operators will not prevent or hinder the Redoubt Road - Mill Road Corridor Project , and
can be undertaken without seeking the Requiring Authority’s written approval under
section 176(1)(b) of the RMA:
a)
b)
c)
d)
Maintenance and urgent repair works of existing Network Utilities;
Minor renewal works to existing Network Utilities necessary for the on-going
provision or security of supply of Network Utility Operations;
Minor works such as new property service connections;
Upgrades to existing Network Utilities within the same or similar location with the
same or similar effects on the Redoubt Road - Mill Road Corridor Project
designation.
4.3 For the avoidance of doubt, in this condition an “existing Network Utility” includes
infrastructure operated by a Network Utility Operator which was:
a)
a)
5
1
2
3
Network Utility Operator Liaison
5.1 The Requiring Authority and its contractor shall:
a)
b)
c)
6
1
2
3
In place at the time the notice of requirement for the Redoubt Road - Mill Road
Corridor Project was served on Auckland Council (xxxxx); or
Undertaken in accordance with this condition or the section 176(1) (b) RMA
process.
Work collaboratively with Network Utility Operators during the development of the
further design for the Redoubt Road - Mill Road Corridor Project to provide for the
ongoing operation and access to network Utility operations;
Undertake communication and consultation with Network Utility Operators as soon
as reasonably practicable, and at least once prior to construction timing being
confirmed and construction methodology, and duration being known; and
Work collaboratively with Network Utility Operators during the preparation and
implementation of the CEMP (Condition 18) and DWPs in relation to management
of adverse effects on Network Utility Operations.
Mana Whenua Consultation
6.1 Within three months of the confirmation of the designations the Requiring Authority
shall provide a process for on-going consultation and input of mana whenua into the
design and construction of the Redoubt Road - Mill Road Corridor Project.
6.2
The frequency of meetings shall be agreed between the Requiring Authority and mana
whenua.
6.3
The role of mana whenua as part of the on-going consultation includes (but is not
limited to) the following:
a)
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Input into the preparation of the Urban Design and Landscape DWP, Ecological
Management and Restoration DWP, Social Impact and Business Disruption DWP
and Construction Environmental Management Plan (CEMP) required by these
conditions;
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Number
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195
Condition
b)
c)
d)
e)
f)
g)
h)
6.4
Recommending a Māori name for the new road associated with the project;
Input into the urban design and landscape design associated with the project,
including to incorporate pou or artistic features where the project crosses
waterways;
Involvement of mana whenua in removal and or replanting of any native tree
species, or any on-going maintenance that may be required, and provision for use
of any removed native vegetation for customary purposes;
Working collaboratively with the Requiring Authority around archaeological
matters;
Undertaking kaitiakitanga responsibilities associated with the Mill Road Corridor
Project, including ceremonial, monitoring/surveying of native flora and fauna, pest
and weed control, assisting with discovery procedures, and providing mātauranga
Māori input in the relevant stages of the Project;
Input into any matters requiring consultation with mana whenua under these NOR
conditions; and
Any other matters agreed between the Requiring Authority and mana whenua, for
example, matters arising from the views, aspirations or recommendations set out
in the MVAs and CVA.
Mana whenua may provide written reports to the Requiring Authority in relation to any
of the matters in 6.3. The Requiring Authority must consider these reports and identify
how any suggestions have been incorporated in the Redoubt Road - Mill Road Corridor
Project in respect of the matters in 6.3.
CONSTRUCTION CONDITIONS
7
1
2
3
Management Plan and Outline Plan Requirements
7.1 The Requiring Authority shall submit an Outline Plan to the Auckland Council for the
construction of the Redoubt Road - Mill Road Corridor Project in accordance with
section 176A of the RMA. The Outline Plan shall include:
a)
b)
c)
d)
The Communication and Consultation Plan (Condition 11);
The Construction Environmental Management Plan (CEMP);
Delivery Work Plans (DWPs);
Any other information required by the conditions of this designation associated
with the construction of the Redoubt Road - Mill Road Corridor Project.
7.2 The Requiring Authority may choose to give effect to the designation conditions
associated with the construction of the Redoubt Road - Mill Road Corridor Project :
a)
b)
Either at the same time or in parts;
By submitting one or more:
i)
Outline Plan of Works
ii)
Communication and Consultation Plans;
iii) CEMPs; and
iv) DWPs.
7.3 These plans should clearly show how the part given effect to integrates with adjacent
Mill Road corridor construction works and interrelated activities.
7.4 Early engagement will be undertaken with Auckland Council in relation to preparation
and submission of the Outline Plan(s) CEMPs and DWPs to establish a programme to
ensure achievable timeframes for both parties.
7.5 All works shall be carried out in accordance with the Outline Plan(s), CEMPs and DWPs
required by this condition.
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AECOM
Condition
Number
8
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
1
2
3
196
Condition
Availability of Plan(s)
8.1 For the duration of construction the following plans, and any material changes to these
plans, shall be made available for public viewing on the Project web site:
a)
b)
c)
CEMP;
DWPs ; and
Communication and Consultation Plan.
8.2 A copy of these Plans will also be held and made available for viewing at each
construction site.
9
1
2
3
Monitoring of Construction Conditions
9.1 The Requiring Authority, its contractor team, and the Auckland Council Consent
Monitoring officer(s) shall establish and implement a collaborative working process for
dealing with day to day construction processes, including monitoring compliance with
the designation conditions and with the CEMP and DWPs and any material changes to
these plans associated with construction of the Redoubt Road - Mill Road Corridor
Project.
a)
b)
c)
This collaborative working process shall operate for the duration of the
construction works and for 6 months following completion of construction works
where monitoring of designation conditions is still required, unless a different
timeframe is mutually agreed between the Requiring Authority and the Auckland
Council;
Have a “key contact” person representing the Requiring Authority and a “key
contact” person representing the contractor team to work with the Auckland
Council Consent Monitoring officer(s);
The “key contacts” shall be identified in the CEMP and shall meet at least monthly
unless a different timeframe is agreed with the Auckland Council Consent
Monitoring Officer(s). The purpose of the meeting is to report on compliance with
the designation conditions and with the CEMP, DWPs and material changes to
these plans and on any matters of non-compliance and how they have been
addressed.
9.3 The purpose and function of the collaborative working process is to:
a)
Assist as necessary the Auckland Council Consent Monitoring officer(s) to confirm
that:
i)
The works authorised under these designations are being carried out in
compliance with the designation conditions, the CEMP and DWPs and any
material changes to these plans;
ii)
The Requiring Authority and its contractor are undertaking all monitoring and
the recording of monitoring results in compliance with the requirements of the
CEMP and DWPs and any material changes to these plans;
b)
Subsequent to a confirmed Outline Plan, provide a mechanism through which any
changes to the design, CEMP or DWPs, which are not material changes triggering
the requirement for a new Outline Plan, can be required, provide input into and
confirmed;
Advise where changes to construction works following a confirmed Outline Plan
require a new CEMP or DWP
Review and identify any concerns or complaints received from, or related to, the
construction works monthly (unless a different timeframe is mutually agreed with
the Auckland Council Consent Monitoring officer) and adequacy of the measures
adopted to respond to these.
c)
d)
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197
Condition
Communication and Consultation
10
1
2
3
Contact Person
10.1 The Requiring Authority shall make a contact person available during standard working
hours for the duration of construction for public enquiries on the construction works.
11
1
2
3
Communication and Consultation Plan
11.1 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.
11.2 The Requiring Authority shall prepare a Communication and Consultation Plan which
shall be implemented and complied with for the duration of the construction of the
Redoubt Road - Mill Road Corridor Project.
11.3 The Communication and Consultation Plan shall set out how the Requiring Authority
will:
a)
b)
c)
d)
Inform the community of construction progress and future construction activities
and constraints that could affect them;
Provide early information on key Project milestones;
Obtain and specify a reasonable timeframe (being not less than 10 working days),
for feedback and inputs from directly affected and affected in proximity parties
regarding the development (as part of the review process provided by Condition
20) and implementation of the CEMP or DWPs; and
Respond to queries and complaints including but not limited to:
i)
Who is responsible for responding;
ii)
How responses will be provided;
iii) The timeframes that responses will be provided within.
11.4 The Communication and Consultation Plan shall as a minimum include:
a)
b)
c)
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A communications framework that details the Requiring Authority’s communication
strategies, the frequency of communications and consultation, the range of
communication and consultation tools to be used (including any modern and
relevant communication methods, newsletters or similar, advertising etc.), and any
other relevant communication matters;
The Communication and Consultation Manager for the Project including their
contact details (phone, email and postal address);
The methods for identifying, communicating and consulting with persons affected
by the project including but not limited to:
i)
All property owners and occupiers within the designation footprint
ii)
Network Utility Operators, including the process:

To be implemented to capture and trigger where communication and
consultation is required in relation to any material changes affecting the
Network Utilities;

For the Requiring Authority to give approval (where appropriate) to
Network Utility Operators as required by section 176(1)(b) of the RMA
during the construction period;

For obtaining any supplementary authorisations (including but not
limited to resource consents (including those required under a National
Environmental Standard) and easements);

For inspection and final approval of works by Network Utility Operators;
and

For implementing conditions 5, 19, 20, and 21 of this designation in so
far as they affect Network Utility Operations.
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
Condition
d)
e)
f)
g)
h)
12
1
2
3
198
How stakeholders and persons affected by the project will be notified 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 in advance to surrounding communities which must
be notified at least 24 hours in advance where construction activities are predicted
to:
i)
Exceed the noise limits (refer Condition 24); or
ii)
Exceed a vibration limit (refer Conditions 25 and 26); or
Methods for communicating in advance proposed hours of construction activities
outside of normal working hours and on weekends and public holidays, to
surrounding communities, and methods to record and deal with concerns raised
about such hours;
Methods for communicating and consulting with mana whenua for the duration of
construction and implementation of mana whenua principles for the project (refer
to Conditions 6 and 33);
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.
Concerns and Complaints Management
12.1 Upon receiving a concern or complaint during construction, the Requiring Authority shall
instigate the following process to address concerns or complaints received about
adverse effects. This shall:
a)
b)
c)
Identify the nature of the concern or complaint, and the location, date and time of
the alleged event(s);
Acknowledge receipt of the concern or complaint within 24 hours of receipt;
Respond to the concern or complaint in accordance with the relevant management
plan , which may include monitoring of the activity by a suitably qualified expert
and implementation of mitigation measures;
12.2 A record of all concerns and / or complaints received shall be kept by the Requiring
Authority. This record shall include:
a)
b)
c)
d)
e)
The name and address of the person(s) who raised the concern or complaint
(unless they elect not to provide this) and details of the concern or complaint;
Where practicable, weather conditions at the time of the concern or complaint,
including wind direction and cloud cover if the complaint relates to noise or air
quality;
Known Redoubt Road - Mill Road Corridor Project construction activities at the
time and in the vicinity of the concern or complaint;
Any other activities in the area unrelated to the Redoubt Road - Mill Road Corridor
Project construction that may have contributed to the concern or complaint such
as non-Redoubt Road - Mill Road Corridor Project construction, fires, traffic
accidents or unusually dusty conditions generally;
Remedial actions undertaken (if any) and the outcome of these, including
monitoring of the activity.
12.3 This record shall be maintained on site, be available for inspection upon request, and
shall be provided every two months (or as otherwise agreed) to the Auckland Council
Consent Monitoring officer, and to the “key contacts” (see Condition 9).
12.4 Where a complaint remains unresolved or a dispute arises, the Auckland Council
Compliance Monitoring Officer will be provided with all records of the complaint and
how it has been dealt with and addressed and whether the Requiring Authority
considers that any other steps to resolve the complaint are required. Upon receiving
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Number
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199
Condition
records of the complaint the Auckland Council Compliance Monitoring Officer must
determine whether a review of the CEMP and/or DWPs is required under Condition 20
to address this complaint. The Auckland Council Compliance Monitoring Officer shall
advise the Requiring Authority of its recommendation within 10 working days of
receiving the records of complaint.
13
1
2
3
“One Network” Consultation
13.1 The Requiring Authority and its contractor shall work collaboratively with the New
Zealand Transport Agency (NZTA) during the preparation of the Traffic, Access and
Parking DWP (Condition 22) in relation to confirming the management of adverse
transport effects on the road network. A record of this consultation and outcomes shall
be included in the Traffic, Access and Parking DWP. The Requiring Authority shall
consult with the NZTA throughout the duration of construction on any changes or
updates to the Traffic, Access and Parking DWP which relate to the management of the
road network.
Social Impact Management Plan
14
1
2
3
Submission of Final Social Impact Management Plan (SIMP)
14.1 The Requiring Authority shall submit a SIMP that forms part of the Social Impact and
Business Disruption DWP. The objective of the SIMP is to set out the Requiring
Authorities’ commitments to mitigate and manage adverse social impacts and to
enhance identified benefits to communities and other stakeholders during construction
and operation of the Project.
The Requiring Authority must:
a)
b)
Within six months of the project starting construction, submit a final SIMP
consistent with the requirements below for the information of Auckland Council.
In addition to action plans containing social mitigation and management strategies
required under the Social Impact and Business Disruption Delivery Work Plan
Condition 37, the SIMP must include:
i)
ii)
A review of the social environment at the time of construction start;
Confirmation of potential social impacts as they exist at the time of
construction and how these have changed since the Social Impact
Assessment as lodged in the environmental assessment reports referred to
in condition 1. .
iii) A programme to monitor the effectiveness of impact mitigation and
management strategies during the construction and implementation of the
project;
iv) A stakeholder engagement strategy that includes action plans and
mechanisms to ensure engagement processes are integrated; and
v)
Document the key stakeholders and their interest in the project; and actions,
outcomes, and mechanisms to support a regular review of the effectiveness of the SIMP.
15
1
2
3
Specification for Development of the Final SIMP
15.1 When developing the final SIMP the Requiring Authority must:
a)
b)
c)
undertake engagement to provide opportunities for input from key stakeholders;
take into consideration the increased demands and cumulative effects placed on
stakeholders and communities to participate in consultative processes in the
project area;
(c) document engagement undertaken and the views and concerns expressed by this
engagement; and
d) d)
Submit the final
SIMP to Auckland Council for comment in accordance with section 176A of the
Resource Management Act 1991.
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AECOM
Condition
Number
16
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
1
2
3
Condition
Implementation, Reporting, Review and auditing arrangements
16.1 Implement the approved final SIMP in conjunction with the Social Impact and Business
Disruption DWP.
16.2 With respect to the final SIMP:
a)
b)
17
1
2
3
200
submit an annual progress report within 1 year of project construction
commencing and every year following until construction is complete; and
undertake a review of social outcomes at the completion of the construction stage
of the project and three years after the commencement of the operational stage.
Requirements for any amendments to SIMP
17.1 The Requiring Authority must revise the final SIMP after completion of the construction
stage of the project or advise Auckland Council that amendments and updates to the
final SIMP are required under the following circumstances:
a) strategies and actions no longer meet the desired outcomes of the SIMP, or
actions are required to improve their effectiveness;
b) significant changes to Requiring Authority operations, or significant
national/international changes to standard management approaches and
frameworks mean the desired outcomes of the SIMP could be better achieved
with alternative strategies;
c) Identify a process to facilitate any amendments identified by the Requiring
Authority . If required the Communication and Consultation Plan should be
updated to describe how stakeholders will be engaged in any change process at
the time.
Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs)
18
1
2
3
Preparation, Compliance and Monitoring
18.1 The objective of the CEMP and DWPs is to so far as is reasonably practicable, avoid,
remedy or mitigate any adverse effects associated with the Redoubt Road - Mill Road
Corridor Project.
18.2 All works must be carried out in accordance with the CEMP, the DWPs required by
these conditions and in accordance with any changes to plans made under Condition
20.
18.3 The CEMP and DWPs shall be prepared, complied with and monitored by the Requiring
Authority throughout the duration of construction of the Redoubt Road - Mill Road
Corridor Project.
18.4 The DWPs shall give effect to the specific requirements and objectives set out in these
designation conditions.
18.5 The CEMP shall include measures to give effect to any specific requirements and
objectives set out in these designation conditions that are not addressed by the DWPs.
18.6 Where mitigation measures are required to be implemented by the Requiring Authority
in relation to the construction of the Redoubt Road - Mill Road Corridor Project, it shall
meet reasonable and direct costs of implementing such mitigation measures.
19
1
2
3
CEMP Requirements
19.1 In order to give effect to the objective in Condition 18.1, the CEMP shall provide the
following details:
a)
b)
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Notice boards that clearly identify the Requiring Authority and the Project name,
together with the name, telephone number and email address of the Site or Project
Manager and the Communication and Consultation Manager;
The site or Project Manager and the Communication and Consultation Manager
(who will implement and monitor the Communication and Consultation Plan),
including their contact details (phone, email and physical address);
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
Condition
c)
d)
e)
f)
g)
h)
i)
j)
k)
20
1
2
3
201
The Document management system for administering the CEMP, including review
and Requiring Authority / Constructor / Auckland Council requirements;
Training requirements for employees, sub-contractors and visitors on construction
procedures, environment management and monitoring;
Where a complaint is received, the complaint must be recorded and responded to
as provided for in Conditions 9, 12 and 20
Environmental incident and emergency management procedures;
Environmental complaint's management procedures ;
An outline of the construction programme of the work, including construction hours
of operation, indicating linkages to the DWPs which address the management of
adverse effects during construction;
Specific details on demolition to be undertaken during the construction period;
Means of ensuring the safety of the general public; and
Methods to assess and monitor potential cumulative adverse effects.
CEMP Construction Works Requirements
20.1 In order to give effect to the objective in Condition 18.1, the CEMP shall include the
following details and requirements 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)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
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Where access points are to be located and procedures for managing construction
vehicle ingress and egress to construction support and storage areas;
Methods for managing the control of silt and sediment within the construction area;
Methods for earthworks management for earthworks adjacent to buildings and
structures;
Measures to adopt to keep the construction area in a tidy condition in terms of
disposal / storage of rubbish and storage unloading of construction materials
(including equipment). All storage of materials and equipment associated with the
construction works shall take place within the boundaries of the designation;
Measures to ensure all temporary boundary / security fences associated with the
construction of the Redoubt Road - Mill Road Corridor Project are maintained in
good order with any graffiti removed as soon as possible;
The location and specification of any temporary acoustic fences and visual
barriers, and where practicable, opportunities for mana whenua (see Condition 6)
and community art or other decorative measures along with viewing screens to be
incorporated into these without compromising the purpose for which these are
erected;
How the construction areas are to be fenced and kept secure from the public and,
where practicable and without compromising their purpose how opportunities for
public viewing, including provision of viewing screens and display of information
about the project and opportunities for mana whenua and community art or other
decorative measures can be incorporated to enhance public amenity and
connection to the project;
The location of any temporary buildings (including workers offices and portaloos)
and vehicle parking (Methods to control the intensity, location and direction of
artificial construction lighting to avoid light spill and glare onto sites adjacent
construction areas;
Methods to ensure the prevention and mitigation of adverse effects associated
with the storage, use, disposal, or transportation of hazardous substances;
That site offices and less noisy construction activities be located at the edge of the
construction yards where practicable; and
Methods for management of vacant areas once construction is completed in
accordance with the Urban Design and Landscape DWP.
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
202
Condition
20.2 The CEMP and DWPs shall be reviewed as a result of a material change to the
Redoubt Road - Mill Road Corridor Project or to address unforeseen adverse effects
arising from construction or unresolved complaints. Such a review may be initiated by
either Auckland Council or the Requiring Authority. The review shall take into
consideration:
a)
b)
c)
d)
e)
f)
g)
h)
Compliance with designation conditions, the CEMP, DWPs and material changes
to these plans;
Any changes to construction methods;
Key changes to roles and responsibilities within the Redoubt Road - Mill Road
Corridor Project ;
Changes in industry best practice standards;
Changes in legal or other requirements;
Results of monitoring and reporting procedures associated with the management
of adverse effects during construction;
Any comments or recommendations received from Auckland Council regarding the
CEMP and DWPs; and
Any unresolved complaints and any response to the complaints and remedial
action taken to address the complaint as required under Condition 12.
20.3 A summary of the review process shall be kept by the Requiring Authority, provided
annually to the Auckland Council, and made available to the Auckland Council upon
request.
21
1
2
3
Network Utilities
21.1 The purpose of this section of the CEMP shall be to ensure that the construction of the
Mill Road corridor adequately takes account of, and include measures to address the
safety, integrity, protection or, where necessary, relocation of existing network utilities
that traverse, or are in close proximity to, the designation during the construction of the
Redoubt Road - Mill Road Corridor Project.
21.2 For the avoidance of doubt and for the purposes of this condition an “existing Network
Utility” includes infrastructure operated by a Network Utility Operator which was:
a) In place at the time the notice of requirement for the Redoubt Road - Mill Road
Corridor Project was served on Auckland Council (xxxx); or
b) Undertaken in accordance with condition 4 of this designation or the section
176(1)(b) RMA process.
21.3 To manage the adverse effects on Network Utilities Operations during the construction
of the Redoubt Road - Mill Road Corridor Project, the CEMP shall be prepared in
consultation with Network Utility Operators who have existing Network Utilities that
traverse, or are in close proximity to, the designation and shall be adhered to and
implemented during the construction of the Redoubt Road - Mill Road Corridor Project.
The CEMP shall include as a minimum:
a)
b)
c)
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Cross references to the Communication and Consultation Plan for the methods
that will be used to liaise with all Network Utility Operators who have existing
network utilities that traverse, or are in close proximity to, the designation;
Measures to be used to accurately identify the location of existing Network
Utilities, and the measures for the protection, support, relocation and/or
reinstatement of existing Network Utilities;
Methods to be used to ensure that all construction personnel, including
contractors, are aware of the presence and location of the various existing
Network Utilities (and their priority designations) which traverse, or are in close
proximity to, the designation, and the restrictions in place in relation to those
existing Network Utilities. This shall include:
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
203
Condition
i)
ii)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
Measures to provide for the safe operation of plant and equipment, and the
safety of workers, in proximity to existing Network Utilities;
Plans identifying the locations of the existing Network Utilities (and their
designations) and appropriate physical indicators on the ground showing
specific surveyed locations;
Measures to be used to ensure the continued operation of Network Utility
Operations and the security of supply of the services by Network Utility Operators
at all times;
Measures to be used to enable Network Utility Operators to access existing
Network Utilities for maintenance at all reasonable times on an ongoing basis
during construction, and to access existing Network Utilities for emergency and
urgent repair works at all times during the construction of the Redoubt Road - Mill
Road Corridor Project ;
Contingency management plans for reasonably foreseeable circumstances in
respect of the relocation and rebuild of existing Network Utilities during the
construction of the Redoubt Road - Mill Road Corridor Project ;
A risk analysis for the relocation and rebuild of existing Network Utilities during the
construction of the Redoubt Road - Mill Road Corridor Project ;
Earthworks management (including depth and extent of earthworks and temporary
and permanent stabilisation measures), for earthworks in close proximity to
existing Network Utilities;
Vibration management and monitoring for works in close proximity to existing
Network Utilities;
Emergency management procedures in the event of any emergency involving
existing Network Utilities;
The process for providing as-built drawings showing the relationship of the
relocated Network Utilities to the Redoubt Road - Mill Road Corridor Project to
Network Utility Operators and the timing for providing these drawings;
A summary of the consultation (including any methods or measures in dispute and
the Requiring Authorities response to them) undertaken between the Requiring
Authority and any Network Utility Operators during the preparation of the CEMP.
Measures to appropriately manage the effects of dust, and any other material
potentially resulting from construction activities, that may cause material damage,
beyond normal wear and tear, to National Grid transmission lines or support
structures;
Measures to ensure that construction activities do not result in ground instability
that would likely damage or undermine the structural integrity of any National Grid
support structures;
Measures to ensure that all land use activities, including - any temporary
buildings/structures, earthworks (filling and excavations), fencing, operation of
mobile plant and/or persons working near National Grid assets, comply with the
New Zealand Electrical Code of Practice for Electrical Safe Distances (NZECP
34:2001) or any subsequent revision of the code.
21.5 If the Requiring Authority and a Network Utility Operator cannot agree on the methods
proposed under the CEMP to manage the construction effects on the Operator’s
network utility operation, unless otherwise agreed, each party will appoint a suitably
qualified and independent expert, who shall jointly appoint a third such expert to advise
the parties and make a recommendation. That recommendation will be provided by the
Requiring Authority as part of the CEMP along with reasons if the recommendation is
not accepted.
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AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
204
Condition
Transport, Access and Parking
22
1
2
3
General Transport, Access and Parking
22.1 A Transport, Access and Parking DWP shall be prepared to manage the adverse
effects of construction of the Redoubt Road - Mill Road Corridor Project, or any part of
it, on the transport network.
22.2 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. This is to be achieved by:
a)
b)
c)
Managing the road transport network for the duration of construction by adopting
the best practicable option to manage congestion;
Maintaining pedestrian access to private property at all times; and
Providing on-going vehicle access to private property to the greatest extent
possible.
22.3 To achieve the above objective, the following shall be included in the Transport, Access
and Parking DWP:
a)
b)
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,
and to the greatest extent possible, avoid adverse effects on residential zoned
land and education facilities;
Transport route options for the movement of construction vehicles carrying spoil,
bulk construction materials or machinery shall be identified and details provided as
to why these routes are considered appropriate routes. In determining appropriate
routes, construction vehicles carrying spoil, bulk construction materials or
machinery shall as far as practicably possible only use roads that:
i)
Form part of the regional arterial network;
ii)
Are overweight / over dimensioned routes.
c)
Where other routes are necessary (other than those roads identified in b above),
the Transport, Access and Parking DWP shall identify any residential zoned land
and education facilities and shall provide details on how adverse effects from
these vehicle movements are to be mitigated through such measures as:
i)
Communication and consultation (in accordance with Condition 11 of this
designation) with these properties in advance of the vehicle movements
occurring;
ii)
Restricting vehicle movements on Monday to Friday to between 9.30am and
3.30pm, and on Saturday to between 9am and 2pm.
d)
Proposed temporary road lane reductions and / or closures, alternative routes and
temporary detours, including how these have been selected and will be managed
to mitigate congestion as far as practicably possible and how advance notice will
be provided;
e)
How disruption to the use of private property will be mitigated through:
i)
Ensuring pedestrian and cycle access to private property is retained at all
times;
ii)
Providing vehicle access to private property as far 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; and
iii) How the loss of any private car parking will be mitigated through alternative
car parking arrangements.
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AECOM
Condition
Number
23
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
1
2
3
205
Condition
f)
Where an affected party unexpectedly finds their vehicle blocked in as a result of a
temporary closure, the Requiring Authority shall (within reasonable limits) offer
alternative transport such as a taxi, rental car, or other alternative.
Note: For the purposes of this designation Conditions “temporary closure” is
defined as the following:
i)
In place for less than six hours, the Requiring Authority shall communicate
and consult on the closure at least 24 hours in advance, but is not required to
offer or provide alternative parking arrangements, though it may choose to
offer this on a case by case basis in consultation with the affected party; and
ii)
In place for between six and 72 hours, the Requiring Authority shall
communicate and consult on the closure at least 72 hours in advance, and
will offer and provide where agreed with the affected party alternative parking
arrangements. The alternative parking arrangement should be as close to
the site affected as is reasonably practicable.
g)
How disruption to use of the road network will be mitigated for emergency
services, public transport, bus users, taxi operators, freight and other related
vehicles, pedestrians and cyclists through:
i)
Prioritising, as far as practicably possible, pedestrian and public transport at
intersections where construction works are occurring;
ii)
Relocating bus stops to locations which, as far as practicably possible,
minimise disruption; and
iii) Identifying alternate heavy haul routes where these are affected by
construction works.
h)
Cross references to the specific sections in the Communication and Consultation
Plan that detail how emergency services, landowners, occupiers, public transport
users, bus and taxi operators, and the general public are to be consulted with in
relation to the management of the adverse effects on the transport network.
Monitoring of Transport Network Congestion
23.1 To achieve the objective of Condition 22.2(a), the Requiring Authority will undertake
monitoring of the transport network through traffic surveys and implement additional
mitigation measures as required to manage congestion to achieve the best practicable
option.
23.2 The purpose of the traffic survey is to monitor congestion on the transport network by
measuring average delays for traffic travelling along specified routes. The surveyed
times are to be measured as:
a)
b)
The average times over the two hour morning or evening peak period; and
Inter-peak.
23.3 The Requiring Authority shall carry out a traffic survey exercise within six months of the
start of construction and once every six months (or following any significant change in
the road layout) for the duration that construction of the Redoubt Road -Mill Road
Corridor Project is occurring.
23.4 Surveys shall be carried out over a two week period, and generally on one “neutral”
working day (i.e. Tuesday, Wednesday or Thursday) along each route specified in the
Transport, Access and Parking DWP. If a congestion incident occurs (such as an
accident) during the survey period the surveys shall be retaken as they will be
considered unrepresentative.
23.5 Undertaking traffic surveys six months prior to construction of the Mill Road corridor will
establish a baseline of existing transport congestion.
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AECOM
Condition
Number
206
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
Condition
Noise and Vibration
Project Standards – Construction Noise
24.1 Construction Noise shall, as far as is practicable, comply with NZS 6803:1999
Acoustics-Construction Noise
24
24.2 Sound levels shall be measured and assessed in accordance with the provisions of
NZS 6803:1999 Acoustics – Construction Noise.
25
1
2
3
Project Standards – Construction Vibration
25.1
Construction vibration shall comply with the following Project Standards for building
damage
Type of
Structure
Short-term (transient) vibration
1
PPV at the foundation at a
frequency of
1-10Hz 10-50
50-100 Hz
(mm/s) Hz
(mm/s)
(mm/s)
20
20 – 40
40 – 50
PPV at
horizontal
plane of
highest floor
(mm/s)
40
Long-term
(continuous)
vibration
PPV at
horizontal plane
of highest floor
(mm/s)
Commercial/
10
Industrial
Residential/
5
5 – 15
15 – 20
15
5
School
Historic or
3
3–8
8 – 10
8
2.5
sensitive
structures
Note:
1.
Standard DIN 4150-3:1999 defines short-term (transient) vibration as “vibration
which does not occur often enough to cause structural fatigue and which does
not produce resonance in the structure being evaluated”. Long-term (continuous)
vibration is defined as all other vibration types not covered by the short-term
vibration definition.
25.2 Construction vibration shall be measured in accordance with German Standard
DIN 4150-3:1999.
26
1
2
3
Project Standards - Construction Vibration (Amenity)
26.1 Between the hours of 10pm and 7am vibration generated by construction activities shall
not exceed:
a)
b)
a Peak Particle Velocity (PPV) of 0.3mm/s when measured at any part of the floor
of any bedroom;
a noise level of 35 dB LAeq(15min) when measured in any bedroom.
26.2 Between the hours of 7am and 10pm vibration generated by construction activities shall
not exceed:
a)
b)
A Peak Particle Velocity (PPV) of 1mm/s as measured on the floor of the receiving
room for residentially occupied habitable rooms, bedrooms in temporary
accommodation and medical facilities; and
A Peak Particle Velocity (PPV) of 2mm/s as measured on the floor of the receiving
room for retail and office spaces (including work areas and meeting rooms);
26.3 The limits in 26.1 and 26.2 shall only be investigated and applied upon the receipt of a
complaint from any building occupant. They shall not be applied where there is no
concern from the occupant of the building.
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AECOM
Condition
Number
27
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
1
2
3
207
Condition
Construction Noise and Vibration DWP
For the avoidance of doubt, this condition is applicable to the management of construction
noise and vibration on all receivers, including sensitive receivers.
27.1 A Construction Noise and Vibration DWP shall be prepared. 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.
27.2 The Construction Noise and Vibration DWP shall:
a)
b)
c)
Adopt the noise and vibration standards for construction set out in Conditions 24,
25 and 26 of these designation;
Identify the best practicable option to avoid, remedy or mitigate adverse effects on
a receiver resulting from construction noise or vibration that does not comply with
the project standards set out in conditions 24,25 and 26
Identify methods to achieve best practicable option for mitigating adverse effects in
accordance with section 17 of the RMA.
27.3 To achieve this objective, the Construction Noise and Vibration DWP shall include:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
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The roles and responsibilities of the noise and vibration personnel in the contractor
team with regard to managing and monitoring adverse noise and vibration effects;
That piling and road cutting will be restricted to between the hours of 7am to 7pm,
Monday to Saturday;
Construction machinery and equipment to be used and their operating noise and
vibration levels;
Identification of construction activities that are likely to create adverse noise and
vibration effects, the location of these in the construction site areas, and the
distance to comply with the Project Criteria in Conditions 24, 25 and 26;
The timing of construction activities that are likely to create an adverse noise and
vibration effect;
The proximity of neighbouring noise and vibration sensitive areas;
Process of community liaison.
Specific training procedures for construction personnel including:
i)
Information about noise and vibration sources within the construction area
and the locations of sensitive noise and vibration areas ; and
ii)
Construction machinery operation instructions relating to mitigating noise and
vibration;
Methods and measures to mitigate adverse noise and vibration effects including,
but not limited to, structural mitigation such as barriers and enclosures, the
scheduling of high noise and vibration construction, use of low noise and vibration
machinery, temporary relocation of affected receivers or any other measures or
offer agreed to by the Requiring Authority and the affected receiver;
The proposed methods for monitoring construction noise and vibration to be
undertaken by a suitably qualified person for the duration of construction works
including:
i)
Updating the predicted noise and vibration contours based on the final
design and construction activities;
ii)
Confirm which buildings are to be subject to a pre and post building condition
survey in accordance with Condition 30;
iii) Identifying appropriate monitoring locations for receivers of construction
noise and vibration;
iv) Procedures for working with the Communication and Consultation Manager
to respond to complaints received on construction noise and vibration,
including methods to monitor and identify noise and vibration sources;
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
208
Condition
v)
k)
Procedures for monitoring construction noise and vibration and reporting to
the Auckland Council Consent Monitoring officer; and
vi) Procedures for how works will be undertaken should they be required as a
result of the building condition surveys;
Cross references to the specific sections in the Communication and Consultation
Plan which detail how landowners and occupiers are to be communicated with
around noise and vibration effects.
Historic Heritage
28
1
2
3
Historic Heritage – Built Heritage
28.1 The Historic Heritage DWP shall be prepared to manage the adverse effects on built
heritage and archaeology that may result from associated works prior to, during, and
after the construction of the Redoubt Road - Mill Road Corridor Project or any part of it.
28.2 There are a number of previously recorded archaeological and other historic heritage
sites located in close proximity to the proposed Mill Road – Redoubt Road preferred
corridor route. Three areas of heritage sensitivity have been identified –
-
-
-
At the western end of NoR 1 Section 1a in the vicinity of St John’s Redoubt
(R11/534), a scheduled item on the PAUP schedule of Significant Historic Heritage
Places (No. 1271);
On NoR 3 Sections 4d and 5 at the intersection of Mill Road and Alfriston Road.
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.
At the intersection of Murphys Road and Flat Bush School Road where R11/2554
Stancombe Road Cottage or Baverstock School House, CHI 2776 the former Old
Flat Bush School and CHI 12439 Murphys Homestead are located.
28.3 The Requiring Authority shall use its best endeavours to relocate The Meeting House to
a suitable alternative location preferably in the Alfriston area.
28.4 Until such time as the Meeting House is able to be relocated the Requiring Authority
will:
a)
b)
use its best endeavours to obtain the approval of the relevant landowner for the
Requiring Authority to carry out reasonable works to the Meeting House in its
current location to ensure that the Meeting House is in a structurally sound and
watertight condition;
where landowner approval is obtained under condition 28.4(a), carry out the works
described in condition 28.4(a) as soon as reasonably practicable.
28.5 Upon relocation of the Meeting House the requiring Authority shall carry out reasonable
renovation works to bring the Meeting House to a suitable standard to enable it be reused for either private or public activities.
28.6 Where, after using its best endeavours to relocate the Meeting House either:
a)
b)
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the relocation is found to not be practicable; or
Auckland Council does not agree to the relocation of the Meeting House, condition
28.5 will not apply, and the remainder of condition 28.7 (in particular condition
28.7(c)) will apply.
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
209
Condition
28.7 The objective of the Historic Heritage DWP is to avoid, remedy or mitigate adverse
effects on historic heritage as far as reasonably practicable. To achieve this objective,
the following shall, as a minimum, be included in the built heritage section of the Historic
Heritage DWP:
a)
b)
c)
d)
e)
f)
g)
h)
29
1
2
3
Preparation of a Building Record and Salvage Strategy that outlines a suitable set
of procedures for the removal, storage and for later refitting and reuse of elements
of heritage buildings and/or structures identified for demolition.
The proposed methods for monitoring building damage 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 through:
i)
Reviewing buildings within the designation footprint or located in close
proximity to identify buildings which have been recognised as having heritage
value as a result of listing under the Heritage New Zealand Pouhere Taonga
Act 2014 (formerly the Historic Places Act 1993) or scheduling in the
Proposed Auckland Unitary Plan.
Identification and methodology for recording of Built Heritage directly affected by
the construction, or associated pre- and post-construction works which cannot be
retained and / or adaptively re-used / partially retained.
Identification and methodology for recording Built Heritage directly affected by the
construction, or associated pre- and post-construction, which are to be:
i)
Adaptively reused;
ii)
Partially retained in design and construction; or
iii) Built heritage elements have been integrated into other elements of the
Redoubt Road - Mill Road Corridor Project.
How Built Heritage Buildings and Structures will be protected during construction
through the use of screening or other protective measures to mitigate adverse
construction effects;
How mitigation or rectification of damage to Built Heritage Buildings and Structures
will be addressed;
Where the Meeting House is able to be made structurally sound and watertight
under condition 28.4 and/or relocated under condition 28.3:
i)
The methods the Requiring Authority will use to ensure that the Meeting
House is put into a sound and watertight condition;
ii)
What renovation works are required by condition 28.5 and how these will be
carried out; and
iii)
The outcome of any consultation carried out with Heritage New Zealand in
relation to obtaining an archaeological authority to modify the site of the
Meeting House (cross reference AN1).
Cross references to the specific sections in the Communication and Consultation
Plan which detail how the Auckland Council Heritage Department, Heritage New
Zealand , and mana whenua are consulted, and the communication with the
general public on the management of the adverse effects relating to Built Heritage.
Historic Heritage - Archaeology
29.1 The Historic Heritage DWP shall be prepared to manage the adverse effects on built
heritage and archaeology that may result during construction of the Redoubt Road - Mill
Road Corridor Project or any part of it.
29.2 The objective of the Historic Heritage DWP is to avoid, remedy or mitigate adverse
effects on historic heritage as far as reasonably practicable. To achieve this objective,
the following shall, as a minimum, be included in the Archaeology section of the Historic
Heritage DWP:
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a)
b)
c)
d)
That once NoRs are received, a full corridor survey is undertaken and included in
this DWP. The purpose of the survey is 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 the
archaeological report prepared by Clough and Associates and any previously
unrecorded sites, and the adverse effects on those places;
Constructor roles and responsibilities, stand-down periods and reporting
requirements are to be clearly identified;
How procedures for archaeological investigations and monitoring of preliminary
earthworks are to be implemented in areas where there is potential for
archaeological remains to be discovered;
Procedures for the discovery of, including accidental discovery of archaeological
remains including:
i)
The ceasing of all physical construction works in the immediate vicinity of the
discovery;
ii)
Practices for dealing with the uncovering of cultural or archaeological
remains and the parties to be notified (including, but not limited to,
appropriate iwi authorities, the Auckland Council Consents Monitoring officer,
Heritage New Zealand, and the New Zealand Police (if koiwi (human skeletal
remains) are discovered);
iii) Procedures to be undertaken before physical works in the area of discovery
can start again, including any iwi protocols, recording of sites and material,
recovery of any artefacts, and consultation to be undertaken with iwi,
Auckland Council Consent Monitoring officer and Heritage Unit, and with
Heritage New Zealand; and
iv) Procedures for recording any archaeological remains or evidence before it is
modified or destroyed, including opportunities for the conservation and
preservation of artefacts and ecofacts (biological material) that are
discovered. Consideration shall be given to the provision for ‘postexcavation’ assessment analysis and publication of material within 24
months of completion of construction.
v)
Provision for ‘post-excavation’ archiving, assessment and analysis of the
archaeological records and materials; publication of results of that work
within 24 months of completion of construction assessment analysis and
publication of material within 24 months of completion of construction.
e)
Training procedures for all contractors are to be undertaken in advance of
construction, regarding the possible presence of cultural or archaeological sites or
material, what these sites or material may look like, and the relevant provisions of
the Heritage New Zealand Pouhere Taonga Act 2014 if any sites or material are
discovered;
f)
Cross references to the specific sections in 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 archaeology.
Building Condition Surveys
30
1
2
3
Process for Building Condition Surveys
30.1 Prior to construction, a building condition survey will be undertaken where it is assessed
that there is potential for damage to buildings or structures arising from construction as
determined by an independent suitably qualified person appointed by Auckland
Transport based on the criteria below unless the relevant industry criteria applied at the
time or heightened building sensitivity or other inherent building vulnerability requires it.
Factors which may be considered in determining whether a building condition survey
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will be undertaken include:
a)
b)
c)
d)
e)
f)
g)
Age of the building;
Construction types;
Foundation types;
General building condition;
Proximity to any excavation;
Whether the building is earthquake prone; and
Whether any basements are present in the building.
30.2 Where prior to construction it is determined that a Building Condition Survey is required
in accordance with Condition 30.1:
a)
b)
c)
d)
e)
f)
g)
h)
The Requiring Authority shall employ a suitably qualified person to undertake the
building condition surveys and that person shall be identified in the CEMP;
The Requiring Authority shall provide the building condition survey report to the
relevant property owner within 15 working days of the survey being undertaken,
and additionally it shall notify and provide the Auckland Council Consent
Monitoring officer a copy of the completed survey report;
The Requiring Authority shall contact owners of those buildings and structures
where a Building Condition Survey is to be undertaken to confirm the timing and
methodology for undertaking a pre-construction condition assessment;
The Requiring Authority shall record all contact, correspondence and
communication with owners and this shall be available on request for the Auckland
Council Consent Monitoring Officer;
Should agreement from owners to enter property and undertake a condition
assessment not be obtained within 3 months from first contact, then the Requiring
Authority shall not be required under these designation conditions to undertake
these assessments;
The Requiring Authority shall undertake a visual inspection during "active
construction" if requested by the building owner where a pre-construction condition
assessment has been undertaken.
The Requiring Authority shall develop a system of monitoring the condition of
existing buildings which is commensurate with the type of the existing building and
the proximity of the Redoubt Road - Mill Road Corridor Project works. The purpose
of monitoring is to assess whether or not active construction is compromising the
structural integrity of the building.
The Requiring Authority shall, during the Building Condition Survey, determine
whether the building is classified as Commercial / Industrial / School or a Historic
or sensitive structure in terms of Condition 25.
30.3 During construction:
a)
b)
The Requiring Authority shall implement procedures that will appropriately respond
to the information received from the monitoring system. Where necessary this may
include the temporary cessation of works in close proximity to the relevant building
until such time as measures are implemented to avoid further damage or
compromise of the structural integrity of the building.
Any damage to buildings or structures shall be recorded and repaired by the
Requiring Authority and costs associated with the repair will met by the Requiring
Authority.
30.4 Following construction:
a)
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The Requiring Authority shall, within 12 months of the commencement of
operation of the Redoubt Road - Mill Road Corridor Project , contact owners of
those buildings and structures where a Building Condition Survey was undertaken
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b)
c)
to confirm the need for undertaking a post-construction condition assessment;
Where a post-construction building condition survey confirms that the building has
deteriorated as the result of construction or operation works relating to the
Redoubt Road - Mill Road Corridor Project , the Requiring Authority shall, at its
own cost, rectify the damage; and
Where the Requiring Authority is required to undertake building repairs in
accordance with Conditions 30.3(b) or 30.4(b), such repairs shall be undertaken
as soon as practicably possible and in consultation with the owner of the building.
Urban Design and Landscape
31
1
2
3
Urban Design and Landscape Principles
31.1 The objective of the Urban Design and Landscape DWP is to enable the integration of
the Redoubt Road - Mill Road Corridor Projects permanent works into the surrounding
landscape and urban design context.
31.2 An Urban Design and Landscape DWP shall be developed to ensure that the areas
within the designation footprint used during the construction of the Redoubt Road - Mill
Road Corridor Project are to be restored and the permanent works associated with the
Redoubt Road - Mill Road Corridor Project are developed in accordance with urban
design and landscape 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.
31.3 The Urban Design and Landscape DWP shall show how the principles from the Urban
Design & Landscape study have been used to guide and influence the design of
permanent works associated with the Redoubt Road - Mill Road Corridor Project , and
how the design has responded or otherwise to these principles and initiatives.
31.4 The work to restore those areas within the designation footprint used during
construction of the Redoubt Road - Mill Road Corridor Project will occur as part of
construction or within 12 months of the Redoubt Road - Mill Road Corridor Project being
operational.
32
1
2
3
Open Space Restoration Plan
32.1 As part of the Urban Design and Landscape DWP, an Open Space Restoration Plan
shall be prepared to outline how open space land occupied during construction which
adjoins Auckland Council park/reserve land is to be reinstated/restored. This includes
land occupied during construction that will be reinstated or replaced on completion of
construction, for handover to Auckland Council.
32.2 The Open Space Restoration Plans shall be prepared in consultation with the Auckland
Council Parks Department and Iwi. In the case of St Johns Redoubt, NZHPT and
Department of Conservation shall also be consulted. The Open Space Restoration
Plans shall include the following open spaces:
a)
b)
c)
Totara Park Restoration Plan;
St Johns Redoubt; and
Murphy’s Bush;
32.3 All Open Space Restoration Plans shall be prepared in general accordance with the
CEMP and DWP Plans, and shall include, but not be limited to, the following:
a)
b)
c)
d)
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Details of any vehicle access to the reserves and parking areas;
In the case of Totara Park, details of the reinstatement of mountain bike trails and
bridal paths;
In the case of Murphys Bush, details of tree removal, works required within the
dripline of trees and proposed replacement plantings;
The inclusion and integration of the design for all pedestrian and cycleway
linkages and facilities;
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e)
f)
g)
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2
3
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Implementation programme, including sequencing of works and completion dates.
This shall include works that could be implemented prior to practical completion of
construction works or are outside the Project area;
Implementation programmes for planting and field reinstatement;
Documentation of consultation undertaken required by Condition 27.6 and the
views and concerns expressed by this consultation.
Mitigation Planting Requirements
33.1 The Urban Design and Landscape DWP shall include the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
The proposed landscape design theme to be adopted for the entire length of the
corridor;
Plans that identify any vegetation to be retained, retaining walls, noise fences,
areas of landscape mitigation and ecological enhancement planting. This shall
include a schedule of the species to be planted including botanical name, average
plant size at time of planting, planting density and average mature height of each;
Screening and enhancement planting to soften or naturalise adverse visual effects
and visual enhancement of the route for road users;
Plans and elevations showing screening and enhancement planting to soften or
naturalise retaining walls and noise fencing;
Selection of locally eco-sourced native plant species to ensure that once
established, the type of planting is such that it does not require specific ongoing
maintenance;
The integration of cut and fill batters with existing topographical features;
Where practicable, include gentle grades and well-rounded profiles for batters, and
shaping tops of cut batters for top soiling and grassing;
Measures to be undertaken for topsoil and subsoil management to rehabilitate the
soil profile so as to provide a viable growing medium for the areas to be planted;
and for use on the berms;
Maintenance and establishment requirements over a 3 year period for landscaping
and 5 years for specimen trees following planting and reinstatement of road
verges;
Measures to minimise clearing work to preserve soil and any indigenous
vegetation;
Measures to ensure the appropriate disposal of any clearance of invasive/noxious
weeds;
Integration with the design of noise mitigation measures (such as noise fences) so
that the combined measures can be implemented in a co-ordinated manner;
How the Auckland Council Parks Department, the general public and mana
whenua are to be communicated and liaised with on the management of the
adverse effects relating to the removal of trees and vegetation
33.2 Any landscaping included under the Urban Design and Landscape DWP shall be
implemented in accordance with this plan within the first planting season following the
Redoubt Road - Mill Road Corridor Project being operational. If the weather in that
planting season is unsuitable for planting, as determined by the Auckland Council
Consent Monitoring officer (in consultation with the Auckland Council Parks
Department), the landscaping shall instead be implemented at the first practicable
opportunity thereafter. The next practicable opportunity shall be agreed by the Auckland
Council Consent Monitoring officer.
33.3 The landscaping will be maintained by the Requiring Authority for a period of 5 years for
specimen trees and 3 years for all other landscape planting.
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Contaminated Land
34
1
2
3
Contamination DWP
34.1 A Contamination DWP shall be prepared to manage the adverse effects relating to
contaminated land during the construction of the Redoubt Road - Mill Road Corridor
Project or any part of it.
34.2 The objective of the Contamination DWP is to avoid, remedy or mitigate the adverse
effects of construction on human health and environmental impacts which may result
from the disturbance of contaminated materials during construction.
34.3 To achieve the above objective the following shall be included in the Contamination
DWP and implemented as required:
a)
b)
c)
d)
e)
f)
g)
h)
i)
A health and safety plan that addresses:
i)
Worker safety in relation to hazardous substances; and
ii)
Worker training with regard to handling hazardous substances, identifying
potentially contaminated soil / material, and notification procedures for
discovery of contamination;
Procedures for how erosion and sediment control, storm water, dust, and odour
control measures will manage the effects caused by the removal of contaminated
soil / material;
Procedures for site characterisation, contaminated soil classification, management
and disposal of contaminated soil / material;
Where any trenches/excavations during civil works are to be sealed as a result of
contamination and how this is to be recorded;
How and which work areas are to be restricted to authorised personnel only and
procedures to limit the presence of ignition sources in these areas (e.g. no
smoking within or adjacent to construction area, no welding or open flames near
areas with high concentrations of hydrocarbon contamination);
Procedures for the monitoring and management of the removal of contaminated
soil / material by a suitably qualified environmental specialist including onsite
monitoring of soil, surface water and groundwater quality during construction to
ensure that waste is properly classified in order to minimise the risk to site
workers, the public and the environment.
How the placement of re-used contaminated soil / material will be recorded and
tracked;
Where areas for stockpiling and storing contaminated soil / material will be
established on the construction site and the procedures for managing the
containment of the contaminated soil / material in these areas;
Cross references to the specific sections in the Communication and Consultation
Plan which detail how the general public are to be communicated with on the
management of the adverse effects relating to the removal of contaminated soil /
material.
Air Quality
35
1
2
3
Air Quality DWP
35.1 An Air Quality DWP shall be prepared to avoid, remedy or mitigate the adverse effects
on air quality during the construction of the Redoubt Road - Mill Road Corridor Project
or any part of it.
35.2 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.
35.3 To achieve the above objective measures shall be included in the Air Quality DWP that,
so far as practicable, seek to:
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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;
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).
b)
35.4 The Air Quality DWP shall, as a minimum, address the following:
a)
b)
Description of the works, anticipated equipment/processes and durations;
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, stockpiles and construction site exits used by trucks, potentially including the use of
vacuum sweeping, watersprays or wheel washes for trucks;
Methods for mitigating odour that may arise from ground disturbing construction
activities;
Methods for maintaining and operating construction equipment and vehicles in
order to seek to minimise visual emissions of smoke from exhaust tailpipes;
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;
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;
Procedures for maintaining contact with stakeholders, notifying of proposed
construction activities and handling complaints about odour, dust or fumes;
Construction operator training procedures on mitigation of odour, dust or fumes;
Contact numbers for key construction staff, staff responsible for managing air
quality during construction and council officers.
c)
d)
e)
f)
g)
h)
i)
j)
k)
Social Impact and Business Disruptions
36
1
2
3
Property Management
36.1 The Requiring Authority 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.
37
1
2
3
Social Impact and Business Disruption DWP
37.1 The Requiring Authority shall 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 by:
a)
Providing a reference document for all project stakeholders that defines the way
forward in managing the identified social impacts;
b)
Encouraging on-going participation and engagement in the process of impact
identification and management;
c)
Maximising the project’s positive social impacts and contributions to the
development of strong and sustainable communities; and
d)
Monitoring the effectiveness of mitigation strategies.
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37.2 To achieve this objective the Requiring Authority shall engage a suitably qualified
specialist(s) to prepare a Social Impact and Business Disruption DWP to address the
following specific issues:
a)
b)
c)
How disruption to access (including pedestrian, cycle, passenger transport and
service/private vehicles) for residents, community services and businesses as a
result of construction activities will, so far as is reasonably practicable, be avoided,
remedied or mitigated;
How the disruption effects that result or are likely to result in the loss of customers
to businesses as a result of construction activities will, so far as is reasonably
practicable, be avoided, remedied or mitigated;
How loss of amenity for residents, community services and businesses as a result
of construction activities will be or has been mitigated through the CEMP and other
DWPs.
37.3 The Social Impact and Business Disruption DWP shall be prepared in consultation with
the community, community facility operators, business owners, affected parties and
affected in proximity parties to:
a)
b)
c)
d)
Understand client and visitor behaviour and requirements and operational
requirements of community facilities and businesses;
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
Redoubt Road - Mill Road Corridor Project ;
Assess access and servicing requirements and in particular any special needs of
residents, community facilities and businesses; and
To develop methods to address matters outlined in (b) and (c) above, including:
i)
The measures to maximise opportunities for pedestrian and service access
to businesses, residents and social services/facilities that will be maintained
during construction, within the practical requirements of the Transport,
Access and Parking DWP;
ii)
The measures to mitigate potential severance and loss of business visibility
issues by way-finding and supporting signage for pedestrian detours required
during construction;
iii) The measures to promote a safe environment, taking a crime prevention
through environmental design approach;
iv) Other measures to assist businesses and social services/facilities to maintain
client/customer accessibility, including but not limited to client/customer
information on temporary parking or parking options for access;
v)
Other measures to assist residents, businesses and social services/facilities
to provide for service delivery requirements;
vi) The process (if any) for re-establishment and promotion of normal business
operation following construction;
vii) If appropriate and reasonable, requirements for temporary relocation during
construction and/or assistance for relocation (including information to
communities using these services and facilities to advise of relocations); and
37.4 The Social Impact and Business Disruption DWP shall include:
a)
b)
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A summary of the findings and recommendations of the Social Impact Assessment
report (2013);
A record of the consultation undertaken with the community including specific
access and operational requirements of individual businesses and residents
including, if relevant, consultation on the necessity for, and the feasibility of,
options and requirements for temporary relocation during construction and/or
assistance for relocation);
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c)
d)
e)
f)
g)
An implementation plan of the methods to mitigate the disruption effects (as
developed in 37.3 above);
Reference to any site/business specific mitigation plans that exist (though these
may not be included in the DWP);
Cross reference to detail on how the CEMP and DWPs have responded to the
issues of resident, business and social service/facility accessibility and amenity;
Details of on-going consultation with the local community through the Community
Liaison Groups to provide updates and information relating to the timing for project
works and acquisition (condition 11);
Details of on-going consultation with iwi (condition 6).
h)
The process for resolution of any disputes or complaints in relation to the
management / mitigation of social impacts (including business disruption impacts).
36.5 The Social Impact and Business Disruption DWP shall be implemented and complied
with for the duration of the construction of the Redoubt Road - Mill Road Corridor
Project and for up to 12 months following the completion of the Project if required.
Specific Design Requirements
38
3
38.1 The bridge structure spanning the bush referred to as Cheeseman’s bush will be
constructed without piers.
Ecological Management and Restoration
39
2,3
Ecological Management and Restoration DWP
39.1 The Requiring Authority shall submit an Ecological Management and Restoration DWP
to the Auckland Council, at least 30 working days prior to Work commencing. The
purpose of the Ecological Management and Restoration DWP is to:
a)
b)
c)
d)
e)
Detail the ecological management programme that will be implemented to
appropriately manage impacts on the environment during and after the
construction phase of the Project;
Document the permanent mitigation measures, including the restoration,
management and maintenance of ecological mitigation, as well as the
mechanisms for developing relevant mitigation and restoration plans for terrestrial
and freshwater habitat;
Ensure that mitigation has been successful by establishing post-construction
monitoring and response procedures;
Give effect to the Ecological conditions of this designation; and
Ensure that any long-term effects are appropriately managed through monitoring,
adaptive management and implementation of appropriate responses.
39.2 In designing and managing the construction of the Redoubt Road-Mill Road Corridor
Project and the potential for adverse effects on ecology, the Requiring Authority shall
achieve the following outcomes:
a)
b)
c)
Minimise adverse effects on areas of indigenous vegetation and habitat, and
indigenous ecological features within the Designation Footprint;
Remedy or mitigate the adverse Ecological effects of the Project in accordance
with the conditions;
Monitor all ecological mitigation undertaken to ensure success is achieved and
subsequent management actions are taken if mitigation is required.
In implementing the project the Requiring Authority shall comply with the Ecological
Management Plan.
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39.3 The Ecological Management and Restoration DWP shall include, but need not be
limited to, details of the following:
a)
b)
c)
d)
e)
f)
g)
40
1,2,3
Identification of significant natural features within the designation;
The means by which any vegetation clearance that is unavoidable will be
undertaken;
The type, location and extent of mitigation planting to give effect to the Vegetation
Conditions;
The means by which fish passage in new or extended culverts will be facilitated;
The monitoring to be undertaken pre-construction, during construction and postconstruction;
Ecological thresholds which if breached will trigger adaptive management
responses;
An outline of the adaptive management response process.
Vegetation
40.1 The Requiring Authority shall employ a suitably experienced botanist ('Nominated
Botanist') for the duration of the works to monitor, supervise and direct all works
affecting or otherwise in close proximity to native vegetation.
40.2 Prior to any site works commencing, a pre-commencement site meeting shall be held so
that the conditions and Ecological Management and Restoration DWP content that
pertains to the native vegetation are explained by the nominated botanist to a
representative of all contractors or sub-contractors who will be working on site within
the close vicinity of that vegetation.
40.3 The Requiring Authority shall minimise the amount of native vegetation that is cleared.
All vegetation clearance shall be undertaken in accordance with the measures set out
in the Ecological Management and Restoration DWP. Special care shall be taken to
minimise the loss of old growth native forest and trees at 38, 134 and 146 Mill Road to
that which is absolutely necessary for the proposed works. To this end no contractor’s
yard or any other construction-related facility shall be located within the forests at 38,
134 and 146 Mill Road, and any necessary haul roads and crane platforms located
within indigenous vegetation shall be kept as narrow and small as practicable.
40.4 Following completion of the works at 38 Mill Road the Requiring Authority shall reinstate
all haul roads, crane platforms and all other areas cleared of native vegetation by way
of appropriate soil reconditioning and revegetation planting with shade tolerant native
shrubs and small tree species. A Restoration Plan shall be prepared by the nominated
botanist, detailing the means by which this shall be achieved, and including species,
size, density and layout, including a planting and maintenance plan.
40.5 Following completion of works at 38 Mill Road the Requiring Authority shall legally
protect the indigenous vegetation remaining within the new road designation on this
property.
40.6 The Requiring Authority shall clearly demarcate the extent of indigenous vegetation
clearance prior to its removal, under the supervision of the nominated botanist.
40.7 The Requiring Authority shall undertake mitigation planting to replace any native
vegetation that is required to be removed as a result of construction activities, in
accordance with the Ecological Management and Restoration DWP. The mitigation
planting shall be undertaken in the severance lands that will remain within the road
designation following completion of the works.
40.8 For a period of two (2) years following completion of construction, the Requiring
Authority shall undertake weed control and management of all invasive plant pests
within the vegetated areas of the designation and also within the mitigation planting
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areas for the Project. The methodology for weed control and management of all
invasive plant pests within the vegetated areas shall be included in the Ecological
Management and Restoration DWP.
40.9 The nominated botanist shall undertake an ecological monitoring programme throughout
the construction period, including monitoring of
a)
b)
c)
Any works within the vicinity of native vegetation that has the potential to impact
on that vegetation;
The general health of native vegetation within the designation; and
Compliance with the vegetation conditions of the designation by way of fortnightly
inspections during the construction period.
40.10Any mitigation planting utilising native plants shall use plants genetically sourced from
the Manukau Ecological District where possible or otherwise shall use plants that have
been genetically sourced from within the Auckland Ecological Region.
41
2,3
Lizard Management Plan
40.1 The Ecological Management and Restoration DWP shall include a Lizard Management
Plan. The objective of the Lizard Management Plan is to minimise lizard mortality
resulting from construction of the Project. The Lizard Management Plan shall include,
but not be limited to:
a)
b)
c)
d)
e)
f)
g)
42
2,3
Details of search methods to be implemented within the project footprint for
identifying arboreal and ground-dwelling lizards prior to any vegetation clearance
in the vicinity;;
The mechanisms to capture and move lizards from the project footprint, including
obtaining the necessary Wildlife Act 1953 permits;
Minimising lizard mortality resulting from construction works associated with the
project;
Mechanisms for re-establishing affected lizard habitat;
Locations for the potential release of lizards, including a detailed pest control
programme for before and after the release of lizards
The methodology for any post capture of lizards; and
The methodology for captive management of lizards.
Bat Management Plan
42.1 The Ecological Management and Restoration DWP shall include a Bat Management
Plan. The objective of the Bat Management Plan is to minimise bat mortality resulting
from construction of the Project. The Bat Management Plan shall include, but not be
limited to:
a)
b)
Details of searching methods to be implemented within the project footprint for
identifying bat roost trees prior to any vegetation clearance in the vicinity; and
The mechanisms to avoid felling of active bat roost trees where practicable and
minimising where practicable bat mortality resulting from construction works
associated with the project.
Operational Traffic Noise
43
1,2,3
42.1 For the purposes of Conditions 43–54 the following terms will have the following
meanings:
a)
b)
c)
d)
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BPO – means the Best Practicable Option.
Building-Modification Mitigation – has the same meaning as in NZS 6806:2010.
Habitable Space – has the same meaning as in NZS 6806:2010.
Noise Assessment - means the Road-traffic Noise Assessment Report in
accordance with condition 44
AECOM
Condition
Number
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
Condition
e)
f)
g)
h)
44
1,2,3
a)
b)
45
1,2,3
b)
1,2,3
Noise Criteria Categories – means the groups of preference for time-averaged
sound levels established in accordance with NZS 6806:2010 when determining
the BPO mitigation option, i.e. Category A – primary noise criterion, Category B –
secondary noise criterion and Category C internal noise criterion.
NZS 6806:2010 – means New Zealand Standard NZS 6806:2010 Acoustics –
Road-traffic noise – New and altered roads.
PPFs - has the same meaning as in NZS 6806:2010 for the purpose of the
preparation of the Noise Assessment. Once a Noise Assessment has been
prepared in accordance with Condition 44, PPFs means only the premises and
facilities identified in green, orange or red in the Noise Assessment.
Structural Mitigation – has the same meaning as in NZS 6806:2010.
The Requiring Authority shall appoint a suitably qualified acoustics specialist, a suitably
qualified planner approved by the Council, and other designers, to determine the BPO
for road-traffic noise mitigation in accordance with NZS 6806:2010. No later than 6
months prior to construction starting, the Requiring Authority shall submit to the Council
a Road-traffic Noise Assessment Report (‘Noise Assessment’) detailing the assessment
process, ‘Selected Options’ for noise mitigation, and the Noise Criteria Categories for all
PPFs (‘Identified Categories’). The Requiring Authority shall implement the Selected
Options for noise mitigation identified in the Noise Assessment as part of the Project, in
order to achieve the Identified Categories where practicable, subject to Conditions 45 –
54 below.
The Noise Assessment shall only consider those PPF’s existing on the date the Notice
of Requirement was served on Auckland Council. [insert date].
The design of the Structural Mitigation or building mitigation measures in the Selected
Options (the ‘Detailed Mitigation Options’) shall be undertaken by a suitably qualified
acoustics specialist prior to construction of the Project, and, subject to Condition 46, shall
include, as a minimum, the following:
a)
46
220
Building modification or structural mitigation measures (such as noise fences) in general
accordance with the Noise Assessment; and
Low-noise road surfaces in general accordance with the Noise Assessment.
Where the design of the Detailed Mitigation Options identifies that it is not practicable to
implement a particular Structural Mitigation measure in the location or of the length or height
included in the Selected Options either:
a)
b)
if the design of the Structural Mitigation measure could be changed and would still
achieve the same Identified Category or Category B at all relevant PPFs, and a suitably
qualified planner approved by the Council certifies to the Council that the changed
Structural Mitigation would be consistent with adopting the BPO in accordance with
NZS 6806:2010, the Detailed Mitigation Options may include the changed mitigation
measure; or
if changed design of the Structural Mitigation measure would change the Noise Criteria
Category at any relevant PPF from Category A or B to Category C, but the Council
confirms that the changed Structural Mitigation would be consistent with adopting BPO
in accordance with NZS 6806:2010, the Detailed Mitigation Options may include the
changed mitigation measure.
47
1,2,3
The Detailed Mitigation Options shall be implemented prior to completion of construction of
the Project, with the exception of any low-noise road surfaces, which shall be implemented
within 12 months of completion of construction.
48
1,2,3
Prior to construction of the Project, a suitably qualified acoustics specialist shall identify those
PPFs which following implementation of all the Structural Mitigation included in the Detailed
Mitigation Options are not in Noise Criteria Categories A or B and where BuildingModification Mitigation may be required to achieve 40 dB LAeq(24h) inside habitable spaces
(‘Category C Buildings’).
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Condition
Number
49
Redoubt Road-Mill Road Corridor Project
NoR
Applies
to
1,2,3
Condition
a)
b)
50
1,2,3
221
Prior to commencement of construction of the Project in the vicinity of a Category C
Building, the requiring authority shall write to the owner of each Category C Building
seeking access to such building for the purpose of measuring internal noise levels and
assessing the existing building envelope in relation to noise reduction performance.
If the owner(s) of the Category C Building approves the Requiring Authority’s access to
the property within 12 months of the date of the Requiring Authority’s letter (sent
pursuant to Condition 49(a)), then no more than 12 months prior to commencement of
construction of the Project, the Requiring Authority shall instruct a suitably qualified
acoustics specialist to visit the building to measure internal noise levels and assess the
existing building envelope in relation to noise reduction performance.
Where a Category C Building is identified, the Requiring Authority shall be deemed to have
complied with Condition 49 above where:
a)
b)
c)
d)
The Requiring Authority (through its acoustics specialist) has visited the building; or
The owner of the Category C Building approved the Requiring Authority’s access, but
the Requiring Authority could not gain entry for some reason (such as entry denied by a
tenant); or
The owner of the Category C Building did not approve the Requiring Authority’s access
to the property within the time period set out in Condition [49(b)] (including where the
owner(s) did not respond to the Requiring Authority’s letter (sent pursuant to Condition
[49(a)] within that period)); or
The owner of the Category C Building cannot, after reasonable enquiry, be found prior
to completion of construction of the Project.
If any of (b) to (d) above apply to a particular Category C Building, the Requiring Authority
shall not be required to implement any Building-Modification Mitigation at that Category C
Building.
51
1,2,3
Subject to Condition 50, within six months of the assessment required under Condition 49(b),
the Requiring Authority shall give written notice to the owner of each Category C Building:
a)
b)
Advising of the options available for Building-Modification Mitigation to the building; and
Advising that the owner has three months within which to decide whether to accept
Building- Modification Mitigation for the building, and if the Requiring Authority has
advised the owner that more than one option for Building-Modification Mitigation is
available, to advise which of those options the owner prefers.
52
1,2,3
Once an agreement on Building-Modification Mitigation is reached between the Requiring
Authority and the owner of an affected building, the mitigation shall be implemented
(including the Requiring Authority obtaining any third party authorisations required to
implement the mitigation) in a reasonable and practical timeframe agreed between the
Requiring Authority and the owner.
53
1,2,3
Subject to Condition 50, where Building-Modification Mitigation is required, the Requiring
Authority shall be deemed to have complied with Condition 52 above where:
a)
b)
c)
54
1,2,3
The Requiring Authority has completed Building-Modification Mitigation to the Category
C Building; or
The owner of the Category C Building did not accept the Requiring Authority’s offer to
implement Building- Modification Mitigation prior to the expiry of the timeframe stated in
Condition 51(b) above (including where the owner did not respond to the Requiring
Authority within that period); or
The owner of the Category C Building cannot, after reasonable enquiry, be found prior
to completion of construction of the Project.
The Requiring Authority shall manage and maintain the Detailed Mitigation Options to ensure
that, to the extent practicable, those mitigation works retain their noise reduction performance
for at least 10 years after the opening of the Project to the public.
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ADVICE NOTES
AN1
1
2
3
The Requiring Authority will require an application is made to Heritage New Zealand for an
archaeological authority to modify or destroy the whole or any part of any archaeological site or sites
within a specified area of land, whether or not a site is a recorded archaeological site (Heritage New
Zealand Pouhere Taonga Act 2014 Section 44(a)) in advance of earthworks commencing in the area
where the archaeological site is located within the proposed corridor. 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.
In the event of unanticipated archaeological sites or koiwi being uncovered the Requiring Authority
shall cease activity in the vicinity until it has the relevant approvals, and consulted with the Historic
Places Trust and relevant iwi interests.
AN2
1
2
3
The Requiring Authority will need to acquire the relevant property interests in land subject to the
designation before it undertakes any works on that land pursuant to the designation. That may
include a formal Public Works Act 1981 land acquisition process. It is acknowledged that property
rights issues are separate from resource management effects issues and that the resolution of
property issues may be subject to confidentiality agreements between the Requiring Authority and
the relevant landowners.
AN3
1
2
3
Prior to construction if Network Utility Operators are carrying out works that do not require prior
written consent of the Requiring Authority in accordance with condition 5 of this designation, they
must carry out those works in accordance with the Corridor Access Request (CAR) Process (as set
out in Part 4 of the National Code of Practice for Utility Operators’ Access to Transport Corridors
2011) where that process applies to the works being carried out.
AN4
1
2
3
Under section 176 of the RMA no person may do anything in relation to the land subject to the
designation that would prevent or hinder the Redoubt Road - Mill Road Corridor Project without the
written approval of the Requiring Authority.
AN5
1
2
3
Some of the land is subject to existing designations. Nothing in these designation conditions
negates the need for the Requiring Authority to adhere to the provisions of section 177 of the RMA.
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Conclusion
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Conclusion
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”. The specific project objectives are as follows:
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 for which the designations are sought
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)
3.
4.
Future proof road infrastructure to meet expected growth and demand.
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.
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 proposed works are aligned with the purpose of AT and the project objectives. There are clear strategic and
transportation needs for the corridor to be upgraded as set out in section 3 of the 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, privately initiated Plan Changes in Drury South (Plan Changes 12 and 38)
and the Special Housing Areas. With regards to transportation, a whole of network approach is required to ensure
that this planned growth does not further reduce levels of service.
In addition, the physical nature of the route is substandard for its existing and intended arterial road function with
substandard horizontal and vertical curvature in places. This has led to the corridor having a poor traffic safety
record. There is also currently poor provision of multimodal facilities within the corridor. The road cross section is
too narrow for the forecast traffic flows, cycle facilities, public transport facilities, and pedestrian facilities.
Identifying and protecting the corridor will enable sound long term planning, will accord with the strategic planning
framework 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;
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-
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 shared path facilities. 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 improving pedestrian connectivity. In addition, providing designated and safe
pedestrian crossing opportunities at Diorella / Redoubt, Hollyford / Redoubt traffic signals;
-
Improve vehicle, cycle and pedestrian access to open spaces, community services and facilities.
The works will have some environmental effects in relation to property, social effects, construction effects tree
removal, ecology and visual impacts. In some instances the effects of the project could initially be between minor
and moderate. However, careful consideration has been given to the alignment and 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. The project will initially have moderate adverse ecological effects in the
NoR 3 section of the corridor but these will reduce over time. 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 have an adverse social impact on some members of the community, particularly during the
construction phase. 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 via the implementation of mitigation measures these effects reduce to moderate. In
most circumstances the effects will be relatively temporary and will occur during the planning and construction
phases. For example, 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.
The negative social impacts associated with property acquisition have been managed to date, and will continue to
be managed, by AT through extensive consultation, timely information disclosure and consistent project
messaging via multiple communication channels. Negative social impacts will also being managed through the
Public Works Act acquisition and compensation process.
Information for directly affected landowners has been specific, personalised and with open invitations to meet
members of the project team relevant to their individual concerns or issues. AT intends to send an annual update
to directly affected property owners to clarify the status of funding to ensure stakeholders know when AT is likely
to be in a position to enter into land acquisition negotiations. Timely information disclosure regarding timeframes
for property acquisition will allow individual property owners time to secure alternative housing.
Timeframes and funding will also result in a staggered purchasing program, which reduce the negative impact on
community cohesion and also reduce any adverse cumulative impact on property supply/demand within the
primary study area. Managing stakeholder expectations appropriately through community engagement also aims
to reduce the impacts and opportunities for collaboration on property reinstatement will be identified and
supported.
To manage impacts to community health and wellbeing, a contact person will be available to respond to public
queries during construction. A communications and consultation plan for construction will outline methods for
keeping stakeholders informed of project progress.
The designation conditions also require preparation of a SIMP and a Social Impact and Business disruption DWP.
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The objectives of the Social Impact and Business disruption DWP are to:
-
Provide a reference document for all project stakeholders the 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.
The objective of the SIMP is to set out Auckland Transport's commitments to mitigate and manage adverse social
impacts and to enhance identified benefits to communities and other stakeholders prior to and during construction
and operation of the Project.
It is considered that via the implementation of the above mitigation measures the social adverse effects can be
mitigated so that the residual effect is either moderate or minor. As previously stated, in most circumstances the
effects will be relatively temporary and will occur during the planning and construction phases.
All effects arising from the project will be managed by applying appropriate standards for the preparation and
implementation of the proposed Environmental Management Framework (EMF). This process will determine how
and when effects are managed in conjunction with objectives and standards in conditions. The EMF will also
ensure that conditions placed on the designation are complied with. A number of delivery work plans sit under the
framework including but not limited to:
-
Transport, access and parking
-
Construction noise and vibration
-
Historic Heritage
-
Urban design and landscape
-
Ecological management and restoration
-
Social impact and business disruption
-
Air quality
-
Contamination
Implementation of these plans is required under the proposed conditions (see section 15 of this report) that will
attach to the designation and be recorded in the District Plans. These plans will be prepared as part of OPW
applications and by suitable conditions. Section 176A (3) of the RMA requires that an OPW must show:
a.
b.
c.
d.
e.
f.
the height, shape, and bulk of the public work, project, or work; and
the location on the site of the public work, project or work; and
the likely finished contour of the site; and
the vehicular access, circulation, and the provision for parking; and
the landscaping proposed; and
any other matters to avoid, remedy, or mitigate any adverse effects on the environment.
The Auckland Council has the ability pursuant to Section 176A(4) of the RMA to request changes to an OPW
application. If AT (as the requiring authority) rejects Auckland Council’s request for changes, Auckland Council
can appeal to the Environment Court within 15 working days of being notified of AT’s decision (s176A (5) of the
RMA).
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 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.
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The land acquisition process will follow 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 recognises the potential for blighting to extend beyond acquired properties. In this regard, AT proposes to
have a robust Communication Plan and Social 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. Proposed designation conditions require preparation of these plans. These plans
and procedures will ensure the community is kept informed about the project and the timing of construction works.
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 by the
project team. As set out above, effects will be managed under the EMF via objectives, standards, a combination
of management plans (CEMP and associated DWP’s) which will be required (by appropriate designation
conditions) to be submitted as part of OPW applications and by suitable conditions applied to the designations.
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 for bus
priority measures, cycleways and footpaths.
It is therefore my opinion that the project achieves its objectives and the purpose and principles of the RMA.
.
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