Q Appendix Q

Social Impact Assessment Transport 08-Oct-2014

Redoubt Road - Mill Road Corridor Project

Social Impact Assessment

Revision E – 08-Oct-2014 Prepared for – Auckland Transport – Co No.: N/A AECOM Redoubt Road - Mill Road Corridor Project

Redoubt Road - Mill Road Corridor Project Social Impact Assessment

Client: Auckland Transport

Co No.: N/A

Prepared by

AECOM 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

08-Oct-2014

Job No.: 60250009

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AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

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Quality Information

Document Redoubt Road - Mill Road Corridor Project

60250009 p:\603x\60317081\6. draft docs\6.1 reports\draft aee\verification\final issue 16

october\volume 2.5\appendix q - social impact assessment\sia for mill road Ref final.docxP:\603X\60317081\6. Draft Docs\6.1 Reports\Draft AEE\Verification\Final Issue 16 October\Volume 2.5\Appendix Q - Social Impact assessment\SIA for Mill Road final.docx

Date 08-Oct-2014

Prepared by Kelli Sullivan

Reviewed by Kathleen Turner

Revision History

Authorised Revision Revision Date Details Name/Position Signature

A & B 29-Apr-2013 & Draft Internal Review Roger McDonald 11-Jun-2013 C 27-Jun-2013 Draft for Client Review Kathleen Turner

D 19-Sep-2013 Final for Client Review Kathleen Turner

E 8-Oct -2014 Final Craig Hind Technical Director Planning

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Table of Contents Acronyms i 1.0 Introduction 1 1.1 Project Description 1 1.1.1 Strategic Project and Core Objectives 1 1.1.2 Previous studies 1 1.1.3 Planned construction phasing 3 1.1.4 Description of works in each NoR package 4 1.2 Legislative and Policy context 7 1.3 Purpose of this report 8 1.4 Scope 9 1.5 Key Sources 10 1.6 Assumptions and Limitations 11 2.0 Methodology 12 2.1 SIA stages of development 12 2.2 Defining the Area of Influence 12 2.3 Social Baseline 14 2.4 Impact assessment 14 2.5 SIA consultation 14 2.6 SIA and DWP 14 3.0 Social Baseline – Community Profile 15 3.1 Community Profile 15 3.2 Transport patterns and community connections 17 3.3 Community facilities and social housing provision 19 3.4 Education 22 3.5 Social Services 24 3.6 Reserves, Recreation and Heritage Areas 25 3.7 Land use and growth scenarios 27 4.0 Social Baseline – Demographic Profile 30 4.1 Study Areas and Data Sets 30 4.2 Population 31 4.2.1 Population Growth 32 4.2.2 Housing Costs 37 4.3 Employment 38 4.3.1 Labour Force 39 4.4 Income 39 4.5 Cultural Diversity 40 4.6 Education and Training 41 4.7 Crime 42 4.8 Transport 44 5.0 Consultation and feedback 45 5.1 Purpose of engagement 45 5.2 Overview of engagement activities 45 5.2.1 Pre SIA engagement 45 5.2.2 SIA specific engagement 45 5.3 Stakeholders identified 46 5.4 Identified stakeholder issues 46 6.0 Impact Assessment and Mitigation 51 6.1 Assessment methodology 51 6.2 Summary of key impacts 52 7.0 Social Impact Assessment 53 7.1 Transport and Traffic 53 7.2 Access Changes and Severance 55 7.3 Land use (change of landuse) 57 7.4 Community Infrastructure 59 7.5 Community Health and wellbeing 60

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7.6 Visual amenity 63 7.7 Design Opportunities 64 8.0 Social Impact and Business Disruption Delivery Work Plan 67 9.0 References 68 Appendix A Legislative and Policy Context A Appendix B Stakeholder List B Addendum Demographic Profile of Census 2013 C 10.0 Demographic Profile of 2013 Census 1 10.1 Population 1 10.1.1 Population Growth 1 10.1.2 Age and Gender 2 10.1.3 Families 4 10.1.4 Dwelling 4 10.2 Employment 7 10.2.1 Labour Force 8 10.3 Income 9 10.4 Cultural Diversity 9 10.5 Education and Training 11 10.6 Transport 12

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Acronyms AEE Assessment of Environmental Effects AoI Area of Influence AT Auckland Transport CAU Census Area Unit CMP Construction Management Plan CMP Corridor Management Plan ECE Early Childhood Education HNZ Housing New Zealand HPT Historic Places Trust IAIA International Association for Impact Assessment NoR Notice of Requirement RMA Resource Management Act SAR Scheme Assessment Report SH1 State Highway 1 SIA Social Impact Assessment

DWP Social Impact and Business Disruption Delivery Work Plan TMP Traffic Management Plan

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1.0 Introduction

1.1 Project Description Auckland Transport (AT) preparing to lodge a Notice of Requirement (NoR) to upgrade an existing 8.9km road corridor in the south of Auckland, New Zealand. Known as the Redoubt-Mill Road Corridor Project (the Project), it is included as a priority network improvement in the Auckland Plan (, 2012). The eastern/mid-section of the corridor serves predominantly as a rural arterial, providing connections for motorists to the wider east area. Heading west, the corridor becomes an urban arterial, catering for a wide variety of land uses and a number of different modes including public transport, walking and cycling. The proposed corridor will provide an alternate north-south route to State Highway 1 (SH1) between Manukau, and Drury. With high amounts of growth anticipated in the (Ormiston) and areas, the Redoubt Road - Mill Road corridor will become an increasingly important strategic link in south Auckland.

The road corridor also falls within the Auckland Plan Southern Initiative (2012). 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 a desire to grow business and jobs within the initiative area, it is likely that travel demand will increase within the corridor. 1.1.1 Strategic Project and Core Objectives These strategic and core objectives are the key Auckland Transport project objectives. Strategic Objectives – Auckland Plan S1. 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. Core Project Objectives C1. Improve transport access in the area of Manukau/Flatbush/Takanini/Papakura/Drury to support the growth identified within the Takanini Structure Plan area and wider southern growth area identified in the Auckland Plan. a) Future proof road infrastructure to meet expected growth and demand. C2. 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. C3. 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 and 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. 1.1.2 Previous studies There have been a number of previous planning studies conducted for the Redoubt Road - Mill Road corridor, as a result of the 2004 Southern Sector Strategic Transport study, prepared by the joint local authorities, the former Regional Council and NZ Transport Agency (NZTA). The study recommended that and Papakura

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District undertake corridor studies between Flat Bush and Papakura and possibly south to Drury. A key objective was to acknowledge the advantages of a multi-modal corridor that integrates well with land use. These previous corridor studies, undertaken by GHD and Opus and dating back to 1999, have been reviewed as part of this SIA. A detailed review of each study is included in the Background Report (July 2012), available in Scheme Assessment Report (SAR) Appendix A). The project was previously managed as two separate but linked projects by the former Council (PDC) and Manukau City Council (MCC). These projects included a Feasibility Report (completed) and SAR (commissioned but not completed) by MCC and a Corridor Management Plan (completed) by PDC. Stakeholder consultation was undertaken in 2009 and 2010, but the projects did not proceed to the adoption, or the designation, of a preferred route. The AECOM Scheme Assessment phase of the current project investigations commenced on 29 February 2012. The scope of the investigation is shown in Figure 1 below.

Figure 1 Study Corridor

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1.1.3 Planned construction phasing Once designated, the project will progress to detailed design and ultimately to planned construction commencing in 2017. Table 1 provides an indicative timeframe for construction staging – which has a forecast of ten years to completion and full operation.

Table 1 Construction Stages Detail design, land purchase, procurement Construction Approximate Stage and consenting Length Start / End Start / End Duration Duration Date Date NoR 1 1 SH1 to Alexia Place, incl 2,300m 2015 / 16 12 months 2017 / 18 24 months Hollyford/Everglade and intersection, Goodwood/Santa Monica, Bartells and Alexia Place 2 Hollyford, Redoubt Road 1,720m 2016 / 17 12 months 2019 / 20 12 months adjacent Totara Park including Hilltop Road NoR 2 3 Murphy’s Road/Redoubt Road 1,900m 2017 / 18 12 months 2020 / 22 24 months intersection plus Murphy’s Road, Redoubt Road up to Pony Club NoR 3 4 Pony club to north of Ranfurly, 3,050m 2018 / 19 12 months 2022 / 23 36 months incl new Redoubt Road and Mill Road intersections 5 Ranfurly & Alfriston 2,250m 2020 / 21 12 months 2025 / 2026 15 months intersections

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1.1.4 Description of works in each NoR package For the purposes of the overall planning assessment, the proposed corridor is divided into three parts in line with the Notice of Requirement (NoR) package boundaries. Refer to Figure 2.

Figure 2 NoR packages/sectors

Brief descriptions of proposed works in each NoR package are provided in Table 2, which has been tailored to highlight the expected changes to the social environment as a result of this project. A full description of proposed works in each NoR package is outlined in section 6 of the AEE.

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Table 2 Description of proposed works per NoR package NoR Land Occupation/ Acquisition Construction Elements most relevant to consider for SIA Operational Elements most relevant to consider for the SIA Package Requirements 1 - Permanent acquisition of 50 - Removal of vegetation - Widening of Redoubt Road to provide additional lanes, residential dwellings on - Relocation of utility services including a priority bus lane from Hollyford Drive Redoubt Road, Bartells - Establishment of a construction site area westbound along Redoubt Road Drive, Birchlea Rise, - Reduced vehicle speed limit as per TMP - Onroad cycle lanes in both directions Everglade Drive, Flamingo - Construction work close to existing boundaries - Diorella Drive intersection widened to support left and Court and Alexia Place to - Temporary disruption of utility services due to service right turns and traffic signals installed accommodate the widened relocation - A separate right turn bus lane on Hollyford Drive corridor - Changes to property boundaries and reinstatement of - All traffic movements controlled by traffic signals at - Permanent acquisition of 141 fences, driveways and wall Hollyford Drive intersection, with the exception of the left portions of land parcels on turn entry into Hollyford Drive Redoubt Road - Pedestrian crossing facilities at all intersections - Permanent acquisition of - Stormwater attenuation in road corridor 9752m² of Totara Park (more - Permanent stormwater wetland in Totara Park land required in Sectors 2, 3) - New boundary fences and walls to accommodate the widened - Batter slopes corridor as well as land for a - Retaining wall structures- concrete block with scoria stormwater wetland facia, timber post and/or panel and Gabion 2 - Permanent acquisition of 6 - Removal of vegetation - Corridor widening to accommodate two lanes of traffic in residential dwellings on - Relocation of utility services each direction, on road cycle facilities and pedestrian Redoubt Road and Murphy’s - Establishment of a construction site area provision on both sides of the corridor Road to accommodate the - Reduced vehicle speed limit as per TMP - Permanent stormwater wetland in Totara Park widened corridor - Construction work close to existing boundaries - Two stormwater wetlands on Murphy’s Road - Permanent acquisition of 31 - Temporary disruption of utility services due to service - Traffic signals at the Murphy’s Road intersection portions of land parcels on relocation - Pedestrian crossing facilities on all legs of the Murphy’s Redoubt Road and Murphy’s - Changes to property boundaries and reinstatement of Road intersection Road fences, driveways and wall - Additional traffic lanes provided at each approach with - Permanent acquisition of give way controlled left turns 53005m² of Totara Park to - Improved access to Totara Park Equestrian centre accommodate the widened - Alignment improvements corridor as well as land for a stormwater wetland pond.

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NoR Land Occupation/ Acquisition Construction Elements most relevant to consider for SIA Operational Elements most relevant to consider for the SIA Package Requirements 3 - Permanent acquisition of 10 - Large bridge construction in greenfield site - Corridor widening to accommodate two lanes of traffic in residential dwellings on - Long term traffic diversions each direction and on road cycle facilities Redoubt Road and Mill Road - Construction close to Alfriston School - Two bridge structures to accommodate the widened - Construction adjacent to major water infrastructure at - Two lane roundabout at Ranfurly Road intersection with corridor Redoubt reservoir site Mill Road - Permanent acquisition of 54 - Construction in greenfield areas - Three stormwater wetlands on Mill Road portions of land parcels on - Severance of existing Mill Road - Two lane roundabout at Alfriston Road intersection with Redoubt Road and Mill Road Mill Road - Permanent occupation of - Mill Road realigned westward of Alfriston School 3393m² of Totara Park to - On-road cycle facilities through both roundabouts and road widening and along Mill Road stormwater attenuation accommodate a construction yard

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1.2 Legislative and Policy context This project is being developed in the context of a number of local, national and regional policies that govern the relationship between urban settlements and their transport networks. These policies and strategies include:

- Resource Management Act (RMA) - Land Transport Management Act (2003) - New Zealand Transport Strategy (2008) - Government Policy Statement on Land Transport Funding (2012-2015) - Safer Journeys Strategy 2010-2020 - Auckland Regional Land Transport Strategy 2010-2040 (ARLTS) - Auckland Plan (2012) - Regional Land Transport Strategy Health Impact Assessment (2010) - Auckland Council’s Regional and District Plans - Auckland Council’s Proposed Unitary Plan (PAUP) (2013) Relevant strategies and policies that reference the social environment have been considered as part of this assessment. Summaries are included in Appendix A.

Of note, the Auckland District Plan (Manukau Section) records the need at Chapter 8: Transportation, Appendix 1 page 87 to upgrade the corridor recognising its substandard geometry (with inherent traffic safety concerns) and planned growth in the southern region. 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 “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. The Redoubt Road-Mill Road corridor is shown in Appendix K of the Auckland Regional Policy Statement (RPS) as forming part of the proposed Regional Arterial Road network being roads that link districts or urban areas within the region. Regional arterial roads are defined as being regionally significant infrastructure in the RPS and essential infrastructure to support the community’s social and economic wellbeing. 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 strategic planning framework envisages significant growth in the vicinity of the corridor. Flatbush has a land area of 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 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 , 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).

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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 re- zoned 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 through a private Plan Change request (Plan Changes 12 and 38) to the Papakura and Franklin sections of the Auckland Council District Plan. These have now been settled via consent order. The site is bounded by State Highway 1 in the west, the Drury Quarry and the Hunua foothills in the east and the rural areas of Fitzgerald Road in the North and Arimu Road in the south. The development enabled by the Plan Changes is anticipated to attract in the vicinity of 6,880 employees. The Plan Changes create the opportunity to connect with the Mill Road corridor (south of the project area) via a new north- south arterial through the site. Further growth is also anticipated in Clevedon Village, which is approximately 12km to the east of the Mill Road / Alfriston Road intersection. The Clevedon Village structure plan which is being implemented via Plan Change 32 to the Auckland District Plan (Manukau Section) anticipates an additional 600 dwellings establishing in the Clevedon village. This Plan Change is currently subject to Environment Court appeals. The PAUP introduces further growth potential in terms of both population and employment growth in the vicinity of the corridor: - Additional development areas in Drury, north of Paerata and south Pukekohe (approx. additional 55,000 population and 35,000 jobs by 2040)1.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. At a regional level, 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 to achieve an efficient transportation network capable of supporting Auckland’s social and economic wellbeing.

1.3 Purpose of this report

The purpose of this Social Impact Assessment (SIA) is 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. This SIA forms part of the Assessment of Environmental Effects (AEE) for the Redoubt Road-Mill Road corridor project. This report has been prepared in accordance with the purpose and principles of the Resource Management Act. The following provisions of the Resource Management Act (1991) have been particularly relevant to the preparation of this SIA: Section 5(1) the sustainable management of natural and physical resources Section 5(2) of the RMA (enablement of people and communities to provide for their social, economic and cultural wellbeing while avoiding, remedying or mitigating adverse impacts of the project on the environment – which includes people and communities). Section 7 of the RMA requires amongst other matters the efficient use and development of natural and physical resources, the maintenance and enhancement of amenity values and the maintenance and enhancement of the quality of the environment. Section 171 of the RMA sets out those matters that Auckland Council must take into consideration when considering the requirement. This section requires, subject to Part 2 an assessment of effects on the environment which includes people and communities. Schedule 4(2) of the RMA (requirement to consider effects on neighbourhoods and communities when preparing an AEE).

1 Note: This development area includes the Drury South Structure Plan area

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As the SIA forms one part of the overall environmental assessment, additional and relevant sections of the RMA that contribute to the wider decision making processes are detailed in the AEE (Volume 2) that accompanies the NoRs. The AEE is one of a suite of documents that has been prepared in support of the Notices of Requirement (NoRs) being served by Auckland Transport (AT) on Auckland Council. The serving of the NoRs by AT as the requiring authority is the first part of the process to designate, construct and operate the corridor.

The purpose of the designations will be to designate land for the construction, operation, maintenance and imprvement of that part of the Redoubt Road – Mill Road corridor between the SH1 on and off ramps terminating just north of the Mill Road/Pope 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 south east of SH1 between Manukau, Papakura, Takanini and Drury. 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 SIA 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 detailed design has been completed.

1.4 Scope “All issues that affect people, directly or indirectly, are pertinent to SIA” (Vanclay 2003). Considerations of the SIA activities outlined by the International Association for Impact Assessment (IAIA 2003) have informed the scope of this SIA. The IAIA activities deemed relevant for the social and regulatory context of this project are as follows: - Participates in the environmental design of the planned intervention; - Identifies interested and affected parties; - Facilitates and coordinates the participation of stakeholders; - Documents and analyses the local historical setting of the planned intervention so as to be able to interpret responses to the intervention, and to assess cumulative impacts; - Collects baseline data (social profiling) to allow evaluation and audit of the impact; assessment process and planned intervention itself; - Gives a rich picture of the local cultural context, and develops and understanding of local community values, particularly how they relate to the planned intervention; - Identifies and describes the activities which are likely to cause impacts (scoping); - Predicts or analyses likely impacts and how different stakeholders are likely to respond; - Assists evaluating and selecting alternatives; - Assists in site selection; - Recommends mitigation measures; - Assists in the valuation process and provides suggestions about compensation (non-financial as well as financial); - Develops coping strategies for dealing with residual or non-mitigable impacts; and - Assists in devising and implementing monitoring and management programs In addition to these activities, the SIA considers cumulative impacts of the Project at a local and regional level, accumulating over time and to the exacerbation of impacts in intensity or scale, frequency or duration, and in either isolation or combination with other known existing or planned impacts. The cumulative social effects of relevant planning policies and other strategies and regulations on the project are addressed in section 9.15 of the AEE.

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1.5 Key Sources

The SIA has been developed on a project-specific basis and has involved the compilation of selected 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. The following table identifies the key secondary and primary data sources used in the SIA. A list of sources is provided in Section 9 (References).

In addition to those listed in the table, participatory techniques including key informant interviews and questionnaires were undertaken with a range of stakeholders during April – June 2013. All meetings were held onsite within the primary study area to allow for further observation and verification of potential social impacts identified through consultation including traffic noise, congestion, road access and safety issues. Regular site visits were undertaken between March 2012 and May 2013, to provide input into consultation studies and subsequent SIA research. Feedback from consultation is a key information source for this SIA and the ongoing consultation as the project progresses will continue to inform the monitoring of social impacts identified in this report.

Table 3 SIA data Sources

Source Year Type Information use

2006 Census of Population and Dwellings (Statistics 2006 Primary Baseline New Zealand)

Education Review Office- data on school rolls and 2010-2012 Primary Baseline deciles

Redoubt Road- Mill Road SAR: Consultation Report 2012 Primary Impact Assessment

Auckland Council 2013 (drafts) Primary Impact Assessment Totara Park Ecological Restoration Plan St John Redoubt regeneration plan.

Auckland Transport Redoubt Road- Mill Road 2012-ongoing Primary Impact Assessment consultation database (Darzin)

Census Data (Statistics New Zealand) 2006 Secondary Baseline (Final draft report subsequently updated with 2013 Census Data in August 2014)

Hollyford Drive to Ronwood Avenue SAR – GHD 2011 Secondary Project context

Ormiston Road to Redoubt Road SAR 2010 Secondary Project context

MCC Mill Road Corridor Study – Opus 2011 Secondary Project context

PDC Mill Road Corridor Study – GHD 2010 Secondary Project context

Mill-Redoubt Road Corridor Study Community 2009 Secondary Baseline Feedback – T Walsh Consulting

Consultation Report- T Walsh Consulting. Prepared for 2010 Secondary Baseline Papakura District Council

Real Estate Institute of NZ statistics 2012-ongoing Secondary Baseline Verification

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Source Year Type Information use

Ministry of Education Flat Bush Area Strategy 2007 Secondary Impact Assessment

Media commentary on Redoubt Road – Mill Road 2012-ongoing Secondary Impact Assessment Corridor study

1.6 Assumptions and Limitations

While the SIA is the entry point for project social planning, it does not address the continual feedback and interaction process of long-term planning, changing development strategies, political context and operations feedback. The following are identified limitations to this study:

1) The social baseline has been produced using a number of key data sources. Much of the baseline data for the draft SIA was sourced from Statistics New Zealand, in particular the Census of Population and Dwellings (2006). This iteration of the final draft SIA has been updated with Census 2013 data. The Auckland Council Unitary Plan (the land use planning framework to implement the strategic direction of the Auckland Plan) is yet to be finalised, and will not have legal status until late 2013 (and possibly longer). This presents some uncertainties regarding the reliability of planning scheme information beyond the existing operative District Plans. Further to the above, the following assumptions and exclusions have been applied to this SIA:

1) All assessments are based on the details of the Project as available at the time of writing this report (August 2013). 2) All assessment is based on drawing set numbers 60250009-PD-C-0011 to 60250009-PD-C-0809, dated 22 August 2013, and the AEE project description and design philosophy statement dated June 2013. 3) The SIA has been informed by a number of relevant technical assessments. Assessment of effects in specialist areas (for example urban design, archaeological assessments and noise and air quality), have been reported in this SIA where relevant to potential social impacts. 4) Tangata Whenua values have been informed through ongoing consultation with iwi and through Auckland Transport’s three Maori Values Assessments prepared by iwi for this project, which have been assessed as part of the AEE. 5) This SIA does not consider the social impacts of previously investigated, but discarded, route options. It is noted that as part of preparation of the SAR, NZTA’s Social and Environmental Management form PSF/13 was completed for each alternative alignment (Eastern A, B, C and Northern A, B and C). In addition as part of multi criteria analysis of the route options the alignment options were ranked in terms of impacts on residential access, severance, impacts on community facilities and traffic safety. Additional criteria, all of which have a social component included culture and heritage effects and noise and vibration effects. The SAR is attached as Appendix A to the AEE (Volume 2). 6) The history of the project prior to involvement of Auckland Transport is pertinent to this SIA in respect to cumulative impacts identified during the planning phase.

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2.0 Methodology This section of the report briefly introduces the SIA methodology applied to provide an explanation of the SIA process before the presentation of assessments in Chapters 6-7.

2.1 SIA stages of development This SIA has involved the following key steps. While presented sequentially, overlaps in the process exist between steps two, three and four. Stakeholder engagement was conducted throughout.

1. Defined the SIA Area of Influence (AoI)

2. Prepared a socio-economic baseline and community profile

3. Impact Identification and assessment of social effects (including SIA consultation)

4. Preparation of SIA and Social Impact Management Plan (SIMP)

2.2 Defining the Area of Influence The social effects of the project extend beyond the physical project footprint. As such, an Area of Influence (AoI) has been defined, that has been dissected into a primary and secondary study, as illustrated in Figure 3. The primary study area includes those considered directly affected by planning and construction and most likely to benefit from the operation of the arterial corridor. The secondary study area includes those who might be indirectly affected by construction and also who will benefit most from the operation of the arterial corridor. The area to the north west of the secondary study area has been omitted from the study on the assumption that road users will rely on the motorway network beyond that point.

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Figure 3 SIA Primary and Secondary Study Areas

The primary and secondary study area borders as illustrated in Figure 3 are based on the Census Area Units (CAUs) used by Statistics New Zealand – and have also been used to inform the socio-economic baseline data presented in Chapter four of this report. The CAUs on the western boundary of the primary study area have been included due to their proximity to the primary study area, location of key transport routes, major public transport connection points and key areas for local employment, education and social services. The secondary study area will experience project benefits through improved connectivity and reduced travel times for populations utilising the Redoubt Road corridor. The provision of a quality arterial route south from Redoubt Road also has the potential to reduce congestion on alternative routes within the secondary study area, creating social benefits for populations beyond the primary study area. It is noted that the CAU boundaries do not presume that communities beyond the geographical boundaries of this SIA are unaffected by the project, nor that CAU boundaries approximate all communities of interest within the study areas. Rather, the CAUs have been chosen as a representative overview of the existing social baseline and provides for a statistical data set that can be revisited and updated throughout the life of the project. The timeframe for construction requires a data set that can be measured accurately over time and Census boundaries, unlike school enrolment zones, are geographically fixed and unlikely to change.

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2.3 Social Baseline The social baseline presented in this SIA report provides specific information relevant to the project in order to understand the potential impacts. It provides a detailed community profile of each NoR section within the primary study area, as well as a demographic profile of the broader SIA study area according to the data sets described below. Consultation results are also provided. The primary study area contains 12 CAUs and the secondary study area contains 23 CAUs. The baseline profile is cognisant of transport networks and social connections beyond the defined study areas and considers the regional context of Auckland as well in the identification of potential social impacts in this SIA. 2.4 Impact assessment There are four potential stages where social impacts can occur during a project:

- Planning - Construction/implementation - Operation; and - Closure/decommissioning This SIA will assess the social impacts during the planning, construction and operation phases of the Project. It is not considered relevant to assess the potential impacts associated with closure of the proposed project. It is also noted that some social impacts of the planning phase have already occurred, given the history of the Redoubt Road – Mill Road project prior to Auckland Transport. A workshop was held in May 2013 with Auckland Transport to agree on each impact, ranking and potential mitigation strategies. Information gathered through consultation and community profiling has also been 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 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 remain, suggested management of these impacts are proposed. Positive impacts have also been assessed, 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 Auckland Transport controls, where required. 2.5 SIA consultation Consultation with various stakeholders was considered integral to the development of this 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 an effective means 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. Key issues and concerns raised in consultation are outlined in section 5, and these concerns are summarised with other identified potential impacts for assessment in section 7.

2.6 SIA and DWP Based on all of the above, an SIA and Social Impact and Business Disruption Delivery Work Plan (“the DWP”) have been developed for the project, and are outlined in chapters 6-8 of this report. The DWP outlines Auckland Transport’s planned actions and commitments in managing the social impacts of this project. It is planned to be an ongoing, living document and will be the key mechanism for implementing and monitoring the project’s impacts and impact management processes. The draft DWP is included in and will be finalised in consultation with stakeholders during the detailed design phase of the Project.

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3.0 Social Baseline – Community Profile To effectively assess the social impact of infrastructure works on for the project, it is necessary to establish an understanding of the social environment of the project area and surrounds so that potential impacts can be identified. This social baseline comprises the following:

- A narrative description of the existing social environment, presented for each NoR package within the primary study area - derived through a comprehensive desktop review and consultation with relevant stakeholders - A demographic profile of broader SIA Study Area against wider data sets These elements, combined with the results of stakeholder consultation, form the basis of the impact assessment presented in Section 6.

3.1 Community Profile The following community profile highlights the key differences between the NoR packages as the project moves from a dense urban to semi-rural environment. The demographics of each NoR package are varied and there are differing stakeholder opinions and potential impacts as the project moves from an urban to rural environment. As the Redoubt Road- Mills Road corridor is a through-route, rather than a ‘destination,’ communities of interest extend beyond the study area. For the purpose of profiling the communities in this SIA, the demographics of those residing on or near the road corridor are considered pertinent to this report. NoR Package 1(NoR1) includes the urban residential areas of Redoubt Road from the SH1 Redoubt Road motorway interchange south east along Redoubt Road to approximately 90m east of Hilltop Road outside property number 177 Redoubt Road. It is characterised by medium density living and public transport connections. The densely populated areas of NoR1 historically developed in line with the construction of the Southern Motorway to in the 1950s, with the first residential subdivision on Redoubt Road built in 1952. The creation of the Manukau City Centre in the 1960s and the construction of manufacturing plants near Manukau sparked further population growth, with subdivisions at Totara Heights and Goodward Heights constructed in the late 1970s. Infill housing is prevalent in NoR1 and new homes are currently under construction on recently subdivided land on Reboubt Road and Alexia Place. The Manukau City Centre is in proximity, on the other side of the southern motorway (SH1), and is the main destination point for local shopping, business and community services. Because of the proximity of the Westfield mall, ‘big box’ retail and services at Manukau, there is no perceived need for retail or community service provision along Redoubt Road. There is public transport provision in NoR1, with regular bus services connecting to the Manukau Station via Redoubt Road and Hollyford Drive. The speed limit along Redoubt Road, in section one, is 50km per hour. There is significant traffic congestion in NoR1, particularly at peak times, as vehicles feed onto Redoubt Road from Te Irirangi Drive to access the motorway southbound. Key informant interviews with residents in NoR1 indicate that Totara Park is highly valued, however there is no ‘community of place’ observed for residents living adjacent to the road corridor in the urban section, due to the through-route nature of the corridor. NoR Package 2 (NoR2) extends from 177 Redoubt Road to, and including, the Murphy’s Road intersection. NoR2 also includes the length of Murphy’s Road to the intersection of Flatbush School Road. It is characterised by low density single dwellings on comparatively larger land parcels than NoR1. Most of the dwellings along the Redoubt Road ridgeline are more than 30yrs old, and currently enjoy a predominantly rural outlook over the developing Flat Bush, across to the Hunua Ranges or over Totara Park. Discussions with landowners in NoR2 have identified the amenity values and special characteristics of the properties along the ridgeline as of importance to them. Property owners have long established relationships with their neighbours, and feel a sense of community that is unique to their location on the ridgeline. Feedback gathered through consultation spoke of the ‘culture and heritage’ of the ridgeline properties, a sentiment echoed in research on low density housing settlements:

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“Since the affluent post war era, much value has been placed on low density settlements, consisting of detached homes on generous sections. While many of New Zealand’s earliest settlements were of a relatively high density; low density settlements have been considered part of New Zealand’s culture ever since private vehicle ownership became commonplace, enabling the rapid expansion of cities beyond the established public transport infrastructure (Hoque, 2000: 27). NoR Package 3 (NoR3) includes Redoubt Road from the Totara Park Equestrian Centre south to the intersection of Mill Road and Popes Road. It is characterised by low density housing, a semi-rural lifestyle and an undulating landscape of predominantly pasture with stands of mature vegetation. Many properties are screened from the road by vegetation and fencing, with landowners enjoying privacy and a rural outlook. A residential subdivision (the Gardens) is visible from NoR3, but there is no vehicle access from the subdivision onto the corridor. Observations made during consultation indicate that NoR3 has clusters of small communities off each side of the corridor, defined primarily by residential settlements and subdivisions. Community cohesion was identified at the public open days where groups of neighbours attended together and engaged with Auckland Transport as a collective. Examples of this cohesion include residents on the privately owned Kinnard’s Lane, residents from Tiffany Close, and residents from Polo Prince Drive. The shared narratives of these semi-rural communities about the history of the project indicate that population turnover is potentially lower in both NoR2 and NoR3 than NoR1, as the familiarity of the project’s legacy as well as relationships with neighbours was observed during consultation. The social deprivation index included in the Auckland Plan (2012, Chapter 1, Fig1.1.1) illustrates areas of significant social deprivation (9-10 on the Deprivation Index) concentrated in South Auckland, including the western boundary of the primary study area (NoR1). The demographic profile of the primary study area, included in Chapter four of this SIA, indicates that higher numbers of Maori and Pacific peoples reside in the study area (compared with as a whole), there is higher unemployment, lower incomes, poor quality housing, and higher crime.

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3.2 Transport patterns and community connections

Figure 4 Public transport provision

The redeveloped Manukau Station is located in the immediate vicinity of NoR1 with train and bus networks providing connections throughout the Auckland region. There are no existing public transport routes that utilise the Mill Road section of the corridor. Five routes are however present on Redoubt Road between Hollyford Drive and SH 1. These are outlined in Table 4.

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Table 4 Frequencies and Operational Hours of Current Bus Services

Service Hours of Operation Frequency 457 / 457X Otahuhu, Downtown via Otara 6:25am – 10pm, 3:05pm – 6:30pm 10-45 min 466 Manukau City Centre to via 6:25am – 7:20pm 30 min Everglade Terrace and the Gardens 497 / 497X Otahuhu, Downtown via Otara 5:30am – 11:10pm 20-60min 566 to East Tamaki via Wiri, 6:25am – 7:20pm 30min Manukau City and Chapel Road 580 Manukau City Centre to Howick via 6:10am – 7:10pm 15-35min Stancombe Road and Botany Town Centre

In addition to these routes the 568 route runs adjacent to the Redoubt Road- Mill Road corridor along Alfriston Road at 30 min frequencies between 6:15am and 5:45pm. Currently there are four bus stops within the corridor. These are located in NoR1, either side of the Diorella Drive intersection. In addition, Alfriston School has two Ministry of Education school bus services, one to Brookby and one to Redoubt Road. Cyclists use the route primarily for recreational weekend use to access popular cycling routes through Clevedon and Whitford. Information gathered through consultation, as well as key informant interviews, indicates the current road safety issues on the route are a deterrent to recreational cyclists. Identified issues include excessive vehicle speed on the corridor and the topography of the corridor reducing vehicle visibility of cyclists, placing them at a greater risk of collision. Anecdotal evidence suggests the majority of cyclists tend toward large weekend ‘bunch’ rides organised by cycling groups rather than cycling alone due to perceptions of risk to personal safety.

Traffic flows along Mill Road, Redoubt Road and Murphy’s Road have been extracted from the Southern Strategic Saturn traffic model (S3M) for 2011 and are shown in Table 5. The information highlights the increased traffic counts in NoR1. This can be attributed to vehicles entering Redoubt from the Chapel Downs and Otara areas to access the motorway network southbound as no onramp exists at the Te Irirangi Drive interchange. Increased traffic in section one can also be attributed to public transport provision, which is unavailable in NoR2 and 3. Further information on traffic flows is available in Appendix H of the SAR (attached as Appendix A of the AEE).

Table 5 Traffic Flows

Location 2011 AADT (vpd) Redoubt Road East of SH1 22,000 Redoubt Road East of Hollyford Dr 10,000 Mill Rd South of Redoubt Rd 13,500 Mill Rd North of Alfriston Rd 9,000 Mill Rd South of Alfriston Rd 11,000 Murphy’s Rd North of Redoubt Rd 10,500

Information gathered through consultation provided anecdotal evidence of a high number of accidents and ‘near misses’ on the corridor. These incidents are more prevalent in NoR2 and NoR3 and are perceived by residents as being caused by excessive speed resulting in a loss of vehicle control. Accident ‘hot spots’ identified by residents include the intersection of Redoubt Road and Mill Road. As part of the SAR, crash data for the Redoubt Road – Mill Road corridor for the period 2007-2011 has been analysed. Overall, there were 301 crashes in the defined period, with 90 of these causing injuries. Crash data extracted from CAS is appended in Appendix B of the SAR.

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3.3 Community facilities and social housing provision

Figure 5 Community facilities and social housing provision

The most prominent community facility in this NoR1 is the Church of Jesus Christ of Latter-day Saints Meeting House. The Meeting House accommodates up to 1000 people every Sunday, attending in groups (units) of up to 300 people in three hour blocks. The facility also hosts monthly conferences for up to 1000 people who travel primarily via buses from around the North Island. At the rear of the site is an accommodation facility for visiting missionaries. The building accommodates groups of up to 40 missionaries with fortnightly arrivals/departures primarily from the Pacific Islands. The location of the facility provides a high level of visibility for visiting members as well as connectivity to the airport and Hamilton (nearest temple). Significant future development is planned for the site with $20M ‘higher education learning environment’ (temple) currently consented for construction (consents valid until 2017). There are two motels in NoR1- the Manukau Heights Motor Lodge and the Redoubt Motel. The Manukau Heights Motor Lodge at 21 Redoubt Road has 21 rooms over two floors. This motel will be fully acquired as part of the project. The Redoubt Motel is located at 104 Redoubt Road, has 12 rooms predominantly occupied by long term tenants. Both motels are marketed on their close proximity to the airport, Manukau Shopping Centre, Rainbows End theme park, Auckland Botanical Gardens and Vodafone Events Centre.

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Guiding New Zealand’s Taha-Wahia Woodside Hall, located on Everglade Drive is a regional meeting house and accommodation facility for Girl Guides. The other regional and sub-regional facilities in the primary study area include Riding for the Disabled (based at Totara Park Equestrian Centre) and the three places of worship. Also located on or adjacent to Everglade Drive are a number of early childhood education providers. Next to the Guide hall is ‘Everglade Court’ a block of retail shops, including takeaways and superette.

NoR1 has a small cluster of Housing New Zealand Corporation (HNZC) properties off Everglade Drive, on Keri Anne Place. HNZC clients in NoR1 are identified as a vulnerable population due to the low income criteria they are required to meet to secure social housing tenancy. HNZC properties have varying tenure lengths resulting in a degree of residential mobility, with tenants moving into social housing typically having high and immediate social needs. Within the proposed construction timeframe, the number of HNZC tenants within the wider project area is expected to grow as the result of 500 HNZC properties planned for Papakura.

Figure 6 The Church of Jesus Christ Latter Day Saints Figure 7 Manukau Heights Motel

Totara Park Equestrian Centre is the largest sub-regional community facility in the primary study area. The Totara Park Equestrian Centre was established in 2000 as a Trust. The Trust was formed to administer the site, which is shared by Riding for the Disabled, Totara Park Pony Club and Totara Park Adult Riding Club. 30 acres of Totara Park are leased from the Council and Centre facilities include a sand dressage arena, ‘eurosurface’ arena, horse pens, tack rooms and clubrooms. The Centre caters for Riding for the Disabled, a Pony Club and adult riders. The site is operational seven days a week, with week day use predominantly by Riding for the Disabled who own most of the horses grazed at the Centre. Vehicle movement in and out of the site is varied; at peak times (ribbon day) up to 300 vehicles park on site, with a high number of horse floats travelling from the Auckland region on event days. Use of the Centre is largely seasonal, with minimal winter usage by Riding for the Disabled, who are the primary users. Fundraising is underway to build a roof over one of the arenas creating an all-weather facility which is expected to result in a marked increase of usage at the centre. Discussions with the Centre have indicated Riding for the Disabled would be able to use the facility all year round, as would the Pony Club. It has been observed that Riding for the Disabled generates a high level of traffic to the site as each rider is accompanied by up to three volunteers. Key informant interviews and information gathered during consultation indicated that the current road access for the Centre provides limited sight lines for oncoming vehicles resulting in safety risks for vehicles, particularly right turn movements in and out of the site. The slow acceleration of horse floats exiting the site has been identified by Centre users as a primary concern, and increased traffic to the site, as a result of planned development, may further exacerbate this issue. There is one Council owned hall at the intersection of Alfriston Road and Mill Road which is used regularly by community groups and hosts a weekend community market. Alfriston School sells keys to their school community for access to the school pool over the summer holidays and runs a holiday programme on the school site during term breaks. The school also owns an all-weather turf facility constructed on adjacent Council owned land which is available for community use.

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The Dharmmapark Suandham Rightview Buddhist Foundation, located at 160 Mill Road currently has five monks living in a house on the site, with an adjoining large shed used for meditation and events. At least 10 vehicles access the site every morning at 11.00am to deliver meals to the resident monks. In addition, regular events attract a maximum of 100 cars to the property. Future plans to accommodate more monks, construct an outdoor meditation circle and a Muay Thai kickboxing facility will create more vehicle movement to the site. The 12 acre property shares a single road access with four neighbouring properties, one of which is a business (Alfriston Heights Boarding Cattery). The Manurewa Assembly of God, located at 174 Mill Road, has a congregation of 160 parishioners who primarily reside in the areas of Papakura, Howick and Mangere. Peak times of activity at the Church are Friday nights with youth groups between 6.30-9.30pm as well as on Sundays. The facilities also used on Monday and Thursday nights and occasionally on Saturdays for weddings. The office is open Tuesday to Fridays. St Elias Catholic Church is located in the Gardens and is well supported by the local Lebanese community.

Figure 9 Alfriston Hall, located in NoR 3 Figure 8 St Elias Catholic Church, located near NoR 3

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3.4 Education

Figure 10 Schools in the study area

There are two state primary schools in NoR1: Redoubt North Primary School and Everglade Primary School. Both schools are located away from the Redoubt Road corridor on residential feeder roads. Redoubt North Primary School is a Year 1-8 Full Primary school, with a decile rating of 2. School roll in March 2012 was 661 with the majority of the school roll students identified of either Maori (22%) or Pacific Island descent (44%). Three percent of the roll identifies as NZ European/Pakeha. The remaining 31% identify as Indian, Chinese, or South East Asian (10%).17% of school roll are ‘out of zone’ enrolments. The majority of students either walk or are driven to school. There is no formal walking school bus and no current student cycle/scooter activities to or from school. Approximately five students use public transport to access the school. There are no breakfast clubs, before or after school care and no student travel beyond the school environs for organised sporting activities. A high number of students transition to Tangaroa College in Year 9, with the balance evenly spread to , Edgewater, Papatoetoe, Manurewa and Alfriston Colleges. 14 of the 55 staff at Redoubt North Primary reside within the primary study area and thus will be potentially affected by the project. A number of current staff travel from east Auckland. Everglade Primary School, located at Everglade Drive, is a Yr1-6 Contributing Primary school, with a decile rating of 7. School roll in 2010 was 482 with a quarter of the roll identifying as Indian. 15% of the roll identifies as NZ European/Pakeha.

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NoR2 has one early childhood education facility- Edukids, located on Arranmore Drive, off Flat Bush School Road, and one state primary school- Chapel Downs, located on Dawsons Road. A private/independent school- Tyndale Park Christian School is located on Murphy’s Road. Tyndale Park Christian School, located at 206 Murphy’s Road, is a Year 1-13 private school with a 2011 roll of 52. The school does not record the demographics of the students and as a private school, does not have a Ministry of Education decile rating. Chapel Downs is a Year 1-6 Contributing Primary with a decile rating of 2. The March 2013 school roll was 500. 70% of the roll is of Pacific Island descent (with the dominant ethnic group Samoan 36%) and 4% NZ European/Pakeha. Growth in school roll is anticipated to come from Indian families moving into the area rather than from the Flat Bush development due to the new schools planned as part of the development.

Students primarily come from the Otara catchment and 70% transition on to Howick Intermediate, with the remainder attending Ferguson Intermediate. Ministry of Education Flat Bush Area Strategy The Ministry of Education Flat Bush Area Strategy (2007) outlines plans to build seven new schools in the Ormiston area over the next ten years. To date, three of the seven schools are operational. The proposed implementation timeline for the planned schools is as follows:

- Mission Heights Primary- opened 2009 - Mission Heights Junior College- opened 2009 - Ormiston Senior College- opened 2011 - Ormiston Road Junior High School- 2015 - Ormiston Road Primary School- 2014 - South-East Flat Bush Primary School- 2017 - South-West Flat Bush Primary School- 2019. Once operational the new state schools will collectively provide for up to 7,300 students from years 1-13. In addition to the seven schools, an integrated Catholic primary school is also proposed as well as provision for early childhood education (ECE) on all sites. The strategy recommends schools develop joint-use facilities with the Council, links to government agencies and fosters relationships with community-based providers. While enrolment scheme home zones are not yet in place for all schools (zones are the responsibility of the foundation Boards of Trustees to implement), anecdotal evidence suggest the appeal of new schools may encourage out of zone enrolments. The provision of four new Contributing Primary, Junior and Senior high schools, provides multiple options and allows for continuity of Year 1-13 education in one geographical area. If changes to education provision results in children remaining in local education network from ECE through to Year 13, there will be implications for transport planning. As well as increased local traffic along the corridor, particularly at the Murphy’s Road intersection, there is likely to be higher public transport usage and increased walking and cycling due to the number of school employees, parents and students accessing educational facilities. Currently, 70% of Year 6 students from Alfriston school transition to schools in the Pakuranga and Howick areas, as do a high number of students from Chapel Downs. Howick Intermediate does not currently operate an enrolment scheme home zone and the addition of Ormiston Junior High School and Mission Heights Junior High into the catchment means that this enrolment policy is unlikely to change. However, there is likely to be a reduction of students travelling from the Redoubt Road - Mill Road area to Howick once the two Junior High Schools are operational, particularly if the school deciles are the same, or higher, than Howick Intermediate. The Flat Bush Census Area Units (CAUs) of Donegal Park, Point View and Ormiston have been identified by the Ministry as having a high number of four-year olds not enrolled in ECE, no capacity for ECE provision, and planned future growth. Since 2008 three new ECE services cater for an additional 150 children in total but current provision still falls short of the predicted increase of over 1300 four-year olds in the three CAUs by 2022.

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There is one state primary school located in NoR3, Alfriston School. The school, located on the corner Alfriston Road and Mill Road in Manurewa, is a Year 1-8 Full Primary school, with a decile rating of 9. The March 2013 school roll was 350 students, which includes 45 out-of zone enrolments. 58% of the roll identifies as NZ European/Pakeha, 15% Maori. Indian students currently make up 9.7% and anecdotal evidence from the school suggests this percentage will increase as the area is attracting more Indian families. Key informant interviews highlight the school is desirable, with families moving into the zone specifically to enrol at the school. Currently there are very few new entrant enrolments from local kindergartens (Hill Park, Greenmeadows and Alfriston), with the majority of new entrants transitioning from early childhood provision outside the primary study area. School families are predominantly working professionals and, while perceived as a semi-rural school, only two families are employed in the farming/agricultural sector. Also within the primary study area is The Gardens School which is located in the Gardens subdivision and not directly accessible from the Mill Road corridor. The enrolment scheme home zone excludes Mill Road and the school does not currently accept out-of zone enrolments.

3.5 Social Services Manukau Counties DHB operates the Manukau Super Clinic, providing specialist outpatient and day procedures at a large facility near the western boundary of the primary study area. The Super Clinic does not offer primary healthcare or emergency medicine, with these patients typically travelling north to Middlemore hospital. The Super Clinic provides a patient shuttle bus service within the secondary study area, however there is no direct public transport provision from Redoubt Road to either facility. Buses travelling from Hollyford Drive and Redoubt Road can connect to bus and trains servicing these health facilities from the nearby Manukau Station. The Counties Manukau Police (District Headquarters) is located in immediate vicinity of NoR1, on Manukau Station Road. Also located on the border of NoR1 is the Manukau Fire Station on Lambie Drive and St John Ambulance station nearby.

Chapel Downs School, located in NoR2, operates a Family Service Centre onsite with full time social worker and two nurses. Services offered include parenting courses, advocacy, support in filling out forms, and resume writing. The geographical location and services of the social service centre indicates the proximity of a vulnerable population. The Chapel Downs school decile rating of 2 indicates that the roll is drawn from lower socio-economic communities in the vicinity of the school. A dental hub catering for all primary schools and adolescents in the Flatbush and Otara areas is located at Chapel Downs School and is expected to treat 4400 patients per year. The former dental clinic on the school site now accommodates Plunket and there is an early childhood centre onsite. The school hall is occasionally hired for community use. Also, located within the primary study area is Ormiston Hospital. Constructed in 2008, it is the first private hospital in South and East Auckland. The recently formed Flat Bush Neighbourhood Policing Team (NPT) is located in NoR2 and uses community-style policing to create safe neighbourhoods. The objective of the NPT is to prevent crime rather than respond to it. In addition there is a volunteer group- Flat Bush Crime Watch Patrol, in the area. Crime prevention is also addressed through urban design with Council’s Flat Bush Structure plan limiting front boundary fences to 900mm, and restricting the amount of garage in front of properties to support passive surveillance of the streets by residents.

Totara Hospice is located within the primary study area, near NoR3, and can be accessed from Ranfurly Road. The Hospice, located on Charles Prevost Drive, offers community-based palliative care as well an inpatient facility for up to nine patients. There are building redevelopment plans to extend the inpatient facility to 20 beds.

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3.6 Reserves, Recreation and Heritage Areas The St Johns Redoubt, located at 25 Redoubt Road contains the remains of a fort built in 1863 as part of the 1863-64 Waikato Wars. “St Johns Redoubt has cultural significance in relation to the New Zealand Wars, one of the most controversial and influential episodes in this country’s development. The redoubt was associated with the Great South Road, constructed to facilitate the military advance against Waikato Maori during 1863-64. St Johns 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.”2 The site is administered by the Department of Conservation and the Auckland Council. Pedestrian access is from Redoubt Road and Boeing Place (off Everglade Drive). The reserve is approximately 0.419 hectares and a concept plan is being created by Council Parks and Reserves to enhance the site. The Council has confirmed Local Board funding for the improvements which include improved vehicle access and onsite parking. Once vehicle access is restored, the aim is for the site to be included in the Historic Places Trust Waikato War Driving Tour.

Figure 11 Totara Park Redoubt Road End Figure 12 Totara Park Redoubt Road Entrance

Totara Park is identified by the community as a significant recreation resource in the project area. While it spans all three NoR packages within the primary study area, the majority of the park falls within NoR2. The park is over 216ha and has multiple uses including walking tracks, mountain biking trails, equestrian bridle trails, an adventure playground, swimming pool and tennis court. The northern border of Totara Park extends to Redoubt Road and stretches south west to join the Auckland Botanic Gardens in Manurewa. There is one vehicle entrance to Totara Park in NoR1, located at 146 Redoubt Road, and additional vehicle access from Wairere Road. There are two volunteer groups: Totally Totara and Friends of Totara Park who focus on the recreational uses and ecology of the park. Friends of Totara are assisting Council in implementing the Totara Park Ecological Restoration Plan which includes regeneration of the Puhinui stream and ephemeral areas. Totally Totara and the Council have jointly constructed and maintain 10-12km of mountain bike trails within the park. Totally Totara has long term aspirations of increasing the trails to 30km, and leasing the Council owned property adjacent to the Redoubt Road entrance to create a clubrooms and cycling ‘hub’ for mountain bikers. Council Parks and Reserves is currently planning an upgrade to the car park on Redoubt Road to reduce the size of the grass verges (originally for equine use) and to install additional parking provision for mountain bikers. The car park currently experiences a level of undesirable behaviour including theft from vehicles, resulting in local users opting to park at the Wairere Road entrance to the park. Totally Totara representatives indicate the car park is primarily used by ‘out of towners’ without the local knowledge of the security issues as well as the difficulty experienced in finding the Wairere Road entrance.

2 Taken from Dave Veart’s statement to Manukau City Council (1997), retrieved from Department of Conservation St Johns Redoubt Heritage Assessment (2006).

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The only commercial enterprise within Totara Park in NoR2 is a long term lease for stock (cattle) grazing.

Figure 13 Totara Park Swimming Pool Figure 14 Friends of Totara Park

The park attracts a high number of people walking dogs due to the predominantly ‘off leash’ area of pasture. Within NoR3, but outside the proposed corridor, is a commercial venue- Beuford’s House, which is accessible from the Wairere Road entrance. The Wairere Road entrance to the park falls outside the proposed corridor but is useful to understand the whole park usage as planned improvements by the Council are aimed at distributing the heavy usage at the Wairere Road end further into the park. Informal use including orienteering, ‘bootcamps’ and running groups predominantly gather at the Wairere Road entrance and the area is popular with families due to playgrounds, tennis courts, picnic areas and a Council operated swimming pool. School groups use the mountain bike trails for training and the Council hosts school walks and glow worm walking tours with the wider communities. Park use has increased and users have diverse and often competing needs. Ecological impacts are identified at the Wairere Road end of the park particularly root damage to mature native trees due to the amount of seasonal foot traffic. Park management plans include provision of additional BBQ and picnic facilities further within the park boundary and the proposed closure of a traffic loop road to encourage more foot traffic into the park at the Wairere end.

Figure 15 Totara Park Figure 16 Murphy’s Bush

Also located in NoR2 is Murphy’s Bush, the last remaining stands of indigenous forest in Auckland. The bush is a popular recreational reserve for families and school groups, but is also a known destination for inappropriate behaviours. A recent increase in Police surveillance, car park redesign, signage and vegetation removal by Auckland Council has reduced these behaviours. Detailed information on the ecological significance of Murphy’s Bush is referenced in the Ecological Assessment, Appendix D of the SAR. Clough and Associates have prepared an archaeological assessment of the Redoubt Road- Mill Road corridor. The assessment notes that the likelihood of previously undetected Maori archaeological sites being discovered along the corridor is low. A full copy of the archaeological assessment is included in Appendix O of the AEE.

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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). Three recorded sites are located in NoR 3 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. The report also notes the large stone gates and walls at the entrance to Totara Park in NoR1. Although unlikely to be heritage items, they are identified as valued by the community, particularly by residents along the ridgeline.

3.7 Land use and growth scenarios The Auckland Plan assigns town centre status to Flat Bush (re-named Ormiston in the Auckland Plan). It is considered market attractive 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. Its land area is approximately 1,700 hectares. It has approximately 20 hectares set aside for a town centre. The Structure Plan area 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. Stage 2, which is being implemented via proposed Plan Change 20 to the Manukau section of the Auckland Plan, consists of 342 hectares of land currently shown as future urban on Auckland Council District Plan (Manukau section) Planning Maps. The development of Flat Bush addresses intensification polices in the Auckland Plan, Auckland Regional Policy Statement 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. A neighbourhood centre is proposed at the intersection of Flat Bush School Road and Murphy’s Road. Development of this centre requires preparation of a Comprehensive Development Plan. The area to the east of the Mill Road corridor has been identified as a rural area in the Auckland Plan that will have Countryside Living characteristics. As a consequence, this area will provide lifestyle type development with good amenity and hobby-scale farming and productive sites. Countryside Living areas are the interface between the urban and rural environment and will absorb demand for rural subdivision, protecting more sensitive areas. Private Plan Change 38 seeks to re-zone 5.1 hectares of land at 49, 57 and 71 Mill Road from Rural 3 to Main Residential. The Plan Change allows for a maximum of 45 new residential sites immediately adjacent to ‘The Gardens’ residential development. The Plan Change area will not have direct vehicle access to Mill Road. Having regard to the Alfriston Road 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%. This growth comprises an additional 17,000 in the existing urban area, 2,000 in rural areas and 30,000 in the new settlements of Takanini (20,000) and Hingaia (10,000).

The PAUP introduces further growth potential in terms of both population and employment growth in the vicinity of the corridor: - Additional development areas in Drury, north of Paerata and south Pukekohe (approx. additional 55,000 population and 35,000 jobs by 2040)3.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.

3 Note: This development area includes the Drury South Structure Plan area

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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.

In terms of future growth, 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 17 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 18). This is one of two big 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 a desire to grow business and jobs within the initiative area it is likely that travel demand will increase within the corridor. Of note, the Southern Initiative seeks to prioritise housing development in the southern region in response to overcrowding and poor quality housing stock.

Figure 17 Extent of Operative and Planned Urban Development Land in Manukau, Papakura and Takanini (Source: Auckland Plan 2012)

Redoubt Rd – Mill Rd Corridor

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Figure 18 Auckland Plan Southern Initiative (Source: Auckland Plan 2012)

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4.0 Social Baseline – Demographic Profile A targeted baseline of populations residing in the project Study Area (both primary and secondary areas) has been defined to assist in predicting the capacity of local communities to cope with the range of impacts the project may bring, as well as its ability to take advantage of the opportunities that this project may create. Data considered includes information on population (including population growth, gender and families), dwellings (including housing costs), employment (including labour costs), income, cultural diversity and education and training.

4.1 Study Areas and Data Sets

This analysis has used four different hierarchical data sets where possible, to best establish a socioeconomic profile of the project catchment areas. Country-wide New Zealand data has been included to provide a standard benchmark for comparison. Regional data for Auckland has been selected as a smaller, more local comparison benchmark. 2006 Census Area Units have then been used to define a primary and secondary study area. The primary study area is the most immediately impacted catchment of the project and the secondary study area borders it and takes consideration of the trans-boundary effects of the project outside of the immediately affected areas.

• New Zealand Country

• Auckland Region

• Primary Study Area Area Unit • Secondary Study Area

According to Statistics New Zealand (SNZ), each CAU is a single geographic entity with a unique name referring to a geographical feature. CAUs of urban areas generally coincide with suburbs or parts thereof. CAUs within urban areas normally contain a population of 3,000 to 5,000 people, though this can vary due to factors such as zoning (e.g. industrial areas, port areas, and rural areas) within the urban area boundaries. This is a suitable size of data collection area able to be used for finer grain data analysis. For this reason, the primary and secondary study areas have been determined using these data classification units. The primary study and secondary study areas comprise of the CAU’s included in Table 6 and Table 7.

Table 6 Primary Study Area Census Area Units

Primary Study Area CAUs Flat Bush Redoubt South Ormiston Redoubt North Ardmore Hyperion Totara Heights Donegal Park Wairere Takanini North Clover Park

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Table 7 Secondary Study Area Census Area Units

Secondary Study Area CAUs Otara North Otara South Otara East Otara West East Tamaki Weymouth West Weymouth East Ferguson West Hillpark Rowandale Leabank Burbank Wattle Farm Manukau Central Beaumont Wiri Clendon North Clendon South Homai East Takanini South Takanini West

The primary source of data for baseline analysis is Statistics of Population and Dwellings (2006) and associated time series detail. Data has also been sourced from the Real Estate Institute of New Zealand, New Zealand Police and the Auckland Plan (2012). The addendum contains the baseline analysis updated with 2013 census data. Where possible, data that is more recent than the 2006 Census has been used for this analysis. For example, Statistics NZ provides estimates for various demographic indicators. These estimates have been used; however it must be taken into consideration when viewing this baseline report. The age of this data is identified as a limitation in this analysis. Discrepancies may exist between figures provided on the total populations and smaller area breakdowns. This has been avoided where possible, however for data integrity purposes, figures published by Statistics NZ have been used as they have been published, rather than manipulated. Discrepancies may exist from rounding errors or errors in compiling responses. For data analysis purposes, the primary study area is separate from the secondary study area and there is no double counting of data between the two catchment areas.

4.2 Population The project area sits within the Auckland Region. The population of the Auckland Urban Area4 is estimated to be 1,397,300 people (2012). The population comprises:

- Central Auckland 452,400 - Southern Auckland 438,500 - Northern Auckland 285,100 - Western Auckland 221,300. Please refer to Figure 19 for population estimates

4 Note that Auckland Urban Area is different to Auckland Region. Slight boundary discrepancies exist however data availability was limited to areas reported in text.

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Figure 19 Auckland Population Estimates, 1996-2012 (Source: Statistics New Zealand, 2006)

4.2.1 Population Growth While population growth has occurred in both the primary and secondary study areas between 1996 and 2006, data reflects a much higher growth rate in the primary study area. In 2006, the population for the primary study area was 42,369, which represented a 26.1% increase from the 2001 population (33,579). The population growth rate in the secondary study was similar to Auckland region between 1996 and 2001, but this rate increased notably between 2001 and 2006. The total population for each study area is outlined in Table 8.

Table 8 Total Population, Study Areas 1996-2006 (Census)

1996 2001 2006

NZ 3,618,303 3,737,277 4,027,947 Auckland Region 1,068,645 1,158,891 1,303,068 Primary Study Area 26,370 33,579 42,369 Secondary Study Area 73,893 79,164 92,907 Source: Statistics New Zealand, 2006

When analysing this data, it is noted that the total population of the primary study area is much smaller than the other areas being assessed (See Table 2) thus, an increase of any amount will have a greater overall effect on the growth rate. For example, an increase of 13,743 people between 2001 and 2006 occurred in the secondary study area, which represents a growth rate of 17.3%. In contrast, an increase of 8,790 people between 2001 and 2006 occurred in the primary study area which represents a growth rate of 26.1%. As such, it is evident that population increases from a smaller base population will have a proportionately higher growth impact overall.

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Figure 20 Population Growth, Study Areas 1996-2006 (Source: Statistics New Zealand, 2006)

Gender

The gender split for the primary study area is fairly even between males and females for both years, as shown in Figure 21. In 2001, there were a higher proportion of people aged between 25 and 39 compared to 2006. This is matched by an increased proportion of people aged between 40 and 69 in 2006, indicating a slightly aging population.

Figure 21 Primary Study Area, Age Gender 2001 and 2006 (Source: Statistics New Zealand, 2006)

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The age and gender of the secondary study population is very similar to that of the primary study area. As in the primary study area, age cohorts have aged between 2001 and 2006 with a higher proportion of the population aged in the middle age cohorts in 2006 compared to in 2001. In 2006, there were also a higher proportion of people aged between 0 and 9 years old, which may be an indication of an increased number of children being born to those people aged in the middle age cohorts (30 to 39 years of age).

Figure 22 Secondary Study Area, Age Gender 2001 and 2006 (Source: Statistics New Zealand, 2006)

Families The family characteristics of the primary and secondary study area are somewhat different to the broader New Zealand and Auckland regions. In both study areas there are a higher proportion of families that have children compared to those ‘couple families without children’. There are also a higher proportion of single parent families in the study areas, particularly the secondary study area.

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Figure 23 Family Type, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

Dwelling The dominant dwelling type for all areas is the separate house. Separate houses account for higher proportion of all dwellings in the primary study area (83%) compared to all other areas (71%-77%). In contrast, the primary study area has a much smaller proportion (9%) of flats/units/townhouses/apartments/duplexes compared to the other areas (17%-22%). This reflects a higher density of living in the secondary study area, and the more rural lifestyle currently enjoyed in the primary study area. There are distinct changes to the number and size of separate dwellings within the primary study area as the corridor moves from intensely populated urban subdivisions in NoR1 through to larger land parcels and dwelling size in NoR2 and NoR3. The reduction of dwelling numbers illustrates a higher number of established subdivisions and infill in NoR1 as well as the large portion of NoR2 containing Totara Park, thus reducing available land for development. Continuing development of Flat Bush in NoR2 will increase dwelling numbers in the study corridor significantly over the next decade.

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Figure 24 Dwelling Type, Study Area, 2006 (Source: Statistics New Zealand, 2006)

The lengths of stay at residences across the study areas are relatively similar across each area. A higher proportion of residences in the primary and secondary study areas have spent a shorter period of time at their current residence (0-9 years) compared to residents in New Zealand or the Auckland region (higher proportion of residences 10 years and longer), as shown in Figure 25. This may be an indication of a relatively mobile community, with a higher propensity to relocate. However, information gathered through consultation highlights areas within the study corridor that have distinctly low property turnover, with some residents on the Redoubt Road ridgeline having lived in their dwellings for over 40 years. Within the study corridor, anecdotal evidence suggests NoR1 has the shortest property tenure, with length of stay longer in both NoR2 and NoR3.

Figure 25 Length of Stay at Current Residence, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

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The mobile nature of the population within the study area is also revealed through an analysis on residential location over a period of five years. Data shows that in 2006, a higher proportion of people living in all areas (NZ, Auckland Primary and secondary study areas), were at a different residence in New Zealand to where they were in 2001. This is particularly relevant for the primary and secondary study areas.

Figure 26 Residential Mobility, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

Dwelling ownership is relatively similar across all study areas. The secondary study area has a smaller proportion of home owner/residents with a mortgage compared to the other study areas of New Zealand, Auckland and the primary study area.

Figure 27 Home Ownership, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

4.2.2 Housing Costs To assess current housing costs and trends, Manukau City data has been used as area data for smaller geographic regions was not available.

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Rental costs indicates that housing in the study area, Manukau, is more expensive than New Zealand as a whole, but lower than that of Auckland. The mean weekly rent for all areas has steadily increased from January 2011 to March 2013.

Figure 28 Mean Rent Costs, Study Areas, 2011-2013 (Source: Real Estate Institute of New Zealand, 2013)

A similar trend can be noticed for property sales in the study area. The median property sale price in Auckland was marginally higher than in Manukau City between March 2009 and March 2013.

Figure 29 Median Property Sale Price, Study Areas, 2009-2013 (Source: Real Estate Institute of New Zealand, 2013)

4.3 Employment The dominant area of employment sector for residents in the primary and secondary study areas is ‘manufacturing’ which accounts for 17% of employment in the primary study area and 18% of employment in the secondary area. In both study areas, there is also a higher proportion of people employed in the ‘transport, postal and warehousing’ sector compared to both New Zealand as a whole, and the Auckland region. These two factors indicate a higher proportion of tradesman and vocational roles compared to ‘professionals’ who live in the primary or secondary study area.

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Figure 30 Industry of Employment, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

4.3.1 Labour Force The majority of the labour force in the study areas is employed on a full-time basis. There is a higher proportion of part-time employment in New Zealand and Auckland compared to the primary and secondary study areas. In contrast to this, there is higher unemployment experienced in the primary and secondary study areas. There is potential for local employment opportunities during the construction phase of the project.

Figure 31 Labour Force Status, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

4.4 Income A comparison of personal annual income reveals a higher proportion of people in the study areas (primary and secondary) earn lower incomes when compared to employees in the Auckland region. There is a greater proportion of the population in Auckland that earn $50,000 per annum or more compared to people in the primary or secondary study areas.

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Between 2001 and 2006 there was a general increase in personal annual income in both the primary and secondary study areas. In 2006, the majority of people in the primary and secondary study areas earned between $25,001 and $40,000 per annum.

Figure 32 Individual Income Per Annum, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

4.5 Cultural Diversity Both the primary and secondary study areas are relatively culturally diverse. In 2006, the study areas housed a very high proportion of people born in the Pacific Islands and those with Asian heritage. People originating from the UK or Ireland were more likely to reside outside of the primary or secondary study areas or in other areas of New Zealand.

Figure 33 Birthplace, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

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In 2006, there were almost an equal proportion of people with Maori heritage as those with Pacific Islander heritage across all areas. In New Zealand and the Auckland regions, the majority of the population had European heritage. In comparison, across the primary and secondary study areas, there were a much higher proportion of people with Maori and Pacific Island heritage. Evidence from key informant interviews with three schools in the primary study area indicates a growing number of Indian student enrolments, highlighting a changing demographic, particularly in NoR2 and NoR3.

Figure 34 Ethnicity Status, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

4.6 Education and Training On a whole, residents within the primary and secondary study areas have a smaller proportion of people with education qualifications when compared to residents of Auckland or New Zealand. There is a higher proportion of people with a Bachelor’s Degree or Level 7 Diploma in New Zealand and Auckland compared to both of the study areas. This may be another indication of the lower socio economic status of the study areas and project site community compared to the wider regions of Auckland and New Zealand.

Figure 35 Education Attainment, Study Areas, 2006 (Source: Statistics New Zealand, 2006)

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4.7 Crime Crime data has been assessed using New Zealand Police Force boundaries. These boundaries, or districts, are depicted in Figure 36.

Figure 36 Policing Districts, Auckland Region, 2012 (Source: Statistics New Zealand, 2013)

In 2012, there were a higher number of offences committed in the study area, Counties/Manukau District, compared to the number of offences in the Waitemata District and Auckland District.

Figure 37 Criminal Offences 2011 and 2012 (Source: Statistics New Zealand, 2013)

The primary study area falls within both the Counties Manukau (CM) East and Counties Manukau (CM) South boundaries. The secondary study area falls within the Counties Manukau (CM) Central boundary as well as the Counties Manukau (CM) East boundary. An analysis of CM District crime at a more local level highlights that the CM West area of the district had the highest number of offences in both 2011 and 2012 (Figure 20).

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Figure 38 Criminal Offences, Counties Manukau District Areas, 2011 and 2012 (Source: Statistics New Zealand, 2013)

In 2012, the most commonly committed offences were public order offences. Table 9 below outlines the proportion of total offences in each category for each area within the CM District. After public order offences, acts intended to cause injury and theft and related offences are the most common offences committed in the study areas. Reported theft of vehicles in CM East has doubled from 25 in the year ending April 2012, to 58 in the year ending April 2013. Stolen vehicle statistics are also up in CM South to year ending April 2013, as are reported burglary, robbery and assaults.

Table 9 Criminal Offences, Counties/Manukau District Areas, 2012 CM Central CM East CM South CM West Area Area Area Area Homicide and related offences 0.1% 0.0% 0.0% 0.0% Acts intended to cause injury 23.7% 18.0% 17.7% 24.0%

Sexual assault and related offences 0.7% 1.2% 0.6% 0.7% Dangerous or negligent acts endangering persons 0.6% 0.5% 0.8% 0.6% Abduction, harassment and other related offences against a person 4.7% 5.0% 5.1% 7.6% Robbery, extortion and related offences 1.4% 0.4% 0.7% 0.9% Unlawful entry with intent/burglary, break and enter 7.0% 4.1% 6.4% 4.6% Theft and related offences 13.7% 12.5% 14.5% 10.4% Fraud, deception and related offences 1.8% 2.5% 2.0% 0.8%

Illicit drug offences 8.6% 12.1% 12.3% 9.1% Prohibited and regulated weapons and explosives offences 2.7% 3.2% 3.4% 3.9% Property damage and environmental pollution 7.2% 8.5% 7.7% 7.5% Public order offences 18.1% 25.9% 22.3% 21.9%

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CM Central CM East CM South CM West Area Area Area Area Offences against justice procedures, government security and government operations 9.6% 5.9% 6.1% 7.1% Miscellaneous offences 0.2% 0.2% 0.3% 0.7% Source: Statistics New Zealand, 2013

4.8 Transport Journey to work data highlights the dominance of private vehicle transport for employed people living in each of the study areas. In the primary study area in 2006, 57% of employed people travelled to work in a private vehicle. This is almost matched by the secondary study area of which 55% of employed persons travelled to work in a private vehicle. There were a notably higher proportion of employed people in New Zealand and Auckland region that worked from home (8% and 7% respectively) or walked or jogged (5% and 4% respectively) to work compared to people living in the primary or secondary study areas. The lack of public transport provision along the corridor beyond Hollyford Drive is thought to account for the higher private vehicle use in the primary study area, particularly in NoR Packages 2 and 3.

Figure 39 Transport to employment, 2006 (Source: Statistics New Zealand, 2006)

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5.0 Consultation and feedback

5.1 Purpose of engagement The purpose of stakeholder engagement within a Social Impact Assessment (SIA) is to firstly identify significant issues and correctly assess their relative importance, and secondly, to build a sense of support for SIA findings and minimise later disputes or disagreements. In practice, the SIA process aims to engage stakeholders who are directly or indirectly affected, such as community members, businesses and local community organisations. The following describes SIA studies and consultations which were conducted in 2013 from April to June. These studies and consultations were conducted in an environment of a relatively large and diverse range of individuals, social groups and organizations exhibiting a diverse range of interests in the project. This section provides a background to those studies and consultations, and identifies and describes the key stakeholder issues and interests based on these series of engagements with relevant stakeholders.

5.2 Overview of engagement activities 5.2.1 Pre SIA engagement Research indicates that community engagement activities relevant to the Project date back to August 2008, when open days, hosted by Papakura District Council, presented a number of proposed route alignments for the Redoubt Road – Mill Road Corridor Study. A public meeting held in October 2008 identified a number of additional route alignments suggested by the community, and as a result of a Manukau City Council meeting in February 2009, two options proceeded for further study. Further information days were hosted by Papakura District Council and Manukau City Council in November/December 2009 and again in February 2010. References for this research are available in Chapter nine. Auckland Transport’s communication with the community in the primary study area commenced with property access requests for geotechnical survey in March 2012. A letterbox drop to 6000 households within the primary study area in May 2012 announced that a study of the area was underway. Public consultation in October- November 2012 provided an opportunity for the wider community to find out more about the project and discuss the proposed alignment with project representatives. Written correspondence and meetings with directly affected landowners and key stakeholders has been on-going since March 2012. The Consultation Report for 2012 is included as Appendix I of the AEE.

5.2.2 SIA specific engagement The discipline of SIA utilises participatory processes to analyse the concerns of interested and affected parties (IAIA 2003). 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, has also been considered in the identification of social impacts. References are provided in Chapter nine. Previous consultation studies have informed the SIA by presenting concerns and issues from previous corridor investigations that are pertinent to AT’s proposed corridor alignment. 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 the two June interviews, attended by two members of the Project team.

While conducting SIA specific engagement as well as reviewing consultation feedback to date, the following IAIA principles (Vanclay, 2003) were considered in the identification, assessment and mitigation of potential social impacts: - Culture- Shared beliefs, customs, values and language - Community- Cohesion, stability, character, service and facilities

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- People’s Fears and Aspirations- perceptions about people’s safety, their fears about the future of their community, and their aspirations for the future - People’s Health and Wellbeing- The state of physical, mental, social and spiritual wellbeing - People’s Personal and Property Rights- particularly when people are economically affected, or experience personal disadvantage which may include a violation of their civil liberties - People’s Way of Life- How people live, work, play and interact - Political Systems- the extents to which people are able to participate in decisions that affect their lives, the level of ‘democratisation’ that is taking place and the resources provided for this purpose - The Environment- The quality of the environment that people live, work and socialise in (quality of air and water, availability of food, adequate sanitation, physical safety, level of hazardous risk, dust and noise they are exposed to).

5.3 Stakeholders identified Stakeholder identification for the purpose of SIA was informed by a list of stakeholders developed through consultation in 2012 and subsequent feedback recorded on AT’s Darzin software. The SIA team conducted key informant interviews with three primary schools, three cycle groups, one residents’ group, the Equestrian centre, business owners, property developers and directly affected landowners. The team also met with Council Local Board Advisors and Parks and Reserves. The SIA consultation program involved interactions with the stakeholders in Table 10. These stakeholders are representative of the primary study area. A list of all the stakeholder groups and communities of interest profiled in section three of this report, and potential issues requiring consideration in assessment of social impacts, are included in Table 10, Table 11, Table 12 and Table 13.

Table 10 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 7June 2013 Foundation

5.4 Identified stakeholder issues Key issues raised in consultation include social impacts on changes to the visual amenity and character as well as the impacts of severance on community cohesion. Attitudes towards the project are varied due to the length of the corridor, the history of the project and the demographic profiles of each sector. There are key differences in expectation between the planning, construction and operation of the project – each of which is explained further below.

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Planning Previous studies and consultation undertaken in 2009 by Manukau City Council and Papakura District Council did not progress through to a consenting phase. Public perceptions that the route had been confirmed and designated created confusion, stress and anxiety for many property owners when a revised alignment was presented publicly by AT in October 2012. A small number of property owners expressed frustration at property improvements and acquisition based on information received in 2009. Anecdotal evidence captured during the consultation phase indicates at least one property was sold under market value due to the assumption it was directly impacted by the 2009 proposed route. Consultation led by AT in 2012 demonstrated a high level of local support for the project, primarily from those who use the corridor to commute to work and whom experience high levels of traffic congestion and long travel times on a regular basis. However, feedback from consultation indicated a level of frustration at the prolonged planning phase and the desire for AT to implement the project with priority. Conversely, a number of residents oppose the project on social, environmental and economic grounds. Opposition to the project centres 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 prolonged planning phase is impacting on future plans for some property owners who await certainty and accurate timeframes for property acquisition. Many residents have expressed concern that the planning phase is having a negative impact on property values and has ‘blighted’ the area. Emotional impacts such as stress and anxiety can be attributed to directly affected landowners who seek certainty about the route designation to enable them to ‘move on’ in respect to property development or sale. Time frames and funding for property acquisition is yet to be finalised, prolonging the emotional impact on these residents. Key points per sector are noted:

Table 11 Key concerns noted for planning phase

NoR Package Key concerns noted for planning phase 1 - Anxiety and uncertainty caused by the planning process - Enabling works may impact on a local motel complex

2 - Anxiety and uncertainty caused by the planning process

3 - Anxiety and uncertainty caused by the planning process - Land use decisions (including pasture management and investments) on hold

Construction Once the route has progressed through the consenting phase and the designation is in place, there is an expectation in the community that construction will immediately follow. Existing funding constraints indicate that that construction will be staged within a 20-year time frame. 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. In addition, 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. Road safety during construction was raised as a concern as the prolonged construction works may result in increased congestion, leading to driver frustration and increased ‘rat running’ on alternative routes to avoid construction zones. Cyclist safety during construction was noted as an issue as a changing road surface, traffic management plans, and potentially increased driver frustration may put cyclists at an increased risk of injury or collision.

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. Once the designation is known, property acquisition will coincide with funding availability and construction staging. Concerns have been raised through consultation that timeframes for acquisition may result in a loss of pride in property and degradation of property

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asset, as the motivation to maintain properties will diminish if they are identified for future purchase. 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. There is also a potential risk that the social landscape or ‘neighbourhood’ may change if Auckland Transport purchases too early, resulting in a large landholding of rental property which can be attributed to a higher population turnover and lower sense of community.

Table 12 Key concerns for construction phase

NoR package Key concerns for construction phase 1 - Increased noise, dust and vibration - Changes to visual amenity - Disruption to traffic flows and issues around construction works - Property acquisition - Utility interruptions 2 - Potential disruption to property access and connectivity to Flat Bush, primarily due to the proposed alignment of Murphy’s Road intersection - Increased noise, dust and vibration - Changes to visual amenity, particularly the existing semi-rural outlook - 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 - Property acquisition 3 - Potential for prolonged construction impacts outside the Totara Park Equestrian Centre. However, discussions indicate that there will be no adverse effects on equine health and behaviour - Potential for changes to visual amenity, particularly in relation to the proximity of planned construction yards - Construction of the Puhinui Creek Gully Bridge, due to the size of the structure, will potentially increase noise, vibration and dust. The height of the bridge structure will mean the construction may dominate the rural landscape, potentially affecting visual amenity values for local residents - The design of the Puhinui Creek Gully Bridge has the potential to impact on manawhenua due to the number of bridge piers required to support the 168m long structure - Removal of vegetation to enable construction of the South Mill Road Bridge will impact on a property owner who has identified strong ties to his land holding. Mature trees planted on the property with the long term intent of creating an ecological corridor to connect with a neighbouring Forest and Bird holding, will need to be felled - Property acquisition

Operations Predicting operational social impacts is difficult during the operational phase given the long construction timeframe and the anticipated changes to the social environment in the area. Using the draft Unitary Plan, Flat Bush, Takanini and Drury plan changes as a guide there is an expectation that the population in the study area will grow exponentially over the next 20 years. Predicting impacts on peoples’ way of life once operational becomes more challenging to predict than if the corridor was to be constructed within a shorter timeframe. However, with the current construction timeframes we can expect that attitudes towards the project are likely to have changed. This is likely as residents move in and out of the immediate project area, housing development progress in the wider area, and further stages of the corridor progress though planning, design and construction phases. Once operational, the project will enhance quality of life for residents with improved traffic safety and journey times, the provision of cycle lanes on both sides of the corridor, pedestrian access in urban areas, and improved intersection signalisation to support increased recreational use of Totara Park. Consultation revealed informal

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pedestrian access points to the park currently exist near the Equestrian Centre, as well as the main entrance on Redoubt Road. Urban design plans for the corridor indicate the potential for central pedestrian refuges at these points to provide safer passage across Redoubt Road to the park. Key informant interviews from residents in NoR2 illustrated an increased appeal of Totara Park once the intersection of Murphy’s Road is signalised and pedestrian paths are installed. Consultation also revealed that changes to visual amenity are of concern, particularly in NoR2 and NoR3 where the proposed corridor deviates from the existing alignment, changing the landscape through the introduction of built infrastructure and the loss of properties and vegetation. Visual impacts will also potentially affect those living near the corridor, particularly those with retaining structures or batter slopes on their property boundary. Visual impacts may result in a perceived or actual loss of privacy, loss of views across the ridgeline and a lower sense of satisfaction for those residing near the corridor. Potential visual impacts are more prevalent in NoR2 and 3, particularly as the proposed alignment deviates from the current corridor. Feedback about the significance of the ridgeline and the views from properties over to Totara Park has been noted. Changes to property access points and design will result in a change of driver behaviour for residents, as well as the visual impact of road access points changing the character of their property. The Assembly of God church on Mill Road will have an improved and prominent access point which will have positive social benefits in improving their presence on the route. Similarly the Rightway Buddhist centre and Manurewa Assembly of God church will also have improved access and road frontage. Increased pedestrian and cyclist activity along the route is expected with improved facilities supporting cyclists of all abilities to safely share the road. Positive social benefits will exist for cyclists with sections of the original road remaining, but no longer used, becoming part of a recreational cycle route to allow less experienced or less confident cyclists the opportunity travel along the route. Improved accessibility and connectivity with signalised intersections aims to support multi modal users and as such, once operational, the corridor will have positive social benefits to people’s patterns of day to day living. At the sub regional level the corridor will improve accessibility and connectivity between Papakura, Takanini, Flat Bush and Manukau City. The Auckland Regional Policy Statement (1999) identifies the corridor as regionally significant infrastructure which is defined as essential infrastructure to support the communities’ social and economic wellbeing (1999: Appendix D: 10, Appendix K: 1). Changes to the alignment will enhance the visual amenity and improve road safety for the Alfriston school community. There is potential to improve school student drop off points at the school with the use of residual land as parking. Public transport provision is expected to increase with the planned RTN providing a frequent service to transport hubs at Manukau and across the Auckland region. Providing alternative transport options could have positive implications for the community, particularly vulnerable populations, by reducing isolation and promoting social inclusion.

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Table 13 Key concerns for operational phase

NoR Package Key concerns for operational phase 1 - Potentially high expectations of reduced congestion along the urban section of Redoubt Road. There is a risk that the expectations will not be met, once operational, if the four lane arterial operates at capacity (due to development and higher traffic flows) - Potential interactions between buses and cyclists on the shared lane westbound of Hollyford Road has been noted through meetings with cycling groups and design features - 2 - Evidence from Totara Park users and Auckland Council confirm that park usage is increasing, and that once the road is operational, there is potentially more people accessing the park - Changes to existing mountain bike tracks adjacent to the northern boundary of the park to accommodate the widened corridor will result in a change of behaviour, though it is noted that the tracks will be reinstated - The inclusion of two stormwater wetlands within the park near the northern boundary of Redoubt Road will alter the visual appearance of the park, and their location will have a direct impact on two existing mountain bike tracks. - Potential to impact Murphy’s Bush - Introduced corridor lighting at Murphy’s Road intersection alters the visual amenity of the area 3 - The removal of mature trees, including native trees on Mill Road, will potentially impact the visual amenity values of the area. Changed visual outlook are also associated with the bridge structures on Mill Road and the height of the proposed alignment - For a small number of directly affected properties, the proposed alignment runs behind their properties, whereas the current alignment runs in front. Property layout designed for current alignment means rooms may now face onto the road altering visual amenity - One property developer, proposing to open an early childhood centre on the current Mill Road alignment near the school is concerned about negative impact on his business due to losing prime road frontage once the road is operational. Studies on vehicle emissions and air quality suggest maximum distance between arterial corridors and educational facilities is desired (World Health Organisation 2005), meaning the increased distance to the proposed corridor could provide enhanced social benefits. Mitigations such as signage near the intersection of Mill and Alfriston, in sight of the proposed Alfriston Road roundabout, may reduce this perceived impact. - The bridge structures will be illuminated, creating potential visual impacts for neighbouring properties, particularly residents in the Gardens subdivision and Redoubt Road. The Puhinui Creek Gully Bridge, due to the location, size and height of the structure, will most likely have a visual impact

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6.0 Impact Assessment and Mitigation

6.1 Assessment methodology Drawing on the results of the socio-economic baseline, the community profile for each NoR package within the primary study area, the policy framework, relevant technical reports, site visits and stakeholder consultation, the potential impacts (perceived and real) that could occur as a result of this project were identified. As part of the assessment of social impacts and to assist with the development of appropriate mitigation measures a workshop was held with Auckland Transport.

The assessment scale used in this report ranks each impact as positive, negative or neutral. These assessment rankings are assigned to social impacts prior to the application of existing controls and mitigations and then applied as a ranking to residual impacts. Descriptions of the assessment rankings are as follows:

1) A social benefit- positive (with additional enhancement measures added where relevant) 2) An adverse social impact- negative (further defined as significantly negative, moderately negative or minor negative impacts); or 3) Neither a social benefit nor impact- neutral (where an identified impact is mitigated or managed to a level that renders it neutral). Impacts identified for this project were categorised into nine key areas, and mitigations were proposed for each. Table 14 provides a summary of the key categories and the corresponding IAIA principles.

Table 14 Key Categories Summary IAIA Principles Impact Category

Transport and Traffic (use, or change, of public roads - Community cohesion and potential effect on other road users) - People’s way of life - Health and wellbeing Access Changes and Severance - Personal and property rights - People’s way of life - Community cohesion Land use (change of land use) - Community cohesion - People’s culture - Quality of people’s physical environment Community Infrastructure - Health and wellbeing - People’s way of life - Quality of people’s physical environment Community Health and Wellbeing - Health and wellbeing - Quality of people’s physical environment - Fears and aspirations - Personal and property rights Visual Amenity - Quality of people’s physical environment - Community cohesion Design - People’s way of life - Community cohesion

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6.2 Summary of key impacts The planning, construction and operation of the Redoubt Road – Mill Road corridor will have both positive and negative social impacts. A number of identified negative impacts have been initially ranked 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 Stakeholder Impact Management Plan (DWP). The key negative impacts to the Project include: - 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 during the SIA as expected benefits of the Project when operational. While no mitigation or management of these impacts is required, the DWP will include strategies to support enhancement opportunities. Key positive impacts identified through the SIA include: - Introduced lighting on the corridor improving road safety for multi modal users; providing significant ‘way of life’ benefits - Improved road alignment will eliminate sharp bends, crests and sags improving overall traffic safety and, in particular, reducing the highest risk crash types, such as head on collisions and vehicle run off road incidents - Changed road layout in the vicinity of Alfriston School; resulting in safety and amenity improvements and positive health impacts due to increased distance from vehicle emissions - Provision of pedestrian and cyclist facilities, including signalised pedestrian crossings and cycle lanes; enhancing people’s wellbeing, health and recreation opportunities - Improved connectivity to and between Papakura, Takanini Flat Bush and Manukau City; enabling better access within and between communities and neighbourhoods - Reduced travel time on the corridor, once constructed; having a positive impact on people’s patterns of day to day living - 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

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7.0 Social Impact Assessment Concerns and issues raised by stakeholders through consultation have been collated and summarised under seven key categories, with impact rankings assigned to individual impacts within each category. Where mitigations and management of residual impacts are proposed as part of the assessment, these are expected to be refined and update following review of designation conditions.

7.1 Transport and Traffic IAIA Principles: Community cohesion, People’s way of life, Health and wellbeing. Potential impact Impact Category Ranking Duration and scale Residual Impact ranking Increased risk of Negative Moderate Construction phase- Minor traffic related temporary incidents Local scale

Increased safety Negative Moderate Construction phase- Minor risk for cyclists temporary. (construction work Local scale and change in road surfaces)

Plant vehicles cause Negative Moderate Construction phase- Minor deterioration of local temporary. roads Local scale Impeded access for Negative Significant Construction phase- Minor emergency services temporary. during construction Local scale

Disruption to local Negative Significant Construction phase- Moderate road access during temporary. construction, Local scale particularly in NoR2 and 3 (tie-ins at Redoubt Road and Mill Road)

Improved Positive N/A Operational phase- Positive community Life of the Project. connectivity once Local and regional operational scale

Improved safety for Positive N/A Operational phase- Positive all road users once Life of the Project. operational Local and regional scale

Impacts Traffic disruptions during the construction phase have the potential to negatively impact on local residents, commuters and cyclists, with extended travel times and an increase in traffic related incidents due to driver frustration and increased traffic on detour routes. The prolonged timeframes for construction have the potential to exacerbate driver frustration due to continuing works on the corridor. The negative impacts are assessed as moderate due the duration of the impact and the number of people potentially impacted.

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There is potential for increased safety risks to cyclists due to construction work and changes in road surfaces. Due to the prolonged timeframe for construction, and the high use of the corridor by cyclists, the potential impacts to the health and wellbeing of the cycling community are ranked as moderately negative. There is a minor negative impact of plant vehicles causing deterioration to local roads during construction, creating safety risks to cyclists and other road users. Disruption to local road access during construction is identified as a negative impact, with potentially significant negative impacts identified at the construction tie-ins near the intersection of Redoubt Road and Mill Road. A change in driver attitudes as progress is made along the corridor is identified as a positive impact with the new housing developments in the area (Ormiston/Flat Bush) introducing new communities and thus road users to the area. It is anticipated the population changes in the area will contribute to a level of road user acceptance of the construction over time. Existing Controls Existing AT controls to mitigate traffic related incidents include the Crash Reduction Program and the implementation of a General Transport and Access Work Delivery Plan as per designation conditions. In addition, consistently managed communications with motorists will communicate clear timeframes for construction works through additional signage and advertising. The negative impact of impeded access to emergency vehicles during construction is assessed as significant; however, with the implementation of a TMP as per designation conditions, the likelihood of this occurring is low, reducing the residual negative impact to minor. Impact Management Appropriate stakeholder management by contractors, in line with the communications management plan, Auckland Council’s Stakeholder Engagement Guide and AT’s Contractors on the Road Toolbox, aims to ensure proactive communication with affected residents is maintained throughout construction. A contractor appointed stakeholder engagement specialist will be onsite for the duration of construction and will work closely with AT to resolve any transport and traffic related issues that are negatively impacting stakeholders. Alternative routes for local road users will be maintained where possible and construction staged (particularly in NoR2 and 3) to alleviate stakeholder concerns. To manage potential negative impact on cyclists, timely and proactive communication with cycling associations and cycle shops is proposed to inform them of road work schedules, with additional communications channels, such as SMS subscription services and social media, utilized to keep the cycling community informed of changes to road conditions. Once constructed, impacts to the cycling community are considered positive, with the provision of on road cycle lanes, improved signalisation at intersections, corridor lighting, and the provision of an alternative route (residual Mill Road) contributing to a significantly enhanced experience for cyclists. Management of the impact of plant vehicles potentially damaging local roads includes the identification of appropriate locations of storage areas (during the detailed design phase) to keep plant movements to a minimum. In addition, there is a commitment by AT to maintain the pre-construction condition and service of detour routes.

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7.2 Access Changes and Severance IAIA Principles: Personal and property rights, people’s way of life, community cohesion, people’s culture. Potential impact Impact Category Ranking Duration and scale Residual Impact ranking Interruption to Negative Significant Temporary impact Moderate church access and during construction operations and phase to Church of safety of their Jesus Christ Latter- congregations day Saints

Interruption to Negative Moderate Temporary impact Minor access points for during construction community facilities phase to two along the route, motels, Totara Park leading to a loss of Equestrian centre, patronage and/or Manurewa income Assembly of God, Buddhist Foundation. Perception that the Negative Moderate Operational impact- Positive- central proposed corridor Life of Project. flush median widening reduces Local scale. provides turning the ability for vehicle refuge and a vehicles to turn right ‘platooning effect’ across the traffic created by safely signalised intersections Pedestrians will Negative Neutral Operational impact- Neutral have reduced Life of Project. informal access to Local scale. areas of interest due to new road width (i.e. Totara Park, NoR2) Property acquisition Negative Significant Planning and Moderate separates houses construction that have stood phases. together for Local and individual decades, increasing scale. residents’ feelings of isolation (Redoubt ridgeline residents)

Access into and Negative Moderate Temporary Minor within Totara Park is construction impact disrupted for horse to park users. riders, pedestrians Local scale. and mountain bike trail users Perception that Negative Moderate Operational impact- Neutral- less than access to the Pony Life of Project minor Club (right turn Local scale access) will be difficult for horse

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Potential impact Impact Category Ranking Duration and scale Residual Impact ranking floats to navigate once road is widened One planned bridge Negative Significant Operational impact- Moderate structure requires Life of Project to removal of a private individual property native tree planting owner project (NoR3)

Improved access for Positive N/A Operational impact- Positive commuters Life of Project Local and regional scale

Impacts Impeded property access during construction is identified as a negative impact. Construction of the proposed corridor will temporarily interrupt access points for residents, businesses and community facilities. Due to the number of traffic movements and current access points, the most significantly impacted properties exist in NoR1, particularly the Church of Jesus Christ Latter-day Saints (LDS). In relation to the Manukau Heights Motel, the motel property will be acquired prior to construction commencing, so access issues will not be considered any further in relation to this property. The removal of houses that have stood together for decades is likely to have the significant negative impact of residential displacement and fragmentation, particularly at the intersection of Murphy’s Road where the alignment alters from the existing road corridor. In addition, the removal of road frontage dwellings on the southern side of NoR1 has the potential negative impact of residential displacement and fragmentation. Property acquisition also has a negative impact on the houses left behind, particularly for those properties left fronting the alignment. There is potential that access into and within Totara Park for horse riders, pedestrians and mountain bike trail users will be impeded at times during construction. There is a perception that the proposed corridor widening reduces the ability for vehicles to turn right across the traffic safely. Through design, provision of safe turning movements will be improved with the inclusion of flush median barriers. In addition to providing central refuge for turning vehicles, the ‘platooning effect’ of the signalised intersections will promote safe turning movements by creating breaks in the traffic flow. Existing controls Existing AT controls include adherence to TMPs and designation conditions, AT’s Code of Practice, Council’s Stakeholder Engagement Guide and Cycling and Walking Strategy. Impact Management Mitigations to address access impacts in NoR1 include collaboration with LDS during the detailed design phase to alleviate access issues and partner on solutions. AT will work with LDS to identify any construction conflicts early, in the event planned construction on the LDS coincides with proposed corridor improvements. Due to planned construction at the LDS property and the projected increases in traffic movements to the Church, there is potential for Auckland Transport to reconstruct their road access prior to adjacent corridor works. Where permanent access is unable to be remediated to an appropriate design standard, then full property acquisition is a likely outcome. Safe vehicle access to the LDS property will be improved through corridor design, removing the existing dip in the road and constructing a new intersection at Diorella Drive. These measures will improve sight lines and intersection signalisation will promote breaks in the traffic., Improved cycling and pedestrian facilities will promote alternative modes of transport to the LDS property.

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Access to Totara Park will be maintained throughout construction, with any changes communicated through TMPs and timely communications with park users. Through design, connectivity will be improved to the Park with more signalised intersections for pedestrians and cyclists, and flush median barriers installed to improve right hand turns into the Pony Club. Changes to the existing road alignment will improved sight lines and increase visibility for all road users. The proposed corridor improvements will also provide additional access points to the corridor via the residual Mill Road for residents of Redoubt Road in NoR3. Mitigations to reduce fragmentation and support community cohesion include the installation of footpaths to, and including, Murphy’s Road. Improved signalisation for pedestrians to cross the corridor will lessen the impact of severance, and introduced lighting will support connectivity for multi modal users. The negative impact of removing dwellings is likely to lessen over time as new residents move into the area, and the residual land is landscaped to improve amenity values. Improved access for commuters is a positive impact once the proposed corridor is operational. This impact aligns with the Auckland Plan Strategic Direction 13 to ‘create better connections and accessibility within Auckland, across New Zealand, and to the world.’ This positive impact will be enhanced through AT’s communications channels.

7.3 Land use (change of landuse) IAIA Principles: Community cohesion, People’s culture, Quality of people’s physical environment Potential impact Impact Category Ranking Duration and scale Residual Impact ranking Potential for Neutral Neutral Construction phase Neutral unknown cultural sites to be disturbed Perceived low visual Negative Significantly Operation phase, temporary Moderately negative amenity for negative impact for residents in residents who live proximity to corridor with the new corridor. Neighbourhood Negative Moderately Construction and Operation Moderately negative character is altered negative phases, temporary impact to as Auckland individual residents, Transport acquires predominantly in NoR1 property ahead of construction. Potential for poorly maintained properties to lead to a blighting effect. Some access points Negative Moderately Construction and Operation Neutral for residents and negative phases, temporary impact to businesses will individual residents, change as a result predominantly in NoR1 of the project, and bring the road closer to their property. New pedestrian Positive N/A Operational phase- Life of Positive paths on both sides the Project to and including Murphy’s Road increase pedestrian activity along the corridor`

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Potential impact Impact Category Ranking Duration and scale Residual Impact ranking Increased use of Positive N/A Operational phase- Life of Positive residual Mill Road the Project to local and by recreational regional individual cyclists cyclists as an and cycling communities alternative to the new corridor (NoR3)

Impacts There is potential for unknown archaeological and/or cultural sites to be uncovered during construction. 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 that accompanies the NoRs. 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. 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 detailed design. 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. The impact of this is considered neutral, as the likelihood of new sites being identified is considered low. The area of residential land being cleared for road construction, through whole and partial property acquisition, will potentially result in blight effects for the properties and residents remaining. The negative impacts of blight will be highest in NoR1 due to the medium density population and the number of houses required for the project. Where funding constraints prolong the timeframe for property acquisitions, properties identified for future acquisition may not be maintained, resulting in decaying urban environs and associated blight on the wider communities. The use of residual land once the corridor is operational has potential social impacts that are both positive and negative. Retaining the residual Mill Road for local traffic and residents will provide positive social benefits for cyclists as an alternative route to the new corridor. Areas of residual land near Alfriston Road provide potential opportunities for future development on these sites, which may have positive impacts on neighbouring community facilities including Alfriston School and Hall. Removal of houses in NoR1 will have potential negative impacts on houses now facing the corridor, due to perceptions of properties now being ‘exposed.’ Existing controls Existing controls for changes to land use include the communications management plan, AT’s Code of Practice, Maori Values Assessment, Maori Relations Framework, Heritage Asset Plan, Stakeholder Engagement Guide (Auckland Council) and Local Board Engagement Plan. Impact Management Community character, history and values will be considered during the detailed design phase to ensure landscaping and use of residual land is well informed. Timely information disclosure with affected residents and the communication of rights to property owners in regards to property reinstatement and associated mitigations. Liaison with iwi will continue for the life of the project to ensure cultural values are protected and opportunities are identified to acknowledge and enhance cultural values through urban design and landscaping. A manawhenua forum (designation condition 5.1) will be established to provide for an ongoing role for iwi. The project team will work with aborists and landscape architects to enhance streetscapes through urban design. Specific area management plans will be developed to address the land use impacts along the corridor.

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7.4 Community Infrastructure IAIA Principles: Health and wellbeing, quality of people’s physical environment. Potential impact Impact Category Ranking Duration and scale Residual Impact ranking Some mountain Negative Moderate Operational phase- Life of Minor bike paths in Totara the Project impact to park Park will be affected users by the road widening and wetlands planned

Project spoils can Positive N/A Operational phase- Life of Positive be reused to the Project impact to park support Totara Park users activities

Creation of Positive N/A Operational phase- Life of Positive prominent road the Project impact to access for members of the impacted community facilities facilities and places of and places of worship worship to improve their access New footpaths (and Positive N/A Operational phase- Life of Positive extension of current the Project impact to pedestrian residents in proximity to provision) on both corridor sides of corridor to Murphy’s Road intersection improves pedestrian safety and accessibility in NoR 1 and 2 Increased use of the Positive N/A Operational phase- Life of Positive route by cyclists the Project to local and once operational regional individual cyclists due to improved and cycling communities provision

Impacts Some mountain bike trails that currently traverse the northern boundaries of Totara Park will be affected by the road widening due to property take required. Two proposed stormwater wetlands within Totara Park will also directly impact two mountain bike trails, and alter the visual amenity of the park. Impacts on community infrastructure once the corridor is operational will be positive, with improved access to community facilities along the corridor. Where the proposed alignment deviates from the existing corridor south of Murphy’s road, access benefits for community infrastructure during operation are considered to be greater due to the construction of new access points (Assembly of God and Buddhist Foundation) and the increased distance from the corridor improving the physical environment of Alfriston School. Existing controls Existing controls for community infrastructure impacts include AT’s Code of Practice, Stakeholder Engagement Guide (Auckland Council) and Cycling and Walking Strategy.

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Impact Management Mitigations include collaboration with Parks and Reserves and Totally Totara to communicate with park users during construction of the wetlands and to remediate affected trails within the park. In addition, there is potential for project spoils to be reused to support Totara Park activities, enhance existing trails and result in positive impacts for park users.

7.5 Community Health and wellbeing IAIA Principles: Health and wellbeing, Fears and aspirations, Personal and property rights. Potential impact Impact Ranking Duration and scale Residual Impact Category ranking Increased community Negative Significant Temporary impact during Moderate anxiety due to a prolonged planning phase for individual planning process already residents, local businesses, experienced - particularly for and local road users those who are subject to full or partial resumption Stress on property owners Negative Significant Temporary impact during Moderate due to property acquisition planning phase to individual (partial and whole) residents and businesses in proximity of physical works Anxiety caused by Negative Moderate Temporary impact during Minor construction impacts will be construction phase to prolonged due to the staging individual residents and of works businesses in proximity of physical works Potential for community Negative Moderate Temporary impact during Minor members to feel unsafe due construction phase to to the presence of a individual residents and construction workforce businesses in proximity of physical works Due to the presence of Negative Moderate Temporary impact during Minor construction plant and construction phase to materials, there may be an individual residents and increase of theft in the area businesses in proximity of physical works Temporary construction Negative Moderate Temporary impact Minor noise has the potential to construction phase Local disrupt residents and scale- individual residents business owners in nearby and businesses in proximity properties (particularly if of physical works night works are scheduled) On-going operational noise Negative Moderate Operational phase- Life of Minor has the potential to disrupt the Project. Local scale- residents and business individual residents adjacent owners whose proximity is to new alignment closer to the road as a result of widening and/or revised rural alignment Dust generated during Negative Minor Temporary impact during Neutral construction has the construction phase potential to have health Local scale- individual impacts on community residents and businesses in members proximity of physical works

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Potential impact Impact Ranking Duration and scale Residual Impact Category ranking Perception that increased Negative Moderate Operational phase- Life of Minor vehicle emissions have the the Project potential to cause health impacts on community members Perception that the road will Negative Moderate Operational phase- Life of Moderate attract high volumes of the Project traffic and speed limits will not be adhered to Vibration is felt in dwellings Negative Minor Temporary impact during Minor in proximity to construction construction phase to activities individual residents and businesses in proximity of physical works Removal of road frontage Negative Significant Life of project Moderate dwellings results in rear Local and individual scale properties now ‘exposed’ to the corridor, resulting in perceptions of reduced property value and increased exposure to road noise and reduced air quality New footpaths (and Positive N/A Operational phase- Life of Positive extension of existing the Project to residents in pedestrian provision) on proximity to the corridor both sides of corridor to Murphy’s Road intersection supports community cohesion through the improving pedestrian safety and accessibility along, and across the corridor. Dedicated on-road cycle Positive N/A Operational phase- Life of Positive lane provision and the Project to local and intersection treatments, both regional individual cyclists sides and full length of and cycling communities corridor, improves health and wellbeing of cyclists by providing safer on-road experience.

Impacts 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 have a temporary and moderately negative impact on residents and businesses in proximity to the physical works. The construction time frame will result in long periods of construction noise in all three NoR packages. Due to the earthworks and structures proposed in NoR 2 and 3, particularly where the proposed alignment deviates from the existing corridor, negative construction effects on residents in these areas is more likely.

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Vehicle use on the corridor once operational is identified as a moderate impact, with the potential of a widened and improved corridor attracting higher volumes of traffic and enabling speeding. Perceptions of reduced air quality due to increased vehicle emissions once operational are identified as a negative impact, particularly in NoR1 where a high number of the resident population live in proximity to the corridor. It is likely that once operational, the increased capacity of the route will reduce the existing vehicle emissions due to the improved efficiency of the corridor keeping traffic moving, rather than stationary, during periods of peak flow. Positive impacts to community health and wellbeing include improved safety and accessibility for all road users along, and across, the corridor. Existing Controls Existing AT controls for community health and wellbeing impacts include AT Code of Practice, project CMPs and land acquisition policies. It is expected that timely information disclosure and communication of property owner rights will assist in lessening stress and anxiety; however there will still be a significant negative impact to a number of individual property owners. Construction noise will be managed through designation conditions and subsequent management plans. Construction Management Plans will be in place for sub-contractors and closely monitored by the Council. Impact management The significantly 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 be managed through the Public Works Act 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. Wider community impacts during the planning phase such as uncertainty over construction timeframes, perceptions about property value impacts and ecological effects have been addressed through information disclosure and invitation to attend public open days. All communications are summarised in the Consultation Report (Dec 2012). Additional mitigations proposed to reduce the negative impacts of stress and anxiety includes securing project funding and escalating project priority. Careful consideration of procurement and staging of works will be investigated to increase efficiencies, such as shared services where possible. 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. AT will provide access to an independent advisor for property owners seeking information on property related matters and a contractor appointed community liaison representative will be onsite during construction to provide a consistent point of contact for stakeholders. The project team will identify sensitive receivers and limit night time works where possible near these stakeholders to reduce negative impacts of noise and vibration. Property impact assessment reports will be proposed for properties of increased risk to vibration effects during construction. Traffic modelling, vehicle emission studies and noise standard NZS6806:2010 will be used to assess noise from new and altered roads. Negative impacts of operational road noise on residents will be addressed through detailed design investigations into traffic calming options and low noise surfacing.

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Construction plant methodology and sequencing will also take air quality, noise and hazards into consideration to further reduce perceived or actual negative impacts. Codes of conduct for sub-contractors will be enforced and branding initiatives employed to provide a clear identity for project workers. In addition, the project team will collaborate with neighbourhood safety plans, including the Flat Bush Neighbourhood Policing Unit and Community Crime Units. Safety will also be enhanced through appropriate night time lighting at construction depots. To manage impacts to community health and wellbeing, a contact person will be available to respond to public queries 24 hrs a day during construction (Designation Condition 10). A communications and consultation plan for construction (Designation Condition 11) will outline methods for keeping stakeholders informed of project progress.

7.6 Visual amenity IAIA Principles: Quality of people’s physical environment Note: Two of the potential visual amenity impacts assessed in the following table have been assigned two rankings, one as a result of SIA workshop and associated assessment, and the second ranking as a result of the subsequent Landscape and Visual Assessment report, prepared by Sally Peake (September 2013, Appendix R of the AEE). The variance in impact ranking can be explained by the differing geographical study boundaries adopted by each report- the SIA assesses the impact over three NoR packages, and the Landscape and Visual Assessment report divides the project into five ‘character areas.’ There is alignment across both reports in that the proposed mitigations and management of the potential visual amenity impacts reduce the residual impact rankings. Impact Ranking Duration and Residual Potential impact Category scale Impact

ranking Vegetation clearing and Negative Significant/Moderate Life of Project. Moderate/Minor property acquisition changes Local scale- the visual amenity of the local individual residents area adjacent to new alignment New road alignment and Negative Significant/Moderate Life of Project. Moderate/Minor bridge structures change the Local scale- visual landscape individual residents adjacent to new alignment Introduced lighting into NoR2 Negative Moderate Temporary impact Minor and 3 causes additional stress during operational and sleep deprivation for phase to individual residents residents and businesses in proximity of introduced lighting in NoR2 and 3 (People will adapt to changed environment over time) Lighting along the new route Positive N/A Operational Phase- Positive increases safety for multi- Life of Project modal users and reduces crash risks

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Impacts The vegetation and property acquisitions required to construct the proposed corridor will have a negative impact on visual amenity. Negative impacts of vegetation loss are identified as greater in NoR 2 and 3, notably at the intersection of Murphy’s Road and where the corridor deviates from the existing alignment. Introduced lighting will alter the landscape and negatively impact visual amenity for a number of residents on Mill Road. Visual impacts will also potentially affect those living near the corridor, particularly those with retaining structures or batter slopes on or near their property boundary. Visual impacts may result in a perceived or actual loss of privacy, loss of views across the ridgeline and a lower sense of satisfaction for those residing near the corridor. Existing controls Existing controls for visual amenity impacts include AT’s Code of Practice, and project communications aligning with the Stakeholder Engagement Guide (Auckland Council) and Local Board Engagement plan. Existing controls for mitigation of these impacts include current lighting design standards, which also include lighting standards for rural areas. Impact management Changes to the existing rural outlook through the introduced corridor alignment and two bridge structures will be mitigated through early replanting of vegetation and landscaping screens where possible. AT will work with individual landowners to mitigate property specific changes to visual amenity, such as batter slopes and retaining structures to agree on suitable mitigations to lessen the impacts. To mitigate changes to visual amenity, AT’s biodiversity team has an early planting program planned to re- establish vegetation prior to physical works commencing. Communications and appropriate information will be disseminated to the community, explaining the mitigations and design solutions. In addition, there will be careful consideration of planting/advanced planting and collaboration with stakeholders most affected. Introduced lighting will have a positive impact for all road users by creating a safer corridor and aligning with Auckland Plan Strategic Direction 13 to “Create better connections and accessibility within Auckland, across New Zealand, and to the world.” Lighting of the on road cycle lanes has the potential to encouraging more cyclists to use the corridor at night. Collaboration with Cycle Action Auckland, cycle groups and NZTA Bike Wise initiatives is proposed to distribute safe road cycling messages.

7.7 Design Opportunities IAIA Principles: People’s way of life, community cohesion Potential impact Impact Ranking Duration and scale Residual Impact Category ranking Provides a much safer and Positive N/A Operational phase - Life of Positive efficient route for multi-modal Project users Local and regional scale- all road users Realigned corridor reduces Positive N/A Operational phase - Life of Positive vehicle emissions for Alfriston Project school and removes children Alfriston school community. from high speed zone Provision of new facilities for Positive N/A Operational phase - Life of Positive cyclists and pedestrians, Project including pedestrian crossings Local and regional scale- at intersections that do not pedestrians, local/regional currently exist cyclists Potential for local suppliers and Positive N/A Construction phase Positive work force to benefit from Local scale- suppliers and construction works (i.e. Quarry) workforce

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Potential impact Impact Ranking Duration and scale Residual Impact Category ranking Improved connectivity to and Positive N/A Operational phase - Life of Positive from Takanini, Papakura, Drury Project and Flatbush Local and regional scale- all road users Upgraded stormwater Positive N/A Operational phase - Life of Positive provision, reducing flood risk Project and protecting headwater Regional scale gullies of Puhinui Stream Improve the use of secondary Positive N/A Operational phase - Life of Positive roads (i.e. existing Mill Road) Project for recreational use Local and regional scale- pedestrians, local/regional cyclists Improved access to St John’s Positive N/A Operational phase - Life of Positive Redoubt Project Regional scale Improved safety into Pony Club Positive N/A Operational phase - Life of Positive and Totara Park Project Local and regional scale- all park users Improving access across the Positive N/A Operational phase - Life of Positive road at signalised junctions, i.e Project Diorella.Drive Local scale Opportunity to collaborate with Positive N/A Planning and construction Positive stakeholders in design to align phases with existing community plans Local scale

Impacts The positive social impacts achieved through design align with the Auckland Plan Strategic Directions 4, 7, 12, 135and include the following: - Streetscape design approaches to reflect local or community identity; - Planting in NoR1 to reduce the perception of a widened corridor, enhance pedestrian experiences, reduce visual impact and increase public amenity; - Maintaining open views to Totara Park and looking at opportunities to enhance cyclist and pedestrian access to park (public amenity); - Reducing the width of the proposed central median on Murphy’s to reduce the overall corridor width and Incorporating rural design approaches appropriate to landscape, respecting immediate and distant vistas to maintain a sense of rural spaciousness; - Enhanced safety and travel times;

5 Auckland Plan- Strategic Direction 4 “protect and conserve Auckland’s historic heritage for the benefit and enjoyment of present and future communities.” Auckland Plan Strategic Direction 7- “Acknowledge that nature and people are inseparable.” Auckland Plan Strategic Direction 12- “Plan, deliver and maintain quality infrastructure to make Auckland liveable and resilient.” Auckland Plan Strategic Direction 13- “Create better connections and accessibility within Auckland, across New Zealand, and to the world.”

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- Improved provision for pedestrians and cyclists; - Improved connectivity and social inclusion through improved public transport provision; - Planting of slopes to reduce visual impacts and provide ecological benefits; and - Creating new areas of bush on Murphy’s Road as well as adjacent to largest proposed bridge structure. Existing controls Existing Auckland Transport initiatives to enhance positive impacts include TravelWise and Safe School Travel Plans which will be implemented during the construction phase. Positive impacts of improved pedestrian and cycling activities will be further promoted through Auckland Transport’s Be Active initiative, Cycling and Walking Strategy and Featured Bike Rides resources. Impact management Social consideration and urban design elements have been further refined subsequent to feedback received to date and as a result of SIA specific consultation. Further enhancement opportunities exist to promote positive impacts including additional road signage for cyclists (‘Share with Care’) and signage for Alfriston School to promote the changed access to the school. An opportunity exists to use the residual Mill Road alignment adjacent to Alfriston School for additional car parking that can be used by the school and community hall. This has the potential to increase community use of facilities on site and provides a safer turn around for drop-off and pick-up. The improved provision for cyclists and redesigned corridor will result in an increase of cyclists. Collaboration with Cycle Action Auckland, cycle groups and the NZ Transport Agency’s Bike Wise is proposed to communicate safe road cycling messages to further enhance this impact. Communication to cycling groups and relevant stakeholders to promote the alternate cycling and recreation route on the residual Mill Road is proposed, as well as alignment with Bike Wise activities in the area to encourage uptake of the improved facilities. Creation of a Be Active cycle map for Mill Road is proposed to promote the route as well as inclusion of Mill Road on Auckland Transport’s Featured Bike Rides. Support of the Council’s Southern Initiative (economic development and jobs for local people) will be enhanced through increased public transport provision on the corridor and improved connectivity to places of employment and education in South Auckland. Additional measures may include partnering with tertiary institutions in Manukau during the construction and operation phases to support students into future employment pathways. Improvements to existing stormwater infrastructure will have positive benefits to the environment. Additional enhancement measures to promote this positive impact include communicating the key benefits to the sub catchment to relevant stakeholders, such as the Tamaki Estuary Environmental Forum (TEEF). Opportunities will also exist for community planting days for the proposed stormwater wetlands which will assist in promoting key messages about environmental protection. Proposed corridor design in NoR1 will provide positive enhancements to planned access improvements at the St John’s Redoubt. Collaboration with Council Parks and Reserves during the detailed design and construction phase to support the upgrade of the redoubt is proposed. Once construction of NoR1 is complete, AT will liaise with Parks and Reserves and NZHPT to support directional signage to the redoubt. The proposed corridor will address existing safety issues by removing sharp bends, crests and sags, increasing driver sight lines and introducing corridor lighting. The positive impacts of the safety improvements will promote increased pedestrian and cyclist activity on the route, reduce the crash rates on the corridor and enhance driver experience through the provision of a quality arterial corridor. The long time frame for construction allows positive relationships to be established and maintained between local community and the project team. Community relations will be supported through the provision of regular community updates and forums to inform the community about the Project and any upcoming events; and the development of an induction program for all contractors that will educate them on the community’s expectations from them while working in the area.

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8.0 Social Impact and Business Disruption Delivery Work Plan The Social Impact and Business Disruption Delivery Work Plan (“the DWP”) will be developed separately and designed as a stand-alone document to support the delivery of the Redoubt Road - Mill Road Corridor Project. The DWP summarises the impact identification process outlined in this report and outlines how the Project will mitigate and manage the predicted social impacts. As positive impacts were identified during the SIA as expected benefits of the Project, the DWP will include strategies to create enhancement opportunities.

The objectives of the 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 draft DWP, included in Appendix C, is a living document and will be updated in accordance with the designation conditions and through consultation with stakeholders to ensure the proposed mitigations and management of social impacts meets the needs of the directly and indirectly affected communities. The DWP will remain a ‘live document’ for the duration of the Project, will be updated regularly, and available to both internal and external stakeholders.

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9.0 References

Auckland Council (2012).The Auckland Plan. ISBN 978-0-473-21410-4. Daele, SV and Vander Beken, T (2011). The journey to crime and crime sprees. Journal of Environmental Psychology. 31:70-78. Dodd, Andy (2006). St Johns Redoubt 1863- Heritage Assessment. Auckland Conservancy, Department of Conservation. ISBN: 978-0-478-14301-0 (web PDF). Education Review Office. Review reports on individual schools. Information retrieved from http://www.ero.govt.nz/ Hoque, A. (2000). Applicability of Increased Density for Housing: A Case Study of the Auckland Region. Thesis. Auckland: The University of Auckland. International Association for Impact Assessment (IAIA) (2003). Social Impact Assessment Principles. Lucas K, Grosvenor T and Simpson R (2001). Transport, the environment and social exclusion. Joseph Rowntree Foundation. York Publishing Services, UK. Morgan, Scott (2012). Mill Road in limbo. Manukau Courier newspaper article, 14 June 2012. Fairfax Media. Morgan, Scott (2013). Native bush could disappear for highway. Manukau Courier newspaper article, 1 March 2013. Fairfax Media. Morgan, Scott (2013). Manukau to Drury four-lane highway supported by Mayor. Manukau Courier newspaper article, 8 March 2013. Fairfax Media. Morgan, Scott (2013). Fight to save native bush area. Manukau Courier newspaper article, 9 July 2013. Fairfax Media. Quigley R and Thornley L (2011). Literature Review on Community Cohesion and Community Severance: Definitions and Indicators for Transport Planning and Monitoring. Report for the NZ Transport Agency. Wellington: Quigley and Watts Ltd. Statistics New Zealand (2006, 2013). Census of Population and Dwellings. Wellington: Statistics New Zealand. Transport and Social Exclusion (2002). Interim findings from the social exclusion unit. London, UK Government Social Exclusion Unit, 2002. Vanclay, F (2003).International Principles for Social Impact. Impact Assessment and Project Appraisal. Vol21(1), 5-11.

Vanclay F, Esteves AM (eds)(2011). New Directions in Social Impact Assessment, Conceptual and Methodological Advances. Edward Elgar, Cheltenham, United Kingdom. Walsh, T (May 2010). Mill Road Corridor Study- Report on Consultation. Prepared for Papakura District Council by T. Walsh Consulting Limited. Walsh, T (July 2009). Mill – Redoubt Road Corridor Study Community Feedback. T Walsh Consulting Limited. World Health Organisation (2005). The Effects of Air Pollution on Children’s Health and Development. A review of the evidence. Bonn office, Europe.

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Appendix A

Legislative and Policy Context

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Appendix A Legislative and Policy Context Resource Management Act (1991) The Resource Management Act 1991 (RMA) requires the decision making process to include consideration of the actual and potential effect of activities on the environment. Section two of the RMA defines the environment as: a) Ecosystems and their constituent parts, including people and communities; 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. 1) Section 3 of the RMA defines the meaning of ‘effect’ to include (unless the context otherwise requires): a) Any positive or adverse effect b) Any temporary or permanent effect c) Any past, present or future effect d) Any cumulative effect which arises over time or in combination with other effects- regardless of the scale, intensity, duration, or frequency of the effect, and also includes:  Any potential effect of high probability; and

 Any potential effect of low probability which has a high potential impact.

2) Section 5 defines the purpose of the RMA ‘to promote the sustainable management of natural and physical resources.’ Sustainable management means ‘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.’ 3) Section 7(c) of the RMA refers to ‘all persons exercising function and powers under the Act…shall have particular regard to… the maintenance and enhancement of amenity values.’ 4) Section 168A (3) of the RMA and relating to NoR, requires Auckland Council to ‘consider the effects on the environment of allowing the requirement…’ 5) The fourth schedule of the RMA states that any person preparing an AEE (and as such an SIA), should consider ‘any effect on those in the neighbourhood and, where relevant, the wider community including any socio-economic and cultural effects.’ Local Government Act (2002) The Local Government Act 2002 (LGA) outlines the purpose and functions of local government in New Zealand. The purpose of local government is set out in section 10 of the Act: a) to enable democratic local decision-making and action by, and on behalf of, communities; and b) to meet the current and future needs of communities for good-quality local infrastructure, local public services, and performance of regulatory functions in a way that is most cost-effective for households and businesses. The LGA requires local authorities to undertake long term planning through identifying council and community aspirations and articulating them through a long term plan, creating accountability between the council and community.

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The New Zealand Transport Strategy (2008) The New Zealand Transport Strategy 2008 (NZTS) sets out a national vision for transport in 2040 that “People and freight in New Zealand have access to an affordable, integrated, safe, responsive and sustainable transport system”. This vision is supported by five transport objectives: - Ensuring environmental sustainability - Assisting economic development - Assisting safety and personal security - Improving access and mobility - Protecting and promoting public health. The NZTS outlines a number of targets which will aid with the achievement of the objectives above. Those relevant to the SIA include: - For identified critical routes, improve reliability of journey times - For identified critical routes, reduce average journey times - Reduce road deaths to no more than 200 per annum by 2040 - Reduce serious injuries on roads to no more than 1,500 per annum by 2040 - Increase overall mode share of public transport to 7% of all trips by 2040 - Increase walking, cycling and other active modes to 30% of total trips in urban areas by 2040 - Reduce the number of people exposed to health-endangering noise levels from transport - Reduce the number of people exposed to health-endangering concentrations of air pollution, in locations where the imp act of emissions arising from transport is significant. Auckland Transport Integrated Transport Programme (2012-2041) The Integrated Transport Programme (ITP) is the transport response to the Auckland Plan and identifies the transport challenges for Auckland over the next 30 years. The ITP sets out two key strategies to respond to these challenges: the use of a One System approach and the development of a 30 year transport programme. The use of a One System approach will result in: - Better use of existing transport networks - Better alignment of transport provisions with changing patterns of land use and demand - A safer, more resilient national and regional network, where a greater range of resources and options is available to deal with unexpected events or future changes - Better alignment of effort between network providers and elimination of overlap and duplication. The implementation of the ITP aims to realise the Auckland Plan Target of 31-34% reduction in fatal and serious injuries over the next 30 years. The successful implementation of the ITP will also minimise the economic and social costs of congestion and the social costs of transport related air pollution. Auckland Transport Plan 2009 The Auckland Transport Plan 2009 (ATP) sets out the Auckland region’s 10 year transport plan. The ATP united the existing local, regional and national agency transport strategies, plans and projects. The priority outcome areas identified include: - Emphasis on safety engineering for streets and roads - Optimising the existing transport system to move people and goods - Strong focus on transport investments that support the Regional Growth Strategy, and integrated land use and transport planning - Completion of key elements of strategic roading, passenger transport, walking and cycling networks - The ATP gives effect to the goals and objectives of the ARLTS (see below) and NZTS.

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Auckland Regional Land Transport Strategy (2010-2040) The Auckland Regional Land Transport Strategy 2010-2040 (ARLTS) is a statutory document prepared under the Land Transport Management Act (2003).It sets out the following principles for the management of Regional Arterial Roads: a) Assisting safety and security through improved transport system safety; improved road safety culture; and improved personal safety. b) Improving access and mobility through improved public transport (PT) accessibility for all; improved community connectedness; and improved quality of PT. c) Protecting and promoting public health through reduced exposure to the negative impacts of transport pollution on people’s health; increased walking and cycling; and improved street design for people. d) Ensuring environmental sustainability through improved protection of sites with historic, environmental and cultural value. Also relevant to the SIA is policy 12 of the RLTS ‘responsiveness’ - ensuring the planning and development of the region’s transport system responds to user and community needs. a) Involve communities in decisions about transport that affect them through: - identifying persons and communities likely to be affected by transport decisions and provide early and full opportunities for them to contribute to the planning and decision making process; and - taking steps to improve Maori participation in transport planning. b) Ensure that transport decisions respond to diverse user needs through: - Taking account of the diverse needs of all users; - Considering equity implications of transport decisions and the distribution of costs and benefits; and - Identifying communities impacted by transport projects and take steps to mitigate impacts or improve outcomes for these communities. The ARTLS also commissioned a Health Impact Assessment (HIA). The HIA provides a reference point for health and well-being related concerns and aspirations regarding Auckland’s transport. The Redoubt Road- Mill Road Corridor SIA considers the key themes of the HIA- safety, access and mobility, increasing active modes of transport and emissions and noise. Access and mobility for vulnerable populations is of particular importance, particularly children, families, older persons, people with disabilities and people on low incomes (2010:34).

Auckland Long Term Plan (2012-2022) The Long Term Plan (previously known as the Long Term Community Plan - LTCCP) is produced by Auckland Council. It is a ten year strategic document reviewed every 3 years and covers all Auckland Council’s functions including financial and economic development initiatives to social service provisions such as community facilities and housing. The Long Term Plan records and identifies community outcomes identified by the community and describes how the council will contribute towards these. It is the council’s primary implementation tool which aligns services, projects and programmes to meet the strategic directions and community outcomes identified in the Auckland Plan and determines the council’s funding requirements over the next 10 years. The overarching vision of Auckland as the world’s most liveable city is supported by a number of outcomes transformational shifts and strategic directions. The seven outcomes describe what Auckland will look like in 2040 and are the basis for the community outcomes used in this LTP. The outcomes are:

1) a fair, safe and healthy Auckland 2) a green Auckland 3) an Auckland of prosperity and opportunity 4) a well-connected and accessible Auckland 5) a beautiful Auckland that is loved by its people 6) a culturally rich and creative Auckland

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7) Te Hau o Te Whenua, Te Hau o Te Tangata – A Māori identity that is Auckland's point of difference in the world. The six transformational shifts are the key changes required to achieve the outcomes and the Mayor's vision for Auckland. They are:

1) dramatically accelerate the prospects of Auckland’s children and young people. 2) strongly commit to environmental action and green growth. 3) move to outstanding public transport within one network. 4) radically improve the quality of urban living. 5) substantially raise living standards for all Aucklanders and focus on those most in need. 6) Significantly lift Māori social and economic well-being. Auckland Council’s Regional and District Plans Papakura District Plan- Takanini Structure Plan (1999) Plan Change 16 to the Papakura District Plan, now operative, pushes the Metropolitan Urban Limit (MUL) further out into the rural hinterland, increasing the area of land available for development. The introduction of the Residential 8 zone specifically supports transport choice in line with the RLTS. Proximity to public transport services is also identified as part of the Design Assessment Criteria for some types of development. 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 recently became operative via Plan Change 15 to the Auckland Council District Plan (Papakura Section). The Plan Change re-zoned around 51 hectares of rural land to a combination of industrial (41.41 hectares), residential (5.04 hectares) and reserve (4.7 hectares). Papakura District Plan- Drury South Plan (1999) The proposed Drury South plan change to the Papakura District Plan supports development and intensification around transport corridors and public transport networks in a safe and efficient manner. Manukau District Plan- Proposed Plan Change 20- Flat Bush (2010) The proposed plan change 20 outlines the need for an improved north-south link on Murphys Road to support development in Flat Bush and identifies the risk to amenity values if a coordinated approach to infrastructure is not followed. ‘Urban development, if associated with an inadequate or uncoordinated physical and social infrastructure, can cause adverse effects on the natural environment and on the social and economic well-being, health and safety of the community.’ ‘The timing of the provision and development of the physical and natural infrastructure and services is critical to managing the overall environmental effects of urban development in the East Tamaki area.’ Connectivity for communities on both sides of Murphy’s Road is desired by the Flat Bush Transport Design Guidelines through minimising the width of the corridor where possible, limiting property access onto Murphy’s Road and providing an ‘environment that encourages pedestrian activity on the street.’

The Draft Auckland Unitary Plan (2013) The draft Auckland Unitary Plan, released for consultation in March 2013, provides a greater indication as to the direction of growth in Auckland. Drawing on the high level growth strategy outlined in the Auckland Plan, the Unitary Plan identifies zones with varying objectives and rules that will shape the pattern of development in Auckland. There are a large number of zones present within the SIA study area; however the character of the study area will generally be shaped by only a few of these zones: - Mixed Housing: most common residential zone, allows two storey housing in a variety of forms. - Countryside Living: rural lifestyle development, low density residential development including farmlets and horticultural sites.

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- Mixed Rural: provides for mixed rural production, non-residential activities of a scale compatible with smaller site sizes. Sites are generally larger than those in the Countryside Living zone. - Future Urban: land on the periphery of existing urban areas that has been identified as suitable future development. Transitional zone which will be used for rural activities until it is developed. - Public Open Space – Informal Recreation: used for outdoor informal recreation activities and community uses. Contribute to the natural and cultural environment and general amenity.

Figure 40 Draft Unitary Plan 2013

The Interim Rural Urban Boundary (RUB) intersects the SIA primary study area. This is significant as it is the point at which urban development in greenfield land can no longer occur. The section of Redoubt Road to the west of Hilltop Road and Murphy’s Road falls within the RUB, meaning that urban development may take place in these locations. The parts of the study area east of Hilltop Road and South of Murphy’s Road fall outside of the RUB and subsequently will not experience urban development. Although further investigations into the RUB are currently taking place, none of these are centred around the SIA primary study area and it is assumed that (subject to submissions on the Unitary Plan) the RUB will remain on this alignment.

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The Murphy’s Road section of the corridor will see great change as development of previously greenfield land takes place. This area forms Stage 3 of the Flat Bush development. The areas outside of the RUB are zoned for large lot, low density rural and lifestyle activity. This reflects the form of existing development; however it will likely be seen on a larger scale than currently witnessed.

To the west of the SIA primary study area, the Manukau Metropolitan Centre will experience intensification, with buildings permitted up to 72.5m or 18 storeys high. This Centre will provide a large number of employment opportunities for those within the study area, alongside the industrial areas further west and to the south. Consequently, the Manukau Centre is an important area in the context of the SIA.

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Appendix B

Stakeholder List

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Appendix B Stakeholder List

Stakeholder group/communities of interest Potential issues and impacts to be assessed Community facilities and religious organisations Temporary disruption to road access during - Church of Jesus Christ Latter-day Saints construction - Manurewa Assembly of God Improved provision for pedestrians and cyclists once - Dharmmapark Suandham Rightview Buddhist operational Foundation Improved road access once operational - St Elias Catholic Church (located in The Gardens) - Connect Baptist Church - Hilltop Community Centre- Redeemer Grace Presbyterian Church - Totara Park Hospice - Alfriston Hall - Chapel Downs school hall - Everglade school hall

Businesses Temporary disruption to road access during - Manukau Heights Motel construction - Redoubt Motel Construction effects - Alfriston Heights Boarding Cattery - Everglade Drive retail Reserves/recreation (and the clubs/societies using Temporary disruption to road access during these facilities) construction - Totara Park Equestrian Centre Improved provision for pedestrians and cyclists once - Totara Park Pony Club operational - Totara Park Adult Riding Club Land take of Totara Park - Riding for the Disabled Intersection improvements - Totally Totara (MTB club) Access improvements in operational phase - Friends of Totara Park - St John’s Redoubt - Totara Park - Murphy’s Bush Reserve - Auckland Botanical Gardens Regional Park - Barry Curtis Park - Rongomai Park

Clubs/societies Improved access once operational due to upgraded - Guiding New Zealand (Taha-Wahia) intersection at Diorella Drive as well as reduced travel time on the corridor Educational facilities Temporary disruption to road access during - Redoubt North School construction - Everglade School Pedestrian and cycling improvements once operational - Alfriston School Improved parking and student ‘drop off’ to Alfriston - Chapel Downs School School once operational - Tangaroa College - Ferguson Intermediate - The Gardens School - Tyndale Park Christian School - Edukids - Alfriston Kindergarten - Clover Park - Edgewater - Papatoetoe High School - Alfriston College - Mission Heights Primary School

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Stakeholder group/communities of interest Potential issues and impacts to be assessed - Mission Heights Junior High School - Ormiston Senior College Agencies/utility providers/internal stakeholders Potential land take - Housing New Zealand Remediation of utilities - Transpower - Auckland Council Parks and Reserves - NZ Transport Agency Iwi Improved storm water management protecting the - Ngai Tai ki Tamaki mauri of the Puhinui sub catchments - Te Akitai Social service providers Temporary disruption to road access during once - Manukau Super Clinic operational - Counties Manukau Police Improved provision for pedestrians and cyclists once - St John Ambulance operational - NZ Fire Service - Ormiston Hospital - Plunket (located at Chapel Downs school - School dental hub (located at Chapel Downs school) Directly and indirectly affected landowners Partial or whole property acquisition

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Addendum

Demographic Profile of Census 2013

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10.0 Demographic Profile of 2013 Census This addendum contains the updated demographic profile based on information from the 2013 Census. The study areas and methods used to analysis the 2013 census data are the same as the methods used for the 2006 census data. Within the study areas, a few census area units were altered in the 2013 census compared with the 2006 census. The primary study and secondary study areas comprise of the 2013 census area units shown in Table 15 and Table 15.

Table 15 Primary Study Area Census Area Units

Primary Study Area CAUs

Ardmore Mill Road Redoubt East Rongomai Clover Park Ormiston Redoubt North Takanini North Donegal Park Randwick Park Redoubt South Totara Heights Hyperion

Table 16 Secondary Study Area Census Area Units

Secondary Study Area CAUs

Beaumont Highbrook Manurewa East Takanini South Burbank Hillpark Otara East Takanini West Clendon North Homai East Otara North Wattle Farm Clendon South Homai West Otara South Weymouth East Ferguson Leabank Otara West Weymouth West Greenmount Manukau Central Rowandale Wiri

10.1 Population 10.1.1 Population Growth The total population for each study area is outlined in Table 17.

Table 17 Total Population, Study Areas 2001-2006 (Source: Statistics New Zealand, 2013)

2001 2006 2013

NZ 3,737,280 4,027,947 4,242,048 Auckland Region 1,160,271 1,304,958 1,415,550 Primary Study Area 33,582 42,357 50,394 Secondary Study Area 72,987 86,334 89,412

When analysing this data, it is noted that the total population of the primary study area is much smaller than the other areas being assessed. Thus, an increase of any amount will have a greater overall effect on the growth rate. For example, an increase of 13,347 people between 2001 and 2006 occurred in the secondary study area, which represents a growth rate of 18.3%. In contrast, an increase of 8,790 people between 2001 and 2006 occurred in the primary study area which represents a growth rate of 26.1%. As such, it is evident that population increases from a smaller base population will have a proportionately higher growth impact overall. Figure 41 shows the population size of the primary and secondary study areas on the left vertical axis. The annual population growth rates are shown on the right vertical axis. The 2006 – 2013 census period shows a general decrease in growth rate from the previous 2001 – 2006 census period. The primary study area shows a growth

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rate above the regional and national averages, and the secondary study area shows a growth rate slightly below the regional and national averages.

Figure 41 Population Growth, Study Areas, 2001 - 2013 (Source: Statistics New Zealand, 2013)

Secondary Population Primary Population Auckland Growth Rate Secondary Growth Rate Primary Growth Rate NZ Growth Rate

100,000 6% 90,000 5% 80,000 70,000 4% 60,000 50,000 3%

Population 40,000 2% 30,000 20,000 1% 10,000 0 0% 2001 2003 2005 2007 2009 2011 2013 Average Annual PopulationGrowth Rate

10.1.2 Age and Gender Figure 42 and Figure 43 show the age-gender profile of the primary and secondary study populations respectively. The age-gender profile of the secondary study population is similar to that of the primary study population. Across both Census years 2006 and 2013, there is an even gender split in the study areas. Both the primary and the secondary study areas show an aging population trend from 2006 to 2013. This is seen from the higher proportion of younger age groups in 2006, and the corresponding higher proportion of older age groups in 2013.

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Figure 42 Age and Gender Profile of Primary Study Area, 2006 and 2013 (Source: Statistics New Zealand, 2013)

100+ 95-99 Males Females 90-94 85-89 80-84 75-79 70-74 65-69 2013 60–64 55–59 2006 50–54 Age 45–49 40–44 35–39 30–34 25–29 20–24 15–19 10–14 5–9 0–4 6% 5% 4% 3% 2% 1% 0% 1% 2% 3% 4% 5% 6% Percentage of Total Population

Figure 43 Age and Gender Profile of Secondary Study Area, 2006 and 2013 (Source: Statistics New Zealand, 2013)

100+ 95-99 Males Females 90-94 85-89 80-84 75-79 70-74 65-69 2006 60–64 55–59 2013 50–54 Age 45–49 40–44 35–39 30–34 25–29 20–24 15–19 10–14 5–9 0–4 6% 5% 4% 3% 2% 1% 0% 1% 2% 3% 4% 5% 6% Percentage of Total Population

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10.1.3 Families The family characteristics of the primary and secondary study area differ from the broader national and regional characteristics. In both study areas there is a higher proportion of families that have children. There is a higher proportion of single parent families in the study areas, particularly the secondary study area.

Figure 44 Family Type, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

Couple without children Couple with child(ren) One parent with child(ren)

60%

50%

40%

30%

20% Proportion ofTotal Families 10%

0% NZ Auckland Region Primary Study Area Secondary Study Area

10.1.4 Dwelling The dominant dwelling type for all areas is the separate house. The primary study area showed the highest proportion of separate housing type. The primary study area has a smaller proportion (11%) of flats/ units/ townhouses/ apartments/ duplexes compared to the other areas (17%-22%). This reflects a higher density of living in the secondary study area, and the more rural lifestyle currently enjoyed in the primary study area.

There are distinct changes to the number and size of separate dwellings within the primary study area as the corridor moves from intensely populated urban subdivisions in NoR1 through to larger land parcels and dwelling size in NoR2 and NoR3. The reduction of dwelling numbers illustrates a higher number of established subdivisions and infill in NoR1 as well as the large portion of NoR2 containing Totara Park, thus reducing available land for development. Continuing development of Flat Bush in NoR2 will increase dwelling numbers in the study corridor significantly over the next decade.

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Figure 45 Dwelling Type, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

90% Separate House 80%

70%

60% Two or More Flats/ Units/ Townhouses/ 50% Apartments/ Houses Joined 40% Together Other Occupied Private Dwellings 30%

20%

Proportion ofTotal Dwellings Occupied Private 10% Dwelling Not Further Defined 0% NZ Auckland Primary Secondary Region Study Area Study Area

Figure 46 shows that the lengths of stay at residences across the study areas are similar to the national and regional averages. A lower proportion of residences in the primary and secondary study areas have spent over 15 years at their current residence, compared to residents in New Zealand or the Auckland region. This may be an indication of a relatively mobile community, with a higher propensity to relocate. However, information gathered through consultation highlights areas within the study corridor that have distinctly low property turnover, with some residents on the Redoubt Road ridgeline having lived in their dwellings for over 40 years. Within the study corridor, anecdotal evidence suggests NoR1 has the shortest property tenure, with length of stay longer in both NoR2 and NoR3.

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Figure 46 Length of Stay at Current Residence, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area

35%

30%

25%

20%

15%

10%

Proportion ofTotal Residents 5%

0% 0 Years 1–4 Years 5–9 Years 10–14 15–29 30 Years Not Years Years or More Elsewhere Included

Figure 47 shows where residents were located five years ago. Whether the study population is more mobile than average is inconclusive from this figure.

Figure 47 Residential Mobility Five Years Ago, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area

45%

40%

35%

30%

25%

20%

15%

10% Proportion ofTotal Residents 5%

0% Same as Elsewhere in Not Born Overseas No Fixed Not Usual New Five Years Abode Five Elsewhere Residence Zealand Ago Years Ago Included

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Figure 48 shows the home ownership in 2006 and 2013. From 2006 to 2013, home ownership has dropped by 5% for all groups. The primary study area has a similar rate of home ownership to the Auckland average. The secondary study area has a smaller proportion of home ownership compared the Auckland average.

Figure 48 Home Ownership, Study Areas, 2006 - 2013 (Source: Statistics New Zealand, 2013) 2006 2013

60%

50%

40%

30%

20%

10%

Dwelling or (with without a Mortgage) Proportion ofHouseholds thatown Private 0% NZ Auckland Region Primary Study Secondary Study Area Area

10.2 Employment Figure 49 indicates a higher proportion of tradesman and vocational roles compared to “professional” roles in the study population. The dominant area of employment the study population is manufacturing, accounting for 17% of employment in the primary study area and 27% of employment in the secondary area. The primary study area shows a higher-than-average proportion of education and training roles, while the secondary study area shows a higher-than-average proportion of wholesale trade roles.

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Figure 49 Industry of Employment, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area 30%

25%

20%

15%

10% Proportion ofTotal Employment 5%

0%

10.2.1 Labour Force Figure 50 shows that 70% of the labour force in the study areas is in full-time employment. There is a lower proportion of part-time employment in the study areas compared with the national and regional averages. Perhaps correspondingly, there is higher unemployment in the study areas than the average unemployment rates. There is potential for local employment opportunities during the construction phase of the project.

Figure 50 Labour Force Status, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area 80% 70% 60% 50% 40% 30% 20% 10% 0%

Employed Full-time Employed Part-time Unemployed Proportion ofLabour Force

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10.3 Income Figure 51 compares individual annual income between the study areas and the Auckland regional average. This shows that the average income of people in the study areas is lower than the regional average. A noticeably smaller proportion of the primary and secondary study area populations earn $50,000 per annum or more, compared to the Auckland average. Between 2006 and 2013, there was a general increase in personal annual income. However whilst the proportion of the study population earning less than $5,000 matched the regional average in 2006, the proportion of the study population in this lowest-income category rose above the regional average in 2013.

Figure 51 Individual Income Per Annum, Study Areas, 2006 - 2013 (Source: Statistics New Zealand, 2013)

Auckland Region Primary Study Area Secondary Study Area 30%

25%

20%

15%

10%

Proportion ofTotal People 5%

0% 2006 2013 2006 2013 2006 2013 2006 2013 2006 2013 2006 2013 2006 2013 $5,000 or $5,001– $10,001– $20,001– $30,001– $50,001 or Not stated Less $10,000 $20,000 $30,000 $50,000 More

Year and Annual Income Bracket

10.4 Cultural Diversity The study areas are culturally diverse. Figure 52 shows the birthplace of people born overseas. In the primary study area, the overseas birthplace is composed of 40% Pacific Islands, 40% Asia, 10% Middle East or Africa, and 10% for all other overseas birthplaces. In the secondary study area, the overseas birthplace is composed of 60% Pacific Islands, 20% Asia, 7% Middle East or Africa, 7% UK or Ireland, and 10% for all other overseas birthplaces.

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Figure 52 Overseas Birthplace, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area 70%

60%

50%

40%

30%

20%

10% Proportion ofTotal People BornOverseas 0% Australia Pacific United Other North Asia Middle Other Islands Kingdom Europe America East and and Ireland Africa

Figure 53 shows the ethnicity of people in the study areas. This corresponds with the locations of overseas birth. In New Zealand and the Auckland regions, the majority of the population had European heritage. In comparison, across the primary and secondary study areas, there was a higher proportion of people with Maori and Pacific Island heritage. Key informant interviews with three schools in the primary study area indicates a growing number of Indian student enrolments, highlighting a changing demographic, particularly in NoR2 and NoR3.

Figure 53 Ethnicity Status, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area

80% 70% 60% 50% 40% 30% 20%

10% Proportion ofTotal People

0%

Māori

Asian Other

Pacific

Peoples

an

European

Middle

Included

Eastern/Latin NotElsewhere American/Afric

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10.5 Education and Training Figure 54 shows that residents within the primary and secondary study areas have a smaller proportion of people with education qualifications when compared to residents of Auckland or New Zealand. There is a lower proportion of people with a Bachelor’s Degree or Level 7 Diploma in both study areas than the national and regional averages. This may be another indication of the lower socio-economic status of the study areas and project site community compared to the wider regions of Auckland and New Zealand.

Figure 54 Education Attainment, Study Areas, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area

30%

25%

20%

15%

10% Proportion ofTotal Residents

5%

0%

Included

Diploma

NotElsewhere

NoQualification

Masters Degree

HonoursDegrees

Level5 Level or 6 DoctorateDegree

Postgraduateand

Level1 Certificate Level2 Certificate Level3 Certificate Level4 Certificate

SchoolQualification

OverseasSecondary BachelorDegree and Level7 Qualifications

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10.6 Transport The Journey to work data in Figure 55 highlights the dominance of private vehicle transport for employed people living in the study areas. In the primary study area, 60% of employed people travelled to work in a private vehicle. Similarly, in the secondary study area 58% of employed persons travelled to work in a private vehicle. The study population showed lower rates of public bus use, cycling, and walking when compared to the national and regional averages. The lack of public transport provision along the corridor beyond Hollyford Drive is thought to account for the higher private vehicle use in the primary study area, particularly in NoR Packages 2 and 3.

Figure 55 Transport to Employment, 2013 (Source: Statistics New Zealand, 2013)

NZ Auckland Region Primary Study Area Secondary Study Area

70%

60%

50%

40%

30%

20%

10%

0%

Proportion ofEmployed Persons

Train

Other

Bicycle

PublicBus

Included

Today

PowerCycle

MotorCycle or NotElsewhere

Drovea Private

Truck,Van or

Workedat Home

CompanyBus

Car, TruckVan or

Car, TruckVan or

Drovea Company WalkedJogged or DidNot Go to Work Passenger in Car, a

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Addendum 1 to the Social Impact Assessment Report

Redoubt Road - Mill Road Corridor Project Auckland Transport 07-Apr-2015

Social Impact Assessment: Addendum 2

Redoubt Road - Mill Road Corridor Project

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Social Impact Assessment: Addendum 2 Redoubt Road - Mill Road Corridor Project

Client: Auckland Transport

ABN: 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

07-Apr-2015

Job No.: 60317081

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AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

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Quality Information

Document Social Impact Assessment: Addendum 2

Ref 60317081

Date 07-Apr-2015

Prepared by Kelli Sullivan

Reviewed by Craig Hind

Revision History

Authorised Revision Revision Details Date Name/Position Signature

1 7-April-2015 Addendum addressing Council Craig Hind comments Technical Director Planning

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Table of Contents 1.0 Addendum Response 1 1.1 Introduction 1 1.2 Community profile 1 1.3 Summary of affected properties 3 1.4 Adaptive capacity to respond to social change 3 1.5 Cumulative impacts 3 1.6 Summary of Auckland Transport engagement – subsequent to SIA. 4 1.7 Impact ranking definitions 5 1.8 Revised impact assessment tables 6 1.9 The roles of the SIMP and the DWP(s) 36

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1.0 Addendum Response

1.1 Introduction This addendum is to address questions raised by Peter Philips in his review of the Social Impact Assessment (SIA) provided as Appendix Q to the Assessment of Environmental Effects which was provided with the Notices of Requirement. Mr Philips questions have been addressed in the spreadsheet provided separately and where further detail is required, additional analysis has been undertaken and cross referenced to the sections outlined in this addendum. While the additional demographic analysis at a mesh block level has provided some further detail in respect of the social baseline, this additional data adds limited value to the assessment and has not challenged the conclusions of the SIA. Although the additional work has not triggered any required change to the SIA, the mesh block analysis has been beneficial for the purpose of confirming the social baseline remains aligned to the initial demographic analysis in 2013.

1.2 Community profile Additional analysis of the 13 mesh blocks adjacent to the urban section of the corridor (NoR1) has been undertaken to provide further insights into the communities directly affected by the project. 46% of residents on the southern side of Redoubt Road1 have lived in the same dwelling for five years or more, compared to the northern side of Redoubt Road2 which at 58% could be considered more stable, and potentially more cohesive than the southern side of the alignment. Property ownership on both sides of the corridor in NoR1 has dropped since the 2006 Census, with 62% of residents renting their homes. In regards to employment, 62% of residents on the northern side of the alignment are employed, compared to 66% on the southern side. While the difference between the two sides is considered small, employment is considered an indicator in adaptive capacity to respond to change. To illustrate this point, one potential social consequence of relocation due to full property acquisition is an increased distance to places of employment. There has been a 20% increase in Asian ethnicities on the southern side of the alignment between 2006 and 2013, and a five per cent decline in European peoples during this period. Spatially, the most significant increase occurs between SH1 and Everglade Drive where the Asian population has increased from 7% in 2006 to 45% in 2013. On the northern side of the corridor the increase of Asian population is not as significant, with an overall five percent increase between 2006 and 2013. However, in line with the southern side of the corridor, the greatest increase in Asian population is located in the mesh block closest to the project boundary with SH1, experiencing a 20% increase in Asian population. 2013 Census data for the area containing the most full or partial resumptions in NoR1 (southern side of Redoubt Road eastwards to Alexia Place3 counts 195 households, a population of 612, median income $37,000 and an average age of 39.7yrs. With the project, the dwellings in these three Census meshblocks will reduce by 48, a 25% decrease in housing stock. Social impact literature suggests a population change of greater than five per cent will have significant social impacts on a community. 4 For residents adjacent to the urban corridor, who remain throughout construction and operation of the Project, their social environment will be permanently changed. On the southern side of the alignment within NoR1, all households will be closer to the road corridor given that the majority of road widening is occurring on the southern side of the road corridor. The removal of 48 dwellings on Redoubt Road corridor will result in a new set of residents experiencing a frontage to the road and an increased acknowledgement of the visual presence of the road.

1 Census meshblocks: MB0759901, 0759902, 0759003 2 Census meshblocks: MB0715805, 0715917, 0715909, 0716018, 0716019, 076105 3 Census meshblocks: MB0759901, 0759902, 0759003 4 Burdge (2004) \\Nzakl1fp001\projects\603X\60317081\2. Correspondence\Council Specialist Information Requirements\Social Impact Comments\Addendum\Social Impact Assessment Addendum 2.docx Revision 1 – 07-Apr-2015 Prepared for – Auckland Transport – ABN: N/A AECOM Redoubt Road - Mill Road Corridor Project 2 Social Impact Assessment: Addendum 2

Observations during the SIA process suggest that the northern and southern side of the corridor may house two distinct populations. The physical severance of adjacent neighbours by the arterial corridor, coupled with the school zone boundary of Redoubt Road, results in both sides facing away from Redoubt. Connections to Irirangi Drive and city facing industrial suburbs may be a desirable location for one community, while the more rural south facing side of Redoubt Road may appeal to another. Having regard to the decision to widen on the southern side of Redoubt Road, social impacts are one of many competing factors that have had to be considered as part of the decision making process as to whether to widen on the northern or southern side of Redoubt Road In terms of the need to widen the road, Traffic modelling indicated that two lanes of traffic are needed in both directions in the future. It was considered appropriate to establish a cross section which meets current design standards for a multi-lane road with bus priority from Hollyford drive to the motorway interchange. This cannot be achieved within the existing corridor particularly if a flush median is included. A flush median has been provided to provide safer access and egress to the many properties along the corridor. The lodged notice of requirement therefore includes widening and land/property acquisition. As set out in the Assessment of Environmental Effects that accompanied the Notice of Requirement (NoR), land take to the south provides both the most cost effective and environmentally preferable solution due to topography and the existing downstream designation (east of the interchange) as widening on the southern side of the road assists with tying in to the existing Redoubt Road interchange lane arrangement. In addition, 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 kerb line 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. It is widely known in the community that widening will occur on the southern side of Redoubt Road. Letters were sent to all landowners affected by the proposal keeping them abreast of the matters relating to the corridor. Mail drops occurred in October 2012, March 2013, April 2013 and January 2014. Letters to affected property owners were divided into three groups- those with property or parts of property needing to be acquired, those with part of their property affected and those potentially affected by the proposed designation (refer appendices C, D and E of the AEE for copies of these letters). Property owners were provided customised information packs that included relevant property maps outlining the proposed improvements and the likely impact on their property. Property owners were invited to attend four property owner specific information sessions prior to the wider community information days. Of the 352 affected property owners contacted by Auckland Transport, 120 attended the information days. A further letter drop to directly affected property owners occurred just prior to NoR lodgement setting out details of how each property is likely to be affected by the NoR, together with an invitation to attend a series of one on one meetings with project team members which were subsequently held at Manukau Council offices. A number of persons from the southern side of the road corridor within NoR 1 attended the meetings. It is therefore common knowledge that the corridor is to be widened on the southern side of Redoubt Road within the urban section (NoR1). To change the corridor widening to the northern side would introduce further potentially adverse social effects in terms of stress and anxiety when compared to widening on the southern side which has been communicated to the community since at least late 2012. Community awareness of the southern side widening may be considered a contributing factor in the longer length of housing tenure and higher percentage of home ownership on the northern side of the corridor. As mentioned above, social impacts are only one of several environmental considerations to take into account as part of the project. ‘Widening on the southern side of the corridor is considered the best fit in terms of the project objectives and is preferred when all environmental considerations are taken into account.’ (Roger MacDonald, AECOM 2015).

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1.3 Summary of affected properties A complete schedule of affected properties and the land take area are included in the NoRs. The table below is a summary of that list.

Location Full resumption Partial resumption NoR1 Urban section- SH1 to 48 154 east of Hilltop Road NoR2 Hilltop Road to 570m east 1 29 of Murphy’s Road Nor3 570 east of Murphy’s Road 5 75 to Alfriston Road

1.4 Adaptive capacity to respond to social change When considering the social impacts of removing 48 dwellings fronting the urban section of the corridor, evidence of community cohesion and the existence of vulnerable populations is sought to identify the level of adaptive capacity to cope with this change. Predictors of community cohesion include residential stability; shared cultures and communalities and high levels of social interactions. Poor community cohesion is linked to health inequalities, social exclusion, higher levels of crime, fear of crime and antisocial behaviour. In analysing the relevant mesh block data in the urban section (NoR1) between Census 2006 and 2013, the community profile highlights a marked increase of Asian ethnicities along the southern side of the corridor, compared to the northern side, which has experienced an increase in line with the Auckland average. When ethnic minorities and/or migrant groups reside in one geographical location there is the potential for increased community cohesion as residents are more likely to experience shared culture and belief systems. Conversely, a reduction of home ownership in NoR1 since 2006, and rental tenure of over 60% of the population, highlights a level of household movement on the southern side and as a result, a lower experience of cohesion. The reduction in home ownership and tenure on the southern side of the corridor may indicate the project is already having an effect on the social environment within NoR1. Household income has remained steady during this time, in line with the Auckland average, indicating a level of employment stability is present. While literature suggests vulnerable populations are more likely to live next to main roads5 (and as a consequence have a disproportionate exposure to traffic pollution and associated adverse health effects), there is no statistical data to confirm the prevalence of vulnerable populations in respect of NoR1. That is not to preclude the existence of vulnerable individuals, and mitigations for these residents will form part of the Social Impact Management Plan (SIMP).

1.5 Cumulative impacts Cumulative social impacts result from the interactions with other social impacts and can trigger further impacts. While in most cases cumulative impacts arise as a result of multiple activities and projects, a single activity can produce impacts with the potential to accumulate.6 For the Redoubt Road- Mill Road Corridor there is potential for cumulative linked associative impacts due to the planned urban development in Flat Bush (Ormiston), outcomes of the Unitary Plan and the implementation of regional transport strategies such as Auckland Transports Integrated Transport Programme (2012-2040). Planned infrastructure upgrades within the primary study area (Auckland Transport 2012-2021funding programme) include Murphy’s Road upgrade and bridge improvements, Chapel Road realignment and

5 Auckland Council (2012) Separation Distances for Roads. A discussion document prepared for Auckland Council. www.emissionimpossible.co.nz 6 Franks, DM et. al (2011). New Directions in Social Impact Assessment. Edited by Vanclay, F and Esteves, M, pp.203. \\Nzakl1fp001\projects\603X\60317081\2. Correspondence\Council Specialist Information Requirements\Social Impact Comments\Addendum\Social Impact Assessment Addendum 2.docx Revision 1 – 07-Apr-2015 Prepared for – Auckland Transport – ABN: N/A AECOM Redoubt Road - Mill Road Corridor Project 4 Social Impact Assessment: Addendum 2

new bridge, Ormiston Road widening, and public transport provision from Papakura to East Tamaki via Mill Road. 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 in the wider area to minimise cumulative impacts. Adverse social effects are likely if a coordinated approach to infrastructure is not followed, particularly in regards to the developing Flat Bush. The Manukau District Plan - Proposed Plan Change 20- Flat Bush (2010) states: ‘Urban development, if associated with an inadequate or uncoordinated physical and social infrastructure, can cause adverse effects on the natural environment and on the social and economic well-being, health and safety of the community.’ ‘The timing of the provision and development of the physical and natural infrastructure and services is critical to managing the overall environmental effects of urban development in the East Tamaki area.’ Construction of the Murphy’s Road alignment may 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. An understanding of the broader political context, and implications of future political change on planning and funding decisions, means cumulative impacts, beyond those identified above, will remain static for the lifetime of the project. While an exhaustive list of cumulative impacts cannot be identified at this stage in the project, mitigations and management approach can be formulated as part of the SIMP. As cumulative impacts are the result of multiple stakeholders and interventions intersecting, the only way to manage these impacts is through a coordinated and collaborative approach including: - Early identification and mitigation of potential issues when there is still flexibility to make changes; - Coordination between Auckland Transport and Auckland Council regarding planned developments; and - Informal coordination across developments on the timing of community consultation initiatives to facilitate community input and improves efficiencies for Auckland Transport. Cumulative impacts will be addressed in the Social Impact and Business Disruption DWP (as part of relevant consent conditions) and through the SIMP.

1.6 Summary of Auckland Transport engagement – subsequent to SIA. Auckland Transport has written to all 352 potentially affected properties. These letters, dated October 2012, March 2013, April 2013 and January 2014, invited property owners and occupiers to four information sessions. Of the 352 properties written to, 120 attended these information sessions (34%). In addition to these property information sessions, 75 individual meetings with owners have been arranged by Auckland Transport and associated property specialists. Comments gathered from interactions are summarized as follows: - Owners of property identified for whole acquisition concerned about process, timing of the works, and receiving a fair market value for their property. A small number of these property owners commented that they would agree to early acquisition of their property in order to gain some certainty. - Owners of property identified for partial acquisition concerned about construction noise and dust, access arrangements, loss of property value, feeling that their property will be blighted, proximity of the new road alignment to their home, operational road noise and visual effects. Owners of \\Nzakl1fp001\projects\603X\60317081\2. Correspondence\Council Specialist Information Requirements\Social Impact Comments\Addendum\Social Impact Assessment Addendum 2.docx Revision 1 – 07-Apr-2015 Prepared for – Auckland Transport – ABN: N/A AECOM Redoubt Road - Mill Road Corridor Project 5 Social Impact Assessment: Addendum 2

larger lots also commented on the possible loss of future subdivision potential due to District Plan lot size rules.

Seven owners of properties identified for partial acquisition indicated that they may make a submission on the NoR application.

1.7 Impact ranking definitions The impact rankings assigned to the SIA for the Redoubt Road – Mill Road corridor project were assigned through a participatory workshop with the project team, Auckland Transport, and social impact practitioners. The assigned rankings were also considered through both a peer and legal review process. The values assigned to the rankings (positive, neutral, minor, moderate, significant) are informed by both risk ranking frameworks (likelihood/consequence) as well as social impact heuristics, in particular, considerations of magnitude/sensitivity7 in measuring the significance of each social impact. Definitions of rankings are as follows: Positive - Can be defined as an impact that provides improvements and/or benefits to the social environment. Neutral- Can be defined as a residual effect of an otherwise adverse impact that has been mitigated or actively managed. A neutral impact results in no noticeable change in the wellbeing of social receptors. Additional mitigations and/or enhancement of a neutral impact may reassign the ranking to become a positive impact. Minor (Adverse) – A possible impact which occurs exceptionally and mostly within the site boundary. The impact is at the lower end of the scale but more than de minimis. It will affect the wellbeing of a small number of people and does not extend beyond the planning and construction phases, so that the socioeconomic baseline returns naturally or with limited intervention within a few months. Wellbeing of some social receptors slightly deteriorates compared to the pre-project scenario. Moderate (Adverse) - A possible impact that will affect the wellbeing of a group of people beyond the site into the local areas or continue beyond the project life so that the baseline is re-established with the some intervention. Wellbeing of some social receptors noticeably deteriorated compared to the pre-project scenario. Significant (Adverse) - High magnitude (extent, permanency, duration, reversibility and intensity), that requires considerable intervention to return to the socioeconomic baseline. Can be defined as having high social consequence- wellbeing of various social receptors substantially deteriorates compared to the pre-project scenario.

7 7 Rowan, Marielle (2009). Refining the attribution of significance in social impact assessment. Impact Assessment and Project Appraisal, 27(3), pages 185-191.

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1.8 Revised impact assessment tables Social impacts are often very unevenly distributed across society, space, time and scale. To inform how the predicted social (unmitigated) impact has been ranked against the spatial and temporal distribution of impact, an additional column has been added to the tables in section 7. The social consequence of each impact has been included in highlighted text in column one. In addition, a second column has been added to the tables in section 7 to explain the proposed mitigations and management to reduce the predicted unmitigated impact to a residual impact. Finally, where a potential repetition of an impact (assigned to more than one impact table) occurs, the impact has been reassigned to one category. Transport and Traffic Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact Perception that the road will attract Moderately negative Short term, site specific Implement Crash Team Minor high volumes of traffic and speed during construction phase Safety Program limits will not be adhered to. This (as work progresses (particularly for NOR may have the social consequence along corridor). connection points) of increased accidents and (>500) associated physical health Provide additional impacts. signage Impact assigned to Proactive communication irregular/unfamiliar road with emergency services, users on route who do not including police. adhere to posted speed limits and/or TMP. (>200-500)

Social groups more likely to be involved in traffic incidents- men, young people (15-29yrs), minority groups, people

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

with lower levels of education achievement, people from lower socio- economic backgrounds.8

Increased safety risk for cyclists Moderately negative Medium term (staged Communication with Minor (construction work and change in construction phase) cycling associations and road surfaces) results in reduced cycle shops to inform Localised impact to recreational opportunities for them of road works cycling community cyclists, and potential financial schedule. primarily during impacts for commuting cyclists construction hours. who elect to use vehicle/PT Use SMS and website as (200-500) channels to advertise changes to road Staging of works will conditions. mean one portion of the corridor will have potential Provide additional safety risks for cyclists signage with loose metal surfacing. Detour routes Advertising may apply.

A decrease in recreational AT initiatives including cyclists may be ‘Go By Bike Days’ and considered a positive sponsored breakfasts benefit for some during construction to motorists. keep cyclists informed of works.

Condition of TMP to

8 Factor, R., Yair, G. and Mahalel, D. (2010), Who by Accident? The Social Morphology of Car Accidents. Risk Analysis, 30: 1411-1413)

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

maintain an appropriate detour route or adequate provision for cyclists through the works during construction.

Impeded access for emergency Significant Localised impact- Condition of TMP to Minor vehicles during construction results individual level maintain unimpeded in potential loss of life/exacerbation access for emergency Medium term- of emergency due to delayed vehicles through the construction phase response time construction area. Significant impact to vulnerable populations Regular liaison with with pre-existing medical emergency services to conditions (numbers to be inform of construction defined in SIMP) works schedule and expected travel times along corridor.

Disruption to local road access Significant Localised impact to Appropriate stakeholder Moderate during construction, particularly in individual residents/road management by NoR2 and 3 (tie-ins at Redoubt users in proximity to ‘tie- contractors. Road and Mill Road) results in ins’ delays accessing places of Clear construction (20-60 households) employment and recreation. timeframes provided in Medium term (3-6mths) use of (100-200 members Pony communications. detour routes may have financial Club/RFD) implications due to increased fuel Maintain an alternate Medium term impact- costs and depreciation of vehicle route for vehicles where construction phase. possible. Stage Pony Club and Riding For the construction to alleviate Disabled may experience a the concern (particularly

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

decrease in membership due to for NoR 2 and 3). disrupted access which may have a financial implication on the club, Regular advertising. and reduced recreational opportunity/wellbeing for these Provide subscription members service for road users.

Ongoing liaison with clubs impacted by the works.

Plant vehicles cause deterioration Moderately negative Localised impact to Site locations/storage Minor of local roads resulting in potential individuals and areas to keep movements traffic incidents and damage to communities of interest to a minimum. personal property. i.e. school bus runs, recreational cycling Communication with routes. residents on local road impacted by plant (<500)Potential impact on vehicles. service providers using affected roads i.e. AT to monitor plant routes NZPost, Couriers, utility to ensure adequate level providers. of service is maintained. (10-20) Use of local resource/supplies where possible (quarry) to reduce truck movements.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

Improved community connectivity Positive Localised impact to Project hosted Positive once operational potentially residents along new neighbourhood BBQs enhances cohesion and sense of alignment. during construction to belonging for communities along bring residents together (200-500) the corridor over shared Upgraded corridor may interest/experience of ‘expose’ new neighbours project. and improve connectivity between neighbours enhancing relationships and cohesion. (60-100 households) Improved safety for all road users Positive Operational- region wide, Positive once operational provides long term impact to all enhanced driving experience, road users reduced anxiety attributed to (>500) existing level of service.

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Access changes and severance Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

Interruption to church access Significant Short term- construction Collaborate with Latter Moderate impacts operations and safety of impact Day Saints (LDS) during their congregations. Social detailed design phase to Localised impact to consequences include anxiety for alleviate access issues individual church motorists accessing the church, and partner on solutions. members of LDS. and potential barriers for vulnerable populations (those Unmitigated impact Use LDS existing GIS reliant on mobility supports and/or considered significant to database of membership PT). proximity of physical to assess existing routes works to LDS access, in to Church and location of confined urban section of members to inform NoR1, temporarily communications strategy impacting walking, vehicle during construction and PT user access to the phase. church. Vulnerable populations potentially more impacted due to associated barriers- such as temporary relocation of nearby bus stops. (Numbers to be defined in SIMP) Impact of increased traffic to residents living on Everglade Drive and Fairchild Place if rear entrance is used as an alternate main access point during construction.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

(200-500 households) Interruption to access points for Moderate Short term, construction Communications and Minor community facilities along the phase. appropriate information route, leading to a loss of disseminated to the Site specific and staged patronage and/or income community, explaining the impact in NoR2 and mitigations and design NoR3, potentially Social consequence includes a solutions. impacting members of: potential decrease in membership, altering the characteristics of the - Assembly of God Identify construction facility and sense of belonging for Church (100-200) conflicts early. members who remain. - Church Latter Day Saints Maintain access to Decreased membership may result - Pony Club/Riding for community facilities in financial impact due to the Disabled (100- through construction decreased donations/membership 200). phase. fees. Access point will be Mitigations to reduce access upgraded to the pony club impacts (for example shuttle buses as part of the project or temporary venue change may resulting in positive also have a financial cost to the operational impacts. community facility.

Perception that the proposed Moderate Localised impact- Investigate driver sight Positive corridor widening reduces the predominantly in NoR1 lines and work with ability for vehicles to turn right where additional lanes stakeholders to across the traffic safely (cycling, RTN) increase minimise impacts perceptions of road width. through detailed design Results in fear of accidents and (200-500) phase. feelings of intimidation associated

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

with busy roads, which may Short term, as drivers Installation of central ultimately prevent people from adjust behaviour. flush medians to accessing certain facilities9 support safer turning movements. Individual impact to Improved traffic households now fronting signalisation at key the corridor or who have intersections provides a had their existing access ‘break’ in traffic to altered. support safer turning movements. (60-100 households)

Upgraded access points to community facilities support safer movements.

Pedestrians will have reduced Neutral Local- individual impact to Potential to build new Neutral informal access to areas of interest small number of residents accesses prior to corridor due to new road width (i.e. Totara in NoR2 and 3 who, construction. Park, NoR2) impacting on people’s through the altered way of life- recreational alignment, may opportunities and opportunities for experience changes to Once complete residual social interactions. access. portion of Redoubt road may provide a safer (10-20 households) alternate pedestrian/cycling route to Totara Park.

9 Social Exclusion Network (2002) Making the Connections: Final Report on Transport and Social Exclusion. London. (p.15)

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

Property acquisition separates Significant Local impact- individual Communicate rights to Moderate houses that have stood together level. (10-20 households) property owners. for decades, resulting in feelings of Primary severance isolation due to a perceived Timely information (caused by the property reduction in social support and disclosure to indirectly acquisition) has a greater interaction. affected (neighbours) impact on individual prepare these residents households along for the impending social Redoubt ridgeline (NoR2 change to their and 3) due to housing environment. tenure and established community in this area.

Access into and within Totara Park Moderate Short term, local impact to Access to Totara Park via Minor is disrupted for horse riders, user groups accessing Goodward Drive and pedestrians and mountain bike trail park within NoR1 and 2 Wairere Place are users impacting on people’s way of during periods of unaffected by the project. life- recreational opportunities and construction. Proactive promotion of opportunities for social interactions alternate access points to (200-500) and sense of belonging (to the park during clubs/communities of interest) construction through stakeholder communications

Plan construction programme to align with planned usage and activity within the park.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation stakeholder distribution and management to of impact reduce negative/enhance positive impact

Perception that access to the Pony Moderate Duration- operational Access issue resolved Club (right turn access) will be phase (Traffic though redesign of Pony difficult for horse floats to navigate Management will Club entrance. once road is widened resulting in potentially improve reduced patronage for Pony Club access during and Riding for the Disabled. Social construction phase) Signalisation of Murphy’s consequence of economic loss to Road will provide ‘breaks’ Scale- impact to Pony Club, low participation in events, in corridor traffic which will Club members and Riding and reduced participation in equine support Pony club access for Disabled members therapy for vulnerable populations using the facility. (100-200 (Riding for the Disabled). members) The alignment requires removal of Significant Duration- tree felling will The design includes a portion of private native tree have a long term negative bridges rather than gully planting (NoR3) resulting in feeling impact to an individual fill which will significantly of loss, personal disadvantage and landowner and their reduce tree loss. Some a feeling of property rights extended family that have trees will require topping violation. a long term relationship rather than complete with the landholding. (0- removal. Adjoining bush 10) will be protected and additional planting undertaken to mitigate Negative impact on adverse ecological neighbouring landholding effects. (DOC) who actively support the ecological Proactive replacement value of the planting planting prior to project.(0-10) construction commencing aims to re-establish vegetation early in the project’s life.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

Collaborate on re vegetation plans with residents most affected.

Improved access for commuters Positive (>500) Positive resulting in enhanced driving experience.

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Land use (change of land use) Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

Potential for unknown cultural sites Neutral Local scale (within Maintain existing Neutral to be disturbed resulting in impacts construction envelope). engagement with Iwi to spiritual and cultural wellbeing Impact on mana whenua. and uphold existing robust protocols. (0-10 iwi groups- Engagement with Iwi is individuals within iwi set out in the proposed group est. <500) designation conditions.

Perceived low visual amenity for Significantly negative Operation phase, The designation Moderately negative residents who live with the new temporary impact for conditions require corridor. residents in proximity to preparation of an urban corridor design and landscape Negative perceptions of personal delivery work plan. The risk, health and safety due to living (100-200 households) objective of the Urban closer to road 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.

Neighbourhood character is altered Moderately negative Planning phase- short The proposed Moderately negative as Auckland Transport acquires term localised impact to designation conditions property ahead of construction. 48 individual dwellings require properties that Potential for poorly maintained requiring full acquisition, Auckland Transport

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

properties to lead to a blighting in NoR1 as longest strip Acquire to be effect. of continuous ‘road appropriately managed frontage’ Properties so they do not Changes to family/friendship impacted. deteriorate and networks and density of adversely affect acquaintances. Individual fears Moderate impact to adjoining properties about the future of the community. neighbourhood character and the surrounding in NoR2 and 3 due to six area. individual properties requiring full acquisition. Timely information (10-20 households) disclosure to allow people to plan ahead make decisions about their current and/or future residence.

Some access points for Moderately negative Construction and Communicate Public Neutral residents and businesses will Operation phases, Works Act rights to change as a result of the temporary impact to property owners. project, and bring the road individual residents, closer to their property. predominantly in NoR1. Communicate designation Social consequence to quality conditions relating to of life through increased road (200-500) noise/vibration, air quality noise, dust and vehicle and urban design and emissions. Reduced visual Impacts also on cyclists landscape delivery work amenity, potential loss of on new cycle lanes as plan to property owners privacy and feelings of being residents with altered ‘exposed.’ access point adjust Timely information Personal disadvantage if driving behaviours. disclosure. adverse economic impact on

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

property value. (200-500) Information campaign to drive behaviour change around driveways ‘look out for bikes’

New pedestrian paths on both Positive Local impact- specific to Positive sides to and including Murphy’s residents in NoR1 and 2. Road increase pedestrian activity Operational phase- Life of along the corridor, resulting in the Project improved health and wellbeing and community cohesion. (>500)

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Community Infrastructure

Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact Some mountain bike paths in Moderately negative Local impact, short term Assist the community Minor Totara Park will be affected by the at an individual level. to restore affected trails road widening and wetlands Specific to one community or replace with new planned potentially resulting in of interest (mountain bike trails. change of routine, decreased rider users in Totara Park). confidence and unfamiliarity with the altered environment. Collaborate with Totally Totara to actively communicate changes to trails. Project spoils can be reused to Positive Local impact, short term Consider use of plant Positive support Totara Park activities at an individual level. vehicles as appropriate to resulting in improved Specific to one community assist Totally Totara to recreational opportunities for of interest (mountain bike distribute spoils and mountain bike riders. users in Totara Park). construct additional bike trails Maintaining a single, prominent Positive Long term impact to Maintain communication Positive road access for places of communities of interest. with Church of latter day worship results in a sense of saints around road access National impact for belonging, affirms the culture during detailed design Church of Latter Day and shared belief systems of and construction phase. Saints as Redoubt Road communities of interest. meeting house is central focus for the South Pacific. (>500) Increased use of the route by Positive Long term impact to Positive cyclists once operational due to communities of interest improved provision resulting in

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce negative/enhance positive impact

improved health and wellbeing (cyclists) through active transport. (>500)

Community Health and Wellbeing Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact Increased community anxiety due Significant Temporary impact during Timely information Moderate to a prolonged planning process planning phase for disclosure and already experienced - particularly individual residents. communication of for those who are subject to full or property owner rights. partial resumption. (>500) Residential instability, Secure project funding displacement/relocation concerns. May also have a wider and escalate priority. (secondary study area) Change in community structure as impact as project Investigate construction residents relocate (Research uncertainty may not phasing to increase highlights younger residents and attract new residents to efficiencies (i.e. shared larger families more likely to the area. services). relocate as a result of construction 10 uncertainty). (>500) Manage expectations appropriately.

10 Marx, A. (2002) Uncertainty and Social Impacts: A case study of a Belgian village, Environmental and Impact Assessment Review, 22(1): 79-96.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact

Careful consideration of procurement and staging of works.

Stress on property owners due to Significant Temporary impact during Secure project funding Moderate property acquisition (partial and planning phase to and escalate priority. whole) individual residents, primarily in NoR1. Social consequence of potentially relocating away from social (60-100 households) networks and place of employment is increased anxiety and loss of Vulnerable populations- contentment particularly school Health and wellbeing impacts children and the elderly, arising from having to move and experience greater socially adapt to a new place of resettlement impacts due residence, potentially with reduced to change of residential social networks and support address impacting day to systems. day routines, and social networks.

Long construction phase due to Moderately negative Localised impact during Minor staging of works results in long construction phase to term feelings of stress and anxiety individual residents and for people living/travelling the route road users in proximity to on a day to day basis physical works.

(100-200 households, >500 road users)

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact Residents in proximity will experience short term temporary impacts as works move past their home, however regular users of the corridor will experience the impact for the duration of construction.

Presence of a construction Moderately negative Localised impact. Medium Provide a consistent point Minor workforce has potential for term/ temporary impact at of contact (i.e. Community community members to feel unsafe an individual level during Liaison staff member). construction phase to sensitive Branding initiatives to receivers/vulnerable provide a clear identity for populations in proximity of project workers. physical works. Enforce Codes of (200-500) Conduct for sub- contractors. Potential employment opportunities for resident The development of an populations provide a induction program for all positive social impact. contractors that will educate them on the community’s expectations from them while working in the area.

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact The presence of construction plant Moderately negative Impact across Collaborate with Minor and materials, may potentially construction envelope neighbourhood safety increase crime in the area. during construction plans. phase. Most likely to have greater impact on those Collaborate with Flat Bush residing near construction Neighbourhood Policing yards/site compounds. Unit and Community Crime Units. (100-200 households) Provide appropriate night time lighting at construction depots.

Temporary construction noise has Moderately negative Temporary impact Timely information Minor the potential to disrupt residents in construction phase disclosure of planned nearby properties (particularly if night works to affected night works are scheduled). Social (60-100 households) residents. consequences include reduced sense of wellbeing, health impacts, Localised scale- individual dissatisfaction with living residents in proximity of Consent conditions in environment and lower quality of physical works regards to enforcement of life. construction noise (100-200 households) standards

Greater impact on sensitive receivers Noise complaints including Alfriston School, protocols Church of Latter Day Saints, and clients of Riding for the Disabled. Construction programming to consider sensitive receivers

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact On-going operational noise has the Moderately negative Operational phase- Life of Acoustic mitigations Minor potential to impact residents whose the Project. Local scale- including fencing, reduced dwelling proximity is closer to the individual residents noise seal, and building road as a result of widening and/or adjacent to new alignment mitigation where revised rural alignment. Social appropriate. consequences include reduced (60-100 households) sense of wellbeing, health impacts, dissatisfaction with living Children particularly environment and lower quality of vulnerable to traffic noise life. with exposure associated with cognitive impairment11

Higher impact to residents in NoR1 as research indicates long term exposure to traffic noise has a higher impact on vulnerable populations (elderly, school age children and low socio- economic households)12 (20-60 households) Dust generated during construction Minor Temporary impact during Dust mitigation to be in Neutral has the potential to have adverse construction phase. accordance with air health impacts on vulnerable Localised to sensitive quality designation populations within the construction receivers (vulnerable conditions envelope. populations with pre- Construction timing to existing medical avoid certain periods conditions such as

11 Clark et al, 2006 12 Dinno et al, (2011, p.11).

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact respiratory disease) in where possible. proximity of physical works. Timely information via (number impacted to be project newsletters to determined as part of inform of impending SIMP) earthworks.

Perception that increased vehicle Moderately negative Operational phase- Life of Monitoring and or Minor emissions have the potential to the Project to sensitive modelling of project cause health impacts on receivers located adjacent vehicle emissions to community members to corridor. assess validity of perception. Provide (100-200 households plus information for concerned/ one school) affected stakeholders on findings. Positive impact to Alfriston School and a number of residential properties in NoR2 and 3 where decreased emissions likely due to realigned corridor

(20-60 households plus one school) Vibration is felt in dwellings in Minor Temporary, localised Timely information Minor proximity to construction activities impact during construction disclosure to property phase to individual owners. residents in proximity of Pre-condition surveys physical works prior to construction (where appropriate). (60-100 households)

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact Removal of road frontage Significantly negative Construction phase Timely information Moderate dwellings results in rear properties impact to individual disclosure to allow now ‘exposed’ to the corridor, properties now exposed property owners time to resulting in perceptions of reduced to construction works. plan for change in property value and increased environment. exposure to road noise and (60-100 households) Disclose information such reduced air quality as designation conditions Operational impact to and proposed mitigation Negative perceptions of personal individual properties, measures such as low risk, health and safety due to living predominantly the noise road surfaces, closer to road southern side of the NoR1 building modification and alignment. acoustic fencing and landscape mitigation (20-60 households) measures.

Investigate fast tracking acoustic fencing and building mitigations to lessen the impact of noise and dust on individual properties.

New footpaths (and extension of Positive Operational phase- Life of Positive existing pedestrian provision) on the Project to residents in both sides of corridor to Murphy’s proximity to the corridor Road intersection supports community cohesion through the (>500) improving pedestrian safety and accessibility along, and across the corridor. Promotes social inclusion

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact for vulnerable populations by removing potential barriers to access

Dedicated on-road cycle lane Positive Operational phase- Life of Positive provision and intersection the Project to local and treatments, both sides and full regional cyclists and length of corridor, improves health cycling groups and wellbeing of cyclists by providing safer on-road (>500) experience.

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Visual amenity Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact Vegetation clearing changes the Significant/Moderate Life of Project. Local Communicate Moderate/Minor visual amenity of the local area. scale- individual residents landscaping proposals adjacent to new alignment and undertake early replanting where possible (60-100 households) Replant vegetation and create screens where possible

Introduced lighting into NoR 2 and Significant/Moderate Temporary impact during Lighting designs adhered Minor NoR 3 causes additional stress operational phase to to- incorporate rural and sleep deprivation for residents. individual residents and design standards for businesses in proximity of lighting where relevant introduced lighting in NoR2 and 3 (People will adapt to changed environment over time)

(20-60 households) Lighting along the new route Positive Operational Phase- Collaboration with Cycle Positive increases safety for multi-modal Regional impact to road Action, cycle groups and users and reduces crash risks. users on route for life of NZTA BikeWise initiatives project to distribute safe road cycling messages. (>500) Install ‘Share with Care’ style signage

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact reduce impact New road alignment and bridge Significant/Moderate Life of Project. Local Landscaping and Urban Moderate/Minor structures change the visual scale- individual residents Design elements to landscape adjacent to new alignment ‘soften’ structures as well as remediation of (100-200 households) potential vegetation loss early in construction phase.

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Design Opportunities Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact enhance positive impacts Provides a much safer and efficient Positive Regional impact. Extending the operating Positive route for multi-modal users. hours of PT would further (>500) Improved connectivity to and from enhance the social Takanini, Papakura, Drury and Vulnerable populations, impacts, particularly for Flatbush particularly in NoR1 vulnerable populations experience greatest reliant on public transport Improved accessibility benefit in improved (shift work, health enhances social inclusion by accessibility due to appointments, childcare enabling people to participate enhanced PT provision. arrangements etc.) in activities such as employment and learning opportunities. Provides improved access to local services, health providers, and recreation/community facilities. Realigned corridor reduces vehicle Positive Localised impact for Consider directional Positive emissions for Alfriston school and school community as well signage to assist the removes children from proximity to as for users of community school in encouraging a busy intersection resulting in facility (Alfriston Hall). school traffic to use improved air quality and benefits residual road rather than (>500) for health and wellbeing. Also Alfriston Road entrance reduces anxiety and fear attributed to traffic conditions arising from proximity to a busy intersection.

Positive impact to road users across primary study area by removing school peak traffic impacts that cause travel delays.

Provision of new facilities for Positive Localised impact to Creation of a Be Active Positive cyclists and pedestrians, including residents including school cycle map for Mill Road pedestrian crossings at children, church members

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact enhance positive impacts

intersections that do not currently and visitors to St John’s Inclusion of Mill Road exist Redoubt and Totara Park on Auckland who may have felt unsafe Transport’s Featured Promotes active and sustainable crossing existing corridor. Bike Rides travel contributing to enhanced (>500) health and wellbeing. Liaison with NZTA Bike Region wide impact to Wise to host an event to recreational cycling encourage uptake of the groups. new facilities (>500) Collaboration with Cycle Action, cycle groups and NZTA BikeWise initiatives to distribute safe road cycling messages.

Support participation in TravelWise and Safe School Travel programmes for planned new schools in Flat Bush development area

Presentation on project design to tertiary institutions in Manukau to inform and inspire students into future employment pathways

Collaboration with Cycle Action, cycle groups and NZTA BikeWise initiatives

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact enhance positive impacts

to distribute safe road cycling messages.

Install ‘Share with Care’ style signage

Potential for local suppliers and Positive Positive work force to benefit from construction works (i.e. Quarry)

Upgraded stormwater provision, Positive Regional impact to mana Presentation to Tamaki Positive reducing flood risk and protecting whenua with kaitiakitanga Estuary Environmental headwater gullies of Puhinui over water catchments. Forum (TEEF) on Stream. project’s improvements (>500) to the sub catchment Enhances people’s aspirations for their physical environment, sense Local impact, particularly of pride of place and legacy for for long-time residents future generations with links to the water catchments. (>500) Opportunity to improve the use of Positive Localised impact to Update to relevant Positive secondary roads (i.e. existing Mill residents in NoR2 and 3. stakeholder groups to Road) for recreational use results encourage recreational (200-500) in positive health and wellbeing use of the residual Mill impacts. Regional scale for interest Road groups (walking groups and recreational cyclists) (>500) Improved access to St John’s Positive National impact for war Opportunity to use Positive

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact enhance positive impacts

Redoubt results in improved social historians, and regional residual acquired land inclusion for vulnerable significance for NZHPT (motel) as additional communities if barriers to access Waikato Wars sites. parking facility for exist without the project. Redoubt (>500) Also has social consequence of Local scale to Manukau Liaison with Parks and enhancing community cohesion and Redoubt Road Reserves and NZHPT for through the promotion of the area’s communities who may appropriate Waikato War history and value to the history of now visit the site. signage New Zealand (Waikato Wars) (>500) Additional traffic to the site may have a negative impact to residents neighbouring the site. (0-20) Improved safety into Pony Club Positive Regional impact for: Provide additional Positive and Totara Park. directional signage to - Riding for the recreational destinations Disabled Auckland Supports use of a community on route. facility thereby enhancing health (20-60) and wellbeing as well as sense of - Equestrian belonging. events/Pony Club (100-200) - Mountain bike trail users Local impact for park users. (>500) Improving access across the road Positive Local impact at an Positive at signalised junctions, i.e. Diorella

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Impacts Addressed Impact Unmitigated Impact Spatial, temporal and Proposed mitigation Residual Impact stakeholder distribution and management to of impact enhance positive impacts

Drive individual level.

Results in increased active transport and promotes social (>500) connections/interactions for communities severed by the road corridor.

Opportunity to collaborate with Positive Local scale- communities Early formation of Positive stakeholders in design to align with adjacent to the corridor. Community Liaison Group existing community plans to realise opportunities to (>500) input into design Assists in developing Greatest positive impact decisions. community cohesion through potentially in NoR1 where deliberative engagement. residual land provides opportunities for urban design and landscape enhancements.

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1.9 The roles of the SIMP and the DWP(s) Social Impact Management Plan (SIMP) 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. Delivery Work Plans (DWPs) A DWP is a tool to manage the effects of construction of the project and address a number of environmental impacts including noise and vibration, traffic and parking, air quality, contamination etc. A Social impact and Business Disruption DWP has been proposed at condition 32. The DWPs are prepared, complied with and monitored by the Requiring Authority throughout the duration of construction. The diagram below illustrates the relationship and differences of the two differing plans

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