Assessment of Effects on the Environment July 2013

Volume Two of Two

Replacement Land Use Consent and S127 Consent Application to Modify the Discharge to Air Consent - Assessment of Effects on the Environment July 2013

The Economic Contribution and Impact of Brookby Quarry

Prepared for: Brookby Quarries Ltd.

Date: July 2013 Status: Final

The Economic Contribution and Impact

of Brookby Quarry

Brookby Quarries Ltd.

Document reference: BRO001.13 Brookby Quarry Resource Consent/Report/Final Report v3.docx Date of this version: 09 July 2013 Report authors: Greg Akehurst, Tom Worley

Disclaimer Although every effort has been made to ensure accuracy and reliability of the information contained in this report, neither Market Economics Limited nor any of its employees shall be held liable for the information, opinions and forecasts expressed in this report.

Market Economics Limited Level 5, 507 Lake Road

PO Box 331 297, Takapuna www.me.co.nz Auckland 0740, NZ P 09 915 5510

Contents

EXECUTIVE SUMMARY ...... 1

1 INTRODUCTION ...... 4

1.1 REPORT AIMS ...... 5

2 APPROACH ...... 6

3 AUCKLAND’S GROWTH FUTURE ...... 8

3.1 THE AUCKLAND PLAN – A VISION FOR GROWTH ...... 8

3.2 SCALE AND TIMING OF GROWTH ...... 9

3.3 OTHER RELEVANT INFORMATION IN THE PLAN ...... 11

3.4 IMPLEMENTING THE AUCKLAND PLAN ...... 11

3.5 RESIDENTIAL GROWTH CONCLUSIONS ...... 12

3.6 BUSINESS AND INFRASTRUCTURE GROWTH ...... 13

3.7 IMPLICATIONS FOR AGGREGATE SECTOR ...... 14

4 AGGREGATE USE ...... 16

4.1 HISTORICAL NEW ZEALAND AGGREGATE PRODUCTION ...... 16

4.2 HISTORICAL PER CAPITA AGGREGATE PRODUCTION AND DEMAND ...... 17

4.3 REGIONAL AGGREGATE DEMAND ...... 18

4.4 DIFFERENCES BETWEEN AGGREGATE SUPPLY AND DEMAND ...... 18

4.5 AGGREGATE TRADE BETWEEN AUCKLAND, WAIKATO AND NORTHLAND (2000-11) ...... 19

4.6 FUTURE AGGREGATE DEMAND...... 19

5 BROOKBY QUARRY ...... 23

6 BROOKBY COSTS AND BENEFITS ...... 26

6.1 TRANSPORT COSTS ...... 26

7 CONCLUSIONS ...... 29 Tables

TABLE 3.1: - SUMMARY OF NEW DWELLING GROWTH SCENARIOS FOR AUCKLAND 2011-2041 ...... 9

TABLE 3.2: SUMMARY OF NEW DWELLING GROWTH OVER TIME 2011-2041 ...... 10

TABLE 4.1: NEW ZEALAND AGGREGATE PRODUCTION (MILLION TONNES) 2000-11 ...... 16

TABLE 4.2: AGGREGATE PRODUCTION PER CAPITA ...... 17

TABLE 4.3: REGIONAL AGGREGATE DEMAND (MILLION TONNES PER YEAR) ...... 18

TABLE 4.4: DIFFERENCE BETWEEN REGIONAL AGGREGATE SUPPLY AND DEMAND (MILLION TONNES PER YEAR) ...... 18

TABLE 4.5: AGGREGATE SUPPLY TO AUCKLAND (MILLION TONNES) ...... 19

TABLE 4.6: PROPORTION OF REGION’S TOTAL AGGREGATE PRODUCTION EXPORTED TO AUCKLAND...... 19

TABLE 4.7: PROJECTED POPULATION GROWTH 2011-2031 ...... 20

TABLE 4.8: PROJECTED AGGREGATE DEMAND AT 2011-2031 ...... 20

TABLE 5.1: PRODUCTION CAPACITY OF OPEN AUCKLAND QUARRIES ...... 23

Figures

FIGURE 4.1: PROJECT FUTURE AGGREGATE DEMAND (STANDARD- AND HIGH-GROWTH SCENARIOS) ...... 22

FIGURE 5.1: OPEN AND CLOSED QUARRIES IN THE AUCKLAND REGION AS AT 2011 ...... 24

FIGURE 6.1: AUCKLAND’S PROJECTED AGGREGATE SUPPLY AND ASSOCIATED COSTS (WITH AND WITHOUT BROOKBY EXPANSION) ...... 28

Executive Summary

Ever since the Romans perfected the art of building structures out of concrete, aggregate has been a vital component of all built form. It provides the bulk and structure to concrete used in buildings of all forms, as well as roads, and infrastructure, comprising between 75% and 90% of their volume. This means that access to suitably located aggregate is a vital component of the economy and of any economic growth.

In the Auckland context, aggregate sources are being exhausted over time. Urban expansion not only places demand on aggregate for construction, it also reduces access to key aggregate sources by either building over the top of them, or by protecting the land as key conservation/water catchment reserves. New Zealand, unlike Australia, does not adequately plan for aggregate supply. The planning regimes do not facilitate the early identification of aggregate sources and zone or designate them such that they can be held in reserve to be developed at some future time. Rather, the RMA is an enabling piece of legislation that allows development to occur in most locations assuming the negative impacts on the environment are avoided or mitigated sufficiently.

The nature of rock aggregate is such that it needs to be transported over short distances in order to be cost effective and to minimise wider environmental costs to society. The transport cost of a 60km trip is double that of a 30km trip. The alternatives to Auckland sourced aggregate are a minimum of 50km away (some over 70km). This means that the total cost of aggregate sourced from Auckland is over 40% less than aggregate originating from Waikato Region and over 50% less than that from Northland.

Remaining supply in the Southern part of Auckland Region is dominated by 3 key quarries that have consented access to the greywacke resource that runs through the western edge of the Hunua ranges. They include; the Stevenson’s quarry at Drury, the Winstone’s quarry at Hunua and the Brookby quarry. Currently the Brookby quarry under its existing consents can provide the market with up to 1.3 million tonnes of high quality aggregate annually (that contains a high polished stone value and high weathering resistance/hardness).

The demand for aggregate from Auckland is based on residential growth driving demand for new housing, new suburbs and roads as well as from expansion in the wider economy. This is driven both from the residential growth and wider growth pressures originating from growth in exports and from increases in demand for Auckland products from other parts of New Zealand. Auckland’s growth is currently being planned for by Auckland Council who are in the process of pulling 7 previous district plans together into the Unitary Plan. Council have also prepared their vision for Auckland’s future in the Auckland Plan and the Economic Development Strategy. These documents provide guidance when estimating likely future demand for aggregate.

Two scenarios of future growth have been analysed. First, a medium residential growth future to 2031 and average aggregate demand per capita (based on the past 12 years) are

combined to generate an estimated growth path. Under these assumptions, it is anticipated that by 2031 Auckland Region will be consuming approximately 16 million tonnes of aggregate annually. This is approximately 86% more than current consumption.

To reflect the aspirations of Auckland Council to grow both the size and performance of the economy and thereby grow the income of Aucklanders, a second scenario has been developed that draws from the growth goals work and the Economic Development Strategy. In this scenario, the economy grows by 5% annually to 2031 in order to elevate Auckland into the top 10 cities in the OECD in terms of GDP per capita. This level of growth is allied with export growth of 6% per annum and productivity growth of 2% per annum. It is recognised that these targets are a stretch and are aspirational. This means that they should form an upper limit to growth. Under these assumptions it is expected that annual aggregate demand will grow from the 8.6 million tonnes in 2011 to over 20 million tonnes by 2031.

The ‘Southern Initiative’ forms a central plank to Auckland Councils strategy to deal with growth pressures. This is an area bounded on the west by the Manukau Harbour and covers Mangere, Otara, Manukau Central, Manurewa, Takanini and Papakura. This area houses Auckland’s international gateway (Auckland Airport) and has the fastest growing population in the region. It is an area of significant growth potential (+133,000 people to 2041 or 45,000 – 60,000 households) as the population is young, although it harbours significant systemic issues of high unemployment, low educational achievement and health inequalities. The area is being championed by the Mayor with aims to deliver a programme of coordinated investment to deliver transformational change to the area.

Provision of affordable housing is a central component of this initiative. The growth of between 1,500 and 2,000 households annually over thirty years will require between 600,000 and 800,000 tonnes of aggregate annually for the housing alone along with the 10,300 tonnes per km of suburban streets and some 8,100 tonnes of aggregate and sand for the infrastructure services that sit underneath the roads (mainly the three waters pipes). Importing this aggregate from Waikato or Northland will triple or quadruple its cost – directly contrary to the concept of affordable housing.

Brookby is uniquely positioned to service this market assuming it is provided with the ability to reach its potential. Under the proposed application and forecast market growth the known Brookby greywacke aggregate resource would contribute to Auckland’s growth requirements for the next 40-50 years. To meet the long-term market demand, Brookby quarry is seeking to increase the permitted extraction and processing rates, increase operating hours and increase truck movements. The changes are aimed at increasing production at Brookby from the current 1.3 million tonnes to between 3.9 – 4.6 million tonnes annually (depending on the market response) over the longer term. This production range takes into account the possibility of obtaining a permit allowing truck volume to be increased from the existing standard of 44 tonnes per truck and trailer unit to 53 tonnes. The legislation came into effect on 1 May 2010.

Brookby has experienced compound annual growth over the past 7 years of 16% and during that time has grown to currently have a 17% share of the Auckland market. To a certain

extent this is controlled by the contracts it has been able to win as it has increased production over time. Recent analysis of the available resource at Brookby has identified some 150 million tonnes (equivalent to around 10 years of future demand for all of Auckland and if Brookby maintained its current market share under the growth models outlined in this report the resource would be the equivalent to 44-50 years of supply).

Assuming Brookby quarry is enabled to increase production over time to reach 4.6 million tonnes annually by 2026 (as modelled) then the avoided transport costs to the community (assuming the aggregate would otherwise have come from Waikato Region) is approximately $312m.

This is a cost that would need to be met by the construction industry and ultimately Auckland residents now faced with higher construction costs.

In transport terms, it is the equivalent of saving over 2.1 billion aggregate km tonnes (1 tonne of aggregate transported 1km). Although not quantified here, this represents a significant saving of wider economic and environmental costs over the next 20 years or so. These costs include increased road maintenance, increased congestion, increased consumption of non-renewable resources, and increased production of greenhouse gasses if the Brookby aggregate has to be sourced from Waikato quarries.

1 Introduction

There has been and will continue to be significant growth in demand for aggregate from the Auckland economy. It is estimated that the average house requires some 400 tonnes of aggregate as part of its construction and that a 1km stretch of motorway lane requires between 28,000 and 39,000 tonnes of aggregate (depending on the nature of the terrain). Effectively, Auckland’s built future is aggregate held together by binding agents such as cement. Every tilt slab warehouse requires 560 tonnes per 100m2, every new edge of urban area subdivision requires local streets at 10,300 tonnes per km with the pipe water services requiring 8,100 tonnes per km; or even town centre high rise apartment requiring around 60 tonnes per 100m2. Auckland is built of aggregate.

This means that all of Auckland’s productive growth is reliant on aggregate in one form or another. This also means that the impact of aggregate extends significantly further than the construction sector. Economic growth is facilitated by availability of aggregate, therefore ability of Auckland to cater for future growth in population and economic output is reliant on availability of aggregate.

Auckland Council has set ambitious goals in terms of growth in GDP and export performance for the Auckland economy. The ability to achieve these relies on access to aggregate in appropriate locations sustainably produced to market at a cost effective price.

A number of existing quarries in close proximity to this market are nearing the end of their usable life or have closed in recent years, meaning new sources and/or increased production from existing quarries of proximate aggregate need to be planned for in order to ensure supply into the future. Currently Brookby Quarry offers a good source of high quality stone aggregate in close proximity to the high growth areas of Auckland (the Southern Growth Initiative area). Under its current resource consents the quarry can process and deliver to the market up to 1.3m tonnes annually. This is constrained by the operating conditions of existing consents in terms of extraction and processing rates, operating days and hours and limitations on the number of truck movements.

Brookby Quarries is seeking the following changes to allow an increase in production:

1. An increase in extraction and processing rates; and

2. An increase in operating and truck movement hours (including the inclusion of Saturday truck movements); and

3. An increase in truck movements.

A key set of issues considered under the Resource Management Act as being relevant to granting that consent, are those relating to the economic effects of the changes. In this instance those economic effects are associated with the avoided costs of transportation along with the direct and indirect effects of the increased production. In this study the focus is on the amount of growth anticipated in the Auckland market for aggregate, the likely sources for that aggregate and the costs associated with alternative sources of aggregate to

highlight the effect of allowing Brookby to extend its operating hours, increase its production and processing rates and increase truck movements. Potential effects from the changes have been addressed by others and will need to be considered by Council in the context of Brookby Quarry as a regionally and nationally significant aggregate source.

Brookby is located on the edge of the geological structure that defines the edge of the Greywacke seam meaning that it is one of the few locations where aggregate can be sourced within the Auckland area. No changes to the actual quarry footprint or environmental controls are being sought at the current time, although over time it is expected that further changes to these may be required in order to fully utilise the rock resource and to meet market demands at that time.

1.1 Report Aims

The purpose of this report is to highlight the role Brookby plays in meeting Auckland’s aggregate needs. First by outlining the role aggregate plays in the regional and national economy, then by assessing recent trends in aggregate production and consumption in Auckland in comparison with Brookby production.

Two scenarios of future Auckland market demand growth are then created. Once completed, the role Brookby currently plays is extrapolated into the future under the proposed changes to operating conditions to highlight the economic benefits to the region in the form of reduced transportation costs that result.

2 Approach

In order to estimate the impact the Brookby Quarry has and will potentially have on the Auckland economy, it is necessary to identify the role aggregate plays in the regional economy, then grow the local economy under both a business as usual future and a high growth future (to reflect the aims and ambitions of the Auckland Plan and Growth Goals), and then place the extension sought by Brookby Quarry into the resulting future production and consumption context.

Once this base position is established the factual (with an expanded Brookby) and counter factual situations (without Brookby) are able to be assessed. The assessment process draws from the costs of supplying the future Brookby expansion quantity from the principal alternative. In this instance, the next most logical location for supplying the South Auckland section of the market is from Waikato Region (an additional distance of 55km).

The combined costs of additional transport are the measure of benefit that accrues to the Auckland economy as a result of allowing the Brookby extension.

In summary this report presents and assesses;

• A summary of Auckland’s growth future. This draws from Auckland’s guiding documents – the Auckland Plan, Auckland’s Economic Development Strategy and Growth Goals, as well as other infrastructure development information (Roads of National Significance and information from the Infrastructure council). This information forms the basis for estimates of aggregate likely to be required to sustain growth.

• The role aggregate plays in Auckland’s growth and potentially as the driver of the national economy, the nation’s economic growth. These effects are not driven by aggregate but are certainly facilitated by the availability, cost and quality of aggregate. This has been sourced from a range of documents that provide estimates of the volumes of aggregate required to build the structure of the city.

• The role Brookby plays in meeting a share of the total Auckland market demand. Especially in the context of the Southern Initiative area.

• An overview of the principal alternatives to Brookby Quarry. This identifies additional costs and benefits from sourcing the stone from outside the region.

A range of proprietary and Auckland Council have been used to project the Auckland economy. First, Auckland Councils Economic Futures Model (developed by M.E), this model projects the size and shape of Auckland’s economy given a set of growth drivers (population growth and change, export projections by sector, gross fixed capital formation rates, factor productivity growth and change). The model is used to trace changes in economic structure and size and incorporates the flow on effects of growth both within Auckland, and the wider North Island and national levels. The EFM has been used to provide the two growth scenarios of the Auckland economy.

In addition to this model, this report draws on the Auckland Residential Futures Model (Auckland Council) to provide estimates of household growth. The model provides a medium growth future for the region that drives the low aggregate growth future.

Finally, we have assessed the principal alternative to using Brookby, in terms of capacity in other Auckland quarries plus those further afield that would need to be drawn on should Brookby not be consented to expand. These other locations are located in both Waikato and Northland Regions (55km and 70km distant respectively).

3 Auckland’s Growth Future The most recent guide to what Auckland will look like in the future is the Auckland Plan. The ‘Auckland High-Level Development Strategy’ outlined within the Plan is based on a top-down, aspirational approach to growth planning over the next 30 years. In combination with the other guiding documents, (the Auckland Economic Development Strategy and Growth Goals and the Unitary Plan), a baseline picture of the drivers of aggregate demand. This section describes the Auckland Development Strategy, focusing on the scale, type and timing of growth.

3.1 The Auckland Plan – A vision for growth

The Auckland Plan is based around a vision to make Auckland the world’s most liveable city. The Plan outlines a number of regional goals and outcomes and includes a comprehensive set of strategic directions for Auckland’s future development.

Key points from this growth strategy include:

• 400,000 additional dwellings anticipated in Auckland by 2041. This is based on the high growth projection produced by Statistics New Zealand and so could be considered the upper range of anticipated growth for planning purposes.

• Two scenarios of how that dwelling growth might be split inside and outside of the MUL: a 70:30 and a 60:40 split.

• The major share of new dwelling growth to be contained inside the MUL (60-70% or 240,000-280,000 additional dwellings).

• The balance of new dwelling growth to be met outside of the MUL (30-40%, or 120,000-160,000 additional dwellings).

• Most growth outside the MUL will be provided for in urban areas. Only limited rural growth is foreseen (at present).

• Greenfield areas of interest will be investigated to add urban capacity outside the MUL (up to 40% of growth in new dwellings outside of MUL).

• A rural urban boundary (RUB) will be defined around all significant urban areas which will help contain urban growth and protect rural character.

• Growth inside the MUL is focussed on intensification, particularly in urban centres (and their walkable catchments). Some centres will require a significant change in density while others only a moderate change.

3.2 Scale and timing of growth

Table 3.1 provides a summary of key growth figures contained in the Auckland Plan for the 70:30 and 60:40 scenarios. The main difference between the two scenarios is 40,000 future dwellings which may either be met inside the MUL or required in the greenfield areas for investigation outside the MUL.

Table 3.1: - Summary of new dwelling growth scenarios for Auckland 2011-2041

Location 70:30 Future 60:40 Future Difference

Greenfield Areas for Investigation outside MUL 50,000 90,000 40,000 Future Urban outside MUL 20,000 20,000 - Satellite Towns 20,000 20,000 - Rural Towns & Villages 19,250 19,250 - Rural and Country Living 10,750 10,750 - OUTSIDE MUL 120,000 160,000 40,000 INSIDE MUL 280,000 240,000 - 40,000 TOTAL AUCKLAND 400,000 400,000 -

Taken or estimated from Figure D.6 of the Auckland Plan

The Auckland Plan gives some guidance to the timing of growth and development (Table 3.2) and how the market might respond to demand and supply dynamics. The Council talks about Auckland’s growth in terms of the next three decades – each with a different focus and recognising that it may take a generation to shift dwelling preferences towards compact, higher density living.

• 2012-2021: The Council’s aim in the first decade is to build capability and confidence across the development sector and a track record for quality development and processes. The up-shot: This period will be dominated by planning processes (See Unitary Plan below), largely business as usual development patterns, and uptake of the greenfield/brownfield residential areas already in the planning ‘pipeline’ (future urban zones including Wynyard Quarter, Tamaki, Hobsonville, Westgate, Ormiston, Flat Bush, Takanini, Hingaia, Silverdale and Long Bay). 100,000 additional dwellings anticipated in Auckland (10,000 per annum on average). Based on averages described below this translates to 4 million tonnes each year for the new housing alone (40 million tonnes in total).

• 2022-2031: The Council coins this decade “gaining altitude” and refers to the vision of building demand for compact housing through demonstrating the quality and amenity benefits of centre based living. The up-shot: Growth may still favour the next easiest option – greenfields development (i.e., those areas under investigation now and to be zoned under the Unitary Plan process). In other words, Auckland may grow out before it grows up. However, gradual redevelopment and intensification in urban centres is expected to begin in this decade and build momentum. 170,000

additional dwellings anticipated in Auckland (17,000 per annum on average). Again, this translates to approximately 6.8 million tonnes of aggregate per year, just for new residential houses.

• 2032-2041: With the new generation of home owners/occupiers in the market in this third decade, Council envisages that the demand for compact living will be firmly established/accepted and intensification and redevelopment of dwelling supply in the urban centres will accelerate or ‘take flight’. The up-shot: Remaining greenfield capacity will be reducing and growth will focus more strongly on the urban core. Higher density dwellings will need to be the accepted norm. 130,000 additional dwellings anticipated in Auckland (13,000 per annum on average). This translates to around 5.2 million tonnes per year for the housing growth alone.

Table 3.2: Summary of new dwelling growth over time 2011-2041

The risks for achieving Auckland’s growth vision are two-fold. First, the high regulatory costs associated with the development process in New Zealand, particularly for large scale projects. While Auckland Council is looking at ways to incentivise and facilitate development, the Resource Management Act (RMA) sets the wider regulatory context.

Second, the efforts government are making to influence the cost of home ownership. This may see a number of initiatives launched in the next few years, including (but not limited to); government sponsored house building, legislation that overcomes the efforts of local governments to limit urban expansion to within the RUB, revision of the processes and principals contained in the Resource Management Act aimed at reducing both the time and costs involved in the development process.

3.3 Other relevant information in the Plan

The Auckland Plan also signals:

• Infrastructure lead development: Investment in infrastructure to facilitate development and redevelopment. That is, recognition that infrastructure is both a shaper and enabler of growth.

• Partnerships: new ways required to develop. To implement many of the priorities in the Plan, Central Government, Local Government and private sector initiatives will be required to lead and fund development. It is anticipated that public-private partnerships will be more common. The Hobsonville development and Tamaki development (in which the Auckland Council will be a joint owner with Government of the new Tamaki Regeneration Company) could be exemplars for other urban development authorities in the region.

• Masterplan approaches: There is also an increasing trend towards Area Plans, Centre Plans and Precinct Plans. Britomart and now Wynyard Quarter are examples that have/are working well, with good political and public support). We anticipate that future development in centres especially will be large scale, coordinated projects (amalgamating land owners) rather than ad-hoc private/single site developments.

3.4 Implementing the Auckland Plan

There are a number of statutory and non-statutory Council documents that draw direction from the Auckland Plan. Two plans are especially critical in terms of delivering the vision of the Plan, The Long Term Plan and the Unitary Plan. These are discussed below

The Unitary Plan

The Unitary Plan is a statutory document that will replace the legacy council district plans. It will implement the Auckland Plan by outlining the objectives, policies, rules and controls for development as they relate to land use zones that will also be defined for the region.

Drafting the Unitary Plan has proved to be a very complex task. The Draft Plan was published in March 2013 as the basis for continued informal feedback. Throughout the process, Council will engage with Watercare Services, Council's storm water team and Auckland Transport to ensure that infrastructure planning is aligned to the Auckland Plan and the Unitary Plan as it develops. Stakeholder and public feedback will be incorporated and a final proposed version will be notified in September 2013. This will be followed by a statutory process for formal consultation and submissions will be sought and heard by an independent hearing committee. As aspects of the Unitary Plan are settled, they will become operative subject to appeals on points of law. Unsettled issues will head to the Environment Court. Legislation is being developed which will require the Unitary Plan to be implemented within 3 years (i.e., by September 2016).

This means that significant infrastructure (and therefore significant consumption of aggregate) will be developed in line with the timing and direction of the Unitary Plan.

The Long Term Plan

The Council’s Long Term Plan (LTP) outlines the planned budget of the Council Group over the period 2012-2022. It covers not only business as usual service delivery, but more importantly, provides details on confirmed expenditure on social and physical infrastructure and the timing of these over the next 10 year planning period. Updated every three years, the LTP provides certainty to the community and the market about what developments are occurring across Auckland.

In summary, the current LTP provides for the following capital expenditure: $9.4 billion on transport infrastructure (inclusive of land purchase), $4.9 billion on water supply and sewerage infrastructure, $2 billion for lifestyle and cultural programmes (e.g. libraries, parks, walkways etc.) and nearly $1 billion on storm water and flood protection projects.

Auckland Futures Model

Auckland Council commissioned M.E to develop the ‘Auckland Growth Futures Model’ in 2012. This model encompasses a framework and a methodology for allocating growth in demand for dwellings ‘on the ground’ across Auckland at a relatively fine spatial level. To date, the model utilises Statistics New Zealand growth projections (as used in the Auckland Plan) for the demand-side and 2006 dwelling capacity data (as supplied by the legacy Councils pre-amalgamation).

The capacity data is in the process of being updated to reflect 2011 capacity estimates carried out by Auckland Council, but these assumptions still pre-date the Auckland Plan. While this means that the model cannot be meaningfully used to carry out spatially explicit assessments of the Auckland Plan Development Strategy, the model allows an understanding of both the scale and general distribution of growth to be analysed and quantified by area (Northern, Western Central Isthmus and Southern Initiative areas).

3.5 Residential Growth Conclusions

Auckland represents the biggest development market in the country over the next 25-30 years. The Council is aiming to achieve substantial change in a relatively short time and a level of transformation that has not been attempted in the past.

The significant scale and nature of residential growth of approximately 400,000 dwellings to 2041 represents a total aggregate demand of between 100 million tonnes and 160 million tonnes – depending on the mix of dwelling types Aucklanders choose.

Higher density housing form require significantly less aggregate than standalone dwellings. Figures from New Zealand are difficult to source, but a study from British Columbia in

Canada in 19961 found that apartment required around 50 tonnes per unit, terraced housing required 200 tonnes per unit while stand-alone houses require around 340 tonnes. This figure is lower than other more recent North American information (American National Stone, Sand, Gravel and Aggregate Association figures, 2013). This might indicate that residential dwelling construction has evolved to require more aggregate, or that the American “house” is larger than the Canadian average.

Regardless, the volume of aggregate to meet just the dwelling needs of Auckland is large – equivalent to the entire estimated supply in the Brookby quarry. Once roading requirements and the pipe infrastructure aggregate needs are added, the volumes are very high.

3.6 Business and Infrastructure Growth

Aligned with the residential dwelling and population growth is a corresponding growth in employment and the businesses required to generate the wealth households rely on. The key guiding documents for economic growth in the region are the Auckland Economic Development Strategy and the growth goals contained within.

The Auckland Council has an objective to grow the regional economy in order to provide more wealth for the city’s residents (Auckland Economic Growth Agenda - EGA). As an aspirational goal, it has been suggested that Council works to grow the Auckland economy to a point where (real) GDP per capita would be high enough to gain a place in the top 10 cities of the world within 20 years (in terms of GDP per capita).

In order to achieve these goals Auckland council has set output targets that include;

• Increasing exports by 6% per annum over the next 30 years

• Increase real GDP by 5% per annum

• Improve business productivity by 2% per annum

• That Auckland Real GDP would be in the range of 39% to 44% of national GDP.

These targets will be a stretch for the Auckland economy and will likely require significant rethinking about the way in which the city’s businesses operate. They will not be achieved through a business as usual approach. As outlined in the Economic Growth Strategy;

“Having the right infrastructure in place is critical as infrastructure and services have a critical role in supporting economic growth and primary production in both rural and urban Auckland (e.g. broadband, energy, water supply, gas, ports, airports, labour, transport, innovation centres.

The Canterbury earthquakes have highlighted the importance of quality and resilient infrastructure and the need to define, provide, enhance and protect critical

1 “Development of a Model for Forecasting the Consumption of Aggregates in the Lower Mainland”, October 1996, Coriolis Consulting Corp.

infrastructure. Christchurch has also demonstrated that all businesses need to have business continuity plans in place, to aid recovery if disaster strikes.”

In addition, investing in integrated transport infrastructure and public transport services to ensure strong transport connections is essential. This includes ensuring that there is good access to key business areas, and gateways such as the airport and ports, educational facilities, and cultural and recreational opportunities.

3.7 Implications for Aggregate Sector

The growth goals are likely to have significant implications for the production and consumption of aggregate in Auckland. The growth in real GDP is ahead of that achieved over the past 10 – 12 years and will require higher levels of employment and new businesses to be located in the region. It will also mean higher tourist numbers with the resulting increased pressure on local infrastructure. Development of the roading networks aligns with the current government’s view of facilitating economic growth and development. This is likely to mean that roading will expand relative to other forms of transport and on a per capita basis.

The American National Stone, Sand and Aggregate Association produce figures or key facts associated with aggregate use that translate these trends into aggregate demand. They include;

• 15,000 tonnes of aggregate are required for the building of an average school

• Aggregate makes up over 90% of asphalt and 80% of concrete

• 24,000 tonnes of aggregate for every lane km of motorway built.

The Coriolis Groups 1995 study of aggregate demand and supply in British Columbia found the following ratios;

Residential • Apartments 46 – 51 tonnes per unit

• Terrace housing, 200 tonnes per unit

• Stand alone house, 340 tonnes per house

Commercial • Tilt Slab buildings – 560 tonnes per 100m2

• High Rise (concrete structure) – 59 tonnes per 100m2

• High Rise (steel structure) – 13 tonnes per 100m2

Roading, Institutions and Services • Schools – 4,185 tonnes per school

• Roading – 10,300 tonnes per km of street (9m wide, footpath both sides plus guttering)

• Underground services – 8,100 tonnes per km

Therefore it is relatively straightforward to translate growth into direct demand for aggregate. In the modelling below 2 scenarios of future demand are generated. The first adopts recent historical growth as the basis for growing the demand for aggregate into the future. Effectively this scenario adopts the average consumption per head of population over the past 10-12 years and projects future consumption based on this ratio and a medium growth future for Auckland’s population.

The second scenario assumes that the growth goals and targets Auckland Council has set will stimulate the Auckland economy to the point where GDP growth does achieve the 5% target and exports do grow at 6% annually.

These 2 scenarios define the space within which the true Auckland future will lie so form a low and high view of future aggregate consumption for the purposes of this report.

4 Aggregate Use Aggregate is a foundation product. It is used in every aspect of economic activity in New Zealand and without a ready supply of appropriately located aggregate the production of concrete and the development of buildings, roading and infrastructure would halt – or would cost considerably more. In this section of the report historic production and consumption of aggregate across New Zealand is examined and future likely future consumption is explored under two growth scenarios.

4.1 Historical New Zealand Aggregate Production

Aggregate production in New Zealand over the past decade or so has generally followed the fortunes of the economy albeit not directly. This means that production rose in line with economy growth and expansion but has declined since the peaks of the mid 2000’s to reach the lowest level since 2000, in 2011.

From 2000-2005 aggregate production in New Zealand went through a period of growth, increasing in volume by 41.7%, from 30.3m tonnes to 42.9m tonnes. Since 2005 aggregate production has decreased each year from 42.9mt to 25.8mt by 2011. For 8 of these 12 years, Auckland was the largest regional producer of aggregate, in line with it being the largest economy and aggregates low value and high weight, meaning it doesn’t travel well. For the 4 years where Auckland was the second largest producer, Waikato was the largest producer, supplying the Auckland market as well as local growth, including for 2010 and 2011. Canterbury has generally been the 3rd largest producer, followed by Northland (again to supply the Auckland market rather than to supply local needs). See Table 4.1.

Table 4.1: New Zealand Aggregate Production (million tonnes) 2000-11

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 2.6 2.8 2.7 2.9 3.3 3.3 3.0 3.3 3.0 2.2 2.5 1.7 Auckland 6.9 6.0 6.5 7.1 8.3 9.3 7.9 8.0 7.9 5.9 5.8 5.4 Waikato 4.7 5.5 5.5 7.5 7.1 6.7 7.0 8.7 6.7 4.8 6.3 5.5 Bay of Plenty 2.6 2.0 1.9 2.2 2.8 2.5 2.8 2.3 2.1 2.3 1.1 1.4 Gisborne 0.2 0.2 0.2 0.4 0.3 0.4 0.3 0.3 0.2 0.3 0.3 0.4 Hawke's Bay 1.0 1.2 1.1 1.5 1.5 1.7 1.3 1.1 1.1 0.9 0.9 0.9 Taranaki 0.8 0.7 0.7 1.1 0.9 1.5 1.0 0.6 0.7 0.5 0.3 0.3 Manawatu-Wanganui 1.5 1.3 1.2 2.1 2.0 2.6 2.6 2.5 2.8 1.7 1.0 1.4 Wellington 1.9 2.0 1.9 1.8 2.5 2.5 2.4 2.3 2.5 2.1 1.9 1.8 Nelson/Tasman 0.8 0.9 0.9 1.2 1.1 1.1 1.0 1.0 0.8 0.8 0.8 0.8 Marlborough 0.3 0.4 0.2 0.3 0.4 0.4 0.5 0.5 0.5 0.4 0.2 0.2 West Coast 0.3 0.3 0.3 0.4 0.3 0.4 0.6 0.4 0.2 0.2 0.2 0.2 Canterbury 4.2 4.6 4.6 4.9 5.3 7.0 6.3 6.2 5.3 3.5 2.4 4.0 Otago 1.7 1.9 2.2 2.0 2.3 2.6 2.7 2.4 1.8 1.5 1.8 1.4 Southland 0.9 1.0 1.0 0.9 1.4 0.9 0.9 0.8 0.8 0.7 0.5 0.4 Area Outside 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total NZ 30.3 30.7 31.0 36.4 39.4 42.9 40.3 40.3 36.5 27.8 26.1 25.8

4.2 Historical Per Capita Aggregate Production and Demand

Aggregate production and demand within a region, are closely linked given that aggregate is a bulky relatively low value product and it does not lend itself to transportation over long distances. Assuming that no (or an insignificant amount of) aggregate is imported or exported into/out of New Zealand, we can then assume that total production is equivalent to total demand – at the national level. We can also assume that demand per capita is equal across New Zealand, given that while the use of aggregates in larger buildings is likely to be higher in metropolitan areas, other infrastructure assets are higher on a per capita basis in provincial and rural areas (such as length of roading and pipe infrastructure).

Based on the national per-capita consumption of aggregate average, it is possible to show which areas are in shortfall and which are in over-supply of aggregate. For each year, it can be seen that Auckland produces less aggregate than it requires, meaning that it must import aggregate from adjacent regions (reflected in the figures highlighting both Northland and Waikato with an over-supply). These regions produce more aggregate per person than is required based on the national average. Other regions with significant shortfalls per year include Wellington, Taranaki and Bay of Plenty all of which import aggregate to meet local needs (Table 4.2).

The average level of consumption of aggregate over the past 12 years is 8.2 tonnes per capita. However this has varied greatly, ranging from a low of 5.9 tonnes (2011) to a high of 10.4 tonnes (2005).

Table 4.2: Aggregate Production per Capita

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 18.1 19.2 18.8 19.5 21.8 21.6 19.4 21.4 19.5 14.4 15.9 10.5 Auckland 5.7 4.9 5.2 5.6 6.3 6.9 5.8 5.7 5.6 4.1 4.0 3.6 Waikato 12.8 14.8 14.8 19.8 18.5 17.3 17.7 21.9 16.7 11.7 15.4 13.3 Bay of Plenty 10.5 8.1 7.8 8.6 10.9 9.6 10.7 8.6 7.9 8.6 3.9 5.0 Gisborne 3.9 4.4 4.3 7.9 6.2 8.1 7.4 6.6 4.6 6.0 6.9 7.7 Hawke's Bay 7.1 8.3 7.4 10.4 9.7 11.5 8.7 7.2 7.1 6.2 5.6 5.8 Taranaki 7.7 6.8 6.6 9.9 8.7 13.9 9.2 5.8 6.6 4.3 2.3 2.5 Manawatu-Wanganui 6.5 5.5 5.3 9.2 8.7 11.5 11.4 10.7 12.4 7.5 4.4 6.2 Wellington 4.2 4.4 4.3 4.1 5.6 5.4 5.2 4.9 5.3 4.4 3.9 3.7 Nelson/Tasman 9.2 10.8 10.0 13.6 12.3 12.2 10.6 10.9 8.9 9.0 8.8 8.2 Marlborough 8.0 9.9 5.6 8.0 9.7 9.7 10.7 10.2 10.9 8.5 5.4 5.1 West Coast 8.9 9.6 9.7 12.6 9.7 12.5 17.5 11.6 6.7 5.4 7.0 5.1 Canterbury 8.5 9.2 9.1 9.6 10.1 13.2 11.7 11.3 9.6 6.2 4.2 7.2 Otago 9.2 10.0 11.4 10.6 11.8 13.3 13.5 11.9 8.6 7.4 8.8 6.8 Southland 9.3 10.6 10.5 9.2 15.2 9.3 9.5 8.7 9.0 7.2 5.1 4.6 Area Outside 9.8 4.6 7.6 6.4 1.2 22.9 12.8 28.4 26.1 39.7 30.7 16.5 Total NZ 7.9 7.9 7.9 9.1 9.7 10.4 9.6 9.5 8.6 6.4 6.0 5.9

4.3 Regional Aggregate Demand

Table 4.3 below shows each regions demand for aggregate for each of the given years. This is based on the total national aggregate production for each year, allocated proportionally to each region based on population. This means the region with the highest population (i.e. Auckland) will have the highest aggregate demand.

Table 4.3: Regional Aggregate Demand (million tonnes per year)

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 1.1 1.1 1.1 1.3 1.5 1.6 1.5 1.5 1.3 1.0 0.9 0.9 Auckland 9.4 9.6 9.8 11.6 12.7 14.0 13.2 13.3 12.1 9.3 8.7 8.7 Waikato 2.9 2.9 2.9 3.5 3.7 4.1 3.8 3.8 3.4 2.6 2.5 2.4 Bay of Plenty 1.9 2.0 2.0 2.3 2.5 2.7 2.6 2.6 2.3 1.8 1.6 1.6 Gisborne 0.4 0.4 0.4 0.4 0.4 0.5 0.4 0.4 0.4 0.3 0.3 0.3 Hawke's Bay 1.2 1.2 1.2 1.4 1.5 1.6 1.5 1.5 1.3 1.0 0.9 0.9 Taranaki 0.8 0.8 0.8 1.0 1.0 1.1 1.0 1.0 0.9 0.7 0.7 0.6 Manawatu-Wanganui 1.8 1.8 1.8 2.1 2.2 2.4 2.2 2.2 2.0 1.5 1.4 1.4 Wellington 3.4 3.5 3.5 4.1 4.4 4.8 4.5 4.5 4.1 3.1 2.9 2.9 Nelson/Tasman 0.7 0.7 0.7 0.8 0.9 0.9 0.9 0.9 0.8 0.6 0.6 0.6 Marlborough 0.3 0.3 0.3 0.4 0.4 0.4 0.4 0.4 0.4 0.3 0.3 0.3 West Coast 0.2 0.2 0.2 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.2 0.2 Canterbury 3.9 3.9 4.0 4.7 5.1 5.5 5.2 5.2 4.7 3.6 3.4 3.3 Otago 1.5 1.5 1.5 1.8 1.9 2.1 1.9 1.9 1.7 1.3 1.2 1.2 Southland 0.7 0.7 0.7 0.8 0.9 1.0 0.9 0.9 0.8 0.6 0.6 0.6 Area Outside Region 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total NZ 30.3 30.7 31.0 36.4 39.4 42.9 40.3 40.3 36.5 27.8 26.1 25.8

4.4 Differences between Aggregate Supply and Demand

The difference between supply and demand for each region is the net of regional production (Table 4.1) and regional demand (Table 4.3). This is shown below in Table 4.4. Auckland has had varying levels of an under supply of aggregate from within its own region, but the key feature is that for every year from 2000-2011 there has been and under supply, which means Auckland has had to import aggregate from regions with an over-supply. In order to minimise transport costs, this was presumably from the closest regions with an over-supply, these being Waikato and Northland.

Table 4.4: Difference between Regional Aggregate Supply and Demand (million tonnes per year)

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 1.5 1.6 1.6 1.5 1.8 1.7 1.5 1.8 1.7 1.2 1.6 0.7 Auckland -2.5 -3.6 -3.3 -4.5 -4.4 -4.7 -5.3 -5.3 -4.2 -3.4 -2.9 -3.3 Waikato 1.8 2.5 2.6 4.1 3.4 2.7 3.2 4.9 3.3 2.1 3.9 3.1 Bay of Plenty 0.6 0.1 0.0 -0.1 0.3 -0.2 0.3 -0.2 -0.2 0.6 -0.6 -0.2 Gisborne -0.2 -0.2 -0.2 -0.1 -0.2 -0.1 -0.1 -0.1 -0.2 0.0 0.0 0.1 Hawke's Bay -0.1 0.1 -0.1 0.2 0.0 0.2 -0.1 -0.4 -0.2 0.0 -0.1 0.0 Taranaki 0.0 -0.1 -0.1 0.1 -0.1 0.4 0.0 -0.4 -0.2 -0.2 -0.4 -0.4 Manawatu-Wanganui -0.3 -0.5 -0.6 0.0 -0.2 0.3 0.4 0.3 0.9 0.2 -0.4 0.1 Wellington -1.6 -1.5 -1.6 -2.2 -1.9 -2.3 -2.1 -2.2 -1.5 -1.0 -1.0 -1.1 Nelson/Tasman 0.1 0.2 0.2 0.4 0.2 0.2 0.1 0.1 0.0 0.2 0.3 0.2 Marlborough 0.0 0.1 -0.1 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 West Coast 0.0 0.1 0.1 0.1 0.0 0.1 0.3 0.1 -0.1 0.0 0.0 0.0 Canterbury 0.3 0.7 0.6 0.3 0.2 1.5 1.1 1.0 0.6 -0.1 -1.0 0.8 Otago 0.2 0.4 0.7 0.3 0.4 0.6 0.8 0.5 0.0 0.2 0.6 0.2 Southland 0.1 0.2 0.2 0.0 0.5 -0.1 0.0 -0.1 0.0 0.1 -0.1 -0.1 Area Outside Region 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total NZ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

4.5 Aggregate Trade between Auckland, Waikato and Northland (2000-11)

As shown in Table 4.4 above, from 2000-2011 Auckland produced less aggregate than it required, and would have needed to import aggregate from Waikato and Northland in order to satisfy demand. The likely quantities of imports from each region are shown below in Table 4.5. It is assumed that all excess production from Northland is imported by Auckland, while the remaining unsatisfied demand is met by Waikato. For the years where this unsatisfied demand is greater than excess production in Waikato, we assume that Waikato supplies Auckland all the required demand, and then imports aggregate for its own use from another region, in order to minimise overall transport costs (this is only the case in 2005, 2006 and to a much smaller degree 2011). Table 4.6 shows the proportion of Northland’s and Waikato’s production that was exported to Auckland each year form 2000-2011.

Table 4.5: Aggregate Supply to Auckland (million tonnes)

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 1.5 1.6 1.6 1.5 1.8 1.7 1.5 1.8 1.7 1.2 1.6 0.7 Waikato 1.1 2.0 1.7 3.0 2.6 3.0 3.8 3.5 2.5 2.2 1.3 2.6 Total Exports to Auckland 2.5 3.6 3.3 4.5 4.4 4.7 5.3 5.3 4.2 3.4 2.9 3.3

Table 4.6: Proportion of Region’s Total Aggregate Production Exported to Auckland

Region 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Northland 57% 59% 58% 53% 55% 52% 50% 55% 56% 55% 62% 44% Waikato 23% 36% 30% 39% 37% 44% 54% 40% 38% 45% 21% 46%

4.6 Future Aggregate Demand

4.6.1 Standard Growth

Projected future aggregate demand is based on the average per capita demand from 2000- 2011 (8.2 tonnes per person per year). Table 3.1 below, shows the expected population growth of New Zealand regions, while Table 4.8 shows the associated demand in aggregate2.

A portion of aggregate growth will be tied to growth in the economy that is unrelated to household or population growth, as the economy provides a range of services for other regions in New Zealand and responds to export demands that are unrelated to population growth within the region. However, it is assumed that the average growth of aggregate demand over the past 11 years captures both aspects and can be used to project a business as usual future for Auckland aggregate demand (equivalent to 2.5%3 over the past 10 years). It can be seen that Auckland is expected to out-grow other New Zealand regions, based on its ability to capture a significant share of the nation’s population growth (some 60%). This

2 This is based on Stats NZ medium level population projections. 3 Industry Snapshot for Auckland, The Retail Sector, October 2011, page 3, Social and Economic Research Team, RIMU, Auckland Council

means that in the future, Auckland is going to require a higher proportion of New Zealand’s total aggregate production than it has done in the past (Table 4.8).

Table 4.7: Projected Population Growth 2011-2031

Table 4.8: Projected Aggregate Demand at 2011-2031

% change Region 2011* 2016 2021 2026 2031 from 2011-31 Northland 926,926 1,333,570 1,371,460 1,404,408 1,429,119 54% Auckland 8,693,304 13,106,711 14,137,983 15,184,905 16,211,235 86% Waikato 2,433,328 3,528,730 3,653,109 3,769,250 3,870,565 59% Bay of Plenty 1,623,586 2,340,955 2,438,151 2,531,229 2,614,423 61% Gisborne 273,039 386,315 390,434 392,081 390,434 43% Hawke's Bay 909,935 1,293,209 1,310,506 1,322,862 1,327,804 46% Taranaki 642,755 911,012 917,602 920,896 917,602 43% Manawatu-Wanganui 1,361,680 1,929,105 1,952,992 1,970,290 1,976,879 45% Wellington 2,857,535 4,131,678 4,247,820 4,354,901 4,445,508 56% Nelson/Tasman 552,523 802,284 826,171 848,411 865,708 57% Marlborough 267,180 387,963 397,847 404,437 408,555 53% West Coast 192,768 273,468 275,116 275,939 274,292 42% Canterbury 3,285,257 4,782,401 4,980,913 5,172,835 5,347,459 63% Otago 1,229,847 1,777,544 1,828,614 1,878,859 1,923,339 56% Southland 556,039 785,810 788,281 785,810 779,220 40% Area Outside Region 3,808 5,766 4,942 4,118 4,942 30% Total NZ 25,809,511 37,776,519 39,521,939 41,221,232 42,787,085 66% * Represents actual demand, based on production data from the 2011 Mining Production Statistics

4.6.2 Aggregate Demand with High Economic Growth Projection

As per Auckland’s plan to become one of the top 10 cities in the OECD in terms of GDP per capita and to generate some 50% of New Zealand’s GDP whilst achieving ‘the most liveable city in the world by 2030’, the economy will need to grow by an expected 5% p.a. This is double the average rate of the last 10 years – so will be a stretch.

In trying to estimate the maximum level of aggregate required by Auckland per year from 2011-2031 this report assumes that the level of growth estimated using population growth statistics also accounted for economic growth, which averaged at 2.5% over the last 10 year (as discussed above). Under the high economic growth projection, economic growth is doubled (to match the 5% required to achieve the growth goals). It has been assumed that growth in demand for aggregate is linearly related to economic demand growth4.

Figure 4.1 below shows the growth range of aggregate demand under both these scenarios. The blue section shows aggregate demand for 2011 as a baseline. The red section shows the growth in demand due only to population growth (and standard economic growth), the green section shows likely demand if economic growth rates are double the historic standard growth rate, to reflect that required under the ambitious targets set by Auckland Council’s Growth Goals project. The range determined from these two sections is between 16.2mt and 20.2mt of aggregate in 2031, an increase of between 4mt and 8mt from 12.2mt in 2011.

Under the high growth future the region will require more than 50% more aggregate than consumed in 2011. This will require the identification of significant new sources of aggregate to facilitate regional growth plus the protection of known sources, as well as providing existing operators the ability to maximise production from existing quarries.

4 Note: this is high economic growth scenario is based on the ratios established using the medium population projection series.

Figure 4.1: Project Future Aggregate Demand (Standard- and High-Growth Scenarios)

5 Brookby Quarry Having established the scope and scale of the Auckland market for aggregate and its potential future growth and change (in the context of national growth), it is necessary to understand Brookby Quarry’s current role. Once this is understood it is possible to assess the Quarry’s growth potential and therefore the role it potentially plays in the future. This section summarises Brookby Quarry in comparison with other Auckland quarries.

Brookby Quarry was first developed in the 1940’s and was operated at various times over the years by different operators. In 1996 the quarry was purchased by Kaipara Ltd, who spent several years turning the quarry into a viable operation. Brookby has a measured total aggregate resource, as defined by the internationally recognised JORC code, of 152 million tonnes, with the ability to expand this further. It has also been noted that Brookby’s aggregate is of a high quality grade, making it appropriate for all types of major construction. Brookby owns 109ha of land on the site itself and has an agreement with the neighbouring property (owned by an associated company) to allow unencumbered access to a further 95ha to conduct quarrying activities. This allows for quarrying to occur in a manner where the adverse effects on adjoining properties and the wider area can be avoided, remedied or mitigated to an appropriate level.

Currently Brookby is permitted to operate up to a maximum production capacity of up to 1.3 million tonnes of aggregate per year. This makes it the third largest open quarry in Auckland, with only Winstone’s Hunua Quarry and Stevenson’s Drury Quarry being bigger operations. Both of these quarries have a production capacity of over 1.5 million tonnes of aggregate per year and similar increases in production at these two quarries will also be required to meet the long-term market requirements. As shown in Table 5.1 below, currently Brookby makes up 17% of Auckland’s overall aggregate production capacity. Figure 5.1 shows the relative location of all Auckland quarries (open and recently closed).

Table 5.1: Production Capacity of Open Auckland Quarries

Production Proportion of Auckland's Quarry Owner Capacity (mt/yr) Total Production

Te Henga Perry's 0.2 3% Three Kings Winstone 0.1 1% Beachlands Adams 0.2 3% Ihumatao Ihumatao Quarries Ltd 0.4 5% Whitford Fulton Hogan 0.4 5% McNicol Road Warren Fowler Quarries Ltd 0.2 3% Hunua Winstone 1.5+ 20% Drury Stevensons 1.5+ 20% Ridge Road Blackmore 0.5 7% Bombay Holcim 1.0 13% Glenbrook Steel Mill NZ Steel 0.2 3% Brookby Brookby Quarries Ltd 1.3 17% Total 7.5 100%

Figure 5.1: Open and Closed Quarries in the Auckland Region as at 2011

Auckland is expected to see significant levels of population and household growth in the coming decades. Projections indicate that some 10,000+ new dwellings per year will be required in order to accommodate this growth. This growth will drive up demand for aggregate across Auckland, particularly with the closure of large Auckland quarries (such as Winstone’s Lunn Ave Quarry and Holcim’s Railway Quarry) since 2000. The Southern Initiative area, located as close as 16km to the Brookby site, is expected to accommodate a high concentration of this growth.

The expansion of existing quarries in Auckland has substantial benefits, when the alternatives are considered. First, aggregate is a high-mass low-value product, making it very expensive to transport long distances (described in more detail below). Second, establishing and commissioning a Greenfield quarry project is likely to be time consuming and expensive which is likely to jeopardise the commercial viability of the operation. The conflicting demand for land required by urban sprawl is another serious consideration, historically Auckland’s growth has covered up significant potential sources of aggregate in the region mainly through lack of foresight in the planning for growth.

Brookby Quarry, with its location and ease of long-term access to a high quality aggregate resource, is ideally situated to help meet the growing demand for aggregate in Auckland. Expanding the volume of aggregate available from Brookby quarry will assist in a more cost- effective construction activities around Auckland, particularly for the Southern Initiative area.

6 Brookby Costs and Benefits In order to establish the “worth of the proposal to extend the Brookby quarry”, it is necessary to establish the costs and benefits associated with that extension in comparison with the principal alternative to sourcing aggregate from Brookby. It is recognised that there are costs associated with the additional aggregate being supplied by Brookby Quarry in terms of additional wear and tear on the roading networks that serve the quarry. However, these are not quantified here except in general terms in comparison with the principal alternative (i.e. they are less as the distance travelled is less).

This section focuses on the avoided transportation costs achieved by sourcing the aggregate from Brookby as opposed to sourcing the aggregate from elsewhere in the adjacent region. In doing so it assumes that the other costs of production are similar for quarries in Waikato Region and Auckland.

6.1 Transport Costs

Transporting aggregate is a costly process. Industry information indicates that to move a tonne of aggregate 1km costs 14.55 cents. Given that the next available sources of aggregate in Waikato region are some 55km further away from the areas of demand in Auckland, this means that every truck movement (with 30 tonnes of aggregate) up the Southern Motorway costs some $240 more than if sourced from Brookby. With aggregate costing $15 per tonne, this represents a 40% increase in the total price of aggregate per truck compared to sourcing from within Auckland. Northland quarries are 70km away which would equate to a truck of aggregate costing over 50% more. To move all of Auckland’s shortfall for the 2011 year, (approx. 3.3 million tonnes), would cost around $26m.

Figure 6.1 below builds on Figure 4.1 to show how the additional aggregate that Brookby Quarry is able to supply to the Auckland market will impact both the amount of aggregate able to be supplied from within Auckland, and in turn the reduction in cost of transporting the extra required aggregate into Auckland. As above, the blue block shows the total level of production capacity for Auckland quarries in 2011, including Brookby’s current production. The dark green block represents the lowest projected aggregate demand (based on low population projections for Auckland), the medium green the aggregate demand from medium population growth, and the light green represents the maximum growth level in aggregate demand under the high demand growth future.

The purple line represents the transport costs associated with importing the extra demand at the medium growth level without any growth in production capacity from Auckland quarries and should be read off the right hand axis ($m). The red block represents extra production capacity from Brookby quarry in Auckland, with total production rising from 1.3mt in 2011-13, in stages up to 4.6mt from 2026-2031. The orange line then shows the transport costs of importing the remaining aggregate demand into Auckland (at the medium

projection), taking into account Brookby Quarry’s extra production volume. It is interesting to note that even under the low-growth projection, the extra production from Brookby would still not meet Auckland’s total aggregate demand, although it would make up a significant proportion of the shortfall.

Under a medium growth future, allowing Brookby to extend its operating conditions as proposed (assuming the quarry was extracting 4.6 million tonnes per year) would result in a saving of 38% in transport costs alone when compared to the scenario with no production growth in Auckland.

The difference between level of cost on the purple and orange lines represent the savings associated with expanding the production from Brookby quarry. Under current assumptions this is a maximum of $26.4m per year when Brookby’s aggregate production is at 4.6mt/yr. This is based on a minimum transport distance of 55km, and assumes costs do not increase over time, which in reality is not likely to be the case.

Note that this does not take into account any costs associated with wear and tear on the transport network or environmental costs. These costs are not likely to be removed however, just transferred in terms of where they occur and reduced due to the shorter distances involved. It also does not take into account the cost of any infrastructure in Auckland that may need to be built. However, as the transportation is such a large cost associated with importing aggregate (sources sighting the cost of aggregate doubles every 30km it is transported), this gives a reasonable indication as to the savings associated with the expansion of the production capacity of Brookby Quarry – and therefore the opportunity cost of not allowing the expansion to proceed.

Over the next 18 years (to 2031) the sum total of transportation cost savings associated with the extension of Brookby is approximately $312m in today’s terms. This represents the economic benefits that accrue to the regions construction sector and ultimately households, should the Brookby quarry be granted consent to extend operating hours and other operating condition such that they are able to expand production to 4.6 million tonnes over the next 10 years. If the expansion occurs earlier, then the potential savings will be greater as it is noted that there is capacity in terms of demand exceeding supply for the entire 4.6 million tonnes annual production from Brookby to be utilised currently.

Note that this assessment does not take account of the direct of flow on effects of avoided payments to the transportation sector. These could accrue to Auckland businesses and ultimately Auckland households, meaning that these benefits are avoided if Brookby is expanded. By the same token, this study ignores the other flow on effects of Brookby’s expansion on the Auckland economy. These are based around the expenditure by the construction sector on aggregate going to Brookby (within Auckland Region) rather than to quarries in Waikato Region. The flow-on effects of these sales mean Brookby quarry’s suppliers increase their output, pay more wages and salaries and make more profits. This money flows back through the regional economy adding to regional GDP.

These effects are real and noted, but not quantified in this study.

Figure 6.1: Auckland’s projected aggregate supply and associated costs (with and without Brookby expansion)

Maximum Population and Economic Growth Aggregate Shortfall (Import) Medium Growth Aggregate Shortfall (Import) 20.0 $80.0 Low Population Growth Aggregate Shortfall (Import) Extra Auckland Aggregate Supply from Brookby 2011 Baseline Auckland Aggregate Supply Transport Cost Without Brookby Expansion (Standard Growth) Transport Cost with Brookby Expansion (Standard Growth) 15.0 $60.0

10.0 $40.0 Cost of Transport for Extra Aggregate (m$) Aggregate Extra for of Cost Transport Volume of Aggregate (millions of of (millions tonnes) of Aggregate Volume

5.0 $20.0

0.0 $- 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 Year

7 Conclusions

Efficient and sustainable access to aggregate will be an important factor in both facilitating Auckland’s economic growth aspirations and providing infrastructure such as roading, pipe networks, buildings and others to support Auckland’s rapidly growing population and economy (for example, the 400,000 or more additional dwellings anticipated by 2041).

Auckland’s major alternative aggregate suppliers are over 50km away (some over 70km), and with the cost of a single truck load of aggregate doubling every 30km (due to its high mass, low value nature) this means that sourcing aggregate from within Auckland is around 1/3 as expensive as sourcing from outside the region.

Brookby Quarry is ideally located in Auckland with access to over 150 million tonnes of high quality aggregate. It is also in close proximity to the ‘Southern Initiative’ which forms a major part of Auckland Council’s growth plans.

Brookby Quarry’s current consent only allows it to process up to 1.3 million tonnes of aggregate per year, and the changes being sought will allow for production to increase to just under 5 million tonnes per annum if and when required by the market.

Under current projections, Auckland demand for aggregate will rise from 12 million tonnes currently to between 16 and 20 million tonnes annually by 2031. It has also been noted that Auckland has limited accessibility to aggregate resources to meet this growing demand, with Brookby currently being one of only a few viable and cost effective options. Auckland will need to identify new sources (if possible), protect existing sources, maximise the extraction from those sources to minimise the costs of aggregate and therefore the cost of housing and of doing business in Auckland.

Finally, it has been shown that by allowing Brookby Quarry to expand its aggregate processing capacity, it can provide a significant cost saving to the Auckland economy of up to $312m in total by 2031 in transport costs alone. This is based on a steady expansion of processing capacity by up to a total of 4.6 million tonnes per year by 2026 and a stable transportation cost of 14.6 cents per km tonne.

These transport costs represent the key economic impact of allowing the Brookby Quarry to extend its operation, assuming that the other costs of production are constant between alternative locations. This estimate is conservative in that it acknowledges but excludes other environmental and road servicing costs associated with moving large tonnages from Waikato region to Auckland.

BROOKBY QUARRIES LTD

PROPOSED CHANGE TO THE SITE

OPERATION

ASSESSMENT OF NOISE EFFECTS

Report No 9521v7

Prepared for: Prepared by: ……………………. Brookby Quarries Ltd Nevil Hegley Beachlands 15 July 2013

Environmental & Industrial Noise Control Engineering 355 MANUKAU ROAD, P O BOX 26-283, AUCKLAND 1344 TEL 09 638-8414 FAX 09 638-8497 EMAIL [email protected] 2

CONTENTS

1 INTRODUCTION ...... 3

2 EXISTING NOISE ENVIRONMENT ...... 4 2.1 Monitoring Site 1 ...... 5 2.2 Monitoring Site 2 ...... 6 2.3 Monitoring Site 3 ...... 7 2.4 Monitoring Analysis ...... 7

3 PROPOSAL ...... 9 3.1 Changes Sought ...... 9 3.2 On-Site Operation ...... 10 3.3 On Site Maintenance Activities ...... 11 3.5 Off Site Truck Movements ...... 11 3.6 On Site Quarry Operations...... 15

4 NOISE EFFECTS FROM ON SITE OPERATIONS ...... 18 4.1 On Site Operations ...... 18 4.2 On Site Maintenance Activities ...... 19

5 NOISE EFFECTS FROM TRUCK MOVEMENTS ...... 19 5.1 Off Site Truck Movements ...... 19 5.2 Design Level ...... 20

6 VIBRATION EFFECTS ...... 22

7 CONCLUSIONS ...... 23

1 INTRODUCTION To meet the future demand for blue rock from Brookby Quarry and to allow for peaks in weekly demand, the following changes are required to the current Brookby resource consents:  increase the permitted truck movements on Kimptons Road;

 increase the hours of operation; and

 increase the permitted extraction and processing rate

This report considers:  The number of truck movements which could occur along Kimptons Road without a unacceptable adverse noise effects being generated;

 Any limitation of hours of operation and truck movements required to avoid adverse noise effects; and

 The noise effects of extended hours of operation of the processing plant.

Hegley Acoustic Consultants were initially commissioned to assess the maximum number of trucks that could travel along Kimptons Road before unacceptable noise effects arose. In determining an appropriate noise control for trucks on

Kimptons Road a limit of up to 57dB LAeq(24hr) at the house façades has been considered, which is based on the provisions of NZS6806:2012 Acoustics – Road-traffic Noise – New and Altered Roads.

In terms of the on-site quarry operations the existing conditions remain appropriate in terms of controlling noise to a reasonable level and the quarry operations have been assessed against those limits.

Brookby Quarries has considered the various operational constraints and likely product demand over the next 30 years to determine the number of truck movements and hours of operation. These activities are predicted to generate noise at levels well below those which are generally acceptable with respect to traffic noise.

2 EXISTING NOISE ENVIRONMENT The existing Kimptons Road noise environment was monitored simultaneously at the three sites shown on Figure 1 for four days from 24 to 27 January 2012 to determine the current level of truck noise. The approximate location of the existing noise barrier around the Reid property is shown on Figure 1.

Site 3

Barrier

Site 2

Site 1

Figure 1. Location of Noise Monitoring

Site 1 was selected to represent the noise exposure of the dwelling on the property of Secutay Trustee Limited at 52 Kimptons Road.

Site 2 was selected to reflect the noise exposure at the Auckram dwelling at 149 Kimptons Road. It is noted that the selected location of site 2 is exposed to an 1800 view of Kimptons Road compared to the smaller angle of view of the road from the dwelling due to the bund that has been constructed to the east of the Auckram dwelling. In addition, the trucks reduce speed as they enter the quarry site opposite the Auckram dwelling, so the noise level will be lower than at the

monitoring position where the trucks are travelling at a greater speed on Kimptons Road. These aspects of the measurements are conservative in that they will have recorded higher levels of noise than will be actually received at the Auckram dwelling. They therefore constitute factors of safety within the analysis.

Site 3 is located adjacent to the Reid Cottage on the quarry side of the noise barrier that has been constructed along the length of this boundary. At this site there are a significant number of large trees and they generate noise if there is any wind.

2.1 Monitoring Site 1 The results of the monitoring at Site 1 are shown on Figure 2. This figure shows the L10 and Leq noise levels for 15 minute intervals over four days plus the number of quarry trucks on Kimptons Road that passed during the monitoring period.

80 th th th th 90 Tuesday 24 Wednesday 25 Thursday 26 Friday 27 80 70 70 dBA 60

60 vph

‐ 50 50 Level,

40 40 30 Trucks Noise 30 20 20 10

0:00 2:00 4:00 6:00 8:00 0:00 2:00 4:00 6:00 8:00 0:00 2:00 4:00 6:00 8:00

12:00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Time

Leq L10 Truck numbers

Figure 2. Site 1 Measured Noise Levels

It is noted that a detailed evaluation of these measurements (which included an audio sound file1) showed that where the individual 15 minute noise levels were

above 50dBA Leq, the higher levels were found to be due to noise from sources not related to either the quarry trucks or the quarry operation, but activities such as aircraft or general farm related noise. With a total of 80 truck movements per

hour the 1 hour level from the trucks was 48dBA Leq.

2.2 Monitoring Site 2 The noise levels as measured at Site 2 (representative of the noise received at the Auckram dwelling) are shown on Figure 3. The 15 minute noise levels at this site follow the same pattern as for Site 1 where the detailed analysis showed the periods where there was a level higher than 50dBA was noise generated by activity other than that associated with the quarry or truck movements. When taking a total of 80 truck movements in any 1 hour into

account the noise level at the Auckram dwelling is 48dBA Leq.

70 Tuesday 24th Wednesday 25th Thursday 26th Friday 27th 90 80 60 70

60 50

40 Level, dBA 40 Trucks - vph 30 30 20 20 10

0: 00 2: 00 4: 00 6: 00 8: 00 0: 00 2: 00 4: 00 6: 00 8: 00 0: 00 2: 00 4: 00 6: 00 8: 00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 10:00 Time L10 Leq Truck Numbers

Figure 3. Site 2 Measured Noise Levels

1 This enables the recorded sound to be played back by the operator and listened to, thus making the identification of noise sources possible.

2.3 Monitoring Site 3 Site 3 is located adjacent to the Reid Cottage on the eastern (quarry) side of the noise barrier that has been constructed along this boundary (refer Figure 1). At this site there are a significant number of large trees and they generate noise if there is any wind. As shown on Figure 4 the noise at this site did not always follow the same pattern as at the other two sites, and although no sound file was undertaken at this site, the level is consistent with the effects of wind noise in the adjacent trees. This has been confirmed by attended short term noise monitoring at this location Nevertheless, it is observed that the noise levels recorded during the three day monitoring period reflect the actual sound environment experienced at this dwelling.

70 90 th th th th Tuesday 24 Wednesday 25 Thursday 26 Friday 27 80 60 70 dBA 60 50 vph ‐ 50 Level, 40

40 Trucks

Noise 30 30 20 20 10

0:00 2:00 4:00 6:00 8:00 0:00 2:00 4:00 6:00 8:00 0:00 2:00 4:00 6:00 8:00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 10:00

Time L10 Leq Tr uck numbers

Figure 4. Measured Noise, Reid Cottage

2.4 Monitoring Analysis In summary, the measured noise levels averaged over the day (7:30am – 5:30pm) were: Tues 24th Wed 25th Thurs 26th Fri 27th Site* (part day) (part day)

L10 Leq L95 L10 Leq L95 L10 Leq L95 L10 Leq L95 1 51 47 40 52 49 40 51 47 37 50 46 37 2 52 49 40 52 49 38 51 48 36 51 48 38 3 58 54 39 57 54 40 53 50 38 51 48 39 * As shown in Figure 1

Table 1. Average Existing Noise Environment, dBA daytime

In accordance with the requirements of the relevant acoustical Standard, (NZS

6802) the L10 and Leq levels have been energy averaged and the background sound (L95) arithmetically averaged. The above levels are generally controlled by noise other than trucks on Kimptons Road passing the monitoring position. For 80 truck movements in any one hour the predicted noise level for Sites 1 and 2 is 48dBA Leq.

At site 3 (the Reid cottage) a solid timber screen fence has been constructed to screen the site and dwelling from traffic noise to meet a condition of the existing consent. The above measurements were undertaken on the outside of this screen fence, which is providing a 7 – 9dBA sound reduction within the property. This reduction has been determined by means of calculation in accordance with recognised procedures.

The measured noise at the Reid cottage site was controlled by the wind effects in the trees, not truck noise, as noted in paragraph 2.3. However, when taking into account the screen fence provided around the Reid cottage to control noise from trucks passing on Kimptons Road, and based on measurements at Sites 1 and 2, the noise at this property from 80 truck movements in 1 hour is predicted to be typically 43dBA Leq.

Noise from the quarry operation has been monitored by HAC annually since November 2007. The noise results over the last six years at the closest notional boundaries has varied between 35 – 41dBA L10, with 41dBA being recorded in 2007, 2009 and 2010. All other levels were 39dBA or below, with the level in

July 2013 being 39dBA L10. Following the 2010 measurement of 41dBA L10, the processing plant was significantly modified and the rock screens replaced with more modern screens. The result has been a reduction of 2dBA from the processing plant. The noise level since replacing the screens has been measured at 35dBA and 39dBA L10, well within the 50dBA L10 limit of the conditions of consent for any daytime activity and the evening limit of 45dBA L10.

3 PROPOSAL 3.1 Changes Sought The existing consent conditions, with the changes sought are: On Site Operations Current Hours Change Sought Monday to Friday 7.00am to 4.30pm Monday to Friday 7.00am to 7.00pm

Saturday 7.00am to 12pm (noon), Saturday 7.00am to 6.00pm except that there shall be no removal of overburden from the quarry face during weekends and public holidays. This limitation applies irrespective of the consent holder's rights under any other previous consent granted.

On Site Maintenance Activities Current Hours Change Sought Monday to Saturday 6.30am to 5.30pm Monday to Saturday 6.30am to 7.30pm

Only unscheduled or emergency Only unscheduled or emergency maintenance for plant and machinery may maintenance for plant and machinery may be carried out on Sundays, and only be carried out on Sundays, and only between 6.30am to 1.00pm. between 6.30am to 1.00pm.

On Site Load Out Activities Current Hours Change Sought Monday to Friday 0700 hours to 1730 hours Monday to Friday 7.00am to 6.00pm

Saturday 7.00am to 4.00pm

Quarry Truck Movements Current Movements Change Sought 360 truck movements per day (180 in and 180 A daily maximum of 1,320 truck out), Monday to Friday, with a maximum of 80 movements, with a maximum of movements (40 in and 40 out) per hour 5,120 movements per week (ie 2,560 in and 2,560 out)

Proposed Changes to the Extraction and Processing The following changes to the rock extraction and processing operations are proposed.

 Increase the current extraction rate from 600 tonnes per hour to 1000 tonnes per hour.

 Increase the current processing from 550 tonnes per hour to 1000 tonnes per hour base on approximately 600 tonnes per hour for the processing plant and 400 tonnes per hour from the mobile plants.

3.2 On Site Operation It is proposed to extend the current hours of operation from:

 Monday to Friday 7.00am to 4.30pm Saturday 7.00am to 12pm (noon), except that there shall be no removal of overburden from the quarry face during weekends and public holidays to  Monday to Friday 7.00am to 7.00pm Saturday 7.00am to 6.00pm

However, there is no proposal to alter the current noise controls of the existing consent conditions, which are:

The use of the site shall be conducted so that the noise level (L10) does not exceed the following when measured at or within the notional boundary of any site zoned rural (not including the quarry site or Lots 1 and 3 DP 437102, Lot 2 DP 331122, Lot 1 DP 143997 and Lot 1 DP 188120). Day Time Level Monday to Saturday 0700 – 1800 50dBA L10 Monday to Saturday 1800 – 2200 45dBA L10 Sunday and Public Holidays 0700 – 2200 45dBA L10 40dBA L10 At all other times 2200 - 0700 70dBA Lmax The noise level shall be measured and assessed in accordance with NZS6801:1991 and NZS6082:1991.

3.3 On Site Maintenance Activities The current times for maintenance activities are limited to between 6.30am to 5.30pm Monday to Saturday and the proposal is to extend these maintenance times by two hours at the end of the day to 7.30pm. As for the on-site activities, there is no proposal to change the current noise limits as set out above. For any unscheduled or emergency maintenance of plant and machinery it is not intended to alter the noise controls in any way.

3.4 On Site Load Out Activities This includes the excavation of rock, transporting it to the processing plant, processing the rock and stockpiling the aggregate. No change is proposed to this activity or the noise limits the activity is to comply with.

3.5 Off Site Truck Movements The truck movements are currently limited to 360 movements per day (180 trucks in and 180 trucks out), Monday to Friday, with a maximum of 80 movements (40 trucks in and 40 trucks out) per hour.

Brookby Quarry proposes:  5,120 truck movements per week (2,560 in and 2,560 out) with no set daily limit2;

 An hourly maximum of 120 truck movements, which is a maximum of 1,320 truck movements per day. (Based on the total truck movements of 5,120 trucks proposed per week, this equates to an average of 72 truck movements per hour each day, so where there are higher traffic flows some hours there will need to be lower movements during other hours of the week);

The proposal is to extend the current hours for truck movements from:

2 Truck numbers are based on complying with a level of 57dB LAeq(24hr), and the truck numbers given are to provide a practical form of control so the operator can manage the noise level.

Monday to Friday 7.00am to 5.30pm To: Monday to Friday 7.00am to 6.00pm Saturday 7.00am to 4.00pm

This is a 30 minute increase at the end of each day during the week and operating for nine hours on Saturday. There is currently no provision for trucks on Saturday.

The current control on the number of trucks originates from achieving a 50dB

Leq(1hr) criterion when measured at the façade of any dwelling in existence along Kimptons Road as at 1 November 2006 (as required by the current consent) with the exception of any dwelling(s) on Lot 1 DP 66106 (76 Kimptons Road) as written approval from the property owner has been obtained.

A level of 57dB LAeq(24hr), at the façade of existing dwellings on Kimptons Road where no written consent has been given, is considered to be a reasonable limit to adopt. This level is the most stringent criterion of 57dB LAeq(24hr) as set out in NZS6806. It is also proposed to retain the prohibition on any night time trucks thus providing a good factor of safety for the noise exposure in terms of the requirements of NSZ6806. In addition, Brookby Quarries proposes to limit truck numbers to a maximum of 1,320 truck movements per day, which gives a level of 53dB LAeq(12hr) at the most exposed houses on Kimptons Road, well within the

57dB LAeq(24hr) limit set in NZS6806.

It is noted that NZS6806 does not address traffic flows below 2,000vpd, which suggests flows below 2,000vpd are unlikely to generate an unreasonable level of noise for residents.

As this is not a new road the proposal fits best into the ‘Altered roads’ category as set out in NZS6806 with a design level of 64dB LAeq(24hr), which is the most stringent external criterion in this category. However, to provide a good factor of

safety, the lower limit in NZS6806 of 57dB LAeq(24hr) for new roads has been adopted for the purposes of assessment.

A study sponsored by the U.S. Department of Transportation Federal Transit Administration Office of Planning and Environment3 examined the noise impact criteria shown in Figure 6, based on a comparison of the existing outdoor noise levels and the future outdoor noise levels for a proposed transit project. Incorporated are both absolute criteria, which consider activity interference caused by the project alone, and relative criteria, which consider annoyance due to the change in the noise environment caused by the project

57dB LAeq(24hr) proposed noise limit

53dB LAeq(12hr) proposed truck noise

Typical existing noise environment

Figure 6. Noise Impact Criteria for Transit Projects

“Where: Category 1 Tracts of land where quiet are an essential element in their intended purpose. This category includes lands set aside for serenity and quiet, and such land uses as outdoor

3 Transit Noise and Vibration Impact Assessment FTA-VA-90-1003-06 May 2006

amphitheaters and concert pavilions, as well as National Historic Landmarks with significant outdoor use.

Category 2 Residences and buildings where people normally sleep. This category includes homes, hospitals and hotels where night time sensitivity to noise is assumed to be of utmost importance.

Category 3 Institutional land use with primary daytime and evening use. This category includes schools, libraries, and churches where it is important to avoid interference with such activities as speech, meditation and concentration on reading material. Buildings with interior spaces where quiet is important, such as medical offices, conference rooms, recording studios and concert halls fall into this category. Places for meditation or study associated with cemeteries, monuments, museums. Certain historical sites, parks and recreational facilities are also included. “

There is no potential sleep disturbance in this case as the quarry trucks will not operate at night so the Category 3 criterion is most appropriate to adopt. The graph shows that if the most stringent criterion of NZS6806 of 57dB LAeq(24hr) is adopted, this is comfortably within the ‘No Impact’ category for this site, as shown on Figure 6.

Miedema and Oudshoorn developed the graph shown on Figure 7 where the relationship between the average noise level (Ldn) and community annoyance was reported.

70 ed y 60 50 anno y

hl 40

e hi 30 g 20

Percentage highlyannoyed 10 Percenta 0 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 Ldn Noise Level, Ldn dBA

Figure 7. People Highly Annoyed by Noise

As there are no night time truck movements associated with the proposal, a level of 57dB LAeq(12hr) for the daytime period equates to an Ldn of 54dB. As shown on

Figure 7 an Ldn of 54dB means 6% of people will be highly annoyed. If adopting a level of 57dBA Ldn Figure 7 shows 10% of people will be highly annoyed, which aligns with normally accepted methodologies for any noise control. That is, based on the above and recommendations of NZS6806 a level of 57dB LAeq(24hr) is reasonable.

It is noted that there are no controls in the relevant section of the Auckland Council District Plan or references to other guidelines with respect to controlling noise from any Council roads.

When taking all of the above into account (including the existing noise environment) a level of 57dB LAeq(24hr) (based on NZS 6806) would be an acceptable level, particularly as no ‘night time’ truck movements are proposed. Therefore, the noise effects would be lesser than would occur with the

57dB LAeq(24hr) criterion of NZS 6806 which includes night-time traffic.

3.6 On Site Quarry Operations The proposal is to commence aggregate processing at 7:00am, through to 7:00pm Monday to Friday. This extends 30 minutes into the time period when the lower evening 45dBA L10 noise limit currently applies. Noise from the operation of the processing plant with trucks feeding the crusher and a loader transporting aggregate from the crusher to the stockpiles has been predicted to confirm that the lower night time noise limit is complied with at all dwellings in the vicinity. This analysis confirms the validity of the measured levels, which were all below 40dBA L10, well within the 45dBA limit. The predicted noise contours are shown in Figure 5.

In addition to the noise contours, the noise level at the notional boundary of each of the closer dwellings has been predicted, as given in Table 2.

Dwelling Noise Level dBA L10 52 Kimptons Road, Ground 32 52 Kimptons Road, Level 1 33 76 Kimptons Road, Ground 34 76 Kimptons Road, Level 1 35 96 Kimptons Road, Ground 38 96 Kimptons Road, Level 1 38 96A Kimptons Road, Ground 39* 96A Kimptons Road, Level 1 39* 157 Kimptons Road 36 133 Ara-Kotinga Road 32 133A Ara-Kotinga Road 34 144 Ara-Kotinga Road 28 146 Ara-Kotinga Road 32 156A Ara-Kotinga Road 33 165 Ara-Kotinga Road 36 173 Ara-Kotinga Road 35 180 Ara-Kotinga Road 33 194 Ara-Kotinga Road 35 * Does not included screening effects of the boundary fence constructed to reduce quarry noise.

Table 2. Predicted Processing Plant Noise

Figure 5. Predicted Processing Plant Noise , dBA L

4 NOISE EFFECTS FROM ON SITE OPERATIONS 4.1 On Site Operations Notwithstanding that it is proposed to extend the hours of operation, it is intended to continue to operate the quarry in compliance with the current site activity noise controls.

As set out above, annual noise level monitoring has demonstrated on-going compliance with the noise limits and there is nothing proposed in this application that will alter this circumstance.

It is noted that the predicted noise levels do not include the additional noise control measures that have already been provided for some properties in Kimptons Road (screening and house upgrading). Thus, the noise levels predicted for these properties are greater than would be received in practice.

On site truck movements would also be required to comply with the requirements of the District Plan; that is, 50dBA L10 during the daytime (Monday to Saturday 7:00am – 6:00pm), 45dBA during the evening (Monday to Saturday 6:00pm – 10:00pm plus Sunday and Public Holidays (7:00am – 10:00pm) and

40dBA L10 plus 70dBA Lmax at all other times.

Trucks that arrive prior to 7:00am are not permitted on the quarry site so they park (with their turn their engines off) on the section of internal access road from the Kimptons Road gate to the legal boundary just before the weighbridge. This is the section of road that passes over the McLauchan farm. Based on the results of a field survey of trucks on site, the noise from this short section of road (170m) is within the requirements of the District Plan at the most exposed notional boundary, both prior to 7:00am and after 7:00am when the total truck numbers increase.

4.2 On Site Maintenance Activities Maintenance is a relatively quiet activity and the locations where it takes place are screened from the houses. This work complies and will continue to comply with the lower night time limit of 40dBA at all dwellings in the area.

5 NOISE EFFECTS FROM TRUCK MOVEMENTS 5.1 Off Site Truck Movements The load out activity is related to the noise generated by trucks on Kimptons Road. As set out above, the proposal would result in the noise level from trucks travelling on Kimptons Road to increase from 50 to 53dB LAeq(12hr). This increase is considered acceptable for the following reasons.

Since the previous decision controlling truck numbers, NZS 6806:2010 Acoustics – Road Traffic Noise – New and Altered Roads has been published. This document provides traffic noise criteria considered to be reasonable for the exposure of dwellings in the vicinity of roads. The factors relating to the criteria of clause 6.1.2 of NZS6806 are as follows.

“The relevant criteria for noise from new and altered roads are set out in table 2 and shall apply at the assessment position(s) of PPFs (protected premises and facilities) for the design year as follows:

(a) Where consistent with the best practicable option for the mitigation of road-traffic noise, the criteria of Category A shall apply;

(b) Where it is inconsistent with the adoption of the best practicable option to achieve the criteria of Category A, the criteria of Category B shall apply;

(c) Where it is inconsistent with the adoption of the best practicable option to achieve the criteria of Category A or Category B and where the internal noise levels of any habitable space would be greater than 45dB LAeq(24hr) the criteria of Category C shall apply;

(d) Where it is inconsistent with the adoption of the best practicable option to achieve the criteria of Category A, B, or C, the internal noise levels of any habitable space shall be mitigated to the extent that it is practicable.

Table 2 - Noise criteria Category Altered roads New roads with a New roads with a predicted traffic predicted traffic dB LAeq(24h) volume >75 000 volume of 2000 to AADT at the design 75 000 AADT at the year design year dB LAeq(24h) dB LAeq(24h)

A (primary free-

field external 64 64 57 noise criterion)

B (secondary free-field 67 67 64 external noise criterion)

c (internal noise 40 40 40 criterion)

The calculation of internal noise levels shall be in accordance with 5.2.3.

It is noted, that based on the requirement of NZS6806 for an altered road, which is the ‘best fit’ for the circumstances of this application, then the NZS6806 limit of 64dB LAeq(24hr) would be appropriate to adopt. A level of 57dB LAeq(24hr) has been used for assessment in this report, which is for a new road in a green field site and the most stringent criterion in NZS6806.

5.2 Design Level Brookby Quarries truck noise on Kimptons Road has been assessed against a design noise limit of 57dB LAeq(24hr) in order to provide a significant factor of safety compared to that which could be adopted by accepting the NZS6806 64 dB

LAeq(24 hr) criterion for ‘altered roads’. That is, the design level is reduced by 9dB if compared to an altered road and 2dB if compared to a new road. A further control is proposed limiting truck movements to 5,120 movements per week which would be well within the 57dB LAeq(12hr) limit.

Based on field measurements undertaken of Brookby quarry trucks operating, and as set out above, the proposed truck movements as set out below would be well within 57dB LAeq(12hr), which is 3dB below the 57dB LAeq(24hr) criterion specified in NZS6806.

i) Truck movements shall be restricted to between Monday to Friday 7.00am to 6.00pm and Saturday 7.00am to 4.00pm

ii) An hourly maximum of 60 one-way truck movements; and

iii) A maximum of 5,120 truck movements per week (2,560 in and 2,560 out);

This control will ensure the noise from quarry trucks is at an acceptable level for residents when based on the requirements of NZS 6806:2010 Acoustics – Road Traffic Noise – New and Altered Roads and international research. In addition, the proposed limitations include a factor of safety beyond the above recommendations to control noise to an acceptable level, by adopting a lower noise criterion than international research suggests, and by excluding any night time movements.

6 Vibration Effects Vibration associated with the modern truck fleet is typically initiated by the interaction of truck or truck and trailer combinations and irregularities in the road surface and this vibration can be minimised, if not eliminated, by regular maintenance of the road surface.

In this regard, the relative smoothness of a road surface is measured in terms of ‘road roughness’ using instrumented vehicles that travel over the road carriageway at typical operating speeds. It is understood that regular maintenance checks of this type are undertaken by Council to identify local deterioration so that any necessary maintenance or shape correction can be undertaken as needed.

To date there have not been any known complaints with respect to vibration from trucks using Kimptons Road. Considering that the same activity will be occurring with this proposal there is no reason why the level of vibration from truck movements will alter. The only change would be that the number of events will increase, not the type of activity or the level of vibration generated.

Providing Kimptons Road remains well maintained, the proposed increase in truck movements will not cause any adverse vibration effects for the neighbours.

7 CONCLUSIONS The proposal is to extend the hours of quarry operation and control noise generation to ensure that the more stringent evening noise limit of 45dBA L10 is complied with at all times. It is noted that by reducing the noise to ensure compliance during the evening period, there is an additional benefit for the neighbours as the daytime noise level is now lower, resulting in the overall noise effects being reduced for residents in the vicinity.

The District Plan noise limits for a permitted activity in the area are 50dBA L10 during the daytime (7:00am to 6:00pm Monday to Saturday) and 45dBA L10 during the evening period (6:00pm – 10:00pm Monday to Saturday). The processing plant has been designed to comply with a limit of 45dBA at the notional boundary of the adjacent properties, and field measurements confirm this limit is being met with a factor of safety.

Since the original traffic condition was developed for the quarry operation, NZS6806:2012 Acoustics – Road-traffic Noise – New and Altered Roads has been published providing updated design criteria for what is considered to be acceptable levels of traffic noise for people living near roads.

The analysis of proposed truck numbers shows that a maximum of 1,320 truck movements per day and 5,120 truck movements per week would result in a noise level well within the most stringent criterion of NZS6806. In addition, trucks will not operate at night time so eliminating any possible sleep disturbance for the neighbours.

By setting the number of trucks based on complying with a criterion of 57dB

LAeq(24hr) and including a factor of safety in the analysis, the effects of noise from the trucks will be minor in terms of the requirements of the Resource Management Act. * * *

PROPOSED INCREASED TRUCK NUMBERS & CHANGE OF HOURS

BROOKBY QUARRY

KIMPTONS ROAD BROOKBY

TRAFFIC ASSESSMENT

Prepared by P.R. Brown July 2013

Z:\2005_Projects\5005 - Brookby Quarry\2013 work\5005 - Report on increased truck numbers - finalised.doc

1 INTRODUCTION/OVERVIEW

This report discusses the traffic-related aspects of a proposal to change the operating hours and increase the number of truck movements associated with the transportation of aggregate that can occur to and from Brookby Quarry.

Quarry trucks travel along Kimptons Road (a Local Access road) and Twilight Road (a District Arterial road) to move between the quarry and Brookby Road. They also utilise the District Arterial road network in the wider area. The roads of interest to this investigation are Kimptons Road and Twilight Road. Both roads have been upgraded to a high standard with the last upgrading being undertaken in 2007/08 as an outcome of an Environment Court decision for Brookby Quarry.

The brief for this investigation is to determine the maximum number of trucks the route from Brookby Quarry to Brookby Road via Kimptons Road and Twilight Road can adequately accommodate given the various traffic-related characteristics and constraints along this route. These characteristics and constraints include the capacity of the road (based on its width and types of vehicles), capacity of the intersections, and the capacity of a one-way bridge.

This investigation has been carried out with each of the identified elements that define the route having been investigated in some detail and in a conservative manner, with the minimum of these components then defining the capacity of the analysed route.

It should be noted that from a traffic engineering perspective, the operational functionality of the road is determined by the number of traffic movements that occur per hour - as it is this metric, rather than the number of vehicles per day, that defines the operational performance (conflicts, delays etc.) of the road.

Having identified the capacity limit of the route, a traffic engineering assessment was then requested for changes to the quarry’s existing consent conditions – changes that include an increase in the number of truck movements that can occur.

In this regard, the key existing consent conditions relevant to this assessment allow:  a peak of 80 truck movements per hour (40 in and 40 out) to occur, with a maximum of 360 truck movements per day (180 in and 180 out);  the current load out hours to be 7.30am-5.30pm Monday to Friday inclusive, with no Saturday or Sunday load out activity.

The proposal is to increase these limitations to:  a maximum total of 120 truck movements per hour (60 in and 60 out) to occur, with a maximum of 5120 truck movements per week (2560 in and 2560 out);  the planned load out activities hours of operation which are Monday to Friday 7.00am to 6.00pm and Saturday 7.00am to 4.00pm.

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The site is located at the northern end of Kimptons Road, with vehicular access to and from the primary road network only possible via Twilight Road. The location of the site in relation to the surrounding properties and road network is shown in the following aerial photograph.

TO WHITFORD BROOKBY QUARRY

KIMPTONS ROAD

BROOKBY ROAD

TWILIGHT ROAD

BROOKBY SCHOOL CLEVEDON TO MANUREWA

Although the use of the roads in the wider area varies and is dependent on the origins and destinations of the trips being undertaken, all of the truck traffic generated by the quarry uses Kimptons Road and Twilight Road to access Brookby Road, where the traffic then splits to the north and south, and uses Whitford Park Road and Brookby Road respectively.

The classifications of these roads, as identified in the District Plan, are as follows:  Kimptons Road: Local Access Road  Twilight Road: District Arterial Road  Whitford Park Road: District Arterial Road  Brookby Road : District Arterial Road

These roads are shown in the following illustration (Council’s roading hierarchy), with the relevant area of the road network circled.

As described in the District Plan, the purpose of these roads is:  Local Roads: Roads whose primary function is property access;  District Arterials: Roads which are of strategic district importance, and a significant element in the local economy.

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KIMPTONS ROAD

BROOKBY ROAD

TWILIGHT ROAD

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2 THE EXISTING SITUATION

Traffic Activity to/from the Quarry – Existing Consent Conditions

As outlined above, the existing consent conditions impose a range controls on the truck movements, with these details including the following traffic-related limitations:  A peak of 80 truck movements per hour (40 in and 40 out) to occur, with a maximum of 360 truck movements per day (180 in and 180 out).  The current load out hours to be 7.30am-5.30pm Monday to Friday inclusive, with no Saturday or Sunday load out activity.

From a traffic engineering perspective the most significant condition in terms of the operational functionality of the road is the limitation of 40 inbound and 40 outbound quarry truck movements per hour, with this peak applying to every hour that truck movements can occur.

These are very important operational parameters, as the condition imposes a limitation on the number of trucks that will be using the local road network at the busiest times of the day, but does not impose any conditions on when, during the operational hours, this number of truck movements can occur.

Indeed, given the daily threshold that is also imposed, this hourly generation rate could occur over a continuous 4½ hour period, or could occur in any one or more hourly periods during the operating hours - provided the daily limit is not exceeded.

Traffic Activity to/from the Quarry – Current Operational Details

Daily records of the number of hourly truck movements are collected through an automated weighbridge system that records the number of truck movements in and out of the quarry on an hourly, daily, weekly, monthly and annual basis. This information provides an exact record of quarry truck movements and truck type.

These records show that in the past 16 months (January 2012 to 31 May 2013) there have been 67 separate daily occurrences when Brookby Quarry has had to turn away up to 10-15 trucks when the quarry has neared or reached its consented daily maximum truck movement limit. This existing consent condition requires Brookby not to exceed a daily maximum truck movement limit of 360 movements (180 in and 180 out).

The peak hourly movements of 80 movements per hour (40 in and 40 out) have not been exceeded to date with the highest recorded in an hour being 76 truck movements (38 in and 38 out).

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Existing Traffic Activity on Kimptons Road, Twilight Road, Brookby Road and Whitford Park Road

Traffic Volumes

Automated traffic counts were undertaken in October (West Road location only) and November 2012 (remaining sites) to obtain a detailed record of the traffic activity in the immediate area.

These counts span a 7-day period and were undertaken in the following locations:

Road Location Close to Street Number Kimptons Road North of Twilight Road Twilight Road East of Brookby Road West Road East of Tyldens Road 116 Brookby Road West of West Road 326 Brookby Road North of West Road 379 Brookby Road North of Twilight Road 450 Whitford Park Road West of Brookby Road 400

The approximate locations of these counts are shown in the following illustration:

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A summary of the two-way five-day and seven-day average daily traffic volumes (ADT) together with the (approximate) percentage and typical number of daily heavy commercial vehicles at each location is provided in the following table:

Road Location 5-day ADT 7-day ADT %age HCV Typ. no. HCV Kimptons Road North of Twilight Road 533vpd 409vpd 60% 356 Twilight Road East of Brookby Road 986vpd 908vpd 35% 387 West Road East of Tyldens Road 1771vpd 1651vpd 6% 100 Brookby Road West of West Road 3219vpd 3029vpd 10% 312 Brookby Road North of West Road 3586vpd 3454vpd 12% 451 Brookby Road North of Twilight Road 3839vpd 3687vpd 13% 462 Whitford Park Road West of Brookby Road 3823vpd 3677vpd 13% 460

With the weekend traffic flows being lower than those during the weekday, consideration of the existing and future traffic flows in this report has focussed on the busier weekday periods.

Quarry Truck Movements

Records kept by the quarry’s gatehouse during the week-long period in November 2012 when the tube counts were undertaken show the following level of truck movements to and from the quarry:

Inbound truck movements 19/11/2012 20/11/2012 21/11/2012 22/11/2012 23/11/2012 7:30am 11 21 23 18 21 8:30am 16 18 17 15 19 9:30am 14 19 16 18 22 10:30am 18 14 20 12 16 11:30am 20 19 20 18 21 12:30pm 21 16 20 13 20 1:30pm 18 17 21 16 20 2:30pm 15 13 20 15 15 3:30pm 12 13 13 7 12 4:30pm 0 1 2 4 1 TOTAL 145 151 172 136 167 (5-day average: 154 trucks per day)

Outbound truck movements: 19/11/2012 20/11/2012 21/11/2012 22/11/2012 23/11/2012 7:30am 11 20 21 17 17 8:30am 15 15 17 13 20 9:30am 12 17 16 16 16 10:30am 18 15 17 13 23 11:30am 20 19 22 16 19 12:30pm 19 18 20 18 18 1:30pm 20 15 22 15 20 2:30pm 16 16 19 12 16 3:30pm 12 12 16 11 14 4:30pm 2 3 2 5 3 TOTAL 145 150 172 136 166 (5-day average: 154 trucks per day)

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Collectively this data shows that on these days there was a consistency of truck traffic activity through the day, with the busier periods having approximately 50% of the allowable hourly limit occurring.

It is also noted that on the busiest day the total number of truck movements was very close to the maximum number allowable.

From enquiries made of the truck drivers by the gatehouse staff as they arrived and left, additional information has been obtained on the routes these drivers took to get to and from the quarry during six weekdays between Monday 19 November and Tuesday 27 November 2012.

Although the distributions vary on a day to day basis, overall, the distribution of inbound and outbound traffic during this surveyed period was:

Inbound traffic  From Alfriston via Brookby Road: 34.2%  From Whitford Park Road: 61.5%  From Clevedon via Twilight Road: 4.3%

Outbound traffic  To Alfriston via Brookby Road: 31.3%  To Whitford Park Road: 64.8%  To Clevedon via Twilight Road: 3.9%

Background traffic flows on Kimptons Road

A detailed assessment of the background traffic flows on Kimptons Road during this period in mid-to-late November 2012 is provided in Appendix 1.

In summary this analysis shows that at the southern end of Kimptons Road, the background (non-truck) traffic activity is typically in the order of 4-15 vehicles per hour in each direction through the 7.30-5.30 period of the weekday. Statistically, the average is 8 vehicles per hour in each direction over this period.

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Vehicle Speeds – Surrounding Roads

With the speed of traffic also able to be recorded by the tube counting equipment, the following table presents the highest daily 85th percentile speed in each direction for the Monday-Friday period. This 85th percentile statistical speed measurement is a frequently used indicator to assess the speed of traffic in an area.

Road Location 85%ile speed 85%ile speed east/northbound west/southbound Kimptons Road North of Twilight Road 72 km/hr 81 km/hr Twilight Road East of Brookby Road 86 km/hr 98 km/hr West Road East of Tyldens Road 102 km/hr 104 km/hr Brookby Road West of West Road 85 km/hr 80 km/hr Brookby Road North of West Road 86 km/hr 93 km/hr Brookby Road North of Twilight Road 98 km/hr 100 km/hr Whitford Park Road West of Brookby Road 84 km/hr 82 km/hr

It should be noted that these speed measurements are for all vehicles travelling in each direction in the 24 hour period of the day that had the highest 85th percentile speed. It therefore includes the speeds of light and heavy vehicles.

Vehicle Speeds – Close to Brookby School

To establish the speed of traffic on Brookby Road on the eastbound approach to Brookby School, speed measurements were carried out at the end of the school day using a Police- certified laser speed gun.

These measurements were made on Thursday 29 May 2013 and considered the speed of eastbound vehicles on Brookby Road during the final stages of their approach from the bridge to the school’s western property boundary. Once past this area, the travel past the school has the speed of vehicles decreasing from those measured to speeds typically in the order of 10-20km/hr as the vehicles approached/entered the roundabout.

Vehicles travelling in a westbound direction had similarly low speeds as they departed the adjacent roundabout, and then accelerated away from the area.

It should be noted that the vehicle classifications that have been used for this speed assessment are based on general appearance and vehicle configuration. These classifications are:  cars (of any type);  non-quarry trucks;  quarry-trucks.

The speed measurements that were made are provided in Appendix 2.

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From these measurements it has been established that the speed of all vehicles (including quarry trucks) on the eastbound approach close to the school’s western property boundary is not high and that statistically it appears as though the 85th percentile speeds of trucks is theoretically marginally lower than those of non-quarry trucks and other general traffic.

However, given the magnitude of the differences in the 85th percentile speeds, it has been concluded that there is no appreciable difference in speeds between the different types of vehicles close to the western boundary of the school at the end of the school day.

Vehicle Access to Local Properties

An assessment has been made of the driveways on Kimptons Road and Twilight Road that serve residential properties to establish if any have excessively restricted visibilities that are creating operational issues that could be cause for concern.

From an in-vehicle appraisal, and an external assessment next to a vehicle standing in each driveway (at a point where the vehicle would wait to turn onto the road), it has been concluded that there are no specific driveways with issues that are cause for concern.

This is due primarily to the preservation of the visibilities through maintenance and trimming of roadside vegetation. The resulting sight lines ensure that oncoming trucks are able to be seen an appropriate distance away.

Examples of these visibilities are shown in the following photographs:

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Non-motorised Activity on Kimptons Road

To establish the level of non-motorised traffic and pedestrian activity on Kimptons Road during periods when truck activity is and is not presently occurring, observations (including those using video cameras) have been undertaken on various occasions over an extended period of time.

Aside from the numerous observations that have been made during the business hours of the day as part of site visits and inspections of the local traffic environment, the most comprehensive surveying of these activities occurred in the following fine-weather periods:  6-9 April 2012 (being the Good Friday to Easter Monday period of Easter 2012);  Saturday 14 April 2012;  Friday 5 July 2013; and  Saturday 6 July 2013.

The overall extent of this coverage on Kimptons Road was from the quarry entrance to a point well down the road towards the one way bridge.

During these periods of surveying the following activities have been observed:  quarry staff undertaking weed maintenance and washing the road;  an occasional vehicle being parked on the side of the road;  other occasional vehicles towing trailers, associated with neighbouring properties, doing a U-turn, or being associated with NZ Post deliveries;  localised pedestrian movements to and from properties and road-side letterboxes;  negligible pedestrian and cyclist movements along Kimptons Road.

The following detailed activities were also recorded of other non-motorised movements along the extended section of road in the monitored periods:  a pedestrian left their parked vehicle and walked back to the quarry on 6 April (Good Friday) at 10:56am;  a pedestrian was observed walking on Kimptons Road close to the quarry on 6 April (Good Friday) at 1:32pm;

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 five cyclists were observed in a group on 7 April (Easter Saturday) between 9:11-9:20am;  two pedestrians were observed in a group on 7 April (Easter Saturday) at 12:51pm;  a cyclist as observed on 7 April (Easter Saturday) at 1:15pm;  a cyclist as observed on 7 April (Easter Saturday) at 3:22pm;  a person walked a dog along the side of the road on 8 April (Easter Sunday) at 2:40pm;  a real estate agent erected a sign close to the quarry entrance on 8 April (Easter Sunday) at 3:13pm;  4 cyclists were observed doing a U-turn on 9 April (Easter Monday) at 3:13pm;  telephone technicians were observed on 14 April (Saturday) between 10:35-10:38am and then again between 12:22 and 1:17pm;  a farmer on a quad bike was observed in the morning of Friday 5 and Saturday 6 July moving along Kimptons Road;  a couple was observed jogging on Kimptons Road toward Twilight Road from Liberte Palms property on Saturday 6 July at 7.46-7.48am and then again at 8.25am;  a couple was observed walking along Kimptons Road from a property close to the quarry entrance to the section of Kimptons Road beyond the quarry entrance (10.47am) and then later returned (11.35am) on Saturday 6 July;  a real estate agent erected an Open Home sign at 4.10pm on Saturday 6 July in Kimptons Road close to the quarry entrance, and then proceeded along that part of Kimptons Road beyond the quarry entry.

This level of non-motorised traffic activity on Kimptons Road is exceptionally low for the extent of the road and the time periods being considered. These results also confirm the exceptionally low use of Kimptons Road by non-motorised users that has been observed during site visits on other occasions.

Crash History

A study has been made of the injury and non-injury crash history for the latest full five year period (2008 to 2012 inclusive). Also included were the crashes that had occurred and had been processed in 2013.

The searched area captured Kimptons Road from the quarry entrance to its intersection with Twilight Road, and Twilight Road from Kimptons Road to (and including) its intersection with Brookby Road.

A diagrammatic and textual summary of this crash history is provided in Appendix 3 for reference purposes.

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In summary this crash history shows:  a total of 6 crashes have occurred in the 5+ years that have been investigated;  three crashes occurred in 2008;  three crashes occurred in 2012;  one of the crashes has involved a truck;  three crashes have involved vehicles losing control;  no crashes have included any form of non-motorised transport (pedestrians, cyclists, equestrian riders etc).

Aside from the truck crash, which could be of potential relevance and is discussed later, all of the other crashes do not show a pattern in terms of time, location and type that could be cause for concern and highlight an area that motorists are regularly experiencing problems in.

With respect to the truck crash, this occurred on a Friday (5 December 2008) at circa 10.35am, and included a truck (of some description1) turning right out of Twilight Road and being hit by a northbound Ford Ranger on Brookby Road, which then went into an adjacent ditch.

The reporting Police Officer, in their written summary of the crash, has noted that the cause of the crash was the truck driver “ … not concentrating on looking both ways and maybe fatigue on part of the truck driver” [sic].

Given the fact that the predominant use of the roads is by quarry and general trucks over the analysed time period, this crash does not highlight any problems being experienced by trucks using the section of Twilight Road between Brookby Road and Kimptons Road, and Kimptons Road between Twilight Road and the quarry access, that could be cause for concern.

On this basis it has been concluded that the crash history is not showing any evidence of any operational problems occurring that involve, or for that matter do not involve, quarry trucks in the studied area.

1 From the information available in the Police reports it is not possible to tell if it was a quarry truck or another one that had used Twilight Road.

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3 CAPACITY OF THE ROUTE

An assessment of the key access route to the quarry (Kimptons Road and the western section of Twilight Road) has been undertaken to determine the capacity of this route from a traffic engineering perspective.

This capacity is influenced by the following elements that make up the route:  route capacity analysis;  capacity of the intersections;  capacity of the Kimptons Road’s one-way bridge.

The limitations of each of these are discussed in detail below, with this assessment focused on the weekday traffic environment due to the higher traffic flows occurring in this period.

It should be noted that beyond the intersection of Twilight Road and Brookby Road (both of which are District Arterial Roads), the traffic generation of the quarry will become dispersed over an ever increasing number of roads and wider geographical area. It is for this reason that this current, and past, assessments of the route have only been taken to the intersection of Twilight Road and Brookby Road.

Route Capacity Analysis

To assess the capacity of the route detailed measurements have been made at 100 metre intervals and have been summarised in the table contained in Appendix 4. These design details reflect the upgrading that was undertaken in 2007/08 as a result of an agreement between the former Manukau City Council (MCC) and Brookby Quarry that the Environment Court Judge J.A Smith included as condition 39 in decision A/31/2007.

Specifically, this significant upgrading included road and shoulder upgrades and widening, provision of additional roading infrastructure (signage, lighting, guardrails etc), vegetation clearance for increased visibility, and pavement markings/delineation.

From recent observations, these works have achieved the desired aim of providing an appropriate roading corridor between Brookby Road and the quarry entrance that can accommodate the simultaneous movement of light traffic and a considerable number of heavy commercial vehicles.

As this table shows, the total carriageway width (useable roadway) now generally ranges from 9.3 metres to 11.8 metres (except in the vicinity of the one-lane bridge on Kimptons Road).

To determine the general capacity of Twilight Road and Kimptons Road (ignoring the one- lane bridge constraint at this stage), a detailed analysis of the situation has been carried out using the procedures prescribed in Section 4 (Uninterrupted Flow Facilities) of the Austroads document “Guide to Traffic Management Part 3: Traffic Studies and Analysis”, and in particular the procedures and equations provided in Section 4.1.1-Capacity.

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The key aspect of this section is the following quotation:

“The capacity of a single traffic lane will be affected by factors such as the pavement width and restricted lateral clearances, the presence of heavy vehicles and grades.”

This section goes on to state:

“The capacity of a significant length of a single traffic lane for the prevailing roadway and traffic conditions can be calculated by using the following equation:

C=1800FWFHV Where: C = capacity in vehicles per hour under prevailing roadway and traffic conditions FW = adjustment factor for narrow lanes and lateral clearances.... {more detailed provided in document} FHV = adjustment factor for heavy vehicles....{more detailed provided in document}”

Applying the defined analytical process results in the following equation:

C=1800 x 0.602 x 0.6253 Therefore C = 675 vehicles per hour per lane

On this basis the full-width two-way traffic volume limit is calculated to be approximately 1350 vehicles per hour.

Irrespective of the section of road being considered (Kimptons Road or that part of Twilight Road used by the quarry trucks):  the measurements that have been made have identified that the general formation width of both roads is greater than the width assumed in the calculations;  in virtually every location lateral clearances exist on the side of the road (unlike the analysis which has assumed that there are no lateral clearances available).

In light of the application of these conservative assumptions, it is considered that the resulting traffic flow limitation of 1350 vehicles per hour (total two-way flow) that has been calculated will in fact be lower than the limitation that will effectively exist.

During the weekends the lower volumes will result in the route having an even higher capacity.

2 Assuming a 3.2 metre wide traffic lane (despite them generally being wider than this) and also the conservative assumption that no lateral clearance is available on either side (factor obtained from Table 4.1) 3 assuming a 60% heavy vehicle content (being the highest percentage from traffic counts on Kimptons Road and Twilight Road) & a pcu factor of 2.00

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On this basis the capacity of the route between Brookby Quarry and Brookby Road via Kimptons Road and Twilight Road is more than 1350 vehicles per hour (total two-way flow). It should be noted that this parameter is a volume per hour, not a volume per day.

Capacity of the Intersections

Turning movement surveys have been undertaken at the intersections of Twilight Road with Brookby Road and Kimptons Road over the 12 hour period 6:30am-6:30pm on Monday 24 June and Tuesday 25 June 2013.

From these surveys it has been established that the traffic flows at the Brookby Road/Twilight Road intersection are higher than those at the Twilight Road/Kimptons Road intersection. Given this reality and the geometry of each intersection, it is expected that the Brookby Road/Twilight Road intersection will have the lowest reserve/spare capacity.

Despite this, an analysis of each intersection has been carried out for the one-hour period in the two surveyed days that had the highest hourly background traffic flow (excluding quarry trucks).

At each intersection this peak period occurred on:  Brookby Road/Twilight Road intersection: Monday 24 June between 4.30-5.30pm;  Twilight Road/Kimptons Road intersection: Monday 24 June between 5.00-6.00pm.

These time periods represent a worst-case situation and will be a more demanding scenario than during the weekends – when lower background volumes occur.

The SIDRA analysis that has been undertaken for each intersection has also:  used the latest version of the software that had been released a short time before this report was prepared. From a recent training course it is understood that this version has a much better short lane model;  conservatively assumed that all trucks are 20 metres long. This has been done to consider the effects of all quarry trucks being the longest truck and trailer combinations possible. In doing so, it is also conservatively assuming that all other heavy vehicles have the same length, despite a number of them being shorter;  considered speed and lane width factors on each approach to the intersection;  used the new give way priority rules.

From this analysis it has been established that these intersections have an abundance of reserve capacity from a traffic engineering perspective.

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The key performance indicators (KPI) for the flows that occurred in the peak times at each intersection on the surveyed days are as follows:

KPI Brookby Road/Twilight Road Twilight Road/Kimptons Road Degree of saturation 0.129 0.025 Average delay (intersection) 1.5sec 5.4sec Practical Spare Capacity 521.0% 3296.5% Effective Intersection Capacity 3835veh-hr/hr 3674veh-hr/hr Level of Service B A

As the number of quarry trucks at this time was not at the consented limit, this analysis has been repeated using the background flows plus 40 inbound and 40 outbound truck and trailer movements occurring in the analysed hour. The distribution of these trips used the patterns identified from the gatehouse surveys over six weekdays between Monday 19 November and Tuesday 27 November 2012 (reported earlier).

KPI Brookby Road/Twilight Road Twilight Road/Kimptons Road Degree of saturation 0.151 0.065 Average delay (intersection) 3.0sec 5.0sec Practical Spare Capacity 429.1% 1130.6% Effective Intersection Capacity 3750veh-hr/hr 2277veh-hr/hr Level of Service B A

By way of a comparison, if the surveyed quarry traffic is removed from the analysis, the background flows through this intersection would have resulted in the following KPIs:

KPI Brookby Road/Twilight Road Twilight Road/Kimptons Road Degree of saturation 0.129 0.020 Average delay (intersection) 1.5sec 5.7sec Practical Spare Capacity 521.0% 4906.2% Effective Intersection Capacity 3811veh-hr/hr 3474veh-hr/hr Level of Service B A

This analysis shows that the capacity of the intersections is very high and well above the traffic flows that are being considered.

Therefore this analysis does not define the lower limitation of the assessed route’s capacity.

This analysis also confirms the on-site observations that have been made and the view that these intersections are able to comfortably accommodate the existing and consented truck movements during the busiest periods of the weekdays and weekends, and still have an abundance of reserve capacity from a traffic engineering perspective.

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Kimptons Road - One Way Bridge Constraint

Aside from the capacity of the two-way route which has been discussed in detail above, the capacity of Kimptons Road is also constrained by the capacity of the road’s one-lane bridge.

Previous assessments of this bridge have drawn on the findings of a research report written by L.R. Saunders and published by the (then) National Roads Board (now NZTA) in 1990.

Given the age, statistical basis, and inability to consider precise operational behaviour and characteristics of a particular bridge by this research report, the analysis of the one-way bridge for this assessment has drawn on sophisticated micro-simulation modelling software.

This analysis has been carried out by SKM using the S-Paramics software program.

This micro-simulation was undertaken using detailed physical and operational measurements, including:  the speed and acceleration/deceleration profiles for laden (50t gross weight) and unladen quarry trucks (using GPS-instrumented truck & trailer vehicles);  the locations of the stop/holding positions on each side of the bridge;  the widths of the road in the area;  the priority that is imposed on the bridge;  the length of the bridge;  use of information that provided background traffic flows estimates.

To test the operational performance of the bridge, this modelling considered the following four traffic flow scenarios:  40 unladen trucks to the quarry and 40 laden trucks per hour from the quarry;  80 unladen trucks to the quarry and 80 laden trucks per hour from the quarry;  100 unladen trucks to the quarry and 100 laden trucks per hour from the quarry;  120 unladen trucks to the quarry and 120 laden trucks per hour from the quarry.

The report prepared by SKM as been provided for reference purposes and forms Appendix 5 of this report.

This report contains a number of detailed operational statistics including travel times and queues.

The key findings insofar as the queuing is concerned (which can be more easily appreciated on-site) is summarised in the report and is as follows:  a queue of 2 vehicles will occur once every 4 hours with 40 trucks in each direction;  a queue of 2 vehicles will occur 3 times per hour with 80 trucks in each direction;  a queue of 2 vehicles will occur 5 times per hour with 100 trucks in each direction;  a queue of 2 vehicles will occur 7 times per hour with 120 trucks in each direction.

The analysis also notes that a queue of three vehicles is only likely to occur once every 1½ hours in the 100 and 120 trucks (in each direction) scenario.

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Although it would be up to the Road Controlling Authority to determine what operational conditions and limitations would be appropriate, based on this detailed micro-simulation, it is expected that the resulting queues and delays will impose an effective limitation on the one-way bridge of more than some 100 trucks per hour in each direction - excluding the incidental light vehicles.

This is equivalent to a total flow of more than 200 trucks plus incidental light vehicles per hour.

It is noted that the following condition was imposed on an earlier consent for the quarry required:

35A Pursuant to section 128 of the Resource Management Act 1991, Auckland Council may one year after the granting of this consent review the conditions of this consent to determine whether additional measures need to be imposed with respect to the existing one way bridge on Kimptons Road (Quarry Bridge) to address effects on safety, queuing and waiting times arising from the exercise of this consent.

Although this condition has lapsed as a result of the time period/limitation that is specified, it is considered that the same or a similar condition is not required given:  the fact that the one-way bridge has been able to comfortably accommodate the consented flows without creating operational problems that could be cause for concern;  the more sophisticated micro-simulation analysis that has been done of the one-way bridge.

Summary of Route Constraints

Based on the above analysis, it has been established that:  the capacity of the route that is defined by the limitations of its various components will be lowest during the weekdays when the volumes are at their highest;  the capacity of the route between Brookby Quarry and Brookby Road via Kimptons Road and Twilight Road is expected to be more than 1350 vehicles per hour (total two-way flow);  the capacities of the Kimptons Road/Twilight Road and Twilight Road/Brookby Road intersections are exceptionally high and are well above the limitations imposed by other constraints on the assessed corridor;  the capacity of the one-lane bridge is greater than 100 trucks per hour in each direction excluding incidental light vehicles (more than 200 vehicles per hour total two-way flow).

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4 ASSESSMENT OF PROPOSED CONDITIONS

As outlined above, the existing traffic-related consent conditions impose a range of controls on the truck movements, with the application making a number of changes to them. Those with a particular traffic engineering relevance are as follows:

Detail Current limitation Proposed limitation Peak number of movements 80 truck movements per hour 120 truck movements per hour per hour (40 in and 40 out) (60 in and 60 out) Number of movements per 360 truck movements per day 5120 truck movements per week day (180 in and 180 out) (2560 in and 2560 out) Truck Movements Monday-Friday 7.30am-5.30pm 7.00am-6.00pm Truck Movements Saturday none 7.00am-4.00pm

From a traffic engineering perspective, the most significant condition in terms of the operational functionality of the road is the limitation on the number of inbound and outbound quarry truck movements that can occur per hour - as this threshold defines the number of trucks that will be using the local road network at the busiest times of the day.

With the current and proposed conditions not specifying when the peak number of movements can occur, it has been concluded that this threshold could occur in any one of the hours of operation.

For this reason, the nett effect of the proposed changes is the increase from 80 truck movements per hour (40 in, 40 out) to 120 truck movements per hour (60 in, 60 out).

In effect, this change results in the potential for the route to have an additional 20 inbound and 20 outbound trucks per hour over the operating hours, all of which will have to use Kimptons Road.

Capacity of the Route

In terms of the capacity of the route, the analysis described earlier has shown that the critical section of the route to and from the quarry (that section between Brookby Road and the quarry entrance) will have significant reserve capacity. The reserve capacity is a direct result of the road being upgraded in 2007/2008.

With this estimated to be at least 1350 vehicles per hour (two-way flow) during the weekdays, the increased traffic volumes are expected to result in traffic flows that will be substantially below this number.

Consequently it is expected that the capacity of the route will not be reached by the proposed changes, and the route will continue to function in an acceptable manner from a traffic engineering perspective.

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Capacity of the Intersections

The analysis of the intersection capacities has used the surveyed base flows (that is it has excluded the surveyed quarry traffic), and has then assumed 60 truck and trailer movements into the quarry and 60 truck and trailer movements away from the quarry. The distribution of these trips has been made in accordance with the destinations obtained from the survey carried out at the gatehouse over six weekdays between Monday 19 November and Tuesday 27 November 2012 (discussed above).

The results of this analysis are as follows:

KPI Brookby Road/Twilight Road Twilight Road/Kimptons Road Degree of saturation 0.193 0.097 Average delay (intersection) 3.7sec 5.0sec Practical Spare Capacity 314.5% 720.9% Effective Intersection Capacity 3140veh-hr/hr 1929veh-hr/hr Level of Service B A

This analysis shows that the capacity of the intersections is very high and is well above the traffic flows than have been considered. Therefore this analysis does not define the lower limitation of the assessed route’s capacity.

These intersections will continue being able to comfortably accommodate the additional truck movements during the busiest periods of the weekdays and weekends, and still have an abundance of reserve capacity from a traffic engineering perspective.

On this basis the intersections of Twilight Road with Kimptons Road and Brookby Road will not experience capacity-related problems, and nor be the defining capacity limitation along the assessed route.

Impact on the One-way Bridge

With the detailed micro-simulation of the one-way bridge concluding that the performance at 80 and 100 trucks per hour in each direction (plus incidental light traffic) achieves a satisfactory outcome, the addition of 20 extra trucks in each direction (to achieve a total of 60 trucks in and 60 trucks out per hour) results in the overall future flows across the bridge being towards the lower end of the range that has been tested by the simulations.

Therefore from the results of the micro-simulation at much higher truck volumes it has been concluded that the operation of the one-way bridge and its approaches will remain satisfactory and not have any operational issues created by capacity constraints.

Consequently it is considered that no operational problems will arise as a result of the additional traffic using the one-way bridge and its two existing approaches.

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Impact on Local Non-Motorised Traffic

The additional flows are also not expected to adversely interact with any non-motorised traffic movements that have been observed occurring on Twilight Road (from Brookby Road to Kimptons Road) or on Kimptons Road.

The detailed video observations of these non-motorised activities on Kimptons Road have shown that they generally occur in localised areas and/or on weekends. These observations also show that there is a very low level of activity occurring on Kimptons Road, with the few pedestrian movements that have been observed occurring expected to be accommodated and adjusted slightly with the presence of additional quarry trucks.

Specifically, the movements that occurred in trafficable road space during periods when there was an absence of any vehicles at that time are expected to continue in this or a similar manner in the future when vehicles are not present. When vehicles are present these movements are expected to occur in a similar manner to what has been observed occurring elsewhere on the road as vehicles have passed. In both situations the resulting outcome is acceptable, with the latter not expected to be a regular occurrence due to the exceptionally low level of non-motorised activity observed occurring in the area during the weekdays and weekends.

These changes are not considered to necessitate the need for any changes to the formation widths of the road that were confirmed by the Environment Court and implemented in 2007/08.

Impact on Wider Roading Network

Beyond the Kimptons Road/Twilight Road area, the additional 20 inbound and 20 outbound movements per hour will become part of the traffic environment in the wider area, and this additional traffic is expected to be easily absorbed into the existing traffic flows during the weekdays and the weekends.

Insofar as the flows on Brookby Road and Whitford Park Road are concerned, the increased number of trucks will vary and will depend on the origins and destinations of the trips, the driver’s preferred routes, and the prevailing traffic conditions on the wider regional roading network.

As a guide, the distribution of vehicles in the short to medium term is expected to remain in the same general proportions as those currently occurring users.

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For ease of reference, the distributions obtained from a recent survey show the following:

Inbound traffic  From Alfriston via Brookby Road: 34.2%;  From Whitford Park Road: 61.5%;  From Clevedon via Twilight Road: 4.3%. Outbound traffic  To Alfriston via Brookby Road: 31.3%;  To Whitford Park Road: 64.8%;  To Clevedon via Twilight Road: 3.9%.

If these distributions are assumed to remain unchanged, the effect of adding 20 extra inbound and 20 extra outbound truck trips per hour will result in the following increased truck flows on each of these directional routes:

Inbound traffic  From Alfriston via Brookby Road: 7 extra trucks per hour;  From Whitford Park Road: 12 extra trucks per hour;  From Clevedon via Twilight Road: 1 extra truck per hour. Outbound traffic  To Alfriston via Brookby Road: 6 extra trucks per hour;  To Whitford Park Road: 13 extra trucks per hour;  To Clevedon via Twilight Road: 1 extra truck per hour.

On the conservative assumption that this level of traffic activity is sustained over the proposed 11 hour load-out period of the weekday, these additional flows would add the following extra truck movements to the existing/background weekday traffic flows:

Inbound traffic  From Alfriston via Brookby Road: 77 extra trucks per day;  From Whitford Park Road: 132 extra trucks per day;  From Clevedon via Twilight Road: 11 extra truck per day. Outbound traffic  To Alfriston via Brookby Road: 66 extra trucks per day;  To Whitford Park Road: 143 extra trucks per day;  To Clevedon via Twilight Road: 11 extra truck per day.

These increases are not large from a traffic engineering perspective, with the largest directional flows (143 extra trucks per day northbound, 132 extra trucks per day southbound) on Whitford Park Road expected to result in, on average, one additional truck every five minutes in each direction when, at some point in the future, the maximum number of additional movements is achieved.

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On Brookby Road to/from Alfriston (and past Brookby School), the increase amounts to approximately one extra truck in each direction every 8½-10 minutes when, at some point in the future, the maximum number of additional movements is achieved.

During the more intensive afternoon peak period at the end of the school day (that typically lasts some 30 minutes), this theoretical increase is likely to result in, on average, about three additional trucks passing the school in each direction.

Through the more remote connection offered by Twilight Road to/from Clevedon, the increased use is expected to amount, on average, to about one extra vehicle an hour in each direction.

These additional volumes will not create operational problems on the road network, and when considered against the background traffic flows, are likely to be less than the variability that presently occurs.

Indeed, with variability also occurring in the number of truck movements that occur, the actual increases are expected to be less than these estimates on a number of occasions.

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5 POTENTIAL CUMULATIVE EFFECTS

An application for resource consent has been lodged for a cleanfill to operate at a site that is located a relatively short distance to the east on Twilight Road. At the time of writing, this application had not been granted consent.

Despite this, the details as contained in the application have been considered in this assessment to assess the potential cumulative effects if the application as lodged is granted consent.

The location of this cleanfill site in relation to Brookby Quarry is identified in the following aerial photograph.

BROOKBY QUARRY

KIMPTONS ROAD

TWILIGHT ROAD

CLEANFILL SITE

Access to and from this property is expected to be via Twilight Road and Brookby Road, with single unit trucks estimated to make up approximately 80% of these movements and truck & trailers making up the remaining 20% of the movements.

The application has estimated that the highest traffic generation for the cleanfill site during the year will be:  an average4 of 200 truck movements (100 deliveries generating 100 arrival traffic movements and 100 departure movements) and;  a maximum of 280 movements per day (140 deliveries generating 140 arrival traffic movements and 140 departure movements).

4 with the period over which the average is calculated being one month

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This total number of vehicles is a reflection of the anticipated average 160 movements per day and maximum 240 movements per day expected for the proposed cleanfill operation, and the inclusion of 20 consented inbound and 20 consented outbound truck trips for an existing activity that can occur during part of the year.

At these rates, the cleanfill is expected to have a life of 5-10 years before finished levels for which consent are being sought are achieved.

These maximum numbers are not expected to occur every day, as some days will have particularly low numbers of vehicles.

To estimate what the cumulative average traffic volume on Twilight Road will be from this application and the proposed expansion at Brookby Quarry, the following analysis has been undertaken for the 5-10 year period when the cleanfill is expected to be in operation:

Existing Twilight Road flows (5-day ADT): 986veh/day (two-way volume) Less 5-day average truck movements from existing Brookby Quarry : 154(in) + 154(out)veh/day Equals Background traffic volumes: 678veh/day (two-way volume) Plus Anticipated average cleanfill traffic 200veh/day (two-way volume) Plus Brookby Quarry average future traffic 120veh/hour x 11 hours = 1320veh/day (two-way volume) Equals Twilight Road flows (5-day ADT): 2198veh/day (two-way volume)

In effect the cumulative impact of having the cleanfill and the proposed expansion of Brookby Quarry operating at their desired average limits will result in the traffic flows on Twilight Road between Kimptons Road and Brookby Road increasing, on average, by some 1212 vehicles per day5 (from circa 986 vehicles per day to circa 2198 vehicles per day).

This resulting flow will continue to result in the future traffic volume on Twilight Road being less than 3000 vehicles per day, and thus will continue to remain in Austroad’s 1000-3000 vehicles per day category for roading standards that was used as the basis for the Environment Court-endorsed upgrading of the route undertaken in 2007/2008.

Despite this theoretical assessment, in reality it is expected that the truck limits for each operation will not occur at the same time, and therefore the overall traffic volumes will be lower.

This will result in the compounding effects of these additional traffic movements being less on a number of occasions than that estimated above, with the suppression of the flows from these theoretically assessed levels being influenced by the variability in the demand or supply of material that will occur on an hourly, daily, weekly, monthly and seasonal basis.

5 two-way flow

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For this reason it is considered that the current upgraded section of Twilight Road from Brookby Road to Kimptons Road will not require further upgrading as a result of the cumulative effects of the proposed cleanfill and quarry applications.

Despite this view, a detailed review of the route between the quarry entrance and Brookby Road has been undertaken with John Neill of Opus International Consultants Ltd, who is thoroughly familiar with the area, and who acted for Council on traffic matters during previous Court proceedings. This review has confirmed that the current roading details are considered appropriate for the anticipated increased traffic movements.

An analysis of the impact on the intersections from the cumulative truck volumes arising from the background flows, the 60 inbound and 60 outbound quarry truck trips sought by the subject application, and the additional new and consented trips anticipated by the cleanfill has been carried out.

For the purposes of this analysis, the distribution of these latter cleanfill trips has assumed:  the maximum daily volumes (280 movements per day) are spread uniformly through the 11 hour operating day;  all trucks use Twilight Road to Brookby Road,  the directions of approach and departure at the Brookby Road intersection are split 50%/50% in each direction (inbound/outbound) and 50%/50% to/from each origin/destination (north/south).

The analysis of the intersection capacities under this potential cumulative scenario gives the following KPIs:

KPI Brookby Road/Twilight Road Twilight Road/Kimptons Road Degree of saturation 0.227 0.103 Average delay (intersection) 4.1sec 5.3 sec Practical Spare Capacity 252.7% 674.8% Effective Intersection Capacity 2786veh-hr/hr 2073veh-hr/hr Level of Service B A

This analysis shows that the capacity of the intersections is very high and well above the traffic flows than have been considered. Therefore this analysis does not define the lower limitation of the assessed route’s capacity.

These intersections will continue being able to comfortably accommodate the additional truck movements associated with both applications during the busiest periods of the weekdays and weekends, and will still have an abundance of reserve capacity from a traffic engineering perspective.

On this basis, the intersections of Twilight Road with Kimptons Road and Brookby Road will not experience capacity-related problems and nor be the defining capacity limitation along the assessed route under this potential cumulative assessment.

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4 CONCLUSION

A comprehensive analysis has been carried out to assess the likely capacity of the route used by quarry trucks to move between Brookby Quarry and Brookby Road.

From this, it has been established that the likely future demand (in isolation and cumulatively when an adjacent proposed cleanfill operation is considered) can be accommodated by the existing roading infrastructure without any difficulties.

With recent upgrading works that were consented by the Environment Court having improved the route, no additional upgrading is considered necessary for what will be a theoretical potential increase of 20 inbound and 20 additional outbound truck movements per hour. It is considered that this potential increase can be accommodated by the existing roading infrastructure without any difficulties.

With no evidence that the current truck activity on Kimptons Road and Twilight Road is creating operational problems in the area, it is considered that the proposed increase can be accommodated without creating any operational difficulties.

In terms of roading capacity, the estimated capacity of 1350vph at the most constraining point is significantly higher than the vehicle movements that will now occur.

In terms of the one-way bridge, the 60 truck movements per hour in each direction are well below the number of vehicles per hour that have been demonstrated by simulation to be successfully accommodated.

The analysis of the intersection has also shown that these have significant reserve capacity that is well beyond the anticipated volumes that are expected with the application, and the potential cumulative effects of an adjacent proposed cleanfill. Therefore, there are no capacity issues with the intersections in the immediate area.

Finally, it is considered that there are no specific issues associated with the private driveways that serve residential properties on the sections of Kimptons Road and Twilight Road that will be used by the quarry trucks.

For these reasons it is considered that the proposed traffic-related changes to the conditions of consent are acceptable from a traffic engineering perspective.

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Appendix 1

Analysis of Kimptons Road Background Traffic Flows

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Appendix 2

Laser Speed Gun Speed Measurements on Eastbound Approach of Brookby Road to Brookby School

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Speed of eastbound vehicles on Brookby Road on the final stages of their approach to Brookby School’s western property boundary at end of the school day.

Survey undertaken Thursday 29 May 2013

Time Car speeds Non-quarry truck speeds Quarry truck speeds 2:55pm 41km/hr 30 km/hr 2:56 33 km/hr 2:57 38 km/hr 45 km/hr 2:58 41 km/hr 25 km/hr 55 km/hr 2:59 38 km/hr 30 km/hr 50 km/hr 3:00 34 km/hr 50 km/hr 34 km/hr 37 km/hr 3:03 38 km/hr 38 km/hr 3:04 37 km/hr 34 km/hr 3:05 29 km/hr 3:07 43 km/hr 48 km/hr 3:08 52 km/hr 3:09 49 km/hr 44 km/hr 3:10 37 km/hr 48 km/hr 54 km/hr 3:13 56 km/hr 48 km/hr 3:15 45 km/hr 85th% 49.6 km/hr 51.6 km/hr 48.8 km/hr

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Appendix 3

Crash History

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Appendix 4

Road Cross-Sections

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Appendix 5

SKM Modelling Report

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File Note

Date 20 December 2012

Project No ZB01351

Subject Brookby Quarry S-PARAMICS Modelling

1. Introduction Kaipara Limited have requested that SKM undertake a micro-simulation modelling exercise to establish the likely impacts of additional truck movements to and from Brookby Quarry. The study area is a single lane bridge on Kimptons Road approximately 4km north west of Clevedon, south of Auckland. This bridge is highlighted in Figure 1-1.

 Figure 1-1 Study area

In order to assess the likely impacts of additional quarry traffic, the following steps have been undertaken:

 A base model with existing levels of quarry traffic has been constructed. Surveys indicated typical quarry flows of 40 un-laden trucks in per hour, 40 laden trucks out per hour (understood to be currently consented). Additional quarry traffic demands have been assigned onto the model network for the following scenarios:

 A total of 80 un-laden trucks in per hour, 80 laden trucks out per hour

 A total of 100 un-laden trucks in per hour, 100 laden trucks out per hour

 A total of 120 un-laden trucks in per hour, 120 laden trucks out per hour

 Levels of queuing and delay have been captured for each vehicle in a typical modelled hour to demonstrate the likely impacts of the additional quarry traffic.

These steps are outlined in more detail in the following sections.

ZB01351 Brookby Modelling Report v01b.docx SINCLAIR KNIGHT MERZ PAGE 1 File Note

2. Base model construction 2.1 Networks S-Paramics is a micro-s im ulation modelling package which simulates individual vehicle movements to so that observed conditions can be accurately reflected.

In S-Paramics, the movement of individual vehicles is governed by three interacting models representing vehicle following, gap acceptance and lane changing. Vehicle dynamics are relatively simple, combining a mixture of driver behaviour and some limitations based on vehicles' physical type and kinematics (e.g. size, acceleration/deceleration). These models are applied simultaneously at the level of individual vehicles which aggregate to display the characteristic features of congested traffic flow which have hitherto proved difficult to model deterministically1.

The model construction consists of a road network and vehicle demands. The road network is shown in Figure 2-1 with the model constructed using an aerial photograph, site photographs and site measurements to ensure that key measurements are accurate. These include:

 Road alignment and swept paths

 Road widths

 Road lengths

 Figure 2-1 Model extents

The target speed on the links has been set at 50kph in line with site observations.

1 PARAMICS 2010 Reference Manual ZB01351 Brookby Modelling Report v01b.docx SINCLAIR KNIGHT MERZ PAGE 2 File Note

Key vehicle dynamics were recorded for laden and un-laden quarry trucks and shown in Figure 2-2 and Figure 2-3 for un-laden and laden trucks respectively.

The trajectories from left to right represent:

 Free flow truck with priority (two trajectories in Figure 2-2)  Truck slowing to yield to oncoming vehicles

 Truck stopping to wait for bridge to clear and then accelerating from stationary

 Figure 2-2 Un-laden trucks’ trajectories

 Figure 2-3 Laden trucks’ trajectories

It is noted that the time stopped due to oncoming vehicles is not captured by the above trajectories. The information which is used is the time it takes to travel from the bridge approach (where the road narrows so that vehicles cannot pass one another) to the bridge

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departure (where the road widens to where vehicles can pass each other again). A truck acceleration of 0.5ms-2 has been calculated from the trajectories of both the laden and un- laden trucks which has replaced the default acceleration value of 1.4 for a Paramics OGV.

Perhaps more important than the acceleration are the following key points of note from Figure 2-2 and Figure 2-3:

 It takes approximately 7-10 seconds for a truck with priority to cross the length where two vehicles cannot pass (the bridge and approaches)

 It takes approximately 13 seconds for a truck starting from stationary to cross the length where two vehicles cannot pass (the bridge and approaches)

In order to reflect the priority situation at the one way bridge, the following vehicle actuated signal loops have been used:

 An initial westbound loop has been added at the eastern end of the bridge (Loop001) in Figure 2-4. When a vehicle passes over this loop, the signals at the western end of the bridge turn red for vehicles wishing to pass over the bridge for 10 seconds to allow the westbound vehicle to clear the length where two vehicles cannot pass (the bridge and approaches). Westbound Loop003, through the signals extends the eastbound stopped time to 8 seconds which has no impact if only one vehicle is travelling westbound, but means that if there is a platoon of westbound vehicles, the last vehicle in the platoon will still have 8 seconds to clear the length where two vehicles cannot pass (the bridge and approaches). A final loop is at the signal stop line which stops the eastbound signals for 13 seconds should a truck have to accelerate across the bridge from stationary.

 An eastbound loop has been added at the western end of the bridge (Loop002) in Figure 2-4. When a vehicle passes over this loop, the signals at the eastern end of the bridge turn red for vehicles wishing to pass over the bridge for 10 seconds to allow the eastbound vehicle to clear the bridge. The other two eastbound loops have the same functionality as the westbound loops.

 Figure 2-4 Signal and loop locations

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It should be noted that the westbound Loop001 (at the eastern quarry side of the bridge) is upstream of the signals which means that westbound vehicles have priority (unless an eastbound vehicle is already on the bridge when a westbound vehicle is approaching)

By stopping the signals for 10 seconds, this will have a conservatively high impact for westbound vehicles, and accounts for the fact that eastbound vehicles will be a mixture of those that have not had to slow (with a crossing time of 7 seconds) and those that have (with a crossing time of 10 seconds), noting that the loop is downstream of the westbound signal.

2.2 Demands Survey information recorded on the week 19th-23rd November 2012 indicate an average (across all surveyed days) maximum (across each day) background flow of 15vph in each direction across the bridge. This varied between 1 and 16 maximum in each direction so 15vph is considered conservatively high with respect to assessing likely maximum impacts. When lower levels of background traffic are present, this would reduce the likelihood of conflicts at the bridge and therefore reduce the impacts from those presented in this note.

Current truck flows are an average (across all surveyed days) maximum (across each day) of 20vph.

Given the relatively unpredictable nature of the traffic volumes each day, a “typical” hour is being modelled with background flows of 15vph in each direction, with the truck volumes to be added on top. A 15 minute warm up period has also been included to ensure that the network is appropriately pre-loaded (this is not significant in the base but may result in several vehicles being on the network at the start of the formal modelled hour for greater quarry truck volume options.

In line with site observations and through discussion with the quarry manager, vehicle profiles are set as follows:

 Each 5 minute time slice contains the same number of vehicles (so for example, if 120 trucks per hour were released, 10 would be released within each 5 minute time slice.

 Within each time slice, the release rate is random.

In reality, the trucks exiting the quarry are likely to be more closely metered minute by minute by the quarry facilities, and so the random departures within each 5 minute model time slice will provide a greater likelihood of vehicle conflicts than would actually occur, providing conservatively greater impacts in the model.

2.3 Calibration Due to the corridor nature of the site, observed traffic volumes are being directly loaded onto the network and therefore flow calibration is not required.

Site observations indicated minimal queuing or delays which occurred so intermittently that it is not considered appropriate to validate the base model to travel times or queues.

The features which have been calibrated are:

 The network configuration

 Vehicle dynamics (truck accelerations)

 Priority replication (vehicle actuated signals at the bridge)

 Vehicle demands by type

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It is considered that the process set out in Sections 2.1 and 2.2 demonstrates a robust model build process.

3. Option models Four scenarios have been modelled:

 40 un-laden trucks in per hour, 40 laden trucks out per hour (understood to be currently consented)

 80 un-laden trucks in per hour, 80 laden trucks out per hour

 100 un-laden trucks in per hour, 100 laden trucks out per hour

 120 un-laden trucks in per hour, 120 laden trucks out per hour

All other parameters from the base models have been retained, with only the quarry vehicle demands changing. The background traffic is assumed to be maintained at approximately 15vph given the rural nature of this area and the other land uses in the vicinity.

4. Model outputs The following information has been extracted from 8 runs of each of the Paramics models to reduce the impact of anomalous results:

 Average travel time from one end of the model to the other, including the distribution of travel times by vehicle class.

 Queuing at the eastern and western end of the bridge.

Note that due to the low levels of congestion in this area, a judgement on the acceptability of these travel times and queuing levels is not provided here, simply full model outputs for transparency and interpretation.

4.1 Travel times Below are the proportion of vehicle travel times from approximately 200m west of the bridge to 200m east of the bridge and vice versa for each option:

 Option 40: 40 trucks per hour to the quarry, 40 trucks per hour from the quarry

 Option 80: 80 trucks per hour to the quarry, 80 trucks per hour from the quarry

 Option 100: 100 trucks per hour to the quarry, 100 trucks per hour from the quarry

 Option 120: 120 trucks per hour to the quarry, 120 trucks per hour from the quarry

Outputs are summarised by vehicle type and direction separately first, followed by a summary for all vehicles.

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 Figure 4-1 Travel times eastbound cars

As can be seen in Figure 4-1, there are typically 2 delayed cars per hour in the base case, with this number increasing to 3 with 80 or 100 trucks per hour (in each direction) and 8 with 120 trucks per hour.

For those cars which are delayed, delays are less than 10 seconds in the base case. With 80 or 100 trucks per hour 2 vehicles are delayed by up to 10 seconds and an additional 1 vehicle is delayed by up to 20 seconds. For 120 trucks per hour, 4 vehicles are delayed by up to 10 seconds, 2 vehicles by up to 20 seconds and 1 vehicle by up to 30 seconds.

 Figure 4-2 Travel times eastbound trucks

For trucks, the impacts is slightly greater than for cars due to the higher impact of giving way to oncoming vehicles at the one way bridge. Figure 4-2 shows the increasing truck volumes in each option. The bridge appears to allow approximately 50 trucks per hour un-delayed, with the delays to the additional trucks increasing from up to 20 seconds in the base model, to up to

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40 seconds with the higher truck volumes. The proportion of trucks delayed by up to 10 seconds and up to 20 seconds are the most significant increases.

 Figure 4-3 Travel times westbound cars

The impact on cars in the westbound direction with priority on the one way bridge is negligible, with less than 1 car per hour impacted by more than 10 seconds.

 Figure 4-4 Travel times westbound trucks

The westbound laden truck travel times increase by up to 10 seconds for approximately 10, 15 and 20 trucks per hour for the 80, 100 and 120 additional truck scenarios respectively. The delays up to 20 seconds occur for approximately 10, 15 and 20 trucks per hour for the 80, 100 and 120 additional truck scenarios respectively.

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 Figure 4-5 Travel times all vehicles

Figure 4-5 shows that with balanced flows in each direction, the two-way capacity of the bridge with negligible delay is approximately 140vph.

 Figure 4-6 Travel times all vehicles (proportions)

The proportion of delayed vehicles increases from approximately 20% with 40 trucks per hour, to 30% with 80 trucks per hour, 40% with 100 trucks per hour to 50% with 120 trucks per hour. Delays greater than 20 seconds rise from approximately 0% with 40 trucks per hour, to 2% with 80 trucks per hour, 4% with 100 trucks per hour to 6% with 120 trucks per hour. Maximum delays are 40 seconds, and this only for approximately 1% of vehicles in the 100 or 120 truck scenarios.

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4.2 Queue comparisons Due to the very low levels of congestion in the models, queue detectors only picked up a queue (more than one vehicle waiting at the bridge) as shown in Table 4-1.

 Table 4-1 Queues per hour

Queue length 40 trucks/hour 80 trucks/hour 100 trucks/hour 120 trucks/hour 2 vehicles 0.25 2.88 4.5 7.0 3 vehicles 0 0 0.63 0.63

These figures can be interpreted as the number of queues of this length in a period of time, or the likely time between these queues, as shown in Table 4-2.

 Table 4-2 Likely time between queues in minutes

Queue length 40 trucks/hour 80 trucks/hour 100 trucks/hour 120 trucks/hour 2 vehicles 240 21 13 9 3 vehicles 0 0 96 96

In other words, on average there would be a queue of 2 vehicles once every 4 hours with 40 trucks per hour, 3 times an hour with 80 trucks per hour, 5 times an hour with 100 trucks per hour and 7 times an hour with 120 trucks per hour. A queue of 3 vehicles is only likely to occur once every hour and a half in the 100 and 120 trucks per hour scenarios.

It is important to note that these are conservative figures with platooning possible in the model within a 5 minute period which would be unlikely in reality due to the metering effect of the quarry.

5. Summary A base S-Paramics model has been calibrated to the existing network configuration, traffic volumes and vehicle characteristics.

Four option tests have been run with between 40 and 120 quarry trucks eastbound and between 40 and 120 quarry trucks westbound.

Outputs from the modelling of these options using the calibrated S-Paramics model indicate that the proportion of delayed vehicles increases from approximately 20% with 40 trucks per hour, to 30% with 80 trucks per hour, 40% with 100 trucks per hour to 50% with 120 trucks per hour. Delays greater than 20 seconds rise from approximately 0% with 40 trucks per hour, to 2% with 80 trucks per hour, 4% with 100 trucks per hour to 6% with 120 trucks per hour. Maximum delays are 40 seconds, and this only for approximately 1% of vehicles in the 100 or 120 truck scenarios.

On average there would be a queue of 2 vehicles once every 4 hours with 430 trucks per hour, 3 times an hour with 80 trucks per hour, 5 times an hour with 100 trucks per hour and 7 times an hour with 120 trucks per hour. A queue of 3 vehicles is only likely to occur once every hour and a half in the 100 and 120 trucks per hour scenarios.

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Darren Fidler NZ Modelling Leader Phone: 0210318707 E-mail: [email protected]

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Social Effects of Proposed Changes at Brookby Quarry with Specific Reference to Amenity Effects

Prepared for Brookby Quarries Ltd

July 2013

dialogue

Research - Planning – Consultation - Communications Auckland and Wellington, Aotearoa-New Zealand

Social Effects of Proposed Changes at Brookby Quarry with Specific Reference to Amenity Effects

Prepared for Brookby Quarries Ltd

July 2013

______Auckland and Wellington, Aotearoa-New Zealand

Ph: +64 (21) 906 737 E-mail: [email protected] Web: www.dialogue.co.nz

Research - Planning – Consultation - Communications Auckland and Wellington, Aotearoa-New Zealand

1 INTRODUCTION ...... 1

2 OVERVIEW OF SOCIAL EFFECTS ...... 3 2.1 Lifestyle effects ...... 3 2.2 Cultural effects ...... 3 2.3 Community effects ...... 3 2.4 Health effects ...... 4

3 AMENITY/QUALITY OF LIFE EFFECTS ...... 7 3.1 Expectations ...... 9 3.2 Perceptions of Heavy Trucks ...... 10 3.3 Expectations of operating hours ...... 12

4 TRAFFIC RELATED ISSUES AT BROOKBY ...... 14

5 DISTRIBUTION OF EFFECTS ...... 17

6 CONCLUSIONS ...... 19

______Auckland and Wellington, Aotearoa-New Zealand

Ph: +64 (21) 906 737 E-mail: [email protected] Web: www.dialogue.co.nz

1 INTRODUCTION

Brookby Quarry is seeking three changes to its operations to meet the market demand for its products over the next 30 or so years: (1) to increase the permitted extraction and processing rate; (2) to increase the hours of operation (including allowing load-out on Saturdays); and (3) to increase the permitted truck movements.

The social implications of these changes are best considered against a comprehensive framework of social effects, such as that developed by the United Nations Environment Programme, (2002).1 This framework has five categories of effect covering lifestyle, culture, community, amenity/quality of life, and health.

Brookby has undertaken a range of measures to avoid, remedy or mitigate the effects of the quarry operation on the wider environment. Given the range of past measures to contain the effects of the quarrying operation to the site (including the bunding along Ara Kotinga Road, and the vehicle wheel wash), the principal issues arising from the proposed changes relate to potential lifestyle and amenity effects that might arise from the increase in truck movements and the change in hours, including the Saturday load-out.

Assessing the implications for amenity of increased truck movements involves consideration of both amenity attributes (including noise and safety) and perceptions and expectations. The former are covered elsewhere by a range of technical experts. The latter are considered here both in terms of perceptions of truck movements and expectations about the local environment in a rural zone. Complimenting the analysis of effects is specific consideration of their distribution across the full spectrum from local residents to the public interest.2

Having considered the full range of potential social effects and then focussed in on amenity issues, it is concluded that: (1) Brookby has done all that is reasonable in the circumstances to mitigate the quarry's adverse effects on amenity on the basis of the assessment of expectations and perceptions here and the physical aspects of amenity addressed by other specialists. While there may be some loss of amenity for the small number of local residents adjoining the roading network, the balance of social effects is positive given the significant benefits for the wider community of increased access to the greywacke resource at Brookby; (2) some of the perceived loss of amenity results from an inappropriate expectation of the character of rural areas which are, in practice, the focus of a range of production

1 Sadler B, and M McCabe (Eds), (2002), United Nations Environment Programme, Environmental Impact Assessment Training Resource Manual, Second edition: Topic 13- Social Impact Assessment, UNEP Division of Technology, Industry and Economics, Economics and Trade Branch, Geneva, pp461-487 2 Given the demographics of the area in which the quarry is set it is not considered necessary to undertake a UK-style “Equality Impact Analysis” which assesses impacts in terms of the following groups: age, disability, ethnicity, gender (including transgender), religion or belief, sexual orientation, and socio-economic disadvantage, see, for example, Scott Wilson, (2009), Adding Capacity at Heathrow Airport: Equality Impact Assessment: Final Report, Prepared for the Department for Transport, 61pp and discussion in Phillips PH, MJ Ellis, & J Boshier, (2010), Infrastructure Investment: Supporting Better Decisions, New Zealand Centre for Advanced Engineering, pp 75-81

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activities including quarrying. While it is reasonable to expect that every effort will be made to avoid, remedy or mitigate the effects of quarrying to an appropriate level, there is an element of caveat emptor in living on lifestyle blocks in rural areas; (3) there will be a minor effect in terms of the Saturday load-out but that the effect will be most experienced by those who a rural residents spending their working week elsewhere (rather than undertaking rural activities on their properties). It is noted that Saturday trading is already prevalent at other quarries in rural areas in Auckland and there is no basis for an expectation that trading hours at Brookby will always stay the same; and (4) perceptions are no substitute for actual measurement and standards in relation to phenomena (such as noise, dust, and vibration) in addressing annoyance from heavy truck movements, as research with people in various locations in New Zealand has demonstrated that there was: o no correlation between the number of heavy vehicles on the road and how heavy the residents perceived the heavy vehicle traffic to be; o no significant relationship between actual heavy vehicle volume and how respondents rated overall traffic danger and nuisance and the safety of heavy vehicles; and o no direct link between the number of heavy vehicles on the road and how residents felt about them.

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2 OVERVIEW OF SOCIAL EFFECTS Potential lifestyle, cultural, community and health effects are discussed first before turning to the substantive issue of the potential impact on rural amenity. 2.1 Lifestyle effects

Potential effects on lifestyle are considered in terms of the way people live, work, play and relate to family, friends and cohorts on a day-to-day basis. These arise from the possible effects of additional truck movements both in terms of the numbers of trucks and the proposed Saturday load-out.

The primary consideration in terms of lifestyle is the potential impact on the use of Kimptons Road for recreational purposes. The issue of traffic safety has been addressed separately in the traffic assessment. Monitoring shows very limited use of Kimpton’s Road for non- motorised movements (walking, cycling, jogging etc.).3 There are also trucks already passing the horse training facilities at the junction of Twilight Road with Brookby Road so it seems unlikely that additional vehicles beyond the existing baseline volume would present an issue for these facilities.4

The other issue in terms of lifestyle is the potential for reduced enjoyment of outdoor activities on roadside properties on Saturdays when residents who commute elsewhere to work during the day are exposed to truck movements with the proposed Saturday loadout. The number of people potentially affected, however, is very small with only six dwellings passed by trucks moving along Kimptons Road where over 80% of the frontage runs along areas at least two paddocks deep. The lifestyle effect on property enjoyment is therefore considered to be minor.

2.2 Cultural effects

It is not anticipated that the proposals will have an effect on shared customs, obligations, values, language, religious beliefs and other elements which the European population of the area distinct.5 Brookby and the Ngai Tai Ki Tamaki Trust have an on-going relationship. An update meeting and site visit was held with Mr Beamish of the Trust on the 20th of May 2013. It is understood that the Trust has no concerns with the proposed changes.

2.3 Community effects

A wide range of networks and services are considered in evaluating potential community effects. These include a range of social infrastructure (including schools, recreational and health facilities); publicly and privately-provided social services; voluntary organisations; activity networks; and the potential disruption of community cohesion (including community severance by infrastructure such as motorways).

3 Phillip Brown, (2013), Proposed Increased Truck Numbers and Change of Hours: Brookby Quarry, Kimptons Road Brookby: Traffic Assessment, Traffic and Engineering Management Ltd, p11 4 In the broader sense of recreation, Twilight Road is a signposted tourist route through the area. It is not considered that increased truck movements from the quarry will have an impact on visitation to the area recognising, furthermore, that the route is not a significant component of the tourism experiences in Auckland. 5 These are the key aspects of cultural effects considered under the UNEP framework used in this analysis, Sadler B, and M McCabe (Eds), (2002), op.cit. p465

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The only community facility providing a social service in the environs of the Brookby Quarry is the Brookby School at the corner of West Road and Brookby Road. The school is a full primary with a current roll of 107.6 In terms of possible social effects (excluding the amenity attributes like noise and traffic dealt with by other technical experts) there are sometimes concerns voiced by schools that developments will impact people’s perception of the school, deter people from sending their children there, and initiate a spiral of decline where falling rolls are accompanied by reduced (per capita based) resources. This was a concern expressed in Hunua, for instance, during the planning of Transpower’s North Island Grid Upgrade Project (NIGUP) in 2005-7. This new line has been built but none of the fears have beeen realised.

The NIGUP line passes through the vicinity of Brookby School, crossing Twilight Road about 900m away. Brookby School sought the undergrounding of the line because of the perceived visual intrusion and “the uncertainty created by this proposal, controversial issues related to health and safety and the unfortunate divisive impact on the whole community of the two route options through the valley.”7 In March 2013 Brookby School had marginally more pupils than during the latter stage of the planning phase of the transmission line in March 2007 when the roll stood at 101.

The proposed changes at the quarry have none of the perceived impacts of the highly contentious NIGUP and are considered likely to have negligible effects on the school in terms of community impacts. A factor contributing to this assessment is that the proposed extension of operating hours is outside the standard school operating hours.

2.4 Health effects

Potential effects on health are considered in terms of mental, physical and social well being. The drivers of potential effects in terms of noise, traffic safety, and discharges to air have all be addressed by technical experts leaving only fears of health effects to be addressed here.

It is noted in this comntext that the code of practice for cartage contractors for Brookby Quarry includes a reconmmendation that trucks do not stop and/or park on Kimpton’s Road unless it is an emergency (see Attachment 1) minimising the potential nuisance and exposure of adjacent properties to noise and emissions. Some codes of practice for truck

6 TKI Te Kete Ipurangi | Communities | Schools: http://www.tki.org.nz/Schools? School name= Brookby&location=&schoolSearch=true&Search.x=0&Search.y=0 accessed 16 April 2013 7 Submission to Transpower New Zealand Ltd on the Interim Route Decision, 3 June 2005, Sandra Pancha, Principal Brookby School,

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operators at other quarries include specific mention of vehicle emissions,8 but these typically relate to noise rather vehicle exhausts.9

Considering possible fears of health effects of the quarry and vehicle operations, the issue of alleged health effects must be considered carefully given increasing evidence related to nocebo phenomenon (from the Latin meaning I will harm) – sometimes referred to as the “evil twin of placebo”.10 Medical trials have demonstrated that expectations of clinical worsening may induce a real worsening, while epidemiological studies have also linked higher death rates from heart disease to belief that the person is prone to heart diseased - in effect, people can worry themselves sick.11

Fields investigated to date include exposure to Wi-Fi, cellphones, and Electrical and Magnetic Fields. Psychogenic illness have been observed in all these fields. A recent investigation of so-called wind farm syndrome found that the pattern of complaints against 51 wind farms in Australia was linked to the level of anti-wind farm activism and concluded that the space-time pattern of complaints is “consistent with psychogenic hypotheses that health problems arising are “communicated diseases” with nocebo effects likely to play an important role in the aetiology of complaints.”12

Where noise and emission standards are met, as in this case, any assertions of noise-related or emisssion-related health effects that might be made could likely to be related to expectations that these will occur, rather than the physical reality. As such they could reasonably be dismissed.

8 See, for example, Wairarapa Aggregates Ltd, (2010) Kiwi Lumber Proposed Quarry Site, Masterton Quarry Management Plan, p18 which states “b. All Wairarapa Aggregates owned and operated vehicles will be regularly maintained and checked to ensure that appropriate noise and emission suppression devices are installed and operating effectively. c. Any customer whose vehicle is noted as having excessive emissions due to lack of maintenance will be requested to rectify the problem and warned that they may be refused products on their next visit if the problem persists.” This is not, however, routine. Tasmania, for instance has a wide-ranging Quarry Code of practice which makes no mention of vehicle emissions, Environment Protection, Planning and Analytical Services Division (1999) Quarry Code of Practice, Department of Primary Industries Water and Environment, Department of Infrastructure, Energy and Resources, 48pp 9 See, for example, Perry Aggregates, (2008) Waingaro Road Quarry 2008: Consent Compliance Plan, Version 3 p6 which states “The Site Manager and weighbridge operator to audit vehicles arriving and leaving the site daily to ensure their vehicles comply with site noise limits. Should a vehicle exceed these limits in the view of the Site Manager it will be refused entry until it complies. Any vehicles turned away should be recorded on weekly diary.” 10 Reid B, (2002), The Nocebo Effect: Placebo’s Evil Twin”, Washington Post 30 April 2002 11 For a general discussion see Cook G, (3 April 2013), The Nocebo Effect: How we worry ourselves sick at: http://www.newyorker.com/online/blogs/elements/2013/04/the-nocebo- effect-how-we-worry-ourselves-sick.html. For a medical orientation see Benedetti, (nd), The Placebo and Nocebo Effect: How the Therapist’s Words Act on the Patient’s Brain, Karger Gazette No. 269, 12pp. For a discussion of the impact of the media see: Witthöft M & GJ Rubin, (2012), Are media warnings about the adverse health effects of modern life self- fulfilling? An experimental study on idiopathic environmental intolerance attributed to electromagnetic fields (IEI-EMF), Journal of Psychosomatic Research, 74(3), 206-12 12 Chapman S, A St George, K Waller, & V Cakic, (2006-12), Spatio-temporal differences in the history of health and noise complaints about Australian wind farms: evidence for the psychogenic, “communicated disease” hypothesis, Sydney School of Public Health, University of Sydney, 23pp. See also Chapman S, (20 July 2012), Wind Turbine Syndrome: a classic communicated disease at: http://theconversation.com/wind-turbine-syndrome-a- classic-communicated-disease-8318.

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2.5 The role and relations of the Community Liaison Group

The Community Liaison Group (CLG) was established “to consider and discuss the operations and effects of the quarry on a regular basis” as the result of a condition (clause 21) in the 2000 consent for the quarry (P17070). This group has provided a mechanism for interaction between the quarry and the local community meeting its purposes to “disseminate information, to hear concerns of invitees and to discuss ways of addressing those concerns.”13

The operation of the group, which includes the Council and Iwi representatives in its membership, provides a positive influence in terms of social effects both as a communication mechanism and as a means to provide input from the community into developments like the Ara Kotinga bund.14 The effectiveness of the group has probably been aided by the stability of the ownership and management of the quarry; the flat management structure; and the quarry manager’s participation enabling rapid response to issues raised as required. A group such as this can help minimise the disruptive effect that new proposals can have on a community. In some projects the challenge posed to people’s expectations and sense of control of their lives generated by a new proposal (often without prior warning) can be one of the more significant social effects.

13 Brookby Quarries Limited, Land Use Consent P17070 (As modified by P23555, P26018, P 25848, P38059), Last Updated October 2012, p10 14 The author took part in a walk-over at the site of the then proposed bund which included a discussion of a range of matters including the height of the bund, fencing and planting.

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3 AMENITY/QUALITY OF LIFE EFFECTS

In the UNEP framework “amenity/quality of life effects” cover effects on sense of place, aesthetics and heritage, perception of belonging, security and liveability, and fears and aspirations for the future of the individual/whānau and community.

Section 7(c) of the RMA 1991 states “amenity values means those natural or physical qualities and characteristics of an area that contribute to people's appreciation of its pleasantness, aesthetic coherence, and cultural and recreational attributes.”

The Ministry for the Environment (2000) notes that amenity, as a resource management issue, has two components: (1) amenity attributes – these are the tangible and measurable matters such as noise, odour, density of development, shading, etc that together define the amenity character of an area. (4) the perceptions and expectations that people hold about rural amenity. These derive from people’s culture, values, and desires, and from differing tolerances in relation to amenity attributes and changes to those attributes.15

In this instance, the key amenity attributes – the tangible and measurable matters - are addressed by the following technical experts: • Noise: Mr Nevil Hegley16 notes that “Since the original traffic condition was developed for the quarry operation, NZS6806:2012 Acoustics - Road-traffic Noise - New and Altered Roads has been published providing updated design criteria for what is considered to be acceptable levels of traffic noise for people living near roads. The analysis of proposed truck numbers shows that a maximum of 1,320 truck movements per day and 5,120 truck movements per week would result in a noise level well within the most stringent criterion of NZS6806. In addition, trucks will not operate at night time so eliminating any possible sleep disturbance for the neighbours.” Mr Hegley concludes that “By setting the number of trucks based on complying with a criterion of 57dB LAeq(24hr) and including a factor of safety in the analysis, the effects of noise from the trucks will be no more than minor in terms of the Resource Management Act.” • Vibration: Mr Hegley also discusses potential vibration effects and notes that “To date there have not been any known complaints with respect to vibration from trucks using Kimptons Road. Considering that the same activity will be occurring with this proposal there is no reason why the level of vibration from truck movements will alter. The only change will be the number of events that will increase, not the type of activity or the level of vibration generated. Providing Kimptons Road remains well maintained, the proposed increase in truck movements will not cause any adverse vibration effects for the neighbours.”17

15 Ministry for the Environment, (2000), Managing Rural Amenity Conflicts, MfE, Wellington p15 16 Nevil Hegley, (2013), Brookby Quarry Ltd: Proposed Change to the Site Operation: Assessment of Noise Effects, Report No 9521, p23 17 Nevil Hegley, (2013), op.cit. p22

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• Traffic: Mr Phillip Brown18 considers that “the likely future demand (in isolation and cumulatively when an adjacent proposed cleanfill operation is considered) can be accommodated by the existing roading infrastructure without any difficulties. With recent upgrading works that were consented by the Environment Court having improved the route, no additional upgrading is considered necessary for what will be a theoretical potential increase of 20 inbound and 20 additional outbound truck movements per hour. It is considered that this potential increase can be accommodated by the existing roading infrastructure without any difficulties. With no evidence that the current truck activity on Kimptons Road and Twilight Road is creating operational problems in the area, it is considered that the proposed increase can be accommodated without creating any operational difficulties. In terms of roading capacity the estimated capacity of 1350vph at the most containing point is significantly higher than the vehicle movements that will now occur. In terms of the one-way bridge, the 60 truck movements per hour in each direction is well below the number of vehicles per hour that have been demonstrated by simulation to be successfully accommodated. The analysis of the intersection has also shown that these have significant reserve capacity that is well beyond the anticipated volumes that are expected with the application, and the potential cumulative effects of an adjacent proposed cleanfill. Therefore, there are no capacity issues with the intersections in the immediate area. Finally, it is considered that there are no specific issues associated with the private driveways that serve residential properties on the sections of Kimptons Road and Twilight Road that will be used by the quarry trucks. For these reasons it is considered that the proposed traffic-related changes to the conditions of consent are acceptable from a traffic engineering perspective.” • Discharges to air: Mr Andrew Curtis of URS19 has concluded that “Brookby Quarry is effectively controlling discharges to air from its current operation and that there is no evidence that it is generating any significant off-site adverse environmental effects as a result of its activities. Therefore URS consider that the quarry is compliant with its current air discharge consent conditions. URS considers that Brookby Quarry’s proposed increased extraction/processing capacity, operating hours and truck movements will not significantly increase the potential for off-site effects assuming the current consent continues to be complied with. The air discharge effects of the proposed increased truck movements have been conservatively modelled in AusRoads and this modelling confirms that no assessment criteria will be exceeded. In our opinion, hourly truck movements of 600-800 along Kimptons Road would be required before the risk of a significant air quality effect arose. Consequently it is URS’ opinion that the S127 application for a variation to the current consent can be granted as there will be no significant change in discharge to air effects from the proposed changes.”

18 Phillip Brown, (2013), op.cit. p28 19 Andrew Curtis, (2013), Final Report” Brookby Quarry Assessment of Environmental Effects of Discharges to Air, URS, p30

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3.1 Expectations

Expectations about the character of the area held by individuals need to be seen in the context of the public statement of intent embodied in the District Plan. The Environment Court has previously canvassed this matter20 in relation to Brookby Quarry and stated that: “[48] From the residents there appears to be a general expectation that the general Rural Zones will provide a higher level of amenity for residents than Urban Zones. We are unclear as to the source of this expectation. It is not one reflected in the Manukau Operative District Plan. Practice within rural areas has meant that the preference for low intensity pastoral activities has resulted in relatively minimal impacts upon residential activities. However, the growing intensity of residential activity in the rural area has led to complaints and tension (i.e. between farmers and people complaining of silage, dust, spraying, machinery noises, cattle movements, dogs barking, etc). Here, we have an activity which has operated for some 50 years on a relatively low scale with a consequent expectation by residents that it will continue unchanged. However the Plan contemplates changes to rural activities in the Rural Zone.”21 [70] The residents and Manukau City described the issue of the trucks to be both an issue of noise and one of impact on rural amenities and pleasantness. Residents spoke of the comparative peace and attractive homes and properties, in comparison to the impact of the trucks on mothers pushing prams along the road, children and others pursuing recreation in the countryside such as horse and cycle riding, and the enjoyment of tennis and gardening on their properties. All these pleasant pursuits they said would be affected by the six-fold increase in trucks on the road. [71] The rural character and amenity were aspects that residents indicated they valued and to which they did not want to have negative change occur. They all appeared to value aspects of peace and tranquility attributable to the countryside. However, before considering the effects on amenity, we note our comments made above on rural character and that this is a rural as opposed to a countryside living zone.22 We also note that pleasantness is a subjective matter and that opinions vary with context.

20 Brookby Quarries Ltd v Manukau City Council, EC Decision No. 153/2006 21 This perception is expressed in the R Knight, 187 Kimptons Road, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 12 October 2011, who states “7. Amenity Values - Brookby Quarry states (ref Changes in Effects 10) I there will be minimal adverse effects on the existing rural amenity values of the area' I strongly disagree, and struggle to understand how they can make that statement. Of course Property Values will decrease becoming a huge concern to all the residents around the quarry. Expansion of the quarry affects more than just the local residents, though, it affects the entire community. If mining continues to grow in the Brookby/Clevedon/Whitford area, every working person in this area who depends on the residential community will be in trouble. People will stop renovating and building. Shops, petrol stations and restaurants etc will lose business as home owners abandon the area.” The issue of property values raised by Ms Knight can be set aside as it is not a relevant consideration in determining whether a resource consent should be granted - diminution in property values is simply another measure of adverse effects on amenity values: Foot v Wellington CC EnvC W073/98. Given that the quarries are well managed and Brookby has undertaken a range of measures to avoid, remedy or mitigate effects, the notion of wholesale abandonment of the area is not credible. 22 A misperception of the zoning is apparent in Brett Hoddle, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 27 October 2011, p2 who states “The area is full of lifestyle blocks in “Countryside living”, these changes are not a lifestyle”. Choosing to

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There are parallels between this decision and the earlier Raudner-Muller v Gisborne DC.23 Here the Court commented that “’rural New Zealand'…is the primary producers' workshop upon which so much of the national economic well-being depends.” The Court considered that there was confusion by the appellants of the difference between “rural New Zealand” and “wilderness New Zealand” and that their expectations that adjoining properties would remain free from any form of industry were inconsistent with the District Plan.24 Noting the merits of the choice of location for the processing plant the Court concluded that “Consequently we find that although the processing of the bentonite on the site will affect the general amenity of the Raudner-Mullers the applicants have done all that is reasonable in the circumstances to mitigate the proposal's adverse effects.”25

More recently the Environment Court in Omaka Valley Group v Marlborough District Council26 concluded that the proposal for a greywacke quarry at the southern end of Omaka Valley, Blenheim “would not push amenity values below those anticipated by the plan in some rural areas. In this regard the Court found that the existing character of the surrounding area in fact was less decisive than the plan's understanding of the character of the area, being a working rural environment. The Court found that the plan assessment criteria specifically applying to quarrying and mineral extraction tended to favour consent.”

3.2 Perceptions of Heavy Trucks

The most relevant research on the perception of heavy truck movements was undertaken in 2002 by Transport Engineering Research New Zealand Ltd (TERNZ). 27 While focused on arterial roads and state highways in urban areas the research covers a range of settings and traffic volumes such that the findings have general relevance to Brookby.

In short, the results of the TERNZ research caution against the use of heavy truck volumes as a determinant of annoyance. Key results included that: • respondents’ perceptions of heavy vehicle volume bear little relation to the actual volume of traffic they experience on their road. There was no correlation between the number of heavy vehicles on the road and how heavy the residents perceived the heavy vehicle traffic to be;28 • In addition, perceived, rather than actual, heavy vehicle volume was significantly related to respondents’ ratings of overall traffic danger (Co-efficient = 0.2493, p < 0.001), nuisance (Co-efficient = 0.2357, p < 0.001), and heavy vehicle safety (Co- efficient = 0.3947, p < 0.001). This means that if respondents perceived the heavy

live on a lifestyle block in a rural zone can reasonably be seen to be a case of caveat emptor – rural activities including farming, forestry and quarry happen in rural areas. 23 Raudner-Muller v Gisborne District Council, (5 November 1996), EC Decision No. W157/96. 24 The objection from Raudner Muller to the impact of Bentonite processing on their amenity was also considered by the Court in terms of future forestry development in the area (including the Raudner Muller’s land) which it was observed that there is a possibility that the road will be used for logging operations in the future and this could have a considerable impact on the appellants' amenity in any event. (p14). In the Brookby case, Twilight Road may similarly be affected by logging traffic in the future with no specific restrictions on this activity. 25 Raudner-Muller v Gisborne District Council, (5 November 1996), op.cit. p13 26 Omaka Valley Group v Marlborough District Council, (2012), Environment Court, Christchurch (ENV-2010-CHC-228, [2012] NZEnvC 237) 27 Luther RE, BD Alley, PH Baas, T Ludvigson & BJ Wigmore, (2002), The Impact of Heavy Vehicles on Residents on Arterial Roads and State Highways, Transport Engineering Research New Zealand Ltd. Technical Report, p 10 28 Luther et al., (2002), op.cit. p10

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vehicle volume to be higher they were more likely to state that the traffic overall was dangerous or a nuisance and that heavy vehicles were unsafe. However, there was no significant relationship between actual heavy vehicle volume and how respondents rated overall traffic danger and nuisance and the safety of heavy vehicles.29 • In comparison to other traffic issues, heavy vehicles were not perceived as particularly dangerous with traffic speed being the biggest danger related concern. However, if residents felt that the heavy vehicles were speeding through their area then they tended to consider them very dangerous.30 • The main distinction that emerged in terms of who is affected by heavy vehicles was, rather surprisingly, by city. Residents in Whangarei and Gisborne were much more likely to state that they were negatively affected by heavy vehicles than residents in Auckland and Mt Maunganui. This result is interesting because these communities, on average, had lower numbers of heavy vehicles using their roads. Therefore, there was no direct link between the number of heavy vehicles on the road and how residents felt about them.31 • Aucklanders are more likely than residents in other cities to state that the activities that are directly related to the road (e.g. walking, driving, and cycling) are affected and less likely than residents in other cities to feel that activities within their home are affected. The groups whose activities seemed most affected by the heavy vehicles were respondents with children.32

The research demonstrates that perceptions of annoyance from heavy vehicles are relative. Response to truck volume varies between individuals and groups who may perceive the same truck frequency differently. In particular, the research found that there was: • no correlation between the number of heavy vehicles on the road and how heavy the residents perceived the heavy vehicle traffic to be; • no significant relationship between actual heavy vehicle volume and how respondents rated overall traffic danger and nuisance and the safety of heavy vehicles; and • there was no direct link between the number of heavy vehicles on the road and how residents felt about them.

One of the conclusions that can be drawn from this research is that perceptions are no substitute for standards in addressing noise, one of the key sources of annoyance from heavy truck movements. Furthermore, the perceptions of current residents cannot be treated as an absolute as subsequent residents may have different perceptions given the variability in perception demonstrated in the TERNZ study and the lack of correlation with the actual volume of heavy traffic vehicles.

Concerns about the potential impact of quarry trucks on rural amenIty was a feature of Road Metals Co Ltd v Selwyn District Council and Canterbury Regional Council.33 In this case the Court commented that:

29 Luther et al., (2002), op.cit. p10 30 Luther et al., (2002), op.cit. p12 31 Luther et al., (2002), op.cit. p12 32 Luther et al., (2002), op.cit. p13 33 Road Metals Co Ltd v Selwyn District Council and Canterbury Regional Council, Decision No. [2012], NZEnvC214, p67

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[231] While the traffic engineers were in agreement relative to the technical adequacies of the roading network (safety and efficiency) the matter of amenity effect on surrounding residents and other users of the road remained live…... [232] We understood that much of the concern was centred on the operation of the trucks as much as which routes they might take. The Court is familiar with driver protocols being employed in other cases to manage driver behaviour. It is accepted that not all trucks driven to the site will be driven by drivers employed by the operator but it is reasonable to expect that drivers using the facility could be made aware of the protocols and required to abide by them to operate from the site. This would provide awareness for the drivers and an avenue for other local road users to report bad behaviour which could then lead to enforcement of protocols. [233] The applicant has presented us with a draft Condition which suggests a code of conduct for drivers of vehicles where those vehicles are under the control of the consent holder. This is to be included in the Quarry Management Plan. We anticipate that there could be protocols included in the management plan which also see that code being provided to other drivers accepting the fact that their behaviour will not be able to be managed by the operator but the information will assist in driver education. Thus we consider that there is a practical mitigation measure available to address the adverse amenity effects associated with truck movements generated by the proposal. We would require the suggested Quarry Management Plan Conditions to be amended accordingly if Consent is granted.

As discussed below, Brookby already has a protocol for truck drivers and from time to time sends out reminders to their customers to prompt observance of the protocols (the most recent in February 2012). There are limits to the extent to which control can be exercised over the vehicles given that the quarry products are carted on public roads and there are no specific provisions in the District Plan related to road noise.

3.3 Expectations of operating hours

Brookby currently operates six days a week with dispatch of materials from the site restricted to Monday to Friday. Other quarries in rural zones load-out six days a week or even seven.34 New Zealand has changed dramatically from the days of late Friday nights and many establishments closed on weekends. In the infrastructure area (with its associated demand for aggregate) the scale of projects and related costs have significantly escalated

34 Saturday operation is common at other quarries around Auckland in rural areas. Whangaripo Quarry, for instance, has a consent for daily truck movements “(excluding Sundays, Christmas Day, Boxing Day, New Years Day, the day after New Years Day, Auckland Anniversary Day, Good Friday, Easter Monday, Anzac Day, Labour Day, the Sovereign's birthday, and Waitangi Day)”: Rodney Aggregate Supplies, (2006), Whangaripo Quarry Management Plan, p93. The Winstone quarry at Hunua is open for general sales on Monday to Friday 6:00am–5:30pm and Saturday 6:00am–4:00pm. However load-outs for large contract jobs and cartage by Winstone’s own fleet may take place at all times, as the quarry operates 24 hours a day: Winstone Aggregates Ltd, (2009), Hunua Quarry Management Plan, p33. The normal load- out hours for Whitford Quarry are 0700-1800 Monday to Friday and 0700-1700 on Saturday. There is also provision for load-out up to 2100 hours 20 times a year, and load-out on Sundays in emergencies. Auckland Regional Council and Manukau City Council Joint Hearing-Whitford Quarry, held on Monday 20-23 February 2006, p14

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such that everything is done to expedite projects.35 Other changed working patterns are evident in motorway maintenance which is almost entirely carried out overnight. The unreflective assumption that because Brookby has not dispatched aggregate on a Saturday in the past that this would always be the case is perhaps understandable. The Court has recognised, however, that the District Plan, “contemplates changes to rural activities in the Rural Zone”. An expectation of unchanging operations is predictable but not sustainable in these circumstances. Dialogue’s experience in consultation dating back to 1985 has repeatedly shown that people tend to think that their local environment will not change and they tend not to think about the many ways that change may be initiated by public agencies and private firms even when such changes are contemplated in district plans or serve the wider public interest. In general, people find it hardest to accept when there is a step change – like the opening of a new facility. Even in these circumstances most people tend to adapt to the change over time, sometimes with the assistance of mitigation measures. This process of adaptation is even more prevalent when change is progressive (as can be anticipated with the increase in trucks movements serving the quarry). For those working away from home in the week, the experience of trucks carting metal on the road through the day will be a significant change, with some associated loss of amenity (particularly when out on the property rather than indoors). The change and associated loss of amenity will be less so for those currently remaining on the property during the day. Seen in the broader context the range of natural or physical qualities and characteristics of an area that contribute to people's appreciation of its pleasantness, aesthetic coherence, and cultural and recreational attributes, trucks on the road is just one dimension so the overall effect is considered to be no more than minor.

35 SH18 Upper Harbour Motorway, Victoria Park Tunnel and SH20 Southwestern Motorway were all opened ahead of schedule.

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4 TRAFFIC RELATED ISSUES AT BROOKBY

Brookby has implemented two measures to minimise the effects of vehicle movements along Kimptons Road and Twilight Road: (1) A protocol for drivers of trucks (Attachment 1); and (2) A complaints system which includes active follow-up of all complaints.

These measures are as comprehensive as those operated by many quarries and consistent with best practice.36

Past submissions on Brookby consent applications which mention traffic have asserted a range of effects: • Peter and Judy Alderdice, 266 Ara Kotinga Road (not a quarry truck route) refer to “the impact of heavy truck and trailer units on our community” without any further detail;37 • Gillian and Robbie Auckram, 149 Kimptons Road refer to “the impact of the numbers of heavy truck and trailer units has on our roads and our community. In particular the vibation and noise associated with it, specifically at our property now the Applicant has moved the weighbridge and associated workings of the quarry forward into what was the Buffer Zone…”38 • Rachel Knight, 187 Kimptons Road, states “8. Traffic - Whilst Brookby Quarry is not applying for truck traffic expansion yet, this will come soon if the expansion goes ahead. This is very worrying for residents of Kimptons Rd. Our road is already lined with trucks early in the morning, waiting for the quarry gates to open, diesel engines rumbling as they sit waiting. Every time I drive down Kimptons Rd I encounter at least 2 trucks. I have found I now need to leave home earlier to account for getting stuck behind a truck all the way to the Manurewa motorway onramp.”39 • Whitford Residents and Ratepayers Association,40 state that “we wish to continue to express our concern that the impact of the numbers of heavy truck and trailer units has on our roads and on our community. The use of Ara Kotinga has been excluded by Brookby Quarry and we would re iterate that this should continue into the future. The residents of Whitford and Brookby and particularly on Kimptons, Twilight and Brookby Rds continue to be impacted by dust, noise and the risk of having an increasing number of heavy vehicles, most with trailer units, on the local roads. There is an increasing impact as the quantities of quarry material carried into and through our community are increasing.”

36 The Quarry Management Plan for Winstone’s Hunua Quarry, for instance, includes provisions relating to noise suppression, emissions, security of the load, and wheel washing but no reference to travel along public roads. Hunua Quarry also has a Site Liaison Group to facilitate communication and ongoing good relations between Hunua Quarry management and the community. Winstone Aggregates Ltd, (2009), Hunua Quarry Management Plan, 42pp 37 Peter and Judy Alderdice, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 30 October 2011. 38 Gillian and Robbie Auckram, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 26 October 2011. 39 Rachel Knight, (12 October 2011), op.cit. p3 40 Whitford Residents and Ratepayers, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 27 October 2011, p3

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• John and Susan Maasland, 133 Ara Kotinga Road, state “It will increase already too much traffic on local roads.”41 No indication is given as to the basis for this assessment or what might constitute an acceptable traffic volume. • GN and CA Wills state “10. Traffic effects: We support the requirement that no access to the Quarry from Ara Kotinga be permitted in the future. We also support the concerns expressed by WRRA about the impact of quarry traffic on roads and road safety in the Whitford/Brookby areas. Roads have not been upgraded to the extent required to support quarry users' vehicles and address the needs of other road users including motorists and cyclists.”42

The principal effects identified in the submissions relate to noise, vibration, and the inconvenience of encountering trucks while commuting, and the unspecified “needs” of other road users including motorists and cyclists. These matters all relate to technical standards including the design, construction and maitenance of the roads in the area and road safety. It is noteworthy that the applicant is not seeking to use the routes used by trucks servicing the quarry thereby avoiding opening up a new part of the community to potential effects.

Information was sought from Kaipara Ltd as to the nature and extent of traffic related issues at Brookby. Steve Riddel, a director of Kaipara Ltd, indicated that: “In general truck related complaints have been received via the Community Liaison Committee (CLC) meetings. They have ranged a number of issues predominantly all raised by Corrine Reid and to a lesser extent Gill Auckram. The complaints cover the following aspects; • Trucks traveling too fast on the public road; • Trucks parking on the Public Road, leaving litter on the side of the road where they have parked; • Failing to observe the compulsory stop sign that we initiated as trucks depart the private land right of way on McLachlan’s farm onto the public road (Kimpton’s Road); • A truck driver urinating behind his truck on the public road; • Noise from trucks due to speed, retarding brakes and emissions from trucks; • Dust from trucks caused from loads and dragging dust out onto the public road from within the quarry; and • Spilling gravel on the corner of Kimpton’s and Twilight Roads, including showering Corrine Reid’s vehicle.

Riddell comments that “All incidents when reported in a timely manner are investigated, 99% of these complaints are unsubstantiated when investigated. All complaints are investigated and should we find the contractors are breaking our protocols we will and do take action. This has occurred on two occasions in the past eight years where a contractors operator has been banned from the site.”43

The matters raised in complaints are to a large extent covered traffic regulations (speeding, failure to observe traffic signs) and the protocols for drivers. The latter prescribe:

41 John and Susan Maasland, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, 30 October 2011, p2 42 GN and CA Wills, Submission on Brookby Quarries Ltd applications 38178, 39237, 39238, 38862, no date, p2 43 Steve Riddell pers.comm. by email, 1 April 2013

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“On Kimpton’s Road we recommend the following: • Please restrict your maximum vehicle speed to 70km/hr. • Please avoid the use of exhaust brakes. • Please exercise extreme caution when approaching or passing pedestrians. • Please refrain from stopping and/or parking on Kimpton’s Road unless it is an emergency. • All vehicles approaching the quarry are reminded to give way at the one lane bridge. • When leaving exiting the quarry access road onto Kimpton’s Road and at the Kimpton’s/Twilight Road intersection please give way to traffic in accordance with the road rules. • All vehicles entering the Brookby School Zone should not exceed the 40km/h speed limit when either of these signs are visible and the yellow lights are flashing. Within the Quarry • All trucks arriving and stopping prior to 7:30am on the access way between Kimpton’s Road and the weighbridge are to turn their engines off while stationary.”

The issue of dust being deposited on Kimpton’s Road has been principally addressed by the installation of a wheel wash prior to the trucks exiting the quarry site. The spilling of gravel is an operational issue covered by the instruction for loading to avoid excess materials that may spill from the trucks. It is considered that while there is no accounting for the vagaries of human behaviour (such as a driver urinating at the roadside), all practical steps have been taken to minimise the impacts of trucks travelling on Kimpton’s and Twilight Roads to and from the quarry.44

44 Potential social effects beyond Twilight Road have not been assessed as at the junction with Brookby Road quarry traffic join roads classified as Rural Arterials. It was noted in 2005 in the Whitford Roads Strategy Study in discussing Brookby Quarry that “The possibility of increased production is subject to resource consents and it is deemed prudent to allow for an increase of loaded truck movements within the next five years to up to 900 trucks per day.” GHD, (2005), Manukau City Council: Whitford Roads Strategy Study: Analysis, Findings and Recommendations, p14.

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5 DISTRIBUTION OF EFFECTS

A geographically-based distribution analysis typically distinguishes effects on: • Direct affected – people living on properties on which works will take place; • New neighbours – people living on properties adjoining new works who can be affected from the planning phase onwards; • Local community – people living in the balance of locality affected by the works; and • Wider community of interest - people living in the area with a direct or indirect interest in the works

The proposed changes to the operations of the Brookby quarry in terms of an increase the permitted extraction and processing rate will take place entirely within the existing boundary of the quarry land (including MacLachlans Farm) and no new neighbouring properties will be affected. It is furthermore anticipated that people in the immediate vicinity of the quarry will not be adversely affected by the increased operation in terms of social effects beyond some potential inconvenience arising from increased traffic on Kimpton’s and Twilight Road and some associated minor loss of amenity. The proposed expansion of operations at the quarry presents an example of a fairly commonplace pehenomenon where some local residents may be affected negatively to some degree while the wider community benefits significantly.45 In this case the number of persons directly affected by the proposals for Brookby is minimal with only six dwellings along the length of Kimpton’s Road south from the quarry turn and one more on Twilight Road (set back behind the horse track), while the beneficiaries are numerous. The Court has previously addressed the issue of the wider positive benefits in relation to Brookby: [54] Clearly, in considering effects the Court is entitled to take into account positive effects. There is no dispute that there is a significant demand for aggregate into the future, particularly in Auckland but also New Zealand-wide. It not only constitutes the basis for construction of buildings, airports and the like, but has a continuing demand in respect of road construction and to allow the area to accommodate new population. In itself the significant expansion in the South Auckland area, particularly around Flat Bush, would probably be enough to justify the type of volumes we are talking about here. When we consider the loss of the Lunn Avenue quarry and the Three Kings quarry in recent years, there is clearly a significant demand for aggregate, particularly greywacke, looking into the future. In our view that is a matter of not only regional importance, but of national importance. Part2 [56] In respect to section 7(b), we note particularly the requirement for efficient use of natural and physical resources. In that regard there is an existing quarry on the site which is exploiting, and has already opened up, an extensive area of greywacke, an important mineral. So far as we see it, the efficient use to be achieved under s 7(b) is best achieved by

45 The flow of effects is rarely, however, simple. In the NIGUP project previously (p2) referred to persons whose property was crossed by the new line potentially had a number of negative effects including visual intrusion and the inconvenience of farming around the transmission towers. But they were also beneficiaries of the improved network security provided to the National Grid by the new line. Persons along Kimptons and Twilight Roads with quarry trucks may similarly benefit from the projects into which these materials are incorporated including the upgrading of the Auckland motorway network.

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trying to exploit the existing quarry, rather than relying on the opening of new quarries. We accept this is to be achieved while maintaining the rural character and amenity of the area. [57] In relation to the amenity generally, under section7(c) we consider that the conditions of consent will enhance, amenity values. We have identified two particular areas, one is in the visual improvements and planting of indigenous areas and the other is by the constructions of the bunds. [58] In respect of section 7(f), the maintenance and enhancement of the quality of the environment, we were satisfied from our viewing of the Brookby site that they are making real efforts to operate this quarry in a sustainable way, and that includes trying to minimise dust, minimise soils leaving the site by trucks and the like, and also in relation to truck movements on the site. When we look at the further works done around water quality, including the stream improvements and planting of swamp areas, we are satisfied that there is a real attempt to enhance the quality of the environment in this area.

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6 CONCLUSIONS

Considered against the scope of potential social effects set out in the UNEP framework the social impacts of the proposed changes at Brookby are minor or less than minor and very restricted in nature.

Having considered the full range of potential social effects and then focussed in on the perceptions and expectations side of amenity (with the amenity attributes addressed by other specialists), it is concluded that: (1) The primary consideration in terms of lifestyle effects is the potential impact on the use of Kimptons Road for recreational purposes. The issue of traffic safety has been addressed separately by Mr Brown. Monitoring shows very limited use of Kimpton’s Road for recreational purposes. There are also trucks already passing the horse training facilities at the junction of Twilight Road with Brookby Road so it seems unlikely that additional vehicles beyond the existing baseline volume would present an issue for these facilities. The other issue in terms of lifestyle is the potential for reduced enjoyment of outdoor activities on Saturdays when residents who commute elsewhere to work during the day are exposed to truck movements with the proposed Saturday loadout. The number of people potentially affected is, however, very small with only six dwellings passed by trucks moving along Kimptons Road where over 80% of the frontage runs along areas at least two paddocks deep. The lifestyle effect on property enjoyment is therefore considered to be minor. (2) There are no cultural effects of the proposal in relation to the European population in the area that would affect shared customs, obligations, values, language, religious beliefs and other elements which make a social or ethnic group distinct. It is understood that tangata whenu, as represented by the Ngai Tai Ki Tamaki Trust has no concerns with the proposed changes; (3) The only community facility in the environs of the Brookby Quarry providing a social service is the Brookby School at the corner of West Road and Brookby Road. It is considered that the proposed changes will have negligible effects on the school and, therefore, the area in terms of community effects; (4) Potential health effects in terms of noise, traffic safety and discharges to air are addressed by other technical experts. It is considered that the risks to health posed by the proposals are negligible. Any issue arising of alleged health effects must be considered carefully given increasing evidence related to nocebo effects where expectations of clinical worsening may induce a real worsening and health concerns themselves may be a “communicated disease”, in effect, people worrying themselves sick; (5) Brookby has done all that is reasonable in the circumstances to mitigate the quarry's adverse effects on amenity (both in terms of amenity attributes and expectations and perceptions) and that while there may be some loss of amenity for the small number of local residents, the balance of social effects is positive given the significant benefits for the wider community of increased access to the greywacke resource at Brookby; (6) There will be some loss of amenity but some of the perceived loss results from an inappropriate expectation of the character of rural areas which are, in practice, the focus of a range of production activities including quarrying. While it is reasonable to expect that every effort will be made to avoid, remedy or mitigate the effects of

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quarrying there is an element of caveat emptor in living on lifestyle blocks in areas zone rural (rather than, for instance, countryside living); (7) there will be a minor effect in terms of the Saturday load-out but that the effect will be most experienced by those who are rural residents spending their working week elsewhere (rather than undertaking rural activities on their properties). While Brookby has not had Saturday load-out, Saturday trading is already prevalent at other quarries in rural areas in Auckland and an expectation that trading hours at Brookby will always stay the same has no basis; and (8) perceptions are no substitute for actual measurement and standards in relation to phenomena such as noise and emissions in addressing annoyance from heavy truck movements, as research with people in various locations has demonstrated that there was: o no correlation between the number of heavy vehicles on the road and how heavy the residents perceived the heavy vehicle traffic to be; o no significant relationship between actual heavy vehicle volume and how respondents rated overall traffic danger and nuisance and the safety of heavy vehicles; and o no direct link between the number of heavy vehicles on the road and how residents felt about them.

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ATTACHMENT 1

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Research - Planning – Consultation – Communications Auckland and Wellington, Aotearoa-New Zealand

Final Report Brookby Quarry Assessment of Environmental Effects of Discharges to Air

JULY 2013

Prepared for Brookby Quarry PO Box 8 Beachlands

42038124

Brookby Quarry: Discharge to Air

Table of Contents

1 Introduction ...... 1

2 Background Information ...... 3 2.1 Site Location and Neighbouring Properties ...... 3 2.2 Compliance Report...... 4 2.2.1 Auckland Council Audits ...... 4 2.3 Meteorology ...... 5 2.4 Dust Deposition Monitoring ...... 7

3 Statutory Requirements ...... 10 3.1 Resource Management Act ...... 10 3.2 National Environmental Standards for Combustion Products ...... 10 3.3 Dust Assessment Criteria ...... 11 3.3.1 Deposited Particulate ...... 11 3.3.2 Dust Deposition Trigger Levels ...... 11 3.3.3 Regional Air Quality Guidelines for Assessing Deposited Particulate ...... 11 3.4 Auckland Air, Land, and Water Plan (ALWP) ...... 11

4 Proposed Process Changes and Assessment of Effects ...... 12 4.1 Overburden Removal ...... 12 4.1.1 Process ...... 12 4.1.2 Potential Emission Sources...... 12 4.1.3 Mitigation Measures ...... 12 4.1.4 Assessment of Effects ...... 13 4.2 Rock Extraction Operations ...... 13 4.2.1 Drilling ...... 13 4.2.2 Blasting ...... 14 4.2.3 Rock Extraction and Truck Loading ...... 14 4.2.4 Assessment of Effects ...... 15 4.3 Rock Processing ...... 16 4.3.1 Process ...... 16 4.3.2 Potential Emission Sources...... 18 4.3.3 Mitigation Measures ...... 19 4.3.4 Assessment of Effects ...... 19

42038124/R001/d i Brookby Quarry: Discharge to Air

Table of Contents

4.4 Stockpiles Truck Loading and Transportation ...... 20 4.4.1 Process ...... 20 4.4.2 Potential Emission Sources...... 20 4.4.3 Assessment of Effects ...... 23 4.5 On Site Combustion Emissions ...... 24 4.5.1 Potential Emission Sources...... 24 4.5.2 Mitigation Measures ...... 24 4.5.3 Assessment of Effects ...... 24

5 Traffic Air Dispersion Modelling...... 25 5.1 Traffic Estimation ...... 25 5.2 Dispersion Modelling ...... 25 5.2.1 AusRoads ...... 26 5.2.2 Modelling Inputs ...... 26 5.3 Results ...... 27

6 Monitoring ...... 29

7 Conclusion ...... 30

8 Limitations ...... 31

Tables Table 2-1 Properties Within 500 m Footprint...... 4 Table 3-1 National Environmental Standards ...... 10 Table 5-1 Current and Predicted Hourly Traffic Counts and Composition ...... 25 Table 5-2 Emission Factors ...... 26 Table 5-3 Receptor Locations ...... 27 Table 5-4 Background Concentrations ...... 27 Table 5-5 Maximum Predicted Concentrations Including Background (µg/m3) ...... 28

42038124/R001/d Brookby Quarry: Discharge to Air

Table of Contents

Figures Figure 2-1 Quarry Footprint, Major Dust Sources, and Buffer Zones ...... 3 Figure 2-2 Windrose for Brookby Quarry from September 2010 – April 2013 ...... 6 Figure 2-3 Windrose for Auckland Airport from September 2010 – April 2012 ...... 6 Figure 2-4 Windrose for Brookby Quarry overlayed on Site Aerial...... 7 Figure 2-5 Deposition Gauge Monitoring Locations ...... 8 Figure 2-6 Dust Deposition Results ...... 9 Figure 4-1 Rock Extraction and Truck Loading ...... 15 Figure 4-2 Blast Emissions ...... 16 Figure 4-3 View of Mobile Processing Plant ...... 17 Figure 4-4 View of Main Processing Plant (Note the visible fine mist water sprays in operation) .... 18 Figure 4-5 Watercart Operation ...... 21 Figure 4-6 Stockpiles ...... 23

42038124/R001/d iii Brookby Quarry: Discharge to Air

1Introduction

Brookby Quarries Ltd (Brookby Quarries) owns and operates the Brookby Quarry located on Kimptons Road, in Brookby. The air discharges from this quarry, which has been operating since the 1940’s, are currently authorised by Auckland Council (AC) consent no. 34093 (and as modified by Consent 39238). Consents are included in Appendix IV of the Assessment of Effects on the Environment (AEE). The quarry also operates under a number of other resource consents granted by AC. Brookby Quarries is proposing to increase its currently consented extraction/processing rates, permitted truck movements and hours of operation, and are applying for the required changes to its existing consents to accommodate this change. In relation to its existing air discharge consent, the existing consent conditions, control measures and documented procedures are considered appropriate as the quarry’s process and procedures will remain much the same as current. The main sources of dust at the quarry are shown on Figure 2-1 and involve: • Wind driven dust off exposed surfaces/stockpiles • Dust being disturbed on haul roads • Dust emissions during loading and unloading of trucks • Quarrying activities on the active face • Material processing plants As no new activities are planned it is not considered that there will be any significant changes in the dust sources. URS New Zealand Limited (URS) has been engaged to assess any potential changes to the discharges to air and determine whether the proposal can comply with the existing conditions and if the current Discharge to Air consent can be modified under Section 127 of the Resource Management Act 1991 (RMA) to allow it to cover the expanded quarry extraction/processing rates and hours of operation. Brookby Quarry is seeking to change its air discharge consent by: Modify Scope of Consent:

The consent holder shall ensure that the operation of Brookby Quarry does not exceed: (a) An extraction rate of: 600 tonnes per hour (b) A processing rate of: 550 tonnes per hour Change to:

The consent holder shall ensure that the operation of Brookby Quarry does not exceed: (a) An extraction rate of: 1,000 tonnes per hour (b) A processing rate of: 1,000 tonnes per hour Modify Condition 9 from:

That excavation of rock and associated crushing and screening operations may only be conducted on weekdays between the hours of 0700 hours to 1630 hours Monday to Friday and 0700 hours to 1200 hours (midday) Saturday.

42038124/R001/d 1 Brookby Quarry: Discharge to Air

1 Introduction

Change to:

That excavation of rock and associated crushing and screening operations may only be conducted on weekdays between the hours of 0700 hours to 1900 hours Monday to Friday and 0700 hours to 1800 hours Saturday.

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2Background Information

2.1 Site Location and Neighbouring Properties

A full site description is included in the AEE. The final extent of the currently consented quarry will be approximately 550 m to the northwest of the current operating face and 400 m to the southeast of the nearest residential dwelling (refer Figure 2-1) and this does not change as a result of the changes now being sought by Brookby Quarry.

Figure 2-1 Quarry Footprint, Major Dust Sources, and Buffer Zones

Overburden disposal

Active Face Portable Crushers

Main processing plant

Material Stockpiles

Access Road

There are a number of properties in the vicinity of the site; however it is URS’ opinion that there is normally little adverse air quality effects experienced beyond 300 meters from a quarry of this size. However URS has identified all properties that are within the Victorian Environmental Protection

42038124/R001/d 3 Brookby Quarry: Discharge to Air

2 Background Information

Authority (EPA Victoria) buffer1 distance of 500 m for quarrying of hard rock with blasting, they are included in Table 2-1. This buffer distance is considered conservative. URS has not considered effects at 271 Ara Kotinga Road. This property is now owned by Brookby Quarry and therefore no further consideration of the property is required. MacLachlan Farms Ltd (MFL) is Brookby’s largest neighbour, bordering the quarry to the west and south. MacLachlan Farms Ltd has provided consent (by way of an access agreement in 2007) that enables Brookby unencumbered access to conduct various quarry activities and therefore no further consideration of this property is required. There are six residences within 500 m of the consented quarry footprint, all of which are located west to northwest of the quarry, along Ara Kotinga Road and these are summarised in Table 2.1 below.

Table 2-1 Properties Within 500 m Footprint

ID Address Distance from Direction Proposed from Quarry Quarry Footprint Footprint (m) 1 265 Ara Kotinga Road 400 NW

2 266 Ara Kotinga Road 440 NW

3 266 Ara Kotinga Road 470 WNW

4 228 Ara Kotinga Road 450 W

5 228 Ara Kotinga Road 480 W

6 212 Ara Kotinga Road 470 W

2.2 Compliance Report

2.2.1 Auckland Council Audits AC has undertaken a number of specific audits of the air quality consent, with the most recent audit conducted in June 2009. There has been some minor non-compliance at Brookby Quarry in the past compliance visits conducted by the former ARC for discharges to air. In addition AC undertakes quarterly audits of the land use consent and comment on air quality matters during the course of these audits. A summary of air quality specific audits is as follows: — The April 2007 score was 2A (minor non-compliance), due to the quarry’s lack of compliance with its previous consent (MCC permit No. B41) conditions relating to inadequacies in recording complaints. — The April 2009 compliance report had a compliance score of 1 (fully compliant).

1 PA Victoria, Recommended Separation Distances for Industrial Residual Air Emissions, Publication 1518, March 2013

4 42038124/R001/d Brookby Quarry: Discharge to Air

2 Background Information

— The June 2009 compliance report had a compliance score of 2B (minor non-compliance) due to loose fine material on the internal site access road potentially generating a dust nuisance.

These reports demonstrate a generally high level of compliance for the site.

2.3 Meteorology

There is a meteorological station installed on site on top of a small knoll, near the quarry manager’s offices. This meteorological station is positioned on top of a short mast approximately three metres above ground level. Data has been logged electronically at this site since August 2010 and there is no other nearby data available which is representative of the conditions at Brookby Quarry. Wind data available from the Brookby meteorological monitoring site, September 2010 to April 2013 (excluding approximately one year of data is not available between April 2012 and March 2013 due to a data logging error on-site), and wind data for Auckland Airport for a similar period is presented in Figure 2-2 and Figure 2-3. These figures show good agreement between the two monitoring sites and reflect regional norms in respect of wind direction with prevailing winds generally from the southwest, and to a lesser degree, from the northeast and north-northeast. The primary difference in these wind patterns is the lack of wind directions in the southeast and northwest quadrants; this is typical of valley winds dominated by thermally produced up-valley day time wind flows and down valley night time drainage flows. Wind speeds monitored at the Brookby Quarry site are also lower than those recorded at Auckland Airport primarily due to the relative height above ground level that the data is being collected (three metre mast at Brookby and 10 metre mast at Auckland Airport). Brookby Quarry wind data is therefore considered indicative of the localised meteorology of the area. For additional perspective the Brookby windrose has been overlayed on an aerial image of the site at the approximate location of the on-site weather station (Figure 2-4). This illustrates the general trend of wind speed and direction on-site and indicates generic directionality of any airborne emissions from on-site sources. As Brookby Quarry is in the foothills of the Hunua ranges the average rainfall is generally elevated above that of the Auckland region. The average annual rainfall is approximately 1,400 mm.

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2 Background Information

Figure 2-2 Windrose for Brookby Quarry from September 2010 – April 2013

Figure 2-3 Windrose for Auckland Airport from September 2010 – April 2012

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2 Background Information

Figure 2-4 Windrose for Brookby Quarry overlayed on Site Aerial.

Overburden disposal

Active Face

Main processing plant

Material Stockpiles

Access Road

2.4 Dust Deposition Monitoring Brookby Quarry has been conducting dust deposition monitoring around the boundary of its site since January 2009. The location of each of the deposition gauges is displayed in Figure 2-5. The results of the deposition gauge monitoring since 2009 are presented in Figure 2-6.

42038124/R001/d 7 Brookby Quarry: Discharge to Air

2 Background Information

Figure 2-5 Deposition Gauge Monitoring Locations

Site 4 E1778680 N5907967

Site 3 E1778687 N5907750

Site 2 E1778643 N5907446

Site 1 E1779178 N5906817

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2 Background Information

Figure 2-6 Dust Deposition Results

30days) 10

2 Site 1 Site 2 8 Site 3 6 Site 4

4 Total Solids Solids (g/m Total 2

0 July July July July May May May May April April April April June June June June March March March March August August August August October October October October February February February February November December November December November December November September September September September January2009 January2010 January2011 January2012 Month

Typical background dust deposition levels measured in New Zealand range from 1 - 4 g/m2/30 days. However; measured levels in the vicinity of industrial, agricultural, and horticultural activities range from 10 - 20 g/m2/30 days in extreme cases. Consequently the values in the figure could be considered representative of what might be measured in any rural area. The data in Figure 2-6 appears to indicate that there are some significant background contributors to the results, such as pollen from pine trees and dust from normal agricultural activities occurring on adjacent properties as all four of the locations have had elevated results in the months of September 2009, a time when there is generally little potential for dust from the quarry due to wetter weather as well as the fact that the gauges are positioned a significant distance from on-site activities. It is also noted that dust results for Site 4 are slightly elevated for all months, except two (May and July), during 2010. These results are consistent with overburden disposal occurring in close proximity to the dust gauge and indicate that more dust control may be required in this particular area. Due to the highly variable nature of the data it has not been possible to make any firm conclusions about the level of effect from the overburden disposal area. There does not appear to have been any correlation in the data collected in this monitoring to dust complaints made during the monitoring period.

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3Statutory Requirements

A full summary of the statutory requirements relating to the quarry operation is included in the AEE, however a brief summary of those relating to air discharges are included here.

3.1 Resource Management Act

Section 15 (1)(c) of the Resource Management Act 1991 (RMA) states that any discharge from an industrial or trade premise into air requires a Resource Consent unless that discharge is expressly allowed by a rule in a Proposed Regional Plan, Regional Plan, or a regulation. This section of the report discusses the relevant assessment criteria against which this assessment needs to be considered. The main discharges to air associated with quarrying include particulate matter (dust) and products of combustion.

3.2 National Environmental Standards for Combustion Products

The Ministry for the Environment (MfE) promulgated National Environmental Standards for air (NES) on 6 September 2004. The NES applies standards to five air pollutants; particulate matter less than

10 microns in diameter (PM10), carbon monoxide (CO), nitrogen dioxide (NO2), sulphur dioxide (SO2) and ozone (O3). The first four of these are primarily products of combustion. While the NES were not intended to be assessment criteria, the fact that consent authorities have to determine whether emissions from a site will cause an exceedance of the standard means that they are in fact de facto assessment criteria. The NES criteria applicable to this application are presented in Table 3-1.

Table 3-1 National Environmental Standards

Compound Threshold Averaging Permissible Excess Concentration Period

PM10 50 µg/m³ 24 Hour One 24-hour period in a 12-month period

NO2 200 µg/m³ 1 Hour 9 hours in a 12-month period 350 µg/m³ 9 hours in a 12-month period. SO2 1 Hour 570 µg/m³ Not to be exceeded at any time.

CO 10 mg/m³ 8 Hour One 8-hour period in a 12-month period

The AC uses the threshold concentrations listed in Table 3-1 when assessing applications in its region. The emissions from quarry vehicles and excavation equipment produce pollutants mentioned in the table above and need to be assessed to ensure that they will not cause exceedances of the NES. These emissions are addressed in Section 4.5 of this report.

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3 Statutory Requirements

3.3 Dust Assessment Criteria

The only discharge to air of any significance associated with the operation of Brookby Quarry that has the potential to cause off-site effects is particulate matter (dust). Particulate matter can be classified as suspended or deposited particulate, depending on the parameters such as particle diameter, density, and behaviour in the atmosphere. The type of dust effect that is generally associated with quarries is nuisance dust deposition, and therefore the relevant assessment criteria are discussed below.

3.3.1 Deposited Particulate

Deposited particulate matter is dust or aerosol that, because of its aerodynamic diameter, and density, falls from the air relatively quickly. In general terms, deposited particulate has a diameter of greater than about 50 µm; however there is no sharp dividing line between these particles and the smaller particulate matter which remains suspended in the air for longer periods. The deposition of this particulate onto surfaces such as cars, houses, washing and windowsills results in nuisance effects, rather than health effects.

3.3.2 Dust Deposition Trigger Levels

In the Ministry for the Environment (MFE) Dust good practice guide2, a trigger level of 4 g/m2/30 days above background concentrations has been recommended for dust deposition. The good practice guide also suggests that this value should not be considered fixed, but taken as a starting point. In very sensitive areas a lower value may be more appropriate, while in less sensitive environments a higher value may be more appropriate.

3.3.3 Regional Air Quality Guidelines for Assessing Deposited Particulate

The AC has a deposited dust trigger level of 4 g/m2/30 days for both rural and urban environments. Exceedances of the trigger level will generally require investigation of the source of the elevated levels and remedial actions if the activity in question is the cause of the elevated levels The AC also requires: “That beyond the boundary of the premise where the activity is being undertaken there shall be no noxious, dangerous, offensive or objectionable dust, particulate, smoke or ash”. 3.4 Auckland Air, Land, and Water Plan (ALWP)

Objective 4.3 and Policy 4.4 in the Operative Auckland Air, Land, and Water Plan (ALWP) relate to dust discharges to air from Brookby Quarry. In summary, these sections state that no discharge to air which is objectionable, noxious, dangerous or offensive beyond the boundary of the premise and that the owner operator is responsible to take all practicable steps to mitigate the occurrence of such potential discharges. Rule 4.5.53 states that any quarry with an extraction and processing rate of aggregate over 200 tonnes per hour is a discretionary activity and therefore will require an air discharge consent. As processing at Brookby Quarry exceeds this limit, Brookby operates under an Air Discharge Consent.

2 Ministry for the Environment, Good Practice Guide for Assessing and Managing the Environmental Effects of Dust Emissions, September 2001.

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4Proposed Process Changes and Assessment of Effects

This section of the report sets out the emissions from the site including the proposed changes and the potential effects which may arise from these changes. The changes sought by Brookby Quarry will not significantly change the site discharges. A brief description of the general process is as follows. Overburden is removed and placed in the overburden disposal area (identified in the AEE). Once the rock is exposed it is blasted free from the excavation face and either processed in one of two mobile plants at the rock face or transported directly to the main processing plant. At the main processing plant the rock is converted into a variety of products (sealing chip, concrete product chip, Pap 6 and 7, Gap 40 and 65 dependant on demand) via a series of four crushers, five screens and 36 conveyors. Once the final product(s) are produced then these are stockpiled in dedicated areas. A detailed assessment of each step is included below.

4.1 Overburden Removal

4.1.1 Process Overburden removal and disposal occurs progressively as more of the active face is opened up. The overburden is stripped from the rock face using excavators, loaded into dump trucks and transported down a haul road to the fill area. Once it is placed in the fill area bulldozers shape the material to the desired contour.

4.1.2 Potential Emission Sources As overburden generally consists of soils, clays and less dense rock there is potential for dust generation from this material. Dust emission can occur from several sources which are: • Wind driven dust off exposed surfaces in the overburden disposal area; • dust being disturbed on haul roads between and within the excavation point and the overburden disposal areas; • dust emissions from loading and unloading of trucks; and • dust being disturbed as the dozer repositions the overburden to the desired contour.

No changes to potential emission sources or potential effects will arise as a result of the changes being sought.

4.1.3 Mitigation Measures During overburden removal and placement the following mitigation measures are implemented to mitigate the potential dust effects: • Considering meteorological conditions such as wind speed and direction, when planning activities;

• watering the surface prior to disturbing it during dry weather conditions, if required;

• controlling vehicle speeds on unconsolidated surfaces; and

• dampening of haul roads.

When it is impossible to avoid overburden disposal during particularly dry weather, watercarts or fixed sprinklers will be used to ensure that adequate dust suppression occurs to avoid generating off-site dust effects.

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No additional mitigation measures are required to be implemented as a result of the changes proposed.

4.1.4 Assessment of Effects Under the current proposed works there will be a requirement for overburden disposal over the duration of the consent. It is generally accepted that the majority of particulate deposition or nuisance effects associated with overburden disposal will occur within 200 – 300 m of an unmitigated particulate source, with only particles smaller than 50 µm travelling further than 200 m. Mitigation measures discussed in Section 4.1.3 are employed to ensure that there will be no off-site nuisance resulting from the disposal of overburden. Deposition gauge results show slightly elevated dust levels in the vicinity of Site 4 during 2010, indicating that mitigation procedures should be rigorously adhered to.

4.2 Rock Extraction Operations

4.2.1 Drilling The blue rock at Brookby Quarry is sufficiently hard to require drilling and blasting. This activity has the potential to generate dust, but there are a number of standard techniques that are used to reduce dust emissions from this source. In addition the distance from any drilling to parties that may potentially be affected is sufficiently great, that even in the absence of control measures, there is unlikely to be any dust nuisance from this source.

4.2.1.1 Potential Emission Sources There are two primary sources of airborne emissions from this activity: • Dust emissions from drilling • Spoil fines being suspended during blast

4.2.1.2 Mitigation Measures There are two main methods used to control dust from drilling, these are to wet the ground prior to drilling and to use dust collection equipment on the drilling rig. At Brookby Quarry all of the drilling is carried out by a contractor, whose drilling rigs are fitted with dust collection equipment. However there is always a small amount of drilling spoil left around the hole. In addition the cyclones on some drill rigs deposit the collected dust onto the ground. If this dust is not removed or wetted down prior to detonation it has the potential to generate high concentrations of dust that will be highly visible. It is very improbable that this activity will generate any off-site health or deposition effects above the regulatory guidelines, although in some light wind speed conditions a small amount of dust may drift off-site. If dust from this source is identified as resulting in nuisance effects, mitigation will be implemented such as: • Wetting down spoil. • Ensuring any spoil collected by the drill rig is not deposited on the ground but collected and disposed of appropriately.

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No changes to the drilling methodology or mitigation measures employed are required as a result of the proposed changes.

4.2.2 Blasting Blasting is an activity that has the potential to generate dust, but there are a number of measures that can be undertaken to significantly reduce the potential effects. Again it is noted that due to the distances involved it is unlikely that dust from this source would generate off-site nuisance. To date no adverse effects have been observed on site and no complaints have been received with respect to dust emission from this activity. Blasting will also generate some combustion emissions. Generally these are not significant, but there is potential for brown nitrogen dioxide emissions to occur if the process is not carried out correctly. There have not been any issues of this type at Brookby Quarry in the past.

4.2.2.1 Potential Emission Sources There are two primary sources of airborne emissions from this activity:

• Dust emissions from the blast • Combustion emissions from the explosives used

4.2.2.2 Mitigation Measures The control of dust emissions during blasting relies on the adoption of good blasting practice. When preparing a blast, it is necessary to make a trade-off between maximising the blast efficiency, minimising vibration and minimising dust emissions. Other practices that can be used to control dust emissions from blasting include wetting the rock faces prior to blasting in particularly dry conditions when the faces are near the top of the pit, or removing as much as practical of the loose rock (or dirt in the case of blasts occurring at the top of the quarry). Tight control over the quantities of explosives used and the use of sequential firing will also minimise the dust emissions from this activity. No changes to the blasting methodology or mitigation measures employed are required as a result of the proposed changes.

4.2.3 Rock Extraction and Truck Loading Following blasting, fragmented rock is extracted from the quarry face and loaded into trucks. This activity can generate dust both from the excavation, and also from the placement of rock into the truck.

4.2.3.1 Potential Emission Sources There are two primary sources of airborne emissions from this activity: • Dust emissions from the excavation • Dust emissions from the placement of rock into the truck

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Figure 4-1 Rock Extraction and Truck Loading

4.2.3.2 Mitigation Measures Three possible techniques are commonly used at quarries to control dust occurring from excavation and truck loading activities. These include wetting the material on the ground prior to the commencement of loading, the use of a fine water spray whilst loading is occurring, and the use of windbreaks to reduce wind velocities in the vicinity of the quarry. At present no special measures, apart from care by the excavator driver to minimise the drop height, are undertaken at the Brookby Quarry to reduce the potential for emissions from this source, as dust emissions from this source have not proved to be an issue. This is mainly due to the significant distance between this activity and the nearest residences. No changes to the rock excavation methodology or mitigation measures employed are required as a result of the proposed changes. The rate of excavation will be increasing but no significant change in effects resulting from periods when a higher rate of excavation is occurring is predicted.

4.2.4 Assessment of Effects The current quarry excavation operation do not appear to be generating any adverse off-site effects. This is due both to the significant separation distances that exist between the pit and any potentially

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affected parties, and the fact that the quarry is being operated in a manner that is considered best practice. It is likely that the quarry will generate some visible emissions, particularly when blasting occurs, however, this dust will redeposit primarily within the quarry site, and is therefore unlikely to generate off-site effects. A photo of minimal visible emissions shortly after a blast is included in Figure 6-1.

Figure 4-2 Blast Emissions

With the additional operating hours and increased extraction capacity there is potential for these emissions to occur for longer and be slightly increased. However with the majority of these emissions being deposited on-site it is unlikely that there would be a measurable increase in any off-site effects.

Brookby Quarry has effective mitigation measures in place to control emissions from this activity and these will continue to be applied.

4.3 Rock Processing There are potentially five stages of processing at the Brookby Quarry these are: crushing and screening in a mobile plant followed by primary, secondary, tertiary and potentially quaternary crushing, screening, and washing. These are described below with the potential emission sources from the various activities.

4.3.1 Process

Mobile Processing Plant The main increase in processing capacity will be through the use of an additional mobile processing plant operating on the one of the site benches. There are a total of two of these mobile processing plants operating at Brookby Quarry. Rock from the quarry is tipped directly into a bin hopper that feeds material into a jaw crusher. Material is then passed through a cone and onto a power screen. Material from this processing plant is temporarily stored at the active face before being transported to the main processing plant. Figure 4-3 shows one of the mobile processing plants.

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Figure 4-3 View of Mobile Processing Plant

Main Processing Plant The main processing plant produces Sealing Chip, concrete product, Asphalt product Pap 6 and 7 and scalping products. The main plant is capable of producing Gap 40 and 65 along with sub-base 40 and 65 however this is generally undertaken by the portable crushing plant. Rock is dumped into the hopper and then passes through a jaw crusher, then through a screen into a cone crusher before going into a feedbin. This feedbin supplies the chip plant with the material which goes through another cone crusher onto the barmac before finally passing over a series of screens to get the different size material required. Figure 4-4 presents the main processing plant at Brookby Quarry.

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Figure 4-4 View of Main Processing Plant (Note the visible fine mist water sprays in operation)

4.3.2 Potential Emission Sources

Crushing Plant There are two locations where crushing occurs at Brookby Quarry, the mobile processing plants and the main processing plant. The entire crushing operation is potentially dusty, particularly operations such as screening and at any point in the process where aggregate drops.

Wash Plant To achieve the market specifications required for processed aggregate from the main plant for concrete, asphalt and sealing chip products, aggregate produced in the crushing plant must be washed; consequently there is little potential for dust emissions from this source.

Fines from Wash Plant The fines from the wash plant are stockpiled and re-incorporated into gap products.

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4.3.3 Mitigation Measures The primary dust control medium used on the main plant is water. The system that is currently installed uses spray nozzles at the conveyor drop points. These nozzles generate a water mist (as shown in figure 4-4) which effectively suppresses dust generation. The water sprays are all controlled from a central location adjacent to the plant operators control booth. This operator is responsible for ensuring that the crushing plant does not generate significant quantities of dust. The water used on the processing plant has Polo Biodegradable Dust Suppression (BDS) added. This additive helps further reduce dust emission from material as it travels between the various processing points in the plant, and from crushing and screening operations. Water can be used on the mobile plant if necessary to control dust. However it is typically not required as the plant is situated sufficiently far from site boundaries that any dust that might be generated cannot cause off-site effects. If visible emissions are persistent from this source the water sprays will be activated on the mobile plants. Brookby Quarry also has an Environmental Diary which the Quarry Manager keeps daily. The majority of the quarry is visible from the Quarry Manager’s office and if any visible dust emissions are observed then this is recorded and mitigation measures are put in place to control the source of dust. No changes to the rock processing methodology or mitigation measures employed are required as a result of the proposed changes. During periods when a higher rate of processing is occurring (than at present) any increase in potential adverse effects will be negligible due to the mitigation measures already employed.

4.3.4 Assessment of Effects While there is evidence that the processing operations generate particulate on site, this is no different from any quarry operation, and Brookby Quarry has put in place appropriate mitigation measures to control this which will continue to operate in the increased processing capacity (with the one additional mobile processing plant) and operating hours. The sprinklers at the drop points should eliminate any dust emissions from this source and eliminate the potential for off-site effects. It is proposed that the rate of rock processed on site will increase (as outlined in Section 2). Therefore it is likely that there will be an increase in dust emissions associated with rock processing operations. However this rock processing is generally conducted in the centre of the site which is generally greater than 400 meters from potential receptors. With appropriate mitigation measures as outlined in Section 4.3.3 the predicted increase in emissions will be minimal. This conclusion is also supported by preliminary Total Suspended Particulate (TSP) monitoring that has been undertaken during February and March 2013, near to the site entrance off Kimptons Road, with 24 hour average TSP concentrations on average less than 40 µg/m3 as a 24 hour average. This is a level of TSP that is reasonably typical of rural dust concentrations in URS’ experience, and not indicative that any nuisance dust is being generated off-site.

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4.4 Stockpiles Truck Loading and Transportation

4.4.1 Process The stockpiles are located in two general areas around the site. The exact location depends on the product. In general the unwashed products are located adjacent to the main processing plant and the washed products are stockpiled behind a constructed earth bund with the stockpiles being approximately 400 meters away from the nearest resident. All products are dispatched in trucks which are loaded using one of the three loaders permanently operating on site.

4.4.2 Potential Emission Sources

Transport The transport of rock and overburden around the site has the potential to generate significant dust emissions from any quarry and the activity at Brookby Quarry is no exception. It is virtually impossible to prevent dust occurring from this source, but it is possible to ensure that as far as practicable dust emissions from this source are minimised. Mitigation Measures

The main dust control measures used at Brookby Quarry are roadway watering, speed reduction and road surface management. • Watering

In general, the use of water on unpaved roads is the most economic and effective means of controlling dust emissions. The water can either be applied using a truck with a gravity or pressure feed sprinkler system, or by using fixed sprinklers. The use of water prevents (or suppresses) fine particulate from leaving the surface and becoming airborne through the action of mechanical disturbance or wind. In effect, the water acts to bind the small particles to the larger material, thus reducing the emission potential. At the Brookby Quarry the use of water is the principal means of dust suppression on roads. The quarry has an adequate supply of water from the stormwater/pit pond. This water is pumped to a watercart which drives circuits along the main haul routes and the dispatch yard. Watercart operation is recorded in the Environmental Diary. Figure 4-5 shows a picture of the watercart in operation.

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Figure 4-5 Watercart Operation

• Speed Reduction

In general terms, the emission of dust from road traffic is proportional to the vehicle speed. Hence, any reduction in vehicle speed will also mean a reduction in dust emission. To some extent, the recommended speed of vehicles is dictated by the load they are carrying. However, the most important factor is the dryness of the road surface, such that adequate watering can reduce the need for tight speed restrictions. At Brookby Quarry the Quarry Management Plan (QMP) specifies a speed restriction of 30 km/h which is enforced on all unsealed roads to reduce the potential for dust emissions from this source and for safety reasons. • Road Maintenance

After rock has been spread on an unsealed road surface, the movement of vehicles over time breaks that rock down into smaller pieces. At some stage, those small pieces will reach a size where they can become easily airborne. Brookby Quarry avoids this matter occurring by ensuring that the road metal is replaced prior to this becoming a potential dust source on internal roads.

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• Access Road and Kimptons Road

The access road to and from a quarry can often be a source of dust due to material being tracked out of the quarry by traffic movement. However there are several commonly used control measures which can prevent this occurrence, which Brookby Quarry are employing such as: o Truck wash (overhead sprinkler system) for all exiting vehicles. o Employing a road sweeper to be used when required.

o Installing a wheel wash to prevent material being tracked off-site. No changes to the transportation methodology or mitigation measures employed are required as a result of the proposed changes. During periods when there will be higher internal transportation movements, the predicted change in effects will be negligible with the continued employment of the existing mitigation measures.

Surface Erosion and Stockpiles Typically, between 10 and 20 per cent of the dust from a quarry site is due to wind erosion. The sources of dust from wind erosion are from exposed soil around the quarry, together with dust from the stockpiles and overburden piles generated during normal operation of the quarry. Mitigation Measures

The control of dust emissions caused by wind erosion is usually accomplished by stabilising the soil particles that could be eroded. The main techniques that are currently used at Brookby Quarry are: minimisation of exposed areas, re-vegetation of excavated areas where practicable and bunds as soon as practicable, and the use of water to bind particles to the surface: • Minimise Exposed Area

Dust emissions due to wind erosion are directly proportional to the surface area exposed. Accordingly, the most appropriate means of controlling wind erosion is to minimise, at all times, the area from which dust particles can be eroded. • Vegetate the Surface

This is generally the most effective means of control and usually the most economical way to control wind erosion. However, ground cover can take some time to establish, particularly if required during a slow growing period. Therefore, other measures, such as chemical stabilisation, are often required whilst vegetation is being established. • Irrigation with Water

The periodic irrigation of exposed land may control dust emission through the addition of moisture, which in turn consolidates the surface particles and creates a crust on the soil surface when drying occurs. The amount of water and frequency of irrigation to maintain a desired level of dust control will be a function of the season and of the crusting ability of the soil. A combination of these techniques is currently being used at the Brookby Quarry. As the quarry processes will remain the same under the proposed changes then it is unlikely that these sources shall be of concern in the future.

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In terms of dust emissions from the product stockpiles, Brookby Quarry has located these as so to minimise the potential for off-site dust emissions. To this end, all the washed product (product not expected to have any dust emissions) is located near the quarry entrance and unwashed products are stockpiled on the benches and therefore further from the site boundary and more sheltered from prevailing winds. Figure 4-6 shows the washed aggregate stockpiles. No changes to on-site stockpiling or mitigation measures employed are required as a result of the proposed changes.

Figure 4-6 Stockpiles

4.4.3 Assessment of Effects The majority of aggregate storage is washed material which has a low potential for dust emissions, and unwashed product is stored more central to the quarry’s operations and therefore further from potentially affected parties. The mitigation measures that have been employed are all consistent with best practice, therefore potential for off-site effects have been minimised to the greatest extent practical, and aggregate storage is unlikely to result in off-site dust effects. As the extraction/processing rates increase and load out rates also increase the requirement for storage is predicted to remain the same, therefore dust emissions from stored aggregate will remain at current levels.

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4.5 On Site Combustion Emissions

4.5.1 Potential Emission Sources Another potential emission point is combustion emissions from on-site vehicles/plant and from the load out trucks that come to collect aggregate. Currently there are the following combustion sources onsite (which can fluctuate over time): • 18 permanent site vehicles (various diggers, loaders, trucks, and a dozer) • two portable crushers • up to 360 load out trucks (180 in and 180 out) can access the site in a day Under the proposed changes the amount of additional operational equipment onsite will be minimal because the size and capacity of the equipment will change not the number. Load out trucks however will increase from the current weekly maximum of 1,800 (900 in and 900 out) to a weekly maximum of 5,120 movements per week (i.e. 2,560 in and 2,560 out) which is an additional total of 3,240 movements (1,620 in and 1,620 out). As mentioned previously blasting will also generate combustion emissions; however this is a relatively infrequent event, and is unlikely to generate emissions that will have any off-site effects.

4.5.2 Mitigation Measures Regular vehicle maintenance of site based vehicles will reduce the instance of incomplete combustion and ensure cleaner emissions from these sources. Any trucks waiting on the access road have a strict no idle policy to prevent any potential localised effects.

4.5.3 Assessment of Effects

In this case the emissions of NO2, SO2 and CO are primarily associated with motor vehicles operating on the site, which will consequently only be present in small quantities. The proposal will result in an increase in site traffic numbers and duration under the resource consent application being assessed. URS has conducted a conservative screening level air quality dispersion modelling assessment for vehicle emissions on Kimptons Road (see Section 5.1). This assessment demonstrated that the worst case predicted vehicle emissions from the increased traffic load on Kimptons Road would be well within the ambient air quality guidelines even for sensitive receptors within 50 metres of the roadway. In fact the dispersion modelling indicated that pollutant concentrations were dispersed to approximately 20% of that at the roadway within 50 metres of the road and negligible levels at 100 metres from the road. Therefore as the traffic counts on-site are likely to be similar (or lower) than that of Kimptons Road and the distance between on-site combustion emissions and the nearest sensitive receptors is generally greater than 400 metres the concentrations of combustion emissions are unlikely to be detectable above background levels and therefore no further assessment of these emissions has been undertaken. Furthermore as the site is located in a rural area remote from any major traffic thoroughfares/congestion it is likely that there will be very low background levels of combustion products.

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5Traffic Air Dispersion Modelling

Brookby is seeking to increase truck movements to and from the Quarry. Due to concern expressed by local residents, a more detailed assessment has been undertaken of the potential effects of exhaust emissions from these vehicles.

5.1 Traffic Estimation URS has used real traffic monitoring data undertaken by Traffic Engineering & Management Limited for Brookby Quarry as inputs into a traffic air pollution model (AusRoads) to determine the air quality effects from the traffic increases in the immediate vicinity of the quarry. The inputs and methodology for this model has been presented in Section 5.2. The traffic assessment has been conservatively assessed, with the emission rates based on existing peak hour volumes and maximum heavy vehicle compositions occurring for the full 24 hours. The maximum existing traffic count has been estimated based on the following assumptions: • The quarry is operating at its maximum current load out capacity of 40 movements in and 40 movements out (80 heavy vehicles in the hour). • There are nine heavy vehicles on Kimptons Road not associated with the quarry (based on the heavy vehicle count in the highest hourly vehicle count as measured by Traffic Engineering & Management Limited (19-26 Nov 2012) less the Brookby gatehouse count for the same hour) • There are 22 light vehicles (light vehicle portion of highest hourly vehicle count as measured by Traffic Engineering & Management Limited (19-26 Nov 2012)).

The maximum predicted traffic count is based on the following assumptions: • The quarry is operating at its maximum proposed load out capacity of 60 movements in and 60 movements out (120 heavy vehicles in the hour). • There are nine heavy vehicles on Kimptons Road not associated with the quarry (based on the heavy vehicle count in the highest hourly vehicle count as measured by Traffic Engineering & Management Limited (19-26 Nov 2012) less the Brookby gatehouse count for the same hour) • There are 22 light vehicles (light vehicle portion of highest hourly vehicle count as measured by Traffic Engineering & Management Limited (19-26 Nov 2012)). The existing and predicted volumes are summarised in Table 5-1.

Table 5-1 Current and Predicted Hourly Traffic Counts and Composition

Scenario Hourly Traffic Count Heavy Vehicle Composition (%) Maximum Existing 111 80

Maximum Predicted 151 85

5.2 Dispersion Modelling URS has used air dispersion modelling, to determine the likely effects of vehicle exhaust emission on ambient concentrations of concentrations of PM10, NO2 and CO from the increased traffic volumes along Kimptons Road. The modelling has conservatively assessed the worst case emissions based on both existing traffic volumes and vehicle composition, and maximum predicted traffic volumes and fleet composition. The model and inputs used for this assessment are listed below.

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5.2.1 AusRoads AusRoads is a Gaussian-plume dispersion model for predicting the near-road impact of vehicle emissions developed by the EPA Victoria based on the algorithms utilised by CALINE 4 as developed by the California Department of Transportation (Caltrans). The purpose of the AusRoads model is to assess air quality impacts near transportation facilities. Given source strength, meteorology and site geometry, AusRoads can predict concentrations for receptors located near to the roadway for a range of contaminants.

5.2.2 Modelling Inputs

5.2.2.1 Meteorological Data URS has used the AC Papakura weather station for the year 2005 to run the AusRoads model. This is the most appropriate set of approved meteorological data for Brookby Quarry.

5.2.2.2 Terrain Inputs As any potential air quality effects will occur close to the Kimptons Road, which is essentially flat, URS has not included terrain in the model.

5.2.2.3 Emission factors Emission factors for the vehicle fleet were estimated utilising the NZTA developed Vehicle Emission Prediction Model (VEPM) worksheet. The parameters entered into this worksheet were conservative allowing for cold start, low vehicle speeds (10 km/hr) and maximum heavy vehicle counts all of which generally produce higher emission factors and add conservatism into the modelled results. As mentioned in Section 5.1 the hourly traffic counts for the ‘existing’ scenario were based on real traffic monitoring data undertaken by Traffic Engineering & Management Limited from 19th – 26th Nov 2012 plus the maximum consented quarry traffic counts. The ‘predicted’ scenario was based on proposed maximum hourly load out truck movements plus current maximum hourly non-Brookby Quarry light and heavy vehicle count as measured during Kimptons Road traffic monitoring period (19- 26 Nov 2012). With these inputs the emission factors (presented in Table 5-2) were produced by the VEPM worksheet and entered as inputs into AusRoads.

Table 5-2 Emission Factors

Scenario CO VOC NOx PM

g/km g/km g/km g/km

Maximum Existing 5.55 1.09 9.18 0.6199

Maximum Predicted 5.12 1.10 9.72 0.6573

26 42038124/R001/d Brookby Quarry: Discharge to Air

5 Traffic Air Dispersion Modelling

5.2.2.4 Sensitive Receptors Seven sensitive receptors (residences) have been identified that are in close proximity to the road and have been included in the model as discrete receptors. All of the receptors are residential properties and have been presented in Table 5-3 with the UTM coordinates.

Table 5-3 Receptor Locations

Receptor UTM Easting UTM Northing 1 5906571 323202

2 5906481 323313

3 5906539 323451

4 5906599 322996

5 5906618 322842

6 5906316 322660

7 5906244 322478

5.2.2.5 Background Air Quality As no background monitoring has been undertaken near the Brookby Quarry that URS is aware of, URS have used values that have been established by MfE3 that can be assumed for rural areas and are contained in Table 5-4.

Table 5-4 Background Concentrations

Pollutant Averaging Period Background Concentration (µg/m3)

NO2 1 hour 15

PM10 24 hour 15 CO 8 hour 0

5.3 Results The results of this assessment have been presented in Table 5-5 along with the assessment criteria as a comparison.

3 Ministry for the Environment, Good Practice Guide for Assessing Discharges to Air from Industry, May 2008

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5 Traffic Air Dispersion Modelling

Table 5-5 Maximum Predicted Concentrations Including Background (µg/m3)

Averaging Maximum Assessment Scenario Contaminant Period Concentration* Criteria

1 hr 50 200 NO 2 24 hr 31 100

Existing PM10 24 hr 26 50 1 hr 294 30,000 CO 8 hr 150 10,000

1 hr 74 200 NO 2 24 hr 38 100

Predicted PM10 24 hr 30 50 1 hr 312 30,000 CO 8 hr 185 10,000

* Background concentrations have been included in the Maximum Off-Site Concentration While the increased vehicles on Kimptons Road will result in increased concentrations in close proximity to the road, all of the predicted concentrations are well below the appropriate health assessment criteria. Therefore, it is extremely unlikely that there will be any adverse air quality effects as a result of the increased traffic flow along Kimptons Road. Based on the above results, hourly truck movements in the order of 600-800 would need to occur before any of the assessment criteria concentrations would be exceeded. The proposed truck movement rates are therefore significantly below the limit when adverse effects from emissions along the roading network could occur.

28 42038124/R001/d Brookby Quarry: Discharge to Air

6Monitoring

URS does not consider that any additional monitoring other than that which is already being conducted is required at Brookby Quarry given that the majority of potential emission sources are a sufficient distance from any potentially affected off-site parties. However Brookby Quarry has recently undertaken some continuous TSP monitoring in site and proposes to install a permanent unit on site as part of the proposed changes. In Table 7.1 of the Ministry for Environment’s (MFE) publication ‘Good practice guide for assessing and managing the environmental effects of dust emissions’ (2001) the recommended TSP trigger level for an insensitive area (such as a sparsely populated rural area) is 120 µm³ as a 24 hour average. This is considered an appropriate trigger level for the continuous TSP monitor installed at Brookby Quarry. Should the trigger level be exceeded mitigation measures can employed (as appropriate) and an investigation into the possible cause of the exceedance can be initiated. The monitoring can be shifted around the quarry site depending on where it is required. Brookby Quarry will also continue to undertake meteorological monitoring and deposition gauge monitoring as per its current consent conditions.

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7Conclusion

This report has assessed the potential discharge to air effects resulting from the proposed changes to extraction and processing rates, hours of operation and truck movements. The assessment has shown that Brookby Quarry is effectively controlling discharges to air from its current operation and that there is no evidence that it is generating any significant off-site adverse environmental effects as a result of its activities. Therefore URS consider that the quarry is compliant with its current air discharge consent conditions. URS considers that Brookby Quarry’s proposed increased extraction/processing capacity, operating hours and truck movements will not significantly increase the potential for off-site effects assuming the current consent continues to be complied with. The air discharge effects of the proposed increased truck movements have been conservatively modelled in AusRoads and this modelling confirms that no assessment criteria will be exceeded. In our opinion, hourly truck movements of 600-800 along Kimptons Road would be required before the risk of a significant air quality effect arose. Consequently it is URS’ opinion that the S127 application for a variation to the current consent can be granted as there will be no significant change in discharge to air effects from the proposed changes.

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8Limitations

URS New Zealand Limited (URS) has prepared this report in accordance with the usual care and thoroughness of the consulting profession for the use of Brookby Quarry Ltd. It is based on generally accepted practices and standards at the time it was prepared. No other warranty, expressed or implied, is made as to the professional advice included in this report. It is prepared in accordance with the scope of work and for the purpose outlined in the Proposal dated 23 April 2013. The methodology adopted and sources of information used by URS are outlined in this report. URS has made no independent verification of this information beyond the agreed scope of works and URS assumes no responsibility for any inaccuracies or omissions. This report was completed in June 2013 and is based on the conditions encountered and information reviewed at the time of preparation. URS disclaims responsibility for any changes that may have occurred after this time. This report should be read in full. No responsibility is accepted for use of any part of this report in any other context or for any other purpose or by third parties. This report does not purport to give legal advice. Legal advice can only be given by qualified legal practitioners.

42038124/R001/d

URS New Zealand Limited 273 Cashel Street Christchurch 8011 PO Box 4479, Christchurch 8140 New Zealand

T: 64 3 374 8500 F: 64 3 377 0655 www.ursglobal.com

Date: June 19, 2013

Address: David Hay Osborne Hay Resource Management Planners Box 16 Warkworth 0941 Email: [email protected]

RE: Brookby Quarry

Kia ora David,

Thank you for arranging the site visit to the Brookby Quarry on Monday the 20th of May to discuss with yourself, Steve Riddell and the quarry management the proposed expansion and required Resource Consents to enable the quarry to maximize the current opportunities provided to Brookby Quarry by the large number of infrastructure projects underway or pending as a result of the growth and expansion of Auckland.

Obviously with the Auckland Plan, the Mayoral vision for Auckland and the Unitary plan to give effect to those aspirations, Auckland is faced with the dilemma of finding resources to feed that growth.

Transport and building are forecast to require a huge amount of quarried material over the next decades and the resource available and location of the quarry at Brookby put your clients in a good position to provide that range of material to the market.

Ngai Tai ki Tamaki take a long view forward in assessing the viability and ecological costs or benefits associated with resources taken from our historical domain. The cultural values and impact on the area as a whole are also given consideration when we assess the scale and scope of operations such as the quarry at Brookby.

We understand that there is always a cost to the environment and we seek through consultation to mitigate these effects. We suggest instigation of long term projects to restore or enhance the environment and reduce the intergenerational effect of quarrying our significant landscapes. Protection of the waterways from silt laden runoff and other effects of quarrying are given High priority by Ngai Tai and we appreciate that Brookby Quarry has systems in place to treat all water to a good standard before it leaves the site and enters the upper reaches of the Papakura catchment.

Planting of locally ecosourced native plant species is also underway adjacent to the quarry to offset the loss of the natural habitat of indigenous Fauna. Loss of local biodiversity should not be a cost to the extraction of rock or minerals from the landscape and we are committed to working with the quarry to restore the balance in favour of our natural ecosystems.

1 Ngai Tai Ki Tamaki Tribal Trust , Physical Address: 102 Maraetai Drive, Maraetai Postal Address : P.O Box 59, Beachlands, AUCKLAND 2147 – Ph: (09) 537-9485

Formal Communication

This formal communication serves to provide evidence the applicant has engaged in consultation with Ngai Tai ki Tamaki to satisfy the legal and statutory requirements under the provisions of the Resource Management Act 1991

Resource Management Act 1991

Section 6 Matters of National Importance

b. The protection of outstanding natural features and landscapes from inappropriate sub division and use and development and;

e. The relationship of Maori and their culture and traditions with their ancestral lands, waters, waahi tapu and other taonga.

Section 7 Other Matters

a. Kaitiakitanga, (Maori guardianship and stewardship recognition and practise)

e. Recognition and protection of heritage values of sites, buildings, places, or areas

Section 8 Treaty of Waitangi

In achieving the purpose of this Act, all persons exercising functions and powers under it, in relation to managing the use, development and protection of natural and physical resources shall take into account the principles of the Treaty of Waitangi (Te Tiriti o Waitangi)

High Court Environmental Service Contract with a Local Authority

Ngai Tai successfully executed a Judicial Review against Manukau City Council, 1999 (refer, M1323/99 SW99) issued in the High Court for granting consents to recorded and protected archaeological sites of significant value and interest to Ngai Tai without evidence that Ngai Tai had been informed, engaged and consulted.

Ngai Tai Kaitiaki Principles

Ngai Tai’s Treaty of Waitangi (Te Tiriti o Waitangi) definition provides for;

 Article One – To protect taonga  Article Two – To develop taonga  Article Three To partnership taonga

2 Ngai Tai Ki Tamaki Tribal Trust , Physical Address: 102 Maraetai Drive, Maraetai Postal Address : P.O Box 59, Beachlands, AUCKLAND 2147 – Ph: (09) 537-9485

Historic Places Act 1993

This protocol agreement shall include the Historic Places Act 1993 and consequences of the Historic Places Trust and archaeological processes including probing and visual examination and record keeping. Ngai Tai provide the following recommendations to be applied if historical material is discovered;

Ngai Tai Waahi Tapu Protocols in event of Physical discoveries

If during earthwork and or any other type of activity the discovery of the following waahi tapu:

 Koiwi, or Human remains  Urupa, or Cemetery  Umu or Hangi Pit, Polynesian underground ovens used for cooking  Whare, or Dwellings  Midden, normally shell type deposits  Kumara and Taro Pit.  Mara or Maori Gardens

 He Wai or significant water bodies  Patu, Adze or Tools and Weapons  Waka or Canoe.

Such discoveries are relevant to both recorded and unrecorded sites of cultural significance that constitute a physical waahi tapu discovery.

Waahi Tapu Protocols

1. If earthwork or related activities discover waahi tapu, stop work immediately and form a 5 –50 metre fenced protection zone. 2. There are to be no further works to such affected areas until all the relevant authorities are informed and have at least investigated mitigating options that allow for the proposed project to continue or be amended, to avoid further damage and loss. 3. If Koiwi are unearthed phone the nearest Police Station as a Police Pathologist shall be required to determine the type of ‘bone’ discovery and also to ensure the discovery is not of a recent criminal activity. 4. For all other waahi tapu discovered contact;

 Ngai Tai Office, 09 537 9485  ARC, 09 366-2000, xtn: 8093 if in Auckland Regional authority  Contact Dave Robson of Historic Places Trust, 09 307-6952

3 Ngai Tai Ki Tamaki Tribal Trust , Physical Address: 102 Maraetai Drive, Maraetai Postal Address : P.O Box 59, Beachlands, AUCKLAND 2147 – Ph: (09) 537-9485

Iwi Management Plans

1. Hauraki Iwi Environment Plan 2. Ngai Tai ki Umupuia TWT Plan 3. Huakina Environmental Development Plan 4. Ngai Tai ki Tamaki Iwi Management & Development Plan

Recommendations.

1/ Ngai Tai ki Tamaki receives and appreciates regular updates from Brookby Quarry and responds according to our principles and long term vision. We require that engagement to continue on a without prejudice basis to ensure the protection of the environment and our cultural landscape.

2/ Ngai Tai ki Tamaki recognize the requirements of the Auckland Plan and have no issues with the expansion and raised extraction levels forecast for the Brookby Quarry as long as there is regular monitoring and reporting to Ngai Tai of the aspects of the quarry operations relevant to Ngai Tai ki Tamaki principles stated above.

3/ Ngai Tai ki Tamaki have no issue with the increased numbers of truck movements required to transport the quarried materials to the required destination.

Thank you again for the full and frank discussions regards the Brookby Quarry current and forecast operations.

Naaku noa, naa

Dave Beamish Ngai Tai ki Tamaki Tribal Trust. Kaitiaki Manager.

4 Ngai Tai Ki Tamaki Tribal Trust , Physical Address: 102 Maraetai Drive, Maraetai Postal Address : P.O Box 59, Beachlands, AUCKLAND 2147 – Ph: (09) 537-9485