waikato expressway: hamilton section ruakura interchange...ruakura interchange 1 2-31695.00 | august...

Waikato Expressway: Hamilton Section

Ruakura Interchange Assessment of Social Effects

Waikato Expressway: Hamilton Section

Ruakura Interchange

Assessment of Social Effects

© Opus International Consultants Ltd 2014

Prepared By Opus International Consultants Ltd

Marilyn Ford Wellington Environmental Office

Resource Management Planner L8, Majestic Centre, 100 Willis St

PO Box 12 003, Thorndon, Wellington

6144

New Zealand

Reviewed By Telephone: +64 4 471 7000

Wendy Turvey Facsimile: +64 4 499 3699

Principal Environmental Advisor

Date: 27 August 2014

Reference: 2-31695.00

Status: V.2.1

Approved for

Release By

David Heine

Hamilton Section Team Leader

Ruakura Interchange i

2-31695.00 | August 2014 Opus International Consultants Ltd

1 Contents

Executive Summary .................................................................................................... i

1 Introduction ....................................................................................................... 1

1.1 Purpose and Scope of Report ............................................................................................ 1

1.2 Assumptions and Exclusions in Assessment .................................................................... 1

2 Project Description ............................................................................................ 2

2.1 Overview ............................................................................................................................ 2

2.2 Background ....................................................................................................................... 2

2.3 Context .............................................................................................................................. 5

2.4 Proposal ............................................................................................................................ 8

3 Methodology ...................................................................................................... 9

3.1 Overview ............................................................................................................................ 9

3.2 Assessment Framework .................................................................................................. 10

3.3 Parties Affected by Social Impacts .................................................................................. 14

3.4 Identification of Effects ................................................................................................... 15

3.5 Rating of Effects .............................................................................................................. 16

3.6 Recommendation and Mitigation ................................................................................... 17

4 Community Profile ............................................................................................ 17

4.1 Overview .......................................................................................................................... 17

4.2 Surrounding Environment .............................................................................................. 17

4.3 Plans, Policies and Strategies .......................................................................................... 20

4.4 Community Facilities ...................................................................................................... 21

5 Summary of Community Engagement .............................................................. 23

5.1 Overview .......................................................................................................................... 23

5.2 Review of Previous Consultation .................................................................................... 23

5.3 Direct Social Investigation .............................................................................................. 24

6 Review of Relevant Technical Reports .............................................................. 25

6.1 Key Findings from Technical Reports Reviewed ............................................................ 25

7 Assessment of Effects ....................................................................................... 26

7.1 Overview .......................................................................................................................... 26

7.2 Regional Effects .............................................................................................................. 27

7.3 Local Effects .................................................................................................................... 30

7.4 Summary Tables.............................................................................................................. 47

8 Recommended Mitigation ................................................................................ 54

8.1 Summary of Proposed Mitigation Measures .................................................................. 54

8.2 Recommended Mitigation Measures .............................................................................. 55

Ruakura Interchange ii


9 Monitoring ....................................................................................................... 56

10 Recommendations and Conclusion .................................................................. 56

10.1 Recommendations .......................................................................................................... 56

10.2 Conclusion ....................................................................................................................... 57

Appendices

Appendix 1 – Review of Plans, Policies and Strategies

Appendix 2 – Community Facilities

Appendix 3 – Travel Patterns

Appendix 4 – Community Engagement

Appendix 5 – Review of Technical Reports

Ruakura Interchange i


Executive Summary

Purpose of Report

This Social Impact Assessment identifies and assesses the social effects that may arise as a result of

the proposed alterations to the Hamilton Section designation with the proposed Ruakura

Interchange. This report will inform the Notices of Requirement (NOR) and Assessment of

Environmental Effects (AEE). The scope of this assessment includes:

Identification of a community of interest.

Identification of social amenities and facilities (such as community areas and places where

groups of people gather together).

An assessment of the relevant statutory and non-statutory documents to provide a background

of the political and community environment.

A review of feedback from the general consultation process.

Specific SIA engagement with community groups and representatives.

A review of other specialist inputs to the Project though a ‘social lens’.

An identification and assessment of the social effects of the Project against a social assessment

framework.

Identification of appropriate mitigation, avoidance or remedial strategies.

Methodology

This social impact assessment employs a framework for assessing social effect based on principles

from the International Association for Impact Assessment, taking into consideration the

requirements of the NZTA’s (draft) Z/19 standard. Effects are considered in relation to four main

themes: way of life; wellbeing; environment and amenity; and community.

The methodology includes a community profile, which describes the existing social environment

around the Project area. The community profile includes a description of the existing environment,

a description of key community facilities and amenities in the area, a discussion of travel patterns

and linkages in the area, and a review of policy and strategic documents

Social effects have been identified by reviewing a number of sources. The initial desktop review of

communities in the area, combined with aerial images and maps prepared by the project team

identified potential social effects, and community groups of interest to the assessment. Direct

observations of the Project area were carried out in a site visit providing context for the proposed

project. Telephone and face-to-face discussions were held with community groups to better

understand how the project may affect them. Other technical specialists’ assessments were reviewed

from a social perspective to further understand the potential effects of the project.

Identified effects were assessed according to the stated framework, and rated after qualitative

consideration of the effect, and its context, such as the severity and permanence of the effect. Effects

are either positive or negative, and each effect is rated either ‘significant’, ‘moderate’, ‘minor’, or

‘neutral’.

Ruakura Interchange ii


Summary of Effects

The proposed Ruakura Interchange project is expected to result in very slight to significant positive

regional social effects and very slight to moderate positive local social effects. Positive effects as a

result of the project include:

Improved regional and local connectivity, enabling the of movements of people to and from

sources of education, recreation and employment.

Facilitated development of a regionally significant commercial facility.

Support for regional and city-wide community plans and aspirations.

Enhancement of local amenity of active transport networks for pedestrians and cyclists, which

has the potential to encourage greater use among local residents, as well as workers and students

in the area.

Identified negative effects as a result of the project include:

Potential negative effects to safety and amenity of the local road networks for pedestrians and

cyclists during construction, particularly in the location of schools and community facilities in

the Silverdale area.

Potential effects to neighbourhood amenity both during construction and once operational as a

result of changes in traffic volumes and visual changes.

Very localised severance of connectivity at Ruakura Road (Percival/Ryburn Road area) as a result

of partial road closure.

Small amounts of private property acquisition (partial acquisition and one dwelling to be

removed).

With proposed mitigations in place, negative effects can be managed to result in neutral/very slight

negative regional effects and very slight to minor negative effects at local levels.

Mitigation

The SIA identifies recommended mitigation measures to address identified social effects. In some

cases mitigation proposed by another technical specialist is considered sufficient to address social

concerns, but in other cases additional measures are recommended by the social impact assessor.

The project includes existing mitigation for potential safety and congestion effects, and there are a

number of conditions on the existing designation over the Waikato Expressway: Hamilton Section

which will address most of the identified social effects.

Additional mitigation has been proposed to conditions 2 and 9 of the existing designation, to include

certain community facilities and sites in notification related to the project, and in the community

liaison details. An additional provision for continued safe access for pedestrians and cyclists to the

CMP under condition 2.2 has also been recommended.

Conclusion

Negative effects of the project, with the exception of the localised effects of the closure of part of

Ruakura Road are able to be mitigated.

Identified local dis-benefits, or negative effects need to be considered in light of the designated

Expressway, and what would be a small scale change in comparison.

Overall, the social effects can be categorised as being positive at the regional level, with a mixture of

negative and positive effects at finer local levels.

Ruakura Interchange 1


1 Introduction

1.1 Purpose and Scope of Report

This Social Impact Assessment identifies and assesses the social effects that may arise as a result of

the alterations to designation proposed for the Ruakura Interchange (the Interchange) to the

Waikato Expressway: Hamilton Section. The SIA will inform the Notices of Requirement (NOR) and

Assessment of Environmental Effects (AEE). The scope of this assessment includes:

Identification of a community of interest.

Identification of social amenities and facilities (such as community areas and places where

groups of people gather together).

An assessment of the relevant statutory and non-statutory documents to provide a background

of the political and community environment.

A review of feedback from the general consultation process.

Specific SIA engagement with community groups and representatives.

A review of other specialist inputs to the Project though a ‘social lens’.

An identification and assessment of the social effects of the Project against a social assessment

framework1.

Identification of appropriate mitigation, avoidance or remedial strategies.

Preparation of a detailed management plan for social issues is not considered relevant for the

proposed works. Input to draft management plans is considered appropriate as the findings of other

technical reports are an important element of the social assessment.

Further details on the methodology used in the preparation of this assessment can be found in

section 3 of this report. The SIA is part of a wider suite of technical reports informing the AEE and,

while it overlaps with topics included in other technical reports, it examines these from a social

perspective.

1.2 Assumptions and Exclusions in Assessment

The following exclusions and assumptions apply to the scope of this report:

All assessments are based on the details of the Project as available at the time of writing this

report.

Social impacts associated with the existing designation are not considered, as these have been

addressed at an earlier stage in the project and appropriate mitigation measures established

through the designation conditions. Therefore the assessment focuses on the change in effects –

i.e. the effects above those which are already anticipated, and provided for, by the existing

designation.

Individual impacts on economics only (property value) have not been addressed as these are part

of the Public Works Act (PWA) process.

1 The assessment framework employed in this assessment is based on principles from the International Association for Impact Assessment, and also takes into consideration assessment frameworks used in other recent SIAs, and the requirements of the NZTA’s Z/19 standard.



Cultural impacts affecting culture, land water and air have been addressed separately through

consultation with iwi and the Tāngata Whenua Working Group (TWWG) position statement is

relied on.

Health impacts are only considered with regard to individual and community stresses; personal

security; cycling and walking opportunities; healthy environment, and in consideration of other

specialist reports (such as air quality, noise and vibration).

A profile of the surrounding communities has been carried out, rather than a full demographic

profile, given the size and scale of the project.

Technical assessments have separately considered effects to air quality, noise, vibration and a

range of other technical specialist areas that are affected or require consideration in light of the

proposal. These assessments of effects have been carried out by the relevant technical specialist,

and their findings are relied on. Technical reports are reviewed in this assessment from a social

perspective only.

2 Project Description

2.1 Overview

The New Zealand Transport Agency (the Transport Agency) proposes to alter the existing

designation for the Hamilton Section of the Waikato Expressway (Hamilton Section) and obtain

additional resource consents from Waikato Regional Council (WRC) in order to construct, operate

and maintain the Ruakura Interchange and connecting roads. The Ruakura Interchange was omitted

from the recent round of alterations to the designation, whilst the Transport Agency awaited the

Board of Inquiry’s decision on the Ruakura Development Private Plan Change, by Tainui Group

Holdings.

2.2 Background

2.2.1 Roads of National Significance

In May 2009, the Government Policy Statement on Land Transport Funding (GPS) was released,

which identified seven Roads of National Significance (RoNS), which are considered by the

Government to be New Zealand’s most important transport routes requiring significant development

to reduce congestion, improve safety and support economic growth. The Waikato Expressway (the

Expressway) is one of the seven RoNS.

The purpose of listing particular roads as nationally significant was to ensure these priority roading

projects are fully taken into account in the development of the National Land Transport Programme.

The Government expects that planning for the future development of the land transport network

should reflect the importance of these roads from a national perspective and the need to advance

them quickly.

2.2.2 Waikato Expressway

The Expressway will extend from the Bombay Hills in the north to just south of Cambridge. The

Expressway has been divided into 12 sections. It is expected the Expressway will:



Improve economic growth and productivity for Auckland, Waikato and Bay of Plenty through

more efficient movement of people and freight between Auckland, Hamilton, Tauranga and

Rotorua;

Improve the reliability of the transport network by providing a more robust and safer road

network between Auckland, Hamilton, Tauranga and Rotorua;

Reduce travel times between Waikato and Auckland; and

Support the growth strategy for the central Waikato.

2.2.3 Hamilton Section

The Hamilton Section is located on the eastern side of the city of Hamilton. The Hamilton Section

adjoins the recently completed Ngaruawahia Section to the north, and the existing Tamahere

Interchange to the south. It is approximately 22km in length. Figure 1 shows the scope of the

Hamilton Section.



Figure 1: Proposed Scope of Works - Waikato Expressway Hamilton Section



2.3 Context

2.3.1 Current designation and resource consents

The Hamilton Section was first designated in 2005, following an appeal before the Environment

Court in 2004. In October 2013, the Transport Agency lodged Notices of Requirement (NORs) to

alter the designation in a number of discrete locations. Applications for resource consent to

construct, operate and maintain the Hamilton Section were lodged at the same time. The NORs and

resource consent applications were heard by independent Commissioners in April and May 2014.

The Commissioners’ decision on the resource consents was notified on 1 July 2014, granting all

consents applied for, subject to conditions. A recommendation from the Commissioners was released

on 30 June 2014 with respect to the NORs. The recommendation was that the NORs be granted

subject to a set of recommended conditions. On 8 July 2014, the Transport Agency accepted the

recommendation with only minor modifications. Two appeals have been made by submitters, one

in relation to Alteration U, and the other in relation to Alteration Z.

2.3.2 Ruakura Structure Plan (RSP)

Boundary changes between Hamilton City Council (HCC) and Waikato District Council (WDC) have

meant that a significant area of land at Ruakura is now within the jurisdiction of HCC. The

development of this land is identified in a number of high level documents including the Hamilton

Urban Growth Strategy, the Access Hamilton Transport Strategy and the Waikato Proposed Regional

Policy Statement.

To enable the progressive development of this area, the Ruakura Structure Plan (RSP) was developed

and notified as part of the Hamilton City Proposed District Plan (PDP) in December 2012. The RSP

(as notified) includes an inland port, freight and logistics hub and other industrial land. The inland

port as proposed in the RSP has an intermodal facility so that freight can be transferred to and from

road and rail. The RSP also provides for research and innovation activities, and residential areas for

an eventual population of approximately 1,800 households, including the development of a

neighbourhood centre.

Submissions and further submissions have been received on the RSP, however hearings and a

decision have been deferred, pending the outcome the Ruakura Private Plan Change (PPC).

2.3.3 Ruakura Private Plan Change

Tainui Group Holdings Limited (TGH) is the predominant landowner affected by the RSP. It was

identified that rules in the Hamilton District Plan: Waikato Section (as transferred over from the

WDC’s District Plan) prohibit any application being made for urban development within this area.

Given that the WDC rules are currently operative, they continue to apply until the PDP (including

the RSP) is made operative. Given the potential for lengthy delays, TGH have sought a PPC for what

is known as the Ruakura Development, through the Environmental Protection Authority (EPA). The

PPC affects some, but not all, of the land subject to the RSP.

The PPC does not re-zone any land, rather it proposes to adopt mechanisms providing an overlying

‘schedule’. This allows a range of activities to be undertaken in identified areas, as well as existing

rural activities.

The key aspects of the PPC are as follows:



A new ‘Schedule 25H Ruakura’ inserted into Chapter 25: Rural of the PDP, which provides a

Ruakura Logistics Area (incorporating the Inland Port), Ruakura Industrial Park Area,

Knowledge Area, Residential Areas and Open Space Areas along with indicative roads (refer to

Figure 1-2 below).

Amendments to the Prohibited Activity rules to enable the planning and development of the land

covered by Schedule 25H, including the future roading network.

On 31 July 2013, a ministerial direction was released, referring the PPC request to a Board of Inquiry

(BOI) which was held over a number of weeks during May/June 2014. On 5 August 2014, the BOI

issued its draft decision approving the PPC, subject to a number of amendments to the proposed

objectives, policies and rules, as they would apply to the Ruakura Development. Comments on the

draft decision close during the week commencing 1 September 2014, and a final decision is due on

11 September 2014.

The PPC will enable development to occur in the interim, but it is intended that the PPC will also be

incorporated into the framework of the PDP, once the PPC has been confirmed. Accordingly, the

RSP contained within the notified PDP is likely to be superseded by the Board’s decision on the PPC.



Figure 2: Ruakura Schedule Area as approved by the BOI in its draft decision



2.4 Proposal

2.4.1 NOR – Alteration to Designation

The Transport Agency is now proposing to alter the designations for the Hamilton Section to include

a new interchange at Ruakura and encompass associated connecting roads (being the relocated and

the existing Ruakura Road). The scope of the designation sought is shown in Figure 3 below.

Figure 3: Diagram of Proposed Alteration to Designation

The altered designation includes the following:

» Widening of the existing Expressway designation to accommodate the Ruakura Interchange

ramps, connecting roundabouts, and stormwater wetland;

» Closure of the existing Ruakura Road either side of the Expressway and consequently shortening

of the proposed bridge over the East Coast Main Trunk (ECMT) rail line;

» Retention of the existing Ruakura Road either side of the closure at the Expressway in order to

provide continued property access to residents on Ruakura Road, including access to Percival

and Ryburn Roads as currently provided;

» Relocation of Ruakura Road between the Ruakura Road/Silverdale Road intersection and the

existing Ruakura Road near the Vaile Road intersection to connect with the proposed Ruakura

Interchange, including:

Existing Ruakura Road/Silverdale Road intersection closed, with Silverdale Road

terminating in a cul-de-sac (road retained for access) and creation of a new signalised

relocated Ruakura Road/Silverdale Road intersection that will also provide a key access

point to the Ruakura Development Logistics Area;



New relocated Ruakura Road/Existing Ruakura Road (west) priority controlled tee

intersection;

A signalised intersection along the relocated Ruakura Road to provide a second key access

point to the Ruakura Development Logistics Area;

Provision of a tee intersection where the relocated Ruakura Road meets the existing

Ruakura Road (east);

Upgrading the existing Ruakura Road, largely within its existing boundaries, between the new intersection with the relocated Ruakura Road (east) and the Ruakura Road/SH26 intersection (this will include shape correction of the roadway, carriageway widening, provision of a footpath and drainage improvements;

Extension of the designation to cover the existing Ruakura Road (from the intersection

with the relocated Ruakura Road up to SH 26) so upgrading works can be undertaken;

Provision for the relocated Ruakura Road to pass either over or under the Expressway; and

Provision for stormwater attenuation and disposal from the relocated Ruakura Road and

Ruakura Interchange.

Detailed designation plans are provided as Appendix C to the NOR.

Subject to the Ruakura Interchange proceeding, the proposed north facing ramps where the

Expressway passes under SH26 would not be required. Accordingly, a condition is proposed that

would result in the north facing ramps being removed from the Waikato Expressway, once the

Ruakura Interchange is under construction.

The relocated Ruakura Rd west of the Expressway will become a local road, whereas the link formed

by the relocated and existing Ruakura Roads east of the Expressway as far as State Highway 26 will

become state highway.

3 Methodology

3.1 Overview

This section outlines the methodology employed for this SIA. The methodology for carrying out this

assessment follows a process which can be broken down into the following stages:

Assessment framework

In order to reflect developments in social impact assessment, a review of methods used in recent

social assessment was carried out to confirm and refine the assessment framework used. This

assessment considers social effects in relation to four main themes: way of life; wellbeing;

environment and amenity; and community.

The assessment framework employed in this assessment is based on principles from the

International Association for Impact Assessment, and also takes into consideration assessment

frameworks used in other recent SIAs, and the requirements of the NZTA’s Z/19 standard.



Parties affected by social impacts

In assessing the social effects of the Project, the affected parties are differentiated to illustrate the

scale of the affect. The types of affected party are: Directly Affected; Neighbours and; Wider

Community of Interest.

Community profile (existing social environment)

A community profile was prepared which describes the existing social environment, and provides a

description of key community facilities and amenities in the area, and a discussion of travel patterns

and linkages in the area .

Policy and strategic documents

A review of the policy and strategic documents was carried out to provide a background of the

political and community environment.

Identification of effects

Identification of social effects has come from a number of sources, and these include direct

observations of the Project area, discussions with community groups and with other technical

specialists, and desktop reviews of communities in the area. The assessment of effects has been

carried out according to the framework developed above, and the Project scope (described above in

1.1 of this assessment).

Rating of effects

The ratings are arrived at after qualitative consideration of the effect, and its context, such as the

severity and permanence of the effect. Effects may be positive or negative, and each effect is rated

either ‘significant’, ‘moderate’, ‘minor’, or ‘neutral’.

Recommendation and mitigation

Consideration of effects from a social perspective incorporates many other specialist areas. In some

cases mitigation proposed by another technical specialist is considered sufficient to address social

concerns, but in other cases additional measures are recommended by the social impact assessor.

Each of these stages in the process of carrying out this assessment are described in more detail below.

3.2 Assessment Framework

To develop a framework for assessing effects of the Project, the IAIA framework was used as a

starting point. The IAIA2 describes social impact as:

“Analysing, monitoring and managing the intended and unintended social consequences, both

positive and negative, of planned interventions (policies, programs, plans, projects) and any

social change processes invoked by those interventions”.

2 www.iaia.org/



The IAIA further states3 that a way of conceptualising social impacts is as changes to one or more of

the following:

People’s way of life – that is, how they live, work, play and interact with one another on a day-to-

day basis;

Their culture – that is, their shared beliefs, customs, values and language or dialect;

Their community – its cohesion, stability, character, services and facilities;

Their political systems – the extent to which people are able to participate in decisions that affect

their lives, the level of democratisation that is taking place, and the resources provided for this

purpose;

Their environment – the quality of the air and water people use; the availability and quality of

the food they eat; the level of hazard or risk, dust and noise they are exposed to; the adequacy of

sanitation, their physical safety, and their access to and control over resources;

Their health and wellbeing – health is a state of complete physical, mental, social and spiritual

wellbeing and not merely the absence of disease or infirmity;

Their personal and property rights – particularly whether people are economically affected, or

experience personal disadvantage which may include a violation of their civil liberties; and

Their fears and aspirations – their perceptions about their safety, their fears about the future of

their community, and their aspirations for their future and the future of their children.

This way of conceptualising social effects provides a sound, recognised framework for assessing

social effects. It has been recently used successfully on a New Zealand RoNS project (Peka Peka to

North Ōtaki Expressway), and can be adapted to incorporate key aspects of NZTA guidelines. This

approach is also consistent with recent social impact assessments undertaken for the Waikato

Expressway: Hamilton Section project, and the Ruakura Development private plan change, and is

considered appropriate for the Ruakura Interchange context. In developing the assessment

framework for this SIA, consideration also was taken of the NZTA’s Z/19 NZTA Environmental and

Social Responsibility Standard (Draft)4, which provides high level guidance through the steps of

initiating and carrying out projects, and directs specialists to specialist assessment guides and

templates for their respective technical discipline5. This assessment therefore takes into account the

steps and inclusions of the NZTA’s draft Guide to assessing social effects for state highway projects

(the Draft Guide).

The G1.4 guidance note of the Draft Guide6 defines a social effect as; “something that is experienced

or felt (perceived or actual) by people (individuals, or in groups or organisations) as a consequence

of a development or intervention.”

3 Vanclay, Frank, ‘Social Impact Assessment International Principles’, IAIA Special Publication Series, No.2, May 2003, (downloaded October 2013 from: http://www.iaia.org/publicdocuments/special-publications/sp2.pdf) 4 Available from: http://hip.nzta.govt.nz/technical-information/social-and-environmental/environment-and-social-responsibility-standard. Note that the NZTA’s Z/19 NZTA Environmental and Social Responsibility Standard (Draft) replaces the existing Minimum Standard Z/19- Social Environmental Management, PSF/13 Social and Environmental Management Form; PSG/13 Social and Environmental Management; PSG/12 Urban Design Professional Services Guide; and Minimum Standard 2/4 - Contractor's Social and Environmental Plan. 5 Refer to 'Detailed Steps: Pre Implementation' on the NZTA webpage: http://hip.nzta.govt.nz/technical-information/social-and-environmental/environment-and-social-responsibility-standard. 6 NZTA, ‘Guide to assessing social effects for state highway projects’, received via personal communication, dated June 2014, page 24.

http://www.iaia.org/publicdocuments/special-publications/sp2.pdf

http://www.iaia.org/publicdocuments/special-publications/sp2.pdf

http://hip.nzta.govt.nz/technical-information/social-and-environmental/environment-and-social-responsibility-standard






With regard to effects themselves, the guide notes that these can be positive or negative, and refers

to the RMA definition of effect provided in Section 3 of the Act; that effects can mean:

“(a) any positive or adverse effect; and (b) any temporary or permanent effect; and (c) any

past, present, or future effect; and (d) any cumulative effect which arises over time or in

combination with other effects— regardless of the scale, intensity, duration, or frequency of

the effect, and also includes (e) any potential effect of high probability; and (f) any potential

effect of low probability which has a high potential impact”

The Draft Guide7 also refers to the following list as potential areas for (positive or negative) social

impacts:

» way of life

» cohesion, stability, character, services and facilities in a community

» biophysical environment and resources

» quality of the living environment and amenity

» family, community, and social networks

» health and wellbeing

» material wellbeing, personal and property rights

» fears and aspirations

» culture and identity

» political system.

The above types of social effects are considered to be addressed through the IAIA categories in the

following way:

NZTA Draft Guide

IAIA Concepts Assessment Framework

way of life People’s way of life – that is, how they live, work, play and interact with one another on a day-to-day basis;

Way of Life: Impacts on accessibility, connectivity, patterns of living and mobility; Changes to ways of walking & cycling and changes to public transport.

cohesion, stability, character, services and facilities in a community


Community: Impacts on educational facilities; Impacts on community areas and sites; Impacts on and accessibility to commercial areas.

biophysical environment and resources

quality of the living environment and amenity

Their environment – the quality of the air and water people use; the availability and quality of the food they eat; the level of hazard or risk, dust and noise they are exposed to; the adequacy of sanitation, their physical safety, and their access to and control over resources;

Environment and Amenity: Noise, dust, visual changes.

7 ibid.



family, community, and social networks


Community: Impacts on educational facilities; Impacts on community areas and sites; Impacts on and accessibility to commercial areas.

health and wellbeing Their health and wellbeing – health is a state of complete physical, mental, social and spiritual wellbeing and not merely the absence of disease or infirmity;

Wellbeing: Changes to wellbeing; Safety.

material wellbeing, personal and property rights

Their personal and property rights – particularly whether people are economically affected, or experience personal disadvantage which may include a violation of their civil liberties; and

Community: Impacts on people’s property and neighbourhoods.

fears and aspirations

Their fears and aspirations – their perceptions about their safety, their fears about the future of their community, and their aspirations for their future and the future of their children.

Community: Impacts on community plans and aspirations.

culture and identity Their culture – that is, their shared beliefs, customs, values and language or dialect;

political system. Their political systems – the extent to which people are able to participate in decisions that affect their lives, the level of democratisation that is taking place, and the resources provided for this purpose;

In adapting the IAIA framework, a number of aspects have not been adopted for this assessment.

Political systems, the wider political system and ability to participate democratically in society are

included in both the IAIA framework and in the NZTA’s Draft Guide, however they are not expressly

included in this Project. Due to the democratic political context in New Zealand, it is considered that

changes to political systems are not appropriate for this assessment. Consideration of cultural

impacts has only been considered to a limited extent in this report as a tāngata whenua position

statement has been specifically prepared to addresses these issues. Health impacts are considered

with regard to individual and community stresses; personal security; cycling and walking

opportunities; healthy environment, and in consideration of other specialist reports (such as air

quality, noise and vibration). In addition to the above, the NZTA’s Draft Guide refers to ‘biophysical

environment and resources’, which are not assessed here. Elements of the physical environment

relating to amenity are assessed, however other aspects of the biophysical environment are

considered to be addressed in the assessment of ecological effects.

3.2.1 Types of Social Effects

This assessment framework is based on the above sources, and considers the following types of social

effects:

Way of Life

» Impacts on accessibility, connectivity, patterns of living and mobility.

» Changes to ways of walking & cycling and changes to public transport.

Wellbeing



» Changes to wellbeing.

» Safety.

Environment and Amenity

» Noise, dust, visual changes.

Community

» Impacts on people’s property and neighbourhoods.

» Impacts on educational facilities.

» Impacts on community areas and sites.

» Impacts on community plans and aspirations.

» Impacts on and accessibility to commercial areas.

3.2.2 Stages for Impact Assessment

There are four potential stages where social and community effects can occur during a project. These

are:

1. planning / consenting;

2. construction;

3. operation; and

4. closure (if relevant).

This assessment focuses on the planning/consenting (detailed design), construction and operational

phases of the Project.

3.3 Parties Affected by Social Impacts

As social impact assessments relate to individuals and communities, the scale of an effect may vary

depending on whether it affects an individual, or a large group. In assessing the social effects of the

Project, the affected parties are differentiated to illustrate the scale of the affect. The types of affected

party are:

Directly Affected – those whose properties which are physically crossed by the Project, or are

immediately adjacent to it.

Neighbours – those who are not directly affected but are potentially affected by proximity (i.e. by

visual, noise or traffic effects).

The Wider Community of Interest – all those with an interest in the Project greater than the

general public.

The term ‘Wider Community of Interest’ is intended to recognise individuals and community groups

who may have a specific interest in the project, such as users of regional facilities who regularly travel

through the area. However, given the focus on those areas of the Project where significant changes

are proposed, the community of interest is much more limited to the directly affected and

neighbouring properties around the change. This is particularly so where the key social effects of the

change relate predominantly to changes in the local environment.

This SIA is undertaken within the context of prior projects and plans developing in the area,

including the Waikato Expressway: Hamilton Section, the Ruakura Development (private plan

change), and the proposed Hamilton City District Plan (incorporating the Ruakura Structure Plan).

Various options and proposals have been explored over a number of years, and different efforts at



community engagement have been made, including open days, circulation of newsletters, and

landowner meetings. In some cases, residents groups have formed in response to development in

the area, creating new local interest groups. These parties were treated as stakeholders in the Project.

Specific engagement with identified community groups was sought for this assessment and their

feedback has informed the assessment of social effects.

3.4 Identification of Effects

In order to identify the social effects of the Project, information has been derived from a number of

sources which were then compiled and assessed against the framework. These sources include

primary data from direct observation and face to face meetings, information from desktop reviews,

and other technical specialists. Sources of information used for this social impact assessment are

described further below.

3.4.1 Community Profile

A community profile was prepared to describe the existing social environment around the Project

area. It includes a description of key community facilities and amenities in the area, a discussion of

travel patterns and linkages in the area, and a review of strategic and policy documents. Information

sources for the community profile included8:

Site visit (undertaken in June 2014), carried out in order to understand the nature and extent of

the study area, to develop and refine the community of interest, and to gain an understanding of

how the community may be affected by the proposal.

An initial walk and drive around the surrounding communities to become familiar with

community, recreational and educational facilities within the area, location of residences and

movement paths.

Council policies, strategies and plans to understand community aspirations and the context for

the Project (refer to Appendix 1 of this report).

Maps and aerial photographs, prepared by the Project team to assist with identifying adjoining

land uses.

Census data on means of travel to work, to provide a ‘snapshot’ of patterns of movement in the

area.

3.4.2 Community input and consultation

Information from the community of interest was sought in the following ways:

Review of the summary of community consultation contained in the Notices of Requirement.

Review of previous documentation and reports relevant to the Project to bring the knowledge

gained from the field work into perspective, including -

» Public feedback provided gathered during the most recent open day held on the Project (May

2013).

» Minutes of meetings between other members of the project team and representative of

community groups and businesses.

» Submissions and subsequent submissions on the Ruakura Development (PPC)

8 Note that demographic data / data from the 2012 Census of Population and Dwellings has not been used in this assessment, as the project area is so small and defined.



Project briefing held in Hamilton with members of the Project team on 27th June 2014.

Face to face interviews and telephone discussions with representatives of residents groups and

community facilities.

3.4.3 Technical assessments

Due to the wide range of factors which influence social effects, input from other technical specialists

has been sought in preparation of this assessment. Technical notes prepared for the NoR lodged in

February 2014 have been reviewed, as well as recently updated and supplementary technical reports.

Discussions with the project team, and other specialists have been carried out to discuss social

implications of different areas such as: noise, and traffic and transportation effects.

For the purposes of the SIA the findings and conclusions of these assessments are relied on, however

in some cases further mitigation has been recommended in order to address intangible or perceived

effects from a social perspective.

This SIA is therefore a part of an integrated and defined process that has drawn on a variety of inputs

including stakeholder and community consultation and technical specialist assessments which have

informed the assessment and recommended mitigation measures.

3.5 Rating of Effects

In the assessment of effects and in accordance with the NZTA ‘Standard for social impact assessment

of state highway projects’9, each effect has been given an overall rating. Effects may be positive or

negative, and each effect is rated either ‘significant’, ‘moderate’, ‘minor’, or ‘neutral’.

The ratings are arrived at after qualitative consideration of the effect, and its context. In applying

the overall rating of the effects, consideration was given to:

the approximate severity of impact;

the magnitude of effect;

the permanence of the effect;

voluntariness of exposure;

distribution of the effect;

the likelihood of the effect occurring;

cumulative effects of an option (if any); and

ease of mitigation.

The rating is designed to provide direction to the project team as to the magnitude of the effect and

the degree of mitigation required.

The rating takes into account these mitigation measures which are already included in the Project.

In some cases, no additional mitigation will be necessary, however in others additional measures

may be considered necessary from a social perspective.

9 NZTA, ‘Guide to assessing social effects for state highway projects’, received via personal communication, dated June 2014, page 31.



3.6 Recommendation and Mitigation

As the Project design has been carried out as an iterative process, in some cases mitigating measures

are already incorporated, and may address part, or all of the social effect identified.

In some cases this mitigation may also address the social effect, however if further mitigation is

recommended, this is in order to address intangible or perceived effects from a social perspective.

In these cases, the additional social mitigation is identified as such.

4 Community Profile

4.1 Overview

This section outlines the existing social environment within which the Project will take place. It

provides a description of the surrounding environment, key community facilities and amenities in

the area, and a discussion of travel patterns and linkages in the area.

4.2 Surrounding Environment

4.2.1 Existing Environment

The Resource Management Act 1991 (RMA) requires an assessment of the actual and potential effects

on the environment of allowing the activity (s104(1)(a)). This report forms part of that assessment.

Consideration therefore needs to be given to what defines the existing environment, as this is what

the effects of the proposal will be assessed against.

4.2.1.1 Waikato Expressway

The Hamilton Section of the Waikato Expressway designations pass to the east of Hamilton City in

a generally north-south direction and enable the construction of a four-lane Expressway and

associated on/off ramps to connect with the local road network (excluding the Ruakura Interchange).

The development of the Expressway is also supported by a number of consents granted by the WRC.

For the purpose of assessing this NOR, the Expressway as currently designated is considered part of

the existing environment.

4.2.1.2 West of the Expressway

The land immediately to the west of the Expressway is currently zoned Rural in the Hamilton District

Plan: Waikato Section. This area adjoining the Expressway is in pasture, with scattered dwellings

and farm buildings. The Waikato University is located to the west of Silverdale Road, and is

surrounded by residential development. There is also residential development to the east of

Silverdale Road, which juts out towards the Expressway, and is bounded by a gully (Nevada Road).

North of Ruakura Road is an area of land zoned Country Living, which contains a cluster of

approximately 30 rural residential dwellings.

The environment immediately to the west of the Expressway is subject to a PPC, which a BOI has

approved in its draft decision. Consideration of this NOR by the territorial authority should be in

the context of the future development enabled by the PPC. The need for the Ruakura Interchange is

a direct result of development occurring in this area in accordance with the PPC. Without the PPC



proceeding, the Agency would revert back to the approved north facing ramps at SH26, unless an

alternative justification was provided for establishing an interchange at Ruakura.

It is reasonable to assume that the existing environment for the purpose of assessing the effects of

this NOR will consist of the land use activities indicated in Figure 2 of this report, and supported by

the BOI decision. The BOI has already heard evidence in relation to the associated effects of these

land use activities and their ruling on the PPC has taken such effects into consideration. It is for this

reason that for the purposes of the overall effects assessment the PPC has been adopted as the

existing environment.

4.2.1.3 East of the Expressway

The land to the east of the Expressway is zoned Rural in the Waikato District Plan. The portion of

land between the ECMT and Davison Road is characterised by large open paddocks and scattered

buildings, including some dwellings. From Davison Road south, there is significantly more rural-

residential development. The Dairy NZ/LIC site is located on the corner of Ruakura Road and SH26.

Ruakura Road itself is identified as an Arterial Road in the Waikato District Plan (WDP). The

function of Arterial Roads is described in the WDP as roads that10:

» Form a strategic network of regional importance

» Provide for the collection and distribution of goods significant to the regional economy

» Rural roads that typically provide for more than 2,500 vehicle movements per day

» Include rest areas; and

» The through traffic function predominates.

4.2.2 Patterns of Mobility

4.2.2.1 Travel to work

While a full demographic profile has not been carried out for this assessment, in order to provide a

snapshot of patterns of movement through the area, census tables specific to how people travel to

work were downloaded from the Statistics New Zealand website (further information is contained in

Appendix 3 of this report). In comparing percentages of residents who reported travelling by motor

vehicle with active transport modes and public transport, we can see that in the Census Area Unit

(CAU) to the east of the Project (Eureka), very few residents (less than 3%) reported using active

transport modes (walking or cycling), or public transport to travel to work. Nineteen percent of

residents in the Eureka CAU reported that they worked from home.

West of the proposed Interchange there were also low percentages of active transport users in the

Newstead CAU. Active transport and uptake of public bus transport was highest in the Silverdale

CAU; where 2.9% reported that they cycled to work, 5.8% walked or jogged and 3.5% were passengers

on a public bus.

Over 50 % of residents in all three CAUs closest to the Project area reported driving either their own,

or a company-owned vehicle to work.

Figure 4 below shows the location of the CAUs referred to above.

10 Refer Table 7 of Appendix A: Traffic (Waikato District Plan, April 2013).



Figure 4:Census Area Units around the Ruakura Interchange

4.2.2.2 Pedestrian facilities in the area

Much of the land surrounding the location of the proposed Interchange is (currently) rural, and there

are few formed footpaths, or crossing facilities for pedestrians.

To the west of the designated Expressway, footpaths on Ruakura Road extend only as far as Knighton

Road, although there are paths within the university grounds along the northern boundary with

Ruakura Road up to the corner of Silverdale Road. There is footpath along the full length of

Silverdale Road along the west side (the university side), and a footpath on the eastern side extends

from the local shops near Nevada Road, to the Bishop Edward Gaines Trust Homes (approximately

60 Silverdale Rd). There are two zebra crossings over Silverdale Road; one opposite the local shops,

and one opposite Silverdale Normal School.

Ruakura Rd to the east of the designated Expressway does not have any formed footpaths at all. On

Vaile Road there is a small section of footpath between Newstead Country Preschool and

approximately 130 Vaile Road, which connects to an off-road walking path leading to Newstead

Eureka

Newstead

Silverdale

University



Model Country School and Hamilton Park Cemetery on SH26/Morrinsville Road. SH26 also does

not have any formed footpaths.

4.2.2.3 Public transport routes in the area

Given that the predominance of settlement and community facilities is to the west of the area, most

public transport routes are to the west and few public transport routes pass through the Project

area11. To the west of the proposed Interchange, public buses travel along Rukakura Road and down

Silverdale Road in both directions. State Highway 26 is also used by some regional services travelling

east to Morrinsville and Paeroa. Further detail and public transport route maps are contained in

Appendix 3.

4.2.2.4 Summary

From the data summarised above, private motor vehicle travel appears to be the predominant mode

of transport for residents in the CAUs closest to the proposed Interchange. South-west of the project

area, in the Silverdale CAU, uptake of walking, cycling and public transport is higher. Few existing

bus services are routed through the project area.

4.3 Plans, Policies and Strategies

A review of plans, policies and strategies related to the Project was carried out to provide context for

the assessment, and to confirm the appropriateness of the assessment framework. The RMA 1991

includes people, communities, social and cultural conditions all within its definition of ‘environment’

to be considered in planning matters.

There are a number of statutory and non-statutory plans and policies prepared that provide high-

level context for the proposal. Strategies, plans and policies prepared by the community (or with

input from the local community) can provide a good indication of the social matters of importance

to the community, and of any key community aspirations.

The following documents have been reviewed (details of this summary are included in Appendix 2

of this report):

Waikato Regional Long Term Council Community Plan 2012-2022

Regional Policy Statement for the Waikato Region

Proposed Regional Policy Statement for the Waikato Region (decisions version, November 2012)

Future Proof Growth Strategy and Implementation Plan (2009)

Waikato Regional Land Transport Strategy 2011-2041

Waikato Regional Walking and Cycling Strategy 2009-2015

Hamilton City Long Term Council Community Plan 2009-2019

Access Hamilton Strategy

Hamilton Social Wellbeing Strategy

Hamilton Urban Growth Strategy

Hamilton City Proposed District Plan

Waikato District Long Term Plan 2012 – 2022

Waikato District Plan

11 Downloaded from : http://www.busit.co.nz/Hamilton-routes/, on 23/07/2014.

http://www.busit.co.nz/Hamilton-routes/



Newstead Community Plan

In reviewing the above plans, policies and strategies several themes emerged which are closely

related to the overall social assessment framework, and the different types of social effects which will

be assessed. These themes included; heritage and cultural values, local and regional accessibility

and connectivity, the design of built environments, provision of safety and walking and cycling

facilities, and encouragement of economic growth. Key among these themes were the following:

The importance of the quality of the environment and therefore peoples’ experience and

appreciation of it, and their sense and pride of place.

The importance of air, soil and water quality to peoples’ health, well-being, livelihoods and

recreational aspirations.

The importance of infrastructure for providing connections to employment, education, access to

essential services and recreation, and also for contributing to economic growth.

The importance of walking and cycling as modes of transport that are accessible, safe, enjoyable,

and contribute positively to public health.

4.4 Community Facilities

As the land around the Interchange is currently fairly rural; the majority of community facilities are

located on the western side of the Hamilton Expressway designation. There is generally a

concentration of community facilities between Tramway Road and Heaphy Terrace, and between

Grey Street and Peachgrove Road/Galloway Street. Given the rural context of the receiving

environment there are few community facilities in the immediate vicinity of the proposed

interchange, especially to the east.

Aerial maps and a detailed list of community facilities around the Interchange are provided in

Appendix 2 of this report.

4.4.1 Specific Community Facilities of Interest

Given the specific scope of the Project, effects on local communities and community facilities are

likely to be experienced within a close proximity to the Interchange. Community facilities that are

nearest to the Interchange are mainly schools, churches and early childhood education facilities

located along Silverdale Road.

Given their close proximity to the proposed Interchange, the following community facilities have

been identified as being of particular interest for this social assessment and direct engagement with

these parties has been carried out. Further information about these facilities and the engagement

carried out is provided in section 5 of this report.

Te Kura Kaupapa Māori o Tōku Māpihi Maurea

TKKM o Tōku Māpihi Maurea is a kura kaupapa māori school located at 137 Silverdale Road,

Rukaura. TKKM o Toku Mapihi Maurea is a full primary school (catering for years 1-8) with a roll

of approximately 96 pupils.

Waikato University

Waikato University has a range of campus facilities located between Knighton Road and Silverdale

Road in Ruakura, including a Kohanga Reo preschool kohanga Reo O Nga Kuaka) at 159 Silverdale



Road, and a satellite campus at the western end of Ruakura Road. Silverdale Road, Ruakura Road

and SH26 are key approach routes to the university12.

Newstead Country Preschool

Newstead Country Preschool located at 92 Vaile Road, Newstead. The preschool is a mixed all day

standalone childcare centre licensed for 37 children (15 under two). It caters for infants (6-18

months), and children in age groups; 18 months-3 years; and 3-5 years13.

Silverdale Normal School

Silverdale School is a local primary school located at 62 Silverdale Road, Silverdale. The school is a

contributing primary (catering for years 1-6) with a roll of approximately 244 pupils. The school has

a local catchment of pupils, and the interchange passes through the middle of this catchment area.

Catchment areas for Silverdale Normal School and other local schools are shown in the figure below.

Figure 5: Silverdale Normal School catchment area

St Matthew’s Catholic Church

St Matthew’s Catholic Church is located at 58 Silverdale Road, next to Silverdale Normal School. St

Matthew’s is linked to St Peter Chanel church in Te Rapa, and holds services on Monday mornings,

Thursday mornings and Sunday mornings14 meetings are also held in the parish lounge on Sunday

afternoons and alternating Tuesday evenings.

12 Refer to Appendix 2 for a map of the university campus. 13 From Newstead Country Preschool webpage; http://newsteadcountrypreschool.co.nz/?page_id=4 14 Mass timetables available on St Matthew’s website: http://www.saintmatthews.co.nz/mass-times.html

http://newsteadcountrypreschool.co.nz/?page_id=4

http://www.saintmatthews.co.nz/mass-times.html



4.4.2 Other Community Groups

The communities around the Ruakura Interchange have experienced the development of different

projects occurring in the area over a number of years. These projects have acted as a catalyst for the

formation of specific community interest groups which may also have an interest in the outcomes of

the Ruakura Interchange project. A number of groups have submitted and given evidence on the

recent Ruakura Development project; identifying interests and concerns specific to the local area.

Local community groups which may also have an interest in the Ruakura Interchange project are:

Newstead Residents Association

Ruakura Residents Group

Silverdale Residents Group

In addition to the community facilities indicated above, concerns from the Newstead, Ruakura and

Silverdale residents groups were identified as being of particular interest for this social assessment,

and direct engagement with these parties has been carried out.

Other potential groups and facilities of interest to this assessment, were identified when reviewing

other technical reports, or in meeting with community groups, including Dairy NZ and Livestock

Improvements Corporation (LIC)15, and Willowbrook Park16.

Direct engagement, or review of engagement by other members of the project team was carried out

with these parties. Community engagement is summarised in the following section of this report.

5 Summary of Community Engagement

5.1 Overview

Information from the community of interest was sought through reviewing records of previous

engagement and consultation carried out for the project, and through direct contact with community

groups. Information gathered from these sources is summarised under the headings below.

5.2 Review of Previous Consultation

A review of previous consultation carried out on the Project was carried out to provide context for

the existing social environment of the Project, and to assist in the identification of community groups

and facilities which may be affected by the proposed Interchange. This review also helped to identify

where further, targeted social engagement would be beneficial. Sources reviewed included:

The summary of community consultation contained in the Notices of Requirement17.

Community feedback provided by the public at open days held May 2013.

Minutes of meetings between (other members of) the project team and:

» Private land-owner located at 11 Davison Road;

» LIC and Dairy NZ;

15 Located at the corner of Ruakura Road and SH26/Morrinsville Road 16 A wedding and accommodation venue to be opened at 15 Vaile Road in 2015. Refer to Appendix 2 and Appendix 4 for more information. 17 Notice of Requirement to Alter the Designation over the Waikato Expressway, Hamilton Section (February 2014), section 5



» Newstead Community; and

» Ruakura residents.

Submissions and subsequent submissions on the Ruakura Development (PPC).

Information from the review of previous consultation can be found in Appendix 4 of this assessment.

The key themes identified in this review included the following issues.

Issues relating to connectivity, access and mobility through the area were raised in community

feedback at the May 2013 open days, as were potential visual impacts from the elevated

Interchange.

Potentially relevant concerns which were raised in submissions on the Rukaura Development

included:

» visual impacts, and increased lighting/glare;

» air quality from vehicle emissions (mainly from the proposed inland port);

» increased traffic volumes on local roads; and

» cumulative effects from uncertainty over the projects and potentially from multiple

construction efforts in close proximity / time period.

Concerns were also expressed about severance; two submissions from the Percival/Ryburn

Road area specifically expressed concerns about the severance of Ruakura Road, and the effect

of this on local connectivity.

Concerns raised in meetings held by the project team focussed on the potential for increased

traffic volumes on local roads and congestion at locations such as near LIC and intersections

(Vaile Road and SH26/Morrinsville Road).

5.3 Direct Social Investigation

In order to complement the community engagement already carried out by the Project, and to better

understand potential issues related to the community groups and facilities identified in 4

Community Profile, direct social investigation was carried out. The direct social investigation

involved the following steps:

Project briefing and site visit to the Project area on 27th June 2014

Community meetings and discussions to address specific social issues, including:

» Discussion with Newstead Country Pre-school.

» Discussion with St Matthew’s Catholic Church.

» Meeting with Waikato University.

» Meeting with Ruakura Residents Group.

» Meeting with Silverdale Residents Group.

» Meeting with Newstead Residents Association.

» Discussion with TKKM o Toku Mapihi Maurea.

» Discussion with Newstead Model Country School.

» Discussion with Silverdale Normal School.

» Review of meeting notes with Dairy NZ / LIC.

» Discussion with Willowbrook Park.



Details on the feedback provided during direct social investigation can be found in Appendix 4 of

this report. A wide variety of potential effects from the Interchange project were been raised in these

discussions including:

Effects of increased traffic on pedestrian safety (along the northern end of Silverdale Road,

Ruakura Road east and Vaile Road).

Volumes of construction vehicles, and the routes taken during the construction of the

Expressway.

Effects of increased road-noise and vibration on the amenity of private residences and properties

(particularly along Ruakura Road).

Other effects to amenity of properties and neighbourhoods as a result of visual changes (views

and lighting).

In addition to potential effects, groups have also expressed the importance of; participation in

decision-making, effects on local ecology, and mentioned options that they would like to see

explored, including:

alternative local access from SH26,

local roading arrangements between Ruakura and Hillcrest,

private access to Ruakura Road, and

improved information and communication on the project in general.

Issues and concerns raised in community meetings and discussions outlined above are considered,

in concert with findings from other technical experts, in the assessment of effects contained in

section 7 of this report.

6 Review of Relevant Technical Reports

A suite of technical reports have been prepared to help inform the Notice of Requirement to alter the

designation over the Hamilton Section of the Waikato Expressway. Of these, the following technical

reports have been reviewed ‘through a social lens’ as relevant to assessing the potential social effects

of the proposed Interchange:

transport and traffic

landscape visual and urban

noise

archaeology

air quality

vibration

position statement prepared by tāngata whenua

6.1 Key Findings from Technical Reports Reviewed

The above technical reports have been reviewed as part of the assessment of potential social effects

of the proposed Interchange. The findings of these reports inform the social effects assessed in the



following section. Details of this review are provided in Appendix 5 of this report18. The key

findings are summarised as follows:

The assessment of traffic effects found that there would be improvements to network efficiency;

intersection performance; safety for vehicles turning into LIC; and facilities for pedestrians, and

some negative effects to property access for residents on Ruakura Road and increased trip

distances for residents near Percival and Ryburn Roads.

The landscape, visual and urban design assessment found that there would be minor-moderate

negative landscape and visual effects in some locations as a result of the Interchange, and minor

to moderate positive effects on urban design. The assessment concluded that the option to build

the Expressway over the realigned Ruakura Road would be preferable in terms of urban design

outcomes, and further that detailed mitigation to the west of the Expressway would need to be

addressed in future once the Ruakura Masterplan has been prepared.

The noise assessment found that there would not be significant operational, or construction-

related noise effects related to the Interchange over and above those assessed for the Expressway

itself, and management of noise effects with the proposed designation alterations will be of the

same scale and nature as for the existing designation.

The archaeological assessment found that the study area did not hold any known archaeological

or historic values and no specific modifications or mitigations are proposed by the archaeological

specialist.

The air quality assessment did not identify any adverse effects to air quality as a result of the

operation of the Interchange, and concluded that with mitigation measures implemented

through a CMP, effects of construction dust emissions to air quality would be minor.

The vibration assessment proposes no specific mitigation for operational traffic-induced

vibrations as a result of the Interchange, and notes that from a vibrations perspective, there is no

difference between the ‘over’ and ‘under’ interchange options. It concludes that construction-

related effects will be minor or less, if appropriately mitigated through the implementation of a

CVMP.

Tāngata whenua identified benefits, and some negative effects on ecological areas and wāhi tapu,

noting that the restoration and management approach of the NZTA is welcomed.

The findings of all technical reports outlined above are accepted from a social perspective, and are

relied on for the purposes of this social impact assessment.

7 Assessment of Effects

7.1 Overview

This section considers the potential social effects that may result from the alterations to designation

proposed for the Interchange

Potential and actual effects identified through these sources were then assessed against the SIA

framework adopted for this review (detailed in section 3 of this report). The analysis below follows

the structure of the assessment framework, which is:

18 As noted in 1.2, the review of technical assessments was carried out based on the information available at the time of writing the report. Reports prepared after the review was carried out will supersede the summaries in Appendix 5.



Way of Life

Impacts on accessibility, connectivity, patterns of living and mobility.

Changes to ways of walking & cycling and changes to public transport.

Wellbeing

Changes to wellbeing.

Safety.


Noise, dust, visual changes.

Community

Impacts on people’s property and neighbourhoods.

Impacts on educational facilities.

Impacts on community areas and sites.

Impacts on community plans and aspirations.

Impacts on and accessibility to commercial areas.

In the assessment of effects and in accordance with the NZTA ‘Standard for social impact assessment

of state highway projects’19, each effect has been given an overall rating. Effects may be positive or

negative, and each effect is rated either ‘significant’, ‘moderate’, ‘minor’, or ‘neutral’.

The ratings are arrived at after qualitative consideration of the effect, and its context. In applying

the overall rating of the effects, consideration was given to:

the approximate severity of impact;

the magnitude of effect;

the permanence of the effect;

voluntariness of exposure;

distribution of the effect;

the likelihood of the effect occurring;

cumulative effects of an option (if any); and

ease of mitigation.

Effects below have been discussed in terms of whether they are affecting a specific local area or

community, multiple local areas, or are regional effects.

7.2 Regional Effects

Regionally, the Interchange is expected to provide a greater opportunity for surrounding localities

to enjoy the benefits of the Waikato Expressway; Hamilton Section, in terms of regional connectivity,

resilience and facilitation of economic development in the Waikato region.

19 NZTA, ‘Guide to assessing social effects for state highway projects’, received via personal communication, dated June 2014, page 31.



7.2.1 Way of Life

7.2.1.1 Accessibility, Connectivity and Patterns of Mobility

Construction of the Interchange and connecting local roads will be carried out concurrently with the

Hamilton Section of the Waikato Expressway. Given the scale of the proposed project, any negative

effects to connectivity and accessibility during construction are not expected to be experienced at a

regional level.

The project will replace the designated half diamond interchange at SH26 with a full diamond

interchange at the realigned Ruakura Road. This will improve accessibility in north and southbound

directions on and off the Waikato Expressway (Hamilton Section), which has been identified as “the

number one strategic transport project f0r the Waikato region”20.

The project facilitates regional movements of freight and people due to its proximity to the proposed

Inland Port, Waikato University and the Hamilton CBD. It will also encourage heavy freight vehicles

to use the Expressway rather than local roads, improving their amenity for local traffic.

The operational effects of the project on regional accessibility, mobility and patterns of movement

are considered to be moderate positive.

7.2.2 Wellbeing

7.2.2.1 Changes to Wellbeing and Safety

There are not expected to be any effects to wellbeing or safety at a regional level during the

construction or operation of the Interchange. Potential construction-related effects on wellbeing and

safety are discussed in relation to local effects below.

7.2.3 Environment and Amenity

7.2.3.1 Noise, Dust, Visual Changes

Construction of the Interchange project will be carried out concurrently with that of the Waikato

Expressway. There are not expected to be any changes in regional environment or amenity as a result

of the Interchange during construction, or once operational.

7.2.4 Community

Community effects to people’s property and neighbourhoods are discussed below in terms of local

effects.

7.2.4.1 Impacts on Educational Facilities, Community Areas and Sites

The proposed Interchange project will make changes to the local roading environment at the

northern corner of Waikato University’s main campus, which is a regionally significant educational

facility in the vicinity of the proposed Interchange.

Detailed construction methodology is not available at the time of writing this assessment, as this will

be the responsibility of the constructor to prepare. Despite this, potential construction-related

20 Refer to policy 8.16 of the Waikato Regional Transport Strategy (2011-2041).



effects would include movements of construction vehicles creating noise disturbance and road

congestion in the vicinity of the University, and affecting access for staff and students.

Condition 2 of the existing designation requires the preparation and implementation of a

Construction Management Plan (CMP), which will need to address routes of construction vehicles,

and is required to be certified by council. Traffic management, safe access arrangements, routes and

timing of construction vehicle movements are all expected to be able to be managed through the

implementation of the CMP.

Additionally, the noise assessment has not identified construction-related noise effects over and

above those expected and designated for the Expressway this is not considered to constitute a social

effect.

Therefore the construction-related impacts on regional educational facilities would be neutral/very

slight.

The connection of the new section of Ruakura Road to the Interchange will provide improved

connections between the Waikato Expressway and the University. This will benefit the regional

connectivity of Waikato University to the north and south; facilitate the movement of students and

staff within the Waikato region; and maintain existing regional connections to the east of the

designated Expressway.

Improvements to the regional connectivity (outlined above) have the potential to improve access to

other educational facilities, parks and recreation centres, and sources of employment in the wider

area (refer to Appendix 2 for details of community facilities), which are not directly affected by the

proposal.

Once operational the project is considered to have a moderate positive effect on educational facilities

and community sites at a regional level.

7.2.4.2 Impacts on Community Plans and Aspirations

The Interchange project is providing for an efficient connection between the proposed Ruakura

Development, the Hamilton Section of the Waikato Expressway, and the ECMT railway, enabling the

development of the inland port at Ruakura proposed Tainui Group Holdings as part of their private

plan change21. It also improves the connectivity of Hamilton City to the Waikato Expressway. This

project has been developed in partnership with tāngata whenua, and will maintain an ongoing

relationship through the Hamilton Section TWWG22.

For the above reasons, the Ruakura Interchange benefits regional plans and aspirations of people in

the Waikato region by contributing to community outcomes identified in the Waikato Regional

Council’s LTP, in particular by working together in partnership with tāngata whenua and through

providing for reliable, efficient transport infrastructure.

21 This development has been described by Tainui as being critical to their aspirations of providing for the future wellbeing of their tribe (Statement of evidence of the Honourable Koro Wetere on behalf of Tainui Group Holdings Limited, 26 February 2014, paragraphs 15-18, Statement of evidence of Parekawhia McLean on behalf of Tainui Group Holdings, 26 February 2014, paragraphs 24, 30). As the major landholder in the vicinity of the Ruakura Interchange, Tainui Group Holdings are a part of the community, and are directly impacted by the project. 22 Note that ongoing relationship is required by condition 9c of the existing designation.



The Interchange also supports desired community outcomes stated in Hamilton City’s Long Term

Council Community Plan (2009-2019), through developing integrated transport systems, and

facilitating the development of Hamilton as the economic hub for the Waikato Region.

As the project provides connections to regional transportation infrastructure necessary for the

operation of the Ruakura inland port, there is a significant benefit to Tainui stated aspirations.

The project is considered to have a significant positive effect on community plans and aspirations at

a regional level.

7.2.4.3 Impacts on and Accessibility to Commercial Areas

As noted above, there are not expected to be any regional construction-related effects to patterns of

mobility. Given the scale of the proposed project, it is not expected that there would be any

construction-related effects at a regional level, on commercial areas, or access to them.

The Interchange project will replace the designated half-diamond interchange at SH26 with a full

diamond interchange at the realigned Ruakura Road. This interchange will provide improved

regional accessibility in north-south directions via the Hamilton Section of the Waikato Expressway,

enabling improved access to sources of employment and trade.

The proposed Interchange provides for access between the Waikato Expressway and the proposed

Ruakura Development including an inland port, which will become a regionally significant

commercial facility.

The above changes benefit regional accessibility to commercial areas and sites and the project is

considered to have a moderate positive regional effect.

7.3 Local Effects

Local effects are assessed below, according to whether they are general local effects, or effects specific

to one of the localities shown in Figure 6 below. Specific localities considered are; Percival/Ryburn

Road, Newstead, SH26 and Silverdale/Hillcrest.

As noted above, detailed construction methodology is not available at this stage for assessment, but

typical effects of construction activities have been considered 23 . With the exceptions of some

construction-related vibration effects and potential for disruption to public transport, effects related

to the construction of the proposed Interchange are mainly considered in terms of general local

effects, rather than specific localities.

23 Noting that the main source of construction traffic will be earthworks carried for the construction

of the Expressway, .which will be managed through conditions on the existing resource consent.



Figure 6: Local Areas

7.3.1 Way of Life

7.3.1.1 Accessibility, Connectivity and Patterns of Mobility

General Local Effects

Typical construction-related effects to accessibility, connectivity and patterns of mobility can

include:

Construction vehicle movements causing congestion and disruption to local motor-vehicle

traffic

Construction activity causing changes to access in and out of properties and route disruption.

As outlined at 7.2.4.1, potential disruption to local traffic and accessibility are expected to be

managed through the preparation and implementation of the CMP.

The full interchange at Ruakura provides access on and off the Expressway in north and southbound

directions. Local residents travelling south will be able to access the Expressway at Ruakura instead

of travelling south to the southern interchange, and people travelling from the south will be able to

exit the Expressway at Ruakura, instead of getting off at the southern interchange, or Greenhill, and

travelling back on local roads.

The Interchange will result in improved north and south connectivity for all local areas, and is

assessed to have a moderate positive effect on local connectivity.

Percival Road Area

Percival/Ryburn

Newstead

Silverdale/Hillcrest

Sh26



The proposed Interchange will close a section of the existing Ruakura Road at the point where the

Expressway passes over it. This means that some residents in the Percival Road area will not be able

to travel east on the existing Ruakura Road, and residents on the existing Ruakura Road to the east

of the Expressway will not be able to travel west on the existing Ruakura Road.24

Continued east-west access across the Expressway will be available via the proposed new section of

Ruakura Road connecting with the interchange. As outlined in the traffic and transportation

assessment, the impact of this change in access will mean that trips in motor vehicles will take an

approximate additional 145 seconds from residences west of the Expressway travelling east, and 120

seconds from residences to the east of the Expressway travelling west towards Hamilton City25.

This is considered a minor negative effect, as it is very specific in location, and continued east-west

access is maintained.

Silverdale / Hillcrest Area

The project will make changes to the local roads, including the realignment of Ruakura Road in

order to connect to the Interchange. The alteration of the existing Ruakura Road will ensure that

east-west connections are still in place, and this is not expected to have an effect on the

connectivity of this locality.

At the western end of the new Ruakura Road there is an altered intersection with Silverdale Road,

where the northern end of Silverdale Road becomes a cul-de-sac, and a new connection links to

Silverdale Road approximately 230m to the south. This section of Silverdale Road provides access

to Waikato University’s Facilities Management building; Gate 3a carpark and the Don Llwellyn

Sports Complex.

It is not expected that this change in configuration would have a negative effect on connectivity in

this area, or significantly change the way students and staff come and go from this part of the campus.

Continued access to and from the university and facilities (such as the Don Llwellyn Sports Complex)

will still be available via Silverdale Road.

It is noted that in discussions with Waikato University, a desire was expressed for the provision of a

slip-way / local access, directly onto the section of Ruakura Road that runs along the university’s

northern boundary (controlled to prevent rat-running), however project traffic engineers have

advised that this would not be supported from a safety perspective26.

As a result of the project, general traffic volumes are expected to increase along the northern end of

Silverdale Road, and to decrease at the southern end, and heavy vehicle movements are expected to

decrease at both ends27. These changes are not expected to impede the day to day movements of

local residents, or visitors to the university or other sites in the Silverdale area. It is noted that the

general local improvements to connectivity outlined above are expected to apply to this locality.

Changes to connectivity and accessibility specific to this locality are expected to be neutral.

24 Access for two properties at the north-eastern ends of Percival and Ryburn Roads respectively has changed as part of the Expressway, and continued access via a new local connection underneath the Expressway is part of the existing designation. 25 Refer to section 6.2 of ‘Ruakura Interchange Assessment of Traffic Effects’, 19 August, 2014. 26 Telephone discussion with Mike Meister, 22/08/2014. 27 Refer to section 4 of ‘Ruakura Interchange Assessment of Traffic Effects’, 19 August, 2014.



Newstead Area

Similar to the Silverdale area, the alteration of the existing Ruakura Road is not expected to have an

effect on the connectivity of this locality, as the realignment of Ruakura Road will ensure that east-

west connections are still in place.

As a result of the Interchange, there are expected to be increases in traffic volumes along Ruakura

Road (east of the Expressway)28. Concerns have been expressed29 about potential for this to cause

congestion along local roads, and conflicts with traffic movements in and out of LIC at busy times.

In response to potential safety effects from increased traffic volumes at this location, the project will

include a wide painted median for vehicles to use when making a right-hand turn from Ruakura

Road into the LIC site. For private residences along Ruakura Road, it is considered 30 that while

increased traffic volumes will be noticeable, it will not impede local mobility or access to and from

private properties.

With mitigations in place, the effect on the Newstead locality is considered to be neutral/very slight.

State Highway 26/Morrinsville Road

The proposed project will replace the designated half-diamond interchange at SH26 with a full

diamond interchange at (the realigned) Ruakura Road. As a result, access to the Expressway

travelling north, and access from the Expressway travelling south will be removed at this location.

People coming from and travelling to Morrinsville Road will have to travel additional distance to

access the Ruakura Interchange in order to make these movements.

Motorists will, however, have improved southbound access onto the Expressway through the

additional on-ramp. North bound traffic on the Expressway will be able to exit closer to SH26. East-

west connections and movements will not be altered as a result of the Interchange.

Overall the effect of the Interchange on accessibility, connectivity and mobility near the SH26 is

considered to be neutral.

7.3.1.2 Walking, Cycling and Public Transport


Detailed construction methodology is not available at this stage of the project, however typical

construction-related effects to accessibility, connectivity and patterns of mobility can include:

changes to the safety and amenity of walking and cycling routes as a result of movements of

construction vehicles; and

temporary changes to bus stop locations and end user facilities.

Without the construction details, assessment of the potential social impacts of these works cannot

be assessed, and the existing condition 2 of the designation is relied on. This condition requires that

potential disruption to local traffic and accessibility is managed through a Construction Management

Plan (CMP).

28 Ibid. 29 Meeting with Newstead Residents Association, 17 July, 2014. 30 Refer to section 6.1 of ‘Ruakura Interchange Assessment of Traffic Effects’, 19 August, 2014.



It is further recommended that the existing condition specifying the inclusions of the CMP (condition

2.2) is amended to specifically provide for continued access for pedestrians and cyclists throughout

the construction process.

The Ruakura Road Interchange includes modified connections to the existing roading network which

will incorporate a shared-use concrete pedestrian and cycle path of 3.0m width along relocated

Ruakura Road between Silverdale Road and Vaile Road. The path shall be designed to be safe and

accessible and enable pedestrians and cyclist to cross the ramps associated with the Ruakura

Interchange. In contrast, the existing Ruakura Road does not have any footpaths. The project will

add 1.5m sealed shoulders along both sides of the existing Ruakura Road (between Vaile Road and

SH26). A further 1.5m concrete footpath will be located on the eastern side of Ruakura Road between

Vaile Road and SH26. Additionally, there will be provision within the designation for a 3m shared

pathway alongside the Expressway31.

The detailed design of the new/realigned roads is not available at this stage of the project, but will be

carried out in accordance with Austroads and Hamilton City Council guidelines for footpath design,

curb set-downs etc, and is expected to be safe and accessible to people with limited mobility.

These changes are considered to provide a moderate positive effect to walking and cycling facilities

for all local areas, and will enhance the amenity of the area for pedestrians and cyclists.

Note that no changes to the routes of existing local and regional public transport routes are expected

as a result of the Interchange (refer to routes shown in Appendix 3).

Percival Road Area

The project proposes to close a section of Ruakura Road under the Waikato Expressway. This is the

main change that will affect walking and cycling in this locality. This will affect travel for local

residents only from two specific locations in the Percival Road area. For people walking or cycling

from Ruakura Road east of the Expressway to Ruakura Road west of the Expressway, this increase

will mean that trips would be approximately 2.7km longer32. For people walking or cycling from

Ruakura road east of the Expressway to Hamilton City, trips would be approximately 1km longer

Any physical mitigation of this effect to local patterns of movement would be very difficult to achieve

safely33.

This effect has been assessed as minor negative, but it is noted that this is specific to a very localised

group of residents.


The project includes changes to the road environment in this locality including the realignment of

Ruakura Road and alterations to the northern end of Silverdale Road (described above in 7.3.1.1).

31 Note that while this is not being formed by the project, this will be available to connect to regional cycling networks in the future. 32 Refer to section 6.2 of ‘Ruakura Interchange Assessment of Traffic Effects’, 19 August, 2014. 33 The purpose of the closure of this portion of Ruakura Road is to provide for a rail siding to the inland port proposed as part of the Ruakura Development, and any continued pedestrian or cycling connection would need to cross the rail-line safely.



In this area, there are existing pedestrian and public transport amenities which are utilised by

students of nearby schools34. Waikato University have indicated that over 90% of enrolled students

live off campus, and many come from the Silverdale/Hillcrest area35, and representatives of local

schools have expressed concern about the potential for construction traffic and increased traffic

volumes to affect the safety of pupils.

Census data (refer to 4.2.2.1 in this report) indicates that higher percentages of people travelling to

work in this area use active transport modes than in the other localities considered.

There is the potential for construction activities to disrupt staff and students as they come and go

from educational facilities in this area (refer to Appendix 2 for a list of these facilities), as well as

local residents who walk or cycle to work.

The scale of construction vehicle movements in this location would be small compared with the

activity of the existing designation, and potential effects are expected to be appropriately managed

through the preparation and implementation of the CMP.

It is recommended as a further measure that educational and community facilities along Silverdale

Road are kept informed of activities and potential disruption throughout the construction period

(refer to 7.3.4.2 for details).

With the above mitigations in place, effects to walking and cycling during construction are expected

to be neutral.

Once operational the project will result in increased local facilities for pedestrians and cyclists. Given

the number of educational and community facilities in this location which attract visitors, and the

slightly higher percentages of walkers and cyclists in this area (than in other parts of the project

area36); these changes could benefit the Silverdale area in particular. These potential positive effects

are discussed further in terms of ‘Wellbeing’ below.

Newstead Area

There are few existing facilities for pedestrians and cyclists in this locality (refer to 4.2.2.2). The

Project will include new amenities for pedestrians and cyclists, including a shared-use pedestrian

and cycleway between Silverdale Road and Vaile Road, a footpath along Ruakura Road between Vaile

Road and SH26, and 1.5m sealed shoulders along both sides of Ruakura Road between Vaile Road

and SH2637.

Community groups38 have mentioned the recreational use of walking routes near LIC in Newstead.

The above changes will enhance this recreational walking route, and will improve the safety and

amenity for cyclists through the area.

34 Discussion with TKKM o Toku Mapihi Maurea, 23 July, 2014, and Silverdale Normal School, 28 July, 2014. 35 Meeting with Waikato University, 17 July, 2014. 36 Refer to 4.2.2.1, and Appendix 4 of this report. 37 Verbal correspondence from project team 22 August, 2014. 38 Refer to Appendix 4, Community Engagement.



There will be increased traffic volumes along Ruakura Road, which may make crossing the road more

difficult for pedestrians, but given the roading enhancements mentioned above, the overall effect for

walking and cycling in this location is expected to be moderate positive.


The Ruakura Interchange is proposed to replace the designated SH26 interchange. It will not make

any specific alterations to the existing facilities for pedestrians or cyclists, or alter the routes for

existing regional bus services.

In this location traffic volumes are expected to decrease as a result of the project, which may result

in a minor improvement to the amenity of the existing roads for pedestrians and cyclists.

The project is considered to have a neutral/very slight positive effect in this location.

7.3.2 Wellbeing

7.3.2.1 Changes to wellbeing


Due to multiple proposed changes in the local area (including the Interchange project) there is the

potential for uncertainty regarding the plans for the area to result in a cumulative effect on the

wellbeing of property owners neighbouring the designation.

At a general local level, this potential effect is mitigated by condition 9 on the existing designation,

which requires the provision of notifications and contact details for the project liaison to residents

bordering the designation.

Effects experienced in terms of specific localities are discussed in further detail below.

While census data for mode of travel to work does not correspond exactly to the localities below39, it

provides an indication of how widely effects to walking, cycling and public transport may be felt.

Motor vehicle use predominates in all of the CAUs adjacent to the Interchange project, and low

reported percentages of walking and cycling, and public transport, which would reflect the primarily

rural environment.

Enhancements to walking and cycling amenity through the local areas as a result of additional

facilities may encourage more people to use active transport options. This would support strategic

goals for the region by encouraging these modes of transport, and developing walking and cycling

networks40. There is also the possibility for flow-on effects in terms of health benefits through

increased activity.

The project is considered to potentially have a minor positive effect on general local wellbeing.

Percival Road Area and Newstead Area

39 The ‘Newstead’ CAU incorporates rural and semi-rural areas to the immediate west of the Expressway, including Fairview Downs in the north, and SH26 in the south. The Eureka CAU takes in all of the areas to the east of the Expressway, and extends as far as Piako Road to the north-east. Refer to Appendix 3 of this report for a map showing the extent of this CAU. 40 Waikato Regional Walking and Cycling Strategy 2009-2015.



In recent years, a number of different projects have proposed changes to the areas surrounding this

location, namely; the Proposed Hamilton District Plan, the Ruakura Development (Private Plan

Change), the Hamilton Section of the Waikato Expressway, and the Ruakura Interchange Project.

In meetings with community members, people have expressed feelings of stress and uncertainty as

a result of multiple changes in the area. They have also expressed frustration at their community’s

ability to influence decision-making 41. From a social perspective there is a cumulative effect on the

wellbeing of residents living near the Interchange, as a result of multiple projects, and changes to

proposals over a period of several years.

Although this effect is wider than the Project itself, the Project contributes to this effect on people.

It is proposed from a social perspective that a communication strategy specific to residents

neighbouring the project; and certain interest groups within the 'wider community of interest' is

prepared and implemented (refer to 8 for specific groups to be included). While this may not

mitigate or alleviate effects already experienced by people living near the Project area, it may prevent

this from becoming worse, by providing people with clear understanding of the implications of the

project, and a forum for ongoing communication with the Project team.

With the proposed mitigation above it is considered that this effect can be managed to be a

neutral/very slight negative effect on the wellbeing of these communities.

7.3.2.2 Safety


With regard to changes to safety as a result of the Interchange project, there are potentially short-

term effects to safety related to construction traffic, and temporary arrangements for pedestrians

through the area, which have been discussed above under walking, cycling and public transport.

It is expected that safety will be maintained throughout the construction period through the

preparation and implementation of a Construction Management Plan, as required by condition 2 of

the existing designation and by the proposed inclusion of provision for the continuous safe access

for pedestrians throughout the construction period.

Percival Road Area

The Interchange project will close of a section of Ruakura Road immediately underneath the Waikato

Expressway. As this will remove through traffic from this section of Ruakura Road, there may be

temporary (short-medium term) improvements to road safety on both sides of the Expressway for

local motorists, as well as pedestrians and cyclists.

This positive effect would only be expected after the closure of the portion of Ruakura Road under

the Expressway, and until the development at the inland port made further changes to the local

roading environment (which is outside the scope of this project).

This is considered to be a neutral/very slight’ positive effect given its temporary nature, and the very

localised area affected.


41 Meetings with Newstead Residents Association and Ruakura Residents Group, 17 July, 2014.



Potential effects to safety have been addressed above under ‘Walking, Cycling and Public Transport’,

and potential for effects to specific facilities along Silverdale Road are mentioned below under

‘Impacts on Educational Facilities, Community Areas and Sites’.

Newstead Area

Traffic volumes will increase along Ruakura Road and decrease along SH26 as a result of the

Interchange project.

Community members have expressed concerns about the potential for decreases in road safety for

motorists and pedestrians, particularly at the intersection of SH26 and Ruakura Road. Specific

improvements to the intersection of SH26, Lisette Road and Ruakura Road are currently being

investigated by the NZTA as part of a separate process.

There is a school church and cemetery located along SH26 in Newstead, and a preschool on Vaile

Road, where traffic volumes are expected to change as a result of the Interchange.

Traffic volumes along SH26, in front of Newstead Model Country School, and Hamilton Park

Cemetary, are expected to increase as a result of the project42, although this is within the context of

a state highway, and there are expected to be reductions in volumes of heavy commercial vehicles.

As noted in discussions with Newstead Model Country School, children are dropped off inside the

school grounds by their parents, and do not have to negotiate SH26 traffic43.

Although there are increases to traffic volumes projected along Vaile Road, these are small, and not

expected to have an effect on road safety. Children at Newstead Country Preschool occasionally walk

on the footpath along Vaile Road (escorted by staff) to access the walkway to Newstead Model

Country School44 and do not cross the road.

The project will include modifications to intersections and safety enhancements along the length of

the existing Ruakura Road (refer to 7.3.1.2) including sealed shoulders on both sides, a turning bay

for LIC traffic and a formed footpath between Vaile and Morrinsville Roads.

For the above reasons any adverse effects on safety are considered to be avoided, and that there will

be a moderate positive effect on safety in this locality.


The Interchange project will mean that the designated interchange at SH26 does not need to be

constructed, and predicted injury crashes at this locality will not occur. These changes are already

noted in terms of the general local effects to safety.

Traffic volumes along SH26/Morrinsville Road are predicted to decrease as a result of the project.

Overall there is considered to be a very slight positive effect on safety at this locality.

42 For the 2021 modelled flows. Refer to section 4, Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Traffic Effects. 43 Telephone call to Newstead model Country School, on 23/07/2014. 44 Telephone conversation held 15/07/2014.




7.3.3.1 Noise, dust, visual changes


The construction of the Interchange project will be carried out concurrently with the designated

Expressway45 . Both the Air Quality and Noise Assessments have not proposed any mitigation

specifically related to the Interchange project, considering that the mitigation provided for in the

conditions on the existing designation for the Waikato Expressway construction would be sufficient.

Visual changes as a result of the Interchange project are discussed below with regard to specific

localities.

Potential effects from construction-related vibrations have been identified for specific properties by

the vibration specialist. These are discussed below in relation to people’s property and

neighbourhoods.

Percival Road Area

Changes with regard to amenity in this vicinity include the reconfiguration of the intersection of

Silverdale and Ruakura Roads, the realignment of the western section of Ruakura Road and the

construction of the Interchange itself (as viewed from the west of the Expressway).

The potential for construction-related effects was an issue of concern for local residents in this area.

Some of this concern may have been related to uncertainty about the project, and the extent of effects

from other projects occurring in the area.

As noted above, effects to air quality, noise and visual amenity as a result of the Interchange project

are not anticipated by other technical specialists.

Environment and amenity effects as a result of the Interchange project in this locality are considered

to be to be neutral.


As noted above, effects to air quality and noise as a result of the Interchange project are not

anticipated by other technical specialists.

Visual changes as a result of the Ruakura Interchange itself are expected to be experienced by some

residents to the west of the Expressway 46. This change is expected to be medium-term in duration,

until views of the Interchange is obscured by the Ruakura Development. With regard to amenity,

this effect is considered to be neutral/very slight.

Newstead Area

45 Note that the extent of some potential construction-related effects is not known in detail, as this will be for the contractor to design and carry out. In this matter the social assessment is to some degree guided by the findings of other technical reports. 46 Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Landscape, Visual and Urban Design Effects, 28 July 2014, p.10.



As with the Silverdale area; no specific effects are expected as a result of the Interchange project with

respect to air quality or noise.

Community members have expressed concerns about residential amenity as a result of changes in

the area; primarily increased traffic and associated road noise.

While increased noise as a result of the Interchange project is not expected to be significant 47,

findings of the LVUD assessment expect that visual changes as a result of the Interchange will be

experienced by some residents to the east of the Expressway.

With the mitigation measures proposed by the LVUD assessment (landscaping and planting to the

east of the Expressway), these visual changes are considered to have a minor negative effect on

amenity, for some properties at this locality.

7.3.4 Community

7.3.4.1 People’s Property and Neighbourhoods


Some privately owned land is required for the Interchange project. The majority of this is owned by

Tainui Group Holdings (TGH).

TGH’s PPC requires the Interchange and access to it, so the roading layout as proposed aligns with

Tainui’s aspirations for developing their land. Consultation between the Agency and Tainui to

confirm such details has been on-going, leading up to the notice of requirement being lodged.

As the project has an ongoing working relationship with Tainui, this is not considered to create any

adverse effects on their property rights, and acquisition will be managed under the Public Works Act.

As noted above in relation to amenity and environmental effects, air and noise assessments have

concluded that the effects of the interchange would be consistent with those of the designated

Expressway. Specific effects with regard to vibrations are discussed below.

Percival Road Area

The Interchange project will create the new sections of Ruakura Road connecting to the interchange,

and the interchange itself. This will involve additional piling, earthworks and general road

construction. The effects of construction-related vibration may impact on the residential amenity of

specific properties identified in the vibration assessment48.

In this case the specific mitigations proposed by the vibration specialist are considered to manage

this effect, and from a social perspective, though there may still be an effect to the amenity of specific

properties, this effect is related to the construction, and will be temporary only.

It is further recommended that the resident’s group is added to the list of parties to be provided with

details of the dedicated community liaison person (required under existing condition 9 of the

47 Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Noise Effects, 18 July 2014. 48 Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Vibration Effects, 14 July, 2014, p.21.



designation) to provide a forum for ongoing communication with the project team during

construction.

With the proposed mitigation in place, effects on people’s property and neighbourhoods is

considered to be neutral/very slight negative.

Silverdale Area

As a result of the Interchange being built at Ruakura, the height of the Expressway / Ruakura Road

will be elevated at this location. This will be visible in the medium-term, until the proposed Ruakura

Development obscures this view. Mitigation is also noted in the LVUD; once further detail regarding

the Ruakura Development masterplan is known.

There may be a temporary very slight negative effect to amenity at this locality, as a result of visual

changes.

Newstead Area

At the (eastern) intersection of the realigned Ruakura Road with the existing Ruakura Road, there is

a rented dwelling on TGH-owned land which is to be removed for the construction of the road.

As the owner of this land and dwelling, TGH will carry out notification and relocation of the affected

resident to an alternative residence on the same site49, to enable the continued operation of this farm,

up to the new (proposed) designation boundary.

Further acquisition of private property is necessary further along Ruakura Road, to enable a minor

realignment of the existing road in order to improve visibility and road safety. As noted in the

summary of community engagement50 the property-owner at this location does not wish to sell the

portion of their land affected by the NOR. The proposed project is considered to have a minor

negative effect on this individual.

There is one other property affected by the requirement for a portion of additional land along

Ruakura Road. At the time of writing this report specific details regarding this property were not

available, however, this is expected to be addressed through PWA processes.

Within the context of this locality, and the designated Expressway, the acquisition of land specifically

for the Interchange project (including one dwelling) is not considered to have an impact on the

neighbourhood.

As noted for the Percival locality, the Interchange project will involve additional piling, earthworks

and general road construction, and the effects of construction-related vibration may impact on the

residential amenity of specific properties identified in the vibration assessment51.

It is also recommended that this resident’s association is added to the list of parties to be provided

with details of the dedicated community liaison person (required under existing condition 9 of the

designation) to provide a forum for ongoing communication with the project team during

construction.

49 Telephone discussion and email, 09/07/2014. 50 Refer to Appendix 4, Review of Previous Consultation. 51 Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Vibration Effects, 14 July, 2014, p.21.



Mitigation to address these potential effects has been proposed by the vibration specialist, and with

the proposed mitigation in place, the effect of construction-vibrations52 on people’s properties and

neighbourhoods is considered to be able to be managed to be neutral/very slight negative.


There are no direct effects to people’s property or neighbourhoods as a result of the Interchange

project in this locality.

As mentioned above in regards to amenity and environment, there may be very minor indirect

positive effects to neighbouring properties as a result of smaller scale construction at SH26, due to

the designated interchange not being constructed. However these are not considered significant in

other technical reports53 and are not considered to constitute any particular social effects.

7.3.4.2 Impacts on Educational Facilities, Community Areas and Sites

Potential impacts on community areas and sites are discussed here along with educational facilities,

as there are few very close to the Interchange project, and they are located close to educational

facilities. A full list of community facilities can be found in Appendix 2 of this report.

Percival Road Area

There are no facilities in this specific locality. Facilities to the north of this area (refer to Appendix

2) are not considered to be affected by this Project.


Concerns have been raised about the routes to be taken by construction vehicles54, and potential

disruption and impacts on safety as a result. As has been noted previously, construction details are

not known at this stage of the project, however, routes for construction vehicles are to be managed

through the preparation and implementation of the CMP (under existing condition 2 of the

designation) and by the proposed inclusion of provision for the continuous safe access for

pedestrians throughout the construction period.

It is further proposed that condition 2.2(i) of the existing designation is amended to include specific

notification to the following facilities and sites located along Silverdale Road, in order to reduce the

likelihood of any construction-related disruption:

TKKM o Toku Mapihi Maurea

Waikato University


St Matthews Catholic Church

With the above mitigations in place, it is expected that this potential effect could be managed to be

neutral.

52 As noted in 6.1 of this assessment the vibration assessment proposes no specific mitigation for operational traffic-induced vibrations as a result of the Interchange. 53 Refer particularly to noise, air quality and landscape visual and urban design assessments reviewed in Appendix 5. 54 Telephone call to Silverdale Normal School, on 28/07/2014.



The proposed Interchange project will not directly impact any community facilities or sites. The

Interchange project is expected to result in increased traffic volumes at the northern end of Silverdale

Road, and reduced traffic volumes at the southern end of Silverdale Road. It will also alter the

existing intersections of Silverdale and Ruakura Roads.

As a result of these changes, there is the potential for indirect negative effects on:

TKKM o Toku Mapihi Maurea55; and

Waikato University and grounds.

For staff and students encountering higher traffic volumes when travelling to and from school (either

by car or on foot).

There is also the potential for positive indirect effects on:



For staff, students and parishioners encountering lower traffic volumes when travelling to and from

the school and neighbouring church (either by car or on foot).

As noted in regard to wellbeing effects, these changes are not considered to substantially alter the

safety of the environment, and the effect on the above community facilities and sites is considered to

be neutral.

Newstead Area

Traffic volumes on Ruakura Road east are expected to increase as a result of the Interchange project.

The following community sites and educational facilities are closely grouped within this locality:

Newstead Model Country School

Newstead Preschool

Hamilton Park Cemetery

While concerns about the potential for increased traffic volumes on roads in the Newstead area have

been raised 56 , it is not expected that the Interchange project would cause negative effects to

educational facilities or community sites in this locality. This assessment is based on the findings of

other technical reports (air quality, noise) and from discussions with educational facilities

themselves57, which already respond to a high-traffic environment by having measures to ensure the

road safety of children.


There are no facilities in this specific locality. Facilities to the south and west of this area (refer to

Appendix 2) are not considered to be substantially affected by this Project. It is noted that the local,

and east-west connectivity through the area is not altered as a result of the Interchange project.

55 TKKM o Toku Mapihi Maurea expressed concern about the potential for increased traffic volumes along Silverdale Road to have a negative effect on the safety of children who cross Silverdale Road in the morning (Telephone call to TKKM o Toku Mapihi Maurea, on 23/07/2014). 56 Refer to Appendix 4 of this assessment. 57 Meeting with Newstead Residents Association, 17 July, 2014.



7.3.4.3 Impacts on Community Plans and Aspirations

Percival Road Area

The Interchange project will alter the local roading environment for the Percival Road area.

In meeting with the Ruakura residents group58, they expressed a particular desire to have continued

access to Hamilton in the future, and to have the opportunity to participate in decision-making

processes regarding their community.

The Interchange project is not removing access from residents to the city 59 . With regard to

participation in decision-making processes, social mitigation is proposed in order to maximise the

opportunity to benefit the community in this regard.

It is recommended that this resident’s group is added to the list of parties to be provided with details

of the dedicated community liaison person (required under existing condition 9 of the designation)

to provide a forum for ongoing communication with the project team during construction.

It is also proposed to notify the residents group specifically in order to facilitate the group's

participation in the hearing process.

It is considered that with the above actions implemented that there would be a neutral/very slight

positive effect on the community’s plans and aspirations.


The Interchange project is creating additional infrastructure within the context of the Waikato

Expressway – Hamilton Section.

Members of the Silverdale Residents Group60 have emphasised the importance of the ecology of the

area, and their concern about the potential for the increased scale of infrastructure and stormwater

runoff to result in negative effects on the ecology of the existing environment.

Assessment of potential adverse ecological effects as a result of the Interchange is out of scope for

this assessment, and is specifically dealt with in a separate assessment report61.

Newstead Area

The Newstead community have expressed a desire to be involved in decision-making processes

which affect their neighbourhood62 (this is discussed in more detail with regard to wellbeing effects).

Measures proposed in this assessment to mitigate effects on the wellbeing of residents in this locality

also have the potential to create benefits in terms of providing a forum for ongoing communication

and involvement in the project.

58 Meeting with Ruakura Residents Group, 17 July, 2014. 59 Access to the city will be altered for specific residences to the east of the Expressway, although access to Hamilton City will remain via the realigned Ruakura Road. 60 Refer to details in the summary of Community Engagement, Appendix 4. 61 Refer to Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Ecological Effects. 62 Ibid.



Proposed social mitigation (with regard to participation) is to provide this group with details of the

dedicated community liaison person to provide a clear feedback loop throughout the construction

process. As for the Percival Road area above, the residents group could be specifically notified in

order to facilitate the group's participation in the hearing process.

It is considered that with the above actions implemented that there would be a neutral/very slight

positive effect on the community’s plans and aspirations.

The interchange project will alter the local roading environment for the Newstead area through the

realignment of Ruakura Road, and to a lesser degree the removal of the interchange at SH26.

Increased traffic volumes are also projected along Ruakura Road (east) as part of the Interchange

project.

The Newstead Community have a stated aspiration63 for the preservation of the rural amenity of their

neighbourhood, and concerns that changes as a result of the Interchange project could have a

negative effect on that amenity.

As outlined above64 there may be a minor negative effect on the amenity of specific properties within

the Newstead locality. This effect is not considered to apply to the neighbourhood as a whole.

Effects to community plans and aspirations for this community are considered to be minor positive.

7.3.4.4 Impacts on and Accessibility to Commercial Areas


The interchange project will provide for continued east-west connections, providing for ongoing

access to major commercial facilities in Hamilton CBD, and for specific commercial premises in the

local area. There will be no direct effects to any commercial facilities as a result of the construction

or operation of the project.

Any potential disruption to access to commercial facilities as a result of construction vehicle

movements or traffic are expected to be managed via the implementation of the CMP, as outlined

with regard to access, connectivity and patterns of mobility. Potential effects to accessibility of

commercial areas are expected to be able to be managed. These effects are assessed to be neutral.

Newstead Area

During operation, the Interchange is expected to result in increased traffic volumes along Ruakura

Road (east). There have been concerns expressed65 by people in the Newstead community about

potential congestion and traffic conflicts around the LIC site at the corner of Ruakura Rd and SH26.

This has been addressed by the project through the inclusion of a right-hand turning bay from

Ruakura Road into the LIC site, which will improve the safety of workers and visitors to the site, and

the safety of the road for local residents and other motorists.

63 ‘One Community Plan; for Eureka, Matangi, Newstead and Tauwhare’ (2013-2023), and in meeting with representatives of the Newstead Residents Association, 17 July, 2014. 64 Refer to discussion of amenity effects above in 7.3.3.1 of this assessment. 65 By LIC/Dairy NZ (Notes of meeting held; 21/07/2014), and by members of the Newstead Residents Association (at meeting held; 17/07/2014).



Other safety enhancements planned along Ruakura Road (outlined above in terms of ‘Way of Life’)

will further improve the amenity of Ruakura Road for employees at this facility, who use the

surrounding roads for recreational purposes.

Effects to commercial sites, and accessibility to commercial sites is therefore expected to be

neutral.



7.4 Summary Tables

The tables below provide a summary of:

The effect

The stage of the effect (P – Planning, C – Construction, O – Operation)

Who is affected (D – directly affected landowners, N – neighbours, W – wider community)

Proposed mitigation measures

An overall rating of the magnitude of the effect (with mitigation), and

Further comments or mitigation recommended from a social perspective.

7.4.1 Way of Life

Table 1:Accessibility, Connectivity and Patterns of Mobility

Locality Effect Stage Affects Mitigation Overall Rating

Comment

Regional Improved regional movement of freight and people.

O W N/A – positive effect Moderate positive

General

Local

Improvements to north-south connectivity for local residents.

O W/N N/A – positive effect Moderate positive

General Local

Potential negative effects on mobility due to construction vehicle movements

C N CMP (condition 2 of existing

designation).

Proposed inclusions in condition

2.2 to provide for access for

pedestrians and cyclists.

Neutral

Percival Reduced connections and mobility for some residents in the Percival/Ryburn Road area.

O N/D Continued east-west access is maintained.

Minor negative

This is a small change to the travel time for a limited number of residents.

Newstead Changes to accessibility due to increased traffic volumes on Ruakura Road east.

O N Right-turn lane for LIC access. Enhancements to Ruakura Road.

Neutral /very slight



SH26 Potential for reduced connectivity to Waikato Expressway (WEX) for residents near SH26.

O N Improved connections in both

directions at Ruakura.

Neutral

Table 2: Changes to ways of Walking, Cycling and changes to Public Transport


Comment

General Local

Improvements to walking and cycling facilities

O N N/A – positive effect Moderate positive

General Local

Potential negative effects on mobility due to construction vehicle movements

C N CMP (condition 2 of existing

designation).

Proposed inclusions in condition

2.2 to provide for access for

pedestrians.

Neutral

Percival Impact of closure of section of Ruakura Road on walking and cycling options for some residents in the Percival/Ryburn Road area.

O N Mitigation of this effect would be very difficult and costly within the restrictions of the Project.

Minor negative

This change is limited to a small number of residents, and affects specific movements.

Silverdale Potential disruption of walking and cycling routes and end-user bus facilities.

C N CMP (condition 2 of existing designation). Proposed inclusions in condition 2.2 to provide for access for pedestrians.

Neutral With proposed mitigations

this is expected to be

managed to be a neutral

effect.

Newstead Improvements to walking and cycling amenity through inclusion of new facilities.

O N N/A – positive effect Moderate positive.

Increased traffic volumes are expected, but there are a number of improvements in this location.

SH26 Reduced traffic volumes on existing roads.

O N N/A – positive effect Neutral / very slight.



7.4.2 Wellbeing

Table 3: Changes to wellbeing


Comment

General Local

Potential for enhanced amenity of walking and cycling to encourage activity.

O N N/A – positive effect Minor

positive

Percival and Newstead

Cumulative effects on wellbeing as a result of uncertainty and multiple projects

P/C/O

N/D Community Liaison (condition 9 of existing designation). Proposed inclusion in condition 9 to provide community liaison details to both residents’ group / association.

Neutral/

very

slight

negative

Assessment including

proposed social mitigation.

Table 4: Safety


Comment

General Local

Potential effects on safety of local traffic (motorists / pedestrians / cyclists) during construction.

C N CMP (condition 2 of existing designation). Proposed inclusions in condition 2.2 to provide for access for pedestrians.

Neutral

Percival Potential improvement to safety from elimination of through traffic on Ruakura Rd

O N Positive effect - requires no mitigation

Neutral / very slight positive

This is considered to be a neutral/very slight positive effect given its temporary nature, and the very localised area affected.

Newstead Changes to safety as a result of

increased traffic volumes.

O W/N Improved sightlines along existing, right-turning bay into LIC and other safety

Moderate positive

Safety enhancements outweigh potential negative effect to safety and the overall effect is positive.



enhancements along Ruakura Road.

SH26 Potential for increase in safety and amenity as a result of the projected decrease in traffic volumes along SH26/Morrinsville Road

O N N/A – positive effect Neutral / very slight positive


Table 5: Noise, dust, visual changes


Comment

Silverdale Potential (medium-term) effect to amenity of specific properties as a result of visual changes.

C/O D Mitigation to be undertaken after the Ruakura development masterplan is in place will mitigate this medium-term effect.

Neutral/very slight

Newstead Potential effect to amenity of specific properties as a result of visual changes.

C/O D Landscape mitigation and planting to the east as recommended in the LVUD

Minor negative

This minor rating is conservatively applied, as properties affected are also (partially) affected by local roading changes.

7.4.4 Community

Table 6: People’s Property and Neighbourhoods


Comment

General Local

Loss of private property acquired for the Interchange project.

P/C D Land acquisition Neutral Main landowner is to TGH. Effect to TGH is



not considered negative as discussed in 7.3.4.1.

Percival Construction-related effects on residential amenity (at specific locations), and wellbeing of residents.

C D Preparation and implementation of a CVMP (conditions 2.4-2.9 of existing designation).

Minor negative

The rating provided here is based on the mitigation being implemented.

Silverdale Potential for visual changes to effect amenity for some residents.

C/O N Future work: mitigation to be detailed once further information on Ruakura Development is available, as recommended by LVUD.

Neutral/very slight

Newstead Loss of residential properties as a result of the realignment of Ruakura Rd.

C/O D Community Liaison (condition 9 of existing designation).

Minor negative

Not that landowner (TGH) have committed to providing replacement accommodation to the affected resident.

SH26 Indirect positive effects due to SH26 intersection not being constructed.

C N N/A Neutral

Table 7: Impacts on Educational Facilities, Community Areas and Sites


Comment

Regional Potential construction-related effects to Waikato University and facilities

C W, N CMP (condition 2 of existing designation). Further mitigation proposed to amend condition 2.2(i) of the existing designation to include Waikato University

Neutral / very slight

Regional Improved regional connections to university and other community sites.

O W, N N/A – positive effect Moderate positive

Silverdale Potential disruption of facilities and

areas during construction

C N CMP (condition 2 of existing designation).

Neutral Endorse the condition proposed in Traffic



Further mitigation proposed to

amend condition 2.2(i) of the

existing designation to include

schools and facilities along

Silverdale Road (refer to 8 ).

Assessment with regard to avoiding construction vehicle movements past Silverdale School at start and end of school day.

Silverdale Effects to local schools and

community sites.

O N N/A Neutral

Newstead Effects to local schools and

community sites.

O N N/A Neutral

Table 8: Impacts on Community Plans and Aspirations


Comment

Reg Contributes to community outcomes identified in Waikato Regional and Hamilton City’s LTPs

P/O W N/A – positive effect Significant positive

Reg Facilitates Tainui stated goals and aspirations

P/O W N/A – positive effect Significant positive

Percival Effect to the Residents Group's stated aim of participating in decision-making processes.

P/C W/N Community Liaison – condition 9 of the designation. Proposed inclusion in condition 9 to provide community liaison details to both residents’ group / association. Further proposed to notify residents group in order to facilitate participation in the hearing process.

Neutral/very slight positive

Newstead Effect to the Residents Association's stated aim of participating in decision-making processes.

P/C W/N Community Liaison – condition 9 of the designation. Proposed inclusion in condition 9 to provide community liaison

Neutral/very slight positive



details to both residents’ group / association. Further proposed to notify residents group in order to facilitate participation in the hearing process.

Table 9: Impacts on and Accessibility to Commercial Areas

Locality Effect Stage Affects Mitigation Overall

Rating Comment

Regional Improved connectivity to Hamilton CBD


Regional Efficient connections to Ruakura Development


This is rated moderate, rather than significant, as the Ruakura Development will take many years to become a regionally significant commercial centre.

General Local

Potential disruption to commercial facilities during construction.

C N CMP (condition 2 of existing designation).

Neutral

Newstead Potential congestion and traffic conflicts near LIC site

O W/N Provision of right-turn bay on Ruakura Road.

Neutral



8 Recommended Mitigation

Many of the mitigation measures discussed in the Assessment of Effects Table above have been

incorporated in the detailed design of the Project, and/or are covered in other specialist’s

assessments. These mitigations have been recommended by the environmental specialists and

design team to avoid or reduce the magnitude of the social effects of the project and are supported

by this social assessment. Some additional mitigation has also been recommended by the social

assessment.

The table below summarises both the specific mitigation measures which have already been

incorporated in the Project design, and those to be undertaken during the construction and

operational phases of the Project. This table only summarises the mitigations proposed for effects

which are assessed to be minor negative or greater, or where there is a specific social mitigation

proposed. The particular social effects these mitigation measures address are discussed in greater

detail above in the Assessment of Effects (section 7). For consistency and cross-referencing purposes,

the table below is structured to reflect the IAIA effects categories.

8.1 Summary of Proposed Mitigation Measures

Category Effect Mitigation Recommended Social

Mitigation

Way of Life Accessibility,

connectivity,

patterns of

mobility.

Construction-related effects to local accessibility.

Condition 2: CMP

Congestion related to increased traffic volumes on Ruakura Road.

Right-hand turning bay and safety enhancements along Ruakura Road

Way of Life Changes to ways

of walking &

cycling and

changes to public

transport.

Potential disruption of walking and cycling routes during construction.

Condition 2: CMP. Proposed inclusions in condition 2.2 to provide for access for pedestrians and cyclists.

Wellbeing Changes to wellbeing.

Cumulative effects on wellbeing as a result of uncertainty and multiple projects

Condition 9: Community Liaison

Proposed addition of parties (specified below in 8) to existing conditions 2.2(i) and 9 of the designation.

Wellbeing Safety

Potential for negative effect to safety for local road users during construction.

Condition 2: CMP. Proposed inclusions in condition 2.2 to provide for access for pedestrians and cyclists.

Wellbeing Safety

Potential safety implications from increased traffic volumes along Ruakura Road.

Right-hand turning bay and safety enhancements along Ruakura Road


Potential (medium-term) effect to amenity of specific properties as a result of visual changes.

Condition 6.1: Landscaping Management Plan (LMP)



Noise, dust, visual changes

Potential effect to amenity of specific properties as a result of visual changes.

Condition 6.1: LMP

Community Impacts on people’s property and neighbourhoods

Loss of private property acquired for the Interchange project.

Acquisition of affected portion of land.

Construction-related effects on residential amenity and wellbeing of residents

Conditions 2.4-2.9: CNVMP Condition 9: Community Liaison

Proposed addition of parties (specified below in 8) to existing condition 9 of the designation.

Potential for visual changes to effect amenity for some residents.

Condition 6.1: LMP

Loss of residential properties as a result of the realignment of Ruakura Rd

Condition 9: Community Liaison. Acquisition of affected portion of land.

Community Impacts on educational facilities and community areas and sites

Potential construction-related effects to educational facilities and community sites Silverdale area

Condition 2: CMP Condition 9: Community Liaison

Proposed inclusions in condition 2.2 to provide for access for pedestrians and cyclists. Proposed addition of parties (specified below in 8) to existing conditions 2.2(i) and 9 of the designation.

Community Impacts on community plans and aspirations

Effect to Residents Group aims of participating in decision-making processes.

Condition 9: Community Liaison

Proposed addition of parties (specified below in 8) to existing condition 9 of the designation. Proposed to notify groups of alteration.

Community Impacts on and accessibility to commercial areas

Potential disruption to commercial and retail facilities during construction.

Condition 2: CMP Condition 9: Community Liaison

8.2 Recommended Mitigation Measures

Condition 2 of the NoR provides the detail to be contained in the Construction Management Plan,

however, these conditions don’t mention the maintenance of safe pedestrian / cycling access

throughout the works. It is recommended that a new sub-condition is added to Condition 2 of the

NoR as follows:

(xviii) Maintenance of continuous safe access for pedestrians and cyclists during construction.

Conditions 2.2 (i) and 9 of the existing designation specify community groups and facilities to be

notified of construction activities, and provided with contact details for the dedicated community

liaison person. The specified parties relate to the social environment assessed at the time of the

original designation, which did not include the Ruakura Interchange. It is therefore recommended

that the following additions are made.



Add the following groups to the existing NoR Condition 2.2 (i):

Ruakura Resident’s Group

Silverdale Resident’s Group

Newstead Resident’s Association

Waikato University




Add the following groups to NoR Condition 9:

Ruakura Resident’s Group

Silverdale Resident’s Group

Newstead Resident’s Association

Waikato University




Note that according to condition 9, a clearly identified community liaison person is to be appointed

when the NoR is included in the DP. This provides an opportunity to positively address the identified

cumulative effects to wellbeing by providing a forum for communication with community groups.

It is also recommended that communication with the above residents groups is continued, including

but not limited to personal notification of the alteration to designation to maximise the opportunity

of these groups to participate in the public hearing process.

9 Monitoring

As discussed in section 7 of this report, the changes to the existing designation as a result of the

proposed Interchange are not anticipated to result in any social effects that are more than minor

negative. Identified social effects related to air quality, noise and vibrations will be managed and

monitored through the implementation of existing conditions on the designation.

Identified social effects relating to walking and cycling, construction traffic management, cumulative

effects, wellbeing and participation can be managed through the implementation of the proposed

additions to existing conditions on the designation (conditions 2.2 and 9).

On this basis, specific monitoring of social effects is not proposed.

10 Recommendations and Conclusion

10.1 Recommendations

It is recommended that the additions to existing conditions on the designation, and recommended

mitigation described in section 8 of this assessment, are included to mitigate the actual and

potential social effects of the project.



10.2 Conclusion

The proposed Ruakura Interchange project is expected to result in very slight to significant positive

regional social effects and very slight to moderate positive local social effects. Positive effects as a

result of the project include:

Improved regional and local connectivity, enabling the movements of people to and from sources

of education, recreation and employment.

Facilitated development of a regionally significant commercial facility.

Support for regional and city-wide community plans and aspirations.

Enhancement of local amenity of active transport networks for pedestrians and cyclists, which

has the potential to encourage greater use among local residents, as well as workers and students

in the area.

Identified negative effects as a result of the project include:

Potential negative effects to safety and amenity of the local road networks for pedestrians and

cyclists during construction, particularly in the location of schools and community facilities in

the Silverdale area.

Potential effects to neighbourhood amenity both during construction and once operational as a

result of changes in traffic volumes and visual changes.

Very localised severance of connectivity at Ruakura Road (Percival/Ryburn Road area) as a result

of partial road closure.

Small amounts of private property acquisition (partial acquisition and one dwelling to be

removed).

The project includes existing mitigation for potential safety and congestion effects, and there are a

number of conditions on the existing designation over the Waikato Expressway: Hamilton Section

which will address most of the identified social effects.

Additional mitigation has been proposed to conditions 2 and 9 of the existing designation, to include

certain community facilities and sites in notification related to the project, and in the community

liaison details.

With proposed mitigations in place, negative effects can be managed to result in neutral/very slight

negative regional effects and very slight to minor negative effects at local levels.

Negative effects of the project, with the exception of the localised effects of the closure of part of

Ruakura Road are able to be mitigated.

Identified local dis-benefits, or negative effects need to be considered in light of the designated

Expressway, and what would be a small scale change in comparison.

Overall, the social effects can be categorised as being positive at the regional level, with a mixture of

negative and positive effects at finer local levels.

Appendix 1

Strategic and Policy

Context

Ruakura Interchange


Appendix 1 – Review of Plans, Policies

and Strategies

Waikato Region

Long Term Council Community Plan 2012-2022

The LTCCP is a requirement of the Local Government Act 2002. It contains information about the

Waikato Region’s planned activities for the next ten years and shows how these contribute to the

agreed community outcomes. The community outcomes cover a range of matters, with the following

being most relevant to the Project:

» Heritage sites and landscapes of significance to whanau, hapu and iwi are preserved

and valued

» Iwi, hapu and Maori work together with central government, local government and

community organisations in mutually beneficial partnerships

» Our natural environment is protected and respected. Its ecological balance is restored,

its air, soil and water quality is improved and its native biodiversity is enhanced.

» Our region’s waterways have consistently high water quality.

» We have reliable, efficient and well-planned infrastructure and services.

The Ruakura Interchange project forms part of the Waikato Expressway, which is a key piece of

infrastructure that has been deemed of national significance by the current government.

Regional Policy Statement for the Waikato Region

The Regional Policy Statement (RPS) outlines the resource management issues for the region, and

the policies and methods to be used in managing its physical and natural resources. The RPS

identifies adverse environmental effects from transport systems such as air quality as a resource

management issue, and its policies require protection, maintenance or enhancement of significant

characteristics of air quality.

Air quality can have impacts on people’s health and well-being, and on their ability to enjoy the local

environment.

Proposed Regional Policy Statement for the Waikato Region (decisions version,

November 2012)

The Proposed RPS sets out issues, objectives and policies relating to the natural and physical

resources of the Waikato Region. The Proposed RPS is currently subject to Environment Court

appeals.

The Proposed RPS addresses a number of issues that are relevant to the consideration of social

impacts associated with the Project. These include air quality, built environment, mauri and health

of freshwater bodies, historic and cultural heritage, amenity and public access. Amenity is considered

particularly relevant, and has the following objective:

The qualities and characteristics of areas and features, valued for their contribution to amenity,

are maintained and enhanced.

Ruakura Interchange


Future Proof

Future Proof is a growth strategy for the Hamilton, Waikato, and Waipa sub-region. The strategy

focuses on managing growth within the sub-region, and creating more compact urban areas based

around Hamilton, and existing rural townships and villages.

Future Proof provides a high level blueprint for development in the form of a preferred settlement

pattern. The strategy identifies the Waikato Expressway as: the pre-eminent and key transport

project for both the sub-region and the Waikato region.

The Future Proof strategy therefore provides the high level strategic context for development and

growth within the sub-region, including the development of the Waikato Expressway corridor and

the proposed alterations to the designation.

Waikato Regional Land Transport Strategy 2011-2041

The Waikato RLTS establishes the strategic vision and outcomes for transport in the Waikato Region.

The RLTS identifies that the Waikato Expressway is the region’s primary strategic corridor, and as a

nationally significant road corridor. It will be the main north-south inter-regional route connecting

the Waikato to the Auckland region and south and a significant tourism and freight route. The

strategy highlights that the RLTS will not be fully realised without completion of the Waikato

Expressway.

The following policies and actions are relevant to the Ruakura Interchange project, as a modification

to the Waikato Expressway:

Priority Focus Relevant Policies

Region-wide policies for strategic road and rail

corridors

Ensure key strategic road corridors, as defined in chapter

8, are developed, maintained and protected in a manner

consistent with their functions outlined in table 7 in this

strategy.

Sector-specific policies for key strategic

corridors

P8.12 Recognise the Waikato Expressway as a Road of

National Significance (RONS).

P8.13 Prioritise development of the Waikato Expressway

as the number one strategic transport project for the

Waikato region.

P8.16 Ensure bypassed sections of State Highway 1

continue to respond to local transport requirements

following the completion of the Waikato Expressway.

Waikato Regional Walking and Cycling Strategy 2009-2015

The primary purpose of the Waikato Regional Walking and Cycling Strategy (the Strategy) is to

support the walking and cycling components of the RLTS and the national transport objectives of

the NZTS and GPS. Other aims of the Strategy include

» coordination of walking and cycling initiates,

» encouragement,

» coordination of development of the walking and cycling network

» providing of information

Ruakura Interchange


» support and coordination with other strategies and plans

» provide for a monitoring framework

» Inform the review or the RLTS and RLTP

Hamilton City

Long Term Council Community Plan 2009-2019

The LTCCP is a requirement of the Local Government Act 2002. The LTCCP outlines community

outcomes, of which the most relevant to the Interchange project are:

Sustainable and well-planned: This includes having integrated transport systems that connect to

New Zealand.

Intelligent and Progressive City: This includes being the thriving economic hub for the Waikato

Region and provider of regional services.

Access Hamilton Strategy

The Access Hamilton Strategy guides the city’s development and transport infrastructure planning

over the next thirty years. The strategy aims to:

» Support Hamilton’s economic, social, environmental and cultural wellbeing.

» Support the land use, sustainability and economic development objectives for a compact

city with consolidation and intensification around key nodes and a vibrant city centre.

» Manage incremental change in the transport and land use system necessary to achieve

Hamilton’s strategic objectives.

» Position infrastructure and land development to meet the city’s long term needs.

Of key relevance to the proposed alterations, the Access Hamilton ‘Generation and Destination

Nodes’ map shows:

» An extension of the Resolution Drive corridor and connection to the Expressway

» A direct connecting arm between the Greenhill Interchange and the Wairere

Roundabout

Hamilton Social Wellbeing Strategy

The Social Wellbeing strategy identifies four priorities that respond to the needs, challenges and

opportunities in Hamilton City. The relevant priority is:

» Connecting our communities Encourage and support community-led initiatives.

Strengthen participation across diverse communities.

Inspire communities to take pride and ownership in Hamilton.

Ruakura Interchange


Hamilton Urban Growth Strategy

The Hamilton Urban Growth Strategy was developed in parallel with the Future Proof strategy, and

as a result there is significant alignment between the two strategies. The strategy examines future

growth of the city and proposes both intensifying existing areas, and extending into new greenfield

sites.

Hamilton City Proposed District Plan

The Hamilton City Proposed District Plan includes zone changes for areas which have recently come

into the City’s jurisdiction as a result of the boundary changes. These areas are administered by the

Hamilton City Council (HCC) and are affected by the operative rules of the Waikato District Plan,

and the Proposed Rules of the Proposed Hamilton City Plan.

HCC have released decisions on the Proposed District Plan. However, several sections of the

Proposed District Plan have had their decisions deferred, with decisions yet to be made. This includes

matters relating to Ruakura. HCC have also ascertained that on analysing submissions received,

none of the rules in the Proposed District Plan can be treated as operative. This will be revaluated

after the appeal period has expired.

In terms of the Ruakura section of the Proposed District Plan, the Ruakura Development Plan

Change Request is being heard by an EPA process.

Waikato District

Long Term Plan 2009-2019

The LTP is a requirement of the Local Government Act 2002. The LTP outlines community

outcomes, of which the most relevant to the Interchange project are:

Accessible Waikato – this outcome is directly relevant to the project, as one of the elements is that

the strategic importance of the Waikato Expressway is recognised and development occurs with

priority, and its effects are planned for and mitigated where necessary.

Safe Waikato – part of this outcome relates to ensuring that infrastructure projects take account of

public safety. The Interchange project, as part of the Waikato Expressway, will have high safety and

design standards.

Waikato District Plan (Updated Feb 2014)

Plan Change 2 became operative on 21 February 2014 and resulted in changes throughout various

sections of the District Plan. Plan Change 2 related to District Wide Growth and Rural and Coastal

Subdivision and sought to promote a strategic framework to more effectively manage growth

patterns in rural and urban areas. Change 2 resulted in changes throughout various sections of the

District Plan. It is noted that the Waikato Expressway Network Plan was identified as relevant to

Plan Change 2.

The Waikato District Plan sets out the objectives, policies and rules to address resource management

issues within the district. From a social perspective, the following objectives have been identified as

relevant to social aspirations:

Ruakura Interchange


» Objective 11.2.1: Towns, villages, neighbourhoods and localities have social coherence

and a sense of place

» Objective 11.2.7: Valued social and cultural characteristics of communities are retained

» Objective 11.6.1: People and communities are able to access resources so that they can

provide for their economic well-being

One Community Plan; for Eureka, Matangi, Newstead and Tauwhare (2013-2023)

This plan outlines key issues of importance to the communities of Eureka, Matangi, Newstead and

Tauwhare and provides long term plan priorities for these communities. The Newstead community

prioritises in particular participation in decision-making processes related to the intersection of

SH26 9Morrinsville Road) and Ruakura Road and matters related to the Inland Port. It also states

that future proofing road to accommodate future use is a priority for the community.

Among the key issues identified in the Community Plan are:

» Intersection safety in the Newstead area needs to be reviewed in light of increased traffic

volumes

» Roads need to be widened to allow for cycle ways and walkways

» Potential effects of the Waikato Expressway on the local road network

» Maintaining the rural amenity of the Newstead area

Appendix 2

Community

Facilities

Ruakura Interchange


Appendix 2 - Community Facilities The following provides an overview of community facilities near the Interchange. While these are

not necessarily expected to be affected by the project, they provide an indication of the locations that

local residents and regional visitors are likely to visit, and the types of connections which are

important for communities.

Schools and other Educational Facilities

Below is a list of the educational facilities which are in the closest proximity to the proposed

interchange.

Table 10: Educational Facilities

Educational facility Address Approx. kms to

Interchange

Newstead Model School SH26 2.18

TKKM o Toku Mapiki Maurea 137 Silverdale Road, Hillcrest 1.42

Silverdale Normal School 62 Silverdale Road, Silverdale 1.53

Hillcrest High School 132 Masters Avenue, Silverdale 1.65

Knighton Normal School Knighton Road, Hillcrest 2.66

Berkley Normal Middle School 26 Berkley Avenue, Hillcrest 2.7

Hamilton Seventh Day Adventist

School

46 Annebrooke Road, Hamilton East 3.25

Hillcrest Normal School 218 Cambridge Road, Hillcrest 2.84

St John’s College Hillcrest Road, 2.07

Peachgrove Intermediate Peachgrove Road 3.01

Patricia Avenue School Patricia Avenue 2.92

Southwell School Peachgrove Road 3.16

TKKM o Te Ara Rima Fifth Avenue 3.4

Tai Wananga Ruakura Lane, Ruakura 2.0

Ruakura Interchange


Table 11: Early Childhood Education Providers

Early Childhood Education

Providers Address

Approx. kms to

Interchange

Kids to Five Dey Street Childcare 421 Dey Street, Hamilton East 2.77

ABC Peachgrove 205 Peachgrove Road, Claudelands 3.30

Newstead Country Pre-school 92 Vaile Road, Newstead 1.84

Hillcrest Kindergartens Waikato 56 Masters Avenue, Hillcrest 2.2

Preschool Education Centre 12 Fenwick Crescent, Hillcrest 2.47

Campus Creche Trust 186 Hillcrest Road, Hillcrest 1.49

Te Kohanga reo O Nga Kuaka 159 Silverdale Road, Silverdale 1.37

Table 12: Other Educational Providers

Other Educational Providers Address

The National Institute of Water and Atmospheric

Research (NIWA)

Silverdale Road, Hillcrest

Landcare Research University Of Waikato, Hillcrest, Silverdale

AgResearch Ruakura Research Centre, East Street

Plant and Food Research Ruakura Campus Bisley Road, Ruakura

Waikato University Campus Knighton Road, Hillcrest

Vision College, Hamilton Campus 21 Ruakura Road, Hamilton East

Ruakura Interchange


Churches and Religious Centres

Table 13: Churches and Religious Centres

Churches and religious centres Address Approx. kms to Interchange

St Matthew’s Catholic Church 58 Silverdale Road, Silverdale 1.7

Hillcrest Chapel 210 Masters Avenue, Hillcrest 1.96

Methodist Church 92 Mansell Avenue, Hillcrest 2.6

Christadelphian Ecclesia 36 Morrinsville Road, Silverdale 2.54

Hillcrest Baptist Church Knighton Road, Hillcrest 2.5

Vision Church 11 Bisley Road, Enderley 2.6

Central Hamilton Gospel Church (near 160) Peachgrove Road, 2.98

All Hallows Chapel (co-located with Southwell School) Peachgrove Road

3.16

Freedom Christian Church (located at Hillcrest Normal School) 218 Cambridge Road, Hillcrest, Hamilton, Waikato

2.8

Hamilton Tongan Assembly of God Methodist Church, Heaphy Terrace, Hamilton, Waikato

4.4

Catholic Family Support Services 100 Morrinsville Road, Hillcrest, Hamilton 3216

2.3

Church of Christ New Zealand 360 Peachgrove Road, Enderley, Hamilton, Waikato

4

East Side Seventh Day Adventist Church

Corner of Tennyson Road & Mardon Road, Enderley, Hamilton, Waikato

3.5

Free Church of Tonga 26 Masefield Drive, Enderley, Hamilton, Waikato

3.6

Vision Church Eastside 112 East Street, Enderley, Hamilton, Waikato

2.6

Health Services

Waikato Hospital is at the southern end of Hamilton CBD across the river from the project area.

There are also small medical practices and alternative medical facilities at the following locations

Table 14: Health Services

Health services Address

Masters Medical Clinic 54 Masters Avenue, Silverdale

Hillcrest Medical Centre Cnr Cambridge Road and Hillcrest Road

Te Kohao Health 180 Dey St, Hamilton East, Hamilton 3216

Hamilton East Medical Centre 16 Beale Street, Hamilton East

Green forest Chinese Medical Centre 99 Te Aroha Street, Ruakura

Emergency services

Emergency services are not located near the Interchange, but provide a regional service.

Ruakura Interchange


Table 15: Emergency Services

Emergency services Address

Chartwell Fire Station 70 Crosby Road, Chedworth Park Ltd

New Zealand Police – East Hamilton 245 Clyde Street, Hamilton

Recreational Facilities and Parks

Table 16: Recreational Facilities and Parks

Recreational facilities and parks Address

Don Lwellyn Sports Complex (Waikato University) Silverdale Road.

Ruakura Campus Club Ruakura Lane, Claudelands

Waikato Kendo Club (Waikato University) Hillcrest Road

Willowbrook Park 15 Vaile Road, Newstead

Hamilton City Holiday Park 14 Ruakura Road, Ruakura

Chelmsford Park Chelmsford Street, Silverdale

Other Facilities

Table 17: Other facilities

Other facilities Address

Kirikiriroa Marae 180 Dey Street

Waikato Innovation Park 9 Melody Lane, Hamilton East

Livestock Improvement Corporation / Corner Ruakura and Morrinsville Road (SH26,

Newstead

Hilda Ross Retirement Village 30 Ruakura Road, Claudelands

Hillcrest Library Masters Avenue, Hillcrest

Dairy NZ Corner Ruakura and Morrinsville Road (SH26,

Newstead

Ruakura Interchange


Figure 7: Early Childhood Education Providers

Ruakura Interchange


Figure 8: Schools and Education Providers

Ruakura Interchange


Figure 9: Waikato University Campus Map

(downloaded from: http://www.waikato.ac.nz/contacts/map/ )

http://www.waikato.ac.nz/contacts/map/

Ruakura Interchange


Figure 10: Churches and Religious Centres

Appendix 3

Travel Patterns

Ruakura Interchange


Appendix 3 – Travel Patterns

Travel to Work

The tables below provide a ‘snapshot’ of travel patterns in the local areas, through the ‘main means

of travel to work’ responses provided in the Census of population and dwellings66. The Census Area

Units (CAUs) referred to above are shown in Figure 11 below.

Note that the Census of Population and Dwellings uses random rounding to base 3 as one of its rules

to preserve the confidentiality of census data. This means that where data tables contain a cell with

‘3’, this may in fact be a smaller number. Due to confidentialisation, data in the tables may not add

up to the totals provided 67.

Figure 11:Census Area Units around the Ruakura Interchange

66 NZ Census of Population and Dwellings tables downloaded from: http://www.stats.govt.nz/ 67 For more detail on census rules and confidentiality, refer to the Statistics New Zealand website: http://www.stats.govt.nz/Census/2013-census/methodology/confidentiality-how-applied.aspx

Eureka

Newstead

Silverdale

University

http://www.stats.govt.nz/

http://www.stats.govt.nz/Census/2013-census/methodology/confidentiality-how-applied.aspx

Ruakura Interchange


Table 18: 2013 Census - Main means of travel to work

Area Unit Description

2013 Census, main means of travel to work, for the employed census usually resident population count aged 15 years and over(1)

Worked at Home

Did Not Go to Work Today

Drove a Private

Car, Truck or Van

Drove a Company Car, Truck

or Van

Passenger in a Car, Truck, Van or

Company Bus

Public Bus Train

Motor Cycle or Power Cycle

Bicycle Walked or

Jogged Other

Total people stated

Not Elsewhere Included(5)

Total people

Newstead 9 18 57 15 3 3 0 6 9 3 3 123 3 123

Eureka 225 111 558 150 24 3 0 45 9 18 3 1152 33 1182

University 72 393 1020 108 87 87 0 12 81 198 21 2076 96 2172

Silverdale 48 132 561 99 48 36 0 15 30 60 6 1038 30 1065

In comparing percentages of residents who reported travelling by motor vehicle with active transport modes, and public transport we can see

that in the Silverdale CAU; 54% drove a private vehicle to work68, 9.5% drove a company vehicle to work, and 4.6% were a passenger in a

private motor vehicle. In comparison, 2.9% cycled to work, 5.8% walked or jogged and 3.5% were passengers on a public bus.

Of the residents in the Newstead CAU; 46.3% drove a private vehicle to work, 12.2% drove a company vehicle to work and 2.4% (3 people)69

were a passenger in a private motor vehicle. 7.3% of Newstead residents reported cycling to work, 2.4% (3 people) walked or jogged and 2.4%

(3 people) were passengers on a public bus.

Of residents in the Eureka CAU, 48.4% drove a private vehicle to work, and 13% drove a company vehicle and 2.1% were a passenger in a

private motor vehicle. 0.8% of residents in the Eureka CAU reported cycling to work, 1.6% walked or jogged and 0.2% (3 people) were

passengers on a public bus.

Additionally, 19.5% of Eureka residents stated that they worked from home.

68 Note that the total referred to is the ‘total people stated’, or the number of people who answered the question. 69 Note that where the data states that numbers of people walking, cycling, and catching a public bus are ‘3’, this may in fact be a smaller number due to

random rounding to base 3.

Ruakura Interchange


The following tables provide historical data for previous census years; 2006 and 2001.




Worked at Home


Drove a Private

Car, Truck or

Van

Drove a Company

Car, Truck or

Van

Passenger in a Car,

Truck, Van or

Company Bus

Public Bus

Train


Bicycle Walked or

Jogged Other

Total people stated

Not Elsewher

e Included(5)

Total people

Newstead 15 6 39 18 0 0 0 3 3 6 0 90 6 93

Eureka 243 87 486 129 15 3 0 48 9 21 6 1050 39 1089

University 69 411 1056 108 93 69 0 9 72 216 15 2112 123 2235

Silverdale 45 162 585 72 60 36 0 9 27 75 3 1071 48 1119




Worked at Home


Drove a Private

Car, Truck or

Van

Drove a Company

Car, Truck or

Van

Passenger in a Car,

Truck, Van or

Company Bus

Public Bus

Train


Bicycle Walked or

Jogged Other

Total people stated

Not Elsewher

e Included(5)

Total people

Newstead 15 6 45 6 0 0 0 3 3 9 0 81 3 84

Eureka 294 93 399 78 15 0 0 27 9 27 3 945 18 966

University 63 357 513 48 60 27 3 12 72 201 9 1362 84 1446

Silverdale 69 126 507 60 33 15 0 9 33 69 9 930 24 954

Ruakura Interchange


Public Transport Routes in the Area

The following route maps were downloaded from the Busit website70. These show the routes of public

transport through the Project area. Given that the predominance of settlement, and community

facilities is to the west of the area, most public transport routes are to the west of the area.

Nearest the Project area, public buses travel along Rukakura Road and down Silverdale Road, in both

directions. State Highway 26 is also used by some regional services travelling east to Morrinsville

and Paeroa.

Figure 12: Hamilton Routes

70 Downloaded from : http://www.busit.co.nz/Hamilton-routes/, on 23/07/2014.

http://www.busit.co.nz/Hamilton-routes/

Ruakura Interchange


Figure 13: Bus no. 15 – Ruakura Routemap

Ruakura Interchange


Figure 14: Bus no. 23 – Raglan Routemap

Figure 15: Bus no. 22 – Morrinsville/Paeroa Routemap

Appendix 4

Community

Engagement

Ruakura Interchange


Appendix 4 – Community Engagement Introduction

Information from the community of interest was sought in the following ways:

Review of the summary of community consultation contained in the Notices of Requirement71.

Review of previous documentation and reports relevant to the Project to bring the knowledge

gained from the field work into perspective, including:

» Public feedback provided gathered during the most recent open day held on the Project (May

2013).

» Minutes of meetings between other members of the project team and representative of

community groups and businesses.

» Submissions and subsequent submissions on the Ruakura Development (PPC)

Project briefing held in Hamilton with members of the Project team on 27th June 2014.

Face to face interviews and telephone discussions with representatives of residents groups and

community facilities.

Information gathered from the above sources is summarised under the headings below.

Review of Previous Consultation

Review of the summary of community consultation

Review of the summary of community consultation contained in the Notices of Requirement72.

(Refer to the NoR for details).

Public open day feedback

As outlined in the NoR73, public open days were held on the wider Hamilton Section of the Waikato

Expressway, including the Ruakura Interchange on:

February 2011; and

May 2013.

Public feedback provided gathered during two open days held on the Project in February 2011 and

May 2013. The Social Impact Assessor has reviewed community feedback provided by the public at

open days held May 2013. As this consultation was for the full Hamilton Section of the Waikato

Expressway, feedback provided was much wider than the Project scope (as set out in 1.1 Purpose and

Scope of Report). Feedback which was relevant to the Ruakura Interchange included the following:

71 Notice of Requirement to Alter the Designation over the Waikato Expressway, Hamilton Section (February 2014), section n5 72 Notice of Requirement to Alter the Designation over the Waikato Expressway, Hamilton Section (February 2014), section n5 73 Attendees at public open days were provided an option to fill in feedback forms which asked for responses to three general questions about the Hamilton Section of the Waikato Expressway. For further information refer to section 5 of the Notice of Requirement.

Ruakura Interchange


Concern about traffic volumes past schools, especially in Hillcrest and Silverdale, and traffic

volumes along Rukaura Road.

Connectivity and access for Percival and Ryburn Roads to hillcrest and Silverdale

Provision for interchanges at Morrinsville Road (SH26)

The location of connecting roads (to the Interchange) to the east of the Expressway.

Elevation of the Ruakura Interchange and visual impacts.

The feedback forms available at the open days asked the following three general questions about the

Waikato Expressway. Below are some direct quotes provided in response to these questions.

1. Do you support the construction of the Hamilton Section of the Waikato Expressway

“Yes, especially the location of interchanges at Greenhill and Ruakura, not 5th Avenue. This will

have a better outcome for traffic flows.”

“I support the interchange now being proposed away from SH26 and off Ruakura Rd – will

this mean the existing highway will be widened?”

“Yes. But not the closing of Ruakura Road just to accommodate the Tainui proposed

development.”

“Yes in most part – but are unhappy about the placement of the Ruakura I/C [interchange] &

the elevated profile of the carriageway in this area (that will compound noise impacts)”

2. Are there any issues that you believe should be given special consideration in the resource consent

and designation conditions (noise, dust, visual, ecological etc.)

“Connectivity into Silverdale roundabout for Percival / Ryburn Rd residents. Concerned about

elevation going past / over Percival Rd – too high!”

3. Do you have any other further comments on the Hamilton Section?

“By changing the position of the Highway 26 on-ramps to provide the interchange desired by

TGH, NZTA has opened up the southeast locality of Silverdale/Hillcrest to much increased

traffic flows by trucks and cars exiting at Ruakura & transiting past schools & knowledge

centres into the sth-east part of the city. Any models that claim Silverdale Rd will not suffer

will be erroneous.”

[re: traffic on Rukaura Rd] “This will cause problems for the pedestrians / cyclists moving

between the research / Innovation Park / University areas. City needs planning to mitigate

dangers.”

“I like the fact that there are no Morrinsville Road interchanges. I would like the Expressway

to keep below grade past the end of Nevada Road to mitigate engine noise.”

“I believe the interchange at the proposed port area will place more traffic stress on Ruakura

/Silverdale and Ruakura/Knighton Rd roundabouts which are already very busy at peak

times.”

Ruakura Interchange


Summary

Issues relating to connectivity, access and mobility through the area have been highlighted above, as

have potential visual impacts from the elevated Interchange. These effects have been considered in

the assessment of effects (as part of the adapted IAIA framework).

Meeting Minutes

Minutes of meetings held by other members of the project team were reviewed to provide

background on potential social issues, and community groups with an interest in the Interchange.

These included the following:

» Minutes of meetings between (other members of) the project team and private land-owners

located at 11 Davison Road74 .

» Minutes of meetings between (other members of) the project team and LIC, Dairy NZ, and

Newstead Community75

» Minutes of meetings between (other members of) the project team and Ruakura residents76

Private Property at Ruakura Road

The owner had concerns around the ability to subdivide her property77 and based on these concerns

did not want to have the land taken.

Dairy NZ and Livestock Improvements Corporation (LIC)

Dairy NZ and LIC have been operating at this site for a very long time under different names. Very

much part of the Ruakura fabric.

Combined over 600 people work at this site with 85-90% driving to work. Staff come from around

the region meaning that options such as car-pooling and a bus service find little favour with the staff

although they have been considered in order to reduce the number of vehicles at the site. The site is

maxed out in terms of parking. Their staff numbers also fluctuate seasonally with more staff (100+)

being on-site between August and December.

The LIC site experiences peaks in traffic from 8 to 9 am and 4:30 to 5:30 pm, and significant traffic

between site and paddocks in Vaile Rd.

Many of their staff use a nearby recreational walking track between SH26 and Vaile Road at lunch

time.

Newstead Community group

The community group questioned the need for the inland port at Ruakura, and general concern about

traffic on Ruakura Rd and the safety of the intersection with Vaile Rd.

74 Meeting held on 10/02/2014. 75 Meetings held on: 06/06/2013 with Dairy NZ and LIC, and on 21/07/2014. 20/05/2013 with Newstead Community group. 76 Meeting held 17/04/2014. 77 Note that subdivision would be a non-complying activity under the rules of the District Plan regardless of whether land is taken or not.

Ruakura Interchange


Ruakura Residents

The group expressed concerns the impact of the increase in traffic volumes, in particular HCVs along

the stretch between the Morrinsville Road and the link to the interchange, including

Safety along the road and specifically at their entrances

Safety at the intersection with the Morrinsville Road

Safety at the Davison/Vaile Road intersection

Road noise

Effects on entrances to LIC

Effects on property values

At the time of the meeting some members of the group were not aware of the layout for the proposed

Interchange.

Summary

Concerns raised in meetings held by the project team focussed on the potential for increased traffic

volumes on local roads and congestion at locations such as near LIC and intersections (Vaile Road

and SH26/Morrinsville Road).

Submissions and subsequent submissions on the Ruakura Development (PPC)

Potentially relevant concerns which were raised in submissions on the Rukaura Development (PPC)

included:

visual impacts, and increased lighting/glare;

air quality from vehicle emissions (mainly from the proposed inland port);

increased traffic volumes on local roads; and

cumulative effects from uncertainty over the projects and potentially from multiple construction

efforts in close proximity / time period.

Concerns were also expressed about severance; two submissions from the Percival/Ryburn area

specifically expressed concerns about the severance of Ruakura Road, and the effect of this on local

connectivity.

Direct social investigation

Project briefing and site visit

A site visit to the Project area was carried out with members of the Project team on 27th June 2014.

The purpose of the visit was to identify the approximate locations where the Waikato Expressway is

designated, and what changes the addition of the proposed Interchange will make to the roading

environment and surrounding area.

Community Meetings and Discussions

As outlined above in 3.4.1 Community Profile, specific social engagement was carried out with a

number of parties as part of this assessment. The amount of time available to carry out the social

engagement was restricted by school holidays and engagement with the school in the local area were

carried out via telephone conversations and email. Discussions with both school and residential

group representatives were largely unstructured, and in part, directed by the topics that participants

Ruakura Interchange


wished to discuss. Certain questions and issues were, however, addressed at each, and these are

listed below.

Types of questions asked of community groups:

When did your group form / how long have you been an association?

How many members do you have?

What would you say is the main objective / goals for your group

Do you think that your group will benefit from this project?

Does your group have any concerns related to the project?

Is there any mitigation that you can think of that would address or reduce these issues?

Types of questions asked of educational facilities:

Where does your student population come from?

How do students arrive at school?

Are there any existing issues related to safety before/after school?

Do you think that your school will benefit from this project?

Does your school have any concerns related to the project?

Is there any mitigation that you can think of that would address or reduce these issues?

Discussion with Newstead Country Pre-school

A telephone conversation was held with the owner of Newstead Country Pre-school about the

Interchange Project78. The owner was aware of the Interchange, in relation to the Hamilton Section

of the Waikato Expressway, and the changes that it would make to the roading network. The owner’s

main area of concern was related to traffic volumes along Vaile Road. She indicated that she

understood that traffic would not increase along Vaile Road as a result of the Interchange, but that

safety for their children was important as they sometimes walk with children along Vaile Road to

access the Newstead Walkway which links to Newstead Model Country School on Morrinsville Road.

The owner mentioned that this pathway forms a loop connecting Vaile Road, Ruakura Road and

Morrinsville Road, which is a popular recreational jogging track, especially for staff from Livestock

Improvements (on the corner of Morrinsville and Ruakura Roads). The pre-school has a current roll

of 37 children, who mainly come from Hamilton, although some also live rurally. Many of the

children attending have parents who work at Livestock Improvements.

Discussion with St Matthew’s Catholic Church

A phone discussion was held with the office manager of St Matthew’s Catholic Church79 (the parish

is currently appointing a new priest).

Parishioners mainly arrive at the church by car, and most come from the University area, Hillcrest

and Silverdale. Some parishioners come from further afield; towards Morrinsville and Cambridge.

Few parishioners come from north of Ruakura Road. The church has few existing issues with

congestion around the church, although they experience busy times at the start and end of the school

day, as parents of neighbouring Silverdale Normal School use the church carpark to drop-off and

pick-up children in private vehicles.

78 Telephone conversation held 15/07/2014. 79 Telephone call to St Matthew’s Catholic Church, 16/07/2014.

Ruakura Interchange


The office manager was not very aware of the Ruakura Interchange project, and information was

emailed to her to give her an opportunity to respond.

Meeting with Waikato University

A meeting was held with Waikato University’s Facilities Manager80 in order to discuss any particular

concerns or issues related to the proposed project from a social perspective.

Students attending the University mainly live off-campus (approximately 60%), in the local area

(Knighton/Hillcrest/Nevada Road), and walk or drive to University (although cycling is seeing a

small resurgence). There is some congestion at busy times, although the facilities manager pointed

out that Waikato University has more carparking facilities that any other NZ campus.

The facilities manager was familiar with the proposed Interchange, and the alterations that it would

make to the local roading environment. He was also familiar with TGH’s private plan change for the

Ruakura Development.

The University’s preference was for an interchange at SH26, although the facilities manager

acknowledged that there may be some benefits to the University in terms of increased capacity along

(the southern end of) Silverdale Road as a result of the Ruakura Interchange.

With regard to the potential effects of the Interchange, he expected that (as a result of the proposed

Ruakura development) there would be a large proportion of freight via road / trucks rather than rail

(initially), and that this traffic would come via the Expressway in preference of Silverdale Road as a

result of the Interchange at Ruakura Road (instead of SH26). As a result, the facilities manager

thought that there would be more traffic on Ruakura Road, past the University, and more associated

noise from traffic. There are no residential uses at the northern end of the campus (along Ruakura

Road), but there is a college hall on Silverdale Road near the intersection with Hillcrest Road.

Assuming traffic flows smoothly, noise would be the biggest impact on the University, particularly

the student residences. He pointed out that the University had engaged an independent noise

assessor in relation to the PPC, and their assessment was that noise increases would be within

acceptable levels.

Noting that the Ruakura Interchange proposes to turn the northern end of Silverdale Road into a

cul-de-sac (and would not have direct access onto Ruakura Road), the facilities manager pointed out

that University staff drive from this end of the campus to other parts of the University via Ruakura

Road. He noted that a slip-lane for university use only would be beneficial. Craig pointed out that

from the agencies perspective they would want to ensure that this couldn’t become a ‘rat-run’ for

traffic avoiding the intersection of the new Ruakura Road with the existing Ruakura Road heading

west (city-bound).

In conclusion, the expected construction timeframes for the project were discussed in context of the

expected timeframes for the Ruakura Development, and Craig noted that the Interchange project is

expected to be notified in September, shortly after the interim decision on the Ruakura Development

PPC.

80 Meeting minutes, re: Ruakura Interchange and social issues, Waikato University Facilities Manager, 9:30am, 17 July, 2014.

Ruakura Interchange


Meeting with Ruakura Residents Group

A meeting was held with representatives of the Ruakura Residents Group81 in order to discuss any

particular concerns or issues related to the proposed project from a social perspective.

The Ruakura Residents Group formed in response to the Rukaura Development, and submitted on

the private plan change. The implications of this development for the neighbourhood are a key issue

for the group. The main objectives of this group are the protection of their lifestyle; their property

values and accessibility.

One of the key concerns of this group at the time of speaking to them was a lack of consultation with

residents of the Percival/Ryburn Road area on other projects such as the Proposed Hamilton city

District Plan and the Ruakura Development. The group felt that there were constant changes within

the projects themselves, and that unless they were directly adjacent to the route, that they wouldn’t

hear about them.

Among the group, there were different feelings about what the Interchange project would mean for

them, specific points raised included:

A need for greater clarity about the timing of projects, and an ability to influence decisions

Removal of cycling access along the existing Ruakura Road as a result of the Interchange severing

the road

Potential for noise (and vibration) effects to private property as a result of increased traffic

volumes including heavy vehicles

Implications for cumulative noise levels from both the Interchange and Ruakura Development

(Craig pointed out that the Ruakura Development is part of the assessment baseline for the

Notice of Requirement, and the assessment will take this into account)

Future access for residents to Silverdale/Hillcrest and Hamilton City

Potential for visual effects (including light spill) to private properties as a result of the

Interchange

Potential effects to local businesses due to:

» the loss of access between the two sides of Ruakura Road;

» increased travel distances from the western side of the Expressway to Morrinsville;

» loss of existing signage on the side of the road; and

» the cumulative effect of these changes

Implications for changed access to future school zoning for residents

The severance of the existing Ruakura Road was discussed, including possible alternative ways of

providing access. The provision of continued east-west access was generally seen as desirable by the

group, although it was acknowledged that there were challenges in achieving this.

Members of the group felt that it would be useful to see visualisations of the Expressway (at the

Ruakura Road / railway over-bridge).

Improved communication from the project generally would also help to address some of the group’s

questions and lack of clarity about what is happening in the area.

81 Meeting minutes, re: Ruakura Interchange and social issues, Ruakura Residents Group, 11:30am, 17 July, 2014.

Ruakura Interchange


The group asked for more information about why this particular option was proposed. Other

questions were asked about the project as well, including

Who has the authority to close Ruakura Road?

What will the over-bridge over the existing Ruakura Road / railway look like?

» How high will it be?

Meeting with Silverdale Residents Group

A meeting was held with representatives of the Silverdale Residents Group82 in order to discuss any

particular concerns or issues related to the proposed project.

A meeting was held with representatives of the Silverdale Residents Group in order to discuss any

particular concerns or issues related to the proposed project from a social perspective.

The Silverdale Residents Group formed in response to the Ruakura Development / Hamilton Section

of the Waikato Expressway, and submitted on the private plan change.

The Silverdale Residents Group has a particular interest in the flora and fauna of the area. Most

members (not all) of the group live at the far end of Nevada Road, and there are eight properties

close to the extent of the designation.

One of the key concerns of this group at the time of speaking to them was to reduce/minimise the

impacts of changes happening in the area (for example changes to noise levels, changes to visual

outlook).

The group were aware of the project, but had seen different versions of plans for the Interchange and

weren’t certain what was now proposed.

The group also take an interest in the stormwater / runoff from the Expressway and Interchange,

and have concerns about impacts to water quality and the surrounding ecology of the area as a result.

In reviewing high level plans for the Interchange members felt that the designation of stormwater

ponds was positive, as this ensured that there would be green space that would not be developed.

The main concern of the group was the noise impacts, and visual impacts although they

acknowledged that this was very much tied up with the proposed development of the inland port at

Ruakura.

Meeting with Newstead Residents Association

A meeting was held with representatives of the Newstead Residents Association83 in order to discuss

any particular concerns or issues related to the proposed project.

This group has been in existence since approximately 1994, and has around 150 current members,

although membership numbers vary at different times. The main focus of the association is to

provide support to individual members by addressing issues as a group. Key concerns for the group

82 Meeting minutes, re: Ruakura Interchange and social issues, Silverdale Residents Group, 1:30pm, 17 July, 2014. 83 Meeting minutes, re: Ruakura Interchange and social issues, Newstead Residents Association, 3:30pm, 17 July, 2014.

Ruakura Interchange


are the preservation of the amenity and peaceful country lifestyle of the Newstead area, and the

neighbourhood’s property values.

At the meeting the discussion covered a previous meeting with the NZTA and members of the project

team, where alternative options to the currently proposed alignment for the Ruakura Interchange

were discussed. One option in particular was of interest to the group as it would provide an

alternative access for heavy vehicles, thereby avoiding parts of SH26, and Ruakura Road. The

reasoning behind the currently preferred route was discussed, and the groups preferences in terms

of connecting to the Hamilton Section of the Waikato Expressway. It was requested that Opus

follow-up with the Newstead residents, by providing consideration to the alternative option they

discussed, which Dave Heine agreed to do84.

One of the key issues which the group had with the proposed Interchange, was the potential for

increased noise and vibration at private residences, especially those along Ruakura Road and the

intersection with SH26, as a result of increased traffic volumes, and increased heavy freight vehicles

(engine braking, acceleration and stopping and starting along the route). The group felt that such

increases would affect their individual residential amenity, and the amenity of their neighbourhood

in general, and were concerned about the impact that this would have on private property values as

a result.

Concerns were also expressed about the safety of the road(s), both for motorists and pedestrians,

such as pupils of nearby Newstead Model Country School. This was a particular concern for the

intersection of SH26, Ruakura Road and Lisette Road, where road accidents have already resulted

in fatalities.

Members of the group expressed particular frustration at the level of consultation that had been

carried out with them on development of this Project, and previous projects. The group pointed out

that changes to plans over time have caused them a great deal of uncertainty as property owners

about what would happen to their area.

In addition to the above concerns about the route selection and safety, concerns were also raised in

terms of :

Potential visual effects, such as light spill onto properties, and

the potential for congestion problems at the intersection of SH26, particularly considering truck

movements in and out of Livestock Improvements, which already causes heavy periods of traffic

at times.

Discussion with TKKM o Toku Mapihi Maurea

A telephone discussion was held with the principal of TKKM o Toku Mapihi Maurea85 about the

Ruakura Interchange project.

Students of TKKM o Toku Mapihi Maurea are not all locally based, and come from all around the

wider Hamilton area. Students mainly arrive at school by car (approximately 95%). Some local

students walk to school (approximately 3%) and some by bus (approximately 2%). The staff carpark

is very small, and parents mainly drop children off outside the school gates on Silverdale Road.

Students who come via bus have to cross over Silverdale Road to get to school, and the nearest zebra

84 Dave Heine emailed members of the Residents Association on 23/07/2014. 85 Telephone call to TKKM o Toku Mapihi Maurea, on 23/07/2014.

Ruakura Interchange


crossing is 600m86 away in front of the Silverdale shops. The school has an informal arrangement

with the bus company, for students to stay on the bus until it has turned around to go in the other

direction, and they disembark the bus on the same side of the road as the school.

The principal was aware of the project, and discussed it (in the context of the wider Waikato

Expressway) at a board meeting last year. The school expressed concerns about traffic volumes on

Silverdale Road. At this time the council carried out a survey of traffic and pedestrian (student)

movements, and made recommendations to the school around signage at the staff carpark, and a

road safety programme for the school to carry out with their pupils. The possibility of using Waikato

University’s Gate 10 carpark as a drop-off / pick-up location for parents in private motor vehicles

was discussed, but the school felt that this carpark was already very busy, and was out of the way for

parents to access.

With regard to the current project, the school would have concerns regarding about the effect of

increased traffic volumes on road safety, especially for children crossing over Silverdale Road.

The principal acknowledged that there may be benefits in terms of mobility and accessibility through

the area for some of the parents of students at the school, but did not feel that the school operation

would benefit from the project.

Discussion with Newstead Model Country School

A telephone discussion was held with the principal of Newstead Model Country School87 about the

Ruakura Interchange project.

This school mostly attracts students from Hamilton (approximately 70-80%) , where parents chose

to send their children to a country school. The remainder of students come from the surrounding

rural areas. The school is open for supervision from 8am, and runs an after school case programme

until 5:30pm.

Almost all of the school’s students are dropped off by their parents in private vehicles. The principal

mentioned that the school has a ‘drop-off procedure’ which seems to work fairly well. Parents drive

up the school driveway to the parking area, and then walk children up to the school door. At the end

of the day, parents drive in and park, and collect their children from the front of the school.

There is a school bus which collects about 15 children who live to the east of the school. The bus

parks in a bay at the front of the school (on the same side of the road), and collects children at the

end of the day.

Morrinsville Road is very busy, and none of the students walk or cycle to school. He mentioned that

families have always commuted to the school, possibly because it is accessibility to Hamilton, and to

Morrinsville.

The principal was not very aware of the Ruakura Interchange project and information was emailed

to him, to provide an opportunity to respond to the project.

86 Note that it is approximately 500m from the bus stop down to the zebra crossing, and back to the school gate, and students would still need to cross over Carrington Avenue. 87 Telephone call to Newstead model Country School, on 23/07/2014.

Ruakura Interchange


Discussion with Silverdale Normal School

A telephone discussion was held with the principal of Silverdale Normal School88 about the Ruakura

Interchange project.

Most students who attend the school come from the east side of Silverdale Road and from the area

between Silverdale Road and Masters Ave. Some students come from the other side of SH26,

although numbers are decreasing which seems to be because there isn’t a safe crossing over/under

the state highway (there are underpasses for other local schools, but not for SNS) . A few students

also come from the Ruakura Rd east area, though not many. Approximately 50% of students at

Silverdale Normal walk to school . Few students cycle to school – the school does not encourage this

mode, as it is not considered to be safe. The remainder of students arrive in parents vehicles. The

school also offers before and after school care. Children are mainly collected from afterschool care

by parents in private motor vehicles, and collection times are staggered from 3-5:30pm. The busiest

times (in terms of student movements) are:

Between 8:30-9am.

3pm.

With regard to the proposed Interchange, the principal made the following observations, but noted

that there was not a current Board of Trustees, so these reflected her own opinions only.

If the Interchange results in a reduction of traffic in front of the school, that this would be good for

the school.

Before construction was completed, there could be several years of construction, and the principal

was concerned about the effect of construction traffic, especially heavy vehicles travelling past the

school, and the length of the construction period.

She mentioned that if construction vehicles could be routed away from Silverdale Road that this

would help.

Discussion with Willowbrook Park

A telephone discussion was held with the owner of Willowbrook Park 89 about the Ruakura

Interchange project. The owners had heard about the project through neighbours, and had met with

members of the project team.

The owners of Willowbrook Park intend to open in early 2015, and own a site which is bordered by

Ruakura Road and Vaile Road. Their facility will provide a venue for upmarket garden weddings and

boutique luxury accommodation, catering for a maximum of 50 guests at a time. The venue will have

between 2 and 10 staff (for events) onsite, and will operate between 10am-midnight, on any day of

the week for weddings and between 4pm to 10am 7 days a week for accommodation.

Events could be either indoor or outdoor, and the owners expressed concerns about the potential for

increased traffic flow, especially heavy good vehicles, to generate noise pollution which they felt

would be intrusive and have a detrimental impact on their ability to offer garden weddings and

peaceful accommodation. The owners were also concerned about possible light pollution from the

project.

88 Telephone call to Silverdale Normal School, on 28/07/2014. 89 Telephone call to owner of Willowbrook Park and email correspondence, 20/08/2014.

Ruakura Interchange


“We are due to open a 5 star accommodation and wedding venue in 4 months in what was

to be a beautiful and tranquil environment.”

The owners felt that the positioning of the Interchange, and the closure of existing Ruakura Road to

through-traffic (currently their easiest access to the university and claudelands area) could prevent

them from getting any benefit from the project.

In terms of potential mitigations, the owners indicated they would like the project to volunteer light

and noise mitigating measures along the length of their boundary with Ruakura Road and would

appreciate meeting with the project team to discuss possible options when at the appropriate stage

of development.

Appendix 5

Review of Technical

Reports

Ruakura Interchange


Appendix 5 – Review of Technical

Reports A suite of technical reports have been prepared to help inform the Notice of Requirement to alter the

designation over the Hamilton Section of the Waikato Expressway. Of these, the following technical

reports have been reviewed ‘through a social lens’ as relevant to assessing the potential social effects

of the proposed Interchange:

transport and traffic

landscape visual and urban

noise

archaeology

air quality

vibration

position statement prepared by tāngata whenua

A summary of these technical reports is provided below.

Assessment of Transport and Traffic

An assessment of the traffic effects of the project was carried out90. This assessment looks at changes

to the predicted traffic flows on the road network, at the function and performance of intersections,

at property access and at alternative modes of transport. The overall findings of the assessment

were:

All NOR intersections are expected to operate at least as well as the Baseline and also meet the

Project and PPC Level of Service criteria

Overall safety of the existing intersection on Relocated Ruakura Road and Ruakura Road is

expected to be no worse with the NOR than will occur under the Baseline.

A right turn bay for Vaile/Davison Road intersection will provide a safer environment for

turning vehicles than is offered by the existing intersection,

Effects on alternative modes of transport are expected to be positive due to the inclusion of

shared off road facilities along Relocated Ruakura Road, and a concrete pathway between Vaile

Road and SH26,

There are no expected effects on public transport,

There is not expected to be more than minor effects on property access for residents on

Ruakura Road (south of Vaile Road) as a result of increased traffic flows

Network effects for travel to the south and east for Percival and Ryburn Road residents is not

expected to be more than minor when all trips are considered.

The NOR provides a positive overall contribution to the network efficiency by providing a direct

connection between the PPC and Waikato Expressway, and removes heavy commercial vehicles

of local roads such as Wairere Drive and Cambridge Road.

90 Waikato Expressway; Hamilton Section, – Ruakura Interchange: Assessment of Traffic Effects, 25 August, 2014.

Ruakura Interchange


Assessment of Landscape, Visual and Urban Design Effects

An assessment of the landscape, visual and urban design (LVUD) effects of the Ruakura Interchange

was carried out91, based on identifying effects of the proposed designation alterations over and above

the effects already anticipated by the existing designation for the Hamilton Section of the Waikato

Expressway. The overall finding of this assessment is that any landscape, visual or urban design

effects can be adequately mitigated and the alteration to designation for the Ruakura Interchange

(and associated connecting roads) can be achieved without any significant landscape, visual or urban

design effects.

The assessment draws specific conclusions about sections of the proposed Interchange; and

recommended mitigations. These are described in terms of the project sections assessed.

Closure of part of Ruakura Road

No significant landscape, visual or urban design effects as a result of the closure of the existing

Ruakura Road adjacent to the Expressway, as the realigned Ruakura Road will ensure maintained

connectivity with Hamilton City, the Expressway and SH26.

Realignment of Ruakura Road

Low landscape and visual effects, due to the minimal earthworks and vegetation removal required.

A moderate to low visual effect to properties along Ruakura Road east of the Expressway, from the

visibility of the traffic utilising the road, which will be constructed close to existing grade and seen in

the context of the Expressway.

Improved connectivity (including pedestrian/cycling facilities) and efficient land development

opportunities of the adjacent land enabled, due to the realignment of Ruakura Road integrating into

the existing pattern and form of the area.

Ruakura Interchange

Minor visual effects to the east of the Expressway, as the Interchange will be discernable from limited

properties and local roads in the immediate vicinity.

An interim low visual effect to the west of the Expressway, as the Interchange and realigned Ruakura

Road will be able to be viewed from some locations until the PPC area is constructed.

Permanent effects will be limited to 410 and 414 Ruakura Road, and from public roads in close

proximity to the east of the Expressway.

Removal of heavy vehicles from local roads, due to the Interchange providing direct access to the

Expressway.

In terms of the option to build the Expressway over (realigned) Ruakura Road, or vice versa, the

assessment finds that the former option is preferable, as it creates more opportunity for a ‘gateway’

entrance to the area, and better ‘at grade’ pedestrian and cycling connections.

91 Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Landscape, Visual and Urban Design Effects, 28 July 2014.

Ruakura Interchange


Removal of SH26 Interchange

A marginal positive effect on landscape and visual amenity with respect to changes to landform, land

use and land cover, due to the removal of the SH26 interchange.

Minimal positive effect on urban design, as access and connectivity maintained through local roads.

Some benefits for Expressway users, as a result of reduced earthworks and continuous planting along

the embankments.

No discernable visual changes to properties nearby, as the Expressway will be below grade.

Proposed Mitigation Measures

In terms of mitigating measures, the LVUD assessment92 refers to the following:

Landscape mitigation to the east will utilise occasional groups of trees and hedgerows along

the alignment, which will reflect the sparsely vegetated character of the open rural

environment.

Around the Interchange, planting will be used to soften on/off ramps and embankments and

complement the ‘gateway’ environment of the future Ruakura Development.

In support of this, the overpass bridge will be slender and elegant, relative to span and will

have a moderate to high aesthetic quality in form and finish. It will integrate with the ‘family’

of bridges that occur along the Expressway.

To the west, landscape mitigation will respond to the character of the large scale PPC area.

As such, mitigation measures will need to be developed at a later stage in conjunction with a

comprehensive PPC area Master Plan in order to be consistent with the overall objectives for

the development.

The findings of the landscape, visual and urban design assessment are accepted from a social

perspective. It is noted that landscaping treatments to the east of the Expressway are proposed, and

that detailed mitigation to the west of the Expressway will need to be addressed in future once the

Ruakura Masterplan has been prepared.

Assessment of Noise Effects

An assessment of the noise effects of the Ruakura Interchange was carried out93, based on identifying

effects of the proposed designation alterations over and above the effects already anticipated by the

existing designation for the Hamilton Section of the Waikato Expressway.

Operation

The noise assessment found that the operational noise levels with the proposed designation

alterations would be very similar to those noise levels with the Hamilton Section of the Waikato

92 Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Landscape, Visual and Urban Design Effects, 28 July 2014. p.16. 93 Waikato Expressway; Hamilton Section, – Ruakura Interchange Assessment of Noise Effects, 18 July 2014.

Ruakura Interchange


Expressway as already designated. The conditions proposed for the designation alterations and the

conditions for the existing designation both use the same noise criteria (from the Noise Guidelines).

The assessment identifies individual properties where without mitigation noise levels would be

expected to exceed their applicable noise limit and identifies these exceedances are consistent with

the exceedances expected with the existing designation without mitigation. The noise assessment

concludes that for both the designated route and the proposed designation alterations, the noise

criteria can be achieved with mitigation, subject to practicability, and the extent of mitigation is

similar.

The noise assessment found that the operational noise effects of the proposed designation alterations

are considered no more than minor.

Construction

The conditions proposed for the designation alterations and the conditions for the existing

designation require a Construction Management Plan that addresses the requirements of the New

Zealand Standard for construction noise. That standard outlines the requirements of a Construction

Noise Management Plan (CNMP).

The noise assessment found the noise of activities for construction of the existing designation will be

of the same scale and nature as noise with the proposed designation alterations; and therefore the

management of effects will also be of the same scale and nature. The noise assessment considers that

with appropriate preparation and implementation of a CNMP noise effects from construction can be

managed to be reasonable.

The findings of the noise assessment are accepted from a social perspective, and it is noted that

construction-related noise with the Interchange are considered to be reasonable.

Assessment of Archaeological Effects

An archaeological assessment of the Ruakura Interchange was carried out94, including a historic map

search; search of NZAA database of recorded archaeological sites; and a field visit.

The assessment found no structures or dwellings or historic features of historical or pre-European

interest indicated on plans dated 1865 or 1902. It also found no recorded archaeological sites close

to the study area; and that the closest recorded site was approximately 700m south-east of the

proposal. In a field visit, the assessment found no historic features, or pre-historic features in the

site area. The overall conclusion of the archaeological assessment was that the study area holds no

known archaeological or historic values and no known reasons to alter or modify the proposal on

archaeological grounds.

The findings of the archaeological assessment are accepted from a social perspective, and it is noted

that no specific modifications or mitigations are proposed by the archaeological specialist.

94 Memo ‘Ruakura Interchange – Alteration to Designation’, Keith, S, dated 14/07/2014.

Ruakura Interchange


Assessment of Air Quality Effects

An assessment of air quality effects resulting from the construction and operation of the proposed

Ruakura Interchange95 was carried out, through a desktop investigation of potential dust emissions

from earthworks during construction and vehicle emissions from traffic flows during the operation

of the Interchange and connecting roads. The air quality assessment made the following assessments

with regards to construction and operational effects.

Construction

The air quality assessment found that effects from fugitive dust emissions could potentially affect

properties and residential dwellings within approximately 300m from construction activities. The

nearest residential dwellings will be located more than 300 metres from the Interchange, and the

assessment concluded that there will be no dust effects beyond the distance of 300 metres from the

Interchange. The assessment proposes a number of measures to control potential dust emmissions

during construction96 to be included in the Construction Management Plan (CMP). The assessment

concludes that with mitigation measures implemented during construction, dust emissions from

construction activities will be appropriately mitigated and that the effect of these emissions on the

local environment will be minor.

Operation

The air quality report considered that the ambient air concentrations at the assessment sites will

remain at the same levels after construction of the Interchange, and that there is no air quality risk

for residential properties located in the project area as a result of the proposed Interchange. It also

concluded that beyond the areas adjacent to the project, air quality will remain approximately the

same depending on the amount of traffic on local roads and further residential development in these

areas.

It is noted that the air quality assessment proposes a range of measures to mitigate construction

effects to air quality, and that no mitigation measures are proposed once the proposed Interchange

is operational. The findings of the air quality assessment are accepted from a social perspective.

Assessment of Vibration Effects

An assessment of vibration effects resulting from the construction and operation of the proposed

Ruakura Interchange was carried out97, through a desk based study. The vibration report made the

following assessments with regards to construction and operational effects.

Construction

There is the potential for adverse effects from construction-related vibration, particularly from piling

(to enable construction of piers for the interchange) and general earthworks associated with

formation of the road. The effects identified by the vibration assessment are:

95 Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Air Quality Effects’, 5 August, 2014. 96 For details refer to section 2.3 of the air quality assessment; Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Air Quality Effects, 5 August, 2014, pp.12-13. 97 Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Vibration Effects, 24 July, 2014.

Ruakura Interchange


potential disturbance of occupants of residential buildings bordering the new route; and

potential for damage to two identified buildings (63 Ryburn Road and 3 Vaile Road) if

inappropriate earthmoving equipment is operated close to the boundary.

The assessment concludes that these effects will be minor or less, if appropriately mitigated through

the implementation of a Construction Vibration Management Plan (CVMP), specifically relating to:

selection of equipment and processes;

location and operation of the equipment;

sequencing of operations; and

construction activity associated with local road connections, specifically Ruakura Road, Ryburn

Road, Vaile Road and SH26 (Morrinsville Road).

The vibration analysis also notes that construction over areas of peaty soil can result in problematic

vibrations, and recommends specific additions to the existing Waikato Expressway; Hamilton

Section conditions to manage this98.

Operation

The assessment considers that building occupants will not be disturbed by ground vibrations

resulting from the operation of the Ruakura Interchange, as all existing residential properties are

sited 8m or more away from the closest trafficked lane, and this is considered a sufficient separation

distance. The assessment therefore proposes no specific mitigation for operational traffic- induced

vibrations as a result of the Interchange.

The vibration assessment also notes that from a vibrations perspective, there is no difference

between the ‘over’ and ‘under’ interchange options.

The findings of the vibration assessment are accepted from a social perspective.

Position Statement from Tāngata Whenua Working Group

A Tāngata Whenua Working Group (TWWG) established to participate in, and contribute to

decision-making processes for the Hamilton Section of the Waikato Expressway. The TWWG

provided a position statement for the Hamilton Section project99, which encompasses the Ruakura

Interchange project area, and the position statement includes an acknowledgement of plans to

service the proposed Ruakura Structure Plan with a full diamond interchange.

The position statement outlines participation in the (Hamilton Expressway) project decision-making

processes as at 30 September, 2013. It acknowledges the need for, and benefits of the project and

that some effects on ecological areas and wāhi tapu are unavoidable. The position statement also

acknowledges the “restoration and management approach of the NZTA” as “welcomed by tāngata

whenua.” This statement also outlines a number of mitigation measures which may be included,

regarding potential environmental and ecological effects.

98 For specific recommendations, refer to the proposed conditions contained in section 6 of the assessment; Waikato Expressway: Hamilton Section – Ruakura Interchange Assessment of Vibration Effects, 24 July, 2014, p.26. 99 Position Statement for the Hamilton Section of the Waikato Expressway, Tāngata Whenua Working Group, 30 September 2013.

Ruakura Interchange


The overall conclusion of the position statement in to emphasise the importance of participation and

unity of all parties involved throughout the process.

The position statement has not been updated with regard to the proposed Ruakura Interchange

Project, and the contents of the TWWG position statement are relied on for the purposes of this social

impact assessment.

It is noted that NZTA have maintained an ongoing relationship with the TWWG throughout the

development of the Ruakura Interchange project, and that condition 9c of the existing designation

requires that the project team work with TWWG on a Waikato Tanui Mitigation Plan.

The findings of all technical reports outlined above are accepted from a social perspective, and are

relied on for the purposes of this social impact assessment.

Opus International Consultants Ltd L8, Majestic Centre, 100 Willis St PO Box 12 003, Thorndon, Wellington 6144 New Zealand t: +64 4 471 7000 f: +64 4 499 3699 w: www.opus.co.nz

waikato expressway: hamilton section ruakura interchange...ruakura interchange 1 2-31695.00 | august...

Documents