Social Impact Assessment TECHNICAL REPORT 14

Transcription

1 Basin Bridge Project Social Impact Assessment TECHNICAL REPORT 14

2 Basin Bridge Project Social Impact Assessment Technical Report 14 Prepared By Wendy Turvey Principal: Environmental Services Opus International Consultants Ltd Environmental Training Centre 138 Hutt Park Road, Gracefield PO Box , Lower Hutt 5040 New Zealand Marilyn Ford Graduate Resource Environmental Planner Telephone: Facsimile: Reviewed By Date: June 2013 Rebekah Pokura-Ward Reference: 5c Principal: Planning and Environmental Management Status: FINAL B1 Approved for Release By Opus International Consultants Ltd 2012

3 Contents 1 Executive Summary Introduction Qualifications and Experience Purpose and Scope of Report Assumptions and Exclusions in this Assessment Project Description Methodology Literature Review and Information Sources Community of Interest SIA Process and Framework Social Impact Assessment Criteria Adopted Framework Stages for Impact Assessment Information sources and data collection Rating of Effects Statutory and Policy Context Statutory and Non-statutory Document Review Wellington Region Wellington City Council Summary Existing Social Environment (base assessment) Overview Demographic Profile Physical environment Land-use Travel Patterns and Community Linkages Community Facilities Summary Review of Relevant Technical Reports Crime Prevention through Environmental Design Assessment of Noise Effects Townscape and Visual Assessment Ground Vibration Assessment Air Quality Assessment of Economic Effects Heritage Values and Effects Archaeology June 2013 i

4 7.9 Ngati Toa Rangatira Statement of Cultural Association Cultural Impact Report Assessment of Urban Design Effects Assessment of Traffic and Transportation Effects Summary Summary of Community Engagement Overview Community and Stakeholder Engagement Community Workshops Community and Stakeholder Feedback Key Stakeholder Meetings and Further Consultation ( ) Assessment of Effects Overview Way of Life Well-being Environment and Amenity Community Summary of Effects Proposed Mitigation Measures Future Work Conclusion and Recommendations Conclusion Recommendations Appendix 14.A: Literature Review Appendix 14.B: Basin Reserve Demographic Profile of Local Study Area June 2013 ii

5 1 Executive Summary Purpose of report This Social Impact Assessment identifies and assesses the social effects that may arise as a result of the Basin Bridge Project (the Project), in order to inform the Notices of Requirement and Assessment of Environmental Effects (AEE). The scope of this assessment includes: an international literature review and development of an assessment framework based on international best practice, an assessment of the relevant statutory and non-statutory documents to provide the regulatory and policy context for the Project, identification of a social study area and demographic profile as an assessment baseline to evaluate the existing social environment, a review of other specialist inputs to the Project though a social lens, a review of feedback from the general consultation process as well as from targeted, social impact specific interviews to ensure that social concerns of the community have been considered, identification and assessment of the social effects of the Project against the framework, and identification of appropriate mitigation, avoidance or remedial strategies. The SIA is part of a wider suite of technical assessments informing the AEE. Results from these assessments are relied on, and where appropriate, assessed from a social perspective. Methodology For the purposes of this study, potential effects of the Project have been assessed against a social framework. This framework is informed by a literature review of international and NZ best practice, and is based on the requirements of NZTA s PSF/13 principles and the International Association of Impact Assessment framework, which has been adapted to fit the project. The framework for this project considers the following impact areas: Way of Life: Impacts on accessibility, connectivity, patterns of living and mobility Changes to ways of walking & cycling and changes to public transport Well Being: Changes to wellbeing Health and safety Environment and Amenity: Noise, dust, amenity and landscape Community: Impact on people s property and neighbourhoods Impacts on schools Impacts on community areas and sites June

6 Impacts on community plans and aspirations Impacts on and accessibility to commercial areas The base IAIA process was selected as: It is an internationally accepted process for social impact assessment; The process and criteria have been used extensively in New Zealand for large infrastructure projects and has been proven to be a robust methodology; It is likely that NZTA, in due course, will formally adopt modified IAIA principles as best practice for NZTA projects; and The process is flexible enough to be adapted to New Zealand circumstances and is able to incorporate NZTA s PSF/13 principles. This assessment was informed by; site visits and observations, a range of public consultation, analysis of a demographic profile and existing social environment, and a review of conclusions drawn from other specialist technical assessments, through the social lens. Summary of effects Overall, the positive social effects of the Project on peoples lives are assessed as: Reduction in traffic congestion saves time and improves safety for both regional and local travellers and positive quality of life effects Improved health, safety and connectivity for pedestrians and cyclists both for local and regional trips helps maintain cohesive communities Provision of dedicated bus lanes improving access and reducing delays for bus commuters enables faster and less stressful journeys An overall improvement in safety for students being dropped at schools both in terms of crossing points, and safer stopping points for cars and buses Improved access to community facilities or at a minimum no change in standard of accessibility ensures essential community infrastructure is retained Consideration of the needs of the disabled through the provision of appropriate ramps and other measures in the areas around the Bridge and Basin Reserve A strong emphasis on well-designed spaces to improve urban amenity linking from the Basin Reserve to Memorial Park increasing enjoyment of the environment Overall improved quality of the urban environment particularly for parts of the north and south transport spine through a reduction in traffic. The potential negative social effects of the Project are assessed as: Visual and amenity effects of the Bridge effects peoples perception of their amenity and community Perceived personal safety issues on and around the Bridge Construction effects from noise, dust, vibration, lighting and glare on health and wellbeing Operational effects from the road such as noise, dust and glare on health and wellbeing Reduced accessibility to essential community infrastructure during construction June

7 Traffic delays during construction can increase journey times and impact on peoples way of life on a day to day basis Localised effects on business particularly during construction. It is further recommended that a sound communication and engagement strategy is implemented, particularly during the construction phase to ensure that the community and stakeholders are actively engaged and informed about the construction programme. A monitoring regime is recommended to ensure effects from noise or reduction in air quality are monitored and responded to if necessary during construction. This assessment concludes that potential adverse social effects as a result of this Project are able to be avoided, remedied or mitigated through a range of recommended mitigation measures detailed in this assessment, or the effects are of a magnitude that does not adversely alter the existing environment. June

8 2 Introduction 2.1 Qualifications and Experience The author holds a BSc in Town and Regional Planning from the University of the Witwatersrand, Johannesburg, South Africa and is employed by Opus International Consultants as Principal Environmental Services. The author has 26 years planning experience in the areas of strategic policy, consenting and social impact assessment, with 18 years experience in New Zealand, employed in local government and consultancy. The author has prepared or reviewed numerous social impact assessments during her time in New Zealand mainly for large roading and wastewater infrastructure projects. She has also had extensive involvement in the development of social impact assessments for prisons, youth justice facilities and rehabilitation centres. 2.2 Purpose and Scope of Report The purpose of this Social Impact Assessment is to identify and assess the social effects that may arise as a result of the Basin Bridge Project (the Project), in order to inform the Notices of Requirement and Assessment of Environmental Effects. The assessment includes: an international literature review and development of an assessment framework based on international best practice, an assessment of the relevant statutory and non-statutory documents to provide the regulatory and policy context for the Project, identification of a social study area and demographic profile as an assessment baseline to evaluate the existing social environment, a review of other specialist inputs to the Project though a social lens, a review of feedback from the general consultation process as well as from targeted, social impact specific interviews to ensure that social concerns of the community have been considered, an identification and assessment of the social effects of the Project against the framework, and identification of appropriate mitigation, avoidance or remedial strategies. The SIA is part of a wider suite of technical assessments informing the AEE. Results from these assessments are relied on, and where appropriate, assessed from a social perspective. For the purpose of the report the term Project Team means the multidisciplinary team engaged on the project including the social impact assessment team. The term Social Project Team means the social impact assessment team. 2.3 Assumptions and Exclusions in this Assessment The following specific exclusions and assumptions apply to this report: All assessments are based on the details of the Project as available at the time of writing this report. June

9 Alternatives to the proposed alignment route have been considered as part of an ongoing assessment and are therefore not re-evaluated here. Social impacts on individual properties are identified but the effects on property value have not been addressed as these are part of a separate process under the Public Works Act The majority of the land required to construct and operate the Project is in crown ownership (administered by the NZTA). Economic impacts are examined solely from a social perspective in terms of whether the project has effects on local businesses and communities. An assessment of economic effects is contained in Technical Report 17. Impacts affecting Maori culture values have been addressed separately through consultation with iwi and are detailed in the Cultural Impact Assessment report (Technical Report 15), and the Ngati Toa Rangatira statement of cultural association (Technical Report 16). The findings of these reports are relied on. The approach to health impacts is detailed in the Methodology section below. June

10 3 Project Description The Project proposes to construct, operate and maintain new transport infrastructure for State Highway 1 at the Basin Reserve. A key component of the proposal is a multi-modal bridge that connects Paterson Street with Buckle Street. The bridge will provide a two lane one-way carriageway for SH1 westbound road users and includes a shared walking and cycling path on its northern side. Proposed at-grade road improvements include changes to Dufferin Street and sections of Paterson Street, Rugby Street (including the intersection with Adelaide Road), Sussex Street, Buckle Street (SH1), Taranaki Street, Vivian Street (SH1), Pirie Street, Cambridge Terrace, Kent Terrace (SH1), Ellice Street and Hania Street. The overall road layout is shown diagrammatically on Figure 14.1 below. Figure 14.1: Project Area showing the proposed roading layout and land to be designated The Project also provides urban design and landscape treatments. These include new landscaped open space areas, a new building under the bridge, a new entrance and Northern Gateway Building to the Basin Reserve, an improved streetscape entrance to Government House and adjacent schools, a revised car park for St Joseph's Church, dedicated bus lanes and bus stops around the Basin Reserve, as well as new walking and cycling paths. Proposed landscaping and urban design treatments include low level plantings, raingardens, trees, terracing, architectural bridge design including sculptured piers, furniture and paving. These measures aim to contribute to the overall integration of the proposed bridge structure into the surrounding urban environment. June

11 Transport Improvements The Project proposes a grade-separated route (the bridge element) for SH1 westbound traffic on the northern side of the Basin Reserve. As a result, SH1 traffic will be removed from the local road network around the eastern, southern and western sides of the Basin Reserve. The bridge soffit will be up to 7.3m above the ground surface and the top of the guard rail will up to 10.5m high above the ground. The bridge is approximately 263m long or 320m long if abutments are included. It will be supported by six sets of piers (2 are double piers) and six smaller diameter piers to support the western end of the shared pedestrian and cycleway. The bridge has a minimum width of approximately 11.3m and a maximum width of approximately 16.7m. There are 2 bridge joins, one at each end. The Project proposes changes to the SH1 westbound route, the SH1 eastbound route, and other roads on the network where they connect with SH1, including clearways on the eastern part of SH1 Vivian Street (from Tory Street to Cambridge Terrace). These propose to improve the efficient and safe movement of traffic (including buses), pedestrians and cyclists through intersections and provide entry and exit points for SH1. Supplementary works on the existing local road network are also proposed to be undertaken to take advantage of the additional capacity created by the SH1 improvements. The Project proposes new pedestrian and cycling routes throughout the Project area as well as improvements to existing infrastructure. The majority of the works to improve the walking and cycling routes are located on the north side of the Basin Reserve and connect with Mount Victoria, Mount Victoria Tunnel and schools on Dufferin Street. These improvements will also connect with the National War Memorial Park which is currently under construction and also with potential future duplication of Mount Victoria Tunnel. A reduction in state highway traffic on the roads around the Basin Reserve allows for more efficient northbound and southbound movements from Kent and Cambridge Terrace to Adelaide Road. Accordingly, new dedicated bus lanes are proposed to provide for better public transport movements around the Basin Reserve. The key traffic flows around the Basin Reserve following the implementation of the proposed Project are shown in Figure 14.2 below and described thereafter. June

12 Figure 14.2 Proposed traffic directions for the Project June

13 The package of transportation improvements proposed by the Project are summarised below and followed by a brief description of the works: SH1 westbound (from Mount Victoria Tunnel to Buckle Street) The Bridge - new direct link from Paterson Street to Buckle Street via a bridge; Buckle Street three laning - provision of third lane along Buckle Street between Sussex Street (including minor modifications to Sussex Street) and Taranaki Street to improve capacity and accommodate the two lanes from the Bridge; and, Taranaki Street improvements modifications to the layout of Taranaki Street and Buckle Street intersection to accommodate the three laning of Buckle Street and to increase capacity. SH1 eastbound (from Vivian Street Kent Terrace - Mount Victoria Tunnel) SH1 Eastbound re-alignment - realignment of SH1 eastbound between Hania Street and Brougham Street; and Vivian Street and Pirie Street Improvements as part of the modifications to the intersection of Pirie Street and Kent / Cambridge Terrace and Vivian Street, clearways on Vivian Street are proposed. The combination of improvements increases the capacity of the intersection for all traffic movements including public transport. Improvements to roads around the Basin Reserve Paterson Street / Dufferin Street intersection modifications to the layout of Paterson Street/Dufferin Street and change in priority at the signals to provide a significant increase in priority to Dufferin Street (south bound traffic from Kent Terrace/ Ellice Street); Adelaide Road / Rugby Street intersection reducing through lanes along Rugby Street from 3 lanes to 1 and allowing Adelaide Road traffic and Rugby Street traffic to flow at the same time. Pedestrian and cycling crossings will be via on-demand signals. Two lanes for access into Adelaide Road would remain with one operating as a bus lane; Ellice Street link new road link from Ellice Street to Dufferin Street/Paterson Street intersection (a similar vehicular movement can currently be made between Ellice Street and Dufferin Street). A new shared pathway for pedestrians and cyclists would be provided adjacent to this link to facilitate movements between the Mount Victoria suburb, the schools on Dufferin Street, and further south toward Adelaide Road; Dufferin Street improvements works to modify the layout of the road space and bus drop off zones on Dufferin Street and Rugby Street on the south east corner of the Basin Reserve and to improve vehicular access to Government House; and Basin Reserve Gateway treatment to Buckle Street where it meets Kent/Cambridge Terraces, and retains an entry point to the re-aligned SH1 eastbound. Walking, Cycling, Public Transport (throughout the Project Area) Walking and cycling path on bridge new walking and cycling path on the bridge between Paterson Street and Buckle Street / NWM Park; Existing pedestrian and cycle routes existing at-grade pathways are retained or enhanced and additional and alternative routes are provided. Additional and improved pedestrian and cycling access would be provided in the landscaped area on the corner of Cambridge Terrace and Buckle Street and between Brougham Street and Kent June

14 Terrace. These routes link to the proposed pedestrian and cyclist facilities proposed through NWM Park; Public Transport - new dedicated bus lanes are proposed on Ellice Street, Dufferin Street and Buckle Street, and the southbound bus stop is proposed to be relocated from Adelaide Road onto Rugby Street; and Public Transport - existing priority for buses from Kent Terrace onto Ellice Street is retained. For further detail on the proposed transport improvements refer to Volume 3: Technical Report 4: Assessment of Transportation Effects of these documents. Details of the road design layouts are shown in Volume 5: Plan and Drawing Set. Urban Design and Landscape Proposed urban design and landscape treatments to areas outside of the road carriageway form part of the Project works. The development of the proposed Project design has been iterative, responsive and collaborative. As such, it has been developed through an Urban Landscape and Design Framework (refer to Volume 3: Technical Report 2) to address the specific urban design principles for the Project. The Project proposes treatments to areas adjacent to the road network that would assist with the integration of the proposed bridge into the surrounding urban context. Six zones and elements for the Project area have been identified within which character and zone specific principles for those areas have been developed to define the design intent and to provide a framework for post RMA consenting detailed design development. The zones are shown on Figure 14.3 below. June

15 Figure 14.3 Urban and landscape zones for proposed works outside of the traffic lanes These are briefly described for the urban and landscape zones below: Zone 1 Cambridge/Buckle Bridge Interface Zone - proposed landscape treatments to land between Cambridge Terrace and the NWM Park, which includes rain gardens and wetland plantings for stormwater treatment. This landscape area has been designed as a continuation of NWM Park. The terracing in the NWM Park starts from Kent and Cambridge Terraces and are reflective of the cultural heritage of the area, as cultivation terraces. Wetland planting reflects the former Waitangi Lagoon which is now the Basin. The landscaping also provides an interface with the curtilage of the newly relocated Home of Compassion Crèche (former) 1. 1 The Home of Compassion Crèche (former) is being relocated as part of the National War Memorial Park project and those works are approved by the National War Memorial Park (Pukeahu) Empowering Act ( The Crèche is a listed heritage building in the Wellington City District Plan and as part of its relocation a new dedicated access and car parking facility from Tory Street would be provided. June

16 Zone 2 Kent/Cambridge Basin Gateway: proposed landscaping between Kent/Cambridge Terrace responds to tangata whenua values in relation to the proposed historical wetland ecology and provides a safe and enlarged public access and gathering area relative to the Basin Reserve entrance. The proposed landscape aims to facilitate gathering and includes reconfigured pedestrian crossings, bus stops and Basin Reserve entrance. Element 2.1 Entrance to the Basin Reserve proposes a combination of planting (pohutukawa trees) and a new Northern Gateway Building on the northern boundary within the Basin Reserve. The combination of new Northern Gateway Building and pohutukawa trees screen the bridge from general views from within the Basin Reserve. The new Northern Gateway Building is designed to specifically remove potential views of traffic on the bridge from the views of batsmen (facing bowlers from the north). The new Northern Gateway Building) would provide space for player facilities and includes a wider entrance for visitors to the Basin Reserve that is aligned with the new entrance plaza located between Kent and Cambridge Terrace. The new Northern Gateway Building will be up to 65m long and up to 11.2m high and includes a screen that covers the gap between the new building and the RA Vance Stand. This option is preferred by the Basin Reserve Trust. Alternative mitigation proposals entailing a 45m long structure and a 55m long structure and consequent increases in proposed tree planting have also been considered and are assessed within this report. Zone 3 Kent/Ellice Integrated building zone proposes a new building under the proposed bridge at the corner of Kent Terrace and Ellice Street which would be made available for commercial use. It is intended to re-establish the historical built / street edge in this location and the building helps incorporate the bridge into the built urban environment. A green screen is proposed to be located above the new building to provide a level of screening for the adjacent apartment building and assist to visually integrate the bridge with the buildings at this corner. Zone 4 Paterson/ Ellice/Dufferin Interface zone proposes to continue ground landscape linking from across Kent/Cambridge Terraces and additional tree planting around the Basin Reserve s outer square. The Project proposes works within St Joseph s Church property using land that is currently used for car parking. Thus, the Project proposes to remove the existing building at 28 Ellice Street and to adjust the existing carpark and provide landscape improvements for the Church within the remaining space. All of these works are located on land owned by the Church. Zone 5 Dufferin/Rugby Streets, Schools/Church/Government House Interface zone which serves as a vehicular and pedestrian access area serving key adjacent land uses of the schools and Government House. Proposed works include the re-allocation of space in the roading corridor, layout modification and urban design and landscape treatments. Zone 6 The Bridge Element the horizontal alignment of the Bridge has retained a close reference to the historic street pattern (the Te Aro Grid) to strengthen and define the Basin square. The vertical alignment has utilised underlying landform to achieve grade separation between north-south and east west routes. The width of the bridge has been kept to a minimum that meets safe traffic design standards for a 50km/h road. Abutments are June

17 integrated and grounded in the form and material of the landscaping. Lighting on the bridge seeks to minimise glare and spill onto surrounding areas and integrates with the bridge form and with the adjacent NWM Park. Architectural lighting is provided underneath the bridge and across the landscape, highlighting forms, surfaces and textures of the superstructure, undercroft, piers, abutments and landscape. The combination of treatments and design promote the perception of the bridge being an elevated street rather than motorway flyover. The Project will result in a number of transport benefits for the State highway network and the local road network (including public transport and walking and cycling) as well as new buildings, structures and landscape treatments for the Basin Reserve area. Related Projects The Project forms part of the Tunnel to Tunnel package of works that in combination would improve traffic and transportation between the Terrace Tunnel and Mount Victoria Tunnel. The Tunnel to Tunnel package also comprises: Undergrounding of Buckle Street as part of the National War Memorial Park project by the Ministry of Culture and Heritage. This project is currently under construction and expected to be completed by the end of Other NZTA studies of SH1 sections that are also being considered or are being progressed concurrently within Wellington: Duplication of Mount Victoria Tunnel (construction planned for 2017/18). Duplication of the Terrace Tunnel (subject to feasibility investigation in 2013/14). Roading improvements along Cobham Drive and Ruahine Streets (construction planned for 2017/18). While there are linkages between these projects, each one is complex and entails significant use of resource. As a consequence each is being progressed separately while maintaining the appropriate design standards and specifications in order to achieve the NZTAs strategic objectives for the RoNS. June

18 4 Methodology 4.1 Literature Review and Information Sources A literature review of international and local best practice focusing on the social impacts of road development on people and communities has been undertaken. The literature review has provided guidance on the process to be adopted for this project. The full literature review is contained as Appendix 14.A to this report. The International Association of Impact Assessment 2 (IAIA) processes and criteria and as discussed above have been applied in this assessment and further modified and informed to incorporate NZTA Social and Environmental Management Professional Services Guide (PSG/13) 3 principles. The base IAIA process was selected as: It is an internationally accepted process for social impact assessment; The process and criteria have been used extensively in New Zealand for large infrastructure projects and has been proven to be a robust methodology; It is likely that NZTA, in due course, will formally adopt modified IAIA principles as best practice for NZTA projects; and The process is flexible enough to be adapted to New Zealand circumstances and is able to incorporate NZTA s PSF/13 principles. The demographic analysis includes many of the elements identified in Australian Ecologically Sustainable Development (ESD) principles (see Appendix 14.A, International SIA Practices ), and Canadian considerations (under the Canadian Environmental Assessment Act) are included in the social assessment framework, where categories largely overlap with categories of social effect identified by Forkenbrock and Weisbrod (2001), and in local examples of SIA practice (Western Ring Route Waterview Connection, Nelson Arterial Traffic Study). Other elements which informed inclusions in the framework for assessment included international experience, social and environmental impact assessments prepared for other roading projects in NZ and the wider policy environment within which the project exists. The Draft NZTA Social Impact Assessment Standard 4 has also been taken into account in the assessment framework, although this document is still under review. This SIA is substantially in accord with the draft standard, with approaches to political systems, culture and health being scaled to a degree considered appropriate for this Project Quigley, R, and Fitzgerald, G. (2012). Standard for social impact assessment of state highway projects. Wellington: NZ Transport Agency June

19 4.2 Community of Interest The community of interest for the purposes of this Social Impact Assessment has been informed by a number of sources. During public consultation, a number of interested parties self-selected as the wider community of interest due to their participation in open days, or through providing feedback in survey or form. These parties were then treated as stakeholders in the Project and their feedback has informed the analysis throughout the process. The community of interest has been further informed by a demographic analysis of a wider geographic study area 5, which identifies social and community infrastructure and facilities within the study area, particularly those close to the Project alignment. The demographic study area was selected in order to analyse the characteristics of residents and communities within the catchment which was most likely to experience effects as a result of the Project. Input from the wider community of interest was then sought through further engagement with identified community groups, and the general public. This included: feedback provided to the social Project team, face-to-face interviews, and open day discussions and feedback. Further information can be found in the demographic profile in Appendix 14.B of this assessment, and in the summary of community engagement in Section 8 of this document and in the Consultation Report 6 ). Definition of Affected Community The following definitions have been adopted for the purposes of this assessment: Directly Affected those properties with land that is crossed by the designation; Neighbours those not directly affected but adjacent to the designation and affected by proximity (local); Wider Community of Interest all those with an interest in the Project either at regional or national level (including advocacy groups and regulatory stakeholders such as Wellington City Council). This terminology has been used in the assessment to differentiate the potential effects. 4.3 SIA Process and Framework The process and framework used for this SIA is based on that of the IAIA. The IAIA 7 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. 5 Based on Statistics New Zealand Meshblocks. 6 NZTA, Wellington Northern Corridor: Cobham Drive to Buckle Street Transport Improvements. Community Engagement Summary Report, March June

20 The IAIA notes that an SIA can be undertaken in a variety of contexts and for different purposes but [i]ts primary purpose is to bring about a more sustainable and equitable biophysical and human environment. The IAIA process in this assessment is further informed by: Local best practice outcomes, for example a study by MWH 8 on the social effects of four options for the Nelson Arterial routes (See Appendix 14.A) NZTA requirements contained in PSG/13 Guidelines and NZTA Minimum Standard Z/19 Social and Environmental Management and carried through the Scheme Assessment process into this report in support of the Notice of Requirement Demographic analysis of present population and expected change, ethnic and racial diversity, and influxes and outflows of temporary residents (mainly university students from Victoria and Massey University), patterns of employment, the size and level of activity of voluntary associations, religious organizations and interests groups, the availability of housing and community and essential services. This information is contained in Appendix 14.B to this report. This SIA is undertaken within the background context of 10 years of previous studies including the Meritec (2000) Scheme Assessment Report for Basin Reserve, the Ngauranga to Airport Corridor Plan (now incorporated into the Wellington Regional Land Transport Programme (RLTP) and the Opus Basin Reserve Improvement Investigation Project ( ). The various options and proposals that have been explored have been widely publicised over the years with the most comprehensive consultation feedback obtained from key stakeholders and the community during the July and August 2011 consultation process. 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. 4.4 Social Impact Assessment Criteria The IAIA states 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; 8 MWH, October 2010 Nelson Arterial Traffic Study Assessment of the social effects of the four selected options June

21 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. The NZTA PSF/13 standard and PSG/13 guidelines provide a framework for incorporating social and environmental considerations into State highway project planning. 4.5 Adopted Framework The IAIA Framework is well recognised internationally and provides a sound framework for assessing social impacts. It has been recently used on a New Zealand RoNs project (Waterview Connection), and can be adapted to incorporate key aspects of the NZTA PSG/13 guidelines. The relevant aspects of the IAIA framework have been considered for the Project. Cultural effects, however, are only partially addressed as a separate Cultural Impact Assessment report on tangata whenua values has been prepared. It was considered by the social impact team that reliance on the Cultural Impact Assessment was the most culturally safe and appropriate approach. Other cultural effects are considered in the Heritage and Archaeological assessments. Health and spiritual wellbeing have been considered both through the cultural impact assessment and through targeted consultation with spiritual groups e.g. St Joseph s Church. Health impacts are considered with respect to improvement of walking and cycling facilities encouraging physical exercise. Using the relevant categories of the IAIA framework, combined with the requirements of the PSF/13, the following framework has been established for assessing the potential social and community impacts that may result from the project: Way of Life: Impacts on accessibility, connectivity, patterns of living and mobility Changes to ways of walking & cycling and changes to public transport Well Being: Changes to wellbeing Health and safety Environment and Amenity: Noise, dust, amenity and landscape Community: Impact on people s property and neighbourhoods Impacts on schools Impacts on community areas and sites Impacts on community plans and aspirations Impacts on and accessibility to commercial areas June

22 This framework is considered suitable to ensure that social effects relevant to the Project are considered. 4.6 Stages for Impact Assessment There are four potential stages where social impacts can occur during a project: Pre-application and planning; Construction; Operation; and Closure/decommission (not relevant). This assessment considers social impacts during the pre-application/planning, construction and operation phases of the Project. 4.7 Information sources and data collection Potential social and community effects were identified from a number of sources, which were compiled and assessed against the above framework. Information sources for this SIA included general project consultation, as well as consultation specifically on social and community issues with targeted groups. These information sources were: Site visits, 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. Review of previous documentation and reports relevant to the Project to bring the knowledge gained from the field work into perspective, including - o Scheme Assessment Report for Basin Reserve plus supporting reports including issues and options analysis o NZTA Community Engagement and Summary Report March 2012 o NZTA records of public consultation via survey and relevant stakeholder meetings. Statutory and non-statutory documents described in Section 5 below Census data (Statistics New Zealand) contained in Appendix 14.B including data from the Deprivation Index (NZDep2006, University of Otago). Attendance of various workshops attended by the specialists to examine and analyse options, refine AEE scope and to discuss mitigation measures across the project. Attendance of a workshop with relevant specialists and representatives of NZ Historic Places Trust and Wellington City Council including the Community Services Manager. Observation of the potentially impacted communities by walking, driving and cycling through the area at different times of the day and week to obtain an understanding of community processes (e.g. visiting the various schools at both the beginning and end of the school day). Contact with various organisations and review of websites to determine what community activities were taking place and where they were located. Conducted face-to-face meetings targeted at groups considered to be vulnerable, such as schools, churches and the most directly affected landowners. June

23 Conducted face-to-face meetings with Regional Public Health on health perceptions and potential effects. Attendance at public open days to present the detailed Project design and discuss effects. In addition to the above the SIA team have either met with groups and individuals or have requested other specialists in meetings with groups and individuals to ask specific SIA questions, aimed at finding out about potential effects under the different categories of the assessment framework (described above in 4.3). Information from these sources was then fed back to the SIA team, and helped inform the social effects assessment of the Project. Feedback arising from community engagement is summarised in section 8 of this report. 4.8 Rating of Effects In the assessment of effects, each effect has been given an overall rating. The rating is designed to provide direction to the project team as to the magnitude of the effect and the degree of mitigation required. For some effects, mitigation has already been implicitly applied by avoidance of effects through the route selection process or through design elements at earlier stages in the Project. For other effects, specific mitigation measures have been recommended by the environmental specialists including the social specialist. 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. A nine-point scale has been applied in assessing social effects, consistent with the scale applied in the Scheme Assessment Report. The ratings applied to the effects are: Substantial positive Significant positive Moderate positive Minor positive Insignificant Minor negative Moderate negative Significant negative Severe negative In applying the overall rating of the effects, consideration was given to: the length of duration of the effect (construction / operational / both), who is affected (directly affected / neighbours / wider community), the likelihood of occurrence (high / medium / low), and the severity of the impact (high / medium / low), and the importance of the affected feature (local / regional / national). June

24 5 Statutory and Policy Context 5.1 Statutory and Non-statutory Document Review There are a number of statutory and non-statutory plans and policies prepared that provide high-level context for the proposal. The summaries below describe strategies and policies relevant to this social assessment, and how the Project responds to these, from a social perspective. National policy documents are outlined in the full Assessment of Environmental Effects (AEE) and are therefore not included here. 5.2 Wellington Region Regional Policy Statement for the Wellington Region (RPS) The Regional Policy Statement for the Wellington Region (RPS) includes community outcomes which reflect those in the Greater Wellington 10 Year Plan ( ). Objectives and policies relevant to the Basin Reserve project include Natural hazards and Regional form, design and function, particularly issue 1 Poor quality urban design : Poor quality urban design can adversely affect public health, social equity, land values, the vibrancy of local centres and economies, and the provision of, and access to, civic services. It can also increase the use of non-renewable resources and vehicle emissions in the region. The RPS adapts the New Zealand Urban Design Protocol 9 to provide Regional Urban Design Principles under headings: context; character; choice; connections; creativity; custodianship and; collaboration. Urban design principals relate to a number of different elements of social impact, including amenity and environment, way of life, and health and safety. From a social perspective, the Project has responded to this by the iterative consideration of the context and visual impact of the Project and connectivity in developing the final design. Greater Wellington Long Term Plan (LTP) The Greater Wellington Regional Council Long Term Plan introduces a focus on emergency management; announcing the formation of a Civil Defence Emergency Management Group in partnership with the region s district and city councils, and it also places a focus on emphasising economic growth. The LTP includes five community outcomes: Strong economy A thriving and diverse economy supported by high quality infrastructure that retains and grows businesses and employment. Connected community People are able to move around the region efficiently and our communications networks are effective and accessible. 9 Wellington Regional Council, Regional Policy Statement for the Wellington region, April 2013 (p.183). June

25 Resilient community A community that plans for the future, adapts to change and is prepared for emergencies. Healthy environment An environment with clean air, fresh water, healthy soils and diverse ecosystems that supports community needs. Quality of Life An engaged community that takes pride in our region, values our urban and rural landscapes, and enjoys our amenities and choice of lifestyles. All five of the community outcomes in the LTP are relevant to the Project from a social perspective. From a social perspective, the Project responds to the first three outcomes through the provision of quality infrastructure, including connections for public transport, walking and cycling routes. The outcomes, Healthy environment and Quality of Life relate closely to the framework that has been used in this assessment of social effects. From a social perspective, the Project responds to these outcomes through the provision of new public spaces and landscape design 10. Wellington Regional Strategy (2012) (WRS) The aim of the Wellington Regional Strategy (WRS) 11 is to: build a resilient, diverse economy one that retains and creates jobs (especially high value jobs), supports the growth of high value companies and improves the region s position in relation to the national GDP and national employment. The WRS 2012 proposes six focus areas 12 in achieving this aim: Focus area 1: commercialisation of innovation With a focus on business-led innovation, this involves supporting successful businesses to innovate and champion a vibrant and supportive business environment. Focus area 2: Investment mechanisms for growth This is about attracting international investment, making more of existing investment networks (such as angel investment networks) and ensuring businesses are in a position to realise investment opportunities. Focus area 3: Building world-class infrastructure Regional economic prosperity is heavily dependent on the region s level of connectedness and resilience at local, national and international levels. This is in turn dependent on the quality of our foundation infrastructure and transport systems. Focus area 4: Attracting business, investment and talent to the region This focus area is about having a targeted approach to attracting businesses, potential investors, skilled migrants and students to the region. 10 For detail on the landscape design, refer to the Urban Design and Landscape Framework, Technical Report Wellington Regional Council, Wellington Regional Strategy 2012, p Wellington Regional Council, Wellington Regional Strategy 2012, p.7. June

26 Focus area 5: Education and workforce development to service regional economy needs This focus area is about building on existing connections and initiatives to grow the region s skills and education base, and ensure the region s specific skills needs are met. Focus area 6: Open for business Being open for business is about councils delivering business services with a can do attitude and facilitating a business environment where smart, innovative firms can flourish Focus Area 3 13 in particular includes Building resilience in our roads, railways and regional airports. From a social perspective, the Project responds to this through future-proofing key transport infrastructure for the local environment, and for the wider Wellington region. Anticipated benefits to the local community, and to the wider community of interest include improved travel time reliability and reduced trip time (refer to the Assessment of Economic Effects for details 14 ) Wellington Regional Land Transport Strategy This strategy is prepared to comply with the requirements of the Land Transport Management Act 2003 and in support of the New Zealand Transport Strategy It sets out the long term aims of the region with regard to transport infrastructure, modes and maintenance. Key outcomes 15 for the strategy are: Increased peak period public transport mode share Increased mode share for pedestrians and cyclists Reduced greenhouse gas emissions Reduced severe road congestion Improved regional road safety Improved land use and transport integration Improved regional freight efficiency. Issues identified throughout the strategy include community identified barriers to cycling; severance of communities; accessibility to mobility impaired and aged residents; and the need to improve both public transport and road capacity. From a social perspective, the Project responds to this through the inclusion of new infrastructure for active transportation modes, and upgrades to existing infrastructure such as crossing facilities. Wellington Regional Walking Plan 2008 and Wellington Regional Cycling Plan 2008 These Plans identify a range of actions and initiatives to achieve the outcomes for walking and cycling set out in the Regional Land Transport Strategy. While the outcomes and 13 Wellington Regional Council, Wellington Regional Strategy 2012, p Technical Report 17 Economic Impact Assessment 15 Wellington Regional Council, Wellington Regional Land Transport Strategy , September 2010 (p.ii). June

27 objectives of the respective plans predate the more recent 2010 Regional Land Transport Strategy, several of their key actions are on-going. Relevant actions for the pedestrian 16 and cycle 17 network are: Improve the Pedestrian Network and Cycling Network including reviews in light of best practice guidelines Provide for Pedestrians and Cyclists in Land Development including advocacy for pedestrian and cyclist priority and accessibility in significant developments Encourage Walking to School Facilitate Information Sharing including community engagement and opportunities for feedback on local network issues From a social perspective, the Project responds to this by retaining and improving existing walking and cycling networks around the Basin Reserve, and through the consideration of alternative transport modes in community engagement during the design process Wellington City Council Wellington City Long Term Plan Wellington City Council (WCC) has recently adopted a new Long Term Plan for 2012 to The LTP reflects the council vision document Towards 2040, using its four key areas as community outcomes: Connected City Dynamic Central City Eco-City People Centred City Wellington 2040 Wellington 2040 is Wellington City Council City Strategy, providing the strategic vision for the city and is intended as a front end to the Long Term Plan. The strategy s key aims are focussed in four areas: People centred city, Connected city, Eco-city and, Dynamic city. The key elements of the strategy which are relevant to the Project are that the future Wellington is able to support efficient infrastructure, as well as growing the unique identities of Wellington suburbs. Wellington 2040 also includes nine project ideas 19 to support the delivery of the strategy, and the Project responds in particular to the Capital Precincts idea, by integrating open spaces with the National War Memorial Park. The Project also responds to the Cross Valley Links idea by providing cycling and pedestrian connections across the Kent/Cambridge Terrace valley north of the Basin Reserve. Wellington City Recreation Strategy (2003) The Recreation Strategy establishes a vision for sport recreation and leisure opportunities within Wellington. These activities contribute to the health and well-being of the city by: 16 Wellington Regional Council, Wellington Regional Walking Plan 2008, (pp.4-7) 17 Wellington Regional Council, Wellington Regional Cycling Plan 2008, (pp.6,7,9) 18 Refer to section 8.4 of this report for more detail June

28 Enhancing individual health and well-being; Increasing social cohesion and people's sense of belonging; and Attracting visitors and creating jobs which increase expenditure. An objective relevant to the Project is to improve accessibility for all citizens to sport, recreation and leisure activities. Actions required to achieve this include improving nonmotorised transport options (cycling and walking) for people to commute to and from work, school and recreation and sport venues. Improvements to pedestrian and cycle facilities within the area including access to Basin Reserve and other community facilities, planned as part of this Project, are therefore, from a social perspective, also in support of this council Strategy. Wellington City Community Facilities Policy (2010) Community facilities are categorised in this policy as both physical buildings as well as focal points in the community where people can come together. The primary objective of this policy is that everyone in Wellington should have the opportunity to use community facilities. A key tenet is that of reasonable access. That is, providing facilities that are located and designed in a way that maximises access. These are facilities that are easy to get to, get in and around particularly for people with disabilities and that people feel welcome to use. From a social perspective, the Project responds to this policy through improving connections to and around the Basin Reserve 20. Wellington City Urban Development Strategy (2006) The Urban Development Strategy (UDS) was developed to ensure that the future growth of the City will reinforce the physical and spatial characteristics that make Wellington unique. The UDS contains a number of long-term outcomes 21 that direct urban development in the City over the next 10 years: More liveable: Wellington will be a great place to be, offering a variety of places to live, work and play within a high quality public environment. More sustainable: Wellington s urban form will support an efficient and sustainable use of our rural and natural resources and promote prosperity and social well-being over the long term. Better connected: Wellington will be easy to get around, pedestrian-friendly and offer quality transport choices on a highly interconnected public transport and street system. More prosperous: Wellington s urban form, and flexible approach to land use planning in the central city, centres and industrial areas, will contribute to economic growth and prosperity. More compact: Wellington will have a contained urban form, with intensification in appropriate areas and mixed land-use, structured around a vibrant central city, key suburban centres and major transport corridors. Safer: Wellington will be a safe place to be, with well-designed buildings, spaces and connections between them. 20 For detail on community facilities in the Project area, refer to section 6.6 of this report. 21 Wellington City Council, Urban Development Framework: Directing growth and delivering quality. July 2006, pp6-8. June

29 Stronger sense of place: Wellington will be a memorable, beautiful city, celebrating and building on its sense-of-place, capital city status, distinctive landform and landmarks, defining features, heritage and high quality buildings and spaces. The UDS includes a Growth Spine concept that identifies the area south of the Basin Reserve as an area of intensification, public transport investment, roading investment and employment growth. Assuming they are effective in their purpose, the improvements offered through the Project will support the above outcomes. Public Space Design Policy (2010) This policy gives direction to the Council for the design, delivery and management of public spaces. Public spaces are defined as streets, lanes, intersections, parks, promenades and squares. It includes among its key objectives 22 : To enhance Wellington s sense of place To improve accessibility for all To enhance the city s night-time environment and To ensure that public spaces incorporate high-quality design These objectives reflect key objectives in the Wellington City Urban Development Strategy and the Wellington Regional Strategy, and relate to elements of the assessment framework used in this assessment, namely; Way of Life (accessibility, connectivity, patterns of living and mobility), Wellbeing (health and safety) and Environment and Amenity (amenity and landscape). From a social perspective, the Project responds to these objectives through a number of design principles related to the form and appearance of the bridge structure, as well as access and usability of the streets, overpass and open spaces by pedestrians and cyclists 23. Wellington City Transport Strategy (2006) (TS) The Transport Strategy (TS) was developed with the intention of setting out a clear transport map for the future development of the City s transport system. The TS does not include specific projects or budgetary details, but rather provides overarching long-term outcomes. The outcomes 24 that will guide the development of the City s transport system over the next 10years include: More liveable: Wellington will be easy to get around, pedestrian-friendly and offer quality transport choices. More prosperous: Wellington will have a coherent and efficient transport system that aids economic development. More sustainable: Wellington will minimise the environmental effects of transport and support the environmental strategy. Better connected: Wellington will have a highly interconnected public transport, road and street system that supports its urban development and social strategies. Healthier: Wellington s transport system will contribute to healthy communities and social interaction. 22 Wellington City Council, Public Space Design Policy, December pp For further details refer to the assessment of effects in section 9 of this assessment. 24 Wellington City Council, Wellington City Transport Strategy, 2006 (pp.6-7). June

30 Safer: Wellington will seek to improve the safety and security of its citizens as they move around the city and region. As with the Regional Land Transport Strategy, from a social perspective, the project responds to this through its provision of infrastructure and facilities such as dedicated cycle lanes and signalised crossings to encourage pedestrian and cycling modes, and improve overall safety. Adelaide Road Framework (2008) (ARF) The Adelaide Road Framework (ARF) provides a long-term vision for the future development of the Adelaide Road area. The ARF covers the Adelaide Road Growth Area, as well as taking into consideration the wider land-use and transportation influences including the Wellington Hospital, Massey University, Basin Reserve, and SH1. The long-term vision for Adelaide Road set out in the ARF is, A high quality mixed-use area that is a more vibrant, attractive, better connected, accessible and safer place which meets the needs of all people living in, working in, and using the area. The ARF s vision is based around five key areas: Open space (green and blue networks). Social and community (places and spaces for people). Movement networks (roads, footpaths/walkways, cycle ways, public transport routes). Heritage and character (buildings and area). Mixes of uses (residential, employment, services and institutions). From a social perspective, the Project responds to this policy by improving linkages between green spaces, and has taken care to minimise any effects to heritage buildings. The Project is also expected to improve traffic flows, provide more room for dedicated public transport and enhance the environment for walking and cycling. Centres Policy (2008) (CP) The Centres Policy (CP) provides a framework for the development and management of Wellington s centres. The CP considers in an integrated way the varied roles of the centres across Wellington and the way these centres contribute to the Growth Spine concept of development where centres are connected by a high quality transport corridor. The overall intent of the CP is to maintain and strengthen existing and future planned centres. The CP contains a number of objectives. The most relevant objectives to this assessment include: Objective 2 To maintain and strengthen the central city as the primary centre within the city and region for shopping, employment, city-living, culture and entertainment, tourism and major events, and ensure that development in other locations does not compromise this role. Objective 3 To strengthen the multi-functional nature of centres, including their role as social and community foci, public transport hubs, places where people live and work, and centres for entertainment, recreation and local services. Objective 7 To improve the urban design quality of all centres and build on their sense of place. June

31 The Basin Reserve improvements have the opportunity to contribute to the achievement of this policy through the improved and enhanced access between neighbouring suburbs including Newtown, Adelaide Road and the central business district. Wellington City Council Walking & Cycling Policies (2008) The Wellington City Council Cycling Policy (Cycling Policy) and the Wellington City Council Walking Policy (Walking Policy) were released in November Both policies form part of the overall transport planning for Wellington as set out in the Transport Strategy The Cycling Policy 25 focuses on developing a framework to improve cycling infrastructure, safety and convenience. Key objectives that have particular relevance to this assessment include: To improve cycle safety throughout Wellington. To improve the convenience of cycling in Wellington. To improve the experience of cycle trips to and from the central area. Each of these objectives are supported by a number of policies that highlight the Council s position on achieving the objectives. The most relevant policies 26 include: Every opportunity to make the city as safe as possible for cyclists must be explored. Every opportunity must be taken to make improvements to the cycle network to make the routes safer and more convenient. The Walking Policy s 27 key objectives that have particular relevance to the Basin Reserve improvements include: To promote the benefits of walking so that more people walk. To improve pedestrian safety throughout the city. To increase the number of commuter trips taken by foot to and from the Central Area. Each of these objectives are also supported by a number of policies that highlight the Council s position on achieving the objectives. The most relevant policies 28 include: Every opportunity should be taken to ensure the pedestrian network is accessible to all users where practicable. Every opportunity to make the city as safe as possible for pedestrians must be explored. Explore every opportunity to make the walking routes from areas within 25 minutes potential walk from the central area as interconnected as possible for pedestrians. An important element of the project is providing for walking and cycling through inclusions such as the separated pedestrian and cycle-way on the bridge itself, and improved paths and crossing facilities around the Basin Reserve. From a social perspective, enabling safe walking and cycling is a positive effect of the Project. 25 Wellington City Council, Wellington City Council Cycling Policy, 2008 (p.4) 26 Wellington City Council, Wellington City Council Cycling Policy, 2008 (pp.5,12) 27 Wellington City Council, Wellington City Council Walking Policy, 2008 (p.3) 28 Wellington City Council, Wellington City Council Walking Policy, 2008 (pp.4,8,15) June

32 5.4 Summary With regard to the relevant social considerations of this assessment, overall the Project is aligned with the relevant policy context. It provides key transportation infrastructure to support the future transport network, and ensures long term access between the Wellington City and Wellington Airport, as well supporting the local connectivity and provision for multiple transport modes. The Project also takes into account planned future growth aspirations for the city, and incorporates design principles to ensure that the design responds to its physical and cultural context. June

33 6 Existing Social Environment (base assessment) 6.1 Overview This section describes the existing environment around the Project area, providing a baseline for assessment. It includes land-uses, a community profile, description of key community facilities and travel patterns in the area. The starting point for this analysis is the demographic profile of the local area. The demographic profile describes the existing environment and assists in the identification of potential community groups which may be affected by the Project, particularly those which are not in direct proximity to the Project, but which may take a particular interest in it, such as community groups defined as neighbours or wider community in the assessment of effects. For the purposes of this assessment, a study area has been defined to reflect the neighbourhoods and communities most likely to be affected by the Project (see figure 14.4 below). The geographic boundaries of the demographic study area are wider than the Project area as the Basin Reserve is a regionally important sporting and recreational facility, as well as a key transport hub. Boundaries for the demographic study area have been largely selected to follow natural boundaries around the area: the waterfront to the north; the town belt to the east, parks and areas of low residential population to the south; parks, town belt and motorway to the west. As the immediate Project area has a low resident population, the selection of these boundaries was to ensure that connections between areas of higher residential population, and community facilities including the Basin Reserve itself were considered. A full demographic profile is provided in Appendix 14.B. This section then describes community infrastructure and resources within the demographic study area which have the potential to be affected by the Project, this including facilities which were identified by submitters and stakeholders in consultation. Feedback from the community and stakeholder consultation provides further context about the existing environment and collectively, these sources provide insight into the local study area and people s: Attitudes, expectations and aspirations Wellbeing Culture and local communities As the wider community of interest extends beyond the demographic study area, information on potential effects has been sourced through general community engagement and further, targeted consultation, as well as information gathered from other specialist reports (see sections 7 and 8). June

34 Figure 14.4 Location of demographic study area within Wellington City June

35 6.2 Demographic Profile A demographic profile has been prepared (refer to Appendix 14.B) as an input to inform the existing environment and assist in the identification of potential community groups which may be affected by the Project, particularly those which are not in direct proximity to the Project. While the study area for the Project falls within central Wellington and shares many of its characteristics, there are several demographic elements which differ from the wider Wellington City context. In particular the study area is projected to experience higher population growth than Wellington City, its population is young, highly mobile and with a mix of high and low incomes in neighbouring areas. It also has a higher uptake of walking and cycling as a main means of transport than the city as a whole. The following summary outlines some of the key demographic features of the study area. A full demographic illustration of the area is provided in Appendix 14.B. The usually resident population for the study area represents approximately 19% of the population of Wellington City. Population growth in the study area was greater than Wellington City in general between both (10.5% compared with 4%) and (16% compared with 9%). Statistics New Zealand 29 estimates a projected growth of approximately 49% for the study area, compared with approximately 29% for Wellington City between 2006 and There is likely to be a relationship between the proximity of the study area to Victoria and Massey Universities, as the study area is largely composed of young adults. Roughly twenty-one percent of residents in the study area were aged between years old. Most residents were aged between 15 and 34 years, and there was a lower number of residents in all other age ranges than Wellington City. While the ethnic composition of the study area follows roughly the same proportions of each ethnic group as Wellington City, it has slightly higher numbers on non-european ethnicities. Over half of residents in the study area identify as belonging to European ethnic groups (61.1%). The second largest group is Asian ethnicity (14.5%) followed by Maori, Pacific Peoples and MELAA 30 ethnic groups. Around 88% of residents in the study area speak English compared with 92% in Wellington City generally, and there are also higher number of speakers of Maori, Samoan and other languages than in the wider Wellington area. While non-english speakers include children too young to have any developed language skills, the demographic profile of the study area suggests a higher number of migrants, as it has fewer residents aged 0-4 years than Wellington City. Fewer residents within the study area were born in New Zealand (62%) than in Wellington City (72%), and of the non-nz born residents in the study area, 57% arrived nine years ago or less, while in Wellington City this was 46%. 29 Medium growth projections based on 2006 Census data. Refer to Appendix 14.B for further detail. 30 Middle-Eastern, Latin American, African ethnicity, June

36 There is more than twice the number of non-family multi-person households (31%) in the study area than in Wellington City (25%), suggesting flatting situations. The study area also had a higher number of one person households (31%) than in Wellington City (25%) and a lower occupancy rate of 2.3 compared with 2.6 in Wellington City. Sixty-three percent of dwellings within the study area were classed as flats/townhouses or apartments. The population of the study area is more mobile than the wider Wellington area, almost half the population (42.8%) within the study area have lived in their usual residence for less than a year, and 28.2% have lived in their usual residence for 1-4 years. Twenty-three percent of residents own or part own their dwelling in the study area, compared with 47% in Wellington City. Of the properties that are rented, the majority are rented from a private landlord (72%) although over 20% of tenants rent accommodation from public housing providers like Housing New Zealand. Employment status figures were similar for both the study area and Wellington City, however the study area had 1% more unemployed residents, and 4% fewer full-time employed residents than Wellington City. The median household income for the study area was $6,200 lower than Wellington City, while weekly rents were $31 higher in the study area. Although the study area had a higher number of single-person households than Wellington City, one or several members of a household (children for example) may contribute no income. The study area had a high number of residents in both the top income band (23%) and in the bottom income band (15%), a greater mix of socio-economic status than in Wellington City. While lower deprivation areas tended to be towards the north-east of the study area, and the area closest to the Basin Reserve had the highest level of deprivation, the study area also had a mix of deprivation levels, particularly along Adelaide Road where high and low deprivation meshblocks were immediately adjacent to one another. Wellington City Council is planning for development within the study area as part of their Adelaide Road Framework (2008). This extends to Buckle Street, Sussex Street, Rugby Street and its intersection with Adelaide Road. The Framework is intended to revitalise and develop the Adelaide Road area, and align with WCC s Urban Development Strategy (2006). It is intended to enable intensive residential development along its length, having implications for future commuter volumes, traffic, pedestrian movements and demand for public transport in the area. 6.3 Physical environment The physical environment of the Project area is described in the AEE (refer to in Part A of the AEE). The Project area is described as: located at the low point in a valley between the Mount Cook minor ridgeline to the west and the major Mount Victoria ridgeline to the east. Further to the west is the major ridgeline of Brooklyn/ Kelburn. The major ridgelines (Mount Victoria and Brooklyn/Kelburn) provide a strong sense of enclosure to the Project Area and shape the distant skyline views to the east and west. The June

37 minor ridgeline of Mount Cook is accentuated by the Carillion and its green setting merging into the elevated grounds of the Former National Museum. The Town Belt is located on the higher land of Mount Victoria and has a strong visual presence providing a prominent green backdrop to many City views (including from within the Project Area). The Visual Assessment 31 includes a baseline assessment to outline elements which are important to the visual amenity of the Basin Reserve environment. These elements include: the Basin Reserve and the Town Belt sense of openness and views toward the Basin from major streets intersecting at the Basin Reserve the distinctive ring of pohutukawa trees defining the Basin Reserve s edges different interface conditions along the length of the Project area other open spaces such as the War Memorial grounds and Memorial Park; Kent/Cambridge Terraces planted median; the open space environment of Government House and nearby school grounds The Visual Assessment baseline assessment also finds that the area around the Basin Reserve has increasingly become a vehicle oriented environment and the poor quality of some of the existing footpaths, degrades the visual experience of pedestrians moving through the area. 6.4 Land-use There are a variety of land-uses in the Basin Reserve s immediate environment. These include business/commercial, residential and institutional land uses, as well as regionally significant community facilities. The Basin Reserve is south-east of the Wellington CBD, and is both a sporting facility, recreational reserve and the centre of a key transport hub facilitating local road users and SH1 users in north-south and east-west directions. Facilities near the Basin Reserve reflect its eclectic mix of land-uses. Within 200 metres of the Basin are accommodation providers, fast-food restaurants, a medical centre, commercial services and residential dwellings. The wider study area encompasses part of the CBD to the north, which is a centre for employment as well as industrial, commercial, institutional and retail services. The town centre in Newtown to the south of the study area provides neighbourhood shops, second-hand stores, supermarkets and food stores and restaurants. Adelaide Road, which connects the Basin Reserve with Newtown is a main corridor for the area and provides a range of commercial, light industrial and retail facilities. It is also the location of a Community Probation Centre for the Department of Corrections, and Wellington Hospital, a key regional facility for Wellington, and much of the southern North Island. 6.5 Travel Patterns and Community Linkages As indicated in the Census data above, there is a high uptake of active transport modes within the study area, and a lower rate of car ownership. While there are high numbers of 31 Technical Report 10: Assessment of Visual Effects. June

38 pedestrians travelling to work, the local schools and universities are also key destinations for walkers. Major events at the Basin Reserve such as concerts or international cricket matches cause particular spikes in numbers of pedestrians travelling to the venue. Events such as Wellington Carols by Candlelight can attract around 7,000 visitors, and the sports ground has a capacity of 11, for spectators. Motor-vehicles While there are higher numbers of pedestrians and cyclists within the study area than in Wellington City generally, the number of commuters travelling to work by motor vehicle was only slightly less, 31% travelling as a driver or passenger in a car, truck or van, and 34% walking, jogging or cycling to work on census day (refer to 6.2, and Appendix 14.B). As well as serving local access to and from work, school, recreation, the Basin Reserve is a regionally important transport hub. Many commuters living outside of the study area travel through it as State Highway 1 travels around the north-eastern corner of the Basin Reserve in an eastern direction (towards Wellington International Airport), and around the south and western sides of the Basin heading west (coming from the airport). Public Transport The Basin Reserve is at the intersection of two key transportation spines serving the eastern suburbs and the airport to the east, and the hospital and Newtown to the south. It is also a fare stage, and as result a key area for passengers either starting their journey by bus, or disembarking to continue on foot. Dedicated school buses serve the schools along Dufferin and Austin Streets, but many students also use public bus services 33. There are competing demands on the Project area from different transport users; this includes motorists on State Highway 1, local traffic in east-west and north-south directions, and higher percentages of pedestrians and cyclists within the demographic study area than the wider Wellington City. Pedestrians The wider Project team carried out a study of pedestrian activity around the Basin Reserve to better understand pedestrian movements and behaviour in March and April The team made the following observations based on the survey: The strongest desire line is north-south. There are frequent pedestrian movements along Tasman and Tory Streets More pedestrians walk on the eastern side of the Basin (via Rugby, Dufferin and Ellice Streets) compared to the western side (Rugby and Sussex Streets) A large number of pedestrians use the Adelaide Road/Rugby Street and Paterson Street/Dufferin Street intersections Few pedestrian movements head to Buckle Street Refer to sections 6.6.2, and 8.5 of this assessment. 34 Refer to Appendix 4.4, Technical Report 4: Assessment of Traffic and Transportation Effects June

39 Data visualisations from Statistics New Zealand based on Census 2006 data 35 show numbers of commuters travelling to work on foot on census day. This shows a snapshot of the volume of active transport users, travelling from meshblocks around the Project area. Figure 14.5 Pedestrian movements through the study area 36 Figure 14.5 above shows the volume of pedestrian commuters by their start and end points (note that this does not show the actual route travelled). The dark red lines show 100 or more commuters travelling to work on foot (on census day); these movements are from meshblocks to the north, east, south and west of the CBD. The bright red lines show smaller numbers of commuters (see the key above) moving throughout the CBD. Of particular interest are the lines coming from meshblocks to the south of the Basin Reserve. This indicates the potential number of pedestrians travelling past the Basin Reserve into the CBD, and the importance of the Basin Reserve and its surrounds as a pedestrian through-route. Cyclists Data visualisations from Statistics New Zealand based on Census 2006 data 37 show numbers of commuters cycling to work on census day. This shows a snapshot of the volume of active transport users, travelling from meshblocks around the Project area. 35 Commuter view 2006, Statistics New Zealand. 36 Commuter View 2006, Statistics New Zealand. 37 Commuter view 2006, Statistics New Zealand. June

40 Figure Cyclist movements through the study area: 38 While the numbers of cyclists coming from the study area are smaller than those for pedestrians, figure 14.6 above shows that cyclists predominantly travel in the same northsouth direction past the Basin as pedestrians, although trips originate further away and some to the east of the study area. Dedicated facilities for cyclists through the area are not integrated. A section of cycle lane exists on the southeast corner of Rugby Street and Adelaide Road, and cyclists share pathways through the Basin Reserve and through the Mt Victoria Tunnel, however, cyclists are incorporated with motor-vehicle traffic on the road elsewhere. Controlled Toucan crossings, which enable cyclists to ride across at pedestrian cross signals can be found on the Rugby Street/ Adelaide Road intersection and the northern side of the Buckle Street/Tory Street crossing. Summary Provision of safe cycling and walking environments is important to the community as evidenced in the feedback provided in submissions. Active modes are popular within the study area, and although key points of crossing and routes taken may vary with the development of road alignments and open spaces through the area, direction of foot traffic still needs to be accommodated. The Project provides an opportunity to improve pedestrian and cycling facilities through the study area, as well as improving transport linkages for public transport and private motor vehicle journeys into and out of the CBD, to and from the airport, and linking with SH1 to the north. 38 Commuter View 2006, Statistics New Zealand. June

41 6.6 Community Facilities This section describes key social and community facilities in the study area, and the potential for social effects as a result of the Project. Discussions are based on observations of the facilities in the Project area 39, engagement with community groups 40 and other technical assessments. A full assessment of social effects is included in section 9. These facilities are discussed in groups according to the type of facility they provide; religious centres, educational facilities, reserves and recreational facilities, medical and institutional, and other community facilities. A map of social and community facilities in close proximity to the Project area can be found in the Plan and Drawing set in Volume 5 of these documents Religious Centres affected by the Project Within the study area, potential impacts will primarily be on religious centres which are in the immediate environment of the Basin Reserve, particularly St Joseph s Church on Ellice Street. The church is losing several carparks as a result of the Project, and replacement carparks are to be provided in an alternative location, which addresses the safety and accessibility of church-goers. It will also have improved pedestrian access, with a direct link to the shared footpath / cycle lane on the bridge structure, and general improvements to the pedestrian environment in the Ellice / Dufferin Street area. St Mark s Anglican Church on Dufferin Street may be affected by local road and bus lanes changes and general accessibility to the church during construction. Vehicle access from Ellice and Brougham Streets appears to be unaffected. Other religious centres within the study area have been identified by the social impact team as religious centres with the potential to experience effects as a result of changes to the local transport environment (these effects are summarised in Table 14.1 below). Effects may be positive, due to reduction in traffic volumes and improved safety for pedestrians and cyclists in the area. There is the potential for slight accessibility changes to centres on Hania Street, due the removal of right-turn access into Hania Street from the Ellice Street end 42. The full assessment of social effects is in section 9 of this assessment. Table 14.1: Religious Centres Centre Location Potential Effects St Mark s Anglican Church St Joseph s Church & social services 11 Dufferin Street Indirect effects from local road and bus lanes changes and changes to the number of vehicles in this location. May result in improvements in general accessibility to the church. 42 Ellice Street There will be land required from the existing parking area of the Church. Vehicle access points appear unaffected and safety has been considered to address risks of conflicts with vehicles on Paterson Street. 39 Refer to the Plan and Drawing Set in Volume 5 of these documents. 40 Refer to section 8 of this assessment. 41 Plan and Drawing Set, Volume 5, Sheet 3H Refer to Figure 14.2 and the Project Description in section 3. June

42 The Street City Church Greek Orthodox Church and Community Centre Seventh Day Adventist Church 9 Hania Street 3 Hania Street 27 Tasman Street There is no direct impact but accessibility may change slightly with the removal of the right turn into Hania Street from Ellice Street. There may be improvements in general accessibility Educational Facilities affected by the Project There are four schools within close proximity to the Basin Reserve, and a range of educational facilities ranging from crèches and pre-schools to universities. Closest to the Basin Reserve are St Mark s Church School, Wellington College and Wellington East Girls College, while Mt Cook School is close to works proposed along Buckle Street. St Mark s Church School St Mark s Church School is a private school on Dufferin Street which provides a co-ed full primary school (up to year 8) with a school roll of 298 students. It is a decile 10 school and includes a pre-school onsite (a decile 10 rating means that there is a low level of deprivation at the school, while decile 1 indicates a high rating. Refer to the demographic study in Appendix 14.B for more information.) The school has a wide catchment and few pupils walk or cycle to school. Students are predominantly passengers in private motor vehicles, or catch school bus services which are shared with other local schools 43. Currently there is a dedicated bus lane, separated from the short-term car parks alongside the school gates, which parents use as drop-off and pick-up spaces. Parents of students also use the St Joseph s Church carpark before and after school bell times to park and walk with their children to and from school. Changes to local street arrangements may affect drop-off and pick-up areas for school buses and parents transporting students to and from the school, which has the potential to affect the safety of pupils before and after school. The future design for the current drop-off area on Dufferin Street has been re-designed in cooperation with the school, and will segregate the pick-up / drop-off area from through traffic (refer to section 8.4, Key Stakeholder Meetings for more information). Wellington College Wellington College is a single-sex state school on Dufferin Street, catering for boys in years It has a roll of 1,527 students and is a decile 10 school. The demographic of the school is changing over time, with more students coming from (in zone) apartments in town, and walking to school. Students dropped off at school by private motor car are primarily dropped off on the corner of Dufferin Street in the morning, however 43 Meeting at St Mark s Church School, 27 August, June

43 most pupils come to school by bus 44. Some senior students also drive private motor vehicles including motorcycles and motor scooters. The school has 14 buses, taking about 40 students each. Buses drop pupils off in the morning at the school gates on Dufferin Street, and collect students from inside the school grounds, exiting onto Paterson Street in the afternoon and turning left to go around the Basin Reserve. As with St Mark s Church School, there will be changes to the school bus drop-off area outside the school gate, changes to this space have been re-designed in discussion with the school. Traffic safety measures will need to be considered during construction to enable buses to exit onto Paterson Street. Wellington East Girls College Wellington East Girls College is a single-sex state school on Austin Street, catering for girls in years It has a roll of 980 students and is a decile 8 school. Currently students are dropped off on Austin Street in the morning, and collected from Ellice Street in the afternoons. Existing school bus services are not expected to be affected by the Project as a link road will be included between Ellice Street and Patterson Street. The wider project team 45 discussed a number of alternative options with school representatives, relevant bus companies, and Wellington City Council, and incorporated their preferences into the final project design. Mt Cook School Mt Cook School is a full primary state school on Tory Street. It caters for students up to year 8. It has a roll of 187 students, and is a decile 5 school. There is also a pre-school on-site. The school has a local catchment, and over half the pupils live locally in Mt Cook 46. Some pupils come from the Adelaide Road area, and a few from the CBD side of the school. Most pupils walk or scoot to school, the main directions of travel (to school) are: crossing Taranaki Street (west to east) and then (north) over Buckle Street. crossing Tasman Street (east to west) and then (north) over Buckle Street. coming from Adelaide road, crossing (north) over Buckle Street and then (east to west) over Tory Street. For the pupils who are driven to school, parents drop off students at the school gates on Tory Street, or at National War Memorial on Buckle Street (changes to this access as part of the Memorial Park project are separate to this Project). Direct impacts as a result of the Project are not expected, although there will be indirect changes to the walking and cycling environment for pupils coming from Adelaide Road, such as widening of the footpath on the south side of Buckle Street, and improvements to the pedestrian crossing at the intersection of Adelaide Road and Rugby Street. Potential social effects for Mt Cook School are discussed further in section 9 of this assessment. 44 Meeting at Wellington College, 29 August, Implications for accessibility were discussed with transport specialists, and the social project team reviewed minutes of meeting (did not attend meeting) with Wellington East Girls College (22 May, 2012). 46 Meeting at Mt Cook School, 29 August, June

44 Wellington High School Wellington High School on Taranaki Street is further away from the Project site, but will experience changes in traffic patterns and volumes as a result of the project. The school is a co-ed state high school for students in years 9-15, and has a roll of 1,053 students. It is decile 9 and also provides a community education centre, drawing students from across the Wellington region. Based on the location of the school, and the details of the Project design 47 there are not expected to be any direct effects as a result of the Project. Summary There are many schools within the demographic study area, and many within close proximity to the Project itself. Changes to the configuration of local roads and accessibility as a result of the Project have the potential to reach the wider community, particularly given the wide catchment of schools such as St Marks Church School. Most of the above schools draw their students from a wide geographic area, which implies that public transport and private cars will make a large portion of trips to and from school. The exception is Mt Cook School, where active forms of transport such as walking and scootering (non-motorised) are the main modes used. Safety considerations and accessibility around entrances for the local schools are important, particularly for schools such as St Marks Church School which includes a pre-school. The provision of adequate access and pick-up and drop-off facilities for both parents of students and school buses has been raised as issues in submissions on the Project. These are primarily issues for the schools mentioned above, although there are a number of other schools in the wider area. Changes in public transport routes, location of bus stops and traffic volumes pose indirect effects to these schools. Further discussion of these issues with respective schools can be found in Section 8 of this report. The social impact team has identified further educational facilities with the potential to experience effects as a result of the Project. This list of schools, pre-schools and educational facilities, and the potential for direct effects to these educational facilities is summarised below. As with Wellington High School, these will not experience direct impacts, but may experience some changes in their traffic environments generally in terms of vehicle movements, public transport routes and road safety. The full assessment of social effects is in section 9 of this assessment. Table 14.2: Other schools and educational facilities Community facility Te Kainganui Early Education Early Years Tory Street I-Kids Location Potential Effects No direct effects are expected. 64 Tasman Street 139 Tory Street No direct effects are expected. 54/56 Cambridge Terrace Clearway proposed to Vivian Street during peak hours may affect access to Cambridge 47 For further information refer to section 3 of this report, or to the Plan and Drawing Set in Volume 5 of these documents. June

45 75-79 Kent Terrace Terrace location, Construction effects may be experienced at Kent Terrace location. Clyde Quay School 27 Elizabeth Street, Mount Victoria No direct effects but possible changes in accessibility due to changes in the local traffic environment, including Hania Street. Moriah college 80 Webb Street No direct impacts but there may be some Te Aro School 360 the Terrace, Te Aro changes to the local traffic environment in terms of traffic flows along Buckle Street. St Annes School 14 Daniell Street, Newtown Mein Street, Newtown 30 Waripori Street, Newtown 46 Russell Terrace, Newtown 105 Britomart Street, Berhampore Reserves and Recreational Facilities affected by the Project Newtown School South Wellington Intermediate School Central Regional Health School Berhampore School No direct impacts are expected, but changes in the general traffic environment may improve accessibility of public transport routes and road safety. The Basin Reserve is a local facility, but also has regional and national importance and is used for national and international cricket fixtures and recreational events such as the daynight music concert Summerset. It is also a key green space for residents in neighbouring suburbs and is used as a through route for pedestrians and commuters (between the hours of 6am and 9pm 48 ) travelling in predominantly north and south directions. The project will have a visual impact on the Basin Reserve itself, and an impact on the accessibility of this facility to the local community. Improvements in the traffic environment due to a reduction in the vehicle movements on the south and west sides of the Basin Reserve will benefit local access. This will include the passive users as well as those attending organised events. Potential impacts on the recreational experience of visiting the Basin Reserve are addressed in the assessment of effects in section 9 of this assessment. There are also a number of facilities within the study area, to be considered in terms of social impacts. For the majority of these, there are unlikely to be any direct effects from the Project due to their distance from the Project site, although they may be indirectly affected by changes in the local traffic environment. This potentially may result in improvements in general accessibility and safety. While a number of submissions (during the consultation undertaken in 2011, see section 8 below) referred to the Town Belt, this was in regard to elements beyond the scope of this Project, and beyond the study area, which extends only as far as the Western portal to the Mount Victoria tunnel. The facilities below have been identified by the social impact team as recreational facilities with the potential to experience effects as a result of the Project. The potential effects to parks and reserves as a result of the Project area are summarised in Table 14.3 below. Other sporting and recreational facilities in the table below will not experience any direct impacts, but may be indirectly affected by changes in the traffic numbers, or local road configuration. The full assessment of social effects is in section 9 of this assessment. 48 Refer to Technical Report 11: Assessment of Crime Prevention through Environmental Design, p.24) June

46 Table 14.3: Other parks and reserves Community facility Location Potential Effects Basketball/tennis courts, 44 Tasman Street No direct impacts but there may be some changes to the local traffic environment in terms of traffic flows along Buckle Street. Nairn Street Park Top of Nairn & No direct effects are expected. Thompson Streets, Mount Cook Prince of Wales Park Salisbury Terrace, No direct effects are expected. Mount Cook Rugby League Park Hanson Street, No direct effects are expected. (home ground of the Newtown Hurricanes rugby team) Alexandra Road Play Area Elizabeth Street Play Area Pirie Street Play Area Carrara Park Play Area Constable Street Housing Play Area Constable Street Play Area Hanson Street Play Area Newtown Park Play Area Vice Regal Play Area Mount Victoria Newtown No direct effects are expected to Elizabeth Street, or Alexandra Street. No direct effects are expected. Palmer Street Play Area Te Aro No direct impacts are expected. There Waitangi Park Play Area may be some changes to the local traffic environment for Palmer Street in terms of traffic flows along Buckle Street Other community facilities affected by the Project The National War Memorial on Buckle Street is of national significance, and featured strongly in public submissions. The planned National War Memorial Park (Pukeahu) is outside the scope of this Project. While the extent of the project area (refer to Figure 14.3) does not extend to the site of the National War Memorial, the Project will link with the park through the improvements planned to the north-east corner of the Project area. The Project is not expected to have any adverse effects to visitors of the National War Memorial Park (or the Memorial), but will offer improvements in accessibility for pedestrians and cyclists moving in an east-west direction towards the Carillon 49. The former Home of Compassion Crèche is a part of the Catholic heritage of the area, and is of particular relevance to the Catholic community. This building is outside the scope of the Project, however the Project design includes landscaping elements at the corner of Cambridge Terrace and Buckle Street which will link the building with Cambridge Terrace and the Basin Reserve context. 49 For details on the Project design refer to the Plan and Drawing Set in Volume 5 of these documents, and Technical Report 3:Urban Landscape and Design Framework June

47 The potential for direct social effects to other community facilities are summarised in the table below. The full social effect assessment can be found in section 9 of this assessment. Table 14.4: Other community facilities Community facility Croatian Cultural Society Korean Association New Zealand Government House of Colonial Cottage Museum Toi Poneke Arts Centre Massey University Residential Complex Location Potential Effects 32 Hania Street. There is no direct impact but accessibility may change slightly with the removal of the right turn into Hania Street from Ellice Street. 26 Barker Street No direct impact but changes in the traffic numbers. May result in improvements in general accessibility. 1 Rugby Street Although the project is close to Government House gates, there does not appear to be any direct impact as it relates mainly to local road and bus lanes changes. There will be changes to the local traffic environment. May result in improvements in general accessibility to and from Government House. The project will also improve connectivity to the National War Memorial and planned Memorial Park. 68 Nairn Street No direct effects are expected Abel- Tasman Street Sussex Street No direct effects are expected. No direct impact but changes in the traffic numbers. May result in improvements in general accessibility. (NB this building will not continue to be a student residence for Massey University beyond 2012.) Medical and Institutional facilities There are a number of medical and institutional facilities within the study area, most notably Wellington Hospital on Riddiford Street, which needs to be accessible to people with reduced mobility, as well as public transport, private vehicles and emergency service vehicles. While all the facilities in the area need to be accessible to the local and regional community, there are not expected to be any direct impacts from the Project on them. Table 14.5 below summarises the facilities identified by the social impact team as medical and institutional facilities with the potential to be affected by the Project. For the full assessment of social effects refer to section 9 of this assessment. Table 14.5: Medical and Institutional Facilities Community facility Child Adolescent & Family Service Specialist Maternal Mental Location Potential Effects 21 Hania Street There is no direct impact but accessibility may change slightly with the removal of the right turn into Hania Street from Ellice Street. June

48 Health ACE House 111 Brougham Street Wellington Accident and Urgent Medical Centre Defence Purposes (including Military Training/Administr ation/logistics/sup port facility) Community Probation Centre Wellington Hospital 17 Adelaide Road Buckle Street Girton Terrace Riddiford Newtown Street No direct impacts are expected as a result of the project. There may be changes to the local traffic environment. No direct impact but there may be changes in the local traffic numbers. Overall there may result in improvements in general accessibility to the centre. No impacts are expected as a result of the project. No impacts are expected as a result of the project. There may be changes to the local traffic environment. No direct impacts are expected. Changes to local traffic movements may affect those commuting to the hospital, but improvements in travel times and accessibility are expected to improve, particularly in north-south directions. 6.7 Summary The project area comprises a mix of land uses with some regionally significant community facilities located within a geographically confined area. It is also characterised by a concentration of schools as well as residential land uses. Of particular note is that there are almost 4,000 students attending schools within close proximity of the Basin Reserve. In terms of comparison with Wellington City, the study area has lower rates of home ownership, lower incomes and rates of employment as well as higher numbers of people aged The most significant difference is the higher number of residents in the study area who walk or cycle as their primary mode of transport. As well as being a major vehicle transport route, there are high pedestrian and cycle movements but limited facilities in terms of crossing points and cycle lanes. Furthermore there are major bus routes through the project area and congested locations for school dropoffs and pickups for school buses. Mt Cook School, St Mark s Church School and Wellington East Girls College were all submitters on the proposal during the feedback period, due to their proximity to the Basin Reserve and the proposed works; they have the most potential to experience effects from the Project. Potential effects to nearby schools, residents and other specialist groups are discussed further in section 8.4: Key Stakeholder Meetings and Further Consultation. Assessments of the social effects as a result of changes to the existing environment are discussed in section 9 of this assessment. June

49 7 Review of Relevant Technical Reports This section takes into consideration elements which are covered in greater detail in other technical assessments and provides an assessment through a social lens. Technical recommendations and mitigations presented in the reports below are relied on, however in some cases additional mitigation, or remedial actions are recommended to address the effects from a social perspective. Note that the full assessment of social effects is provided at section 9 of this assessment. 7.1 Crime Prevention through Environmental Design A report on Crime Prevention through Environmental Design (CPTED) 50 was prepared in order to examine the extent to which the Project will have effects on perceived, and actual pedestrian safety and security around the project area. This involved an assessment of: baseline safety and security conditions in the Project area; any effects of the Project on existing safety and security concerns; any additional safety and security effects introduced by the Project; recommendations for improvements to safety and security within the Project scope Issues identified were rated as high, marginal, low, or improved by the Project. One area rated as marginal risk was the traffic island between the pedestrian crossing on Kent Terrace and Cambridge Terrace, as the view of the footpath heading towards the Basin Reserve was overgrown and the pathway did not line up with the Basin entrance. CPTED recommendations made early in the design process have already influenced design options in order to: reduce the potential for future tagging and vandalism, eliminate outdoor rooms and improve pedestrian sight-lines, and activate the edge of the Basin Reserve and improve amenity lighting. In assessing the current environment, the assessment finds that the existing levels of reported crime in the area are lower than those of the city generally, but that there were a number of safety and security concerns among the community expressed during public consultation (note that community consultation carried out by the Project team, and the issues raised are covered in more detail in Section 8 of this report). The main finding of the assessment was that at worst the Project is expected to make the existing environment no less safe, and at best the Project is expected to contribute to safer spaces for pedestrian movements around the Basin Reserve. The implementation of CPTED principles is expected to have a significant net positive effect on the Project 51. The CPTED report includes the following as positive effects of the project: Improved actual and perceived quality of the environment; Reduced signs of antisocial behaviour; Safe movements and connections for pedestrians around the Basin Reserve; Clear and legible spaces for pedestrians; 50 Technical Report 11: Crime Prevention through Environmental Design, 20 July, Technical Report 11: Assessment of Crime Prevention through Environmental Design, 9.2.1, p.50. June

50 Activation of edges, lighting improvements and the removal of isolating spaces. A potential negative effect of the Project identified in the CPTED assessment is that antisocial behaviour may occur in the new carpark to the west of the former Home of Compassion crèche after hours. It proposes mitigating measures such as appropriate lighting and locking the carpark after hours to address this. In addition the assessment recommends that CPTED principles are incorporated into the construction plan, and that they continue to be applied throughout the remaining design stages of the Project. From a social perspective, the CPTED report reinforces the importance of perceived safety and security of pedestrians and residents moving around the Project area. The CPTED recommendations are supported by this assessment. 7.2 Assessment of Noise Effects The Noise Assessment 52 assesses the road-traffic noise effects of proposed changes to the State highway network and associated changes to the local road network in the area of the Basin Reserve, and noise effects related to Project construction. The Noise Assessment methodology mainly follows the New Zealand Standard for Acoustics Road Traffic Noise new and altered roads NZS 6806:2010 but considers the potential for effects using guidance from both NZS 6806:2010 and the NZTA Noise Guidelines. Existing road-traffic noise environment Understanding of the existing road-traffic noise environment is based on noise modelling and measurements 53. This establishes that road-traffic noise levels are already high at adjacent buildings and open-air spaces in the area. However, in some places there is close spacing of multiple buildings that creates quieter areas sheltered from road-traffic noise. Locations receiving the highest level of noise in this environment are the Paterson Street entrance to the Mt Victoria Tunnel, and on Rugby, Sussex and Buckle Streets between Adelaide Road and Tory Street. Do-nothing noise scenario (without the Basin Bridge Project) This includes traffic forecasts for 2021, and assumes that the planned undergrounding of SH1 westbound in front of the National War Memorial, and the associated National War Memorial Park (Pukeahu) is already in place. Do-minimum noise scenario (with the Basin Bridge Project) The do-minimum noise environment is described as the environment after the Project is delivered, and without any noise-specific mitigation additional to that already embedded in the Project design. The design of the Project has been an iterative process. Within that process, opportunities have been taken to minimise noise as far as is practicable by 52 Technical Report 5: Assessment of Noise Effects. 53 For details refer to 5.2, Technical Report 5: Assessment of Noise Effects. June

51 incorporating noise reduction features in the do-minimum Project design, for example the selection of road surfacing. The scenario is modelled with traffic forecast for Comparing the do-nothing noise scenario and the do-minimum noise scenario, modelling shows that the Project will cause noise levels to increase discernibly at only two locations, first, where the proposed bridge meets the at grade level of the road on Buckle Street, and, secondly, where the link from Kent Terrace to Paterson Street is moved to accommodate the bridge abutment (this has a corresponding discernible noise level decrease near the Paterson Street/Dufferin Street intersection). The Project results in reductions in noise along Sussex Street and Rugby Street as compared with the Do-nothing scenario (without Basin Bridge Project). Effects of Project on noise environment Overall the report concludes that the scale of noise effects as a result of the Project is very small. In many instances this is an increase or decrease of less than 1 db, and is seldom more than 2 db. Small increases in noise levels are unlikely to be perceptible by occupants of neighbouring buildings. Any negative effects are found to be less than minor. Positive effects within the Project area are also found to be minor or less than minor. The assessment recommends conditions around the level of performance of road surfaces, and construction of bridge joints as these features could further alter the operational noise of the Project. The recommendations of the Noise Assessment with regard to road traffic noise are supported from a social perspective. Construction Noise The Noise Assessment provides an overview of construction noise effects separate to the long term operational modelling outlined above. New Zealand Standard NZS 6803: 1999 for Acoustics Construction noise will be used for assessing and managing the construction noise. With respect to construction, reasonable noise levels need to allow construction to occur in an efficient manner but protect the adjacent community from high levels of noise, especially when activities such as sleep are required and expected. The assessment emphasises the need for a flexible approach in scheduling works in order to minimise disturbance of neighbours and residents in the area, for example construction near schools may be preferable outside school hours, and works near residential properties may be preferable during normal working hours. The Noise Assessment proposes a set of construction noise limits, with some differences in noise levels across times and days of the week. For most of the Project construction, the proposed construction noise levels can be met. There are specific construction activities that may be noisier. The Project document set contains a proposed Construction Noise and Vibration Management Plan (CNVMP) which shall be completed by the Project constructor. The Construction Noise and Vibration Management Plan should set out how the noise effects of the more noisy activities will be managed, for example good communication with affected properties and confining those activities to times that have less impact. June

52 The assessment concludes that recommended construction noise levels can be met for most of the Project construction, and that construction noise impacts are expected to be no more than minor, provided the appropriate Construction Noise and Vibration Management Plan is developed and implemented. From a social perspective the findings of the Noise Assessment are accepted. During consultation in 2011 (see Key Stakeholder Meetings in section 8) concern about noise from joins on the bridges was expressed and it is noted that the quality of communication with residents and neighbours about construction activity is key to minimising the social effect of noise effects, particularly during construction. This is further discussed in, a review of the proposed suite of management plans by the SIA team is recommended. 7.3 Townscape and Visual Assessment The Townscape and Visual Assessment [1] assesses the townscape and visual effects of the Project as part of the overall AEE. It assesses that both the bridge structure and the expansion of the traffic corridor will result in substantial changes to the character and visual experience of the Project area and its surroundings, including: effects on the character of the landform and existing vegetation; effects relating to the degree of fit of the bridge structure to the existing street pattern; effects of the expanded traffic corridor and bridge structure on street/open space character and visual amenity of adjacent areas; effects on the character of the built context; effects on the spatial context of the Basin Reserve and associated views; effects on the visual experience of; the Basin Reserve audience, pedestrians/cyclists, motorists, Town Belt users and occupants of neighbouring buildings; and effects during construction. The assessment finds that the main adverse townscape/visual effects relate to changes in the spatial structure of the area and associated impact on views, while effects on landform and vegetation character will be low. The assessment also finds that the Bridge and the Northern Gateway Building, (particularly the 65m option) will have an adverse effect on the spatial context and open space character of the Basin Reserve. The townscape and visual effects will be largely contained within a 500m radius of the Basin Reserve and will be most pronounced in the areas to the north and east of the bridge, including in the vicinity of Kent/Cambridge Terraces and the area around Ellice/Dufferin/Paterson Streets. While the significance of the townscape/visual effects is expected to vary from audience to audience, the assessment concludes that for the majority, the townscape/visual effects will be experienced in a dynamic way and will vary with distance and viewpoint location. While the Bridge will remain a prominent structure and the effects on spatial structure and views cannot be avoided, the townscape/visual effects as experienced by these audiences in motion can be softened and reduced by the proposed mitigation measures. The assessment finds that for the residents/occupiers of a relatively small number of properties in the immediate vicinity of the bridge, the adverse visual effects will be of much greater [1] Technical Report 10: Assessment of Townscape and Visual Effects. June

53 significance and for some of them the effects will be high due to their proximity to the Bridge and limited mitigation opportunities. Townscape and visual effects are mitigated through a range of measures, falling within either an Integrated approach to mitigation, or the Relationship/integration of the Project to its context. Elements of the Integrated approach to mitigation include: The design of both built structures and landscape treatments aims to reduce visual effects and maximise integration between the Project and its context. The complementary design of the built elements of the Project and the landscape elements, and their consistent design quality is expected to enhance the visual experience of the area. The use of built elements, such as the new building under the bridge the proposed Northern Gateway Building, have been designed to assist mitigation, while also contributing to the visual integrity of the townscape setting. Elements of the relationship/integration of the Project to its context include: The physical/design of the Bridge reduces the perception of its visual bulk as much as practicable, while adding the desired sense of human scale and visual rhythm. The landscape work provides a consistent soft context for the bridge while building on and connecting with existing landscape features such as; existing Basin Reserve trees, Memorial Park, Kent/Cambridge Terrace median. Proposed landscape treatments which also aim to address visual effects on private views include: the green screen to the south of the Grandstand Apartments, the greening of the abutments, the new landscape work along the Cambridge Terrace/Buckle Street corner, and the landscape work within the Ellice Street carpark. The Townscape and Visual Assessment recommends that the design detail is consistent with the design intention in the Plan and Drawing Set, and consistent with the ULDF Detailed Design Considerations. Overall, the assessment concludes that while not all of the townscape/visual effects can be mitigated or mitigated to the same extent, the Project, has optimised mitigation/integration opportunities within its site boundaries and reduced the adverse effects of the bridge as much as practicable. In some cases considerable improvements to aspects of the existing setting have been made. The findings and recommendations of the Townscape and Visual Assessment are accepted from a social perspective. 7.4 Ground Vibration Assessment The Assessment of Ground Vibration Effects from Construction and Operation (Vibration Assessment) 54 assesses ground-borne vibrations as a result of the Project construction, and from traffic once the Project is operational. Overall the Report finds that existing vibration levels are acceptable for human comfort as the largest measured peak particle velocities due to traffic-induced vibration for all testing sites fall between the threshold for perception (0.3 mm/s) and the threshold that will likely 54 Technical Report 8: Assessment of Ground Vibration Effects from Construction and Operation June

54 cause complaint (1.0 mm/s) within a residential environment 55 (the Vibration Assessment notes that the largest peak particle velocities represent rare occurrences). Vibration levels from passing traffic did not approach a level at which they could cause damage to a structure. Once operational, as long as maintenance of the road is kept to current standards (i.e. the surface is kept smooth), the same speed limits apply, and separation distances between buildings and the realigned road are at least 4m the Vibration Assessment does not expect any differences to traffic-induced vibration as a result of the Project. During construction, the Vibration Assessment finds that piling activity will cause ground vibration, which may cause short-term disturbance to occupants of nearby buildings. Buildings identified as being particularly close to vibration activities are 15 and 21 Ellice Street, and Grandstand Apartments. The Vibration Assessment recommends that with vibration management methods which are included in the draft Construction Noise and Vibration Management Plan (CNVMP), effects may be mitigated. These methods include: providing advance notice of vibration-generating activity to affected parties, the selection of appropriate equipment and construction methods, and monitoring of resulting vibrations. Specific recommendations are made for the selection of equipment to be used in piling associated with the foundations for two new buildings (the building at the corner of Ellice Street and Kent Terrace, and the new structure at the entrance to the Basin Reserve), and associated with the bridge piers (refer to the Vibration Assessment for details). From a social perspective, the conclusions and recommendations of the Vibration Assessment are accepted, including recommendations for on-going communication with neighbouring residents and businesses. 7.5 Air Quality The air quality assessment 56 assesses the effects of the Project on local air quality including dust emissions during construction and vehicle emissions from traffic flows once the Project is operational. Assessments are made against National Air Quality Standards, Ambient Air Quality Guidelines, WHO Guidelines, and Greater Wellington Regional Council s air quality indicator criteria. Operational air emissions The assessment concludes that air quality after the Project is complete will be acceptable within applicable standards and guidelines. The assessment found that the effect of the Project (the with Project scenario is modelled for the year 2021, refer to the air quality assessment for further information) on air quality is variable; slight increases in effects are expected in some locations, and decreases in effects 55 Technical Report 8: Assessment of Ground Vibration Effects from Construction and Operation, p Technical Report 6: Assessment of Effects of the Basin Reserve Transportation Improvements on the Local Air Quality: Final Design June

55 in others. Overall the assessment concluded that increases in air quality effects would not exceed applicable guidelines: all contaminants will remain within the same air quality category in 2021 as they are today, and concentrations at affected sites will be well within the standards and guideline thresholds. 57 No specific mitigation is proposed for operational air quality effects, as emissions are not expected to exceed relevant air quality guidelines. Construction air emissions The principal issue for air quality during construction is the potential for dust emissions to air. This can have an effect on human health and plant life close to the earthworks, and deposits may cause a nuisance on roads and at neighbouring buildings. The scale of earthworks for the Project is relatively small and is confined to specific areas. The assessment proposes that dust emissions be controlled by a range of mitigation measures that will be outlined in the Construction Air Quality Management Plan (CAQMP). A dust monitoring programme is also proposed, to include regular visual monitoring and response to complaints from the public and regulatory authorities. The assessment concludes that with the use of appropriate controls, adverse effects on air quality during construction can be adequately avoided or mitigated. From a social perspective, the conclusions and recommended management with regard to air quality are accepted. 7.6 Assessment of Economic Effects The Assessment of Economic Effects 58 examines the economic effects of the Project, including a cost benefit analysis, wider economic benefits and redistributive effects. It explicitly excludes property values, as these are intangible from an economic perspective. Among its key points, the assessment finds that: Reduced passing motorised trade may affect a small number of businesses but is unlikely and can be minimised by mitigation measures such as appropriate signage. Potential business redistributive effects as a result of the Project are not assessed to be significant enough to affect public amenity values. Improvements in regional accessibility are expected to increase the level of business activity within the city. Improvements in regional accessibility are expected to increase the attractiveness of the city and region for business and residential development. There is the potential for negative effects for specific local businesses during construction. From a social perspective, continued access to commercial areas contributes to social and community wellbeing, and is one of the categories in the IAIA framework used in this 57 Technical Report 6: Assessment of Effects of the Basin Reserve Transportation Improvements on the Local Air Quality: Final Design, p Technical Report No. 17, 27 March, June

56 assessment. The findings of the Assessment of Economic Effects are supported, noting that it is important that continued access to commercial areas throughout the construction phase is provided for in the Construction Traffic Management Plan (CTMP) in Volume 4 of the lodgement documents. 7.7 Heritage Values and Effects The Assessment of Built Heritage Effects 59 provides an assessment of the potential effects of the Basin Bridge Project on built heritage and the values associated with this. The assessment finds that there are three structures which have statutory recognition within the Project area; the Basin Reserve Pavilion Grandstand and the William Wakefield Memorial (both within the Basin Reserve itself), and the former Home of Compassion Crèche. The Basin Reserve itself is a heritage area registered by NZHPT. In addition, there are 25 buildings with evident heritage values identified in the assessment which are outside the Project area. The assessment also notes that there are heritage values associated with the gates of Government House. Effects on the Basin Reserve are largely due to the modification of significant views to and from built heritage, modification of the setting of the Government House entry gates and of the setting of the Mount Victoria Residential Character Area. The assessment also identifies effects from the modification of the wider setting of the Basin Reserve Historic Area (and associated structures: the Basin Reserve Pavilion Grandstand, William Wakefield Memorial and the C.S. Dempster and J.R. Reid Gates). Relocation of the C.S. Dempster Gate as a result of the Northern Gateway Building is also identified. The assessment finds that the proposed relocation is acceptable in heritage terms as the gates will still serve their original purpose, and the commemorative role of the C.S. Dempster and J.R. Reid Gates will be preserved. Note that while the former Home of Compassion crèche will be relocated as part of the National War Memorial Park (Pukeahu) Project (refer to Related Projects in section 3) the Heritage Assessment considers heritage effects on the building in its new location. The assessment acknowledges a number of mitigation measures proposed as part of the Project, including: landscaping and planting to screen the Bridge and reduce its visual impact; the design of the Bridge itself to minimise visual impact, and improve the identification of the entrance to the Basin Reserve and; inclusion of a new building underneath the Bridge to restore the built edge of the corner of Ellice Street and Kent Terrace, and the Northern Gateway building which will enable continuing access to the public. Improvements and landscaping will also maintain historical connections with the relocated former Home of Compassion crèche. The assessment finds that while the relocation of the Dempster Gate may be seen as having potentially negative effects, these are visual rather than heritage effects. With regard to the Northern Gateway Building, the assessment concludes that the 45m structure effectively mitigates any distractions to playing cricketers as a result of the Project, but buildings of greater length have the potential to have an effect on sightlines into the Basin Reserve. 59 Technical Report 12: Assessment of Effects on Built Heritage, September June

57 The overall conclusion of the assessment is that the Project has an adverse effect on heritage values, as a result of intrusion into views of or from heritage places. The conclusions and recommendations of the Heritage Assessment are accepted from a social perspective. 7.8 Archaeology The Assessment of Archaeological Effects 60 identifies issues and effects and outlines potential mitigation related to archaeological resources within the Project area. It excludes heritage buildings within the area which are covered in the Built Heritage report. The report finds that there is high potential for archaeological sites to be affected by proposed works within the footprint of works for the Project. It identifies a high potential for archaeological sites and resources within the Project area, and that physical works associated with the project have the potential to have a significant impact on this resource. The report identifies Mount Cook sites associated with early European housing and commercial activities dating from the 1860s, and the old stream course and wetland area that became the Basin Reserve as having potential archaeological value. The report identifies opportunities to mitigate the impact of the Project through obtaining archaeological information about the area and the opportunity to enhance understanding about the area. The assessment also finds that the potential to recover and record information prior to any earthworks and construction associated with the Basin Reserve Project commencing is a positive effect of the Project. The conclusions of the Assessment of Archaeological Effects are accepted from a social perspective. This opportunity for archaeological investigations as a result of the Project is also considered to be a social benefit; as this work can be undertaken and communicated to local community groups including schools. 7.9 Ngati Toa Rangatira Statement of Cultural Association The Ngati Toa Rangatira Statement of Cultural Association 61 with the Basin Reserve Area outlines Ngati Toa claims to customary rights from the south-west North Island to the upper South Island generally, and to the Project area specifically. These rights are in respect of raupatu (conquest) and ahi kaa (continuous association or keeping the home fires burning ), and the document describes historical issues of alienation from lands and the exercise of customary rights. The report identifies two sites of contemporary interest to the iwi, as well as one historic site of cultural significance within the vicinity of the Basin Reserve. It is important to the iwi as current kaitiaki of the area that any further disturbance to this historic site is minimised, and that the Accidental Discovery Protocol is employed in general during construction works. With regard to contemporary interests, the report identifies the importance of maintained and enhanced access to community facilities, particularly medical facilities in the Newtown area. Ngati Toa s interests (including: sites of cultural significance, ecological impacts, contemporary relationships with the area and the Town Belt) should be 60 Technical Report 13: Assessment of Archaeological Effects 61 Technical Report 16: Ngati Toa Rangatira Statement of Cultural Association with the Basin Reserve Area June

58 taken into account by the Project in the preparation of any construction or communication management plans. The conclusions and recommendations of the Statement of Cultural Association are accepted from a social perspective Cultural Impact Report The Cultural Impact Report (CIR) 62 looks at potential Maori cultural effects as a result of the Project. It concludes that there are several Maori sites of significance within the Project area, which have had an influence on the area although they are largely unaffected by the Project. These sites include a hauwai cultivation site at the edge of the Basin Reserve and up to Wellington College, and Te Akatarewa Pa site above the Mount Victoria Tunnel and Wellington College. Potential issues raised in the report are possible construction effects such as sedimentation and discharges to water. These should be managed through resource consent conditions and management plans. While known sites of cultural importance are unlikely to be disturbed by the Project, there is the possibility of discovery of Maori archaeological material along the route. The CIR notes that this can be addressed through the establishment of accidental discovery protocols in such situations. The assessment also expresses the importance to iwi that consideration is given to indigenous fish passage in underground streams throughout the Project area. The authors also assert their role in arranging appropriate cultural blessings before work commences. The conclusions and recommendations of the Cultural Impact Report are accepted from a social perspective Assessment of Urban Design Effects The Assessment of Urban Design Effects 63 assesses the urban design effects of the Project against the regional plan, district plan and the Urban Landscape and Design Framework 64. This assessment outlines the potential effects of the Project on urban form and function within Wellington City and the wider context, and considers effects (summarised below) under the following three components; Land Use and Urban Structure Effects, Amenity values, and Accessibility. Land Use and Urban Structure Effects The assessment finds that the Project improves the urban structure which will encourage land use development on Buckle Street, Kent and Cambridge Terraces and the Basin Reserve Gateway. In addition, it finds that support for the growth spine concept and CBD accessibility is consistent with Objective 22 of the RPS. Overall, the Project is assessed to have significant positive urban structure and land use effects. 62 Raukura Consultants, Technical Report 15; Assessment of Effects Cultural, August, Technical Report 9, Assessment of Effects: Urban Design, June Technical Report 3, Urban and Landscape Design Framework. June

59 Effects on Amenity values The assessment finds that the Project will have positive and negative effects on amenity within the Project area. Benefits are expected at Dufferin Street as a result of reduced traffic and an improved drop-off zone for schools. Further, the proposed open space (which will function as an extension of the NWM Park) combined with the entrance Plaza to the Basin Reserve, is expected to bind the area together and assist in mitigating the effects of the bridge. The assessment also finds that at Ellice and Paterson Street there are negative amenity effects, as a result of the bridge structure, and that there are few mitigation opportunities to provide open space and integrate the bridge into the environment. Overall, given the positive effects on Kent and Cambridge amenity effects of the Project are rated as being moderate negative. Effects on Accessibility The assessment finds that the Project offers moderate positive benefits in terms of accessibility as a result of traffic reductions on local roads, retention of existing routes and the addition of the shared path on the bridge. Overall Urban Design Assessment The assessment also finds that the substantial urban structure benefits of the new park area on the corner of Cambridge Terrace and Buckle Street, which will read as a continuation of the NWM Park, will mitigate the bridge s negative amenity effects. With regard to the proposed Northern Gateway Building, the assessment finds that the 55 metre long building option is preferred from an urban design perspective as it appropriately balances the need to provide visual screening for users of the Basin Reserve with the need to prevent blockage of views into the Basin Reserve from Kent/Cambridge Terrace. However, it is considered that due to the other significant urban design benefits of the Project, a proposal including the 65 metre option can be supported Overall, the assessment concludes that the moderate negative amenity effects of the Project are outweighed by the urban structure/land use, and accessibility benefits. The findings of the Assessment of Urban Design Effects are accepted from a social perspective Assessment of Traffic and Transportation Effects The Assessment of Traffic and Transportation Effects 65 assessment of the potential effects of the Project. provides an integrated transport The transport assessment concludes that the Project is expected to: provide significant transport infrastructure forming a key link in the Wellington Northern Corridor; remove the existing conflict at the Dufferin/Paterson and Adelaide/Rugby intersections; significantly reduce at grade State highway traffic; 65 Technical Report 4: Assessment of Traffic and Transportation Effects June

60 improve the provision of pedestrian and cycle facilities including infrastructure such as the shared bridge from Paterson Street to Buckle Street and connecting north and south bound links into existing facilities; provide public transport facilities in the form of bus lanes, bus priority and improved bus stop facilities, contributing to significant improvements to current operation, and facilitating future provision; significantly improve journey times on State Highway 1 (SH1) and local roads in the area; improve journey time variability. The assessment has also identified likely negative effects. These effects and mitigation measures recommended in the assessment are below. Access from Mt Victoria will be restricted as part of the Project (from Hania and Ellice Streets). Proposed mitigation of this effect is the upgrade of the Pirie St intersection. With this mitigation in place accessibility for Mt Victoria residents will be improved, and safety concerns regarding the current configuration of Hania and Ellice Streets will be removed. There will be a net loss of 16 parking spaces within the Project area, and loss of 21 spaces during peak times due to the introduction of a clearway on Vivian Street between Cambridge Terrace and Tory Street. Where there is low utilisation of parking, this effect is considered insignificant and no mitigation is proposed. In areas where utilisation is high, such as Pirie and Ellice Streets, provision has been provision made to replicate parking. The assessment finds that there will be negative effects on the transport network during the construction period. The assessment proposed to mitigate these effects through the development of an appropriate staging and sequencing plan, traffic management plans and construction programming. All potential construction traffic and transportation effects are also to be managed through the implementation of a Construction Transport Management Plan (CTMP), supported by a number of Site Specific Traffic Management Plans (SSTMPs). Specific mitigation measures included in the assessment are that: the network capacity service level will be maintained at a level which is considered acceptable to transport users works will be programmed during periods of low activity such as during school holidays, other mitigation such as variable message signs, publicity and alternative transport facilities will be used. Overall, the transport assessment concludes that the Project and identified mitigation measures will be consistent with the Project Objectives and significantly contribute to the improvement in transport provision for Wellington and the local network. From a social perspective the findings of the transport assessment are supported, noting that targeted communication with key stakeholders in close proximity to the site of the Project and ACE House is recommended prior to the construction period. June

61 7.13 Summary Expected construction effects have been included in the assessment of effects in Section 9 below, along with proposed mitigation measures, however these may also be addressed in the Construction Management Plan. The large majority of operational issues raised in the other technical reports above are able to be mitigated through inclusions in the overall Project design, or have largely been resolved throughout the planning and design stages of the Project. In some cases mitigation cannot be designed into the Project, and there remains a need for on-going communication with potentially affected parties. This is the case with regards to potential disturbance during construction as a result of dust emissions to air, as well as the effects of construction noise and vibration on neighbouring residents and community facilities. On-going management and protocols will also need to be employed throughout the project to ensure that negative impacts on the archaeological, cultural and historic value of the Project area do not occur. The future work that may be required is detailed in Section 11 below. June

62 8 Summary of Community Engagement 8.1 Overview The process and outcomes of community and stakeholder engagement is an important input to the SIA, providing primary information about community values, aspirations and concerns relating to their community and potential impacts from the Project. As the author of this assessment was engaged in the Project in 2012, information to inform the SIA has been sourced from the summary reports on the feedback from this engagement 66, reviewing feedback forms and responses submitted by the public during consultation (outlined in 8.2, 8.3 and 8.4 below) and discussions with the previous social impact assessor. Direct engagement with community groups and residents was carried out to inform the SIA from (outlined below in 8.5). These interviews were undertaken by either the author or her associate Community and Stakeholder Engagement The initial project consultation was carried out in 2011, in concert with other projects in the Tunnel to Tunnel package (refer to Project Description in section 3 of this assessment). A variety of methods were used to consult with stakeholders and the community over an eight week period from 2 July until 26 August These included: A series of open days, stakeholder workshops and meetings Information Centre at the Basin Reserve open every weekday from 2 July until 26 August 2011 with a late night on Thursday A detailed website which included all the related technical reports and a printable version of a freepost feedback form Community engagement brochure with detailed information on the options and a freepost feedback form Dedicated free phone number and address which was widely publicised Awareness was promoted via newspapers, radio, billboards and adverts on the back of buses A community engagement brochure was delivered to more than 70,000 Wellington households. On July 2011 the brochure was also included in the local Wellingtonian newspaper with a circulation of approximately 70,000. The public engagement process including individual and group meetings and workshops generated a wide range of comments on a variety of topics. The vast majority, however, related to: the visual and amenity effects of a bridge, the potential for creating unsafe spaces in and around bridges, and the potential for the bridge to create barriers to the flow of people. Information from the 2011 engagement has been used extensively to inform the SIA, alongside targeted interviews with parties deemed to either be vulnerable or directly affected (refer to 8.5 below). For further information on the 2011 community engagement, refer to the Consultation Summary Report, Technical Report Refer to the Consultation Summary Report, Technical Report 3. June

63 Community Workshops This section outlines the discussions held during the 2011 community workshop which have informed this SIA. For a full summary of the workshop, refer to Community Workshop Feedback, Mt Victoria to Buckle Street, 30 August A community workshop was held for stakeholders west of the Mt Victoria Tunnel in late July, The purpose of this workshop was provide information about the Project and get feedback from the participants on their views. At this stage of the Project, the workshop was gaining feedback on the area from Cobham Drive to Buckle Street. However, as the scope of the Project only extends as far west as the Mount Victoria Tunnel, issues relevant to the immediate Project area only are presented in this assessment. The structure of the day included presentations, and rotating table discussions of six different topics in the morning, and five different topics in the afternoon session. Of these, feedback on the bridge outcomes, walking and cycling outcomes and local roading outcomes are most pertinent to the final project design. Bridge outcome discussions addressed: Aesthetics and urban design, such as public artwork and artwork on the bridge columns and edge. Safety and security, such as lighting and minimising anti-social activity, and provision of shelter for pedestrians. Health and safety, including design measures to minimise noise and lighting/glare effects. Walking and cycling discussions addressed the provision of separate facilities for pedestrians; around the Basin Reserve, on the Bridge and through the Mount Victoria tunnel, and a shared space/pedestrian priority area at junction of Ellice and Dufferin streets. Local street outcomes discussions addressed a range of issues, many of these again related to the safety of pedestrians and cyclists in and around the area, an issue related to these concerns was the removal of left-turn slip lanes around the Basin Reserve in order to make it easier for pedestrians to cross the road. Concerns were also raised about provision of carparking specifically on Kent Terrace and enforcement. Bus priority lanes and signals were mentioned, as was the need for drop-off areas around nearby schools, and for taxis at the Basin Reserve itself Community and Stakeholder Feedback Community engagement feedback brochures were used to seek feedback on specific issues related to the location of a bridge past the Basin Reserve, and provision for active transport modes during July-August While many respondents provided direct answers to the questions asked, the open-ended nature of the questions meant that many respondents also provided their opinions on wider social and community issues relevant to the Project. Questions asked in the consultation included: 67 Refer to the Consultation Summary Report, Technical Report 3. June

64 What s important to you about where we should locate the bridge around the Basin Reserve? What do you like or dislike about locating the bridge near the Basin Reserve? What do you like or dislike about locating the bridge farther away from the Basin Reserve? How important is it to you that we add a pedestrian and cycling facility to the bridge? Details of public submissions concerned with social and community impacts are summarised below. Information has been sourced directly from the feedback forms provided during the engagement period, and from the summary report 68. These have been grouped according to the main themes of the SIA framework for this assessment. Way of Life Potential severance and loss of connectivity was specifically identified by a number of submitters. This included: dividing Te Aro from the Basin Reserve, Mt Cook and Newtown; the movement of traffic to get across and around the Basin; and severing the city between Mt Victoria/Courtney Place, Cambridge/Kent Terrace Precinct and areas beyond. Submissions also observed the potential severance from Mount Victoria, creating a land island around the Basin and Grandstand Apartments, and increasing the footprint of the road. Comments on the Bridge included that: it will visually drive a massive no-man's-land like divide, that only a motorway can do, across this part of the city The imposition of a large and imposing flyover or bridge north of the Basin Reserve will create a significant visual and physical barrier between the City and the southern suburbs. Submissions on the impacts to traffic were both positive and negative, observing the potential to: increase traffic congestion on local roads and around the Basin, and improve access and traffic flow to the Airport. Local schools and community groups and residents were concerned about the flow-on effects of the Bridge, and roading changes on their neighbourhood networks, while other submitters expressed a desire for reduction in congestion along the airport route; I would like to see options other than bridges, I'm also concerned this new route will just move congestion to another part of town. Commuters will save petrol, lots of time, no more sitting in traffic twice daily for an hour s drive from the airport to the Basin, as it is currently during peak times. Well-being Questions explicitly about pedestrian and cycling provisions were included in the consultation. The importance of providing safe and accessible provision for walkers and cyclists was emphasised by many submitters. 68 Refer to the Consultation Summary Report, Technical Report 3. June

65 Some submitters saw the proposal as an opportunity for improved pedestrian and cyclist safety, making comments such as [d]edicated cycle paths need to be built, even separate from pedestrians, and It is extremely important that any new structures have both pedestrian and *safe* cycling capacity. A submission from Regional Public Health emphasised the importance of providing for active transport modes, and their associated health benefits. The submission observes the importance of design elements, CPTED, suicide barriers and linkages with the wider pedestrian and cycling network, as well as avoiding further exclusion of transport disadvantaged by failing to consider alternative modes. Submitters were also concerned about the potential health impacts of increased traffic noise and air emissions on residents in the area. The submission from the Grandstand apartment body complex noted a number of factors: some residents will be more disadvantaged than others by: closer proximity to the bridge; pollutant emissions closer to their windows (fresh air intakes); greater impact of traffic noise with percussion and echo noise that arises from vehicles travelling over a bridge; Light pollution; bridge lighting at a higher grade bringing increased brightness of lights from bridge lighting and vehicle lights closer to our bedrooms and living areas which is difficult to black out, hence causing sub optimal night time sleep conditions; a visual barrier of their southern outlook toward the Basin Reserve area. Environment and Amenity Concerns about the recreational amenity of the Basin Reserve included its use as a sports stadium and the disruption of Bridge traffic for spectators, and its day to day amenity as a green space in the central Wellington environment. In particular people objected to being able to see the proposed Bridge from inside the stadium; The Basin reserve is an iconic Wellington sporting destination. In order to preserve the experience for all users of the reserve the bridge should not be located anywhere near it. Amenity effects on residential property, as well as neighbourhood noise during construction and operation were raised as well, particularly Grandstand and Lexington Apartments, houses in Kent Terrace and Mount Victoria. Residents were concerned about accessibility of their properties, property values, and the impact of having a motorway through a residential area. Submissions regarding the Bridge emphasised the need for quality design to uplift the area and keep it safe from undesirable activity, The Wellington Inner City bypass for example has created many empty, sad, and unusable spaces along its length. I don't want an underbridge to be an unpleasant place to walk and am worried it will be dangerous at night. Loss of trees. Dank shadows. Mugging area. June

66 Community Submitters expressed concerns about the impact on schools and kindergartens in the area, particularly traffic noise and air emissions, as well as maintaining good access for children travelling on foot, as the proposed options could isolate them. St Mark s School indicated concerns not only in how students would be able to access the school on foot or bicycle, but where parents dropping children by car would drop-off, or wait for students at bell times. Many submissions reviewed for this assessment addressed concerns regarding the cultural significance of the Memorial Park precinct. While heritage concerns are dealt with separately to the SIA, submissions revealed the importance of this area to the wider Wellington community, and feeling that the development was disrespectful to the National War Memorial. There were concerns that the roading changes restricted access from the proposed park to the memorial itself. Many also felt that the proposals were a lost opportunity for the park to enhance the National War Memorial and the precinct. The majority of these concerns have now been dealt with outside the scope of this Project with the undergrounding project in Buckle Street. As well as it s amenity to residents and visitors, many submitters highlighted the heritage values of the Basin Reserve, identifying it as a focal point for the community. Summary of 2011 Community Engagement The majority of issues raised by members of the public were concerned with the operational effects of the Project. Positive impacts that were identified in the community feedback forms mainly came from regional and national organisations and groups, whereas the majority of potential negative impacts that were identified were from largely local submitters (landowners, tenants, schools and other community organisations in the area). Submitters who expressed urgency for the development to progress tended to be from the wider Wellington region. In general, submitters from suburbs neighbouring the development corridor expressed more interest and concern in pedestrian access, and the physical and perceived safety of the design. Many of the issues raised at this stage of the Project were able to be resolved in the developing design and have been addressed in other technical specialist assessments. Issues which were resolved, and those still outstanding are included in the key stakeholder discussions below. A social assessment of these effects is provided in section 9 of the SIA. 8.5 Key Stakeholder Meetings and Further Consultation ( ) Face-to-face meetings were held with key stakeholders identified through the Social Impact Assessment Process, and through the public engagement process outlined above. These meetings took place in mid-late , and again in early Stakeholders either 69 Further consultation meetings were held with: St Marks Church School (27 August, 2012), Mt Cook School (29 August, 2012), Grandstand Apartments (29 August, 2012), Wellington College (29 August, 2012), WCC: City Communities and Grants (20 August, 2012) Regional Public Health (13 September, 2012) and ACE House (21 December, 2012). June

67 expressed a particular interest or sensitivity with regard to the Project design, or they were identified by the social Project team as having a specific sensitivity to be addressed in addition to the issues raised in general public engagement process. Communication between businesses neighbouring the Project and other members of the Project team also provided further insight about the potential effects of the Project 71. Meetings were held with representatives of: Mt Cook School, St Mark s Church School, Wellington College, Wellington City Council (City Communities and Grants), ACE House (Wellington Aftercare), I-Kids, Grandstand and Landscape Apartments and Mt Victoria Residents Association. The purpose of these meetings was to provide updates on the Project design following key announcements relating to the Project, and to discuss any continued concerns with regard to the revised Project design, from an explicitly social and community perspective. In many cases, issues which had been voiced during the community engagement in mid were resolved by the detailed design, such as the dedicated pedestrian and cycle lane on the Bridge. Issues which were raised at these further consultation meetings are discussed below, with reference to the IAIA categories used in this social assessment Way of Life Construction The potential for the Project to disrupt normal access arrangements was raised by most of the stakeholders consulted. This related to road closures and changes to the local roading network, as well as to construction staging areas, and where vehicles were stored overnight. Some schools in the area have facilities used by the wider community into the evening and on weekends requiring continued access. The need for on-going information about changes in traffic movements was emphasised; where this had the potential to affect schools, it was particularly important to provide information well in advance of the fact, in order to be able to pass this information onto parents and the local community. Where bus services are affected by construction, schools noted that it would be possible to change arrangements with buses, such as staggering pick-up times, and collecting students from Dufferin Street, although this would need to be worked through with the relevant bus companies. Operational Stakeholders raised concerns about future parking arrangements, and what the environment around the Project would look like, as well as how local traffic would move from Hania Street onto the right-turning lanes around the Basin Reserve, and access for buses leaving Wellington College merging with traffic on Paterson Street. Further discussions with key stakeholders, particularly St Mark s Church School and Wellington College informed the final designs for the bus drop-off area, and short-term carparks on Dufferin Street. 70 Meetings held with: Landscape Apartments (16 January, 2013), Regional Public Health (17 January, 2013), I-Kids (24 January, 2013) and Mt Victoria Residents Association (19 February, 2013). 71 Refer to the summary of consultation in Part F, Chapter 10 of the AEE. June

68 For residents of in the Mt Victoria area, there is an opportunity to improve egress of motor vehicles from both Ellice and Pirie Streets. Residents of Landscape Apartments observed that the green light to exit Pirie Street onto Kent Terrace is currently too short to allow more than one or two vehicles through at a time. Some businesses in the area have expressed concern at the proposed introduction of clear ways along Vivian Street during peak hours, as it has the potential to deter business. This was particularly the case for I-Kids as the timing of the clearways would coincide with typical drop-off and collection times for parents using their childcare facilities. General concerns about potential economic effects of the Bridge was mentioned by the Mt Victoria Residents Association, as it was felt that it would encourage traffic to by-pass local businesses Wellbeing Planning Concerns related to the length of time to complete the Project were raised, particularly where this affected the ability of residential property owners to sell. Concerns were also raised about the consultation during the early stages of the Project 72, and the way that feedback was only sought on certain options. Construction The potential for noise and vibration during construction to disturb schools during the daytime 73, and residences at night-time 74 was a continuing concern for stakeholders. This related to direct construction activity especially piling but also to incidental noise after dark such as backing vehicles and voices of workers. Benchmarking of existing buildings before works begin as part of the construction management was accepted as a way to manage potential risks to buildings. There was concern that the combination of construction effects, including perceived effects, such as congestion and loss of parking, could have a negative impact on the economic viability of businesses in close proximity to the Project area, as potential customers may be put off from using these services. There were also on-going concerns about the potential impact of dust on air quality during construction, and discussion about emerging research on the effects of very small particulates in emissions to air. It was generally accepted, however, that there will be little excavation or earthworks required for the project. Stakeholders indicated that further communication about the management of this effect would be helpful. Operational Potential benefits to health were mentioned by Regional Public Health, if improvements to pedestrian and cycling facilities in the Project design led to increased up-take of active transport modes. Safety 72 Mt Victoria Residents Association (19 February, 2013) 73 St Mark s Church School (27 August, 2012). 74 Grandstand Apartments (29 August, 2012). June

69 Construction ACE House observed that typical signage used to redirect pedestrians during construction activity can be confusing for their members, and they may need specific consideration in the preparation of construction plans such as carrying out walk-overs before the construction period, to ensure that they are familiar with temporary walking routes. Operational Increases in traffic noise as a result of the Project; particularly the irregular noise of traffic going over expansion joints was raised as a concern by a number of stakeholders. Inclusion of updates on locations of new bus-stops, crossings and facilities was requested by Wellington City Council 75, to enable it to pass on information to organisations such as the Foundation for the Blind, to be disseminated to the visually impaired community. Inclusion of this information as part of the Communication Management Plan would ensure that the intended benefits to pedestrians can be enjoyed by as much of the local community as possible. The visual effects of street lighting on the Bridge was raised as a continued concern by local residents, and the question was asked about whether this could be minimised. In this case, a lighting design option has already been selected due to requirements for visibility and traffic safety. Preliminary design modelling 76 has indicated that light spill would only exceed 10 lux on two buildings (St Joseph s Church and St Mark s Church School). The lighting design is also intended to meet CPTED principles, while minimising glare, and be in accordance with AS/NZS 1158 Lighting for Roads and Public Spaces Community Many of the issues raised above also relate to the on-going amenity of local schools as community facilities. Two positive issues were raised by schools 78 on their future aspirations for their school: For schools in the area the opportunity to involve the students in the Project throughout was considered a positive aspect of the construction phase. Access for pedestrians and cyclists on the Bridge was considered to be positive for students of Wellington College coming from the Aro Street / Kelburn area, and for members of ACE House, once the Project is operational Other Key Stakeholders Not all stakeholders provided feedback as part of the SIA assessment, either because there was already considerable contact with another part of the project team 79, or because the stakeholder did not respond to invitations for follow-up consultation. This was the case with some private residents close to the Basin Reserve. Note that the Catholic Church has been extensively consulted with regard to the Archaeological and Built Heritage reports, and 75 WCC: City Communities and Grants (20 August, 2012) 76 Refer to the Design Philosophy Statement, Technical Report Refer to the Urban Design and Landscape Framework, Technical Report Meetings held with: Mt Cook School (29 August, 2012), Wellington College (29 August, 2012). 79 Refer to the summary of consultation in Part F, Chapter 10 of the AEE. June

70 mitigation and recommendations from these reports are accepted in this assessment for social considerations. June

71 9 Assessment of Effects 9.1 Overview This section considers the potential social effects that may result from the Project. The assessment undertaken is based on information from a number of sources, predominantly: Consultation feedback received to date, including general consultation and targeted interviews Site visits and open days held in the area Demographic study of the area Council policies, strategies and plans Information and assessments obtained from other specialists. (For more detail on the information sources used in the preparation of this report, please refer to the Methodology chapter.) Potential and actual effects identified through these sources were then assessed against the SIA Framework adopted for this review. The framework was decided on taking into account national and international best practice and frameworks such as the IAIA, NZTA guidelines, the local policy and project context. The analysis below follows the structure of the assessment framework which is: Way of Life: Impacts on accessibility, connectivity, patterns of living and mobility Changes to ways of walking & cycling and changes to public transport Well Being: Changes to wellbeing Health and safety Environment and Amenity: Noise, dust, amenity and landscape Community: Impact on people s property and neighbourhoods Impacts on schools Impacts on community areas and sites Impacts on community plans and aspirations Impacts on and accessibility to commercial areas The Project already includes measures which will mitigate social effects to a small or large degree. The level of effect assessment takes into consideration the reduction or avoidance of effects achieved through the final design. In some cases, no additional measures are considered necessary from a social perspective, however in some situations further measures or recommendations may be made in order to address the social and community impacts of the Project. June

72 The table below provides 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, and Further comments or mitigation recommended from a social perspective. Magnitude of Effects In the assessment of effects, each effect has been given an overall rating. The rating is designed to provide direction to the project team as to the magnitude of the effect and the degree of mitigation required. For some effects, mitigation has already been achieved by avoidance of effects through the route selection process or through design elements at earlier stages in the Project. For other effects, specific mitigation measures have been recommended by the environmental specialists including the social specialist. 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. A nine-point scale has been applied in assessing social effects, consistent with the scale applied in the Scheme Assessment Report. The ratings applied to the effects are: Substantial positive Significant positive Moderate positive Minor positive Insignificant Minor negative Moderate negative Significant negative Severe negative In applying the overall rating of the effects, consideration was given to: the length of duration of the effect, the likelihood of occurrence, the severity of the impact, who is affected, the importance of the affected feature, as well as any mitigation measures already included in the design. Note that the two strongest ratings; substantial positive, and severe negative, have not been applied in this assessment. These ratings have not been applied as the effects of the Project were not assessed to be either severely negative or substantially positive. June

73 9.2 Way of Life Accessibility and connectivity Effect Stage Who Mitigation Overall Rating Comment Reduction in SH1 congestion from airport O W Not needed as positive effect. Significant positive Improved access for emergency vehicles O W Not needed as positive effect. Significant to and from Wellington Hospital as a result of: positive Reduced congestion on local roads, and Ability to use proposed bus lanes around Basin Reserve in the event of an emergency. Improvements to local traffic through roading changes / redirection of eastwest through traffic Potential for changes to accessibility for Mt Victoria residents due to removal of right-hand turn into Hania Street from Ellice Street. Reduced accessibility between Mt Victoria and Basin Reserve at the intersection of Hania and Ellice Streets, due to construction activity. O W N Not needed as positive effect. O N Design includes access from Ellice Street to Dufferin Street for local traffic, pedestrians and cyclists. C N Construction traffic effects will be managed through the implementation of a Construction Traffic Management Plan that will seek to optimise the network and provide for road safety, and Significant positive Insignificant Changes may increase the distance of some local trips slightly for some trips in private motor vehicles, however traffic volumes for many local trips will be reduced, and accessibility of cycle and foot traffic will be improved by the Project. Insignificant June

74 Effect Stage Who Mitigation Overall Rating Comment Reduced access during construction for emergency vehicles to and from Wellington Hospital as a result of construction activity limiting traffic flows at certain times: maintain pedestrian and cycle access where practicable. It is recommended that this includes targeted communication with community facility ACE House, including site walk-overs and discussion of signage before the construction period. C W Establish robust communications strategy that includes establishment of a community reference group that advises in advance of planned works programme and how traffic movements will be affected. Minor negative Potential reduced accessibility for motorists on roads due to disruption caused by construction activity between Mount Victoria and Cuba Street on SH1, and at the intersection of Pirie Street/ Vivian Street with Kent and Cambridge Terrace. This may result in increased congestion and change currently C N D Construction traffic effects will be managed through a Construction Traffic Management Plan that will seek to optimise the network and provide for road safety. Establish robust communications strategy that includes establishment of a community reference group that advises in advance of planned works programme and how traffic movements will be affected. Minor negative The Construction Environmental Plan includes a complaints and inquiries procedure so that local communities can contact the contractors to discuss the project and to seek modification of behaviour where practicable.. June

75 Effect Stage Who Mitigation Overall Rating Comment available vehicle movements for limited periods causing inconvenience and frustration to local communities. Construction traffic effects will be managed through the implementation of a Construction Traffic Management Plan. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community June

76 Walking, cycling and public transport Effect Stage Who Mitigation Overall Rating Comment Improved travel times for public transport on north-south trips and local routes due to: reduction in at-grade traffic, and introduction of bus lanes around the Basin Reserve. Improved pedestrian and cycling facilities due to shared pathway over the bridge, separated from motor-vehicles. Improved pedestrian access at intersection of Sussex Street and Buckle Street. Potential negative effects on pedestrian and cyclist accessibility through the Basin Reserve during construction of Northern Gateway Building. O W N Not needed as positive effect. Moderate positive O N Not needed as positive effect. Moderate positive O N Not needed as positive effect. Minor positive C W Construction traffic effects will be managed through a Construction Traffic Management Plan (CTMP) that will seek to optimise the network and provide for road safety, and maintain pedestrian and cycle access where practicable. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community This removes the need to cross at Cambridge and Kent Terraces when travelling in an eastwest direction. Provision of drop curbs at the north-west corner of the Basin Reserve on Sussex Street and Buckle Street will improve accessibility to the north side of Buckle Street. Signalised or zebra crossings will be the responsibility of WCC to implement in the future. Insignificant Effect is temporary, during construction only. June

77 9.3 Well-being Health and safety Effect Stage Who Mitigation Overall rating Comment General improvements to pedestrian and cyclist safety. Potential negative effects to perceived personal security for pedestrians under and around the Bridge as a result of spaces under the Bridge attracting antisocial behaviour, particularly after dark. Potential safety hazard to pedestrians and cyclists using the bridge due to possibility of falling / jumping off the Bridge. Improvements to pedestrian and cycling networks may encourage greater uptake O O O O W N W N W N N D Not needed as positive effect. Activation and lighting of space under bridge by addition of commercial building. Significant positive Minor negative Inclusion of a 1.4m high barrier Minor along the pedestrian / cycle lane negative of the Bridge. The proposed barrier to be constructed of fine stainless steel mesh to prevent climbing, and allow views of the Basin Reserve and trees through the mesh. Not needed as positive effect. Moderate positive Provision of new infrastructure such as signalised crossings, footpaths and dedicated cycle lanes will improve the safety and amenity to active transport modes. This is a benefit to the immediate area, and to the wider area as it is a through route for many surrounding suburbs. Public spaces have been designed to minimise actual and perceived risk to pedestrians by incorporating CPTED principles, and the CPTED assessment finds that security risks within the Project Area are very low 80. 2m or higher barrier would be needed to discourage potential suicide attempts. However considered that because the height of the bridge is low, that the risk is slight, when compared with other existing structures in Wellington. General improvements to safety and amenity for pedestrians are expected through local 80 Refer to 6.5.4, Technical Report 11: Crime Prevention through Environmental Design, 20 July, 2012 June

78 of walking and cycling for: Commuters, Recreational trips, and Local school children. Effect Stage Who Mitigation Overall rating Potential negative effects to perceived and actual personal security for pedestrians under and around the Bridge during construction. C W N Take account of CPTED principles in relevant construction management plans. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community Minor negative Comment roading changes. This may also lead to improved health outcomes for those taking up active transport options. Additional communication with local schools may be necessary in order to manage the impact of effects during the construction phase. June

79 Changes to Wellbeing and Cultural wellbeing Effect Stage Who Mitigation Overall rating Landscaping and design on the corner of Buckle Street and Cambridge Terrace provides: ongoing connections between the former Home of Compassion crèche and surrounding residential and Basin Reserve context, and improved disabled access between Cambridge Terrace and the site of the former Home of Compassion crèche on Buckle Street. Effect of increased light from street lights / car taillights on apartments. O N Not needed as positive effect. Moderate positive O D Design and location of street lighting to be directional and shrouded so as to reduce glare. Lighting from vehicles is below the height of proposed road side barriers. Proposed green trellis will reduce light effects on windows at Grandstand Apartments. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community Minor negative Comment An accessible route does not currently exist. Note that light spill is not expected to exceed 10 lux on residential buildings. June

80 9.4 Environment and Amenity Noise, vibrations and dust Effect Stage Who Mitigation Overall rating Comment Perceived effects to health and wellbeing from increased car emissions to air: at nearby schools, and at nearby residential buildings. Potential negative effect on wellbeing from increased road noise and vibrations At nearby schools At nearby residential buildings Potential negative effect on wellbeing from increased noise and vibrations during project construction At nearby schools, and At nearby residential buildings. O O C N D N D N D None proposed, due to low level of effects, and improvements in some locations from reconfiguring the roads. Inclusion of low noise road surface in proposed design Development and implementation of a Construction Noise and Vibration Management Plan (CNVMP), to include measures such as scheduling works to minimise disruption and communication with neighbouring residents and businesses ahead of works taking place. Insignificant Air quality report concludes that in general air quality will improve but that there will be minor decreases in quality in some locations albeit that these are all within guideline levels. Minor negative Minor negative The Vibration Assessment identifies potential short-term disturbance to occupants of specific buildings as a result of piling activity during Project construction. Additional mitigation is recommended that the option for residents temporarily affected by construction noise and vibration to be temporarily relocated (for the duration of the construction period) is provided, if the impacts on them are too great to maintain normal daily functioning. This requires consideration by NZTA on a case-by-case basis, though in the main this is not anticipated. This should be reviewed once the detailed design and final management plan are complete. Potential for negative effects to health C N To be mitigated by dust reduction Minor Temporary effects can be managed. June

81 Effect Stage Who Mitigation Overall rating Comment and wellbeing from dust and construction D methods and best practice related pollutants to air: construction methods outlined in at nearby schools, and construction management plan. at nearby residential buildings. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community negative Amenity and landscape Effect Stage Who Mitigation Overall rating Comment Perceived negative impact of the Bridge on the character and quality of the Basin Reserve as a sports facility / event venue. Loss of visual amenity during construction of Project due to C O C W N D N D Design quality of the Bridge and Minor landscaping, for example: negative screening trees, high Bridge design values and landscaping. The Northern Gateway Building will screen the view of the Bridge for players on the batting crease inside the grounds of the Basin Reserve, and will entirely or partially screen views of the Bridge from many other public viewing points within the Basin Reserve. To be mitigated by dust reduction methods + best practice Minor negative The entrance to the Basin Reserve (Element 2.1 in the Project Description) will also provide additional facilities for players and an expanded entrance for spectators entering the grounds from the northern end. Will be greatest for those in close proximity to the Project area. Effects will be temporary, June

82 Effect Stage Who Mitigation Overall rating Comment earthworks, constructions yards and laydown areas etc. Loss of visual amenity due to visual impact of bridge and support structures blocking views of Basin Reserve and sky: for nearby residents, for pedestrians moving through the area, and from Dufferin St and Govt House gates. Perceived severance of the Basin Reserve from Mt Cook/ Mt Victoria / Newtown / Te Aro communities due to the bridge acting as a visual barrier. New building improves the safety and amenity of the space underneath the Bridge, by providing: activation of road edge, passive surveillance, and lighting. Improvements between Cambridge Terrace and Buckle Street provide O C O O O W N D W N W N W N construction methods outlined in CEMP. Design quality of the Bridge and Moderate landscaping, for example: negative screening trees, high bridge design values and landscaping. Inclusion of trees along Dufferin Street will break up views of the Bridge structure and help to integrate the Bridge into the landscape. This effect has been minimised Insignificant through the Project design, including the design of the Bridge, planting and landscaping around the bridge, and the creation of new open spaces linking with the Basin Reserve context. Not needed as positive effect. Moderate positive Not needed as positive effect. Moderate positive and will occur in stages. Improvements will be made to other parts of the environment through enhancement of the approach to NWM Park from Cambridge Terrace and plantings throughout the area. Articulation of southern edge of bridge to be developed to ensure that appearance is not monolithic. Barrier heights to be as low as possible. Visual assessment will consider weathering of bridge structure and long term visual outcomes. Potential economic effect if NZTA is required to offer favourable rates to ensure occupancy. June

83 Effect Stage Who Mitigation Overall rating improved outdoor recreational spaces for residents and the general public. New outdoor recreational/open space provides improved linkages between recreational spaces in NWM Park and the Basin Reserve. Potential negative effects on the recreational amenity of the Basin Reserve due to the visibility / audibility of the bridge from inside the Basin Reserve once operational. Potential negative effects on the recreational amenity of the Basin Reserve due to construction noise and reduced accessibility during construction. Improved amenity through quality open space design at corner of Cambridge Terrace / Buckle St. O O C W N W N W N Not needed as positive effect. Design quality of the Bridge and landscaping, for example: screening trees, high bridge design values and landscaping. Moderate positive Minor negative The new structure and entrance to the Basin Reserve will screen the view of traffic from the view of batsmen at the crease. Construct the proposed structure Minor within the Basin Reserve early negative (possibly first) so as to provide a physical barrier between the proposed Bridge and the Basin Reserve, to mitigate construction noise and construction visual effects on the Basin Reserve. O N Not needed as positive effect. Significant positive KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community Comment The Bridge will be visible and audible from specific, limited points within the Basin Reserve, and there will be improved access to this recreational facility as a result of the Project. Effects as a result of the construction of the Northern Gateway Building are short-term only. Potential for future active edge to north of landscaped area. June

84 9.5 Community Impacts on school, community sites and private property Effect Stage Who Mitigation Overall Rating Comment Inclusion of new Northern Gateway Building and improved player facilities within Basin Reserve supports community aspirations for continued use and improvement of this sporting venue. Loss of land used for carpark at St Joseph s Church. Improved safety at school gates due to improved drop-off/pick-up spaces for local schools. Potential for construction activities to result in traffic safety issues at schools' drop off (pedestrian and parking) for: St Mark s Church School, and Wellington College. O W, D Not needed as positive effect. Moderate Positive. C O O C W D W D W D Provision of new parking on St Joseph s Church site plus provision of additional land to cover parking loss to the church. Not needed as positive effect. Management of this issue through the development and implementation of a CTMP and program. Ahead of construction discuss programming of construction works to seek to undertake works during holiday periods (or over as short a period as possible). If necessary provide Insignificant Moderate positive Minor negative On-site car parking involves the demolition of a residence on church-owned property. Changes to Dufferin street along school gates to provide a safer pedestrian environment. There will also be a reduction in circulating traffic by up to 50%. This effect is temporary, during the construction period only. Bus drop-off times and locations may need to be altered during construction. Recommend on-going, early communication with the school about changes to minimise any potential disruption during the construction period. June

85 Effect Stage Who Mitigation Overall Rating Comment Potential for construction activities to result in traffic safety issues at schools drop off and pick up (pedestrian and parking) for Mt Cook School. Roading changes in Mt Victoria / local road network could result in potential for reduced access to Wellington East Girls College. Community uncertainty about construction and operational effects of Project. C C, O W D D alternative access arrangements for schools. Management of this issue through the development and implementation of a CTMP and program. Ahead of construction discuss programming of construction works to seek to undertake works during holiday periods (or over a short a period as possible). If necessary provide alternative access arrangements for schools. Modification of Project design of road network to enable continued access for buses to and from school. P D Public information days will assist in developing understanding. Communication with directly affected residents is on-going. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community Insignificant This effect is temporary, during the construction period only. Access to and from the school is not expected to be negatively affected by the project once operational. Recommend ongoing, early communication with the school about changes to minimise any potential disruption during the construction period. Insignificant The Assessment of Traffic and Transportation Effects finds that the majority of school bus routes will not be affected by changes to Hania and Ellice Streets, and ongoing access will be provided by a link road between Ellice Street and Dufferin Street. Minor negative Recommend on-going targeted communication with affected parties about project design and potential effects. June

86 Impacts on accessibility to facilities and commercial areas Effect Stage Who Mitigation Overall Rating Comment Potential for changes to accessibility for The Street City Church and Croatian Cultural Society, due to the removal of right-hand turn into Hania Street from Ellice Street. Changes to Paterson Street could result in reductions in accessibility for vehicles leaving Wellington College during construction. Improved pedestrian and cycling access to St Joseph s Church. Potential for reduced access to local commercial facilities due to local network changes such as the clearway on Pirie Street, and the clearway on Vivian Street during peak hours. Potential for reduced access to local commercial facilities due to local network changes. C O C, O O O W D W D N D N D C, N D N/A Insignificant No direct effects as a result of roading changes are expected. Discussions with Wellington College indicate need to advise them on programming of works so that alternative access to school can be provided. Programming to seek to undertake works during holiday periods (or over as short a period as possible). Not needed as positive effect Minor negative Recommend consideration of traffic needs, especially school buses, exiting school driveway onto Paterson Street. Moderate positive Access from the pedestrian and cycling bridge will be provided to the Church. N/A Insignificant Mitigation has not been recommended by the Assessment of Traffic and Transportation Effects as utilisation in these areas is not considered high. Construction traffic effects will be managed through a CTMP that will seek to optimise the network and provide for road safety, and maintain pedestrian and cycle access where Insignificant June

87 Effect Stage Who Mitigation Overall Rating Comment Potential economic benefits within the study area during construction due to workers in the area increasing patronage of local businesses. Potential negative effect on access to Regional Wines and Spirits during the construction of the Bridge structure and improving east bound State highway. practicable. Construction programme and methods to be discussed with local businesses to reduce disruption. C N Not needed as positive effect. Minor positive C D On-going direct negotiation with the landowners and business owners to resolve. Construction programme and methods to be discussed with local businesses to reduce disruption. KEY Stage P: Planning C: Construction O: Operational Who D: Directly affected N: Neighbours W: Wider community Minor negative June

88 9.5.1 Basin Reserve Mitigation This section identifies the effects of alternative screening mitigation options within the Basin Reserve, comprising either a 55m or a 65m structure within the Basin Reserve. The effects of the alternative mitigation options have been assessed relative to the existing environment and relative to the effects of the 45m structure option assessed in the preceding section. The design of the 55m and 65m screening options are shown in Volume 5: Plan and Drawing Set and are further described in Technical Report 3: Urban and Landscape Design Framework. A summary of the design of each is provided Chapter 3: Project Description of this assessment. Effects of a 55m structure Negative effects as a result of the 55m design for the Northern Gateway Building are related to the construction phase of the Project and include; effects to the accessibility of the Basin Reserve as a through route for pedestrians and cyclists, and effects to the recreational amenity of the Basin Reserve as a result of construction noise and disturbance. The stand has a positive effect as it strengthens the amenity of the Basin Reserve as a sporting facility once operational, by adding additional facilities. The building also mitigates negative effects of the Bridge on the amenity of the Basin Reserve. Effects and mitigation of the 55m structure are not considered to differ significantly from those assessed for the 45m structure. Effects of a 65m building/structure Negative effects as a result of the 65m design for the Northern Gateway Building are related to the construction phase of the Project and include; effects to the accessibility of the Basin Reserve as a through route for pedestrians and cyclists, and effects to the recreational amenity of the Basin Reserve as a result of construction noise and disturbance. The structure has a positive effect as it strengthens the amenity of the Basin Reserve as a sporting facility once operational, by adding additional facilities. The building also mitigates negative effects of the Bridge on the amenity of the Basin Reserve. Effects and mitigation of the 65m structure are not considered to differ significantly from those assessed for the 45m structure. June

89 Additional Effects The table below summarises the effects associated with the 45m structure option and identifies the additional effects caused by the 65m and 55m structure options. Way of Life Criteria 45m structure 55m structure 65m structure Impacts on accessibility, connectivity, patterns of living and mobility Changes to ways of walking & cycling and changes to public transport. Well Being Health and safety Changes to wellbeing and cultural wellbeing Environment and Amenity Noise, vibration and dust Amenity and landscape Community Impact on schools, community sites and private property No specific effects related to the Northern Gateway structure. Potential negative effects on pedestrian and cyclist accessibility through the Basin Reserve during construction of the Northern Gateway Building. Rating: Insignificant Rating: Insignificant Rating: Insignificant No specific effects related to the Northern Gateway Building. No specific effects related to the Northern Gateway Building. No specific effects related to the Northern Gateway Building. Potential negative effects on the recreational amenity of the Basin Reserve due to construction noise and reduced accessibility during construction. Rating: Minor negative Rating: Minor negative Rating: Minor negative Inclusion of the new Northern Gateway Building and improved player facilities within Basin Reserve supports community aspirations for continued use and improvement of this sporting venue. June

90 Criteria 45m structure 55m structure 65m structure Rating: Moderate positive Rating: Moderate positive Rating: Moderate positive Impacts on and accessibility to commercial areas No specific effects related to the Northern Gateway Building. Conclusion Although design options for the Northern Gateway Building differ in size and scale, from a social perspective, the negative and positive effects as a result of the Northern Gateway Building are very similar whether the structure is 45m, 55m or 65m. Overall the differences in effect as a result of the size differences are insignificant. June

91 9.6 Summary of Effects The Project is assessed as having both positive and negative social effects. Overall the positive effects of the Project are: Reduction in traffic congestion saving time and improving safety for both regional and local travellers Improved health, safety and connectivity benefits for pedestrians and cyclists both for local and regional trips Provision of dedicated bus lanes improving access and reducing delays for bus commuters An overall improvement in safety for students being dropped at schools both in terms of crossing points, and safer stopping points for cars and buses Improved access to community facilities or at a minimum no change in standard of accessibility Consideration of the needs of the disabled through the provision of appropriate ramps and other measures in the areas around the bridge and Basin Reserve A strong emphasis on well-designed spaces to improve urban amenity linking from the Basin Reserve to Memorial Park A reduction in traffic on parts of the network thus improving quality of the urban environment particularly for parts of the north and south transport spine Retention of significant historic fabric and protection of the Basin Reserve context. Potential adverse effects of the Project are the following: Visual and amenity effects of the Bridge on immediate and surrounding neighbourhoods Perceived and actual safety issues under and around the Bridge during Project construction Construction effects from noise, dust, vibration, lighting and glare on health and wellbeing Operational effects from the road such as noise, dust and glare on health and wellbeing Reduced accessibility to essential community infrastructure during construction Traffic delays during construction Localised access effects on some businesses particularly during construction June

92 9.6.1 Assessment of effects A number of potential effects raised by the local and wider community interest groups have been addressed through the design process and specialist input into the Project, such as the design of the Bridge, or by decisions taken outside the Project scope, particularly the undergrounding of SH1 in front of the National War Memorial as part of the proposed Memorial Park project. Further consultation with directly affected community groups has also identified further opportunities for the final design to resolve potential issues with regard to access for school buses coming from Wellington College 81. In other cases concerns expressed by the community with regard to potential effects were not expected to occur by the relevant technical specialists, for example although concerns were expressed about air quality in feedback and interviews, the Air Quality Assessment concludes that overall air quality is expected to improve as a result of the Project, and that while some increases are expected in specific locations, these are not expected to exceed the NES for Air Quality. In these cases the effects have been assessed as insignificant as they are unlikely to actually occur. The findings and proposed mitigation contained in the relevant technical reports are relied on, and their results accepted. While potential construction effects such as emissions to air, and construction noise and vibration will be mitigated and managed through the Construction Management suite of plans, the implementation of these plans is key to managing some identified social effects. Discussions as part of further stakeholder consultation identified opportunities for the Project to improve past experiences of local residents during construction. While notification of neighbouring residents is a standard inclusion in construction management plans it is also expressly mentioned in the recommended mitigation in this assessment. Likewise, early notification and communication with neighbouring schools provides the Project with an opportunity to optimise communication of changes with school communities and minimise any disruptions. The key considerations with regard to the IAIA impact categories are summarised below. Way of Life Effects range from significant positive to minor negative. Effects mainly relate to the improvements in accessibility in, around and through the area, due to improved flow of SH1 traffic, reduced congestion and traffic volumes on local roads, and an improved pedestrian and cycling facility. There may be some flow-on health benefits to the local community as a result of the Project encouraging more people to take up active transport modes. The forecast duration of the construction phase is 28 months. A contingency period of six months has been assumed. The expected construction period is 34 months. An assumed start is mid-2014 and the expected completion date is between the end 2016 and mid Disruption to local trips for motorists and users of active transport modes is expected to a certain degree during the construction phase. These effects are temporary, and can be mitigated by communication in local and regional media. It is expected that disruption can be further reduced through project specific construction management plans, and that these 81 Wellington College (29 August, 2012) 82 Construction Environmental Management Plan. June

93 will maintain on-going provision of pedestrian and cycling facilities throughout the construction period. Overall, reductions in the at grade traffic travelling from east to west and the enhanced pedestrian and cycling facilities are expected to improve the traffic situation around the Basin Reserve for motorists, pedestrians and cyclists alike. Negative effects to nearby community facilities and schools particularly are not expected to be more than minor, and in most cases there will be positive changes to street frontages and general pedestrian safety due to the reduced volume of traffic on local roads and improved footpaths and crossing facilities. Minor issues regarding access for buses during construction can be resolved through construction management plans. Wellbeing Effects range from significant positive to minor negative. Negative effects to people s wellbeing may come from short-term construction effects causing disturbance to nearby residences and community facilities, or through process-related issues during the planning phase of the Project, such as uncertainty about effects and timelines. There is the potential for negative effects on personal safety during the construction period, although this is expected to be mitigated by the inclusion of appropriate CPTED measures in the preparation and implementation of construction management plans. Community groups 83 have expressed concerns about personal safety once the Project is operational; however the CPTED assessment concludes that community concerns have been addressed by the Project and that there are no residual safety and security risks as a result of the Project 84. Given the scale of the Project and its proximity to residential properties, local residents may also experience anxiety about construction effects. These effects apply to a limited number of people, and are minimised as far as possible through on-going communication and Project updates, but will nevertheless be experienced by the people in neighbouring communities. In the case of the Grandstand Apartment buildings on Kent Terrace, there are a number of apartments which will overlook the Bridge, and some views are expected to be affected by the Project. This includes increased lighting from street illumination, and moving cars at night. Although full mitigation of this effect may not be achievable, light spill is not expected to exceed 10 lux on residential buildings. Environment and Amenity Changes to the visual environment have the potential to affect the environment and amenity of the Project area. Effects range from significant positive to moderate negative and largely relate to the visual impact of the Bridge structure. These effects include loss of views and visual amenity as a result of the Bridge and its support structures. Given the size and location of the structure, it will have a visual impact on the surrounding environment. The Visual Assessment 85 assess that visual effects will largely be experienced in a dynamic way and will vary with distance and viewpoint location. Mitigation through the design of the 83 Refer to section 8 of this assessment. 84 Refer to 9.2, Technical Report 11: Assessment of Crime Prevention through Envrionmental Design. 85 Technical Report 10: Assessment of Visual Effects. June

94 Bridge itself, as well as landscaping and planting around the Basin Reserve will reduce this impact, as will the proposed Northern Gateway Building, which will partially screen views of the Bridge from within the Basin Reserve. Improvements to open spaces particularly on the corner of Buckle Street and Cambridge Terrace will improve the amenity of the area and link up the green spaces of the Basin Reserve and Memorial Park. While daytime construction noise may not affect residents at work during the day, there is potential that people working from home, shift workers, unemployed and people not in the labour-force may be affected. It is also worth noting that students in the area may be studying from home during the daytime, and as such may be affected by noise and vibration during daylight hours. Visual effects may be experienced by residents during the construction period, due to vehicle storage, construction yards and laydown areas. These potential effects are expected to be managed via appropriate mitigation measures in the CEMP. On-going communication with local residents as part of a proposed communication management plan will inform the local community of what to expect during this time and the contractor will be required to programme works so as to seek to practicably minimise disruption. Noise and vibration effects on the surrounding environment during the construction period can also have an effect on the social environment and management and monitoring over and above the measures employed to mitigate/minimise the effects on the immediate environment may be necessary. This assessment recommends that construction management and communication management plans take into account potential social effects, and provide mechanisms for the on-going monitoring and management of these effects. The Vibration Assessment identifies potential short-term disturbance to occupants of specific buildings as a result of piling activity during Project construction. It is recommended that the option for residents temporarily affected by construction noise and vibration to be temporarily relocated (for the duration of the construction period) is provided, if the impacts on them are too great to maintain normal daily functioning. This requires consideration by NZTA on a case-by-case basis, though in the main this is not anticipated. This should be reviewed once the detailed design and final management plan are complete. This Project is taking place within the context of an urban environment, on a major arterial route. The Noise Assessment establishes that existing road-traffic noise is already high within the Project area, and that the scale of any noise effects as a result of the Project are very small. The Air Quality Assessment finds that any increases in air quality effects will be acceptable with the applicable standards and guidelines for air quality, and once operational, the Vibration Assessment does not expect any differences to traffic-induced vibrations as a result of the Project. Potential negative effects during the construction period due to noise and vibration are expected to be able to be managed through the development and implementation of the Construction Management plan, and that any effects will be temporary and well communicated to affected parties. Negative visual effects as a result of the presence of the Bridge are expected to be mitigated by the design of the bridge structure and landscaping, as far as is possible. Overall improvements to open spaces under and around the proposed Bridge are expected, creating a more usable space for residents and users of active transport modes. June

95 Community Basin Bridge Technical Report 14: Social Impact Assessment Community effects range from moderate positive to minor negative. Potential effects to amenity, community facilities particularly schools and a specific group of residences were among the most frequently commented on, and the most strongly voiced during community consultation. Perceived future effects such as loss of heritage value or loss of recreational amenity are difficult to measure, but arouse strong concern among local communities. The Project team intends to mitigate these potential effects through minimising the visual impact of the Bridge through landscaping, and design treatments to minimise its impact and provide offset mitigation by developing and enhancing public open spaces. The overall social and community impact of the Project is expected to be positive, based on improvements to active transportation networks, development of new green spaces and linkages between existing spaces, as well as enhancing the connectedness of the former Home of Compassion Crèche with the surrounding community, and the creation of a new commercial building within the immediate Basin Reserve environment. Overall effect summary The overall effect of the Project is assessed to be positive, largely given the improvements to regional and local road networks, active transportation networks, development of new green spaces and linkages between existing spaces. These will improve accessibility and amenity for local residents and pedestrians and cyclists moving through the area, as well as improve the safety of active transport users and motorists. Negative effects generally relate to the construction phase of the Project, are expected to be able to be mitigated through sound construction management practices and through on-going communication with the affected parties throughout the project. Some potential visual effects in specific, limited locations may not be able to be fully mitigated. June

96 10 Proposed Mitigation Measures Basin Bridge Technical Report 14: Social Impact Assessment 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 9). For consistency and cross-referencing purposes, the table below is structured to reflect the IAIA effects categories. IAIA Effects Category Effect Proposed Mitigation Way of Life Accessibility and Connectivity Way of Life Accessibility and Connectivity Way of Life Accessibility and Connectivity Reduced accessibility between Mt Victoria and Basin Reserve at the intersection of Hania and Ellice Streets, due to construction activity. Reduced access for emergency vehicles to and from Wellington Hospital as a result of construction activity limiting traffic flows at certain times. Potential reduced accessibility for motorists on roads due to disruption caused by construction activity between Mount Victoria and Cuba Street on SH1, and at the intersection of Pirie Street/ Vivian Street with Kent and Cambridge Terrace. This may result increased congestion and change currently available traffic movements for limited periods causing The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs. In addition to this, it is recommended that targeted actions are carried out for ACE House, including site walk-overs, and a presentation of signage to be used during construction, before construction begins. The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs. In addition to this, it is recommended that a robust communications strategy is established, including a community reference group prior to construction beginning. The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs. In addition to this, it is recommended that a robust communications strategy is established, including a community reference group prior to construction beginning. June

97 Way of Life Walking, cycling and public transport Wellbeing Health safety Wellbeing Health and safety Wellbeing Health safety Wellbeing Changes wellbeing cultural wellbeing Basin Bridge Technical Report 14: Social Impact Assessment inconvenience and frustration to local communities. Potential negative effects on pedestrian and cyclist accessibility through the Basin Reserve during construction of Northern Gateway Building. The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs, noting that these seek to maintain pedestrian and cycle access where practicable. It is further recommended that the CTMP provides for maintained access to public transport throughout construction. Potential negative effects to The SIA supports the conclusions of the CPTED and perceived personal security assessment, noting that design decisions already for pedestrians under and incorporated into the Project have minimised actual around the bridge as a result and perceived risks to pedestrians. of spaces under the bridge attracting anti-social behaviour, particularly after dark. Potential negative effects to The SIA supports the conclusions of the CPTED perceived and actual assessment that relevant construction management personal security for plans take account of CPTED principles to mitigate pedestrians under and this potential effect. around the Bridge during construction. Potential safety hazard to This effect has been minimised through the Project and pedestrians and cyclists design, including a 1.4m high barrier along the using the Bridge due to pedestrian / cycle lane of the bridge; and the low possibility of falling / jumping height of the bridge itself (9m to road surface). off the Bridge. to and Environment and Amenity Noise, vibration and dust Environment and Amenity Noise, vibration and dust Effect of increased light from street lights / car taillights on apartments. Potential negative effect on wellbeing from increased road noise and vibrations At nearby schools, and At nearby residential buildings. Potential negative effect on wellbeing from increased noise and vibrations during project construction: At nearby schools, and At nearby residential buildings. The Project design includes measures to minimise this effect; street lighting is to be directional and shrouded so as to reduce glare; lighting from vehicles is below the height of proposed road side barriers; a proposed green trellis will reduce light effects on windows at Grandstand Apartments. The SIA supports the findings of the Noise and Vibration assessment with regards to potential noise increases being very small. The Project design already includes mitigating measures such as low noise road surfaces. The SIA supports the recommendations of the Noise and Vibration Assessment that construction effects are to be addressed through the implementation of a CNVMP, in particular the recommendation that works are scheduled to minimise disruption to neighbouring schools and residents. It is further recommended that communication with neighbouring residents, schools and businesses takes place prior to construction. June

98 Environment and Amenity Noise, vibration and dust Environment and Amenity Amenity and Landscape Environment and Amenity Amenity and Landscape Environment and Amenity Amenity and Landscape Environment and Amenity Amenity and Landscape Environment and Amenity Amenity and Landscape Potential for negative effects to health and wellbeing from dust and construction related pollutants to air: at nearby schools, and at nearby residential buildings. Perceived negative impact of the bridge on the character and quality of the Basin Reserve as a sports facility / event venue. Loss of visual amenity due to visual impact of bridge and support structures blocking views of Basin Reserve and sky: for nearby residents, for pedestrians moving through the area, from Dufferin St, and Govt House gates Perceived severance of the Basin Reserve from Mt Cook/ Mt Victoria / Newtown / Te Aro communities due to the bridge acting as a barrier. Potential negative effects on the recreational amenity of the Basin reserve due to the visibility / audibility of the bridge from inside the Basin Reserve once operational. Potential negative effects on the recreational amenity of the Basin reserve due to construction noise and In addition to this it is recommended that the option for residents temporarily affected by construction noise and vibration to be temporarily relocated (for the duration of the construction period) is provided, if the impacts on them are too great to maintain normal daily functioning. This requires consideration by NZTA on a case-by-case basis, though in the main this is not anticipated. This should be reviewed once the detailed design and final management plan are complete. The SIA supports the recommendations of the Air Quality Assessment, that appropriate air quality controls during the construction period are managed via the CAQMP, including monitoring and complaint response. The Project design includes measures to mitigate this effect, including the design quality of the bridge, landscaping and plantings. The Northern Gateway Building will tie the bridge structure into the entrance to the Basin Reserve and screen the view of the bridge for players on the batting crease inside the grounds of the Basin Reserve, and will entirely or partially screen views of the bridge from many other public viewing points within the Basin Reserve. The SIA supports the findings of the Visual Assessment, noting that the design of built elements and landscape treatments already have incorporated mitigating measures for visual effects as far as practicable. This effect has been minimised through the Project design, including the design of the bridge; planting and landscaping around the bridge; and the creation of new open spaces linking with the Basin Reserve context. The SIA supports the findings of the Visual Assessment and the Noise and Vibration Assessment, noting that the design of built elements and landscape treatments already have incorporated mitigating measures for visual effects and noise mitigation measures. The SIA supports the findings of the Noise and Vibration Assessment and the Transportation Assessment that construction effects can be managed via the CNVMP and the CTMP. June

99 Community Impacts to schools, community sites and private property Community Impacts to schools, community sites and private property Community Impacts to schools, community sites and private property Community Impacts to community facilities and commercial areas Community Impacts to community facilities and commercial areas Community Impacts to schools, community sites and private property Community Impacts to community facilities and commercial disturbance construction. Basin Bridge Technical Report 14: Social Impact Assessment during Loss of land used for carparks at St Joseph s Church. Potential for construction activities to result in traffic safety issues at schools drop off (pedestrian and parking) for: St Mark s Church School, and Wellington College. Potential for construction activities to result in traffic safety issues at schools drop off and pick up (pedestrian and parking) for Mt Cook School. Changes to Paterson Street could result in reductions in accessibility for vehicles leaving Wellington College during construction. Potential negative effect on access to Regional Wines and Spirits during the construction of the Bridge structure and improving east bound State highway. Community uncertainty about construction and operational effects of Project. Potential for reduced access to local commercial facilities due to construction activity. Temporary construction effects may not be able to be fully mitigated, and it is further recommended that the community reference group is kept informed of the schedule of works prior to and throughout the construction period. The Project will also provide a solution for the church to enable to continued use of the church as a community facility. The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs. It is further recommended that on-going, early communication with the schools and local businesses is carried out prior to construction to further minimise and disruption as a result of construction activities. This effect has been mitigated by community consultation carried out throughout the Project development, including direct consultation with neighbouring residents. It is further recommended that communication with neighbouring residents is included in the CEMP, including representation of residents in the community reference group. The SIA supports the recommendations of the Transportation Assessment, including the management of construction effects through the implementation of a CTMP and SSTMPs. June

100 areas Basin Bridge Technical Report 14: Social Impact Assessment It is further recommended that the schedule of works and construction methods are discussed with local businesses (including I-Kids) prior to construction, to reduce disruption. Further Recommendations IAIA Effects Category Community (all) Community (all) Community (all) Proposed Mitigation Measures The Construction Environmental Management Plan (draft provided in Volume 4) which will be finalised and implemented to minimise adverse effects of construction activities also include a communications strategy to detail how and when construction management information will be communicated to the public, stakeholders and directly affected landowners. Tools that may be utilised include information in the local press, radio advertisements, information boards, flyers, newsletters and direct contact. Establish a community reference group, to include key stakeholders such as schools, local businesses and local residents, prior to and throughout the construction phase. Include a stakeholder liaison representative to provide a conduit between the community and the Project team. Feedback/complaints database established for the construction phase to ensure that community, stakeholder and individual issues are addressed and that appropriate responses are provided for all queries. June

101 11 Future Work Basin Bridge Technical Report 14: Social Impact Assessment As identified throughout the report, the assessment is guided by the information that is known at this time. As the process progresses through designation, construction and operation, regular reviews of the effects identified in the SIA should be undertaken as changes may result as detailed design and construction methodology evolve. The future work required will include, but is not limited to: Further community engagement including key stakeholders and directly affected individuals (see detailed recommendations in the mitigation section above); Finalisation of a construction management plan and the details communicated to the community, key stakeholders and the community; Establishment of a database for recording and responding to community, stakeholder and individual requests, complaints or statements; and Review effects identified in the SIA and address as appropriate. Possible establishment of a community reference group and nominated project liaison representative. Monitoring While no specific monitoring of the social environment, or of mitigations proposed in this assessment is recommended, any specific measures which will require on-going monitoring - such as the complaints management system - are to be implemented and managed through the relevant construction management plans 86 (these mitigations are also noted in the assessment of effects in section 9 above). Review of Construction Environmental Management Plans has been undertaken by the social assessment team throughout their development, up to the point of lodgement. These reviews have been carried out to ensure that the relevant recommendations from the social assessment are included. 86 Refer to details of monitoring required during the construction period included in the; CAQMP (section 4.1 and 4.4), NVMP (section 5.1 and 5.2), and the CEMP (section 6.1 and 6.2). June

102 12 Conclusion and Recommendations 12.1 Conclusion Basin Bridge Technical Report 14: Social Impact Assessment The overall social and community impact of the project is expected to be positive, based on improvements to active transportation networks, development of new green spaces and linkages between existing spaces, improving walking and cycling facilities as well as the connectedness of the former Home of Compassion Crèche to the surrounding community, and the creation of a new commercial building within the immediate Basin Reserve environment. Adverse effects on nearby community facilities and schools in particular are expected to be minor, provided the recommended mitigation is adopted. In most cases there will be positive changes to street frontages and general pedestrian safety due to the reduced volume of traffic on local roads and improved footpaths and crossing facilities. Effects on the visual amenity of the Project area can be mitigated for most viewing audiences, however effects to certain limited residences may not be able to be fully mitigated. Minor issues regarding access for buses during and after construction can be resolved through traffic management in final detailed design. There is the potential for negative effects during the construction period due mainly to noise and vibration, it is expected that this will be managed as appropriate as part of the Construction Management plan, and that any effects will be temporary and well communicated to affected parties Recommendations It is important that there is on-going communication, not just with residents but also with key community points such as the local schools in the immediate project environment, to keep them informed during the construction period. As part of the communication management plan it is recommended that measures are included to provide the opportunity for residents and community facilities to air any complaints and have issues resolved during the construction period. A community reference group is suggested along with a dedicated project liaison officer. Advance communication of construction activities in the area, particularly changes to traffic movements and parking facilities will enable schools to communicate safe transport movements and behaviours to their respective communities, and minimise any potential disruption to their normal activities. June

103 Appendix 14.A: Literature Review Basin Bridge Technical Report 14: Social Impact Assessment Social Impact Assessment (SIA) as a specific concept originated in the 1969 National Environmental Policy Act of the United States of America (NEPA) and later became widespread as a decision making tool in developed countries 87. Recently, its use as a supporting tool for decision-making is gaining popularity with major infrastructural projects in developing countries. SIA is now a mandatory requirement for major road infrastructure projects funded by the World Bank 88, European Investment Bank, Asia Development Bank and other major international financial institutions 89. The International Association for Impact Assessment 90 (IAIA) defines SIA as the processes of 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. Its primary purpose is to bring about a more sustainable and equitable biophysical and human environment. Vanclay and Becker (2003) 91 expanded on the implications of this definition, describing SIA as a broad umbrella or overarching framework that embodies the evaluation of all human impacts. Impacts included in this framework are: aesthetic (landscape analysis), archaeological and heritage, community, cultural, demographic, development, economic and fiscal, gender assessment, health, indigenous rights, infrastructural, institutional, political (human rights, governance, democratization), poverty assessment, psychological, resource issues (access and ownership of resource), tourism and other impacts on societies. To obtain a full appreciation of these to enable them to be categorised needs the consideration of SIA 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, service and facilities; Their political system 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 the quality of 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 where health is understood in a manner similar to the World Health Organisation definition: a state of complete physical, mental, and social 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; 87 U.S. Department of Commerce, National Oceanic and Atmospheric Administration National Marine Fisheries Service (1994) Guidelines and Principles for Social Impact Assessment 88 Koji Tsunokawa and Christopher Hoban (Edit) 1997 Roads and the Environment A Handbook World Bank Technical Paper No Becker H & Vanclay F (eds) 2003, The International Handbook of Social Impact Assessment: Conceptual and Methodological Advances, Edward Elgar, Cheltenham, UK. June

104 Basin Bridge Technical Report 14: Social Impact Assessment Their fears and aspirations perceptions about safety, fears about the future of their communities, and aspirations for their future and the future of their children. International SIA Practices Social Impact Categories SIA has become firmly established internationally as an important aspect of environmental impact assessment. Australia In Australia, the State Government has amended its Local Government Act to incorporate the principles of Ecologically Sustainable Development (ESD) 92. All levels of government have agreed that ESD is based on three under-pinning principles: development that safeguards the welfare of future generations, providing for equity within and between generations, and Protecting biological diversity and maintaining essential ecological processes and lifesupport systems. Under this ESD paradigm LGA practitioners have identified the following social impact categorisation relevant to major road infrastructure projects in the federal, state and local governments. Population characteristics Present population and expected change Ethnic and racial diversity Demographic mix Fluxes in temporary residents, seasonal and leisure visitors Community and institutional structures Local government and links to the larger political system Patterns of employment and industrial diversification Voluntary organisations Religious and other interest groups Political and Social resources Distribution of power and authority - participation, discrimination Income and wealth distribution Legal and civil rights Individual and family change Health Education Personal safety Family and friendship networks Community resources Natural resources and land use Physical environment 92 June

105 Basin Bridge Technical Report 14: Social Impact Assessment Recreation Availability of housing and community services Viability of community life Historical and cultural resources - indigenous and non English-speaking background SIA is also a requirement under the Commonwealth/ State Strategic Assessment Agreement for approval under its Environmental Protection Act United States In the US, SIA is a statutory requirement under several acts of legislation such as the Magnuson Fisheries Conservation and Management Act 1976 and the Outer Continental Shelf Lands Act The predominant legislation though, is the National Environmental Policy Act The social impact assessment variables required under this legislation include: Population Characteristics which mean the present population and expected change, ethnic and racial diversity, and influxes and outflows of temporary residents as well as the arrival of seasonal or leisure residents. Community and Institutional Structures which mean the size, structure, and level of organization of local government including linkages to the larger political systems. They also include historical and present patterns of employment and industrial diversification, the size and level of activity of voluntary associations, religious organizations and interests groups, and finally, how these institutions relate to each other. Political and Social Resources that refers to the distribution of power authority, the interested and affected publics, and the leadership capability and capacity within the community or region. Individual and Family Changes referring to factors which influence the daily life of the individuals and families, including attitudes, perceptions, family characteristics and friend-ship networks. These changes range from attitudes toward the policy to an alteration in family and friendship networks to perceptions of risk, health, and safety. Community Resources including patterns of natural resource and land use; the availability of housing and community services to include health, police and fire protection and sanitation facilities. A key to the continuity and survival of human communities are their historical and cultural resources. Under this collection of variables we also consider possible changes for indigenous people and religious sub-cultures. 93 Vanclay, F International Principles for Social Impact Assessment. Impact Assessment & Project Appraisal 21(1): U.S. Department of Commerce, National Oceanic and Atmospheric Administration National Marine Fisheries Service (1994) Guidelines and Principles for Social Impact Assessment. June

106 Canada Basin Bridge Technical Report 14: Social Impact Assessment In Canada, SIA is a statutory requirement under the Canadian Environmental Assessment Act 95. Stevenson 96 (1995) described the way it categorised the impacts of major road projects on people and communities as: Displacement of Residents residents may be displaced by the construction of a road due to additional impacts like the economic impact resulting from acquiring new housing at a new location; social and psychological impacts due to the disruption of social relationships and establishing relationships in a new social environment; or changes in type and tenure of housing. Displacement of Businesses and Community Services road projects may remove or cause relocation of businesses and community services such as churches, community centres or parks. Businesses and community services may have difficulty in obtaining suitable relocation sites; they may lose clients, and on relocation, may incur additional costs to re-establish. Impacts on Residents how residents may be disrupted and inconvenienced by detours, local road closures, dust, noise, heavy equipment traffic on existing roads, changes in the level of service, safety hazards, and interference with emergency services during the construction phase. Occasionally, there is vibration damage to near-by structures. On the positive side, SIA also describe how residents may benefit from construction employment. Travel time, gas consumption, accidents and inconvenience to users generally decrease. The roadway increases access to jobs, schools, stores, recreation and other community services and amenities. These effects can be reflected in increased land values. However, there may be negative impacts for some residents living near the roadway. These include increased noise, pollution and aesthetic impacts. Some of these impacts can be mitigated. Impacts on Businesses and Community Services socio-economic impacts on businesses and community services can be positive and negative. During the construction phase, some businesses and community services may lose clients, while other businesses may obtain additional business. When the roadway is operational, changes in traffic patterns may increase or decrease the clients for some businesses and community services. Impacts on the Community- community impacts can be considered positive or negative. The most significant impacts are likely to result from the displacement of residents, businesses and community services. This, in turn, affects the community as customers, and members of businesses and community services, jobs and social relationships are lost. The loss of residents can have an additional effect of disrupting the social relationships in the community, creating a further loss for those who remain. Disruption of residents can lead to a loss of satisfaction with life in the community and reduced participation in community activities. Forkenbrock and Weisbrod (2001) 97 give a very good account on transportation factors that affect people and communities, summarizing the various practices of categorising SIA 95 André, P. and D. Bitondo (2001)."Development of a Conceptual and Methodological Framework for the Integrated Assessment of the Impacts of Linear Infrastructure Projects on Quality of Life". Canadian Environmental Assessment Agency Research and Development Monograph Series 96 Mark Stevenson (1995), Social Impact Assessment of Major Roads paper presented to the 20 th World Road Congress, Montreal. June

107 effects/impacts used widely in the international arena. This is now largely adopted by major international funding organisations for project appraisals. Road transportation factors affecting travel time savings while traffic congestion and pressure areas may be shifted to another part of the township, travel time, congestion and incidents may be reduced, relieving pressure on some parts of the city, and increasing certainty of arrival time. Road transportation factors affecting safety crash rate may decrease, improved travel convenience thus reducing confusion and conflicting vehicles, no more pot holes and improved driving on smooth surfaces. Road transportation factors affecting VOC 98 savings resurfacing results in smooth roads which reduces loads and thus improve fuel efficiency. Good flow will reduce stop-and-go thus improve fuel use. Straight and short roads improve time taken for travel and reduce fuel use. Road transportation factors affecting alternative transport modes - There are three major ways in which new or upgraded transportation facilities may affect the viability of alternate transportation modes i.e. Upgrading roads can increase vehicular traffic; Street widening can create barriers; and Transportation projects can displace or disrupt facilities (e.g. bicycle trails, sidewalks, and public transport stops may have to be moved to make way for other facilities) Road transportation factors affecting accessibility - Transportation projects can directly affect the accessibility of households and businesses in a given location in the following ways: Improvements to public transport systems can expand travel options and opportunities for residents and sometimes reduce traffic congestion. Improvements to road system capacity and traffic control can reduce travel times to and from affected areas for those with vehicles. Any type of transportation infrastructure (including highways, rail lines and other fixed guideways, terminals, stations, and parking lots) can represent a physical barrier to pedestrian or vehicular movement, thereby reducing accessibility to preferred destinations. During construction of transportation projects, there can be considerable disruption of travel, and access to numerous destinations can be adversely affected. Road transportation factors affecting community cohesion - Changes in transportation systems can affect community cohesion in several ways including. Direct effects of household and business relocation; Direct effects of structural barriers; and Indirect effects of psychological barriers; Road transportation factors affecting economic development - Economic development effects occur as the end result of other direct effects that a transportation project has on travellers and non-travellers. Five specific factors or mechanisms at the root of economic 97 Forkenbrock DJ (Public Policy Centre University of Iowa) and Weisbrod GE of Economic Development Group - Guidebook for Assessing the Social and Economic Effects of Transportation Projects, NCHRP Report 456 (2001) 98 Vehicle operating cost June

108 development effects from transportation projects include: (1) business travel costs, (2) business market reach, (3) personal travel costs, (4) job access, and (5) quality of life. Road transportation factors affecting neighbourhood noise levels - Traffic noise varies with the volume and type of traffic as well as with the physical geography of the terrain surrounding the roadway. A transportation project can bring about a series of noise related effects within a community. Road transportation factors affecting visual quality in a community - Transportation projects can directly affect the visual quality of an area in the following ways: construction of new structures may disrupt the visual quality of an area; blocking views of existing community features, including significant landmarks, open space, and special vistas; change the visual structure of an area and add visual clutter to the environment. Road transportation factors affecting property values and land use - Transportation projects affect property values and land use as a result of their direct effects on other social and economic factors. These include: Changes in accessibility; Changes in safety; Changes in noise; Changes in visual quality; Changes in community cohesion; and, Changes in business productivity Road transportation factors affecting distributive effects - With changes in transportation systems, the beneficiaries of a particular project may be difficult to identify because they are dispersed across a region, However negative effects such as noise, community disruption, and other effects often occur along a relatively narrow area immediately adjacent to the road. Even when a project provides net gains across a region, the relative benefits and costs accruing to individuals and groups within the region vary so that those who must tolerate the worst effects may not be enjoying benefits commensurate with the costs they bear. New Zealand Approach to SIA In New Zealand SIA is a legal requirement for matters covered by the Resource Management Act 1991 framework, particularly under section 5(2), providing for the avoidance, remediation and mitigation of the impacts of use and development of resources on the environment (including people and communities). Schedule 4(2) is also relevant as it provides for the consideration of neighbourhoods and the communities when preparing an assessment of environmental effects. Major road infrastructure projects require SIA in support of environmental approval applications to consenting authorities. The RMA does not provide a standard framework for preparation of SIA and most SIA work has been guided by the IAIA guidelines. MWH 99 (2010) conducted a study on social effects of four options for the Nelson Arterial routes. The study defines SIA as the effects of a proposed plan of action on the social well being of the communities affected by that action. It then emphasised the three important aspects of social wellbeing namely community severance, amenity and recreation. 99 Corydon Consultants Ltd for MWH, October 2010 Nelson Arterial Traffic Study: Social Impact Assessment of Selected Options June

109 Community severance refers to physical and psychological social severance 100 (or dislocation) of communities caused by its interaction with roads and traffic. Amenity - refers to the quality and characteristics of an area that contribute to people s appreciation of its pleasantness, aesthetic coherence and cultural and recreational attributes. Recreation refers to passive and active, organised and informal or social interaction that contribute to people s mental as well as physical wellbeing. Applying these as basis for assessment, consideration of the impacts of traffic has been focussed on noise and air quality as two major categories. The study considered noise as not just a nuisance but also takes effect via two independent physiological mechanisms, i.e. via the hearing and indirectly through the way it affects attention spans and behaviour. Regarding air pollution, the World Health Organisation (WHO) 101 has found that the effect of traffic related air pollution is one of the leading concerns in traffic issues. The approach for the social effects assessment of the Western Ring Route Waterview Connection 102 was regional and local focus. It categorised regional issues into transport accessibility and connectivity, economic growth and development, environmental sustainability, and healthy communities. At the local level it considered effects during the planning phase, effects during the construction phase, and effects once operational. The specific health and cultural impact assessments were not part of the SIA for this project. 100 Grigg, A.O. and Ford, W.G. 1983, Review of Some Effects of major roads on urban communities, transport and Road Research Laboratory Supplementary Report 778, Berkshire. 101 WHO - Health Aspects of Air Pollution with Particulate Matter, Ozone and Nitrogen Dioxide - Report on a WHO Working Group Bonn, Germany (January 2003) 102 BECA on behalf of NZTA RoNS Project: Western Ring Route Waterview Connection (July 2010) Assessment of Social Effects June

110 Appendix 14.B: Basin Reserve Demographic Profile of Local Study Area The demographic profile describes the existing environment and assists in the identification of potential community groups which may be affected by the Project, particularly those which are not in direct proximity to the Project, but which may take a particular interest in it, such as community groups defined as neighbours or wider community in the assessment of effects. The geographic boundaries of the demographic study area are wider than the Project area (see figures 14.2 and 14.B.1) as the Basin Reserve is a regionally important sporting and recreational facility, as well as a key transport hub. Boundaries for the demographic study area have been largely selected to follow natural boundaries around the area: the waterfront to the north; the town belt to the east, parks and areas of low residential population to the south; parks, town belt and motorway to the west. As the immediate Project area has a low resident population, the selection of these boundaries was to ensure that connections between areas of higher residential population, and community facilities including the Basin Reserve itself were considered. Census Statistics The following demographic profile has been prepared from Census data prepared by Statistics New Zealand. The profile is based on data from the 2006 Census with the inclusion of some data from the 2001 and 1996 Census for comparison. It is important to note that the data from the 2006 Census is now six years out of date, but remains the most appropriate dataset available to compile a study area profile. A Geographic Information System has been used to identify the study area. The study area has been delineated by selecting the Meshblocks of interest. Meshblocks are geographical units defined by Statistics New Zealand, containing a median of approximately 87 people in Meshblock data for the Wellington City was extracted from the Statistics New Zealand Website. The meshblocks relevant to the study area were then extracted from the Wellington City dataset. Meshblocks with a population of zero were removed from the study area dataset and statistics on a number of aspects were then compiled from the study area dataset. For some of the analysis, the larger Census Area Units have been used. For population projection analysis, Census Area Units have been used because population projections are not available at meshblock level. This means that population totals for projections (by Area Unit) do not match population totals for counts (by meshblock) as the areas do not match exactly. Census data classified as confidential by Statistics New Zealand has not been included in this analysis. The study area is shown in Figure 14.B.1 below. The population of the study area is 33,267. The population of Wellington City, of which the study area is a subset, is 179,466. Figure 14.B.1 shows the population density of the study area and surrounding area. June

111 Figure 14.B.1: Location of the study area in the Wellington Region June

112 Figure 14.B.2: Location of the study area within Wellington City Usually Resident Population June

113 Table 14.B.1 shows the usually resident population and rates of change for the study area. A total of people lived in the study area meshblocks in 2006 representing approximately 19% of the population of Wellington City. Between 1996 and 2006, the population of the study area increased by a total of 7473 people. Population growth in the study area was greater than Wellington City in general between both (10.5% compared with 4%) and (16% compared with 9%). Table 14.B.1: Usually Resident Population ( ) Usually Resident Population 2006 Area Change Change Study Area % 16% Wgtn City % 9% Population Projections The following table provides a summary of population projections to the year Projections are provided for area units, rather than meshblocks, as Statistics NZ only provides population projections at the area unit level and above. The area units used to provide population projections do not exactly match the study area but a best fit approach has been taken to select area units that will give an indication of projected population change. Three alternative series (designated low, medium and high) have been produced by Statistics New Zealand for each area unit using different assumptions about mortality, fertility and migration. The medium series is considered the most suitable and has been used in Table 14.B.2 below, showing the usually resident population at 2006 and projections at five yearly intervals until All of the area units show a projected population increase, however there is predicted to be a population increase of approximately 49% for the study area, compared with approximately 29% for Wellington City between 2006 and June

114 Table 14.B.2: Population Projections to 2031 Population Projections 2006 Area Usually Resident Population Population Projection Area Unit Description Lambton Willis Street-Cambridge Terrace Aro Street-Nairn Street Mt Cook-Wallace Street Mt Victoria West Berhampore Newtown West Newtown East Adelaide Oriental Bay Total of Area Units in Study Area Wellington City Age Structure Table 14.B.3 below, provides a summary of the age structure of the study area. Age structure provides information about the proportion of residents of working age, pre employment age and post-employment age. Working age refers to the years between inclusive. Graph 14.B.1 below shows the difference in the distribution of ages between the study area and Wellington City. The study area has a higher percentage of residents in age ranges between 15 and 34 years, and a lower number of residents in all other age ranges than Wellington City. The biggest difference is in the year range; 21.5% of the study area fall into this range, compared with 10% of Wellington City. June

115 Table 14.B.3: Age Structure 2006 Age Structure Yrs 5-9 Yrs Yrs Yrs Yrs Yrs Yrs Yrs Yrs Yrs Yrs Yrs Yrs 65 Yrs and Over Study Area No Study Area % Wgtn City % % 2.5% 2.4% 9.7% 21.5% 15.2% 10.6% 7.0% 5.5% 4.3% 4.4% 3.6% 2.3% 5.9% 6% 6% 6% 7% 10% 9% 9% 9% 8% 7% 6% 5% 4% 8% Graph 14.B 1: Age Structure 2006 Ethnic Composition The ethnic composition of the study area and the ethnic composition of Wellington City is summarised in Graph 14.B.2 below. Within the study area there is a distinct ethnic composition. Over half of residents in the study area identify as belonging to European ethnic groups (61.1%). The second largest group is Asian ethnicity (14.5%) followed by Maori, Pacific Peoples and MEELA* ethnic groups. While the ethnic composition of the study area follows roughly the same proportions of each ethnic group as Wellington City, it has slightly higher numbers on non-european ethnicities. June

116 Graph 14.B.2: Ethnic Composition Comparison *Middle Eastern, Latin American, African Ethnicity Languages Spoken Table 14.B.4 below identifies the number of people who speak each language. The total percentage of languages spoken exceeds 100% because some people speak more than one language. The table shows that there are fewer residents within the study area who speak English (88%) than in Wellington City generally (92%). It also shows that there are a higher number of speakers of Maori, Samoan and other languages in the study area than in the wider Wellington area. Table 14.B.4: Languages Spoken Languages Spoken 2006 English Mäori Samoan NZ Sign Language Other Not Elsewhere included* Study Area Wgtn City Study Area % 88.0% 2.6% 2.9% 0.5% 22.5% 9.2% Wgtn City % 92.2% 2.2% 2.2% 0.5% 19.3% 5.1% *Includes responses not included in the available categories and those with no language e.g. too young to talk. June

117 Country of Birth Basin Bridge Technical Report 14: Social Impact Assessment Table 14.B.5 shows that within the study area the majority of residents (62%) were born in New Zealand compared. This compares with 72% of residents of Wellington City who were born in New Zealand. Table 14.B.5: Country of Birth Country of Birth 2006 New Zealand born Overseas born Unknown Study Area Wgtn City Graph 14.B 3: Country of Birth June

118 Years Since Arrival in NZ for People not Born in New Zealand Table 14.B.6 below shows the years since arrival in New Zealand for people who were not born in New Zealand. In the study area, 57% of non-nz residents arrived nine years ago or less, while in Wellington City this is 46%. The study area has fewer immigrants having arrived in New Zealand more than nine years ago across all groups. Table 14.B.6: Years since arrival in New Zealand Years Since Arrival in New Zealand Years Years Years Years Years 50 Years or More Not Known Study Area Wgtn City Study Area 57% 15% 8% 7% 4% 4% 5% Wgtn City 46% 18% 9% 10% 7% 6% 4% Graph 14.B.4: Years since arrival in New Zealand Occupied Households The Census defines a household as either one person of two or more people who usually reside together and share facilities (e.g. cooking, living and bathroom facilities). The table below summarises the number of occupied dwellings in the study area. In 2006 the study area included 19% of the 68,706 occupied dwellings in Wellington City. Sixty-three percent of dwellings within the study area were classified as flats/townhouses/apartments. Table 14.B.8 shows the number of residents per dwelling and the occupancy rates for the study area and for Wellington City. The occupancy rate for dwellings within the study area is 2.3, slightly lower than that of Wellington city with 2.6, suggesting smaller, single-person dwellings. June

119 Table 14.B.7: Occupied Dwellings Private Occupied Dwellings 2006 Separate House Two or More Flats, Units, Townhouses, Apartments, Houses Joined Together Other Occupied Private Dwelling, Not Further Defined Total Study Area Table 14.B.8: Number of residents per dwelling Number of Usual Residents in Dwelling 2006 One Two Three Four Five Six Seven Eight or More Occupancy Rate Study Area Number of Dwellings Wgtn City Number of Dwellings Graph 14.B.5: Number of residents per dwelling in study area June

120 Graph 14.B.6: Number of residents per dwelling in study area Household Composition While more households in the study area fell into the one-family household group than any other, at 42%, this was much lower than the number of one family households in Wellington City, which was 62%. There is more than twice the number of non-family multi-person households in the study area than in Wellington City. Multi-person households describes households where residents are not related to one another, such as in flatting situations. The larger number of one person households (31%) in the study area than in Wellington City (25%) reflects the lower occupancy and higher proportion of single-resident dwellings in Table 14.B.8 above. Table 14.B.9: Household composition Household Composition 2006 One-family household* Two-family household* Three or more family household* Other Multi- Person Household One Person Household Household Composition Not Know Study Area 42% 1% 0% 22% 31% 4% Wgtn City 62% 2% 0% 10% 25% 2% *Family households may be with or without other people. June

121 Graph 14.B.7: Household composition Graph 14.B.8: Household composition of study area Household Mobility Table 14.B.10 below provides a summary of the number of years that people have lived at their usual residence in the study area. This data provides a simplified measure of the mobility of the residency in the study area. Almost half the population (42.8%) within the study area have lived in their usual residence for less than a year, with 28.2% having lived in their usual residence for 1-4 years. The number of residents across the remaining groups drops off dramatically with each five year increase in period of occupancy, suggesting a highly mobile population. Table 14.B.10: Number of years at usual residence June

122 Years at Usual Residence 2006 Basin Bridge Technical Report 14: Social Impact Assessment 0 Years 1-4 Years 5-9 Years Years Years 30 Years or More Not Elsewhere Included Number of People in Study Area Graph 14.B.9: Household composition of study area Transport Household vehicle ownership provides information about the mobility and economic status of a population. A comparison of the number of vehicles that households have access to in the study area and in Wellington City is shown in Table 14.B.11 below. The percentage of households with no motor vehicle access within the study area (29%) is roughly double that of Wellington City (14%). Just under half of households in both areas have access to a single motor vehicle (44% and 45% respectively), while Wellington City has roughly double the percentage of households with access to two motor vehicles (295) that the study area has (15%). June

123 Table 14.B.11: Household access to motor vehicles Household has Access to Motor Vehicles 2006 No Vehicle Motor One Vehicle Motor Two Vehicles Motor Three or More Motor Vehicles Not Known Study Area Wgtn City Study Area % 29% 44% 15% 5% 7% Wgtn City % 14% 45% 29% 9% 4% Graph 14.B.10: Household access to motor vehicles Graph 14.B.11: Households with access to motor vehicles in study area Journey to Work June

124 The means of travel to work provides key information for understanding community travel patterns and movements. Almost a third of residents (31%) within the study area walked or jogged to work as their main means of travel to work, while this was the case for 15% of Wellington City residents overall. Twenty-eight percent of residents drove to work (car, truck or van) in the study area, while in Wellington City 40% of residents travelled using this mode. Table 14.B.12: Main means of travel to work Main Means of Travel to Work for Those Aged 15 Years and Over and Employed 2006 Worked at Home Did not go to Work Today Drove a Car, Truck or Van Passeng er in a Car, Truck, Van Public Bus Motor Cycle or Power Cycle Bicycle Walked or Jogged Other or Not Known Study Area Wgtn City Study Area % 4% 9% 28% 4% 16% 1% 3% 31% 6% Wgtn City % 5% 10% 40% 5% 17% 1% 2% 15% 5% Graph 14.B.12: Main means of travel to work June

125 Graph 14.B.13: Main means of travel to work in the study area Education Highest qualification data provides a snapshot of the education status of the population within the study area and within Wellington City. Percentages falling into each category were similar across the study area and the wider Wellington City area, although there was a slightly smaller percentage (8%) of people with no qualification in the study area than in Wellington City (10%), and a slightly higher percentage (33%) of secondary or equivalent qualifications in the study area, compared with Wellington City (31%). Table 14.B.13: Highest qualification Highest Qualification for Those Aged 15 Years and Over 2006 No Qualification Secondary School or Equivalent Post Secondary School Certificate or Diploma Bachelor Degree Post Graduate Not Known Study Area Wgtn City Study Area % 8% 33% 15% 23% 11% 10% Wgtn City % 10% 31% 19% 22% 11% 7% June

126 Graph 14.B.14: Highest qualification Graph 14.B.15: Highest qualification in study area Employment Status Employment status provides an indication of the proportion of residents engaged in full time or part-time work. The data provided below is from the 2006 Census and was collected before the global economic downturn. Employment status is known to have changed since that time. The 2006 figures show a similar percentage of people in each of the employment status categories for both the study area and in Wellington City, but with the study area having 1% more unemployed residents, and 4% fewer full-time employed residents than Wellington City. Table 14.B.14: Employment status June

127 Employment Status for Those Aged 15 Years and Over 2006 Employed Full-time Employed Part-time Unemployed Not in the Labour Force Not Known Study Area Wgtn City Study Area 51% 15% 5% 23% 6% Wgtn City 55% 15% 4% 24% 3% Graph 14.B 16: Employment status Graph 14.B.17: Employment status Household Income Household Income is a composite measure of the income earned by individual residents of each household. This data provides an insight into the economic condition of households in the study area. It is also necessary to recognise that the number of working household June

128 members influences household income. The median weekly rent paid in the study area gives an indication of the cost of living in that area. The median household income for the study area was $6,200 lower than Wellington City, while weekly rents were $31 higher in the study area. Graph 14.B.18 below shows that the study area has a high number of residents in both the top income band (23%) and in the bottom income band (15%), a greater mix of socioeconomic statuses than in Wellington City. Table 14.B. 15: Total household income Total Household Income 2006 $20,000 or Less $20,001 - $30,000 $30,001 - $50,000 $50,001 - $70,000 $70,001 - $100,000 $100,001 or More Not Known Median Income Median Weekly Rent Paid Study Area $68,000 $301 Wgtn City $74,200 $270 Graph 14.B.18: Total household income June

129 Graph 14.B.19: Total household income Housing Tenure Household tenure provides some insight into the economic situation of households, however it is important to take account of the fact that household tenure is also subject to individual preference. Not owning a home does not necessarily denote low socio-economic status. Figures in Table 14.B.16 below show the difference in ownership patterns between the study area and the city in general. Twenty-three percent of residents own or part own their dwelling in the study area, compared with 47% in Wellington City. Graph 14.B.20 shows that of the properties that are rented, the majority are rented from a private landlord (72%) although a number of tenants rent accommodation from Public housing providers like Housing New Zealand. Table 14.B. 16: Tenure of household in private occupied dwellings 2006 Tenure of Household, for Households in Private Occupied Dwellings 2006 Dwelling Owned or Partly Owned by Usual Resident(s) Dwelling Held in a Family Trust by Usual Resident(s) Dwelling Not Owned by Usual Resident(s) Not Elsewhere Included Study Area Wgtn City Study Area 23% 6% 62% 9% Wgtn City 47% 10% 37% 5% June

130 Graph 14.B.20: Tenure of household in private occupied dwellings Graph 14.B.21: Tenure of household in private occupied dwellings in study area June

131 Graph 14.B.22: Owner of rental housing Graph 14.B.23: Owner of rental housing in study area June

132 Deprivation Basin Bridge Technical Report 14: Social Impact Assessment Deprivation refers to the state of observable and demonstrable disadvantage of a community relative to the wider nation. The Deprivation Index uses a number of Census statistics to provide a relative overall measure of the advantage or disadvantage that a community experiences. The Deprivation Index was prepared by the Department of Public Health, University of Otago, in 2007 and combines nine variables from the 2006 census which reflect eight dimensions of deprivation. A deprivation score is provided for each meshblock in New Zealand. The deprivation score is provided as a scale from 1 to 10, with 10 representing the most deprived 10% of New Zealand. The variables that make up the Deprivation Index, in order of decreasing weight are: Income Income Owned home Support Employment Qualifications Living space Communication Transport People aged receiving a means tested benefit People living in equivalent households with income below an income threshold People not living in own home People aged <65 living in a single parent family People aged unemployed People aged without any qualifications People living in equivalent households below a bedroom occupancy threshold People with no access to a telephone People with no access to a car Figure 14.B.3 below shows the deprivation scores for the meshblocks within the study area. While the lower deprivation areas tend to be towards the north-east of the study area approaching Oriental Parade and the harbour, the area closest to the Basin Reserve has the highest level of deprivation. It also illustrates the mix of residential incomes, throughout the study area, where high and low deprivation scores occur in neighbouring meshblocks, particularly along Adelaide Road. June

133 Figure 14.B.3: Deprivation levels of meshblocks in the study area School Decile Ratings June

134 School decile ratings are determined by the Ministry of Education and take account of the socio-economic status of the families of pupils at the school. Information is drawn from the Census and includes household income, occupation, household crowding, educational qualifications and income support. The Census information for each category is drawn from the meshblocks in which the pupils of the school reside. Decile ratings are based on the last Census in The decile ratings range from 1-10 and 10% of schools are assigned to each rating. A rating of 1 indicates a high proportion of disadvantaged children and a rating of 10 indicates a low proportion of disadvantaged children. Decile ratings for schools within the study area are outlined in the table below. The high decile ratings for many of the schools, compared with the deprivation ratings in the table above suggests that students at many of the schools come from a wider catchment than the immediate study area. Table 14.B.1: School decile rating School Decile Rating 2006 School Decile Rating Clyde Quay School 8 Mt Cook School 10 Wellington East Girls College 10 St Marks Church School 10 Wellington College 10 Wellington High School 9 Moriah college 9 Te Aro School 6 Kelburn Normal School 10 St Annes School 3 Newtown School 4 South Wellington Intermediate School 7 Central Regional Health School 1 Berhampore School 4 Wellington Girls College 10 Queen Margaret College 10 Thorndon School 10 Kimi Ora School 8 Sacred Heart Cathedral School 9 St Mary's College 9 Clifton Terrace Model School 9 June

135 June

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