proposal te whau pathway social impact assessment · methodology overview 4. 3. statutory and...

Proposal

Te Whau Pathway Social Impact Assessment

Prepared for Auckland Council

Prepared by Beca Limited

3 April 2019


Revision History Revision Nº Prepared By Description Date

1 Jess Rose/Sarah MacCormick Draft for internal review (Amelia) 26/8/18

2 Jess Rose/Sarah MacCormick Draft for internal review (Ailsa/Cushla) 28/8/18

3 Jess Rose/Sarah MacCormick Draft for client review 30/11/18

4 Sarah MacCormick Second draft for client review 15/3/19

4 Sarah MacCormick Final for lodgement 3/4/19

Document Acceptance

Action Name Signed Date

Prepared by Jess Rose/ Sarah MacCormick

3/4/19

Reviewed by Amelia Linzey

3/4/19

Approved by Cushla Loomb

3/4/19

on behalf of Beca Limited


Beca // 15 March 2019 4217284 // NZ1-15458745-52 0.52 // page 1

Contents

1 Introduction 2 1.1 Purpose and scope of this report 2 1.2 Assumptions 2 1.3 Project description 2

2 Assessment Methodology 4 2.1 Preparation for this Report 4 2.2 SIA Process and Framework 4 2.3 Methodology overview 4

3 Statutory and Policy Framework for considering social impacts 8 3.1 Statutory parameters 8 3.2 Regional and Local Plan context 8

4 Existing Social Environment 10 4.1 Introduction 10 4.2 Wider Community Area 10 4.3 Community Areas 13 4.4 Community Area 1 15 4.5 Community Area 2 18 4.6 Community Area 3 20 4.7 Community Area 4 24 4.8 Neighbourhood Areas 26

5 Social Impact Assessment 27 5.1 Introduction 27 5.2 Potential positive Wider Community Area impacts 27 5.3 Potential social impacts – construction 29 5.4 Potential social impacts – operation 32

6 Conclusion 35 6.1 Construction Impacts 35 6.2 Operation Impacts 35

8 Bibliography 37

Appendices

Appendix A Community facilities map



1 Introduction

1.1 Purpose and scope of this report This Social Impact Assessment (SIA) is one of several specialist reports prepared for Auckland Council’s Te Whau Pathway Project (the project). Its purpose is to inform the Assessment of Effects on the Environment Report (AEE) and to support the resource consent application required for the development of Te Whau Pathway.

This report assesses the potential construction and operational social impacts of the project. The assessment is based on the Scheme Design Drawings for the project provided in the AEE.

The purpose of this report is to:

Identify and describe the existing social environment; Describe the social consequences and potential impacts of the Project (both from construction and

operation); Recommend potential measures, as appropriate to avoid, remedy or mitigate potential adverse social

impacts (including any management plans required); and Present an overall conclusion of the level of potential adverse social impacts of the project assuming that

the recommended measures are implemented.

1.2 Assumptions This report has been based on the drawings and the construction methodology for the works provided in the AEE report. This SIA is an assessment on the information available at the time of preparing the report.

Measures are recommended to address potential social impacts identified for the project. Depending on the implementation of these measures, the assessed impacts of the project will change (reduce in scale). This again, will be reviewed as the final scheme design and construction management regime is finalised. Specific management measures, particularly in respect of managing design and implementation details seek to provide a mechanism to consider and respond to potential social impacts arising from subsequent design development.

1.3 Project description Te Whau Pathway is a shared path that will link the Waitemata and Manukau Harbours. The principle main alignment is approximately 11.8km with 3.2 km of connecting paths, a total length of 15km. The path will largely follow the western side of the Whau River and will be designed to accommodate pedestrians and cyclists.

Te Whau Pathway will provide a high-quality shared path that is safe and almost entirely segregated from vehicular traffic. It will also provide connections to the wider cycle network including the New Lynn/ Avondale rail link and the North Western motorway cycle path.

The project started as the Whau West Greenway in 2011/12 a concept put forward by Whau River Catchment Trust and the Greenways Project Inc. It was presented and approved in principle by the Whau Local Board. A similar concept was promoted in 2013 through a HOOP-LA research project called Muddy Urbanism. The river edge pathway idea started to gain traction and in 2014 the Whau Coastal Walkway Environmental Trust was established by a group of locals keen to bring the vision into being.



The project is a collaborative partnership project between the Whau Coastal Walkway Environmental Trust, Auckland Council, Auckland Transport, the Whau and Henderson-Massey Local Boards, Te Kawerau a Maki and Ngāti Whātua Ōrākei.

The Whau catchment is a mixture of residential, commercial and industrial development, historically the Whau river has a long history of human transportation. Māori for centuries used the Whau as an important route for transporting waka between the two coasts of Te Ika a Maui. For Tangata Whenua, the water has significant spiritual values especially revealed in its alternative Maori name Waitahurangi (“Waters of Tahurangi”). Through the project and subsequent development of the pathway, there will be opportunity to share both the local and cultural stories of the Whau river and surrounding catchment through education and interpretative signage.

The construction of the pathway will deliver 3m wide concrete paths on land and 4m wide boardwalks through the coastal marine area. The overall pathway will connect 33 reserves, esplanade reserves, sports parks and roads. The pathway will also connect the various communities of Green Bay, New Lynn, Avondale, Kelston, Glendene and Te Atatu as well as a number of schools.

At the beginning of 2017, Auckland Transport sought public feedback on the scheme plan and preliminary design for the Te Whau Pathway Route. In June 2017, the scheme plan and preliminary design was completed.

The pathway is being built in stages. Construction for the earlier stages began in 2015. Between 2015 and 2016 pathways were completed at Archibald, Ken Maunder, Olympic Park, McLeod park. Roberts Field and Tiroroa Reserve were completed in 2018. To date, 3.9km of pathway has been constructed. Just under 700m of pathway at Rizal/Sandy Lane is currently in detail design phase to be delivered in FY19/20 and is not included in this resource consent application. This Resource Consent application applies to the remaining approximately 10.4km of path, comprising approximately 7.1km of proposed boardwalk and 3.3km of proposed footpath.

During 2017, a concept design for the remainder of the pathway was undertaken. The dates below outline the series of events:

March / April 2017 – Public feedback on the scheme plan and preliminary design; June 2017 – Scheme plan and preliminary design complete; 2017 / 2018 – Completed construction of paths in Roberts Field, Tiroroa Reserve; 2017 / 2018 – Planned construction of paths in Queen Mary Reserve (application no. LUC60307203) and

Rizal Reserve (application no. LUC60307205); 2018 / 2019 – Current resource consent application prepared and applied for the remaining sections for

Te Whau Pathway (including coastal marine area boardwalk).

On completion the pathway will feature strategically placed seating, viewing and rest areas and art work. Weed control and community plantings of native plant species will also be delivered through the project.

The development of the pathway will be a significant link in Auckland’s network of cycling and walking routes and will aim to improve community connection to and appreciation of the Whau River.



2 Assessment Methodology

2.1 Preparation for this Report The preparation for this report has included:

A site visit to the project area and surrounds (public land); Review of other technical reports including noise and vibration, transport, landscape and visual and

proposed construction methodology; Review of previous stakeholder and community engagement (led by Auckland Council) between 2015

and 2018, including a public consultation period in March and April 2017; Review of aerial photography to identify properties with boat access, and any properties near the

proposed boardwalk; and Meetings by the SIA reporting team with some of the potentially affected landowners (over March and

August 2018).

2.2 SIA Process and Framework The International Association of Impact Assessment (IAIA) defines a Social Impact Assessment as:

‘…the process 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’.

The IAIA notes that SIA can be undertaken in different contexts and for different purposes, but that the following principle is important across all SIA:

‘The improvement of social wellbeing of the wider community should be explicitly recognised as an objective of planned interventions and as such should be an indicator considered by any form of assessment. However, awareness of the differential distribution of impacts among different groups in society, and particularly the impact burden experienced by vulnerable groups in the community should always be of prime concern’

The methodology adopted for this SIA has been developed to identify and predict the key social impacts of the construction and operation of Te Whau Pathway from the perspective of those potentially affected by it to support the AEE prepared for the resource consent application.

2.3 Methodology overview This section outlines:

The social science methods used to gather, analyse and present the social data; Community and stakeholder engagement activities used to understand social impacts including the

information provided and questions asked; and The methods used to identify and evaluate potential social impacts and opportunities to remedy or

mitigate those impacts.



2.3.1 Scope, context and literature review

2.3.1.1 Census and GIS data

The following information sources and methods have been used to prepare this SIA:

Census Data: to confirm profile of communities as recorded by Statistics New Zealand Census 2013 (and where relevant, 2006);

GIS data to assist in establishing the existing environment and understanding potential impacts, primarily recreational access to Te Whau River.

2.3.1.2 Site visit

A site visit was undertaken by the Project team and technical specialists on 7th December 2017. Attendees walked and drove along most of the alignment of the path, where accessible on public land.

2.3.1.3 Literature review

Relevant Te Whau Pathway specialist reports (appended to AEE); Review of community engagement summaries from Auckland Council (between 2015 and 2018) Social/environmental impact assessments of similar projects in New Zealand; Auckland Council policies; Local board plans; and School data (i.e. school rolls and Education Review Office Reviews – where relevant).

2.3.2 Engagement summary

Community Engagement for the Te Whau Project has been led by Auckland Council and has been undertaken over various Project stages from 2015 to present. A summary of key engagement activities is provided below:

Public feedback period 13 March – 16 April 2017. Feedback was sought on the pathway’s route and design, local knowledge about how people will use it and any potential issues.

Whau Local Board – workshop held 5th December 2017. Whau Coastal Walkway Environmental Trust – steering group meetings held monthly. Auckland Council Parks – steering group meetings held monthly. Forest and Bird – letter sent January 2018. Meeting in December 2018. Cycle Action Auckland – meeting held January 2018. Letter of support provided by Cycle Action

Auckland. Walk Auckland – meeting held January 2018. Letter of support provided by Walk Auckland. Harbourmaster – meetings held January and November 2018. Department of Conservation – meeting held 8th March 2018. Hauraki Gulf Forum – letter sent January 2018. Properties on Corregidor Place (4, 6,10,12,16 and 22 Corregidor Place) and southern side of Wingate

Street (adjacent to Rizal Reserve) – letters sent January 2018. Meeting offered to residents. Transpower – letter sent January 2018 and subsequent discussions. Letters, hui and phone calls to various Mana Whenua representatives (as outlined in the AEE).

A number of meetings were organised by Auckland Council in 2018 to discuss the Project with some potentially affected landowners along the route. These meetings were a follow-up from earlier engagement led by Auckland Transport. The purpose of these meetings was to update people on the scheme design and



explain next steps. These were attended by Sarah MacCormick (social impact) and/or Wade Robertson and Sue McManaway (landscape/visual), and involved the following:

1. Between March and April:

a. 26 March 2018: 2/40 Koromiko Street, New Lynn

b. 26 March 2018: 3/40 Koromiko Street, New Lynn

c. 28 March 2018: Span Farm Boat Yard – 20 Akatea Road, Glendene

d. 18 April 2018: 21 Kelston Street, New Lynn

2. In August and September 2018 follow up meetings were held to inform residents of the current plan for consenting purposes and get feedback on potential mitigation options and were led by Auckland Council. These meetings included:

a. 24 August 2018: 2/40 Koromiko Street, New Lynn

b. 18 September 2018: 47 Koromiko Street, New Lynn

c. 18 September 2018: 125 Lynwood Street, New Lynn

d. 11 October 2018: 21 Kelston Street, New Lynn

2.3.3 Impact identification and assessment

This report identifies and assesses the key social impacts experienced by the community. Impacts have been grouped for assessment by Project phases, being:

Construction phase; and Operational (post-construction) phase.

This report is guided by the social impact matters described in the International Association of Impact Assessment guidelines. The SIA process has used these guidelines to consider the potential social impacts of the Project, on the basis of the existing community, the nature of the proposed works, and the consequential social impacts anticipated.

The International Association of Impact Assessment (IAIA) describes a range of social impact categories. The IAIA categories have been used as a guide and the following selected as most relevant to this project:1

People’s way of life – how they live, work, play and interact with one another on a day-to-day basis. Included in this category is an assessment of culture including customs (related to people’s use of the water and public open space). Also included is an assessment of fears and aspirations related to privacy impacts from the pathway.2

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

1 International Principles for Social Impact Assessment 2003 – SIA principles – Frank Vanclay

2 Both culture and fears and aspirations can be assessed separately but have been included in the one category for the purposes of this assessment.



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

The assessment of social impact is considered as either: positive or negative on the basis of whether the anticipated social consequences will either enhance or detract from the community values, social processes or social infrastructure identified in the Community Profile.

The scale of impact is identified as between very low, low, moderate, high or very high as shown in Table 2.1 below. This assessment is made on consideration of the assessed potential severity (e.g. how much it will change people’s way of life etc.) and distribution (e.g. number of people impacted) of the impact.

Table 2.1: Matrix to determine scale of social impacts in this SIA

Severity

Distribution within ‘community’3

Short or temporary – minor change to current social conditions (up to 3 months)

Transitional – measurable change to current social conditions (between 3 months and 1 year)

Long term or permanent - major or permanent change, impacts expected for over a year or beyond construction

Small (between 0 and 10% of the community)

Very Low Low Moderate

Medium (a moderate amount of people, up to 50% of the community)

Low Moderate High

Large (widespread across the community, e.g. more than 50%)

Moderate High Very High

In Section 5, the SIA Report outlines the social impact assessment on a wider community, local and individual property scale as well as recommended mitigation. There is then an assessment provided of the social impacts taking into account the proposed mitigation recommendations. The conclusion provides and overall assessment of the positive and adverse impacts of the Project.

3 It is noted that the severity of the impact is assessed based on the particular community scale in which the effects are perceived/experienced. For example, in some instances a high impact will be experienced at a Neighbourhood level, while it equates to a moderate impact at the scale of Community Areas. The community scales are further explained in Section 4 below.



3 Statutory and Policy Framework for considering social impacts

3.1 Statutory parameters

3.1.1 Resource Management Act 1991 (RMA

The Resource Management Act 1991 (RMA) requires the decision-making process to include consideration of the actual and potential effects of activities on the environment. The RMA definition of the environment in Section 2 includes (emphasis added):

a) Ecosystems and their constituent parts, including people and communities;

b) All natural and physical resources; and

c) Amenity values; and

d) The social, economic, aesthetic, and cultural conditions which affect the matters stated in paragraphs (a) to (c) of this definition or which are affected by those matters.

This definition is central to define the social impacts with respect to the environment. Other sections of the RMA such as section 5 are also integral to an assessment of social effects. Section 5 defines the purpose of the RMA: to promote the sustainable management of natural and physical resources. Sustainable management means (emphasis added):

“Managing the use, development and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic and cultural wellbeing and for their health and safety…”

Section 7(c) states that (emphasis added):

“all persons exercising functions and powers under the Act… shall have particular regard to… the maintenance and enhancement of amenity values.”

Schedule 4(2) states that any person preparing an assessment of the effects on the environment should consider the following matters (emphasis added):

“Any effect on those in the neighbourhood and, where relevant, the wider community including any socio-economic and cultural effects.”

3.2 Regional and Local Plan context Relevant Regional and Local Planning documents that are relevant to the Te Whau Pathway are outlined briefly below.

3.2.1 Auckland Plan 2050

The Auckland Plan 2050 is a strategic plan which considers how Auckland Council will address key challenges in the future such as high population growth, shared prosperity, transportation, and environmental degradation.



One of the six key outcomes for the Auckland Plan 2050 is Transport and Access: Aucklanders will be more easily able to get to where they want to go and will have choices about how they get around. The Plan states that it is essential that more people walk, cycle or travel by public transport as Auckland continues to grow.

Te Whau Pathway is a key project for achieving the goal of increasing the public’s transport options and providing them with a safe option for walking and cycling in the west Auckland area and therefore contributes to the outcomes of the Auckland Plan 2050.

3.2.2 Whau Local Board Plan 2017

Outcome 3 of the Whau Local Board Plan 2017 is “It’s 20 minutes to all we need by walking, cycling and public transport”. A key objective of this outcome is to build more paths to local facilities and public transport. The Whau Local Board has identified Te Whau Pathway as a key initiative in achieving this objective, and states that it will advocate for its funding in the 10-year Budget.

3.2.3 Henderson-Massey Local Board Plan 2017

Outcome 5 of the Henderson-Massey Local Board Plan 2017 is “It is easy to get around without a car”. The local board is looking to extend its active transport networks across west Auckland and beyond. A key of objective of this outcome is “safe footpaths and cycleways enable people to reach key destinations in a timely manner’”. A key initiative outlined to achieve this objective is working with neighbouring local boards to deliver Te Whau Pathway and enhance connectively between parks and key council facilities.



4 Existing Social Environment

4.1 Introduction Te Whau Pathway is located in west Auckland and will run north from the suburbs of Green Bay and Blockhouse Bay through to New Lynn, Kelston, Glendene and up to Te Atatu South, stopping at the Northwestern Motorway (State Highway 16), where it will connect to the Northwestern Cycleway.

The SIA has established a Study Area for the purposes of profiling the existing environment and for assessing local social impacts associated with the Project. The Study Area includes a Wider Community Area, Community Areas and Neighbourhood Areas, as shown in Figure 1 below. The Study Area extends over the Whau and Henderson-Massey Local Board areas.

Figure 1 SIA Area community impact scale explanation

Figure 1 shows that those at a Neighbourhood level are within a Community Area and Wider Community Area. Therefore, those experiencing neighbourhood impacts will also experience the wider community area and community area impacts.

4.2 Wider Community Area The SIA assess some impacts at a wider community scale which includes all four Community Areas. It is acknowledged that there will be people from the wider Auckland Region who will experience the pathway, however it is likely to be on a lesser scale than those in the surrounding community. The Wider Community Area is shown in Figure 2 below.

Wider community area (includes all four Community Areas)

Community Area Impacts (individual community areas)

Neighbourhood Area

Study Area



Figure 2 Map showing the wider community study area with the Te Whau pathway alignment

4.2.1 Existing cycling infrastructure

The existing cycleway infrastructure for the community is shown in Figure 3 below. Once complete, Te Whau Pathway will result in a large increase in the available cycleway infrastructure for the area.

Sections of Te Whau Pathway have already been built and established along Portage Road, past Olympic Park, through Ken Maunder Park, Archibald Park, McLeod Park and Bridge Avenue Reserve. The next stage of works will connect these built sections with a network of boardwalks and shared cycle/pedestrian paths.

The average percentage of people using active or public transport to get to work across all four community areas is 12% (2013 data), which was slightly lower than the overall percentage of Aucklanders use public or active transport to get to work (15.4%). It is likely that this percentage has increased since early sections of Te Whau pathway were built in 2015, and through the progressive upgrading of the Auckland Transport public transport system.



Figure 3 Cycling infrastructure across the four community areas



The existing social environment for the four Community Areas is described in Sections 4.3 – 4.6 below.

4.3 Community Areas The four Community Areas are made up of the following Census Area Units4 (CAUs):

1. Community Area 1: Green Bay, Blockhouse Bay, Rewarewa and Avondale South.

2. Community Area 2: Avondale West, Lynnmall and Glenavon

3. Community Area 3: New Lynn North, New Lynn South, Kelston Central, Glendene South, Glendene North.

4. Community Area 4: Mcleod, Wakeling

The sections below outline key social facilities contained in each community area and identifies potentially sensitive land uses for the purposes of the social impact assessment (Section 5). The extent of the Study Area and Te Whau Pathway alignment is illustrated in Figure 4 below.

4 Census Area Units are non-administrative geographic areas that, in terms of size are larger than meshblocks but smaller than territorial authorities. They

are a tool used by Statistics New Zealand to gather more detailed statistics on defined local areas within territorial authorities. Census Area Units within

urban areas normally contain a population of 3,000–5,000 people. Census Area Units have been used as a useful tool to gather and compare statistical

information.



Figure 4 Map showing the overall Te Whau Pathway alignment (demarcated in red) with the surrounding Community Areas researched as part of this Social Impact Assessment highlighted (Auckland Transport, 2017).

Community Area 1

Community Area 2

Community Area 3

Community Area 4



4.4 Community Area 1 Community Area 1 (see Figures 5 and 6) covers the suburbs of Green Bay, Blockhouse Bay and the southern parts of New Lynn and Avondale. These suburbs are largely residential with some industrial activity. Community Area 1 is located on the north-western edge of the Manukau Harbour, 15km from the CBD. Portage Road runs through the centre of the Community Area. Te Whau Pathway runs from the southern end of Portage Road at the Manukau Harbour, and continues down the length of the entire road, eventually connecting to the Whau River. Community Area 1 encapsulates the following four CAUs:

Green Bay Blockhouse Bay Rewarewa Avondale South

Figure 5 Census Area Units within Community Area 1

Green Bay

Avondale South

Rewarewa

Blockhouse Bay



Figure 6 Community Area 1 in relation to the Te Whau pathway alignment

In terms of community facilities, the area is well resourced. There are several shopping areas within a close radius of the residential areas. These areas are also serviced by medical facilities, gyms, community hubs and play centres. A central focal point of the area is the Titirangi Golf Club which is a 56ha golf course in the centre of Community Area 1, it runs for 1.3km alongside Portage Road. The golf course acts as a divider between the western suburbs of Rewarewa and Green Bay and the eastern suburbs of Blockhouse Bay and Avondale South, meaning Te Whau Pathway may be more convenient to access for residents from Avondale South and Blockhouse Bay.

4.4.1 Community profile

The 2013 census data indicates that the usually resident population of Community Area 1 is approximately 20,124 people. In the absence of more up to date census data, the 2018 population projections suggest the population is now 23,040. The population growth across all the CAUs between 2006 and 2013 was 1032 people or 5%. The predominant ethnic group in the Community Area is New Zealand European, followed by Asian. In terms of household composition, there is a higher proportion of people living in homes that they do not own in Community Area 1 (61%).The median income for individuals within Community Area 1 is $26,125, this is slightly lower than the Auckland wide median of $29,600. In 2013, approximately 4.5% of people were unemployed, compared with the wider Auckland area unemployment rate of 4.6%. The average percentage of people in full time work was 44% across all four CAUs.

4.4.2 Educational Facilities

There are a number of primary and secondary schools in Community Area 1, as outlined in Table 2 below. Appendix A contains a community facilities map which shows the distribution of these schools across the study area. Most schools in this area are culturally diverse, with high proportions of students with Pacific Island, Māori and Asian backgrounds.

Community Area 1



Table 2 Schools within Community Area 1.

Map ref (Appendix A)

School Level Decile Roll Size Approx. distance from pathway5

1 Green Bay High School Secondary 8 1387 1.9 km 3 Green Bay Primary School Primary 7 655 1.6 km 9 New Lynn School Primary 4 352 1.1 km 12 Oaklynn Special School Special Education 4 141 1.2 km 22 Chaucer School Primary 4 215 0.8 km 23 Blockhouse Bay Intermediate Intermediate 5 871 0.25 km 24 Auckland International College Secondary (private) 8 252 0.85 km 25 St Dominic’s Catholic School Primary 6 268 0.65 km 34 Blockhouse Bay School Primary 7 578 1.3 km

4.4.3 Existing Movement Demand/Travel Patterns

Table 3 shows the travel data for each of the CAUs in Community Area 1. The 2013 Census indicates that most residents in full time employment in Community Area 1 travel to work by private vehicle (58%) compared to 23% of the Auckland area population. Great North Road is a vital link for residents in this area to access other areas of Auckland such as the central CBD to the east and Henderson and other western suburbs to the west including the Waitakere Ranges which are an important recreational resource. There are also several bus links in the area, with bus stops within approximately 200 and 600m from the proposed pathway (see Transport Assessment).

Table 3 Existing travel patterns in Community Area 1.

CAU % residents using public/active transport to get to work

% residents using private vehicles to get to work

% residents with access to 1 or more cars

Green Bay 12% 59% 95% Blockhouse Bay 11% 56% 96% Rewarewa 12% 59% 94% Avondale South 9% 59% 97% Average 11% 58% 95%

4.4.4 Reserves and Recreation Areas

The key reserves and recreational areas in Community Area 1 include the Green Bay Domain, Taupiko Reserve, Karaka Park, the Blockhouse Bay Beach Reserve, Gittos Domain, Shipton Reserve, Blockhouse Bay Recreational Reserve, Miranda Reserve, Lawson Park, Sister Rene Shadbolt Park and Craigavon Park. Sister Rene Shadbolt Park and Craigavon Park are located beside the proposed alignment for Te Whau Pathway. The locations of these parks are shown in the community facilities map provided in Appendix A.

5 Auckland Council GIS Maps have been used to measure the approximate distance of schools from the pathway



4.5 Community Area 2

4.5.1 Overview

Community Area 2 (see Figures 7 and 8) covers the suburbs of north and west Avondale and New Lynn east. This area has a large retail sector with residential areas and some industrial activity. Community Area 2 is comprised of the following CAUs:

Avondale West Glenavon Lynnmall

Figure 7 Census Area Units within Community Area 2.

Avondale West

Glenavon Lynnmall




A key focal point for Community Area 2 is the Lynn Mall which is a large shopping centre with big box retail stores, supermarkets, smaller retail outlets, medical centres and gyms. There are also sports facilities in the area, including the Olympic Park athletics track and football club and the Avondale Racecourse (which is the largest green space in the area).

4.5.2 Community profile The 2013 census data indicates that the usually resident population of Community Area 2 is approximately 13,512 people. The population growth over all the CAUs between 2006 and 2013 was 705 people or 5%. In the absence of more up to date census data, the 2018 population projections suggest the population is now 17,430. The predominant ethnic group in the Community Area 2 is Asian, followed by New Zealand European.In terms of household composition, there is a higher proportion of people living in homes they own in Community Area 2 (54%). The median income for individuals within the Community Area is $20,166 this is much lower than the Auckland wide median which is $29,600. In 2013, approximately 8% of people were unemployed in the Community Area, compared with the wider Auckland area unemployment rate of 4.6%. The average percentage of people in full time work was 43%.

4.5.3 Educational Facilities Community Area 2 has six schools which are listed in Table 4 below. Most schools in this area are culturally diverse, with high proportions of students from Pacific Island, Māori and Asian backgrounds.

Table 4 Schools within Community Area 2

Map ref School Level Decile Roll Size Approx. distance from pathway

28 Glenavon School Primary 1 251 1.4 km

Community Area 2



Map ref School Level Decile Roll Size Approx. distance from pathway

73 St Mary’s School Primary 3 182 0.35 km 74 Immanuel Christian School Composite (private) 996 76 1 km 76 Rosebank School Primary 2 464 1.7 km 77 Avondale College Secondary 4 2771 1.6 km 78 Avondale Intermediate Intermediate 2 296 1.6 km

4.5.4 Existing Movement Demand/Travel Patterns Great North Road is a vital link for residents in this area to access other areas of Auckland such as the central CBD to the east and Henderson and other western suburbs to the west including the Waitakere Ranges which are an important recreational resource.

The New Lynn train station is located close to the Lynn Mall, 600m from the pathway. This provides an accessible and efficient link to the CBD and other parts of the city for residents in this area. There are also several bus links in the area with bus stops within approximately 200 and 600m from the proposed pathway (see Transport Assessment)..

Table 5 shows the travel data for each of the CAUs in Community Area 2. The 2013 Census indicates that most residents within the Community Area travel to work by private vehicle (56%) compared to 23% of the Auckland area population.

Table 5 Existing travel patterns within Community Area 2



% residents with access to one or more cars

Lynnmall 13% 58% 88% Glenavon 25% 53% 92% Avondale West 13% 56% 92% Average 17% 56% 91%


The key reserves and recreational areas in Community Area 2 include the Bob Hill Reserve, Olympic Park, Whau Bridge Reserve, Whio Reserve, Rizal Reserve, Arawhata Reserve and Ken Maunder Park. These reserves and Recreation Areas are notated in the community facilities map provided in Appendix A.

4.6 Community Area 3 Community Area 3 (see Figures 9 and 10) covers the suburbs of Glendene, Kelston, New Lynn North and New Lynn South. This area is largely residential with some industrial activity, mostly located within Glendene South. Community Area 3 is comprised of the following CAUs:

Glendene North Glendene South Kelston Central

6 Not identified for composite schools



New Lynn North New Lynn South

In terms of community facilities, Community Area 3 has little in the way of shopping or services. It is likely that residents travel east to the New Lynn Mall or south to Glen Eden to shop and access key services. This centre is located approximately 2.5 km south of Community Area 3. Community Area 3 does have a large industrial area which provides services such as car parts, mechanics, packaging and boat services. There are several sports fields and schools in the area as discussed in the following sections.


New Lynn South

New Lynn North

Kelston Central Glendene South

Glendene North





The 2013 census data indicates that the usually resident population of Community Area 3 is approximately 16,914 people. Within Community Area 3 the population growth across all the CAUs between 2006 and 2013 was 978 people or 6%. In the absence of more up to date census data, the 2018 population projections suggest the population is now 19,990. The predominant ethnic group in Community Area 3 is New Zealand European, followed by Asian. In terms of household composition, there is a higher proportion of people living in homes they do not own in Community Area 3 (53%).The median income for individuals within Community Area 3 is $25,100 this is lower than the Auckland wide median which is $29,600. In 2013, approximately 7% of people were unemployed in Community Area 3, compared with the wider Auckland area unemployment rate of 4.6%. The average percentage of people in full time employment was 45%.


There are a number of primary and secondary schools within Community Area 3 as listed in Table 6 below. The community facilities map provided in Appendix A shows the distribution of these schools across the area. Most schools in this area are culturally diverse, with high proportions of students with Pacific Island, Māori and Asian backgrounds. All but one of the schools in Community Area 3 are located within Kelston Central (Glendene School is located in Glendene North).

Table 6 Schools within Community Area 3

Map ref

School Level Decile Roll Distance from pathway (km)

39 Glendene School Primary 2 158 0.8 km 55 Kelston Intermediate Intermediate 2 285 0.8 km 56 St Leonards Road School Primary 3 523 1.6 km 57 Kelston Boys’ High School Secondary 3 678 0.8 km 59 Kelston School Primary 3 317 1.2 km 60 Kelston Deaf Education Centre Special School 2 89 1.4 km 61 Kelston Girls’ College Secondary 2 491 1.6 km

Community Area 3




Great North Road is a vital link for residents in this area to access other areas of Auckland such as the central CBD to the east and Henderson and other western suburbs to the west including the Waitakere Ranges which are an important recreational resource.

There are three train stations near the community: Fruitvale Road Train Station, Glen Eden Train Station and Sunnyvale Train Station. This provides an efficient link to the CBD and other parts of the city for residents in this area. There are also several bus links in the area with bus stops within approximately 200 and 600m from the proposed pathway (see Transport Assessment).

Table 7 shows the travel data for each of the CAUs in Community Area 3. The 2013 Census indicates that the majority of residents are in full time employment and that the majority of residents travel to work by private vehicle (61%) compared to 23% of the Auckland area population.

Table 7 Existing travel patterns in Community Area 3.




New Lynn North 11% 62% 88% New Lynn South 12% 57% 89% Kelston Central 9% 61% 94% Glendene South 7% 62% 96% Glendene North 16% 57% 95% Average 11% 60% 92%


The key reserves and recreational areas in Community Area 3 include: Ken Maunder Park, Archibald Park, Cobham Reserve, Brains Park, Aronui Esplanade, Harmel Esplanade, Akatea Park, Span Farm Esplanade, Harbour Reserve and Laurieston Park. All of these reserves are located along Te Whau Pathway alignment, which will eventually provide a pedestrian and cycle connection between the reserves.



4.7 Community Area 4 Community Area 4 (see Figures 11 and 12) includes the suburbs of Kelston and Te Atatu South. The area is primarily residential in nature. Community Area 4 is comprised of the following CAUs:

Wakeling Mcleod In terms of community facilities, Community Area 4 has little in the way of retail or other services. It is likely that residents travel to WestCity Waitakere Mall to shop and access key services. This centre is located approximately 2.5 km south of Community Area 4. There are several sports fields and schools in the area which is discussed in the sections following.


Mcleod

Wakeling





The 2013 census data indicates that the usually resident population of Community Area 4 is approximately 10,179 people. Within Community Area 4 the population growth over all the CAUs between 2006 and 2013 was 1026 people or 10%. In the absence of more up to date census data, the 2018 population projections suggest the population is now 11,670. The predominant ethnic group in Community Area 4 is New Zealand European, followed by Asian. In terms of household composition, there is a higher proportion of people living in homes they own in Community Area 4 (60%).The median income for individuals within Community Area 4 is $28,450 this is lower than the Auckland wide median which is $29,600. In 2013, approximately 5% of people were unemployed in Community Area 4, compared with the wider Auckland area unemployment rate of 4.6%. The average percentage of people in full time work was 49%.


There are a number of primary and secondary schools in Community Area 4 as listed in Table 8 below. The community facilities map provided in Appendix A shows the distribution of these schools across the area. Most schools in this area are culturally diverse, with high proportions of students with Pacific Island, Māori and Asian backgrounds.

Table 8 Schools within Community Area 4.

Map ref

School Level Decile Roll Approx. distance from Pathway (km)

84 Arohanui Special School Special School 4 170 1.4 km 85 Tirimoana School Primary 5 675 1.6 km 91 Freyberg Community School Primary 5 433 0.3 km 99 Flanshaw Road School Primary 5 393 1.5 km

Community Area 4




Te Atatu Road and Edmonton Road are key link roads for Community Area 4. Entrance 13 to the Northwestern Motorway (SH16) is located at the northern end of the Community Area.

There are two train stations near the community: Fruitvale Road Train Station and Sunnyvale Train Station. This provides an efficient link to the CBD and other parts of the city for residents in this area with bus stops within approximately 200 and 600m from the proposed pathway (see Transport Assessment).

Table 9 shows the travel data for each of the CAUs in Community Area 4. The 2013 Census indicates that the majority of residents are in full time employment and travel to work by private vehicle (58%) compared to 23% of the Auckland area population.

Table 9 Existing travel patterns within Community Area 4.




Mcleod 10% 58% 95% Wakeling 8% 58% 93% Average 9% 58% 94%


The key reserves and recreational areas in Community Area 4 include: Tirimoana Reserve, Glendene Reserve, Riverglade Esplanade, McLeod Park, Te Atatu South Park, Roberts Field, Tiroroa Esplanade, Covil Park, Rotary Reserve, McCormick Green and Marlene Glade. Most of these reserves border the Whau River which and will be connected through Te Whau Pathway. The locations of these reserves and recreational areas are provided in the community facilities map in Appendix A.

4.8 Neighbourhood Areas The SIA also assesses impacts at a neighbourhood and individual property scale where relevant. These are described in Sections 5.3 and 5.4 below.



5 Social Impact Assessment

5.1 Introduction The attitudes, expectations, aspirations, wellbeing and way of life of residents and visitors in an area are all potentially impacted, either positively or negatively, by development. For the purposes of this SIA, impacts of the Project from the construction phase (temporary) to operation phase (permanent) have been assessed.

The impacts have been separated into the Wider Community Area, Community Area and Neighbourhood Area impacts, as described in Section 4 above. Those experiencing neighbourhood impacts will also experience the Wider Community Area and Community Area impacts. It is noted that the Wider Community Area is described below as the area encompassing all community areas, but this report recognises that people from further out of this area, e.g. the wider Auckland region, will benefit positively from the pathway.

Once operational, there will be overall positive benefits for the Wider Community Area due to the increase in connectivity provided by these new links. However, there is likely to be some temporary impacts at a more local level as a result of the construction of the boardwalk and some permanent impacts for residents in specific areas following construction.

Sections 5.2, 5.3 and 5.4 below provide a summary of the assessed impact (without mitigation). Below each assessment, potential measures for mitigation that could be implemented are proposed. The social impacts are then assessed assuming that the recommended mitigation is adopted.

5.2 Potential positive Wider Community Area impacts Once construction of the boardwalk is complete, Te Whau Pathway will have high positive social impacts for the Wider Community Area (see Figure 13 below).

Figure 13 Map showing the wider community study area with the Te Whau pathway alignment



5.2.1 Walking and cycling

The pathway will dramatically increase the level of walking and cycling connections throughout the west Auckland area. This will provide both recreational and commuting opportunities to the west Auckland community and beyond. This connectivity includes to wider shared path facilities such as the Northwestern cycleway. This is considered positive in providing for the community’s way of life and opportunities for social cohesion (improving connectivity). Given the active transport mode, this opportunity is particularly important for people who may have limited access to other transport choices (e.g. those too young to drive a car or with limited access to a private vehicle). As detailed in Section 4.2 there is a moderate percentage of people across the study area who already use public transport/active travel to get to work (based on 2013 data and compared to the overall Auckland percentage). Since then, earlier stages of the pathway have been built, therefore there is a significant opportunity for people to continue to commute via walking/cycling and for more people in the community to start to do so.

The increase in walking and cycling opportunity will also impact positively on people’s health and wellbeing due to increased activity, providing a pathway that is separate to motor vehicles. It also provides for an increase to public transport such as the New Lynn Train Station and various bus routes that will be within 200-600m of the pathway along the route (as outlined in the Transport Assessment and Section 4 above).

5.2.2 Recreational

The Te Whau pathway will connect people to various parks as described in Section 4, and will provide a recreational destination in itself. This is considered positive in providing for the community’s way of life, improving the quality of the living environment and amenity and people’s way of life for the wider community.

5.2.3 Access to the Whau River

As a further potential positive impact, the pathway may also become a tourism opportunity, giving visitors a unique perspective of the Whau River and the surrounding environment. For the community, this has the potential to enable wider socio-economic opportunities as well as the potential to positively contribute to the sense of identity / environmental value the community places in their physical environment. The Pathway also provides improved access for the wider local community to the coastal environment (albeit not necessarily to the marine environment).



5.3 Potential social impacts – construction The potential local social impacts from construction7 have been assessed in the table below.

Community area

Impact without mitigation Overall scale without mitigation

Suggested mitigation Overall scale with mitigation

Impact with mitigation

Community Area 1

People’s way of life

Potential disruption to residents located along the southern extent of Portage Road due to the presence of construction vehicles/machinery and use of reserve or road space as construction laydown areas. Potential disruption to the Scout Association of New Zealand

and the early childhood education centre located at 90 Connaught Street during construction of the pathway outside these premises and the presence of construction machinery in the road reserve. Potential disruption to users of Craigavon Park due to the use

of this park as a construction lay-down area.

Very low negative impact

n/a n/a n/a

Quality of the living environment and amenity

Disruption to the amenity of the area due to noise from the construction of the pathway for residents located along Portage Road and Connaught Street (see Appendix B of the CNVMP). Potential disruption to the operation of the childcare centre due

to construction noise during pathway construction.

Low negative impact

Implement a Construction Noise and Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE). Implement a Construction Traffic

Management Plan (CTMP) for Craigavon Park (as outlined in the Transport Impact Assessment appended to the AEE).


Construction of the boardwalk is linear with a relatively small footprint and therefore impacts on specific properties are likely to be short-term. High noise levels will affect some residents during the day.

The impact will be greatest on those residents who are based at home during weekdays. Regular communication with affected residents will mean residents will know what to expect and can therefore plan to avoid noisy periods and/or occupy rooms not facing the activity where noise levels will be lower.

Community Area 2

People’s way of life – residential

Potential disruption to residents at properties along Alanbrooke Crescent, Stedman Place, Ash Street and Wingate Street due to the proximity of the boardwalk/at-grade path at the rear boundary of these properties. The construction of the boardwalk/at-grade path could cause construction traffic disruption and access issues due to the presence of construction traffic/machinery and lay down areas. Users and residents of Wingate Street may be disrupted during

the boardwalk/at-grade path construction by construction traffic and potentially required laydown areas. Potential impacts on users of Olympic Park and Rizal Reserve

due to the use of the site as a construction lay-down area.

Low negative impact

Implement a Construction Traffic Management Plan (CTMP) for the residential roads adjacent to the boardwalk construction, Olympic Park and the Jetts Fitness site (as outlined in the Transport Impact Assessment appended to the AEE).

Very Low negative impact

The construction is unlikely to have a significant impact on the ability of people to carry out their daily activities. The presence of construction traffic and machinery/lay down areas close to residences and within Olympic Park may cause minor inconvenience, however this is likely to be at a manageable level and is temporary in nature.

Potential impacts on quality of the living environment and amenity

Disruption to the amenity of the area due to noise and vibration from the construction of the boardwalks (including piling activities) for dwellings and businesses located near the alignment along Clark Street, Olympic Place, Portage Road, Alanbrooke Crescent, Stedman Place, Great North Road, Drury

Low negative impact

Implement a Construction Noise and Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE). Undertake planting along the embankments

where vegetation is removed during construction to reduce visual impacts.


Visual impacts can be lessened through the use of construction screens and replanting of vegetation. Steep embankments and tall coastal edge vegetation will restrict most close views. High noise levels will affect some residents during the day.

The impact will be greatest on those residents who are based at home during weekdays. Regular communication with affected residents will mean residents will know what to

7 It is assumed that construction of the pathway will be consistent with other similar construction activities i.e. between 7.30am – 6pm Monday – Saturday.



Street, Wingate Street, Corregidor Place and Ash Street (see Appendix B of the CNVMP for specific addresses) who are likely to experience noise and vibration above the permitted levels stipulated in the Auckland Unitary Plan (Operative in Part). Potential disruption to the visual amenity of the area for

dwellings above the river on Alanbrooke Crescent, Stedman Place, Wingate Street, Corregidor Place and Ash Street. The presence of construction machinery in the Whau River and vegetation removal during construction may result in disrupted visual amenity.

Use construction screens to shield the construction where possible.

expect and can therefore plan to avoid noisy periods and/or occupy rooms not facing the activity where noise levels will be lower. However, the construction of the boardwalk is linear with a relatively small footprint and therefore impacts on specific properties are likely to be short-term.

Higher noise levels are unlikely to impact on the operation of the businesses bordering the Whau River. These businesses are predominately industrial in nature and are likely to be able to withstand higher levels of noise than residential areas.

Community Area 2 – Neighbourhood Level

People’s way of life – business

Potential disruption to businesses at 34D and 30-32 Portage Road if construction access is required through these properties. Potential for business disruption to 8, 10, 2, 4 and 6 Portage

Road if construction access is required through these properties and due to the presence of construction traffic and lay down areas. Business disruption to 2171 Great North Road (Jetts New

Lynn) due to the use of a portion of this site as a construction lay-down area. This could result in the loss of some customer car parks and heavy vehicle movements.

Moderate negative impact

Ensure businesses can access their premises throughout the construction phase and providing early notice of times when access will be restricted. Implement a Construction Traffic

Management Plan (CTMP) for the Jetts Fitness site and any other sites which may be affected (as outlined in the Transport Impact Assessment appended to the AEE).

Low negative impact

The construction may have impact on some businesses due to the potential for access to the construction site to be required through these properties. The mitigation measures proposed will enable businesses to plan around the construction.

Community Area 3

Potential impacts on people’s way of life

Temporary increases in construction traffic are expected along Glen Marine Parade, Archibald Road, Cobham Crescent and Beaubank Road which has the potential to disrupt the day-to-day activity of residents and reduce parking availability. Potential disruption to users of Archibald Park, Harmell

Esplanade, Cobham Reserve and Laurieston Park, due to the use of these sites as construction lay-down areas and the loss of parking spaces.


Construction management planning and community liaison – to provide mechanisms for regular communication from contractors relating to when key impacts will likely be experienced; Provide signage at all affected public parks

explaining the purpose of the construction and the expected duration. Implement a Construction Traffic

Management Plan (CTMP) (as outlined in the Transport Impact Assessment appended to the AEE).

Low negative impact

Following the implementation of the proposed mitigation, it is anticipated that impacts on residents and park users during construction will not greatly impact on the ability of people to carry out their daily activities.


Disruption to the amenity of the area due to noise and vibration from the construction of the boardwalks (including piling activities) for dwellings along Queen Mary Avenue, Koromiko Street, Lynwood Road, Beaubank Road, Cobham Crescent, Kiernan Place, Harmel Road, Avenger Place and Glen Marine Parade (see Appendix B of the CNVMP for specific addresses) who are likely to experience noise and vibration above the permitted levels stipulated in the Auckland Unitary Plan (Operative in Part). Disruption to the amenity of Akatea Park during construction

which will disturb the peace and serenity of the cemetery most notably for people visiting loved ones buried there.


Implement a Construction Noise and Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE). Provide construction screens around the

construction site where possible.

Low negative impact

It is likely that high noise and vibration levels will affect some residents during the day. Regular communication with any affected residents will mean residents will know what to expect and can therefore plan to avoid noisy periods and/or occupy rooms not facing the activity where noise levels will be lower.

The construction of the boardwalk is linear with a relatively small footprint and therefore impacts on specific properties are likely to be short-term.

Community Area 3 – Neighbourhood Level


Potential for temporary privacy issues for 49, 1/40, 2/40 and 3/40 Koromiko Street, 125 Lynwood Road, and Cobham Crescent residents who all have living areas facing out on to the construction site for the boardwalk which could impinge on how residents at these properties undertake day-to-day activities.


Construction management planning and community liaison – to provide mechanisms for regular communication from contractors relating to when key impacts will likely be experienced; Provide signage at all affected public parks

explaining the purpose of the construction and the expected duration.

Low negative impact

Following the implementation of the proposed mitigation, it is anticipated that impacts on residents and park users during construction will not greatly impact on the ability of people to carry out their daily activities.




Temporary impacts on the visual amenity of the area due to the presence of construction materials and machinery in the coastal marine area outside the properties located at 49, 1/40, 2/40 and 3/40 Koromiko Street, 125 Lynwood Road and 84,82,80, 78, 80, 76, 74, 72 Cobham Crescent impacting on their view of the coastal marine area.


Implement a Construction Noise and Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE). Provide construction screens around the


Low negative impact

The construction will have an impact on the visual amenity and outlook from the properties mentioned. However, the visual impact of construction machinery and material will be temporary and construction screening will reduce visual impacts.

The construction of the boardwalk is linear with a relatively small footprint and therefore impacts on specific properties are likely to be short-term.

Community area 4


Potential for temporary increase in construction traffic along Meadow Crescent, Roberts Road, McLeod Road, Covil Avenue and Bridge Avenue which has the potential to disrupt resident’s day-to-day activity or affect parking availability. Disruption to the use of Riverglade Esplanade, McLeod Park,

Meadow Glade Park, Robert Field and Covil Park due to presence of construction materials/lay down areas. Potential for disruption to access and use of Te Atatu Boat Club

during construction due to the presence of construction materials/lay down areas.

Low negative impact

Construction management planning and community liaison – to provide mechanisms for regular communication from contractors relating to when key impacts will likely be experienced; Implement a Construction Traffic

Management Plan (CTMP) (as outlined in the Transport Impact Assessment appended to the AEE); Implement a Construction Noise and

Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE).


Following the implementation of the proposed mitigation, it is anticipated that impacts on the residents during construction will not have a great impact on the ability of people to carry out their daily activities.


Disruption to the amenity of the area due to noise and vibration from the construction of the boardwalks (including piling activities) for dwellings along Meadow Crescent, Riverglade Parkway, Roberts Road, Covil Avenue and Alwyn Avenue who are likely to experience noise and vibration above the permitted levels stipulated in the Auckland Unitary Plan (Operative in Part) – as outlined in the Noise Assessment.

Low negative impact

Provide signage at all affected public parks explaining the purpose of the construction and the expected duration. Implement a Construction Noise and

Vibration Management Plan (CNVMP) (as outlined in the Noise Assessment Report appended to the AEE). Provide construction screens around the



It is likely that high noise and vibration levels will affect some residents during the day. Regular communication with any affected residents will mean residents will know what to expect and can therefore plan to avoid noisy periods and/or occupy rooms not facing the activity where noise levels will be lower. The construction of the boardwalk is linear with a relatively

small footprint and therefore impacts on specific properties are likely to be short-term.

Community area 4 – Neighbourhood Level


Temporary impacts on the visual amenity of the area due to the presence of construction materials and machinery in the coastal marine area outside the properties located at 14, 16, 18, 20 Meadow Crescent and 38, 40, 42, 44, 46, 48, 50, 52, 54, 56 Covil Avenue impacting on their view of the coastal marine area.

Low negative impact

Provide construction screens around the construction site where possible.


The construction is likely to impact on the visual amenity and outlook from the properties mentioned which overall will be difficult to mitigate, although the visual impact of construction machinery and material will be temporary.



5.4 Potential social impacts – operation The following social impacts have been identified for the operation (long-term) phase of the Pathway.

Community area

Impact without mitigation Overall scale without mitigation

Key mitigation proposed Overall scale with mitigation

Impact with mitigation

Wider community Area8


The new pathway may reduce car trips in the area due to the efficiency of pedestrian and cycle access, this will have positive benefits for people’s health and wellbeing.

High positive impact

n/a n/a n/a

Community Area 1

Potential impacts cohesion, stability, character and facilities in a community

At a localised level, the pathway will provide a safe cycling and walking link along Portage Road to the Whau River. The pathway may result in increased opportunity for social

interactions enabling opportunities for community cohesion. The pathway will connect residents to existing reserves in the area

(including Karaka Park, Craigavon Park, Sister Rene Shadbolt Park, Shadbolt Park, Bob Hill Reserve and Olympic Park).


n/a n/a n/a

Community Area 2

Potential impacts on cohesion, stability, character, services and facilities in a community

At a localised level, the boardwalks will provide a link to key reserves both in a north and south direction (including Rizal Reserve, Ken Maunder Reserve, Queen Mary Reserve and Archibald Park to the north, and Olympic Park to the South) this will improve the connectivity of local residential and business areas to these green spaces and beyond. The boardwalks may result in increased opportunity for social

interactions along the pathway enabling opportunities for community cohesion.


n/a n/a n/a


The presence of the boardwalk may impact on the outlook, visual amenity, quality of the environment and sense of privacy of the coastal marine area during both day time and night time (due to lighting provided along the boardwalk) for dwellings above the river along Alanbrooke Crescent, Stedman Place, Wingate Street, Corregidor Place and Ash Street. However, the steep embankments and coastal vegetation will restrict most close views of the boardwalk/at grade path.

Low negative impact

Investigate sensor lighting for the boardwalk so that the boardwalk is only lit at night when it is in use, thereby reducing adverse visual amenity effects at night time. Provide vegetation planting around the

boardwalk to mitigate amenity effects if residents want it


The boardwalks may permanently impact on some residential outlooks. However, coastal edge vegetation will screen some close views of both boardwalk structures from residential dwellings. Sensor lighting could potentially reduce amenity impacts of the board walk at night time but these need to be investigated further. Where properties have less vegetation, views incorporate the back of industrial buildings over the river. Therefore, where visible, the boardwalk will be seen with a highly modified backdrop.

Community Area 2 - Neighbourhood level

Potential impacts on people’s way of life (specific properties)

Potential for privacy issues for properties (namely 118A, 122 and 122A Ash Street) with living areas and bedrooms facing out onto the boardwalk which could impinge on how residents at these properties undertake day-to-day activities.

Low negative impact

Provide vegetation planting around the boardwalk to mitigate amenity effects if residents want it


The provision of vegetation (or other) shielding will enable the retention of privacy for the affected properties.

8 These positive impacts will be experienced by the Wider Community Area, which includes all people in Community and Neighbourhood Areas



Community Area 3


At a localised level, the boardwalks will provide a link to key reserves both in a north and south direction, this will improve the connectivity of local residential and business areas to these green spaces and beyond. The boardwalks may result in increased opportunity for social

interactions along the pathway enabling opportunities for community cohesion. The pathway will connect residents to existing reserves including

Ken Maunder Park, Queen Mary Reserve, Copley Street Reserve, Archibald Park, Cobham Reserve and Akatea Park.


n/a n/a



Potential for privacy issues for properties (namely 49, 1/40, 2/40 and 3/40 Koromiko Street and 125 Lynwood Road) with living areas, bedrooms and a spa pool (in one instance) facing out onto the boardwalk which could impinge on how residents at these properties undertake day-to-day activities. For properties on Koromiko Street – living rooms are located on the top floor (with balcony) and bedrooms are located on the lower levels. The presence of the boardwalk close to 49, 1/40, 2/40 and 3/40

Koromiko Street and 125 Lynwood Road could result in security issues, due to members of the public using the boardwalk being able to see inside these properties. This risk could be both real and perceived, making residents more fearful of break-ins. 2/40 Koromiko Street residents use the rear of their property to

access the river at high tide for kayaks and stand up paddle boards. The design of the boardwalk could potentially restrict this access depending on the design of piles and height of the boardwalk. 21 Kelston Street has boat access from their property and a large

boat on site. The construction of the Boardwalk will inhibit access from this property to the river. From discussions with these residents, they often use their boat in summer time and from visiting the property it is clear that the rear of their property is used for boat access. The Pathway will therefore affect recreational opportunities of these residents and their overall way of life; The Span Farm DIY Slip Yard located at 20 Akatea Road has a

boat ramp that the business requires for operation. The boardwalk will cut this boat ramp off from the wider coastal marine area meaning boats will not be able to launch from this site. It is noted that whilst this business does not have consented access structures, the construction of the boardwalk potentially limits their ability to gain a resource consent for this in the future, should they wish to do so. 125 Lynwood Road has an existing consented jetty which they use

to launch their kayak into the river. The current design of the pathway will block use of the jetty. Following a review of aerial imagery, the following properties have

been identified as having potential boat ramps or small boat access which will be cut off by the boardwalk: 70 Glen Marine Parade, 34 Bancroft Crescent, 5 and 13 Aronui Terrace, 46 and 74 Cobham Crescent, 40, 47, 19, 21, 23, and 24 Lynwood Road, 36, 38, 40, 42,

High negative impact9

Move the boardwalk alignment further away from homes (as close to the edge of the mangroves as possible) to reduce privacy impacts on residents; Boardwalk design to allow for the passage

of kayaks and stand-up paddle boards underneath if possible; Provide specific access points for public

boat launching along the alignment to reduce impacts on residents who currently have boat access to the CMA from their homes. Discuss with residents located close to

boardwalk one-way glass or shaded glass as options to maintain privacy indoors. Viewing platforms / signage will be

designed at other locations to discourage people dwelling on sections of pathway in front of the properties


The mitigation measures proposed will ease privacy and security issues for residents, however the presence of the boardwalk is still likely to modify resident’s behaviour due to privacy or security concerns which were not present prior to the construction of the boardwalk. It will be difficult to retain CMA access for most of the

properties with boat ramps/small boat access. This may severely limit the ability of people to enjoy the coastal marine area in the way that they currently do (direct access) and will likely damage the ability of Span Farm Slip Yard to operate their business.

9 It is noted this was a Very High negative impact, prior to the distance of the boardwalk outside these neighbourhoods being extended further into the river, following discussions with the residents and specialists.



51, 49A, 47, 45, and 39 Queen Mary Avenue, 22 and 24 Kuaka Place, 49 Koromiko Street and 24, 23, 21 and 19 Kelston Street.



The presence of the boardwalk and night time lighting will impact on the outlook and visual amenity of the coastal marine area from the following properties: 49, 1/40, 2/40 and 3/40 Koromiko Street, 125 Lynwood Road and properties along Cobham Crescent. These properties currently enjoy a peaceful coastal environment during the day and at night. The boardwalk will result in reduced serenity of the coastal marine

area at this location due to the presence of pedestrians and cyclists along the boardwalk. This will impact on the amenity of the properties located at 49, 1/40, 2/40 and 3/40 Koromiko Street, 125 Lynwood Road, and properties along Cobham Crescent who currently enjoy a peaceful coastal marine environment.

High negative impact

Move the boardwalk alignment further away from homes (as close to the edge of the mangroves as possible) to reduce visual amenity impacts on residents; Provide handrail lighting along the

boardwalk to mitigate amenity effects at night time; Design boardwalk structure with colours

and textures that blend into the environment as much as practicable; Provide vegetation planting around the

boardwalk to mitigate amenity effects if residents want it It is noted (as consistent with the LVA) that

screening some properties (mainly units 1, 2 and 3/40 Koromiko Street) with planting or fencing has been assessed as not appropriate to this environment as it would further impact on views from properties and would not provide mitigation from views from the top balconies of the properties. However, it is recommended that the option is still available to residents who would like screening from their properties. Viewing platforms / signage will be

designed at other locations to discourage people dwelling on sections of pathway in front of the properties


The boardwalk will permanently impact on residential outlooks for the properties mentioned. Mitigation measures will not be able to fully resolve the visual impact of this structure. Sensor lighting may reduce amenity impacts of the board walk at night time but need to be investigated further.

Community area 4


At a localised level, the boardwalks will provide a link to key reserves both in a north and south direction, this will improve the connectivity of local residential and business areas to these green spaces and beyond. The boardwalks may result in increased opportunity for social

interactions along the pathway enabling opportunities for community cohesion. The pathway will connect residents to existing reserves including

Ken Maunder Park, Queen Mary Reserve, Copley Street Reserve, Archibald Park, Cobham Reserve and Akatea Park.


n/a n/a n/a

Community area 4 – Neighbourhood level


The boardwalk will result in potential visual amenity effects in relation to the lighting of the boardwalk and its physical appearance. This will impact on the amenity of the properties located at 20, 18, 16 and 14 Meadow Crescent who currently enjoy a more natural coastal marine environment.


Investigate handrail along the boardwalk as a measure to remove amenity effects at night time; Design boardwalk structure with colours

and textures that blend into the environment as much as practicable; Provide vegetation planting around the

boardwalk to mitigate amenity effects if residents want it

Low negative impact

Mitigation measures will not be able to fully resolve the visual impact of the boardwalk structure from the properties located at Meadow Crescent and Roberts Road. Sensor lighting may reduce amenity impacts of the board walk at night time.



6 Conclusion

From a social perspective, it is considered that following construction, Te Whau Pathway will offer significant regional and local benefits. Key positive impacts include:

1. Increase in walking and cycling connections through the Wider Community Area, connecting people to places of employment and education, bus stations, the New Lynn Train Station and wider shared path facilities such as the North-Western Cycleway, along SH16. This opens up the area to commuters from the local area but also benefits people from outside the area (i.e. the wider Auckland Region) who will use the Pathway.

2. Recreational benefits, by connecting people to a number of local parks and larger reserves such as Ken Maunder Park and Rizal Reserve. The path itself also provides recreational benefits, becoming a destination for all the community to enjoy

3. Increase in access for the wider community to the Whau River, through giving people a unique perspective of the River and surrounding environment they may not have had the chance to experience before. This has the potential to further strengthen the community’s sense of identity and value of the environment. Again, this may also include people from the wider Auckland Region.

An assessment has been undertaken at a Community and Neighbourhood Area scale where the impacts of construction and operation of the Pathway may be experienced. It is acknowledged that the people at a Community and Neighbourhood Area scale will also experience the positive impacts associated with the Wider Community Area.

A summary of the more notable local impacts (following mitigation) includes:

6.1 Construction Impacts Very low – low negative social impacts in Community Areas 1, 2 and 4 from potential disruption during

construction. This has the potential to impact on those people’s way of life (both residential and business), and impacts on the quality of the living environment and amenity.

Moderate negative social impacts in Community Area 3 because of construction near properties located along Ash Street, Koromiko Street, Cobham Crescent and Lynwood Road. These impacts largely relate to the quality of environment for these residents (e.g. a change in the environment that they currently value) and potentially the impacts this may have on their way of life (e.g., the sense of privacy and disruption to their daily patterns associated with the construction operations neighbouring their properties).

6.2 Operation Impacts High positive social impacts in all Community Areas due to increased connections to key reserves and

the potential for increased social interactions, enabling opportunities for community cohesion. Very low negative social impacts at in Community Area 2 and also at a Neighbourhood level due to the

proximity of the boardwalk and potential for this to impact on residential outlooks. Low negative social impacts in Community Area 4 due to the proximity of the Pathway and impacts on

the outlook and visual amenity and reduction in coastal serenity for this area. Moderate negative social impacts in Community Area 3 following the construction of the boardwalk for

residents of properties located near the boardwalk alignment. This includes properties located at



Koromiko Street, Lynwood Road, Cobham Crescent, Queen Mary Avenue and for Span Farm Slip Yard. Social impacts include the loss of direct physical access to the coastal marine area by larger motorised vessels from properties (e.g. for those with existing access), privacy issues and therefore potential impacts on the quality of environment for these residents and potential issues associated with operational noise. Although it is unlikely that a cycleway will introduce a high noise environment to the area, it is the change in noise and increase in ‘busy-ness’ and use of the area that transforms it from a ‘private outlook’. There are perceived security issues for a number of properties. While the potential for people to access properties from the walkway (as opposed to from the rear of properties) may not be a significant real risk, the increased number of people, the loss of privacy and the potential sense that such people may use this as a means to access properties is identified as a moderate negative social impact.



8 Bibliography

Auckland Unitary Plan (Operative in Part)

Auckland Plan 2050

Henderson-Massey Local Board Plan 2017

Whau Local Board Plan (2017)

Whau Neighbourhood Greenways Document (2015)

Statistics New Zealand Data (2013 Census and 2018 population projections)



Appendix A

Community facilities map



Map ref. Name 1 Green Bay High School 2 Taupiko Reserve 3 Green Bay Primary School

4 Green Bay Community House 5 Green Bay Retail Area 6 Green Bay Life Church 7 Green Bay Domain 8 Karaka Park 9 New Lynn School

10 Congregational Church of Samoa 11 St Thomas Anglican Church 12 Oaklynn Special School 13 New Apostolic Church New Lynn 14 Cutler Park 15 Bob Hill Reserve

16 Craigavon Park 17 Sister Rene Shadbolt Park 18 Shadbolt Park 19 Seventh Day Adventist Reform Movement 20 Olympic Park 21 Olympic Park Playground

22 Chaucer School 23 Blockhouse Bay Intermediate 24 Auckland International College 25 St Dominic’s School 26 St Dominic Church 27 Miranda Reserve

28 Glenavon School 29 Blockhouse Bay Baptist Church 30 Iona Presbyterian Church 31 Blockhouse Bay Community Centre 32 Church of the Saviour 33 Blockhouse Bay Retail Area

34 Blockhouse Bay Primary School 35 Gittos Domain 36 Church Unlimited 37 Tirimoana Reserve 38 Glendene Reserve 39 Glendene School

40 Barry Reserve 41 Glendene Community Hub 42 Congregational Church 43 Ebenezer Malayalam Pentacostal Church



Map ref. Name 44 Glendene Industrial Area 45 Bancroft Park 46 Mission Christian Centre

47 Akatea Park 48 Patts Reserve 49 Harmell Esplanade 50 Kelston Community Hub 51 Nile Road Reserve 52 Brains Park

53 Cobham Reserve 54 Archibald Park 55 Kelston Intermediate 56 St Leonards Road School 57 Kelston Boys High School 58 Kelston Community Church

59 Kelston Primary School 60 Kelston Deaf Education Centre 61 Kelston Girls College 62 Copley Street Reserve 63 Manuka Park 64 Baptist Worship Centre

65 Queen Mary Reserve 66 Ken Maunder Park 67 New Lynn Bible Chapel 68 Christ Embassy Auckland 69 West Church New Lynn 70 The Salvation Army

71 Lynnmall 72 New Lynn Retail Area 73 St Marys School 74 Immanuel Christian School 75 Rosebank Peninsula Church 76 Rosebank School

77 Avondale College 78 Avondale Intermediate 79 Auckland Tuvaluan Seventh Day Adventist Church 80 Eastdale Reserve 81 Glendene Retail Area 82 New Lynn Community Centre

83 Rizal Reserve 84 Arohanui Special School 85 Tirimoana Primary School 86 Women’s Centre Waitakere



Map ref. Name 87 Riverglade Esplanade 88 McLeod Park 89 Te Atatu South Park

90 Roberts Field 91 Freyberg Community School 92 Tiroroa Esplanade 93 Te Atatu South Retail Area 94 Covil Park 95 Rotary Reserve

96 McCormick Green 97 Marlene Glade 98 St Anne’s Chapel 99 Flanshaw Road School

proposal te whau pathway social impact assessment · methodology overview 4. 3. statutory and...

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