Wairau/Taharoto Corridor Road Widening Project

Mini Health Impact Assessment

Final Report June 2006

Report prepared for the Auckland Regional Public Health Service / Auckland Regional Transport Authority / North Shore City Council

Robert Quigley and Catherine Conland Quigley and Watts Ltd

Contents Acknowledgements........................................................................................................4 Introduction....................................................................................................................5 What is HIA? .................................................................................................................5 Project Context...............................................................................................................5 The HIA process used....................................................................................................6

Choosing the HIA ..................................................................................................6 Setting the scope/boundaries of the HIA ...............................................................7 Aims of the Health Impact Assessment: ................................................................7 Elements of the framework to be assessed ............................................................7 Populations affected...............................................................................................7 Population groups of most interest ........................................................................8 Determinants of health and wellbeing affected .....................................................8

Carrying out the appraisal ..........................................................................................8 Community profile Westlake, North Shore City .......................................................9

The Community .....................................................................................................9 Westlake, North Shore City – Community Boundaries.......................................10 Population & Ethnicity ........................................................................................10 Culture..................................................................................................................11 Age distribution ...................................................................................................11 Income..................................................................................................................11 Education .............................................................................................................12 Labour Force Status .............................................................................................12 Social Cohesion ...................................................................................................12 Transport ..............................................................................................................12 Environment.........................................................................................................13 Safety and Crime..................................................................................................14 Health...................................................................................................................14 Housing ................................................................................................................14 Physical activity ...................................................................................................14 Youth health.........................................................................................................15

Local Community Concerns ....................................................................................15 Smales Farm Business Park .................................................................................16 Westlake Girls High School.................................................................................16 Atlas Concrete......................................................................................................16

Findings........................................................................................................................18 Project component 1. Widening the corridor to accommodate bus lanes................19 Project component 2. New bus station.....................................................................21 Project component 3. Widening the corridor to accommodate cycle and pedestrian lanes .........................................................................................................................23 Project component 4. Linkages between major sites improved...............................25 Project component 5. Whole project issues .............................................................26

Evidence of health impacts ..........................................................................................29 Transport ..................................................................................................................29 Different Modes of Transport ..................................................................................29 Urban/Streetscape Design........................................................................................29 Road traffic accidents ..............................................................................................30 Physical activity .......................................................................................................30

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Benefits of physical activity & activity friendly environments ...............................30 Community severance/social connectedness ...........................................................31 Access and mobility.................................................................................................31 Noise related health impacts ....................................................................................32 Pollution related health impacts...............................................................................32

Conclusions and recommendations..............................................................................33 Recommendations........................................................................................................33

Overarching and priority concepts.......................................................................33 Specific concepts and design considerations for the Wairau/Taharoto Corridor.34

References....................................................................................................................38 Appendix A..................................................................................................................40

Policy Context for Health Impact Assessment on the Wairau/ Taharoto Road Widening Project .....................................................................................................40

Appendix B ..................................................................................................................44 Affected areas for the future upgrade of the Wairau/Taharoto Road Corridor........44

Appendix C ..................................................................................................................45 Selected examples of the determinants of health and wellbeing .............................45

Appendix D..................................................................................................................46 Summary of Findings about Key Urban Design Elements relating to Social / Cultural Values ........................................................................................................46

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Acknowledgements As with any approach that requires cross-sector work, this mini health impact assessment (HIA) has benefited from the knowledge, experience and skills of many people. Aimee Mackay at North Shore City Council and Deepak Rama from the Auckland Regional Public Health Service have played key roles in the HIA. A steering group has provided direction and insight into the process. An initial scoping meeting was held and stakeholders were invited to set the boundaries for the HIA. Invited members (those who attended are highlighted) were:

• Sunil Kushor (ARPHS) • Aimee McKay (North Shore City Council) • Anna Percy (ARTA) • Robert Quigley (Quigley and Watts Ltd) • Deepak Rama (Auckland Regional Public Health Service) • Matt Soeberg (ARPHS) • Te Miha Ua-Cookson (ARPHS) • Bernadine Walsh (Ministry of Transport)

A rapid appraisal workshop was held that was informed by (those who attended are highlighted):

• Catherine Conland (Quigley and Watts Ltd) • Angela Drake (Ministry of Education) • Rachel Hayward (Transit New Zealand) • Virginia Hope (Auckland Regional Public Health Service) • Tim Hughes (Land Transport NZ) • Sunil Kushor (Auckland Regional Public Health Service) • Isy Kennedy (North Shore City Council) • Sandy Latimer (Waitemata District Health Board) • Andrew Lindsay (Waitemata District Health Board?) • Coralie MacDonald (Land Transport NZ) • Kit O’Halloran (North Shore City Council) • Aimee Mackay (North Shore City Council) • Stuart McDougal (Auckland Regional Transport Authority) • Deepak Rama (Auckland Regional Public Health Service) • Anna Percy (Auckland Regional Transport Authority) • Robert Quigley (Quigley and Watts Ltd) • Bernie Walsh (Ministry of Transport) • Tracey Wheeler (North Shore City Council)

Other groups/organisations that assisted with the HIA were:

• Smales Farm Business Park • Atlas Concrete

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Introduction Quigley and Watts Ltd was commissioned to undertake a mini Health Impact Assessment (HIA) of the North Shore City Council’s Wairau/ Taharoto Corridor Road Widening Project. This work is being undertaken as a component of the Transport and Urban Form work-strand, a sub-strand of the Sustainable Cities Programme of Action for a Public Transport Project and Roading Project. Auckland Regional Public Health Service is the lead agency in partnership with the Auckland Regional Transport Authority and North Shore City Council. The designation for this transport corridor is already complete, and the assessment can inform the outline plan and inform future outline plans of similar developments. This mini HIA is focused on the future upgrade of the Wairau/ Taharoto Road Corridor, which are among the busiest roads in the North Shore City carrying on average 26,000 and 30,000 vehicles per day respectively. What is HIA? Health impact assessment represents a new approach to addressing the social, economic, health and environmental consequences of policies, programmes and projects. Its importance has been endorsed by the current government, and it can form a major plank of the Governments drive to reduce inequalities in health. The scope for improving the health of communities rests to a large part with the non-health sector - where the policies, plans and developments that fundamentally underpin health, wellbeing and health determinants are decided. More health conscious development policies, plans and projects would greatly promote and protect the health and wellbeing of populations. This ties in well with the Local Government Act 2002 which states that local authorities must promote the wellbeing of communities, clearly linking HIA into the local government sector. To ensure that future policies and programmes are likely to promote wellbeing, HIA can be used to assess their potential impact, just as Council’s already use environmental and economic assessments to ensure that those activities under their jurisdiction are considered. Community outcomes are also important, and HIA is one approach that planners can use to show that they are working towards community outcomes in a rigorous manner. Transport planners in particular are now increasingly considering the wider impacts of transport developments, as also indicated in the New Zealand Transport Strategy. Also, within the North Shore City Council, transport planners must now build in wider urban design requirements into transport corridor plans. Many levers are now acting to promote a systematic consideration of health, wellbeing and the promotion and protection of public health. Because of these requirements there is increased interest in local government policy decisions and project developments undergoing an assessment of more than just their economic and environmental impacts. To provide additional information, HIA provides one way of informing such decisions about the direct and indirect consequences on population health and wellbeing that are likely to arise from local government strategies, programmes, projects or policies. Project Context A significant new transport element is to be introduced into the Taharoto/Wairau corridor by the proposed Westlake Bus Station. This bus station is planned to open in 2007 as part of the Northern Busway system. The Westlake Bus Station will

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function as a focus for public transport in this part of the City. A diagram showing the affected areas for the future upgrade of the Wairau/Taharoto Road Corridor is in Appendix B. The Wairau/Taharoto corridor provides an important route for through traffic (26,000 -30,000 vehicles per day) and serve as primary access points to the motorway system and employment areas both to the north and south, including Central Takapuna and the Wairau Valley industrial area. Many of the land uses within the corridor itself and immediately adjoining it are major generators of traffic in their own right. These include the Smales Farm Business Centre, North Shore Hospital, St John’s Ambulance Centre, Atlas Concrete and various schools along the corridor and the immediate vicinity (with approximately 6,500 students affected, most of whom travel by private transport or bus). This Notice of Requirement provides for further widening of the main roads within this corridor, namely Forrest Hill Road, Wairau Road, Taharoto Road and Shakespeare Road with a view to addressing the foregoing issues. This widening will accommodate the following:

A new exclusive central bus lane for south bound traffic between Nile Road and the Westlake Bus Station.

Extension of Shakespeare Road westwards into the proposed Westlake Bus Station.

Redesign of the three main intersections of Forrest Hill, Shakespeare and Northcote Road to improve standards of pedestrian facility and to facilitate integrated management of general vehicle movement within and through the corridor.

Wider footpaths for pedestrians, especially within the vicinity of the main schools.

Exclusive cycle lanes along the full length and on both sides of the Wairau/Taharoto corridor

General environmental and amenity upgrade through enhanced planting and landscaping along both sides of the corridor.

Undergrounding of power and telephone lines. The HIA process used

Choosing the HIA The Transport and Urban From work strand of Sustainable Cities selected the Wairau/ Taharoto Road corridor project from a number of potential roading projects underway in the Auckland Region. Initial discussions between representatives from ARPHS, ARTA and North Shore City Council identified the corridor as potentially appropriate for an HIA. Further discussions between ARPHS and Q&W Ltd confirmed that the corridor was highly likely to be suitable for an HIA – based on opportune timing, interest from the North Shore City Council and the scope of the corridor. The scope of the plan also meant that many determinants of health would likely be affected, the number of people affected would be large, the magnitude of potential health impacts large and the potential to affect vulnerable groups was also considerable given the high proportion of children using the area.

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Setting the scope/boundaries of the HIA A steering group (listed in the acknowledgements) was set up to determine the boundaries for the HIA. The group were sent information prior to the ½ day meeting outlining issues for them to consider. At the meeting the group made the following recommendations about the HIA and its scope:

Aims of the Health Impact Assessment: Aim: Assess the positive and negative health and wellbeing impacts of the Wairau/Taharoto Corridor project to inform the outline plan. Objectives:

Highlight the benefits and disbenefits of the integrated planning process undertaken, and the increased number of transport options being provided for.

Enhance partnership working between the North Shore City Council,

Auckland Regional Transport Authority, Auckland Regional Public Health Services and other agencies.

Promote and maintain a safe and active environment for corridor users and

nearby populations.

Inform future outline plans that will be developed within the Auckland region.

Elements of the framework to be assessed When considering the Wairau/Taharoto Corridor project, it was noted that it is a discrete project within a defined geographical area, with both major and more minor redesign. All of the major components of the project could be assessed:

Widening of the corridor to accommodate dedicated bus lanes. Widening of the corridor to accommodate dedicated walking and cycling

areas. New bus station. Altered capacity of the corridor for modal shift towards pedestrians, cyclists

and buses. Linkages between major transport, business, health and educational sites in

the vicinity. The stakeholders acknowledged the budget and timeframe constraints of this process and were able to recommend a priority list of determinants. They were:

Transport, particularly access to schools, business park and hospital; and provision of multiple modes of transport.

Physical activity Urban and streetscape design that promotes safety and use of buses,

cycleways and walkways.

Populations affected All people living, working and commuting in the area (see map below for boundaries) are likely to be affected, specific groups of interest are:

• Commuters

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• School children (three large schools near or beside the corridor) • Young people (33.9% aged 0-14 years) • Workers (North Shore hospital and Smales Farm business park near the

corridor) • Households without access to a motor vehicle (13.6%) • Higher education students • Employers • Residences and businesses directly affected by loss of land • Maori (4.1% of the population) • Pacific (0.6% of the population). • Asian (12.8% of the population).

Source: (Based on Census 2001data) Discussion centred on the major sites in the area: the hospital, Smales Farm business park and the school as large population groups that will be affected by the project. These were characterised by typical population groups of ‘school children’ and ‘workers’. Smaller businesses more directly affected also were covered, in part, by an interest in the population group ‘workers’. Council work had showed that the Corridor was not just a commuting thoroughfare, but a significant destination. This was expected to increase as the new bus station and expansion of the business park moved ahead.

Population groups of most interest • Workers at the Smales Farm business park and the North Shore hospital • School children from Westlake Girls

Determinants of health and wellbeing affected The major determinants affected by this proposal, and that will be considered in the HIA are:

• Transport – access, modes, proximity to population, travel plans, • Social cohesion • Community facilities • Open spaces • Urban design, landscape and streetscape, crime prevention and safety • Housing (new developments and Residential 8 planning rules) • Waste • Education – lifelong and quality • Waterways/Environment • Employment and town centre development

Carrying out the appraisal A half-day rapid appraisal, stakeholder workshop was hosted by North Shore City Council with the purpose of informing the health impact assessment. It is the key opportunity for wider stakeholders to be involved in the health impact assessment process, and there was a broad representation at the workshop. The workshop aimed to gather stakeholder views on the question how will the Wairau/Taharoto Corridor affect the health and wellbeing of the local population? It then gathered suggestions for the proposal to improve health and wellbeing, or reduce any harmful impacts on health and wellbeing. The people included were those who are:

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- knowledgeable about the local community, and/or the population groups that this HIA is focusing on

- interested in the health and wellbeing of people North Shore The participants are listed in the acknowledgements. In preparation for the workshop a considerable amount of data was collected and summarised for presentation to, and use by workshop participants. This included a description of the transport project; evidence about the link between relevant interventions and health impacts; and a profile of the community and population. Data were sought from a variety of agencies. The workshop split participants into two self-selected groups and each group was given a list of specified aspects of the Wairau/Taharoto project to work on. This organisation allowed for each part of the project to be considered. Both groups were asked to then consider the project as a whole. The groups followed a set structure of work group questions adapted from the Public Health Advisory Committee’s HIA Guide. The matrix included:

• The determinant of health affected by the action point’s implementation (with particular reference placed on determinants of interest in this HIA)

• A description of the direct or indirect health impact predicted • A description of key factors that may encourage or prevent the health impact • A judgement on the positive or negative nature of the health impact • A listing of the populations potentially affected (with particular reference to

populations of interest in this HIA) • A listing of populations who may be differentially affected (with particular

reference to populations of interest in this HIA) Following the workshop, the results from the workshop tool were re-worked through the Public Health Advisory Committee’s (2004) policy level HIA tool (by the authors) to further test, integrate and explore concepts and impacts. Community consultation comprising meetings with the local businesses and key stakeholders identified as populations of interest for the HIA were undertaken. The information from these meetings is presented in the community profile section of this report. Community profile Westlake, North Shore City This Community Profile is intended to give a ‘snapshot’ of the Westlake area of North Shore City, drawing on data from the 2001 Census and the Quality of Life Report 2003 giving a sense of what makes this community unique. The boundary chosen was based on typography and the design of the collector and arterial roads that surround the area. This is an indication of who the community is and is not a comprehensive, in-depth analysis of the entire Westlake area.

The Community The area that is being profiled:

• is a major hub for – business (eg, Smales business park, Atlas Concrete).

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– education (Westlake Girls High, Carmel College, Westlake Boys High, Rosmany College, Takapuna Normal).

– health providers (North Shore Hospital). – retirement (Lady Allum village). – commuters (through route from Milford, Foresthill and Wairau Valley to

the motorway). • has a limited residential population.

Westlake, North Shore City – Community Boundaries

Carmel Collage

North Shore Hospital

Smales Business Park

Westlake Girls High School

Atlas Concrete

Lady Allum Village

Westlake Boys High School

Population & Ethnicity - New Zealand European descent are just above the city average for the

Westlake area - The Asian population for this area is also just above the city average - Maori and Pacific Peoples are below the city average.

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Statistic Westlake Area Defined on

Map North Shore City

Population 516 184,820 Ethnic Groups

- NZ European - Maori - Pacific Peoples - Asian - Other - Not Elsewhere Included

80.2% 4.1% 0.6% 12.8% 0.6% 4.7%

79.2% 6.5% 3.2% 12.3% 1.6% 3.1%

Source: (Based on Census 2001data)

Culture English is the most common spoken language in North Shore City however the most common languages spoken (after English) in the city is Korean with 2.7% of the population speaking this language. This is an appropriate reflection of the population and ethnicity figures mentioned above. Source: (Based on Census 2001data)

Age distribution The age distribution for this local population is significantly older than other areas in North Shore City. Ages 0-29 are under represented however a number of 13-18 years travel into the Westlake zone everyday to attend the surrounding schools which increases the representation of this age group as people who are part of the community on a daily basis. Age distribution 0-14 15-29 30-44 45-59 60+

Westlake Area 12% 16.3% 22% 17.4% 32.2%

North Shore City 20.7% 20.8% 24.2% 19.5% 15%

Source: (Based on Census 2001data)

Income The median household income for this area is $34,570, which is lower than the city median of $53,355. It is likely that a number of people are living on a pension due to the concentration of people over the age of 60 living in the area. (Based on Census 2001data)

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Education School Rolls for Surrounding Area (Sept 2005) The Westlake area is surrounded by a number of schools however this Health Impact Assessment has only included Westlake Girls and Carmel Collage. This does not exclude the other school as they are recognised as major contributor to traffic generation of the road network. Education

- Westlake Girls - Carmel Collage - Westlake Boys - Rosmany Collage - Takapuna Normal

Number of Students

2109 946

2033 928 620

Source: North Shore City Council City Statistics

Labour Force Status Due to the aging population in the Westlake area there is a significantly higher proportion of the community who are not in the labour force, this is likely to be due to many people being retired. However there is still a relatively high percentage of people living in the area who are employed full time. Part-time employment and unemployment are below the city average. Employment

- Employed Full-Time - Employed Part-Time - Unemployed - Not in the Labour Force - Unidentifiable

Westlake Area

39.9% 7.8% 2.6% 50.3% 0.7%

North Shore City

49.7% 14.3 3.9 29.9 2.3

Source: Based on Census 2001

Social Cohesion 42% of North Shore City residents agree or strongly agree that the community works together and supports each other. This is similar to results from other big cities Source: MSD Quality of Life in the Big Cities Report, 2003

Transport The majority of households in the Westlake area have no car or own one car per household, which are much higher than the rest of the city. This likely reflects the

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older population in the area. Due to the age of the residents and the fact that many of them do not currently work and generally own only 1 car it is unlikely that the residents are themselves contributing to the congestion on the road network. Residents in the Westlake area also have much higher proportion of people walking or jogging to work. Source: MSD Quality of Life in the Big Cities Report, 2003 Number of Motor Vehicles per Household None One Two Three or more Not Stated

Westlake Area

19.4% 52.8% 16.7% 8.3% 1.4%

North Shore City

6.9 35.6 39.9 14.7 3.0

Source: Based on Census 2001 Travel to Work (Residents) Did not go to work Worked at home Car, Truck, Van Public Buses Motorcycle Bicycle Walked/Jogged Other Not Stated

Westlake Area

12.2% 8.1% 54.1% 6.8% 1.4% 0.0% 10.8% 0.0% 5.4%

Source: Based on Census 2001 The workers who travel into the Westlake Area from elsewhere have a high number of people travelling by private transport at 73.6% this is even higher than the North Shore City Average of 67.1%. A very low portion of people use public in comparison to the city average of 5.6% Travel to Work (Workers) Did not go to work Worked at home Car, Truck, Van Public Buses Motorcycle Bicycle Walked/Jogged Other Not Stated

Westlake Area

18.9% 1.5% 73.6% 1.7% 0.3% 0.7% 2.2% 0.3% 0.6%

Source: Based on Census 2001

Environment - North Shore has 7.3 hectares of green space per 1000 population - 12% of residents of North Shore City felt air pollution was a problem or a big

problem in their neighbourhood. - 51 % of North Shore City residences felt water quality was a problem or a big

problem in their neighbourhood.

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- 66% of the city residence felt that noise pollution was not a problem or not much of a problem.

Source: MSD Quality of Life in the Big Cities Report, 2003

Safety and Crime

- Residents North Shore City feel much safer than resident of the other big cities

- Dangerous driving and Traffic risk however are the two highest problems for North Shore Residents.

- Road cash deaths in North Shore City are on generally on par with the other 8 cities in New Zealand where the overall fatality rates are notably lower than the rest of New Zealand.

- Crime rates in North Shore City are lower than any other city in the Auckland Region. Source: MSD Quality of Life in the Big Cities Report, 2003

Health - Life expectancy in North Shore City is the highest of all the cities in New

Zealand with the male average at 75.7 years and female 81.1 years. - The residents of North Shore City as with most of the cities consider their own

health extremely good or good and their lifestyle to be very healthy or health Source: MSD Quality of Life in the Big Cities Report, 2003

Housing1

Home ownership is slightly more prevalent in North Shore City, at 70 percent compared to 68.8 nationally. This may reflect the fact that North Shore people are more likely to be employed and are on average better paid.

Source: Enterprise North Shore

Physical activity There was no breakdown of physical activity data for the Westlake area. The Waitemata DHB data shows approximately 70 percent of the district’s adults are physically active for at least 2.5 hours a week, with half achieving the Sport and Recreation Council of New Zealand (SPARC) guideline of exercise for 30 minutes or more on at least five days of the week. Asian, and to lesser extent Pacific people, exercise less than the Maori and European/Other ethnic categories. Males were more likely than females to be physically active. These proportions are similar to national estimates. Source: Waitemata DHB Health Needs Assessment Update (2005)

1 The housing data relate to the greater area of North Shore City, not just the Westlake radius.

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Youth health It is likely that many young people living in Waitemata are generally healthy, as was found in the recent large New Zealand study of secondary school students aged 12 to 18 years. However, the findings of this survey cannot be generalised to the whole youth population. Tobacco

• 26% percent of all Year 10 students in the North Shore smoke. 18% smoke daily, weekly or monthly

Alcohol

• Nationally, among 12-18 year old high school students, 39% of female and 41% of male students reported binge drinking within the last four weeks.

• Nationally, among 14-15 year olds in 2000, only 51% drank rarely or never. • Auckland data indicates that the quantity consumed on a typical drinking

occasion by 14-17 year old drinkers in a 1999 survey was 5-6 drinks. • In one study, within Waitemata, 42% of alcohol purchases by 18 year old

volunteers in Rodney, 36% in Waitakere and 30% in North Shore were made without providing ID. It was easier for males to purchase alcohol without ID, compared with females.

Other drugs

• Marijuana is the most commonly used illegal drug. Nationally, among 12-18 year old high school students, 38% of female and 39% of male students reported ever having smoked marijuana, while 6% of female and 8% of male students reported weekly or more frequent marijuana use.

• Stimulants (uppers, speed, amphetamine, and methamphetamine) became the second most popular illegal drug type after marijuana in 2001. Nationally, between 1998 and 2001, last-year use of stimulants increased from 1.6% to 5.3% in 15-17 year olds, and also increased in 18-19 year olds.

Source: Waitemata DHB Health Needs Assessment Update (2005) Youth mental health Data available for the North Shore relating to youth mental health show that:

• Most young people referred to mental health services are seen by general mental health services

• About 65% of youth seen in the North are European. The Maori (6-7%) and Pacific (1-3%), Asian (3%) and Other ethnicity (10%)

Local Community Concerns Meetings were arranged with two of the major local users of the Wairau Corridor – Smales Farm Business Park and Atlas Concrete. Information from previous Council consultation with Westlake Girls High outlined the schools key concerns.

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Smales Farm Business Park Any delay on traffic will cause stress to employees. Smales Farm is conscious of creating a work space that is environmentally sustainable and only 2/3 of the land will be developed to its zoning capacity as it wants to maintain space for people. They want to create an open space development with boulevard internal streets, pedestrian linkages and places for children to play. The buildings have been set back from the street as the owners believe the widening will create noise and an increase in vehicle emissions, as more traffic will use the road. The owners of Smales Farm say they are highly tuned to their sense of community responsibility and want much better connections and a reduction of severance for pedestrians at the intersection outside the school gates. Key concerns around bus station and links

• Pedestrian safety is the key issue: particularly for children and the elderly and they are also concerned about the severance issues around this area. Council should be considering some much better options surrounding pedestrian access instead of minimum requirements. Pedestrians are the key users of the station.

• Smales Farm is developing key linkages within its site to provide safe access to and from the site.

Cycling

• Would like to see designs that would encourage cycling for all including students and not simply white lines on the road.

Overall

• Smales Farm are in full support of the Busway and want the design for pedestrians to work so people are encouraged to use it and stop driving to work or school.

Westlake Girls High School (obtained from previous Council consultation) The key issues for the school were around pedestrian safety, both during the construction of the roadway and following completion.

Atlas Concrete Issues and Suggestions Atlas had some difficulty commenting on the proposal because they hadn’t heard much about the project. However, after discussion with the HIA team they were able to identify a number of potential impacts. Construction was believed to have a number of impacts:

• Disruptive to trucks and customers • Traffic management impact

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• Affect safety (oil tankers) • Buses unable to stop at bus stop to drop off children so they might drop off

children at Atlas (for Westlake Girls) • Footpaths are already busy for young people and construction will make

footpath-use more difficult • Atlas might lose power if the lines are put underground

The final design

• Potentially very positive • When it’s all finished it will be positive because ‘anything that helps with traffic

flow helps their business as it’s a transport business basically’. • Anything that helps business and customers will be positive. Atlas helped the

process by buying the petrol station and houses near them. • Business can’t extend until everything is sorted out (no certainty) • If transport improves, then their business improves due to the improved

movement of 130 trucks. Also concrete has a 1.5 hour usable life once in the truck, so improved transport might mean businesses further away could get the concrete delivered.

• Is believed it is likely to improve local business • Design – trees are nice to look at but hard for traffic to pull in and out. • Schools don’t have bike sheds now or facilities, and parents believe it is

unsafe for children to cycle. Facilities will need to be put in • Atlas don’t believe that trucks crossing cycle and pedestrian lanes will be an

issue as long as there is good sight lines for drivers • The bus station hub will connect the east and west of the city, and connect to

local buses. Atlas issues

• Has showers on site if the staff want to use them. Staff walk, bike, motorbike, but most drive to work. Showers and lockers are not used much as most have to get to work early, so they drive to work. Bikes are left outside (on premises) with no problems of theft or damage.

• The business is not interested at the moment in travel plans / food / smoking health promotion activities (although they do know they are important for individual health). Instead the focus is on Occupational Safety and Health because of safety and truck down time if there are accidents.

• Expensive housing in the area – staff can’t live near here so people don’t walk/cycle. There is no public transport at the times that workers start their shifts. Will buses service local places of workers (other parts of the city not accessible by bus currently), or just shuttle to the city and back?

• Linkages in the area not important so much – staff do go walking at lunch time out the back of the site. Might go down to the hospital or to Smales once it’s developed

• Buses are good for kids. They might be ok for workers who are services and timed.

• Staff live well away from here so can’t easily get there by 5am. No transport. • Health and Safety work practices are a high priority for this business – need

to drop accident rates. Knows about smoking, diet and exercise but can’t focus on those before OSH issues – down times for trucks etc if people off work cost $ to the business.

Suggestions for the corridor by Atlas Concrete

• Timing of construction is key – bus stops should be built first

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• The most disruptive construction should occur at school holiday times • Would like to meet with project people (who get the contract) and for traffic

control to be included in the tender documents. • Timing is important – phasing • Would like to know what is proposed • Would like a ‘well managed’ process (ie, would like to see the project

managed to minimise disruption to their business – access, power, delays) • Drivers need to have a clear view so careful choice and placement of trees

around the Atlas site is important. • Atlas want more information and to be consulted on decisions affecting them:

potential loss of power when powerlines are placed underground • Rezone housing on frontage as commercial? • Physical barrier must be required – wide footpaths • Tell cyclists about trucks • Bike lanes need to be segregated – design is vital. Cycling must be on the

footpath as cycling around parked cars etc is dangerous, so the paths need to be wide enough for pedestrians and cyclists.

• New bus station okay if aligned with the right timing and routes. Early and late times for shift workers needed.

• Need better communication with stakeholders about the project. Meet with the contractor beforehand. Involve in design

• Landscaping – clear sightlines important for trucks getting in and out of the site. Not so interested in design detail, but keen to hear about very local stuff eg, plants/pavers/lighting. Interested in process of development – day vs. night, traffic control, access/power cut off when and which side first Want to know abut nearby design details.

• Decent pedestrian width with cycles on it. • Does want to be consulted on the 50 metre radius of Atlas site. • School cycle facilities are required to support the proposal.

Findings It was not possible in the half-day workshop to focus on every aspect of the Wairau/ Taharoto corridor project. The main aspects of the project were covered and are listed under the five headings below with the matrices for each included:

• widening of the corridor to accommodate bus lanes • the new bus station • widening of the corridor to accommodate cycle and pedestrian lanes • linkages between major sites improved • whole project issues

The potential impacts of the proposed actions, populations affected and comments from workshop participants are presented in the matrix below. This summarises the main findings of the HIA, and informed the recommendations. Project component 1. Widening the corridor to accommodate bus lanes For each element or aspect of the project: For the health impact: what determinant of health may be affected by the projects implementation?

is that a direct or indirect health impact? What’s the causal chain?

what key factors may encourage or prevent the health impact

is it likely to be positive or negative

who may be affected

which groups may be differentially affected

Community severance – pedestrians perceived fear and difficulty crossing six lanes of traffic.

Indirect – reduced access to services and the community; reduced social connectedness; reduced physical activity from not walking or cycling for trips that involve crossing the road.

Safety of crossing points; density of traffic; knowledge-level of pedestrians; encouragement from workplace or school; ease of use of crossing points for people with mobility issues or people with prams.

Negative Local population, school children

People with disabilities, children, older people, people with mobility issues.

Indirect – reduced free will movement of children as parental perception of road is one of danger.

Safety of crossing points; density of traffic; parental information

Negative Parents, children

Children

Accidents – pedestrians not waiting for signal of lights to safely cross the road (J-walking)

Direct – risk of accidents Indirect – mental health from ‘running the gauntlet’ each day

Phasing of lights to give priority to pedestrians; Desire-line of pedestrian travel catered for; other options that may be

Negative Local population, school children.

School children.

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available for crossing the road, for example walkways, underpasses, cars on a flyover or cut-through, etc

Increased volume of traffic on the road (number of car lanes maintained, but more buses).

Indirect – reduced access to services and the community; reduced social connectedness; reduced physical activity from not walking or cycling for trips that involve crossing the road. Direct – risk of accidents; increased pollution.

Inducement of traffic, urban sprawl, mix of local land-use.

Negative Local population, school children, local workers

Children, older people

Faster movement of traffic on the road

Direct – increased risk of accidents; Indirect – community severance;

Phasing of traffic signals; use of pedestrian barriers forcing pedestrians to crossing points (which may further increase vehicle speed). Other options for crossing the road.

Negative Local community

Children, older people, people with mobility issues

Direct – decreased pollution. Indirect - faster delivery of freight and reduced travel time

Inducement of traffic leading to reductions in private vehicle travel time, fuel-type use of vehicles, direction of exhaust pipes

Positive Commuters, businesses

Altered sight-line visibility of the environment for buses and increased numbers of buses

Direct – increased risk of accidents

Driver and student education; planting choices, pavement widths, vehicle speeds

Negative Local population, bus users

Children

Proximity of bus lanes to Direct – increased risk of Width of footpaths; location Negative School children, Children

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footpaths (that have hundreds of students over-flowing them at peak times)

accidents of bus stops for schools; number of school exit-points onto corridor, school closing times.

care-givers

Substantial footpath widths Direct – reduced risk of accidents Indirect – perceived safety, increased physical activity

Width of footpaths, joint cycle-use of shared space, location of bus stops for schools; number of school exit-points onto corridor, school closing times.

Positive School children, care-givers

Children

Cyclists and buses sharing the same zone, particularly at bus stops and dual bus/cycle lanes

Direct – increased risk of accidents

Purpose of cycling – commuting or cycling to school, segregation of cycling, number of bus stops, education of drivers and cyclists

Negative Cyclists – commuters, school children and local workers.

Children

Project component 2. New bus station For each element or aspect of the project: For the health impact: what determinant of health may be affected by the projects implementation?

is that a direct or indirect health impact? What’s the causal chain?

what key factors may encourage or prevent the health impact

is it likely to be positive or negative

who may be affected

which groups may be differentially affected

New bus station Indirect – increased access to employment (income), education, recreation, the community and services (to local opportunities for people from elsewhere, and distant

Bus timetables and routes, quality of bus service, quality and quantity of local jobs to attract people,

Positive Local community, workers, school children

Low income workers can now travel more easily to the area by public transport

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opportunities for locals). Indirect – additional noise for

music department and other classrooms fronting the bus station

Landscape design, noise levels of buses, frequency and timing of buses, sound-proofing of school classrooms

Negative Westlake Girls

Large numbers of people congregating at, and walking to and from the bus station

Direct – increased physical activity Indirect – social connectedness

Covered areas for people to congregate; covered walkways to main pedestrian destinations from the station, shelters at waiting areas (at road crossing points).

Positive Bus users Bus users, people without access to a car, people with mobility issues

Sense of safety, personal safety around the new station catered for in design

Indirect – increased perception of safety when using the station at all times; including late at night and early in the morning; sense of belonging for all community members – young, old and ethnic groups; increased physical activity;

Crime prevention through environmental design principles used to inform station and surrounding areas design; mix of land use (retail, residential, work, etc)

Positive Local community, workers, public transport users

Older people, children, ethnic minorities, women, young men

Distance from the Lady Allum rest home to the bus station is considerable for the residents.

Indirect – reduced social connectedness, reduced physical activity

Other opportunities to connect Lady Allum residents into the bus network, particularly the buses travelling along Napoleon road.

Negative Lady Allum residents

Access for people from the Direct – increased physical Design options for creating Negative Local residents People with

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south west to the bus station requires a long out-of-the-way walk.

activity for the few who choose to make the journey on foot, but decreased activity for the many who will be put off making the journey on foot.

connectivity for south-west residents; use of CPTED principles around the station.

mobility issues

Access for people from the south east to the bus station is direct due to a footbridge.

Direct – increased physical activity as people are more likely to walk to the station.

Use of CPTED principles around the station and the walking route.

Positive Local residents People with mobility issues, low-income population of Northcote.

Project component 3. Widening the corridor to accommodate cycle and pedestrian lanes For each element or aspect of the project: For the health impact: What determinant of health may be affected by the projects implementation?

Is that a direct of indirect health impact? What’s the causal chain?

What key factors may encourage or prevent the health impact?

Is it likely to be positive or negative

Who may be affected?

Which groups may be differentially affected?

Community severance created by existing road

Direct – Sense of community, currently severed activities, current dairy is focus of young people

Negative Workers, Young people, Elderly living nearby

Workers, Young people, Elderly living nearby

Direct – sense of community could be improved

Lighting, design, planting trees, footpath layout and

Positive Workers, Young people, Elderly

Workers, Young people, Elderly

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increase in number of crossings

living nearby living nearby

Physical activity Access - add pedestrian facilities

Better access for young and elderly. More and bigger islands in the road.

Positive Elderly, Young people

Elderly, Young people

Social cohesion Direct – access across road, better access to schools and work places

New crossing with signals Lighting, design, planting, trees

Positive Elderly Young people

Elderly Young people

Direct – wider corridor – longer crossing time

Signals set at a faster pace than elderly can cross at

Negative Elderly Elderly

Direct – stress on drivers waiting for pedestrians to cross

Negative Traffic/drivers Traffic/drivers

Noise from traffic Direct Mitigated already by major landowners, but increases are likely

Negative

Air quality Direct – increase in traffic due to better access for cars and buses

Any reduction in car travel reduces overall impact on air quality Can be mitigated in case of buses

Positive and Negative

Residents Young people Elderly Workers

Physical activity Direct – increase in ability to cycle – better cycle lanes

Better provision for commuter and local cyclists Better provision for cycling at schools

Positive Young people Young people

If cycle lanes are on level of road and bus lanes may be seen by parents as not safe enough

Negative Young people Young people

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Fewer cyclist crashes Better perceived safety for cyclists and pedestrians Non-segregated lanes are suitable for commuters, but not safe enough for children

Segregated cycle lanes Positive Cyclists

Reduce inequalities - access to education, work

Indirect More transport choice – better connection for those not well provided for currently

Negative Workers/ households Young people

Direct Remove bus traffic from corridor into bus station Less need to cross road – fewer pedestrian crashes Smoother flow of traffic

Project component 4. Linkages between major sites improved For each element or aspect of the project: For the health impact: What determinant of health may be affected by the projects implementation?

Is that a direct of indirect health impact? What’s the causal chain?

What key factors may encourage or prevent the health impact?

Is it likely to be positive or negative

Who may be affected?

Which groups may be differentially affected?

Greater accessibility to whole area – people able to come in and out more freely

Indirect – employment and education

Comprehensive transport options – buses, cycling, walking

Positive Lower income families, Young people, Workers

Lower income families, Young people

Safety of transport options Direct – more bus traffic from corridor into busway station

Less need to cross road, fewer pedestrian crashes,

Positive Young people,

Young people, Elderly

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smoother flow of traffic and school drop-offs (less chauffeuring by parents)

Workers Residents including elderly,

Project component 5. Whole project issues For each element or aspect of the project: For the health impact: What determinant of health may be affected by the projects implementation?

Is that a direct or indirect health impact? What’s the causal chain?

What key factors may encourage or prevent the health impact

Is it likely to be negative or positive

Who may be affected

Which groups may be differentially affected

Development along the corridor attracting large numbers of people to the area

Direct – increased exposure to air pollution and risk of accidents

Number of people, age of people attracted, urban and corridor design

Negative Local population, workers,

Children, older people, people with existing respiratory problems

Altered Westlake bus station intersection with Wairau/ Taharoto road

Direct – increased risk of accidents due to complexity of the intersection, the number of vehicle movements, and the conflict created with pedestrians crossing.

Phasing of signal crossings, number and density of traffic, relative priority given to pedestrians crossing frequently and safely versus traffic flow,

Negative Local population, workers

Children, older people, people with mobility issues

Increased density of traffic on Wairau/Taharoto road and planned cycle-routes in this zone (currently not segregated)

Direct – risk of accidents Segregation of cycles and traffic; Alternative routes also made available through back streets for cycling; facilities for cyclists built into

Negative cyclists Children

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destination points eg safe cycle storage

Community severance created by existing road

Sense of community, currently severed activities, current dairy is focus of young people

Extend the community to mitigate for a “9 lane” highway

Negative Workers, young people

Community severance because the corridor defines the place – no sense of entry or of place

Feelings of isolation - Residents don’t currently meet workers of young people

Name the suburb to encourage a feeling of pride – eg, Westlake, Create entry points to the area, attention to detail of design (use urban designers)

Positive All Residents, Workers, Young people

Ease of public transport Bus station Covered walkways to encourage walking to and from the bus station

Smales development to include café

If café available it will increase demand in the area in line with increased flow

Hospital development Need a good travel plan Workers Increased traffic Direct – increased traffic

needs managing across all sites

NSCC decisions on detailed roading design and travel plans for schools, hospital, Smales Farm

Hospital development Potentially more cars into area – increase in air pollution, noise etc

Hospital required to develop travel plan

Residents Workers Young people

Underground power, remove roadside hazards

Direct – fewer and less serious crashes for motorists

Safety of lanes, design suitable for

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Community severance Better pedestrian facilities Create more opportunities of food traffic by increasing the community nature of pedestrian flow

Positive All Residents, Workers, Young people

Bus station Bus station currently planned as functional space, no retail, less sense of community

Future development of station and creation of community space in the vicinity via Smales development

Positive Workers, residents, young people

Evidence of health impacts There are several health impacts which related to a transport HIA such as this one. Those specifically looked at in the HIA and other related impacts are presented here. All impacts and subsequent health impacts mentioned below are known to definitely occur, unless otherwise indicated. Transport The Health Promoting Influences of transport include: • Physical activity • Social connectedness & interaction • Social & cultural participation • Economic development • Enables access to:

o Employment, education & training o Goods & services o Recreation o Social support networks o Health services

Different Modes of Transport Walking The ‘walkability’ of neighbourhoods, and a having mix of shops and businesses within easy walking distance is associated with higher levels of physical activity. Cycling Cycling provides access and transportation to segments of the population that would otherwise not be able to travel, or travel as far, independently. It extends the geographical range for trips usually made on foot and provides a low cost transport alternative for short to medium length trips usually made with motorised vehicles. Cycling also complements the public transport system providing multi-modal journey options for longer trips and thus increased catchments for existing services. Increased cycling for transport and recreation supports this intention. People cycle for many reasons including transport, recreation, health, economics, sport and social interaction and are present across all socio-demographic groups. To meet these diverse needs, cycling needs to be given equal treatment as a transport choice. (Australia Cycling 1999) Public Transport Public transport can play a role in encouraging physical activity. On average a journey by public transport requires a 10-minute walk. Therefore, if a person uses the bus twice a day they will be physically active for 20-minutes – two thirds of the required amount for health benefits (PHAC, 2003). Public transport has a much lower accident rate than private car transport a mode shift to public transport can help reduce accidents. Reduced number of car trips also reduces traffic noise reducing stress and in addition high quality public transport can reduce stress for commuters. Urban/Streetscape Design Recent international research shows conclusively that good urban design creates, among other things, better public health, greater social equity and reduced vehicle emissions. Good urban design can encourage people to undertake physical exercise which in turn provides health benefits. More attractive, better connected and safer streets can create more ‘walkable’ cities which enables better access to services by

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those who cannot drive or access public transport. (Ministry for the Environment 2005) Connectivity is the degree to which networks – streets, railways, walking and cycling routes, services and infrastructure – interconnect. Good connections encourage access within a region, city, town or neighbourhood. (Ministry for the Environment 2005) Mixed use of a neighbourhood, with different activities taking place, can allow parking and transport infrastructure to be used efficiently and reduce car use. This can enhance social equity when people are able to access services, schools and workplaces and the like more easily (Ministry for the Environment 2005). Environments which are well planned can promote safety as well as the use of buses, cycleway and walkways. (see Appendix 4) Road traffic accidents Road traffic accidents account for over 400 deaths per year, with even more people injured causing both short and long-term incapacity/injury. Pedestrian and cyclist deaths and injuries are significant in New Zealand, with such accidents being more likely for these groups than for drivers. Vulnerable communities experience far greater cyclist and pedestrian injury and death rates than less vulnerable communities, particularly for children, and children are most likely to be killed or injured in built up areas close to their homes. This is further compounded by the most deprived areas also having more children living in them (Land Transport Safety Authority, 2005; The Institute for Public Policy Research, 2002; National Health Committee, 2003). Perceived danger from traffic restricts children’s independent mobility, with subsequent increases in traffic to transport children, and decreases in fitness and psychological well-being of children who no longer cycle or walk at will (speculative) (Transport and health study group, undated). Children and adults in deprived areas are less likely to travel by car (due in part to lower car ownership) and are more likely to make journeys on foot. Above 50 km/h the risk of killing a pedestrian child during an accident rises dramatically (Proctor, 1991). Where modal share for pedestrian and cycling is lower, the relative risk of having an accident increases sharply – therefore there is safety in numbers for cyclists and pedestrians (Jacobsen, 2003). Physical activity Inactive lifestyles are a causal factor for obesity and overweight, and New Zealand is in the middle of an obesity epidemic (Ministry of Health, 2005). Physical activity reduces the risk of heart disease, stroke, cancer, diabetes, high blood pressure, depression, osteoporosis, obesity and improves well-being (Health and Transport Study group, undated). Those without private transport have no other options other than to use local opportunities, and these should always be maintained where possible. Good public transport increases opportunities for physical activity by users (getting to and from public transport hubs), and reduces the number of private vehicles on local roads (increases desirability and perceived safety for all walkers and cyclists) (Public Health Advisory Committee, 2003). This is particularly true for short local trips. Reduced free-will movement of children due to increased traffic flows and lower perceived safety of the environment impacts on children’s mental health and physical health (Frumkin, 2001). While road traffic accidents are a significant issue for pedestrians and cyclists, the numbers of deaths pales in comparison to the numbers of deaths attributable to coronary heart disease, stroke and cancer. Benefits of physical activity & activity friendly environments Creating an environment that supports physical activity has health, social, environmental and economic benefits for individuals and communities.

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“Regular exercise protects against heart disease and, by limiting obesity, reduces the onset of diabetes. It promotes a sense of well-being and protects older people from depression” (Wilkinson & Marmot, WHO 2003). “Cycling, walking and the use of public transport promote health in four ways. They provide exercise, reduce fatal accidents, increase social contact and reduce air pollution…”(Wilkinson & Marmot, WHO 2003). “Physical activity is now considered a major modifiable factor for preventing and reducing the mortality from cardiovascular disease, diabetes and some cancers, as well as improving musculoskeletal and mental health. Increasing epidemiological evidence confirms the health benefits of moderate regular physical activity” (Bauman & Owen, 1999). “[T]here is convincing evidence that not doing enough physical activity (being sedentary) increases the risk of developing some cancers. Being sedentary increases the risk of developing cancer of the colon and rectum. It is also possible that being sedentary increases the risk of lung and breast cancer” (Cancer Society, 2005). “Regular physical activity benefits communities and economies in terms of reduced health costs, increased productivity, better performing schools, lower worker absenteeism and turnover, and increased participation in sports and recreation activities” (WHO, 2005). Getting more people more active more often enhances health, improves individual and communal sense of wellbeing, increases social connectedness and protects the environment (SPARC, 2004). Community severance/social connectedness Community severance occurs when people are separated from social networks/support, community facilities and services by a physical barrier, such as a busy road. For example there is a reduction in the number of friends in the same street when there are high volumes of traffic on that street (Appleyard, 1981). Many studies have shown that people without social support have higher death rates (Hawe and Shiell, 2000), but there is not direct evidence between transport projects and social support. Community severance also results in reduced play areas for children and reduced access to local education, work, shops and healthcare for those without cars (Frumkin, 2001). Social exclusion can also result in reduced physical activity and since those without private transport are more predominantly vulnerable groups, further inequalities arise (see above for affects). UK work shows that non-car owning people on low incomes make 25% fewer journeys than low income people with a car, and 56% fewer journeys than high income car owners (Transport Statistics Great Britain, 2001). For some people transport can have positive impacts on health by facilitating social support, such as enabling better access to friends and family (Public Health Advisory Committee, 2003). Access and mobility Access to education, work, shops, healthcare and social networks often requires transport. Those without a car (highly represented in this community) have reduced access to those facilities designed that assume car use. Within car-owning households – the elderly, children and women are less likely to have access to the car. According to the New Zealand Transport Survey, car usage is lower in women,

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in Maori and Pacific peoples and in people with low incomes (Land Transport Safety Authority, 1999). People with disabilities are particularly affected by access issues. Health impacts of these are definite. Ensuring safe, accessible and reliable public transport, walking and cycling options goes some way to mitigating a lack of private vehicle transport (Public Health Advisory Committee, 2003; Transport and Health Study Group, undated). However increased use of poorly maintained public transport, such as use of old buses, will increase air pollution (Fleeman and Scott-Samuel, 2000). Noise related health impacts Noise related health impacts are unlikely to lead to hearing loss but contribute to high blood pressure (able to be estimated), minor psychiatric illness, loss of sleep, increased communication difficulties (speculative), and a possible interference with concentration (speculative) (Transport and health study group, undated; National Health Committee, 2003). High noise levels can impair the performance and educational attainment of children (Dejoy, 1983; Sanz et al, 1993). Children with a low level of educational attainment are more likely to suffer from poor adult health in later life (Bynner and Parsons, 1997; Zoritch and Roberts 1998). Pollution related health impacts Pollution related health impacts include cancers, leukaemia, increased deaths and hospital admissions from cardiovascular diseases and respiratory diseases. Asthma symptoms and bronchodilator use will increase (Transport and health study group, undated). Four hundred and forty people annually are estimated to die from PM10 air pollution in Auckland annually. This is higher than the nationwide road toll. ‘Extremely conservative’ average hospitalisations in Auckland from PM10s in Auckland are estimated to be 200 per year. Restricted activity days (spent in bed, missed from work and when activities are partially restricted due to illness) in Auckland from PM10s are estimated to be around 750,000 every year. Health effects of PM10s are coughs, asthma symptoms, bronchitis, respiratory illness and mortality (Ministry for the Environment, 2003). Roadside concentrations of carbon monoxide, nitrogen dioxide, sulphur dioxide and benzene in Auckland exceed ambient air quality guidelines. A significant decrease in work capacity in healthy adults, decreased exercise capacity at onset of angina and increased duration of angina in people with ischaemic heart disease are health effects of carbon monoxide. Ozone is estimated to contribute to over 100 deaths per year in Auckland. Benzene concentrations are estimated to cause less than 70 cases of leukaemia over lifetime exposure in Auckland (Ministry for the Environment, 2003a). Due to heavy concentrations of pollutants in the centre of roads, air intakes of vehicles and exhausts directed at ground level – pollution inside cars is up to three times higher inside vehicles than outside (Health Education Authority, 2000)

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Conclusions and recommendations The potential health impacts of the Wairau/ Taharoto project have been categorised as both positive and negative, although many are positive. The impacts on health and the determinants of health that were identified under one part of the project were often replicated in other parts of the due to the inter-connected nature of different aspects of the proposal. This is beneficial because proposing solutions to enhance or mitigate health impacts for one issue often enhances or mitigates other aspects in the framework also. Such a situation is common, reflecting how the determinants of health and wellbeing are similarly inter-related. Corridor options that are likely to promote public health include the additional bus lanes and cycle lanes, the new bus station and improved linkages to major sites. However, to maximise these positive impacts it is important that potential negative impacts from these same developments are minimised, and these are recommended below. A number of recommendations were put forward by the invited stakeholders in the rapid HIA workshop and through subsequent work. However only those that:

• had matching evidence, and • were practically able to be mitigated or enhanced, and/or • matched residents’ concerns or addressed community issues, and/or • affected a large number of people, and/or • caused a significant impact, and/or • disproportionately affected a vulnerable group

have been brought through into these recommendations. This ensures that any recommendations taken up by North Shore City Council are robust, practical, evidence-based and desirable for the community and stakeholders. The HIA recommendations have been split into sections that reflect the organisation that has the most ability to implement each recommendation. Recommendations suggested for the Project are: Recommendations

Overarching and priority concepts. Recommendation Organisations

responsible Additional resources required

That North Shore City Council (NSCC), Auckland Regional Transport Authority (ARTA) and Auckland Regional Public Health Service (ARPHS) hold a meeting to discuss the HIAs recommendations, which ones to take forward, who will lead each recommendation and what timeframes and resources might be required (developing an implementation plan).

NSCC, ARTA, ARPHS

No

That the North Shore City Council develop a Westlake area-plan. At the moment there is a ‘corridor plan’ and no current attempt to create a community for the local residents and incoming children and workers. A series of liveable areas, linked to the main sites that can be developed in conjunction with the local community and stakeholders is needed. While it is seen by transport

NSCC Yes

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planners as a hub and a corridor, it is rapidly turning into a large community of local residents (smaller proportion) and incoming students and workers (larger proportion). This would help the transport planners and land use planners to work together for this community. Wairau Road is likely to be insurmountable obstacle for some people regardless of mitigations for the design. Therefore ensuring that community connections and adequate community facilities are provided for on both sides of the corridor is important. Through the use of the proposed Westlake area-plan the linkages can be made between those, rather than across the corridor.

NSCC Part of the area-plan

ARTA and North Shore City Council jointly develop travel plans for the community (local people, workplaces, rest-home and schools) to tie into the new public transport initiatives being developed as part of the Corridor Project. This would maximise the use of the new transport facilities, and provide a rationale for implementing travel plans within the community. Partners in this venture could include The Road Safety Trust, the Energy Efficiency and Conservation Authority, the Auckland Regional Council, Infrastructure Auckland and Transfund. Development of the travel plans (if started in 2006/07) are in good time to tie-in with the bus station completion in 2008 and the fully completed project in 2010.

NSCC, ARTA

Yes

The North Shore City Council work particularly closely with the Smales Farm Development to require travel plans, as the Farm has the potential to greatly increase vehicle traffic flows into the community. Transport modal assessments of people coming to and from Smales Farm are required to ensure that the Travel Plans are implemented – incentives from the North Shore City Council should be considered to ensure that private-vehicle access is capped at a manageable level.

NSCC, Smales Farm, ARTA

Yes

The North Shore City Council investigates the economic effect of its workplace travel plans, and for this data to be used to inform other North Shore businesses of the impacts that can be accrued.

NSCC No

Name the suburb Westlake. NSCC No Create definite entry and exit points to the suburb, as part of the area plan.

NSCC Part of the area-plan

Carry out a safety audit of the completed corridor (for example the phasing of the lights), but include wider considerations such as the effectiveness of the corridor supporting community expectations and promotion of public health.

Transit NZ Build into usual audit

Specific concepts and design considerations for the Wairau/Taharoto Corridor Recommendation Organisations

responsible Additional resources required

Cycling Footpath widths should be a minimum of three metres NSCC No

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and as large as possible (within the designation limits). Mixed-use footpaths that allowed cycling would create additional safe space for children to congregate, and place a physical barrier between cyclists and traffic/bus lanes. If this is not possible under current by-laws then the by-laws should be changed.

NSCC No

School children who cycle could be let-out of school 5 minutes before other students to ensure a relatively clear cycleway for them (this occurs in other Auckland schools as part of travel plans).

NSCC, schools, ARTA

No

Promotion of cycle-lanes throughout the area, so that cyclists have multiple options (quiet routes) other than just Wairau/Taharoto road for safe cycling, using back streets. This would include a network of safe cycle-ways to and from key areas such as the hospital, the bus station and the shops.

NSCC, ARTA

Yes

Promotion of cycle-friendly destinations, such as safe cycle storage facilities, showers at work-places, etc.

NSCC, ARTA

Yes

School cycle facilities are required to support the proposal.

NSCC, schools

Yes

Construction Phasing of construction is key – bus stops should be built first.

NSCC, construction company

No

The most disruptive construction should occur at school holiday times.

NSCC, construction company

No

Crossing the road Signal phasing should be developed that favours pedestrians in the am and pm peak, with a particular focus on timings that are favourable to pedestrians outside schools at peak school hours.

NSCC No

Signal phasing for pedestrian crossings must consider the speed at which local residents may be able to cross this road. A high proportion of residents greater than 60 years (50% of all locals) suggests that the standard 1.2 metre/second timings for a 30m road-way may be inadequate. This requires investigation when setting the phasing of the lights.

NSCC No

Signal phasing at peak times for workplaces and schools should not rely on SCAT data as pedestrians require priority over cars at these times. Pedestrian tracking data should set the basis for phasing at these times of the day.

NSCC Yes

Crossing points should be easy to use for people with mobility issues and people with prams, for example use of kerb-less crossing points.

NSCC, construction company

No

Transit and North Shore City Council work together to ensure the phasing of the signals at the Westlake Bus station intersection with Wairau and Taharoto Roads is optimised for community safety.

NSCC, Transit

No

Transit and North Shore City Council work together to consider other options for the Westlake Bus station

NSCC, Transit

Yes

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intersection with Wairau and Taharoto Roads to reduce the conflict between pedestrians and vehicles Design points Use crime prevention through environmental design principles when developing the new bus station, the surrounding area and wider corridor.

NSCC, construction company

No

Use injury prevention through environmental design principles when developing the new bus station, the surrounding area and wider corridor.

NSCC, construction company

No

Use urban designers to contribute to the design of the streetscape and tree planting (not just traffic engineers), but ensure that truck drivers (such as Atlas trucks) have a clear view when accessing the Atlas site.

NSCC, construction company

No

That future design decisions employ a transport hierarchy of privilege: pedestrians> cyclists> public transport> freight> private vehicles.

NSCC No

Quantify the number of pedestrians and include this information in design planning

NSCC, construction company

Yes

Alternative and mitigating options Appropriate mitigation for Westlake Girls classrooms that are exposed to higher noise levels from the new bus station, such as landscaping and sound-proofing of class-rooms.

NSCC, schools, Transit

Yes

Develop an over-bridge for people from the south-west to access the bus station, including desire-line paths through the golf course.

NSCC Yes

Ensure exit points from schools do not lead directly onto the corridor.

NSCC, schools

No

Consider the use of covered walkways to the bus station from major pedestrian destinations, including covered areas at major road crossing points.

NSCC, ARTA

Yes

Encourage less parking and more open space in Smales Farm development to create community feel

NSCC, Smales Farm

No

Consider rezoning the housing on the street frontage as commercial.

NSCC No

Consider other options for the corner of Wairau/Shakespeare – including flyovers for vehicles, cut-throughs for vehicles one-way, community spaces and pedestrian access built above the intersection using a concourse approach, etc.

NSCC, Transit, ARTA

Yes

Communication Include affected businesses in decisions about design that are within 50m either side of the business, but more importantly ensure meetings are scheduled between the contractor who wins the contract to deliver the services and the business owners to discuss the process of development – day vs. night, traffic control, access/power cut off, when and which side of the road first, etc

NSCC, Construction company

No

Communicate with businesses and schools about the NSCC, No

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proposed design, particularly timing and mitigation measures to reduce disruption.

construction company

Communicate with students, workplaces, vehicle drivers and bus companies about the new layout and altered risks.

NSCC, Transit, ARTA

Yes

Transport services provided New bus station and routes must align the timing and routes for local workers, for example Atlas workers have very early and late shits.

NSCC, bus providers

No

Ensure the bus services that use Napoleon Road consider the needs of the Lady Allum Resthome residents.

NSCC, bus providers

No

Promote alternative fuel buses and vehicles by all stakeholders.

NSCC, ARPHS, ARTA, bus providers

Yes

Encourage providers to vent exhaust fumes from heavy vehicles using a vertical exhaust (rather than current ground-level exhaust) to aid dispersal of pollutants

NSCC, bus providers

Yes

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References Appleyard, D. (1981). Liveable streets. Los Angeles, University of California Press. Australia Cycling, National Strategy 1999-2004 (http://www.atcouncil.gov.au/documents/pubs/auscycling.pdf) Bauman, A. Owen, N. (1999). Physical activity of adult Australians: epidemiological evidence and potential strategies for health gain. Journal of Science and Medicine in Sport, 2(1):30-41 Bynner, J and Parsons, S (1997). It doesn’t get any better: the impact of poor basic skills on the lives of 37 year olds. London: The Basic Skills Agency. Cancer Society of New Zealand (2005). Fact Sheet: Body fat, physical activity and cancer: Wellington. Dejoy, D. (1983) Environmental noise and children: A review of recent findings. J Aud Res, 23: 181-94. Fleeman, N and Scott-Samuel, A. (2000). A prospective HIA of the Merseyside Integrated Transport Strategy. J Public Health Medicine, 22(3): 268-74. Frumkin, H (2001). Urban sprawl and public health. Public Health Reports, 117: 1-44. Hawe, P, Shiell, A. (2000). Social capital and health promotion: a review. Social Science and Medicine, 51, 871-85. Health Education Authority (2000). Health update: environment and health: road transport. London: HEA. Jacobsen PL. Injury Prevention 2003; 9:205-209 Land Transport Safety Authority (1999). The NZ Transport Survey. Wellington: Land Transport Safety Authority. Land Transport Safety Authority (2005). Research and statistics. Available at http://www.ltsa.govt.nz/research/ Ministry for the Environment (2003). Health effects of PM10 in New Zealand. Air quality technical report No 39. Wellington: Ministry for the Environment. Ministry for the Environment (2003a). Health effects of CO, NO2, SO2, ozone, benzene and benzo(a)pyrene in New Zealand. Air quality technical report No 43. Wellington: Ministry for the Environment. Ministry for the Environment (2005) The Value of Urban Design, Wellington Ministry of Health (2005). Tracking the obesity epidemic. New Zealand 1977 – 2003. Wellington: Ministry of Health. Ministry of Social Development (2003) Quality of Life in the Big Cities Report http://www.bigcities.govt.nz/ National Health Committee (1998). The social, cultural and economic determinants of heatlh in New Zealand. Action to improve health. Wellington: National Health Committee. Proctor S. (1991) Accident reduction through area-wide traffic schemes. Traffic Engineering and Control 1991; 32(12): 566-573. Public Health Advisory Committee (2003). Impacts of transport on health – an overview. Wellington: PHAC, National Health Committee.

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Public Health Advisory Committee (2004) A Guide to Health Impact Assessment: A policy tool for New Zealand. Wellington: PHAC, National Health Committee. Sanz SA, Garcia, A. (1993). Road traffic noise around schools: A risk for pupils’ performance. Int Arch Occupational Environmental Health, 65(3): 205-7. SPARC (2004). The NZ physical activity questionnaires: Report on the validation and use of the NZPAQ–LF and NZPAQ–SF self report physical activity survey instruments. Wellington: SPARC/MoH Statistics New Zealand (2001) Census of Population and Dwellings 2001; Wellington. The Institute for Public Policy Research (2002). Streets ahead: Safe and liveable streets for children. Available at http://ippr.org/research/files/team20/project20/safestreetsfinal.pdf. Transport and health study group (undated). Carrying out a health impact assessment of a transport policy – guidance from the transport and health study group. Stockport: Faculty of Public Health Medicine and Transport and Health Study Group. Transport Statistics Great Britain, 2001. Cited in Pitches, D. The 2003 West Midlands Local Transport Plan. A rapid HIA. Birmingham: The University of Birmingham. Waitemata DHB (Lindsay A, Latimer S, Bramley D Eds) (2005) Health Needs Assessment Update 2005. The health status of the residents of Waitemata. Waitemata District Health Board. April 2005. Wilkinson, R. & Marmot, M. (Eds) (2003). Social Determinants of Health: The Solid Facts. 2nd Edition. Geneva: World Health Organization World Health Organization (2005). Benefits of Physical Activity Factsheet. Geneva: WHO. Zoritch, B and Roberts I (1998) The health and welfare effects of day care for pre-school children: a systematic review of randomised control trials. In: The Cochrane Database of Systematic Reviews. The Cochrane Library Issue 2. Oxford: Update Software.

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Appendix A Policy Context for Health Impact Assessment on the Wairau/ Taharoto Road Widening Project

Land Transport Management Act:

The purpose of this Act is related directly to the improvement of social and environmental responsibility in terms of land transport funding, planning and management. This is reflective of the impact transport has on peoples daily lives including the impacts transport has on health in the broadest terms.

3. Purpose—

(1)The purpose of this Act is to contribute to the aim of achieving an integrated, safe,

responsive, and sustainable land transport system.

(2) To contribute to that purpose, this Act—

(b) improves social and environmental responsibility in land transport funding, planning, and management; and …

Local Government Auckland Amendment Act 2004 (LGAAA): The LGAAA is promoting the integration of land use and land transport. The ability to provide more sustainable land use and transport opportunities inevitably has a spin off effect in terms of improvement to people’s health. Improved access to public transport services, the ability to make short trips by non- motorised modes in a safe and direct manner start to improve the quality of the urban environment. This in turn improves people’s health as they have much better choices in terms of transport and access and they are much more socially connected to their community.

Schedule 5: s(40(1)(b) Land Transport and Land Use Changes

(a) and (d) relates to improvements for public health

(a) providing increased certainty in the assessment of resource consents, designations, and plan changes related to transport and urban form, and

ensuring that transport and land use patterns are aligned to achieve sustainability, efficiency, and liveability in the Auckland Region; and…

(d) supporting compact sustainable urban form and sustainable land use

intensification (including location, timing and sequencing issues, and associated quality, character and values of urban form and design;

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Regional Policy Statement:

The RPS acknowledges that the region ‘s transport system needs to be developed in a more sustainable manner through an increase in the use of energy efficient and space efficient modes of transport, such as passenger transport, cycling and walking, and an increase in the occupancy of vehicles.

New Zealand Transport Strategy:

Objective 5: PROTECTING AND PROMOTING PUBLIC HEALTH

Transport will contribute to healthy communities and human interaction. Health outcomes will be improved through regulation, education, encouragement and investment. Walking and cycling for short trips will be promoted and reduced

dependence on private vehicles for mobility is encouraged. The government will put in place policies that encourage modal shifts that enhance air and water quality and

reduce exposure to transport noise or other aspects of transport systems that can impinge on community and personal health.

The Government recognizes in this strategy the health impacts of road transport on society in general and that the effects are not confined to exhaust emissions and noise. The strategy notes that some individuals find that transport negatively affects their ability to participate in society and their community and thus presenting the government and communities with a broader set of physical and mental health challenges. The negative health impacts of transport can come from a wide range of areas including emissions, contaminants, noise and accidents. These impacts can affect both physical and mental wellbeing. High volumes of traffic can restrict people’s sense of mobility and their ability to interact in public spaces. This in turn increases stress and isolation. Solving the impact of transport on health will require more than regulation, improved infrastructure design and new technologies. It is also recognized that substantial health benefits will be achieved if even a small proportion of the fewer than two kilometre trips currently made by car were made by active health modes such as walking or cycling. These benefits would come from increased physical activity, reduced emissions, less noise and less water pollution. The government has set aside additional funding in the National Land Transport Fund for walking and cycling initiatives and infrastructure and enhanced public transport systems to improve public health outcomes through reduced vehicle emissions. Longer-term developments, such as the planned improvements to the rail system in Auckland and the development of the North Shore Busway system, promise further positive trends in this area.

Auckland Regional Land Transport Strategy

Objective 4: PROTECTING AND PROMOTING PUBLIC HEALTH

Transport plays a vital role in building healthy communities. Reducing the levels of congestion, the amount of travel by motor vehicles’ and improving

fuel quality can improve public health by reducing air pollution, water

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pollution and noise. Active Transport choices including walking and cycling can also improve individual’s fitness and health.

Transport choices can indirectly affect the amount of physical activity of the population undertakes. By having the ability to choose from more active modes such as public transport, cycling and walking are likely to result in improvements in people’s physical and mental wellbeing. More Specific outcomes sought by the Regional Land Transport Strategy

- Fewer and cleaner vehicle emissions - Transport choices which contribute to making healthier choices easier

and which promote a more active population - Reduced effects on communities from noise and vibration which

originate from the transport system - The cumulative travel made by the region delivers the greatest amount

of health benefit.

Auckland Regional Transport Plan (ARTA)

Strategic Alignment of the Land Transport Programme

Public Health

Reliance on less active methods of transports is seen as contributing to the growing health issues such as obesity and general decrease in fitness. Encouraging more

people to walk and cycle, especially children who carry their habits into later life is seen as supporting national public health initiatives.

ARTA note “there has been a noticeable increase in walking and cycling projects. A significant factor is the travel planning work carried out by ARATA in conjunctions with territorial authorities, which aims to change travel behaviour at schools, universities, workplaces and around community centres.

North Shore City Transport Strategy

The North Shore City Transport Strategy Vision Statement:

To provide and support an integrated, safe, responsive and sustainable transport system that meets the transport needs of the North Shore Community, enhances city

development and minimise adverse and environmental impacts.

The strategy requires a transport system that: - Is safe for all modes - Provides access for all - Efficiently connected - Affordable - Enables mode choice - Integrates with land use

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- Attractive for pedestrians and cyclists - Has an acceptable adverse impact on the environment and communities.

This will provide for community that;

- Walk, cycle and use public transport in increasing numbers - Are more safety conscious and more able to drive, walk and cycle safely - Are healthier and fitter - Are less likely to be injured or killed.

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Appendix B Affected areas for the future upgrade of the Wairau/Taharoto Road Corridor

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Appendix C Selected examples of the determinants of health and wellbeing

Categories of determinants of health

Examples of specific health determinants

Social and cultural factors Social support, social connectedness Equity Social isolation Participation in community and public affairs Family connections Cultural and spiritual participation Expression of cultural values and practices Links with marae or other cultural resources Racism Discrimination Attitudes to disability Fear of prejudice Relationship with the land and water Level and fear of crime Reputation of community/area Perceptions of safety

Economic factors Creation and distribution of wealth Income level Affordability of adequate housing Availability and quality of employment/education/training Skills development opportunities

Environmental factors (including living and Working conditions)

Housing conditions and location Working conditions Quality of air, water and soil Waste disposal Energy Land use Biodiversity Sites of cultural significance (eg, sacred or historic sites) A change in the emissions of greenhouse gases Public transport and communication networks Noise Exposure to pathogens

Population-based services Access to, and quality of:

employment and education opportunities, workplaces, housing, public transport, health care, disability services, social services, childcare, leisure services, basic amenities, and policing

Individual/behavioural factors Personal behaviours (eg, diet, physical activity, smoking, alcohol intake) Life skills Personal safety People’s belief in the future and sense of control over their own lives Employment status Educational attainment Level of income and disposable income Stress levels Self-esteem and confidence

Biological factors Biological age, gender.

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Appendix D Summary of Findings about Key Urban Design Elements relating to Social / Cultural Values Social/Cultural Value Local Character The distinctive identity of a particular place that results from the interaction of many factors – built form, landscape, history, people and their activities.

o Reinforces a sense of identity among the residents of a neighbourhood*

o Encourages people to become actively involved in managing their neighbourhood*

o Offers choice among a wide range of distinct places and experiences*

Connectivity The degree to which networks – streets, railways, walking and cycling routes, services and infrastructure – interconnect.

o Enhances natural surveillance and security***

o Encourages walking, cycling, mainly for non-work trips leading to health benefits**

o Shortens walking distances encouraging people to walk*

Density The concentration of population and activity in an urban area.

o Is difficult to disentangle from the benefits of mixed use and other factors**

o Can contribute to social cohesion** o Tends to promote health through

encouraging greater physical activity**

o Can be associated with lower crime and greater safety*

o Enhances vitality* Mixed Use Where different activities take place in the same building, street or neighbourhood.

o Improves access to essential facilities***

o Provides convenience** o Encourages walking and cycling,

leading to health benefits** o Increases personal safety** o Can enhance social equity*

Adaptability The capacity of urban building, neighbourhoods and spaces to adapt to changing needs.

o Increases diversity and duration of use for public space***

o Gives ability to resist functional obsolescence**

High Quality Public Realm Provides a setting for community life.

o Higher participation in community and cultural activities***

o Increased use of public space*** o Gives greater sense of personal

safety** o Attracts social engagement, pride

and commitment to further achievements**

o Public art contributes to greater community engagement with public space**

Integrated Decision-Making Integration between and within organisations involved in urban design at policy planning and implementation levels to achieve high quality urban design, enhance its value and enable it to happen in the first place.

o Encourages people to take advantage of opportunities presented by good urban design**

o Provides equity of opportunity for a range of people to benefit from good urban design*

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User Participation Involves public consultation processes and interactive involvement such as surveys and workshops.

o Improves fit between design and user needs***

o Develops ownership of positive change**

o Enhances sense of community** o Enhances sense of well-being* o Legitimises user interests* o Enhances democracy*

Source: adapted from Ministry for the Environment (2005) The Value of Urban Design Evidence: * suggestive, ** strong, *** conclusive

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