Integrated Catchment Plan of Te Henga

Integrated Catchment Management (ICM) is the method whereby an area is managed on a catchment scale, rather than on the basis of socio-political units (Van Roon and Knight, 2004, p.35). A catchment is that area in which, due to the lay of the land, all water flows into a water body, such as a stream or estuary (Van Roon and Knight, 2004, p.36), and it also includes the land surrounding the water.

Issues within the Te Henga catchment:

· Shifting sand is a problem within the site

· Narrow gateway for aquatic life to navigate

· Significant degradation by the invasion of pets

· Potential impact from future development

· Stormwater runoff from bank

· Erosion due to earthwork

· Habitat loss

Goals to avoid or mitigate issues:

· Maintain groundwater quality

· Protect stream banks from flooding

· Control of sedimentation in waterways

· Prevention of soil loss through dwelling development

· Increase habitat connectivity

· Increase habitat quantity

The water quality of the catchment, the aquatic life and habitats that live within is closely linked to the surrounding land use. The Te Henga catchment is very pristine compared to some of the urbanised catchments in the region. Therefore, it is essential that Te Henga catchment is protected from potential negative effects of future development. However, an inventory of the natural resources in the area indicates issues within the catchment, issues such as stormwater runoff, sedimentation and habitat loss. These issues could be avoided or mitigated by implementing the management techniques, and also take consideration of the current management plans. Despite the comprehensiveness and practicality of current management plans, adverse effects can only be avoided or mitigated if there is meaningful long term monitoring and proper implementation. Overall, it is essential for local council to build relationships with Te Henga community and developers to change their behaviour, rather than relying on engineering and technical solutions.

Van Roon, M. and Knight, S. (2004) Ecological Context of Development, Auckland: Oxford University Press.

Literature Review on Climate Change

International and national mechanisms to achieve significant reductions in greenhouse gas emissions

In the report of Climate Change Literature Review, it suggested that policies on climate change need to distinguish between the short term and long term strategies, so that short term policy outcomes do not hinder the achievement of long term goals (Stern, 2007). In the short term policies will focus on a flexible approach to achieve long term, while the long term goal is to reduce greenhouse gas emissions (Stern, 2007).

Stern also argues that the perspective of economics on mitigate greenhouse gas emission. For instance, a tax can be introduced so that emitters face the full social cost of their emissions. Regulation can be used to impose quantity restrictions that will limit the volume of emissions. And a market can be created to in which “property rights” can be allocated among those causing the externality or these affected by can underpin bargain or trading (Stern, 2007, p.353).

Encourage individuals, families, businesses and communities to reduce their greenhouse gas emissions

It is important to combine bottom-up and top-down strategies to future climate change strategies. It was suggested that community development approaches were essential and involved a partnership between the public sector, business, and local communities down to a household level (Hucker and Woodly, 2008). It means of building relationships with community to change their behaviour, rather than relying on engineering and technical solutions. This would contribute to reduce emissions in long term approach.

Hucker, B and Woodley, N. (2008) Climate Change Literature Review

Stern, Nicholas (2007), The Economics of Climate Change: The Stern Review, Cambridge: Cambridge University Press.

Public Private Partnership

(source: Google Image, 2010)

Public Private Partnership

This section explores the importance of public private partnership in the context of the relationship between The Te Hana Community Development Trust and Rodney District Council. Public private partnership (PPP) is a type of funding method which involves collaboration between both private and public sectors to achieve commonly a public good. This creates a cooperative between the public and private sectors, built on the expertise of each partner that best meets clearly defined public needs through the available resources (Allan, 1999).

Public Private Partnership in Te Hana

The purpose of this report is to provide the community trust with information to develop public toilets within the community. It is of our opinion that a public private partnership is needed to achieve the purpose. There was funding for a public toilet in Te Hana, however it was removed from the Rodney Long Term Council Community Plan (LTCCP).

The Rodney District Council has statutory obligation under the Local Government Act 2002 (s10) to provide public toilets for communities. Therefore it is crucial for council to enable sustainable development in provision of this infrastructure and to understand and recognize the different needs of the community. In order for Te Hana to seek funding to provide public toilets, there are three important processes that must be taken into account, consultation, interaction and cooperation between Te Hana community and Rodney District Council.

Maintaining a clear interaction means a more coherent framework for policy and practice, it can bridge the gap between community and council, and it also helps community to keep on track with plan change. This relationship can be achieved by creating a corridor for representatives on the both sides to improve efficient communication and community engagement. The most cost-effective ways to enhance interaction is through network. Rodney District Council established a forum called “Citizens Panel”, the purpose of this panel acts as a platform for residents to have their say on a range of issues to towards better planning for the future (Rodney District Council, 2009). The panel contributes to build a good interaction between Te Hana and Rodney District Council. In particular; a PPP would contribute to key areas such as financial. If public toilets are built, there are benefits to both Te Hana community and Rodney District Council. As it provides basic infrastructure for the community, and also improve amenity for the region. But the chances for Te Hana to argue for funding for public toilets are important now for a of ‘legacy’ project.

Allan, J. R. (1999) Public –Private Partnerships: A Review of Literature and Practice. Saskatchewan Institute of Public Policy, Public Policy paper n.4.

Rodney District Council (2009). 2009-2019 Long Term Council Community Plan, http://www.rodney.govt.nz/AboutRodney/NewsNotices/Pages/20092019LongTermCouncilCommunityPlan.aspx, (accessed :05/04/2010).

Rodney District Council (2009). Citizens Panel, http://www.rodney.govt.nz/YourCouncil/haveyoursay/Pages/CitizensPanel.aspx, (accessed: 06/05/2010).

Google. (2010) http://www.google.co.nz/images?q=hand+shake&hl=en&gbv=2&tbs=isch:1&sa=N&start=0&ndsp=20, (accessed: 30/05/2010).

Watercare Greenhouse Gas Report on Climate Change

(Source: Google Image, 2010)

The reform of new Auckland governance structure will be implemented on the 1^st of November 2010, this would lead to change in the existing policies on environmental planning and climate change approaches. Auckland is a dynamic and fast growing city, with the rapid growing of population and green house gas emission, it is important to include strategy that will mitigate climate change and prevent human suffering in the new governance structure.

The current Watercare Greenhouse Gas Report plays a crucial part in safeguarding human health and remedying environmental effect. Watercare Greenhouse Gas Report is prepared by the Environmental Planning Unit (Environmental Planning Unit, 2007). The purpose of this report is to minimise emission, reduce carbon footprint and use energy efficiently. This would give effects to collect, treat and dispose of water to six local operators that retail it to more than 1.2 million consumers (Environmental Planning Unit, 2007). Evidence has shown that 88% reduction in greenhouse gas emission achieved since 1990, approximately 7500 CO2 emission per year (Environmental Planning Unit, 2007). The contribution and effectiveness of Watercare operation would emit greenhouse gas such as carbon dioxide, methane and nitrous oxide through the wastewater process.

In order to achieve further greenhouse gas reduction, it requires new government to cooperate with both governmental and non-governmental organisations, as well as take into account of the carbon management hierarchy:

1. Avoiding causing emissions

2. Reducing existing emissions

3. Enhancing carbon sinks

4. Capturing emissions and recovering waste energy

5. Purchasing renewable energy and offsets

(Environmental Planning Unit, 2007, p.2).

There are further opportunities over the five years for Watercare to push greenhouse gas emission reduction from 88% to 95% (Environmental Planning Unit, 2007). However, this requires further expenditure on putting sealed roofs on the digesters and provide new gas storage facilities at the wastewater treatment planet (Environmental Planning Unit, 2007).

Environmental Planning Unit, Watercare Greenhouse Gas Report 2007-8.

Google. 2010 http://www.google.co.nz/images?q=Watercare+Greenhouse+Gas+Report&hl=en&gbv=2&tbs=isch:1&sa=N&start=60&ndsp=20. ()accessed:31/05/2010).

Research on Rodney District

Chelsea Sugar Refinery

Identified issues

1. Lack of various public transits means no effective transport system to satisfy the demand of public transport usages. Currently, the transportation in Chelsea is relaying on the private vehicles.

2. Inadequate transport routes, because there is only one existing road that connects to inside and outside of Chelsea. One legal access road will not be enough to service both residential and commercial uses.

3. Lack of pedestrian movement and cycling route due to narrow road, which does not provide adequate space for walking and cycling.

4. Potential adverse effect of heavy noise and pollutions by traffic flow, this would affect localresidents as well as wildlife.

5. There is a potential effect of new transportation structure that will demolish the existing landscape and the building patterns in Chelsea.

Objective

1. The objective for lack of various transport choices is aiming to provide efficient and sufficient public transport services to the site. Transports such as buses, ferries and light tram would increase participation in usages of public transit, and also reduce CO2 emission.

2. To ensure that new transport routes have the ability to connect and expand the existing arterial roads to outer areas. The intension for this objective is to provide an integrated transport network, and enhance the accessibility.

3. To achieve a comprehensive roading network for both pedestrians and bikes, in a clear layout that is easy and safe to navigate around by walking and cycling.

4. The purpose of this objective is to reduce the adverse effect of heavy noise, and avoiding or mitigating various pollutions to wildlife.

5. This objective is aiming to maintain the character of buildings, by avoiding the potential effects of future road construction to the present site.

Method

1. Integrated transport service to enable transport demands, and provide choices for local residents. This can be achieved by providing convenient and efficient transportations such as bus and ferry to and from surrounding areas. There is a core relationship between transport service and route, because increasing the efficiency of major arterial routes to would support public transport usages. In order to imply this policy, it also requires a co-operation between the government and transport companies to provide the service and roads.

2. Enlarge the existing road in Chelsea Sugar Refinery, as well as to connect the existing routes, this would improve access and mobility for the site. The goal can be achieved by expanding the length of the existing road from 2 lanes to 4 lanes, and connect Colonial Rd to the site, as the connection is already exists. Onetaunga Rd also has the potential to be connected, but it does not comply with the provision, as it will demolish a significant part of the bush in between. The new transport route must be able to connect existing roads in outer aras.Those improvements would enhance the accessibility and mobility to and from the site.

3. This would require local authority to set a target based on promoting walking and cycling facilities, and those facilities must arranged in a safe and convenient manner. The development of walking and cycling would be integrated into the atheistic coastal feature. The physical infrastructure for walking and cycling should emphasis on the short journals such as route to school and local shops. In order to attract more pedestrian movement, the footpath must be safe and flat to walk on, as well as provide a pleasant environment for pedestrians.

4. Council will ensure that, activities that are generate heavy traffic volume must not associated within concentrated residential and wildlife areas. Such activities would not be acceptable for resource consent unless the effect of noise and pollution level can be avoid, mitigated and remedied. The effect can be minimised by separate heavy transit routes from high residential and wildlife areas, and also can be minimised by limit vehicle travelling speed.

5. The solutions for potential effects shall be recognised in land transport planning and management process. This would reflect to a pro-active approach that is based on avoiding or mitigating significant effects through well-organised planning and engineering concept, which enables protection and maintenance of the existing land condition. The prevention doe sustainable reconstruction and development is essential to this approach.

Outcome

The purpose of this report is to promote an integrated transport system for Chelsea Sugar Refinery, which will satisfy the transit demands and also better support environmental sustainability. By identifying the issues, objectives, and methods would clarify the improvement for future redevelopment, and this will lead to a comprehensive transport network that ensure the provision is consistent with the regional and district objectives are effectiveness and efficiency for the overall transportation system.

Utopianism and Planning

(source: Google Image, 2010)

Utopia is a term used to describe a perfect society, a human desire of a better place. It directly translates from Greek to mean ‘nowhere’, as utopias are often only theories, as opposed to real places. Attempts have been made worldwide to create these ideal societies through planning, but some of the most appropriate examples of utopianism can be found in literature. Examples by Sir Thomas More, New Zealander Samuel Butler, and Robert Owens help to define the meaning of utopianism, through ideas such as creation of new worlds, introduction of socialism, exclusion of existing world entities, and ultimately the happiness of people. These examples show how these are all important concepts in planning.

The utopian desire is caused by problems in the existing world, such as crime, greed, and poverty. A common feature of utopianism is the creation of a ‘new world’. Carey (1999) feels that the problem with most utopian theories is that the existing world must be destroyed in order for a new world to take its place. An easier way around this, such as in Sir Thomas Mores’ Utopia is to build the society in an imaginary land. Mores’ utopian project is set on a fictional island; to avoid the obvious problem of the existing world, despite being the cause for this expression for a new society. Although the concept of a new land in which to build a society is welcoming to planners, it is not possible. This impractical concept of building an entirely new society is one of the main features of utopias being defined as imaginary.

Utopianism is a very broad and unfocused term. The fact that it is an idea, leads it to have various different defining points, as all people think differently. Common features of utopian theories include socialism, the creation of a new world, the exclusion of existing entities, as well as the obvious want for human happiness. All of these features are very important concepts in planning. While a complete social reform is not always the best solution for a society, introducing aspects of socialism, such as the idea of citizens helping the community can be effective. The creation of a new world is imaginary, but the reasons for these imaginations are important for planning, as planning can help to eliminate the want for a whole new world, by improving the current one. This also ties in with the exclusion of existing entities, solely types of people. People that cause others to dream of utopias are obviously wanted to be excluded from them. It is believed that improving the happiness of a person’s surroundings will better them, and this is the most important concept of utopianism in planning, as planning is done for people.

Carey, J (1999), The Faber Book of Utopias, London, Faber.

Road Hierarchy

Road Classifications

The classification of the road hierarchy can be described as the grouping of individual roads, which forms a comprehensive road network. This is recognised through the function of each type of road. The Motorway is the highest level of the road hierarchy; it provides service at the greatest speed for the longest uninterrupted distance. The second highest road type is the arterial road; it has the similar function of providing high degree of mobility, but with some degree of access control. In comparison, collector roads provide a less highly developed level of service at a lower speed for shorter distances; it channels traffic from local roads to arterial roads. Lastly, local road consists of all roads not defined as arterials or collectors, as it provides access to land with little or no through movement (U.S. Department of Transportation, 1997). Furthermore, there is a trade-off between arterial and local roads, because arterial roads attempt to achieve greatest mobility, and local roads attempt to achieve greatest accessibility, if one increased, the other one decreases.

The concept of road classifications in relation to the level of service was introduced to measure the desirable level of road service, and it was a major advance in deterring the variable character of roads based on the relationship between traffic needs and adjoining land uses, it is a study of physical form of the road rather than principally (Pringle, 1971). The concept has implemented in the road hierarchy, as motorway and arterial roads provide great mobility to outside communities; collector roads around big blocks, it balances between mobility and access; and local roads provide service lanes for direct access to building. In the content of figure 1, primary distributors are arterial roads; secondary distributors are collector roads; and local distributors are local roads.

Suggestion:

Auckland has the highest proportion of car use and lowest use of other transport modes, and also lowest use of public transport usage. In about one car per two people, this leads to negative environmental impact, as transport emission contributes two million tons of CO2 each year to Auckland’s air pollution (Hucker, 2000).Therefore the primary role for the Auckland Transport Authority is to develop strategies to encourage public to participate on the usage of public transports, as it would reduce traffic congestion and also reduce number of vehicles on road. This can be achieved by using effective road network to maximise traffic movement.

Hucker, B. (2000) Auckland Issues and Central Government, Unpublished paper prepared for the Minister of Local Government, the Hon. Sandra Lee.

Pringle, D. (1971) The Road Network Land Use Relationship, Auckland: Auckland Regional Authority.

U.S. Department of Transport. (1997) Flexibility in Highway Design, http://www.fhwa.dot.gov/environment/flex/ch03.htm, (accessed: 30/09/09).

Proposed Reform on Auckland Governance

(Source: Google Image, 2010)

Recently I have done an assignment to critically assess the effectiveness of a new structure of planning and governance in the Auckland region. As an analysis of the proposed reform of the Royal Commission on Auckland Governance, the New Zealand Government, and the Auckland Transition Agency. Auckland is a dynamic and fast growing city of 1.3 million people (ARC, 2009). As New Zealand’s largest and most populous urban community, the efficient and effective implementation of its regional and district policy, and the promotion of social cohesion are crucial to the potential of Auckland city and region becoming an internationally outstanding place to live.

Issues:

A number of issues were identified by the document Strengthening Auckland’s Regional Governance (2007). The report indicates a significant gap between the current regional leadership and governance arrangement (ACC, 2008). The primary issues involve the fragmented powers to deliver on strategy, misallocation of regional decision making on local or national level, and decision making on infrastructure lacking regional priorities. These are the problems that influence the current governance system (ACC, 2008). The failure of the current governance system is directly related to the lack of a consistent approach to regional management. This is predominantly due to the fact that Auckland is separated by eight authorities, consisting of Auckland City Council, Manukau City Council, Waitakere City Council, Papakura District Council, Franklin District Council, North Shore City Council, Rodney District Council, and the Auckland Regional Council. At an international and national level, Auckland is seen as one metropolitan community, but at the local level, Auckland is divided into a number of diverse communities (Salmon, Bazley and Shad, 2008). In order to foster well-being for both present and future communities within the Auckland region, there is need for governance reform. This is what the Royal Commission on Auckland Governance was charged with implemented in March of 2009 by the National Government.

Proposed Reform:

The Commission requires that the existing city and regional councils be replaced with a single unitary council for the region, with one mayor for the Auckland region, twenty councillors on the Auckland Council, and twenty to thirty local boards across the region (Salmon, Bazley and Shad, 2009). It also requires the establishment of one District Plan, one Long Term Council Community Plan (LTCCP), one Regional Transport Authority, one water and wastewater operator, and one Rates Bill and one Rating Authority.

The current Auckland’s governance structure is complex, fragmented, and do not encourage effective regional decision making (New Zealand Government, 2009). In comparison to the new structure, that is much simpler, more coordinated and will offer community representation at the grassroots level. And it also performs a better connection across the region, better value from rates and central government funding, and community involvement in local matters (New Zealand Government, 2009). The new structure would provide a clear and comprehensive regional leadership, a coordinated approach to funding, and a regional framework for solving regional issues. In addition, the new governance structure will save Auckland Council $181 million a year in comparison to the present eight councils spend (The Dominion Post, 2009).

The Commission proposed to have one mayor for Auckland. The benefit of having one mayor for the Auckland region will enable simpler and stronger management of council services across the region, as well as simplify the relationship with central government (New Zealand Government, 2009). The mayor of Auckland will preside over the council, and also have additional powers to appoint committee chairs, appoint the deputy mayor, establish and maintain a mayoral, and propose the budget and strategic direction (New Zealand Government, 2009). By having a single unitary mayor will ensure consistent management and decision making in Auckland region.

Improvement:

This assignment is focused on the impact of New Auckland Governance structure (which is known as the super-city) on the regional level, which did not include impact on the local level. The most crucial impact of this reform to the local level will be the funding for local facilities and services for local development and maintenance. When the super-city comes into action on the 1^st of November, funding will spend on regional development such as the waterfront project, or solving primary issues of Auckland such as road congestion, rather than on local level interests. For example the funding for park and reverse has been taken out from the Rodney District Plan 2010, as it influences on the social cohesion and amenity for local communities. Therefore, funding for future development and maintenance should be balanced on both regional and local level.

Auckland Transition Agency. (2009) Discussion Document, http://www.ata.govt.nz/web/cms_ata.nsf/vwluResources/ATA%20Discussion%20Document/$file/ata010%20discussion%20docu%2004.pdf, (accessed: 12/04/2010).

Google. 2010 http://www.google.co.nz/images?hl=en&gbv=2&tbs=isch:1&sa=1&q=auckland&aq=f&aqi=g10&aql=&oq=&gs_rfai=. (accessed:20/04/2010).

Royal Commission. (2007) Terms of Reference, http://www.royalcommission.govt.nz/rccms.nsf/0/3B63C8B26BDCC1FACC2573DB00014CF0/$FILE/Terms%20of%20reference.pdf?open, (accessed: 13/04/2010).

Salmon, H., Bazley, D. And Shand, D. (2008) Call for Submissions, Wellington: New Zealand Government.

Salmon, H., Bazley, D. And Shand, D. (2009) Royal Commission on Auckland Governance, Wellington: New Zealand Government.

The Dominion Post. (2009) Super-city “costly in money and jobs”, http://www.stuff.co.nz/national/politics/2496866/Super-city-costly-in-money-and-jobs, (accessed: 14/04/2010).