NZ Transport Agency Assessment of Effects

Waimakariri Southbound Lane and Shared Use Path

TABLE OF CONTENTS

1. Introduction...... 9 1.1. The Applicant ...... 9

1.2. Summary of the Proposal ...... 9

1.3. Purpose and Scope of this Report ...... 9

1.4. Reason for Application and Approvals Required ...... 9

1.5. Site Location...... 10 2. Project Background ...... 12 3. Proposal ...... 14 4. Existing Environment ...... 20 4.1. Overview ...... 20

4.2. Natural and Physical Environment ...... 21

4.3. Potential for Land Contamination ...... 23

4.4. Summary of the Sensitivity of the Environment ...... 24 5. Activity Status ...... 25 6. Assessment of Environmental Effects ...... 26 6.1. Positive Effects ...... 26

6.2. Construction Effects ...... 26

6.3. Groundwater Effects ...... 26

6.4. Surface Water Effects ...... 27

6.5. Effects on Aquatic Ecology ...... 27

6.6. Summary of Effects ...... 28 7. Consultation...... 29 8. Notification Assessment ...... 30 8.1. Public Notification ...... 30

8.2. Limited Notification ...... 31 9. Statutory Assessment ...... 33 9.1. Introduction ...... 33

9.2. Resource Management Act 1991 ...... 33

9.3. National Planning Provisions ...... 36

9.4. Regional Planning Provisions ...... 36

9.5. Summary of Statutory Assessment ...... 37

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10. Conclusion ...... 38 APPENDIX A: CRC182001 Conditions ...... 39 APPENDIX B: Christchurch Northern Corridor Project Alignment ...... 40 APPENDIX C: Waimakariri River Works Management Plan ...... 41 APPENDIX D: Original Consent Application (CRC182001) ...... 42 APPENDIX E: Objectives and Policies Assessments ...... 43 APPENDIX F: Tuahiwi Marae Meeting Minutes...... 44

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Glossary of Abbreviations

Item Description CNC Christchurch Northern Corridor ECan Environment Canterbury CCC Christchurch City Council WDC Waimakariri District Council LWRP Land and Water Regional Plan WRRP Waimakariri River Regional Plan RMA Resource Management Act NPS National Policy Statement

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1. Introduction

1.1. The Applicant

The New Zealand Transport Agency, herein referred to as the Transport Agency, proposes to construct, use and maintain an additional southbound lane on the Waimakariri Bridge (SH1), and extend the shared use path to connect Christchurch City with the Waimakariri Regional Park.

The Transport Agency is a Crown entity with its objective, functions, powers and responsibilities set out in the Land Transport Management Act 2003 and the Government Roading Powers Act 1989. The Transport Agency is also a requiring authority under section 167(3) of the RMA. Its statutory objective “is to undertake its functions in a way that contributes to an effective, efficient, and safe land transport system in the public interest".

The Transport Agency’s purpose is to create transport solutions for a thriving New Zealand. The Transport Agency shapes New Zealand’s transport networks and people’s safe and efficient use of them, and connects families, helps businesses take goods to market, and helps others work, study and play.

An integrated approach to transport planning, funding and delivery is taken by the Transport Agency. This includes investment in public transport, walking and cycling, local roads and the construction and operation of State Highways. The Transport Agency exhibits a sense of social and environmental responsibility when undertaking this work.

1.2. Summary of the Proposal

The Transport Agency is applying for a change to the conditions as per S.127 of the RMA for CRC182001 (attached as Appendix A), which was granted on 24th November 2017 to permit the Transport Agency to install culverts, bridges, and stormwater outlets and undertake associated installation works in and over the bed of rivers. It is intended that the change will allow the use of the crane pad in the bed of the Waimakariri River for the construction of the third southbound traffic lane at the same time as the northbound lane.

1.3. Purpose and Scope of this Report

The purpose of this report is to provide an Assessment of Effects on the Environment (AEE) to accompany the application for the resource consents, in accordance with Section 88 and Schedule 4 of the Resource Management Act 1991 (RMA).

This AEE Report describes the proposal, provides an assessment of the consenting requirements under the RMA and the relevant statutory documents, and demonstrates consistency with non-statutory documents. It also provides information on the nature of the receiving environment and an integrated assessment of actual and potential environmental effects that could occur as a result of the proposed activities.

1.4. Reason for Application and Approvals Required

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CRC182001 was granted on 24th November 2017 to permit the Transport Agency to install culverts, bridges, and stormwater outlets and undertake associated installation works in and over the bed of rivers. The location of the consent is described as the Northern Arterial Motorway and QEII Drive in north Christchurch, and the structures listed in Condition 4 include:

a) New culverts within the Kaputone Creek (three), Prestons Creek, and Wilsons Drain;

b) Extensions to the existing culvert at Shirley Stream;

c) A new Styx River Bridge;

d) Stormwater outfalls at the Wilsons Drain Branch; Kaputone Creek, Styx River and Preston Creek; and

e) Additional lane over the Waimakariri Bridge.

As shown on location plans CRC182001A to CRC182001K, which form a part of this consent. The “additional lane” stated in Condition 4(e) refers to the additional northbound lane that was consented as a part of the original bundle of CNC Alliance consents. CRC182001 permits the construction of a crane pad in the bed of the Waimakariri River, with a temporary access causeway.

Since the consent was granted, The Transport Agency has decided to expand the southbound portion of the SH1 bridge at the same time. These works involve the construction of an additional traffic lane, and the installation of a southbound shared use path in the form of a clip-on to the edge of the bridge. Both the new north and south bound traffic lanes are being constructed in the median of the bridge, atop existing headstocks that were designed to support the increased capacity.

It is proposed to change the conditions of CRC182001 to allow the crane pad to be used for the construction of the southbound lane and shared use path, which is to be constructed alongside the northbound lane. This is considered to be the best approach to obtaining consent for this activity, because the crane pad is already consented, and the bulk, location and expected environmental effects of the proposal remain unchanged as a result of this proposal. Applying for consent to construct and use the pad as a new activity would result in duplicating reports, consultation and other such procedures, and could cause confusion with regards to timeframes and enforcement.

1.5. Site Location

The site is located to the north of Christchurch City, and crosses over the boundary of the Christchurch and Waimakariri Districts. Although the consent location for CRC182001 extends over the entire CNC alignment, the area of this proposal is restricted to the bed of the Waimakariri River at the SH1 bridge crossing.

See Figure 1 for the location of the proposal.

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Site location

Figure 1 Area of the CNC Alignment that is subject to this application

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2. Project Background

The Government has identified seven essential state highways that are linked to New Zealand’s economic prosperity. Improvements are required to these highways to provide for the safe and efficient movement of people and freight between and within New Zealand’s five main centres. These highway projects are being delivered by the NZ Transport Agency over a 10-year period from the announcement of the Roads of National Significance (RoNS) in 2009. The Government anticipates that the RoNS will be largely completed by 2020.

The RoNS programme represents one of New Zealand’s biggest infrastructure investments and is a key part of the Governments National Infrastructure Plan and its Policy Statement on Land Transport Funding. These documents provide the basis of the investment priorities outlined in the Transport Agency’s National Land Transport Programme.

The Christchurch Northern Corridor provides access to Lyttelton Port and the Christchurch CBD from the north of Christchurch. The northern access is significantly congested at peak times, leading to delays for motorists and freight and reduced safety for all road users. This is a result of rapid growth in and around Christchurch, particularly in the Waimakariri District. The Christchurch Northern Corridor has five district components being delivered by the Transport Agency and Christchurch City Council through the CNC Alliance. In parallel with the NZ Transport Agency Northern Arterial and QEII Drive 4-Laning project, CCC is also extended the Northern Arterial to Cranford Street (the Northern Arterial Extension) and upgrading Cranford Street through to Innes Road (the Cranford Street Upgrade). Figure 2 shows the new alignment.

This will provide a continuation of the Northern Arterial route into the Christchurch City centre. CCC’s Northern Arterial Extension and Cranford Street Upgrade project form an important component of the overall northern access package and NZ Transport Agency’s Northern Arterial and QEII Drive 4-Laning project alone does not deliver the full benefits available.

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Figure 2 - CNC Alignment During the scoping phase of the CNC project the decision was made to exclude the construction of a third lane southbound over the Waimakariri River Bridge. However, in November 2016 the CNC Alliance was requested by the Transport Agency to undertake a scoping assessment on the work required to develop a concept design for a third lane southbound from Tram Road to the Northern Arterial (NArt) southbound exit and an extension of the shared use path from the Chaneys off-ramp across the Waimakariri River to connect with Main North Road at or prior to Tram Road.

In January 2017 following the scoping assessment, the CNC Alliance prepared a concept design for these works. The purpose of the concept design and concept cost estimate was to provide the Transport Agency with information to assist on the decision whether to progress the design for the third lane southbound across the Waimakariri River and the shared use path extension. On the basis of the concept design report and cost estimate the Transport Agency made the decision to construct the southbound lane and shared use path bridge concurrently with the northbound bridge. Investigations are continuing to determine how the southbound lane and shared use path will connect to the existing network.

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3. Proposal

The Transport Agency proposes to change the stated location and Conditions 4 and 12 of CRC182001 to include the construction of the additional southbound lane on the SH1 Waimakariri bridge.

The table below outlines the existing conditions of CRC182001, and proposes new conditions to allow the inclusion of these works (proposed additions in bold underlined and proposed deletions struckthrough).

Condition Original Wording Proposed Wording Number Consent Northern Arterial Motorway and QEII Northern Arterial Motorway and QEII Location Drive, in North Christchurch Drive, in North Christchurch Christchurch Northern Corridor Alignment General 1. The term of this consent is 13 years. No change. 2. This consent shall be exercised in No change. accordance with the conditions specified in Schedule 1: General Conditions. 3. All practicable measures shall be No change. undertaken to minimise adverse effects on property, amenity values, wildlife, vegetation, and ecological values. Description 4. The construction of structures shall The construction of structures shall be limited to the following: be limited to the following: a) New culverts within Kaputone f) New culverts within Kaputone Creek (three), Prestons Creek, Creek (three), Prestons Creek, and Wilsons Drain; and Wilsons Drain; b) Extensions to the existing culvert g) Extensions to the existing culvert at Shirley Stream; at Shirley Stream; c) A new Styx River Bridge; h) A new Styx River Bridge; d) Stormwater outfalls at the Wilsons i) Stormwater outfalls at the Wilsons Drain Branch, Kaputone Creek, Drain Branch, Kaputone Creek, Styx River and Preston Creek; and Styx River and Preston Creek; and e) Additional lane over the j) Additional lane lanes and shared Waimakariri Bridge. use path over the Waimakariri As shown on location Plans Bridge. CRC182001A to CRC182001K, which As shown on location Plans form part of this consent. CRC182001A to CRC182001K CRC182001XX, which form part of this consent. 5. The associated installation works No change. include:

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a) Associated embankment and inlet/outlet protection, foundation works and removal and planting of vegetation in the bed and banks of the rivers, streams and creeks described in Condition (4). b) Placement of temporary structures in the bed and banks to enable capture of sediment and diversion of water in the bed and banks of the rivers, streams and creeks described in Condition (4). c) Construction of a temporary access causeway and crane platform area in the bed of the Waimakariri River to enable strengthening work of, and positioning and placement of beams to, the existing Waimakariri Bridge structure. Structure Design 6. The Kaputone Creek culverts shall: No change. a) Be portal structures in general accordance with Plans CRC182001L to CRC182001N, which form part of this consent; b) Not adversely affect fish passage; c) Convey a one percent annual exceedance probability (1% AEP) flood event without increasing flood levels/extents outside the motorway; and d) The culvert lengths for: i. Culvert 1 shall be no greater than 70 metres. ii. Culvert 2 shall be no greater than 105 metres. iii. Culvert 3 shall be no greater than 140 metres. 7. The new culvert within Wilsons Creek No change. shall: a) Be piped structures in general accordance with Plans CRC182001Q, which form part of this consent; b) Not adversely affect fish passage;

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c) Convey a one percent annual exceedance probability (1% AEP) flood event without increasing flood levels/extents outside the motorway; and d) The culvert length shall be no greater than 90 metres. 8. The new culvert within Prestons No change. Creek shall: a) Be of a boxed design constructed in general accordance with Plan CRC182001O, which forms part of this consent; b) Be designed to convey a 1% AEP flood event without increasing flood levels/extents outside the motorway; c) Have a buried base so shallow water depths do not become a barrier to fish passage at times of low flow; and d) Be no greater than 85 metres in length. 9. The modified piped culvert lengths No change. for Shirley Stream shall be no greater than 40 metres. 10. The modification to the existing No change. piped culvert at Shirley Stream shall include measures to maintain or if practicable improve fish passage, but at a minimum the construction shall ensure the joins between the existing and new sections are not perched. 11. The Styx River Bridge shall: No change. a) Be of a clear span of at least 25 metres in length. b) Constructed in general accordance with Plan CRC150794P, which forms part of this consent. c) Designed to convey a 1% AEP event with 1.2 metre freeboard. 12. The extension to the Waimakariri The extension alterations to the River Bridge structure shall not result Waimakariri River Bridge structure in any new substructures in the bed. shall not result in any new substructures in the bed. 13. All stormwater outfalls shall be No change. constructed in general accordance with the Christchurch City Council

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Wetlands and Waterways Guide Part B; Design. 14. A suitably qualified and experienced No change. aquatic ecologist shall be consulted during the development of detailed designs for the structures in waterways. 15. The construction of the outfalls and No change. culverts shall not cause scour and erosion of the bed and banks of the rivers. Construction Management 16. Machinery shall be free of plants and No change. plant seeds prior to disturbing the bed and banks of any watercourse. 17. No cut vegetation, or unsuitable No change. excavated material, shall be placed in any surface water body, or in a position such that it may enter any surface water body. 18. All practicable steps shall be No change. undertaken to prevent adverse effects on property, wildlife, biodiversity values, aquatic ecosystems, vegetation, cultural, recreational and amenity values. 19. The design and construction No change. methodology of the temporary access causeway and platform out onto the Waimakariri River to enable the access to the Waimakariri River SH1 Bridge shall be undertaken in consultation with the Canterbury Regional Council River Engineering and Surface Water Science Sections. 20. The temporary access causeway and No change. crane platform area shall be constructed: a) Using in situ or locally sourced clean river run gravels; and b) In a manner that does not deflect the flow of the river onto adjoining land/river banks/ stopbanks/flood protection works/structures. 21. On the completion of works or if No change. works are scheduled to cease for periods of 20 working days or more, the Waimakariri River Bridge access

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site and platform site shall be restored to a state consistent with the natural character of the site. 22. To prevent the spread of Didymo or No change. any other aquatic pest, the activities authorised by this consent shall be undertaken in accordance with Biosecurity New Zealand’s hygiene procedures. Ecological Mitigation 23. The consent holder shall provide No change. ecological mitigation for habitat reduction / loss using the following methodology: a) Firstly calculate the combined length of parts of the waterways within the project area where: i. An open channel within a modified watercourse and river will be replaced with enclosed culverts; and ii. Dales Drain’s permanent diversion authorised by consent CRC150789 that is being realigned/filled in and therefore not being replaced; b) For the total length of habitat reduction/loss determined under (a) this shall be mitigated by, either the consent holder: i. Providing funding to Christchurch City Council to undertake riparian enhancements. The funding shall be calculated on the cost to provide riparian planting with a surface area equivalent to 10 metres each side of the total length of affected waterway and the cost of five years of maintenance; or ii. Undertaking riparian planting with a surface area equivalent to 10 metres each side of a waterway based on the total length of affected waterway and maintain the plantings for five years. The location(s)

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shall be confirmed in consultation with Christchurch City Council. c) For the purposes of this consent the mitigation shall be considered to be implemented when the funding is provided to Christchurch City Council or if the consent holder is undertaking the works. Planting this shall be completed no later than two years after completion of construction. Administration 24. The lapsing date for the purposes of No change. section 125 of the Resource Management Act 1991 shall be 31 July 2025.

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4. Existing Environment

4.1. Overview

This section provides a description of the natural and physical characteristics of the site, and those LWRP planning controls that are applicable to the site.

4.1.1. Zoning and Overlays

The subject site extends over a district jurisdictional boundary; however the Waimakariri River bed is completely captured in the Waimakariri Nutrient Allocation Zone (green). The nutrient allocation zones are classified in colour groups – ranging from light blue to red. The Waimakariri Zone that is coloured green means the water resources in this zone meet the relevant water quality outcomes.

Land to the south-west of the site is located within the Christchurch Groundwater Protection Zone, and the project area is positioned over an unconfined/semiconfined aquifer. The site is at the western-most extent of an identified inanga spawning habitat, and the river bed is recognised as a native bird habitat.

There are no other overlays that are relevant to this site.

4.1.2. Designations

The subject site is positioned over the boundary of two territorial authorities. Under the Christchurch District Plan, the site is designated P1 for “Motorway Purposes”. Under the Waimakariri District Plan, the site is designated D054 for “State Highway”. The requiring authority for both designations is the Transport Agency, and an alteration to designation is being sought from CCC, while approval has been granted by WDC. The alteration is restricted to widening the designation over the Waimakariri River to include the southbound shared use path clip-on (5 metres). The remainder of the proposed works are within the existing designation boundary.

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4.2. Natural and Physical Environment

4.2.1. Topography

The topography of the surrounding land is flat with minimal variation of ground level along the route. The project area is generally around 3 m above sea level. The braided Waimakariri River provides some topographic variation, as do the stop banks on the northern and southern banks. There are no other significant topographical features within the project area.

4.2.2. Land Use

Land use around the subject site is restricted due to the Waimakariri River, and the Regional Park that is located along its banks. Land to the west of the alignment is generally used for rural purposes, while land to the east supports some industrial zones. Small settlements near the project are include Kainga and Clarkville, with Kaiapoi located approximately 1.8 km north and Belfast approximately 2.7 km south of the bridge.

Recreational land use is predominant in the vicinity of the project, with Waimakariri River Adventures located upstream of the bridge, and Woodford Glen Speedway located on the northern bank, downstream from the bridge. As is mentioned above, the Waimakariri River Park runs along both sides of the river within the project area, and Otukaikino Reserve is located to the south of the project area.

4.2.3. Soils and Geology

The soils within the Project area are associated with the Springston Formation, made up of alluvial sand and silt over gravels and areas of peat. On either side of the river bank, the soils are identified as extremely light, to very light, with the density increasing with the distance from the river. Reflective of these soil types is the soil moisture profile of the project area, which shows moderate to low levels adjacent to the main river bed.

4.2.4. Groundwater

No springs have been identified in the project area. All groundwater within the project area will be hydraulically connected to the Waimakariri River, and will be recharged via seepage through the bed of the river, and through rainfall events.

4.2.5. Surface Water Values

The Waimakariri River is the only waterbody within the project area. It is not classified as being of high ecological value, or being in a high naturalness state, however, it is identified as an inanga spawning site, and a habitat for nesting native birds.

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4.2.6. Ecological Values

No Ecological Heritage Sites are located within the project area, as identified in the Christchurch City Plan.

The riparian margins of this portion of the Waimakariri River are modified for recreational use, with fairly well-kept grassed areas, paths and introduced tree species along the banks (primarily willows). Although the willows do not provide a high-value habitat for terrestrial indigenous animals, the shading of the banks, organic debris and root structure do provide shelter for aquatic invertebrates and fish. The shading of the river banks also regulates the water temperature in the summer to make it more suitable for migrating and spawning fish.

The shading of the river along the banks also helps to reduce the volume of weeds in the waterbody, especially as the soils surrounding the river are vulnerable to nutrient leaching. This increases the amenity and recreational value of the river, although the lack of weeds could reduce the suitability of the river as a habitat for aquatic species.

4.2.7. Avian Ecology Values

The Waimakariri River is identified as a habitat for indigenous birds by the Department of Conservation. The wide braided riverbeds provide important breeding habitat for wading birds including the following threatened species:

• Black fronted tern (2. Nationally endangered) • Caspian tern (2. Nationally endangered) • Wrybill (3. Nationally endangered) • Black-billed gull (4. Serious decline) • Banded dotterel (5. Gradual decline)

The population dynamics of braided river birds are influenced by a range of factors such as predation, extreme weather, wintering resources and disease. Predation from introduced predators and weed encroachment of breeding habitat are probably the two biggest threats to bird species that breed in braided rivers. The bird nesting season is generally during 1 September to 1 February.

Despite being identified as a breeding habitat, the section of the Waimakariri riverbed at the SH1 Bridge is largely modified by existing gravel extractors and river control practices. It is also a is a significant access point for recreational activities, such as jet boating. The area immediately upstream and downstream of the SH1 Bridge is therefore likely to be less sensitive to localised, temporary disturbance, and the presence of the state highway crossing itself and associated noise and traffic lights would mean this section of the river is not likely to be a preferred bird nesting site for wading birds.

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4.2.8. Cultural and Heritage Values

The Project is located within the takiwā (territory) of the Ngāi Tūāhuriri Rūnanga. The takiwā of Te Ngāi Tūāhuriri Rūnanga centres on Tuahiwi and extends from the Hurunui to Hakatere, sharing an interest with Arowhenua Rūnanga northwards to Rakaia, and thence inland to the Main Divide.

The cultural interests of the project area are managed by the Mahaanui Iwi Management Plan 2013 (MIMP), which identifies the following significant values of the tributaries, waterways and downstream environments within the Waimakariri Catchment. The MIMP provides a statement of Ngāi Tahu objectives, issues and policies for natural resource and environmental management in the takiwā, which are assessed in Appendix E. It is recognised that, as with other braided river catchments in the region, the lower Waimakariri catchment is highly modified by human activity. To this end, objectives and policies in the Waimakariri chapter focus on protecting the river and its tributaries from the effects of land use, subdivision and irrigation. This includes the prioritisation of discharge management, advocating for sustainable practices and working with councils to progress various policies in the MIMP.

4.2.9. Amenity and Recreational Values

As one of the iconic Canterbury braided rivers, the Waimakariri River holds significant recreational and amenity value. It is the largest river within close proximity to Christchurch City, which makes it a popular choice for recreationalists. The distinctive natural character of the Waimakariri River adds to the recreational appeal, namely the natural braided pattern and open gravels of the mainstem; distinctive wildlife; indigenous and sports fisheries; and relatively unmodified flow characteristics and aquatic ecosystems.

While the section of the river at the Waimakariri SH1 bridge has a less braided characteristic than the upper Waimakariri River, the deeper channels and wide gravel beaches attract jetboaters, off-road vehicle users, salmon and trout fishers, picnickers, swimmers and others.

The Waimakariri River immediately below the Old Highway bridge is unsuitable for water contact recreation, primarily because it is the mixing zone for agriculturally-based industrial discharges. Water quality downstream of the mixing zone is sometimes not suitable for water contact recreation due to the accumulation of micro-biological contaminants from the industrial discharge and a range of upstream discharges. Nevertheless, it is used for a wide range of recreational activities. In terms of contact recreation, most salmon angling takes place between 1 December and 30 April, jet boating generally occurs between December and March, and kayaking occurs all year round. The area is popular due to its undeveloped state and its close proximity to Christchurch. In addition, the Waimakariri Regional Park runs along both banks of the river, which provides additional recreational opportunities.

4.3. Potential for Land Contamination

The project area has not been identified on ECan’s Listed Land Use Register, and has not been used for any HAIL activities historically. Therefore, the potential for land contamination is not applicable to this site.

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4.4. Summary of the Sensitivity of the Environment

Although the Waimakariri River at the SH1 bridge has moderate amenity value, it is a highly modified environment and has relatively low ecological value. The MIMP recognises this modified nature, and to this end, the plan focuses on the prevention of further degradation, rather than enhancement. The river is prone to leaching from the porous soils that are common in this area, which is exacerbated by rural and industrial land uses. Notwithstanding, this section of the Waimakariri River is a popular recreational destination due to its accessibility from Christchurch City and the Waimakariri Regional Park that runs along both the northern and southern banks of the river.

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5. Activity Status

Pursuant to s127(3)(a) of the RMA 1991, the application for a change to consent conditions of CRC182001 is to be treated as if it was a resource consent for a discretionary activity. As such, guidance for the assessment below is taken from the Waimakariri River Regional Plan and the Land and Water Regional Plan. This ensures the assessment of the proposed condition variation is relevant to the effects that are of primary concern to ECan.

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6. Assessment of Environmental Effects

6.1. Positive Effects

Allowing the crane platform to be used for the north and southbound lane additions reduces the potential environmental, social and economic disturbance that bridge construction activities may otherwise have. Both lanes are being constructed in the median of the bridge, atop existing headstocks. Constructing the lanes simultaneously using the consented crane pad will reduce resource duplication and limit vehicle movements that are supplying materials during construction activities.

Consenting the crane pad as a new activity for the southbound lane would result in a duplication of technical assessments, consultation and other procedures. As the scale, bulk and location of the crane pad is not changing as a result of this activity, it is appropriate to include the southbound lane in the conditions of CRC182001.

6.2. Construction Effects

The CNC Alliance has developed the Waimakariri River Works Management Plan (WRWMP), which details the construction methodology and mitigation methods for works that take place in, over and in the margins of the Waimakariri River (attached as Appendix C). Since the original consent was assessed and approved, the construction methodology has been revised. Construction techniques have been chosen that will require limited access to the river bed.

The additional bridge lanes (north and south) will be largely constructed from a crane platform on the eastern side of the Waimakariri River Bridge (with major ‘heavy’ construction elements being placed at night) using a large 250 tonne crawler crane to maximise reach for the lift, and thereby reduce the extent of works in the river bed. The remaining ‘light’ construction components can be placed with smaller plant, such as light cranes, and facilitated with the operation of a cherry picker on a small working platform between the bridge piers. This lighter platform will not be extended into the river bed. Instead, work on portions over the river will be carried out using suspended scaffold platforms constructed from the bridge deck.

Using the crane platform for both lanes simultaneously will not extend the amount of time the pad is required to remain in the river bed, as the CNC Alliance has committed to utilising steel barriers on the bridge deck. This will allow works to be undertaken from the bridge deck during the day, when previously it was expected that most works would take place at night for health and safety reasons. Operating both day and night shortens the construction period, and will reduce traffic disruptions, as well as the time the crane pad is required in the river bed.

On balance, the environmental effects of the crane pad construction on the environment will be no more than minor, and will not alter from what was consented under CRC182001.

6.3. Groundwater Effects

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As the crane pad is being constructed of in situ or locally-sourced gravel, it will not result in an increase of impervious surfaces in the bed of the Waimakariri River. Therefore, groundwater will not be affected by the proposal, as the crane pad will have no impact on aquifer recharge via seepage and infiltration.

6.4. Surface Water Effects

There will be no increase in impervious surfaces as a result of the proposal, meaning stormwater runoff to the Waimakariri River will remain unchanged.

The construction of the crane pad will cause some disturbance of the river bed, however, this will be temporary (i.e. during construction and removal).

The crane pad will only divert flowing water as far as it juts into the Waimakariri River. This will not be extensive, and will not significantly alter any ecological habitats. Any work that occurs over the wetted parts of the river bed will be completed using suspended scaffolding, which will extend from the bridge deck. As is mentioned above, the revised construction methodology means that no diversions will be required as a part of this proposal.

As per Condition 20 of CRC182001, the pad will be constructed using in situ, or locally sourced gravel. This will reduce the potential for contaminants or biological pests to enter the water, and will ease the process of remediation upon the completion of construction.

Therefore, the effects of the crane pad on surface water are considered to be less than minor, and reduced from those anticipated during the original consenting process.

6.5. Effects on Aquatic Ecology

Table 1 indicates conditions that are imposed on the activity by CRC182001 to ensure any potential effects of the proposal on ecological habitats is minimised:

Table 1 Conditions of CRC182001 that minimise the impact of the crane pad on ecological habitats

All practicable measures shall be undertaken to minimise adverse effects on 3 property, amenity values, wildlife, vegetation, and ecological values.

12 The extension to the Waimakariri River Bridge structure shall not result in any new substructures in the bed.

14 A suitably qualified and experienced aquatic ecologist shall be consulted during the development of detailed designs for the structures in waterways.

18 All practicable steps shall be undertaken to prevent adverse effects on property, wildlife, biodiversity values, aquatic ecosystems, vegetation, cultural, recreational and amenity values.

CNC ALLIANCE September 2018 27 Waimakariri Southbound Lane and Shared Use Path

19 The design and construction methodology of the temporary access causeway and platform out onto the Waimakariri River to enable the access to the Waimakariri River SH1 Bridge shall be undertaken in consultation with the Canterbury Regional Council River Engineering and Surface Water Science Sections.

21 On the completion of works or if works are scheduled to cease for periods of 20 working days or more, the Waimakariri River Bridge access site and platform site shall be restored to a state consistent with the natural character of the site.

22 To prevent the spread of Didymo or any other aquatic pest, the activities authorised by this consent shall be undertaken in accordance with Biosecurity New Zealand’s hygiene procedures.

For further assessment of the proposal on the environment, please see the original consent application labelled CRC182001 and attached as Appendix D.

6.6. Summary of Effects

On balance, the effects of the proposed change in conditions will be less than minor. Utilising the crane pad for the construction of the additional southbound lane, as well as the northbound lane will enhance the efficient and effective use of resources, and the effects will not deviate from those that were anticipated during the assessment and approval of CRC182001.

CNC ALLIANCE September 2018 28 Waimakariri Southbound Lane and Shared Use Path

7. Consultation

No consultation further to that which has been conducted as a part of the wider CNC project is considered necessary. This is because the scale of effects anticipated by the construction and use of the crane pad remains unchanged by the proposed condition variation. For further detail regarding previous consultation efforts, please see the original consent application attached as Appendix D.

CNC ALLIANCE September 2018 29 Waimakariri Southbound Lane and Shared Use Path

8. Notification Assessment

8.1. Public Notification

Section 95A requires a consent authority to decide whether or not to notify publically an application or not, according to four key steps.

Step 1:

The public notification of this application is not mandatory for the following reasons:

(a) The applicant has not requested public notification (b) Public notification is not required under Section 95C (c) The application is not made jointly with an application to exchange recreation reserve land under Section 15AA of the Reserves Act 1977

Step 2:

Additionally, public notification is not precluded with regards to this proposal because the following criteria do not apply (s.95A(5) RMA):

(a) the application is for a resource consent for 1 or more activities, and each activity is subject to a rule or national environmental standard that precludes public notification: (b) the application is for a resource consent for 1 or more of the following, but no other, activities: i. a controlled activity: ii. a restricted discretionary or discretionary activity, but only if the activity is a subdivision of land or a residential activity: iii. a restricted discretionary, discretionary, or non-complying activity, but only if the activity is a boundary activity: iv. a prescribed activity (see section 360H(1)(a)(i)).

Step 3:

As the proposal does not satisfy the above criteria, under s.95(A)(7), the application must be assessed against Step 3 of the public notification test:

The criteria for step 3 are as follows:

a) the application is for a resource consent for 1 or more activities, and any of those activities is subject to a rule or national environmental standard that requires public notification: b) the consent authority decides, in accordance with section 95D, that the activity will have or is likely to have adverse effects on the environment that are more than minor.

No activity as a part of this proposal is subject to a rule or national environmental standard that requires public notification. As is discussed and summarised in the Assessment of Environmental Effects (Section 6) above, the adverse effects on the environment of this

CNC ALLIANCE September 2018 30 Waimakariri Southbound Lane and Shared Use Path proposal are considered to be less than minor. Therefore, the application progresses to the final limb of the notification test, which requires the identification of special circumstances that may exist.

Step 4:

There are no special circumstances to warrant public notification because the crane pad has already been consented, and the scale/scope of the activity are not changing as a result of the proposed condition variation. Thus, it cannot be described as being out of the ordinary and giving rise to special circumstances.

Therefore, public notification is not considered appropriate or necessary for this application.

8.2. Limited Notification

Section 95B requires a consent authority to decide whether or not to give limited notification of an application or not, according to four key steps.

Step 1:

The application does not affect the following:

a) affected protected customary rights groups; or b) affected customary marine title groups (in the case of an application for a resource consent for an accommodated activity).

The proposed activity is not on or adjacent to, or may affect, land that is the subject of a statutory acknowledgement made in accordance with an Act specified in Schedule 11.

Therefore, limited notification is not needed under Step 1, and the application progresses to the second limb of the test.

Step 2:

Limited notification is not precluded with regards to this application, because it does not meet the following criteria under the Section 95B(6):

a) the application is for a resource consent for 1 or more activities, and each activity is subject to a rule or national environmental standard that precludes limited notification: b) the application is for a resource consent for either or both of the following, but no other, activities: i. a controlled activity that requires consent under a district plan (other than a subdivision of land): ii. a prescribed activity

Step 3:

CNC ALLIANCE September 2018 31 Waimakariri Southbound Lane and Shared Use Path

Step 3 requires certain other people to be notified if an application is not precluded from limited notification by Step 2. These parties include:

a) in the case of a boundary activity, an owner of an allotment with an infringed boundary; and b) in the case of any activity prescribed under section 360H(1)(b), a prescribed person in respect of the proposed activity.

The above parties are not applicable to the proposal. In the case of any other activity, the authority is required to determine whether a person is an affected person in accordance with section 95E of the RMA. There are no persons that are considered to be affected parties with regards to this application. All works are taking place within a designation, with the proposed area of works bordering reserve land. ECan’s river engineering and parks teams are regularly consulted with regarding works in and around the Waimakariri River.

Step 4:

Finally, the authority must determine whether special circumstances exist in relation to the application that warrant notification of the application to any other persons not already determined to be eligible for limited notification. There are no special circumstances to warrant public notification because the crane pad has already been consented, and the scale/scope of the activity are not changing as a result of the proposed condition variation. Thus, it cannot be described as being out of the ordinary and giving rise to special circumstances.

Therefore, limited notification is not considered appropriate or necessary for this application.

CNC ALLIANCE September 2018 32 Waimakariri Southbound Lane and Shared Use Path

9. Statutory Assessment

9.1. Introduction

This section of the report assesses the proposal against relevant provisions of the Resource Management Act 1991 (RMA) and other relevant planning documents.

9.2. Resource Management Act 1991

9.2.1. Part 2: Purposes and Principles

The proposal must be consistent with the purpose and principles of the RMA, as set out in Part 2, and have regard to matters stated in Section 104 of the Act.

Section 5: Purpose of the Act

Section 5 of the RMA seeks to promote the sustainable management of natural and physical resources. Sustainable management includes the protection of physical resources in a way which enables people to provide for their social, economic and cultural wellbeing and for their health and safety. Furthermore, it states that activities must be managed so that adverse effects on the environment are avoided, remedied or mitigated.

Given these matters, the proposal is considered to be consistent with the purpose of the RMA.

Section 6: Matters of National Importance

Section 6 of the RMA sets out the matters of national importance that are to be recognised by Council. The following matter is considered relevant to the proposal:

a) the preservation of the natural character of the coastal environment (including the coastal marine area), wetlands, and lakes and rivers and their margins, and the protection of them from inappropriate subdivision, use, and development:

The proposal is considered to be consistent with this matter of national significance. The scale of effects that were anticipated during the assessment and approval of CRC182001 remain unchanged as a result of the proposal. In addition, the temporary nature of the crane pad means that it will not have a lasting impact on the natural character of the Waimakariri River.

Section 7: Other Matters

Section 7 of the RMA lists certain matters to which particular regard is to be had in making resource management decisions. The following matters are considered relevant to the proposal:

c) the maintenance and enhancement of amenity values: f) maintenance and enhancement of the quality of the environment

CNC ALLIANCE September 2018 33 Waimakariri Southbound Lane and Shared Use Path

The proposal is considered to be consistent with the other matters identified above. The proposed variation will maintain the amenity values and the quality of the Waimakariri River and provide increased opportunity to interact with these values. Overall, the proposal is considered consistent with Section 7 of the RMA.

Section 8: Treaty of Waitangi

Section 8 requires that the principles of the Treaty of Waitangi (Te Tiriti o Waitangi) must be taken into account in relation to managing the use, development, and protection of natural and physical resources. The Transport Agency has consulted with iwi on the wider Christchurch Northern Corridor Project. Several members of the CNC Alliance met with representatives from Tuahiwi Marae to discuss the progress made on the construction of the motorway as well as the current resource consenting issues. The extension of the shared use path was generally well received and no issues were raised in relation to the installation methodology.

9.2.2. Section 13: Restrictions on Certain Uses of Beds of Lakes and Rivers

Section 13 of the RMA places restrictions on certain uses of the beds of lakes and rivers. Section 13(1) states the following:

1. No person may, in relation to the bed of any lake or river,— a) use, erect, reconstruct, place, alter, extend, remove, or demolish any structure or part of any structure in, on, under, or over the bed; or b) excavate, drill, tunnel, or otherwise disturb the bed; or c) introduce or plant any plant or any part of any plant (whether exotic or indigenous) in, on, or under the bed; or d) deposit any substance in, on, or under the bed; or e) reclaim or drain the bed—

unless expressly allowed by a national environmental standard, a rule in a regional plan as well as a rule in a proposed regional plan for the same region (if there is one), or a resource consent.

The construction of the crane pad has been expressly allowed by resource consent CRC182001. Therefore, the proposal is consistent with Section 13 of the RMA.

9.2.3. Section 104: Consideration of Applications

Section 104 states that, in considering an application for resource consent, the consent authority must, subject to Part 2, have regard to:

a) any actual and potential effects on the environment of allowing the activity; and ab) any measure proposed or agreed to by the applicant for the purpose of ensuring positive effects on the environment to offset or compensate for any adverse effects on the environment that will or may result from allowing the activity; and b) any relevant provisions of—

CNC ALLIANCE September 2018 34 Waimakariri Southbound Lane and Shared Use Path

i. a national environmental standard: other regulations: a national policy statement: a New Zealand coastal policy statement: a regional policy statement or proposed regional policy statement: a plan or proposed plan; and c) any other matter the consent authority considers relevant and reasonably necessary to determine the application.

Part 2 matters that are relevant to the proposal are discussed in Section 9.2.1 of this report.

The actual and potential effects associated with the proposal have been assessed in Section 6 of this report. It is considered that the actual and potential adverse effects of the proposal are, on balance, less than minor. These effects will be appropriately avoided, remedied or mitigated by the existing conditions that are imposed on the activity by CRC182001.

Given the requirements of Section 104(1)(b), relevant statutory documents need to be assessed in relation to the activities for which resource consents are being sought.

The proposal has been assessed against the relevant objectives and policies of the Canterbury Land and Water Regional Plan and Waimakariri River Regional Plan in Appendix E. These assessments conclude that the proposal is consistent with the relevant planning provisions.

Section 104(1)(c) enables the consent authority to consider “other matters”. It is to be noted that the proposal is required to facilitate construction activities associated with the Christchurch Northern Corridor project, which in turn is a project of national significance. The proposal will therefore enable nationally significant infrastructure within the CNC project to be constructed in a cost efficient and effective manner.

As outlined earlier in this report, the activity status of this proposal is discretionary, pursuant to S.127 of the RMA. Under Section 104B, in considering an application for a discretionary activity, the consenting authority’s discretion is not restricted, and they may grant or refuse the application. If the resource consent is granted, the consent authority may impose conditions under Section 108.

9.2.4. Sections 108, 123 and 125: Consent Conditions, Duration and Lapse

In accordance with Section 108, a resource consent may be granted with any condition that ECan deems appropriate to adequately avoid, remedy or mitigate the potential adverse effects if the project. The existing conditions that have been imposed under CRC182001 are considered appropriate for the scale and scope of the proposed activities.

Section 123 defines the period for which consents may be granted. Under Section 123(b), the period for which and land use consent (apart from reclamation) is unlimited, unless otherwise specified in the consent decision. No change to the commencement or expiry date of the consent is proposed.

CNC ALLIANCE September 2018 35 Waimakariri Southbound Lane and Shared Use Path

9.3. National Planning Provisions

National Environmental Standards (NES) are regulations that prescribe standards for environmental matters. The government sets standards where appropriate to ensure a consistent standard for an activity or resource use. Each regional, city or district council must enforce the same standard.

National Policy Statements (NPS) are instruments used by central government to state objectives and policies for matters of national significance. The proposal has been assessed against the relevant objectives and policies of the National Policy Statement for Freshwater Management in Appendix E.

9.4. Regional Planning Provisions

9.4.1. Canterbury Regional Policy Statement

The proposal has been assessed against the relevant objectives and policies of the CRPS in Appendix E. It is considered that the proposal is, on balance, consistent with the relevant provisions of the CRPS, and that some aspects of the project will promote these provisions.

9.4.2. Regional Plans

The decisions on submissions to the LWRP were publically notified on 18 January 2014, at which point the plan became publically notified.

The LWRP contains region-wide direction, as well as sub-region provisions. The sub- regional sections contain policies and rules which are specific to the catchments covered by that section. The policies and rules in the sub-regional sections implement the region-wide objectives in the Plan in the most appropriate way for the specific catchment or catchments covered by that section. In this way, the plan is able to be effective at a regional and local level. Where the Plan contains policies and rules on the same subject matter, the more specific sub-regional provision will take precedence, except in relation to Policies 4.2 to 4.10. Region-wide Policy 4.1 will also take precedence unless catchment specific outcomes are specified in the relevant sub-regional Section.

The proposal is captured under sub-regional Chapter 8 (Waimakariri) and Chapter 9 (Christchurch-West Melton). There are no specific objectives in these sub-chapters. The relevant objectives and policies from the regional and subregional chapters of the LWRP are assessed in Appendix E. It is considered the proposal is consistent with, and has the potential to promote, the relevant objectives and policies contained within the LWRP.

9.4.3. Mahaanui Iwi Management Plan

The Mahaanui IMP has the mandate of the six Papatipu Rūnanga, and is endorsed by Te Rūnanga o Ngāi Tahu. The takiwā of Te Ngāi Tūāhuriri Rūnanga includes the Project area, so is of relevance to this application.

The relevant objectives and policies from the Mahaanui IMP are listed in Appendix E, and the proposal is assessed against the provisions to demonstrate consistency. The proposal is

CNC ALLIANCE September 2018 36 Waimakariri Southbound Lane and Shared Use Path considered to be sufficiently consistent with the Mahaanui IMP, which has relevant provisions relating to earthworks and water quality. A Cultural Impact Assessment has been prepared for the Northern Arterial project, which is another component of the CNC project that is being constructed in the same environment. As the environment remains unchanged from when the assessment was completed, and the scale of the effects of this proposal are lesser than those of the Northern Arterial, this Cultural Impact Assessment is considered relevant and able to inform this application.

Additionally, several members of the CNC Alliance met with representatives from Tuahiwi Marae and Ngai Tahu to discuss the progress made on the construction of the motorway as well as the current resource consenting issues. The shared use path was generally well received and no issues were raised in relation to the installation methodology. A copy of the meeting minutes is attached as Appendix F.

This consultation is considered sufficient for the purposes of this application to vary the consent conditions of CRC182001 due to scale of the activity and its effects not changing from what was originally consented.

9.5. Summary of Statutory Assessment

The actual and potential effects on the environment of the proposal are less than minor, and can be managed and mitigated via the conditions of CRC182001. The proposal is consistent with the purpose of the RMA.

CNC ALLIANCE September 2018 37 Waimakariri Southbound Lane and Shared Use Path

10. Conclusion

The Transport Agency proposes to change the conditions of CRC182001 to allow the consented crane pad to be used for the construction of the additional southbound lane, in addition to the new northbound lane, across the Waimakariri Bridge (SH1), Christchurch.

An assessment of the key RMA tests for the consideration of a change in consent conditions, including an assessment of the proposal as a discretionary activity, as contained in Sections 127 and 104 of the RMA, is provided in the report above. In addition, an assessment of the proposal against the relevant national policy documents, LWRP and WRRP is provided in Appendix E. It is the conclusion of these assessments that the granting of this proposal for a change in the stated location and Conditions 4 and 12 of CRC182001 meets the purpose and principles of the RMA.

CNC ALLIANCE September 2018 38 Waimakariri Southbound Lane and Shared Use Path

APPENDIX A: CRC182001 Conditions

CNC ALLIANCE September 2018 39

RESOURCE CONSENT CRC182001 Pursuant to Section 104 of the Resource Management Act 1991

The Canterbury Regional Council (known as Environment Canterbury)

GRANTS TO: New Zealand Transport Agency

A LAND USE CONSENT (S13): To install culverts, bridges, and stormwater outlets and undertake associated installation works in and over the bed of rivers.

COMMENCEMENT DATE : 24 Nov 2017

EXPIRY DATE: 24 Jul 2028

LOCATION: Northern Arterial Motorway and QE II Drive, in north Christchurch

SUBJECT TO THE FOLLOWING CONDITIONS:

General

1 The term of this consent is 13 years.

2 This consent shall be exercised in accordance with the conditions specified in Schedule 1: General Conditions.

3 All practicable measures shall be undertaken to minimise adverse effects on property, amenity values, wildlife, vegetation, and ecological values.

Advice Note: Works within the beds of artificial watercourses (farm drainage canals) in the project area did not require a regional land use resource consent as they are not a river or wetland under the Resource Management Act 1991.

Description

4 The construction of structures shall be limited to the following: a. New culverts within Kaputone Creek (three), Prestons Creek, and Wilsons Drain;

b. Extensions to the existing culvert at Shirley Stream;

c. A new Styx River Bridge;

d. Stormwater outfalls at the Wilsons Drain Branch, Kaputone Creek, Styx River and Preston Creek; and

e. Additional lane over the Waimakariri Bridge.

As shown on location Plans CRC182001A to CRC182001K, which form part of this consent.

Page 2 CRC182001

5 The associated installation works include:

a. Associated embankment and inlet/outlet protection, foundation works and removal and planting of vegetation in the bed and banks of the rivers, streams and creeks described in Condition (4).

b. Placement of temporary structures in the bed and banks to enable capture of sediment and diversion of water in the bed and banks of the rivers, streams and creeks described in Condition (4).

c. Construction of a temporary access causeway and crane platform area in the bed of the Waimakariri River to enable strengthening work of, and positioning and placement of beams to, the existing Waimakariri Bridge structure.

Structure Design

6 The Kaputone Creek culverts shall:

a. Be portal structures in general accordance with Plans CRC182001L to CRC182001N, which form part of this consent; b. Not adversely affect fish passage; c. Convey a one percent annual exceedance probability (1% AEP) flood event without increasing flood levels/extents outside the motorway; and d. The culvert lengths for: i. Culvert 1 shall be no greater than 70 metres.

ii. Culvert 2 shall be no greater than 105 metres.

iii. Culvert 3 shall be no greater than 140 metres.

7 The new culvert within Wilsons Creek shall:

a. Be piped structures in general accordance with Plans CRC182001Q, which form part of this consent;

b. Not adversely affect fish passage;

c. Convey a one percent annual exceedance probability (1% AEP) flood event without increasing flood levels/extents outside the motorway; and

d. The culvert length shall be no greater than 90 metres.

8 The new culvert within Prestons Creek shall:

a. Be of a boxed design constructed in general accordance with Plan CRC182001O, which forms part of this consent;

b. Be designed to convey a 1% AEP flood event without increasing flood levels/extents outside the motorway;

Page 3 CRC182001

c. Have a buried base so shallow water depths do not become a barrier to fish passage at times of low flow; and

d. Be no greater than 85 metres in length.

9 The modified piped culvert lengths for Shirley Stream shall be no greater than 40 metres.

10 The modification to the existing piped culvert at Shirley Stream shall include measures to maintain or if practicable improve fish passage, but at a minimum the construction shall ensure the joins between the existing and new sections are not perched.

11 The Styx River Bridge shall:

a. Be of a clear span of at least 25 metres in length.

b. Constructed in general accordance with Plan CRC150794P, which forms part of this consent.

c. Designed to convey a 1% AEP event with 1.2 metre freeboard.

12 The extension to the Waimakariri River Bridge structure shall not result in any new substructures in the bed.

13 All stormwater outfalls shall be constructed in general accordance with the Christchurch City Council Wetlands and Waterways Guide Part B; Design.

14 A suitably qualified and experienced aquatic ecologist shall be consulted during the development of detailed designs for the structures in waterways.

15 The construction of the outfalls and culverts shall not cause scour and erosion of the bed and banks of the rivers.

Construction Management

16 Machinery shall be free of plants and plant seeds prior to disturbing the bed and banks of any watercourse.

17 No cut vegetation, or unsuitable excavated material, shall be placed in any surface water body, or in a position such that it may enter any surface water body.

18 All practicable steps shall be undertaken to prevent adverse effects on property, wildlife, biodiversity values, aquatic ecosystems, vegetation, cultural, recreational and amenity values.

Page 4 CRC182001

20 The temporary access causeway and crane platform area shall be constructed:

a. Using in situ or locally sourced clean river run gravels; and

b. In a manner that does not deflect the flow of the river onto adjoining land/river banks/ stopbanks/flood protection works/structures.

Advice Note

The bed of the Waimakariri River has been vested into the control of Canterbury Regional Council. In addition to this consent, permission is required from the landowner(s) in order to secure access to and/or undertake works in the river bed, a separate authorisation is therefore required from Canterbury Regional Council Parks and Reserves.

22 To prevent the spread of Didymo or any other aquatic pest, the activities authorised by this consent shall be undertaken in accordance with Biosecurity New Zealand’s hygiene procedures.

Advice Note:

Access the most current version of these procedures from the Biosecurity New Zealand website or Environment Canterbury Customer Services.

Ecological Mitigation

23 The consent holder shall provide ecological mitigation for habitat reduction / loss using the following methodology:

a. Firstly calculate the combined length of parts of the waterways within the project area where:

i. An open channel within a modified watercourse and river will be replaced with enclosed culverts; and

ii. Dales Drain’s permanent diversion authorised by consent CRC150789 that is being realigned/filled in and therefore not being replaced;

Page 5 CRC182001

b. For the total length of habitat reduction/loss determined under (a) this shall be mitigated by, either the consent holder:

i. Providing funding to Christchurch City Council to undertake riparian enhancements. The funding shall be calculated on the cost to provide riparian planting with a surface area equivalent to 10 metres each side of the total length of affected waterway and the cost of five years of maintenance; or

ii. Undertaking riparian planting with a surface area equivalent to 10 metres each side of a waterway based on the total length of affected waterway and maintain the plantings for five years. The location(s) shall be confirmed in consultation with Christchurch City Council.

a. For the purposes of this consent the mitigation shall be considered to be implemented when the funding is provided to Christchurch City Council or if the consent holder is undertaking the works. Planting this shall be completed no later than two years after completion of construction.

Administration

24 The lapsing date for the purposes of section 125 of the Resource Management Act 1991 shall be 31 July 2025.

Issued at Christchurch on 24 November 2017

Canterbury Regional Council

Plan CRC182001A

Plan CRC182001B

Plan CRC182001C

Plan CRC182001D

Plan CRC182001E

Plan CRC182001F

Plan CRC182001G

Plan CRC182001H

Plan CRC182001I

Plan CRC182001J

Plan CRC182001K

Plan CRC182001L

Plan CRC182001M

Plan CRC182001N

Plan CRC182001O

Plan CRC182001P

Plan CRC182001Q

Waimakariri Southbound Lane and Shared Use Path

APPENDIX B: Christchurch Northern Corridor Project Alignment

CNC ALLIANCE September 2018 40

Waimakariri Southbound Lane and Shared Use Path

APPENDIX C: Waimakariri River Works Management Plan

CNC ALLIANCE September 2018 41 WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Waimakariri River Works Management Plan WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Document Control Title Waimakariri River Works Management Plan

Name Position Signed/Approved Date Stacey Planner 4 Aug 2016 Originator Swanson Craig Environmental Planning 17 Aug 2016 Review Redmond Manager Brent Principal Environmental 5 Sept 2016 Certifier Hamilton Consultant Approval Stephen Engineering Manager 12 Sept 2016 Wright

Document Details Document name Status Document No. Author Waimakariri River Works Management V1 CNC-0000- C Redmond Plan WRWMP

Document History and Status Revision Date Author Reviewed by Approved by Status 0.1 4 August Stacey Swanson Craig Redmond Working 2016 Draft 0.2 17 August Craig Redmond For 2016 consultation with ECan 0.3 31 August Craig Redmond B Hamilton For 2016 Certification 1.0 12 Sept 2016 C Redmond S Wright Final 2.0 4 July 2018 G Johnstone M Pendly, C A Mitchell Final Redmond

Revision Details Revision Details 0.1 Preliminary tender plan placed into the delivery phase template 0.2 Updated based on the reviews of Craig Redmond, Melissa Pendly, Omar Seychell and Nigel McCreight 0.3 Updated post the consultation meeting held with Environment Canterbury Leigh Griffiths on 26 August 2016 1.0 Minor changes requested by Independent Certifier 2.0 Updated to reflect changes in construction methodology

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

1 Introduction ...... 4 1.1 Purpose and Scope ...... 4 1.2 Project Description ...... 4 1.3 Location ...... 5 1.4 Management Plan Framework ...... 5 1.5 Environment Objectives ...... 8 1.6 Roles and Responsibilities ...... 8 2 Environmental and Social Management ...... 9 2.1 Environmental and Social Impacts ...... 9 2.2 Legislative Requirements ...... 9 3 Implementation and Operation ...... 12 3.1 Construction Methodology ...... 12 3.1.1 Detailed Description of Bridge Extension Construction Methodology ...... 12 3.2 General Provisions ...... 13 3.2.1 Consultation Process ...... 13 3.3 Programme of Works ...... 14 3.4 Site Plan ...... 14 3.5 Methodology ...... 14 3.5.1 Flow Management ...... 14 3.5.2 Diversion Management ...... 14 3.5.3 Flood Management ...... 14 3.5.4 Sediment Management...... 14 3.6 Emergency Procedures...... 14 3.7 Access ...... 15 3.7.1 Construction Access ...... 15 3.7.2 Public Access ...... 15 3.7.3 Safety and Access ...... 15 3.8 Reinstatement/Landscaping ...... 15 Appendix A ...... 17 Site Plan for North Bank ...... 17 Site Plan for South Bank ...... 18

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

1 Introduction 1.1 Purpose and Scope This Waimakariri River Works Management Plan is for the construction of additional northbound and southbound lanes of the SH1 Waimakariri River Bridge as part of the Christchurch Northern Corridor (the project). The purpose of this plan is to meet the requirements of the resource consent conditions. The plan sets out how the construction of the SH1 Waimakariri River Bridge extension and associated river works will be managed and implemented. The management plan outlines:  Programme of works  Flood/flow management  Emergency procedures  Sediment disturbance management  Site plan  Public and construction access  Reinstatement. The principles outlined in the Construction Environmental Management Plan and this Plan will be used by the CNC Alliance to detail actual practices and mitigation for site specific works areas. 1.2 Project Description The Christchurch Northern Corridor provides access to Lyttelton Port and the Christchurch CBD from the north of Christchurch. The northern access is significantly congested at peak times, leading to delays for motorists and freight and reduced safety for all road users. This is a result of rapid growth in and around Christchurch, particularly in the Waimakariri District. The Christchurch Northern Corridor has five district components being delivered by the Transport Agency and Christchurch City Council through the CNC Alliance. These components are:  Additional Northbound lane of the existing northern motorway,  Additional Southbound lane on the Waimakariri Bridge  Two lane dual carriage Christchurch Northern Arterial from Chaneys Road to QEII Drive  Four laning QEII Drive from Main North Road to Innes Road  Christchurch Northern Arterial Extension from QEII Drive to Cranford Street  Four laning Cranford Street from Cranford Basin to Innes Road.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

1.3 Location The location of the works on the Waimakariri River is shown below in Figure 1.1.

Figure 1.1: Location of the works (SH1 Bridge over the Waimakariri River as circled in red)

1.4 Management Plan Framework The project requires a suite of environmental management and mitigation plans to ensure the successful construction of the project. The Construction Environmental Management Plan sets the overall framework for the management of the environmental and social aspects of the project and is supported by a series of sub management plans focussing on specialist environmental areas, as identified during the consenting phase of the project. Figure 1.2 illustrates how the Construction Environmental Management Plan fits within the overall management plans for the project and Figure 1.3 illustrates the relationship between the Construction Environmental Management Plan and the sub environmental management and mitigation plans.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Figure 1.2: Structure of the Project Management Plans

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Figure 1.3: Structure of the Construction Environmental Management Plan and the Environmental Sub Management Plans

Key: NZTA Project ECan and ECan CCC Heritage New Requirement CCC Requirement Requirement Zealand Requirement Requirement

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

1.5 Environment Objectives The project is guided by the aspirational environmental objectives set out in the Transport Agency State Highway Environmental Plan: improving environmental sustainability and public health in New Zealand (NZTA, June 2008). The relevant objectives to this project are set out in Table 1.1.

Table 1.1: Relevant Transport Agency Environmental Plan objectives

Code Aspect Objective

ES1 Erosion and Sediment Ensure construction and maintenance activities avoid, remedy Control or mitigate effects of soil erosion, sediment run-off and sediment deposition. ES2 Erosion and Sediment Identify areas susceptible to erosion and sediment deposition Control and implement erosion and sediment control measures appropriate to each situation with particular emphasis on high- risk areas. E3 Ecological Resources Limit the spread of plant pests SR1 Social Responsibility Enhance and contribute to community cohesion

1.6 Roles and Responsibilities The Structures Manager is responsible for the implementation of this Plan. All parties (including subcontractors), who may be carrying out excavation works at the site, shall be provided a briefing of its contents prior to works occurring. Roles and responsibilities for the implementation of this Plan are provided in Table 1.2 Table 1.2: Plan implementation – roles and responsibilities

Phone Name Role number Contact email Responsibilities

Matthew Loach Structures Project 0275501821 Matthew.loach@fult Compliance with the Engineer onhogan.com plan during works Eugene Beneke Structures 027 546 9812 Eugene.beneke@fu Compliance with the Manager ltonhogan.com plan during works Craig Redmond Environmental 039404961 Craig.redmond@jac Ensuring Planning Manager obs.com implementation of the plan Melissa Pendly Construction 027 836 2813 Melissa.pendly@cn Monitoring weather Environmental calliance.co.nz forecasts and river Manager levels Brad Paterson Resource 027 564 2338 Brad.paterson@eca Monitoring Management n.govt.nz compliance during Officer works. Leigh Griffiths Canterbury 03 353 9007 Leigh.Griffiths@eca River engineer for the Regional Council’s n.govt.nz Waimakariri River, River Engineer key point of contact for any flood related matters David Owen Environment 0274347394 David.owen@ecan. Manages the team Canterbury govt.nz and the Waimakariri Regional Park River Regional Park Team Lead

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Phil Downes Surface Water 0272442470 Phil.downes@ecan. Key point of contact Science Section govt.nz for any issues arising which may impact monitoring sites.

2 Environmental and Social Management 2.1 Environmental and Social Impacts The environmental and social impacts associated with the project have been assessed using the Transport Agency Environmental and Social Responsibility Screen. Table 2.1 summarises the significant and potential environmental and social impacts associated with the construction of the project. Table 2.1: The significant and potential environmental and social impacts

Impact or potential impact Environmental aspect Activity (without management)

Natural Water Resources  Land/stream bed  Sedimentation Environment and Erosion and disturbance  Reduced or no fish passage Sediment Control  Construction in/over  Reduction/loss of habitat watercourses and/or  Scouring/erosion of stream margins (including banks aquifers)  Reduction in water quality  Discharges – construction as a result of stormwater and operational discharges  Fuel spill Ecological  Vegetation  Reduction/loss of species Resources clearance/control diversity  Stream diversions  Reduction/loss of habitat

Biosecurity  Earthworks  Spread of pest plants  Construction machinery Social Connectivity  Construction of new  Severance of local road roads/bridge network (including active modes)

2.2 Legislative Requirements The current relevant resource consent conditions, and how they are addressed by the project, are set out in Table 2.2.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Table 2.2: Relevant conditions for consents issued to the Transport Agency

Condition number Condition Reference

Schedule 1 Conditions applying to CRC182000, CRC150794, CRC182570, CRC150790, CRC150791 and CRC175921 18 A Waimakariri River Works Management Plan for works in and adjacent to the bed of the Waimakariri River shall include 3.3 but not be limited to: a) Contract start and completion dates, and works activities and sequencing; b) Description of key activities, and how they will be managed to minimise flood risk, and any effects on the serviceability of 3.1 Canterbury Regional Council flood protection infrastructure; c) If causeways or working platforms are required within the active river bed, they need to be able to be removed before or 3.5.3 wash away during the early stages of a flood, to ensure they do not obstruct food flows or cause river diversion and bank erosion. Causeway or working platform position, alignment, height, dimensions, and construction materials shall be specified; d) Description of flood warning system and procedures for evacuating contracting staff and machinery from the riverbed. This 3.6 could include provision for removal of causeways and working platforms, and dismantling of site security fencing to prevent obstruction of the channel and bridge waterway; e) How any river diversions will be managed to maintain serviceability of the Old Highway Bridge flow recorder site, and to 3.5.2 minimise riverbank erosion risk; f) How to minimise sediment disturbance, reducing where practicable machinery working in flowing water; 3.5.4 g) Access routes and proposed site office, toilet, and machinery storage areas; 3.4 h) Site access and traffic management requirements recognising public safety and recreational uses of this area as part of 3.7 the Waimakariri River Regional Park (e.g. cycle tracks, walkways, jet-boating, and fishing); and i) Reinstatement and rehabilitation of the works site and river bed including access tracks, cycle ways, grassed areas, river 3.8 banks, causeways and working platforms, and any floodbanks, rock linings, and groynes affected by the works. The plan shall be developed in consultation with the Canterbury Regional Council’s Regional Engineer. Water Permit CRC182570 – Specific Conditions 12 Prior to the diversion of flows within the Waimakariri River to enable the access to the Waimakariri River Bridge, 3.2 consultation with the Canterbury Regional Council’s River Engineering and Surface Water Science Sections shall occur. 13 As a result of any diversion within the Waimakariri River undertaken as part of this consent shall be undertaken in 3.5.1 accordance with the Waimakariri River Works Management Plan and: a. The main channel flows shall always be maintained to flow past the true right bank at least 100 metres upstream of the

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

old main bridge to ensure that non-turbulent flow conditions are occurring past the recorder; and b. The permanent boat ramp upstream and immediately adjacent to the SH1 Bridge on the true left bank shall still have, as 3.5.1 far as practicable taking into consideration natural changes in the river channels, adequate water depth and connection to the main channel, so the ramp is able to be used for its intended purpose. Land Use Consent CRC182001 – Specific Conditions 4 The construction of structures shall be limited to the following: 3.4  New culverts within Kaputone Creek (three), and Prestons Creek;  Extensions to the existing culvert at Wilson Drain Branch and the culvert at Shirley Stream;  A new Styx River Bridge;  Stormwater outfalls at the Wilsons Drain Branch, Kaputone Creek, Styx River and Preston Creek; and  Additional lane over the Waimakariri Bridge. As shown on location Plans CRC150794A to CRC150794K, which form part of this consent. 5 The associated installation works include: 3.4  Associated embankment and inlet/outlet protection, foundation works and removal and planting of vegetation in the bed and banks of the rivers, streams and creeks described in Condition (4).  Placement of temporary structures in the bed and banks to enable capture of sediment and diversion of water in the bed and banks of the rivers, streams and creeks described in Condition (4).  Construction of a temporary access causeway and crane platform area in the bed of the Waimakariri River to enable strengthening work of and positioning and placement of beams to, the existing Waimakariri Bridge structure. 11 The extension to the Waimakariri River Bridge structure shall not result in any new substructures in the bed. 3.4 18 The design and construction methodology of the temporary access causeway and platform out onto the Waimakariri River 3.2 to enable the access to the Waimakariri River SH1 Bridge shall be undertaken in consultation with the Canterbury Regional Council River Engineering and Surface Water Science Sections. 19 The temporary access causeway and crane platform area shall be constructed: 3.1 and 3.5.1  Using in situ or locally sourced clean river run gravels; and  In a manner that does not deflect the flow of the river onto adjoining land/river banks/ stopbanks/flood protection works/structures

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

3 Implementation and Operation 3.1 Construction Methodology As described in Section 1, during the initial consenting process the construction methodology for the bridge widening involved access and likely diversions within the Waimakariri River. Since then the construction methodology has been revised, and construction techniques have been chosen that will require limited access to the river bed. Whilst construction of crane pads will extend into the river bed, no significant realignment of the river will be required. 3.1.1 Detailed Description of Bridge Extension Construction Methodology The construction methodology of the CNC Alliance for the widening of the Waimakariri River Bridge largely minimises the effects anticipated and provided for during consenting. The CNC Alliance will construct the additional lane largely from a crane platform on the eastern side of the Waimakariri River Bridge (with major ‘heavy’ construction elements being placed at night) using a large 250t crawler crane to maximise reach for the lift and thereby reduce the extent of works in the river bed. The remaining ‘light’ construction components can be placed with smaller plant, such as light cranes, and facilitated with the operation of a cherry picker on a small working platform between the bridge piers. This lighter platform will not be extended into the river bed with work on portions over the river being carried out using suspended scaffold platforms constructed from the bridge deck. The CNC Alliance will require use of some space within the Waimakariri Regional Park immediately below and adjacent to the bridge. On the northern side of the river, the works will require the closure of one of two roads for a period, which would prevent access to the jet boat ramp. To mitigate this, the CNC Alliance will reinstate an old existing road to ensure the ramp can be accessed at all times during the works. Refer Appendix A for details. The CNC Alliance does not anticipate having significant quantities of wet concrete placed from the braids and only limited materials accessing from below the bridge. Furthermore, our solution involves the removal of the cherry pickers each night so there will be no temporary fencing, scaffolding, and formwork in the braided river zone overnight. As the level of activity within the Waimakariri River will be minimal there will be no effect on river flows or sediment generation. As such, the requirement of the conditions to detail management of river and flood flows, diversions and sediment generation has been rendered unnecessary. A three stage approach is will be used to construct the additional bridge lanes. Stage 1 – Headstock Strengthening The bridge headstocks will be strengthened with new steel channels. Installation of the channels will require the operation of a cherry picker and small plant within segments of the Waimakariri River Park to provide access to the headstock without disruption to daytime traffic. The cherry picker will only operate between bridge spans where there is no water. In current conditions access would be possible beneath 13 of the 16 bridge spans. Where the cherry picker is unable to operate (on the wet spans) access will be via suspended scaffolds constructed from the bridge deck. A light flat deck truck will be used to transport the cherry picker into position. All plant used in this phase will be removed from the river edge at the end of every day to a position landward of the river banks. Stage 2 – Construction and Installation of Bridge Spans Construction of the new 25 metre steel bridge spans will occur off site. These spans will be transported into the Waimakariri River Park and unloaded using a 250t crawler crane working from a purpose-built crane pad on the eastern side of the bridge. The spans will then be lifted into position using the crane during a night shift when the southbound structure

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

is closed to traffic to allow lifts overhead. Precast concrete deck planks will be delivered to the deck by truck and lifted into position using a hiab or small all-terrain crane working from the deck of the existing bridge during a lane closure.

Ready mix concrete for the deck slab will be delivered below the North Abutment on the hardstand and pumped back to the median. A concrete wash-out skip will be established for cleaning site equipment, whilst all trucks will be required to wash-out back into the bowl of the truck for disposal at their own yard. Stage 3 – Stitch Construction of the strip of connecting deck between the new and existing bridge spans will take place from on the bridge. Construction will involve drilling holes into the existing concrete spans for steel bars to lock the old bridge to the new bridge. All activity will be carried out at height from temporary access bridges placed at night using the 250t crane. When the new spans are placed beside the old bridge, we will close the affected structure and have a contraflow traffic management system in place. All traffic disruptions including night works and contraflows will be managed through the Temporary Traffic Management during Construction Management Plan. Note: The traffic management plan for these works had not yet been submitted and approved at time of writing, so the construction methodology is subject to change dependent on the outcome. Any changes will be advised through amendments to this plan. 3.2 General Provisions It is important for the Canterbury Regional Council River Engineering and Surface Water Science Section to be aware that there is a requirement for crane platforms within the Waimakariri River however, no significant river diversions are currently proposed. 3.2.1 Consultation Process Version 0.2 of this plan was provided to Leigh Griffiths (Canterbury Regional Council’s River Engineer) and Tim Davie (Canterbury Regional Council’s Surface Water Science Section) on 17 August 2016. A meeting was held on the 26 August 2016 at Environment Canterbury’s offices with Leigh Griffiths, who was also representing Tim Davie. Environment Canterbury was pleased that no diversions of the Waimakariri River will be required for construction on the additional north bound lane. It was requested that the CNC Alliance discusses our access requirements in the river bed with David Owens (Parks Team Lead) as a matter of information sharing. On 24 November 2017 a meeting was held on site between CNC Alliance and Environment Canterbury to discuss the upcoming works. Environment Canterbury staff present were Courtney Popenhagen (ECan Parks & Reserves), David Owen (ECan Manager River Engineering) and Ian Heslop (ECan Principal River Engineer). The following points were discussed and agreed:  There are significant flood risks for the area proposed to be utilised for the site office and lay down location. There are generous timeframes for flood warnings, and CNC Alliance is to be included in the alert system.  Vehicle access – differing opening hours for summer and winter. CNC Alliance is to control staff access outside these hours. Heavy vehicles could damage the existing sealed roads, so the CNC Alliance is to reinstate and repair any damage.  Current access road will need to be closed, CNC Alliance will work with ECan for best temporary and long term solution for this. The solution agreed upon is shown in Appendix A.  No works on the western side of the structure are planned. Transpower overhead cables will not be affected by the current proposed methodology as all works are

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

outside the exclusion zones – CNC Alliance is to contact Transpower regarding in the event of any activities which may encroach on Transpower exclusion zones.  Laydown areas need to be fenced.  Hanging scaffolding needs to be fenced to prevent public from jumping off it into the water.  ECan require access to the stopbank at all times. 3.3 Programme of Works Currently the bridge widening activities are planned for August 2018 to December 2019. 3.4 Site Plan An overall site plan has been developed and is attached at Appendix A. 3.5 Methodology 3.5.1 Flow Management The proposed construction methodology avoids the need for any flow management specifications in this management plan. Non-turbulent flows will be unrestricted and the reading taken from the recorder will be undisturbed. Flows to the permanent boat ramp upstream and immediately adjacent to the SH1 bridge will not be impeded. 3.5.2 Diversion Management The proposed construction methodology avoids the need for any diversion management specifications in this management plan. Flows to the Old Highway Bridge flow recorder will remain uninterrupted by the construction works. 3.5.3 Flood Management The proposed construction methodology avoids the need for any flood management specifications in this management plan. There will be no change to the flood risk as a result of the works and the serviceability of the river bunds will be unaltered. 3.5.4 Sediment Management The proposed construction methodology largely avoids the need for any sediment management specifications in this management plan. The construction methodology avoids all need for machinery to be operated in flowing water. The primary risk is posed by the construction of the stitch between the old and new segments of the bridge if the formwork were to fail. This will be eliminated by properly designed, tested and installed formwork. An environmental briefing will be provided to all personnel working on the bridge including emergency planning protocols. 3.6 Emergency Procedures Weather systems will be monitored on a daily basis to enable pre-emption of any potential rain event that may pose a risk to human safety and vehicles. Flood information available on the Environment Canterbury website and Metservice heavy rainfall warnings will be utilised to forecast and anticipate any likely flood event by the Construction Environmental Manager.

Additionally, the Construction Environmental Manager, Project Engineer and Site Foreman will sign up for the Environment Canterbury text message alerts for daily river flow information and warnings.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

In the event of a Level 1 (or higher) flood warning from Environment Canterbury, all vehicle operations within the Waimakariri River will halt and all vehicles withdrawn to a position landward of the existing flood banks. The 250t crane will be withdrawn from the river and securely protected from flood waters. No vehicles or personnel will enter the river bed area until such time as the threat of flood has passed, as advised by the ECan Flood Incident Controller. No signage or significant temporary fencing within the Waimakariri River will obstruct flood flows, and will be designed and installed to wash away in such an event. All site personnel will undergo an induction prior to commencing works in regards to the risks associated with working within the river. 3.7 Access 3.7.1 Construction Access Construction access within the Waimakariri River bed will be restricted to light vehicles, cherry picker and truck, cranes, and contractors and will be via existing public access routes. Construction access to the site laydown area, crane pad and temporary road construction areas will include light vehicles, truck / truck and trailers, heavy vehicles and earthmoving plant. 3.7.2 Public Access Public access to the Waimakariri River from Wrights Road (main access point) will not be interrupted by construction work, although traffic to the jet boat ramp will need to use a temporary road for a period when the normal road access is closed. To protect the safety of the public a temporary daily exclusion zone will be fenced off below the section of bridge being worked on, on any day. This will be altered when necessary. Access restrictions will encompass one or two bridge spans at any one time. All exclusion zones will be adequately sign posted. Any temporary roads shall be fenced off to prevent unauthorised public access to grassed areas. Public access to the Waimakariri Regional Park via the Wrights Road access point is only open between 4.30am and 7pm during winter and 4.30am and 10pm in summer (daylight savings). Public access is not controlled from alternative points up and downstream from Kaiapoi Island. Access through the reserve will be discussed with the Environment Canterbury Team Leader of Parks, David Owen four weeks prior to construction on the bridge commencing. 3.7.3 Safety and Access CNC Alliance vehicle movements into the Waimakariri River have the potential to pose a safety risk to both the public and the CNC Alliance. All vehicle movements shall be undertaken with the supervision of a watchman who will ensure no person is affected by CNC Alliance vehicles. Machinery and material storage areas will be cordoned off to prevent public access. 3.8 Reinstatement/Landscaping The reinstatement of the site following completion of construction will be as per an Access and Restoration Agreement, to be established between CNC Alliance and Environment Canterbury.

The impact of the construction of the crane pad and working areas in the vicinity of the Waimakariri Bridge structure will be carefully controlled. Topsoil stripped from the site will be stockpiled on site and protected for reuse and reinstatement.

No structure will be constructed/deposited within the Waimakariri River.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Any damage caused by CNC Alliance vehicles or plant to the existing sealed roads will be repaired to a safe standard throughout the works to ensure public safety.

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Appendix A Site Plan for North Bank

WAIMAKARIRI RIVER WORKS MANAGEMENT PLAN CONTRACT NZTA 63177 | CHRISTCHURCH NORTHERN CORRIDOR

Site Plan for South Bank

Waimakariri Southbound Lane and Shared Use Path

APPENDIX D: Original Consent Application (CRC182001)

CNC ALLIANCE September 2018 42

NZ Transport Agency Christchurch Northern Arterial & QEII Drive 4-Laning

Form 9 Application for Resource Consents

Pursuant to Section 88 of the Resource Management Act 1991 (RMA)

TO: ENVIRONMENT CANTERBURY PO Box 345 Christchurch

FROM: NZ TRANSPORT AGENCY PO Box 1479 Christchurch 8140 (NOTE: address for service given below)

1. The NZ Transport Agency applies for the following types and number of resource consent:

Consent Type/ Consent Activity Description Term RMA Section No Sought

Land use consent 1 Excavation of land coastal confined aquifer within 50m 13 years of a stream, to install piles to a depth to Aquifer 1, and /s9 (outside bed to install temporary bores for dewatering of a river) Vegetation clearance and earthworks within riparian zones

Land use consent 2 Erection of permanent structures in and over the bed 13 years (pedestrian underpass, culverts, bridge and stormwater /s13 (bed of river) outlets), the placement of rip rap, deposition of material, and the associated disturbance to the bed. Erection of temporary structures in the bed to enable capture of sediment, construction access, pre-loading and diversions of water (installation works) Removal of vegetation in the bed, including associated disturbance of the beds

Water permits 3 Site Dewatering – Temporary taking of groundwater 13 years during construction (non-consumptive take) /s14 Temporary and permanent diversion of watercourses Permanently diverting water via land drainage

4 Damming and diversion of floodwaters 35 years

Discharge permits 5 Discharge of stormwater onto land where it may enter 13 years surface water during construction /s15 Discharge of water and sediment from land dewatering activities Discharge sediment to water from works in the bed of a river

6 Discharge of stormwater onto land and to surface water 35 years during operation

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2. A description of the activity to which the application relates is:

The construction and operation of the Christchurch Northern Arterial (Northern Arterial), and Queen Elizabeth II Drive (QEII Drive) four laning (the Project). The Project also includes an additional lane along the existing Northern Motorway north of the proposed Northern Arterial up to and over the Waimakariri SH1 Bridge to just beyond Tram Road.

Further details are contained in the attached Assessment of Effects on the Environment (AEE) and Appendices, which form part of this resource consent applications.

3. The names and addresses of the owners of the land to which the application relates are as follow:

Refer Section 1.3 and Appendix 1 of the AEE for the owners and legal descriptions of the land parcels affected.

4. The location to which the application relates is:

The location of the Project is generally described in Section 1.3 and shown in Figure 1.1 of this AEE Report and more accurately shown in the drawings contained in Volume C / Appendix 1.

5. No additional resource consents are required in relation to the proposal:

Refer Section 1.4.2 of the attached AEE Report.

6. Attached, in accordance with the Fourth Schedule of the Resource Management Act 1991, is a description of the proposed activity and an assessment of the effects the proposed activity may have on the environment.

7. Attached is any information required to be included in the application by the regional plan, the Resource Management Act 1991 or any regulations made under that Act.

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Glossary of Terms

BAP - Belfast Area Plan CBD - Central Business District CCC - Christchurch City Council CERA - Canterbury Earthquake Recovery Authority City Plan - Christchurch City Plan ECan - Environment Canterbury (Regional Council) E&SC - Erosion and Sediment Control GPS - Government Policy Statement on Land Transport Funding LOS - Level of Service LTMA - Land Transport Management Act LWRP - Canterbury Land and Water Regional Plan NArt - Northern Arterial NoR - Notice of Requirement (for a new designation or alteration to an existing designation) NRRP - Canterbury Natural Resources Regional Plan PPFs - Protected Premises and Facilities as defined in NZS 6806:2010 PT - Passenger Transport RLTS - Canterbury Regional Land Transport Strategy RMA - Resource Management Act 1991 RoNS - Roads of National Significance RPS - Canterbury Regional Policy Statement SH1 - State Highway 1 SH74 - State Highway 74 TSS - Total Suspended Solids UDS - Greater Christchurch Urban Development Strategy ULDF - Urban Landscape Design Framework WBB - Western Belfast Bypass WDC - Waimakariri District Council WRRP - Waimakariri River Regional Plan QEII - Queen Elizabeth the Second

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NZ Transport Agency

Assessment of Effects on the Environment

Table of Contents

1. Introduction ...... 13 1.1 The Applicant ...... 13 1.2 Purpose and Structure of this Report ...... 13 1.3 The Project and Location in Summary ...... 14 1.4 Summary of Resource Consents Sought /Not Required/Held ...... 15 1.4.1 Resource Consents Sought ...... 15 1.4.2 Resource Consents Not Required (i.e. permitted or already consented)...... 16 1.4.3 Relevant NZTA Held Consents ...... 17

2. Background to the Project ...... 18 2.1 History of the Project ...... 18 2.2 Context of the Project ...... 19 2.2.1 Strategic Context – Roads of National Significance ...... 19 2.2.2 National context ...... 20 2.2.3 Regional Context ...... 21 2.3 Need for the Project ...... 23 2.4 Project Benefits and Objectives ...... 23 2.5 CCC Styx Stormwater Management ...... 23

3. Project Description ...... 25 3.1 Overview ...... 25 3.2 Design Process ...... 26 3.2.1 Overview ...... 26 3.2.2 Traffic Volume Design Standard ...... 26 3.3 Alignment ...... 26 3.4 Operating Speed and Design Speed ...... 26 3.5 Cross Section ...... 27 3.6 Intersections and Interchanges...... 28 3.6.1 Northern Arterial Connection to Northern Motorway (SH1) ...... 28 3.6.2 Local Roads...... 28 3.6.3 Southern Interchange and Winters Road ...... 33

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3.6.4 QEII Drive ...... 33 3.7 Structures Overview...... 35 3.7.1 List of Structures ...... 35 3.7.2 Description of Structures ...... 35 Pedestrian and Cycle Ways ...... 38 3.7.3 38 3.9 Operational Stormwater Management ...... 40 3.9.1 Overview ...... 40 3.9.2 Key Design Assumptions ...... 41 3.9.3 Stormwater Treatment ...... 41 3.9.4 Flood Levels and Attenuation ...... 41 3.9.5 Discharge Locations ...... 43 3.9.6 Stormwater outfalls ...... 43 3.10 Waterway Crossings and Waterway Realignments ...... 45 3.10.1 Overview ...... 45 3.10.2 Culvert Design Criteria ...... 45 3.10.3 Styx River/P ūrākaunui Bridge Design Criteria ...... 45 3.10.4 Waterway Realignments ...... 45 3.10.5 Fish Passage ...... 46 3.11 Temporary Construction Diversions ...... 46 3.12 Excavations and Site Dewatering ...... 47 3.13 Construction Stormwater and Sediment Management ...... 47 3.14 Construction Management Areas ...... 48 3.15 Construction Works and Programme...... 48 3.16 Construction Environmental Management Plan ...... 49 3.17 Proposed Conditions ...... 49

4. Description of the Existing Environment ...... 50 4.1 Overview ...... 50 4.2 Topography ...... 50 4.3 Current and Future Land Use Patterns ...... 50 4.4 Soils and Geology ...... 51 4.4.1 Soils...... 51 4.4.2 Geology ...... 51 4.5 Groundwater ...... 52 4.5.1 Hydrogeology Overview ...... 52 4.5.2 Groundwater Pressures ...... 53 4.5.3 Groundwater Level Investigations ...... 54 4.5.4 Groundwater Users...... 54 4.5.5 Springs ...... 55

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4.6.4 Waimakariri Flows ...... 57 4.7 Surface Water Values ...... 57 4.7.1 Overview ...... 57 4.7.2 Waimakariri River Catchment ...... 58 4.7.3 Styx River/P ūrākaunui Catchment ...... 60 4.7.4 Avon River/ Ōtakaro Catchment ...... 61 4.8 Terrestrial Ecology Values ...... 62 4.8.1 Overview ...... 62 4.8.2 Sites of Recognised Ecological Significance ...... 62 4.8.3 Significant Indigenous Vegetation ...... 62 4.8.4 Significant Habitat for Indigenous Fauna ...... 63 4.8.5 Species of Ecological Significance ...... 63 4.9 Avian Ecology Values...... 63 4.10 Cultural and Heritage Values ...... 64 4.11 Amenity and Recreational Values ...... 65 4.11.1 Ōtukaikino ...... 65 4.11.2 Waimakariri River ...... 66 4.11.3 Styx River/P ūrākaunui ...... 67 4.11.4 Kaputone Creek ...... 68 4.11.5 Avon River/ Ōtakaro ...... 68 4.12 Potential for Land Contamination ...... 68 4.13 Summary of the Sensitivity of the Environment ...... 69

5. Activity Classification ...... 70 5.1 Resource Management Act 1991 ...... 70 5.2 Status and Scope of Regional Plans ...... 71 5.3 Relevant Definitions ...... 72 5.4 Regional Rule Assessment ...... 72 5.5 Classification Summary ...... 77

6. Consideration of Alternatives ...... 78 6.1 Overview ...... 78 6.2 Alternative Alignment ...... 79 6.2.1 Vertical Alignment ...... 79 6.2.2 Northern Arterial ...... 79 6.2.3 QEII Drive ...... 80 6.3 Alternative Receiving Environment ...... 80 6.4 Alternative Mitigation Methods...... 81 6.4.1 Major Structures over Rivers ...... 81 6.4.2 Operational Stormwater ...... 81 6.5 Summary ...... 82

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7. Consultation ...... 83 7.1 Overview ...... 83 7.2 Investigations and Reporting ...... 83 7.3 Cultural ...... 84 7.4 Council ...... 85 7.4.1 Christchurch City Council ...... 85 7.4.2 Environment Canterbury ...... 85 7.5 Interested Parties ...... 86

8. Assessment of Effects ...... 87 8.1 Overview ...... 87 8.2 Effects on Wider Community from Transport System Improvements ...... 88 8.3 Effects on Groundwater Quantity ...... 89 8.3.1 Accidental Artesian Aquifer Interception ...... 89 8.3.2 Surface Water Crossings ...... 89 8.3.3 Groundwater Impacts from Stormwater and Drainage System ...... 90 8.3.4 Temporary Site Dewatering ...... 91 8.3.5 Summary of Groundwater Quantity Effects ...... 91 8.4 Effects on Groundwater Quality ...... 91 8.4.1 Overview ...... 91 8.4.2 Construction Discharges ...... 91 8.4.3 Excavations/ Bores ...... 92 8.4.4 Operational Stormwater Discharges ...... 92 8.4.5 Summary ...... 93 8.5 Cumulative Effects on Soil Quality ...... 93 8.6 Effects on Surface Water Quantity ...... 93 8.6.1 Springs ...... 93 8.6.2 Diversions/Dewatering ...... 94 8.6.3 Effects on Hydrological Regime and Flooding ...... 94 8.6.4 Secondary Flows ...... 95 8.6.5 Summary ...... 95 8.7 Construction Effects on Surface Water Quality and Aquatic Ecology ...... 95 8.7.1 Overview ...... 95 8.7.2 Sediment Laden Stormwater ...... 95 8.7.3 Dewatering ...... 96 8.7.4 Sediment Release ...... 97 8.7.5 Diversions ...... 98 8.7.6 Hazardous Substances / Spills ...... 99 8.7.7 Summary ...... 99 8.8 Operational Effects on Surface Water Quality and Aquatic Ecology ...... 100

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8.8.1 Overview ...... 100 8.8.2 In-stream Habitat Loss ...... 100 8.8.3 Fish and Invertebrate Passage ...... 101 8.8.4 Riparian Margin Modification...... 102 8.8.5 Erosion and Scour ...... 102 8.8.6 Stormwater Contaminants ...... 103 8.8.7 Summary ...... 106 8.9 Effects on Terrestrial and Avian Ecology ...... 106 8.9.1 Construction Impacts ...... 106 8.9.2 Long Term Impacts ...... 107 8.9.3 Summary ...... 107 8.10 Effects on Cultural Values ...... 107 8.10.1 Overview ...... 107 8.10.2 Land Disturbance/Earthworks ...... 107 8.10.3 Water and Discharges ...... 108 8.10.4 Impacts of Waterway Crossings ...... 110 8.10.5 Summary of Effects on Cultural Values ...... 110 8.11 Effects on Amenity and Recreational Values ...... 111 8.11.1 Waimakariri River ...... 111 8.11.2 Ōtukaikino Reserve ...... 111 8.11.3 Styx Catchment ...... 111 8.11.4 Avon River/ Ōtakaro ...... 112 8.12 Effects on Waimakariri River infrastructure...... 112 8.13 Archaeological and Heritage Values ...... 112 8.14 Landscape and Visual ...... 113 8.15 Effects Summary ...... 113

9. Statutory Assessment ...... 114 9.1 Section 104 of the RMA...... 114 9.2 National Environmental Standards ...... 114 9.3 Other Regulations...... 115 9.4 National Policy Statements ...... 115 9.5 Canterbury Regional Policy Statement ...... 116 9.6 Regional Plans ...... 116 9.6.1 Overview ...... 116 9.6.2 Natural Resources Regional Plan ...... 117 9.6.3 Waimakariri River Regional Plan ...... 117 9.6.4 Land and Water Regional Plan ...... 117 9.6.5 Christchurch City Plan ...... 118 9.7 Other Matters...... 118

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9.7.1 Te R ūnanga o Ng āi Tahu Freshwater Policy ...... 118 9.7.2 Mahaanui Iwi Management Plan 2013...... 119 9.7.3 Transport Documents and Strategies of Greater Christchurch ...... 119 9.8 Sections 104D, 105 and 107 ...... 119 9.8.1 Section 104D ...... 119 9.9 RMA Part 2 ...... 121 9.9.1 Overview ...... 121 9.9.2 Matters of National Importance (s6)...... 121 9.9.3 Other Matters (s7) ...... 123 9.9.4 Treaty of Waitangi (s8) ...... 124 9.9.5 Purpose of the RMA (s5) ...... 124

10. Summary ...... 126

Volume A - Appendices Appendix 1 - Designation Plans and Land Requirement Schedule

Appendix 2 - Draft Environmental Management Plans

Appendix 3 - Proposed Conditions

Appendix 4 - Relevant Objectives and Policies Assessment

Volume B - Technical Appendices

1. Stormwater Management Report

2. Groundwater Assessment

3. Aquatic Ecology Assessment

4. Terrestrial and Avian Ecological Assessment

5. Cultural Impact Assessment

6. Consultation Summary Report

7. Air Quality Assessment

Volume C - Plans and Drawings

1. Landscape Plans

2. Stormwater Plans

3. Crossing Structures Drawings

4. Alignment Plans

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NZ Transport Agency Christchurch Northern Arterial & QEII Drive 4-Laning

1. Introduction

1.1 The Applicant

The NZ Transport Agency (the NZTA) proposes to construct, use and maintain a new 4-lane median divided arterial road directly linking the Christchurch Northern Motorway (SH1) with Queen Elizabeth II Drive (QEII Drive) and Winters Road (the ‘Northern Arterial’). Where the new Northern Arterial ties into the Christchurch Northern Motorway (SH1), additional laning upto and over the Waimakariri River Bridge will be required. The NZTA also proposes to widen, use and maintain QEII Drive to four lanes between Main North Road and just beyond Innes Road (QEII 4-Laning).

The NZTA was established on 1 August 2008 through amendments to the Land Transport Management Act 2003 (LTMA). The NZTA is a Crown entity, with functions that are generally equivalent to the combined functions of the former Land Transport New Zealand and Transit New Zealand.

The NZTA statutory objective “is to undertake its functions in a way that contributes to an effective, efficient, and safe land transport system in the public interest".

A Strategic Priority of the NZTA, as defined in its Statement of Intent 2012 – 2015, is to plan and construct roads identified in the Government Policy Statement on Land Transport Funding 2012/13-2021/22 (GPS) as Roads of National Significance (RoNS). Under the LTMA, when undertaking its functions the NZTA must, amongst other things:

• Exhibit a sense of social and environmental responsibility (which includes avoiding, to the extent reasonable in the circumstances, adverse effects on the environment);

• Use its revenue in a manner that seeks value for money; and

• Ensure that its revenue and expenditure are accounted for in a transparent manner.; and

The NZTA is the Requiring Authority for the Northern Arterial & QEII Drive 4 - Laning (the Project). Resource consents are required from the Canterbury Regional Council (Environment Canterbury) to allow the construction and operation of the Project.

1.2 Purpose and Structure of this Report

The purpose of this report is to provide an Assessment of Effects on the Environment (AEE) to accompany the application for the resource consents, in accordance with section 88 and Schedule 4 of the Resource Management Act 1991 (RMA).

This AEE Report describes the proposal, and provides an assessment of the consenting requirements under the RMA and the relevant statutory documents, and consistency with non-statutory documents. It also provides information on the nature of the receiving environment and an integrated assessment of actual and potential environmental effects that could occur as a result of the proposed activities. The documentation required for the resource consent applications is contained in three volumes:

• Volume A: Application Form and AEE Report

• Volume B: Technical Appendices

• Volume C: Plans and Drawings

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1.3 The Project and Location in Summary

The Northern Arterial alignment connects to the Christchurch Northern Motorway (SH1) at Chaneys and travels due south across ‘green fields’ to join QEII Drive (SH74) between the Grimseys Road and Winters Road intersections, and extends south of QEII Drive to connect with Winters Road, a distance of approximately 6.9 km (refer Figure 1.1)

Where the new Northern Arterial ties into the Christchurch Northern Motorway (SH1), additional laning will be provided in the northbound direction as far as Tram Road, including the Waimakariri River Bridge, creating additional hardstand (refer Alignment and Stormwater Plans in Volume B).

The QEII Drive upgrade comprises the 4-Laning of approximately 3.4 km of QEII Drive west and east of the Northern Arterial between Main North Road and just past the Innes Road roundabout.

The route of the Northern Arterial follows an existing NZTA designation in the Christchurch City Plan (City Plan). The existing designation has been confirmed in various forms for approximately 38 years and has been a long term signal of the NZTA’s intention to develop an arterial road along this alignment.

When completed, the Northern Arterial will be known as SH74 with this identifier removed from Main North Road and the section of QEII Drive located west of the Northern Arterial. Any changes to Main North Road are not part of this project/application.

Additional land is required outside the existing designations for the Northern Arterial between the Christchurch Northern Motorway (SH1) and QEII Drive (SH74) / Winters Road, and for QEII Drive between Main North Road and Innes Road, Christchurch, as these parts of the existing designations are of insufficient dimensions for the Northern Arterial and QEII Drive 4-Laning project. A Notice of Requirement for Alteration of Designations (NoR), pursuant to Section 181 of the RMA has been lodged to the Christchurch City Council (CCC).

Figure 1-1: Overview Plan

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The extent of the designation alterations is illustrated in the Designation Plans, and a Land Requirement Schedule listing the properties directly affected by the designation alterations and the area of land on each of these properties required for road, and land required for construction is included in Appendix 1.

The NZTA has acquired various parcels of land along the route of the Northern Arterial and QEII Drive 4-Laning project. Based on the designation plans a total of 97 land parcels are directly affected by the project. 36 of these are already owned by the NZTA, 15 by the CCC, 4 are reserves/watercourses and 37 are owned privately.

The NZTA are in negotiations with property owners regarding property purchase and compensation to secure all that remains of the additional land required for the Northern Arterial and QEII Drive 4-Laning project.

In parallel with the Northern Arterial and QEII Drive 4-Laning project, the CCC has lodged a designation notice for the extension of the Northern Arterial to Cranford Street (the Northern Arterial Extension) and the upgrading of Cranford Street through to Innes Road (the Cranford Street Upgrade) (see Figure 1-1 above). These projects will provide a continuation of the Northern Arterial route into the Christchurch City centre.

The CCC’s proposed Northern Arterial Extension and Cranford Street Upgrade form an important component of the overall northern access package and the Northern Arterial and QEII Drive 4-Laning project alone does not deliver the full benefits available. The NZTA is continuing to work closely with CCC to ensure that their commitment to constructing the CCC’s proposed Northern Arterial Extension and Cranford Street Upgrade matches the timeframe for delivery of the Northern Arterial and QEII Drive 4-Laning project, thus ensuring maximum benefits.

The CCC’s proposed Northern Arterial Extension and Cranford Street Upgrade will require a separate designation Notice of Requirement and resource consents application to Envirnment Canterbury (Regional Council or ‘ECan’).

The NZTA NoR application is currently on hold awaiting the resource consent applications and the statutory approval applications being lodged by the CCC.

1.4 Summary of Resource Consents Sought /Not Required/Held

1.4.1 Resource Consents Sought

The activities requiring regional consents for this NZTA’s Northern Arterial and QEII 4-Laning project under the relevant Operative Waimakariri River Regional Plan (WRRP), Operative Natural Resources Regional Plan (NRRP) and proposed Land and Water Regional Plan (LWRP) are summarised below and discussed in detail in Section 5 of this AEE Report.

The extent of the WRRP is limited to activities within or affecting the water or the beds of the Waimakariri waterways. It does not have wider effect in terms of land-based activities (e.g. riparian margins) within the Waimakariri River catchment. The types and number of resource consents required and sought are detailed in Table 1-1. When bundling the activities of the entire project the final classification is a non-complying activity (refer Section 5).

The construction phase resource consent durations sought are 13 years, whist the operational resource consents seek the maximum allowable under the RMA of 35 years.

Pursuant to section 125 of the RMA, a 10 year lapse period is sought for the resource consent applications. This will accommodate any uncertainties in funding that may arise.

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Table 1-1: Regional Resource Consents Required for Project

Consent Type/ Consent Activity Description Term RMA Section No Sought

Land use consent Excavation of land coastal confined aquifer within 50m of 13 years a stream, to install piles to a depth to Aquifer 1, and to /s9 (outside bed 1 install temporary bores for dewatering of a river) Vegetation clearance and earthworks within riparian zones

Land use consent Erection of permanent structures in and over the bed 35 years (pedestrian underpass, culverts, bridge and stormwater /s13 (bed of river) outlets), the placement of rip rap, deposition of material, and the associated disturbance to the bed. 2 Erection of temporary structures in the bed to enable capture of sediment, construction access, and diversions of water (installation works) Removal of vegetation in the bed, including associated disturbance of the beds

Water permits 3 Site Dewatering – Temporary taking of groundwater during 13 years construction (non-consumptive take) /s14 Temporary and permanent diversion of watercourses Permanently diverting water via land drainage

4 Damming and diversion of floodwaters 35 years

Discharge permits Discharge of stormwater onto land where it may enter 13 years surface water during construction /s15 5 Discharge of water and sediment from land dewatering activities Discharge sediment to water from works in the bed of a river

6 Discharge of stormwater onto land and to surface water 35 years during operation

1.4.2 Resource Consents Not Required (i.e. permitted or already consented)

Rules AQL38 to AQL57 in the Chapter 3: Air Quality in the NRRP only apply to activities on industrial or trade premises or which involve industrial or trade processes. There are no relevant rules that apply to fugitive emissions from roading construction and maintenance so no contravention of a regional rule will occur pursuant to s15(2A) of the RMA. Discharges to air from the construction of the Project therefore do not require resource consent. However NZTA recognise their duty to avoid and mitigate adverse effects pursuant to section 17 of the RMA.

There are no rules in the NRRP and LWRP with respect to deposition of material in areas where excavation has occurred over the Coastal Confined Gravel Aquifer System, so no regional rules have been contravened pursuant to section 9(2) of the RMA. Therefore the deposition of material on land (outside the bed of a river) can be undertaken without resource consent

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The additional laning of the Northern Motorway is over the unconfined or semi confined aquifer system, however earthworks will be limited to stripping topsoil adjacent to the existing embankment / alignment, and the deposition of cleanfill will be above ground so the relevant regional rules will not have been contravened, and this land use activity can be undertaken without resource consent.

Temporary hazardous substances storage will occur. The substances and portable containers will be approved under the Hazardous Substances and New Organisms Act 1996. The volumes stored will not exceed 2,000 litres. The storage will not be within 20m of a waterway or within a Group of Community Drinking-water Supply Protection Zone. Therefore this land use is permitted under the NRRP – Rule WQL38B, and LWRP – Rule 5.179.

The maintenance of the structures after construction in the bed of rivers (if required) is expected to be a permitted activity under the LWRP Rule 5.137.

Land use consents are not required from the CCC as the NoR designation (if granted) has the effect that section 9(3) of the RMA does not apply.

Also land use consent under the Resource Management (National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health) Regulations 2011 (NESCS) pursuant to section 9(1), is not required from the CCC.

1.4.3 Relevant NZTA Held Consents

Land use consents CRC102660 and CRC135768 for bores granted by ECan have already been granted for geotechnical investigations, including the detailed design and construction stage. However, the consents expire in March 2015 or April 2018 respectively, so it will depend on construction timing and the operative rules that apply as whether these consents will need to be re applied for. Notwithstanding this, the effects associated with bore installation are very well understood and would not be required to be lodged now for the purpose of better understanding the effects of the Project.

The NZTA hold a stormwater discharge permit CRC111005 for its existing State Highway Network within the Canterbury region (‘Canterbury Global’) this also authorises new impervious areas associated with minor projects (upgrades etc.). The current impervious areas of the Northern Motorway and QEII Drive affected by the integration with this Project are already authorised by a resource consent. Given the Northern Arterial and QEII Drive 4 landing is a capital (major) project the stormwater consent sought (if granted) will supersede the authorisation of the existing impervious areas affected under the Canterbury Global. There should be no issue with the consents being exercised concurrently and it is a simple administration issue for both the Consent Holder and the Consent Authority.

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2. Background to the Project

2.1 History of the Project

The Christchurch Northern Roading Options Scoping Study (NROSS) was commissioned by the NZTA, CCC, ECan, Waimakariri District Council (WDC) and Hurunui District Council (HDC).

NROSS investigated problems and opportunities in the northern sector of the city. In particular the potential to reduce through traffic within the Belfast area and hence enhance opportunities for passenger transport (PT), walking and cycling.

The study examined the feasibility and effectiveness of upgrading either or both Main North Road and Marshland Road and concluded that these options did not provide a satisfactory solution. Marshland Road was identified as having significant construction risks due to the poor and marshy ground conditions, while Main North Road was rejected due to the existing social severance and amenity issues that exist. The study recommended the construction of the Northern Arterial, a new road bypassing Belfast and running north-south parallel to Main North Road and Marshland Road. In connecting the Christchurch Northern Motorway with QEII Drive, the Northern Arterial would thereby relieve both Marshland Road and Main North Road and create enhanced opportunities for PT, walking and cycling on Main North road.

The Canterbury Transport Regional Implementation Plan (CTRIP), the Belfast Area Plan (BAP), the UDS and subsequent transport studies have generally built on the original NROSS study.

In late 2009 the Northern Arterial and QEII Drive 4-Laning was included within the RoNS package announced by central government. The Northern Arterial forms part of the Christchurch Motorways package, as shown in Figure 2-1.

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Figure 2-1: Christchurch Motorway RoNS Package

2.2 Context of the Project

2.2.1 Strategic Context – Roads of National Significance

On 1 July 2012, the updated Government Policy Statement on Land Transport Funding (GPS) prepared under the Land Transport Management Act (LTMA) came into force, replacing the GPS 2009. The GPS seeks to progress the seven roads of national significance, including the Christchurch Motorways. The Christchurch RoNS covers three corridors (northern, western and southern), which have been broken down into a number of smaller projects.

The GPS highlights that the Christchurch Motorway RoNS is one of seven of New Zealand's most essential routes which require significant development to reduce congestion, improve safety and support economic growth. The objectives that the Transport Agency has for the Christchurch RoNS are:

• Enhance inter-regional and national economic growth and productivity

• Improve travel time and reliability to the port, airport and “CBD”

• Enhance access to key activity and industrial areas (Hornby, Sockburn and Belfast)

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• Make best use of existing roads where possible such as catering for trips passing through Christchurch on the western corridor

• Improve road safety

• Ensure better access for public transport, walking and cycling in the Greater Christchurch Urban Development Strategy (UDS) growth node of Belfast

• Improve land-use integration, safety and social amenity in UDS township areas, thereby giving effect to broader UDS outcomes

The Project is part of a bigger roading package with the benefits being dependent on all of the projects being completed.

2.2.2 National context

At a national level, the Project fits within a number of strategic initiatives including the: GPS; National Infrastructure Plan 2011 (NIP); and NZ Transport Strategy 2008 (NZTS).

The GPS outlines the Government’s objectives and funding priorities for the land transport sector for a 10–year period with detail for the first 3 to 6 years. The GPS outlines how the government expects to achieve short to medium term impacts through:

• Setting funding ranges for activity classes; and

• Providing guidance about the factors the Transport Agency should take into account when planning and evaluating strategies, programmes and packages and making funding decisions on specific activities.

The GPS sets the funding ranges that the Transport Agency can allocate to particular activity classes, such as maintenance of local roads and state highways, construction of local roads and state highways, public transport services and infrastructure, and road policing. The GPS provides a national picture. The allocation of funding is the responsibility of the Transport Agency, which must be based upon the GPS but will also take into account the Regional Land Transport Strategies.

The GPS was amended in 2009 to align investment in the land transport sector more closely with the new government’s priorities for national economic growth and increased productivity. The main changes were investing in high quality infrastructure projects that support efficient movement of freight and people and a particular focus on the State highway network which is critical to this function. There is a strong emphasis on value for money and the economic efficiency of projects. The main outcome targets identified which are relevant to this project are:

• Improvements in journey time reliability

• Easing of severe congestion

• Improving transport connections to areas that have economic growth potential

• Increasing access to markets

• More efficient freight supply chains

• Improving transport efficiency

• Improvements in road safety

• Integrated planning and land use

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In March 2009 the Government announced the first seven RoNS, which have been singled out as essential routes that require priority treatment. The Minister has instructed the Transport Agency, as part of the revised GPS, to develop plans to substantially advance these roads over the next ten years, alongside other State highway projects in the National Land Transport Programme. The latest version of the GPS (GPS 2012) released in July 2012 retains the focus/direction on developing the Roads of National Significance projects. The WBB project forms part of the RoNS package.

The GPS is also complemented by the NIP, the second version of which was released in June 2011. The NIP outlines the Government's intentions for infrastructure development over a 20-year timeframe.

The Project also sits within the context of the NZTS, which was developed in 2002 and updated in 2008. This Strategy applies to both road and rail, and its vision is that by 2040:

People and freight in New Zealand have access to an affordable, integrated, safe, responsive and sustainable transport system. The objectives of the NZTS are:

• Ensuring environmental sustainability

• Assisting economic development

• Assisting safety and personal security

• Improving access and mobility

• Protecting and promoting public health

2.2.3 Regional Context

The Project is proposed within the context of a number of inter-related strategic regional transport initiatives, including the:

• Canterbury Regional Land Transport Strategy

• Greater Christchurch Urban Development Strategy and Belfast Area Plan

• Draft Land Use Recovery Plan

Regional Land Transport Strategy

The Canterbury Regional Land Transport Strategy (RLTS) sets the strategic direction for land transport within the region over a 10 year period (2008-2018) to contribute to central governments vision. The RLTS identifies the region’s transport needs and the roles of all land transport modes. It identifies how planning, engineering, education, encouragement and enforcement methods are to be utilised to provide for the future land transport system of Canterbury. It balances economic, social and environmental considerations associated with the provision of transport for the sustainable movement of people and freight.

The RLTS vision is “to make Canterbury a great place to live, work, play, visit and invest in” . This is summarised as providing “the best possible quality of life” supported by a land transport system that:

• Provides equitable access for all sectors of the community

• Supports a thriving economy

• Promotes a social environment which is safe and supportive

• Promotes public health outcomes, is pleasant and environmentally sustainable

• Is safe

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• Involves community participation in land transport decision-making

• Is part of an integrated planning framework

• Is innovative and responsive to change

The Northern Arterial and QEII Drive 4-Laning project contributes to the targets of the RLTS.

Urban Development Strategy and Area Plan

The Greater Christchurch Urban Development Strategy (UDS) seeks to consolidate land-use development and emphasises the importance of integrated land use and transport solutions, particularly around activity centres within Greater Christchurch including the CBD, Northlands and Belfast, and to the north of Christchurch around the three established towns of Rangiora, Kaiapoi and Woodend. This includes the aim of providing more self- contained settlements to reduce the need for commuter travel between Waimakariri and Christchurch.

The Northern Arterial project is set in the context of catering for the development of urban growth in the Greater Christchurch area as part of the UDS. The UDS partners (the Transport Agency, CCC, Environment Canterbury (ECan), Waimakariri District Council (WDC) and Selwyn District Council (SDC)) see the project as being integral with the vision of the UDS that seeks to align the current and future land use patterns with those of transport infrastructure in a sustainable way.

The UDS has been given statutory effect through Proposed Change 1 to the Canterbury Regional Policy Statement (RPS), as notified on 28 July 2007 and amended and made operative in October 2011. The amended RPS sets urban limits for the metropolitan area of Christchurch City, as well as outlining the staging and sequencing of urban growth for this area.

The Belfast Area Plan (BAP) was adopted by the CCC in June 2010. The intent is to provide a long term plan (35 years plus), with a focus on integrating land-use development in the Belfast area with key infrastructure projects, such as: the major sewer upgrade; strategic roading projects; and community facilities.

The BAP Phase 1 Transport Report, which was prepared in November 2007, provided an indicative transport network layout associated with the land use development options for the area. It identified that roading capacity constraints remain a critical hurdle to accommodating further development in northwest Christchurch and Belfast. The report also clearly identified, that in order for further urban development to occur in these areas, provision must be made for the movement of vehicular traffic (including buses), pedestrians and cyclists. The Northern Arterial project is a critical component in facilitating the necessary transport improvements, without which it will not be possible to realise the BAP development objectives.

Land Use Recovery Plan

In November 2012 the Minister for Canterbury Earthquake Recovery, Hon. Gerry Brownlee, directed Environment Canterbury to prepare a Land Use Recovery Plan, in a collaborative partnership with its strategic partners: Canterbury Earthquake Recovery Authority (CERA), Te Rūnanga o Ng āi Tahu, NZ Transport Agency, Christchurch City Council, Selwyn and Waimakariri District Councils.

The aim of the Land Use Recovery Plan is to provide certainty about future land-use patterns in greater Christchurch, particularly over the next 10-15 years. Clear direction will provide certainty for councils and infrastructure providers, and for developers and landowners.

The Plan includes 10 priorities for recovery including, as relevant to this project:

• Establish land use development priorities that ensure an efficient use of resources for the planning and delivery of core infrastructure and services

• Maintain and enhance access for key freight movements.

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The Northern Arterial is listed in the Plan as key regional infrastructure. The Plan was gazetted on 6 December 2013.

2.3 Need for the Project

The State Highway network faces a number of transportation issues throughout the city and adjoining districts. These include: safety, population increases, access, congestion and reliability, route security, freight movement, and amenity and social effects, including effects on walking and cycling.

The focus of the State Highway network is on moving people and freight between and within the main centres of New Zealand as safely and efficiently as possible. The local network and community objectives and needs are also important in considering the need for the Project. The Project therefore seeks to contribute to an integrated network.

2.4 Project Benefits and Objectives

The completion of the Project will assist in both regional and national economic growth and have a number of other key benefits and delivery of NZTA objectives, including those set out below:

• More predictable travel times for all modes of transport (both on and adjacent to the Northern Arterial);

• Improved travel times on critical intra and inter-regional connections to Christchurch CBD and the Port of Lyttelton;

• The potential to increase economic development and productivity by improving travel time and reliability on key freight routes and urban arterials;

• Assisting coastal shipping through improved access and journey times to the Port of Lyttelton for short haul freight;

• Assisting public transport through traffic reduction and reduced passenger transport (PT) travel times on Main North Road;

• Improved access to work, shops and social amenity in Belfast;

• Improved safety standards on new infrastructure and reduced exposure on existing infrastructure;

• Assisting walking and cycling by reducing traffic flow through Belfast and by providing a north-south parallel link adjacent to the Northern Arterial; and

• Reduced exposure to transport related air pollution through reduced congestion and improved efficiency of the transport network.

2.5 CCC Styx Stormwater Management

CCC has prepared a Stormwater Management Plan (SMP) for the Styx area (Styx SMP). The Styx SMP Area comprises predominantly the Styx River/P ūrākaunui catchment, but also includes the Wilsons Drain and Cranford Basin catchments (Avon River/ Ōtakaro tributaries/catchment). The Styx SMP addresses how surface water will be managed in the Styx area in response to land use changes. A plan of the area covered by the Styx

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SMP and waterways is included in Figure 2-2. An associated stormwater discharge consent CRC131249 was granted by ECan to the CCC in June 2013 for all existing and future CCC stormwater network discharges.

The CCC’s overall objectives for stormwater management in the catchments major waterways is to:

• Protect and enhance aquatic ecological values;

• Have no adverse ecological impacts from construction;

• Maintain and improve in the long term surface water quality, sediment quality;

• Protect and enhance tangata whenua values; and

• Over the duration of this consent, enrure the modelled 2% AEP design rainfall flood level in the Styx River/P ūrākaunui at Harbour Road Bridge, when compared with the 2012 impervious surface 2% AEP design rainfall flood level, will not be greater than 0.1 metres plus a 20% tolerance (i.e. + 20mm)

While the stormwater discharge consent granted to CCC may have not excluded the Northern Arterial stormwater discharges in its entirety, given that there are direct discharges to rivers (i.e. not to CCC stormwater network) significant parts of the Northern Arterial could not be authorised under the CCC Styx SMP consent. NZTA have elected to gain a separate discharge permit for the whole project, and manage its own stormwater facilities and meet their obligations in the delivery of this Project within the timeframes required.

Where NZTA proposes to direct stormwater from the Northern Arterial into the CCC stormwater network this is considered to be the point of ‘discharge’. Being the point of discharge where the contaminant or water leaves the effective control of the discharger.

Figure 2-2: Styx Stormwater Management Area

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3. Project Description

3.1 Overview

The NZTA proposes to construct, use and maintain a new 4-lane median divided arterial road, generally along the route of the existing Northern Arterial designation, linking the Christchurch Northern Motorway (SH1) with QEII Drive (SH74) / Winters Road, and to widen, use and maintain QEII Drive to four lanes between Main North Road and Innes Road, Christchurch.

Where the new Northern Arterial ties into the Christchurch Northern Motorway (SH1), additional laning will be provided in the northbound direction to Tram Road, including the Waimakariri River Bridge, creating additional hardstand.

The QEII Drive 4-Laning upgrade comprises of approximately 3.2km of QEII Drive east of the Northern Arterial between Main North Road and Innes Road.

Included within the project will be traffic lanes, medians, shoulders, interchanges, intersections, underpasses, overpasses, cycle/pedestrian connections, stormwater infrastructure, landscaping, ancillary motorway infrastructure, and road construction.

Some key aspects of the Project may be summarised as follows:

• A new lane will be added to the Waimakariri River SH1 Bridge

• The Northern Arterial will be a four lane motorway;

• Access onto the motorway will be limited;

• QEII Drive widening will be on the northern side;

• A pedestrian/cycle way will be provided along the general line of the route from Belfast Road to QEII Drive, and on the south side of QEII Drive;

• The end sections of Ford Road and Factory Road will be closed;

• Prestons Road will be realigned and will go over the motorway on a bridge (with the motorway being an ‘underpass’);

• Guthries Road will remain open but will be realigned;

• Belfast Road and Radcliffe Road will go over the motorway on bridges (with the motorway being an ‘underpass’). Provision will be made for the future possibility of access in a southerly direction on and off the motorway from Belfast Road;

• A bridge across the Styx River and three crossings of Kaputone Creek will be required;

• The motorway’s southern connection with QEII Drive (the Southern Interchange) will go over QEII Drive as a flyover (or motorway ‘overpass’) with a north-south priority; and

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• A link will be provided between the Southern Interchange and Winters Road west of the Northern Arterial which will make it possible to access Winters Road from all directions via the Southern Interchange.

The Project is described in detail in the technical appendices in Volume B and in the plans and drawings in Volume C attached to this AEE. The Project is further summarised in Sections 3.2 to 3.17 below.

3.2 Design Process

3.2.1 Overview

There are two stages to the design process: Investigation and Reporting (I&R – the previous stage, also known as the Scheme) and detailed design and construction.

The I&R stage involves investigation of the options and development of a preferred project solution. The preferred solution needs to be developed to a point where there is enough knowledge to know that the project will be functional and constructible.

In essence the design presented here in support of this resource consent applications is a further development of the preferred I&R design but not detailed design (called Specimen Design). The design work presented here demonstrates the solution and enables an assessment of actual or potential environmental effects to be undertaken and appropriate mitigation measures identified.

Once there is a decision on the Notice of Requirement and resource consents, and detailed design is confirmed, an Outline Plan will be lodged with CCC, detailed design plans will be lodged with ECan, and an archaeological authority sought.

3.2.2 Traffic Volume Design Standard

Predicted traffic volumes on the Northern Arterial of 38,000 vehicles/day at year 2016 and 42,000 vehicles/day at year 2026 have dictated the provision of 4 lanes to achieve the required RoNS Level of Service (LOS). Without 4 lanes, relief to the Main North Road and Marshland Road corridors, a key project objective, would be significantly reduced.

3.3 Alignment

Where appropriate, the overall general alignment has aimed to maximise re-use of the existing designations. On the Northern Arterial, in the vicinity of the Kaputone Creek, two options were explored to avoid an existing landfill. The eastern most alignment is the preferred option, and the one contained in this application, as this avoids the landfill while maximising the area available for the proposed BAP developments. This option also provides the greatest opportunity for improvement of the riparian ecology of the Kaputone Creek and provides an improved ‘buffer’ between the proposed arterial and potential future residential development.

3.4 Operating Speed and Design Speed

The RoNS guidelines state that the design speed for the proposed Motorway shall be 100 km/h increasing to 110 km/h on long level sections. Given the general nature of the existing terrain (flat to rolling), it is proposed

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to use a design speed of 110 km/h throughout the proposed Motorway (CNM to QEII Drive). The QEII Interchange overpass bridge will be designed to 100km/h design speed. The widened QEII Drive is based on will be designed for an 80km/h design speed.

3.5 Cross Section

The adopted cross-section for each road segment, excluding the additional lane of the Northern Motorway, is outlined in Table 3-1below.

Table 3-1: Cross Section Dimensions

Location Cross-Section • 6.0 m median between edge lines (1.5 m shoulders and 3.0 m paved median) Northern Arterial • Central and edge TL-4 wire rope barrier (semi-rigid and rigid barrier at bridge piers) north of the • 2 x 3.5 m lanes in each direction Prestons Road • 3.0 m wide outer shoulders Underpass • 3.0 m shared pedestrian/cyclist path on the western side, south of Belfast Rd • 6.0 m median tapering to 5.0 m median between edge lines (1.0 m shoulders and Northern Arterial 3.0 m raised and planted median) south of Ch 7400 south of the • Central and edge TL-4 wire rope barrier Prestons Road • 2 x 3.5 m lanes in each direction Underpass • 3.0 m wide outer shoulders • 3.0 m shared pedestrian/cyclist path on the western side of the motorway • 4.0 m median between edge lines (0.5 m shoulders and 3.0 m raised and planted QEII Drive west median) of the Northern • Central TL-4 wire rope barrier Arterial/ • 2 x 3.5 m lanes in each direction Northern Arterial • 2.5 m wide outer shoulders Extension • 2.5 m shared pedestrian/cyclist path on south side of QEII Drive QEII Drive east • 5.0 m median between edge lines (0.5 m shoulders and 4.0 m raised and planted of the Northern median) Arterial/ • Central and edge TL-4 wire rope barrier (edge barrier has gaps for property access) Northern Arterial • 2 x 3.5 m lanes in each direction Extension • 3.0 m wide outer shoulder • 2.5 m shared pedestrian/cyclist path on south side of QEII Drive • 3.3 m lanes in each direction with 2.7 – 3.5 m painted median/right turn lane Belfast Road • 1.8 m shoulder eastbound and 1.8 – 2.6 m wide shoulder westbound Underpass • 1.7 m wide footpath southern side, 3.2 m wide shared pedestrian/cyclist path northern side • 3.3 m lanes in each direction Radcliffe and • 1.8 m wide shoulders Prestons Roads • 2.3 m wide footpaths on both sides Underpasses

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3.6 Intersections and Interchanges

3.6.1 Northern Arterial Connection to Northern Motorway (SH1)

Given the existing infrastructure, motorway form and the Waimakariri River Bridge constraint to the north, only one pragmatic option exists for the Northern Arterial / Western N Belfast Bypass (WBB) / Northern Motorway interchange. This comprises the re-use of the existing Chaneys on-ramp to form the Northern Arterial/ Northern Motorway connection in the northbound direction with the existing overpass structure retained (refer Figure 3-1). In the southbound direction, a new diverge from the Northern Motorway will need to be constructed to form the southbound carriageway of the Northern Arterial. Access from Main North Road to the Northern Motorway will be retained as part of the WBB proposals.

The existing Chaneys on-ramp will be removed, meaning there will be no access at this point on to the Northern Arterial. Access will be provided further west by a connection from Main North Road to the WBB. The Northern Motorway will connect with the proposed WBB so an exit on to Main North Road will be provided. Figure 3-1: Schematic of the Northern

Connection 3.6.2 Local Roads

Note that Figures 3.2 to 3.9 below show an indicative layout. While a project footprint is indicated in the figures, the Plans in Volume C should be referred to for the land that will be affected by the project.

Factory Road and Fords Road:

It is proposed these roads will be stopped at the Northern Arterial boundary (refer Figure 3-2). The proposed closure of Fords Road is already identified in the City Plan.

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Figure 3-2: The Northern Arterial at Ford and Factory Roads

Guthries Road:

Guthries Road will be realigned to connect with Belfast Road (see Figure 3-3 and Figure 3-4). This will maintain access to amenities in Belfast and will minimise impacts on Guthries Road residents.

Figure 3-3: The Northern Arterial and Guthries Road

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Belfast Road:

Belfast Road will pass over the Northern Arterial (refer Figure 3-4). Provision will be made for the possible future access to and from the south. The designation footprint recognises the proposed future industrial development and the need for access to and from the Port. The timing of the building of the ramps will depend on the rate of industrial development.

Figure 3-4: The Northern Arterial at Belfast Road.

Radcliffe Road:

Radcliffe Road will pass over the Northern Arterial with no access to the Northern Arterial from Radcliffe Road (refer Figure 3-5).

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Figure 3-5: The Northern Arterial and Radcliffe Road.

Prestons Road:

Prestons Road will pass over the Northern Arterial but will be realigned to the south on to rural land to reduce the impact on properties to the north of Prestons Road (refer Figure 3-6). Parts of the existing Prestons Road will remain as service lanes for residents on the north side of Prestons Road. There will be no access to the Northern Arterial from Prestons Road.

Figure 3-6: The Northern Arterial and Prestons Road

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Grimseys Road and Philpotts Road:

At Grimseys Road, access on the northern side of QEII Drive will be restricted to left turn in, left turn out (refer Figure 3-7). Vehicles travelling west on QEII Drive will be able to access Grimseys Road by performing a u-turn approximately 150m from the Main North Road/QEII Drive intersection. Grimseys Road south of QEII Drive will remain a cul-de-sac.

QEII Drive will be 4-laned through the intersection with Philpotts Road with a raised median preventing right turns into or out of Philpotts Road (refer Figure 3-8). Access will be restricted to left turn in, left turn out. Vehicles travelling eastbound on QEII Drive will need to access Philpotts Road via the Innes Road roundabout.

Figure 3-7: QEII Drive at Grimseys Road showing left in, Figure 3-8: QEII Drive and Philipotts Road. left out.

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3.6.3 Southern Interchange and Winters Road

The layout presented in the figure Figure 3-9 is indicative with detailed plans to be supplied as part of the Outline Plan process.

The indicative layout provides the best traffic performance, does not require as much land as other options, uses the existing alignment of QEII

Drive and it keeps the Northern Arterial further away from adjacent housing than other options. This configuration also provides considerable operational benefits including superior traffic performance, improved resilience to changes in traffic flows and can easily accommodate U-turns with benefits for access to local roads. The double roundabout also facilitates the proposed solution for access between QEII Drive and Winters Road.

Winters Road will be bisected by the Southern Interchange flyover and the CCC’s proposed Northern Arterial Extension which runs from Figure 3-9: Southern Interchange indicative layout. Winters Road to Cranford Street. There will be no Note the works south of Winters Road are vehicle access between the two sections of not part of this application. Winters Road that remain on either side of the Arterial.

At the intersection of the Northern Arterial and QEII Drive, it has been determined that a grade separated solution is required. It is proposed the Northern Arterial will pass over QEII Drive on a north-south flyover with a ‘dumbbell’ double roundabout on QEII Drive underneath, as illustrated in Figure 3-9.

A pedestrian and cycle subway will be provided on the line of the existing Winters Road. This retains the existing route to the south of QEII Drive and the links to the Grimseys Road subway and proposed pedestrian/cycle way on the CCC’s proposed Northern Arterial Extension. The eastern section of Winters Road will have left turn in, left turn out access to QEII Drive from the existing Winters Road/QEII Drive intersection. It is proposed to provide a link between the Southern Interchange and the section of Winters Road west of the CCC’s proposed Northern Arterial Extension. The new link will be constructed to the east of Autumn Place and will make it possible to access the western section of Winters Road from all directions via the Southern Interchange.

3.6.4 QEII Drive

The overall proposed solution for QEII Drive and its intersections with Grimseys Road, Winters Road, Philpotts Road, Hils Road and Innes Road is illustrated in Figure 3-10. This combination of options will provide the optimal solution in retaining an acceptable level of accessibility to local roads and will enhance safety and minimise delay to strategic traffic on QEII Drive.

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Figure 3-10: Proposed solution for QEII Drive.

Hills Road and Innes Road:

Hills Road will be remain restricted to a left in an out as is existing (refer Figure 3-11).

For Innes Road, the proposed solution comprises the modification of the existing roundabout to provide two lanes through the roundabout in the westbound direction with the existing eastbound configuration retained (refer Figure 3-11).

Figure 3-11: QEII Drive and Hills and Innes Road

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3.7 Structures Overview

3.7.1 List of Structures

The proposed new structures comprise:

• Main North Road Overpass

• Main North Rail Overpass

• Local Road Underpasses at Belfast, Radcliffe and Prestons Road

• Kaputone Creek Crossings 1, 2 and 3

• Styx River/P ūrākaunui Crossing

• QEII Southern Interchange Flyover

• Extension of Grimseys Road Pedestrian Subway

• Extension of Hills Road Pedestrian Subway

• New Winters Road Pedestrian Subway below the Northern Arterial Extension

The SH1 (Northern Motorway) Waimakariri Bridge will also be widened but this will be supported by the existing substructure.

3.7.2 Description of Structures

Waimakariri Bridge Widening

The existing two bridge structures are separated by approximately 10m between northbound and southbound superstructures. Each bridge is approximately 424m long and made up of 17 simply supported spans, each comprising four standard 1.524m deep post-tensioned I-beams with a reinforced concrete composite deck. The beams are supported on reinforced concrete hammerhead piers with narrow leaf pier columns. Both bridges allow for future widening of the superstructures with the existing piers and abutments constructed to accommodate a third lane on the inside (median side).

Widening of the superstructure by nominally 4.7m will occur which will be supported on existing substructure. All works are anticipated to occur above normal river levels.

Overall the existing substructure is unchanged, and therefore there is no long term impact on the bridge waterway or design flood capacity.

Main North Road Overpass and Main North Railway Overpass

Given the relatively short span lengths (less than 18m) for both the Main North Road and Main North Railway Overpasses, single span bridges are proposed comprising standard precast concrete hollow core deck units seated on vertical abutments. Abutment options are still being considered dependent on treatment of ground conditions for settlement, stability and liquefaction subsidence and lateral spreading. The two options being considered are:

Reinforced concrete sill beams seated behind MSE abutments to support the precast deck units and transfer loading into the abutments.

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Pile and panel retaining wall abutments with sufficient deep piles to carry the weight of the bridge structure and intermediate shorter piles of sufficient depth to resist the lateral loads from the Arterial Road approach embankments will result in a minimum span length.

Local Road Underpasses at Belfast, Radcliffe and Prestons Road

These bridges comprise 4-span structures with maximum nominal spans ranging between 14.5m and 16.5m and overall lengths ranging from 57m to 65m. This is to accommodate spill through abutments and provide a light and open appearance for the Northern Arterial traffic passing under the structure.

The superstructures comprise 650mm deep single hollow core units supported on pier and abutment capping beams. Deep foundations are proposed comprising large diameter bored steel cased and cast insitu concrete piles below the bridge piers for transfer of primary seismic actions and smaller diameter load bearing piles under abutments. Ground improvement is proposed locally at the bridge abutments for embankment stability.

Kaputone Creek Crossings 1, 2 and 3

The permanant structures will be pre-cast, reinforced concrete portal frame structures (or tophat structures), and founded on shallow compacted hardfill foundations. Overall structure lengths (including wingwalls) will be approximately 36m. Rip-rap rock protection (150mm diameter cobbles) will be placed on either side of the culvert invert to protect against scour. A natural creek bed will remain with the structures built online within the existing creek.

Key considerations for these structures will be achieving sufficient strength in the portal to resist seismic induced soil loads on the abutment walls and also accommodating any differential settlement along the structure.

The likely construction methodology could include temporary culvert installation, preloading for upto 12 months before the tophat structures are installed. It is assumed the bed will recover well to a "natural" state.

Styx River/P ūrākaunui Crossing

The current favoured structure option for the Styx River/P ūrākaunui Crossing comprises a single 27.5m (nominal) span bridge with 1,225mm deep super tee beams supported on reinforced concrete sill beams behind vertical MSE Wall abutment.

Ground improvement beneath abutments is currently proposed to comprise reinforced concrete displacement piles to provide stiff support to the embankment to mitigate settlement effects and to provide stability.

The river is skewed to the Northern Arterial alignment. Bridge abutments will be parallel to the river in order to minimise restriction to river flood flows, avoid staggered abutments and to improve the appearance of ‘openness’ below the bridge. This results in a skew of approximately 14°.

Two independent bridge structures are proposed to carry each direction of the Northern Arterial. This will provide a separation between the two bridges of approximately 1.7m in the median of the arterial and allow natural light to reach below the bridge. This is to improve the amenity for the proposed ‘Source to Sea’ pathway. A minimum headroom clearance of 2.5m is to be retained below the bridge soffit.

The pedestrian/cyclist path running along the Northern Arterial will be accommodated on the upstream side of the bridge to maintain operability of the pedestrian/cyclist path during flood events. A combination safety barrier will segregate the footpath from the traffic lanes with a cycle/pedestrian barrier installed at the outer edge.

Hydraulic performance of the proposed structure is being modelled in CCC’s extensive hydraulic model build and calibration of the entire Styx catchment. The NZTA Bridge Manual criteria for performance under flood conditions will be assessed and designed for, taking account of climate change effects over the design life of

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the structure. The structure will also be designed to avoid any significant impact on upstream flood water levels and also such that the bridge does not become a constraint on the waterway if river conditions (any current constraints) alter both upstream and downstream during its design life.

QEII Southern Interchange Flyover

The preferred highway layout for the Southern Interchange comprises north to south grade separation with the Northern Arterial elevated above QEII Drive and an at-grade ‘dumbbell’ roundabout. A multi-span structure with ‘spill thru’ abutments is the favoured structural form at this location which is seen as the signature intersection of the project. A four span structure is proposed.

Large diameter bored cast insitu concrete piles below the bridge piers are proposed for transfer of primary seismic actions and smaller diameter bored cast insitu concrete load bearing piles under abutments. Careful consideration of artesian groundwater effects on the piling methodology is required. This would include maintaining a positive head within the pile casings above ground level and also possible use of secondary temporary casings to allow grouting to seal off around the permanent casings.

Ground improvement in the form of concrete displacement piles are also proposed locally at bridge abutments to mitigate settlement effects and ground instability including potential for liquefaction subsidence and lateral spreading.

Grimseys Road Pedestrian/Cyclist Subway

The existing pedestrian/cyclist subway structure at Grimseys Road is required to be extended to accommodate the new four lanes proposed at QEII Drive. The existing subway is a reinforced concrete box structure with a nominal dimension of 2.5m high (at the apex of the roof slab) by 4.0m wide and a total underpass length of 20.8m. As-built drawings for Grimseys Road indicate the water table to be 1.5 to 2.0m below ground level.

Grimseys Road subway is to be extended on the same line and to a similar form as the existing and a new approach ramp to be constructed. Internal dimensions of the extended sections would be constructed to match the existing cross sections. An additional widening length of 8m is required on the north side of the Grimseys Road Subway which will give an overall total length of 28.8m.

Hills Road Pedestrian/Cyclist Subway

The existing pedestrian/cyclist subway structure at Hills Road is required to be extended to accommodate the new four lanes proposed at QEII Drive. The existing subway is a reinforced concrete box structure with a nominal dimensions of 2.5m high (at the apex of the roof slab) by 3.0m wide and a total underpass current length of 22.1m. As-built drawings for Hills Road indicate the water table to be 1.5 to 2.0m below ground level.

The subway is to be extended on the same line and to a similar form as the existing and a new approach ramps to be constructed. Internal dimensions of the extended sections would be constructed to match the existing cross sections, except that it is proposed to flare the western wall to improve sightlines. An additional widening length of 6.5m is required on the north side of the Hills Road Subway, which will give a total subway length of 28.6m.

Winters Road Pedestrian/Cyclist Subway

For the proposed new pedestrian/cyclist subway at Winters Road, the preferred option is a reinforced concrete box structure with nominal dimensions of 5.0m wide by 2.5m high and a total underpass length of 47m. Due to the high ground water levels at this location, the base of the subway will be near ground level with the on ramp to the Northern Arterial Extension potentially elevated over the subway.

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3.7.3 Pedestrian and Cycle Ways

It is proposed there will be a shared use off-road pedestrian and cyclist path running parallel to but separated from the Northern Arterial, from QEII Drive to Belfast Road, as shown in Figure 3-12, from where local roads can then be used.

This proposal is consistent with the integrated transport package identified in CNATI. The route will connect to the existing shared pedestrian/cyclist path on the southern side of QEII Drive which will be retained. There will also be a connection to the proposed CCC Northern Arterial Extension shared pedestrian/cyclist path for access to/from the CBD via Cranford Street.

A pedestrian/cyclist subway (at ground level) is also proposed under the CCC’s proposed Northern Arterial Extension on the current alignment of Winters Road. This will link the existing QEII Drive shared pedestrian/cyclist path to the proposed Northern Arterial pedestrian/cyclist path and the existing Grimseys Road subway, avoiding the busy interchange.

Pedestrians and cyclists will have full access to QEII Drive as well as a connection to Grimseys Road that does not impact on the existing use of Owen Mitchell Park. At the Styx River/P ūrākaunui, the pathway is proposed to be attached to the side of the road bridge.

At the Styx River/P ūrākaunui, the pathway is proposed to be attached to the side of the road bridge.

Figure 3-12: Pedestrian and cycle link proposals

3.8 Earthworks on Land and in the Bed

The earthworks required fall into four broad categories:

• Construction of embankments;

• Ground improvements required at new structures to take into account effects from earthquakes;

• Works associated with structural foundations; and

• Disturbance required to construct crossings of water bodies.

Fill embankments upto approximately 7m to 8m high will be required at the intersections of Main North Road, the South Island Main Trunk rail line, Belfast Road, Radcliffe Road, Prestons Road and the Southern

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Interchange. These fill formations should typically not exceed a horizontal to vertical ratio of 2:1. Table 3-2 details the approximate volumes of materials cut and imported for the project.

Table 3-2: Volume of earthworks and fill

Type Approximate Volume (m 3)

Topsoil strip 626,000

Cut to waste 66,800

Cut to fill 81,300

Imported fill 1,115,200

The project will utilise appropriate cut-to-waste soils onsite for noise mitigation bunding (see below). The use of the material onsite reduces the need to transport it.

The project will integrate the fill formations and noise mitigation bunding through sympathetic gentle contouring and planting of fill slopes to soften the change, where practicable.

Foundations requirements are likely to consist of a range of methods depending on the structure type and location:

• Shallow foundations consisting of pre-cast reinforced concrete portal legs founded on ~2.0m wide, 300-500mm thick layer of compacted hardfill in the Kaputone Creek crossings.

• Deep foundations extending at least 15-26m below ground level to the Riccarton gravels are anticipated for larger on land structures such as interchanges, underpasses and overpasses and the Styx Bridge. Foundation options would be left open and could include driven or bored piles.

• Shallow pad foundations to match existing at about 3.5m depth are anticipated for subway structures.

The alignment of the Northern Arterial corridor extends up to the boundary of the Reserve, however, the works works will be slightly set back from the boundary, so the main body of the wetland will not be directly disturbed.

The widening of the Waimakariri Bridge will require a temporary access causeways and platforms to be constructed within the river bed to allow for transporting bridge beams into position and positioning cranes to lift in the beams.

It is also anticipated that concrete and other material for the bridge would be transported via the temporary access and that falsework may be constructed within the river channel for any strengthening to the cantilever crosshead.

An access causeway would be potentially 4-5m wide and upto 0.5m above normal bed level, with working platforms for cranes near the piers may be upto 15 by 15m in size.

The Contractor may be able to simply shape the local material on the bed to construct the access causeway and platform, but it is more likely it would be imported from elsewhere in the river bed or of site.

It is expected that there will be a two year construction period overall for the bridge widening, with access built from both sides of the river. Some parts of the riverbed will be required for shorter periods but other parts may be required for the full duration.

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3.9 Operational Stormwater Management

3.9.1 Overview

In summary, a best practicable approach to stormwater attenuation and treatment has been adopted based on the sensitivity of the receiving environment, the NZTA’s requirements, and extensive liaison with CCC.

Several options for stormwater conveyance were investigated including kerb and channel, drain/sumps and pipes, grassed swales and planted swales. The main Northern Arterial alignment, favours the use of swales over alternative conveyance options. Swales offer an economical solution with low installation costs, promote infiltration (although this will be limited), reduce runoff velocities and provide a level of pollutant removal. Swales will result in a wider corridor width compared to kerb and channel alternatives.

For the Northern Arterial, it is proposed to establish and maintain planted swales and retention basins at selected locations.

Where the new Northern Arterial ties into the Christchurch Northern Motorway and upto the Waimakariri River Bridge, the system for treating and disposing of water generated by the additional hardstand area will mimic the existing treatment regime. The current regime involves:

• Sheet flow across grassed areas to low points i.e. vegetated filter strips, and then infiltration into more free draining sub-soils (i.e. further treatment by filtration and disposal),

• In larger rainfall events stormwater will flow north to a significant existing storage area on the west of the northbound carriageway between chainage 200 and 500 (opposite Empire Road)

• In significant events overflows in excess of soil infiltration capacity and the storage area will back up south towards Wilsons Drain, then to the Ōtukaikino Creek Creek and Waimakariri River.

The new lane of the Northern Motorway over the Waimakariri River Bridge will direct stormwater flow directly off the bridge to the Waimakariri River as occurs for the existing two lanes. Stormwater management for the Northern Motorway north of the Waimakariri River to Tram Road involves stormwater shedding off the carriageway onto grassed swales on the shoulder and median of the motorway, and then soakage into the ground.

For QEII Drive, it is proposed to realign the existing open drain and install a parallel swale. As the 4-laning works will encroach into the existing flood prone and storage areas, in particular the central “straight” section of QEII Drive between Philpotts Road and Innes Road, compensatory flood storage is proposed.

At the QEII – Innes Road Roundabout – the design involves some minor re-configuration, however the bulk of the roundabout and lanes already exist with catchpits etc. draining to a drain down Innes Road. Rather than add this surface water volume to the proposed new swales along QEII Drive (requiring more land) additional treatment or attenuation for the existing impermeable areas is not to be provided. The Northern Arterial is nearly entirely within the Styx River/P ūrākaunui catchment, however the NZTA stormwater management objectives differ slightly from the Styx SMP objectives. The Northern Arterial stormwater management objectives are to not increase flood levels (rather than to not significantly increase) and to use the best practicable option for first flush treatment to mitigate the water quality effects of the Northern Arterial (rather than to maintain or improve existing water quality). Further details of the proposed stormwater system can be found in Volume B – Stormwater Management Report, key aspects are only summarised in the subsections below.

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3.9.2 Key Design Assumptions

The key assumptions made in the stormwater design are:

• The Northern Arterial stormwater system requires first flush treatment and hydraulic neutrality upto the 2% AEP event

• The Northern Arterial and QEII Drive widening will be designed so that there is no increase in flood levels in surrounding catchments or flood risk to private properties. Compensatory storage will be provided

• The Northern Arterial stormwater system will treat and attenuate the motorway runoff only with separate facilities, and will be independent of the CCC Styx SMP stormwater system, with one exception at Device 10, opposite Phillpotts Road adjacent to QEII Drive (refer Stormwater Plans Volume B). It is proposed that the treatment is provided by a Northern Arterial system and the attenuation will be provided by a CCC’s system

• Due to the high groundwater table swales and basins will mostly be planted (rather than grassed) with wetland type plants, capable of withstanding wet or dry conditions

• Provision for climate change (a 16% increase in rainfall intensity)

3.9.3 Stormwater Treatment

Stormwater treatment will be provided using a first flush or water quality approach. Depending on topography, ground conditions, and available space, treatment will be provided either by:

• Extended detention in first flush basins; or

• Flow through swales; or

• Extended detention swales.

Where treatment is provided by extended detention (in either basins or swales) a first flush volume approach will be used in accordance with CCC’s Waterways Wetland and Drainage Guide (i.e. runoff volume from first 25mm of rainfall, draining down in 24 hours).

Where treatment is provided by flow through swales, a water quality stormwater approach will be used in accordance with the NZTA Stormwater Treatment Standard for State Highway Infrastructure (i.e. runoff from water quality storm of 12.0mm/hour intensity).

The wetland planting proposed also achieves treatment benefits over grass in terms of trapping finer particles, and improved removal of dissolved contaminants and nutrients.

3.9.4 Flood Levels and Attenuation

Design Overview

The Northern Arterial design will be such that:

• The road surface does not flood in a 1% AEP event;

• The Northern Arterial does not increase downstream flood levels or increase flood risk to other properties in a 2% AEP event;

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• Where possible, the lower surface of the road pavement layer will be at or above the 5% AEP level to prevent regular inundation of the granular pavement layers. Where this is not possible, such as on the QEII Drive widening, the pavement design will take into account predicted flood levels; and

• QEII Drive final road height will take into account CCC objectives for managing floodwater in the Cranford Basin area. QEII Drive forms the water-shed between the Styx and Avon catchments. CCC staff advise that the current QEII Drive road height is appropriate, and so the Scheme Design philosophy will be to retain the existing crown height of QEII Drive as much as possible.

Attenuation Approach

The Northern Arterial and QEII Drive widening discharges will be limited, both in terms of the peak discharge rate and the volume discharged over the critical duration for the receiving catchment, to the pre-development amount, upto and including the 2% AEP event. That is:

• The post-development peak discharge rate is no higher than the pre-development peak discharge rate for the same Northern Arterial footprint, upto the 2% AEP event.

• The post-development stormwater volume discharged in the critical duration for the receiving catchment 2% AEP event will be no more than in the pre-development 2% AEP volume.

The critical duration of receiving catchments used for the volumetric case are summarised in Table 3-3.

Table 3-3: Critical Durations for Receiving Catchments (refer Stormwater Management Report Volume B)

Receiving Catchment Critical Duration

Ōtukaikino Creek 24 Hours

Styx River 48 Hours

Avon River/ Ōtakaro 24 Hours

Compensatory Storage

Where formation of the Northern Arterial and stormwater facilities will result in filling within the 2% AEP floodplain, flood storage will be lost and therefore compensatory flood storage will need to be provided so as not to increase flood levels. This comprises the excavation and shaping of existing soil such that the required offset storage is provided as additional floodable volume between the predicted flood level and the new ground level (which must be kept higher than the dry weather flow level in the downstream waterway). Refer the Stormwater Plans in Volume B as to the location of the compensatory storage area adjacent to the proposed Norhtern Arterial southern interchange with QE II Drive.

The volume of floodplain lost and therefore compensatory storage required is set out in Table 3-4.

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Table 3-4: Floodplain Lost/Compensatory Storage Required

Location Description of floodplain lost Volume of Location and Method of floodplain lost (m³) Storage QEII Drive North side of QEII Drive four-laning 22,150 Informally within filling within Horners/Kruses remaining areas outside floodplain. of NArt alignment within; Lot 2 DP 39158 Device 10 first Bunding around basin removing an 4,900 Provided formally at flush basin area of Horners/Kruses floodplain. Device 8. Total 27,050

The informal compensatory storage would likely involve recontouring of the available land set aside such as skimming off 100 to 200 mm, removing high areas (if any) and creating low profile bunding at the extents of the area set aside for floodwater capture.

3.9.5 Discharge Locations

Following treatment and attenuation, stormwater will be discharged to waterways. The discharge locations are set out in Table 3-5. Each of these “locations” may involve several distinct discharge points (e.g. separate discharges from swales either side of the arterial), and the exact position of each discharge will not be known until detailed design is complete. However, the effects will not change with minor variation in location. The indicative positions of each discharge are identified on the Northern Arterial Stormwater Layout Plans (Sheets 1 to 11) in Volume C or Appendix 1 to the Stormwater Management Report.

For clarity the following existing discharge locations have not been included in Table 3-5, but form part of this application:

• Existing discharges at the northern end of the alignment from the Northern Motorway (approximate chainage 0 to 1500) to , Ōtukaikino Creek and Waimakariri River.

• Existing discharges at the local roads to the roadside drainage system.

3.9.6 Stormwater outfalls

In all locations where there is a new stormwater discharge to a surface watercourse, an outfall structure is required. Pipe outfalls will be designed with a rock headwall as per the CCC Construction Standard Specification (CSS) Part 3. The headwall will be set back a short distance from the bank (typically. 1.5m) and a short channel will be formed to the river bank. This channel will be covered with Woolmat for erosion protection and planted for screening. The invert will be lined with cobbles. See Volume C – Drainage Details for typical detail.

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Table 3-5: New Discharge Locations Alignment Receiving Catchment Approximate location Treatment & waterway attenuation facility/facilities Wilsons Drain Ōtukaikino Creek Ōtukaikino Reserve Device 1 Basin & Branch Treatment & Attenuation Swales

Kaputone Creek 1 Styx North of Fords Road Treatment & River/P ūrākaunui Attenuation Swales

Guthries Road Drain Styx South of Factory Road Treatment & River/P ūrākaunui Attenuation Swales

Kaputone Creek 2 & Styx Kaputone ox-bow (x 2) Treatment & Northern 3 River/P ūrākaunui Attenuation Swales Styx Styx South of Radcliffe Road Device 5A Basin & Arterial Main River/P ūrākaunui River/P ūrākaunui Treatment & alignment Attenuation Swales Barclays Drain Styx North of Prestons Road Device 6B Basin River/P ūrākaunui Tributary of Styx Prestons Road Device 7A Basin Horners Drain River/P ūrākaunui Prestons Creek Styx South of Prestons Road Treatment & River/P ūrākaunui Attenuation Swales Kruses Drain Styx North of QEII Drive Device 8 & River/P ūrākaunui Treatment & Attenuation Swales Horners Drain Avon North-east corner of Device 10 Basin & River/ Ōtakaro Northern Arterial/QEII Treatment & interchange) Attenuation Swales QEII Drive 4 Shirley Stream Avon Hills Road Treatment & Laning River/ Ōtakaro Attenuation Swales Langes Drain Avon North of QEII/Inners Treatment &

River/ Ōtakaro Road roundabout Attenuation Swales Margaret Swale Avon Innes Road Treatment & River/ Ōtakaro Attenuation Swales

Table Note: The basins are Device 1, 5a, 6b, 7a, 8 & 10. (The odd/missing numbering is from basins deleted at the end of the Scheme stage, and one (Device 4a) which was deleted during Specimen Design stage due to land issues.)

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3.10 Waterway Crossings and Waterway Realignments

3.10.1 Overview

Further details of the proposed culverts design and realignments can be found in Volume B – Stormwater Management Report, key aspects only are summarised in the subsections below.

3.10.2 Culvert Design Criteria

The cross-culverts will be designed to NZTA’s industry standard requirements, which are: • Convey a 10% AEP event without surcharging above the culvert soffit level • Convey a 1% AEP event with 500mm freeboard to road surface level and with heading up of no more than 2m • Convey a 1% AEP event without increasing flood levels/extents outside the NOR footprint • Be assessed for likelihood and implications of partial blockage, and appropriate design modifications provided if necessary to avoid adverse effects to other property • Provide for fish passage where appropriate • Prevent erosion at culvert inlet and outlet • Have a 100 year design life • Withstand heavy traffic loading and soil loads An exception to the first bullet point above may occur when in low-lying areas, if high downstream water level results in submergence of the culvert in a 10% AEP event. There are also five existing property accessway culverts on Rossiters Drain alongside Queen Elizabeth II Drive east of the arterial (between 300mm and 600mm diameter) which will need to be replaced as part of the Rossiters Drain realignment.

3.10.3 Styx River/P ūrākaunui Bridge Design Criteria

The only waterway to be crossed via a bridge (rather than a culvert) is the Styx River/P ūrākaunui. The bridge design will be in accordance with the NZTA Bridge Manual (3rd edition). The bridge will: • Convey a 1% AEP event with 1.2m freeboard • Structurally withstand a 1 in 2,500 year flood and the effects of scour at the abutments and piers • Provide for pedestrian access underneath, on the flood plain, as part of CCC’s Styx source to sea vision

3.10.4 Waterway Realignments

The waterway realignments for the project are set out in Table 3-6.

As noted in Table 3-6, rather than construct a long length of small diameter culvert to convey runoff from the remaining 2ha of Dales Drain catchment runoff across the Northern Arterial, it is proposed that the upstream catchment will be diverted in the Northern Arterial swale system and the existing Dales Drain culvert will be removed. Downstream of the Northern Arterial Dales Drain will remain in its current form.

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Table 3-6: Waterways Realignments Alignment Approx Waterway Reason Approx current New chainage name length of realigned section to be length realigned (m) (m) 6600 Karnbachs Realign outside Northern 260 200 Northern Drain Arterial footprint Arterial 8050 Dales Drain Upstream catchment 200 N/A diverted into Northern Arterial stormwater system 1550 - 2550 Rossiters Realign north of new 1000 1000 QE II Drive Drain swale on widened QEII 4 Laning Drive

3.10.5 Fish Passage

The design of the three Kaputone Creek culverts is to be bottomless arch culverts. This means the existing bed substrate is maintained and the flow characteristics (i.e. water depth, water velocities) are unchanged. The likely construction methodology could include temporary culvert installation, to allow for preloading for upto 12 months before the tophat structures are installed. It is assumed the bed will recover well to a "natural" state. The box culverts for the waterways that will have allowances for fish passage will have a buried base and a low flow channel so shallow water depths do not become a barrier at times of low flow. The base of the culverts needs to be filled with a natural coarse stone substratum. Some larger rock material (i.e. 125–300 mm diameter) will be included to ensure there are resting areas for smaller migrating fish (e.g. elvers, juvenile bullies). A low flow channel can be created by sculpting a meandering channel through the coarse stony fill when the base is buried. Where existing culverts are being extended fish passage will be either maintained or enhanced. The join of the existing and new sections must not be perched. This will also be an opportunity to make sure the existing culverts meet fish passage requirements and making any required modifications (e.g. installing rock material or baffles to create resting areas for fish).

3.11 Temporary Construction Diversions

In addition to the permanent realignments discussed above temporary diversions of watercourses may need to occur. Where temporary pumping or fluming of flows around works (e.g. culvert installation or extension) is not practicable, temporary diversion channels will be constructed/stabilised offline to allow diversion of flows to allow construction to occur in the permanent channel. For the Waimakariri River Bridge widening the Contractor may choose to construct a bund into the river channel or locally divert the channel to another part of the river bed to get access over the full length of the bridge.

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3.12 Excavations and Site Dewatering

Groundwater is either very close to the ground surface of within 2 m across the project area, and in some locations is artesian near Main North Road and at the location of the southern interchange. Careful management during construction will therefore be required.

During construction, some temporary dewatering may be required around open excavations which will cause groundwater levels to be lowered locally in and around the excavation(s). The specific dewatering methods have not yet been selected, and the rate of take for all the locations of site dewatering is unknown (would be pumped) as it will depend on the volume and flow of groundwater into the excavation.

Temporary dewatering is likely to be required mostly for the excavation and replacement of shallow materials for embankment construction at the following locations: Main North Road Overpass; Main North Road Railway Overpass; Kaputone Creek Crossing No. 1; Kaputone Creek Crossing No. 2; Kaputone Creek Crossing No. 3; Styx River/P ūrākaunui Bridge; Prestons Road Underpass; QEII Interchange; Grimseys Road Subway; and Hills Road Subway.

Where piles are bored (cased) to the Riccarton Gravel Formation, flowing artesian groundwater conditions are expected. Special requirements will likely be needed for managing artesian groundwater when piling e.g. positive head maintained in piles and possible temporary oversized casing to control seepage, to protect confining layer and allow sealing off. Accidental artesian aquifer interception procedures will be set out in the Dewatering Management Plan. The potential for seepage is of most concern at the QEII intersection where artesian pressures from the Riccarton Gravel Formation are likely to be greatest.

Dewatering for construction is likely to be required at Chaneys Underpass due to shallow groundwater levels rising in response to higher flows in the nearby Waimakariri River. A conceptual assessment of dewatering at Chaneys Underpass, has indicated upto 20 L/s per well may be required to achieve a drawdown of greater than 2m. The pumping system will need to be able to maintain levels at a constant elevation in order to protect the pavement and prevent flooding of the carriageway during construction. Permanent dewatering is not required at Chaneys Underpass as NZTA has accepted there may be a risk of occasional temporary flooding of the carriageway.

3.13 Construction Stormwater and Sediment Management

During construction the principal short-term potential effect of the Northern Arterial project will be on water quality, arising from runoff from earthworks and works within waterways.

Earthworks activities will be managed such that proposed erosion and sediment control (E&SC) measures will best practicably minimise erosion, sedimentation and dust generation. The fundamental principles of good E&SC practice for the Canterbury region that will be applied are:

• Control run on water

• Separate ‘clean’ water from ‘dirty’ water

• Protect the land surface from erosion

• Minimise sediment leaving the site

Works within waterways include construction of the Kaputone Creek culverts and other drain culverts, Styx River/P ūrākaunui Bridge, and waterway realignments. The hierarchy for good E&SC practice for works within waterways that will be applied is:

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• Carry out construction outside the waterway or off-line where possible

• Where on-line construction is required, provide temporary diversion or isolation of the waterway

• Where off-line construction or temporary diversion are not possible, provide sediment control within the waterway

For example, to allow excavation, placement and compaction of the hardfill foundation pads at the Kaputone Creek crossings, the creek will likely be isolated from the construction works using sheet piles, earth coffer dams and pipes, or other methods.

Local dewatering of the excavated channels may be required to allow the upper hardfill layers to be compacted in dry conditions. Water will be pumped to a settlement basin and reintroduced to the waterway following appropriate settlement of sediments.

3.14 Construction Management Areas

Temporary construction management areas will be located within the boundaries of the designation to avoid or minimise effects on the function of existing roads and adjoining land use activities during construction. These areas are likely to contain items and facilities such as:

• Site offices, staff facilities and parking

• Plant, machinery and mobile fuel storage facilities (when not in use elsewhere on site)

• Construction materials and stockpiles

• Site access and engress points

The construction management areas will be preceded by temporary stormwater management and other mitigation measures as may be necessary, including appropriate surface treatment such as compaction. The areas will be disestablished at the completion of works and appropriately finished or reinstated. There are currently no plans to provide for construction management areas or activities outside the boundary of the designation.

3.15 Construction Works and Programme

The current programme assumes a three year construction period. A typical construction programme may broadly entail the following:

• Ground improvements at main structure locations. This is likely to involve piling and installation of stone columns;

• Installation of surcharge (bulk fill, most likely imported gravel) built up on the approach embankments to structures;

• Construction of bridge and culvert structures;

• Excavation of swales and stormwater treatment basins with surplus material used to help form any mounds proposed for landscape and acoustic screening;

• Road construction (Northern Arterial and QEII Drive 4-laning). Top soil would be stripped and stored for later use in landscaping and reinstatement, and ground cut to formation levels with surplus

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material used to help form any mounds proposed for landscape and acoustic screening. The road would be built up from formation level with imported fill material; and

• Installation of road pavement and street furniture (i.e., barriers, signs, etc.) and establishment of landscaping and acoustic screening.

3.16 Construction Environmental Management Plan

The NZTA will require the Contractor to prepare a Construction Environmental Management Plan (CEMP) or a Environmental and Social Management Plan (ESMP) which is a new approach/title taken by NZTA. The CEMP or ESMP will outline the construction activities and all practices and procedures to be adopted in the construction of the project. The CEMP or ESMP will clearly set out the environmental management responsibilities for the project and will specifically pull together all mitigation measures, as well as any conditions of the designation alterations and resource consents and other statutory approvals that are to be applied. The CEMP or ESMP will be the umbrella document for environmental management of the project with effects-specific management plans forming subsets of the CEMP or ESMP.

The following specific management plans will form subsets of the main CEMP or ESMP:

• Erosion, Sediment & Dust Control Plan (ESCP)

• Hazardous Substances/Spill Contingency Plan (HSCP)

• Waterway Diversion and Dewatering Plan (WDDP)

The management plans associated with the construction works will be considered as “live” documents and could be regularly updated.

The Erosion, Sediment & Dust Control Plan methodology will be developed in general accordance with ECan’s Erosion and Sediment Control Guidelines 2007 (ESCG). 1

The WDDP, will be based around the framework provided in the ECan ‘s ESCG Section 8 and Appendix D of the Groundwater Report respectively.

A draft ESMP and subset ESCP and HSCP is attached as Appendix 2 to this AEE.

A copy of the finalised CEMP and effects specific management plans will be provided prior to the commencement of construction activities as a proposed requirement of consent (condition).

3.17 Proposed Conditions

The activities sought are proposed to be subject to six separate resource consent documents to improve environmental management and compliance by different Contractors working under the proposed resource consents, and to align with the different phases of the Project and the durations sought.

Appendix 3 to this AEE Report contains the proposed conditions for the six resource consent documents sought for the Project. Each of the construction activities/consents sought are proposed to have an attached Schedule 1 - General Conditions Construction of consent to avoid duplication of conditions and to improve usability of the documents.

1 Environment Canterbury 2007, Erosion and Sediment Control Guidelines for the Canterbury region, Report No. R06/23, Canterbury Regional Council, Christchurch, New Zealand.

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4. Description of the Existing Environment

4.1 Overview

This section contains a description and broad overview of the existing environment. It is based on information from a number of sources, including design and technical reports that comprise Volume B of this application. These reports should be referred to in relation to more detailed information about specific aspects of the existing environment.

4.2 Topography

The topography of the surrounding land is flat with a variation of ground level along the route of not more than 6m. There is a high point in the vicinity of Radcliffe Road and the difference in level at the north and south end of the Northern Arterial is less than a metre. The variation in level of QEII Drive is 6m decreasing from west to east.

4.3 Current and Future Land Use Patterns

East of the Northern Arterial alignment is currently predominantly rural land. Recent rezoning of land between Radcliffe Road and QEII Drive has changed the land use from rural to residential (Highfield development). West of the alignment are a variety of different land uses (see Figure 4-1 below). Running from the south to north are existing residential areas (circa 1970-80’s), Owen Mitchell Park, newer existing residential areas (circa 90’s), the Styx River/P ūrākaunui Conservation Reserve, rural land with clusters of market gardens, Belfast Cemetery and at the northern end Ōtukaikino Reserve.

On QEII Drive, land use is divided into two distinct areas. West of the proposed Northern Arterial connection is urban with housing along the southern edge and St Bedes College along the northern edge. East of the proposed arterial connection is rural with lifestyle blocks along the southern edge and pasture along the northern edge. The BAP and RPS proposes a change in land use from rural to residential between QEII Drive and Belfast Road, and new industrial development to the west of the Northern Arterial alignment. Potentially the largest will be the proposed Highfield residential development (approximately 2200 houses).

Horse paddocks, Prestons Road Edge of Styx Reserve looking south Belfast Cemetery

Figure 4-1: Examples of Surrounding Land Use

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The southern connection of the Northern Arterial to QEII Drive has rural low lying land to the east that is proposed to be used for stormwater treatment/ detention in the future. There are residential lifestyle blocks to the south. Private plan changes and the UDS indicate that these areas will infill with development in the future.

The alignment crosses a number of roads, the Main North Railway, and crosses/lies adjacent to a number of water courses.

The underlying zoning from the Northern Motorway in the north, through to, and along QEII Drive in the south is currently Rural 3 in the City Plan.

4.4 Soils and Geology

4.4.1 Soils

The soils within the Project area are associated with the Springston Formation, made up of alluvial sand and silt over gravels and areas of peat.

4.4.2 Geology

The geology beneath the upper 40 m of the Project alignment consists of alluvial gravels, sands, silts, clays and peat of the Springston, Christchurch and Riccarton Gravel formations.2

The geological map of the northern Christchurch area (refer Figure 4-2) shows showing the Christchurch Northern Arterial Alignment and surface water ways and springs. The alluvial Springston formation (spy) is found across the Canterbury plains. Toward the east of Christchurch City peat and silt dominated swamp deposits, dune sands, and shell beds of the Christchurch formation (ch) occur. 3

Drained peat swamp is indicated east of Hills Road, and to the south east of Winters Road where it will underlie any future link between Cranford Street and the Northern Arterial.

Silt and sand of the Christchurch Formation are expected to be encountered near surface and to continue down to Riccarton Gravels along QEII Drive and the QEII Drive to Styx River/P ūrākaunui/Radcliff Road section of the Northern Arterial. Gravel-dominated strata (Riccarton Gravels) are found beneath the Springston and Christchurch formations.

The investigations to date have revealed that the ground conditions are generally consistent with the regional geology, with the Northern Arterial route being underlain by alluvium upto 11.5m thick and comprising silt and sand with intermediate layers of soft, compressible, organic soil between 0.1m and 0.8m thick within the alluvium deposits. Typical maximum combined organic soil thicknesses of 1 to 2m were encountered at many of the main structure locations. This is underlain by upto 13.7m of marine sands and the Riccarton Gravel formation was encountered at varying depths between 16.6m and 23.3m below ground level.

The QEII Drive 4-Laning route is underlain by 6-7m of silt, organic silt and peat, overlying 11- 13m of loose to medium dense marine sand over the Riccarton gravels.

Sandy and silty coarse gravel glacial outwash deposits of the Riccarton Gravels were encountered at depth in all deeper boreholes.

2 Brown and Weeber, 1992 Geology of the Christchurch Urban Area. Institute of Geological and Nuclear Sciences Ltd, Lower Hutt. 3 NCCB, 1986. The Christchurch Artesian Aquifers. A report prepared by the resources division of the North Canterbury Catchment Board and Regional Water Board.

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Figure 4-2: Geology Map of Northern Christchurch (after Brown & Weeber 1992)

4.5 Groundwater

4.5.1 Hydrogeology Overview

The hydrogeological environment across the Northern Arterial is characterised by poor drainage and is an artesian spring discharge area. Shallow geological formations are silt dominated and are relatively continuous, forming an aquitard or low permeability cap to the underlying artesian aquifer system. Shallow gravel lenses occur in places and are likely to be the terminus of Springston Formation gravel lobes deposited by the Waimakariri River 4. The Northern Arterial alignment straddles an area that transitions to marine derived soils further east, and contrasts with the area west of Belfast where surface strata are dominated by free draining materials.

The Northern Arterial and QEII 4-Laning is over a Coastal Confined Gravel Aquifer System as shown on the NRRP and LWRP planning maps. Christchurch's reticulated water supply comes from the Coastal Confined Gravel Aquifer System beneath the city and is not treated before use. The surface confining layer (Springston

4 White, P.A., Weeber, J.H., Pamer. R., Minni, G. and Cave, S., 2007 Identification of Springston Formation Gravel Lobes in the Christchurch Formation , GNS Science Consultancy Report 2007/195, October 2007

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and Christchurch formations) is between 3m to 45m thick (west to east). Beyond the surface confining layer is a layered sequence of gravel-dominated aquifers, that form productive artesian aquifers.

These aquifers are numbered in descending order from the surface, from Aquifer 1 - the shallowest confined aquifer to the deepest recognised aquifer – Aquifer 4. Aquifer 1 being the first gravel-dominated strata found beneath the surface is known as the Riccarton Gravels.

The groundwater contained within the Springston and Christchurch formations that consists of upwards seepage and rainfall recharge is known as Aquifer 0.

The Northern Motorway additional laning is over the unconfined/semi confined aquifer (according to the regional planning maps), and is in a zone where the hydrogeological vulnerability transitions from high to low. It is an area where there is uncertainty in the existence/extent of a surface confining layer and/or the direction of the groundwater pressure.

The water quality characteristics of the aquifers in the project area is described in Table 4-1.

Table 4-1 Water quality characteristics of Aquifer types (source Table WQL3 of the NRRP)

Aquifer Water quality characteristics Vulnerability to contamination

Shallow parts of Water quality variable, High risk, because of: unconfined or influenced by geology and • the combination of thin soils, permeable gravels semi confined overlying land uses. and shallow water table. aquifers • the potential for over-abstraction near the coast leading to salt water intrusion.

Coastal confined Generally very high water Relatively low risk. Upward pressure gradient and gravel aquifers quality. In some areas this may confining layers provide a natural barrier to be affected by local geology, contamination. Over-abstraction could reduce pressures e.g. buried peat deposits leading to downwards movement of contaminants or resulting in elevated lateral salt water intrusion. Land use activities in the concentrations of iron and area of groundwater recharge may threaten water manganese. quality in the long-term.

Regional groundwater flow direction is generally from west to east, although flow in the shallowest strata will be locally variable and is likely to flow towards surface drainage features.

Given the relatively fine grained nature of most of the shallowest geologic deposits beneath the Northern Arterial and QE II Drive (Aquifer 0), horizontal movement of groundwater is likely to be very slow.

Horizontal movement of groundwater below the Northern Motorway is likely to be moderately permeable due to being connected to Waimakariri River sandy gravels.

4.5.2 Groundwater Pressures

Generally, groundwater pressures increase with depth reflecting the artesian characteristics of the aquifer system underlying the planned Northern Arterial Motorway route. Flowing artesian conditions become more pronounced toward the southern end of the alignment at the QEII Drive interchange and into Cranford Basin.

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Groundwater found within the Springston Formation 5 show seasonal fluctuations upto 2.5m, but are generally in the order of +/- 1.0m. Monitoring wells in the ECan Wells Database indicate the water table is typically 0.5 to 2.4m below the existing ground surface.

Groundwater confined in the Christchurch Formation shows artesian characteristics, with an average piezometric level 7.3m above the aquifer top. This piezometric level is for most of the alignment an average of 1.8m below ground level. North of the railway embankment and at Prestons Road, the piezometric level is at or slightly below the ground surface. Near the QEII Drive interchange, the level is upto 2.3m above existing ground.

The Riccarton Formation gravels contain groundwater that is under flowing artesian pressures, with an average piezometric level 21.7m above the top of the formation. This can be well above existing ground level, especially in the QEII Dr interchange area and the Cranford Basin.

4.5.3 Groundwater Level Investigations

Investigations suggest a seasonal water level fluctuation in groundwater depths along the main alignment, ranging from often <1m below ground level in winter, although in some locations still >2m, to 1.5 to >3.0m in summer. Walkover surveys at various times of the year have noted ponded surface water, especially at the northern end following a high rainfall event. In June-July 2013, surface water was noted over much of the alignment.

Shallow (generally 2.0m to 4.0m below ground level) piezometers alongside the main alignment near QEII Dr and intended for storm water treatment design have all shown near surface or slightly artesian water levels during winter 2013.

More detailed descriptions of groundwater levels and artesian properties at the locations of the proposed on land structures and surface water crossings from piezometer investigations in 2010, 2013 and more recently installed automated level recorders can be found in the Groundwater AEE in Volume B.

4.5.4 Groundwater Users

ECan records the location of wells in a Wells Database on their web-based GIS system. A search was completed for all wells within 500m of the Northern Arterial corridor including the QEII Drive component of the project. The search yielded 447 bores and wells, of which 116 are listed as active and existing. Forty-five of the wells are used for domestic water, commercial/industrial and public water supplies and are screened in deeper strata where upwards artesian pressures occur. Sixteen wells are listed as been used for irrigation while the remainder are generally groundwater monitoring and geotechnical investigation bores.

There are no community supply wells within 500m of the Northern Arterial alignment, or within 1 km downgradient of the Northern Arterial alignment. There are two community supply wells M35/4813 and M35/4814 approximately 350m down-gradient of the QEII Drive 4 laning eastern extent. These two wells are screened in the Wainoni Gravel Formation (Aquifer 2) at 140m below ground level (BGL). The protection zones in the regional plans for community supply wells greater than 70m in depth screened in a confined aquifer (excluding Aquifer 1) is a radius and upgradient distance of 100m.

5 Formations as described in Brown & Weeber 1992, Geology of the Christchurch Urban Area

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A search was completed for wells within 500 m of the Northern Motorway new lane section upto the SH1 Bridge. The search yielded 49 bores and wells, of which 25 are listed as active and existing. Twenty-four are used for domestic supply, commercial/industrial and are screened in shallow to deep strata.

A search was completed for wells within 500m of the Northern Motorway new lane section between the SH1 Bridge to 300 m north of Tram Road. The search yielded 40 bores and wells, of which 28 are listed as active and existing. Nineteen are used for domestic supply.

The above identified active and existing wells are detailed in Appendix B of the Groundwater AEE Report in Volume B.

4.5.5 Springs

Categories

Broadly, two main types of spring occur in Christchurch, Artesian Springs and Gravity Springs. Generally, Artesian Springs are those that are sourced from the underlying flowing artesian Riccarton Gravel Formation and parts of the Springston Formation where groundwater flows under pressure through weaknesses in the confining layer(s) (thinner or more permeable parts) to the surface. Springs generally occur where the land surface falls below the shallow groundwater levels (typically in stream beds, lakes and wetlands) and groundwater is released under gravity drainage. Gravity springs commonly occur where gravels of the Springston Formation are present at or near land surface, typically at topographic lows like stream beds that enable higher natural seepage rates. Generally springs in the Northern Arterial area are artesian springs. The outflow from spring vents usually scours out and erodes a stream channel over time, although some remain as “boggy” depressions in the landscape.

Springs have been mapped by ECan and CCC. These mapped spring locations are shown in Appendix A of the Groundwater AEE Report in Volume B.

Spring Contributions to Rivers, Streams and Drains

The Christchurch Northern Arterial is mostly located across the Styx River/P ūrākaunui Catchment which includes the Kaputone Creek as a tributary. The most northern end lies within the Ōtukaikino/South Branch catchment which discharges in the Waimakariri River. These water bodies are naturally spring-fed and also include increasing components of stormwater runoff from the surrounding urban environment.

The ECan GIS system indicates a number of springs near the Northern Arterial, none of which appears to be within the adopted main alignment designation, although the Kaputone Springs Study (PDP 2010 – note this study looked at alignment options)6 identified a number of springs in the near vicinity of the Kaputone River crossings between Belfast and Radcliffe Road – the Kaputone ‘Loop’. A further possible ‘slow spring’ was noted at the Styx River/P ūrākaunui.

One “spring” (Trough Spring, which is actually a free-flowing standpipe) is located within the revised Option 2 main alignment footprint. It is our understanding that it has been left to free-flow for stock water and overflowed to the Kaputone Creek.

Changing groundwater levels affect spring discharge, with seven additional springs noted in October 2010 by PDP as opposed to March.

Investigations carried out as part of this Specimen Design phase showed little evidence of significant spring inflows in the vicinity of the crossing points of the Northern Arterial alignment. The investigations have

6 Pattle Delamore Partners Ltd 2010, Impact on Springs of Proposed Changes to Northern Arterial Corridor

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confirmed spring inflows within the alignment footprint are unlikely to be present at the Kaputone Creek crossings. There are significant spring inflows downstream of Kaputone Crossing 2 and Belfast Road.

At the Kaputone Creek Oxbow, flow gauging indicated little change in flow and visual observations did not find springs at the crossing points. Significant spring inflows were observed downstream of the alignment and before the Kaputone Creek crosses beneath Belfast Road.

During the Scheme Assessment site investigations, water was observed to be welling up in the base of a 1m deep roadside drain immediately north of the QEII Drive/Innes Road roundabout. A wet patch was noted about 150m south of Main North Road and the nearby auger hole (TP102) encountered ground water at 500mm depth below ground surface. A wet patch was noted about 50m south of Belfast Rd which may also be a spring.

At the Northern Arterial alignment crossing near Fords Road, a small volume of inflow in the order of 20 L/s was noted during September 2013, which is likely to be spring flow.

During various site walkovers several streams and drains were observed. Almost all drains deeper than 1.2m to 1.5 m are inferred to have permanent water flows, even during dry summer conditions, which may indicate that they are spring-fed. However, the source areas of the spring-fed streams are understood to be largely outside of the Northern Arterial footprint based on spring surveys completed by PDP (2010) and Opus (2013) 7.

4.6 Hydrology Features and Assets

4.6.1 Stormwater Catchments

The CCC has divided the city into large catchment areas to facilitate the preparation of stormwater catchment management plans generally centred on the larger waterways of the city. The Northern Arterial is located within the Styx River/P ūrākaunui Catchment. Within this greater catchment are various sub-catchments including:

• Lower Kaputone sub-catchment;

• Horners drain sub-catchment; and

• Cranford Basin sub-catchment.

The Northern Arterial features drainage elements are situated within the Lower Kaputone sub-catchment while QEII Drive fits within the Horners drain and Cranford Basin sub-catchments. The proposed Northern Arterial connection with QEII Drive is within an area generally referred to as the Cranford Basin. This contains a network of interlinked drains connecting two separate catchments – the Cranford Street and the Horners Drain catchments. These areas have known flood issues caused particularly by storms of long duration. QEII Drive generally forms the main “boundary” between the Horners drain and Cranford Basin sub-catchments.

4.6.2 Existing Culverts and Channels

There are several existing culverts under Blakes Road, Belfast Road, Factory Road and Guthries Road through which the Kaputone Creek flows. These may cause some hydraulic restriction during periods of high flow. Of particular significance are the Belfast Road and Guthries Road culverts, as they are downstream of the proposed Northern Arterial crossings and therefore introduce a tail water condition to motorway culverts.

7 Opus 2013. Christchurch Northern Arterial - Factual Geotechnical Report. Report prepared for NZTA.

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There are also a number of man-made drainage channels that the Northern Arterial will cross, particularly south of the Styx River/P ūrākaunui. These drains are generally straight-sided, either grass or timber banks, and generally dispose of run-off from urban areas (e.g. Kruses Drain) and serve to lower groundwater levels rather than conveying natural spring flows. As such, these drains will be subject to a much quicker response time than those in the Styx/Kaputone Catchments.

An open drain runs along the northern side of QEII Drive between Philpotts Road and Hills Road.

4.6.3 Flooding

The drainage network serving the urban areas is susceptible to some degree of flooding due to the effects of the lack of capacity at the confluence of the Horners/Kruses drain where-by out of bank flow occurs into the low lying areas of the Horners Drain catchment. There are also flooding risks in the project catchment areas.

4.6.4 Waimakariri Flows

The flow in the Waimakariri River is continuously recorded just upstream of the Old Highway Bridge on th etrue right bank. Between 1967 and 1994 there were some 27 years of recorded flows indicating that the river has a mean flow of 124 cubic metres per second, flood flows which can exceed 4,000 cubic metres per second, and flows as low as 25 cubic metres per second. The mean annual daily low flow is 41.5 cubic metres per second, and mean annual instantaneous low flow is 41.0 cubic metres per second. Over 90% of the river flow is derived from precipitation in the upper catchment. Winter snow and ice is stored and released in spring contributing to higher flows in the river during this part of the year. The period of lowest flows occurs in late summer. Flood flows can occur at any time. 8

The Waimakariri River presents a major flood hazard to Christchurch which has developed on the south floodplain of the Waimakariri River and to Kaiapoi, which has developed on the north floodplain. An extensive system of flood protection works has been developed on the lower river and is currently subject to ongoing secondary flood protection works by ECan.

4.7 Surface Water Values

4.7.1 Overview

A full assessment of the surface water values (excluding the Waimakariri River) has been undertaken by EOS Ecology and is detailed in their Aquatic Ecology Report Volume B of this Report. The key surface water resources along the route are Ōtukaikino Reserve (also referred to as Wilsons Swamp), the Styx River/P ūrākaunui, and Kaputone Creek including springs within the Creek.

The EOS report also provides more details on surface water quality and sediment quality in the Styx River/P ūrākaunui and Avon River/ Ōtakaro catchments in comparison to guideline values and water quality standards.

The surface water values of the three main river catchments affected by the Project are summarised below.

8 Canterbury Regional Council, Waimakariri River Regional Plan: Incorporating Change 1 to the Waimakariri River Regional Plan 1 June 2011 Report R11/21

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4.7.2 Waimakariri River Catchment

Waimakariri River

Biological communities of the Waimakariri River are regarded as being highly distinctive within the region, due to their low periphyton and macrophyte biomass, and high abundance of pollution-sensitive invertebrate taxa. Periphyton and invertebrate communities of this braided river is considered particularly sensitive to any significant reductions in flood frequency or increase in nutrients.

Within the Waimakariri River catchment 19 native fish (four classified as threatened) and 8 introduced fish (six sports fish) have been recorded. The fish present can easily be divided into four main groupings: catchment- wide species, marine wanderers and estuarine species found in the lower river; mainly migratory species found throughout many of the catchments across the Canterbury Plains; and non-migratory species mostly restricted to the upper sections of the rivers.

The longfin eel is the only native fish species found throughout the Waimakariri River catchment. These fish do not occupy every stream but occur in all areas of suitable habitat throughout the river systems where access for eels is available. These eels are widespread in the catchment, although their abundance and distribution changes as different life history stages migrate up and downstream.

A group of marine and estuarine species restricted to the very lower reaches of the Waimakariri Rivers include yellow-eyed mullet, inanga, black flounder, Stockell’s smelt, common smelt, redfin bully, and giant bully. The native fish located in the lower reaches of the river are common estuarine and lower river inhabitants. Redfin bully is a species that can penetrate further inland, but is uncommon in the unstable braided rivers of Canterbury and is rare in the major rivers of the area.

A suite of mainly migratory species are found throughout much of the lower river catchments. This group includes torrentfish, bluegill bully, common bully, upland bully, lamprey and shortfin eels. Of these species only upland bully are non-migratory.

Another final group of fish are species with restricted distributions centred on the upper parts of the Waimakariri River. This group includes the native non-migratory galaxiids: alpine galaxias, and Canterbury galaxias. The two non-migratory galaxiids have wide distributions in the upper Waimakariri River.

A common conclusion with regard to the abundance of fish in Canterbury’s braided rivers is that the native fish populations occur at relatively low densities. This has been attributed to the unstable nature of the river bed and the frequent disturbance of floods preventing fish populations reaching maximum densities that could be supported by the invertebrate food resources and habitat available.

Ōtukaikino Wetland

Ōtukaikino Wetland is a 13 hectare freshwater wetland reserve administered by the Department of Conservation. The wetland is located adjacent to the Northern Arterial/Northern Motorway connection. Despite being in a relatively poor condition it is a remnant of a once more common environment and has significant ecological values in providing habitat for a range of wetland biota. It is one of the few remaining original wetlands in the Christchurch area. In addition, the wider Ōtukaikino waters are significant for Ng āi Tahu. The reserve also serves as a living memorial where trees are planted in memory of those that have died.

A recent survey 9 found the Ōtukaikino Wetland to rank in poor condition according to a wetland condition index (WCI), which is focused primarily on landscape assessment of wetlands 10 . The wetland also scored in the

9 Suren, A., Stark, J., Wech, J. & Lambert, P. 2010. Development of a South Island Wetland Macroinvertebrate Community Index Score. National Institute of Water and Atmospheric Research, Christchurch. 49 p.

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‘poor’ category according to the recently developed wetland macroinvertebrate community index (WMCI) that ranked the aquatic components of wetlands according to their invertebrate communities 11 . It was dominated by macroinvertebrate taxa tolerant of degraded conditions such as worms (oligochaetes and nematodes) and microcrustaceans (ostracods and copepods).

Ōtukaikino Creek

As Ōtukaikino Creek is a tributary of the Waimakariri River, it falls under the Waimakariri River Regional Plan. Class WAIM-TRIB waterways are managed for drinking water for animals, fisheries, fish spawning, aquatic ecosystems, and aesthetic purposes. The WRRP recognises Ōtukaikino Creek as having several ecological values both indigenous (eel, whitebait, and other native fish) and exotic (trout, salmon, and ducks). Stormwater from sections of the Northern Arterial and Northern Motorway (subject to the additional laning) that enters the Wilsons Drain Branch and Wilson Drain will ultimately flow to the Otukaikino Creek.

Water quality from existing and project specific information was analysed as part of the WBB Project. Ōtukaikino Creek had high water quality and concentrations of the measured heavy metals were mostly below laboratory detection rates. Total suspended solids were low, even after rainfall. The only parameter of concern was E.coli concentrations, which after rainfall were elevated. Sources of E.Coli in Ōtukaikino Creek are agricultural runoff, the large duck population of The Groynes, and the dog exercise area.

Heavy metal concentrations along Ōtukaikino Creek were below ANZECC (2000) interim sediment quality guidelines (ISQG), except for copper upstream of the Groynes.

Ōtukaikino Creek, specifically upstream of Dickeys Road has an invertebrate community indicative of high water and habitat quality that includes a number of taxa (i.e., mayflies and certain caddisflies) that are no longer found in the more degraded, urbanised rivers of Christchurch. This supports the findings of previous catchment–wide surveys, which found Ōtukaikino Creek had the best populations of pollution-sensitive aquatic invertebrates of the main catchments of Christchurch. The abrupt change in invertebrate community structure downstream of Dickeys Road is most likely the result of the change in habitat from a hard-bottomed, swift water velocity environment upstream to a predominantly soft-bottomed, slower water velocity environment downstream, rather than any sudden changes in water quality which did not vary greatly along the river

Ōtukaikino Creek has some fishery value with a Fish & Game angler access point at Dickeys Road. Brown trout are likely to migrate upstream to shallower riffle habitats in the mainstem and tributaries. Salmon are also present in the Ōtukaikino Creek catchment largely due to the return of adult fish raised at the Issac Conservation and Wildlife Trust’s Peacock Springs Hatchery. Throughout the Ōtukaikino Creek catchment 17 fish species have been recorded on the New Zealand Freshwater Fish Database. Several of these species are threatened, including longfin eel (A. dieffenbachii), inanga (Galaxias maculatus), and lamprey (Geotria australis), which are listed as “declining”.

Drains

Wilsons Drain flows along the eastern edge of Ōtukaikino Wetland (aka Ōtukaikino Reserve), then under the existing Christchurch Northern Motorway before flowing into Ōtukaikino Creek. Wilson Drain Branch is also a tributary and is connected to the Ōtukaikino Wetland.

10 Clarkson, B.R., Sorrell, B.K., Reeves, P.N., Champion, P.D., Partridge, T.R. & Clarkson, B.D. 2003 ; revised October 2004. Handbook for monitoring wetland condition. Landcare Research, National Institute of Water and Atmospheric Research 11 Suren, A., Stark, J., Wech, J. & Lambert, P. 2010. Development of a South Island Wetland Macroinvertebrate Community Index Score. National Institute of Water and Atmospheric Research, Christchurch. 49 p.

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An ecological survey was undertaken on Wilsons Drain where it crosses Main North Road as part of the investigations for the development of the Styx River/P ūrākaunui SMP 12 . At this location Wilsons Drain has a predominantly sand/silt substratum, few macrophytes, is 100% run habitat (i.e. contains no pools and riffle habitat), and low shading from riparian vegetation. The macroinvertebrate community was dominated by taxa tolerant of degraded habitat and water quality such as amphipod crustaceans, the snail Potamopyrgus antipodarum, ostracod microcrustaceans, oligochaete worms, and Chironomus midge larvae 13 . Of the pollution sensitive taxa (or EPT taxa), only caddisflies were found and these accounted for less than 1% of all invertebrate captured. Wilsons Drain was considered to be of “poor” water/habitat quality according to the interpretative categories of Stark & Maxted (2007) 14 . One fish species (common bully) was found by Golder Associates, (2009b) although longfin eel, shortfin eel, and upland bully are known from Ōtukaikino Wetland and are likely also present in Wilsons Drain.

The CCC’s Styx River/P ūrākaunui SMP designates Wilsons Drain as “Class 2” which are open waterways with moderate ecological values. Wilsons Drain Branch is classified as “Class 3” which are open waterways with low or unclassified ecological values with their primary function being stormwater conveyance.

Despite the above classification Wilsons Drain Branch provides aquatic habitat that more than likely has the same invertebrate and fish assemblage as Wilsons Drain and Ōtukaikino Wetland.

4.7.3 Styx River/P ūrākaunui Catchment

Styx River/P ūrākaunui

The spring-fed Styx River/P ūrākaunui drains a catchment of increasing urbanisation but has a substantial area of rural land in the catchment.

The Styx River/P ūrākaunui has good water quality and provides habitat for numerous indigenous species in a heavily modified landscape where exotic fauna and flora dominate. It is one of the least degraded waterways in Christchurch, which retains populations of some of the more pollution sensitive aquatic insect taxa in its upper wadeable section that have disappeared from other waterways in the city. Two ecologically and culturally significant mega-invertebrates, freshwater crayfish/koura and fres hwater crayfish/kakahi are found in the upper, wadeable and lower, non-wadeable sections of the river respectively. The Styx River/P ūrākaunui has a fish fauna that includes nine indigenous species, three of which (longfin eel, lamprey, inanga) are considered to be declining 15 .

Under the NRRP the Styx River/P ūrākaunui has a water quality class of spring-fed-plains. EOS reported that during wet-weather flow monitoring the Styx River/Pūrākaunui was not meeting its 95% species protection standard for zinc for the three times sampled and once for copper.

In summary the Styx River/P ūrākaunui is a significant habitat of indigenous fauna, and is considered “Class 1 – open waterway with high ecological values” by the Styx River/P ūrākaunui SMP.

12 Golder Associates. 2009a. Styx Integrated Catchment Management Plan – Styx River Sediment Study. Submitted to Christchurch City Council. Report No. 087813152. 90 p . 13 Ibid. 14 Stark, J.D. & Maxted, J.R. 2007. A User Guide for the Macroinvertebrate Community Index. Cawthron Institute, Nelson. Report No. 1166. 66 p. 15 Allibone, R., David, B., Hitchmough, R., Jellyman, D., Ling, N., Ravenscroft, P. & Waters, J. 2010. Conservation status of New Zealand freshwater fish, 2009. New Zealand Journal of Marine and Freshwater Research 44(4): 271-287.

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Kaputone Creek

Kaputone Creek is a major tributary of the Styx River/P ūrākaunui. There are three known permanent artesian springs that feed the Kaputone Creek. The creek also receives untreated stormwater and industrial discharges from the Belfast area. Under the NRRP the Kaputone Creek has a water quality class of spring-fed-plains. EOS reported that during wet-weather flow monitoring the Creek was not meeting its 95% species protection standard for zinc and copper on the three wet weather occasions sampled.

Overall the Kaputone Creek is in a degraded state with elevated nutrient concentrations, sediments contaminated by heavy metals (especially zinc) and a fish and invertebrate community indicative of poor habitat and water quality.

Kaputone Creek still provides habitat for numerous indigenous species in a heavily modified landscape where exotic fauna and flora dominate despite being in a degraded state and as such is a significant habitat of indigenous fauna. Longfin eel and inanga, which are both considered to be declining on a national scale 16 , are the most ecologically significant species found in the creek.

The section next to Mundy’s buildings is one of the few sections with gravel substratum and as such is an important contributor to the habitat variability of the creek as a whole.

The CCC’s Styx River/P ūrākaunui SMP designates Kaputone Creek as “Class 2” which are open waterways with moderate ecological values.

Other Watercourses

Most of the artificial and modified watercourses affected by the Northern Arterial alignment are in the Styx River/P ūrākaunui catchment (i.e., Guthries Road Drain and Horners Drain and several of its tributary drains including Dales Drain, Kruses Drain, Prestons Creek, Karnbachs Drain, Barclays Drain, and Winters Road Drain. Horners Drain, Kruses Drain, and Winters Road Drain are designated as “Environmental Asset Waterways” by the Christchurch City Plan, meaning they have been identified as having the potential to be enhanced or restored to improve all or some of the six values (landscape, heritage, ecology, recreation, culture, and drainage).

The CCC’s Styx River/P ūrākaunui SMP designates Guthries Road Drain and Horners Drain and all its tributaries as “Class 3” which are open waterways with low or unclassified ecological values with their primary function being stormwater conveyance. A site visit on 7 March 2014 by EOS Ecology confirmed that some tributary drains (i.e., Karnbachs Drain and a roadside drain on the southern side of Prestons Road) are usually dry and provide no aquatic habitat of value.

4.7.4 Avon River/ Ōtakaro Catchment

The QEII Drive 4 laning will affect Rossiters Drain, Bullers Stream, Shirley Stream, and Langes Drain.

Bullers Stream is designated as “Environmental Asset Waterways” by the Christchurch City Plan, meaning they have been identified as having the potential to be enhanced or restored to improve all or some of the six values (landscape, heritage, ecology, recreation, culture, and drainage).

The CCC’s Styx Area SMP which includes some parts of the Avon River/ Ōtakaro catchment, designates Rossiters Drain, Bullers Stream, and Shirley Stream as “Class 3” which are open waterways with low or

16 Allibone, R., David, B., Hitchmough, R., Jellyman, D., Ling, N., Ravenscroft, P. & Waters, J. 2010. Conservation status of New Zealand freshwater fish, 2009. New Zealand Journal of Marine and Freshwater Research 44(4): 271-287.

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unclassified ecological values with their primary function being stormwater conveyance. Langes Drain is outside the Styx SMP area thus have no designation.

In summary the artificial and modified waterways affected by the Project in the Avon River/ Ōtakaro catchment are very similar to those in the Styx River/P ūrākaunui catchment in terms of their ecological values. They provide habitat for a number of indigenous species despite being in a degraded state in a heavily modified landscape where exotic fauna and flora dominate, and as such are an important habitat for indigenous fauna.

Under the NRRP the Avon River/ Ōtakaro has a water quality class of spring-fed-plains-urban. CCC undertake water quality monitoring on the Avon River/ Ōtakaro at six locations and at various tributaries including the Horseshoe Lake outlet to the Avon River/ Ōtakaro. Generally, due to the significant urban catchments contributing stormwater, the Avon River/ Ōtakaro downstream of the Project during wet weather flows does not meet its 9o% species protection standard for zinc and copper.

4.8 Terrestrial Ecology Values

4.8.1 Overview

A full assessment of the terrestrial values for the Northern Arterial alignment has been undertaken by Opus International Consultants and is contained in the Terrestrial Ecology Report in Volume B.

A summary of terrestrial ecology values is provided in the sections below.

4.8.2 Sites of Recognised Ecological Significance

CCC has undertaken a significant indigenous vegetation assessment process with the most significant areas being designated as “Ecological Heritage Sites” (EHS) in their City Plan. Sites were graded into one of five “Primary Conservation Evaluation” categories based on five ecological criteria and four technical feasibility criteria. Those rated ‘A’ had the highest value indigenous vegetation stands and were included in the City Plan. Those graded ‘B’ to ‘E’ have no statutory protection basis. All sites within the City were resurveyed in 2007.

The Belfast area has two ‘A’ rated sites: the lower Styx Mill Basin and Ōtukaikino wetland. While several locations in the Styx Mill Basin and on the Kaputone Creek received B to E ratings none occur within or near the proposed Northern Arterial alignment.

4.8.3 Significant Indigenous Vegetation

Indigenous vegetation is virtually absent from the entire proposed Northern Arterial corridor. Apart from some scattered naturally seeded native shrubs and sedges there are no areas or stands of indigenous vegetation to which an assessment of significance can be applied.

The Ōtukaikino wetland (or Wilsons Swamp) shown in Figure 4-3 is an area of significant vegetation (and cultural value).The wetland area lies outside the Northern Arterial footprint and only a belt of shelter trees and some mown grass lawn will be affected by the new road and its construction.

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Figure 4-3: View of the Ōtukaikino Reserve from the Northern Motorway

4.8.4 Significant Habitat for Indigenous Fauna

The introduced vegetation (mostly willows) that lines the banks of all four Northern Arterial river crossings provides valuable shade and organic debris to the water column and shelter for wildlife (invertebrates and birds) that use the stream channels as a movement and dispersal corridor. New Zealand native aquatic invertebrates and fish are sensitive to warm water temperatures and a high degree of water column shade is necessary to keep stream temperatures sufficiently low in mid-summer to allow invertebrates and fish to continue to live in and migrate along the stream. Shade also helps to reduce weed growth in streams with high nutrient loads.

The willow dominated riparian margins do not provide high value habitat for terrestrial indigenous animals, including birds. The lack of species diversity, suitable all-year-round food sources and nesting sites makes this habitat unattractive to species that would normally occupy riparian margins that have healthy indigenous plant assemblages.

Despite the value of the willow canopy for the provision of shade, the value of the vegetation lining Styx River/P ūrākaunui and Kaputone Creek cannot be considered significant habitat.

4.8.5 Species of Ecological Significance

No terrestrial indigenous plant or animal species has been found during the site survey, or recorded in any of the site documentation, that has a threatened status as listed in Hitchmough et al. (2007) 17 , Miskelly et al. (2008) 18 and Allibone et al. (2010) 19 .

4.9 Avian Ecology Values

Indigenous birds are found in the Ōtukaikino wetland, including pukeko (Porphyrio porphyrio), shoveler duck (Anas rhynchotis), grey teal (Anas gracilis), marsh crake (Porzana pusilla), and the occasional bittern (Botaurus poiciloptilus).

The Waimakariri River has Sites of Significant Wildlife Interest (SSWI). This rating is ‘outstanding’ habitat for characteristic braided river bird species. This rating does include the lower Waimakariri River. The wide braided riverbeds provide important breeding habitat for wading birds including the following threatened species (DoC 2007):

17 Hitchmough, R., Bull, L., Cromarty, P. 2007. New Zealand Threat Classification System Lists – 2005 . Department of Conservation, Wellington 194p. 18 Miskelly, C.M., Dowding, J.E., Elliott, G.P., Hitchmough, R.A., Powlesland, R.G., Robertson, H.A., Sagar, P.M., Scofield, R.P., Taylor, G.A. 2008. Conservation status of New Zealand birds, 2008. Notornis 2008, 55: 117-135. 19 Allibone, R., David, B., Hitchmough, R., Jellyman, D., Ling, N., Ravenscoft, P., Waters, J. 2010. Conservation status of New Zealand freshwater fish, 2009. NZ Journal of Marine and Freshwater Research 2010, 1-17.

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• Black fronted tern (2. nationally endangered)

• Caspian tern (2. Nationally endangered)

• Wrybill (3. Nationally endangered)

• Black-billed gull (4. Serious decline)

• Banded dotterel (5. Gradual decline)

The population dynamics of braided river birds are also influenced by a range of other factors such as predation, extreme weather, wintering resources and disease (Sanders 2007). Predation from introduced mammalian predators and weed encroachment of breeding habitat are probably the two biggest threats to birds which breed in braided rivers. The bird nesting season is during 1 September to 1 February.

Despite the SSWI rating for the lower Waimakariri River, the section of riverbed at the SH1 Bridge is largely modified by existing gravel extractors and river controls practices, and is a significant access point for recreational activities. The area immediately upstream and downstream of the SH1 Bridge is therefore likely to be insensitive to localised disturbance, and the presence of the state highway crossing itself and associated noise and traffic lights would mean this section of the river is not a potential suitable bird nesting site for wading birds.

4.10 Cultural and Heritage Values

The Project is located within the takiw ā (territory) of the Ng āi T ūā huriri R ūnanga. The takiw ā of Te Ng āi T ūā huriri Rūnanga centres on Tuahiwi and extends from the Hurunui to Hakatere, sharing an interest with Arowhenua Rūnanga northwards to Rakaia, and thence inland to the Main Divide.

There is a silent file area (SF015) within the alignment generally between Radcliffe Road and Chaneys. The Northern Arterial alignment is not within or adjacent to a Statutory Acknowledgment Area. The presence of a silent file indicates the presence of a significant w āhi tapu or w āhi taonga site; however, the absence of a silent file area on available databases is not confirmation that there are no w āhi tapu or w āhi taonga sites in other parts of the Project area.

The takiw ā of Te Ng āi T ūā huriri R ūnanga is managed by the Mahaanui Iwi Management Plan 2013 (MIMP) that was released and submitted to the relevant councils in 2013. The MIMP identifies the following significant values of the tributaries, waterways and downstream environments within the catchments intersected by the proposed Northern Arterial corridor.

Lowland streams in the Waimakariri catchment were historically significant sources of mahinga kai. The tributaries of the Waimakariri are all considered w āhi taonga, but the Kaiapoi, Ruataniwha, Pūharakekenui[Styx River/P ūrākaunui] and Ōtukaikino are of particular cultural significance. These lowland streams are spring fed and have strong mahinga kai and w āhi tapu values.

Brooklands Lagoon, known both as Te Riu o Te Aika Kawa and P ūharakeketapu, is a coastal h āpua highly valued for mahinga kai resources such as tuna, kanakana, k ōura and harakeke. There are also urup ā and places of spiritual practice associated the area. P ūharakekenui/Styx River/P ūrākaunui flows into Te Riu o Te Aika Kawa, and there are strong cultural associations between the waterway and the h āpua.

The Ōtakaro/Avon River is w āhi taonga for Ng āi Tahu. A number of historical k āinga and mahinga kai sites existed along the Ōtakaro/Avon River, including Pu āri, P ūtarikamotu, Ōtautahi, Te Oranga [Horseshoe Lake].

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The MIMP also refers to the 1856 Black Map and how this illustrates the extent of indigenous vegetation and ecosystems in pre-european times. When compared to the Ōtautahi landscape today, the map is a powerful expression of the extent of loss of original vegetation cover.

The exact nature and location of the silent file area related to past Maori occupation is not known. Despite not knowing the exact nature or location of this site, it represents an actual risk of encountering culturally significant archaeological materials within the given location perimeter. Further consultation with iwi has failed to pin point its location. The Ōtukaikino wetland (Wilson’s Swamp) is also designated as a Wahi Tapu site. A Cultural Impact Assessment (CIA) has been commissioned via Mahaanui Kurataiao Limited (MKT) to assess any likely impacts of the silent file but also the project as a whole, including waterway protection. The CIA is attached as Appendix 3 to Volume B. Responses to the key conclusions and recommendations in the CIA are detailed in Section 7.3 and Section 8.10.

Rūnanga representatives highlighted an existing concern about mixing of culturally different waters at the Ōtukaikino Living Memorial/Reserve area (i.e. cultural/historic use of the area for embalming) and the drain cut through the area in the 50s discharging these waters direct to the Ōtukaikino Stream.

The Ōtukaikino Reserve is also an area which could pose a significant archaeological risk to the proposed project. The wetlands which are now known as the Ōtukaikino Reserve were originally twice the size, encompassing the far northern extent of the proposed work footprint. Previous modification to the portion of relevance to the work footprint (including the Chaneys onramp to the Christchurch Northern Motorway) may have destroyed any existing archaeological material. However, some risk of accidental discovery should be assumed to still exist.

Further afield, there are five known archaeological sites located within 1km of the proposed work footprint. These are all prehistoric Maori midden sites and found in the vicinity of the Styx River/P ūrākaunui. The presence of these sites indicates that Maori utilised this region in the past, and that at the time these sites were recorded (i.e. the 1970s) modern development had not destroyed all evidential traces of this utilisation. Unfortunately when the sites were re-visited in 2003 two of these sites had been destroyed, and another two could not be seen due to recent planting activities which would have damaged the sites at the very least, and at the most destroyed them. This suggests that the chances of survival for any unrecorded Maori sites in the proposed work footprint may be minimal.

4.11 Amenity and Recreational Values

4.11.1 Ōtukaikino

The Ōtukaikino Reserve is currently used as a living memorial by Lamb and Hayward funeral directors in partnership with the Department of Conservation. Over time the area is undergoing wetland restoration, with various features like raised boardwalks, seating areas and passive open space having been created.

The microbial quality of popular swimming sites around Canterbury is assessed each summer by ECan, and includes the Ōtukaikino Creek swimming hole at the confluence with the Waimakariri River.

The ECan recreational water quality monitoring programme follows the national guidance provided by the 2003 microbiological water quality guidelines for marine and freshwater recreational areas. These guidelines address the microbiological quality of water bodies and associated health risks to water users.

The 2003 guidelines use a qualitative risk grading of the catchment, supported by the direct measurement of appropriate faecal indicators to assess the suitability of a site for contact recreation. These two components

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combine to give a site an overall Suitability for Recreation Grade (SFRG). E. coli is used as the faecal indicator for fresh waters (rivers and lakes).

The SFRG describes the general condition of a site at any given time. The risk of becoming sick from swimming increases from sites graded ‘very good’ to ‘very poor’. Sites graded ‘very good’, ‘good’ and ‘fair’ are considered suitable for contact recreation, although ‘good’ and ‘fair’ sites may at times not be suitable (for example after heavy rainfall resulting in high bacterial counts). Sites graded ‘poor’ and ‘very poor’ are generally considered unsuitable for contact recreation, and public notification of this, via permanent signage at the site and/or through the media, is recommended.

Based on ongoing monitoring of a three year period ECan has recommended the following grade for the 2013- 2014 for these sites as “Very Poor” (> 550 E.coli 100 mL) 20 . This grade will remain provisional until five years of data have been collected. This site is downstream of The Groynes Reserve where two sites were monitored on Ōtukaikino Creek in the past, which also consistently graded ‘Very poor’.

This was the third summer of sampling at this site. Eight of the 15 samples had E.coli concentrations that exceeded the ‘Alert’ guideline value, with three results also exceeding the ‘Action’ guideline value.

4.11.2 Waimakariri River

The Waimakariri River, primarily because of its location in relation to Christchurch, is the most heavily used river for recreation purposes in Canterbury with the possible exception of the Avon and Heathcote Rivers and their common estuary.

The Waimakariri River also possesses distinctive natural character, namely the natural braided pattern and open gravels of the mainstem; distinctive wildlife including the endangered wrybill plover and black-fronted tern; indigenous and sports fisheries; and relatively unmodified flow characteristics and aquatic ecosystems. The section of the river at the Waimakariri SH1 bridge while having a less braided characteristic, attracts jetboaters, off-road vehicle users, salmon and trout fishers, picnickers, swimmers and others.

Abundant birdlife in parts of the Waimakariri River are a source of contaminants. Bird faeces can add significant quantities of faecal coliform indicator bacteria to the river.

The Waimakariri River immediately below the Old Highway bridge is unsuitable for water contact recreation, primarily because it is the mixing zone for agriculturally-based industrial discharges. Water quality downstream of the mixing zone is sometimes not suitable for water contact recreation because of the combination of micro-biological contaminants from the industrial discharge and a range of other sources upstream of the industrial discharge. Nevertheless, it is used for a wide range of activities including contact recreation. It is popular because of its undeveloped state and its close proximity to Christchurch. The recreation experience may be adversely affected by poor water quality.

Most salmon anglers prefer to fish the Waimakariri River when the measured flows are in the range of 50-80 m3/s, and most salmon angling takes place between 1 December and 30 April, although expert anglers may fish in flows upto 100 m/s21 .

Ideal flows for kayakers are 70-150m/s with 50 m/s as an absolute minimum and the river is used all year. Most jet boaters prefer flows of 50-70 m/s. 22

20 Water quality monitoring for contact recreation Summary of the 2012-2013 season Prepared by Kimberley Robinson and Lesley Bolton-Ritchie Surface Water Quality and Ecosystems Team 21 Hayes F 2008. Statement of Evidence of John Hayes on behalf of the North Canterbury Fish and Game Council and the Director of Conservation at the Central Plains Water Enhancement Scheme Hearings

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Jet-boating is possible at flows as low as 40 m/s but such flows require more skill or experience and are more likely to be hazardous to others on the water because of the reduced width of navigable water Most jet boating occurs during December to March. 23

4.11.3 Styx River/P ūrākaunui

The Styx River/P ūrākaunui is a key current and future recreational and ecological corridor for the City. CCC has adopted a 40 year vision (Vision 2000-2040 The Styx) that includes a ‘Source to Sea’ linear park concept. The vision looks to protect, restore and enhance the natural character of the river and its surrounding environment.

The Styx Mill Conservation Reserve is located upstream from the alignment and has a mixture of recreational open space and pockets of indigenous planting. Figure 4-4 show typical riparian margin vegetation and Figure 4-5 shows the location of the proposed Northern Arterial Styx River/P ūrākaunui crossing.

Figure 4-4: Styx River/P ūrākaunui looking north

Figure 4-5: Approximate location of the proposed Styx River/P ūrākaunui crossing

The Styx River/P ūrākaunui/P ūrākaunui has the following recreational use values 24 :

• High values and use for whitebaiting in the lower reaches.

• Moderate values and use for canoeing/kayaking, trout fishing and eeling.

• Low value and use for bird watching and waterfowl.

22 Hayes, M. D 2008. Waimakariri River: B/C Block allocation review . Environment Canterbury, Report No. R08/67 23 Adams, R.H. (2008). Evidence presented to the Central Plains Water Enhancement Scheme Hearings. 24 Daly A 2004. Inventory of recreation values for rivers and lakes of Canterbury New Zealand . Environment Canterbury report #U04/14. Environment Canterbury.

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4.11.4 Kaputone Creek

The Kaputone Creek will flow underneath the Northern Arterial alignment via culverts at three points as illustrated in Figure 4-6. Existing Kaputone Creek crossings on the local road network (Belfast Road, Factory Road and Guthries Road) utilise concrete pipe culverts with no provision for pedestrian access along the creek reserve due to the shallow incised nature of the creek and relative level of the roads.

The Kaputone Creek is either heavily grassed up to its margins or due to densly planted mixed exotic vegeation the creek is generally inaccesible. Overall, apart from the water flow in the stream itself, the creek has low to negligble recreational and amenity values.

Figure 4-6: Kaputone Creek Culvert Locations

4.11.5 Avon River/ Ōtakaro

The waterways in the Avon River/ Ōtakaro catchment affected by the Project do not have any significant amenity or recreational values of note.

The Avon River/ Ōtakaro is monitored for swimming water quality at Kerrs Reach which is graded also as ‘Very poor” however this site is upstream of any contributions of discharges from QEII Drive and the Avon River/ Ōtakaro itself is some considerable distance from the Project.

4.12 Potential for Land Contamination

Christchurch City Council maintains a database of closed landfill sites. The database lists a landfill site located within the original Northern Arterial designation, 200m north of Radcliff Road. The landfill is associated with the old Belfast Freezing Works and Tannery. A report by Tonkin and Taylor 25 provides an evaluation of the environmental and public health effects of 60 refuse landfills within the CCC’s administrative boundary. It identifies the old Belfast Freezing Works site as landfill No “107”.

CCC has provided two recent reports 26 27 detailing the assessment of the landfill “107”. This comprises an area of old offal pits and an area of uncontrolled waste disposal, which is located to the west of Kaputone Stream, adjacent to a 200m long section of the Northern Arterial corridor.

25 Tonkin & Taylor 2000, Closed Landfills in Christchurch: Further Evaluation, report prepared for CCC. 26 Tonkin & Taylor 2009, Ground Contamination and Geotechnical Investigation Former PPCS Canterbury Freezing Works . February 2009. 51297.004 27 Tonkin & Taylor 2009, Belfast South PPCS Site and Surrounding Land Geotechnical and Environmental Desk Study Report . June 2009 51297

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The alignment adopted for the Scheme and Specimen Design stage was partway between two alternative options investigated to the east. This avoids the only known area of contaminated ground. The land along the alignment has been used for rural purposes and while there is potential for elevated agricultural chemicals, most of this land has been used for cropping without any issues, and the soils would pose even less risk for the planned use as a highway corridor.

4.13 Summary of the Sensitivity of the Environment

The following summarises the sensitivity of the environment based on the supporting technical reports and the information presented in this section of the AEE Report:

• The shallow groundwater resource < 30 m is not used for drinking water supply and is not sensitive to the discharge of contaminants onto land.

• The deeper groundwater resource used for community supply has a low sensitivity to discharges onto land due to natural protection.

• The Kaputone Creek has moderate aquatic ecology value.

• The Ōtukaikino Creek, Waimakariri River and Styx River/P ūrākaunui have significant aquatic ecology value.

• The drains have very low to moderate aquatic ecology value.

• The Ōtukaikino Creek and associated wetland, Waimakariri River, and Styx River/P ūrākaunui has significant cultural value.

• The Ōtukaikino Creek and associated wetland, Waimakariri River, and Styx River/P ūrākaunui have moderate amenity and recreational value.

• All other streams and drains and have low to neglible recreational and amenity values, but have the potential with urban development to be ecologically enhanced.

• The Ōtukaikino catchment does not have flooding issues

• Flood flows can occur in the Waimkariri River at any time.

• The Styx River/P ūrākaunui catchment does not have significant flooding issues.

• The Avon River/ Ōtakaro catchment has isolated but significant flooding issues.

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5. Activity Classification

5.1 Resource Management Act 1991

The RMA provides the framework for resource use in New Zealand, and has restrictions relating to activities.

Section 9 of the RMA places restrictions on land use. Section 9(2) states:

No person may use land in a manner that contravenes a regional rule unless the use—

(a) is expressly allowed by a resource consent; or

(b) is an activity allowed by section 20A.

The construction activities will involve the excavation of land that is not an existing lawful activity pursuant to Section 20A, and therefore if an activity contravenes (or breaches) a rule in a regional plan or proposed plan, that activity will need to be authorised by a resource consent (i.e. land use consent).

Section 13 of the RMA places restrictions on land use in the bed and banks of rivers. Section 13 (1) states:

No person may, in relation to the bed of any lake or river,—

(a) use, erect, reconstruct, place, alter, extend, remove, or demolish any structure or part of any structure in, on, under, or over the bed; or

(b) excavate, drill, tunnel, or otherwise disturb the bed; or

(d) deposit any substance in, on, or under the bed; or

(e) reclaim or drain the bed—

unless expressly allowed by a national environmental standard, a rule in a regional plan as well as a rule in a proposed regional plan for the same region (if there is one), or a resource consent.

The Project will involve use, resection and extensions of structures in the bed of rivers, and disturbance and deposition of material on the bed of the river. Maintenance of these structures may also be required. There are no national environmental standards that expressly allow the activities, and therefore the works need to be expressly allowed by a rule in a regional plan and a proposed plan or it will need to be authorised by a resource consent (i.e. a land use consent).

Section 14 of the RMA places restrictions on water. Section 14(3) states:

A person is not prohibited by [subsection (2)] from taking, using, damming, or diverting any water, heat, or energy if—

(c) The taking, [using, damming, or diverting is expressly allowed by a national environmental standard, a rule in a regional plan as well as a rule in a proposed regional plan for the same region (if there is one),] or a resource consent; …

The proposed construction activities will involve the temporary and permanent taking and diverting of water. There are no national environmental standards that expressly allow the activities, and therefore the water takes

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and diversions needs to be expressly allowed by a rule in a regional plan and a proposed plan or it will need to be authorised by a resource consent (i.e. a water permit).

Section 15 of the RMA places restrictions on discharges of contaminants to air, water or land where it may enter water. Section 15(1) states that:

No person may discharge any –

(a) contaminant or water into water

(b) contaminant onto or into land in circumstances which may result in that contaminant (or any other contaminant emanating as a result of natural processes from that contaminant) entering water; or

unless the discharge is expressly allowed by a national environmental standard or other regulations, a rule in a regional plan as well as a rule in a proposed regional plan for the same region (if there is one), or a resource consent.

The proposed construction and operational discharges of stormwater, and dewatering water will involve discharges of contaminants to water, and onto and into land in circumstances that may result in that contaminant entering water. There are no national environmental standards that expressly allow the discharge activities, amd therefore the discharge of stormwater needs to be expressly allowed by a rule in a regional plan and a proposed plan or it will need to be authorised by a resource consent (i.e. a discharge permit).

5.2 Status and Scope of Regional Plans

The Waimakariri River Regional Plan (WRRP) has been operative since October 2004 and promotes the sustainable management of rivers, lakes and hydraulically connected groundwater, and river and lake beds in the Waimakariri River Catchment; to maintain and enhance the environment; and to achieve integrated management of these resources. The extent of the WRRP is limited to activities within or affecting the water or the beds of the Waimakariri waterways. It does not have wider effect in terms of land-based activities (e.g. riparian margins) within the Waimakariri River catchment. The WRRP does not contain permitted activity rules, and relies instead on the permitted activities, in the Canterbury Natural Resources Regional Plan (NRRP).

It should be noted that pursuant to Section 27 of the Canterbury Earthquake Recovery Act, 2011 (CER Act), the Minister has used his powers to to amend the WRRP and Canterbury Natural Resources Regional Plan 2011 (NRRP) as it applies to the Styx River/P ūrākaunui catchment. This makes the Styx River/P ūrākaunui catchment subject to the water quality rules in the NRRP. Water quality in the Styx River/P ūrākaunui catchment had previously been managed under the WRRP.

The NRRP consists of 8 Chapters which address sustainable management of natural resources in the Canterbury Region. Chapter 1 and Chapter 3 were made partly-operative from 27 October 2009, Chapter 2 was operative from 27 October 2009. The balance of Chapters 1 and 3, and all of Chapters 4–8 were made operative on 11 June 2011.

Chapter 4: Water Quality (WQL), Chapter 5: Water Quantity (WQN), and Chapter 6: Bed of Lakes and Rivers (BLR) are relevant to the proposed activities.

On 18 January 2014, Environment Canterbury publicly notified Council's decisions on submissions to the proposed Canterbury Land and Water Regional Plan (LWRP). The LWRP is intended to replace Chapters 4 to 8 of the NRRP. The LWRP, as amended by the decisions, became legally effective from 18 January, replacing the

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notified version of the plan. It is understood there have been appeals to the LWRP decisions, and the plan in its entirety. This will delay the plan becoming operative and replacing the relevant NRRP Chapters.

5.3 Relevant Definitions

The definition of a river in the NRRP and LWRP have been taken directly from the RMA. The WRRP does not provide a definition of a river so the RMA definition is still completely applicable. The RMA definition is:

river means a continually or intermittently flowing body of fresh water; and includes a stream and modified watercourse; but does not include any artificial watercourse (including an irrigation canal, water supply race, canal for the supply of water for electricity power generation, and farm drainage canal [our emphasis] )

All waterways (rivers, streams and springs), swamps and vegetation that existed in Christchurch were surveyed and mapped prior to significant human modification in 1856, this survey is referred to the “Black Map”. This survey has been overlaid with the current major roads in Christchurch to allow geographical orientation.

It should be noted that historically most of Christchurch’s swamps were drained via open deep step sided drains, some of which were boxed with timber. These are generally farm drainage canals and are therefore are explicitly excluded from being defined as a river. Typically in Christchurch if a waterway is called a drain it is usually a farm drainage canal. However there may be instances when existing streams were straightened or significant spring flows collected and directed, which would still be considered to be a river as these are considered to be ‘modified watercourses’.

A review of the Black Map against the numerous drains has been undertaken.

In addition to the Waimakariri River, Styx River/P ūrākaunui, Kaputone Creek, Prestons Creek and Shirley Stream the following drains, are considered to meet the definition of a river and therefore subject to restrictions under s13:

• Wilsons Drain Branch (former interconnected river bed/wetland of the Ōtukaikino Creek)

All other drains affected by the project are considered to be artificial watercourses in particular farm drainage canals therefore section 13 (bed of a river) of the RMA does not apply to any works in these waterways. Also artificial water courses do not have riparian margins pursuant to section 9 (land use) of the RMA. It is confirmed that sections 14 (water) and 15 (discharges to water) still apply to farm drainage canals as they contain freshwater.

5.4 Regional Rule Assessment

Table 5-1 provides an assessment of the activities classifications pursuant to section 87A of the RMA (were consent has been sought) under each relevant regional plan and their applicable rules.

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Table 5-1: Activity Status Classifications of the Resource Consents Required

Consent Type Activity Regional Rule(s) Activity Class Scope of Application/Reasons

Land use consent Earthworks within a riparian NRRP - WQL30 Restricted discretionary The extent of earthworks in the area zone of a river or adjacent to a determined by the relevant setback s9 (land outside wetland boundary distances may exceed 500m2 or 10% along bed of a river) a number of individual properties. - stormwater pipes LWRP - Rule 5.169 A cautious approach is applied and - embankment works consent is sought for all earthwork - stream realignment works activities in the riparian zones for the Styx River/P ūrākaunui, Kaputone Creek, Shirley Stream, Prestons Creek, Wilsons Drain Branch, and the Ōtukaikino Wetland. Vegetation clearance within a NRRP - WQL29 Restricted discretionary The extent of vegetation clearance in the riparian zone or adjacent to a area determined by the relevant setback

wetland boundary distances may exceed 500m2 or 10% along a number of individual properties. Restricted discretionary A cautious approach is applied and consent is sought for all vegetation LWRP - Rule 5.169 clearance activities in the riparian zones for the Styx River/P ūrākaunui, Kaputone Creek, Shirley Stream, Wilsons Branch Drain and the Ōtukaikino Wetland Excavation of land NRRP - WQL36 Non-complying Earthworks will occur in the Coastal Confined Aquifer System - The combined - Embankment works volume may exceed 100m 3 and occur including foundations and within 50m of a stream. There will be at ground improvements, Restricted Discretionary least 1m of undisturbed material between including piling the base of the excavation and Aquifer 1, LWRP - 5.175 except if drilled deep piling occurs for - Construction of foundation works extending to Riccarton stormwater treatment Gravels. systems

To install bores for dewatering NRRP – WQL31 Restricted Discretionary The use of well points or shallow bores may occur down to 10 m to abstract LWRP – 5.105 Discretionary groundwater. All conditions of the rules can be meet.

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Consent Type Activity Regional Rule(s) Activity Class Scope of Application/Reasons Hazardous substances storage NRRP - WQL38B Permitted Portable containers will not exceed 2000 litres LWRP - 5.179 Permitted

Land use consent Erection or placement of WRRP – Rule 7.3 Discretionary Bridges - the bridge span for Styx temporary and permanent (Waimakariri River and River/P ūrākaunui crossing will be more s13 (bed of a structures, extension of Wilsons Drain Branch) than 10m long and excavations of the river) existing, and use structures, Discretionary banks may be carried out NRRP – BLR4 New including any associated: structures Culverts – permanent new culverts on • excavating, drilling or other Kaputone Creek (built on-line), Shirley NRRP - BLR5 Existing disturbance, Discretionary Stream, will be greater than 25 m in length Structures • depositing of substances or Stormwater outfall structures placement LWRP – 5.143 reclaiming a bed, Discretionary works may be installed in flowing water, as may the extension to the culvert in Wilsons • planting or removal of any Drain (a “river”) plant or part of a plant Temporary structures may be required for • part of any plant, access and platforms, sediment capture, in relation to the bed of the and diversion of water Waimakariri River, Styx All permanent structures will have River/P ūrākaunui, Kaputone associated bank protection works and Creek, Shirley Stream, Wilsons placement of rip rap Drain Works in the bed to undertake diversions

Water permit s14 Permanent diversion of rivers NRRP – WQN2 Restricted Discretionary Permanent diversions/realignments and artificial watercourses associated with construction of roading LWRP – 5.6 (is silent) Discretionary include, Kaputone Creek, Kambachs Drain, Dales Drain and Rossiters Drain Temporary diversion of rives WRRP – Rule 5.2 Discretionary Temporary diversion to enable structures and artificial watercourses (Waimakariri River and in beds, and embankment works may

Wilsons Drain Branch) occur. These temporary diversions may be Restricted Discretionary in place for more than 4 weeks in a 12 NRRP – WQN2 month period. A cautious approach is Discretionary LWRP – 5.140/143 applied and consent is sought for all temporary diversions of waterways across the project area

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Consent Type Activity Regional Rule(s) Activity Class Scope of Application/Reasons Damning and diversion of WRRP – Rule 5.2 Discretionary Consent has been sought on a floodwaters precautionary approach if it is considered NRRP - WQN23 Restricted Discretionary that the Northern Arterial embankments LWRP - 5.6(Silent) & Discretionary are considered to dam and divert water in 5.144 the event of a flood in the Waimakariri River which results in a breach of the stopbanks Diverting of water via land WRRP - Rule 5.2 Permitted Subsoil drainage installed beneath drainage pavement to intercept high groundwater NRRP - WQN21 Permitted will occur. LWRP – 5.6 (silent) Discretionary The diversion will not affect any wetlands, or cause flooding. Taking of water for site WRRP - Rule 5.1 Discretionary Site dewatering for large structures where dewatering (non-consumptive there is high groundwater such as the Restricted Discretionary take) NRRP – WQN12 southern interchange may occur for longer LWRP – 5.120 Restricted Discretionary than 9 months. A cautious approach is applied and consent is sought for all site dewatering across the project area

Discharge permit Discharge of construction WRRP - Rule 6.1 Discretionary Ponding of stormwater may occur for more stormwater to surface water than 48 hours, discharge from disturbed s15 and/or land where it may enter area greater than 1ha, and total suspended water solids concentration may be greater than NRRP – WQL6/WQL48 50 g.m 3. Discretionary Complies with Class WAIM-TRIB standards

Discharges are within the boundaries of LWRP – 5.97 Non-complying Christchurch City Discharge of operational WRRP - Rule 6.1 Discretionary Total suspended solids concentration in stormwater to surface water discharge to surface water may be greater

and/or land where it may enter than 50 g/m3 water NRRP – WQL6/WQL48 Discretionary Complies with Class WAIM-TRIB standards The discharge is not from residential land LWRP – 5.97 Non-complying and is within the boundaries of

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Consent Type Activity Regional Rule(s) Activity Class Scope of Application/Reasons Christchurch City Discharge of water and WRRP - Rule 6.1 Discretionary Total suspended solid concentration will suspended sediment from site exceed 25 g/m3 but not exceed 150g/m3 NRRP - WQL2/WQL48 Non-complying dewatering activities Dewatering may exceed a nine month Restricted Discretionary LWRP – 5.120 period in certain locations Discharge of land drainage WRRP – Rule 6.1 Discretionary Subsoil drainage installed beneath water (subsurface drains) that pavement to intercept high groundwater NRRP – WQL2/WQL48 Discretionary may contain contaminants to and this will be discharged to nearby an artificial watercourse (AW), LWRP – 5.75(AW) Permitted watercourses river or wetland LWRP – 5.78 Discretionary The land drainage systems will not have existed at 3 July 2004

The temporary discharge of WRRP – 6.1 Discretionary The discharge may be more than ten hours sediment to land and water in any 24 hour –period. NRRP – WQL1/WQL48 Discretionary from works in the banks and Total suspended solid concentration may bed of a river (structure LWRP - 5.143 Discretionary exceed 100g/m3. placement & vegetation/willow removal) LWRP - 5.6 (silent) Discretionary The LWRP is silent on any sediment discharges as a result of vegetation removal from the bed

Note: A summary of the permitted activities classified as permitted and therefore are not required to obtain resource consent was provided in Section 1.4.2.

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5.5 Classification Summary

The final activity classifications for the activities sought under the relevant sections of the RMA on the basis of the most restrictive activity in the regional plans (refer Table 5-1 assessment) are:

• Section 9: Non-complying activity

• Section 13: Discretionary activity

• Section 14: Discretionary activity

• Section 15: Non-complying activity

It is generally appropriate to treat all the applications/activities as requiring assessment on the basis of the most restrictive activity, based on the principle of consent bundling where there is an overlap between activities (as discussed in Tairua Marine Limited v Waikato Regional Council, High Court CIV-2005-485-1490). In this case, it is considered that the entire project is sufficiently related and one activity cannot occur without the other so it is appropriate to “bundle” them all together. Therefore, the Northern Arterial and QEII Drive 4 laning proposal overall is considered to have an overall non-complying activity classification.

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6. Consideration of Alternatives

6.1 Overview

Schedule 4 of the RMA requires that where an activity includes the discharge of any contaminant, the AEE should also consider any possible alternative methods of discharge, including discharge into any other receiving environment.

This section discusses the alternatives considered for all aspects of the Proposal, and is not limited to just the discharge activities.

A range of options were identified and assessed to respond to the objectives for the project identified above. This included an initial scoping phase in mid-2010, a public consultation process and scheme development with stakeholder input. The key aspects of the project in relation to the regional resource consents sought for which options were assessed include, in summary:

• Northern Arterial alignment;

• Structures; and

• Stormwater management.

Options considered are summarised in Table 6-1 below.

Table 6-1: Summary of Options Considered

Category Ref Description

Alignment AL1 Western alignment (follows existing designation). AL2 Eastern alignment. Waimakariri River WB1 No widening. Bridge WB2 Widening to three lanes in the northbound direction. WB3 Widening to three lanes in both the northbound and southbound directions. Stormwater SW1 Planted swales/bioretention through extended detention. Treatment SW2 Grassed swales followed by separate treatment devices. SW3 Realign the open drain on the northern side of QEII Drive and use for highway runoff. SW4 Realign the open drain on the northern side of QEII Drive and install parallel swale. Ground GI1 Concrete displacement piles, stone columns, bored piles improvement GI2 Surcharging and pre loading options GI3 Light weight fills GI4 Geotextiles Kaputone Culverts KC1 Bottomless culverts on existing creek alignment. KC2 Offline boxed culverts with minor realignment of the creek. KC3 A flood bypass with smaller culverts maintaining low flows in the loop. KC4 A full permanent diversion channel with culverts providing land drainage only Styx River Crossing SR1 Single span bridge. SR2 Two span bridge.

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6.2 Alternative Alignment

6.2.1 Vertical Alignment

There is only one option for the vertical profile as it cannot be depressed due to ground conditions, a particularly high water table and adjacent drainage levels.

6.2.2 Northern Arterial

The history and presence of the existing Northern Arterial designation, historic land purchases, and development of the BAP means the project requires the Northern Arterial alignment to generally follow the existing designation whilst exploring options to reduce the environmental impact of the project.

At the northern connection to the Northern Motorway an existing bridge has already been formed with sufficient width to cater for the future Northern Arterial. This, combined with constraints such as the Ōtukaikino Reserve, tends to fix the northern extent of the Northern Arterial alignment.

Opportunities for minor realignments have been explored to cater for: • Increases in designation width to accommodate a 4-lane arterial; • Opportunities to avoid identified landfills; • Improve interface with future BAP residential areas; • Space for noise mitigation measures adjacent to existing residential areas; and • The need to interface with a grade separated interchange at the QEII Drive/Northern Arterial Extension connection.

Three alignment sub-options were considered in the vicinity of the Kaputone Creek, north of Radcliffe Road. An evaluation of these alignment sub-options is summarised in Table 6-2 below. An option to realign the Creek to the west side of Alignment 1 was also considered to eliminate two stream crossings.

Table 6-2: Alignment Options

Criteria/Indicator Alignment 1 Alignment 2 Alignment 3 Creek (Designation) (Middle) (Eastern) Realignment Contaminated Sites In landfill Avoids Avoids In landfill (tannery) Waterway Adjacent Including offset Avoids Adjacent Impact/geotechnical concerns – immediately adjacent to creek Designation widening Widen to West Avoids Avoids Utilises buffer into proposed BAP area Opportunity to No Utilise creek in Avoids No reduce BAP buffer zone residential setback

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Criteria/Indicator Alignment 1 Alignment 2 Alignment 3 Creek (Designation) (Middle) (Eastern) Realignment Property Impacts (All Increased use of Releases potentially As 2, but - private land) future higher value higher value BAP results in odd BAP residential, land – impacts surplus land avoids impact to directly on parcel property to East buildings to East Drainage/ICMP – Facilitates Facilitates Reduced Possible spring possible basin in opportunity impacts. Could be loop area difficult to consent Efficiency/Cost Base with landfill Neutral/cheaper – Neutral/cheaper – Greater than 1 treatment estimate geotech required geotech required (inc landfill works) at circa $2M - property - property compensation compensation

Realignment of Kaputone Creek parallel to the west of the arterial was seen as a viable geometric solution and would eliminate one creek crossing and significantly reduce the scale of another. However the cultural and environmental impacts, and the risk of failure of the diversion were key factors in rejecting this option. There is still a possibility that the full diversion option will be developed by CCC. If the programming of this work fits with the Northern Arterial programme then the treatment of the crossings of the existing Kaputone Creek alignment could be redesigned. The eastern alignment is the adopted solution as it avoids an existing landfill site, reduces the impacts on the creek and utilises the creek as a buffer between the arterial and the adjoining residential development.

6.2.3 QEII Drive

The general alignment of the QEII Drive is constrained by the existing road, land ownership and designation. Options to widen on either side have been explored. There is only one pragmatic approach and that is to widen on the northern side of the existing QEII Drive.

6.3 Alternative Receiving Environment

Infiltration testing was undertaken along the Northern Arterial route to investigate suitability of substrates for stormwater disposal and the results were included in the Scheme Design Geotechnical Interpretive Report (Opus, 2010). The permeability varied between 4 and 46 mm/hour depending on local conditions at each site.

Further infiltration testing was carried out by Beca in four boreholes in 2013 which indicated moderate to high hydraulic conductivity in the surrounding aquifers in boreholes BH301 and BH307 (180 and 360mm/hour respectively), lower conductivity in BH311 (72mm/hour), but very slow in BH320 (0.14mm/hour) which is likely to be related to the flowing artesian conditions observed at this site in the Cranford basin during winter 2013 (refer Groundwater Report Volume B).

Land drainage is also constrained by high groundwater conditions and land-based disposal of stormwater is therefore unlikely to be feasible for the Northern Arterial and QE II 4 - laning.

The additional lane on the Northern Motorway laning utilises land as the primary receiving environment as ground conditions are more permeable.

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6.4 Alternative Mitigation Methods

6.4.1 Major Structures over Rivers

Waimakariri Bridge Widening Construction

Although the option to allow the Contractor to construct the widenig of the bridge from the exisitng decks has not been ruled out, it is belived that it s extremly unlikely due to difficulty in constructing reinforcing below the deck from above. Also traffic management to enable crane use and room for contractors to undertake the works would require more frequent single lane closures and possibly total closures of the bridge.

It is therefore believed that access to the river bed will likely be the prefered option for the Contractor, as such consents to allow works in the bed and diversions to facilitate access have been sought.

Styx Bridge

The proposed scheme option comprised a 30m single span bridge with spill through abutments. Initial high level discussions regarding the Styx River/P ūrākaunui Bridge have been held with the Styx Living Laboratory Trust and the Christchurch City Council (CCC). An alternative bridge option comprising a 27.5m clear span with vertical MSE wall abutments was discussed and was viewed to provide the best opportunities for good urban design outcomes at this site. The MSE wall option is the subject of these applications.

Kaputone Culverts

Once the two realignment options of a flood bypass and full permanent diversion channel for the Kaputone Creek were ruled out (KC1 and KC2) as part of the Nothern Arterial project, the Specimen Design focused on further assessing options 1 and 2 considering a range of structure types including piled or shallow foundation portal structures, reinforced concrete box culverts, and small span bridges.

Initially 2.5m wide by 1.5m high reinforced concrete box culverts were shown constructed online at scheme stage. Waterway requirements have recently been confirmed for these crossings as outlined below, which vary from the scheme:

• Kaputone No. 1 4.0m wide by 2.0m high, 70m in length

• Kaputone No. 2 3.0m wide by 2.0m high, 105 m in length

• Kaputone No. 3 3.0m wide by 2.0m high, 140 m in length

From a structure perspective, piled or shallow foundation portal structures, constructed online, are currently assessed as the favoured structural option to avoid constructability issues with large excavation, dewatering and diversions for offline structures. This is likely to involve using temp culverts online with preloading for upto 12months before the tophat structure are put in place

The proposal for continuous roadside barrier on both sides of the Northern Arterial will have the positive effect of shortening these structures from that proposed at scheme stage. At Kaputone No.1, 2 and 3 crossings the overall length of the structures will reduce by around 13m, 17m and 21m respectively.

6.4.2 Operational Stormwater

Table 6-1 lists the four options (SW1 to SW4) considered for stormwater treatment prior to discharge to surface water.

Consideration was also given to the CCC Styx SMP treatment approach. While both the Northern Arterial and Styx SMP propose treatment of the first flush, the proposed treatment train differs. The key differences are:

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• Flow-through swales are included as treatment in the Northern Arterial design. In the Styx SMP swales are not part of the treatment design.

• On-line treatment via extended detention in swales is included in the Northern Arterial design, or off- line treatment via extended detention in basins. In the Styx SMP all treatment is off-line via extended detention in basins. Off-line treatment keeps the first flush volume separate from the remainder of the storm to improve the effectiveness of treatment.

• Length of the extended detention period (24 hours in Northern Arterial versus 96 hours in Styx SMP).

• Polishing treatment in a wetland (over 48 hours) is included as a separate treatment step in the Styx SMP, while for the Northern Arterial the swales and basins will be wetland planted but there is no separate wetland polishing stage.

Replicating the CCC’s approach of longer detention and having two treatment devices and being off-line in all circumstances, was not considered to result in substantial contaminant reduction efficiency benefits (refer Stormwater Management Report Volume B) compared to the additional land area required and increased maintenance costs. It is considered that adhering more to the NZTA Stormwater Treatment Standard (2010) 28 approach to treatment and use of swales is more practicable given the linear nature of motorway alignments and associated designation constraints, compared to residential development that the CCC SMP is addressing.

6.5 Summary

The current proposal is the NZTA’s preferred solution for achieving the objectives for the Project and is based on the outcome of an evaluation of the engineering, economic and environmental aspects of the alternatives considered.

28 New Zealand Transport Agency (NZTA) (2010) Stormwater Treatment Standard for State Highway Infrastructure.

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7. Consultation

7.1 Overview

This section discusses the community wide consultation undertaken during the investigations and reporting phase of the Project between March 2010 and November 2011, and then the more recent consultation with key statutory parties and interested parties mainly around the key operational aspects of the Project requiring regional resource consent of most interest being the Styx River/P ūrākaunui and Kaputone Crossings and stormwater discharges.

7.2 Investigations and Reporting

The consultation undertaken and the feedback received during the Investigations and Reporting (I&R) phase is summarised below. A consultation plan was prepared prior to the commencement of consultation. Further details are contained in the Consultation Summary Report contained in the Technical Appendices in Volume B of this Report.

The consultation undertaken and the feedback received may be summarised in the following four phases:

1. Scoping - aimed at gathering community feedback on issues and opportunities the NZTA should be considering to achieve integration between the state highway, road users, local communities, adjacent development and the local road network;

2. Scheme development - aimed at gathering community feedback on the options identified at Scoping stage for further investigation;

3. Scheme Refinement - the purpose was to provide the community and stakeholders with an opportunity to review and comment on the investigations undertaken and the draft preferred option before finalisation of a preferred solution. The best practicable option for the noise mitigation was not available so the consultation was limited to presenting the noise methodology and broad options; and

4. Preferred Solution – the purpose was to inform the community of the proposed solution, the outcomes of the BPO noise assessment and the proposed northern connection layout.

The following general tools and techniques were used throughout the consultation process:

• 3 newsletters;

• Website – updated as necessary;

• Media releases;

• Open Day;

• Face to Face meetings - meetings were set up as they were required or requested; and

• Database - an internal database was set up and maintained to include names and contact details.

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As the scheme was developed the key issues were around access and noise (and by relationship, the alignment). Considerable effort was put into investigating alternative access options for Guthries Road (alignment) and the QEII Drive side streets (Winters Road, Autumn Place, Grimseys Road and Philpotts Road). The best practicable option for managing noise was identified.

7.3 Cultural

Following the submission of the CIA to NZTA for the Project, the NZTA and Opus representatives had a hui with Ng āi Tahu and Te Ng āi T ūā huriri R ūnanga representatives. The purpose of the Hui was to further engage with the Rūnanga, provide an overview of the Project, to listen to any key issues, and agree on a way to move forward with regards to considering cultural outcomes in the design process.

NZTA presented an overview of the Project and more specific details on the approach to stormwater and water way treatments. Key points discussed and minuted at the hui with respect to the Project were as follows:

• Rūnanga representatives highlighted an existing concern about mixing of culturally different waters at the Ōtukaikino Living Memorial/Reserve area i.e. cultural/historic use of the area for embalming and the drain cut through the area in the 50s discharging these waters direct to the Ōtukaikino Stream. It was suggested the cultural concern could be addressed with a final polishing wetland, or water flows over free draining gravels, such as a fan spread, so that the water is cleansed by Papatuanuku before discharge.

• NZTA/Opus shared the technical challenges with high drain flows and the large size of the Wilsons Drain catchment. Also highlighted were the CCC plans to develop the catchment area as well as a potential new basin to the West of the reserve area. NZTA agreed to highlight the issue raised with CCC.

• NZTA/Opus highlighted that the Northern Arterial will treat and attenuate prior to discharge to the Wilsons Drain, and highlighted that CCC’s longer term plans (discussed above) may present some opportunity.

• Stormwater discharge locations – the Rūnanga representatives wished to see the release/discharge points to look natural and to avoid scour.

• Kaputone Creek Loop – if a full stream realignment, or high flow bypass is suggested, the Rūnanga would need further consultation, and a lot more information before a firm view or decision could be made on cultural acceptance – at first look, there are certainly some serious cultural concerns with the bypass options versus the culvert options. Could see some merit in squaring of culverts to reduce the overall length.

• Styx River/P ūrākaunui Crossing – supportive of providing appropriate height and provision for recreational access. No significant issues raised based on discussion around the proposed cross section.

The Waimakariri River bridge widening which is to involve in access to the river bed, which will involve formation of a temporary causeways, platforms and possibly diversion of flows, was not initially brought to the attention of Ng āi Tahu and Te Ng āi T ūā huriri R ūnanga. Subsequent advice to the R ūnanga was given of this part of the project by NZTA in June 2014. The Rūnanga advised that there were no significant issues with these works.

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engagement and consultation for all of the Christchurch RoNS projects with the details of how the CAG will operate agreed between NZTA, Rūnanga representatives and Mahaanui Kurtaiao Limited.

7.4 Council

7.4.1 Christchurch City Council

The CCC was extensively consulted in determining the options for the alignments and structures over the Styx River/P ūrākaunui and Kaputone Creek. Also engagement has occurred with the CCC regarding impacts on their stormwater management in the recovering catchments, and the sharing of the stormwater attenuation management with CCC’s adjacent Horners/Kruses ponding area under the CCC’s Styx SMP.

7.4.2 Environment Canterbury

ECan were a member of the Project Advisory Group during the I&R phase when options were investigated. A submission from the Programme Manager Transport was received as part of the formal submission process during consultation. ECan’s interest has mainly been around public transport matters. ECan have been kept updated, and will continue to be particularly regarding the Orbiter bus route.

The ECan Consent Section were consulted 29 with respect to confirming the categorisation of the below listed eight drains as artificial watercourses, and therefore not being subject to restrictions under s13 of the RMA. These drains are listed below:

1. Railway C68 Drain

2. Barclay’s Drain

3. Kruses Drain

4. Dales Drain (to be filled in and water diverted)

5. Horners Road Drain

6. Winters Road Drain

7. Horners Drain

8. Rossitors Drain

No response was provided that there was any disagreement with the artificial water course classifications for the above eight drains.

The ECan River Engineering Section and the ECan Parks and Reserves Sections manage the flood control of, and access to, the bed of the Waimakariri River respectively, as the river bed has been vested into the control of Canterbury Regional Council. In addition to the consent, permission is required from the landowner(s) in order to secure access to and/or undertake works in the river bed. Any access agreement is a separate authorisation outside the resource consent application process.

Given the potential effects of the Waimakariri River bridge widening access works on flood protection assets, recreational and amenitiy values, a meeting was held on 4 July 2014 with ECan River Engineer and Parks and

29 Email dated 21/05/2014 from Brent Hamilton (Opus) to Catherine Challis and Paul Hopwood (both ECan)

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Recreational representatives. The purpose of the meeting was to engage with the sections of Environment Canterbury responsible for Waimakariri River flood protection and the regional river park access and management, provide an overview of the Northern Arterial project, to listen to any key issues.

ECan representatives were supportive of the need for the project and the benefits to the wider community. However the following key points were raised for NZTA and their teams to take forward:

• Any diversion of the main flows in the Waimakariri River will need to ensure flows past the river flow recorder, that is located on the true right bank 20 m upstream of the old main highway bridge, are maintained

• Temporary causeways/platforms would have to be sacrificial to freshes and flood flows

• Procedures should be put in place for the Contractor to monitor weather and rainfall forecasts in upper catchment for the potential for flood flows to occur

• Orientation of causeways could be determined in consultation with ECan River Engineers closer to the time of construction to ensure do not pose flood, scour and erosion risk of flood protections assets

• Works on embankment of motorway on the southern side of river needs to avoid damaging of the stopbank armouring under south bridge abutments

• Jet boaters could be significantly affected due to length of construction period and if their ability to launch boats at the adjacent ramp was restricted.

• The need to also provide ongoing safe environment for other users of park i.e. walkers, runners, cyclists etc. on tracks both sides of rivers. This was applicable to both sides of the river.

• That a detailed construction methodology, flood erosion mitigation, and health & safety plan (recognising the high public use) should be prepared for inclusion in any resource consent application and contract documents.

Follow up meetings are scheduled with ECan River Engineering and Parks and Recreation representiative to occur to address the issues raised above with an intention to address as far as practicable the resource consent related issues prior to public notification of the applications.

7.5 Interested Parties

Ongoing consultation has occurred with the Styx Living Laboratory Trust since mid-2010. Their main interests have been with regards to the Styx River/P ūrākaunui and Kaputone Creek crossings.

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8. Assessment of Effects

8.1 Overview

In accordance with section 104(1)(a) of the RMA, when considering an application for a resource consent, the consent authority must, subject to Part 2, have regard to any actual and potential effects on the environment of allowing the activity.

In the RMA, unless the context requires otherwise, the term effect includes—

(a) any positive or adverse effect; and

(b) any temporary or permanent effect; and

(d) any cumulative effect which arises over time or in combination with other effects—

regardless of the scale, intensity, duration, or frequency of the effect, and also includes—

(e) any potential effect of high probability; and

(f) any potential effect of low probability which has a high potential impact.

The actual or potential effects of the Project are considered to be as follows:

• Effects on wider community from transport system improvements

• Effects on groundwater quantity

• Effects on groundwater quality

• Cumulative effects on soil quality

• Effects on surface water quantity

• Construction effects on surface water quality and aquatic ecology

• Operational effects on surface water quality and aquatic ecology

• Effects on terrestrial and avian ecology

• Effects on cultural values

• Effects on amenity and recreational values

• Effects on Waimakariri River infrastructure

• Effects on archaeological and heritage values

• Effects on landscape and visual values

Section 104(2) of the RMA provides that a consent authority may disregard an adverse effect of an activity on the environment, if a [operative] Plan permits an activity with that effect. Case law has established that the

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permitted baseline test relates only to the effects of non-fanciful hypothetical activities, which could be carried out as of right under the Plan. The application of Section 104(2) is discretionary, however there is no reason why that discretion should not be exercised in this case.

The permitted baseline includes the following activities:

• Diverting of water via land drainage blankets and subsoil drains (WRRP - Rule 5.2 and NRRP - WQN21)

• Lawfully established operational discharges of stormwater to land and surface water from the existing impervious areas of the Northern motorway and QE II Drive where they are being integrated with this capital Project (NRRP Rules WQL6 and WQL7).

8.2 Effects on Wider Community from Transport System Improvements

Overall the proposed Northern Arterial and QEII Drive 4-Laning is expected to generate significant positive effects for the wider community.

The purpose of the Northern Arterial and QEII Drive 4-Laning is to provide an improved linkage from the north to the Port of Lyttelton and Christchurch CBD as well as serving the expanding commercial, industrial and residential areas in the north of the city. It in turn will assist in providing improved opportunities for other transport modes and be an integral part of the total transport system for Christchurch.

The strategic directions of NROSS, the UDS, the RLTS and the BAP identify that the Northern Arterial and QEII Drive 4-Laning forms part of an integrated transport solution for the north of Christchurch. The project forms part of a package of roading improvements identified in a joint NZTA, ECan and CCC strategy for a sustainable northern access corridor. The Northern Arterial and QEII Drive 4-Laning has the support of CCC, ECan and other adjacent local authorities.

Current and future growth to the north of Christchurch is considered to be dependent on a proposed package of transport improvements including the Northern Arterial and QEII Drive 4-Laning for its ultimate success. Without the Northern Arterial and QEII Drive 4-Laning, the existing road network, which at times has insufficient capacity to cater for existing traffic demands, may be unable to cater for the increased traffic, and the strategic objectives of NROSS, the UDS, the BAP and the RLTS may not be achieved.

The transfer of traffic to a new facility provides opportunities for improved public transport services on the Main North Road corridor and adjoining local road network and further residential, commercial and industrial development to the north of Christchurch, thereby contributing to further economic development and the goal to improve public transport.

The Northern Arterial and QEII Drive 4-Laning, supported by other urban arterial roads and public transport services, will form part of an enhanced integrated, safe and sustainable land transport system in the north of Christchurch.

The Northern Arterial and QEII Drive 4-Laning is considered a critical link in the Canterbury strategic road network, as identified in the RLTS. It will provide the national strategic function of connecting Canterbury to the Christchurch CBD and Port of Lyttelton, while the local arterials provide a high level of access and connectivity. The resultant road network provides improved opportunities to enhance the public transport services in the area. The inclusion of parallel off-road cycleways will enhance the region’s cycleway network. It will also link the proposed new developments to the cycleway network in Christchurch and give greater access to those developments for cyclists to travel to the Christchurch CBD. Access across the motorway for pedestrians and cyclists and local vehicle traffic has also been integrated into the project.

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The Northern Arterial and QEII Drive 4-Laning is expected to have an overall positive effect on the volume of traffic on roads adjoining the Northern Arterial with a significant volume of traffic attracted away from Main North Road and Marshland Road.

It will not create a situation of community severance by acting as a barrier to movement across and along the corridor, but rather will enhance these movements. A range of intersections, interchanges and structures will facilitate vehicle access across the corridor with connectivity options for pedestrians and cyclists along and across the corridor.

8.3 Effects on Groundwater Quantity

The potential environment effects on groundwater quantity of the Project are mostly construction related and temporary in nature. The potential effects considered are:

• Accidental Artesian Aquifer Interception;

• Reduction in spring flow or diffuse leakage of spring flow via the stream bed at stream crossings;

• Lowering and mounding of groundwater levels due to drainage (including stormwater swales and basins); and

• Temporary site dewatering.

These effects are discussed in more detail in the Groundwater Report in Volume B and are summarised below.

8.3.1 Accidental Artesian Aquifer Interception

The underlying artesian pressures and groundwater flow could potentially be released by excavation and piling activities. Cased piles are likely to be used due to the low bearing strength of the geological materials which will assist in limiting potential seepage and accidental artesian aquifer interception as these are required to be founded in the upper part of the Riccarton Gravel aquifer (Aquifer 1).

Open excavations and shallow dewatering bores are not expected to be deep but potentially could encounter artesian conditions. The dewatering methodology chosen will need to take this into account, and when the risk is high a suitably qualified hydrogeologist is to be consulted as per the Dewatering Framework attached to the Groundwater Report. In the unlikely event uncontrolled aquifer inflows occur into excavations the Dewatering Framework also provides a contingency plan and emergency actions.

8.3.2 Surface Water Crossings

The placement of culverts in a stream bed can cause a reduction in the seepage of groundwater by “smothering” the bed or spring vent(s).

Given the culvert lengths at the Kaputone Creek crossings could be upto 50m in length, there is the potential for groundwater to be prevented from entering the stream, and therefore a reduction of the flow in the water body.

Several structural design options were considered for the Kaputone Creek crossings which initially including boxed culverts and now alternatively shallow foundation bridges. Previous investigations by Pattle Delamore Partners and Opus discussed in Volume B of this AEE, suggest that springs or seepage inflows at the crossing sites are absent or minimal.

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The proposed shallow foundation bridges structure is a portal “top-hat” structure which is like a small bridge. This structure would leave the stream bed undisturbed and avoid potential effects on spring flow during and after construction on Kaputone Creek.

Also the bridge crossing at the Styx River/P ūrākaunui will not affect spring flows as the river bed will not be disturbed during the construction or operation of the Northern Arterial Motorway.

Given the lack of springs or significant groundwater seepage at the Kaputone Creek crossings, we consider the potential effects from placing culverts (including the use of drainage blankets) on groundwater and springs to be negligible.

8.3.3 Groundwater Impacts from Stormwater and Drainage System

The Northern Arterial and QEII Drive 4-Laning stormwater system and road pavement drainage system has the potential to alter the shallow water table. Any development that requires drainage should ensure that the diverted water is discharged into a location that will preserve (and where possible enhance) the flow of any surface water systems that rely on the groundwater source that has been diverted. Creation of impervious areas and direction of stormwater runoff to surface water may also reduce groundwater recharge were ground conditions allowed this to occur.

The stormwater designers have taken account of areas where some groundwater inflows to stormwater detention devices are expected and appropriate planting and channel treatments will be specified. The bases of the proposed swales are typically 1m below ground level and are likely to be below the shallowest groundwater levels during the winter months across the northern and southern parts of the alignment. Due to the low permeability nature of the sediments and high groundwater conditions across the Northern Arterial alignment, the stormwater design is limited to “detention devices” where stormwater is held back, treated and released to surface water bodies. Stormwater discharges to land are likely to be very limited due to shallow artesian groundwater conditions and the low permeability strata that the swales will be constructed within.

Where the swales and basins are above groundwater levels, the low permeable nature of the surrounding sediments will restrict seepage into land. The seepage again is likely to be limited by high groundwater levels, and/or low permeability in situ geological deposits. In its rural pervious state the low permeable nature of surrounding sediments would also have restricted shallow groundwater recharge. In areas where the natural ground permeability is higher, swales will be covered with a lower permeability soil layer to avoid significant groundwater mounding effects, and containment of any contaminants in stormwater within the swale or basin.

Drainage blankets have been specified beneath all pavement areas in order to protect pavements from high groundwater. The drainage blankets beneath the pavements will direct seepage towards the stormwater system, where it will be detained, treated and discharged to surface water.

It should be noted that given the linear nature of motorway alignments any intercepted shallow groundwater will not be conveyed any significant distances (as centralised systems are not used) away from where it is intercepted, and is typically discharged to the nearest available/suitable drain, stream or river.

Given the Northern Arterial and QE II Drive 4-Laning is to be built above the current land surface, the alignments are linear in nature and are using decentralised stormwater discharge locations, the impacts of the diversion of groundwater flows via swales, basins and drainage blankets are likely to be insignificant on the shallowest parts of the groundwater system, where groundwater already migrates to surface water bodies.

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8.3.4 Temporary Site Dewatering

Temporary construction dewatering has been identified as being required at least at the following locations: Main North Road Overpass; Main North Road Railway Overpass; Kaputone Creek Crossing No. 1; Kaputone Creek Crossing No. 2; Kaputone Creek Crossing No. 3; Styx River/P ūrākaunui Bridge; Prestons Road Underpass; QEII Interchange; Grimseys Road Subway; and Hills Road Subway.

The excavations are likely to mostly consist of shallow excavation where materials are replaced to improve ground conditions beneath the ramps and underpasses. Dewatering rates will depend on the permeability of the materials, the required depth to which a dry excavation is required, and the number of sites requiring dewatering (either concurrently or staggered), and hence will need to be confirmed as part of detailed design.

Some dewatering may be required during the construction of the portal “top-hat” culvert structures in the Kaputone Creek and this will need to be managed appropriately by directing the flow to a sediment removal device and ultimately back into the stream.

The assessment of dewatering at Chaneys Underpass, indicates that upto 20 L/s per well may be required to achieve a drawdown of greater than 2m. Dewatering rates would be lower in silt dominated materials such as those found further south at QEII Drive Interchange and well pointing or sump pumping are likely to be the best options for dewatering these types of materials.

For the QEII Interchange considerable areas of NZTA land is available for dewatering water to be spilled onto pasture for filtration via overland flow, and infiltration (if conditions) allow, prior to flowing to low points and into the local drains.

Dewatering effects on groundwater quantity (entering waterways via spring flow) are considered to be less than minor due to likely low rates of dewatering required and the non-consumptive nature of the activity as the water is returned to the potentially affected waterways.

8.3.5 Summary of Groundwater Quantity Effects

Overall the construction (temporary) and operational related effects of the Project on groundwater quantity is well understood and will be insignificant.

8.4 Effects on Groundwater Quality

8.4.1 Overview

The potential environment effects on groundwater quality of the Project are both construction and operational related. These effects are discussed in detail below with operational stormwater discharge effects also discussed in the Groundwater Report contained in Volume B.

8.4.2 Construction Discharges

Discharges generated from construction activities such as site dewatering and sediment laden stormwater will at times be directed onto adjacent land to allow for filtration through vegetation, evaporation (summer months), and some infiltration to land to reduce sediment loads and volumes. It is not expected that directing construction water directly into land will be practicable due to the general site constraints along the Project

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alignments of low permeability and high groundwater, but potentially this could occur in localised areas if more permeable strata is present, in particular along the Northern Motorway.

Given the short term nature of the discharge of sediment to land, and that sediment is not toxic, mobile or a persistent contaminant in groundwater no adverse effects are expected.

If drilled piling methods are used down to 30m to Riccarton Gravels the void created may be filled with wet concrete for several metres in Aquifer 1 (that is used for drinking water supply), should the Contractor elect to use this foundation option. This would only result in negligible temporary pH changes at very short distances in Aquifer 1 from the piling zone.

8.4.3 Excavations/ Bores

Exposed shallow groundwater form excavations and temporary bores can increase the risk of spills entering groundwater. Hazardous substance management and mitigation is specified in the proposed conditions of consent, including that no maintenance of vehicles, refuelling or temporary fuel storage shall take place in or within 20 metres of open excavations, exposed groundwater.

Conditions requiring temporary capping of bores when not in use and permanent measures to avoid migration of contaminants on decommissioning are proposed.

8.4.4 Operational Stormwater Discharges

Northern Arterial & QE II 4-Laning

Given the site constraints of poorly drained soils and high groundwater over the Northern Arterial and QE II Drive 4 landing areas the use of land soakage as a mitigation, treatment and disposal method for discharges is not feasible.

However where there are more permeable soils, the operational stormwater swales and basins are not likely to be lined to be totally impermeable in all circumstances. Minor amounts of stormwater seepage from the stormwater conveyance, treatment and attenuation systems to shallow groundwater may at times occur

Active bores identified that are used for drinking water supplies within 500m of the Northern Arterial & QE II 4- Laning are at ~ 30 m in depth and would be unaffected as natural protection is provided by the above coastal confining layer of silt deposits and artesian pressure preventing any downward migration of residual stormwater contaminants.

Northern Motorway

The Northern Motorway new lane section will discharge stormwater to land as ground conditions are more permeable via grassed verges / filter strips. The shallower drinking water/commercial and Industrial supply wells that are downgradient in the industrial and residential area (Main North Road/Link Road/Empire Road/Kainga Road/ Tram Road) will not be adversely impacted, as infiltrating stormwater will pass through a layer of vegetated topsoil, and one to two metres of subsoils strata, prior to residual metal contaminants being diluted by the continual flow of fresh groundwater from recharge and throughflow associated with the nearby Waimakariri River. Also it is likely that a constant natural upwards groundwater pressure will be occurring in the Bridgend area also, minimising migration of residual stormwater contaminants down to the depths wells are screened at.

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Community Supplies

The entire Project is outside the protection zones of any community supplies.

8.4.5 Summary

The effects of the Project on groundwater quality is expected to be insignificant, and the activities do not represent any material risks to the drinking supply aquifers and public health.

8.5 Cumulative Effects on Soil Quality

It is considered that soil quality monitoring is not necessary within the swales and first flush and attenuations basins for the Northern Arterial and QEII 4-Laning as:

• Hydrocarbons, zinc and copper are unlikely to accumulate rapidly above guideline values for the protection of human (dermal contact) and plant health; and

• The systems are not designed to discharge to land and site constraints also nearly entirely prevent this occurring, as such any long term accumulation is not a risk to shallow groundwater quality.

The new laning of the Northern Motorway between Chaneys and the Waimakariri Bridge does involve discharges to land as the primary method of stormwater disposal through vegetated soils discretely along the extensive verge areas. It is noted that the existing global consent held by NZTA for the Canterbury region that includes the existing motorway does not include any soil monitoring, and given that the new laning does not involve collection and concentration of stormwater into land in small areas in this particular case soil monitoring appears to be unwarranted.

Additionally, plant health is an indicator of soil quality and it is proposed in the conditions for the operational stormwater consent that the swales and basin vegetation is maintained in a healthy and uniform state.

8.6 Effects on Surface Water Quantity

8.6.1 Springs

There are no permanent natural artesian springs within the designation, so capping or re-direction of springs are not required. A ‘Trough Spring’ was noted in the CIA and indications to the R ūnanga are that the flow would be maintained and redirected towards the Kaputone through a naturalised channel.

The rainfall intercepted and collection by impervious surfaces to be discharged to waterways would not have been a significant source of recharge for the shallow water table or contribution to gravity springs. The site constraints of poorly drained soils in the Northern Arterial and QEII 4-Laning areas would have limited recharge considerably, so no significant change in the recharge / water balance is expected. The Northern Motorway stormwater will continue to infiltrate to land immediately adjacent to the existing and proposed new laning so no changes in recharge/water balance is expected either.

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8.6.2 Diversions/Dewatering

Capture and diversion of the shallow groundwater via land drainage systems is a critical part of the design of the motorways to maintain pavement integrity and function of the stormwater systems. The diversion of groundwater that is retuned back to the local drains or rivers will maintain or potentially enhance baseflows in waterways.

8.6.3 Effects on Hydrological Regime and Flooding

The additional impervious areas constructed as part of the Northern Arterial will increase stormwater runoff. If not managed, this has the potential to:

• Increase peak discharges, potentially causing erosion and capacity issues in the receiving waterways.

• Increase the volume of water discharged to the receiving waterway catchment during the critical duration event for the catchment, increasing flood levels.

The Northern Arterial stormwater management system includes attenuation to mitigate these effects. Storage will be provided in basins or swales, with flow control on the outlets so that:

• The post-development peak discharge rate is no higher than the pre-development peak discharge rate for the same Northern Arterial footprint, upto the 2% AEP event.

• The volume discharged during the critical duration for the downstream catchment is no higher post- development than pre-development, upto the 2% AEP event.

The total volume discharged to the catchment will increase as a result of the Northern Arterial development. The additional runoff generated by the additional impervious area associated with the Northern Arterial and QE II Drive 4-laning cannot be lost as the ground conditions are unsuitable for soakage. However, the retention provided in the basins and swales will mean that this additional runoff is stored and peak flows are not released until after the critical duration for the downstream catchment (i.e. once the peak flood has passed).

The waterways which cross the Northern Arterial will also need to be safely conveyed across the alignment (via a number of culverts under the arterial and the bridge over the Styx River/P ūrākaunui) without flooding the Northern Arterial, increasing the flood level in the surrounding catchments or increasing flood risk to private properties.

The waterway crossings and storage in the stormwater attenuation facilities (basins and treatment and attenuation swales) are designed so as not to increase flood levels in the surrounding catchments. Also where the project involves filling within the 2% AEP floodplain (as identified in CCC flood modelling) offset storage or compensatory storage has been provided. This is in accordance with CCC’s standards.

The Specimen Design for the Northern Arterial and QE II 4-laning has been tested by GHD Ltd in CCC’s Styx SMP hydraulic model. A summary of the modelling methodology and a detail discussion on the results are included in the Stormwater Management Report in Volume B. This modelling undertaken by GHD concluded that the Northern Arterial Specimen Design does not increase flood levels in the surrounding catchment.

The Northern Motorway new laning is primarily designed to dispose of stormwater to land with overflows to the Wilsons Drain Branch that flow to the Ōtukaikino Creek and then to the Waimakariri River. The Ōtukaikino Creek is not believed to be prone to flooding, based on available knowledge and flood modelling that has been undertaken as part of the WBB. Also the flows to the Waimakariri River will be very minor and flooding in the Waimakariri is more associated with significant rainfall events in the Southern Alps and foothills.

Therefore, un-restricted stormwater discharge from the additional laning of the motorway is considered an appropriate means of management.

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8.6.4 Secondary Flows

Secondary flow paths for flows in excess of the stormwater swales and basins 2% AEP capacities will be determined during detailed design. Flows will be managed to ensure they don’t encroach onto the motorway upto the 1% AEP, therefore armoured spillways to control secondary flows will be likely be positioned near primary outlets to surface water.

External catchments (catchments outside the designation footprint) are generally assumed not to enter the Northern Arterial stormwater system, although the design needs to take account of where and how any upstream catchment areas truncated by the Northern Arterial are safely conveyed and discharged, both in terms of primary (mostly by identified waterways) and secondary flow. One significant secondary flow catchment truncated by the Northern Arterial is at Prestons Road. A culvert to convey this secondary flow has been included in the Specimen Design.

8.6.5 Summary

The potential effects on the hydrological regime, flooding and secondary flows have been adequately minimised by the proposed stormwater and waterway system scheme design and areas set aside for compensatory storage. Conditions are proposed that set out the minimum requirements to ensure effects on surface water quantity are not significant.

8.7 Construction Effects on Surface Water Quality and Aquatic Ecology

8.7.1 Overview

The potential environment effects of the construction of the Project on surface water quality and aquatic ecology mainly relate to sediment loads and hazardous substance use associated with the works. The sources of contaminants and their effects considered are:

• Sediment laden stormwater;

• Dewatering;

• Sediment release;

• Diversions; and

• Hazardous Substances/ Spills.

These activities/contaminant impacts are discussed in the Aquatic Ecology Report contained in Volume B, and have been summarised below.

8.7.2 Sediment Laden Stormwater

Exposed surfaces of bare earth are generally highly erodible and a source of sediment inputs into adjacent waterways, especially from overland flow generated during rain events. Suspended sediment can have a range of impacts on aquatic ecosystems including alteration of water chemistry, increasing turbidity, increasing

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invertebrate drift and altering community structure. Turbidity levels as low as 5 NTU can decrease primary production by 3–13%. 30

High turbidity can affect the amenity value of naturally clear waterways leading to public perceptions that the river is “dirty”. Deposition of sediment can change the nature of the substrate by filling the spaces between the rocks reducing the complexity of benthic habitat. This can lead to a reduction in biota (fish, invertebrates and algae) that prefer a clean, stony substrate and an increase in those that are tolerant of or prefer finer sediment. Ōtukaikino Creek is one of the higher quality waterways in the region that is largely clean of fine sediment; thus it is important to ensure it is not degraded by construction related inputs (e.g., sediment). 31 32

Throughout the project area best practice erosion and sediment control measures to prevent fine sediment entering adjacent waterways is a necessity (i.e., sediment fences, temporary detention ponds, bunds, dams, hydroseeding, etc.).

All construction phase stormwater discharge will be managed by way of an erosion and sediment control plan prepared in accordance with the ECan Guidelines. The Contractor will be expected to prepare this plan as part of the CEMP.

Specific attention will need to be given to minimising earthworks and construction effects involving waterways that have been identified as having moderate (Wilsons Drain Branch, Ōtukaikino Wetland, Kaputone Creek, Horners Drain) and high (Styx River/P ūrākaunui) ecological values.

While the Project involves extensive earthworks, the effects can be appropriately managed such that any adverse effects are not significant provided best practice contaminant, erosion, and sediment control measures are implemented.

8.7.3 Dewatering

Dewatering when necessary will be required to pass through a sediment removal device to remove suspended solids prior to discharge to be less than the maximum proposed allowable total ssupended solid (TSS) concentration of 150 g/m3 (refer proposed conditions).

A Dewatering Framework is included as an Appendix to the Groundwater Report in Volume B. This framework discusses the various options that could be used by the Contractor, and these are:

• Sediment control tanks

• Filtering discharges through vegetation

• A sediment control bag or flocculent impregnated sock

• Flocculent settlement ponds

Samples of discharge water that meet the consent conditions can be prepared for the different soil types in a laboratory based on the typical particle size expected to be discharged from the treatment methods. The TSS can be checked through a visual inspection of the water being released into the environment. Standard

30 Ryan, P.A. 1991. Environmental effects of sediment on New Zealand streams: a review. New Zealand Journal of Marine and Freshwater Research 25: 207-221 . 31 McMurtrie, S. & Greenwood, M. 2008. Long-term monitoring of aquatic invertebrates in Christchurch's waterways: Otukaikino and Styx River catchments 2008. EOS Ecology, Christchurch, New Zealand. EOS Ecology Report No. 06064-CCC02-01. 26 p . 32 James, A. 2012. Long-term Monitoring of Aquatic Invertebrates: Otukaikino River Catchment 2012. EOS Ecology, Christchurch, New Zealand. 06064-CCC02-05. 44 p.

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samples will be used for comparison to allow a rough instant field assessment of discharge quality (refer Figure 8-1).

Examples of TSS <150

Figure 8-1: Example of comparative samples to visually assess approximate TSS within the discharge

Due to the presence of the former Belfast Freezing Works west of the Kaputone Creek oxbow and crossings 2 and 3, there was a concern that contaminated groundwater could be pumped during dewatering. The quality of the groundwater at the Kaputone Loop was tested and found to comply with the Drinking- Water Standards for New Zealand (2005) except for slightly elevated concentrations of manganese and a single detection of E.Coli .33 This means that groundwater that is pumped for dewatering purposes and discharged in the Kaputone Creek is similar to background water quality of the Kaputone Creek (refer Aquatic Ecology Report in Volume B) and is unlikely to reduce water quality in this area of the Kaputone Creek.

Given the temporary nature of the dewatering discharges, proposed limit on the concentration of TSS discharged, the effects on surface water quality and ecology will not be significant.

8.7.4 Sediment Release

Outfall structures are required where there is a stormwater discharge point to surface water. Culverts will need to be formed into the banks of rivers and drains to not restrict capacity when built on line. The installation of outfalls, culverts and associated vegetation removal in the bed and banks and margins will involve excavation and vegetation clearance. The installation may require the temporary diversion of water. These works have the potential to release sediment directly to, or mobilise sediment, with the waterway.

Should water be required to be temporarily diverted so that works can be undertaken in dry conditions, a temporary diversion using, for example, a sandbag cofferdam will be constructed to deflect running water away from the edge of the bank and works area. This will reduce the potential for sedimentation and still allow for fish passage. Excavation will start at the banks edge with the installation of the outfall or culvert structures. There may be a need to cement boulders in place. Any cement used will be quick setting. The banks will then be planted with suitable species as appropriate. The sandbags/cofferdam will be removed once the works have stabilised (Woolmat secured in place and planted). A sediment curtain will likely be installed around the diversion to divert clean flow away from the works.

33 Opus 2013. Christchurch Northern Arterial - Factual Geotechnical Report. Report prepared for NZTA.

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Dewatering from behind the cofferdam will likely be required to keep the pipe haunching dry when compacting. Dewatering will have to be run via a settlement tank and then onto land for soakage or filtration via grass prior to entering the river.

Special care in terms of containment and disposal (if required) will need to be taken wherever bed sediments are disturbed in Kaputone Creek, Kruses Drain, and Horners Drain as sediments have been shown to be heavily contaminated by zinc (at levels above the ISQG-High trigger values) and too a lesser extent by lead. It would also be prudent to assume the bed sediments of many of the other artificial and modified waterways are similarly contaminated.

With respect to the Waimakariri River Bridge access track and platform, the Contractor will be required to form these during lower flows, and may be able to simply shape the local material on the bed to construct the access track and platform. If material is to be imported from elsewhere it will be specified that any material that is imported is clean river run gravel but it may be crushed i.e. have some broken faces. This will minimise sediment release should freshes or flood flows erode the temporary access track and platform gravel structure.

Whilst all practicable measures will be employed to minimise any discharge of sediment, and mobilisation of sediment in surface waters, works in the river margin and river bed may result in some temporary sediment discharge and minor discolouration of the water. There is a risk that cement used to hold natural dissipation materials in place may end up in the river. However it is normal practice to use quick setting concrete to minimise this risk.

8.7.5 Diversions

Temporary diversions to allow works in watercourses and the permanent diversions for realignment as described in Table 3-6 are also required for the Project and can affect fish passage and can result in the stranding of fish.

The artificial and modified water courses do support an assemblage of native fauna and in particular have good numbers of eels, which migrate to the ocean as adults to spawn. The Aquatic Ecology report recommends the involvement of an aquatic ecologist to ensure fish passage is taken into account in the placement and operation of temporary waterway structures and during the realignment/removal of the affected drains. As part of this, the report recommends that fish be relocated prior to construction.

The required fish removal procedures that can be confirmed are the methods of capture (electrofishing, fyke nets, and Gee minnow traps) and the release waterways to the Styx River/P ūrākaunui, (or other agreed suitable waterway). It is anticipated that fish removal in a particular section would be undertaken in the days immediately before it was dewatered or filled in to reduce the potential for it to be recolonised. Such sections will also be blocked during the fish removal activities to prevent the re-entry of fish. As at this stage of the project there is no detailed construction programme (the Contractor will prepare this), the detail of the logistics of fish relocation are not finalised. What is certain is that provision for fish relocation (time and budget) will be allowed for in the detailed construction programme.

In terms of timing to avoid migration periods, the most abundant species that will be relocated from the artificial and modified watercourses are short fin eel. It is probable that small numbers of long fin eel also are present. Both short fin and long fin eel elvers migrate upstream in the period mid-November to the end of March. Short fin eel reproductive adults migrate downstream February to April while long fin reproductive adults do so April to May. Other fish that may be present include common bully and inanga. Adult common bullies spawn under flat surfaces within their habitat (i.e. do not migrate to spawn); however, their larvae migrate downstream to the ocean October to November and juveniles migrate back upstream October to

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February. Inanga adults may move downstream to spawn in the vicinity of the saltwater wedge in the tidal zone of waterways from February to July. Juvenile inanga migrate upstream from the ocean from May to mid- November.

Trout are unlikely to be present in any great numbers in the watercourses, and therefore their yearly migration to spawning areas does not need to be accounted for.

These periods of potential fish migration activity encompass much of spring and summer, which is often the desired construction period for major infrastructure projects. Additionally, a project of this scale will take at least two years to complete. Thus it is more than likely that some of the fish relocation works will conflict with the upstream and/or downstream migration of the fish species likely to be present. That being said, the majority of fish that will be relocated are eels that will be at a non-migratory stage of their lifecycles and as long as juveniles (of all fish species likely to be present) are prevented from colonising sections that are soon to be dewatered and/or filled in, there should be no issues for migrating fish resulting from this project.

Where channels are to be filled in, any prior dewatering should be done gradually over several days to allow aquatic biota the opportunity to move downstream and any ponded areas checked for stranded fish.

Because of the temporary nature of the diversions and limited fish populations in the tributary waterways where diversions may be required, the potential effects on fish passage/stranding’s during construction can be appropriately managed such that any adverse effects are less than minor—provided the construction process has input from a suitably qualified aquatic ecologist.

8.7.6 Hazardous Substances / Spills

The operation of large machinery for earthworks and construction will potentially result in contaminants such as oil, grease, and fuel being deposited within the construction zone which may be mobilised in runoff and enter adjacent waterways. Additionally, the vast amounts of concrete and asphalt which will be poured over the course of the project have the potential to contribute contaminants through runoff during rain events.

These contaminants will adhere to sediment and be removed through standard erosion and sediment control practices. Concrete and asphalting would be undertaken in typically fine conditions, the permanent stormwater system would likely to be functioning at the time when final asphalting would occur, although the level of establishment of the wetland plantings that assist with treatment would be limited.

Hazardous substance management and mitigation is specified in the proposed conditions of consent, including that no maintenance of vehicles, refuelling or temporary fuel storage shall take place in or within 20 metres of a waterway.

8.7.7 Summary

While the Project involves extensive earthworks and other construction activities, the effects can be appropriately managed such that any adverse effects can be reduced to be not significant and only temporary in nature.

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8.8 Operational Effects on Surface Water Quality and Aquatic Ecology

8.8.1 Overview

The effects or activities that have been considered with respect to the operation of the Project on surface water quality and aquatic ecology values are:

• In-stream habitat loss;

• Fish and invertebrate passage;

• Riparian margin modification;

• Erosion and scour; and

• Stormwater contaminants.

The impacts are discussed in the Aquatic Ecology Report contained in Volume B, and have been summarised and discussed in further detail below.

8.8.2 In-stream Habitat Loss

Aquatic habitat will be lost associated with three permanent realignments/diversions as detailed in Table 3-6, being:

• Karnbachs Drain ~260 m

• Dales Drain ~ 200m

• Rossiters Drain ~1,000m

Overall ~1,460m of existing aquatic habitat has the potential to be lost permanently by the construction of the Project. The planned replacement channels total 1,200m as Dales Drain is not to be realigned but its small flows directed to the stormwater conveyance system.

Given the disturbance and permanent loss of sections of the Karnbachs and Rossiters Drains, the creation of realigned sections need to take the opportunity to add channel improvements in the form of improved fish cover, habitat complexity, and the planting of native riparian vegetation. All aspects of the new channels (i.e., dimensions, shape, substratum, in-stream features) will have input from an appropriately qualified freshwater scientist. Features such as deep pools, submerged logs and stumps, overhanging vegetation, and heterogeneous habitat and flow characteristics will be incorporated in channel design and landscaping. Linear, homogeneous channels such as those that exist now will be avoided. Riparian planting should incorporate native vegetation and a good proportion of trees to shade the new channel and prevent excessive macrophyte growth.

Open channel areas will also be permanently lost where new culverts and extensions to culverts occur at Kaputone Creek (3 x new), Preston Creek (new), and Wilsons Drain Branch (extension). Shirley Stream’s culvert is to be shortened so new habitat will be created. The total net habitat loss associated with the culverts will be 430 m, of which 306m is associated with the Kaputone Creek culverts. What was open freshwater habitat becomes enclosed and permanently darkened. This will alter instream processes, especially those that rely on natural light such as plant and algal growth and the circadian rhythms of aquatic biota. Box culverts fundamentally alter the riverbed with an impervious surface that cuts off that section of channel from the hyporheic zone (the interface between groundwater and surface water). It also means the opportunity of any

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riparian or instream habitat improvements (e.g., channel recontouring, planting of native vegetation) are permanently lost for those sections of waterway.

To aid the rapid re-establishment of fish cover and invertebrate habitat, clumps of existing native macrophytes could be transferred from the channels to be in-filled to the newly created channels.

In summary several hundred metres of previously open channel will be replaced with enclosed culverts, and the Dales Drain section to be realigned as a result of a diversion of water is not to be replaced. Appropriate compensation for this unavoidable alteration to freshwater and riparian habitats by the Project could involve the riparian planting of a length of riparian zone similar to that being lost by culvert installation. This area will need to be outside of the project area and preferably on the banks of the Styx River/P ūrākaunui. Consultation with the Styx Living Laboratory Trust is underway to identify options of location and scale for this proposed off-set mitigation planting.

8.8.3 Fish and Invertebrate Passage

Instream structures such as culverts can impede the free movement of fish. A number of New Zealand fish species are migratory and require free passage between freshwater habitats and the ocean to complete their lifecycles. In practice there are numerous poorly designed and unmaintained culverts in New Zealand that impede fish movements. 34 Culverts commonly restrict fish movement by having a perched outlet at the downstream end and creating velocity and/or depth barriers through the culverted section.

The rivers (as defined by the RMA) that require consent for new culverts or modifications to existing culverts are limited to Kaputone Creek (3 x new), Preston Creek (new), Shirley Stream (shorten) and Wilsons Drain Branch (extension).

Concern has been raised regarding the length of the new culverts creating a darkness barrier for some fish species. There is little evidence of darkness caused by culverts being an issue for most New Zealand fish species.35 In fact, in some streams lacking cover for fish, culvert pipes with appropriate structures or natural substratum installed on the culvert bottoms (e.g., rocks) provide habitat for certain species (e.g., eels, koaro, banded kokopu). Given shortfin eels and the non-migratory upland bully dominate the fish community of Kaputone Creek, culvert ‘darkness’ is not likely to be a significant issue.

Culverts can also prevent the upstream-downstream movement of flighted adult aquatic insects, potentially limiting dispersal and influencing population dynamics. It has been shown that culverts appear to prevent the movement of some New Zealand caddisflies while the more open structure of bridges had no such effect. 36 The rivers in question (Wilson Drain Branch, Kaputone Creek, Shirleys Stream, Preston Creek) are dominated by non-insect taxa that do not have flighted adults, although chironomids (non-biting midges) are quite common. Of the more pollution-intolerant mayflies, stoneflies, and caddisflies, only caddisflies were present in Kaputone Creek and then only in very low abundance.

While the design of the three Kaputone Creek culverts is to be finalised, they will be bottomless arch culverts. This means the existing bed substrate is maintained and the flow characteristics (i.e., water depth, water velocities) are unchanged.

34 James, A. & Joy, M. 2008. A preliminary assessment of potential barriers to fish migration in the Manawatu River catchment, North Island, New Zealand. Massey University. 137 p . 35 Boubée, J., Jowett, I., Nichols, S. & Williams, E. 1999. Fish Passage at Culverts. A Review, with Possible Solutions for New Zealand Indigenous Species. Department of Conservation, Wellington. 63 (plus appendices) p. 36 Blakely, T.J., Harding, J.S., McIntosh, A.R. & Winterbourn, M.J. 2006. Barriers to the recovery of aquatic insect communities in urban streams. Freshwater Biology 51: 1634-1645.

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The new box culvert at Prestons Creek (as will other artificial watercourses) will be oversized for the existing channel and have a buried base filled with a natural coarse stone substratum. A defined low flow channel will be created through the culvert so that shallow water depths do not become a barrier at times of low flow - this will be created by sculpting a meandering channel through the coarse stony fill when the base is buried. Some larger rock material (i.e. 125–300mm diameter) will be included to ensure there are resting areas for smaller migrating fish (e.g. elvers, juvenile bullies).

Where the existing culverts are modified at Wilsons Drain Branch and Shirley Stream and at other locations it is expected that fish passage will be either maintained or enhanced. The join of the existing and new sections will be installed so they are not perched. There may be where practicable an opportunity to make sure the existing culverts meet fish passage requirements and making any required modifications (e.g. installing rock material).

The adverse effects of culverts on fish and invertebrate passage have the potential to be more than minor but can be remedied by the use of appropriate culvert design. The proposed construction methodologies and designs will ensure that the effects are appropriately remedied provided the mitigation measures outline above are undertaken.

The bridge structure will also be designed to avoid any significant impact on upstream flood water levels and also such that the bridge does not become a constraint on the waterway (causing scour and erosion) if river conditions (any current constraints) alter both upstream and downstream during its design life.

8.8.4 Riparian Margin Modification

The exact Styx River/P ūrākaunui bridge design is yet to be finalised but it will likely have a 25 m long span and be approximately 27 m wide (including a 1 m wide light gap at centre). The bridge is likely to have mechanically stabilised earth (MSE) abutments (no piers).

Willows that protrude into the wetted channel and currently provide fish cover and invertebrate habitat will be removed. The width and height of the bridge will mean a section of the river and riparian zone will be permanently shaded although the orientation means it will receive sunlight from both sides over the course of a day. While this shade is probably of little direct importance to aquatic biota, it will reduce the ability of many riparian plant species to grow. Additionally, the impervious surface of the bridge will prevent rainwater from reaching a section of the riparian zone creating an artificially dry area.

The loss of stream shading by vegetation is mitigated to some extent by the bridge itself, which will provide a darker, more permanent reduction in light compared to the existing deciduous willow canopy. A 1 m wide central light well will mitigate this permanent shading by the bridge to some extent however the orientation and relatively low height of the structure will mean little sunlight will reach beneath.

The permanent shade, dry soil conditions, and height restriction created by the bridge will limit the plants that can successfully be used in replanting. Thus a planting plan specific to these conditions will be compiled, with a suitably trained botanist to provide input as to the most appropriate native plant species that could tolerate such extreme conditions and to provide the best possible replacement riparian habitat to provide for aquatic ecology health.

8.8.5 Erosion and Scour

For the stormwater outfalls, the headwall will be set back a short distance from the bank (typically 1.5m) and a short channel will be formed to the river bank. This channel will be covered with Woolmat for erosion

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protection and planted for screening. The invert will be lined with cobbles. This mitigation will minimise erosion and scour effects on the stream bed and aquatic ecology.

The culverts and Styx bridge structure will also be designed to avoid any significant impact on upstream flood water levels and also such that the structures do not become a constraint on the waterway (that may have potential to cause score and orison of the bed and banks) if river conditions (any current constraints) alter both upstream and downstream during their design life.

8.8.6 Stormwater Contaminants

Contaminants of Concern

Once constructed, the Project will form a significant impervious surface where formally there was none, and therefore introduce new loadings of roadway contaminants. Road contaminants consist of petrochemicals (oil, fuel, and grease), copper (mostly from brake linings), zinc (from tyres), lead, and fine sediment. Additionally, spills resulting from vehicle accidents will occur from time to time and result in various substances potentially entering adjacent waterways (e.g., petrol, diesel, cooling fluid, miscellaneous cargo). These contaminants can have detrimental effects on surface water quality and aquatic ecology.

Concentrations of pathogenic micro-organisms may also be found in the runoff from this Project due to provision for pedestrian use adjacent to the carriageway for the Northern Arterial alignment, in close proximity to new and proposed residential areas, as residents may walk their dogs, which could result in faecal coliform/ E. Coli concentrations from dog faeces.

The stormwater system will be designed to ensure there are no significant periods of ponding water to attract water fowl within the swales and basins.

Nutrients are also not expected to be commonly found in stormwater from road networks, nor are they commonly in general urban runoff at significant concentrations to be a contaminant of concern to groundwater quality.

Mitigation

The Stormwater Management Report estimates that 90% of rainfall events will be fully contained by the stormwater system for the Northern Arterial and QEII Drive 4-Laning (Chainage 900 to 2900), with the remaining 10% receiving a slight reduction in contaminant removal.

EOS Ecology has suggested that for the QEII 4-Laning section where it includes a major roundabout (QEII Drive and Innes Road intersection) that NZTA should consider some increased level of stormwater treatment for this zone (chainage 2900 to 3440).

This upgrade is not considered to be required as the roundabout and existing carriageways in the zone (540 m length) do receive treatment via a grassed swale, and the discharges already form part of the existing environment and are currently authorised by an existing resource consent held by NZTA. Also the Avon River/ Ōtakaro is a significant distance (many kms) from the Projects local discharge points to tributary drains. Additionally, the average first flush flow from the existing and new carriageway to be discharged to the Avon catchment is relatively inconsequential (i.e., 7.97 L/s) once it has percolated through the tributary drains to the main river and mixed with numerous other stormwater inputs.

Stormwater from the Waimakariri River SH1 Bridge widening is not proposed to be treated in any way, and will just flow off the bridge as per the existing lanes. This is considered to be the best practicable option given the mean flow in the Waimakariri River is 124 cubic metres per second at this point.

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Modelling

Contaminant load modelling of the Northern Arterial and QE II 4-laning was undertaken by Opus.

Yield values were obtained from The National Stormwater Quality Database - 75 percentile motorway (NSQD, 2008). 37 Contaminant yield data has been taken from this database for total suspended sediment, zinc, and copper and total petroleum hydrocarbons. Whilst other metals will be present as discussed their concentrations/volumes are considered to be insignificant. Reduction efficiencies were sourced from the Auckland Council Contaminant Load Model Version 1. Auckland Council reduction efficiencies used are shown in Table 8-1.

Table 8-1: Reduction Efficiencies Modelled for Contaminants of Concern

Reduction Efficiency Device (s) TSS Zinc Copper Hydrocarbons Swale 75% 47% 57% 47% Swale & Wet Extended Pond 85% 55% 66% 58%

The scenarios modelled were:

• Average treated first flush flows to baseflows within all the rivers with water quality classes. Background dry weather concentrations in the rivers were included.

• Average first flush flows to three actual recorded and sampled wet weather events in the Styx River/P ūrākaunui in late 2013 and early 2014 events (one small: 16 mm; one moderate 27.2mm; and one large: 71.2mm of rainfall in 24 hours preceding sampling).

The average discharge flows from the treatment devices assumed a 25mm rainfall event discharged over 24 hours from controlled extended detention outlets.

The dry weather receiving environment concentrations were sourced from EOS Ecology sampling specifically for the Project in the Styx River/P ūrākaunui, and Kaputone Creek. The WBB project had dry weather data for the Ōtukaikino Creek which was also undertaken by EOS Ecology. The dry weather Avon River/ Ōtakaro concentrations were sourced from monthly CCC Avon River/ Ōtakaro data at the location Horseshoe Lake flows into the Avon River/ Ōtakaro. The data used was collected between January 2013 and November 2013, as this was the most recent and the laboratory analysis was at trace level.

The baseflow modelling was kept very simple and considered the cumulative effects of all the discharges to each river (mass mixing), instead of looking at 14 individual discharge points in isolation after mixing, as 10 of the stormwater outlet points are to tributary drains in the first instance. The baseflow scenario is considered to be representative of a conservative scenario (baseflows in all rivers) when considering the impacts of the Northern Arterial discharge in isolation on the receiving environment.

The wet weather event modelling was limited to the Styx River/P ūrākaunui as this river was the only one that had flow recordings during the actual storm events modelled. It should be noted that the Styx River/P ūrākaunui is the main receiving environment for the greenfield Northern Arterial alignment, with 6 outlets and 48.5 % of all first flush flows from the alignment, and the Styx has significant ecological values. Due to different scales of the storms, the Styx River/P ūrākaunui wet weather modelling provides a good range of actual rainfall events for assessment.

37 Robert Pitt, Alex Maestre, and Renee Morquecho 2004 (updated 2008), The National Stormwater Quality Database (NSQD, Version 1.1), University of Alabama.

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In summary the receiving environment concentrations generated are based on modelling and a number of reasonable assumptions, and in particular specific scenarios, but ultimately should only be considered to be indicative.

Effects Assessment

The modelling assumptions and results were provided to EOS Ecology who have compared these against the 95% species protection level standard for zinc and copper for their assessment of effects on surface water quality and ecology. TSS was compared against a value derived from the stormwater discharge rules in the regional plan for spring fed-rivers. It should be noted that the LWRP Standards for the Avon River/ Ōtakaro require 90% species protection not 95% as the river is classes as a spring-fed-urban river.

The Aquatic Ecology Report discussion on the modelling results was:

• Dry weather baseflow modelling showed that theoretically when considering the Projects cumulative discharges in isolation within the receiving environments, the total suspended solids (TSS), zinc, and copper concentrations in the Ōtukaikino Creek, Styx River/P ūrākaunui, and Avon River/ Ōtakaro will remain below the water quality standards of the LWRP. Because of the smaller flow of Kaputone Creek compared to the estimated volume of inputs, theoretically zinc and copper concentrations will be above the LWRP standards for this waterway.

• Modelling of the Styx River/P ūrākaunui during three wet weather events indicates that even with stormwater treatment, zinc concentrations will exceed the LWRP guidelines during all rain events (assuming a first flush flow of 37.09 L/s). During larger events, copper would also be likely to exceed these guidelines. TSS, however, remains well below the guideline for all rain events. Given dissolved zinc concentrations are already often exceeding LWRP guidelines during rain events in the Styx River/P ūrākaunui, Kaputone Creek, and some of their tributaries before the Project is built, it will be impossible for the Project discharges in combination with existing wet weather flows to ever meet these standards.

It should be noted that the LWRP water quality standards for toxicants (metals) are based on the Australian and New Zealand Guidelines for Fresh and Marine Water Quality (ANZECC (2000)). There are, however, several problems with the manner in which the LWRP seeks to apply ANZECC (2000) trigger values as water quality standards.

• The ANZECC (2000) trigger values were never intended to be applied in an absolute and impervious fashion, rather ANZECC (2000) indicates that if trigger values are exceeded further investigation is required.

• There is current debate over the scientific basis for the derivation of some of trigger values, particularly those pertaining to metals. 38

• It is also noted that the LWRP provides no guidance for hardness dependant metals, but it is well established that the toxicity of certain metals (e.g., copper and zinc) is hardness dependant.

The Aquatic Ecology Report has provided hardness adjusted zinc and copper values sourced from the CCC Styx SMP AEE, which were validated from measured hardness in receiving water during sampling events undertaken by EOS Ecology. This lowered the trigger/standard levels but did not result in any less exceedances.

38 Fitzpatrick, M.; Kennedy, P. 2008: Re-evaluation of ANZECC 2000 trigger values in the New Zealand setting. 5th SETAC World Congress, Sydney Australia 3-7 August 2008.

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Stormwater Impacts Summary

By constructing a four-lane motorway it is unavoidable that stormwater runoff will enter adjacent waterways where it will have impacts on water quality and instream ecological values. These impacts will be managed by a best practice stormwater treatment systems that uses first flush treatment to minimise the volume of contaminants entering receiving waterways.

Provided the proposed stormwater treatment system is maintained over time to operate at the estimated efficiencies then the adverse effects of stormwater discharges for the Project overall will be mitigated to an acceptable level. Given the receiving environment already receives untreated stormwater from large catchments, and that some contaminants already exceed guideline/regional standards values during rain events, the aquatic fauna inhabiting the waterways are already limited to those fauna tolerant of such conditions. Thus it is unlikely the additional discharge of treated stormwater from the motorway will alter the aquatic fauna, however it will limit the ability to improve the health of the waterways in the future.

The impacts on the Waimakariri River water quality from the Northern Motorway Bridge unmitigated discharges are considered to be negligible.

8.8.7 Summary

By operating a four-lane motorway it is unavoidable that there will be adverse impacts on surface water quality and aquatic ecology. Overall these effects are likely to be significant in terms of the ability for restoration and improvements to aquatic ecology values. Through the use of best practice design and treatment it is expected that the aquatic ecology values will be at least maintained.

8.9 Effects on Terrestrial and Avian Ecology

8.9.1 Construction Impacts

The impact on terrestrial, avian and riparian ecology of road surface runoff containing sediment or other contaminants during post-construction road operation is likely to be insignificant along most of the alignment provided industry best practice techniques are applied to intercept and manage all such runoff. Those sections of road close to waterways will require special attention, and the installation of industry best practice techniques to ensure no untreated runoff reaches the stream or wetland. Ōtukaikino wetland will need to be monitored most closely because the impact of potential increased sediment and contaminant loads is likely to be greater and more prolonged than for the stream sections.

The removal of willows along stream margins within the proposed Northern Arterial footprint, especially at the Styx River/P ūrākaunui crossing, is likely to generate increased sediment loads that will have a significant short term effect on the ecology of the streams and their margins. There are no apparent mitigation actions to eliminate the effects of this activity, however, measures are recommended that can be utilised to minimise the impact of the willow extraction and bank re-formation work.

The area immediately upstream and downstream of the SH1 Bridge is not a potential suitable bird nesting site for nationally endangered wading birds, and therefore no impacts over the breeding season on these avian fauna is expected.

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8.9.2 Long Term Impacts

The beneficial effects of the Northern Arterial on terrestrial ecology are:

• Substantial areas along the alignment will be planted with indigenous species including an extension of the wetland planting at the Ōtukaikino reserve;

• Improved habitat for birds and invertebrates (Kaputone Oxbow ‘island’);

• Post construction, improved habitat where willows have been removed from the margins of the Styx River/P ūrākaunui and Kaputone and a more natural environment has been established.

The Northern Arterial alignment will have some adverse effects on indigenous vegetation, habitat for indigenous fauna, and dispersal corridors for birds and invertebrates from loss of habitat at stream crossings. Any effects should be adequately mitigated by planting areas disturbed by road construction with appropriate plant species. In riparian margins, planting should be with locally sourced indigenous species.

The Northern Arterial alignment cuts close to the eastern edge of the Ōtukaikino Wetland, the Northern Arterial does not alter the actual area of wetland habitat. While not a physical loss of habitat, there is the potential for the motorway to impact on birdlife in the wetland due to its closeness and increased traffic causing additional disturbance to wetland birds. This could impact significantly on species such as the bittern, which are sensitive to such disturbance.

8.9.3 Summary

It is considered that the adverse effects on terrestrial and avian ecology during construction of the Northern Arterial will be temporary and any residual effects will be outweighed by the beneficial effects of the long term improvements to the Ōtukaikino wetland habitat and riparian ecology of the Styx River/P ūrākaunui and Kaputone Creek from associated native plantings.

The construction of the additional lane to the Waimakariri River SH1 Bridge is not expected to have any impact to breeding wading birds.

8.10 Effects on Cultural Values

8.10.1 Overview

The CIA Report attached as Appendix C provides an assessment of the project on Ng āi Tahu values (Section 7). Whilst the CIA Report covers a range of issues, this AEE report discusses those of particular relevance to the activities sought from the regional council. The NoR lodged with the CCC details the other values and outcomes sought by Ng āi Tahu.

8.10.2 Land Disturbance/Earthworks

Any activity that involves ground disturbance has the potential to uncover cultural material (taonga or w āhi tapu).

Ōtukaikino wetland and the Silent File Area 15 have be impacted by the Northern Arterial alignment, there also may be unknown sites in the Project area. The outcomes sought in the CIA Report were that a cultural monitor

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attend the excavations in the silent file area and near the Ōtukaikino Reserve, and for unknown sites the NZTA Accidental Discovery Protocol shall be adhered to.

These outcomes or mitigation sought have been adopted by the applicant and outlined in the proposed General Conditions of consent.

Given the significant disturbance that has occurred in the Waimakariri River around the SH1 Bridge from gravel extractors, and flood control and previous bridge maintenance, a cultural monitor in attendance is not considered to be necessary.

8.10.3 Water and Discharges

Water can be described in at least five determinable states by M āori: Waiora (water in its most ‘pure’ form); Waimaori (water for consumption); Waimate (water that has lost its mauri and is no longer able to sustain life); Waikino (water that is dangerous, such as rapids); and Waitai (seawater, the surf or the tide) (Metcalf, 2010).

Stormwater starts as rainfall (Waiora) but is transformed into Waikino once it flows over impervious surfaces, or makes contact with pesticides, fertilizers, pathogens and other potential pollutants. The contamination or degradation of water has the effect of diminishing the mauri of receiving waters. Thus, discharging stormwater (Waikino) into clear water (freshwater or seawater) is an example of unnatural mixing of mauri (Metcalf, 2010).

The CIA Report identified the following issues that relate to the proposed discharges and water in its various states:

• Impacts on springs;

• Impacts on Wetlands; and

• Stormwater Management.

These are discussed in detail below.

Impacts on Springs

The CIA sought with respect to the springs identified by the PDP report (including the ‘Trough’ spring), or any other springs found during the Northern Arterial programme that:

1. Spring heads are to be protected from development and maintained as separate water systems from stormwater treatment areas;

2. Appropriate riparian margins and plantings will be established around spring heads;

3. No discharge of treated or untreated stormwater to spring heads; and

4. Flow from springs will be maintained in a natural and open state, until reaching an appropriate downstream point (as agreed with tangata whenua).

Investigations since the CIA Report was completed by Beca and Opus into potential spring sources have been undertaken where the alignment may impact on spring flow, in particular the Kaputone Crossings. Investigations suggest that springs or seepage inflows at the crossing sites are absent or minimal.

For the Kaputone Crossings design considerations has resulted in an alternative portal “top-hat” structure being the preferred option, which is like a small bridge instead of culverts means that this structure would leave the stream bed undisturbed and avoid potential effects on spring flow during and after construction on Kaputone Creek.

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Also the artificial ‘Trough’ spring flows after discussion with the R ūnanga is to be maintained and directed to the Kaputone Creek through a naturalised channel.

In summary the proposal does not involve any natural springs that will be impacted outside potential springs within the bed of a Kaputone Creek so it is considered that outcomes 1, 3 and 4 above are not of particular relevance. The plantings within the banks of the Kaputone Creek at the waterway crossings will be enhances with appropriate native plantings which will be consistent with outcome 3 above.

Impacts on Wetlands

Wetlands are an important taonga for tangata whenua for their water retention and filtering functions and as habitat for many mahinga kai species. All opportunities to enhance the mauri of waterways in the area are important to tangata whenua, and future development must avoid any degradation of existing cultural values.

The proposed Northern Alignment is very close to the Ōtukaikino Wetland area, no other wetlands have been identified.

The CIA report sought the following outcomes for wetlands in general:

1. Survey wetlands and springs in baseline cultural health monitoring

2. No existing wetland is to be destroyed

3. No discharge of stormwater or dewatering water to wetlands, including construction phase and post construction phase stormwater

4. Access to wetlands (and pouna discovered) to be provided for

5. Appropriate buffers around wetlands

6. Restoration and enhancement of riparian margins around wetlands

All the above outcomes will be adhered to during the course of the motorway construction and operation.

Stormwater Management

Tangata whenua consider that all natural waters and waterways of particular concern were the potential impacts on the Kaputone and Styx River/P ūrākaunui.

At the time of the completion of the CIA Report the stormwater design was not that advanced from the high level of the Scheme Design, and the CIA noted this.

The CIA Report sought the following outcome to ensure the appropriate protection from stormwater, the ability of the waterways to provide mahinga kai is supported, and that appropriate restoration and enhancement is undertaken, such as:

1. No discharge of contaminants to waterways if that would result, singularly or cumulatively, in degradation of the water quality to a point that maahinga kai was unsuitable for human consumption; and

2. Cultural health monitoring to be carried out before any works commence.

Following the submission of the CIA the Project Team meet with Ng āi Tahu and Te Ng āi T ūā huriri R ūnanga representatives and discussed the stormwater system design and function in considerably more detail.

It was confirmed that native wetland plant species are to be incorporated into the stormwater conveyance, treatment and attenuation system, and that stormwater discharge locations release/discharge points to look natural and to avoid scour.

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The assessment of effects of the operational stormwater discharges has indicated that the existing aquatic ecology will not be adversely impacted as to result in a decline in species. Cultural heath monitoring is not proposed at this stage.

8.10.4 Impacts of Waterway Crossings

Tāngata whenua have a particular interest in the beds of lakes and rivers and their margins. River and lake beds and their margins may be significant for cultural use (e.g. mahinga kai) or for the presence of significant cultural sites (e.g. w āhi tapu).

A range of activities occur in the beds and margins of lakes and rivers. Some of these have the potential to compromise waterway health and other Ng āi Tahu values. Activities of particular concern (relevant to the Northern Arterial proposal) are:

• Encroachment of the urban built environment on waterways;

• Physical modification of beds of rivers and their margins (e.g. channalisation);

• Effects of structures in riverbeds on fish passage; and

• Loss of indigenous species / biodiversity values.

The CIA report stated that overall the aspects of the Puharakekenui, and the three Kaputone Creek crossings have been well considered and that provided construction activities are managed appropriately, effect should be minor. However, this will not be fully determined until the design, construction and consent details are known for theses waterway crossings. In particular for the methods to be employed to manage construction effects. Therefore, the final design and construction proposals and restoration plantings, should involve consultation with Te Ng āi T ūā huriri R ūnanga.

The same cultural monitoring of river bed excavations (within Silent File area 15) and Accidental Discovery protocol will be in the General Conditions that apply to the river bed works.

8.10.5 Summary of Effects on Cultural Values

A CIA Report was prepared to identify, assess and document the range of potential effects, and recommendations for NZTA to consider in the design and construction process.

Consultation has been subsequently undertaken, and will continue to be undertaken with Te Ng āi T ūā huriri Rūnanga.

For the next phases of the project the consultation and engagement between NZTA and Te Ng āi T ūā huriri Rūnanga is to be structured through a Cultural Advisory Group (CAG). This is a wider initiative to facilitate engagement and consultation for all of the Christchurch RoNS projects with the details of how the CAG will operate agreed between NZTA, R ūnanga representatives and Mahaanui Kurtaiao Limited.

This on-going consultation will ensure that correct measures are implemented to avoid, remedy and mitigate any actual or potential effects on tangata whenua.

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8.11 Effects on Amenity and Recreational Values

8.11.1 Waimakariri River

The Waimakariri River is an important recreational river for the surrounding community and the CRC are in the process of creating a regional park along the Waimakariri River. The Waimakariri River has been used for gravel excavation for a number of years. At the location of the SH1 Bridge there is a frequently used boat ramp.

Essentially, recreational users could be adversely affected through a loss of public access (be it real or perceived). Recreational users may also be affected via increased hazards in the riverbed, such as hidden temporary gravel structures during fresh flows. However, given the amount of extractors already operating within the applied stretch of the Waimakariri River, many recreational users will already be aware that machinery and works activities regularly take place.

Concerns may be raised by users of the river (e.g. Canterbury Branch Jet Boaters New Zealand) about the effect on access to the river from machinery and temporary structures occurring near boat ramps, as such it is proposed to have a condition to ensure machinery and excavation is at least 50m from the permanent boat ramp structure functions for the period of the works as far as practicable. and Also when there are periods that the temporary causeway and platforms are not in use they are decommissioned to be as far as practicable down to natural bed level.

8.11.2 Ōtukaikino Reserve

The access to Ōtukaikino Reserve and associated wetland will not be impacted by the Project, however the riparian margin works will result the creation of an embankment in close proximity to the reserve which will have some negative impact on the amenity value of the wetland.

As significant concentrations of microbiological contamination in motorway runoff is not expected, and the flows are reasonably small compared to the spring flow present in the Ōtukaikino Creek the stormwater discharges will not impact on the downstream swimming hole. Metals and hydrocarbon concentrations will also be significantly diluted to not cause a public health risk from the contract recreation use.

8.11.3 Styx Catchment

The Styx River/P ūrākaunui is skewed to the Northern Arterial alignment. Bridge abutments will be parallel to the river in order to minimise restriction to river flood flows, avoid staggered abutments and to improve the appearance of ‘openness’ below the proposed bridge. This results in a skew of approximately 14°.

Two independent bridge structures are proposed to carry each direction of the Northern Arterial. This will provide a separation between the two bridges of approximately 1.8 m in the median of the arterial and allow natural light to reach below the bridge. This is to improve the amenity for the proposed ‘Source to Sea’ pathway. A minimum headroom clearance of 2.5m is to be retained below the bridge soffit.

The pedestrian/cyclist path running along the Northern Arterial will be accommodated on the upstream side of the bridge to maintain operability of the pedestrian/cyclist path during flood events.

The Kaputone Creek crossings will allow for pedestrian and cycle crossings, landscape treatment with native plantings will also enhance the adjacent riparian margins such that the Project will have positive impacts on amenity values.

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The rivers and drains in the Styx catchment are not known to have significant recreational values, therefore the impacts from the Project will be negligible.

8.11.4 Avon River/ Ōtakaro

Shirley’s Stream and other tributaries in the Avon River/ Ōtakaro catchment part of the project do not have any significant amenity and recreation values therefore the impacts from the Project will be negligible.

8.12 Effects on Waimakariri River infrastructure

An additonal lane over the Waimakaririr River SH1 Bridge is to be constrcuted. Both bridges north and south bound allowed for future widening of the superstructures with the existing piers and abutments constructed to accommodate a third lane on the inside (median side). All structural works are anticipated to occur above normal river levels. However, access to the bed will likely be required to undertake strenghteing works beneath the new lane platform and to allow for transporting bridge beams into position.

Conditions are proposed that relate to the works in the bed or the Waimakariri River and associated diversion of water not adversly impacting on flood protection assets. The temporary access causeways and platforms location, orientation, and design will be subject to ECan River Engineering approvals.

A condition is proposed that requires that if and when temporary diversions of the main river channel, flows are maintained past the flow recorder upstream of the Old Main Highway bridge.

It is considered that the effects of the construction of the additonal lane over the bridge can be managed to be less than minor on ECan’s flood protection and flow monitoring infrastructure.

8.13 Effects on Archaeological and Heritage Values

The Northern Arterial and QEII Drive corridor does not impact on any recorded archaeological sites. However, earthworks along the project corridors may potentially modify or damage unrecorded prehistoric archaeological sites. These sites are likely to be small discrete occurrences of archaeological material that will only be found during excavation.

The Historic Places Act 1993 (HPA) promotes the identification, protection, preservation and conservation of the historic and cultural heritage of New Zealand. Protection and management of archaeological sites is managed by the archaeological authority process, administered by Heritage New Zealand (HNZ, previously known as New Zealand Historic Places Trust). It is illegal to destroy, damage or modify archaeological sites without an authority to do so from the HNZ.

A precautionary archaeological authority will be sought for physical works associated with the proposal because of the potential for encountering unrecorded prehistoric archaeological sites. Earthworks will be covered by the Accidental Discovery Protocol (ADP) developed by the Transport Agency, the NZHPT and Te Rūnanga o Ng āi Tahu.

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8.14 Effects on Landscape and Visual Values

The approach to landscape treatment and urban design will ensure the Project has a positive visual and landscape effect at riparian margins.

8.15 Effects Summary

It is considered that the adverse effects have been adequately mitigated to be acceptable in terms of not having a significant effect on the environment.

There are also substantive positive effects associated with the Project.

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9. Statutory Assessment

9.1 Section 104 of the RMA

Section 104 of the RMA applies to the consideration of resource consent applications.

104 Consideration of applications (1) When considering an application for a resource consent and any submissions received, the consent authority must, subject to Part 2, have regard to – (a) any actual or potential effects on the environment of allowing the activity; and (b) any relevant provisions of – (i) a national environmental standard: (ii) other regulations: (iii) a national policy statement: (iv) a New Zealand coastal policy statement: (v) a regional policy statement or proposed regional policy statement: (vi) a plan or proposed plan; and (c) any other matter the consent authority considers relevant and reasonably necessary to determine the application. (2) When forming an opinion for the purposes of subsection (1)(a), a consent authority may disregard an adverse effect of the activity on the environment if a national environmental standard or the plan permits an activity with that effect. (2A) …

An assessment of the actual or potential effects on the environment has been undertaken in Section 8 above.

The extent to which the proposal is able to satisfy Section 104(1)(b) and (c) and Part 2 of the RMA is considered below, as well as the other RMA consideration to determine the applications being section 104D, 105 and 107 of the RMA.

9.2 National Environmental Standards

There are five National Environmental Standards (NES) in force as regulations, three of which are applicable to regional council functions. None of the three relevant NES that ECan need to consider are relevant to the Project, as explained below.

Air Quality

The NES for Air Quality includes standards for PM10 – fine particulate. The standard for PM10 is 50 µg/m 3 as a 24 hour average with one exceedence permitted in any 12 month period. The NES is relevant in that air

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discharge permits can be declined if a proposal is likely to result in exceedence of the standards. As no discharge permits are required for this Project this NES is not relevant

However, fugitive dust can be managed and controlled through specific on-site measures. The Contractor will be required to prepare and implement an Erosion, Sediment and Dust Control Management Plan which will identify how fugitive dust emissions will be managed.

Sources of Human Drinking Water

The NES for Sources of Human Drinking Water applies to groundwater sources such as aquifers or springs, rivers, lakes and other natural waters that are sources of human drinking water and before they are abstracted by a drinking water treatment plant.

The NES for Sources of Human Drinking Water is not considered relevant to the Project as the surface water receiving environments are not used as sources of human drinking water. Furthermore, there are no known groundwater bores registered for drinking water within the vicinity of the project that may be affected (based on the community supply protection zones in the regional plans).

Electricity Transmission

The NES for Electricity Transmission only applies to existing high voltage electricity transmission lines. There are no existing lines operated by Transpower within close proximity of the Project.

9.3 Other Regulations

It is considered there are no other regulations relevant to the consideration of these resource consent applications.

9.4 National Policy Statements

The National Policy Statement for Freshwater Management 2011 (NPS) came into effect on 1 July 2011. Decision-makers must have regard to the NPS in consenting decisions. The freshwater NPS purpose is to assist in provide national consistency in local RMA planning and decision-making while allowing for an appropriate level of regional flexibility.

The following objectives and policies from the NPS are considered relevant to this consent application:

Water Quality

• Objective A1 - To safeguard the life-supporting capacity, ecosystem processes and indigenous species including their associated ecosystems of fresh water, in sustainably managing the use and development of land, and of discharges of contaminants.

• Objective A2 - Maintain and improve the overall quality of freshwater within a region.

Integrated Management

• Objective C1 - To improve integrated management of fresh water and the use and development of land in whole catchments, including the interactions between fresh water, land, associated ecosystems and the coastal environment.

• Policy C1 - Improve integrated catchment management, land development and use of freshwater including interactions between water, land, ecosystems and coastal environments.

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Tangata whenua roles and interests

• Objective D1 - To provide for the involvement of iwi and hapu, and to ensure that tangata whenua values and interests are identified and reflected in the management of fresh water including associated ecosystems, and decision-making regarding freshwater planning, including on how all other objectives of this national policy statement are given effect to.

• Policy D1 - Local authorities shall take reasonable steps to involve the iwi and hapu and identify and ensure that tangata whenua values and interests are taken into account in the management of freshwater in the region.

The existing life-supporting capacity, ecosystem processes and indigenous species in the Project area and downgradient/downstream has been safeguarded. However it is not expected that the proposal will improve the overall surface water quality in the catchments affected.

The proposal has been developed to integrate stormwater management with the CCC as far as practicable. Ng āi Tahu and the local Rūnanga have been consulted with to ensure that tangata whenua values and interests are taken into account in the management of the discharges to freshwater.

It is considered that overall the discharges will not be inconsistent with the relevant objectives and policies of the NPS on freshwater management.

9.5 Canterbury Regional Policy Statement

The relevant objectives and policies of the RPS are listed in Appendix 4 Table 2 and an assessment as to the consistency of the project with these is also summarised in Appendix 4 Table 2. It is considered the proposal is at least consistent with, and even promotes, the relevant Objectives and Policies contained within the RPS.

9.6 Regional Plans

9.6.1 Overview

It is expected that at the time of lodging the status of the plans to the proposal will mean that the rules of the WRRP, NRRP and LWRP will all still have legal effect. However it may occur that the LWRP will be fully operative at time of the hearing of these applications, as such the NRRP provisions at least may be no longer relevant in determining the application. Whether the LWRP is made partly or fully operative before the end of 2014 is unclear.

In any case that does arise, the RMA does not distinguish between weights to be accorded to an operative and a proposed plan and does not accord proposed plans equal importance. Each case depends on its own circumstances. Relevant factors to the exercise of discretion include the extent to which the proposed measure has been exposed to independent decision-making, possible injustice to the applicant or others, and the extent to which a new measure may implement the objectives and policies of a plan.

Where there has been a significant shift in council policy and the new provisions are in accord with Part 2, case law would suggest there may be given more weight to the proposed plan.

Given the shift in direction and simplification as directed by the LWRP, and the fact that the LWRP has incorporated the “good” elements of the NRRP, and the fact the decisions have been released, and at the time

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of the decision on these applications the LWRP is likely to be operative, the majority of the objective and policy assessment for the resource consents sought has been undertaken on the LWRP and the WRRP.

It should be noted that the WRRP only applies to the s14 and s15 activities in the Ōtukaikino catchment, which is a tributary of the Waimakariri River.

For completeness, despite the fact that no air discharge consents are required, a policy assessment has been undertaken against the Chapter 3: Air Quality (AQL) of the NRRP in particular those relating to localised and ambient air quality, from nuisance dust and vehicle exhaust emissions from traffic management.

9.6.2 Natural Resources Regional Plan

The NRRP contains eight chapters to address the sustainable management of the Canterbury Region’s natural resources. The AQL Chapter 3 became fully operative in June 2011.

Attached in Volume B is a Tier 3 Air Quality Assessment. The proposal is assessed as having a slight net positive effect on ambient air quality in terms of vehicle emissions from traffic. The air quality assessment also demonstrated that there will be no significant localised adverse effects.

Overall, therefore, it is considered the proposal, as it relates to air quality, is consistent with relevant objectives and policies in the NRRP cited in Appendix 4 Table 2.

9.6.3 Waimakariri River Regional Plan

The WRRP (incorporating Change 1, operative 11 June 2011) addresses the sustainable management of natural resources within the Waimakariri River catchment. A small portion of the Northern Arterial falls within the catchment area to which the WRRP applies.

Under s67 (4) of the RMA a regional plan must not be inconsistent with any other separate regional plan on the same subject matter. Therefore, any objective, policy or rule on the same subject matter in any relevant separate plan (the WRRP) prevails over those contained in the NRRP and LWRP.

Objectives and policies from the WRRP that are relevant to consideration of the proposal and which are considered in this AEE relate to Chapter 5: Water Quantity, Chapter 6: Water Quality and Chapter 7: River beds and Margins.

These relevant objectives and policies are listed in Appendix 4 Table 3 and an assessment as to the consistency of the project with these is also summarised in Appendix 4 Table 3.

Actual or potential effects of the proposal on the environment are assessed above as minor, particularly with the mitigation measures proposed above and in Appendix 3 (Proposed Conditions).

Overall, therefore, it is considered the proposal is consistent with the relevant objectives and policies in the WRRP cited in Appendix 4 Table 3.

9.6.4 Land and Water Regional Plan

The LWRP is a new planning framework for Canterbury. It aims to provide clear direction on how land and water are to be managed and help deliver community aspirations for water quality in both urban and rural areas. The LWRP is the equivalent to Chapters 1, 2, and 4 to 9 of the NRRP. The LWRP operates at two levels. There is a region-wide section, which contains the objectives, policies and rules that apply across the region.

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There are also ten sub-regional sections. Each part of the region is covered by one and only one sub-regional section.

On 18 January 2014, Environment Canterbury publicly notified Council's decisions on submissions to the LWRP. The plan, as amended by the decisions, became legally effective from 18 January.

The sub-regional sections contain policies and rules which are specific to the catchments covered by that section. The policies and rules in the sub-regional sections implement the region-wide objectives in the Plan in the most appropriate way for the specific catchment or catchments covered by that section. Where the Plan contains policies and rules on the same subject matter, the more specific sub-regional provision will take precedence, except in relation to Policies 4.2 to 4.10. Policy 4.1 will also take precedence unless catchment specific outcomes are specified in the Sub-regional Section.

The sub-regional chapter relevant to the Northern Arterial proposal is Chapter 9 Christchurch-West Melton. There are no specific objectives in this sub-chapter. The relevant policies include protection of Christchurch’s high quality groundwater sources for potable water supply, and prevention of any inundation of land in lower catchments from discharges to surface water of any stormwater in the Avon/Otakaro catchments.

The relevant objectives and policies from the regional and subregional chapters of the LWRP are listed in Appendix 4 Table 4 and an assessment as to the consistency of the project with these is also summarised in Appendix 4 Table 4. It is considered the proposed Northern Arterial is at least consistent with, and even promotes, the relevant objectives and policies contained within the LWRP.

Overall, therefore, it is considered the proposed Northern Arterial is consistent with the relevant objectives and policies in the LWRP cited in Appendix 4 Table 4.

9.6.5 Christchurch City Plan

The Northern Arterial proposal has been assessed against the Christchurch City Plan as part of the Notice of Requirement to alter the designation. The NoR application is intended to be heard at the same time as the regional resource consent applications, as such the assessment of the proposal against the objectives and policies of the City Plan will be available to the decision makers should they wish to consider this also. For completeness overall the proposal was considered to not be contrary to the objectives and policies of the City Plan.

9.7 Other Matters

9.7.1 Te R ūnanga o Ng āi Tahu Freshwater Policy

The Te Rūnanga o Ng āi Tahu Freshwater Policy document (NTFP) outlines environmental outcomes sought by Ng āi Tahu and the means by which they are seeking to work with resource management agencies to achieve the outcomes. One of the key sections, as relevant to this proposal, is on water quality. Central to the objective and policies is the need to restore, maintain and protect the mauri of freshwater resources. More specifically the policies seek to adopt a catchment approach so that integrated management occurs, identify freshwater resources where the mauri is affected and unaffected and protect the opportunities for future use of freshwater resources.

The relevant objectives and policies from the NTFP are listed in Appendix 4 Table 6 and an assessment as to the consistency of the project with these is also summarised in Appendix 4 Table 6.

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Wetland type planted stormwater systems are proposed to cleanse stormwater, stormwater outlets will be naturalised. Riparian margin improvements with native planting will occur to replace the willow/introduced species removed. Overall the proposal is not contrary to or repugnant to NTFP outcomes.

9.7.2 Mahaanui Iwi Management Plan 2013

The Mahaanui IMP has the mandate of the six Papatipu R ūnanga, and is endorsed by Te R ūnanga o Ng āi Tahu. The takiw ā of Te Ng āi T ūā huriri R ūnanga includes the Project area so is of relevance to this application.

The relevant objectives and policies from the MIMP are listed in Appendix 4 Table 6 and an assessment as to the consistency of the project with these is also summarised in Appendix 4 Table 6.The proposal is considered to not be contrary to the Mahaanui IMP that has relevant provisions relating to earthworks, water quality, lowland stream protection and restoration, wetlands and riparian margins, and drain management. A CIA has been prepared for the project and issues raised have been addressed through stormwater design and the provision for an ADP and appropriate level of cultural monitoring during construction.

9.7.3 Transport Documents and Strategies of Greater Christchurch

The Northern Arterial project and ancillary aspects is part of the Government’s wider RoNS projects in which the Northern Arterial in particular provides access from SH1 into the City and around the east of the City to the Port of Lyttelton. The Northern Arterial has also been considered in conjunction with another of the Christchurch RoNS projects in which the WBB is the end link in the Western Corridor.

Together with the WBB the northern package of RoNS projects will provide a critical link in the City’s transport infrastructure.

This Project implements the RTLS and UDS developed for Canterbury and greater Chirstchurch.

9.8 Sections 104D, 105 and 107

9.8.1 Section 104D

The overall proposal is assessed as being a non-complying activity and therefore Section 104D of the RMA is relevant. Section 104D states:

104D Particular restrictions for non-complying activities

(1) Despite any decision made for the purpose of section 95A(2)(a) in relation to adverse effects, a consent authority may grant a resource consent for a non-complying activity only if it is satisfied that either –

(a) the adverse effects of the activity on the environment (other than any effect to which section 104(3)(a)(ii) applies) will be minor; or

(b) the application is for an activity that will not be contrary to the objectives and policies of –

(i) the relevant plan, if there is a plan but no proposed plan in respect of the activity; or

(ii) the relevant proposed plan, if there is a proposed plan but no relevant plan in

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respect of the activity; or

(iii) both the relevant plan and the relevant proposed plan, if there is both a plan and a proposed plan in respect of the activity.

(2) To avoid doubt, section 104(2) applies to the determination of an application for a non- complying activity.

Section 104D sets out particular restrictions for non-complying activities and provides that a consent authority may only grant a resource consent for a non-complying activity if it is satisfied that either of the tests provided for in sections 104D(1)(a) or (b) is met.

Section 104D(1)(a) and (b) have been described by the Environment Court as “gateways”. If neither gateway is satisfied, the application fails. If the application satisfies either gateway, then the application is considered under Section 104 of the RMA. The gateways of Section 104D(1)(a) and (b) are disjunctive, meaning that in order to satisfy section 104D it is necessary to satisfy only one of these gateways, not both.

With respect to Section 104D(1)(a), the adverse effects of the activity on the environment are described in this AEE Report in section 9 of this application.

With respect to Section 104D(1)(b), the relevant objectives and policies are assessed in Appendix 4 of this AEE Report.

The case law regarding whether a proposal is "not contrary to" objectives and policies means that a proposal is not "repugnant to" or opposed to the relevant objectives and policies 39 . It is also important to note that those objectives and policies in plans need to be read collectively rather than individually 40 . In other words, the objectives and policies are not a series of hurdles each of which has to be cleared.

This assessment shows that overall the Northern Arterial proposal is not contrary to the objectives and policies of the NRRP, WRRP and LWRP.

On the basis of the above, it is considered the proposed realignment and road reconstruction meets at least one of the two gateway tests and therefore the proposal can be considered by ECan pursuant to Section 104 of the RMA.

9.8.2 Section 105

Under Section 105 of the RMA, the consent authority must also have regard to:

• The nature of the discharge and the sensitivity of the receiving environment to adverse effects; and

• The applicant’s reasons for the proposed choice; and

• Any possible alternative methods of discharge, including discharge into any other receiving environment.

These matters have been addressed in the ‘Consideration of Alternatives’ section of this report.

39 Monowai Properties Ltd v Rodney DC A215/03 40 E.g. NZ Rail Ltd v Marlborough DC (1993) 2NZLR 641

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9.8.3 Section 107 RMA

Section 107 of the RMA places restrictions on the regional council in granting discharge permits (e.g., to discharge stormwater). In particular the Council must not grant a discharge permit if, after reasonable mixing, the contaminant or water being discharged is likely to give rise to certain effects in the receiving waters. These effects include any one or more of the following in the receiving waters:

• The production of any conspicuous oil or grease films, scums or foams or floatable or suspended materials

• Any conspicuous change in the colour or visual clarity

• Any emission of objectionable odour

• The rendering of fresh water unsuitable for consumption by farm animals

• Any significant adverse effects on aquatic life

The discharge of stormwater from the Project to water will not cause the above effects.

9.9 RMA Part 2

9.9.1 Overview

The overriding purpose of the RMA is “to promote the sustainable management of natural and physical resources” (s.5, RMA). The broader principles (s.6 to s.8) are to inform the achieving of that purpose.

The proposal is assessed below against Sections 6 to 8 with each analysis contributing to the final evaluation of section 5 – the Purpose of the RMA.

9.9.2 Matters of National Importance (s6)

Section 6 of the RMA sets out those matters of national importance that are to be recognised and provided for in achieving the purpose of the RMA. Matters in Section 6 that are of relevance to the project are considered to include the following.

Section 6(a) of the RMA requires recognition and provision of ‘ The preservation of the natural character of …wetlands, and lakes and rivers and their margins and the protection of them from inappropriate subdivision, use and development’.

The proposed Northern Arterial alignment passes within close proximity to the Ōtukaikino Wetland. No native vegetation is expected to be lost however, following completion of the works, landscape planting will be undertaken to add native vegetation to screen the motorway embankment. These mitigation measures will ensure the natural character of the Ōtukaikino Wetland will be maintained and.

The Styx River and Kaputone Creek crossings will have their natural character enhanced through willow removal and replacement with native vegetation

The protection of areas of significant indigenous vegetation and significant habitats of indigenous fauna is addressed in Section 6(c).

Significant habitats can be defined in a number of ways, including sites of recognised ecological significance, significant habitat for indigenous fauna, and species of ecological significance.

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The areas of significant indigenous vegetation is limited to the Ōtukaikino Wetland which is not being affected by the Proposal in any significant manner.

Waterways that fall into the significant categories above are outlined below.

Sites of recognised ecological significance:

• The Northern Arterial directly intersects and will ultimately discharge much of its treated stormwater to the Styx River/P ūrākaunui, which is of high ecological value. These high ecological values result from the Styx River/P ūrākaunui:

o Retaining populations of several pollution sensitive aquatic invertebrate species (in the upper catchment) that are now absent from the more urbanised Christchurch rivers (i.e., Heathcote River/ Ōpawaho and Avon River/ Ōtakaro);

o Having populations of two culturally significant megainvertebrates which are in ‘gradual decline’ (koura and freshwater mussel);

o Having a relatively diverse fish fauna of eleven species, nine of which are native. Furthermore three of the natives are classified as ‘declining’ (i.e., longfin eel, lamprey, inanga).

o Having been recognised as having high ecological values by the Styx River/P ūrākaunui SMP.

• The Northern Arterial skirts the edge of the Ōtukaikino Wetland and will discharge a relatively small volume of treated stormwater to the adjoining Wilsons Drain. Ōtukaikino Wetland is a remnant of a once more common environment around Christchurch and has significant ecological values in providing habitat for a range of wetland biota including native birds, fish, invertebrates, and plants. It is also considered an ‘A’ grade “Ecological Heritage Site” by the CCC, a classification based on the high quality of the indigenous vegetation present (MacGibbon, 2014).

Significant habitat for indigenous fauna:

• The Northern Arterial directly intersects with and will discharge treated stormwater to the Styx River/P ūrākaunui which is recognised as having high ecological values mostly because it provides significant habitat for numerous indigenous invertebrate and fish species.

• Kaputone Creek has moderate ecological values based on providing habitat for some native fauna such as two native fish species that have a ‘declining’ threat classification.

• The artificial and modified waterways of the Horner catchment are also of some ecological value as they are the last remnant aquatic habitat in an area that had extensive wetlands prior to agricultural and urban development. However, their current habitat and ecological values are otherwise low.

Species of ecological significance:

• Species of ecological significance (in terms of threat classification) present in the waterways affected by the Northern Arterial are longfin eel, inanga, and lamprey, all listed as “declining” by Allibone et al. (2010), as well as koura (freshwater crayfish) and kakahi (freshwater mussels) which are considered to be in ‘gradual decline’ by Hitchmough et al. (2007).

• Of the above mentioned species of ecological significance, longfin eel have been recorded in the Styx River/P ūrākaunui, Kaputone Creek, Horners Drain, Winters Road Drain, and Ōtukaikino Wetland; inanga in Kaputone Creek (they are certainly in the Styx River/P ūrākaunui also as they spawn near the river mouth); lamprey in the Styx River/P ūrākaunui; koura in the Styx River/P ūrākaunui and Horners Drain; and kakahi in the Styx River/P ūrākaunui.

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The construction mitigation proposed and the riparian margin landscaping, operational stormwater treatment and structure flood flow capacities provide protection of the above significant habitats.

Section 6(d) addresses the maintenance and enhancement of public access to and along rivers. During construction there will be some restriction on public access along the affected rivers in the interests of public safety; however, these restrictions will be limited in both time and geographic extent, and were in place. At completion of the works, public access along the Northern Arterial will be enhanced, and in particular to the Styx River/P ūrākaunui and Kaputone Creek riparian margins.

In regards to the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu, and other taonga (Section 6(e)), a cultural impact assessment has been prepared. On-going consultation with Te Ng āi T ūā huriri R ūnanga will ensure that correct measures are implemented to avoid, remedy and mitigate any actual or potential effects on tangata whenua. As a result of the initial CIA findings, recommendations have been made to avoid remedy or mitigate adverse effects on tangata whenua values with specific measures having been adopted by the Transport Agency and/or incorporated into the project.

Under Section 6(f), historic heritage is to be protected from inappropriate use and development. The Project corridors do not impact on any recorded archaeological sites, however a silent file area is encountered along the Northern Arterial alignment. A precautionary archaeological authority will be sought for physical works associated with the Project because of the potential for encountering unrecorded prehistoric archaeological sites. Earthworks will be covered by the Accidental Discovery Protocol (ADP) developed by the Transport Agency, the NZHPT and Te Rūnanga o Ng āi Tahu. A cultural monitor will be present during land disturbances with greater risk of accidental discovery.

It is considered none of these Section 6 matters will be adversely affected by the proposal, based on the assessment of actual or potential effects of the proposal on the environment and the proposed mitigation measures.

9.9.3 Other Matters (s7)

Section 7 of the RMA sets out those “other matters” that a consent authority is to have particular regard to in achieving the purpose of the RMA. Matters in Section 7 that may be of relevance to the proposal are considered to include the following.

The proposed mitigation measures in respect of cultural heritage and archaeology will help meet Section 7(a) of the RMA.

Section 7(b) requires a consideration of whether a proposal is an efficient use and development of natural and physical resources. A proposal may provide an efficient use of a resource, noting that the existing road is a physical resource, if it enables people to provide for their social and economic well-being but only to the extent that it: does not impair the social well-being and health of other people and the community; avoids, remedies, or mitigates adverse effects on the environment; and maintains and enhances amenity values and the quality of the environment. The proposal will contribute to the efficient use and development of the State Highway network as a physical resource in northwest Christchurch, satisfying Section 7(b) of the RMA.

Considering the maintenance and enhancement of amenity values (Section 7(c)) and the maintenance and enhancement of the quality of the environment (Section 7(f)) requires an all-encompassing view of amenity and the environment. There will be some impacts on amenity and quality of the environment during construction. Post construction the environment would be different due to the presence of a road, but it is not considered that there would be a significant adverse effect on the quality of the environment.

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In having regard to the intrinsic values of ecosystems (Section 7(d)) it is necessary to consider the RMA definition of ‘intrinsic values’ being:

“in relation to ecosystems, means those aspects of ecosystems and their constituent parts which have value in their own right, including—

(a) Their biological and genetic diversity; and

(b) The essential characteristics that determine an ecosystem's integrity, form, functioning, and resilience:

The ecology reports have considered the values and effects on the freshwater and terrestrial ecosystems. The proposed mitigation measures in respect of stormwater management and ecology will help avoid, remedy or mitigate adverse effects.

Section 7(g) requires a consideration of the finite characteristics of natural and physical resources. The proposed mitigation measures in respect of stormwater management and ecology will avoid, remedy or mitigate adverse.

It is considered none of these Section 7 matters will be adversely affected by the proposal, based on the assessment of actual or potential effects of the proposal on the environment and the proposed mitigation measures.

9.9.4 Treaty of Waitangi (s8)

“In achieving the purpose of this Act, all persons exercising functions and powers under it, in relation to managing the use, development, and protection of natural and physical resources, shall take into account the principles of the Treaty of Waitangi (Te Tiriti o Waitangi).”

The wording “shall take into account” requires decision makers to consider the principles of the Treaty with all other matters.

A CIA was prepared and forms part of these applications. The assessment has been used to identify matters that are required to be recognised and provided for.

On-going consultation with Te Ng āi T ūā huriri R ūnanga thorugh the CAG will ensure that correct measures are implemented to avoid, remedy and mitigate any actual or potential effects on tangata whenua. As a result of the initial CIA findings, recommendations have been made to avoid remedy or mitigate adverse effects on tangata whenua values with specific measures having been adopted by the Transport Agency and /or incorporated into the project.

9.9.5 Purpose of the RMA (s5)

Applying Section 5 involves a judgement of whether an application would promote the sustainable management of natural and physical resources.

Section 5 goes on to elaborate on the definition of sustainable management that in summary, includes managing resources in a way that enables people and communities to provide for their social, economic, and cultural wellbeing and for their health and safety, while achieving specified bottom line environmental outcomes.

Case law has indicated that making a judgement under Section 5 is not about achieving a balance between positive and adverse effects. Adverse effects must be avoided, remedied or mitigated, irrespective regardless

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of positive effects that may accrue from the activity 41 . That is not to say however that adverse effects are not acceptable, rather it is a question of fact and degree. In this case, there will be positive benefits as the Northern Arterial will, for example:

• Improve the arterial and radial capacity through western Christchurch

• Achieve a reduction in intersection accident rates

• Reduce traffic volumes on Johns Road and Main North Road

• Allow intensive residential development to occur in Belfast

Significant regard has been given to the existing environmental values along the Project’s routes within the technical assessments. As a result the proposal has been developed to ensure that where adverse effects cannot be avoided they have been adequately remedied or mitigated. It is considered that with the mitigation measures proposed, the proposal will achieve the purpose of the RMA.

41 NZ Rail Ltd v Marlborough DC [1994] NZRMA 70 (HC), Campbell v Southland DC W114/94 (PT).

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10. Summary

The Transport Agency proposes to construct, use and maintain the Northern Arterial being a new 4-lane median divided arterial road directly linking the Christchurch Northern Motorway (SH1) with QEII Drive (SH74), Christchurch.

An alteration to the designation in the Christchurch City Plan is being sought to include the entire infrastructure associated with the Northern Arterial. Resource consents are also required from ECan for the proposed works and operation.

The Northern Arterial was identified during the Northern Roading Options Scoping Study (NROSS) as a longer term improvement for the northern access to Christchurch. In connecting the Christchurch Northern Motorway with QEII Drive, the Northern Arterial will relieve both Marshland Road and Main North Road and create enhanced opportunities for passenger transport, walking and cycling on Main North road.

The Northern Arterial project is also set in the context of catering for the development of urban growth in the Greater Christchurch area as part of the Urban Developmet Strategy (UDS). The UDS partners see the project as being integral with the vision of the UDS that seeks to align the current and future land use patterns with those of transport infrastructure in a sustainable way.

In late 2009 the Northern Arterial was included within the RoNS package announced by central government. The Northern Arterial forms part of the Christchurch Motorways package.

The Northern Arterial project is set in the context of catering for the development of urban growth in the Greater Christchurch area as part of the UDS. The UDS partners (the Transport Agency, CCC, ECan, Waimakariri District Council (WDC) and Selwyn District Council (SDC)) see the project as being integral with the vision of the UDS, which seeks to align the current and future land use patterns with those of transport infrastructure in a sustainable way.

The UDS seeks to consolidate land-use development and emphasises the importance of integrated land use and transport solutions, particularly around activity centres within Greater Christchurch including the north of Christchurch around the three established towns of Rangiora, Kaiapoi and Woodend. This includes the aim of providing more self-contained settlements to reduce the need for commuter travel between Waimakariri and Christchurch.

Technical assessments have been undertaken and form part of this application. These technical assessments have identified where there is the potential for an adverse effect to arise as a result of the proposed Northern Arterial. Where adverse effects cannot be avoided, remedies and mitigation measures have been proposed in order to reduce those effects to a degree that they are acceptable.

The key RMA tests for consideration of the resource consents, as contained in Sections 104 of the RMA, are assessed in Section 8 above. It is the conclusion of this assessment that the granting of this proposal for resource consents meets the purpose and principals of the RMA.

Status Rev 1 Page 126 July 2014 Project Number: NZTA 63028 Volume A - Application & AEE

Waimakariri Southbound Lane and Shared Use Path

APPENDIX E: Objectives and Policies Assessments

CNC ALLIANCE September 2018 43 Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

National Policy Statement for Freshwater Management

Table 1 Assessment of the proposal against the relevant objectives and policies of the NPS for Freshwater Management

Reference Provision Assessment

Water quality

Objective A1 To safeguard: The mitigation measures and management plans that are in place for a) the life-supporting capacity, ecosystem processes and indigenous the CNC project as a whole mean the species including their associated ecosystems, of fresh water; and proposal is consistent with this objective. b) the health of people and communities, as affected by contact with fresh water; in sustainably managing the use and development of land, and of discharges of contaminants. Objective A2 The overall quality of fresh water within a freshwater management unit is The overall quality of the Waimakariri maintained or improved while: River will be maintained. The nature and volume of any discharge that results from a) protecting the significant values of outstanding freshwater bodies; the construction of the crane pad will not b) protecting the significant values of wetlands; and be different from what was anticipated in c) improving the quality of fresh water in water bodies that have been CRC182001. degraded by human activities to the point of being over-allocated. Objective A4 To enable communities to provide for their economic well-being, including The proposal is consistent with this productive economic opportunities, in sustainably managing freshwater quality, objective. within limits. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Policy A7 By every regional council considering, when giving effect to this national policy The proposal is consistent with this statement, how to enable communities to provide for their economic well- objective. being, including productive economic opportunities, while managing within limits.

Integrated management

Objective C1 To improve integrated management of fresh water and the use and The proposal is consistent with this development of land in whole catchments, including the interactions between objective. fresh water, land, associated ecosystems and the coastal environment. Policy C1 By every regional council: The proposal is consistent with this objective. There are no significant a) recognising the interactions, ki uta ki tai (from the mountains to the changes to land use that are proposed, sea) between fresh water, land, associated ecosystems and the coastal with the subject site having been environment; and designated for an extended period of b) managing fresh water and land use and development in catchments in time. an integrated and sustainable way to avoid, remedy or mitigate adverse effects, including cumulative effects

Tangata whenua roles and interests

Objective D1 To provide for the involvement of iwi and hapu, and to ensure that tangata The proposal is consistent with this whenua values and interests are identified and reflected in the management of objective. fresh water including associated ecosystems, and decision-making regarding freshwater planning, including on how all other objectives of this national policy statement are given effect to. Policy D1 Local authorities shall take reasonable steps to involve the iwi and hapu and A Cultural Impact Assessment has been identify and ensure that tangata whenua values and interests are taken into undertaken for the wider CNC project by account in the management of freshwater in the region. MKT on behalf of Te Ngai Tuahuriri Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Runanga. Several members of the CNC Alliance met with representatives from Tuahiwi Marae to discuss the progress made on the construction of the motorway as well as the current resource consenting issues. The extension of the shared use path was generally well received and no issues were raised in relation to the installation methodology Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Canterbury Regional Policy Statement

Table 2 Assessment of the proposal against the relevant objectives and policies of the Canterbury RPS

Reference Provision Assessment

Land-use and Infrastructure

Objective 5.2.3 A safe, efficient and effective transport system to meet local, regional, The proposal achieves this transport inter-regional and national needs for transport, which: objective. 1. Supports a consolidated and sustainable urban form; 2. Avoids, remedies or mitigates the adverse effects of transport use and its provision; 3. Provides an acceptable level of accessibility; and 4. Is consistent with the regional roading hierarchy identified in the Regional Land Transport Strategy Policy 5.3.9 Regionally significant infrastructure The proposal facilitates the expansion of In relation to regionally significant infrastructure (including transport hubs): a regionally, and nationally, significant 1. Avoid development which constrains the ability of this infrastructure to piece of infrastructure and is intended to be developed and used without time or other operational constraints mitigate constraints on other parts of the that may arise from adverse effects relating to reverse sensitivity or state and local transport. The safety; designations for the Waimakariri Bridge 2. Provide for the continuation of existing infrastructure, including its have been in place for a considerable maintenance and operation, without prejudice to any future decision amount of time, as such reverse that may be required for the ongoing operation or expansion of that sensitivity effects have been avoided. infrastructure; and Alternative alignment and methods have 3. Provide for the expansion of existing infrastructure and development of new infrastructure, while: been considered that have avoided and a) Recognising the logistical, technical or operational constraints of mitigated adverse effects. this infrastructure and any need to locate activities where a natural or physical resource base exists; b) Avoiding any adverse effects on significant natural and physical resources and cultural values and where this is not practicable, Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

remedying or mitigating them, and appropriately controlling other adverse effects on the environment; and c) When determining any proposal within a sensitive environment (including any environment the subject of section 6 of the RMA), requiring that alternative sites, routes, methods and design of all components and associated structures are considered so that the proposal satisfied sections 5(2)(a)-(c) as fully as is practicable. Fresh Water

Objective 7.2.3 Protection of intrinsic value of waterbodies and their riparian zones The The proposal provides the best overall quality of freshwater in the region is maintained or improved, and practicable option for stormwater the life supporting capacity, ecosystem processes and indigenous species management that will only achieve at best and their associated fresh water ecosystems are safeguarded. maintenance of water quality. Beds of Rivers and Lakes and their Riparian Zones

Objective 10.2.1 Enable subdivision, use and development of river and lake beds and their The proposal is consistent with this riparian zones while protecting all significant values of those areas, and objective. enhancing those values in appropriate locations. Objective 10.2.2 To maintain the flood-carrying capacity of rivers. The proposal is consistent with this objective. Objective 10.2.3 Protection of essential structures. The proposal is consistent with this objective. Objective 10.2.4 Maintenance and enhancement of public and Ngāi Tahu access to and along The proposal is consistent with this rivers and lakes. objective. Policy 10.3.1 To provide for activities in river and lake beds and their riparian zones, The proposal is consistent with this including the planting and removal of vegetation and the removal of bed policy. material, while: 1. recognising the implications of the activity on the whole catchment; Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

2. ensuring that significant bed and riparian zone values are maintained or enhanced; or 3. 3. avoiding significant adverse effects on the values of those beds and their riparian zones, unless they are necessary for the maintenance, operation, upgrade, and repair of essential structures, or for the prevention of losses from floods, in which case significant adverse effects should be mitigated or remedied. Policy 10.3.5 To promote the maintenance and enhancement of public and Ngāi Tahu The proposed condition change will not access to and along the beds of rivers and lakes, and to ensure that affect public access to the Waimakariri subdivision use and development does not result in inappropriate loss of Regional Park further to what was existing access, subject to: anticipated by CRC182001. 1. protecting public health and safety, and avoiding conflict between different types of access; 2. avoiding adverse effects on the values of the beds, or stability of banks; 3. protecting Ngāi Tahu cultural values and sites of significance from inappropriate public access; 4. protecting the stability, performance and operation of essential structures in, on, under or over the beds; 5. ensuring the integrity of flood-protection vegetation is maintained; 6. avoiding conflicts with the legal rights and lawful activities of owners/occupiers of river or lake beds and adjacent land, or of the owners/operators of infrastructure in, on, under or over the bed; and 7. engaging with the Walking Access Commission to identify and negotiate issues around public access. Landscape Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

12.2.2 The identification and management of other important landscapes that are The proposal is for the use of a not outstanding natural landscapes. Other important landscapes may consented crane pad, which will have a include: less than minor effect on the landscape and amenity of this portion of the 1. natural character Waimakariri River, due to its temporary 2. amenity nature. 3. historic and cultural heritage 12.3.3 Identifying and managing other important landscapes that are not outstanding natural landscapes, for natural character, historic cultural, historic heritage and amenity purposes. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Canterbury Land and Water Regional Plan

Table 3 Assessment of the proposal against the relevant objectives and policies of the LWRP

Reference Provision Assessment

Objective 3.1 Land and water are managed as integrated natural resources to recognise and A Cultural Impact Assessment has been enable Ngāi Tahu culture, traditions, customary uses and relationships with undertaken for the wider CNC project by land and water. MKT on behalf of Te Ngai Tuahuriri Runanga. The outcomes sought have been meet through the design of the stormwater systems on the project. Objective 3.3 Nationally and regionally significant infrastructure is enabled and is resilient The proposal is consistent with this and positively contributes to economic, cultural and social wellbeing through proposal. its efficient and effective operation, on-going maintenance, repair, development and upgrading. Objective 3.6 Water is recognised as essential to all life and is respected for its intrinsic The proposal is consistent with this values. proposal. Objective 3.8 The quality and quantity of water in fresh water bodies and their catchments The proposal maintains existing values. is managed to safeguard the life-supporting capacity of ecosystems and The flow of the Waimakariri River will not ecosystem processes, including ensuring sufficient flow and quality of water be obstructed by the proposal, and the to support the habitat and feeding, breeding, migratory and other behavioural water quality of the river will not be requirements of indigenous species, nesting birds and, where appropriate, significantly altered. trout and salmon. Objective 3.15 Those parts of lakes and rivers that are valued by the community for The proposal will not compromise this recreation are suitable for contact recreation. objective. Objective 3.16 Freshwater bodies and their catchments are maintained in a healthy state, The proposal will not compromise this including through hydrological and geomorphic processes such as flushing objective. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

and opening hāpua and river mouths, flushing algal and weed growth, and transporting sediment. Objective 3.19 Natural character values of freshwater bodies, including braided rivers and The proposal is consistent with this their margins, wetlands, hāpua and coastal lagoons, are protected. objective. Objective 3.22 The effectiveness of both man-made natural hazard protection infrastructure, The proposal is consistent with this and wetlands and hāpua as natural water retention areas, is maintained to objective. reduce the risk of and effects from natural hazards, including those arising from seismic activity and climate change. Policy 4.3 Surface water bodies are managed so that: None of the policy clauses (a) to (h) will be compromised by this proposal. a) toxin producing cyanobacteria do not render rivers or lakes unsuitable for recreation or human and animal drinking-water; b) fish are not rendered unsuitable for human consumption by contaminants; c) the natural colour of the water in a river is not altered; d) the natural frequency of hāpua, coastal lakes, lagoons and river openings is not altered; e) the passage for migratory fish species is maintained unless restrictions are required to protect populations of native fish; f) reaches of rivers are not induced to run dry, thereby maintaining the natural continuity of river flow from source to sea, g) variability of flow, including floods and freshes, is maintained to avoid prolonged “flat-lining” of rivers; to facilitate fish passage; and to mobilise bed material; and h) the exercise of customary uses and values is supported. Policy 4.7 Resource consents for new or existing activities will not be granted if the The proposal will not increase nutrients in granting would cause a water quality or quantity limit set in Sections 6 to 15 surface water or cause a groundwater Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

to be breached or further over allocation (water quality and/or water quantity) drinking water supply to be to occur or in the absence of any water quality standards in Sections 6 to 15, compromised. the limits set in Schedule 8 to be breached. Replacement consents, or new consents for existing activities may be granted to: a) allow the continuation of existing activities at the same or lesser rate or scale, provided the consent contains conditions that contribute to the phasing out of the over allocation (water quality and/or water quantity) within a specified timeframe; or b) exceed the allocation limit (water quality and/or water quantity) to a minor extent and in the short-term if that exceedance is part of a proposal to phase out the over-allocation within a specified timeframe included in Sections 6 to 15 of this Plan. Policy 4.18 The loss or discharge of sediment or sediment-laden water and other Sediment discharges can to a certain contaminants to surface water from earthworks, including roading, works in degree be avoided however when they the bed of a river or lake, land development or construction, is avoided, and if cannot be avoided the best practicable this is not achievable, the best practicable option is used to minimise the loss option to mitigate construction related or discharge to water. sediment has been proposed as part of this proposal. The Erosion Sediment and Dust Management Plan is a key part of the mitigation process. Policy 4.47 Small-scale diversions of water within the beds of lakes, rivers or adjoining A small-scale diversion will occur as a wetlands are provided for as part of: result of the construction of the crane pad in the Waimakariri River for the a) establishing, maintaining or repairing infrastructure; purpose of altering the SH1 bridge, which is consistent with this policy. Policy 4.84 Wetlands and riparian planting are developed as integral parts of land As a part of the urban design of this drainage systems, discharges to land and water and stormwater systems in project, the proposal will provide enhancement of the water environment Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

both rural and urban areas, to reduce the effects of those activities on water and biodiversity with improved riparian quality and to enhance indigenous biodiversity and amenity values. margin indigenous ecology. Policy 4.85 Water quality, indigenous biodiversity and ecosystem health in lakes, rivers, As above. wetlands, hāpua, coastal lakes and lagoons are enhanced through establishing or restoring riparian planting. Policy 4.86 Activities that occur in the beds or margins of lakes, rivers, wetlands, hāpua, Visual screening, indigenous riparian coastal lakes and, lagoons are managed or undertaken so that: planting and urban design principles will offset the additional southbound lane, a) the character and channel characteristics of rivers including the variable shared use path and other infrastructure, channel characteristics of braided rivers are preserved; such as stormwater swales, to maintain b) sites and areas of significant indigenous biodiversity values or of cultural natural character. significance to Ngāi Tahu are protected; and Archaeological and historical values along c) (c) existing lawful access to the bed of the lake, river, wetland, hāpua, the route have been assessed and coastal lake, or lagoon for recreational, customary use, water intakes or appropriate mitigation measures supplies or flood control purposes, is not precluded, except where identified. necessary to protect public health and safety. Access will be enhanced through the upgrade of a public asset and provision for a cycle way/footpath for pedestrians. Policy 4.88 Earthworks, structures, or the planting or removal of vegetation (other than by No works are proposed to be undertaken spraying) in the beds of lakes, rivers, hāpua, coastal lakes and lagoons, or in the wetted part of the Waimakariri within a wetland boundary do not occur in flowing or standing water unless River bed. any effects on water quality, ecosystems, or the amenity, recreational or cultural values will be minor or the effects of diverting water are more significant than the effects of the activity occurring in flowing or standing water. Policy 4.89 Earthworks, structures (including defences against water), vegetation planting No permanent structures will be erected or removal, or other activities in the beds of lakes or rivers, do not materially in the bed of the Waimakariri River, and any works in the bed of the river will be Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

restrict flood flows in any river, or create or exacerbate erosion of the bed or minor, so the flood carrying capacity of banks of any river or the bed or margins of any lake. the waterway will not be affected as a part of this proposal. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Waimakariri River Regional Plan

Table 4 Assessment of the proposal against the relevant objectives and policies of the WRRP

Reference Provision Assessment

Water Quantity Objective 5.1 Enable present and future generations to gain cultural, social, recreational, Any diversion will be for non- economic, health and other benefits from the rivers, lakes and wetlands in the consumptive use, and returned without Waimakariri River Catchment, and from hydraulically connected groundwater significant delay to the downstream while: waterbody. a) safeguarding their existing value for efficiently providing sources of drinking water for people and their animals; b) safeguarding the life-supporting capacity of the water, including its associated: aquatic ecosystems, significant habitats of indigenous fauna, and areas of significant indigenous vegetation; c) safeguarding their existing value for providing mahinga kai for Tangata Whenua; d) protecting wahi tapu and other wahi taonga of value to Tangata Whenua; e) preserving the natural character of rivers, lakes and wetlands and protecting them from inappropriate use and development; f) protecting outstanding natural features, and landscapes from inappropriate use and development; g) maintaining and enhancing amenity values; and h) protecting the significant habitat of trout and salmon. Policy 5.1 1. Set and maintain water flow, water level and water allocation regimes and As above. control the taking, use, diversion, discharge and damming of surface Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

water, and the taking of water from hydraulically connected groundwater, while achieving (a) to (h) of Objective 5.1, so that: b) below Woodstock (Figure 4 and Map 1): ii. the aquatic ecosystems and habitats, wetlands and amenity based on the Kaiapoi-Cam-Cust, Otukaikino Creek, Styx, Kowai and upper Eyre River systems, are protected. Water Quality Objective 6.1 Enable present and future generations to gain cultural, social, recreational, The preservation of the natural character economic, health and other benefits from the rivers, lakes and wetlands in the of the Waimakariri River will occur Waimakariri River Catchment while: through restoration of any disturbances in the riparian margins. a) safeguarding their existing value for efficiently providing sources of drinking water for people and their animals; b) safeguarding the life-supporting capacity of the water, including its associated: aquatic ecosystems, significant habitats of indigenous fauna, and areas of significant indigenous vegetation; c) safeguarding their existing value for providing mahinga kai for Tangata Whenua; d) protecting wahi tapu and other wahi taonga of value to Tangata Whenua; e) preserving the natural character of rivers, lakes and wetlands and protecting them from inappropriate use and development; f) protecting outstanding natural features, and landscapes from inappropriate use and development; g) maintaining and enhancing amenity values; and h) protecting the significant habitat of trout and salmon. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Policy 6.3 Within ten years of this plan becoming operative, except for stormwater, no The nature of any discharge to the direct discharge of contaminants into the Waimakariri River or its tributaries Waimakariri River will not be significantly should occur unless the discharge is of a standard that ensures the quality of different to what already occurs, and has the receiving water is not reduced outside of a reasonable mixing zone. been consented by CRC150791. River and Lake Beds Objective 7.1 Enable present and future generations to gain cultural, social, recreational, The proposal is consistent with this economic, health, and other benefits from river and lake beds in the objective. Waimakariri River Catchment while: a) safeguarding the existing value of rivers and lakes for efficiently providing sources of drinking water for people and their animals; b) safeguarding the life-supporting capacity of the water in the beds of rivers and lakes, including its associated: aquatic ecosystems, significant habitats of indigenous fauna, and areas of significant indigenous vegetation; c) safeguarding the existing value of rivers and lakes for providing mahinga kai for Tangata Whenua; d) protecting wahi tapu and other wahi taonga of value to Tangata Whenua; e) preserving the natural character of rivers, lakes and wetlands and protecting them from inappropriate use and development; f) protecting outstanding natural features and landscapes from inappropriate use and development; g) maintaining and enhancing amenity values; h) protecting and where appropriate enhancing the habitat and heritage values of river and lake beds; Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

i) protecting and where appropriate enhancing the flood carrying capacity of rivers; j) protecting the banks of rivers and lakes, and the stability and performance of essential structures in their beds; and k) protecting the significant habitat of trout and salmon. Policy 7.1 Control in the bed of any river or lake in the Waimakariri River Catchment: The proposal is consistent with this objective. a) the use, erection, reconstruction, placement, alteration, extension, removal, or demolition of any structure or part of any structure in, on, under, or over the bed; b) the excavation, drilling, tunnelling, or other disturbance of the bed; c) the introduction or planting of any plant or any part of any plant (whether exotic or indigenous) in, on, or under the bed; d) the deposition of any substance in, on, or under the bed; e) the reclamation or draining of the bed; and f) the disturbance, removal, damage, or destruction of any plant or part of any plant (whether exotic or indigenous) or the habitats of any such plants or of animals in, on, or under the bed; so that (a) to (k) of Objective 7.1 are achieved and in particular: i. the flood hazard to adjacent land is not increased; ii. disturbance to protected wildlife and their breeding habitat, and indigenous vegetation is minimised; iii. salmon spawning sites are not disturbed; iv. wetlands are protected; Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

v. the braided character of the Waimakariri River where it exists is sustained; vi. the natural patterns, colours and textures of the riverbed areas are maintained; vii. above Woodstock, defined in Figure 4 and Map 1, river and lake beds are kept free of weeds and other exotic vegetation; and viii. below Woodstock, defined in Figure 4 and Map 1, the present natural character of river beds is at least maintained. Policy 7.2 Promote measures in river and lake beds in the Waimakariri River Catchment The proposal is consistent with this to restore or enhance those values in (a) to (k) of Objective 7.1. objective. Waimakariri Southbound Lane and Shared Use Path Objectives and Policies Assessment

Mahaanui Iwi Management Plan

Table 5 Assessment of the proposal against the relevant objectives and policies of the Mahaanui Iwi Management Plan

Reference Provision Assessment

Policy 11.5 To require that the Historic Places Trust (HPT) and local authorities The Accidental Discovery Protocol (ADP) recognise and provide for the ability of tāngata whenua to identify wāhi - developed by the Transport Agency, taonga and wāhi tapu that must be protected from development, and the ZHPT and Te Runanga o Ngāi Tahu- thereby ensure that an Authority to damage, destroy or modify a site is not is effective project-wide. granted. Policy 11.6 To avoid damage or modification to wāhi tapu or other sites of significance The proposal includes an appropriate as opposed to remedy or mitigate. level of cultural monitoring during construction. Water Quality Objective WAI1.2 To oppose the granting of any new discharge to water consents in the The proposal will not result in any new catchment, or renewal of existing consents. discharge to the Waimakariri River. Wetlands, waipuna and riparian margins Objective WM13.7 To recognise the protection, establishment and enhancement of riparian The proposal is consistent with this areas along waterways and lakes as a matter of regional importance, and a objective. priority for Ngāi Tahu. Waimakariri Southbound Lane and Shared Use Path

APPENDIX F: Tuahiwi Marae Meeting Minutes

CNC ALLIANCE September 2018 44

145 Winters Road Christchurch 8052 Phone (03) 336 5135 Email [email protected]

Contract Christchurch Northern Corridor Alliance Head Contract: NZTA 63177 Name:

MINUTES

Meeting

Objectives To explain what work has been undertaken by the Alliance thus far and to inform iwi on the following; 1. Wilson Drain Culvert: a section 127 application to alter consent conditions to move the Wilson Drain Culvert which is in the vicinity of the Otukaikino Wetland approx. 200m north of the existing alignment. This is required as we feel constructing the permanent culvert on the existing channel has too high a risk of a significant sediment discharge.

2. Waimakariri Southbound Lane: the Transport Agency is looking to extend the Shared User Path from the Fan Fare Sculpture north over the Waimakariri River via a clip-on to the existing bridge to connect to the Regional Park on the north side of the river. An additional traffic lane will also be built from Tram Road to the Chaney’s Off Ramp. This will require an alteration to designation for the shared user path over the Waimakariri River and a section 127 application to the existing resource consents for the Northern Arterial project to include the additional lane. Location Tuahiwi Marae

Date 11/08/2017 Start Time 10.45am Finish Time 12.35pm

Attendees Ashleigh Grose (CNC Alliance) Melanie Williams (CNC Alliance) Kim (CNC Alliance) Clare Williams (Tuahiwi Marae) Joan Burgman (Tuahiwi Marae) Amy Beran (MKT) Kyle Davis (MKT)

Apologies None

Distribution

Agenda Item Discussion / Action Action Key Points By Date 1. Melanie to Discussion around the CAG and that Tuahiwi felt explain the that they were not represented by the CAG. CNC Alliance Suggestion that all further works to go through and what work MKT and will advise if there are any iwi concerns. has been Trees at Otakaikino concerns that these were undertaken so dumped (as the site is Waihitapu) Melanie to far provide a photo for Clare to show the location of where these have been replanted.

145 Winters Road Christchurch 8052 Phone (03) 336 5135 Email [email protected]

Contract Christchurch Northern Corridor Alliance Head Contract: NZTA 63177 Name:

Agenda Item Discussion / Action Action Key Points By Date 2. Kim to Clare and Joan both like the concept of the explain the parklike environment and the diverse plantings of urban native planting, comment that it is similar to design and Whanau Planting. landscape The concept of Totara Highway also well received. process Discussion about the opportunity for Tuahiwi Iwi to be involved in the story boards along the shared user path (story telling). Concerns about rude comments being made by CNC contractors about Maori.

3. Ashleigh to Amy would like a copy of the Erosion, Sediment Ashleigh 11/08/17 discuss and Dust Control Management Plan to look over. what Design plans for culvert as well as the ecological consents report was provided to Tuahiwi. are Otherwise no concerns over the consent currently applications that are currently being prepared. being obtained 4. 5. 6. 7. 8. 9. 10.

Next meeting to be held ……………