Brown NZ Ltd P O Box 137 067 Parnell Auckland 1151

WESTHAVEN: NORTH-EASTERN CAUSEWAY EXTENSION

Assessment of visual, landscape & urban amenity effects

6 September 2017

CONTENTS: PAGE:

1.0 INTRODUCTION ……………………………………………………………………………….. 2 1.1 PROPOSAL DESCRIPTION …………………………………………………………………. 3 1.2 VISUAL REPRESENTATIONS OF THE PROPOSAL …………………………………….. 8 1.3 LANDSCAPE CONTEXT ……………………………………………………………………… 11 1.4 CHARACTER & VALUES ………………………………….…………………………………. 15 Landscape ……………………………………………………………………………….. 16 Natural Character ……………………………………………………………………….. 17 Amenity …………………………………………………………………………………… 17

2.0 EFFECTS ASSESSMENT ………………………………………………………………….. 19 2.1 RECEIVING ENVIRONMENTS & AUDIENCES ….………………………………………. 19 2.2 VIEWPOINT ANALYSIS …………………………………………………………………….. 28 Representative Viewpoints ……………………………………………………………. 28 Assessment Methodology …………………………………………………………….. 29 Viewpoint Analysis ……………..………………………………………………………. 25 Viewpoint 1. The Auckland Harbour Bridge …………………………………….…… 28 Viewpoint 2. The Northern Causeway ….…………….…………………………… 30 Viewpoint 3. 19 London Street ..…………………………………………………….. 33 2.3 OTHER VIEWPOINTS ………………………………………………………………………. 35 Views From The Waitemata Harbour …………..……………………………………. 35 View From The CBD ……….………………………………………………………….. 36 2.4 KEY FINDINGS ………………………………………………………………………………. 36 2.5 STATUTORY MATTERS ……………………………………………………………………. 38

3.0 CONCLUSIONS …………………………………………………………………….. 40

1 Brown NZ Ltd – Westhaven Marina Extension April 2017 1.0 INTRODUCTION

This report addresses the landscape, amenity and natural character effects of the proposed extension to Westhaven Marina’s current breakwater and north-eastern causeway. That extension would extend the current breakwater by some 156m from west to east, in the general direction of Wynyard Wharf and the Auckland CBD. As a result, it would in-fill one of two entry channels that currently provide boating access in and out of the marina. The proposal would also make provision for vehicular and pedestrian access to the end of Westhaven Marina’s northern causeway, and from there, to a reconfigured Pier A – appended to the very end of the existing breakwater and causeway – while two new berthage piers would replace both the present entry channel and the pile moorings immediately east of it. The seaward side of the proposed reclamation would comprise a series of public spaces culminating in an artificial ‘headland’, or lookout, projecting out over the edge of the Waitemata Harbour.

Westhaven Marina: showing both entry channels and the area of proposed causeway extension between the current causeway / car park and the marina’s outer breakwater.

The proposed development includes provision for 103 new car parks, including mobility spaces, and service bays for each pier on the ‘inside’ of the breakwater, while the public open spaces and terraces would be oriented towards the Waitemata Harbour separated from most of the new car park by bunding, massed native planting and rain gardens. A ‘stand’ of pouwhenua and other cultural elements would frame the approach to the proposed ‘headland’.

2 Brown NZ Ltd – Westhaven Marina Extension April 2017 The proposed development is designed to provide a seamless extension to the northern causeway and its current car parking, with the combination of formal and informal open spaces, including its elevated ‘lookout’, having a strong cultural identity. This part of the extension proposal has been designed in consultation with the Panuku Development Auckland Mana Whenua Collective representing all of Auckland’s 19 tribes. It would provide a logical ‘destination’ for those using the promenade and public walkway recently developed along Westhaven Marina’s southern and western shorelines, as well as ready access to the new berths.

This report addresses the landscape, urban amenity and natural character effects of the proposal. In particular, it sets out to: • Analyse the character of the coastal landscape that frames the application site. • Explore the values associated with different parts of that contextual landscape and its key features. • Identify the receiving environments and audiences exposed to the proposal. • Evaluate the effects of the application on different sectors and audiences – employing representative viewpoints and appropriate assessment criteria. • Provide a series of key findings, taking into account both the viewpoint analysis and other relevant considerations. • Analyse the proposal’s implications in relation to relevant landscape, amenity and natural character provisions. • Reach conclusions about the overall acceptability of the proposal.

1.1 PROPOSAL DESCRIPTION

The proposed extension of Westhaven’s northern causeway and breakwater is designed to expand the number of piers and berths within the current footprint of the marina. The proposal would add 268 berths to Westhaven Marina’s current inventory of 1479 berths. These would replace 209 existing pile moorings.

Other core components of the proposal comprise:

• An additional 156m of reclamation extending eastwards from the termination of Westhaven’s current causeway, breakwater and main car park. Most of the car parking and open space across the new reclamation would have Reduced Levels (above sea level) aligned with those found across the current causeway – to accommodate the merger of new and existing car parks – but proposed bunding between the proposed car park and public open spaces would be elevated another 600-700mm above sea level to provide a partial barrier against wave fetch in extreme weather events. The proposed reclamation would be rock armoured and would merge seamlessly with the current breakwater’s sea wall and marina abutments.

• Removal of some 103 existing pile moorings from an area immediately east of the current ‘western’ entry channel. This would accommodate the development of 117 new berths, which, in combination with the new pile moorings, would accommodate some 326 vessels with an average berthage length of 13.4m. This expansion would be achieved via the reconfiguration of an existing Pier A and the construction of two new piers. Each pier would have a covered security gate, together with a loading bay and service bay.

3 Brown NZ Ltd – Westhaven Marina Extension April 2017 • Provision of 103 car parks, including at least three mobility spaces. These would be subdivided into a series of bays, demarcated – both physically and visually – by planters containing the ‘Maori Princess’ variety of pohutukawa (a more upright provenance of the species) and massed native underplanting.

• Development of a series of public open spaces: commencing with an area of open lawn and terraces / decking near the relocated RNZ Yacht Squadron starters box, then an informal ‘bush trail’ leading to a cluster of 19 pouwhenua – one for each of Auckland’s tribes – before arrival at a timber ‘waka headland’ projected out over the harbour edge.

• Development of bunding and bands of massed native planting – employing mountain flax, cabbage trees and standard pohutukawa (Metrosideros excelsa) – to enclose and frame the public spaces focused on the Waitemata Harbour.

• Provision of up-lighting for the pouwhenua, then two rows of light columns down the length of the ‘waka headland’.

All of the proposed reclamation would be accessible to members of the public, and the design of the proposed public spaces, planting, and, in particular, of the waka headland, has emerged after extensive consultation with the Panuku Development Auckland Mana Whenua Collective. In the process, there has been in-depth review of different options and ideas for providing a public realm that is meaningful to mana whenua, that addresses related iwi concerns about stormwater management and other biophysical issues, and that addresses iwis’ historic associations with the Waitemata Harbour. The current proposals also address interaction with other key features that are visible from the reclamation site, including the harbour entrance, Mt Takarunga / Mt Victoria, Rangitoto, the Auckland CBD and the harbour bridge. In addition, the open spaces proposed are designed to provide a symbolic terminus / destination and civic space as the logical culmination of the promenade already developed around the southern and western sides of Westhaven Marina.

Of importance to the Panuku Development Auckland Mana Whenua Collective, the current proposals respond appropriately and positively to the Te Aranga Māori Design Principles, which Panuku Auckland support – including: • Kaitiakitanga: managing and conserving the environment as part of a reciprocal relationship, based on the Māori world view that we as humans are part of the natural world • Manaakitanga: the ethic of holistic hospitality whereby mana whenua have inherited obligations to be the best hosts they can be • Wairuatanga: the immutable spiritual connection between people and their environments • Kotahitanga: unity, cohesion and collaboration • Whanaungatanga: a relationship through shared experiences and working together which provides people with a sense of belonging • Mātauranga: Māori / mana whenua knowledge and understanding

4 Brown NZ Ltd – Westhaven Marina Extension April 2017

The proposed breakwater extension: note the red line demarcates the boundary between existing and proposed car parking

Building on this platform, the current proposal is supported by the Panuku Development Auckland Mana Whenua Collective as it would help to affirm important landscape connections and values, eg:

Tohu – The Wider Cultural Landscape • Allows visual connection to significant sites to be created, preserved and enhanced • Wider cultural landmarks and associated narratives able to inform spatial orientation and general design responses

Mahi Toi – Creative Expression • Mana whenua assist in establishing design consortia which are equipped to translate iwi / hapu cultural narratives into the design environment • Civic / shared landscapes are created to reflect local iwi/hapu identity and contribute to sense of place

Ahi Ka – The Living Presence • Civic / iwi joint venture developments ensure ahi ka and sense of place relationships are enhanced

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The proposed breakwater extension: showing the proposed public spaces and elevated ‘waka headland’

The proposed reclamation and its open space are designed, therefore, as a multi-purpose entity that would accommodate intensification of the current marina, but would also establish a civic focal-point for harbour oriented, activity on the northern causeway. It would serve both the aspirations of mana whenua and the wider public, for whom the waka

6 Brown NZ Ltd – Westhaven Marina Extension April 2017 headland would serve as a significant point of introduction to, and engagement with, the Waitemata Harbour.

The proposed breakwater extension: showing the proposed planting framing key public spaces and the ‘waka headland’

Elevation of the proposed ‘waka headland’ and public space approaches to it

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Cross-section of the proposed breakwater / reclamation showing a pier gateway, bunding and planting, car parking, public open spaces and relocated starters box

As is also outlined in the application prepared by Tattico Limited, the application also addresses a range of processes associated with construction of the reclamation and new berths: § Earthworks, contamination management & demolition; § Dredging; § Mudcreting; § Rock armouring; § Pile moorings; § Establishment of pontoons and berthage structures; § Establishment of public open space, pedestrian promenades, cultural elements and outlook structures; and § Infrastructure and car parking.

All of these activities would occur within the footprint of the existing marina and its very immediate harbour margins. Those waterfront margins include the berths, yacht clubs and car parking of the existing marina, a marine services sector focused on the Western Reclamation, and the Northern Motorway corridor – including its approaches to the Auckland Harbour Bridge. They provide a substantial ‘buffer’ around the proposed marina extension site in most directions, with the exception of views from directly offshore – from within the body of the Waitemata Harbour.

For the most part, therefore, the primary focus of this report remains those effects associated with the permanent components of the proposal, as described and illustrated above, on key receiving environments and audiences.

1.2 VISUAL REPRESENTATIONS OF THE PROPOSAL

Build Media Ltd has been engaged by Panuku Development Auckland to simulate and visually illustrate the proposed extension. The following images help to illustrate the nature of the proposed car park and sequence of public spaces extending from the end of the

8 Brown NZ Ltd – Westhaven Marina Extension April 2017 existing northern causeway and breakwater out to the ‘waka headland’. These images are additional to the simulations employed in Section 2.2 of this report, which address the effects on individual viewpoints (refer to Attachment 1: full size 3D imagery and simulations prepared by Build Media Ltd).

An aerial overview of the proposed reclamation, showing its pedestrian terrace / open space areas, relocated starters box, lawn, planting, waka headland, car parking, new piers and security gates

Approaching the starters box and public open space via the car park – from close to the end of the current northern breakwater / causeway

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Looking down the public terrace and deck next to the relocated starters box towards the waka headland

Approaching the waka headland through the informal ‘bush walkway’ and pouwhenua

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The same view towards the waka headland and its light path at night-time

An aerial view of the waka headland, pouwhenua and bush walk with the proposed car park and new berthage piers beyond

1.3 LANDSCAPE CONTEXT

The Waitemata Harbour is the visual centrepiece of Auckland’s central city / inner suburban landscape. The Auckland Harbour Bridge is a natural focal point within the harbour, while the sequence of wharves down the harbour’s southern frontage – from the container terminal at Fergusson Wharf to the residual oil depot on Wynyard Wharf – provide an important frame for views of both the bridge and central harbour. Westhaven’s northern

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causeway and outer breakwater are important additional components of this ‘edge’. They help to define the main harbour channel near the harbour bridge and act as a physical point of transition between the expanse of berths within the marina and the open waters of the Waitemata.

The existing causeway and breakwater interact visually with many of the land areas and features that otherwise flank the harbour, including: § the harbour bridge itself; § Bayswater and its marina; § Stanley Point – at the western, distal end of Devonport’s peninsula; § Mt Victoria / Takarunga at the centre of Devonport; § Many of the taller towers within the CBD – from Sky Tower and the Auckland Council building / chambers in Albert St to the ANZ Tower and even a centrally located, Metropolis; § The quay-side edge of Silo Park near a heavily trafficked Wynyard Quarter, including the jetty for super yachts and historic vessels at the western edge of the Park (between the residual oil storage terminal and the marine services sector anchored by Orams Marine); and § The distant summit and upper slopes of Rangitoto

Even so, direct visual access to the northern breakwater and causeway is restricted by a number of elements and factors, including: § limited physical access to public vantage points around the St Marys Bay ‘basin’ – especially so down the western side of the Western Reclamation; § the flat viewing plane from most vantage points within the harbour and its northern coastal margins – around Shoal Bay and Bayswater, extending through to Stanley Point;

12 Brown NZ Ltd – Westhaven Marina Extension April 2017 § the crenelated profile of the greater bulk of Auckland’s CBD waterfront, with wharves projecting out into the Waitemata; these hamper viewing up and down the harbour edge – including past Wynyard Wharf and the Western Reclamation; § the intervention and buffering afforded by both Westhaven’s existing marina and the Northern Motorway – between the harbour bridge and St Marys Bay.

As a result, the current causeway and breakwater have little real impact on views to, and impressions of, the wider harbour except in relation to three vantage points: § the elevated south-bound lanes of the harbour bridge; § nearby parts of the Waitemata Harbour; and § the eastern end of the current breakwater and causeway.

Views from the former reveal the way in which the breakwater and causeway combine to enclose the current marina, defining the seaward limit of the former St Marys Bay with a ruler-like edge. By contrast, the northern causeway already provides an important platform from which visitors / tourists and locals alike can look out across the Waitemata Harbour, towards the harbour bridge and the many other features that frame its open water area. It also serves as an informal grandstand from which spectators can view the regular Wednesday night yacht races and other yachting events or the less frequent, but still crowd-pulling, offshore power boat events that pass under the near piers of the harbour bridge.

As a result, the existing causeway and breakwater are clearly part of the fabric of Auckland’s developed waterfront environment. They do not stand out or apart from, the rest of the inner city’s harbour frontage, but instead help to reinforce the way in which those parts of the harbour closest to Auckland’s CBD have been historically modified to accommodate maritime and marine-based, recreational activities. In the case of St Marys Bay, such development occurred as direct corollary of the construction of the Auckland Harbour Bridge from 1954 to 1956. The existing marina is also part of the wider hub of marine services activities focused on Beaumont St and the western side of Wynyard Quarter.

This enclave of marine related activities is itself contained to the south and south-west by the Northern Motorway, with its ten lanes of almost constant, heavy traffic, and the adjoining St Marys Bay cliff-line – substantially demarcated by its sequence of mature pohutukawas. Nearby, the open space of Victoria Park and a multi-laned, Fanshawe Street reinforce this containment of the Westhaven / Beaumont Street ‘maritime ‘hub’. To the east and north-east, the emerging entertainment precinct of Wynyard Quarter and Silo Park – backed by emerging commercial and residential development within the wider Western Reclamation – helps to link Westhaven Marina to the central city, but also to define the extent of the area physically engaged with the marina’s berths and waterways.

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A line of houses also spills down the northern flanks of the St Marys Bay escarpment, so that these also interact with both the marina and, more immediately, the Northern Motorway. However, the greater bulk of residential areas behind this front tier of coastal properties – extending into the main body of St Marys Bay, then Freemans Bay, Ponsonby and Herne Bay – is effectively screened from the basin and most of its surrounding waterfront. Very few retain more than a partial glimpse of the marina and tis harbour surrounds. To the south-west, Point Erin Reserve and the public swimming pool complex at its centre, provide the physical terminus for the sequence of cliffs and pohutukawas overlooking the marina and its surrounds. Once a pa site, the headland now provides a platform for informal recreation around the council-run pool facility. This open space is, in turn, linked to a narrow strip of open space that is wedged between the southern-most lanes of the Northern Motorway and the adjoining cliff-line. It is also associated with the open promenade following the Curran St approach to the harbour bridge and a vehicle lane that provides access to Westhaven Marina – connected with Westhaven Drive – under the bridge ramparts. Walkers, cyclists and fishermen regularly use this route to access the marina and its internal promenade.

Within the more immediate bounds of the marina, its pedestrian promenade is a key focus for public activity. Stretching from near Fanshawe and Beaumont Streets through to the Ponsonby Cruising Cub and Sitting Ducks Café at the start of the northern causeway, it is also connected to St Marys Bay via a pedestrian over-bridge to the steep incline of ‘Jacobs Ladder’ and Waitemata Street. The promenade’s sequence of wide paths and elevated walkways over the marine margins of inner St Marys Bay and the western marina provides an important conduit for yachties / boaties who have vessels berthed at Westhaven Marina, as well as locals and tourists who are inexorably drawn to the views that it affords to, and across, both the marina and adjoining harbour. The northern breakwater and causeway offers an informal extension to the promenade – a platform for surveying the harbour and looming profile of the harbour bridge, and a venue from which to watch local yacht and power boat races. However, it lacks any real focal-point; the sense of being a ‘destination’ in its own right, or significant aesthetic appeal due to its profusion of asphalt and concrete, and rows of parked vehicles.

14 Brown NZ Ltd – Westhaven Marina Extension April 2017 Even so, the existing promenade and causeway remain key points of public contact with the marina, which are otherwise largely limited to the western edge of Silo Park and sporadic connections through the marine services and boat storage premises lining the eastern side of St Marys Bay.

1.3 CHARACTER & VALUES

Westhaven Marina’s close association with the harbour bridge and Northern Motorway means that – like the bridge itself – it is both a key component of the arrival / gateway experience presented to those traversing the Waitemata Harbour from the north, and is also part of the contextual ‘frame’ for views from the harbour bridge to Auckland’s CBD, Sky Tower and Mt Eden / Maungawhau. Both as a feature in its own right and as part of the context for views beyond it, the marina is typically viewed firmly ensconced within Auckland’s developed waterfront. Although the string of pohutukawas along the St Marys Bay cliff-line and the sea ‘in front of’ the marina add a natural dimension to such views, Westhaven Marina is clearly part of the robust, working, maritime environment that fronts the Auckland waterfront and CBD.

This feeling is amplified by the presence of the harbour bridge’s own infrastructure in views from its south-bound lanes, the multiple lanes of traffic that flank drivers and passengers alike, and even the very structured profile of the marina, with its geometric layout of piers, waterways and breakwater / reclamation. Views from the harbour bridge also affirm the marina’s sense of connection with the Western Reclamation and Wynyard Wharf, the margins of suburban St Marys Bay, and the central city – with its rising mantle of towers dominating much of the near horizon.

Although the Waitemata Harbour remains the ‘glue’ that binds much of the city and its waterfront margins together – a powerful symbol of Auckland’s coastal landscape setting – such views still emphasise the built, structural qualities of Auckland City. They combine to create important impressions of its operational, working environment, while the harbour and a number of Auckland’s key volcanic cones – Mt Eden / Maungawhau, Mt Victoria / Takarunga and Rangitoto – amplify the way in which these natural features continue to provide an important ‘backdrop’ to that part of Auckland in which development is most concentrated.

Hardly surprising, therefore, no Outstanding Natural Landscapes (ONL), Outstanding Natural Features (ONF) or areas of High to Outstanding Natural Character are identified within those parts of the Waitemata Harbour and its coastal environment close to Westhaven Marina, either within the operative Auckland Council District Plan – Isthmus Section or the Proposed Auckland Unitary Plan (see overleaf). The nearest areas displaying such value are found west of the harbour bridge, with an area of High Natural Character ringing Heron Island, while across the Waitemata Harbour a number of Significant Ecological Areas are identified across the sand flats and coastal margins of Shoal Bay and Ngataringa Bay. None of these areas relate to, or affect, Westhaven Marina and its harbour frontage.

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Proposed Auckland Unitary Plan (Recommendations Version) showing the area of High Natural Character around Heron Island and the SEAs within Shoal and Ngataringa Bays

LANDSCAPE

The proposed extension site and its more immediate surrounds are highly modified. Consequently, if assessed against the Modified Pigeon Bay / WESI factors that now provide a benchmark for identification of ONLs throughout New Zealand – as set out below – it is clear that the Auckland waterfront would rate relatively lowly in terms of: • Natural Science Factors: the geological, topographical, ecological and dynamic components of landscape • Aesthetic Values: including memorability and naturalness • Expressiveness (legibility): how obviously the landscape demonstrates its formative processes • Transient Values: occasional presence of wildlife, or its values at certain times of the day or of the year • Values that are Shared or Recognised

On the other hand, the marina’s close association with the Waitemata Harbour and with parts of colonial Auckland’s old port and waterfront, means that the area retains considerable significance in relation to: • Tangata Whenua Values • Historical Associations

Overall, however, I do no believe that Westhaven is either ‘sufficiently natural’ or sufficiently outstanding overall, to qualify for ONL or ONF status, regardless of the significance that it retains in relation to the last two Pigeon Bay factors or criteria set out above. The heavily

16 Brown NZ Ltd – Westhaven Marina Extension April 2017 modified nature of the existing marina and wider waterfront environment weighs strongly against Westhaven being identified as such.

Even so, the marina remains an important human-made / cultural component of Auckland’s waterfront landscape that makes a significant contribution to public perceptions of the Waitemata Harbour and Auckland CBD. In particular, it is aligned with the City’s identity as the ‘City of Sails’ and to its overall sense of place. The marina helps to characterise Auckland as a location that places considerable importance on the city’s interaction with its two harbours, as well as on recreational use of the Waitemata Harbour (in turn, linked to the Hauraki Gulf). Consequently, the harbour and waterfront margins near Westhaven Marina are more prized for their contribution to an important cultural landscape than because of any natural characteristics or qualities.

NATURAL CHARACTER

Policy 13(2) of the NZ Coastal Policy Statement describes key natural character components as comprising: (a) natural elements, processes and patterns; (b) biophysical, ecological, geological and geomorphological aspects; (c) natural landforms such as headlands, peninsulas, cliffs, dunes, wetlands, reefs, freshwater springs and surf breaks; (d) the natural movement of water and sediment; (e) the natural darkness of the night sky; (f) places or areas that are wild or scenic; (g) a range of natural character from pristine to modified; and (h) experiential attributes, including the sounds and smell of the sea; and their context or setting.

However, in a similar vein to the landscape values discussed above, both current activities near the harbour edge and its wider waterfront context, have a very significant bearing on the levels of natural character associated with the Waitemata Harbour near Westhaven and its St Marys Bay margins. Tested against the ‘criteria’ or factors of Policy 13, it is clear that the sea area and coastal margins around Westhaven Marina would rate lowly in relation to virtually all of the factors described above and, more particularly, in terms of naturalness or natural character as a whole. Again, this tends to affirm the significance of Westhaven as a component of Auckland’s highly modified, cultural environment, but not as a component of the City’s more natural, coastal environments.

AMENITY

Public access to the pedestrian promenade and other parts of Westhaven Marina contributes very appreciably to public enjoyment of both the current marina and the Waitemata Harbour. It also offers views to the harbour bridge and the various other natural and cultural features around the harbour already described. Indeed, the northern causeway offers one of relatively few vantage points from which the general public can gain a fuller appreciation of the central harbour and its relationship with the CBD; much of the remaining waterfront is either contained within areas of secure port operations or offers sporadic, frequently compartmentalised, views of the Waitemata Harbour.

Moreover, as previously indicated, it also provides a viewing platform for various harbour activities and events – from the annual offshore power boat races under the harbour bridge to the Auckland Anniversary Day fireworks display focused on the Sky Tower. Both lower

17 Brown NZ Ltd – Westhaven Marina Extension April 2017 Curran St and the northern causeway provide a venue for more informal recreation – including fishing, walking and cycling – while the Bridge Climb and Harbour Bridge Bungy operations help to inform locals and visitors alike about Auckland’s relationship with its harbour setting, with Westhaven Marina a central feature of most views from the harbour bridge up the Waitemata Harbour and towards Auckland’s CBD.

As a result, Westhaven Marina contributes very appreciably to the aesthetic appeal of Auckland’s waterfront, even if its role in this regard has unfolded as an accidental adjunct to the marina’s primary function of catering for Aucklanders’ maritime recreational pursuits.

The area of pile moorings and water channels directly affected by the proposed extension is ‘part and parcel’ of the wider marina environment, and provides a well-known passage for boaties in and out of Westhaven. However, the subject area has no specific values that set it apart from the rest of the marina, while public access to it is restricted by its location at the very end of the current causeway. Even when viewed from atop the existing causeway, the extension site remains substantially screened by existing car parking, service areas, pier gateways and planting. Consequently, the proposed extension’s water area and adjacent moorings are among the least visible and influential components of the marina in terms of amenity values.

18 Brown NZ Ltd – Westhaven Marina Extension April 2017 2.0 EFFECTS ASSESSMENT

2.1 RECEIVING ENVIRONMENTS & AUDIENCES

Westhaven Marina is a signature feature of the view from Auckland’s harbour bridge for motorists and passengers approaching the central city. The linear expanse of the current northern causeway and breakwater is also clearly apparent from the main body of the Waitemata Harbour, including boating corridors that are used by recreational boaties, local ferries and harbour tour operators.

View to Westhaven Marina, the northern causeway / breakwater & application site from the south-bound lanes of the harbour bridge

However, analysis of the proposal and its surrounds indicates that the proposed extension would be much more contained, visually, relative to most other viewing quadrants, including those parts of St Marys Bay, surrounding suburbs and the inner city beyond the immediate confines of the Westhaven / St Marys Bay basin. Key factors contributing to the causeway extension’s ‘isolation’ include: • the proposal’s location at the outer edge of the current marina; • its physical remoteness relative to the existing pedestrian promenade and other points of public access within and around the marina; • visual buffering of the application site by a plethora of yacht masts and vessel superstructures, berths and other related structures within the marina, together with existing planting on and near Westhaven’s shoreline; • the flat viewing plane across the marina’s expanse of water craft, berths and piers;

19 Brown NZ Ltd – Westhaven Marina Extension April 2017 • limited physical access to vantage points that overlook the marina from outside its physical boundary; • the relatively long distance associated with views from Auckland’s CBD towers (commercial and residential) and much of the harbour bridge; • limited visual access to the marina from most of the Western Reclamation, St Marys Bay, Freemans Bay and nearby suburbs.

The following photos taken from locations around Westhaven Marina highlight the limited level of interaction between the marina extension site and most public vantage points.

Looking from St Marys Road (above) and New Street (below), within St Marys Bay, towards the marina & application site

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The view from the Ring Terrace public walkway towards part of Westhaven Marina, Rangitoto and the Auckland CBD

Looking from the northern end of the pedestrian overbridge across the Northern Motorway towards the marina and marina extension site

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Looking from the pedestrian bridge within Silo Park towards the marina and marina extension site

The view from the super yacht jetty on the western edge of Silo Park towards Westhaven Marina and marina extension site

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Looking from the St Marys Bay Pontoon and pedestrian promenade towards the marina and Marina extension site

The view from the car park and reclamation at the base of Piers T and U, within the existing marina, towards the Marina extension site

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Panoramic view of the eastern end of Westhaven’s northern causeway looking towards the Marina extension site

Visual Catchments As a result, the main receiving environments likely to be exposed to the proposed structure comprise: • The Waitemata Harbour – between the harbour bridge and off-shore of the Western Reclamation; • The harbour bridge – in particular, its south-bound lanes and walkways used by Harbour Bridge; • The eastern end of the northern causeway / breakwater; • Parts of the pedestrian promenade and open spaces on the fringe of the current marina; • The pedestrian bridge over the Northern Motorway that connects the Westhaven promenade with St Marys Bay and Freemans Bay • The super yacht / historic vessels jetty and adjoining public open space at the western edge of Silo Park; • Residences off lower Shelly Beach Road, Ring Terrace, London Street and Harbour Street on the crest of the St Marys Bay cliff-line; • Some office towers within the CBD; and • Some residential properties on Stanley Point and Birkenhead Point.

Related Audiences Those potentially exposed to the proposed water storage project include the following: • Boaties either using Westhaven Marina or passing it; • Tourists on harbour tours and charter yachts; • Ferry users – notable those traveling to and from Birkenhead; • The general public and tourists visiting Westhaven Marina; • Those using and visiting the western end of Silo Park; • Locals using the pedestrian bridge over the Northern Motorway and the Jacobs Ladder accessway to St Marys Bay; • Local residents living on the crest and north-facing slopes of the St Marys Bay cliff- line; • Residents within some CBD apartments;

24 Brown NZ Ltd – Westhaven Marina Extension April 2017 • Office users within some CBD towers; and • A relatively small number of residents living on Stanley Point and Northcote Point.

2.2 VIEWPOINT ANALYSIS

To provide a representative ‘view’ of the Marina extension, three viewpoints have been selected that capture representative views of both development ‘sites’. These capture views to the proposed development from: § the harbour bridge and Northern Motorway; § the edge of St Marys Bay and its residential enclave; and § the present-day terminus of the northern breakwater / causeway.

These viewpoints have been chosen as they represent the few locations from which the proposed development would be relatively apparent – more so than any other locations identified – and they also represent a range of viewing quadrants and audiences that will ultimately be exposed to the proposed marina extension.

For each of these viewpoints, Build Media Ltd have taken photos of the existing marina landscape – oriented directly towards the application site – and have subsequently prepared photo simulations that accurately portray the proposal within each view. Comparison of these ‘before and after’ images, together with site visits, have provided the basis for this evaluation of landscape, natural character and amenity effects.

ASSESSMENT METHODOLOGY

Adverse impacts upon landscape, amenity and natural character values typically arise where there is evident discontinuity between the character and values of an existing environment and what is proposed, and where the resultant ‘challenge’ to the existing landscape ‘order’ is perceived in a negative light. Consequently, this section of the report addresses, the degree of landscape / environmental change associated with the proposal and the nature / quality of landscape / amenity / natural character modification arising from such change.

The present day photos taken from each viewpoint allow the current landscape values and the inherent sensitivities of both the application ‘site’ and its wider landscape setting to be assessed. This then leads into comparison of the current state of that setting with the landscape that would emerge subsequent to the installation and operation of the proposed water storage facility.

The following criteria provide the foundation for the assessment for each viewpoint: § Existing Landscape Values § Sensitivity to New Development § Prominence / Visibility (of the proposed reclamation, piers and berths) and § Landscape Effects § Natural Character Effects § Amenity Effects

25 Brown NZ Ltd – Westhaven Marina Extension April 2017 Analysis under these ‘headings’ takes into account the following factors / considerations:

Existing Values: Reflecting the relative extent to which a landscape is valued in terms of: § Its biophysical perceptual components: including landforms, vegetation cover, sea area and key cultural elements / features: buildings, other structures and activities § Its Perceptual Components: aesthetic value, expressiveness, legibility (focusing on the degree to which landscape elements combine to create an attractive composition, 2D patterns, 3D sense of structure) and ephemeral / transient values § Evaluation of the waterfront / Westhaven landscape subject to viewing ‘as a whole’: addressing its values relative to other landscapes within its wider harbour / central city setting. This includes responding to the degree of 'local identity' associated with the Westhaven / waterfront landscape.

Existing Sensitivities: § Prominence: the relative prominence of the waterfront / marina landscape that includes, and frames, the Marina extension ‘site’. § Integrative Potential: the extent to which the existing profile and built fabric of Westhaven Marina would help to absorb and integrate the proposed extension – including its rock armouring, asphalt, car parking, terracing, lawn areas, planting, etc together with the closure of the ‘central’ water channel in and out of the marina (this assessment also takes into account the influence that elements in the more immediate foreground and middle distance would affect perception of the proposed development). § Vantage Point Significance: the degree to which the view from this vantage point might be considered ‘significant’ – either from a public standpoint or in terms of the collective residential audience that it represents.

This is followed by evaluation of the key effects associated with the proposed Marina extension taking into account the following for each viewpoint:

Prominence: § Visibility / Legibility Of The Extension’s Structures: comparison of the before and after images for this viewpoint indicating the extent to which the development proposal would be visible and visually prominent in views towards / over the Westhaven Marina and the Waitemata Harbour.

Landscape Effects: § Impacts On Landscape Elements & Patterns: the extent to which the proposal would adversely affect the structure of the landscape: its layering of elements, the interplay between different types of land use / structure, and the interaction between land and sea / harbour. § Impacts On Visual Coherence / Unity: the extent to which the proposal would adversely affect the perceived integrity of the Waitemata Harbour and the Auckland Waterfront (including St Marys Bay) by altering the mix of land uses and the balance between natural and man-made elements within the visible landscape. § Impacts on Key Features / Landscapes (where applicable): the extent to which the presence of the Marina extension would disrupt or disturb views to, and of, the main body of the Waitemata Harbour.

Natural Character Effects: The degree to which the development proposal would adversely affect perception and appreciation of the following characteristics associated with the existing Coastal Environment: o Abiotic factors (essentially landform) o Vegetation Type (native / endemic to exotic) o Vegetation Cover & Patterns o Land Uses / Activities: Buildings & Structures (their presence / absence) o Water Areas o Natural Processes

26 Brown NZ Ltd – Westhaven Marina Extension April 2017 Amenity Effects: § Visual Intrusion & Disruption of Aesthetic Cohesion: the degree to which the proposal’s visual ‘presence’ would impair or disrupt the aesthetic cohesion of the outlook from the viewpoint and specific features / landmarks within that outlook. § Impacts On Public Amenity: the extent to which the Marina extension would adversely affect public perceptions of the current marina (including its sense of place) and its relationship with both the Waitemata Harbour and surrounding features eg. the harbour bridge and Rangitoto (identity) § Impacts on Residential Amenity: the degree to which the proposal would adversely affect residential views to, and of, the Waitemata Harbour.

Impact ratings for most viewpoints are also inevitably affected by other key factors, including viewing distances to the application site and the elevation of the proposed marina extension relative to each viewpoint. Where these factors alter the level of effect identified for specific viewpoints, this is also identified. Taking all of the above into account, each viewpoint analysis concludes with an overall Impact Rating employing the following scale: § No Effect § Very Low § Low § Moderate § High § Very High § Severe Effect

The three viewpoints selected for this process are located as follows:

Viewpoint 1. The Auckland Harbour Bridge Viewpoint 2. The Eastern End Of The Northern Causeway Viewpoint 3. No.19 London Street, St Marys Bay

27 Brown NZ Ltd – Westhaven Marina Extension April 2017

Viewpoint 1. Auckland Harbour Bridge

EXISTING VALUES: MODERATE / HIGH: the form of St Marys By was dramatically altered in the early and mid 1950s to accommodate development of the harbour bridge, while the subsequent development of Westhaven Marina compounded this by ‘in-filling’ the greater bulk of the remaining bay (though not actually filling it in for harbour-side development, as Auckland City Council initially intended). Moreover the nearby headland of Point Erin has been appreciably modified since the advent of European occupation, with the former pa site now occupied by a public swimming pool and reserve. Nevertheless, Westhaven Marina had become a key feature at the northern gateway to Auckland City; it is strongly associated with the harbour bridge and helps to imbue Auckland within its ‘City of Sails’ signature and identity. The rows of existing berths, parked vessels and sea lanes between them draw the eye of locals and visitors alike, while the stark profile of the existing northern causeway, then breakwater, provides a very emphatic line of ‘engagement’ with the Waitemata Harbour. Whereas most of Auckland’s waterfront is hallmarked by the geometric, visually restrictive, ‘ins and outs’ of port wharves and jetties, Westhaven is notable for its much more open interaction with the broad expanse of the visible harbour. The marina is also part of wide sequence of features that frame the open expanse of the Waitemata Harbour – from Rangitoto and Mt Victoria / Takarunga to the harbour mouth, the CBD’s towers focused on Sky Tower, and Mt Eden / Maungawhau.

SENSITIVITY TO LOW: the existing northern causeway, breakwater, berthage piers, yacht CAUSEWAY EXTENSION: club buildings, car parking and even development on the Western Reclamation – from the residual oil storage farm to Silo Park and the maritime services area – combine to impart the strong impression of a highly modified and developed part of the harbour coastline. Again, Westhaven’s association with Auckland’s CBD, together with its merger with the Northern Motorway and amphitheatre of housing at the edge of St Marys Bay, affirms the ‘built’ and structured nature of this environment. At a more fine-grained level, the current alignment of the northern breakwater / causeway, and the layout of both piers / berths and car parking would appear likely to accommodate the sort of development anticipated with the Marina extension. The open waters of the near harbour contrast with this urban waterfront, suggesting that any significant deviation from the hard line of the current causeway and breakwater might create the feeling of deviation from the current pattern of development at the current harbour’s ‘edge’. Yet, the wider harbour is notable for the prevalence of man-made structures that jut out into the Waitemata Harbour, so that any such change would need to be physically quite significant to appreciably alter the current interplay of man-made structures with the adjoining harbour.

28 Brown NZ Ltd – Westhaven Marina Extension April 2017 PROMINENCE / HIGH: The general mass of berths, yachts, launches and club facilities, VISIBILITY: fronted by the northern causeway and breakwater, is very prominent in views from the harbour bridge. However, the finer detailing of individual elements – from the existing marina breakwater to the margins of the Northern Motorway within the main body of St Marys Bay – is less readily apparent. Instead, Westhaven tends to ‘read’ as a consolidated mass of structures and marine related activity.

LANDSCAPE EFFECTS: NONE: The Marina extension, including alterations to the existing A Pier and replacement of existing pile moorings by new piers and berths, would appear inseparable from the existing matrix of structures within Westhaven Marina. Although the loss of the western entry channel in and out of the marina would be clearly visible – quite conceivably signalled and amplified by construction activity – the new areas of public open space, planting and car parking would merge with the current alignment of the northern causeway and breakwater. More importantly, the proposed planting (especially the pohutukawas), lawn area, decking and public terraces – culminating in the waka headland – would mark a significant departure change from the asphalt and car parking that currently dominates the northern causeway. It would, if anything, mark a positive turn in the marina’s harbour edge development, building on impressions already created with planting near Westhaven Drive and the recently developed, pedestrian promenade. In particular, the waka headland’s limited projection out into the Waitemata Harbour would tend to reinforce its role as a focal-point and ‘destination’ at the harbour’s edge. The massed planting framing the headland, and perhaps even the pouwhenua at its base, would subtly reinforce this statement. Although views from the harbour bridge are elevated well above the Waitemata Harbour, once the planting across the Marina extension starts to mature relatively little of the new car parking and berths would remain clearly visible. Over time, these physically discrete components of the proposal would increasingly merge together and would effectively meld with the rest of the marina.

NATURAL CHARACTER VERY LOW: The loss of the central waterway in and out of Westhaven EFFECTS: Marina, together with the displacement of pile moorings by a more compact array of piers and berths would reduce the water area visible at the edge of the marina, as well as within it. However, the area of water visible within Westhaven from the harbour bridge is minimal and the loss of the entry channel would have very little overall impact on the overall interplay of the harbour with its developed, waterfront ‘edge’. Once constructed, the Marina extension would merge seamlessly with the rest of the northern causeway and breakwater. The waka headland might also increase the sense of encroachment by built elements and structures into the harbour’s margins. However, any such impressions would, at worst, be very subtle with the elevated form of the ‘lookout / promontory’ creating the feeling of it ‘floating’ above the harbour littoral margins, rather than of encroaching into them.

AMENITY EFFECTS: NONE: public impressions of the northern causeway, breakwater and marina as a whole would, if anything, be enhanced by the public open spaces, waka headland and vegetation fronting the Marina extension. In particular, views to he proposed ‘public realm’ would enhance impressions of Westhaven that have already been significantly improved with the recent development of the pedestrian promenade and St Marys Bay pontoon.

Impact Rating: VERY LOW

29 Brown NZ Ltd – Westhaven Marina Extension April 2017

Viewpoint 2. Northern Causeway

EXISTING VALUES: MODERATE: presently, the northern causeway is dominated by its broad expanse of asphalt and car parking. Although the timber boardwalk already developed along the southern side of the causeway softens its profile slightly and the strong visual association of this area with the Royal New Zealand Yacht Squadron headquarters, Richmond Yacht Club building and other clubrooms has strong recreational and social connotations for those using and visiting the marina, this does little to alleviate the hard, largely barren, aesthetic of the current causeway. The presence of the secure entry gates to Piers A and B, associated service areas and steel sheeting at the very edge of the current entry channel simply exacerbates such impressions. More positively, the causeway and breakwater also provide the springboard for views into, and across, the marina, as well as out over the adjoining harbour. Views from it also encompass the nearby harbour bridge, parts of Devonport and North Shore, Mt Victoria / Takarunga, Rangitoto and Auckland’s high-rise CBD. Consequently, even though the landscape that dominates the immediate foreground conveys a strong sense of functionality and utility – at the expense of more aesthetic values – it retains importance as the platform for views to various features, both in the causeway’s more immediate vicinity and beyond. As a result, the current causeway has little significance as a landscape or environment in its own right. Yet, it retains significant value as the platform for public views to and of: o The harbour and activities on it, including the spectacle of regular yacht and power boat races; o The harbour’s margins and its array of natural features – from Rangitoto to Mt Eden / Maungawhau; o The CBD – both during daytime and night-time, especially for the likes of Auckland Anniversary Day and at other times when public fireworks displays light up the waterfront skies; and o The actual marina juxtaposed against the CBD and St Marys Bay – providing a natural ‘draw card’ for locals and visitors alike. Increasingly, the northern causeway and breakwater is viewed as part of an informal circuit for pedestrians and cyclists, building on the appeal of the current promenade, Westhaven Drive and lower Curran St.

SENSITIVITY TO VERY LOW: The existing causeway and marina stretching towards the CAUSEWAY EXTENSION: Western Reclamation comprises a highly developed and structured, cultural environment. Although the western entry channel and its water area extending into the area of pile moorings immediately to the east, offsets this slightly, views from the current causeway remain dominated by the hard standing, car parking, piers and – not least – the actual boats that are the subject of so much public attention and scrutiny. All of these elements contrast very markedly with the open waters of the central

30 Brown NZ Ltd – Westhaven Marina Extension April 2017 harbour on the ‘other side’ of the causeway and breakwater. Although the proposed Marina extension site is located at the very junction of the marina with its harbour surrounds, it does not have a high level of accessibility or visibility in its own right – either from the present causeway near Viewpoint 2 or most other nearby vantage points. As a result, the northern end of the causeway and breakwater tends to be used for viewing towards the harbour and harbour bridge, and – more sporadically – various boating events, whereas the timber walkway and southern edge of the causeway provides a natural platform for views across the marina, as well as towards Auckland’s CBD. By contrast, there isn’t much to see in the direction of the western entry channel and proposed extension site. This, combined with the ‘hard edged’, maritime, nature of most of immediate environment means that the area around the proposed reclamation site has limited visual presence and sensitivity to modification.

PROMINENCE / LOW: Although (as indicated above) the western entry channel and VISIBILITY: adjacent area of pile moorings affected by the proposed development lie at the centre of Westhaven’s harbour frontage, it is isolated from most of the northern causeway and associated public vantage points by rows of parked cars, security gates and shelters, service areas, planting and even the sheet piling at the very edge of the entry channel. Clearly, those using the boardwalk down the southern side of causeway – standing at its edge or using Piers A or B – have clearer views of the water areas impacted by the current proposal; however, most other locations atop the causeway offer a quite limited degree of interaction with the Marina extension site.

LANDSCAPE EFFECTS: NONE: The proposed car park would exacerbate some of the more utilitarian qualities of the current causeway and breakwater, while the proposed closure of the western entry channel and displacement of pile moorings by a more structured and intensive array of piers and berths would reinforce the ‘built’ nature of Westhaven Marina as a whole. Overall, though, such modifications would be more than offset by the provision of a sequence of public spaces linked to extensive planting, bunding and the proposed pouwhenua (featuring carving by each of Auckland’s 19 tribes). In conjunction with the waka headland and its elevated light path, this network of spaces – including its open lawn area and massed native planting – would significantly enhance the aesthetic character and appeal of the northern causeway. Perhaps just as important, it would symbolically signal a heightened level of engagement between the marina and Waitemata Harbour – not just defence against the harbour’s waters and wave fetch. The proposal would also enhance the marina’s cultural values by affirming the historic relationship between mana whenua and the Waitemata Harbour.

NATURAL CHARACTER VERY LOW: The Marina extension would result in a slight, but EFFECTS: perceptible, loss of open water area at the end of the current breakwater and causeway. However, that water is located within the body of the existing, highly structured, marina environment, while the massed planting of native vegetation next to the car park and framing the proposed public open spaces would appear to increase the natural content of the reclamation and breakwater locality. In reality, this planting would be ‘artificial’ – a product of human intervention and activity, rather than a product of nature – so that, overall, there would be a very slight diminution of the natural elements (essentially the sea surface) associated with the application site.

31 Brown NZ Ltd – Westhaven Marina Extension April 2017 AMENITY EFFECTS: NONE: The proposed public open spaces, terraces, decking, footpaths and waka headland would greatly enhance public exposure to the Waitemata Harbour and offer a logical terminus for those walking or cycling through the marina. Currently, Westhaven’s pedestrian promenade is devoid of a logical point of focus at the harbour’s edge, and the proposed chain of public open spaces would address this by providing an area that combines passive recreation with education, interpretation and spectator use of the harbour edge. At a more fine- grained level, the proposed public spaces, mass planting, bunding, lawn area and relocated starters box would greatly enhance the aesthetic values of the northern causeway and breakwater. Together with additional car parking, these additions to the present causeway would also enhance Westhaven’s appeal for use in a more civic, even ceremonial, capacity. In relation to the latter point, it is also important to recognise that the proposed pouwhenua, waka headland and detailed design of individual public spaces would provide a vehicle for acknowledging mana whenua connections with the Waitemata Harbour. This is highly significant in terms of local cultural values. As a result, the Marina extension would provide an important destination that helps to affirm Auckland City’s connection with the harbour and the various natural and human-made features found around it. Strategically, it would build on the connections provided by previous development within the Viaduct Basin and Wynyard Quarter / North Wharf / Silo Park, as well as around Princess Wharf and, more recently, Queens Wharf.

Impact Rating: NONE

32 Brown NZ Ltd – Westhaven Marina Extension April 2017 Viewpoint 3. 19 London Street, St Marys Bay

EXISTING VALUES: MODERATE: looking north from the residences lining the seaward side of London Street and other nearby cliff-line locations, an expansive view is presented across the Northern Motorway and Westhaven Marina to the Waitemata Harbour. In particular, the residual open water area of St Marys Bay – between Pier Z and the car park reclamation connected with Piers T to X – is especially prominent. Ten lanes of motorway traffic and asphalt traverse the immediate foreground, while the concertinaed profile of the marina piers and parked vessels dominates the far side of St Marys Bay. Beyond, the profile of the harbour bridge, Rangitoto, Mt Victoria / Takarunga and the tall, concrete silos of Silo Park punctuate the distant skyline. In particular, the harbour bridge dominates the visible horizon and even allowing for the pockets of water and the iconic profile of Rangitoto that are also apparent, most of the outlook from this quarter retains a markedly developed, ‘built’ quality. The enclosed water body of St Marys Bay is hemmed in by infrastructure of various kinds, while the motorway corridor – a source of constant noise and activity – tends to push the slim strip of visible harbour and much of Westhaven Marina into the background. Remnant pohutukawas near some houses and around the periphery of St Marys Bay, together with domestic vegetation between most dwellings, help to soften the general outlook and add another, more natural, layer to it. But, even so, many views still retain a strongly maritime, in places ‘hard edged’, quality. Overall, therefore, such views retain value because of their connection with both the Waitemata Harbour and residual ‘bay’ – amplified by the presence of various other features described above. However, such appeal is ultimately limited by the presence of the motorway (in particular), while the rest of Westhaven Marina and the marine services sector off Beaumont Street add a more robust, commercial, dimension to the general outlook from this residential enclave.

SENSITIVITY TO VERY LOW: Focusing more directly on the Marina extension site, little of CAUSEWAY EXTENSION: the northern causeway and breakwater is currently visible due to the presence of intervening piers and vessels, and planting atop the Pier T-X car park / reclamation. Instead, both the causeway and breakwater are visually dissected, and partly screened, by the complex layering of masts, boat superstructures and other paraphernalia associated with both Piers A to X and the existing reclamation that defines the far side of St Marys Bay. In effect, the application site melds with this matrix and is visually inseparable from it. In addition, the western sea channel and area of pile moorings adjacent to it are almost entirely lost behind the dense patina of vessels and structures associated with existing Piers T to X.

PROMINENCE / VERY LOW: The proposed extension’s profile would match that of the VISIBILITY: existing northern causeway, while the new piers would occupy an area that has very little visual presence currently – as described above. Consequently, much like the greater bulk of the existing causeway, most

33 Brown NZ Ltd – Westhaven Marina Extension April 2017 of the proposed piers, berths, rock armouring and other components of the marina extension proposal would merge with the existing marina’s various structures and vessels. The only elements that appear likely to be reasonably apparent are the pohutukawas between the new car parks and public open spaces, moreso as they mature. It is also possible that the pouwhenua might also be visible, although their narrow profiles would, in all likelihood, merge with those of the massed yachts closer to Viewpoint 3.

LANDSCAPE EFFECTS: NONE: The proposed reclamation extension would not appreciably change the nature of views from 19 London St and other nearby dwellings, or their appeal. Although the pohutukawas would become more visible over time, they appear likely to have a slightly positive effect, on perceptions of Westhaven and the surrounding St Marys Bay landscape.

NATURAL CHARACTER NONE: The proposed extension would not appreciably alter the EFFECTS: composition of harbour / water areas and structures visible from Viewpoint 3, nor the wider interplay of human-made and natural elements within the coastal environment.

AMENITY EFFECTS: NONE: The proposal would not appreciably affect the aesthetic value and coherence of views from residential properties on the edge of St Marys Bay, nor would it adversely affect the general appeal of such views. On the other hand, the distant pohutukawas and pouwhenua may well help to mark the location of a public destination that ultimately assumes some importance as a destination for local residents (as well as the wider community).

Impact Rating: NONE

34 Brown NZ Ltd – Westhaven Marina Extension April 2017 2.3 OTHER VANTAGE POINTS

Most other vantage points around Westhaven Marina offer views very similar to those experienced from Viewpoints 1, 2 and 3, although those three viewpoints were specifically chosen because they offer clearer views of the proposed marina extension site and its surrounds than most other locations. It is anticipated that the effects associated with views from most other vantage points – from other parts of the harbour bridge and marina, or other parts of London Street and Ring Terrace on the edge of St Marys Bay – would be similar to those described above. In a similar vein, while the super yacht / historic vessel pier on the edge of Silo Park and the pedestrian bridge within that public space offer slightly different perspectives of the application site, they still reveal it firmly lodged within the mass of leisure craft, masts, berths and other structures that dominate the outlook to, and over, Westhaven Marina. The nature of such views, and associated effects, are unlikely to vary appreciably from those described in respect of Viewpoints 2 and 3 in particular.

However, two vantage points / localities offer somewhat different perspectives of the northern causeway and breakwater: § The Waitemata Harbour – looking towards Westhaven Marian from the various recreational vessels, working boats / ships, ferries and charter craft that ply its waters; and § The various commercial and residential towers within the CBD that overlook Westhaven, including Sky Tower.

VIEWS FROM THE WAITEMATA HARBOUR

Presently, the northern causeway and breakwater combine to establish a relatively simple, linear, edge to Westhaven Marina and the mass of recreation vessels within it. They establish a near solid ‘wall’ – broken only by the two entry channels in and out of the marina – that decisively separates the marina and harbour from one another. Although capped by the increasingly historic, and rather blocky, profile of the RNZ Yacht Squadron clubrooms and other yacht club buildings near the harbour bridge, together with a patina of yacht masts, cars and sporadic planting down much of the causeway’s length, this façade is most notable for its rather flat, and continuous, line of rock armouring then breakwater piles.

The two channels that currently provide access to the marina afford some relief from this sequence, but close-up views tend to focus on one entrance, while the other merges with an oblique array of piles and rockwork. By contrast, when viewed from further offshore, both entrances come into sharper relief, but the causeway and breakwater merge to a greater degree with the broad swathe of boats, berths, and other structures within main the body of the marina. Both perspectives reinforce the stark contrast between Westhaven’s quite intensive array of structural forms and buildings, and the open waters of the harbour.

The proposed Marina extension would reinforce the linear nature of this frontage through its integration of the northern causeway and breakwater – both physically and visually. Moreover, during construction, the loss of the western entry channel would be exacerbated by the barges, piling equipment and activity associated with both deconstruction of the existing channel walls and pile moorings, then development of the new reclamation structure, car parking and public spaces. However, once complete, the layering of decks, terraces, planted areas and an elevated waka headland – projecting out from the edge of the rock armouring and planting would create a quite different aesthetic to that presently found across the causeway. Pohutukawas, fronted by massed flax and cabbage trees would provide a much softer mantle atop the new reclamation, while the waka headland and other public spaces – frequently occupied by members of the public – would

35 Brown NZ Ltd – Westhaven Marina Extension April 2017 fundamentally change the extended causeway’s nature, making it more akin to a public park and headland than a simple extension of the present causeway and breakwater.

Having said this, the greater bulk of the northern causeway and breakwater would retain its decidedly linear profile and the proposed extension would – as a structure – merge with both the ‘old’ causeway and breakwater. The planting and other public space elements proposed would alter the top of the causeway / reclamation, but not its continuous line of rock armoured walling, its waterline profile or its parapet height. Ultimately, therefore, Westhaven’s physical interface with the Waitemata Harbour would be little changed from at present. Furthermore, the changes anticipated would have little, if any impact on the character and appeal of the wider waterfront, or its inherent natural character values.

As a result, the proposed extension appears likely to either have a VERY LOW level of effect from a landscape / natural character / amenity standpoint or NO EFFECT at all.

VIEWS FROM THE CBD

Viewed from the likes of Sky Tower and other CBD ‘skyscrapers’, the Marina extension site is firmly bedded into the fabric of the existing marina. Although views from this quarter offer more of an overview of Westhaven, a complex matrix of yacht masts, piers, berths, tall concrete silos (within Silo Park) and other structures still enclose the application site. Both the current causeway and breakwater are partly screened by these elements, while the increased viewing distance from most central city towers to the marina (approximately 1.7km from Sky Tower to the western entry channel) means that new extension and berths would sit well within the matrix of existing structures that already dominate Westhaven.

Much as the project would therefore displace water areas within Westhaven’s western entry channel, and around pile moorings next to it, the fundamental composition and character of the marina would be little altered. In particular, the proposal would have no appreciable impact on the relationship between the marina and open harbour waters flanking it. Nor, as a result, would it have an appreciable effect on the wider waterfront landscape, its natural character values and amenity values.

Indeed, much as this viewing perspective is diametrically opposite that from the harbour bridge (in a physical sense), the degree of change experienced from both viewing quadrants and related levels of overall effect would be remarkably similar. Such effects would either be of a VERY LOW order or would be entirely neutralised by the new planting and public open spaces proposed. Of note, these elements could well enhance perceptions of the marina in the eyes of a city populace that is increasingly wedded to active use of the Waitemata Harbour and its various CBD frontages.

2.4 KEY FINDINGS

The proposed Marina extension would result in the reconfiguration and intensification of a key part of Westhaven Marina that directly abuts what many Aucklanders would doubtless regard as its most sensitive frontage and interface – addressing the Waitemata Harbour. Westhaven Marina is also closely linked to the Auckland Harbour Bridge and the main gateway into central Auckland from the north. The recent development of the pedestrian promenade through Westhaven has also increased public use and surveillance of the marina, while local residential properties on the edge of suburban St Marys Bay and towers within Auckland’s CBD overlook it from a variety of locations.

Yet, the proposed replacement of pile moorings by new berths and expansion of the northern causeway would occur within part of Auckland’s waterfront that is already highly

36 Brown NZ Ltd – Westhaven Marina Extension April 2017 modified, that retains few vestiges of its original natural form, and that is surrounded on three sides by areas of significant inner city and maritime development, together with major transport corridors. The intensive matrix of piers, berths, vessels, masts and other structures / paraphernalia that directly surround the application site within the bounds of the current marina further isolate it from many surrounding locations and vantage points, including most of suburban St Marys Bay and Freemans Bay. Even when viewed from those locations that do retain views to the northern causeway and breakwater, these elements would help to screen and substantially meld the proposed development into its more immediate, waterfront / marina setting.

In addition, the proposed causeway extension would remain within the broad footprint of the current marina – for the most part building on a ‘development theme’ already well established at the outer edge of St Marys Bay. However, it would also go beyond simply providing more piers, berths, rock armouring and car parks. It would provide a chain of public open spaces that culminate in a harbour promontory / lookout / headland designed to become a true destination linked to the current Westhaven promenade. In addition to providing a public venue and aesthetic enhancement, this public realm is the result of consultation and close work with the Panuku Development Auckland Mana Whenua Collective. It would affirm mana whenua associations with the Waitemata Harbour, while the proposed ‘forest’ of pouwhenua and the waka headland would help to educate those visiting Westhaven about iwi / hapu connections with Tamaki Makaurau and the rest of central Auckland.

These various factors have all weighed in the assessment of the application’s effects on individual viewpoints. They have also been taken into account while exploring the proposal’s effects on views from the Waitemata Harbour and Auckland CBD. Overall, therefore, the values and sensitivities attributable to most views of Westhaven and the application site reflect the ‘working’, maritime, nature of much of its landscape setting, while most public and residential views of the application site are ‘muted’ by viewing distances and a relatively flat viewing plane – over intervening masts, boat superstructures, old concrete silos and other elements. As a result, effects ratings for all of the viewpoints remain exceptionally low. Indeed, in relation to many viewpoints, the redeveloped northern causeway appears likely to be enhanced by the development of its new public realm.

The following table summarises the various rating associated with Viewpoints 1, 2 and 3. Additionally, it includes similar ratings for views (generic) from the Waitemata Harbour and CBD Towers:

VALUES SENSITIVITY PROMINENCE LANDSCAPE NATURAL AMENITY IMPACT EFFECTS CHARACTER EFFECTS RATING EFFECTS

1. HARBOUR MODERATE LOW HIGH NONE VERY LOW NONE VERY BRIDGE / HIGH LOW 2. NORTHERN MODERATE VERY LOW LOW NONE VERY LOW NONE NONE REC 3. LONDON MODERATE VERY LOW VERY LOW NONE NONE NONE NONE STREET 4. WAITEMATA MODERATE MODERATE MODERATE NONE VERY LOW NONE NONE HARBOUR / LOW 5. CBD TOWERS HIGH MODERATE LOW / VERY VERY LOW VERY LOW NONE VERY LOW LOW

37 Brown NZ Ltd – Westhaven Marina Extension April 2017 2.5 STATUTORY MATTERS

The proposed extension is located entirely within the Coastal Marina Zone that covers Westhaven. It also covers the water area outside the current reclamation and breakwater that the proposed waka headland would extend into. Under the Auckland Unitary Plan (Operative In Part) all reclamations are a Discretionary Activity – to be assessed against relevant objectives and policies and assessment criteria, as set out below:

F3.2. Objectives [rcp/dp] (1) The adverse effects of marinas on the coastal environment are avoided, remedied or mitigated. (2) Marina activities are located within the Coastal – Marina Zone which encompasses the coastal marine area and any adjoining land used for marina related activity. (3) Marina and related supporting facilities are developed, used, maintained, refurbished, reconstructed and berthage maximised. (6) Access to the waterfront for berth holders and the public is maintained or enhanced. (7) Limited expansion of existing marinas in the coastal marine area is enabled provided there is adequate infrastructure to support it and any adverse environmental effects are avoided, remedied or mitigated.

F3.3. Policies [rcp/dp] (2) Provide for marine-related and other compatible business activities, while avoiding, remedying or mitigating adverse effects on the coastal environment and adjacent land zoned for residential or open space purposes. (5) Encourage additional berthage to be created at existing marinas where this is practicable and will avoid, remedy or mitigate adverse effects on the environment including: (a) the natural character of the coastal environment; (b) landscape and visual amenity values; (f) historic heritage and Mana Whenua values; (g) land-based facilities including parking, access and the adjoining road network; and (h) public access. (6) Minimise the size of any wave attenuation devices associated with a marina development while also ensuring the safe and efficient operation of the marina. (7) Require any marina development to be of a scale, design and location that remedies or mitigates adverse effects on the coastal environment, particularly in relation to the following matters: (a) the natural character of the coastal environment; (b) effects on the recreational, visual and amenity values in the locality, including lighting effects; (c) public access to, along and within the coastal marine area; (d) effects on the landscape elements and features; (e) effects on historic heritage or Mana Whenua values;

F3.8.2. Assessment criteria The Council will consider the relevant assessment criteria below for restricted discretionary activities: (1) location, extent, design and materials used:

38 Brown NZ Ltd – Westhaven Marina Extension April 2017 (a) whether any marina development is of a scale, design and materials and located so that it remedies or mitigates adverse effects on the coastal environment, particularly the following matters: (i) the natural character of the coastal environment; (ii) effects on the recreational, visual and amenity values in the locality, including lighting effects; (iii) public access to, along and within the coastal marine area; (iv) effects on the landscape elements and features; (v) effects on cultural and historic heritage values in the locality; (xii) the provision of shore-based facilities including car and trailer parking, boat storage and maintenance areas, administration buildings, public toilets, boat racks, lockers, public access and esplanade reserves, landscaping and urban design treatment; and (2) for existing uses and activities: (a) whether the effects of proposed buildings and activities have been considered in relation to existing activities including marine- related industries, other marina activities and/or adjoining residential/coastal activities, and what measures have been put in place to avoid, remedy or mitigate any adverse effects. (5) for the intensification of berthage: (a) the extent to which intensification of berthage within the Coastal – Marina Zone is enabled, allowing for more efficient use of the coastal marine area.

A clear commonality of theme is carried though the proposed objectives, policies and discretionary assessment criteria, which repeatedly focus on effects on: § landscape elements and features; § natural character values; § recreational and visual amenity; § public access to the coastal marine area and its margins; § cultural values; and § historic heritage.

Importantly, in this context, the extension proposal would enable “intensification of berthage within the Coastal – Marina Zone” designed to facilitate “more efficient use of the coastal marine area”. It would also consolidate the proposed berthage development and additional reclamation within part of Auckland’s waterfront that already has a robust maritime character. As indicated by the preceding effects assessment, this would help to buffer the Marina extension from more sensitive locations around Westhaven and St Marys Bay. Moreover, the proposed public open spaces and various amenities associated with those spaces would enhance public access to the Waitemata Harbour and help to articulate mana whenua connections with the harbour, as well as other natural features that are linked to it.

With reference to the findings of Sections 2.2 to 2.4 above, it is therefore considered that the Marina extension application is consistent with relevant Unitary Plan provisions addressing landscape, natural character and amenity effects.

39 Brown NZ Ltd – Westhaven Marina Extension April 2017 3.0 CONCLUSIONS

On the basis of this assessment, including evaluation of the proposal against relevant statutory provisions devolved form Section 6 of the Resource Management Act and the 2010 NZ Coastal Policy Statement, it is considered that:

§ Any adverse landscape effects associated with the Marina extension would be negligible or of a very low order. The proposal is entirely acceptable in terms of such effects;

§ The proposal would also have a very low level of impact on the natural character values of Auckland’s waterfront; and

§ The proposal is more likely to enhance Westhaven Marina’s amenity values than to have an adverse effect on them.

Accordingly, the proposal is considered appropriate in relation to all of the effects evaluated in this report.

Stephen Brown BTP, DIP LA, Fellow NZILA, Affiliate NZPI

40 Brown NZ Ltd – Westhaven Marina Extension April 2017