2020-02-17 Louise Wilson Team Leader

Home , Kaeo

Aurecon New Zealand Limited T +64 9 520 6019 Level 4, 139 Carlton Gore Road F +64 9 524 7815 Newmarket Auckland 1023 E [email protected] PO Box 9762 W aurecongroup.com Newmarket Auckland 1149 New Zealand

2020-02-17

Louise Wilson Team Leader – Resource Consents Far North District Council 5 Memorial Ave Kaikohe 0405

Dear Louise,

Following the pre-application meeting which was held with both Far North District Council and Northland Regional Council on 14th November 2019, please find attached a Notice of Requirement and an Outline Plan of Works waiver to alter the designation for State highway 10 at Kaeo, and to replace the existing single-lane bridge with a two-lane bridge.

During the pre-lodgement meeting the following matters were covered:

Project Scope

Discussion of the effects of the project on the existing and surrounding environment, and how these effects can be avoided, remedied or mitigated so that the effects are less than minor

Establishment that there are no affected persons, except for those properties within the proposed designation footprint with whom property purchase discussions are underway.

It is recommended that the Notice of Requirement is limited notified to the land owners within the Notice of Requirement boundary.

For your information, a resource consent application for this project (application number APP.041470.01.01) is being lodged with Northland Regional Council concurrently with the Notice of Requirement. It is being recommended that the resource consent application is non-notified, as for resource consenting purposes, the relevant environmental effects on persons within and near the project area are less than minor.

We look forward to hearing from you soon.

Yours faithfully,

Claire Cunningham Manager, Environment and Planning Aurecon

Project 254914 File NoR cover letter Kaeo Bridge 2020-02-17 Revision 0 Page 1

SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

SH10 Kaeo Bridge Project Assessment of Effects on the Environment

Prepared by: Aurecon New Zealand

January 2020

VERSION 3

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

This report has been prepared for the benefit of the NZ Transport Agency (the Transport Agency). No liability is accepted by this company or any employee or sub-consultant of this company with respect to its use by any other person.

This disclaimer shall apply notwithstanding that the report may be made available to other persons for an application for permission or approval or to fulfil a legal requirement.

DOCUMENT CONTROL

Report title SH10 Kaeo Bridge Project – Assessment of Effects on the Environment

Document ID 254914-3000-REP-NN-0001

File path

Client New Zealand Transport Agency

Client contact Jane Price

Version Date Revision Details Author Reviewer Verifier Approver

December Draft for client B. Linkhorn 1 T. Hurdley K. Lepoutre 2017 review P. Wilkinson

E. Sparrow Draft for client 2 August 2019 Claire W. Adam review Cunningham

E. Sparrow 3 January 2020 Final W. Adam R.Black N. Holman C. Cunningham

APPROVAL

Author signature Approver signature

Name Claire Cunningham Name Nigel Holman

Title Manager Title Associate

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Table of Contents

1 Introduction 9 Purpose of the report 9 Background 10 Project overview 11 Benefits of the SH10 Kaeo Bridge Project 11 Approvals required 12 2 SH10 Kaeo Bridge Project Description 13 Project description 13 Road carriageway 13 Bridge works 13 Hydrology management and stormwater treatment 14 Earthworks, vegetation removal and reestablishment 15 Network utilities 16 Site establishment and site compound 16 Landscaping 16 Construction programme and sequencing 17 3 Description of the existing environment 18 Physical environment 18 Human Environment 23 Planning Environment 25 Summary 26 4 Consultation 27 Approach to consultation and engagement 27 Consultation and engagement undertaken 27 Summary 28 5 Assessment of Effects 29 Positive effects 29 Noise and vibration effects and mitigation 29 Landscape and visual effects and mitigation 31 Traffic effects and mitigation 32 Archaeology effects and mitigation 32 Cultural effects and mitigation 33 Contamination effects and mitigation 34 Coastal processes effects and mitigation 35 Erosion and sediment effects and mitigation 38 Flooding effects and mitigation 39 Stormwater quality effects, mitigation and assessment of alternatives 41 Ecology effects and mitigation 41 Summary of Project mitigation 43 5.1 Conclusion 44

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6 Reasons for Resource Consent 45 Introduction 45 Reasons for resource consent 45 7 Notice of Requirement - Assessment of Reasonable Necessity and Consideration of Alternatives 58 Reasonable necessity 58 Assessment of alternatives 60 Conclusion 65 8 Planning Assessment 66 Introduction 66 New Zealand Coastal Policy Statement 66 National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health 66 National Policy Statement for Freshwater Management 2014 66 Regional Policy Statement for Northland 67 Regional Coastal Plan for Northland 68 Regional Water and Soil Plan for Northland 69 Proposed Regional Plan for Northland 70 Far North District Plan 71 Summary 73 9 Statutory Assessment 74 Introduction 74 Legislative framework 74 Land Transport Management Act 82 Government Roading Powers Act 1989 82 Heritage New Zealand Pouhere Taonga Act 2014 82 Reserves Act 83 10 Conclusion 84

Appendices

Appendix A – Records of Titles Appendix B – Drawing Set Appendix C – Assessment of Acoustic Effects Appendix D – Assessment of Landscape Effects Appendix E – Integrated Transport Assessment Appendix F – Assessment of Archaeology Effects Appendix G – Contamination Assessment Memorandum Appendix H – Assessment of Coastal Effects Appendix I – Hydraulic Modelling Technical Specialist Report Appendix J – Stormwater Design Report Appendix K – Assessment of Ecological Effects

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Figures Figure 1: Kaeo Bridge Project Location (source: topomap.co.nz) 10 Figure 2: SH10 Kaeo Bridge Project area and surrounds 18 Figure 3: SH10 Kaeo River catchment 20 Figure 4: Archaeological features identified in 2017 field surveys and historic features recorded from land plans (Geometria Ltd, 2019). 25 Figure 5: Far North District Plan Map 21 - Zone 26 Figure 6: Far North District Plan Map 21- Flooding 26 Figure 7: Flood level check locations. Numbered green dots are properties in or near the Project area 40 Figure 8: Potential detour route around SH10 Kaeo Bridge 59 Figure 9: Project Business Case long list alignment options (Opus 2016) 61 Figure 10: Modified 2016 alignment options re-evaluated in 2017 63 Figure 11: Option 5 evaluated in 2017 64

Tables Table 1: Terms and definitions 6 Table 2: List of abbreviations 7 Table 3: Notice of Requirement property information 23 Table 4: Regional Water and Soil Plan for Northland reason for resource consent - land use 45 Table 5: Regional Water and Soil Plan for Northland reason for resource consent – water permits 47 Table 6: Regional Water and Soil Plan for Northland reason for resource consent – discharge permit 49 Table 7: Regional Water and Soil Plan for Northland - permitted activities 49 Table 8: Proposed Regional Plan for Northland reason for resource consent – Land Use 52 Table 9: Proposed Regional Plan for Northland reasons for resource consent - Water Permit 54 Table 10: Proposed Regional Plan for Northland reasons for resource consent - Discharge Permit 54 Table 11: Proposed Regional Plan for Northland reasons for resource consent - permitted activities 54 Table 12: Notice of Requirement being lodged with FNDC 80

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Table 1: Terms and definitions

Terms Definitions

Amenity values As defined in section 2 of the RMA, amenity values means those natural or physical qualities and characteristics of an area that contribute to people’s appreciation of its pleasantness, aesthetic coherence, and cultural and recreational attributes.

Archaeological As defined in the Heritage New Zealand Pouhere Taonga Act 2014, site archaeological site means, subject to section 42(3),— (a) any place in New Zealand, including any building or structure (or part of a building or structure), that— (i) was associated with human activity that occurred before 1900 or is the site of the wreck of any vessel where the wreck occurred before 1900; and (ii) provides or may provide, through investigation by archaeological methods, evidence relating to the history of New Zealand; and (b) includes a site for which a declaration is made under section 43(1)

Best As defined in Section 2 of the RMA, best practicable option, in relation to practicable a discharge of a contaminant or an emission of noise, means the best option method for preventing or minimising the adverse effects on the environment having regard, among other things, to— (a) the nature of the discharge or emission and the sensitivity of the receiving environment to adverse effects; and (b) the financial implications, and the effects on the environment, of that option when compared with other options; and (c) the current state of technical knowledge and the likelihood that the option can be successfully applied

Designation Defined in Section 2 and Section 166 of the RMA as provision made in a district plan to give effect to a requirement made by a requiring authority under section 168 or section 168A or clause 4 of Schedule 1.

Project area The area confined within the new designation, being the subject of the Notice of Requirement.

Project The SH10 Kaeo Bridges Project including new designation and proposed activities requiring regional resource consents for the construction of SH10 across land and a two lane bridge across Kaeo River.

Transport Waka Kotahi the NZ Transport Agency Agency

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Table 2: List of abbreviations

Abbreviation Term

AEE Assessment of Effects on the Environment

HAMP Heritage and Archaeology Management Plan

ARI Annual Recurrence Interval

CEMP Construction Environmental Management Plan

CIA Cultural Impact Assessment

CMA Coastal Marine Area

CNVMP Construction Noise and Vibration Management Plan

CSMP Contaminated Site Management Plan

CTMP Construction Traffic Management Plan

ESCP Erosion Sediment Control Plan

FNDC Far North District Council

FNDP Far North District Plan (Operative August 2009)

GRPA Government Roading Powers Act 1989

The Government Policy Statement on Land Transport for 2018/12 – GPSLT 2027/28

HAIL Hazardous Activities and Industries List

HNZPTA Heritage New Zealand Pouhere Taonga Act 2014

KiwiRAP New Zealand Road Assessment Programme

LTMA Land Transport Management Act 2003

MHWS Mean High Water Springs

NES National Environmental Standard

Resource Management (National Environmental Standard for Assessing NESSOIL and Managing Contaminants in Soil to Protect Human Health) Regulations 2011

NFRP Native Fish Recovery Plan

NoR Notice of Requirement

NPS National Policy Statement

NPSFM National Policy Statement for Freshwater Management 2014

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Abbreviation Term

NRC Northland Regional Council

Operative Northland Regional Plans – includes the Regional Water and Soil ONRP Plan for Northland, operative 28 August 2004 and the Regional Coastal Plan for Northland, operative 1 July 2004

PSI Preliminary Site Investigation

RCPN Regional Coastal Plan for Northland, operative 1 July 2004

RWSPN Regional Water and Soil Plan for Northland, operative 28 August 2004

PRPN Proposed Regional Plan for Northland, September 2017

RL Relative level

RMA Resource Management Act 1991

RPSN Regional Policy Statement for Northland, operative 9 May 2016

SH10 State Highway 10

SSESCP Site Specific Erosion Sediment Control Plan

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1 Introduction

Purpose of the report The purpose of this Assessment of Effects on the Environment (AEE) is to accompany the Waka Kotahi New Zealand Transport Agency (the Transport Agency) Notice of Requirement (NoR) to alter the designation for State Highway 10 (SH10) to Far North District Council (FNDC), request for an outline plan waiver, and application to Northland Regional Council (NRC) for regional resource consents to realign the section of SH10 that crosses the Kaeo River, at Kaeo, Northland (refer to Figure 1). SH10 is an important link in the Northland State Highway network and is part of the Paihia to Kaitaia section of the Twin Coast Discovery Route. The Kaeo Bridge is a one lane bridge located along SH10 (asset reference 448), at the intersection with Whangaroa Road, crossing the Kaeo River. The proposed works include the construction of a new section of State Highway across rural land, the construction of a two lane road bridge across the Kaeo River, a roundabout at the intersection of SH10 and Whangaroa Road and decommissioning of the existing Kaeo Bridge (termed ‘‘the Project’’). The Project is required to improve driver safety at the bridge and the connecting sections of Whangaroa Road. The Project will improve road user safety, increase the resilience of the State Highway network and contribute to regional economic growth. This AEE has been prepared to support the NoR and applications for resource consents, in accordance with the requirements of the Resource Management Act 1991 (RMA), particularly Schedule 4. This document is intended to provide the information necessary to understand the proposed works and any actual or potential effects the Project may have on the environment. This report contains the following information: A description of the Project including alternatives that were considered; A description of the existing environment in which the Project will be constructed and within which it will operate; The statutory approvals required (reasons for the application); Consultation and engagement undertaken; An assessment of the actual and potential effects of the proposed work on the environment and measures that will be implemented to avoid, remedy or mitigate potential adverse effects; and An assessment of the proposed works against relevant statutory and non statutory documents.

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Figure 1: Kaeo Bridge Project Location (source: topomap.co.nz)

Background

The NZ Transport Agency The Transport Agency is a Crown entity established on 1 August 2008 under the Land Transport Management Act 2003 (LTMA). As a Crown entity it must give effect to government policy as directed by the Minister of Transport. The Transport Agency’s statutory objective under the LTMA is to undertake its functions in a way that contributes to an effective, efficient and safe land transport system in the public interest. In addition to this objective, the Transport Agency’s function is to manage the State Highway system, including planning, funding, design, supervision, construction, and maintenance and operations, in accordance with the LTMA and the Government Roading Powers Act 1989 (GRPA). The Transport Agency must have regard to The Government Policy Statement on Land Transport for 2018/12 – 2027/28 (GPSLT) which provides guidance on how the Transport Agency will invest around $4 billion each year from the National Land Transport Fund, signals how about $1 billion each year will be invested by local government, and sets out the details of further Crown investment of around $500 million per year. The GPSLT outlines the following strategic priorities for the land transport system: Safety – a safe system, free of death and serious injury. Access – a system that provides increased access to economic and social opportunities, enables transport choice and access, and is resilient. Environment – a system that reduces greenhouse gas emissions, as well as adverse effects on the local environment and public health. Value for money – a system that delivers the right infrastructure and services to the right level at the best cost.

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Connecting Northland The Transport Agency and its partners are working on several projects throughout the Northland region to upgrade State Highways and improve the region’s connections with the rest of the country under the banner of ‘‘Connecting Northland’’ to: Support safer journeys; Improve the resilience of the roading network particularly during extreme weather events; and Support the economic success of the region, through investment to manage growing traffic numbers from tourism, commercial and freight movements.

Project overview SH10 is an important link in the Northland State Highway network and is part of the Paihia to Kaitaia section of the Twin Coast Discovery Route. The existing Kaeo Bridge is a one lane bridge located along SH10 at the intersection with Whangaroa Road, crossing the Kaeo River. The existing one lane bridge and the connecting sections of Whangaroa Road and SH10 have been identified by the Transport Agency to have risks to driver safety and restricting the State Highway network’s resilience, particularly during flooding events. The SH10 Kaeo Bridge Project (‘the Project’) proposes to improve driver safety in this area by realigning the state highway geometry, replacing the existing narrow one lane bridge with a two-lane bridge, and connecting the bridge to a new roundabout on Whangaroa Road. The Project is described in detail in Section 2 and is supported by the drawing set contained within Appendix B.

Benefits of the SH10 Kaeo Bridge Project The objectives1 for the Project are: 1. Improved network resilience; 2. Improved regional economic growth; and 3. Increased safety. The Project would renew the bridge asset, improve highway resilience and safety and improve regional economic growth through: Increase in Kaeo Bridge capacity from one lane to two lanes. This will reduce queuing, improve travel time and efficiency; Increasing the route resilience of SH10 and the State Highway network in Northland generally as the proposed two lane bridge will allow traffic movements to continue during an event and will be designed to a higher flood and storm event standard than what currently exists; Increased carriageway shoulder widths which increase space and safety for cyclists crossing the bridge and provide more options for evasive actions for motorists; Increased sight distances on approach to the proposed bridge from the proposed roundabout at the intersection of SH10 and Whangaroa Road. This will assist in reducing loss of control crashes; and Introducing safety barriers along the length of the alignment.

1 SH10 Kaeo Bridge – Addendum to Single Stage Business Case. October 2018. NZ Transport Agency

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Approvals required The following statutory approvals are submitted for the Project: A NoR lodged pursuant to Section 181(1) of the RMA to FNDC to alter the existing unnumbered designation with the site notation/purpose “All of NZTA’s State Highway network, including State Highways 1F, 1N, 10, 11 & 12” for SH10 as described in Appendix 5 of the Far North District Plan (FNDP) with and depicted on Zone Map 21 of the FNDP to provide for the proposed construction, operation and maintenance of the realigned section of SH10 at Kaeo; Request to waive the requirement for an outline plan; and Applications to NRC for regional resource consents under Section 88 of the RMA for activities associated with the construction of a State Highway, a two-lane road bridge, roundabout and bridge demolition across rural land, within the Kaeo River and outside of the Coastal Marine Area. Taking a ‘‘bundled’’ approach, resource consent is required for a Discretionary activity under the Operative Northland Regional Plans (ONRP) and for a Discretionary Activity under the Proposed Regional Plan for Northland (PRPN).

In addition, the Transport Agency is seeking the following approval that does not form part of this AEE: Archaeological authority pursuant to the Heritage New Zealand Pouhere Taonga Act 2014 (HNZPTA).

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2 SH10 Kaeo Bridge Project Description

Project description The Project proposes to replace the existing bridge with a two-lane bridge, and connect the bridge to a new roundabout on Whangaroa Road. General Arrangement drawings are provided in Appendix B.

Road carriageway The proposed carriageway will comprise a chip sealed two lane highway, to the west and east of the Kaeo River, joined by a new 108m two-lane road bridge over the Kaeo River, and with a roundabout located on the eastern river bank. The carriageway will typically be 11m wide consisting of 2 x 1.5m shoulders, 2 x 0.6m verge and 2 x 3.5m traffic lanes. The new carriageway to the west of the Kaeo River will be constructed to the south of the existing SH10 carriageway on an embankment extending to the western abutment of the proposed two-lane bridge. The carriageway then extends over the two lane bridge tying into a proposed roundabout next to the Kaeo River eastern bank. Whangaroa Road will be extended south to the proposed roundabout. SH10 will be tied in to the new roundabout. A combination of wire rope, steel and concrete safety barriers are proposed along the length of the carriageway. Following commissioning of the proposed highway, redundant sections of the existing SH10 carriageway and embankment located immediately east and west of the existing single lane bridge will be removed. The removal of these sections of road will facilitate river through- flow capacity during flood events. Existing access to and from private property and SH10 will be retained. Minor regrading of accessways will be undertaken to enable safe access onto the state highway. The detailed design of works relating to the accessways are subject to outcomes of ongoing consultation with landowners and a safety assessment being undertaken by the Transport Agency.

Bridge works

Temporary pedestrian bridge installation and removal A temporary pedestrian bridge is proposed to be constructed to the south of the existing Kaeo bridge to enable construction workers to move safely across the river. Temporary slim line piles will be installed in line with the existing bridge piles within the river channel to support the pedestrian bridge. The temporary bridge will be removed following the disestablishment of the existing Kaeo Bridge.

Proposed bridge design The bridge abutments will be sited either side of the Kaeo River, outside of the river bed and above mean high water springs (MHWS). The western bridge abutment will be designed to improve flood water through capacity by having a sloped embankment to allow the abutment to be placed further away from the river edge. The eastern bridge abutment will have a concrete retaining wall and steel soil straps along the eastern abutment approach behind the piles to retain the existing ground. Revetment in the form of rip rap comprising basalt 300mm-600mm rocks will overlay the abutment’s western embankment and the existing surface on the eastern abutment.

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The proposed bridge will be 108m long, comprising three 30m spans and one 18m span. The bridge spans will be supported by piers each containing two piles, with all piles being cast-in-situ with reinforced concrete, bored into the underlying bed rock. The bridge will provide a 1.2m vertical clearance above the 100 year Annual Recurrence Interval (ARI) flood level (including climate change assumptions).

Bridge construction The bridge will be constructed progressively in horizontal sections from both the eastern and western embankment. Piles will be bored using a vibratory hammer, then a crane will be used to install beams to establish the bridge spans. Surface paving will then be applied. To gain construction efficiencies, and improve worker safety and environmental management, a temporary staging bridge will be built across the Kaeo River, south of the existing Kaeo Bridge and just to the north of the proposed new bridge, before starting construction of the main bridge. Temporary slim line piles will be installed next to the existing bridge piles within the riparian management zone and main channel to support the temporary staging. The temporary staging will be elevated above the MHWS level by 1 metre to not impede river flow and or obstruct debris.

Bridge demolition Following completion of the bridge and carriageway, the existing SH10 Kaeo Bridge will be decommissioned. The demolition methodology will involve establishing a temporary scaffold underneath the bridge (including temporary piles within the Kaeo River bed) covered with polythene. The bridge will be cut into sections. The slurry runoff produced by concrete cutting will be captured within the polythene and directed to a containment skip. The existing piles will be removed to river bed level. An excavator will remove the western bridge abutment and material will be removed to a licenced fill site.

Hydrology management and stormwater treatment The Project includes design elements to manage typical flows and flood events to a 100 year ARI flood level (including climate change assumptions), and some stormwater treatment where previously none was provided. These elements include: Treatment of SH10 runoff either side of the proposed bridge with grassed swales. Most bridge runoff to be captured by kerb and channel and discharged directly into the Kaeo River. At the western end of the bridge where the kerb and channel terminates, bridge water will be discharged to the grassed swale on the western side of the river. The western road embankment will have slopes of 1:2 and a sloped bridge abutment. This will minimise the permanent footprint of the works within the flood plain. Relocation of the western river stopbank (matching the existing stopbank height), to be set back from the river edge to increase the flood capacity of the flood plain. A culvert under the stopbank with a backflow prevention device. Decommissioning of the existing eastern and western bridge embankments to improve river flows. Construction of a culvert across SH10 to the south of the roundabout, and construction of a culvert across a side road that adjoins SH10 south of the roundabout. Details of hydrology management and stormwater treatment can be found in the Hydraulic Modelling Technical Specialist Report (Appendix I) and the Stormwater Design Report (Appendix J).

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Earthworks, vegetation removal and reestablishment Earthworks will occur within the proposed designation boundary, requiring the disturbance to pastoral land and mature vegetation. Earthworks will occur over an area of up to 7,500 m2. Drawings 254914-3500-DRG-GG-0621-A and 254914-3500-DRG-GG-0622-A within Appendix B show the earthworks activities within the Project area. Pohutukawa specimens located along the eastern bank of the Kaeo River will be retained. As shown in Drawing 254914-3500-DRG-RR-0801-A (Appendix B), to the east of the proposed roundabout, vegetation comprising of naturally regenerating kānuka/broadleaf forest with more than 30 native species of trees and shrubs and of moderate ecological value would be removed up to the maximum areas shaded in the drawing. The vegetation is described further in the Assessment of Ecological Effects in Appendix K. As shown in Drawing 254914-3500-DRG-RR-0802-A (Appendix B), on the western bank of the Kaeo River to the south of the existing bridge, some riparian vegetation will be removed as part of construction of the realigned highway, stormwater treatment and drainage channels and stopbank. This includes removal of up to 1,500m2 of mangroves (outside of the CMA), North Island fernbird habitat and salt marsh (described further in Appendix K). Considering that the site is flood prone the construction site, earthworks, and vegetation and topsoil stripping will be undertaken progressively in sections to minimise the area of exposed land. Land will be hydro mulched to provide coverage while permanent vegetation establishes. Where vegetation is required to be removed, this will be replaced with vegetation as detailed in the Project Landscape Plan within Appendix B. Prior to and throughout construction, the contractor will be responsible for implementing sediment control measures in accordance with best practice.

Road carriageway – cut and fill The Project earthworks to construct the road carriageway predominantly involve the application of imported fill (over geotextiles and geogrid) to achieve the required elevation of the western and eastern embankment and intersection with Whangaroa Road. Cut and fill volumes are approximately: 13,500 m3 of fill volume; and 150 m3 of cut volume. Construction of the western embankments will be undertaken progressively in sections approximately 3m in height working from the tie in with SH10, towards the Kaeo River until the final embankment design is achieved. Following vegetation and topsoil stripping, geotextile underlay will be rolled over the exposed earth with granular fill then being placed over the geotextile. This process will be repeated until the full extent of the embankment is achieved. The undrained shear strength of the foundation soils provides insufficient bearing capacity for the proposed embankments. A settlement assessment has been conducted to inform the duration and magnitude of settlement and so a staged embankment construction with controlled fill lifting rates is required. The rate of lifting is estimated to be 3m Relative Level (RL) lift with a total holding period thereafter of nine months. Therefore, the earthworks will be undertaken over two earthworks seasons to achieve the maximum height of the embankment.

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Earthworks haulage and construction traffic The western embankment and bridge will be constructed offline to SH10. To construct the realigned section of SH10 including the intersection with Whangaroa Road to the north east, a temporary road diversion will be constructed. The road diversion will enable the continuation of traffic flows along the state highway whilst works are undertaken within that area. Peak construction traffic movements from the site will occur during the importation of fill for construction of the embankments and are estimated to be up to 50 vehicle movements per day. Accessways to the site off SH10, controlled by temporary traffic signals and measures to manage construction traffic, including the proposed road diversions, will be described within a Construction Traffic Management Plan (CTMP).

Network utilities Chorus and Top Energy networks utilities that extend parallel to the existing SH10 carriageway across the Kaeo Bridge will be protected until new utilities can be installed and commissioned. A new Chorus fibre optic cable will be installed underground, parallel to the road shoulder to allow ease of access for service providers and to minimise potential for future damage. The existing Top Energy overhead power lines that extend along or across the construction corridor may be relocated. A decision on power line relocation will be determined during detailed design through further consultation with Top Energy.

Site establishment and site compound Site establishment activities will include the following: Establishing construction yards and site office; Fencing to delineate disturbance areas; Implementation of the Construction Environmental Management Plan (CEMP); Installation of site and road signage; and Construction of site access tracks. The construction site offices and vehicle parking will be located at 253 SH10, Whangaroa (Pt Pahuhu 1B1). The existing dwelling will be used as the site office. The construction yard will contain parking, equipment storage, equipment and material laydown including stockpiling of granular fill and aggregate mixing. The equipment laydown area will be established adjacent to the western bridge embankment at 393 SH10, Kaeo (Lot 1 DP 119867). This will gain construction efficiencies and minimise construction traffic movements across the state highway. The equipment laydown area will be supported by the construction of the proposed pedestrian bridge adjacent to the existing Kaeo Bridge. This will provide safe access across the river for construction personnel.

Landscaping The proposed landscaping is shown in the Project Landscape Plan, which is included within Appendix B. Landscaping will include planting of native, ecosourced species to mitigate ecological effects associated with vegetation clearance (further discussed in Section 5).

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Construction programme and sequencing Construction is expected to be undertaken between October 2020 and May 2021. The construction sequence is constrained by the timing of earthworks and the relative materials, including susceptibility to moisture and preload durations. Some minor enabling works may be undertaken prior to October 2020. These works may include: Undertaking site establishment activities; Undertaking geotechnical investigations and survey to inform the Project detailed design; and Clearing riparian vegetation to avoid the breeding season of North Island Fernbird (Bowdleria punctate vealeae), which is recognised as between August and February.

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3 Description of the existing environment

This chapter provides a description of the existing environment in and adjacent to the Project2. Detailed description of the existing environment is in the Technical Assessments (Appendices C to L).

Physical environment

Location The Project extends over sections of SH10 within a rural setting, located approximately 2km north west of Kaeo, at the southern reaches of the Whangaroa Harbour. SH10 links a number of townships along the east coast of Northland from Pakaraka to Awanui, including Waipapa, Kaeo, Mangonui, Taipa and Lake Ohia. SH10 provides an important connection for dairy tankers, commercial freight and tourists as it is part of the Twin Coast Discovery Highway. Kaeo Bridge is a single lane concrete road bridge over the Kaeo River running in an east to west alignment with its eastern approach intersecting Whangaroa Road. Whangaroa Road is the main road to the Whangaroa Harbour, which is located to the north west of the Project (Figure 2).

Figure 2: SH10 Kaeo Bridge Project area and surrounds The closest settlement to the Project, Kaeo, is located approximately 2 km south-east of the Project. Approximately 500 residents reside in Kaeo. The town centre provides amenities

2 Project– defined in this chapter as the area of land within the proposed designation subject to the notice of requirement

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which serve tourists and residents. Whangaroa College and Kaeo Primary School are also located in Kaeo.

Topography The topography of the Project is relatively flat, between 5m and 15m relative level (RL). The Project area is located north of the base of Puketawa Hill which has a 58 m RL summit and located east of Taita, a hill with an 80m RL summit. The topographic highs within the Project are located towards the western and southern extents of the Project area (15 m RL) and the terrain generally slopes downwards to the northeast towards the Kaeo River. The Kaeo River floodplain forms a valley floor.

Geology The geology of the Project area is depicted on GNS 1:250,000 geological Map 2, ‘Geology of the Whangarei area’. The Kaeo Bridge is underlain by Te Kuiti Eocene sedimentary rocks or Ruatangata Sandstone, which typically comprise calcareous mudstone and glauconitic sandstone that is muddy and fine grained, with minor conglomerate. To the south, upstream from the Kaeo Bridge, the flood plain is comprised of alluvial and colluvial deposits of unconsolidated to poorly consolidated mud, sand, gravel and peat. To the north, downstream of the Kaeo Bridge, the flood plain deposits are of estuarine origin and comprise unconsolidated to poorly consolidated mud, sand, and peat.

Hydrology The Kaeo River Catchment covers a total land area of approximately 11,560 hectares and has its headwaters located to the north of Pungaere Road adjoining the Kerikeri catchment (approximately 16km south east of the Project area). The Kaeo River and its tributaries drain the northwestern slopes of the Kerikeri-Waipapa Plateau, flowing down to the lowlands over soft shale rocks that have been eroded to produce steep slopes and deeply entrenched gullies (Figure 3).

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Figure 3: SH10 Kaeo River catchment Kaeo River from the Opokorau Road area is joined by Waiare Stream as it emerges from the Waiare Gorge. The River flows from upstream of Whangaroa College and Kaeo Primary School, for approximately eight kilometres on a 500 metre wide floodplain past Kaeo Township to the Whangaroa Harbour. Within the Project extents the river is tidal and in the lower basin between SH10 Bridge and the harbour is stop banked between reclaimed tidal flats. At times, flood waters overtop the stopbanks and SH10. The river shows clear zonation patterns between the low tide and high tide extents with muddy intertidal and occasional mangrove, grading through a band of mud then a clear line of oioi, to other salt marsh plants and terrestrial vegetation. The Kaeo Township and surrounding land through to the Project site can be subject to flooding from the Kaeo River and tributaries. A number of historic events are documented in early photographs and newspaper reports from as early as 1901. More recent flooding events have occurred in 2007, 2008, 2011. As discussed in the Hydraulic Modelling Technical Specialist Report (Appendix I), flood modelling indicates that in the existing situation, four properties in the Kaeo River catchment already experience property flooding of between 0.03 m and 1.35 m in the 10- year ARI event. Seven properties experience flooding of between 0.19 m and 2.58 m in the 100-year ARI event. Flood effects in the existing environment include temporary flooding of this section of SH10 and resulting loss of connectivity between the Kaeo township and Whangaroa, and inundation of pasture and temporary loss of grazing land for flood-impacted properties.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Stormwater quality As described in the Stormwater Design Report (Appendix J), the surface of SH10 to the west of Kaeo Bridge discharges stormwater into informal drainage channels on either side of the highway, which then discharge into the Kaeo River. The existing Kaeo Bridge drains towards the west directly into the Kaeo River. SH10 to the east of Kaeo Bridge discharges stormwater directly into the Kaeo River.

Ecology As described in the Assessment of Ecological Values (Appendix K), the existing environment is characterised by a highly modified rural setting with some ecological features of note. Mature Pohutukawa specimens are located along the eastern bank of the Kaeo River near the existing bridge.

Landscape As described in the Assessment of Landscape Effects (Appendix D), the existing Kaeo Bridge crosses the Kaeo River in a rural landscape. Immediately east of the bridge is an intersection between SH10 and Whangaroa Road that sits below a large escarpment cutting in the hillside. The Kaeo River flow underneath the Kaeo Bridge towards the Whangaroa Inlet. The river is contained by flood-control banks but experiences regular flooding. As a result, erosion is evident along both banks of the main water channel, particularly in areas that lack riparian vegetation. The river has likely defined much of the topography of the area. The floodplain largely supports cattle farming and a variety of exotic amenity trees. The valley is surrounded by hills that contain native bush and commercial pine forests. The stretch of Kaeo River just upstream of Kaeo Bridge supports mangrove growth and some pohutukawa on the riparian margins (including a prominent cluster close to the existing bridge), increasing its visual prominence through this part of the landscape. On the eastern side of the valley, the existing SH10 is sandwiched between the river and hills that run parallel to the highway. These hills stop abruptly just north of the existing bridge to give way to flat pastoral farmland. A sizeable escarpment has been formed to accommodate the existing road and intersection, and at some time in the past this has been marked with the words ‘NO MINING’ which are a local landmark. A selection of exotic

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

scrubby plants have established across the escarpment, which gives it a weathered and somewhat natural appearance, despite it being a modified feature. To the west of the bridge, SH10 traverses open pastoral land, elevated slightly out of the floodplain. There are several residential dwellings about 50m from the Project area. Nearby dwellings on hillsides between 1 and 2km of the Project area have a view of the existing bridge as part of the landscape. Those properties within 1km of the Kaeo Bridge are shrouded by amenity and shelter vegetation. A small parcel of reserve land is located immediately south of the bridge, on the left bank (western side) of the Kaeo River. It is highly modified, consisting largely of mud flats with no vegetation. Road signs, advertising placards and various electricity lines are located close to the Kaeo Bridge. A power pole sits high on the hill above the escarpment, with the lines lowering as they cross the Kaeo River. A single street light illuminates the intersection of SH10 and Whangaroa Road. Open stormwater drainage channels run along both verges of SH10 to the west of the Kaeo Bridge, converging with a concrete drain that directs runoff into the river.

Contamination A Preliminary Site Investigation (PSI) found no Hazardous Activities Industry List (HAIL) activities in the Project area (Contamination Assessment Memorandum Appendix G). The PSI concluded that the likelihood of encountering ground contamination on areas of the Project works area was low.

Coastal The Assessment of Coastal Effects (Appendix H) describes the coastal characteristics of the Project area in detail. The Kaeo River drains into Whangaroa Harbour. MHWS is defined at the northern boundary of the existing bridge, however the Kaeo River experiences tidal fluctuations in depth and width both upstream and downstream of the existing bridge, with tidal influence reducing further upstream. Waves from Whangaroa are not generally seen to migrate up the Kaeo River channel to the Project area. The PRPN classifies the lower Kaeo River as a coastal river, from Dip Rd to the existing SH10 bridge, and a tidal creek from there seawards into Whangaroa Harbour. Mangroves line the banks of the tidal creek section, becoming the dominant flora a few hundred metres downstream of the existing bridge while reeds, flaxes and fringing mature mangroves line the banks upstream, including just upstream from the proposed bridge crossing. Analysis of recent storm events indicates that the Project area does not experience significant coastal storm surges. In the general vicinity of the proposed and existing bridge area, the geomorphology of the coastal river section of Kaeo River is characterised by a deeper channel hugging the east side of the river, and an intertidal shoal along the western half of the channel up to the western river bank. Surficial sediments in the shallows next to the banks and the intertidal shoal comprise muddy silts while the deep channel bed is likely to be lagged coarser sands (particularly after high river flow events). The banks are steep, especially on the right bank, comprising unconsolidated alluvial material and silts. Further upstream, the channel morphology transitions to more riverine characteristics where the intertidal shoal is lagged with coarser sands and gravels, but with muddy silts near the banks

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Human Environment

Land use The land use surrounding the Project is rural, predominantly used for cattle farming. Taipa Hill to the south west is planted in pine for forestry. Dwellings are dispersed around the locality, including along the ridgeline above SH10 to the east and several adjacent to the Project, including at the foothills of Taipa Hill. Kaeo Rugby Club is located approximately 240m north of the Kaeo Bridge along Whangaroa Road and a quarry is located to the south east of SH10 at 232 SH10, Whangaroa.

NoR property ownership and affected persons The NoR and activities associated with the resource consents sought will extend over existing sections of SH10, private property, an esplanade reserve vested in FNDC and the Kaeo River. Table 3 describes property ownership of land that the Project works will be undertaken on, which comprises all of the properties on which Project physical works will occur and that are considered to be potentially affected by the works. Certificates of Title are included at Appendix A of this AEE and as an attachment to the NoR.

Table 3: Notice of Requirement property information

NoR Street address Legal Certificate of Ownership per reference3 description4 description title certificate of title number

1,5 134 – 402 State State Highway No title New Zealand Highway 10, Kaeo Far 10 Transport Agency North District Council parcel IDs 5263065, 5257330 and 5226838

2 393 State Highway 10, Pt Lot 6 NA105B/523 Private ownership Kaeo 0479 Deposited Plan 32504

3 No address detailed Lot 1 NA68D/805 Private ownership Deposited Plan 119867

4 No address detailed Lot 2 No title Local Purpose Deposited detailed Reserve (Esplanade) Plan 119867 Far North District Council

3 As notated on drawing 254914-3500-DRG-NN-1801 4 As described by Far North District Council online mapping tool “Far North Maps” (http://apps.geocirrus.com/FNDC/index.html?viewer=farnorthmaps)

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NoR Street address Legal Certificate of Ownership per reference3 description4 description title certificate of title number

6,7 253 (& 286) State Pt Pahuhu 1B1 NA327/242 Private ownership Highway 10, Kaeo 0478

No other properties are impacted by physical works associated with the Project. The Assessment of Effects on the Environment discusses the actual and potential effects of the Project on other properties outside of the NoR boundaries.

Esplanade Reserve Acquisition Property 4 described in Table 3 is a Local Purpose Reserve (Esplanade) owned by FNDC. Negotiations are currently underway to purchase this property, following which any required Reserves Act 1977 revocation processes will be worked through.

Historic and Cultural heritage The two Tangata Whenua groups for the Project are Te Runanga o Whaingaroa and Ngati Pakahi. Both groups have submitted Cultural Impact Assessments for the project. The Assessments note cultural values associated with the Kaeo River and immediate surrounds, including: The Kaeo River being a source of kai and being used for transport and food storage and preparation. Kainga were historically located along the banks of the Kaeo River. Urupa on Pahuhu, just to the south of the existing bridge and set back from the road on the eastern side of the bridge. The Project area being historically the ideal local river crossing area from the Waikoura and Whangaroa track. Ecological values of the Kaeo River and its riparian habitat and fauna.

There are no listed historical sites within the Project area. As discussed in the Assessment of Archaeology Effects (Appendix F), historic geological and property survey plans indicate that by 1950, the mudflats and marsh on the southern side of the Project area had been reclaimed and drained and several houses established, with a partial reclamation of the land on the north side of the highway. A survey plan dated 1890 noted a ‘Native Camping Ground’ located immediately north of the existing bridge western abutment and subsequent survey plans identified the Pahuhu Settlement being located to the south east of the Project, adjacent to Pahuhu Creek, as shown in Figure 4.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Figure 4: Archaeological features identified in 2017 field surveys and historic features recorded from land plans (Geometria Ltd, 2019).

Planning Environment

Far North District Plan The Project is predominantly zoned ‘Rural Production’ under the operative FNDP. Lot 2 DP 119867 located adjacent to the Kaeo Bridge western bridge abutment is zoned ‘Conservation’ (Figure 5) and the quarry at 232 SH10, Whangaroa is zoned ‘Minerals’. The Kaeo River is zoned ‘Lakes and Rivers’. There are no Outstanding Landscape, Outstanding Landscape Features, Outstanding Natural Features or Sites of Cultural Significance to Maori identified within the FNDP relevant to the Project area. The Project is suceptible to flooding as shown on Figure 6.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Project NoR boundary (indicative) Project NoR boundary (indicative)

Figure 5: Far North District Plan Map 21 - Figure 6: Far North District Plan Map 21- Zone Flooding

Source: Far North District Plan Source: Far North District Plan

Reserves and open space Within the proposed designation boundary, Lot 2 DP 119867 (located adjacent south to the Kaeo Bridge western bridge abutment) is vested in FNDC as a Local Purpose Reserve. The 0.25ha unnamed esplanade reserve is currently being used as pasture land, with fencing and farm vehicle track extending along its northern and eastern boundary. Riparian vegetation comprising a mix of exotic and native species is located beyond the reserve, fronting the Kaeo River. There is no direct accessway off SH10 to the esplanade reserve. This is due to existing safety barriers along SH10 on approach to the bridge, coupled with the reserve being a lower elevation than the state highway and a drainage channel extending between the reserve and SH10. Property negotiations are underway to purchase the reserve from FNDC, following which any required Reserves Act 1977 revocation processes will be worked through.

Summary The Project area is characterised by a highly modified rural setting. Dwellings are dispersed throughout the locality, predominantly within proximity to SH10, providing connectivity to Kaeo township and Whangaroa Harbour. The surrounding hills to the south and east, and Kaeo River are the defining landscape features which also contribute to the flood susceptibility of the low elevation site. The Kaeo River experiences some tidal influence in the Project area.

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4 Consultation

Approach to consultation and engagement Consultation activities are managed through a stakeholder management plan and property acquisition plan. The Transport Agency has undertaken one-on-one meetings, workshops, and established a dedicated Project website5. Project information can be viewed on the website and enquiries can be submitted to the Project team.

Consultation and engagement undertaken

Tangata Whenua The Transport Agency has engaged with Te Runanga o Whaingaroa and Ngati Pakahi throughout the development of the Project from 2017 to 2019, via several hui. The topics discussed included: the potential effects of the Project including flooding and proposed mitigation; Receiving Tangata Whenua input into design, and Conduct Project site blessings. Cultural Impact Assessments have been provided by both Tangata Whenua.

4.2.2 Northland Regional Council and Far North District Council The Transport Agency attended a pre-application meeting with NRC and FNDC on 14 November 2019, to discuss the Project design, potential environmental effects and proposed mitigation.

4.2.3 Heritage New Zealand Pouhere Taonga (HNZPT) Consultation with HNZPT commenced in November 2017 and has been ongoing through development of the Project design. Further details of consultation with HNZPT is provided in the Assessment of Archaeology Effects (Appendix F). The Transport Agency will be applying for an archaeological authority for the Project.

4.2.4. Directly Affected Landowners Written correspondence and face to face meetings with directly impacted landowners has been ongoing from 2017 to 2020. The topics discussed included: Discuss acquisition requirements for land directly affected by the Project; The potential effects of the Project including flooding and land take and the proposed mitigation; and Retaining access to SH10 during and post-construction.

4.2.5 Community Community members have been engaged with through community meetings, the Project website and newsletters between 2017 and 2019. Topics discussed included:

5 https://nzta.govt.nz/projects/connecting-northland/twin-coast-discovery-route/kaeo-bridge/

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The proposed Project design; Potential flooding effects and proposed mitigation through design changes; Construction timeframes; The safety, route resilience and economic growth benefits of the bridge upgrade and state highway realignment. A meeting was held with the Whangaroa Catchment Management Group on 22 November 2019 to discuss the change in flooding depths upstream due to new bridge embankment.

Department of Conservation The Transport Agency is engaging with the Department of Conservation for feedback on the Project. Topics discussed include: The proposed Project design and the safety benefits that will be achieved; and The ecological values of the Project area and proposed ecological mitigation.

Summary The Transport Agency has undertaken consultation and engagement in relation to the Project to date. The level of consultation and engagement is appropriate given the scale and nature of the Project, and has ensured that valuable information has been captured to inform the design and the various assessments that have been undertaken. Consultation and engagement is ongoing. The Transport Agency will continue to engage with stakeholders as development of the detailed design progresses and during the construction of the Project.

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5 Assessment of Effects

Positive effects The Project will result in positive effects for the Northland region, the local community in Kaeo and surrounding villages, and to the movement of vehicle traffic on SH10. Positive effects of the Project include: The overall safety of road users would improve because of the improved sight line distances to the Kaeo Bridge. This has the aim of reducing loss of control crashes; Route resilience of this portion of SH10 would improve as the proposed two lane bridge will allow traffic to move around an event, and will be designed to a higher design flood and storm event standard than what currently exists; Providing sufficient capacity to accommodate the predicted levels of future traffic growth along this route; Travel time, efficiency and certainty will improve due to improved safety, resilience and straighter horizontal and vertical alignment; and Native specimen plantings along the Kaeo River banks and SH10 will provide positive ecosystem effects.

Noise and vibration effects and mitigation

Construction effects and mitigation As described in the Assessment of Acoustic Effects (Appendix C), the main construction noise generating activities include: Vegetation clearance; Mechanical sound from earthmoving machinery for earthworks; Fill haulage, both importation and removal will be required across the proposed alignment; Bridge construction including the importation of material for embankment and revetment construction and driving piles; Road sealing once earthworks are complete; and Construction yard activities, such as aggregate mixing. Daytime noise limits are predicted to be exceeded at 8 Whangaroa Road, Kaeo for intermittent periods when vegetation clearance and piling works are carried out near this property. However, as the noise modelling took a conservative approach assuming all noise- generating activities were occurring at the Project boundaries closest to this property, it is anticipated that the actual amount of noise experienced at the property may be considerably less than what is modelled. It is proposed to mitigate the effects to this property through active liaison with the landowner to ensure that construction activities are scheduled appropriately to avoid nuisance effects and noise monitoring of construction to confirm whether noise is breaching standards. Morning period noise limits are predicted to be exceeded at 8, 10 and 40 Whangaroa Road, Kaeo and 253, 258, 286, and 339 SH10, Kaeo if construction activities are undertaken during the morning period. It is proposed to avoid these effects where practicable by avoiding undertaking construction activities during the morning period. Where avoidance is

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not practicable, it is proposed to mitigate through active liaison with the landowners to ensure that construction activities are scheduled appropriately to avoid nuisance effects. The construction noise and vibration effects will be intermittent while specific activities are undertaken, and within a temporary timeframe during construction (estimated to be October 2020 to May 2021). With mitigation through liaison with the landowners in order to avoid carrying out noise-generating activities during times that would cause nuisance to landowners, the effects will be less than minor.

The main sources of vibration expected during the Project construction include: Ground improvements required for installation of the bridge including piling or stone column insertion; Dynamic compaction to install the road; and Vibrations caused during demolition of the existing bridge. The relevant vibration criterion is predicted to be exceeded at 8 and 10 Whangaroa Road, Kaeo, to potentially cause nuisance effects. However, as the noise modelling took a conservative approach assuming all vibration-generating activities were occurring at the Project boundaries closest to these properties, it is anticipated that the actual amount of vibration experienced at the properties may be considerably less than what is modelled. It is proposed to mitigate any potential vibration effect through active liaison with the landowners to ensure that construction activities are scheduled appropriately to avoid nuisance effects and vibration monitoring to confirm whether construction activities are breaching standards. The construction noise and vibration effects will be intermittent while specific activities are undertaken, and within a temporary timeframe during construction (estimated to be October 2020 to May 2021). With mitigation through liaison with the landowners in order to avoid carrying out vibration-generating activities during times that would cause nuisance to landowners, the effects will be less than minor. A Construction Noise and Vibration Management Plan will detail the mitigation measures for managing construction noise and vibration.

Operational effects and mitigation Operational traffic noise was modelled for the existing scenario and as proposed for both current traffic volumes and projected 2030 traffic volumes (Appendix C Assessment of Acoustic Effects and Appendix E Integrated Transport Assessment). None of the properties identified would experience an increase in noise levels of more than

3dB LAeq(24hr) compared to the existing scenario, and noise levels remain below the relevant standards. Operational vibration effects are not expected to change due to the project, and they have not been assessed further. Any change in operational noise levels will be inaudible and less than minor.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Landscape and visual effects and mitigation

Construction effects and mitigation As discussed in the Assessment of Landscape Effects (Appendix D), the Project will cause temporary minor effects on landscape values due to the temporary removal of vegetation, and earthworks and construction activities. The new road and bridge embankments will require a settling period before completing construction, therefore there will be a period of a few months where the current SH will remain operational with a view of the adjacent construction site which may appear abandoned. Earthworks and vegetation removal will also cause some visual effects. Overall the visual effects of the construction activities will be moderate but temporary during the construction period. It is proposed to mitigate the construction effects by using appropriate signage to inform the public of the timeframe of the construction works so that the public understand that the site has not been abandoned during settling periods, screen the construction area where possible, and reinstate vegetation as soon as practicable following completion of construction. With these mitigation measures the effects will be acceptable for the duration of construction. In summary, the landscape effects during construction will be less than minor.

Operational effects and mitigation Potential minor operational effects could include temporary removal of vegetation. Landscape mitigation will be provided through the development and implementation of a Landscape Concept Plan. The Project Landscape Concept Plan has been prepared in general accord with the Transport Agency’s landscape guidance document Bridging the Gap, and will continue to be developed in detailed design, incorporating feedback from stakeholders and Tangata Whenua. The key features of the landscape plan are: Enhanced riparian and saltmarsh habitat around the proposed new bridge and downstream to the existing bridge, including enhanced eco-links to existing vegetation on the adjacent hillside landforms; and Removal of the existing bridge, but retention of the eastern abutment to ensure protection of the existing stand of pohutukawa and to provide a fishing platform. It is considered that the features described above will overall result in positive effects on natural character and landscape, including: Low adverse effects on natural character initially due to vegetation removal and earthworks, changing to positive after completion of construction and establishment of mitigation planting; Positive landscape effects overall; Very low visual effects; and Moderate landscape and visual effects and low natural character effects during the construction period, with the overall effects being less than minor.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

Traffic effects and mitigation

Construction effects and mitigation The Integrated Transport Assessment (Appendix E) assesses the traffic effects of the Project. The western and eastern embankment and bridge will be constructed offline and would therefore not have any impacts on existing traffic movements. To construct the widened section of SH10 to the north, a temporary sealed road diversion will be constructed. This will enable the continuation of traffic flows along the state highway whilst works are undertaken along this section and therefore the effects on traffic movements in this area are expected to be less than minor. Earthworks machinery will travel along and across SH10 to access the construction site. These access points will be controlled by temporary traffic signals and/or stop/go controls. The peak construction traffic movements will be during the importation of fill, where up to 50 movements per day are anticipated. The temporary effects of construction will be managed through the Construction Traffic Management Plan (CTMP) which will include the following measures: Details of the methods for avoiding, remedying or mitigating the effects of construction on the safe and efficient operation of the existing local road and State highway networks; Details on the numbers, frequencies, routes and timing of construction traffic movements; Details of any temporary road diversions proposed during construction; and Details of the measures to be implemented to maintain emergency service vehicles access along the existing SH10 carriageway during construction. The mitigated construction traffic effects of the Project are expected to be less than minor.

Operational effects and mitigation No additional traffic will be directly generated by the Project, however 3.5% annual growth in movement of both light and heavy vehicles between 2019 and 2048 has been assumed. The design of the proposed alignment has sufficient capacity to accommodate this level of traffic growth. There are currently eleven properties with direct access onto SH10 within the Project area. Landowners have been consulted to confirm that they will retain appropriate crossing places onto either SH10 or Whangaroa Rd during and post-construction. The Project will result in an increased safety of SH10 at the Kaeo Bridge and Whangaroa Road intersection. The two-lane bridge, safety barriers, traffic lanes and shoulders, alignment, intersection design, signage and lighting will bring significant benefits to the corridor and vehicle users. The traffic effects are considered to be positive once the Project is operational.

Archaeology effects and mitigation

Construction effects and mitigation As discussed in the Assessment of Archaeology Effects (Appendix F), there are no identifiable archaeological effects from the Project. However, it is possible that there may be effects on subsurface archaeological features in four potentially archaeologically sensitive areas. These are:

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the Kaeo River frontage where one midden was located within the southern extents of the works area adjacent to the Pahuhu Creek at Pt Pahuhu 3. The midden has moderate archaeological significance and is likely to have already been modified when Pahuhu Creek was realigned in the late 19th or early 20th century; land formerly used as a camping ground and landing by Maori people in late 19th/early 20th century. This area is located north of the Kaeo bridge along the western bank of the Kaeo River. This area has been highly modified by the construction of a River bridge in 1906, causeway, and weirs/drains during the early-mid 20th century; land along the western bank of the Kaeo River which historic plans indicate comprise of an old sand spit; and the elevated pasture on the south west extents of Project, which rises to Taita Hill, potentially being a former access route for travellers. The proposed mitigation of Project effects on archaeology include: Apply for and obtain an exploratory archaeological authority under the HNZPTA in order to sample and date midden P04/775. This will confirm its significance and the potential for other significant archaeological features to be located nearby; Apply for a general archaeological authority pursuant to section 56 of the HNZPTA and Waka Kotahi NZ Transport Agency Standard P45 to modify unrecorded sites that may be subsequently affected during construction; Develop a Heritage and Archaeology Management Plan in consultation with Te Runanga o Whaingaroa and Ngati Pakahi which will include: An accidental discovery protocol when unanticipated finds are encountered; Identify a location for any archaeological finds during construction to be deposited; and Top soil stripping within archaeologically sensitive areas should be monitored by an archaeologist and a cultural monitor. Protocols for appropriate tikanga for Maori archaeological sites and features. With the implementation of these mitigation measures, any actual and potential adverse effects on archaeology will be less than minor.

Operational effects and mitigation There are no identifiable operational effects on archaeology from the Project.

Cultural effects and mitigation The Whangaroa Maori Trust Board on behalf of Te Runanga o Whaingaroa, completed a Cultural Impact Assessment (CIA) in December 2019. Ngati Pakahi also completed a CIA in December 2019. The key points raised in the CIAs and proposed mitigation are discussed in the subsections below.

Construction and operational effects and mitigation Concerns and recommendations of Tangata Whenua in the CIAs included the following matters discussed below. For Te Runanga o Whaingaroa: Recognise the role of Tangata Whenua as kaitiaki; Obtain an archaeological authority under the Heritage New Zealand Pouhere Taonga Act 2014 to manage any potential effects on archaeological sites and features in the area near the Pahuhu settlement; Support for the recommendations of the Assessment of Ecological Effects report;

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Ensure appropriate cultural protocols are followed; Design for safety of drivers, pedestrians and cyclists; Reuse or recycling of the decommissioned bridge; Naming and design of the proposed new bridge; Use of Pou Whenua; Potential visual and landscape effects of the new bridge; Potential impacts on native plants and animals; and Ensure access to the river is maintained.

For Ngati Pakahi: The engagement of appropriate qualified kai kawe karakia to carry out appropriate rituals is required at all significant points before, during and after completion of the project: All workers and visitors to the project site should be appraised of the cultural protocols before entering the site; Tangata Whenua should be involved as cultural monitors during the work and the disturbance of whenua, the river and the environment as a whole; Tangata Whenua should be involved in the cultural design features of the bridge; Create opportunities to educate or upskill local youth; and Retain the Tangata Whenua history and cultural heritage relating to the Project site for future reference.

The proposed Project mitigation includes the following measures: Develop a Heritage and Archaeology Management Plan in consultation with Te Runanga o Whaingaroa and Ngati Pakahi which will include: An accidental discovery protocol when unanticipated finds are encountered in accordance with Waka Kotahi NZ Transport Agency Standard P45; Identify a location for any archaeological finds during construction to be deposited; Top soil stripping within archaeologically sensitive areas should be monitored by an archaeologist and a cultural monitor; Protocols for appropriate tikanga for Maori archaeological sites and features; Follow the Landscape Concept Plan that was developed in consultation with Tangata Whenua and the project Ecologist; Develop and follow a Native Fish Recovery Plan (NFRP) during Project construction; and Continue to consult with Tangata Whenua during Project detailed design and construction. With the implementation of these mitigation measures any actual and potential adverse effects on cultural heritage will be less than minor.

Contamination effects and mitigation

Construction effects and mitigation As discussed in the Contamination Assessment Memorandum (Appendix G), no HAIL activities were identified in the Project area. The likelihood of encountering ground contamination on areas of the Project works area is low.

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No construction effects relating to contamination are anticipated due to the absence of HAIL activities.

Operational effects and mitigation No operational effects relating to contamination are anticipated due to the absence of HAIL activities.

Coastal processes effects and mitigation

Construction effects and mitigation The Assessment of Coastal Effects discusses the effects of the Project on coastal processes (Appendix H). All Project structures and physical works are located outside of the defined CMA. However, because some Project structures are still subject to coastal processes with the potential to have adverse environmental effects, they are therefore assessed below.

5.8.1.1 Temporary structures Temporary staging structures to support working platforms are required for construction of the new bridge piers and piles and fitting precast girders in place. Sections of these piled platforms will temporarily occupy the riverbed and the airspace above the river. Temporary access to the new bridge construction is proposed via a temporary haul road from the western extent of the Project alongside the proposed western embankment. A narrower, lighter temporary staging platform will be installed on the upstream side of the existing one-lane bridge for pedestrian access for the demolition team. A temporary staging platform is proposed for construction machinery and personnel access. The platform will provide access between the western side across the main river channel to the eastern pier site of the new bridge. It will not provide access across the deepest section of the river near the right bank where access via crane will be from the eastern abutment. The proposed construction of the main staging platform includes driving individual piles (diameter to be determined, but considerably smaller than the 1.5 m diameter permanent columns) at approximately 7–8 m spacing (Figure 4 3). Temporary piles will also support smaller platforms adjacent to the piers to facilitate construction of the pier caps and pile columns for the new bridge – with two of the staging platforms in the river (outside of the CMA) – the other being on land (Figure 4 3). There is potential for local scour around these temporary piles positioned within the main tidal channel, noting the piles nearer the centre of the channel will be driven deeper to mitigate the effects of local scour on the integrity of the temporary structures. Once the piles are removed after construction, any remnant local scour holes in the riverbed will be covered over by sediment transport and sedimentation induced by higher spring tide flows and/or river floods. Therefore, the effect of staging-platform piles on causing local scour will be a temporary minor effect. The piles supporting the staging platforms will cause some temporary modification to the channel flow at all tidal and river flood elevations for the duration of construction. This reflects a net flow area reduction impedance in this location when considering the cumulative flow blockage of the temporary staging piles, together with the permanent column piles as they are successively built.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment

The mitigation measures factored into the construction methodology to minimise the flow impedance are: to avoid placing piles in the deepest part of the channel on the eastern side where the strongest tidal and flood flows occur; aligning pile groups under the staging platforms with the river flow direction, which means they will need to be placed at approximately 20° angle to the perpendicular axis of the platform (or 70° angle to the longitudinal axis); and installing the pedestrian-access staging platform, for demolition of the existing bridge and removal of the eastern abutment, after the main staging platforms for the new bridge are removed (to avoid further piles in the river flow at the same time). These mitigation measures will reduce the overall impedance of the tidal and flood flows during construction. They will also reduce the local scouring effect. Therefore, the effect of the temporary-staging piles on flow impedance would be minor, assuming no staging platform is located in the deeper part of the channel and pile groups are aligned with the river flow direction. There is some chance of storm tides overtopping the temporary staging during the construction period, but any effects on the temporary staging and personnel safety can be further mitigated through responding ahead of storm-tide forecasts. There is no staging across the deeper channel section where the main flow occurs. Additional effects on coastal physical processes of such an overtopping event would be minor, other than potentially local scour around the piles being exacerbated. Should the staging platforms be overtopped by a storm-tide event, it is anticipated that there will be minor effects on coastal physical processes, such as sedimentation and tidal flows. The temporary structures will have a minor effect through flow impedance from temporary piles within the main channel, which are able to be minimised by the proposed mitigation.

5.8.1.2 Sediment run-off and disturbances during floodplain works There is potential for sediment runoff to the CMA during the removal of the present stopbank along the western bank of the Kaeo River. The risk of causing elevated turbidity downstream (depending on the tidal flow direction), can be mitigated to have a minor effect. This is reliant on comprehensive sediment and erosion control and earthworks management measures which will be designed and implemented through the Project CEMP.

5.8.1.3 Temporary staging Disturbance of the riverbed will occur during the following works: Driving of piles and any associated sheet-piling to support the temporary staging or foundation works for the permanent column piles. Extraction of piles and any associated sheet-piling to remove the temporary staging. Potentially, pile or sheet-pile driving or extraction activities could cause localised release of suspended-sediments to the receiving waters from riverbed disturbances. Work practices and erosion/sediment control measures (to be detailed within the CEMP) that minimise riverbed disturbance would minimise the effects on existing water clarity from increased turbidity to the level of being a minor, temporary effect.

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Operational effects and mitigation The Project bridge structures will be located outside of the defined CMA but are still subject to coastal processes with the potential to have adverse environmental effects and are therefore assessed below.

5.8.2.1 Bridge substructure Two of the pier sets will be in the riverbed upstream of the defined CMA requiring a total permanent riverbed occupation area of 7 m2 by the four piles. This occupation area is approximately three times the area of riverbed occupied by the thinner 3-pile groups supporting the existing one-lane bridge. However, the width occupied by the new bridge piles comprises a relatively small portion of the riverbed. The piles are not located in the deepest section of the channel and the two-pile groups are aligned with the flow direction, with both factors reducing the potential effect on flow impedance. Minor local scouring is anticipated in the vicinity of each bridge pile, caused by the local acceleration and down-welling flows around each pile during higher tidal flows (mid incoming and outgoing tides) or river flood flows. Depending on the substrate strength below the riverbed, the depth of local scour anticipated at the new bridge site will be of a similar or higher scale to local scour around pile groups at the existing SH10 bridge, as the pile diameter for the new bridge is greater, but the effective waterway under the new bridge is considerably wider, which will reduce extreme river flood velocities and therefore constrain local scour. Local scour will principally occur during the higher tidal flows during larger spring tides or during river floods and will be transitory over a period of months to years (depending on extreme flood occurrences) until it reaches a new equilibrium locally around the pile groups. Therefore, the proposed configuration of the new bridge substructure is expected to have a less than minor long term effect on coastal physical processes, sedimentation processes and the coastal river hydrodynamics following removal of the existing bridge and abutments.

5.8.2.2 Bridge abutments and reformed stopbank The proposed bridge abutments will be further back on both right and left banks than the existing bridge abutments. The removal of the existing stopbank and constructing a new section of stopbank further back from the channel will provide more room for the river under the new bridge. These changes will improve the hydraulic capacity under the bridge for both coastal and river flood flows (and to some extent moderate tsunami flows), with the new abutments and stopbanks imposing less impedance on flows compared with the hydraulically-constrained waterway under the existing bridge. The western extent of the raised western approach embankment will be similar or slightly higher than the present embankment, but essentially will not change the exposure to coastal and fluvial flooding beyond the western Project extent and the effects overall will be less than minor.

5.8.2.3 Disestablishment of existing structures Removal of existing bridge substructures and abutments will improve the hydraulic capacity of the Kaeo River for both river and coastal flows. It is proposed to supply to NRC a set of “as-built” plans, final topographic and cross-sectional bathymetry data covering the finished

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works, including an underwater survey, to confirm the cut piles of the existing bridge pose no recreational swimming or boating hazard.

5.8.2.4 Climate change effects The soffit levels of the proposed bridge design provides clearance for the 1% AEP coastal storm-tide flows to pass unimpeded under the bridge girders over the Project design life of 100 years.

Erosion and sediment effects and mitigation

Construction effects and mitigation The proposed earthworks will result in approximately 150 m3 of cut and approximately 13,500 m3 of fill over an area of up to 7,500 m2. The earthworks predominantly involve the application of imported fill (over geotextiles and geogrid) to achieve the required elevations. Drawings 254914-3500-DRG-GG-0621-A and 254914-3500-DRG-GG-0622-A within Appendix B show the earthworks activities in the Project area. Vegetation would be removed up to the maximum areas shaded in the Drawings 254914- 3500-DRG-RR-0801-A and 254914-3500-DRG-RR-0802-A (Appendix B). Terrestrial earthworks activities, such as clearance of vegetation, excavation and haulage of material have the potential to result in soil mobilisation, dust generation and sediment laden stormwater discharges across land and to the Kaeo and Pahuhu Rivers. To minimise the effects of erosion and sediment discharge during construction, all earthworks will be undertaken in accordance with a Project Construction Environmental Management Plan (CEMP) to be developed in detailed design. The CEMP and ESCP will include the overall approach to erosion and sediment control for the Project, and will include as required any site specific erosion and sediment control plans (SSESCPs) to be implemented for different sections of work. Detailed methodologies for the CEMP, ESCP and any SSESCPs will be developed as part of detailed design. In brief, however, it is proposed that the construction site, earthworks, and vegetation and topsoil stripping will be undertaken progressively in sections to minimise the area of exposed land at any time. Land will be hydro mulched to provide coverage while permanent vegetation establishes. Where vegetation is required to be removed, this will be replaced with vegetation consistent with the Project Landscape Plan within Appendix B. Prior to and throughout construction, the contractor will be responsible for implementing site specific sediment control measures in accordance with best practice. With the implementation of these measures, it is considered that the actual and potential effects associated with erosion, soil mobilisation and sedimentation to receiving environments during construction will be temporary and less than minor.

Operational effects and mitigation It is anticipated that following completion of construction and establishment of vegetation the Project operational effects on erosion and sedimentation will be less than minor.

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Flooding effects and mitigation

Construction effects and mitigation No significant temporary structures are proposed in the floodplain as part of the construction methodology and therefore the Projects construction effects on flooding are considered less than minor.

Operational effects and mitigation As discussed in the Hydraulic Modelling Technical Specialist Report in Appendix I, the proposed embankments, culverts and bridge design for the Project will cause localised increases in flooding upstream of the bridge and embankment in 10-year and 100-year ARI rain events, compared to the flood levels for the existing environment. The increase to property flooding arising from the Project will have less than minor effects as the increases in depth of flooding would not cause additional or more severe effects on the pasture land and road than the existing flood depth. The Project does not increase habitable floor flooding of any dwelling. In the 10-year ARI event, flood level increases arising from the Project are less than 0.05 m for any property. This is within the hydrology model’s margin of error and can therefore be disregarded as having less than minor effects. The increase in flood levels in the 100-year ARI event is also less than 0.05 m for most properties and can therefore be considered to have less than minor effects on habitable floors of these properties. Two properties labelled as Property 2 and Property 3 in Figure 7 below are predicted to experience flooding that exceeds the 0.05 m threshold and are discussed further below.

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Figure 7: Flood level check locations. Numbered green dots are properties in or near the Project area

Property 2 (shown in Figure 7) will experience a flood level increase of 0.11 m after implementation of the Project. In the existing scenario this property already floods to a maximum depth of 1.06 m and implementation of the project will result in the flood depth increasing to 1.17 m in the 100-year ARI event. The flooding increase does not affect the habitable floor of this dwelling and therefore the effects are considered to be less than minor. Property 3 (indicated in Figure 2 in the Hydraulic Modelling Technical Specialist Report in Appendix I) will experience a flood level increase of 0.07 m after implementation of the Project. In the existing scenario this property already floods to a maximum depth of 1.98 m and implementation of the project will result in the flood depth increasing to 2.05 m in the 100-year ARI event. The flooding increase does not affect the habitable floor of this dwelling therefore the effects are considered to be less than minor. In summary, the predicted flooding increases arising from the Project do not cause additional adverse effects on use of properties or cause additional breaches of habitable floors for properties within, adjacent to, or near the Project area. Therefore the flooding effects are considered less than minor.

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Stormwater quality effects, mitigation and assessment of alternatives

Construction effects and mitigation Construction stormwater quality effects of the project are described within the erosion and sedimentation effects assessment above. Overall these effects will be mitigated and will have a less than minor effect on the environment during construction.

Operational effects and mitigation As discussed in the Stormwater Design Report in Appendix J, the Project design introduces swales alongside the length of SH10 to the west of Kaeo Bridge, which will treat stormwater runoff from this section of the highway before discharging into the Kaeo River. It is proposed to leave the widened bridge and the eastern side of the Project untreated (similar to the existing scenario) due to the space constraints in these parts of the Project area. The analysis of stormwater discharge options found that the surrounding topography and alignment options are constraints to the type of treatment methods that can practicably be designed. The site’s topography also limits the ability for stormwater to be discharged to other receiving environments to that proposed. Therefore, swales are the best practicable option for the Project’s stormwater management, due to their low maintenance costs and efficient treatment of stormwater through a simple drainage system in a geographically confined space. There are no viable alternative methods for proposed stormwater discharges.Overall the Project will provide improved stormwater treatment compared to the existing scenario due to the provision of swales and a wetland where practicable (refer to drawings 254914-3500-DRG-WD-1451-A and 254914-3500-DRG-WD-1452-A).

Ecology effects and mitigation An Assessment of Ecological Effects has been completed for the Project by Bioresearches Group Ltd and is attached at Appendix K. The effects on terrestrial fauna, aquatic fauna and vegetation and mitigation are discussed separately below.

Terrestrial fauna effects and mitigation Native and exotic birds utilise the habitats provided by pasture, riparian vegetation and native and exotic trees within the Project area. 25 bird species were recorded during baseline field surveys, comprising North Island fernbird Bowdleria punctate, fantail, grey warbler, paradise shelduck, tui; and twelve non-native species. The North Island Fernbird was recorded within the riparian vegetation along the western banks of the Kaeo River. The areas proposed to be affected by the realignment and new bridge are mostly highly disturbed (by cattle or dwellings) and a very small portion of the available bird habitat. With the exception of the fernbird, the potential adverse effects of vegetation removal or disturbance on the birds are less than minor. Construction effects that result in fernbird nest destruction or abandonment would be a significant adverse effect. To avoid these effects, fernbirds will be discouraged from nesting in these areas prior to works commencing as described below. To avoid and mitigate the adverse effects of construction on the ‘at risk/declining’ fernbirds, the following measures are proposed: The attractive nesting habitat (salt-marsh ribbon wood, rushes, manuka) in the riparian areas will be cleared after the end of summer and before the end of winter prior to works commencing.

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Access through the riparian area immediately north of the site, on the western river bank, will be avoided during the nesting season (Spring -Summer) to allow birds to nest and breed. The loss of riparian vegetation on the western river bank will be compensated for with re- instatement, enhancement and expansion of riparian vegetation on the western bank north and south of the alignment area (as shown within the Landscape Plan within Appendix B). Prior to the commencement of any vegetation clearance on the eastern side of Kaeo River within the area of native scrub, a Native Lizard Management Plan (NLMP) shall be prepared by a suitably qualified herpetologist and submitted to the NRC for certification. The NLMP shall be implemented as certified, unless otherwise agreed to by NRC. The NLMP shall provide methods for capture and relocation for native skinks and geckos prior to and during vegetation removal. The NLMP shall be implemented only during favourable seasonal and weather conditions and include at least the following: Recommendations for slavage techniques and actions suitable for different lizard species; Identification of a suitable release site; and Details of suitable habitat enhancement measures, including any pest control to sustain any populations of resident and relocated lizards. All findings resulting from the implementation of the NLMP shall be recorded by the suitably qualified herpetologist on an Amphibian/Reptile Distribution Scheme Card (or similar form that provides the same information) which shall be sent to the NRC Team Leader (Biodiversity). The habitat quality for native lizards within the Project area is ‘low’ and no lizards were recorded from the initial habitat surveys. The potential adverse effects of the Project on native lizards and their habitat values are considered minor.

Aquatic fauna effects and mitigation Watercourse modification, loss of saltmarsh and earthworks have the potential to affect freshwater habitats and aquatic organisms. Extension of the existing SH10 culvert near Pahuhu Creek has the potential to release sediment and adversely affect fish and fish habitats. To avoid adverse effects from sedimentation from disturbed soil, erosion and sediment controls will be implemented in accordance with the Project CEMP. This will ensure the aquatic ecological effects of sedimentation on the river will be less than minor. Any other adverse effects on the aquatic habitat and species will be mitigated by the following measures: A Native Fish Recovery Plan (NFRP) will be prepared and adhered to including measures for the recovery and relocation of native fish within the ponds, drains and stream where populations are present and could be affected by construction works. Detailed design of the culverts within Pahuhu Creek will ensure design with either an embedded culvert or arch culvert to provide for continuation of the natural substrate of the stream bed under the road, allowing for unimpeded fish passage. The construction and demolition of the bridges in Kaeo River will provide for unimpeded migration of native juvenile Galaxids (whitebait) within the river during the peak upstream migration period, which is between August and September.

Terrestrial and aquatic flora effects and mitigation Vegetation within the Project area is limited. To the west of the Kaeo River is predominantly pasture and to the east, predominantly amenity planting of exotic tree species. This vegetation is less than 20 years old and is considered to have low botanical values. Land

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disturbance activities will result in loss of vegetation in these areas. The loss of exotic vegetation within the designation will have less than minor adverse effects on terrestrial ecology. Mature Pohutukawa specimens are located along the eastern bank of the Kaeo River near the existing bridge and will be left in-situ and protected during construction of the Project.

To the east of the proposed roundabout is naturally regenerating kānuka/broadleaf forest with more than 30 native species and of moderate ecological value. The riparian margins of the western river bank to the south of the existing bridge contain mangroves, weedy vegetation that provides nesting habitat for North Island fernbird, and salt marsh. The riparian zone of the Kaeo River is mixed exotic and common coastal native vegetation which has higher values than the vegetation described above, however the extent of native vegetation is patchy, weed infested and limited in extent. A confined area of riparian vegetation would be removed and would have minor adverse ecological effects. To mitigate the effects of terrestrial and riparian vegetation removal, the following mitigation measures are proposed: Habitat disturbance will be avoided where possible by limiting the works area within the river and riparian zone to a minimum corridor and restricting all movement of machinery to the corridor; and Mitigation planting will be undertaken in accordance with the Landscape Plan (Appendix B) which proposes mitigation planting and restoration of cleared riparian habitat and terrestrial vegetation with appropriate ecosourced native species to mitigate the loss of vegetation. A planting plan will be prepared for the plantings in accordance with the recommendations of the Assessment of Ecological Effects (Appendix K).

5.12.3.1 Summary – effects on ecology Overall it is considered with the implementation of the identified mitigation measures, the Project effects to ecology will be minor and temporary during construction and less than minor once mitigation planting is mature.

Summary of Project mitigation

Project management plans The Project will develop a series of management plans that include the mitigation measures referred to in section 5. The proposed management plans are: Construction Environmental Management Plan (CEMP): the overarching plan for managing the potential environmental effects of the project during construction. Construction Noise and Vibration Management Plan (CNVMP): will detail the mitigation measures for managing noise and vibration during construction. Construction Traffic Management Plan (CTMP): will detail the mitigation measures for managing traffic during construction. Landscape Concept Plan: details the landscape mitigation measures developed in consultation with Tangata Whenua and stakeholders. A draft is included in Appendix B. Heritage and Archaeology Management Plan (HAMP): will detail the archaeology and cultural heritage management measures to be undertaken and will support the application for an Archaeological Authority. Stakeholder Management Plan: will detail the community engagement measures to inform stakeholders about the Project and manage potential social impacts.

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Erosion and Sediment Control Plan (ESCP): will provide an overarching plan for construction management to mitigate erosion and sedimentation effects. Site Specific Erosion Sediment Control Plans (SSESCP): will provide site-specific erosion and sediment control plans for each stage of construction once the construction methodologies are further developed, and will cross-reference approved erosion and sediment control measures from the ESCP.

Monitoring The following monitoring will be completed prior to the commencement of construction. An Archaeologist with support from cultural monitors will monitor topsoil stripping within potentially sensitive areas, that are identified in the Assessment of Archaeological Effects, with the specific methodology to be detailed within the HAMP.

5.1 Conclusion The Project will result in beneficial effects relating to increased safety and resilience of the road network and reduced operational traffic noise to surrounding receivers. The Project has the potential to create adverse effects and these have been discussed in the preceding assessment and in the Technical Assessments. Appropriate mitigation has been recommended to reduce potential environmental effects to less than minor.

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6 Reasons for Resource Consent

Introduction This chapter outlines the resource consents required under Section 88 of the RMA for temporary and permanent activities. Taking a ‘bundled’ approach, resource consent is required for a discretionary activity under the ONRPand for a discretionary activity under the PRPN.

Reasons for resource consent The PRPN was notified on 6 September 2017. The Appeals Version was released on 29 July 2019. Under Section 86B of the RMA, all rules in the PRPN have immediate legal effect from notification. Until the PRPN is made operative, both the ONRP and the PRPN objectives, policies and rules must be considered. The reasons for resource consents are outlined in the subsections below.

Operative plans The relevant operative plans for Northland include the Regional Coastal Plan for Northland (RCPN) and the Regional Water and Soil Plan for Northland (RWSP). The following provides a summary of the resource consents required under each operative plan.

6.2.1.1 Regional Coastal Plan for Northland (Operative 28 August 2004) The boundary of the CMA is at the seaward (north) border of the Kaeo Bridge. No activities are proposed in the CMA and therefore no coastal permits are required for the Project.

6.2.1.2 Regional Water and Soil Plan for Northland (Operative 28 August 2004)

6.2.1.2.1 Regional land use consents Land use resource consents under sections 9 and 13 of the RMA are required for temporary and permanent activities within Kaeo River south of the existing bridge (which is located outside of the CMA) and road construction across rural land. Activities requiring resource consent are described in Table 4.

Table 4: Regional Water and Soil Plan for Northland reason for resource consent – Regional Land Use

Rule Activity Rule Standard Comment reference Status

29.2.3 The Controlled a) The activity does not take A permanent placement place in any dune lake listed two-lane of a bridge in Schedule E; or in an concrete road over a river indigenous wetland, or in a bridge would river, or section of river, be constructed deemed to have outstanding

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Rule Activity Rule Standard Comment reference Status

values as shown in Appendix across the 18. Kaeo River.

b) The activity shall not cause any change to the seasonal or annual range in water level or any indigenous wetland to an extent that it may adversely affect the wetland’s natural ecosystem.

c) Any abutments are stabilised and protected against erosion. d) The structure does not prevent fish passage under any flow conditions.

29.4.1 Any Discretionar N/A Temporary structure in y structures a river not would be otherwise constructed provided for within the Kaeo River to facilitate the safe and efficient removal of the Kaeo Bridge and construction of the proposed river bridge.

33.3.1 Any Discretionar N/A Earthworks earthworks y would be that are not carried out for located in the the Riparian construction of Managemen a State t Zone Highway, bridge abutments, stormwater management, flood mitigation and ancillary

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Rule Activity Rule Standard Comment reference Status

activities outside of the Riparian Management Zone.

34.3.1 Earthworks Discretionar N/A Vegetation and y clearance and vegetation earthworks clearance would be within undertaken for Riparian the Managemen construction of t Zone a State Highway, bridge abutments, flood mitigation and ancillary activities within the Riparian Management Zone.

6.2.1.2.2 Water permits Water permits under section 14 of the RMA are required for the following activities within Kaeo River and the intersection of overland flow paths along the proposed alignment. Activities that require a water permit are set out in Table 5 below.

Table 5: Regional Water and Soil Plan for Northland reason for resource consent – water permits

Rule Activity Rule Standard Comment reference status

24.3.3 The Discretionar N/A Propose temporary and taking, y permanent diversion of use Pahuhu Creek through an damming extension to the existing or culvert under SH10. diverting Diversion of overland flow of surface paths and artificial water watercourses that intersect the proposed road alignment of SH10 west of

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Rule Activity Rule Standard Comment reference status

Kaeo Bridge during typical flood events.

Discretionar Any resource Proposed earthworks for y consent granted in the road carriageway and accordance with bridge abutments may this rule will intersect groundwater, include a requiring diversion of requirement to groundwater around install a water working areas. meter with an accuracy of ±5% to measure the The instantaneous rate taking, and quantity of use or water taken from diversion the aquifer, where: of groundwat a) The daily er and any volume to be 25.3.1 associated taken is 200 discharge cubic metres or of greater, or groundwat b) The volume er onto or taken is likely into land to adversely or into affect an water associated surface water resource, or

c) The average annual recharge of the aquifer is more than 50% allocated.

New Discretionar N/A Propose to construct stopbanks y stopbanks parallel to the or Kaeo River and 27.3.1 modificati decommission existing on to stopbanks. existing stopbanks

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6.2.1.2.3 Discharge permit A discharge permit under section 15 of the RMA is required for the Project. Table 6 outlines the activity that requires a discharge permit.

Table 6: Regional Water and Soil Plan for Northland reason for resource consent – discharge permit

Rule Activity Rule Standard Comment reference Status

22.3.1 The diversion and Discretionar Stormwater from the discharge of y Kaeo Bridge and SH10 stormwater from will discharged to land any land and Kaeo River. disturbance activity N/A or stormwater diverted by a discharge from roads

6.2.1.2.4 Permitted activities Table 7 outlines the permitted activities under the Regional Water and Soil Plan for Northland.

Table 7: Regional Water and Soil Plan for Northland - permitted activities

Rule Activity Rule Standard Comment reference status

24.1.6 The take or Permitted a) The total take does not The taking of use of exceed 150 cubic metres surface water surface per day, or 450 cubic from the Kaeo water for metres over any River for road road consecutive 5 day period, construction, construction from any single water meeting the source. permitted activity standards. b) The water user provides the Council, at least two weeks before any proposed water take which exceeds 30 m³ per day, or at least 24 hours before any proposed water take of less than 30 m³ per day, with the following information:

(i) Name, address, and phone number of the water user;

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Rule Activity Rule Standard Comment reference status

(ii) The location and duration of the proposed take, including river or lake name;

(iii) Volume of the proposed take;

(iv) The instantaneous rate of taking;

(v) Details of the screening device proposed to be used.

c) The water user keeps a record, which may be inspected by the Council, of the times and volumes of water actually taken, the location of the take, and the instantaneous rate of taking.

d) The instantaneous rate of taking does not reduce the flow in the river or stream by more than 20% of its flow at the time water is being taken nor to below its 1 in 5 year, 7 day low flow.

e) The take is not from:

(i) a river, or section of river, or lake deemed to have outstanding values shown in Appendix 18;

(ii) an indigenous wetland; or

(iii) any dune lake listed in Schedule E.

f) The velocity across the intake screen does not exceed 0.3 metres per second. The screen shall

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Rule Activity Rule Standard Comment reference status

have no holes or slots with a diameter or width greater than 5 millimetres.

g) The take does not prevent any existing authorised water users from being able to take water to meet their needs.

h) There are not more than minor adverse effects on the environment as a result of the activity.

26.1.1 The Permitted a) The bore is The construction construction decommissioned in of a temporary of a accordance with Section bore for temporary 2.7 of the New Zealand geotechnical bore Environmental Standard investigations. for Drilling Soil and Rock (NZS 4411.2001) within 14 days of construction commencing.

(b) The bore is not for the purpose of taking samples of groundwater from an aquifer in association with the investigation or monitoring of a contaminated site or potential contaminated site.

Note: Where the construction of any bore (including exploratory bores) is unlikely to meet the criteria in Rule 26.01.01 a resource consent is required prior to the drilling commencing.

33.1.1 Vegetation Permitted a) The Environmental Vegetation clearance Standards in Section 32 clearance is not on (Pages 249-252); and required outside erosion b) Vegetation clearance by the Riparian prone land burning does not take Management and not in a place on peat soils, nor Zone.

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Rule Activity Rule Standard Comment reference status

Riparian on any contiguous area Management in excess of 5 hectares Zone on other soils.

Proposed Regional Plan

6.2.2.1 Proposed Regional Plan for Northland (September 2017) The Proposed Regional Plan for Northland (PRPN) was notified on 6 September 2017. The Appeals Version was released on 29 July 2019. Under Section 86B of the RMA, all rules in the PRPN have immediate legal effect from notification. Until the PRPN is made operative, both the Operative RWSP and the PRPN objectives, policies and rules must be considered.

6.2.2.1.1 Regional land use consents Resource consents under s9 and s13 of the Act are required for the following activities to be undertaken for temporary and permanent activities within Kaeo River south of the existing bridge (which is located outside of the Coastal Marine Area) and road construction across rural land, as shown in Table 8.

Table 8: Proposed Regional Plan for Northland reason for resource consent – Regional Land Use

Rule Activity Rule Standard Comment reference Status

C. 2.1.10 Freshwate Controlled 1) the activities are not Propose to construct a r in a significant permanent two lane structures wetland, an road bridge over the outstanding Kaeo River and a freshwater body or a temporary structure to mapped (refer I Maps enable safe and |Ngā mahere efficient construction of matawhenua): the proposed bridge. Propose to a. Outstanding decommission the Natural Character existing Kaeo Bridge. Area, or

b. Outstanding Natural Feature, or

c. Site or Area of Significance to tangata whenua, and

2) the length of a culvert does not exceed 25 metres

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Rule Activity Rule Standard Comment reference Status

unless it passes under a local authority road, and

3) the structure does not prevent indigenous fish passage, and

4) the activities do not impede existing legal public access to the river.

C.4.1.7 Other land Discretionar 1) the use, erection, Propose to construct drainage y reconstruction, stopbanks parallel to and flood placement, alteration, the Kaeo River to control and extension of a manage flood waters. activities structure for land drainage or flood control work in, on, under, or over the bed of a lake or river, and 2) any associated disturbance of the bed, and 3) any associated deposition of a substance in, on or under the bed, and 4) any associated taking, damming or diversion of water.

C.8.3.4 Earthwork Discretionar N/A Propose to undertake s y earthworks for the construction of State Highway, bridge abutments, flood mitigation and ancillary activities.

C.8.4.3 Vegetation Discretionar N/A The removal of native clearance y vegetation within 10 metres of the river is not otherwise provided for as a permitted activity.

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6.2.2.1.2 Water permits Water Permits under s14 of the Act are required for the following activities set out in Table 9 that are proposed to be undertaken within Kaeo River, Pahuhu Creek and the intersection of overland flow paths along the proposed alignment.

Table 9: Proposed Regional Plan for Northland reasons for resource consent - Water Permit

Rule Activity Standar Rule Comment reference Status d

C.3.1.8 Obstructions Discretionar The proposed state highway will that divert y result in the diversion of flood N/A water onto water onto other property. other property

C.5.1.12 Other water Discretionar The proposed earthworks for the takes y road carriageway and bridge abutments may intersect N/A groundwater, requiring diversion of groundwater around working areas

6.2.2.1.3 Discharge permit Discharge permit under section 15 of the RMA is required for the following activities.

Table 10: Proposed Regional Plan for Northland reasons for resource consent - Discharge Permit

Rule Activity Standar Rule Comment reference Status d

C.6.4.3 Stormwater Controlled Propose to discharge stormwater discharges N/A from the road and bridge to land and the Kaeo River.

6.2.2.1.4 Permitted activities Table 11 outlines the activities permitted under the PRPN.

Table 11: Proposed Regional Plan for Northland reasons for resource consent - permitted activities

Rule Activity Rule Standard Comment reference Status

C.5.1.3 Temporary Permitted 1) the take is not from an The taking and take for outstanding freshwater body use of water for road or a dune lake, and construction of constructio the State n or 2) the total daily take does not Highway maintenanc exceed 150 cubic metres per including dust e day or 450 cubic metres suppression and

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Rule Activity Rule Standard Comment reference Status

over any consecutive five- road day period, and maintenance.

3) the take does not adversely affect the reliability of any authorised take, and

4) the instantaneous rate of taking does not reduce the flow in the river by more than 20 percent of its flow at the time the water is being taken, and

5) the water intake structure is designed, constructed, operated and maintained so that:

a) the maximum water velocity into the entry point of the intake structure is not greater than 0.12 metres per second, and

b) a take from a coastal river or lake has a fish screen with mesh spacing not greater than 1.5 millimetres, or

c) a take from a small river or large river has a fish screen with mesh spacing not greater than three millimetres, and

6) the Regional Council's Compliance Manager is given notice (in writing or by email) of the location, time and duration of the take at least 24 hours before the activity commences.

C.8.5.1 Bores Permitted 1) the discharge is not within The 100 metres of a geothermal construction of surface feature, and temporary bores on land, 2) it is not for the purpose of required for taking groundwater, except

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Rule Activity Rule Standard Comment reference Status

for the removal of geotechnical groundwater for water investigations quality or level analysis, and

3) where more than one aquifer is penetrated, construction of the bore must not create a hydraulic connection between the aquifers, and

4) the bore is constructed and maintained in accordance with the requirements set out in the New Zealand Standard. Environmental Standard for Drilling of Soil and Rock (NZS 4411:20001), and

5) the bore is decommissioned and permanently closed within 90 days from the start of its construction, and

6) the Regional Council’s Compliance Manager is notified (in writing or by email) of:

a. the construction or alteration of the bore at least 10 working days prior to the start of the work, and

b. the decommissioning and closure of the bore within 10 days of the completion of the work, and

7) the records required under Section 4 of the New Zealand Standard. Environmental Standard for Drilling of Soil and Rock (NZS 4411:20001) and any groundwater quality records must be kept and forwarded to the Regional Council no later than one

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Rule Activity Rule Standard Comment reference Status

month after the bore is decommissioned.

Resource Management (National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health) Regulations 2011 An existing residential building within the Project area (Property number 7 in Table 3 and in Drawing 254914-3500-DRG-NN-1801-A) has the potential to contain asbestos. The Project does not involve the demolition of this building (or any part of this building). Should demolition be required this activity will be considered against the requirements of the NESSOIL and a separate consent will be applied for if required.

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7 Notice of Requirement - Assessment of Reasonable Necessity and Consideration of Alternatives

Reasonable necessity

Statutory requirement to assess project necessity

Section 171(1)(c) of the RMA requires a decision maker on a NoR to determine ‘whether the work and designation are reasonably necessary for achieving the objectives of the requiring authority for which the designation is sought’. As set out in section 1.4 of this AEE, the Transport Agency’s objectives for this project are:

1. Increased safety; 2. Improved network resilience; and 3. Improved regional economic growth.

Assessment against Project safety benefit

The desired Transport Agency benefit for the Project is improved safety.

The existing alignment of the approach to the Kaeo bridge is poor with a tight corner for queuing vehicles, an intersection with Whangaroa Road immediately east of the eastern bridge abutment and shoulder widths not meeting current Transport Agency design standards. These design elements contribute to road safety risks.

The Integrated Transport Assessment (Appendix E) found that the Project would deliver benefits to the safety of road users along the subject section of SH10 through the following safety enhancements:

Installing safety barriers comprising a combination of wire rope, steel and concrete crash barriers, along the length of the alignment and bridge; Reducing the risk of head on collisions and queuing traffic through construction of a two- lane road bridge; Improving the horizontal alignment of the section of SH10 on approach to the proposed bridge, resulting in improved sight line distances; Constructing an intersection with Whangaroa Road with lighting that will result in improved sight line distances of 165 m; Increasing the shoulder width from 1.2m to 1.5m, providing greater informal road space for road cyclists; and Installation of signage along the section of the SH10 to provide notification of the upcoming intersection with Whangaroa Road and bridge.

Assessment against Project resilience benefit The relevant Transport Agency benefit for the Project is improved network resilience. One-lane bridges often represent weak points in the state highway network. If an unplanned event occurs, the one lane bridge may be closed, impacting traffic flow. One lane bridges can cause delays for queuing vehicles, especially during peak tourist seasons.

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SH10 veers off SH1 at Pakaraka, providing road connectivity to towns to the east including Kerikeri, Kaeo, and Taipa then reconnecting with SH1 at Awanui. SH1 takes a more central route from Pakaraka, through to Mangamuka, Kaitaia and Awanui. Each state highway is therefore able to act as a diversion route for the other in the event of a closure. Therefore SH10 is critical for connecting Northland when SH1 is closed. The 30 year Transport Strategy for Northland6 identified the SH10 Kaeo Bridge as a major risk point for route security. The Regional Land Transport Plan 2015-2021 identifies SH10 Taipa to Kaeo as a key transport corridor for network resilience and supporting economic growth7. If the Kaeo bridge is unavailable a significant detour route is required (Figure 8). This detour is largely on unsealed roads that are unsuitable for heavy vehicles or use in extreme weather events. It adds about 1.5 hours of additional travel time compared to the route via the SH10 Kaeo Bridge. If a sealed road is required for heavy vehicles, the detour route is approximately 184km via SH10 to Awanui, SH1 to Kaitaia and SH10 to Pakaraka. These delays impact on freight, primary industries, and tourism. The Project will improve route resilience of this portion of SH10 as the proposed two-lane bridge will allow traffic to move around an unplanned event.

Figure 8: Potential detour route around SH10 Kaeo Bridge

6 30 Year Transport Strategy for Northland ‘incorporating’ The Regional Land Transport Strategy, Northland Regional Council; 31 May 2010 7 Regional Land Transport Plan 2015-2021, Northland Regional Council; April 2015

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Assessment against Project economic growth benefit The desired Transport Agency benefit for the Project is improved regional economic growth. Provision of a two-lane bridge improves traffic flows for tourists and freight during peak periods (such as the summer school holidays) and provides further capacity for increased traffic and economic growth in the region.

Reasonable necessity conclusion SH10 at Kaeo Bridge has significant safety and route resilience risks. The Project is necessary to meet the safety and resilience objectives of the Transport Agency for this area. In addition, the Project provides extra bridge capacity to improve traffic flows during busy periods, which will provide for economic growth in the region.

Assessment of alternatives

NoR statutory requirement to consider alternatives An assessment of alternatives is required for a Notice of Requirement where a requiring authority does not have an interest in the land sufficient for undertaking the work, or it is likely that work will have a significant adverse effect on the environment (section 171(1)(b) of the RMA). The Transport Agency has consulted with the owners of land within the NoR, but does not have an interest in the land sufficient for undertaking the work. Therefore an assessment of alternatives is required.

Assessment of alternatives Several investigations considering alternative alignments were undertaken in the 1980s and from 2016 until present when developing the project business case and as part of the design process. The range of alternative alignment options available in this location are constrained by: the requirement to tie in with the broader SH10 alignment, whilst considering: the geometry of the alignment to achieve road safety requirements; the location and width of the Kaeo River requiring a bridge to be constructed; the existing topography; and the flood susceptibility of the land. The position of Kaeo Bridge is therefore constrained by the road alignment and its length is informed by hydrological modelling.

Investigations pre-2016 In the 1980s, the Ministry of Works and Works Consultancy Services completed two Scheme Assessment Reports (SAR) that investigated alternative SH10 alignment and Kaeo River bridging options. No options from those assessments were implemented at that time.

Investigations post 2016 In 2016, the Transport Agency progressed with developing the Project Business Case, to consider several alternative alignments. In 2017 further assessments of alternatives were

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undertaken to include RMA considerations and to develop flood resilient project options. These investigations are discussed further in the following sub sections. All short list alignment options evaluated by Opus and Aurecon were informed by the Project hydrology model.

7.2.4.1 Project Business Case The Project Business Case8 was prepared by Opus on behalf of the Transport Agency in October 2016. The Business Case objectives were as follows: Resilience and economic growth ‘We will facilitate Tai Tokerau growth by providing a simple, legible journey experience for tourists and goods that is always available in at least a 10 year storm period, by 2018’. Safety ‘We will improve safety within 500m of the Kaeo bridge so that there are no crashes on the bridge (or approach intersections) by 2018.’ The Business Case identified that the strategic outcomes of the Project were to attain a stronger Northland economy through safer roads and a more resilient transport network.

7.2.4.1.1 Long list options The business case considered 12 alignment options (Figure 9):

Figure 9: Project Business Case long list alignment options (Opus 2016) Each of the 12 long list options were evaluated against the following criteriaError! Bookmark not defined.: The Business Case investment objectives;

8 SH10 Kaeo Single Lane Bridge Business Case, Version A, Opus International Consultants on behalf of the New Zealand Transport Agency, October 2016.

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Ability to be implemented: Feasibility; Affordability; Public and stakeholder considerations; Assessment of effects and opportunities: Cultural, social and environmental; Economy; and Safety. The alignment options to the south east, comprising options 100A, 100B and 100C, were considered to better achieve safety, resilience outcomes and greatest improvement in travel time, so were selected for short list evaluation.

7.2.4.1.2 Short list options Based on the outcomes of the long list evaluation, the short-list options that were further evaluated against road alignment and bridging considerations were as follows: Do Minimum – No change to existing alignment and retention of the existing one lane bridge; Option 100A – 100 km/h alignment with a horizontal curve over the bridge; Option 100B – 100 km/h alignment with a straight bridge; and Option 100C – 100 km/h alignment following the forested area and rock outcrop to the south. The do-minimum scenario of retaining the existing bridge was not progressed further as this option did not meet the business case objectives. The evaluation differences between each of the remaining short list options is provided below: Option 100A – required construction of a curved bridge, which would have increased design and construction complexities compared to the other options. Option 100B – performed best against the investment objectives and was the most cost efficient option. Option 100C – required demolition of an existing residential dwelling and extra land take for embankment construction compared to the other options, but because it followed a rock-outcrop it was less likely to encounter weak, compressible soils and may be more efficient to construct.

7.2.4.1.3 Recommended option Option 100B was assessed to best deliver against the Project Business Case objectives. Option 100B provided: Safe intersection sight distance at Whangaroa Road; 100 km/hr design speeds consistent with approach speeds; 1.5m shoulders in both directions, for safer vehicle passing of cyclists and pedestrians; An alignment that does not encroach on high value vegetation located to the east of SH10; and A less or similar impact on adjacent property compared to other options.

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2017 alternatives assessment and multicriteria analysis A further investigation of alternative alignment options using updated hydrological modelling was undertaken in 2017. It was found that the shortlisted options from the previous 2016 and 2017 Business Case investigations would all need longer bridge spans to mitigate flood effects. Therefore the business case options were modified into four new options as shown in Figure 10, plus an extra option, Option 5, that introduced a roundabout at the intersection of Whangaroa Rd and SH10 as shown in Figure 11.

LEGEND

Option 1 (Opus 90)

Option 2 (Opus 100A)

Option 3 (Opus 100C)

Option 4 (Opus 100B - modified)

Figure 10: Modified 2016 alignment options re-evaluated in 2017

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Figure 11: Option 5 evaluated in 2017

7.2.5.1 Multicriteria analysis outcomes The multicriteria analysis assessed each project option against the following criteria: Economic Growth – does the option support the growth of the region; Efficiency – does the option improve efficiency for through traffic and/or local traffic; Safety – does the option improve safety for motorists, pedestrians, cyclist or other users; Constructability and Risks – how easy the option would be to implement; and Environment and Social – high level assessment of the effects on the environment and community.

Options 1 and 2 Options 1 and 2 were discarded following the multicriteria analysis as both options did not adequately address the investment criteria of Economic Growth, Efficiency or Safety.

Option 3 Option 3 had good alignment with the Economic Growth criteria as the SH10 priority curve junction provided a legible journey experience and prioritised traffic flows on SH10. This option had similar Constructability and Environmental and Social benefits compared to Options 4 and 5.

Option 4 Option 4 had moderate alignment with the Economic Growth and Safety objectives as the T- intersection provided some traffic-calming benefits and a legible journey experience. This

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option had similar Constructability and Environmental and Social benefits compared to Options 3 and 5.

Option 5 Option 5 had good alignment with the Safety objective due to the traffic-calming effects of the roundabout. This option had similar Constructability and Environmental and Social benefits compared to Options 3 and 4.

Summary Option 5 performed significantly better against the Safety objective compared to other options. Option 5 was the preferred option.

7.2.5.2 Hydrology design alternatives assessment Following selection of Option 5, eight design modifications that addressed highway flooding were considered using hydrology modelling, in order to assess whether a cost-effective design could be achieved that met the investment objectives while also minimising highway flooding. The options were variations on the following design features: 1. Increasing the RL of the western road embankment and increase the bridge length; and 2. Retaining the RL of the western road embankment approach to be the same as existing RL and increase the bridge length. The hydrology modelling identified that in order to minimise the extent of potential flooding upstream, significant earthworks would be required along the banks of the Kaeo River both north and south of the existing bridge to increase the flood plain capacity. The effect of those earthworks within the Kaeo River, including vegetation removal, were assessed by technical specialists to be significant and to exceed the benefits of addressing the highway flooding. Therefore, it was decided to proceed with Option 5 without design changes that addressed highway flooding. This is the option that has been developed for the Project. In summary, the Project will not address highway flooding but does not significantly increase adverse flooding effects compared to the existing scenario, and it delivers on the Project investment objectives.

Conclusion The preceding sections provide detail on the extent of investigations into the alternative road alignments, bridge design, flood mitigation and discharge options over the past 30 year period. The analysis of alternatives provides a sound basis for the preferred alignment and bridge design.

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8 Planning Assessment

Introduction The following planning documents are relevant to the NoR and resource consents: New Zealand Coastal Policy Statement 2010 (NZCPS) National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health National Policy Statement for Freshwater Management 2014 (NPSFM); Regional Policy Statement for Northland (RPSN); Regional Coastal Plan for Northland (RCPN); Regional Water and Soil Plan for Northland (RWSPN); Proposed Regional Plan for Northland (PRPN); and Far North District Plan (FNDP). These identified documents contain a number of objectives and policies relevant to the Project which are discussed further in the following sections. The following assessment demonstrates that the Project is consistent with the relevant planning documents in accordance with sections 171(1)(a) and 104(1)(b) of the RMA.

New Zealand Coastal Policy Statement Under the RPSN, the Whangaroa Harbour, north of the existing Kaeo Bridge, is identified to be within the Coastal Environment. Similarly, under the RCPN, the CMA extends to the northern extent of the existing Kaeo Bridge (Marine 2 (Conservation) Management Area). As the Project works do not extend into the CMA, the NZCPS is considered not to apply to the Project.

National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health

The NESSOIL: Provides a nationally consistent set of planning controls and soil contaminant values; and Ensures that land affected by contaminants in soil is appropriately identified and assessed before it is developed and if necessary the land is remediated or the contaminants contained to make the land safe for human use.

Regulation 5(7) of the NESSOIL states that these regulations apply to land where an activity or industry scheduled in the HAIL is being has been or is more likely than not to have been, undertaken on that land. As discussed in Section 3, no HAIL activities were identified in the Project area. The Project

is consistent with the objectives of the NESSOIL.

National Policy Statement for Freshwater Management 2014 The NPSFM 2014 is about recognising the national significance of freshwater for all New Zealanders, the ecosystem and Te Mana o te Wai. The NPSFM is primarily relevant to developing regional plans but it is also a matter to consider when assessing resource consents involving discharges and diversion.

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The Kaeo River within the Project area is defined as a stream or river in the RWSPN, therefore an assessment of the NPSFM has been undertaken. The NPSFM contains the following Project relevant objectives: Objective A1 relates to water quality and seeks to safeguard life-supporting capacity, ecosystem processes and indigenous species (including their associated ecosystems) as well as the health of people and their communities in sustainably managing the use and development of land, and the discharge of contaminants. Objective A2 aims for the quality of fresh water be maintained or improved while protecting the significant values of freshwater bodies and wetlands. Policy A1, A2, A3, and A4 provide guidance to regional councils when assessing applications and the expectations for meeting Objective A1 and A2. Objective C1 relates to integrated management and seeks 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. An assessment of Project effects on ecology and fresh water is provided in Section 6 and includes consideration of the interaction between fresh water, land, ecosystems and the coastal environment. It is considered that the Project is consistent with this Objective. Objective D1 relates to Tangata Whenua roles and interests and seeks to provide for the involvement of iwi to ensure that Tangata Whenua values and interests are identified and reflected in the management of freshwater. A summary of Tangata Whenua consultation is provided in Section 4. The Project is consistent with the objectives of the NPSFM.

Regional Policy Statement for Northland The RPSN 2016 sits above the suite of regional and district planning provisions. The purpose of the RPSN, pursuant to section 59 of the RMA, is to: ‘achieve the purpose of the Act by providing an overview of the resource management issues of the region and policies and methods to achieve integrated management of the natural and physical resources of the whole region’. The RPSN contains 15 objectives and seeks to achieve these through a range of policies and methods. These are grouped into 5 broad categories. The most relevant objectives and policies are described below. Objective 3.7 aims to ensure that the benefits of regionally significant infrastructure can be fully realised while recognising the long term needs of infrastructure providers to operate, maintain and enhance assets. Policy 5.3.1 states that regional and district councils shall recognise State Highways as being regionally significant infrastructure. SH10 is a regionally significant link to road transport for local residents, tourists, and freight. The Project provides enhanced safety, efficiency and resilience to SH10 at Kaeo. The assessment of project necessity and project alternatives demonstrates that the Project is required to provide the described benefits. Objective 3.12 recognises the importance of Tangata Whenua in resource management. A summary of Tangata Whenua consultation is provided in Section 4 above and it is considered that the Project is consistent with this Objective. Objective 3.13 seeks to minimise the risks and impacts of natural hazards events by not compromising the effectiveness of existing defences (natural and man-made) and avoiding inappropriate development in hazard-prone areas. Policy 7.1.5(1) requires that new regionally significant infrastructure be designed to maintain its integrity and function during natural hazard events Policy 7.1.5(2)(b) requires that infrastructure

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providers demonstrate that the proposed location within hazard area is the most appropriate to service the needs of the community. The Project has been designed to provide additional resilience to coastal hazards. Objective 3.14 seeks to identify and protect the qualities and characteristics that make up the natural character of the coastal environment, fresh water bodies and their margins. Objective 3.4 relates to indigenous ecosystems and biodiversity which seeks to at least maintain the extent and diversity of indigenous ecosystems and habitats in the region. An assessment of the Project effects on the natural landscape character and mitigation is provided in Section 5. It is considered that the Project is consistent with this Objective. The Project is consistent with the above objectives, and policies of the RPSN as it will provide for the enhancement of regionally significant infrastructure through improvements to the safety and efficiency of the existing SH10 alignment. Effects on indigenous ecosystems and natural character of riparian environments, will be mitigated by appropriate protection and management, and will ultimately be no more than minor.

Regional Coastal Plan for Northland The RCPN 2004 applies predominantly to managing effects on the CMA (at or below mean high water springs). The Project is outside of the defined CMA. However, through the NZCPS- 2010 (Objectives 1 to 2), the integrity, functioning, resilience and preservation of natural character is to be applied to the wider coastal environment which includes areas where coastal processes and influences are significant e.g. tidal estuaries, saltmarshes, wetlands and the margins of these (Policy 1). Objective 7.3, Objective 8.3 and Policy 7.4.2 relate to natural character. They seek to preserve the natural character and landscapes from inappropriate use and development while avoiding adverse (including cumulative) effects on the qualities which make up the CMA. The qualities include sediment movement patterns, indigenous vegetation, water quality and cultural heritage values. The effects of the Project on natural character and landscape and mitigation are described in Section 5. It is considered that the Project is consistent with these Objectives and Policy. Objective 9.1.3, Objective 9.2.3 and Policy 9.1.4.1 seek to protect areas of significant indigenous vegetation (including mangrove forests), as well as indigenous fauna, from adverse effects of development and use. The effects of the Project on indigenous vegetation and respective mitigation are described in Section 5. It is considered that the Project is consistent with these Objectives and Policy. Objective 11.3 and Policy 11.4 relate to the management of coastal resources in a manner that recognises and respects the tradition and cultural relationships of Tangata Whenua with the coast. Objective 12.3 and Policies 12.4 relate to the recognition and protection of cultural heritage that existing within or adjacent to the coastal marine area. A summary of Tangata Whenua consultation is provided in Section 5. It is considered that the Project is consistent with this Objective and Policy. Objective 15.3 and Policy 15.4 relate to the avoidance, remediation and mitigation of adverse effects and the exacerbation of natural hazards in the coastal marine area. The Project has been designed to provide additional resilience to coastal hazards. Objective 17.3, Policy 17.4.3(a) and Policy 17.4.3(e) seek to provide for appropriate structures within the CMA while avoiding, remedying or mitigating the adverse effects of such structures. The Project is outside of the CMA. It is considered that the Project is consistent with these Objectives and Policy.

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Objective 19.3. Policy 19.4.1 relate to the discharge of contaminants to coastal water and the avoidance, remediation or mitigation of the adverse effects of those discharges. It states that the Best Practical Option approach to stormwater discharges must be considered for coastal permit applications. The effects of the Project on stormwater quality, and mitigation are described in Section 5. It is considered that the Project is consistent with this Objective and Policy. Overall it is considered that the Project is consistent with the above objectives and policies of the RCPN as the effects of the Project are mitigated so as to be less than minor, there are no works within the CMA, and the Project will provide enhanced efficiencies and safety to the SH10 infrastructure.

Regional Water and Soil Plan for Northland The RWSPN 2004 is applicable to the Project area being landward of mean high water springs (the existing Kaeo Bridge). Objective 6.3 details that traditional and cultural relationships of Tangata Whenua with land and water are to be provided for. A summary of Tangata Whenua consultation is provided in Section 4. The Project is consistent with this Objective. Objective 8.6.1 seeks the effective treatment and/or disposal of contaminants from new discharges in ways that avoid, remedy or minimise adverse effects on the environment and on cultural values, while Policy 8.7.3 seeks to ensure that there is adequate separation distance between water bodies and discharges to land to avoid effects on water quality. The effects of the Project on stormwater discharge quality, and mitigation are described in Section 5. It is considered that the Project is consistent with this Objective and Policy. Objective 11.4.1 and Policy 11.5.1 relate to the use of river beds and this is of relevance to the construction and operation of the bridge across Kaeo River. This objective seeks to ensure the use of river beds is undertaken in a manner that preserves natural character, maintains amenity values, minimises erosion and safeguards the life supporting capacity of associated ecosystems. The Project design results in permanent works including piles within the bed of Kaeo River. Section 5 discusses the effects of the Project and the proposed mitigation. The project is consistent with this Objective and Policy. Objectives and policies of Section 12 Land Management seek to protect soil resources and avoid, remedy and mitigate adverse effects of activities. Policy 12.6.3 aims to avoid or reduce the discharge of sediment to all surface waters and to minimise soil losses from land use activities. Policies 12.6.5 and 12.6.7 seek to promote riparian management on water body margins and to recognise the value of vegetation (including wetlands) in erosion and flood amelioration. Erosion and sediment control measures are described in Section 5. Vegetation disturbance is required by the Project; however, planting and other measures are proposed to mitigate the effects of this as described in Section 5. The project is consistent with these Policies. The Project is consistent with the above objectives and policies as water and soil resources will be appropriately managed throughout the construction and operation phases of the Project. While standard construction techniques will be adopted regarding earthworks, erosion and sediment works, the construction methodology has been developed specific to the local environment. Works have been minimised as far as practicable within the bed and margins of the Kaeo River where the bridge will be constructed and the existing bridge removed.

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Proposed Regional Plan for Northland The PRPN was notified on 6th September 2017. Under Section 86B of the RMA, all objectives, policies and rules have immediate legal effect from notification and therefore are relevant to consider for this application. The PRPN has one objective F.0.1: Manage the use, development, and protection of Northland's natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural well-being and for their health and safety while: 1) sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations, and 2) safeguarding the life-supporting capacity of air, water, soil, and ecosystems, and 3) avoiding, remedying, or mitigating any adverse effects of activities on the environment. The policies seek to give effect to this objective, the policies relevant to the Project are discussed below: The policies of section D.1 relate to Tangata Whenua, with respect to what effects must be considered, who is deemed affected and managing effects on places of significance to Tangata Whenua. Tangata Whenua have been consulted with through the development of the Project and engagement will be ongoing through detailed design and construction to recognise and provide for their role as kaitiaki. D.2.2 requires resource consents to have regard to the social, cultural and economic benefits of the proposed activity. The proposal will enhance the safety, efficiency and resilience of SH10 at Kaeo, whilst ensuring the adverse cultural effects are avoided and mitigated. This is evident through the analysis of different options that consider cultural, environmental, ecological and human safety factors D.2.6 seeks to manage the adverse effects of an activity on historic heritage. With the implementation of the proposed recommendations and mitigation measures set out at Section 5, it is considered that any actual and potential adverse effects on archaeology will be avoided and mitigated. D.2.7 seeks to manage adverse effects of activities on indigenous biodiversity. Whilst some clearance of indigenous vegetation is required, the methodologies and mitigation measures described in Section 5 will limit this clearance as far as practicable and the proposed planting will enhance the riparian vegetation along the River banks. The policies of section D.4 relate to land and water. These policies set water quality standards for rivers, lakes and coastal areas. D.4.30 recognises the significant benefits activities in water bodies can provide to local communities, Maori and the region including: socio-economic well-being and resilience, regionally significant infrastructure, enhanced fish passage and ecological connectivity, flood protection and public access. Although there will be some disturbance to habitats, the final option that has been selected has the smallest impact on wildlife and avoids most areas of significant vegetation and breeding grounds. D.4.31 manages the effects of land-disturbing activities which must be done in accordance with good management practices and avoid significant adverse effects on human drinking water supplies, areas of high recreational use and aquatic receiving environments.

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Erosion and sediment control measures are described in Section 5. Vegetation disturbance is required by the Project; however, planting and other measures are proposed to mitigate the effects of this as described in Section 5. The project is consistent with this Policy. D.5.18 states that dredging, disturbance and deposition activities should not cause long- term erosion within the CMA or adjacent land. When considering resource consent for dredging, disturbance or deposition with the CMA, D.5.20 requires the decision maker to take into account whether the activity provides for any beneficial activities including the mitigation of natural hazards. No permanent works are proposed in the CMA. Chapter D.6 outlines the policies relating to Natural Hazards. D.6.1 and 6.2 provide for hard protection structures where alternative responses to the hazard are not appropriate. D.6.4 recognises the benefits of flood defences, whilst D.6.5 states that development in flood hazard areas and rivers must not increase the risk of adverse effects from flood hazards on other property. The Project has been designed to mitigate additional flood hazards to properties, as described in Section 5. The Project is consistent with the above policies and therefore consistent with the overall objective of the PRPN. The proposal will provide for community social, cultural and economic wellbeing by improving SH10 safety and resilience, whilst ensuring the construction and operating activities will be managed effectively to avoid and mitigate any adverse effects on the environment and resources.

Far North District Plan FNDC has a duty under section 31 of the RMA to manage the effects or potential effects of the use, development and protection of land and resources. The Project will result in many benefits for the Far North District including improved road safety. Chapter 2.7 and 2.8 contains district level objectives and policies relating to Tangata Whenua. These provisions seek to give effect to the rights guaranteed to Maori by the Treaty of Waitangi, to enable Maori to development and manage their land consistent with sustainable management of the District, and to recognise and provide for the protection of waahi tapu, ancestral sites and the mauri of natural and physical resources. Tangata Whenua have been consulted with through the development of the Project and engagement will be ongoing through detailed design and construction to recognise and provide for their role as kaitiaki. Chapter 8.3 and 8.4 outline the objectives and policies for rural environments which generally promote the sustainable management of natural and physical resources of the rural environment. Of particular relevance to this Project is Policy 8.4.3 which requires that any new infrastructure for development in rural areas be designed and operated in a way that safeguards the life supporting capacity of air, water, soil and ecosystems, whilst protecting indigenous vegetation, habitats, natural features and landscapes. Policy 8.4.7 requires that plan provisions encourage the efficient use and development of natural and physical resources, including consideration of demands upon infrastructure. The Project will improve the safety and resilience of SH10 being regionally significant infrastructure, which is an efficient use and development of physical resource. The construction methodologies and mitigation measures will ensure the life-supporting capacity of air, water, soil and ecosystems is safeguarded. The objectives and policies for the coastal environment seek to manage coastal areas to avoid, remedy and mitigate any adverse effects from use and development. Objective 10.3.6 seeks to minimise adverse effects from activities in the coastal environment that cross the coastal marine area boundary. Policy 10.4.9 requires that development avoids, where practicable, areas where natural hazards could adversely affect that development

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and/or could pose a risk to the health and safety of people. Policy 10.4.12 seeks to minimise the adverse effects of development on the natural character and amenity values of the coastal environment. No permanent works are proposed in the CMA. Removing the redundant bridge structure will minimise adverse effects on the natural character and amenity values of the coastal environment. Objectives and policies in section 12.1.3 and 12.1.4 seek to protect outstanding natural landscapes and features from inappropriate use and development. Objectives in section 12.2.3 seek to maintain, enhance, protect and promote significant indigenous vegetation and significant habitats of indigenous fauna. The nature and location of the works proposed will require the clearance of indigenous vegetation, However, the methodologies and mitigation measures described in Section 5 will limit this clearance as far as practicable and the proposed planting will enhance the riparian vegetation along the Kaeo River banks. Objectives 12.3.3.2 and 12.3.3.3 seek to maintain the life supporting capacity of the soils of the District and avoid, remedy or mitigate adverse effects associated with excavation or filling. Objective 12.4.3.2 seeks to ensure that development does not induce or exacerbate the effects of natural hazards. The Project is not considered to significantly impact on the life supporting capacity of soils. Adverse effects associated with excavation and filling will be managed through the Project CEMP, ESCP and any SSESCPs. The Project has been designed to mitigate additional flood hazards to properties, as described in Section 5. Objectives and policies in section 12.7.3 and 12.7.4 seek to avoid, remedy and mitigate adverse effects of use and development on riparian margins, lakes and river margins, wetlands and the coastline, and to protect natural, cultural, heritage and landscape values associated with the margins of lakes, rivers, wetlands and coastal environments. Whilst some clearance of indigenous vegetation is required, the methodologies and mitigation measures described in Section 5 will limit this clearance as far as practicable and the proposed planting will enhance the riparian vegetation along the River banks. Consultation with Tangata Whenua has been undertaken (and will be ongoing for the duration of the Project) to ensure the development is undertaken in a manner which minimises the impacts on cultural and heritage values associated within the margins of rivers. Sections 15.1.3 and 15.1.4 outline the objectives and policies for transportation. The proposal is consistent with these objectives and policies as the SH10 upgrade will minimise the adverse effects of traffic on the natural and physical environment as the new bridge and alignment will enhance safety and resilience of the network. Objectives and policies for utility services are outlined in section 17.2.3 and 17.2.4. These provisions seek to provide for the efficient development and upgrading of utility services to meet the reasonable needs of residents and businesses throughout the District while ensuring that significant adverse effects are avoided, remedied or mitigated. The road network is part of a critical infrastructure for the Northland District. The SH10 upgrade will improve the safety, resilience and efficiency of the SH10 network for residents and businesses.

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The Project is consistent with the above objectives and policies. The Project will provide significant positive effects such as increased safety and resilience and the resulting actual and potential adverse effects are able to be appropriately avoided, remedied and mitigated.

Summary Given the above assessment, it is considered that the Project is consistent with the policy

direction of the relevant planning documents, these being the NZCPS, NESSOIL, NPSFM, RPSN, RCPN, RWSPN, PRPN and the FNDP. An assessment of the effects of the proposal on the environment concluded that, with the proposed mitigation, the effects will be less than minor. This has been achieved through the chosen alignment of the State Highway, the engineering design of the bridge structures, and the avoidance, remediation and mitigation of actual and potential adverse effects. Overall, the Project will provide for individual, community and regional benefits. For the reasons above, it is considered that the Project is consistent with the identified objectives and policies of the relevant planning documents.

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9 Statutory Assessment

Introduction The purpose of this Chapter is to provide analysis of the Project against the relevant legislative framework within which the designation is proposed and resource consents are sought. Part 2 of the RMA which establishes the purpose and principles of the RMA; NoR to alter a designation and request for an outline plan waiver (Part 8 of the RMA); and Applications for resource consent (Part 6 of the RMA).

Legislative framework The statutory documents relevant to the consideration of the Project are as follows: Resource Management Act (RMA); Land Transport Management Act 2003 (LTMA); Heritage New Zealand Pouhere Taonga Act 2014; and Reserves Act 1977.

Resource Management Act 1991 This section sets out the assessment of the NoR and resource consents against the relevant statutory requirements of Part 2 and sections 95-95G, 104, 105, 107, 108, 123, 169, 171 and 181 of the RMA.

9.2.1.1 Part 2 Purpose and Principles The assessments of the Project under sections 171 and 104 (or aspects of those assessments) are subject to Part 2 (Purpose and Principles), which includes: Section 5 Purpose; Section 6 Matters of National Importance; Section 7 Other Matters; and Section 8 Treaty of Waitangi.

9.2.1.2 Section 5 Purpose (1) ‘The purpose of this Act is to promote the sustainable management of natural and physical resources. (2) In this Act, ‘sustainable management’ means managing the use, development, and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural well-being and for their health and safety while (a) sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and (b) safeguarding the life-supporting capacity of air, water, soil and ecosystems; and

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(c) avoiding, remedying, or mitigating any adverse effects of activities on the environment.’ The Project will provide for the community’s social and economic wellbeing by improving the safety, resilience and efficiency of SH10 connectivity for business, tourists and people through the Northland Region and to Auckland. The Project would provide an increased level of treatment of carriageway stormwater runoff and would replace existing weedy riparian vegetation with native vegetation. Sections 5 and 6 assess the environmental effects and mitigation of the Project and conclude that with the proposed mitigation measures the Project’s adverse effects would be less than minor. Accordingly, the Project will promote the sustainable management of natural and physical resources, consistent with the purpose of the RMA.

9.2.1.3 Section 6 – Matters of National Importance Section 6 identifies ‘Matters of National Importance.’ The matters of particular relevance to the Project are: 6(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. 6(b) - the protection of outstanding natural features and landscapes from inappropriate subdivision, use and development. 6(c) - the protection of areas of significant indigenous vegetation and significant habitats of indigenous fauna. 6(d) - the maintenance and enhancement of public access to and along the coastal marine area, lakes and rivers 6(e) - the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu and other taonga. 6(f) - the protection of historic heritage from inappropriate subdivision, use and development.

The Project includes enhancement of riparian vegetation. The effects and mitigation of the placement of the bridge structures within the Kaeo River and discussed in Sections 5 and 6 and it is considered that the proposed mitigation will result in effects that are no more than minor. No outstanding natural features are located within the designation footprint or in the immediate surrounding locality. There is no significant vegetation within the Project area. Fernbird habitat will be temporarily removed to prevent Fernbird nesting during construction but will be replaced with higher quality indigenous vegetation as discussed in Section 5. The Project will not further inhibit access to the Kaeo River or Pahuhu Creek. The Project will not adversely affect historic heritage, or the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu or other taonga. Overall, it is considered that the Project appropriately recognises and provides for the applicable Matters of National Importance in accordance with section 6 of the RMA.

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9.2.1.4 Section 7 – Other Matters Other Matters under Section 7 of the RMA have been considered in the development of the Project as demonstrated below. 7(a) - kaitiakitanga. 7(aa) - the ethic of stewardship. Consultation with Tangata Whenua has been undertaken in recognition of their status as kaitiaki. 7(b) - the efficient use and development of natural and physical resources. The Project will increase efficiency and improve travel times for those utilising this area of the State Highway network. In this respect it will contribute to the efficient use and development of the State Highway network as a physical resource in terms of section 7(b). 7(c) - the maintenance and enhancement of amenity values 7(f) - maintenance and enhancement of the quality of the environment The proposed landscaping, ecological mitigation and stormwater treatment mitigation described in Section 5 will maintain and enhance amenity values and the quality of the environment.

9.2.1.5 Section 8 – Treaty of Waitangi Section 8 requires that those acting under the RMA must take account of the principles of the Treaty of Waitangi. Consultation with Tangata Whenua has been undertaken and their feedback incorporated into Project design and mitigation where practicable, in recognition of their status as kaitiaki.

9.2.1.6 Section 95 – Resource consent notification assessment

9.2.1.6.1 Section 95A public notification Section 95A of the RMA sets out the four steps that a consent authority must follow in respect of public notification: Step 1 (s95A(2)) provides for mandatory public notification in certain circumstances. This application does not meet the criteria required for step 1 in s95A(3). The applicant does not request public notification, public notification is not required under s95C and the application is not made jointly with an application to exchange recreation reserve land under section 15AA of the Reserves Act 1977. Step 2 (s95A(4)) provides that, if not required by step 1, public notification is precluded in certain circumstances. Public notification is not precluded by the applicable rules or any environmental standard and the application is not an activity listed in s95A(5)(b)); Step 3 (s95A(7)) requires public notification in certain circumstances. Public notification is not required by the applicable rules or any national environmental standard. The Project with the proposed mitigation will not have more than minor adverse effects on the environment. No persons have given written approval to the application Step 4 (s95A(9)) requires determination of whether special circumstances exist that warrant public notification. If special circumstances exist, the application must be publicly notified under s95A(9)(a).

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There are no special circumstances that would warrant notification in this case.

9.2.1.6.2 Permitted activities Under section 95D(b) the consent authority may disregard an adverse effect permitted by a rule or national environmental standard. There are no relevant national environmental standards. Relevant permitted effects are discussed below. Activities permitted by the Regional Coastal Plan for Northland and the Regional Water and Soil Plan for Northland The RCPN seeks to implement its objectives and policies relating to discharges through the RWSPN. Section 24 of the RCPN provides the policy framework for the rules (Section 31) relating to roads that allow for the maintenance, repair, and minor upgrading of roads (as network utilities) as permitted activities subject to conditions, and for the replacement of existing roads. The effects of roads (land disturbance and stormwater discharges) on the coastal area are anticipated by the RCPN where standards are met. It is acknowledged that the RCPN also includes specific assessment criteria for structures, reclamations and impoundments relevant to roads (and other network utilities) and seeks to minimise reclamation for roads while requiring an evaluation of costs and benefits of bridges in preference to causeways if location in the coastal marine area is unavoidable. The effects of stormwater discharges from roads and the diversion of stormwater are anticipated by the RWSPN. and the proposed stormwater drainage for the Project will be an improvement over the existing situation.

9.2.1.6.3 Conclusion on public notification The adverse environmental effects of the Project are not more than minor and are not dissimilar from what is anticipated under the relevant plans. Based on the assessment above, the proposed works are not considered to require full notification under section 95A of the Act.

9.2.1.6.4 Section 95B – limited notification If public notification is not required by section 95A, a consent authority must follow four steps prescribed in section 95B to determine whether limited notification is appropriate. Section 95B of the RMA sets out the four steps that a consent authority must follow in respect of public notification: Step 1 (s95B(2)) provides for mandatory limited notification in certain circumstances. Limited notification is not required by Step 1 of section 95B for the following reasons: There are no protected customary rights groups or affected marine title groups; and The Project is not on, or adjacent to, or will affect land that is the subject of a statutory acknowledgment. Step 2 (s95B(5) provides that limited notification is precluded in certain circumstances. None of the circumstances specified in s95B(6) apply. Step 3 (s95B(7)) requires limited notification to affected persons if not precluded by Step 2. Section 95E states a person is affected if the proposed activity’s adverse effects on the person are minor or more than minor (but are not less than minor). A person is not considered an affected party if they have provided written approval in relation to the

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application or the consent authority is satisfied that it is unreasonable in the circumstances for the applicant to seek the person’s written approval. The owners of the properties within the NoR boundary, described in Table 3 are considered affected by the land occupation within the designation boundary required for construction, operation and maintenance of the Project under the NoR, but not for any environmental effects under the regional resource consent application. A comprehensive assessment of the effects of the Project is set out in Section 5. That assessment shows that with the proposed mitigation the effects of the Project on other persons outside of the NoR boundary are less than minor. Step 4 (s95B(10)) requires determination of whether special circumstances exist that warrant limited notification. There are no special circumstances that would warrant notification in this case.

9.2.1.6.5 Conclusion on limited notification for resource consents Limited notification to the owners of the properties within the NoR boundary (described in Table 3) is not required for the regional resource consents application.

9.2.1.7 Section 169 – Notice of Requirement notification assessment

9.2.1.7.1 Public notification The Project is considered to have adverse effects on the environment that are minor or less than minor, public notification is not requested, there is no rule or national environmental standard that requires public notification, and there are no special circumstances. It is considered that public notification is not required.

9.2.1.7.2 Limited notification The Project’s affected persons are the owners of the properties within the NoR boundary, described in Table 3. There is no rule or national environmental standard that precludes limited notification.

9.2.1.7.3 Conclusion on limited notification for Notice of Requirement Limited notification to the owners of the properties within the NoR boundary (described in Table 3) is required for the NoR.

9.2.1.7.4 Notification conclusion The assessment of effects for the Project is outlined in Section 5 of this report. It concluded that the actual and potential adverse effects will be appropriately avoided, remedied or mitigated, to a level that will have less than minor effects on persons outside of the NoR boundary. Within the NoR boundary, persons are affected for reasons of land required for Project construction and operation only. Accordingly, the resource consent applications are not considered to require notification under section 95A of the RMA. Limited notification is required for the properties that are within the NoR only.

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9.2.1.8 Resource consents Section 104 assessment

9.2.1.8.1 Section 104 Applications for Resource Consents A summary of the resource consents required and assessment of activity status is provided in Section 6.

9.2.1.8.2 Bundling of activities The activities for which the resource consents are sought fall into a variety of differing activity classes, ranging from controlled activities to discretionary activities, across both ONRP and PRPN. Applying the principle of bundling, the Project is to be assessed as having discretionary activity status.

9.2.1.8.3 Section 104 considerations The consent authority is required to have regard to specified matters in section 104, ‘subject to Part 2’. Consideration of the Project against the matters within Part 2 of the RMA is set out above.

9.2.1.8.4 Section 104(1)(a) – Effects on the environment The decision maker is required under the RMA to consider ‘any actual and potential effects on the environment of allowing the activity’. It is considered that the environmental effects associated with the activities to be authorised by resource consent (earthworks, vegetation clearance, structures within a river, and discharges) are all able to be appropriately managed through the mitigation measures set out in Section 5. These activities are required in order to enable the Project, and as such the effects of allowing these activities include the positive effects associated with the Project.

9.2.1.8.5 Section 104(1)(b) – Relevant provisions of RMA statutory documents The activities for which resource consent is sought are not inconsistent with the relevant objectives and policies in the statutory planning documents, provided the adverse effects are appropriately managed.

9.2.1.9 Section 105 – Discharge permits assessment Section 105 of the RMA requires that, for discharge permits or coastal permits that would contravene section 15, the decision maker also have regard to: The nature of the discharge and sensitivity of the receiving environment. The applicant’s reasons for the proposed choice. Any possible alternative methods of discharge, including discharge into any other receiving environment.

The receiving environment and nature of the discharges are described in Sections 5 of this report respectively and in the following Technical Assessments: Assessment of Hydrology Effects; Assessment of Coastal Process Effects; and Assessment of Ecological Effects.

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It is considered that the proposed mitigation of discharges to the Kaeo River represents the best practicable option. The available options of locations or treatment methods for discharges are constrained by the Project alignment set within the topography of the land. There are no practicable alternatives available with respect to the discharges into the respective receiving environments. Overall, it is considered appropriate for the applications for discharge permits to be granted, having regard to the matters in section 105.

9.2.1.10 Section 107 – Restrictions on granting certain discharge permits Section 107 of the RMA prevents discharge permits or coastal permits to authorise the discharge of water or contaminants into water (or onto land in circumstances that may result in it entering water) being granted in certain circumstances. The assessment of effects associated with the discharges concludes that their effects will be minor. The discharges will not (after reasonable mixing) give rise to: 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; or Any significant adverse effects on aquatic life. Overall, it is considered that the Project meets the section 107 tests and the requested discharge permits can be granted.

9.2.1.11 Section 123 – Consent durations It is requested that the duration of resource consents for earthworks and vegetation removal is 5 years, and the duration of all other consents is 35 years, as provided for by section 123(d) of the RMA.

9.2.1.12 NoR Section 171 assessment

9.2.1.12.1 Section 181 Summary of Notice of Requirement to alter designation The Transport Agency is a network utility operator approved as a requiring authority under section 167 of the RMA in relation to state highways, motorways, cycleways and shared paths. In the FNDP, all of the State Highway network is designated with the Transport Agency as the requiring authority. The Transport Agency is lodging an NoR to alter an existing designation under section 181 of the RMA. S181(2) of the RMA provides that sections 168 to 179 of the RMA shall apply to the NoR to alter a designation as if it were a requirement for a new designation. A summary of the NoR is set out in Table 12.

Table 12: Summary of Notice of Requirement being lodged with FNDC

Notice Reference No. Purpose and Authority Location of Work

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Notice of Requirement SH10 Kaeo Bridge All of NZTA’s State State Highway 10, Kaeo to alter SH10 NoR Highway network, Designation within the including State Far North District Plan Highways 1F, 1N, 10, 11 & 12 The allotments to which the NoR applies are identified and legally described in the NoR Plans (Appendix B) and the associated NoR Property Information Table (Table 3 in this report).

9.2.1.12.2 Section 171(1) – Effects on the environment Under section 171 (1) the decision maker must, subject to Part 2, consider the effects of the environment of allowing the requirement. Section 5 discusses the Project effects and proposed mitigation. Overall, it is considered that the Project will have benefits, while any actual and/or potential adverse effects can be appropriately avoided, remedied or mitigated.

9.2.1.12.3 Section 171(1)(a)(i) – (iv) – RMA planning documents Relevant provisions of the applicable statutory planning documents under section 171(1) (a) of the RMA are considered in Sections 8 and 9. In summary, it is considered that: The project achieves the objectives and policies of the NZCPS; The Project is consistent with the objectives and policies of the NPSFM; The Project is consistent with the values of the NESsoil; The Project is consistent with the relevant objectives and policies in the RPSN; The Project is consistent with the RCPN, RWSPN; The Project is consistent with the FNDP. The Project is not contrary to the objectives and policies of all relevant instruments.

9.2.1.12.4 Section 171(1)(b) – Adequate consideration of alternative sites, routes or methods The alternatives assessment undertaken in the development of the Project is explained in detail in Section 7. In conclusion the Transport Agency has undertaken an adequate assessment of alternatives.

9.2.1.12.5 Section 171(1)(c) – whether the work and designations/alterations are reasonably necessary to achieve the objectives of the Transport Agency The project necessity assessment undertaken in the development of the Project is explained in detail in Section 7. In conclusion, the works and the designation are reasonably necessary for achieving the objectives of the Transport Agency for this Project. Once the Project has been constructed and is operational, the area of land required for the ongoing operation and maintenance of the state highway may be reduced, using the process set out in section 182 of the RMA.

9.2.1.12.6 Section 171(1)(d) – Relevant other matters There are no known other relevant matters.

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9.2.1.13 NoR Section 176A(2) assessment Under s176A(2) an outline plan is not necessary if: The proposed public work, project, or work has been otherwise approved under the RMA, or The details of the proposed public work, project or work, are already incorporated into the designation, or The territorial authority waives the requirement for an outline plan.

The Transport Agency requests that the FNDC waive the requirement for an outline plan, for the following reasons: Qutside of the properties within the NoR boundary, the effects will be mitigated through the resource consent process to be less than minor; and The proposed conditions of designation will provide adequate control and certainty on the details of the proposed work.

Land Transport Management Act The LTMA provides the statutory framework for New Zealand’s land transport system. It is also the statute under which the Transport Agency operates (in conjunction with the Government Roading Powers Act). The LTMA was enacted in November 2003 and amended in 2008. The purpose of this Act is set out in section 3 and is to ‘contribute to an effective, efficient, and safe land transport system in the public interest’.

Government Roading Powers Act 1989 The GRPA grants the Transport Agency certain powers in relation to the construction, operation and maintenance of State Highways. Under section 61 of the GRPA, the Transport Agency has the sole power of control for all purposes, including construction and maintenance, of all State Highways. Section 103(1)(a) of the LTMA provides that the Transport Agency may, with the consent of the Secretary (being the Chief Executive of the Ministry of Transport), by notice in the Gazette, declare a ‘road’ to be a State Highway. It is intended that all of the new area of carriageway for SH10 will be declared State Highway.

Heritage New Zealand Pouhere Taonga Act 2014 The HNZPTA promotes the identification, protection, preservation, and conservation of the historical and cultural heritage of New Zealand. It is unlawful for any person to modify or destroy, or cause to be modified or destroyed, the whole or any part of an archaeological site without the prior authority of Heritage New Zealand. Prior to undertaking any work which may affect any archaeological sites, an application for an authority to undertake the works must be obtained from Heritage New Zealand. The Project area includes areas of archaeological significance. Therefore an application for an authority will be sought under section 44 of the HNZPTA to modify or destroy artefacts encountered during construction. The Transport Agency will apply for a general and exploratory archaeological authority from Heritage New Zealand under the Heritage New Zealand Pouhere Taonga Act 2014 to modify

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the known sites in the Project area and any unrecorded sites encountered during construction.

Reserves Act The Reserves Act 1977 provides for the preservation and management of land for the benefit of the public to ensure, as far as practicable, the preservation of public access to waterbodies and the natural character of the area. Within the Project designation boundary, Lot 2 DP 119867, a 0.25ha site located adjacent south to the Kaeo Bridge western bridge abutment, is vested in Far North District Council as a Local Purpose Reserve, pursuant to the Reserves Act 1977. The site would need to be used temporarily for earthworks relating to decommissioning of the existing Kaeo Bridge, stopbank and flood management, and for permanent occupation for the realignment of SH10.

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10 Conclusion

The Transport Agency is lodging a NoR for an alteration to an existing designation under section 181 of the RMA. The purpose of the designation is ‘State Highway 10 including planning, design, supervision, construction and maintenance of the road’. The Transport Agency is also requesting a waiver of the requirement for an outline plan. The Transport Agency is also seeking the necessary resource consents to support the Project as set out in Section 6 of this AEE which has been prepared in accordance with Schedule 4 of the RMA. The Project is necessary to improve the safety and resilience of the Kaeo section of SH10. The Assessment of Effects on the Environment associated with the Project has considered both temporary effects during construction, and the effects of the operation of the new highway. There are many positive effects associated with the operation of the Project. The effects assessment also considered actual and potential effects such as noise, earthworks, contaminated land, stormwater, ecology, coastal processes, visual amenity, archaeology and cultural values. The proposed mitigation measures during design, construction and operation will ensure that potential adverse effects on the environment are appropriately avoided, remedied and mitigated to the extent that they are considered to be no more than minor. Overall, the Project will result in community and wider regional benefits. It is considered that the Project is consistent with the purpose of the RMA as it enables people to provide for their health and safety while avoiding and mitigating any adverse effects. The Project is consistent with the policy direction of the relevant planning documents. Limited notification on the properties within the Notice of Requirement area (Table 3) is required.

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix A Certificates of Title

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix B Drawing Set

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix C Assessment of Acoustic Effects

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix D Assessment of Landscape Effects

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix E Integrated Transport Assessment

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix F Assessment of Archaeology Effects

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix G Contamination Assessment Memorandum

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix H Assessment of Coastal Effects

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix I Hydraulic Modelling Technical Specialist Report

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SH10 Kaeo Bridge Project - Assessment of Effects on the Environment Appendix J Stormwater Design Report

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