PORT MARLBOROUGH NEW ZEALAND LTD & KIWIRAIL HOLDINGS LTD & MARLBOROUGH DISTRICT COUNCIL
WAITOHI PICTON FERRY PRECINCT REDEVELOPMENT
Summary of Applications
21 December 2020
TABLE OF CONTENTS
1. Introduction ______1 2. Background ______2
2.1 History and Background 2 2.2 KiwiRail Objectives 3 2.3 Port Marlborough Objectives 5 3. Description of the Site and Surrounding Area ______7
3.1 Overview of the Site 8 3.2 Surrounding Area 9 4. Project Description ______11
4.1 Key Outcomes of the Precinct Redevelopment 11 4.2 Ferry Terminal Works 12 4.3 Works within the Coastal Marine Area 13 4.4 Works within the Rail Yard 15 4.5 Works within Roads 16 4.6 Construction Staging of Waitohi Picton Ferry Precinct 16 5. Statutory Context and Requirements______17
5.1 The COVID-19 Recovery (Fast-track Consenting) Act 2020 17 5.2 Consenting Strategy under the CRA and RMA 18 5.3 Consenting Requirements 19 6. Overview of the Applications ______19
6.1 Outline Plan of Works 1A – KiwiRail Works within Railway Designation 20 6.2 Outline Plan of Works 1B – MDC Works within Roads 21 6.3 Resource consent 2A – Port Marlborough Terminal Works 22 6.4 Resource Consent 2B – KiwiRail Retaining Wall 23 6.5 Resource Consent 2C – Accessways and Works Over the Waitohi Awa 23 7. Consultation and Community Engagement ______24
7.1 Summary of the Consultation and Community Engagement Undertaken 24 7.2 Consultation Phases 24 8. Technical Inputs ______29 9. Mitigation and Conditions of Consent ______32
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications
LIST OF FIGURES
Figure 1: Waitohi Picton Ferry Precinct Redevelopment Consenting Packages 1
Figure 2: Waitohi Picton Ferry Precinct Redevelopment 2
Figure 3: Waitohi Picton Ferry Redevelopment Site 8
Figure 4: Area Surrounding Port Redevelopment Site 10
Figure 5: Proposed Ferry Terminal Building 13
Figure 6: Linkspans, Wharf and Pedestrian Walkway 14
Figure 7: Anticipated Construction Programme 17
LIST OF TABLES
Table 1: Precinct Redevelopment within Schedule 2 of the CRA 18
Table 2: List of Technical Reports 29
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications
REPORT INFORMATION
Report Status Final
Our Reference MDL000683 / MDL001339
File Location Dunedin
Author Lisa Thorne – Associate
Review By Louise Taylor - Director
Version Number 8
Version Date 21.12.20
© Mitchell Daysh Limited (2020).
This document and its contents are the property of Mitchell Daysh Limited. Any unauthorised employment or reproduction, in full or in part, is forbidden.
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications
1. INTRODUCTION
The Waitohi Picton Ferry Precinct Redevelopment (“precinct redevelopment” or “project”) seeks to comprehensively redevelop the ferry precinct and associated infrastructure at Waitohi Picton. The project will occur over a staged, three to four year (approx.) timeframe so that it is ready for new ships in 2024. Ferry and rail services will be maintained while the redevelopment is occurring.
This project forms part of KiwiRail’s Interisland Resilient Connection Programme (“iReX”) to improve the delivery of freight services across Cook Strait and integrate these with existing road and rail networks in the North and South Islands.
This report provides a summary of the resource consents and outline plans of works (“OPW”) submitted by Port Marlborough New Zealand Ltd (“Port Marlborough”), KiwiRail Holdings Limited (“KiwiRail”) and Marlborough District Council (“MDC”) for the precinct redevelopment.
The precinct redevelopment is a listed project in accordance with Schedule 2 of the COVID-19 Recovery (Fast-track Consenting) Act 2020 (“CRA”). Three resource consents are sought under the CRA and will be considered by a Panel appointed by the Environmental Protection Authority (“EPA”).
Two OPWs are to be submitted to MDC for the project works within the parts of the site which comprise the KiwiRail designation and MDC roading designation. These OPWs are submitted under the Resource Management Act 1991 (“RMA”).
The figure below illustrates the applications and how they fit together as a comprehensive
consenting package.
Planning Applications for Waitohi Picton Ferry Precinct Redevelopment
1A KiwiRail 1B MDC 2A PMNZ 2B KiwiRail 2C MDC
OPW for works OPW & RC application RC application RC application within the designation for the terminal for retaining for Dublin Street KiwiRail alteration for the redevelopment & wall along the overbridge & Designation Dublin Street all earthworks, bank of the new Auckland overbridge & laydowns & the Waitohi Awa Street property road upgrades Waitohi culvert accesses
Figure 1: Waitohi Picton Ferry Precinct Redevelopment Consenting Packages
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Figure 2 below illustrates the proposed precinct redevelopment:
Figure 2: Waitohi Picton Ferry Precinct Redevelopment (from WSP plan C-1001 Revision M)
2. BACKGROUND
An overview of the history and background to the project, Port Marlborough, and KiwiRail is provided below.
2.1 HISTORY AND BACKGROUND
KiwiRail’s Interisland ferries are extensions of State Highway 1 and the main trunk line across Cook Strait, linking road and rail networks between the North and South Islands. The first railway in New Zealand was constructed in 1862. 100 years later, the first roll-on roll-off rail and vehicle ferry began service between Waitohi Picton and Wellington in 1962. From 1972, the first freight-only ferries joined the Cook Strait fleet.
KiwiRail currently operates three Interislander ferries carrying passengers and freight: the Kaiarahi, Kaitaki and the rail-enabled Aratere. Bluebridge ferries operated by StraitNZ also carry freight and passengers across Cook Strait. All road and rail freight between the North and South Islands travels through Waitohi Picton via the Cook Strait Ferry operators. Between them, more than one million passengers each year travel between Wellington and Waitohi Picton.
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The port at Waitohi Picton has expanded incrementally since the 1800s, with the establishment of the Marlborough Harbour Board in 1958 ahead of commencement of the roll-on roll-off ferries in 1962, and the growth of commercial, export and tourism businesses at and in the vicinity of the port. Port Marlborough replaced the Marlborough Harbour Board in 1988.
The ships in the Interislander fleet are reaching the end of their useful lives. Two new large rail-enabled ferries are anticipated to be progressively operational servicing Cook Strait from 2024. The precinct redevelopment will therefore cater for the new ships and the required upgrading of infrastructure and facilities associated with the increased freight, car and passenger numbers. This will provide improved facilities and efficiency for current demand, and future-proof for longer term growth in both passenger numbers and freight. It will also enable cruise ships to berth at the new facility.
2.2 KIWIRAIL OBJECTIVES
iRex Programme Description
The iReX Programme is focused on ensuring continued delivery of freight services across Cook Strait and integration of these with existing rail corridors and State Highway networks in the North and South Islands. The project involves replacing the existing Interislander ferry fleet with two new bespoke rail enabled ships, and construction of new infrastructure at each of the Wellington and Waitohi Picton terminals to support the ships and rail operations.
The iReX Programme is a vital part of delivering KiwiRail’s purpose of ‘Stronger Connections’, ‘Better New Zealand’ and links to the Future of Rail Review and emerging draft NZ Rail Plan demonstrate the importance to New Zealand of enhancing the capability and resilience of the Cook Strait ferries, and particularly rail freight services between the North and South Islands.
The current ships and terminals are nearing the end of their serviceable lives and have insufficient capacity to meet growing market demand. Currently, Interislander operates a fleet of three ferries, moving some 800,000 passengers and up to $14 billion worth of road and rail freight between the North and South Islands each year.
New Ships
The new ships will each have the capacity for around 1,900 passengers and at least 3,600 lane meters of vehicles, including the ability to carry 40 x 60-foot rail wagons, which is significantly more capacity than each of the three current ships. The new ships will therefore provide capacity for current demand that cannot presently be met, as well as projected future growth. The new ships are expected to enter service in 2024, up to nine
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications 3
months apart due to build phasing, at which time Interislander’s current fleet will be progressively phased out. KiwiRail intends to retain the new ships for their whole economic lives of 30 years. The two new ferries will be technologically advanced, have significantly lower emissions, a greater carrying capacity – including rail wagons – and provide an enhanced visitor experience.
Need for New Terminal
Port infrastructure used by the ferries at Waitohi Picton terminal cannot physically accommodate the dimensions of the larger vessels. In addition, components of the infrastructure are of advanced age with increased maintenance requirements and lower resilience. The berths and terminal infrastructure will need to be redeveloped to align with the design and operation of the new ships and to accommodate the increase in freight, vehicles, and passenger volumes.
The redeveloped terminal will be purpose-built to enable KiwiRail to maximally leverage the functionalities and features of the new ships, and to deliver whole of life outcomes for KiwiRail. This will include future-proofing, as much as practicable, the ability to meet anticipated operational and customer needs over the life of the terminals. The terminal will be configured to ensure safe, reliable, on-time performance, and in particular, the ability to consistently turn around ships within 60 minutes.
The main components for the terminal include a primary berth with a wharf, and two-level linkspan and passenger walkway and gangway connected to a terminal building. Marshalling areas will be provided with check-in facilities, marshalling lanes and drop slots for commercial vehicles. Rail yards will be configured to allow safe and efficient unloading and loading of rail freight, and to accommodate the arrival and departure of trains approximately 850m long with 40 x 60-foot wagons without impacting on other rail activities. Container transfer sites will enable road bridging for added resilience if the ships are required to operate in “roll-on roll-off” mode.
The upgrade in ships and terminal infrastructure ensures the iReX Programme helps meet the 2018 Government Policy Statement on Land Transport aims for improving New Zealanders' access to economic and social opportunities, with its specific requirement for nationally important freight and tourism connections that are safe, efficient, resilient and minimise greenhouse gas emissions (GPS Section 2.1).
IReX Programme Objectives and Options
The objectives of the iReX Programme are to:
• Deliver effective ships, terminals, systems and associated infrastructure that enable safe, reliable, on-time performance;
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications 4
• Deliver positive environmental, economic and commercial outcomes;
• Expedite delivery of safe and reliable services; and
• Unlock a better customer experience for the future.
A range of options have been assessed in relation to the project components over a number of years, including the number of ships being required, the capacity of the ships, whether the ships are rail or road freight vessels, along with aspects of the precinct redevelopment such as the height for structures, the location for marshalling areas relative to rail tracks, and ensuring a maximised efficiency for use of existing land parcels.
Providing two large rail ships was a clear preferred option, with key benefits including:
• Meeting customer demand over the longer term across all customer segments (capacity);
• Supporting train length strategy (40 x 60-foot wagons or equivalent);
• Lower operational costs (fuel and crew costs);
• Lower capital cost (2 large v 3 smaller ships);
• Operational efficiency (rail enabled – enables a connected network);
• Responsiveness to market changes (capacity across the business segments); and
• Carbon reduction (ship fuel usage and rail mode capacity increase).
By replacing the existing vessels with two vessels that are the same in design, the on- shore infrastructure is able to be designed to fit the vessels, rather than being designed to fit multiple, different mooring and loading/unloading arrangements as the current infrastructure does. This approach allows for a more efficient design of infrastructure to be progressed.
The new ships will operate on batteries while manoeuvring into berth and while berthed at the port. This has advantages of the vessels not generating emissions while using battery power, in addition to the vessels being much quieter than the current ships while at port. Another environmental benefit is that the hull design of the ships will create less wake.
2.3 PORT MARLBOROUGH OBJECTIVES
Port Marlborough Operations
Port Marlborough New Zealand Limited is a Port Company and operates in accordance with the Port Companies Act 1988. The company’s sole shareholder is MDC Holdings Limited, a wholly owned subsidiary of the Marlborough District Council.
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Major industries and activities serviced by the Port at its various facilities at Waitohi Picton, Havelock, and in the wider Marlborough Sounds, include Cook Strait ferry services, forestry export, fishing, marine farming, domestic and international tourism, including cruise, and recreational boating.
Regular roll-on roll-off ferry services have linked the North and South Islands through Waitohi Picton since 1962 and have continued as a significant part of the Port Marlborough (formerly the Marlborough Harbour Board) business portfolio since that time.
The port operates New Zealand’s deepest export shipping berth at Waimahara Wharf in Shakespeare Bay, and a multipurpose berth at Waitohi Wharf in Picton Harbour. Waitohi Picton has carved a significant niche as a busy cruise port, able to accommodate the world’s largest class of cruise vessel at the Waimahara Berth and looks forward to resurgence of cruise activity in the medium to longer term.
Port Marlborough is the largest New Zealand marina operator outside of Auckland, with marinas at Picton, Waikawa and Havelock providing more than 1050 berths, with a further 250 under construction at Waikawa. The port also provides significant inner harbour infrastructure to Waitohi Picton tourism operators and related tenancies adjacent to the Picton foreshore.
These multiple business connections, together with Port Marlborough’s role as a very significant employer in Waitohi Picton, as a principal landowner and infrastructure provider, and as a user and guardian of our natural resources, connect Port Marlborough intricately with Waitohi Picton’s social, economic and environmental health and wellbeing.
Port Marlborough’s vision is to lead the way as an environmentally restorative port, driving success for Marlborough. This is achieved by delivering social, financial, and environmental value through partnerships with its customers, iwi, stakeholders, and community: People, Planet and Prosperity through Partnerships. This ethos sits at the heart of Port Marlborough’s decision-making, investment, and everyday actions.
Port Marlborough aspires to be a best-in-class sustainable specialist port. Overall, Port Marlborough seeks to approach its responsibilities with integrity in everything it does, delivering excellence to its customers and excellent economic outcomes for its shareholders, for Marlborough, and for New Zealand.
KiwiRail’s plans to purchase new vessels gives Port Marlborough the opportunity to demonstrate how they can work collaboratively to achieve those goals. KiwiRail is Port Marlborough’s largest single customer, and the Cook Strait ferry service is an integral part of Waitohi Picton’s physical, commercial and social landscape.
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Alignment of the Project with Port Marlborough Port Master Plan
In 2019 Port Marlborough undertook an extensive Port Master Planning process to understand a proposed future state for the port, looking to a 2050 horizon. Underpinning the Master Plan are sustainable port development outcomes of efficiency, enhancing safety, ferry passenger / cruise user experience, enabling future trade growth, and enabling marine industry growth. Plan development included consultation with customers, iwi and a range of stakeholders to identify current operational issues, constraints and opportunities. The Port Master Plan examined all current and forecast operations within the Waitohi Picton port, and how best to utilise existing land and infrastructure to optimise port operations in an efficient and sustainable manner.
Redevelopment of the Waitohi Picton Ferry Precinct supports the Port Master Plan, and the Plan anticipates the redevelopment. The proposal addresses a number of existing conflicts and constraints, specifically relating to the ferry precinct. In particular, conflicts between rail shunting and access within and adjacent to the port, convergence of incompatible traffic streams within the port, and confusion around access points for the two ferry operators.
Berth and terminal infrastructure currently supporting the Interislander fleet was designed for much smaller vessels and is approaching the limits of serviceability with the current fleet configuration, as are the existing terminal building and surrounding service areas.
Redevelopment of the Waitohi Picton Ferry Precinct represents a very significant capital investment for Port Marlborough and presents a once in a generation opportunity to regenerate fit-for-purpose infrastructure in support of its largest customer, and the wider road and rail passenger network.
3. DESCRIPTION OF THE SITE AND SURROUNDING AREA
The figure below illustrates the project extent as set out in Schedule 2 of the CRA, with labels added to identify the key areas relating to this application.
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Shakespeare Bay Port
Log yard
Waitohi Reserve Rail yard
Terminal & wharves Westshore
Figure 3: Waitohi Picton Ferry Redevelopment Site, COVID-19 Recovery (Fast-track Consenting) Act 2020
3.1 OVERVIEW OF THE SITE
The site comprises the existing port and rail areas at Waitohi Picton, the Waitohi Reserve, and several temporary areas in the vicinity that will be utilised during construction. The terminal site is located at the interface of the town of Waitohi Picton, and the Marlborough Sounds coastal marine area (“CMA”), in Queen Charlotte Sound.
There are a number of land parcels, land ownership and tenure arrangements within the site. The existing rail yard is Crown land designated for railway purposes and operated by KiwiRail, and the existing ferry terminal area is owned and operated by Port Marlborough. Land ownership details comprising a list of site occupiers and relevant records of title are appended to the applications.
Terminal facilities for ferry passengers are adjacent to the existing ferry berths where ships dock. An associated car parking area is located to the south of the existing terminals. This car parking area adjoins the London Quay Reserve further to the south. There are pedestrian connections from the terminal to London Quay Reserve, and along the waterfront to the town centre.
The rail marshalling area, where freight transitions between the ferries and trains, is located to the west and south of these areas. The rail lines then extend southwards, adjacent to State Highway 1/Auckland Street, continuing southwards out of Waitohi Picton.
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The Waitohi Awa and a tributary flow northward on either side of the Waitohi Reserve, converging at the south-eastern extent of the rail marshalling yard. The stream runs under the rail and port areas via a culvert, discharging to the CMA south of the terminal.
The Waitohi Reserve, which will be the main temporary construction laydown area, is located to the south of the rail marshalling area.
A number of other areas within and around the project site will also be utilised for temporary laydown, contractor, spoil disposal and potentially rock borrow sites. These areas are located at Shakespeare Bay and Westshore.
3.2 SURROUNDING AREA
The wider area surrounding the site comprises several different environments and land uses. Extending out from the existing wharves and terminal area, Waitohi Picton Harbour is bordered by Kaipupu Point to the west, the urban area of Waitohi Picton to the south, and Victoria Domain to the east.
To the south-east of the existing ferry terminal, the Waitohi Picton Foreshore Reserve and adjacent areas contain grassed open spaces and pedestrian walking ways, several community and tourist facilities, and provide access to and along the waterfront. The town centre is located south of the Waitohi Picton Foreshore Reserve, and comprises a mix of commercial and retail businesses, with restaurants and visitor facilities facing the domain and coastal area and extending further southwards to Broadway.
Picton Marina is located further to the south-east, and adjacent to the town centre area. Commercial operators are located at the head of the marina, with the rest of the marina areas comprising of berths for mostly recreational vessels. Victoria Domain contains regenerating native bush extending north of the marina area, forming part of a large 5.2km2 headland that supports an extensive network of walking and biking tracks.
The area south of the existing rail yard and the Waitohi Reserve comprises mainly of commercial and industrial activities. Visitor accommodation facilities are dispersed between where the commercial and industrial areas transition to residential living further out.
Queen Charlotte Drive is near to the proposed vehicle marshalling and rail yard and continues northwards and around the headland that separates Waitohi Picton and Shakespeare Bay (and on towards Ngakuta Bay and Havelock). This headland comprises a mix of regenerating native bush, scrub, and lifestyle properties.
Port Marlborough’s main port operational areas lie to the north of the existing Interislander terminal. This area is accessed solely via Lagoon Road, bounding the KiwiRail land. The main commercial port includes terminal and marshalling areas for StraitNZ/Bluebridge
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Cook Strait ferry operations; the Bluebridge berth at Waitohi Wharf, immediately to the north of the Interislander berths; and the Shakespeare Bay log yard and adjacent main export and cruise berth at Waimahara Wharf, at the northern extent of the port area. The adjoining narrow coastal strip known as ‘Westshore” accommodates multiple commercial and industrial port activities including boat maintenance, aquaculture, barging and fishing operations. Kaipupu Point Wildlife Sanctuary lies to the north of the Westshore area and separates Waitohi Picton Harbour from Shakespeare Bay.
The surrounding area is illustrated below.
Figure 4: Area Surrounding Port Redevelopment Site
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4. PROJECT DESCRIPTION
The project seeks to comprehensively redevelop the ferry precinct and associated infrastructure at Waitohi Picton to accommodate new Interislander ferries and potentially cruise ship vessels. The redevelopment of the precinct will involve the construction of new wharves, a new ferry terminal, changes to the rail and ferry marshalling areas and to the roads surrounding the port.
Design work is in the concept phase. Due to the importance of the project proceeding quickly to generate economic benefit for the Region, supporting the project’s inclusion in the CRA, and the length of time for construction along with the anticipated arrival of the first ship in 2024, design will progress in parallel with the consenting process. Accordingly, the plans and details provided are indicative and the project will inevitably evolve during the design process. The scale of the works is expected to either stay the same or reduce during the value engineering and detailed design processes. Accordingly, the extent of effects assessed by the technical experts and in the AEE is conservative.
The Applicants intend to provide final plans and details to the consent authority prior to construction of each stage progressing, and that this process be supported by conditions of consent demonstrating compliance with mitigation measures and any other conditions, as necessary.
The two main project partners are Port Marlborough and KiwiRail. Waka Kotahi New Zealand Transport Agency (“Waka Kotahi”), and MDC are partners where works are proposed within and adjacent to public roads. Te Ātiawa o Te Waka-a-Maui (“Te Ātiawa”) has been engaged throughout the process of developing the project design and applications and will continue to be engaged as the design progresses. All eight Te Tau Ihu iwi have been given the opportunity to take part in the development of a Cultural Impact Assessment (“CIA”) and to have input into the project.
Following dialogue with Te Ātiawa, to recognise the importance of the project site and surrounding environment to mana whenua, the Maori word “Waitohi” is used in conjunction with “Picton” when describing the town and the project, and the stream is described as “Waitohi Awa”.
A high-level project description is provided in brief in the following sections, and further detailed description of each aspect relevant to the consents sought is provided in the respective application documents.
4.1 KEY OUTCOMES OF THE PRECINCT REDEVELOPMENT
The precinct redevelopment seeks to provide positive outcomes at a local, regional and national scale. It will improve freight connections across Cook Strait, better connecting
Waitohi Picton Ferry Precinct Redevelopment – Summary of Applications 11
freight services between the North and South Islands. It will enable the loading and offloading of 40 wagon trains from the new ships at Waitohi Picton to improve efficiency and reduce the time it takes to transport freight between Auckland and Christchurch.
The new terminal infrastructure will also support increased vehicle and passenger capacity on the new ships, with shorter turnaround times for customers, and enable scheduling of back-to-back sailings at peak times. Combined, the new ships will provide up to 45% more capacity than the current ships. The project also seeks to future-proof the design and improve infrastructure resilience, such as by protecting infrastructure from the effects of climate change and natural hazards, and integrating low impact and sustainable design including:
• The terminal building and landscaped zone of the terminal precinct are to be 5 star rated using the New Zealand Green Building Council’s (“NZGBC”) Green Star Design and As Built V1.0 tool; and
• The integration of water sensitive urban design through the use of rain gardens.
The construction of the new terminal and associated landscaping and connectivity improvements will result in improved amenity at the precinct redevelopment site and surrounding area. The new building and associated landscaped areas will provide a more modern facility for passengers, with improved services and amenities, improvements to pedestrian and vehicle circulation, and improved linkages to and along the waterfront and to the town centre.
4.2 FERRY TERMINAL WORKS
The ferry terminal building redevelopment includes the demolition of the existing terminal building, and the construction of a new ferry terminal building. The new terminal building is in the design process. It will comprise up to three levels and will have a building footprint of up to approximately 2,500m2. Passenger arrivals and departures will access the pedestrian walkway to the ships from the terminal. A main entrance and ticketing area, ancillary offices and facilities and a departure lounge will be provided.
A concept of the new terminal building is depicted in the figure below.
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Figure 5: Proposed Ferry Terminal Building (from Athfield Architects drawing)
The new terminal building facility is proposed to support KiwiRail’s and Port Marlborough’s focus on sustainability for the precinct redevelopment. A commitment has been made to achieve a New Zealand Green Building Council 5 star rating for the terminal building and landscaped zone.
During the construction period, temporary terminal facilities will be provided, along with a temporary elevated walkway access to the ferries to continue to provide safe and efficient passenger services. The temporary facilities may continue to use the existing baggage claim hall.
The associated proposed landscaping will provide for the terminal’s day-to-day operational stormwater management requirements, whilst offering a series of highly connected outdoor spaces will that encourage occupation and express/reference the cultural and natural heritage that underpins this historically important site.
Reconfigured access, car parking and bus parking areas will be provided, along with improved landscaping, stormwater treatment and connections with the town centre and foreshore.
4.3 WORKS WITHIN THE COASTAL MARINE AREA
The proposed new structures within the CMA will include a new wharf for the new Interislander primary berth, and a back-up berth which may also serve as a cruise ship berth.
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Two linkspans will be constructed, connecting the land and the ship allowing for vehicle and rail loading/offloading. The primary linkspan serving the primary berth will have a steel structure with hydraulic controls for raising and lowering upper and lower ramps. The back-up linkspan servicing the back-up berth will be a single level structure and may be a floating pontoon. A raised pedestrian gangway will be constructed for passengers to enter and exit the ships from the upper decks through to the ferry terminal building.
A concept of the linkspans, wharf and pedestrian walkway are depicted in the figure below.
Figure 6: Linkspans, Wharf and Pedestrian Walkway
The existing commercial jetties to the south east of the ferry terminal building will be removed to enable construction of the new wharf. Replacement jetty capacity will be constructed further to the immediate south of the existing location, and a breakwater will be built to reduce wash effects from ships using the back-up berth. A walkway will border the seaward edge of the terminal area from the new berths to the southern boundary of the site.
A small tug pontoon jetty is proposed to the north of Waitohi Wharf.
Dredging in the CMA will be required for the precinct redevelopment to create the berth pockets for ships on either side of the wharf, the new seawall, the new commercial jetty area, and for the establishment of the tug berth.
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An area of approximately 1500m2 of reclamation is required in front of the terminal building to support the new wharf and linkspan abutments and adjacent revetment slopes and seawall. This is to be constructed from imported fill, dredging material or Mudcrete made from mixing dredging material with cement and other additives.
Seawalls, revetments and scour protection are proposed to provide protection for the new infrastructure.
4.4 WORKS WITHIN THE RAIL YARD
In order to cater for the increase in cargo that can be carried on the larger capacity ships associated with the iReX programme, increasing the capacity of the railyard is required. 40-wagon trains (approximately 850m long) are enabled by the new ships, and therefore infrastructure is proposed to accommodate the loading and offloading capacity from the new ships at Waitohi Picton.
The rail yard layout requires extensive modification in order to accommodate these longer trains. The changes to the rail yard and track configuration extend from the northern extent of the K1 designation, south to Broadway.
The proposed works include:
• Relocation of the existing passenger vehicle marshalling yard within the rail yard, and new roading and vehicle circulation areas will be established, connecting to Lagoon Road (which is the access used in previous years).
• The marshalling yard tracks will be raised by approximately 1m to meet the grade requirements, and the alignments will be adjusted to suit the requirements for manoeuvring and storage of freight.
• The rail turntable will be relocated to the northern part of the site.
• The railway station platform will be extended north to accommodate longer passenger trains in the future.
• The track development will also require the construction of two linkspan access overbridges, which are partially within the rail corridor, to allow vehicle and rail access to/from the ferries to the marshalling areas.
• The road freight vehicle marshalling/check-in facilities will continue to be accessed from Lagoon Road, with a new layout and new check-in kiosks, and customer amenity facilities.
• New buildings/structures within the designation, including:
o Commercial Vehicles Drivers’ Amenity/Welfare Building; o Private Vehicles Drivers’ Amenity/Welfare Building;
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o A Motorcycle Shelter Building; o Staff Welfare Building; o Four Check-in kiosks; o Gate House (Secure access shelter); o New lighting poles throughout the site.
• Landscaping and raingardens are provided.
4.5 WORKS WITHIN ROADS
In order to mitigate the identified significant effects on the transportation network that arise from the Dublin Street level crossing being closed for longer periods of time, an overpass bridge over the railway line at Dublin Street is required. The changes to the roads in Waitohi Picton that are necessitated by the proposal are:
• The installation of the Dublin Street overbridge over the railway line and Waitohi Awa;
• The installation of a cul-de-sac at Market Street, at the intersection of Dublin Street, where the approach to the Dublin Street bridge is located. A pedestrian link will be established beneath the overbridge to connect Market Street to the Waitohi Reserve;
• The installation of a cul-de-sac on Broadway, at the intersection with Wairau Road, for the required track length for rail operations. Pedestrian and cycle connections through to Wairau Road will be retained. There will be an upgrade to the signals, barriers, pedestrian/cycle crossing, etc at Wairau Road/Broadway.
The Dublin Street overbridge impacts on the property access for 45 and 49 Auckland Street. Mitigation is proposed to widen the access for 49 Auckland Street. New driveway entrances off Auckland Street are proposed for 45 and 61 Auckland Street.
In addition, Lagoon Road1 will be realigned within the port area with two of the cement silos demolished to make space for the road. This is required to provide traffic access for the Bluebridge ferry traffic and other port traffic to loop north of the new arrivals/ departures track.
4.6 CONSTRUCTION STAGING OF WAITOHI PICTON FERRY PRECINCT
The overall construction programme is anticipated to be undertaken in three main stages. Construction activities are to be staged and sequenced to enable ferry and rail operations to continue while construction works are undertaken. Construction sequencing drawings
1 Lagoon Road in this location is privately owned road rather than designated road, so these changes to Lagoon Road are not included in the MDC OPW.
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are provided as appendices to the applications, and the key stages are summarised below:
Anticipated Construction Programme
22-24 Months
15-17 Months
6-8 Months
Completion
Figure 7: Anticipated Construction Programme
During each stage, construction works will be undertaken in both the CMA and the land environment. A more detailed description of construction staging is set out in the Construction Methodology Report.
5. STATUTORY CONTEXT AND REQUIREMENTS
5.1 THE COVID-19 RECOVERY (FAST-TRACK CONSENTING) ACT 2020
The CRA introduces a short-term consenting process to fast-track projects that can boost employment and economic recovery, while continuing to promote the RMA’s purpose of the sustainable management of natural and physical resources. The CRA received Royal Assent on 8 July 2020 and will remain in force for two years. Fast-track consents and notices of requirements are referred by the EPA directly to expert consenting panels for efficient decision making. The CRA is intended to:
• Fast-track resource consenting and designation processes for listed projects; and
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• Enable other applications to be fast-tracked where the applications can adequately meet economic, social, cultural, environmental and efficiency criteria.
The precinct redevelopment is a listed project in Schedule 2 of the CRA:
Table 1: Precinct Redevelopment within Schedule 2 of the CRA
Id Name Authorised person Description Approx. area or entity
LP14 Waitohi Picton Ferry KiwiRail Holdings Upgrades to the The area in the Precinct Limited, Port Waitohi Picton Ferry vicinity of the Redevelopment Marlborough, Precinct and existing ferry Marlborough District surrounding terminal as Council, and New infrastructure, shown on the Zealand Transport including works on attached plan Agency land and in the CMA
5.2 CONSENTING STRATEGY UNDER THE CRA AND RMA
The project seeks to comprehensively redevelop the ferry precinct and associated infrastructure at Waitohi Picton. The project area is located across areas of both designated and undesignated land. This necessitates:
• Applications for resource consents; and
• OPWs for works within the designations.
These applications have been developed together to provide a comprehensive application package.
Resource Consents Under the COVID-19 Recovery (Fast-track Consenting) Act 2020
The resource consent applications are lodged with the EPA under the CRA, to be considered and determined under the new Fast-track process. The applications include all the CRA information requirements, as set out in clauses 9 and 10 of Schedule 6 to the CRA. The applications will be considered and decided by the panel appointed by the EPA.
Outline Plans of Works under the Resource Management Act 1991
The CRA does not provide for OPW processes, and therefore the RMA still applies to OPWs. The proposed works to be undertaken in the KiwiRail rail and MDC road designations will be progressed through two separate OPWs.
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Where relevant, any undertakings in the OPWs are consistent with the recommended mitigation and conditions in the resource consent applications, such as the undertaking for works to be carried out in accordance with a Construction Management Plan. This forms a comprehensive approach to ensure that all proposed works, works methodologies, and mitigation measures appropriately manage adverse effects of the precinct redevelopment project.
5.3 CONSENTING REQUIREMENTS
The site is predominantly zoned Port Zone in the Proposed Marlborough Environment Plan (the “proposed MEP”) and the Operative Marlborough Sounds Resource Management Plan (the “Operative Plan”).
As the site predominantly comprises port and rail activities, it contains sites on the Hazardous Activities and Industries List (“HAIL”) in accordance with the National Environmental Standards for Assessing and Managing Contaminants in Soil to Protect Human Health (“NES Soil”).
The resource consent requirements for the application under the proposed MEP, the Operative Plan, and the NES Soil are assessed in detail in each resource consent application.
The site is also located within a Te Tau Ihu Statutory Acknowledgement Area. The CRA, RMA, proposed MEP, and Operative Plan all require adverse effects relating to statutory acknowledgements to be considered. Schedule 6 of the CRA also contains additional information requirements regarding the Treaty of Waitangi, Treaty settlements, customary rights, customary marine title groups, and requires the provision of a Cultural Impact Assessment. The information requirements and assessment matters relating to mana whenua are assessed in each application.
6. OVERVIEW OF THE APPLICATIONS
Five separate interrelated applications have been prepared to obtain the necessary approvals under the RMA and the CRA.
Two outline plans of works (“OPW”) are lodged with MDC under the RMA:
• OPW 1A is for all works within the KiwiRail designation for changes to the marshalling yard and rail layout.
• OPW 1B is for works to construct an overbridge at Dublin Street within the MDC roading designation, for other more minor roading changes, and for minor alterations to the designation.
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Three resource consents are sought under the CRA:
• Application 2A by Port Marlborough is for the works requiring land use consent and regional consent for the redevelopment of the ferry terminal area, including the new terminal building, all works and structures within the CMA, and associated works and land use activities not addressed in the other applications.
• Application 2B by KiwiRail is for a regional resource consent for a retaining wall along the bank of the Waitohi Awa (as this cannot be undertaken as part of OPW 1A).
• Application 2C by MDC is for a regional resource consent for a bridge over the Waitohi Awa, and land use consent for the construction of several new accessways, all required as a result of the Dublin Street overbridge.
A lapse period of ten years is sought for all resource consents. A term of 35 years is sought for regional activities, except for short-term activities required for construction activities, for which a ten year consent term is sought.
A description of the proposed works and activities is provided in each application, with a summary provided below.
6.1 OUTLINE PLAN OF WORKS 1A – KIWIRAIL WORKS WITHIN RAILWAY DESIGNATION
The OPW for KiwiRail is required to set out the changes proposed within KiwiRail’s K1 designation in order to cater for the increase in passengers and freight that can be carried on the larger capacity ships, meaning increasing the capacity of the trains and marshalling yard is required.
The rail yard layout requires extensive modification in order to accommodate these longer trains. The changes to the rail yard and track configuration extend from the northern extent of the K1 designation, south to Broadway. New track is also required south of Broadway to tie in the new tracks with the existing tracks. Works will extend south of Broadway for approximately 60m.
Works in the Rail designation include:
• New rail yard layout, including new tracks, and new marshalling yard;
• New customer and visitor amenity buildings;
• Landscaping;
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• Earthworks;
• Installation of new servicing;
• Extension of the railway station platform;
• A new covered walkway connecting the railway station to the ferry terminal;
• Lighting;
• Retaining wall structure beside the Waitohi Awa; and
The overall design and layout of the rail tracks and vehicular roading, loading, parking and service areas has been carefully designed to enable loading and unloading of the ferries to occur as efficiently as possible.
All land use works proposed within the rail corridor are the subject of this OPW.
6.2 OUTLINE PLAN OF WORKS 1B – MDC WORKS WITHIN ROADS
The MDC OPW addresses all works required in road reserve, which are designated in the proposed MEP for road purposes. This OPW is for the establishment and use of an overbridge within Dublin Street, and other works in roads associated with the precinct redevelopment. The proposed overbridge is located close to the intersection with Auckland Street. The overbridge crosses both the Waitohi Awa and the railway line, and is required to ensure Dublin Street is not blocked while trains are crossing.
Other roading changes that this OPW addresses include:
• Changes to the intersection of Dublin Street and Market Street, to make Market Street a cul-de-sac in this location to prevent through traffic;
• Changes to the intersection of Broadway and Auckland Street to make Broadway a cul-de-sac at this location;
• Changes to the intersection of Dublin Street and Auckland Street to tie in the new overbridge carriageway at this intersection.
This OPW also addresses a proposed change to the access arrangements for MDC’s Designation B72, which is a Sewerage Pumping Station at Waitohi Reserve (Domain), Dublin Street. The pumping station currently accesses Dublin Street via a vehicle crossing opposite 1 Market Street. The approach to the proposed Dublin Street overbridge prevents access to this driveway. A new access is proposed from Market Street that will connect to the Sewerage Pumping Station’s current driveway, via an access under the Dublin Street overbridge.
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Finally, the formation of the Market Street cul-de-sac will require a minor alteration to the Market Street road designation. In addition, the intersection upgrade at Auckland Street and Dublin Street requires a small amount of land (1m2) at 45 Auckland Street to be included in the road designation. These minor alterations are applied for under section 181(3) of the RMA to MDC together with OPW 1B.
6.3 RESOURCE CONSENT 2A – PORT MARLBOROUGH TERMINAL WORKS
This application by Port Marlborough seeks approval for the redevelopment of the terminal area, and several other site-wide activities under the CRA. This precinct redevelopment involves the establishment of:
• A new ferry terminal building for ferry passengers;
• A pedestrian gangway for ferry passengers entering and exiting the ferries, to and from the new terminal building;
• A new wharf, and an associated primary berth and nesting structure on the western side to accommodate the new Interislander ferries, and an associated road/rail linkspan to provide efficient freight and vehicle access;
• A back-up berth and back-up linkspan structure on the eastern side of the wharf to accommodate the new Interislander ferries and potentially cruise ship vessels;
• A new commercial jetty and wave screen to replace three small commercial wharves to the south of the new wharf;
• A new tug berth; and
• Redesigned terminal car parking, and vehicle and pedestrian areas.
These works will necessitate the demolition of various structures and buildings, earthworks and construction activities, dredging and reclamation, a new seawall, revetments, scour protection, and other structures within the CMA.
The works will also necessitate temporary structures, loading areas, and laydown and spoil areas during construction. When construction is completed, the laydown and spoil areas will be disestablished, and the sites will be reinstated.
This application also involves works in and over the Waitohi Awa and to the Waitohi culvert, and an application under the NES Soil for the excavation and removal of contaminated soil across the entire project site.
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6.4 RESOURCE CONSENT 2B – KIWIRAIL RETAINING WALL
This application by KiwiRail seeks approval for works and structures within the bed of the Waitohi Awa for the construction and maintenance of a retaining wall along the bank of the Awa, south of Dublin Street. This involves:
• The installation of a retaining wall between the rail tracks and the Waitohi Awa;
• The design of the wall allows for the stream bed at the toe of the wall to be excavated to construct the wall, and if required, rock riprap to be placed at the base to prevent erosion. The wall will be backfilled on the rail side so the new rail track can be constructed on top;
• Landscape planting of indigenous species is proposed along the wall, with a larger area of landscaping at the southern end of the wall;
• The temporary diversion of the river during construction works; and
• Any incidental discharges and de-watering that is required during construction works.
6.5 RESOURCE CONSENT 2C – ACCESSWAYS AND WORKS OVER THE WAITOHI AWA
The application by MDC to the EPA is for the construction and maintenance of an overbridge over the Waitohi Awa at Dublin Street, and new vehicle crossings at Auckland Street.
The land use components of the proposed overbridge are addressed in OPW 1B, however regional resource consent is required as the overbridge crosses over the Waitohi Awa. This will involve:
• Demolition of most of the existing bridge over the Waitohi Awa at Dublin Street;
• Installation of a new road overbridge at Dublin Street that will pass over the Waitohi Awa and the adjacent railway lines; and
• Any incidental discharges and de-watering that is required during demolition works.
A land use resource consent is required for proposed vehicle crossings as a result of access closures of the sites of their existing Dublin Street entrances because of the overbridge works. This will involve:
• Establishing two new vehicle crossings at 37-45 Auckland Street; and
• Establishing a new access arrangement for the eight residential properties at 49 Auckland Street, being either a new access ramp from the southern end of the
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proposed Dublin Street overbridge, or by widening the existing vehicle crossing at Auckland Street.
7. CONSULTATION AND COMMUNITY ENGAGEMENT
7.1 SUMMARY OF THE CONSULTATION AND COMMUNITY ENGAGEMENT UNDERTAKEN
A Consultation Summary Report2 and a Consultation Outcomes Report3 have been prepared to set out the consultation that has been undertaken in order to understand the views of iwi, stakeholders, those directly affected by the project, and the wider community. Consultation has been undertaken jointly by the project partners.
At the project commencement, the project team committed to the implementation of a detailed consultation strategy and engagement plan, and despite the unique challenges presented by the national response to the COVID-19 pandemic, inputs have been received from a wide array of affected parties, iwi, stakeholders and interested parties. Detailed records have been maintained of all consultation undertaken.
Engagement with iwi has been undertaken (and continues) on a partnership basis and has resulted in the preparation of the Cultural Impact Assessment that forms a part of the application. Opportunities specific to Te Ātiawa (as mana whenua / moana for the area) have been identified and are being used to inform the design process as it moves forward.
Consultation undertaken has been robust and records have been well maintained. This approach has enabled the consideration of evolving issues, thus eliciting detailed feedback that can be relied upon for moving the project forward. The feedback received to date has been provided to both the project partners and the respective design and engineering teams, and has been used to inform the consent design. This feedback will continue to feed into the detailed design as the project proceeds towards physical delivery.
7.2 CONSULTATION PHASES
Consultation with Tangata Whenua
Specific consultation has been undertaken with mana whenua for the area. Contact was initiated early in 2019 with Te Tau Ihu to determine the most appropriate approach to engagement with mana whenua. There are eight tribes in Te Tau Ihu:
2 August 2020 3 October 2020
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• Te Runanga o Ngāti Kuia (“Ngāti Kuia”); • Ngāti Apa ki te Rā Tō (“Ngāti Apa”); • Ngāti Koata Trust (“Ngāti Koata”); • Te Rūnanga o Ngāti Rārua (“Ngāti Rārua”); • Ngāti Tama Ki Te Waipounamu Trust (“Ngāti Tama”); • Te Rūnanga o Toa Rangatira (“Ngāti Toa”); • Te Rūnanga o Rangitāne o Wairau (“Rangitāne”); and • Te Ātiawa o Te Waka-a-Māui (“Te Ātiawa”).
A partnership approach has been taken with Te Ātiawa as mana whenua. A number of hui have been held to date with Te Ātiawa,4 and a group has been formed within the various parts of Te Ātiawa (Te Rōpū Manaaki) to engage with the project partners. Trustees and staff have supported the preparation of a Cultural Impact Assessment (“CIA”) by Te Ātiawa approved CIA specialist, Morrie Love on the iwi’s behalf. Te Ātiawa’s input into the project has accordingly primarily been via the hui, various discussions, and the CIA, which sets out the matters of primary interest to Te Ātiawa.
Dialogue continues with Te Ātiawa and is expected to continue through the design, construction and into the operational phases of the project. This dialogue focuses on the opportunities for restorative gain, relationship development, and recognition and enhancement opportunities.
Dialogue with those Te Tau Ihu iwi who have indicated they are interested in the project is also ongoing. The following iwi have confirmed that the CIA sufficiently represents their interests:
• Te Ātiawa;
• Rangitāne;
• Ngāti Koata; and
• Ngāti Rārua.
Ngāti Kuia have advised they have an interest in the project site and would discuss the approach to the preparation of a CIA with Rangitāne. They acknowledge the CIA. No further correspondence has been received from Ngāti Kuia.
Ngāti Apa have advised the project is outside their rohe. No response has been received to correspondence from Ngāti Tama and Ngāti Toa.
4 23 August, 30 October, 4 and 10 December 2019, 29 January, 3 March, 10 July, 17 July 2020, along with additional calls and zoom meetings with staff and Trustees.
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Phase 1 – Late 2019
Preliminary feasibility work and planning for redevelopment at Waitohi Picton has been underway for several years, and the project team has engaged with related agencies, including MDC and Waka Kotahi, over this time.
Phase 1 of general consultation involved engagement with staff and stakeholders; material was sent out from 2nd December 2019. Following this, a number of targeted stakeholder meetings were held commencing in early December 2019, with a public “drop-in” style information day in the middle of the month.
In Phase 1, the following aspects of the project were presented and discussed with the identified parties:
• Overall sustainability focus (people and environment) of KiwiRail and Port Marlborough as organisations and for the project.
• The KiwiRail drivers: Rail renaissance – more and longer trains, Auckland to Christchurch connection, new larger ferries.
• Port Marlborough drivers: Vision, Values, Regional Port master-planning.
• Project elements:
o Upgraded terminal facilities.
o New wharf, linkspan and gangway.
o May include new or upgraded ferry terminal building.
o Upgraded rail and marshalling yard to suit longer trains and larger ferries.
o Design for effects of sea level rise.
o Longer trains mean possible effects on Dublin Street crossing (being assessed currently by Waka Kotahi).
The outputs from the Phase 1 consultation, coupled with those resulting from engagement with tangata whenua, are set out in the Consultation Summary Report.
Phase 2 – Early 2020
The second consultation phase was based on achieving specific timeframes under the RMA, and had the primary purpose of presenting and seeking feedback on the project elements (including options and mitigation, as appropriate) that would be subject to affected party approval (from stakeholders and other specifically affected parties), along with comment from interested members of the community. Accordingly, the information presented was the detail of the project elements themselves.
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This phase of the consultation commenced in mid-March 2020, with information and open days scheduled to be held later in that month. These plans were affected by the COVID-19 pandemic, with New Zealand moving into COVID-19 Level 4 lockdown in late March. In response to this, the project team took the following actions:
• Communicated the cancellation of the public open days via media release, social media and an e-newsletter.
• Communicated how to provide feedback during the lockdown, the extension of the consultation period using the same channels, and supplementing with newspaper advertising.
• Distributed the brochures that had been planned for use at the open day to Waitohi Picton residents by post once New Zealand moved into Level 3 lockdown. Approximately 70% of Waitohi Picton residents received a brochure (deliveries were not made to addresses marked as ‘no circulars’ or ‘no junk mail’).
• Encouraged interested groups and individuals to contact the project team (via the dedicated project 0800 phone number or project email address) to arrange a zoom meeting, call back, or face-to-face meeting after lockdown.
• Directly consulted with specific stakeholder groups through this time using electronic methods and, when Alert Level restrictions allowed, face-to-face meetings.
The outputs from the Phase 2 consultation, coupled with those resulting from engagement with tangata whenua, are also set out in the Consultation Summary Report.
Feedback Received
The key themes that have emerged via consultation include:
• Support for the project as a whole.
• Cultural effects and recognition of cultural values, including recognition of Te Ātiawa as mana whenua for the area and the importance of Waitohi Awa.
• Effects on/opportunities with respect to Waitohi Awa in terms of cultural, water quality, natural character, flood risk and general improvement opportunities.
• Construction impacts (largely noise, traffic, dust, water quality, etc).
• Traffic and transport, encompassing access, modal choice, parking, road safety, rail impacts, impacts on the wider road network (including throughout Picton and through to Blenheim), and cumulative effects. Importantly, clear support for the Dublin Street overbridge to mitigate effects of longer trains causing wait times/severance, was received.
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• Servicing, including sewage and electrical servicing.
• Health impacts.
• Coastal effects including water quality, coastal processes, marine mammal habitat and aquatic ecology.
• Noise from construction, ferries, trains, and traffic.
• Land availability and amenity impacts resulting from the proposed built form, including the ferry terminal itself and operational impacts (including effects on the operation of the port).
• Other issues, including whether the Marlborough Sounds should be classified as a reserve, partnership approach, cost of the Project, the design and operation of the ferries and consultation requirements.
The feedback received via the consultation process has assisted to inform the design process for the proposal, where relevant, and will continue to feed into the detailed design as the project proceeds towards physical delivery.
Phase 3 – Mid 2020
With the passing of the CRA, the project team undertook a review to determine whether the earlier consultation met the requirements of the new Act. Clause 10(1)(e) and (f) and 10(2) of Schedule 6 of the CRA set out the consultation obligations. Engagement subsequent to the legislative changes has concentrated on iwi, key stakeholders and those parties considered to be potentially directly affected by each of the three CRA resource consent applications. Targeted approaches have been utilised for those broad groups. A Consultation Outcomes report was prepared in October 2020. It includes:
• An explanation of the consultation requirements of the CRA;
• A summary of those consultation activities undertaken since the completion of the August 2020 Consultation Summary;
• The views expressed by iwi and commentary regarding iwi involvement in the wider project; and
• The views expressed by affected parties.
Broad support has been consistently received for the project throughout the engagement processes. Iwi representatives want to ensure iwi values of the site and surrounding area are respected and are enhanced through the project. They are excited about the opportunities to achieve net restorative outcomes.
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Most parties expressed interest in those matters directly applicable to them; for example management of construction noise and traffic, changes to roading arrangements, navigation arrangements, visual effects of the retaining wall or the Dublin Street overbridge. For those parties who are directly affected by the works, such as those parties whose land is to be required, or who hold permits for coastal marine area occupation, or those affected by a change in access arrangements, interest was generally about practicality of arrangements proposed and compensation being offered.
In addition to the targeted consultation described above, general communication with the community has continued, including public information sessions held in both Picton and Blenheim in late October.
8. TECHNICAL INPUTS
A number of technical inputs have informed the development of the precinct redevelopment design and the applications. These are set out as appendices to the applications, as outlined in Table 2 below:
Table 2: List of Technical Reports
Report type Report name and author Applications
Culture and heritage
Cultural values Cultural Impact Assessment, OPW 1A Waitohi Picton Ferry Precinct Re- OPW 1B development, Te Weranga O Waitohi, Te Ātiawa o Te Waka A Application 2A Maui, Raukura Consultants, 21 Application 2B December 2020 Application 2C
Heritage Assessment Picton Railway Station, Heritage OPW 1A Effects Assessment, WSP, dated 20 October 2020
Archaeology Waitohi Picton Ferry Precinct OPW 1A Redevelopment – Archaeological Application 2A Management Plan/Site Instructions, Memorandum, WSP, Application 2B 8 September 2020
Construction
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Report type Report name and author Applications
Concept design Waitohi Picton Ferry Precinct Application 2A Redevelopment – Draft Concept Application 2C Design Report, WSP, 7 September 2020.
Construction methodology Waitohi Picton Ferry Precinct Application 2A Development – Draft Application 2B Construction Methodology Report, WSP, 18 September 2020 Application 2C
Construction noise and Waitohi Picton Ferry Precinct OPW 1A vibration Redevelopment - Construction OPW 1B Noise and Vibration Assessment, Marshall Day Acoustics, 30 Application 2A November 2020
Contaminated Land Waitohi Picton Ferry Precinct Application 2A Redevelopment - Detailed Site Investigation and Marine Sediment Contamination Investigation, WSP, 8 September 2020
Operational
Road noise Waitohi Picton Ferry Precinct OPW 1B Redevelopment - Road Traffic Noise Assessment, Marshall Day Acoustics, 10 November 2020
Port noise Waitohi Picton Ferry Precinct Application 2A Redevelopment - Port Operations
Noise, Marshall Day Acoustics, 10 November 2020
Natural Hazards
Slope, Seismic and Tsunami Waitohi Picton Ferry Precinct Re- Application 2A Hazards development – Slope, Seismic and Tsunami Hazards
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Report type Report name and author Applications
Assessment, WSP, 15 October 2020
Design water levels Derivation of Design Water Level Application 2A and Deck Height, WSP Application 2C Memorandum, 15 October 2019 (Appendix C to Waitohi Picton Ferry Precinct Redevelopment – Appendix of the Draft Concept Design Report, WSP, 7 September 2020)
Transport
Waitohi Picton Ferry Precinct OPW 1A Redevelopment – Integrated OPW 1B Transportation Assessment, WSP, 16 December 2020 Application 2A Application 2C
Natural Environment
Ecology - Benthic Waitohi Picton Ferry Precinct Application 2A Redevelopment: Assessment of Application 2B Effects on Benthic Ecology, Cawthron Institute, 27 October 2020
Ecology - Seabirds Presence of Birds in Picton Application 2A Harbour and Implications for the Proposed Waitohi Picton Ferry Terminal Precinct Redevelopment, The Ecology Company, 30 November 2020
Ecology – Marine mammals Waitohi Picton Ferry Precinct Application 2A Redevelopment: Assessment of Effects on Marine Mammals, Cawthron Institute, 2 December 2020
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Report type Report name and author Applications
Coastal processes Waitohi Picton Ferry Precinct Application 2A Redevelopment – Coastal Processes Assessment, Tonkin & Taylor Ltd, 30 November 2020
Design and Landscape
Landscape and visual Waitohi Picton Ferry Precinct OPW 1A Redevelopment - Landscape and OPW 1B Visual Effects Assessment, Isthmus, November 2020 Application 2A Application 2B
Application 2C
9. MITIGATION AND CONDITIONS OF CONSENT
Conditions are proposed on each resource consent in accordance with clause 10(1)(9) of Schedule 6 of the CRA. The CRA also requires:
• “if the scale and significance of the activity’s effects are such that monitoring is required, a description of how the effects will be monitored and by whom, if the activity is approved” under Clause 10(1)(g); and
• “a description of the mitigation measures (including safeguards and contingency plans where relevant) to be undertaken to help prevent or reduce the actual or potential effect of the activity” under Clause 10(1)(d);
Draft mitigations and conditions are set out in each application.
OPWs do not contain conditions, however the description of works to be undertaken under the OPWs inherently becomes an ‘undertaking’ as to what the requiring authorities will implement/build. Mitigation measures, where deemed necessary, have been worked into the project design so are inherent in the OPWs. In relation to managing construction effects, the OPWs set out undertakings that are consistent with the recommended mitigation and management conditions in the resource consent applications, where these are relevant to the works proposed in the OPW.
The conditions and undertakings form a comprehensive package and a consistent approach for the project to ensure that all proposed works, construction works methodologies, and mitigation measures, appropriately manage adverse effects.
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Management plans are used to manage effects during construction, and these provide an avenue for continuous improvement throughout the project.
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