Welcome Bay and Ohauiti Planning Study 2020
APPENDIX 3: EAST-WEST CORRIDOR ENVIRONMENTAL FEASIBILITY AND OPTIONS ASSESSMENT
Welcome Bay East West Corridor Environmental Feasibility and Options Report Tauranga City Council Reference: 506123 Revision: 4 2020-06-08
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Report title Environmental Feasibility and Options Report
Document code 506123-0000-REP-CC-01 Project number 506123
File path Https://aurecongroup.sharepoint.com/sites/506123/5 Deliver Design/501 Engineering/Reports/506123-0000-REP-CC-0004 (Feasability and Options Report)_ISSUE.docx
Client Tauranga City Council
Client contact Peter Siemensma Client reference
Rev Date Revision details/status Author Reviewer Verifier Approver (if required) 0 2019-10-03 Draft for client review T. Liu N. Holman N. Holman
1 2019-10-31 Revised issue for client T. Liu N. Holman N. Holman
2 2019-10-31 Interim draft for review
3 2020-06-02 Planning update – Client K. Foley / S H. McKee D. Ingoe N. Holman Review Gascoigne
4 2020-06-08 Issue K. Foley / S H. McKee D. Ingoe N. Holman Gascoigne
Current revision 4
Approval
Author signature Approver signature
Name T. Liu Name N. Holman
Title Civil Engineer Title Project leader
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Contents
1 Executive Summary ...... 1 2 Introduction ...... 3 2.1 Background Context ...... 3 2.2 The Purpose of this Report ...... 4 2.3 Corridor Location ...... 4 2.4 Document Overview ...... 3
3 Corridor Study Area Context ...... 4 3.1 Strategic Transport Network ...... 4 3.2 Description of the Study Area ...... 4 3.3 National Policy Context ...... 5 3.4 Regional and District Statutory Context ...... 10 3.5 Traffic Demand ...... 13
4 Corridor Development and Assessment – Eastern Section ...... 14 4.1 Corridor E1 - Assessment of Eastern Section ...... 17 4.2 Corridor E2 - Assessment of Eastern Section ...... 23 4.3 Eastern Corridor Options’ Multi-Criteria Assessment ...... 28
5 Corridor Development and Assessment – Central Section ...... 29 5.1 Corridor C1 - Assessment of Central Section ...... 32
6 Corridor Development and Assessment – Western Section ...... 36 6.1 Corridor W1 - Assessment of Western Section ...... 38 6.2 Corridor W2 - Assessment of Western Section (SH29A) ...... 43 6.3 Western Corridor Options’ Multi-Criteria Assessment ...... 47
7 Findings ...... 48 7.1 Planning Summary ...... 48 7.2 Cost Summary ...... 50
Appendices
Appendix A SIDRA Analysis for Intersection on the Welcome Bay East-West Corridor
Appendix B Constraints and Background Maps
Appendix C Environment and Social Responsibility Screen
Appendix D Planning Index
Appendix E1 Cost Estimate Summary
Appendix E2 Cost Estimate Working
Figures
Figure 1 | Indicative corridor concept layout and intersection treatments Figure 2 | Eastern Section, Corridor E1 and Corridor E2 Figure 3 | Central Section and Corridor C1 Figure 4 | Western section, Corridor W1 and Corridor W2 Figure 5 | Eastern section, Corridor E1 and Corridor E2 Figure 6 | Cross section adopted for the corridor concept Figure 7 | Flood hazard context of eastern section Figure 8 | Concept alignment – Corridor E1 Figure 9 | Concept bridge option over Johnson Wetland Reserve – Corridor E1 Figure 10 | Western end – Corridor E1 Figure 11 | Eastern end – Corridor E1 Figure 12 | Planning maps – Corridor E1 Figure 13 | Proposed alignment – Corridor E1 Figure 14 | Planning maps – Corridor E2 Figure 15 | Central section and Corridor C1 Figure 16 | Layout for Corridor C1 Figure 17 | Concept layout of intersection 1 – Corridor C1 Figure 18 | Concept layout of intersection 2 – Corridor C1 Figure 19 | Planning maps - Corridor C1 Figure 20 | Western corridor concept options Figure 21 | Flood hazard level of western section Figure 22 | Proposed alignment – Corridor W1 Figure 23 | Planning maps – Corridor W1 Figure 24 | Proposed alignment – Corridor W2 Figure 25 | Planning Maps – Corridor W2
Tables
Table 1 | Reports for reference Table 2 | Bay of Plenty Regional Policy Statement objectives and policies Table 3 | Bay of Plenty Natural Resources Plan objectives. Table 4 | Tauranga City Plan objectives and policies summary Table 5 | Summary of future AADT traffic volumes within each corridor section Table 6 | Summary of flood levels and impacts for the eastern section Table 7 | Summary of anticipated planning consent triggers – Corridor E1 Table 8 | Environmental and social responsibility screen – Corridor E1 Table 9 | Number of land and properties affected – Corridor E1 Table 10 | Cost estimate summary – Corridor E1 Table 11 | Summary of anticipated planning consent triggers – Corridor E2 Table 12 | Environment and social responsibility screen – Corridor E2 Table 13 | Number of land and properties affected – Corridor E2 Table 14 | Cost estimate summary – Corridor E2 Table 15 | Eastern section multi-criteria assessment Table 16 | Summary of anticipated planning consent triggers – Corridor C1 Table 17 | Environmental and social responsibility screen – Corridor C1 Table 18 | Number of land and properties affected – Corridor C1 Table 19 | Cost estimate summary – Corridor C1 Table 20 | Summary of anticipated planning consent triggers – Corridor W1 Table 21 | Environmental and social responsibility screen – Corridor W1 Table 22 | Number of land and properties affected – Corridor W1 Table 23 | Cost estimate summary – Corridor W1 Table 24 | Summary of anticipated planning consent triggers – Corridor W2 Table 25 | Environmental and social responsibility screen – Corridor W2 Table 26 | Number of land and properties affected – Corridor W2
Table 27 | Western section multi-criteria assessment Table 28 | Comparison of planning considerations - Eastern section Table 29 | Comparison of planning considerations - Central section Table 30 | Comparison of planning considerations - Western section Table 31 | Summary of the corridor costs
1 Executive Summary
As part of the Welcome Bay and Ohauiti Planning Study, this report summarises the costs, risks and environmental considerations of the development of a new transport corridor from Welcome Bay to Oropi Road. This new transport corridor was selected as the best performing option as part of the Welcome Bay Growth Options Traffic Management Model (TMM) Analysis, 2018. Desktop analysis was undertaken to assess five separate corridors spread over three sections (eastern, central, western) which will make up the new transport corridor. This analysis has been undertaken to determine the feasibility of each of the corridors from both a cost and planning perspective. The three sections and five corridors are as follows:
Eastern section
− Corridor E1 connects Victory Street crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road.
− Corridor E2 connects Meander Drive crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road.
Central section
− Corridor C1 consists of the existing road corridor of Poike Road in between its intersections with SH29A and Ohauiti Road.
Western section
− Corridor W1 connects Windermere Drive to Oropi Road by bridging over the Waimapu Stream south of the Toi Ohomai Institute of Technology Windermere campus.
− Corridor W2 upgrades State Highway 29A (SH29A) with new grade separated interchanges and quadrant ramps at Poike Road and Oropi Road
The assessment of cost estimates for the five corridors found that the cost for a new transport corridor which spans all three sections would be between $125M to $214M ($271M 95% risk adjusted max cost). The cost estimate is presented as a range due to the difference in cost between Corridor W1 ($31M) and Corridor W2 ($120M). The cost estimate for the eastern section is $85M ($102M 95% risk adjusted max cost), while the cost estimate for the central section is $8.5M ($12.75M 95% risk adjusted max cost). The planning assessment identified specific planning layers and features which trigger additional consenting requirements, impacting the feasibility of each corridor. The key takeaways from these assessments are:
Significant Maori Areas (SMA)’s and Significant Ecological Areas (SEA)’s are located within or in close proximity to Corridor E1 and Corridor W1. Both SMA’s and SEA’s have particular features which are protected by the Tauranga City Plan (City Plan).
Corridor E1, Corridor E2 and Corridor C1 will all intercept the ‘High Voltage Transmission Plan Area’, which will likely trigger the requirement for a resource consent with a non-complying activity status.
Corridor C1 and Corridor W2 are both located along existing road reserve, therefore mitigating circumstances resulting from the pre-existing road may support the construction and operation of an alternative transport corridor. A comparative summary of the eastern and western sections found that Corridor E2 and Corridor W2 yielded less likely planning triggers and, subsequently, less potential risk when compared to Corridor E1 and Corridor W1 respectively. The central section only had a single option (Corridor C1), therefore a comparative assessment cannot be made. Notwithstanding this, a full assessment of the preferred corridor against the applicable planning provisions (including national, regional and district rules, regulations, objectives and policies) should be undertaken upon detailed design to determine the necessary approvals required.
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The following additional risks identified within this report are as follows:
The wider strategic economic benefit and business case of the new corridor has not been developed to date. Alternative solutions demonstrating greater effectiveness may present better value for money than the east-west corridor, including the previous lower performing option studied in the Welcome Bay Growth Options Traffic Management Model (TMM) Analysis.
Land acquisition presents itself as a programme and cost risk for all corridors.
Stakeholder engagement has not been undertaken. This presents a risk whereby additional unknown sites of significance could be identified. The community’s support for, or concern about, this corridor is unknown.
All corridor options will intercept Māori owned land which is typically owned by a number of individuals who have a share of the land. Any impacts on Māori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
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2 Introduction
2.1 Background Context The Welcome Bay and Ohauiti Planning Study has been commissioned by Tauranga City Council (TCC) to examine further development potential in the suburbs of Welcome Bay and Ohauiti. The study seeks to identify areas suitable for further urban development in the future, and the costs of/constraints on infrastructure provision to support additional residential development. The study includes the following work streams:
Development and land use: Identification of areas suitable for further development / intensification, both in the short and long-term.
Infrastructure: Investigation of servicing issues, opportunities and costs covering three waters, transportation, electricity, gas and fibre.
Social infrastructure: Investigation of the social and community infrastructure needs such as schools and community facilities.
Commercial and retail: Investigation of the appropriate size, location and scale of local commercial / retail centres for each catchment.
In 2018 as part of the infrastructure investigation stream, the existing transport network was analysed to understand how the network would respond to the growth assumptions specified in the Welcome Bay and Ohauiti Growth Study. A Transport Model Analysis has been undertaken1 using the Tauranga Transport Strategic Model2 to analysis the performance of the transport network in the Welcome Bay study area in the future years of 2031, 2043 and 2063, applying different land use and transport system improvements. The following network improvement options were considered as part of the Transport Model Analysis:
Reference case (Ref) – Current network.
HOV lanes – Additional High Occupancy Vehicle (HOV) lanes on Welcome Bay Road between Hammond Street and James Cook Drive.
Route 1 (R1) – A new road between James Cook Drive East and Welcome Bay Road Old River Bridge West (along the northern boundary of Waipuna Park and crossing Kaitemako Road).
Route 2E (R2E) – A new link between Victory Street East (along the southern boundary of Waipuna Park and crossing Kaitemako Road) and Ohauiti Road West.
Route 3 (R3) – A ring road from Pukemapu Road to Kaitemako Road via Rowesdale Drive.
Route R2E presented the best performance for the transport network by developing a new alternative east- west corridor to bypass the most heavily congested areas along Welcome Bay Road and Ohauiti Road / State Highway 29A (SH29A). TCC engaged Aurecon to review this future east-west corridor and undertake a concept level design to identify the feasibility costs and risks of implementing this new transport corridor from Welcome Bay to Oropi Road.
1 Welcome Bay Growth Options TMM Analysis Scope of Work (prepared by Beca), 2018 2 Tauranga Transport Strategic Model (TTSM) version 5.12.
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2.2 The Purpose of this Report This report supplements the transportation infrastructure investigation component of the Welcome Bay and Ohauiti Planning study to provide the cost impacts and risks of the development of an alternative transport corridor from Welcome Bay to Oropi Road as recommended by the Welcome Bay Growth Options TMM Analysis, 2018. The purpose of this report is to:
Identify potential direct impacts and risks that may affect the feasibility of building and consenting any new corridor.
Evaluate the financial feasibility of the corridors by undertaking an indicative cost estimate; and
Undertaking an environmental risk screening of the corridors.
2.3 Corridor Location The following section provides an overview of the corridors for the alternative east-west link between Welcome Bay and Oropi Road. The corridors can be divided into three distinct sections based on the surrounding land use and corridor form. These three sections are illustrated within Figure 1, and are as follows: Eastern Section – Welcome Bay to Ohauiti Road crossing Kaitemako Road and Kaitemako Stream. This consists of a new offline3 road corridor. Central Section – Ohauiti Road to State Highway 29A (SH29A) running along Poike Road. This consists of online improvements generally within the existing road reserve along Poike Road, including the upgrade of some existing intersections. Western Section – Poike Road / SH29A to Oropi Road crossing over the Waimapu Stream to enable local traffic bypass the congested section of SH29A. This consists of either an offline road corridor with a bridge crossing over the Waimapu Stream and some local road upgrades along Windermere Drive or an online upgrade of SH29A with new interchanges at Poike Road and Oropi Road. In these separate sections, different corridors options were considered to provide more robustness to the assessment. These corridors are discussed in detail below.
3 An ‘offline’ corridor generally relates to the construction of a new road or infrastructure, outside of an existing road reserve. This is in contrast to an ‘online’ corridor, which consists of works within an existing road reserve.
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Western Section
Central Section
Eastern Section
Figure 1 | Indicative corridor concept layout and intersection treatments
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2.3.1 The Eastern Section As illustrated in Figure 2, the eastern section consists of two individual corridors located between Ohauiti Road (to the west), and the urban area of Welcome Bay:
Corridor E1 (Yellow) connects Victory Street crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road. Corridor E1 was originally developed to a concept stage in 20104 and formed the basis for the original Route 3 (R3) option selection during the Transport Model Analysis stage.
Corridor E2 (Orange) connects Meander Drive crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road. Corridor E2 was added during the study as an alternative route to Corridor E1 to understand the potential costs and risks of avoiding a special ecological area5 to the east and some of the culturally sensitive sites affected within Corridor E1 as discussed later in the report.
Figure 2 | Eastern Section, Corridor E1 and Corridor E26
4 Welcome Bay Alternative Link Project Feasibility Report (prepared by Beca), 2010 5 Reference number SEA20 within the Tauranga City Plan 6 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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2.3.2 The Central Section Figure 3 illustrates the single corridor which links the western and eastern sections through the suburb of Ohauiti:
Corridor C1: This corridor includes the existing road corridor of Poike Road, in between its intersections with SH29A and Ohauiti Road. An alternative design to this corridor was discussed with TCC. This involved the provision of cycle lanes and parking in line with TCC Infrastructure Development Code (IDC). Due to the likely cost impacts and extensive land acquisitions required, this design was not progressed further.
Figure 3 | Central Section and Corridor C17
2.3.3 The Western Section The corridors located within the western section are illustrated as Figure 4. These corridors link the eastern extent of Greerton with the suburb of Ohauiti:
Corridor W1 (Red) connects Windermere Drive to Oropi Road by bridging over the Waimapu Stream south of the Toi Ohomai Institute of Technology Windermere campus. Corridor W1 was originally identified by past TCC studies (pre-2010) and formed the basis for the original Route 3 (R3) option selection during the Transport Model Analysis stage.
Corridor W2 (Blue) upgrades SH29A with new grade separated interchanges and quadrant ramps at Poike Road and Oropi Road. Corridor W2 was added during this study to understand the cost impacts of providing online improvements along SH29A as an alternative to Corridor W1.
7 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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Figure 4 | Western section, Corridor W1 and Corridor W28
2.4 Document Overview Table 1 outlines the background reports and studies that were used to assess and benchmark the current findings. The 2019 SIDRA Analysis Report is attached within Appendix A. Table 1 | Reports for reference
Report Reference Description Date Author Welcome Bay Alternative Link Feasibility study of new link road in 9 June 2010 Beca NZ Ltd (Beca) Project Feasibility Report Welcome Bay area, including traffic modelling, cost estimating and economic analysis Letter of Welcome Bay Growth Base case option recommended of 4 October 2018 Beca NZ Ltd (Beca) Options TTM Analysis Scope widening Welcome Bay Road from the of Work west as far east as necessary by considering the land use changes on the road network SIDRA Analysis for SIDRA modelling of five intersections 31 July 2019 Beca NZ Ltd (Beca) Intersections on Welcome Bay which will be formed by the proposed East-West Corridor Report Welcome Bay east-west corridor
8 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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3 Corridor Study Area Context
The following section provides a ‘high-level’ description of the land which the corridors are located within, and adjacent to (the study area), as well as the national and regional strategic context to which the corridors are located. A description which details the social, environmental, cultural, historic and planning context of each corridor is provided in Sections 4 – 6 of this report. This section of the report is supported by constraint maps which are included in Appendix B of this report. An Environmental and Social Responsibility (ESR) screen which supports Sections 4 – 6 of this report is provided as Appendix C.
3.1 Strategic Transport Network At the time of writing, the regional transport network was under review as part of the Tauranga Urban Network Study (TUNS) and the Urban Form and Transport Initiative (UFTI). These studies were being undertaken jointly by TCC, Waka Kotahi NZ Transport Agency (The Agency), Bay of Plenty Regional Council (BOPRC) and the Western Bay of Plenty District Council (WBOPDC) to develop a wider strategy for the transport network over the next 30 years. These studies focus on supporting liveable community outcomes and growth in the region. The existing local road network as shown in Appendix B is a mixture of collector roads (i.e. Poike Road, Ohauiti Road) and local roads. The exception is SH29A, which is classified as a major arterial road.
3.2 Description of the Study Area The study area generally consists of a developed urban / residential landscape, with the corridors traversing through open spaces such as parks and reserves, or existing road reserves. The main land uses which are present within the study area are residential activities; however small clusters of industrial and commercial land use (within the western extent of the study area) and rural land use (within the south eastern extent of the study area) are also present. The residential uses are characterised by one or two-storey dwellings with a garden and garage spaces. There are multiple public and private institutions and facilities in the study area that may be impacted by a new transport corridor including:
Several parks and reserves including Waipuna Park, Ila Park, Cottage Park, Renner Park, Ohauiti Reserve, Johnson Wetland Reserve and Windermere Park.
Education facilities including Selwyn Ridge Primary School, BestStart Early Childhood Education Centre, Welcome Bay Kindergarten, Toi-Ohomai Institute of Technology Windermere Campus and the University of Waikato Windermere Campus.
Recreational and commuter paths along Poike Roads, Waipuna Park, Egmont Park and along the existing streams and roads.
Sports clubs including Tauranga Swim School, Last Dance Entertainment, Waipuna Park Pavilion and Greerton Marist Rugby Club.
Retirement villages, such as Greenwood Park Metlifecare and Carmel Country Estate.
The commercial area at Roxanne Place, as well as the larger industrial area west of Oropi Road. These areas are used for commercial and industrial activities.
Large clusters of Māori owned land are also scattered throughout the study area. The study area has a variable topography, relatively steep vegetated slopes, and flatter grassed areas used as pasture and reserves, with large sections of flat land sitting within small basins surrounding sections of rolling hills.
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Several streams flowing south to north meander their way through these basins and connect with either the Waimapu Estuary or Welcome Bay Estuary. All waterways in the study area are within the Tauranga Harbour Water Management Area. Tauranga Harbour is the primary and greater water catchment as shown in the water context maps contained in Appendix B. Potential flooding within the study area is localised to the streams and valley floors. The overland flow paths follow a similar alignment with the topography which allows for efficient drainage towards the north. A review of the TCC and BOPRC Hazardous Activities and Industries List (HAIL) database reveals that the western section of the study area contains contaminated land as it is in a highly modified urban environment, and also includes the Greerton industrial area and SH29A. Land within the study area may also have been subject to various agricultural practices in the past.
3.3 National Policy Context The following subsections provide commentary on the national policy documents which are applicable to a new transport corridor. Any statutory application will require an assessment of the new transport corridor against its consistency with these documents.
3.3.1 Resource Management Act 1991 Part 2 of the Resource Management Act (RMA) outlines the purpose and principles of the legislation. The purpose of the RMA, as set out in Section 5 of the RMA, is to promote the sustainable management of natural and physical resources; meaning managing the use, development and protection of natural and physical resources in way, or at a rate, which enables people and communities to provide for their social, economic and cultural wellbeing and for their health and safety. Sections 6 and 7 of the RMA set out the matters of national importance and the other matters which particular regard should be had to. Section 8 of the RMA requires an account of the principles of the Treaty of Waitangi. The purpose and principles of the RMA are given effect to through the numerous planning documents prepared at national, regional and district levels. It provides a foundation to which these documents have been prepared against. This Environmental Feasibility and Options Assessment provides identification of the matters which are, or will likely trigger a requirement for consent, thereby identifying any potential for inconsistencies with the purpose and principles of the RMA (for example, the intersection of an area of significance to Maori will likely result in a proposal being inconsistent or contrary with a matter(s) of national importance (section 6(e))). The most recent changes to the RMA were undertaken within the Resource Legislation Amendment Act 2017, dated 18 April 2017. A new bill (the “COVID-19 Recovery (Fast Track Consenting) Bill”) is being drafted which may result in the fast tracking of particular projects, provided that the project meets criteria set out in the Bill. Eligibility of the project should be assessed upon a preferred transport corridor being selected. Section 88 and Schedule 4 of the RMA will apply to any regional and / or district consents required for preferred options. Section 168 of the RMA will apply to any Notice of Requirement (NoR).
3.3.2 National Policy Statements Of the five National Policy Statements, four are considered to be applicable to the development of a new transport corridor. These are the New Zealand Coastal Policy Statement (NZCPS), National Policy Statement for Urban Development Capacity (NPSUDC), the National Policy Statement for Freshwater Management (NPSFM) and the National Policy Statement on Electricity Transmission (NPSET). In addition, a draft National Policy Statement for Indigenous Biodiversity has been released. Commentary on the applicable National Policy Statements is provided below.
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New Zealand Coastal Policy Statement (NZCPS) The NZCPS took effect on 3 December 2010. The purpose of the NZCPS is to ‘state policies in order to achieve the purpose of the RMA in relation to the coastal environment of New Zealand.’ Any statutory application within, or in proximity to, the coastal environment will need to consider the objectives and policies of the NZCPS. The objectives and policies within the NZCPS which could relate to the development of a new transport corridor include:
Water quality.
Public access.
Natural character.
Natural hazards.
Although none of the corridors will be within the coastal environment, Corridor W1 is close enough that some activities (such as discharge) may impact the coastal environment. Subsequently, any resource consent application to the BOPRC should consider the objectives and policies of the NZCPS.
National Policy Statement for Urban Development Capacity (NPSUDC)
The NPSUDC became operative on 1 December 2016. The purpose of the NPSUDC is set out within the preamble for that document, however, the directions can be summarised as:
Local planning decisions enable the supply of housing to meet demand.
Councils’ provide, in their plans, enough development capacity to ensure that demand can be met.
Tauranga is identified as a high growth urban area. Consequently, TCC must have particular regard to the objectives of the NPSUDC in order to, among other matters, promoting the efficient use of land and infrastructure.
Any statutory application will need to consider the objectives and policies of the NPSUDC for each stage as required, to demonstrate compatibility between the new transport corridor, and the growth objectives applying to TCC. In particular, the development of infrastructure is recognised by the NPSUDC as determining the shape and location of urban development and associated development capacity and requires that such infrastructure takes into account changes in development capacity and the expectations of the serviceability of that infrastructure in the short, medium and long-term. In this regard, evidence of the interconnected nature between the requirement for infrastructure and planned urban growth and / or development shall be demonstrated at a NoR, regional and / or district consenting stage.
National Policy Statement for Freshwater Management (NPSFM)
The NPSFM sets objectives and policies for the state of freshwater bodies in each region. The NPSFM also sets a classification system (freshwater management units) to determine the quality and allocation of freshwater bodies, including an environmental bottom line.
A 2019 draft version of the NPSFM has been released for consultation by the Ministry for the Environment. The approaches of this draft National Policy Statement are generally consistent with the 2014 NPSFM; being the management of freshwater resources, and the implementation of freshwater management units. Key inclusions in the draft National Policy Statement which should be considered within any statutory consenting processes include:
Objectives and Policies aimed to prioritise the health and wellbeing of water beyond anything else.
Policy direction which directs ‘no further loss of natural inland wetland’.
Policy direction which directs ‘no further net loss of streams’. With regards to freshwater management units; the BOPRC have not set freshwater management units for the Waimapu River or the Kaitemako Stream (or any of the tributaries of these waterbodies). Those management units were sought to be introduced by Proposed Plan Change 9 to the NRP, which was
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Regardless of the NPSFM implementation deadline, the NRP does include water quality, water quantity and wetland management standards which are required to be complied with through the design, construction and operation of infrastructure, or otherwise resource consents sought.
National Policy Statement on Electricity Transmission (NPSET)
The NPSET provides a set of objectives and policies to enable the management of the effects of the electricity transmission network under the RMA; while recognising that the operation, maintenance, development and upgrade of the electricity transmission network is a matter of national importance. In particular, those objectives and policies promote the facilitation of the operation, maintenance and upgrade of the existing electricity network and the establishment of new transmission resources to meet the needs of present and future generations while:
Managing the adverse environmental effects of the network.
Managing the adverse effects of other activities on the network.
Regarding the objectives and policies of the NPSET, the Tauranga City Plan (City Plan) contains a number of standards designed to manage land use and development within and adjacent to the National Grid Corridor. These are assessed for their implications on individual corridor sections within Appendix D. and give effect to the NPSET and objectives and policies related to infrastructure in the Bay of Plenty Regional Policy Statement (RPS). Alignment with the directions of those objectives and policies, and compliance with the relevant City Plan standards will subsequently be considered within any statutory consenting process. Such consents, if required, are independent of consents that have the potential to be required under the National Environmental Standard for Electricity Transmission Activities (NESETA).
Regardless of the NPSET and NESETA provisions, the design, operation, upgrade and maintenance of infrastructure must comply with, or seek the appropriate authorisations under, the following:
For construction activities and structures, the New Zealand Electrical Code of Practice for Electrical Safe Distances (NZECP 34:2001).
For the selection and location of planting (including at full maturity) required to avoid, remedy or mitigate adverse effects, the Electricity (Hazards from Trees) Regulations 2003.
Proposed National Policy Statement for Indigenous Biodiversity 2019 (NPSIB)
The proposed NPSIB sets out objectives, policies and implementation requirements to manage natural and physical resources to maintain indigenous biological diversity under the RMA. The NPSIB implements criteria for Significant Natural Areas which recognises and requires ecosystems that are locally rare but not nationally threatened or are nationally threatened but not locally rare to be maintained or restored and enhanced through an integrated and holistic framework titled Hutia Te Rito. Areas affected by the corridor sections identified as Significant Natural Areas by the City Plan and / or Bay of Plenty Regional Policy Statement are required to be identified, assessed, maintained or otherwise enhanced. The avoidance and or thereafter mitigation, compensation and / or offsetting of adverse effects on such areas shall be addressed through supporting technical assessments at a NoR, regional and / or district consenting stage for the project.
3.3.3 National Environmental Standards Six National Environmental Standards have been developed by the Ministry for the Environment and are Operative. Of those six, only the National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health (NESSoil), NESETA and National Environmental Standards for Air Quality (NESAQ) are relevant. Commentary on the applicable National Environmental Standards is provided below.
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National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health (NESSoil)
The NESSoil:
Provides a nationally consistent set of planning controls and soil contaminant values.
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.
The NESSoil identifies permitted activities and resource consent requirements for certain activities on land affected or potentially affected by contaminants in soil. Regulation 5(7) of the NESSoil states that these regulations apply to land where an activity or industry scheduled in the HAIL is being, or has been, undertaken on that land which is likely to apply to each stage. A Detailed Site Investigation (DSI) has been recommended within all ESR screens for the individual corridor sections and, given the proximity to known current or historic Hazardous Activities and Industries List (HAIL) sites along the corridor (identified within the DSI and / or BOPRC’s HAIL mapping), it is anticipated that land use consents under Regulation 11 of the NESSoil will be required to change the land use of, disturb or remediate those sites.
National Environmental Standard for Electricity Transmission Activities (NESETA)
The NESETA sets out a national framework of permissions and consent requirements for activities on existing high voltage electricity transmission lines. Activities includes the operation, maintenance and upgrade of existing lines. The NESETA does not apply to the construction of new transmission lines or substations and contains provisions which, if determined to be more stringent than provisions within a relevant plan or proposed plan, will override the provisions of that plan or proposed plan. The project will be evaluated to determine the potential for requirements to modify or relocate Transpower’s high voltage transmission lines crossed by individual corridor sections and, subject to modification, land use consents under the NESETA and / or the City Plan will be sought.
National Environmental Standards for Air Quality (NESAQ)
The NESAQ establishes minimum air quality standards and regulates the discharge of gases, toxins, dioxins 9 and PM10 to air within airsheds. The ambient air quality standards are the minimum requirements that outdoor air quality should meet in order to protect human health and the environment. Where an area does not meet these ambient air quality standards, a regional authority is required to designate the area as its own airshed and are required to implement stringent controls (including rules within its regional plan) to improve air quality within the polluted airshed.
It is noted that the study area is not within its own airshed and is not ‘polluted’ in accordance with the NESAQ. Discharges of particulates during construction (i.e. dust) are required to be monitored by Regional Councils to ensure discharges comply with standards implemented by regional plans. A dust management strategy will be prepared and submitted for approval by BOPRC to demonstrate compliance of construction activities with the NRP provisions for PM10.
3.3.4 Other Relevant Acts Several other statutory acts also contain specific approvals which may be required as detailed below.
Wildlife Act 1953 The Wildlife Act 1953 deals with the protection and control of wild animals and birds and the management of game as administered by the Department of Conservation (DOC). As discussed in greater detail within Sections 4 through 6 of this report, individual corridor sections are expected to affect identified Significant
9 Particulate matter that is less than 10 micrometres in aerodynamic diameter; and has been measured in accordance with the United States Code of Federal Regulations, Title 40—Protection of Environment, Volume 2, Part 50, Appendix J — Reference method for the determination of particulate matter as PM10 in the atmosphere.
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Natural / Special Ecological Areas, result in the potential for removal or disturbance of mixed terrestrial and wetland vegetation and habitats and cross a number of named streams and associated tributaries. Obtaining a permit under Section 53 of the Wildlife Act will reduce the potential for delays during construction in the event that critically endangered, threatened or at-risk or indigenous species are disturbed or discovered. It is strongly recommended that an authority for all handling holding, salvage and release requirements to manage native species in the affected area should be sought from DOC concurrently to any NoR, regional and / or district consenting process for the project.
Reserves Act 1977 The Reserves Act (1977) requires all recreational reserves administered by Council to have a Reserve Management Plan that describes their use, development and management directives. Reserve Management Plans are designed to give effect to the purpose of the Reserves Act (section 3), being: a) Providing, for the preservation and management for the benefit and enjoyment of the public, areas of New Zealand possessing: i. Recreational use or potential, whether active or passive; or wildlife; or ii. Indigenous flora or fauna; or iii. Environment and landscape amenity or interest; or iv. Natural, scenic, historical, cultural, archaeological, biological, geological, scientific, educational, community, or other special features or value; (contd.)
Individual corridor sections have been identified as potentially affecting one or more parks or reserves managed by TCC, including but not limited to Waipuna, Ila, Cottage, Renner and Windermere Parks and the Ohauiti and Johnson Wetland Reserves. Strategic objectives and policies relating to the management and regulation of land use activities within those reserves and public spaces are contained within TCC’s Tauranga Reserve Management Plan 2019. Particular regard to those objectives and policies will be had at any NoR, regional and / or district consenting stage for the project. The regulation of land use activities within reserve and greenbelt zones is managed by the City Plan and addressed in further detail for the specific corridor sections.
Heritage New Zealand Pouhere Taonga Act 2014 A number of registered archaeological sites are present within and in the immediate vicinity of the individual corridor sections. Therefore, there is a possibility that earthworks may result in the accidental discovery of koiwi, wahi tapu, wahi taonga and other artefacts. It is strongly recommended that a general authority should be sought from Heritage New Zealand Pouhere Taonga (HNZPT) under the Heritage New Zealand Pouhere Taonga Act (HNZPTA) to modify, damage or destroy archaeological sites within the designations and construction extents. Granting of a general authority under Section 48 of the HNZPTA will reduce potential delays during construction in the event any koiwi and/ or artefacts are uncovered and consequential authorities are required to be lodged. This will likely be sought concurrently with any Notice of Requirement or statutory resource consents required in order to avoid delaying the commencement of construction. Such an application will require a suitably qualified and experienced project archaeologist, an archaeological assessment of effects and evidence of consultation with Mana Whenua. An alternative to an archaeological authority process (within Corridor W2 only) is the implementation of The Agency’s P45 Accidental Discovery Protocols and incorporation into the consent conditions. This alternative should be canvassed within pre-application discussions with TCC and Mana Whenua representatives if deemed appropriate for works proposed within the State Highway corridor.
Public Works Act The Public Works Act 1981 (PWA) sets out the process and requirements for the acquisition of land for the purpose of public works by a requiring authroity. The PWA requires that, prior to any compulsory acquisition occurring, reasonable effort to negotiate the sale of land has been undertaken, and that notification of the
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3.3.5 Non-Statutory Documents In addition to a number of statutory Acts, National Policy Statements and National Environmental Standards that are required to be addressed by Section 104 of the RMA, Iwi / Hapu Management Plans must be given particular regard in assessing each corridor under a statutory consenting process. Given the ever-changing Iwi / Hapu landscape within Tauranga, it is recommended that the applicable Iwi / Hapu Management Plans should be determined upon selection of the preferred corridor.
3.4 Regional and District Statutory Context The following subsections provide a regional and district policy context as applicable to any new transport corridor.
3.4.1 Bay of Plenty Regional Policy Statement (RPS) The RPS is a collated document of region-wide objectives and policies to promote the sustainable management of natural and physical resources in an integrated manner to achieve the purpose of the RMA. The RPS sets the direction through which the objectives, policies and rules of regional and district plans are to be developed (in hierarchal order) in order to give effect to the overarching sustainable management objective. Principal objectives are contained in Part Two of the RPS and supporting policies are contained in Part Three. Those objectives and policies determined to be key to evaluating the Project are summarised within Table 2 below.
Table 2 | Bay of Plenty Regional Policy Statement objectives and policies
RPS Topic Objective(s) / Summary Policies Air Quality O1, Policy AQ Objective 1 and Policy AQ 2A require the adverse effects of odours and 2A particulates to be avoided or mitigated to protect the health and amenity values of people and sensitive receivers. Consistency with this direction will require a comprehensive dust management strategy to demonstrate primary avoidance and thereafter mitigation of adverse effects arising from earthworks and construction activities in the vicinity of the urban environment. Energy and O7, Policy EI Objective 7 and Policy EI 7B require any adverse environmental effects on Infrastructure 7B established, consented or designated infrastructure are managed such that they are avoided, remedied or mitigated. Design interventions through regard to NZECP 34:2001 and the Electricity (Hazards from Trees) Regulations 2003 will be suitable responses to the identification and avoidance or thereafter mitigation of adverse effects where individual corridor sections intersect the National Grid Corridor and National Grid Yard. Integrated O10, Policy IR Objective 10 and Policy IR 3B require an integrated resource management Resource 3B approach that seeks the primary avoidance of the adverse effects of land use and Management development, or thereafter the mitigation or remediation of those effects so as not to exceed the capacity of the environment to absorb those effects. The capability of the environment to manage effects of the construction and operation of a new transport corridor will rely on the conclusions of the technical assessments identified within the ESR screens for each corridor further below. Iwi Resource O13, O15, Direct engagement with Mana Whenua is a strong recommendation applying to all Management Policies IR 4B, individual corridor sections. While consultation is not a requirement of the RMA, a IW 4B, IR 6B summary of any consultation with potentially affected parties is included as an & IW 5B information requirement within Section 88 and provision for Kaitiakitanga is recognised as a matter of national importance within Section 6. Further, there are
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RPS Topic Objective(s) / Summary Policies identified Areas of Interest and a statutory acknowledgement applying to the environment and Waimapu Stream requiring an assessment of effects on Mana Whenua to be incorporated to the NoR, regional and / or district consenting process. Matters of O19, O20, Including the protection of objects and sites of significance to Maori, the RPS also National O21, Policies requires the protection of wetlands, the beds of rivers, lakes and streams, the Importance MN 1B, MN habitats of significant indigenous fauna and significant indigenous fauna with 2B, MN 4B, particular regard to their maintenance and restoration. An expert ecological MN 8B and assessment is required to evaluate the intrinsic values of ecosystems, Significant those Natural Areas (SNA) and Significant Ecological Areas (SEA) affected by a new applicable to transport corridor and influence the design based on whether the adverse effects Sections IW & of the corridor on those areas can be mitigated or otherwise compensated, IR resulting in net betterment to the environment. The avoidance of works within SNA’s, SEA’s and areas of significance to Maori will be required to ensure any effects are below a threshold whereby mitigation rather than offsetting the effects of the activity can be achieved from an ecological and cultural perspective. Natural O31, Policies Objective 31 and Policies NH 9B & NH 10B require a risk management approach Hazards NH 9B & NH to be taken to land use activities in areas identified as susceptible to natural 10B hazards. The avoidance of adverse effects is the principal requirement, and thereafter mitigation must be provided if avoidance cannot be achieved. As works are likely to be required within the Flood Hazard Plan Area, design interventions (e.g. avoiding the location of fill embankments within the floodplain) are required. Note that for the placement of fill or susceptible materials within the floodplain, BOPRC will require stormwater modelling to be carried out to assess the level of actual or potential adverse effects at the time of consenting. Water O29, Policy Objective 29 and Policy WL 7B requires land disturbance activities to be managed Quality and WL 7B to avoid accelerated erosion and soil loss and minimise silt and sediment runoff to Land Use land and water. Consistency with this direction will require the development of a comprehensive erosion and sediment control strategy demonstrating primary treatment of runoff complying with BOPRC’s Erosion and Sediment Control Guidelines for Land Disturbing Activities (2010/01) and the suspended solids discharge standards of the NRP.
3.4.2 Bay of Plenty Natural Resources Plan The purpose of the NRP is to promote the sustainable and integrated management of land, water and geothermal resources, address the environmental effects of their use and development and safeguard the life-supporting capacity of soil, water and ecosystems. The objectives and policies of the NRP must give effect to the RPS. Key objectives and policies relating to the management and use of land and water are contained within Chapters 3 through 9 of the NRP. Those objectives and policies determined to be key to evaluating a new transport corridor are identified within Table 3 below. Table 3 | Bay of Plenty Natural Resources Plan objectives.
Chapter Objectives Summary Kaitiakitanga KT O4 & KT Consultation and the resource management concerns of tangata whenua must O6 be addressed within statutory processes, including within Iwi and Environmental Management Plans. Integrated IM O2, IM O3 Cultural, ecological, amenity, natural character and landscape values must be Management of & IM O7 maintained through the avoidance, remediation or mitigation of the adverse Land and Water effects of resource use and development. Water quality within regional baseline streams shall not deteriorate while water quality within contact recreation and aquatic ecosystem classified streams must continue to support healthy aquatic ecosystems and continued recreational use. Land LM O1 A comprehensive erosion and sediment control strategy is required to ensure the Management water quality values of receiving environments are not adversely affected by the discharge of sediments during construction.
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Chapter Objectives Summary Discharges to DW O9, DW Stormwater discharged to the receiving environment shall be free of suspended Water and Land O10, DW O11 solids oils, films and scums and attenuated up to the 1% AEP event. The rates & DW O15 and volumes of discharges must be managed to avoid adverse erosion or scour to the outlet and to the beds and banks of the river, lake or stream. Beds of Water BW O3, BW Structures, including bridges and culverts within the beds of water bodies, shall Bodies O4 & BW O5 be designed and maintained to enable fish passage, withstand and enable the unimpeded conveyance of flood events, avoid accelerated erosion and avoid, remedy or mitigate adverse effects on ecological values. Wetlands WL O1, WL Activities within the beds of wetlands shall preserve and enhance the values and O2 & WL O4 functions of wetlands. Adverse effects of the sustainable use of wetlands on ecological values, natural character and water quality must be avoided, remedied or mitigated.
3.4.3 Tauranga City Plan The City Plan promotes the sustainable management of natural and physical resources and gives effect to the higher order objectives and policies of the RPS. The key purpose of the City Plan can be broken down into the following matters:
Integrated management of the effects of the subdivision, use and development of land and natural and physical resources.
The control of any actual and potential effects of the subdivision, use and development of land including: − The avoidance or mitigation of natural hazards − Management of hazardous substances and the use of contaminated land − Maintenance of indigenous biodiversity − Control of the emission and the effects of noise and − The control of any actual and potential effects of activities in relation to the surface water of rivers and lakes.
Key objectives and policies based on the zonings and Plan Areas affected by the individual corridor sections are outlined within Table 4 below. As the objectives and policies for the Residential Zones relate to the control of building bulk and location matters, these are not addressed by the table.
Table 4 | Tauranga City Plan objectives and policies summary
Chapter: Objective(s), Summary Policies Natural 5A.3.2 & The ecological values of significant ecological areas are to be maintained and Environment 5A.3.2.2 enhanced by having regard to the character, degree, duration and cumulative effects of land use and development. Heritage 7C.4.2 & As discussed further in this report, several Significant Maori Areas will likely be 7C.4.2.1 impacted by several of the corridors. The values associated with these areas (waahi tapu, mauri and historical) must be protected from the adverse effects of land use and development. Avoidance of these areas is strongly recommended. Natural 8C.1.1 & Land use and development within the Flood Hazard Plan Area shall be avoided or Hazards 8C.1.1.1 otherwise the effects mitigated to avoid risks to property and protect the natural functions flood plains and ponding areas. Network 10B.1.1, Land use and development shall avoid the adverse effects on the safe and efficient Utilities and 10B.1.1.3 & functioning of the high voltage transmission network through compliance with the Designations 10B.1.1.4 requirements of NZECP 34:2001, while recognising that infrastructure is a compatible activity. Open Space 13A.4.5, Buildings, structures and activities are to be designed and located to manage the 13A.4.6 & adverse effects of activities on landscape character and amenity values, the existing 13A.4.7 landform and effects on indigenous flora and fauna. In addition, public access to wetland areas, reserves and water bodies shall be maintained and enhanced, subject to the remediation or mitigation of effects on natural character.
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3.5 Traffic Demand As discussed in Section 2.1 of this report, the Transport Model Analysis was undertaken using the Tauranga Transport Strategic Model to analyse the performance of the transport network in the study area in the future years of 2031, 2043 and 2063, applying different land use and transport system improvements. The traffic demand for this chosen network improvement options represented the largest growth scenario of 11,062 total dwellings within the Welcome Bay Growth Study. The recommended corridors within the eastern section and western section were added to the growth model with the annual average daily traffic (AADT) predicted along these corridors shown in Table 5. This demand model does not specifically model pedestrians, cyclists and public trips and likely to forecast the higher end of the predicted traffic demands for AADT. This traffic demands were used to as the basis to develop the corridor concept and intersection forms. Table 5 | Summary of future AADT traffic volumes within each corridor section
Section Location Total AADT (2063)10
Eastern Corridor Victory Street/Meander Drive to Kaitemako 3600 AM & 4100 PM Road
Central Corridor Kaitemako Road to Poike Road 6200 AM & 6200 PM
Western Corridor Windermere Dr to Oropi Road 6600 AM & 6600 PM
Western Corridor (SH29A) SH29A/Oropi Road to SH29A/Poike Road Future AADT unknown. Current AADT around 12,000 11
10 Welcome Bay Alternative Link Project Feasibility Report (prepared by Beca), 2010 11 Source – State Highway Traffic Volumes 2014-2018 Count Station [M20-01]
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4 Corridor Development and Assessment – Eastern Section
The eastern section consists of two corridors (Corridor E1 and Corridor E2). The two corridors of the eastern sections are illustrated within Figure 5 below, and include:
Corridor E1 (Yellow) - connects Victory Street crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road.
Corridor E2 (Orange) - connects Meander Drive crossing Kaitemako Road and joining Lochinvar Place to connect to Poike Road.
Figure 5 | Eastern section, Corridor E1 and Corridor E212
Corridor Design Philosophy The proposed design of the road within Corridor E1 and Corridor E2 will consist of two traffic lanes, which is deemed sufficient for the predicted AADT demand based on the modelling data detailed in Section 3.5 of this report. Figure 6 below illustrates a typical collector road as per Drawing T111 of the IDC which this design is based off. Drawing T111 includes an on-road cycle lane13 and a footpath in each direction. Following discussions with TCC representatives, the 2.2m parking space on either side of the road was not included in this assessment. The following additional design points are noted:
A design speed of 60km/h has been adopted to match the surrounding road network as a collector road.
A mid-block pedestrian island facility has been proposed for pedestrian/cyclists crossing at the western end of Corridor E1 to connect the existing pedestrian network along the Kaitemako Stream.
Large multiple culverts have been assumed for crossing water bodies e.g. crossing the Kaitemako Stream and unnamed tributary of the Kaitemako Stream, with the exception being the bridge which crosses Johnson Wetland Reserve.
It is assumed that the existing pathway which navigates through the Johnson Wetland Reserve can be placed beneath the bridge proposed as part of Corridor E1, with an optional path over the bridge during flood events.
12 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence 13 Kerb separated cycleways can be adopted within the total cross-section width allowance.
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Figure 6 | Cross section adopted for the corridor concept14
Flood Level Impacts An analysis of the impacts of flooding for the eastern section was undertaken to inform design of Corridor E1 and Corridor E2. This hydrological viewpoint looks at the potential impacts of Corridor E1 and Corridor E2, focusing on the potential impacts of a road at the major stream / river crossings to see if there are any significant roadblocks. This does not form a full environment impact and effects assessment. The proposed road would cross over the following three waterbodies as shown in Figure 7:
Johnson Reserve Stream – Eastern Gully.
Unnamed tributary of the Kaitemako Stream – Middle Gully.
Kaitemako Stream – Western Gully.
14 It is understood that the IDC is currently being reviewed, therefore the cross section adopted for this report may be subject to change.
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Corridor E2
Figure 7 | Flood hazard context of eastern section
TCC has recently developed detailed 2D models covering the whole city. Acquiring and analysing these models and their results was beyond the scope of this study. However, TCC also provide a public GIS service showing 1 in 100y Annual Recurrence Interval (ARI) flood depths. By comparing these to the adjacent 1m contours, an approximate 1 in 100y ARI flood level can be deduced at any location. It is noted these maps are for the existing situation and do not include any allowance for climate change or sea level rise. Peak flows at these locations are not so readily available without analysing the full 2D model results. However, the National Institute of Water and Atmospheric Research (NIWA) have produced a tool that enables a quick estimate of flows at this location. The impacts summaries in Table 6 below are based on high-level desktop reviews and have been adopted to form a base to set the likely minimum road level and any soffit of a bridge or culvert for costing. Table 6 | Summary of flood levels and impacts for the eastern section
River Body / Flood levels Likely impacts Catchment Johnson Reserve TCC flood maps show that the existing 1 The stream at this location is in a deeply incised Stream in 100/year ARI flood level here is about gully. Houses adjacent to the stream are well RL 7.5m. To allow for climate change above the 100y ARI flood level and are and debris a bridge or culvert soffit level therefore unlikely to be affected by any afflux in above RL 9m is likely to be needed. flood levels a bridge or culvert structure at this location may cause. Unnamed tributary of TCC flood maps show that the existing 1 There are currently no houses adjacent to or the Kaitemako Stream in 100/year ARI flood level here is about upstream of the bridge crossing location and RL 10 to 11m. To allow for climate any impacts from the bridge structure or culvert change and debris a bridge or culvert are likely to be contained within the deeply soffit level above RL 12m is likely to be incised gully. needed. Kaitemako Stream TCC flood maps show that the existing 1 The stream at this location is in a deeply incised in 100/year ARI flood level here is about gully. Houses adjacent to the stream are well RL 6.5m. To allow for climate change above the 100y ARI flood level and are and debris a bridge or culvert soffit level therefore unlikely to be affected by any afflux in above RL 8m is likely to be needed. flood levels a bridge or culvert structure at this location may cause.
Any bridge or earthworks crossing these gullies will need to be constructed above the flood plain. The associated embankments can cause impacts on flood levels in a number of ways as follows:
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Increased imperviousness – unlikely to be significant compared to the scale of the catchments being considered.
Constriction of flow – potentially causing impacts upstream.
Piers disturbing and constricting flow – potentially causing impacts upstream.
Embankments within the floodplain – potentially causing impacts downstream.
4.1 Corridor E1 - Assessment of Eastern Section
4.1.1 Corridor Overview The previous work done by TCC15 in 2010 identified a new corridor between Victory Street and Ohauiti Road and was used as the basis for the 2018, Welcome Bay Growth Options TMM Analysis. Corridor E1 is 1.67km long and crosses pasture, wetlands and reserves as further described below. This alignment was re-modelled, on the available 2015, 1m Digital Elevation Model (DEM LiDAR)16 using the TCC’s IDC design parameters for a collector road type. This is shown in Figure 8 and Figure 9 below. The topography represented challenges for the alignment with deep gullies to be filled and steep vertical grades to match existing road levels. A bridge concept was proposed to limit impact to Johnson Wetland Reserve.
Figure 8 | Concept alignment – Corridor E1
Figure 9 | Concept bridge option over Johnson Wetland Reserve – Corridor E117
15 Welcome Bay Alternative Link Project Feasibility Report (prepared by Beca), 2010 16 Bay of Plenty – Tauranga and Coast LiDAR 1m DEM - Lidar captured in 2015 by BOPLASS Ltd. by Aerial Surveys in 2015 - Source LINZ Database 17 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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A large majority of Corridor E1 intersects undeveloped private property which is situated within a valley between Ohauiti Road and Kaitemako Road. The surrounding land largely consists of undulating terrain with ridges rising steeply over 15-25m in vertical height above the bottom of the valley. Figure 10 and Figure 11 provide a visual overview of this terrain showing the steep ridges either side of the valley. Corridor E1 continues east beyond Kaitemako Road through existing reserves (Waipuna Park and Johnson Reserve) before connecting with Victory Street. Waipuna Park is made up of numerous sports fields and club rooms. Johnson Wetland Reserve is used as a passive recreation reserve and generally remains undeveloped. Corridor E1 will intersect existing dwellings fronting Victory Street and Lochinvar Place, which are situated at either end of the corridor. Corridor E1 intersects three existing streams: the Kaitemako Stream, an unnamed tributary of the Kaitemako Stream, and an unnamed stream which runs through Johnson Wetland Reserve (the ‘Johnson Reserve Stream’). The geology is generally Volcanic Ash over Te Ranga Igimbrite with recent Alluvium in the base of the gullies.
Figure 10 | Western end – Corridor E118
18 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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Figure 11 | Eastern end – Corridor E119
Planning Description As illustrated within Figure 12, a large majority of Corridor E1 has been identified to intercept land zoned as ‘Suburban Residential’ under the City Plan; which includes the valley between Ohauiti Road and Kaitemako Road and the far eastern / western extent of the corridor. Both Johnson Wetland Reserve and Waipuna Park have an underlying zone of ‘Passive Open Space’ and ‘Active Open Space (Major)’ respectively. SEA20 occupies the land within, and adjacent to Johnson Wetland Reserve. Corridor E1 is proposed to intercept this area prior to its connection with Victory Street. Corridor E1 will intercept a SMA20 as defined by the City Plan. Another SMA is also located within close proximity to Corridor E121. The Kaitemako Stream has the NRP classification of ‘Aquatic Ecosystem’, while the remaining two streams have ‘Regional Baseline’ classifications.
19 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence. 20 Reference number SMA27 within the Tauranga City Plan 21 Reference number SMA26 within the Tauranga City Plan
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Figure 12 | Planning maps – Corridor E1
4.1.2 Summary of Anticipated Planning Approvals Based on the proposed alignment of Corridor E1, the following table summarises the anticipated consenting requirements under the City Plan and NRP, as well as the applicable national level documents. Further details of the relevant provisions within the City Plan and NRP are provided in Appendix D, while details on the national level documents are provided in Section 3.3 of this report. The consenting requirements listed in Table 7 below anticipates a ‘worst-case’ scenario where consent triggers cannot be avoided though engineering design, nor does it consider the process of designating this corridor through a NoR.
Table 7 | Summary of anticipated planning consent triggers – Corridor E1
Rule Activity Status Summary Tauranga City Plan 4C.3 Restricted Discretionary Earthworks exceeding 500m3 within the Flood Hazard Plan Area, within 15m of a stream or wetland and exceeding more than 50m3, and exceeding more than 5m3 within a Significant Ecological Area 4C.5 Non-Complying Earthworks raising or lowering the ground level by 300mm or more in the High Voltage Transmission Plan Area 5A.6 Restricted Discretionary Clearance of indigenous vegetation within a Category 2 Significant Ecological Area 5A.8 Non-Complying New buildings and structures within an Open Space Zone and located within a Category 2 Significant Ecological Area 7C.7 Restricted Discretionary New buildings and structures, network utilities and associated earthworks within Group 2 Significant Maori Areas, and network utilities within Group 1 Significant Maori Areas 7C.8 Discretionary New buildings and structures and associated earthworks within Group 1 Significant Maori Areas 9B.3 Restricted Discretionary Use or development of contaminated land (including remediation) 10B.2.1 Non-Complying Alteration, placement or construction of a building or structure in Sub-Zone C1, or Restricted Discretionary if in Sub Zones A B and C2 of the High Voltage Transmission Plan Area 10B.2.1 Discretionary Infrastructure is not provided for in the High Voltage Transmission Plan Area 13B.7.1 Discretionary Infrastructure is not provided for in the Passive, Active and Active Open Space (Major) Zones 14B.2.1 Discretionary Infrastructure is not provided for in the Suburban Residential Zone Natural Resources Plan
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LM R3 Restricted Discretionary Earthworks exceeding 1,000m2 within the Riparian Management Area LM R4 Discretionary Disturbance of the bed of a wetland, earthworks exceeding 20,000m3 within the land management area DW R25 Restricted Discretionary The disturbance (including remediation) of contaminated land BW R36 Discretionary Installation of culverts instream structures and bridge structures not complying with the size and length limitations WL R9 Discretionary Modification of the bed of a wetland National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulation Restricted Discretionary Disturbance of contaminated land. Controlled activity if contamination is at 10(2) or below background levels for contaminants. Wildlife Act 1953 Section 53 Ecological authority to remove or disturb mixed terrestrial and wetland vegetation and habitats. Heritage New Zealand Pouhere Taonga Act 2014 Section 48 General archaeological authority for the disturbance / destruction of known (or unknown) archaeological features and sites.
4.1.3 Environmental and Social Responsibility Screen This section outlines the scope of the technical assessments required to support statutory approvals required for Corridor E1. The ESR screen builds on the applicable information requirements identified by the City Plan and NRP for land use and development within identified zones, plan areas, wetlands, land management areas and water bodies. Table 8 sets out the technical assessments required.
Table 8 | Environmental and social responsibility screen – Corridor E1
Assessments Notes Scope Application(s) Required Archaeology An archaeological values and effects assessment to support the Single HNZPTA, application for a general authority to cover the accidental Assessment Regional and discovery of koiwi, wahi tapu, wahi taonga and pre-1900 artefacts Report Designation within the construction corridor, and any modification, damage or destruction of those sites. Air Quality Assessment of the environmental and social effects of dust Memorandum Regional discharges to air during construction / earthworks. Construction Assessment of the environmental and social effects of Single Designation Noise and construction noise and vibration under NZS 6803:1999 Acoustics Assessment Vibration – Construction Noise, ISO 4866:2010 and BS 5228-2. Report Operational Assessment of the environmental and social effects of operational Single Designation Noise noise based on the acoustic standards for emission within the Assessment receiving residential zone, including mitigation requirements. Report Natural An assessment of the natural character and landscape values of Single Regional, Character and the corridor and the actual and potential effects of road structures, Assessment Designation Landscape landform modification and earthworks within riparian margins, Report including mitigation. Cultural A technical identification of tangata whenua values within Single Regional, Impacts landforms, sites and waters affected by the corridor and the Assessment Designation associated requirements for mitigation or compensation through Report design. Ecology An assessment of the actual and potential effects of construction Single Regional, and permanent occupation of the SEA (Category 2), wetlands and Assessment Designation the clearance of indigenous vegetation. Will be required to cover Report impacts on bats, avifauna, lizards, at-risk and threatened vegetation and terrestrial invertebrates. Stormwater A technical assessment of stormwater discharge effects from new Single Regional, and Hydraulic impervious surfaces and details of wetland treatment and Assessment Designation Engineering attenuation system design to comply with Natural Resources Plan Report requirements. Includes an assessment of the effects of structures and activities within the Flood Hazard Plan Area primarily regarding loss of flood plain capacity and effects on downstream or upstream properties.
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Erosion and Technical statement supporting engineering drawings that confirm Design Regional Sediment the design, layout and staging (if any) of erosion and sediment Statement Control control structures will comply with BOPRC’s 2010/01 guideline. and Plans Detailed Site Sports turfs and active reserves are classified as HAIL activities Single Regional, NES Investigation and therefore the NESSoil triggers for land disturbance apply. The Assessment assessment will determine the extent of soil contamination and Report provide recommendations as to the management, use and handling of any identified contaminated material.
There is an opportunity for the scope of these technical assessments to be aligned with the technical assessments and statutory approvals required for the western and central sections.
4.1.4 Land and Properties Affected The number of land and properties that are potentially affected by Corridor E1 is listed below Table 9. The numbers provided within the table below consider whole parcels of land for comparative purposes only. Reassessment of land affected should be undertaken upon design refinement. Table 9 | Number of land and properties affected – Corridor E1
Number of land parcels (include TCC owned) affected Number of principal buildings (residential and rural) affected
13 12
Of the 13 land parcels to be impacted by the Corridor E1 . Māori owned land is typically owned by a number of individuals who have a share of the land. Any impacts on Māori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
4.1.5 Cost Estimate and Assumptions The cost estimate summary for this corridor in provided in Appendix E1 and details summarised below in Table 10 below. Table 10 | Cost estimate summary – Corridor E1
Project Base Estimate Project Expected 95th Project Estimate Estimate Project Property Investigation & Construction Total Costs Design Estimate
$22M $6.2M $40.5 $70M $85M $95
Cost Assumptions: The key following assumptions have been adopted in developing this cost estimate, with workings provided in Appendix E2:
The cost estimate for the corridor are at Option Estimate (OE), similar to an Indicative Business Case (IBC) level in accordance with SM014.
Property costs based on TCC Revaluations 2018 and assume total costs 50% greater than valuations for final property purchase cost.
Assumes full property acquisition of identified properties.
Investigation and Detailed Design based on 12% of Construction Estimate.
Assumes full piped drainage and wetland ponds for water quality treatment.
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Assumes new bridge to the east (Johnson Wetland Reserve) with large culverts for crossing the other water bodies, e.g. crossing the Kaitemako Stream.
Assumes 450mm thick granular pavement with asphalt surfacing.
Assumes ability for locally won fill and re-use of site won cut material.
Assumes pre-loading and undercut / ground improvements within the gully floors.
Allowance for utility relocation and, new street lightings along corridor.
Allowance for 70% planting of slopes and 30% returned to grass.
In the assessment undertaken in 2010,22 the project base costs were reported at $11M for a similar concept to Corridor E1. The cost estimates presented in Table 10 above therefore are significantly above this estimate. An initial review of the basis of the original cost estimate identified the following differences that affect the cost estimate:
The maximum vertical gradient in the previous assessment was 12% and did not appear to account for the current flood level freeboard over the streams. This underestimated the volume of fill required within the gullies and approaches.
The road cross section did not include width for separated cycle lane and footpath way, which has increased the earthwork volumes.
Additional regulations and resilience guidelines for mitigating against seismic events like liquefication were introduced in 2011 as part of the NZTA Bridge Manual, which increased the costs of earthworks and need for further ground improvement.
Land and property costs have significantly increased since 2010. In adopting the same design philosophy of a higher 12% grade23 and two-lane cross-section without cycleways and a berm, the cost would be reduced by around 30% with a revised Concept Base Cost of approximately $30M for Corridor E1.
4.2 Corridor E2 - Assessment of Eastern Section
4.2.1 Corridor Overview A second corridor (Corridor E2) was identified south of Corridor E1. Corridor E2 was proposed as it avoided the environmental and social impacts of Corridor E1, namely SMA26 and SMA27, as well as SEA20. This corridor connects Meander Drive crossing both Kaitemako Road and two waterbodies to the west to connect Lochinvar Place to the north and joining Ohauiti Road at the Poike Road intersection. The proposed alignment was modelled in the same approach as Corridor E1 and is shown in Figure 13 below.
22 Beca NZ Ltd, Welcome Bay Alternative Link Project Feasibility Report, 2010 23 IDC – DS-4-4 Design – Appendix 12D [Local / Service Lane]
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Figure 13 | Proposed alignment – Corridor E124
Corridor E2 begins at Meander Drive the continues north west connecting to Lochinvar Place and forming a new intersection with Poike Road / Ohauiti Road. Corridor E2 is similar to Corridor E1 in that Corridor E1 transverses through the same valley, intercepts the same streams (the Kaitemako Stream, an unnamed tributary of the Kaitemako Stream, Johnson Wetland Reserve Stream), and has similar topography and geology. West of Kaitemako Road the corridor runs along the northern area of Transpower-owned land bypassing the existing substation and transmission lines. Land uses to the east of Kaitemako Road include residential dwellings, and the Johnson Wetland Reserve.
Planning Description As illustrated in Figure 14 below, a large proportion of Corridor E2 has been identified to intercept land zoned as ‘Suburban Residential’ which includes the valley between Ohauiti Road and Kaitemako Road and the far eastern / western extent of the corridor. Part of Corridor E2 will intercept land which is zoned rural residential which is located to the east of Kaitemako Road. The Johnson Wetland Reserve has a ‘Passive Open Space’ underlying zoning. The SEA does not occupy the Johnson Wetland Reserve in this area. Instead Corridor E2 will transverse through land, and adjacent to land, designated by both Transpower and Powerco, associated with the operation of electricity transmission activities. Consequently, Corridor E2 will either intersect, or be located adjacent to a High Voltage Transmission plan area.
24 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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Figure 14 | Planning maps – Corridor E2
4.2.2 Summary of Anticipated Planning Approvals Based on the proposed alignment of the Corridor E2, the following table summarises the anticipated consenting requirements under the City Plan and NRP, as well as the applicable national level documents. Further details of the rules within the City Plan and NRP are provided in Appendix D, while details on the national level documents are provided in Section 3.3 of this report. The consenting requirements listed in Table 11 below anticipates a ‘worse-case’ scenario where consent triggers cannot be avoided though engineering design, nor does it consider the process of designating this corridor through a NoR.
Table 11 | Summary of anticipated planning consent triggers – Corridor E2
Rule Activity Status Summary Tauranga City Plan 4C.3 Restricted Discretionary Earthworks within 15m of a stream or wetland and exceeding more than 50m3 4C.5 Non-Complying Earthworks raising or lowering the ground level by 300mm or more in the High Voltage Transmission Plan Area 9B.3 Restricted Discretionary Use or development of contaminated land (including remediation) 10B.2.1 Non-Complying Alteration, placement or construction of a building or structure in Sub-Zone C1. or ROAD if in Sub Zones A B and C2 of the High Voltage Transmission Plan Area 10B.2.1 Discretionary Infrastructure is not provided for in the High Voltage Transmission Plan Area 13B.7.1 Discretionary Infrastructure is not provided for in the Passive, Active and Active Open Space (Major) Zones 14B.2.1 Discretionary Infrastructure is not provided for in the Suburban Residential Zone Natural Resources Plan LM R3 Restricted Discretionary Earthworks exceeding 1,000m2 within the Riparian Management Area LM R4 Discretionary Disturbance of the bed of a wetland, earthworks exceeding 20,000m3 within the land management area DW R25 Restricted Discretionary The disturbance (including remediation) of contaminated land BW R36 Discretionary Installation of culverts instream structures and bridge structures not complying with the size and length limitations
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National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulation Restricted Discretionary Disturbance of contaminated land. Controlled activity if contamination is at 10(2) or below background levels for contaminates. Wildlife Act 1953 Section 53 Ecological authority to remove or disturb mixed terrestrial and wetland vegetation and habitats. Heritage New Zealand Pouhere Taonga Act 2014 Section 48 General archaeological authority for the disturbance / destruction of known (or unknown) archaeological features and sites.
4.2.3 Environmental and Social Responsibility Screen This section outlines the scope of the technical assessments required to support statutory approvals required for Corridor E2. The ESR screen builds on the applicable information requirements identified by the City Plan and the NRP for land use and development within identified zones, Plan Areas, wetlands, land management areas and water bodies. Table 12 below sets out the technical assessments required: Table 12 | Environment and social responsibility screen – Corridor E2
Assessments Notes Scope Application(s) Required Archaeology An archaeological values and effects assessment to support the Single HNZPTA, application for a general authority to cover the accidental Assessment Regional and discovery of koiwi, wahi tapu, wahi taonga and pre-1900 artefacts Report Designation within the construction corridor, and any modification, damage or destruction of those sites. Air Quality Assessment of the environmental and social effects of dust Memorandum Regional discharges to air during construction / earthworks. Construction Assessment of the environmental and social effects of Single Designation Noise and construction noise and vibration under NZS 6803:1999 Acoustics Assessment Vibration – Construction Noise, ISO 4866:2010 and BS 5228-2. Report Operational Assessment of the environmental and social effects of operational Single Designation Noise noise based on the acoustic standards for emission within the Assessment receiving residential zone, including mitigation requirements. Report Natural An assessment of the natural character and landscape values of Single Regional, Character and the corridor and the actual and potential effects of road structures, Assessment Designation Landscape landform modification and earthworks within riparian margins, Report including mitigation. Ecology An assessment of the actual and potential effects of construction Single Regional, and permanent occupation of the SEA (Category 2), wetlands and Assessment Designation the clearance of indigenous vegetation. Will be required to cover Report impacts on bats, avifauna, lizards, at-risk and threatened vegetation and terrestrial invertebrates. Stormwater A technical assessment of stormwater discharge effects from new Single Regional, and Hydraulic impervious surfaces and details of wetland treatment and Assessment Designation Engineering attenuation system design to comply with Natural Resources Plan Report requirements. Includes an assessment of the effects of structures and activities within the Flood Hazard Plan Area primarily regarding loss of flood plain capacity and effects on downstream or upstream properties. Erosion and Technical statement supporting engineering drawings that confirm Design Regional Sediment the design, layout and staging (if any) of erosion and sediment Statement Control control structures will comply with BOPRC’s 2010/01 guideline. and Plans
There is an opportunity for the scope of these technical assessments to be aligned with the technical assessments and statutory approvals required for the western and central sections.
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4.2.4 Land and Properties Affected The number of land and properties that are potentially affected by this corridor are listed below in Table 13. The numbers provided consider whole parcels of land for comparative purposes only. Reassessment of land affected should be undertaken upon design refinement.
Table 13 | Number of land and properties affected – Corridor E2
Number of land parcels (include TCC owned) affected Number of principal buildings (residential and rural) affected
22 15
Of the 22 land parcels to be impacted by Corridor E2, are identified as Maori owned land. Maori owned land is typically owned by a number of individuals who have a share of the land. Any impacts on Maori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
4.2.5 Cost Estimate and Assumptions The cost estimate summary for this corridor in provided in Appendix C1 and details summarised below in Table 14 below: Table 14 | Cost estimate summary – Corridor E2
Project Base Estimate Project Expected 95th Project Estimate Estimate Project Property Investigation Construction Total Costs and Design Estimate
$24M $6.2M $39M $71M $85M $102M
Cost Assumptions: The key following assumptions have been adopted in developing this cost estimate. These assumptions generally match the same assumptions adopted for Corridor E1 and consist of the following:
The cost estimate for the corridor are at Option Estimate (OE), similar to an Indicative Business Case (IBC) level in accordance with SM014.
Property costs based on TCC Revaluations 2018 and assume total costs 50% greater than valuations for final property purchase cost.
Assumes full property acquisition of identified properties.
Investigation and Detailed Design based on 12% of Construction Estimate.
Assumes full piped drainage and wetland ponds for water quality treatment.
Assumes 450mm thick granular pavement with asphalt surfacing.
Assumes ability for locally won fill and re-use of site won cut material.
Assumes pre-loading and undercut / ground improvements within the gully floors.
Allowance for utility relocation and, new street lightings along corridor. (This excludes the Transpower Pylons, where the costs for a potential relocation is covered in the funding risk as explained below)
Allowance for 70% planting of slopes and 30% returned to grass.
No allowance for relocating the Transpower pylons have been included in the Project Expected Estimate. However, these costs ($4M) have been added in the 95th Project Estimate as a risk item.
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In adopting the same design philosophy of a higher 12% grade25 and two-lane cross-section without cycleways and a berm, the cost would be reduced by around 30% with a revised Concept Base Cost of approximately $20-30M for Corridor E2.
4.3 Eastern Corridor Options’ Multi-Criteria Assessment The multi-criteria assessment (MCA) between the two corridors is summarised in Table 15 below. This presents a desktop level assessment comparison between the two corridors.
Table 15 | Eastern section multi-criteria assessment
Corridor Transport Engineering Environment Social Consent- Land Project Benefits & Risk Effects Effects ability Acquisition Expected Performance (Partial or Estimate whole) E1 1.67km Multi-span Impacts on Impacts Impacts on 13 $85M length bridge over ecological Johnson Significant properties ecological area (Johnson Wetland Maori Areas area. Wetland Reserve and Large Reserve) and and Significant earthworks cultural land / Waipuna Ecological and culvert sites Park Sport areas create stream Fields additional crossing Impacts on consent Significant hurdles. Maori Areas E2 1.94km Large Crosses Impacts No 22 $85M length earthwork and Transpower Johnson significant properties culvert stream substation Wetland plan areas crossings transmission Reserve which trigger lines additional authorisation s. Summary E1 E2 E2 E2 E2 E1 NIL 300m Potentially Less direct Less direct Less overall 9 less Same shorter and less risk effects on effects on consenting properties cost more direct associated sensitive sites sensitive risks effected estimate with bridge sites over wetland site (when compared to a culvert)
The difference between the two eastern options appears minimal at this stage, with both options posing challenging environmental effects. Corridor E2 is considered to have a potentially lower environmental risk.
25 IDC – DS-4-4 Design – Appendix 12D [Local / Service Lane]
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5 Corridor Development and Assessment – Central Section
The central section follows the existing Poike Road from Ohauiti Road to Sh29A, forming Corridor C1, connecting the new eastern and western corridors. The extent of Corridor C1 is illustrated within Figure 15 below, and includes the existing road corridor of Poike Road, in between its intersections with SH29A and Ohauiti Road.
Figure 15 | Central section and Corridor C126
Corridor Design Philosophy The previous Welcome Bay Growth Options Traffic Management Model (TMM) analysis identified potential for delays and congestion along the existing Poike Road within the future growth scenarios as traffic used the new eastern and western corridors, bypassing SH29A and Welcome Bay. The design philosophy for this corridor was to maximise the use of the existing road network (Poike Road) rather than develop an alternative corridor due to the level of residential housing in the area. The agreed approach with TCC was not to upgrade the corridor to match the typical section adopted for the eastern and western corridor as per Drawing “T111” of TCC’s IDC, but rather look at key intersections and sections along the corridor than would be adversely affected by the increase in traffic causing delays and congestion and undermining the benefits for the new eastern and western corridors. The previous Welcome Bay Growth Options Traffic Management Model (TMM) assessed the existing intersection’s performance with no improvements and highlighted that the two intersections and western section of Poike Road as listed below, and as illustrated in Figure 16, would need to be upgraded to cater for the future traffic growth, forming the scope for Corridor C1:
Ohauiti Road / Poike Road (Intersection 1).
Poike Road / Hollister Lane (Intersection 2).
Poike Road between SH29A and Hollister Lane.
26 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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Figure 16 | Layout for Corridor C1
Intersection 1 – SH29A / Poike Road / Ohauiti Road This intersection is currently a “give way” controlled intersection with no protected pedestrian crossing facilities. The Traffic Analysis Report contained in Appendix D recommended that for the future year 2063, traffic volumes the intersection would perform at an acceptable Level of Service (LoS) D with new signals and local widening. This upgrade would also cater for new signals to protected pedestrian / cycle crossings in each direction to improve the level of safety for pedestrians and cyclists using this corridor. An initial concept layout of the intersection is shown in Figure 17. The widening for the intersection would affect adjacent residential properties requiring land acquisition from these properties. The concept is based on the SIDRA modelling of three turning lanes for each approach with on-road cycle facilities along the central corridor alignment. This layout could need further refinement during further design to understand the final extents and extents of affected properties.
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Figure 17 | Concept layout of intersection 1 – Corridor C1
Intersection 2 - Poike Road / Hollister Lane This intersection is currently a “give way” controlled intersection with unsignalised pedestrian crossing facilities through traffic islands. The Traffic Analysis Report contained in Appendix D recommended that for the future year 2063 traffic volumes, the intersection would perform at an acceptable Level of Service (LoS) C with new signals and local widening. This upgrade would also cater for new signals to protected pedestrian / cycle crossings in each direction to improve the level of safety for pedestrians and cyclists using this corridor. An initial concept layout of the intersection is shown in Figure 17. The widening for the intersection would likely to be to the north, minimising impacts to the adjacent residential properties. The concept is based on the SIDRA modelling of three turning lanes for each approach with on-road cycle facilities along the central corridor alignment. This layout could need further refinement during further design to understand the final extents and extents of affected properties. .
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Figure 18 | Concept layout of intersection 2 – Corridor C1
Poike Road - SH29A to Hollister Lane The increase in traffic demand between SH29A and Hollister Lane was shown in the previous traffic assessment, that capacity improvements along this section of Poike Road should also be considered within the Corridor C1 scope. This has been assumed at this stage as widening of this section of Poike Road to the north by 1-2m to maintain two lanes of traffic between Hollister Lane and SH29A roundabout. However, using the additional traffic lane as a HOV (High-Occupancy Vehicle) lane is a possible treatment that could be considered at the next stage of design development.
5.1 Corridor C1 - Assessment of Central Section
5.1.1 Corridor Overview Corridor C1 occupies both the land within, and the land adjacent to the road reserve of Poike Road, between its intersections at SH29A and Ohauiti Road. Corridor C1 is located within a highly developed residential environment, almost exclusively occupied by single or multi story detached residential dwellings. The exceptions to this include Changepoint Church, Carmel Country Estate, and a parcel of land used as an orchard (22 Hollister Lane). A stormwater reserve occupies a small portion of land either side of the road reserve between Harrisfield Drive and Ohauiti Road.
Planning Description As illustrated in Figure 19 below, the zoning of properties adjacent to Corridor C1 is almost exclusively ‘Suburban Residential’ Zone, with the exceptions to this being three individual parcels of land zoned either ‘Green Belt Zone’ or ‘Rural Zone’ under the City Plan. An orchard located at 22 Hollister Lane is listed on the HAIL register.
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Overhead and underground electrical transmission lines and structures are operated and maintained by Powerco and Transpower. Consequently, Corridor C1 intercepts the High Voltage Transmission Plan Area. The western extent of Corridor C1 is subject to the NZTA Reverse Sensitivity Area and will likely intercept The Agency’s designation for SH29A.
Figure 19 | Planning maps - Corridor C1
5.1.2 Summary of Anticipated Planning Approvals Based on the proposed alignment of Corridor C1, the following table summarises the anticipated consenting requirements under the City Plan and NRP, as well as the applicable national level documents. Further details of the rules within the City Plan and NRP are provided in Appendix D, while details on the national level documents are provided in Section 3.3 of this report. The consenting requirements listed in Table 16 below anticipates a ‘worse-case’ scenario where consent triggers cannot be avoided though engineering design, nor does it consider the process of designating this corridor through a NoR.
Table 16 | Summary of anticipated planning consent triggers – Corridor C1
Rule Activity Status Summary Tauranga City Plan 4C.5 Non-Complying Earthworks raising or lowering the ground level by 300mm or more in the High Voltage Transmission Plan Area 9B.3 Restricted Discretionary Use or development of contaminated land (including remediation) 14B.2.1 Discretionary Infrastructure is not provided for in the Suburban Residential Zone Natural Resources Plan DW R25 Restricted Discretionary The disturbance (including remediation) of contaminated land National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulation Restricted Discretionary Disturbance of contaminated land. Controlled activity if contamination is at 10(2) or below background levels for contaminates. Heritage New Zealand Pouhere Taonga Act 2014 Section 48 General archaeological authority for the disturbance / destruction of known (or unknown) archaeological features and sites.
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5.1.3 Environmental and Social Responsibility Screen This section outlines the scope of the technical assessments required to support statutory approvals required for Corridor C1. The ESR screen builds on the applicable information requirements identified by the City Plan and NRP for land use and development within identified zones, Plan Areas, wetlands, land management areas and water bodies. Table 17 below sets out the technical assessments required. Table 17 | Environmental and social responsibility screen – Corridor C1
Assessments Notes Scope Application(s) Required Archaeology An archaeological values and effects assessment to support the Single HNZPTA, application for a general authority to cover the accidental Assessment Regional and discovery of koiwi, wahi tapu, wahi taonga and pre-1900 artefacts Report Designation within the construction corridor, and any modification, damage or destruction of those sites. Construction Assessment of the environmental and social effects of Single Designation Noise and construction noise and vibration under NZS 6803:1999 Acoustics Assessment Vibration – Construction Noise, ISO 4866:2010 and BS 5228-2. Report Operational Assessment of the environmental and social effects of operational Single Designation Noise noise based on the acoustic standards for emission within the Assessment receiving residential zone, including mitigation requirements. Report Stormwater A technical assessment of stormwater discharge effects from new Single Regional, and Hydraulic impervious surfaces and details of treatment and attenuation Assessment Designation Engineering system design to comply with Natural Resources Plan Report requirements. Erosion and Technical statement supporting engineering drawings that confirm Design Regional Sediment the design, layout and staging (if any) of erosion and sediment Statement Control control structures will comply with BOPRC’s 2010/01 guideline. and Plans Detailed Site A HAIL site is located at 22 Hollister Lane (horticultural) and Single Regional, NES Investigation therefore the NESSoil triggers for land disturbance apply. The Assessment assessment will determine the extent of soil contamination and Report provide recommendations as to the management, use and handling of any identified contaminated material.
There is an opportunity for the scope of these technical assessments to be aligned with the technical assessments and statutory approvals required for the eastern and western section.
5.1.4 Land and Properties Affected The number of land and properties are potentially affected by the upgrade of the two intersections within Corridor C1 is listed below in Table 18. The numbers provided consider whole parcels of land for comparative purposes only. Reassessment of land affected should be undertaken upon design refinement. Table 18 | Number of land and properties affected – Corridor C1
Number of land parcels (include TCC owned) affected Number of principal buildings (residential and rural) affected
11 2
Of the 11 land parcels to be impacted by Corridor C1, only a single parcel of land identified as Māori owned land. Māori owned land is typically owned by a number of individuals who have a share of the land. Any impacts on Māori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
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5.1.5 Cost Estimate and Assumptions The cost estimate summary for the upgrade of the two intersections within this corridor is summarised below in Table 19 below. Table 19 | Cost estimate summary – Corridor C1
Project Base Estimate Project Expected 95th Project Estimate Estimate Project Property Investigation Construction Total Costs and Design Estimate
$2.6M $1M $4.5M $8.1M $9.7M $14.7M
Cost Assumptions: The key following assumptions have been adopted in developing this cost estimate:
The cost estimate for the corridor are at Option estimate (OE), similar to an Indicative Business Case (IBC) level in accordance with SM014.
The cost estimate is based on the upgrade of the two intersections as presented above and allowance for 1-2m widening along Oropi Road from Hollister Lane to Sh29A.
Property costs based on TCC Revaluations 2018 and assume total costs 50% greater than valuations for final property purchase cost.
Assumes full property acquisition of identified properties.
Investigation and Detailed Design based on 12% of Construction Estimate.
Assumes 450mm thick granular pavement with asphalt surfacing for widening and asphalt surfacing overlay for remaining sections.
Utility relocations and impacts are unknown with $1m allocated as a provision sum within the estimate.
Temporary diversions and night closures are assumed to enable construction for the on-road upgrade elements.
Assumes the existing stormwater network can cater for the local increase in impermeable surface at the two intersections with no allowance made for upgrading downstream network.
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6 Corridor Development and Assessment – Western Section
The western section consists of two corridors (Corridor W1 and Corridor W2). The two corridors of the western sections are illustrated in Figure 20, and include:
Corridor W1 connects Windermere Drive to Oropi Road by bridging over the Waimapu Stream south of the Toi Ohomai Institute of Technology Windermere campus.
Corridor W2 upgrades SH29A with new grade separated interchanges and quadrant ramps at Poike Road and Oropi Road.
Figure 20 | Western corridor concept options27
Corridor Design Philosophy The corridor design philosophy of Corridor W1 will be similar to that of Corridor E1 and Corridor E2 in that the proposed design of the road will consist of two traffic lanes based on Drawing T111 of the IDC (Figure 6). Unlike the other corridors, the design of Corridor W1 will not feature a cycle lane due to the presence of an existing off-road shared path to the north of Corridor W1. The following design points are also noted for Corridor W1:
Two-lane with standard 1.5m shoulder.
A design speed of 60km/h has been adopted to match the surrounding road network as a collector road.
27 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence
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A bridge has been proposed to convey traffic over the Waipuna Stream.
New intersections at either side on Windermere Road and Oropi Road.
Corridor W2 will consist of four traffic lanes along SH29A to support both local and state highway traffic and will consist of the upgrade of the two interchanges at Poike Road and Oropi Road. The design layout developed for the Poike Road (eastern end) includes the following elements:
Poike Road to be grade separated with a new 200m long bridge over SH29A. 6m height limit for through traffic flows on SH29A under the bridge.
Partial cloverleaf with high speed merge / diverge tapers are used to connect the traffic flows between Windermere Drive, Poike Road, SH29A and Waimapu Pa Road.
The northside of Waimapu Pa Road is raised up with retaining wall to form an intersection with new bridge.
The design layout developed for the Oropi Road (western end) includes the following elements:
New approximately 400m-long grade-separated interchange and ramps connection on both sides and directions along SH29A to diverge turning traffic flow access of Oropi Road and SH29A.
New bridge over the Waimapu River to carry SH29A traffic.
The slope grading has been designed as a retaining wall in order to reduce the land acquisition required, in contrast to a graded slope.
Replace the SH29A bridges over the Waimapu Stream to form the on and off-ramp connections, as well as providing a shared use path (SUP) for pedestrians and cyclists. At this stage the form of these has not been assessed. It is assumed that these will cross under the highway.
Existing Oropi Road Roundabout to remain.
Flood Level Impacts As illustrated within Figure 21, TCC’s flood maps show that the flood level at Corridor W1 is between RL 2m to RL 3m. Recent work by NIWA28 is suggesting future (i.e. including sea level rise and climate change) 100y ARI storm surge levels of between RL 3.5m and RL 4m for the Tauranga Harbour, therefore future flood levels could rise to as much as RL 5m. Consequently, a road embankment (and bridge soffit) greater than RL 5m (potentially up to RL 6m) may be required. In the 1 in 100y ARI event flood water from the Waimapu Stream spreads over a large floodplain. A road embankment through this relatively flat floodplain is likely to constrict flows significantly, potentially resulting in large afflux upstream regardless of the exact crossing location, i.e. irrespective of whether the alignment for Corridor W1 is realigned further north or south of the indicative alignment shown on Figures 4, 20 and 23. This afflux is likely to adversely impact Roxanne Place and SH29A. Although TCC’s flood maps show these are already prone to flooding in a 1 in 100y ARI event, construction of the road embankment at the location proposed for Corridor W1 is likely to increase the frequency and severity of flooding at these locations. Although less likely, the loss of floodplain storage due to the embankment could also potentially have impacts downstream adversely . A flooding level impacts assessment has not been undertaken for Corridor W2 due to the existing nature of the road reserve. It is anticipated that flooding impacts are to be confined to existing valleys upstream. Notwithstanding this, a flood impact assessment will need to be undertaken should Corridor W2 become a preferred option.
28 Tauranga Harbour extreme sea level analysis, NIWA. 2017
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Figure 21 | Flood hazard level of western section
6.1 Corridor W1 - Assessment of Western Section
6.1.1 Corridor Overview A corridor connecting Poike Road / Windermere Drive with Oropi Road previously identified by TCC forms the basis for Corridor W1. Corridor W1 was previously located directly south of the Windermere Campus, following the existing cycle route and timber cable-stayed river bridge along the end of the Greerton Marist (Greerton Park) rugby fields, and adjacent to the overhead transmission line. Corridor W1 was relocated slightly south to avoid impacting the existing cycle bridge, overhead transmission lines and removing the road safety concern with having a new intersection on Oropi Road at the bottom of a steep grade. This location also crosses the river at right angles, subsequently reducing the bridge span length, thus presenting the most optimal cost-effective solution. It will also help to reduce long-term resilience to scour. This revised layout of Corridor W1 is shown in Figure 22 below.
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Figure 22 | Proposed alignment – Corridor W129
Corridor W1 intersects Greerton Park, an undeveloped greenfield, and the existing road reserve of both Windermere Drive and Poike Road. Greerton Park consists of several sports fields and a club house. Greerton Park is prone to flooding from the Waimapu Stream, which is located along its western boundary. A wetland environment is located along the true right-hand bank of the Waimapu Stream, which surrounds a historic landfill. Overhead electricity transmission infrastructure is located to the north, and to the east of Corridor W1. This area is generally flat, with the exception of the small valley where the Waimapu Stream and wetland is located.
Planning Description As illustrated in Figure 23 below, Corridor W1 is located within land zoned as ‘Active Open Space (Major)’ (to the west of the Waimapu Stream), ‘Suburban Residential’ and ‘Reserve’ (to the east of the Waimapu Stream), as well as the existing road reserve of Windermere Drive. The western extent of Corridor W1 will intercept the Flood Hazard Plan Area. The eastern extent located within the road reserve will be located directly adjacent to the overhead electrical transmission lines and structures operated and maintained by Powerco and will intercept the ‘New Zealand Transport Agency Reverse Sensitivity Area’ Plan Area. Corridor W1 is also within proximity to several Plan Areas; two Significant Maori Areas30and a Special Ecological Area31. The Waimapu Stream is classified by the Bay of Plenty Regional Council as suitable for ‘contact recreation’. The ‘Coastal Environmental Zone’ encompasses the Waimapu Estuary, and the mouth of the Waimapu Stream, located approximately 400m north of Corridor W1. It is also noted that the eastern end of this corridor will intercept The Agency’s designation for SH29A.
29 Aerial and Ground Model Sourced from LINZ DATA SERVICE. Licensed for re-use under the creative commons attribution 4.0 New Zealand Licence 30 Reference number SMA21 and SMA22 within the Tauranga City Plan 31 Reference number SEA17 within the Tauranga City Plan
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Figure 23 | Planning maps – Corridor W1
6.1.2 Summary of Anticipated Planning Approvals Based on the proposed alignment of Corridor W1, the following table summarises the anticipated consenting requirements under the City Plan and NRP, as well as the applicable national level documents. Further details of the relevant provisions within the City Plan and NRP are provided in Appendix D, while details on the national level documents are provided in Section 3.3 of this report. The consenting requirements listed in Table 20 below anticipates a ‘worse-case’ scenario where consent triggers cannot be avoided though engineering design, nor does it consider the process of designating this corridor through a NoR.
Table 20 | Summary of anticipated planning consent triggers – Corridor W1
Rule Activity Status Summary Tauranga City Plan 4C.3 Restricted Discretionary Earthworks exceeding 500m3 within the Flood Hazard Plan Area, within 15m of a stream or wetland and exceeding more than 50m3, and exceeding more than 5m3 within a Significant Ecological Area 4C.5 Non-Complying Earthworks raising or lowering the ground level by 300mm or more in the High Voltage Transmission Plan Area 5A.6 Restricted Discretionary Clearance of indigenous vegetation within a Category 2 Significant Ecological Area 5A.8 Non-Complying New buildings and structures within an Open Space Zone and located within a Category 2 Significant Ecological Area 7C.7 Restricted Discretionary New buildings and structures, network utilities and associated earthworks within Group 2 Significant Maori Areas, and network utilities within Group 1 Significant Maori Areas 7C.8 Discretionary New buildings and structures and associated earthworks within Group 1 Significant Maori Areas 8B.2.1 Restricted Discretionary Construction, erection or placement of any building within the Flood Hazard Plan Area below 2.9m Moturiki Datum 8B.2.1 Discretionary Infrastructure is not provided for within the Flood Hazard Plan Area 9B.3 Restricted Discretionary Use or development of contaminated land (including remediation)
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13B.7.1 Discretionary Infrastructure is not provided for in the Passive, Active and Active Open Space (Major) Zones 14B.2.1 Discretionary Infrastructure is not provided for in the Suburban Residential Zone Natural Resources Plan LM R3 Restricted Discretionary Earthworks exceeding 1,000m2 within the Riparian Management Area LM R4 Discretionary Disturbance of the bed of a wetland, earthworks exceeding 20,000m3 within the land management area DW R25 Restricted Discretionary The disturbance (including remediation) of contaminated land BW R36 Discretionary Installation of culverts instream structures and bridge structures not complying with the size and length limitations WL R9 Discretionary Modification of the bed of a wetland National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulation Restricted Discretionary Disturbance of contaminated land. Controlled activity if contamination is at 10(2) or below background levels for contaminants. Wildlife Act 1953 Section 53 Ecological authority to remove or disturb mixed terrestrial and wetland vegetation and habitats. Heritage New Zealand Pouhere Taonga Act 2014 Section 48 General archaeological authority for the disturbance / destruction of known (or unknown) archaeological features and sites.
6.1.3 Environmental and Social Responsibility Screen This section outlines the scope of the technical assessments required to support the statutory approvals needed for Corridor W1. The ESR screen builds on the applicable information requirements identified by the City Plan and NRP for land use and development within identified zones, Plan Areas, wetlands, land management areas and water bodies. Table 21 sets out the technical assessments required. Table 21 | Environmental and social responsibility screen – Corridor W1
Assessments Notes Scope Application(s) Required Archaeology An archaeological values and effects assessment to support the Single HNZPTA, application for a general authority to cover the accidental Assessment Regional and discovery of koiwi, wahi tapu, wahi taonga and pre-1900 artefacts Report Designation within the construction corridor, and any modification, damage or destruction of those sites. Air Quality Assessment of the environmental and social effects of dust Memorandum Regional discharges to air during construction / earthworks. Construction Assessment of the environmental and social effects of Single Designation Noise and construction noise and vibration under NZS 6803:1999 Acoustics Assessment Vibration – Construction Noise, ISO 4866:2010 and BS 5228-2. Report Operational Assessment of the environmental and social effects of operational Single Designation Noise noise based on the acoustic standards for emission within the Assessment receiving residential zone, including mitigation requirements. Report Natural An assessment of the natural character and landscape values of Single Regional, Character and the corridor and the actual and potential effects of road structures, Assessment Designation Landscape landform modification and earthworks within riparian margins, Report including mitigation. Ecology An assessment of the actual and potential effects of construction Single Regional, and permanent occupation of wetlands and the clearance of Assessment Designation indigenous vegetation. Will be required to cover impacts on bats, Report avifauna, lizards, at-risk and threatened vegetation and terrestrial invertebrates.
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Stormwater A technical assessment of stormwater discharge effects from new Single Regional, and Hydraulic impervious surfaces and details of wetland treatment and Assessment Designation Engineering attenuation system design to comply with Natural Resources Plan Report requirements. Includes an assessment of the effects of structures and activities within the Flood Hazard Plan Area primarily regarding loss of flood plain capacity and effects on downstream or upstream properties. Erosion and Technical statement supporting engineering drawings that confirm Design Regional Sediment the design, layout and staging (if any) of erosion and sediment Statement Control control structures will comply with BOPRC’s 2010/01 guideline. and Plans Detailed Site Sports turfs and active reserves and industrial waste storage sites Single Regional, NES Investigation are classified as HAIL activities and therefore the NESSoil triggers Assessment for land disturbance apply. The assessment will determine the Report extent of soil contamination and provide recommendations as to the management, use and handling of any identified contaminated material.
There is an opportunity for the scope of these technical assessments to be aligned with the technical assessments and statutory approvals required for the eastern and central sections.
6.1.4 Land and Properties Affected The number of land and properties are potentially affected by Corridor W1 is listed below in Table 22. The numbers provided consider whole parcels of land for comparative purposes only. Reassessment of land affected should be undertaken upon design refinement. Table 22 | Number of land and properties affected – Corridor W1
Number of land parcels (include TCC owned) affected Number of principal buildings (residential and rural) affected
3 0 8 (potential purchase due to flood effects) 5 (potential purchase due to flood effects)
Of the 3 land parcels to be impacted by the Corridor W1, one parcel of land is identified as Maori owned land. Maori owned land is typically owned by a number of individuals who have a share of the land. Any impacts on Maori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
6.1.5 Cost Estimate and Assumptions The cost estimate summary for Corridor W1 is summarised in Table 23 below. Table 23 | Cost estimate summary – Corridor W1
Project Base Estimate Project Expected 95th Project Estimate Estimate Project Property Investigation Construction Total Costs and Design Estimate
$0.8M $2M $24M $26M $31M $39M
Cost Assumptions The following key assumptions have been adopted in developing this cost estimate:
Property costs based on TCC Revaluations 2018 and assume total costs 50% greater than valuations for final property purchase cost.
Assumes full property acquisition of identified properties.
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Design and Construction Estimate is based on the current cost estimate for Kaeo Bridge undertaken by The Agency.
20% Contingency and 50% Risk Factors added to construction estimate.
Cost Estimate assumes environmental and cultural mitigation measures can be developed locally without upstream private land acquisition. However, the cost to purchase the properties is allowed for with the risk adjustment costs.
6.2 Corridor W2 - Assessment of Western Section (SH29A)
6.2.1 Corridor Overview In discussion with TCC, an alternative corridor (Corridor W2) was proposed due to the risks identified with Corridor W1. As illustrated in Figure 24, Corridor W2 takes the existing SH29A corridor and modifies it to receive local and state highway traffic volumes. Unlike the other corridors in this report, Corridor W2 has not been fully assessed for the environmental and cost impacts, however a high-level understanding of the level of potential effects and costs to adopt such a level of infrastructure investment has been undertaken. Any development along SH29A should also be assessed with the wider TUNS to examine the long-term direction for development of Tauranga’s urban arterial road network over the next 30 years.
Figure 24 | Proposed alignment – Corridor W2 Land use to the north of the road reserve consists of a mix of residential dwellings, undeveloped land and the Roxanne Place commercial area. Land to the south is rural residential in nature and consists of large parcels of land with dwellings spaced out from each other. The exception to this is a cluster of papakainga housing which is located adjacent to the corridor. Two streams intercept Corridor W2; the Waimapu Stream and an unnamed tributary of the Waimapu Stream.
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Planning Description Corridor W2 encompasses the existing road reserve of SH29A, and the designation for SH29A, held by The Agency. Widening of the corridor along the southern boundary of SH29A may be required. As illustrated within Figure 25 below, the properties adjacent to Corridor W2 are subject to several different zonings under the City Plan, including ‘Rural Zone’, ‘Suburban Residential Zone’, ‘Rural Marae Community Zone’, ‘Commercial Zone’, ‘Industrial Zone’ and ‘Reserve Zone’. A commercial Plan Area (Roxanne Place) encompasses the commercially zoned land adjacent to the north of Corridor W2. In addition, the Flood Hazard Plan Area encompasses part of the road reserve where Corridor W2 is located, and land located to the north of the Waimapu Stream Bridge. The Waimapu Stream is classified by the Bay of Plenty Regional Council as suitable for ‘contact recreation’, while the unnamed tributary has a ‘regional baseline’ classification. The eastern extent of Corridor W2 intercepts overhead electrical transmission lines owned and operated by Powerco but is not within a ‘High Voltage Transmission Plan Area’.
Figure 25 | Planning Maps – Corridor W2
6.2.2 Summary of Anticipated Planning Approvals Based on the alignment of Corridor W2, the following table summarises the anticipated consenting requirements under the City Plan and NRP, as well as the applicable national level documents. Further details of the rules within the City Plan and NRP are provided in Appendix D, while details on the national level documents are provided in Section 3.3 of this report. The consenting requirements listed in Table 24 below anticipate a ‘worst-case’ scenario where consent triggers cannot be avoided though engineering design. It also does it consider the process of designating this corridor through a NoR.
Table 24 | Summary of anticipated planning consent triggers – Corridor W2
Rule Activity Status Summary Tauranga City Plan
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8B.2.1 Restricted Discretionary Construction, erection or placement of any building within the Flood Hazard Plan Area below 2.9m Moturiki Datum 8B.2.1 Discretionary Infrastructure is not provided for within the Flood Hazard Plan Area 9B.3 Restricted Discretionary Use or development of contaminated land (including remediation) 14B.2.1 Discretionary Infrastructure is not provided for in the Suburban Residential Zone Natural Resources Plan DW R25 Restricted Discretionary The disturbance (including remediation) of contaminated land WL R9 Discretionary Modification of the bed of a wetland National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulation Restricted Discretionary Disturbance of contaminated land. Controlled activity if contamination is at 10(2) or below background levels for contaminants. Heritage New Zealand Pouhere Taonga Act 2014 Section 48 General archaeological authority for the disturbance / destruction of known (or unknown) archaeological features and sites.
6.2.3 Environmental and Social Responsibility Screen This section outlines the scope of the technical assessments required to support statutory approvals required for Corridor W2. The ESR screen builds on the applicable information requirements identified by the City Plan and NRP for land use and development within identified zones, Plan Areas, wetlands, land management areas and water bodies. Table 25 sets out the technical assessments required. Table 25 | Environmental and social responsibility screen – Corridor W2
Assessments Notes Scope Application(s) Required Archaeology An archaeological values and effects assessment to support the Single HNZPTA, application for a general authority to cover the accidental Assessment Regional and discovery of koiwi, wahi tapu, wahi taonga and pre-1900 artefacts Report Designation within the construction corridor, and any modification, damage or destruction of those sites. Air Quality Assessment of the environmental and social effects of dust Memorandum Regional discharges to air during construction / earthworks. Construction Assessment of the environmental and social effects of Single Designation Noise and construction noise and vibration under NZS 6803:1999 Acoustics Assessment Vibration – Construction Noise, ISO 4866:2010 and BS 5228-2. Report Operational Assessment of the environmental and social effects of operational Single Designation Noise noise based on the acoustic standards outlined in Waka Kotahi’s Assessment Guide to the Management of Effects on Noise Sensitive Land Use Report near to the State Highway Network (2015). Stormwater A technical assessment of stormwater discharge effects from new Single Regional, and Hydraulic impervious surfaces and details of wetland treatment and Assessment Designation Engineering attenuation system design to comply with Natural Resources Plan Report requirements. Includes an assessment of the effects of structures and activities within the Flood Hazard Plan Area primarily regarding loss of flood plain capacity and effects on downstream or upstream properties. Erosion and Technical statement supporting engineering drawings that confirm Design Regional Sediment the design, layout and staging (if any) of erosion and sediment Statement Control control structures will comply with BOPRC’s 2010/01 guideline. and Plans Detailed Site Adjoining industrial and pastoral sites are classified as HAIL Single Regional, NES Investigation activities and therefore the NESSoil triggers for land disturbance Assessment apply. The assessment will determine the extent of soil Report contamination and provide recommendations as to the management, use and handling of any identified contaminated material.
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There is an opportunity for the scope of these technical assessments to be aligned with the technical assessments and statutory approvals required for the eastern and central corridors.
6.2.4 Land and Properties Affected The number of land and properties potentially affected by Corridor W2 are listed below in Table 22. The numbers provided consider whole parcels of land for comparative purposes only. Reassessment of land affected should be undertaken upon design refinement. Table 26 | Number of land and properties affected – Corridor W2
Number of land parcels (include TCC owned) affected Number of principal buildings (residential and rural) affected
5 1
This is based on widening of SH29A to the south between Poike Road and Oropi Road. The majority of the land to be impacted by Corridor W2 is identified as Māori owned land. Māori owned land is typically owned by a number of individuals who have a share of the land. Any impacts on Māori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints.
6.2.5 Cost Estimate and Assumptions The cost estimate summary for this corridor is based at a feasibility level, benchmarked to the similar Baypark to Bayfair project. The estimated project cost for this option is approximately $120M.
Cost Assumptions The key following assumptions have been adopted in developing this cost estimate:
Cost based on NZ Transport Agency reported cost estimate for the Baypark to Bayfair Link. − A new grade separated interchange at Oropi Road with SH29A over and the existing roundabout to remain; − A new grade separated interchange at Poike Road with Poike Road over; − Widening / new bridge for SH29A over Waimapu Stream; − Local land purchases south of Poike Road to cater for the new grade separated interchange.
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6.3 Western Corridor Options’ Multi-Criteria Assessment The MCA between Corridor W1 and Corridor W2 is summarised in Table 27 below. This presents a desktop level assessment comparison between the two corridors.
Table 27 | Western section multi-criteria assessment
Corridor Transport Engineering Environmen Social Effects Consent-ability Land Project Benefits & Risk t Effects Acquisition Expecte Performanc d e Estimate W1 0.6km Multi-span Potential Impacts on Impacts on 3 properties (8 $26M length bridge over impacts on Greerton Park Significant properties due a river in the special resulting in Maori Areas to flood soft ground. ecology adverse social and effects) and cultural impacts Significant sites noted Potential Ecological as impacts on areas create significant. multiple Maori additional land parcels. consent hurdles. W2 2km length. Large Works Potential Adverse 5 properties $120M However, grade generally impacts on effects of road provides separation within papakinga already additional infrastructur NZTA’s housing and established. capacity for e adjacent designation Maori land Corridor does SH29A. to live ; effects of parcels. not intercept traffic. road significant already Plan Areas. established. Summar W2 W1 W2 W2 W2 W1 W1 y Shorter and Risk of Less direct Impacts on Less overall 2 less Lower more direct. constructin effects on public places consenting properties cost Although g the bridge sensitive minimised, risk effected, estimate note the over the sites however however additional Waimapu increased flooding capacity to Stream. number of effects are not SH29A may private considered. have more properties and a more Maori Land strategic impacted has network been benefit recognised.
The environment and social impacts of Corridor W1 appear greater due to the corridor’s location to sensitive environmental and cultural sites. Using the SH29A corridor and upgrading the intersections mostly within the designation as illustrated by Corridor W2 may reduce environmental impacts, but will multiply project costs almost fourfold.
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7 Findings
The purpose of this study was to assess and understand the costs of a new transport corridor to alleviate potential traffic congestion and support the future development for both residential and commercial activities in the Welcome Bay and Ohauiti Study area. Implementation of the best performing transport corridor selected as part of the Welcome Bay Growth Options Traffic Management Model (TMM) Analysis, 2018 is more challenging than previously envisioned. The corridor options that have been assessed present key feasibility risks in how to mitigate the effects on the environment, and land acquisition. The wider strategic economic benefit and business case of the new corridor should be first further explored with the alternative corridors of the TMM Analysis assessed to a similar level of detail. Numerous corridors will intersect Maori owned land. As previously described, Maori owned land generally has many owners who each hold a certain percentage of land as their own. Consequently, any impacts on Māori owned land will require a lengthy consultation period and should be treated as an exercise with a degree of risk with respect to any potential time constraints. For the eastern section, both Corridor E1 and Corridor E2 demonstrated similar project costs, and both contained challenging engineering, environmental and social effects. Both Corridor E1 and Corridor E2 will require extensive mitigation and are subject to land acquisition and further environmental impact assessment and design. For the central section, the upgrade of the existing intersections at Poike Road and Hollister Lane to full signalised intersections will require land acquisition. For the western section, Corridor W1 across the Waimapu River requires the destruction of Significant Māori Areas (i.e. M21 and M22) and a Significant Ecological Area (i.e. SEA17 - Category 2). The embankment and bridge across the Waimapu River and floodplain are likely to cause significant adverse effects (flooding) on properties surrounding the corridor. An alternative to upgrade SH29A (Corridor W2) appears feasible with lower environmental impacts, and marginally lower social impacts (recognising that Corridor W2 will require two additional properties in terms of land acquisition), but at a significant increase in cost. The wider road capacity benefits of providing this upgrade along SH29A should be discussed with The Agency as part of the current wider TUNS. Corridor W2 presents a worst-case from a funding perspective and therefore was included within the cost for this new corridor.
7.1 Planning Summary The following tables provide a comparative summary of the planning considerations and risks associated with each corridor;
Table 28 | Comparison of planning considerations - Eastern section
Eastern sections – Corridor E1 and Corridor E2
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Corridor E1 will intersect SMA27 and SEA20 and is located within proximity to SMA26. This will result in additional planning approvals required, and a greater amount of mitigation to be proposed to protect these areas. This is in comparison to Corridor E2, which does not intersect any ‘Significant Maori Areas’ or ‘Significant Ecological Areas’.
Construction works could impact wetlands located within the alignment of Corridor E1 and Corridor E2, thereby resulting in additional resource consents, and will require offset mitigation through the construction of new wetland.
Corridor E2 will interest Trustpower’s designation. Approval from Trustpower will be required pursuant to section 176(b) of the RMA.
Both Corridor E1 and Corridor E2 will likely require a Non-complying resource consent associated with the construction within a ‘High Voltage Transmission Plan Area’, however this risk is more prominent within Corridor E2 due to the greater number of overhead electricity lines and structures.
Both Corridor E1 and Corridor E2 will intersect Maori owned land.
Summary: Corridor E2 provides a marginally lower degree of risk due to the fewer consent approvals required.
Table 29 | Comparison of planning considerations - Central section
Central section – Corridor C1
A majority of Corridor C1 is made up of the road reserve of Poike Road. Any adverse effects associated with the presence and operation of a road have already been established.
The only plan area which may trigger an additional resource consent is the ‘High Voltage Transmission Plan Area’. The construction of buildings and structures within this area is a Non-complying Activity.
Summary: As Corridor C1 is the only corridor within the central section, a comparative assessment cannot be made. However, in terms of risk, Corridor C1 presents some risk in terms of construction within the High Voltage Transmission Plan Area, and the intersection of Maori owned land at the SH29A .
Table 30 | Comparison of planning considerations - Western section
Western section – Corridor W1 and Corridor W2
Corridor W1 is located within proximity to SMA21, SMA22 and SEA17, which could all be impacted as a result of the construction and operation of a road. Consequently, additional consents and technical input will be required.
Corridor W1 will also intersect the existing wetland located on the true right side of the Waimapu Stream, which will require additional consents and offset mitigation.
Corridor W1 will also intersect the Flood Hazard Plan Area, potentially triggering consent requirements if construction is to occur at or below 2.9m RL.
Corridor W2 occupies the existing road reserve of SH29A. Any adverse effects associated with the presence and operation of the road have already been established.
Both Corridor W1 and Corridor W2 will intersect the Agency’s designation for SH29A, however, this is more so with regards to Corridor W2.
Both Corridor W1 and Corridor W2 will intersect Maori land, however widening of SH29A associated with Corridor W2 may not only intersect Maori land but could impact papakainga housing. Summary: Corridor W2 provides a significantly lower degree of risk in terms of environmental effects and planning approvals, as it will occupy an existing highway corridor, while Corridor W1 intersects numerous Plan Areas.
Approval Pathways Two possible options are available to acquire the necessary regulatory approvals required. These are:
To obtain resource consents using traditional resource consent process (section 88 – 104 of the RMA); or
To submit a Notice of Requirement pursuant to Section 168A of the RMA. Notwithstanding the above, the acquisition of land will be required for all of the corridors. The process of purchasing land using the PWA requires a ‘necessity test’, which can be run in conjunction with an
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7.2 Cost Summary The cost estimate for the corridor is summarised in Table 31 below Table 31 | Summary of the corridor costs
Location Length Project Expected 95% Risk Adjusted Estimate Cost Max. Cost (km) ($ Million) ($ Million)[1]
Welcome Bay to Poike Road - Eastern Corridor32 2.15 $85 $98-102
Poike Road to SH29A - Central Corridor 1.35 $9.7 $14.7
SH29A to Oropi Road - Western Corridor (south - 2.0 $31-120 $160 SH29A)
Total Costs 4.5 $125 to $214 $276
32 As detailed with Section 5.1 both eastern corridors present the same cost estimate.
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A
SIDRA Analysis Report
Sidra Analysis for Intersections on Welcome Bay East- West Corridor Prepared for Tauranga City Council Prepared by Beca Limited
31 July 2019
Sidra Analysis for Intersections on Welcome Bay East-West Corridor | 3820610 | NZ1-16340662-11 1.0 | 31 July 2019 | 1
Creative people together transforming our world | Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
Contents
Executive Summary ...... 1 1 Introduction ...... 2 2 Approach ...... 2 2.1 Traffic Distribution ...... 3 2.2 Sidra Analysis Parameters ...... 3 3 Intersection Assessment ...... 4 3.1 Intersection 1 (INT1) – Kaitemako Road / Potential new road 2E ...... 4 3.2 Intersection 2 (INT2) – Ohauiti Road / Potential new road 2E / Poike Road ...... 11 3.3 Intersection 3 (INT3) – Poike Road / Hollister Lane ...... 18 3.4 Intersection 4 (INT4) – Poike Road / State Highway 29 ...... 23 3.5 Intersection 5 (INT5) – Oropi Road / Potential New Route 2W ...... 25 4 Conclusions ...... 32
Sidra Analysis for Intersections on Welcome Bay East-West Corridor | 3820610 | NZ1-16340662-11 1.0 | 31 July 2019 | i
| Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
Revision History Revision Nº Prepared By Description Date 1.0 Subramanyam Uppuluri Draft for client review 31/07/2019
Document Acceptance Action Name Signed Date Prepared by Subramanyam Uppuluri 31/07/2019
Reviewed by Craig Richard / Nyan 31/07/2019 Aung Lin Approved by Andrew Murray 31/07/2019
on behalf of Beca Limited
© Beca 2019 (unless Beca has expressly agreed otherwise with the Client in writing). This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.
Sidra Analysis for Intersections on Welcome Bay East-West Corridor | 3820610 | NZ1-16340662-11 1.0 | 31 July 2019 | ii
| Executive Summary |
Executive Summary
Tauranga City Council (TCC) has engaged Beca to undertake Sidra intersection analysis for five intersections along the proposed Welcome Bay East-West Corridor. For this Sidra analysis, the turning movement flows were extracted from the latest 2063 Welcome Bay Growth Study in Tauranga Transport Strategic Model (TTSM5.12). Tauranga Programme Business Case (PBC) Programme 2 mode shift effects were included in this scenario. The purpose of this study is to estimate the long-term footprint requirements for these intersections. These requirements can be varied for a short-term horizon year or under different mode shift assumptions. The intersection performance was tested with both roundabout and signal intersection layouts. We understand the findings from this analysis will feed into a separate study which will identify preferred intersection forms using other consideration such as safety, walking and cycling etc.
The main findings for the present study are discussed below:
● INT 1 (Kaitemako Road / Pokie Road extension) performs well with a single lane roundabout layout, and hence no further optimisation was undertaken. For a signalised layout, it will require 80-metre short lanes to achieve an acceptable level of service. ● INT 2 (Ohauiti Road / Poike Road extension) performs well with two-lane (one full and one short) roundabout and signalised intersection layouts. ● INT 3 (Poike Road / Hollister Lane) performs well with a three-lane (one full and two short) approach signalised intersection layout. ● INT 4 (Poike Road / State Highway 29A) requires a roundabout diameter of 60 meters to achieve an acceptable level of service. Also three-lane approaches are required for the north and east approaches with three southbound circulating lanes. ● INT 5 (Oropi Road / Potential new connection) requires a roundabout diameter of 35 meters with two- lane (one full and one short) approaches are required for the intersection to perform at an acceptable level of service for the roundabout layout. The signalised layout will require a longer short lane distance of 125 meters on all approaches to achieve overall LOS D in the AM peak and LOS E in the PM peak. All signalised intersections were analysed with full pedestrian crossing and actuation at every cycle time. Therefore, it is expected that signalised intersection will perform better if pedestrian actuations do not occur at every cycle.
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| Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
1 Introduction
Tauranga City Council (TCC) has engaged Beca to undertake Sidra intersection analysis for five intersections along the proposed Welcome Bay East-West Corridor. This note summarises key assumptions and outcomes of the Sidra analysis for the following five intersections:
● INT 1– Kaitemako Road / Poike Road extension ● INT 2–Ohauiti Road / Poike Road extension ● INT 3–Poike Road / Hollister Lane ● INT 4–Poike Road / State Highway 29A ● INT 5–Oropi Road / Potential new connection The purpose of this study is to identify possible intersection layouts (form of intersection and potential lane arrangements) that can accommodate traffic and pedestrian / cycle demands arising with planned development in the area for the forecast year 2063.
2 Approach
The Tauranga Transport Strategic Model (TTSM) is a regional strategic transport model for Tauranga and part of Western Bay of Plenty region. We have utilised the TTSM version 5.12 to assist with this study. For this Sidra analysis, the demand input was sourced from the TTSM future year 2063 from the Welcome Bay Growth Study (i.e. land use scenario of 11,062 total dwellings and Poike Road extension). Tauranga Programme Business Case (PBC) Programme 2 mode shift effects were included in this scenario.
The TTSM modelled flows are average-hour traffic volumes for the 2-hour peak periods (i.e. AM and PM) which are then converted to 1-hour peak flows for the Sidra analysis. The locations of five intersections (INT 1 to INT 5) used for the Sidra analysis is shown in Figure 1. Table 1 shows the intersection layouts to be tested in the present study.
Table 1 : Sidra Intersection Layouts – Year 2063
Intersection ID Intersection Name Intersection Layouts INT 1 Kaitemako Road / Poike Road Roundabout (4-arm) Signalised (4-arm) extension INT 2 Ohauiti Road / Poike Road extension Roundabout (4-arm) Signalised (4-arm) INT 3 Poike Road / Hollister Lane --- Signalised (4-arm) INT 4 Poike Road / State Highway 29 Roundabout (4-arm) --- INT 5 Oropi Road / Potential new connection Roundabout (4-arm) Signalised (4-arm)
High occupancy vehicle (HOV) lanes were assumed in TTSM between intersection 3 and 4. However, in the Sidra analysis, general traffic lanes were assumed at the intersection approaches for improved capacities.
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| Approach |
Figure 1 : Proposed Intersections on the Welcome Bay East-West Corridor
2.1 Traffic Distribution
As per the scope of work, INT 3 and INT 5 are proposed to be designed as four-leg intersections in contrast to the three-leg intersections coded in TTSM. For INT 3, we have assumed 125 total trips in/out per hour from the fourth leg. This was based on an assumed small local neighbourhood centre (~2,000 GLFA) located at the fourth leg. For INT 5, a select link analysis was undertaken on the Poike to Oropi Road Connection in TTSM to estimate traffic flows for the east-west through movements.
2.2 Sidra Analysis Parameters
The intersection analysis was undertaken for the AM and PM peaks for the five intersections as shown in Figure 1. The traffic volume for car and trucks was extracted from the 2063 TTSM scenario (i.e. Welcome Bay Growth Study).
The key Sidra analysis parameters used for intersection analysis are described below:
● Peak flow factor = 0.95; ● Peak flow period = 30 minutes; ● Environment factor · 1.0 for single-lane roundabouts; · 1.2 for two-lane small roundabouts; and · 1.1 for two-lane large roundabouts. ● A peak hour conversion factor of 1.1 was used to convert TTSM average 2-hour flows to peak hour flows; ● If an intersection was over-capacity, a sensitivity test was undertaken by using a peak hour conversion factor of 1.05 (instead of 1.1). This is was to test if the intersection can perform with reduced traffic demands; ● The approach cruise speed and exit cruise speed (i.e. posted speed) is assumed to be 60km/hr;
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| Intersection Assessment |
● The distance between intersections were taken from 2063 TTSM model; ● Roundabout island diameter = 30 meters; ● The minimum short-lane length is assumed to be 60 meters; and ● Pedestrian arrival rate in signalised intersections =100% (i.e. pedestrians for every signal cycle). 3 Intersection Assessment
The analysis was undertaken using Sidra Intersection software for the proposed intersections along the Welcome Bay East-West Corridor. The analysis results are discussed for each intersection in the following sections
3.1 Intersection 1 (INT1) – Kaitemako Road / Potential new road 2E
3.1.1 Roundabout INT 1 layout was tested with a peak hour conversion factor of 1.1, an environment factor of 1.05 and a roundabout diameter of 30 meters. No short lanes were required for all approaches. The intersection performed well with these initial layout/input assumptions, and hence, no further optimisation was undertaken. Figure 2 shows the preferred INT 1 roundabout layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 3 and Figure 4.
Figure 2 : Intersection 1 Roundabout Layout
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| Intersection Assessment |
Figure 3 : Intersection 1 – 2063 AM Peak Hour Result – Roundabout Layout
Figure 4 : Intersection 1 – 2063 PM Peak Hour Result – Roundabout Layout
3.1.2 Traffic Signals INT 1 layout was also tested with a signalised intersection layout and a short lane distance of 60 meters, a peak hour conversion factor of 1.1 and 100% pedestrian movement occurring every signal cycle. The intersection performs LOS F for the southbound right movement from Kaitemako Road. This layout was further optimised with a short lane distance of 80 meters, which has resulted in intersection performing at an acceptable level of service. Figure 5 shows the INT 1 signalised layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 6 and Figure 7.
.
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Figure 5 : Intersection 1 Signalised Intersection Layout
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Figure 6 : Intersection 1 – 2063 AM Peak Hour Result – Signalised Intersection Layout
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Figure 7 : Intersection 1 – 2063 PM Peak Hour Result – Signalised Intersection Layout
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| Intersection Assessment |
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| Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
3.2 Intersection 2 (INT2) – Ohauiti Road / Potential new road 2E / Poike Road
3.2.1 Roundabout INT 2 layout was tested with a short lane distance of 60 meters on all approaches, a peak hour conversion factor of 1.1, an environment factor of 1.20 and a roundabout diameter of 30 meters. The intersection performed well with these initial layout/input assumptions, and hence, no further optimisation was undertaken. Figure 8 shows the INT 2 roundabout layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 9 and Figure 10.
Figure 8 : Intersection 2 Roundabout Layout
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| Intersection Assessment |
Figure 9 : Intersection 2 – 2063 AM Peak Hour Result – Roundabout Layout
Figure 10 : Intersection 2 – 2063 PM Peak Hour Result – Roundabout Layout
3.2.1 Traffic Signals INT 2 layout was also tested with a signalised intersection layout and a short lane distance of 100 meters, a peak hour conversion factor of 1.1 and 100% pedestrian movement occurring every signal cycle. The intersection performed well with these initial layout/input assumptions, and hence, no further optimisation was undertaken. Figure 11 shows the INT 2 signalised layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 12 and Figure 13.
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Figure 11 :Intersection 2 Signalised Intersection Layout
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Figure 12 : Intersection 2 – 2063 AM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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Figure 13 : Intersection 2 – 2063 PM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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3.3 Intersection 3 (INT3) – Poike Road / Hollister Lane As discussed in Section 2.1, INT 3 was modelled as a 3-legged intersection in TTSM. Hence, we have assumed 125 total trips (per hour) to/from the fourth leg for the Sidra analysis. This was based on an assumed small local neighbourhood centre (~2,000 GLFA) located at the fourth leg.
The INT 3 layout was tested with a signalised intersection layout and short lane distance of 60 meters, a peak hour conversion factor of 1.1 and 100% pedestrian movement occurring every signal cycle. The intersection performed well with these initial layout/input assumptions, and hence, no further optimisation was undertaken.
Figure 14 shows the preferred INT 3 signalised layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 15 and Figure 16.
Figure 14 : Intersection 3 Signalised Intersection Layout
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Figure 15 : Intersection 3 – 2063 AM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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Figure 16 : Intersection 3 – 2063 PM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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| Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
3.4 Intersection 4 (INT4) – Poike Road / State Highway 29 INT 4 initial layout was initially tested with a short lane distance of 60 meters, a peak hour conversion factor of 1.1, an environment factor of 1.1 and a roundabout diameter of 30 meters. This resulted in LOS F for most approaches. The INT 4 layout was further optimised with a short lane distance of 140 meters for left turn lane and exit lane on the north SH29 approach and a roundabout diameter of 60 meters. This also resulted in LOS F for the left-turn movement on the North approach (SH29). This optimised layout was further tested with reduced traffic flows, i.e. with a peak hour conversion factor of 1.05. The intersection performs with an acceptable level of service. Figure 17 shows the preferred INT 4 roundabout layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 18 and Figure 19.
Figure 17 : Intersection 4 Roundabout Layout
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Figure 18 : Intersection 4 – 2063 AM Peak Hour Result – Roundabout Layout
Figure 19 : Intersection 4 – 2063 PM Peak Hour Result – Roundabout Layout
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3.5 Intersection 5 (INT5) – Oropi Road / Potential New Route 2W As discussed in Section 2.1, INT 5 has no direct connection between Poike Road to Maleme Street in TTSM. Hence, the through traffic flows between Maleme Street and the new connection were estimated by a select link analysis in TTSM.
3.5.1 Roundabout The INT 5 layout was tested with a short lane distance of 60 meters on all entry approaches, a peak hour conversion factor of 1.1, an environment factor of 1.20 and a roundabout diameter of 30 meters. All the exit approaches are one-lane configuration. This resulted in LOS F for the right turn movement from the New Link approach. The layout was further optimised with a roundabout diameter of 35 meters. This resulted in intersection performing at an acceptable level of service. Figure 20 shows the preferred INT 5 roundabout layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 21 and Figure 22.
Figure 20 : Intersection 5 Roundabout Layout
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| Intersection Assessment |
Figure 21 : Intersection 5 – 2063 AM Peak Hour Result – Roundabout Layout
Figure 22 : Intersection 5 – 2063 PM Peak Hour Result – Roundabout Layout
3.5.2 Traffic Signals The INT 5 layout was also tested with a signalised intersection layout with a short lane distance of 60 meters, a peak hour conversion factor of 1.1 and 100% pedestrian movement occurring in every signal cycle. This has resulted in LOS F for most approaches.
The layout was further optimised with a longer short lane distance of 125 meters on all approaches which has resulted in overall LOS D in the AM peak and LOS E in the PM peak. Figure 23 shows the preferred INT 5 signalised layout for the future year 2063. The Sidra analysis results for the AM and PM peak hours are shown in Figure 24 and Figure 25.
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| Sidra Analysis for Intersections on Welcome Bay East-West Corridor|
Figure 23 : Intersection 5 Signalised Intersection Layout
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Figure 24 : Intersection 5 – 2063 AM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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Figure 25 : Intersection 5 – 2063 PM Peak Hour Result – Signalised Layout
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| Intersection Assessment |
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| Conclusions |
4 Conclusions
Tauranga City Council (TCC) has engaged Beca to undertake Sidra intersection analysis for five intersections along the proposed Welcome Bay East-West Corridor. For this Sidra analysis, the turning movement flows were extracted from the latest 2063 Welcome Bay Growth Study in Tauranga Transport Strategic Model (TTSM5.12). Tauranga Programme Business Case (PBC) Programme 2 mode shift effects were included in this scenario. The purpose of this study is to estimate the long-term footprint requirements for these intersections. These requirements can be varied for a short-term horizon year or under different mode shift assumptions. The intersection performance was tested with both roundabout and signal intersection layouts. We understand the findings from this analysis will feed into a separate study which will identify preferred intersection forms using other consideration such as safety, walking and cycling etc.
The main findings for the present study are discussed below:
● INT 1 (Kaitemako Road / Pokie Road extension) performs well with a single lane roundabout layout, and hence no further optimisation was undertaken. For a signalised layout, it will require 80-metre short lanes to achieve an acceptable level of service. ● INT 2 (Ohauiti Road / Poike Road extension) performs well with two-lane (one full and one short) roundabout and signalised intersection layouts. ● INT 3 (Poike Road / Hollister Lane) performs well with a three-lane (one full and two short) approach signalised intersection layout. ● INT 4 (Poike Road / State Highway 29A) requires a roundabout diameter of 60 meters to achieve an acceptable level of service. Also three-lane approaches are required for the north and east approaches with three southbound circulating lanes. ● INT 5 (Oropi Road / Potential new connection) requires a roundabout diameter of 35 meters with two- lane (one full and one short) approaches are required for the intersection to perform at an acceptable level of service for the roundabout layout. The signalised layout will require a longer short lane distance of 125 meters on all approaches to achieve overall LOS D in the AM peak and LOS E in the PM peak. All signalised intersections were analysed with full pedestrian crossing and actuation at every cycle time. Therefore, it is expected that signalised intersection will perform better if pedestrian actuations do not occur at every cycle.
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B
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n ne A - Pa P l a ace 3 n 2 ! m
1 i K e e 6 o a 0 w n r 5 P \ a
s l a W o t c L c e C e j r o r e
P t \ : s
P i
l : n l h t o a M o P e e n H rl c o g t i a
9 D v l 1 ri u P 0 ve 2 a /
7 S 0 ide D / Waters rive R 2 u b : a e W t ay a Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD2000 ! 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE CULTURAL AND HISTORICAL HERITAGE DESIGNED 02.07.19 WESTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0002 1 A a i A l s e l ter se n e e La Way lo a s n eotu LEGEND C L m o e apua ri k a l T u r C C ! LfArchaeologicalPoint a a
Tauranga Moana K P
d (Tauranga o
LfTreeLandscapeProtected o Harbour) w
n ° e Layer_Areas_of_Significant_Conservation_and_Cultural_Value_Operative d e 9A W o r y 2 o a G hw in w t Hig eb e r ate e c u St rr n o rescent y a C lace C La L Rua wa P nd n ra la e rt A r u ! e e o T b C m n Midden u o C r e e ! Way A s H Titiro ja lo M le x Oak Grove C a p Pl a a i c r Close e e t e c is la W Midden P la ! I e c a Ma Pl gnolia Pa H ! Midden arri Midden ! sfield ! Drive e t Fr Plac e a i e eesia l e c P r K e t a a a im b r r m S a o i e P L i d T l la r ie c P f e l s Rua a n c a ! e M
Vict Midden ory Stree H y t a ! o l W m Midden e b n ! u a r J n Pit S t ! re d e a Midden / pit t o ! Pits / R W i ! terraces / it a i Rua
u T p midden a Findspot u
Pits / Pit o ! h n Rua O & midden ! n a L terrace g ! a G ! a n ! K g m r s a o to e i v Midden t n h e e Pit / midden e a m ! W ! S a t a r y k e o e d t x R m . y o E a a G d A
T W I
R n
E Pit/terrace/midden e H t Rua / L !s Midden ! A u C I A terrace / ank Way R Midden ouldb O W T midden ! S I Rua H Road ! Poike L Terrace ! A L R oc Midden U h ! T
L in ! Terrace
U v
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D / rua midden
t 5 \ r e ! ! o
d e i Terrace r r r t Midden / Pits o ! C
S t ! s terrace us t r e elo n Terraces P W ! - t t o ee s ! Str a m Terraces E
y g a E / pit B e Rua ! m hine Stre o et c l e W
-
3 2 1 6
0 Ditch Terrace 5 \ s t ! ! c Midden e j o r ! Pit P \ :
P Rua / ditch ! : h t ! a P rive a D Ditch gle 9 ra m a 1 ra E t 0 e t no ! e 2 re / a w e P t 7 S
0 a e / r r 2
t
: a e t T S t a e Stre Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD200S0 nowden ! 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE CULTURAL AND HISTORICAL HERITAGE DESIGNED 02.07.19 EASTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0002 2 A d y W a a a e o W t g im e e LEGREND s e a l e p l c s n r u o a l e t l e S C s nz-primary-land-mpar... S tr P n r r e a a e et H s M a ° r CpPlanningZones F Em Representation: m et COPY_CpPlanningZones_REPt SRES_Rep tre Rule_7_AcetitveOpenSpa... C ha dw i Rule_11_CommercialBu... ck R o ad Rule_12_Conservation
P Rule_18_Greenbelt o e o v le o s Rule_20_Industrial r R G o a s d d
n Rule_23_PassiveOpenS... e o t c
e a re m l
t P m S Rule_28_Road i
i x it S h o W w n L i a Rule_29_Rural K agoo n R n Pl d ace e r m Rule_30_RuralMaraeCo... e r e
Rule_31_SuburbanResi... D r i v e Land Owned by Tauranga City Council
d a e H
d
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9 D v l 1 ri u P 0 ve 2 a /
7 S 0 ide D / Waters rive R 3 u b : a e W t ay a Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD2000 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE LAND USE AND OWNERSHIP DESIGNED 03.07.19 WESTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0003 1 A a i A l s e l ter se n e e La Way lo a s n eotu LEGEND C L m o e apua ri k a l T u r C C a a
nz-primary-land-par... K P
d o
o °
CpPlanningZones w
n e Representation: d e 9A W o r y 2 o COPY_CpPlanningZones_REPRES_Rep a G hw in w t Hig eb e r ate e c u Rule_6_ActiveOpenSpace St rr n o rescent y a C lace C La L wa P nd n ra la e rt A r Rule_7_ActiveOpenSpa... u e e o T b C m n u Rule_11_CommercialBu... o C r e e Way A s H Titiro ja lo M le x Rule_12_Conservation Oak Grove C a p Pl a a i c r Close e e t Rule_18_Greenbelt e c is la W P Rule_23_PassiveOpenS... la I e c a Ma Pl Rule_28_Road gnolia H arris Rule_31_SubufribealndResi... Drive e t Fr Plac e a i e eesia Rule_32_RuralResidential l e c P r K e t a a a im b r r m S a o Land Owned by Tauranga i e P L i d T City Council l la r ie c P f e l s a n c a e M
Vict ory Stree H y t a o l W m
e b n u a r J n S t re d e a t o R W i it a
i u T p
a u o h n O n a L g a a G n K g m r s a o to e i v t n h e e e a m W S a t a r y k e o e t R y o a a d d x W
m .
P n I e H t S s R u E y N a A ldbank W W ou
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S Loc U h D in N v A
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y g a E B e Rua m hine Stre o et c l e W
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3 2 1 6 0 5 \ s t c e j o r P \ : P
: h t a P rive a D gle 9 ra m a 1 ra E t 0 e t no e 2 re / a w e P t 7 S
0 a e / r r 3
t
: a e t T S t a e Stre Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD200S0 nowden 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE LAND USE AND OWNERSHIP DESIGNED 03.07.19 EASTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0003 2 A cÆ ÅÆÄ ÅÆÄ
ÅÆÄ ÅÆÄ ÅÆÄ
d y W a a a e o W t g im e e LEGER ND s e a l e p l c s n r u o a l e t l e Church S C s î m S tr P n r r e a a e et Name H s M a ° r F Comet Building ÅÆÄ Em m et Malte Sme Street Transfer Station tre ÅÆÄ et C h Tauranga Itm Building and Fencing Supplies a dw i ck R î Preschool î o ÅÆÄ ad ÅÆÄ Preschool1 P o e o recreationcentre v le o s r R G o a universitybuilding s d d
n e
o t c
e park a re m l
t P m S i
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e W t ay a Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD2000 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE HUMAN HEALTH AND SOCIAL DESIGNED 02.07.19 WESTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0004 1 A
ÅÆÄ cÆ ÅÆÄ ÅÆÄ
ÅÆÄ ÅÆÄ ÅÆÄ
a i A l s e l ter se n e e La Way lo a s n eotu LEGEND C L m o e apua ri k a l T u r C C Preschool a a
ÅÆÄ K P
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o ° Preschool1
ÅÆÄ w
n ÅÆÄ e supermarket d e 9A W o r y 2 o a G hw in w t Hig eb e r ate e c u recreationcentre St rr n o rescent y a C lace C La L wa P nd î î CATEGORY n ra la e rt A r u e e o T b Rest Home C m n u o C r schoolsite e e Way A s H Titiro ja lo M le x Oak Grove C a p Pl a a i c park r Close e e t e c is la W P la I e c M la agnolia P H ÅÆÄ arri sfield Drive e t Fr Plac e a a ÅÆÄ i e eesi l e c P r K e t a a a im b r r m S a o i e P L i d T l la r ie c P f e ÅÆÄ l s a n c a e M ÅÆÄ Vict ory Stree H y t a o l W m
e b n u a r J n S t re d e a t o R W i it a
i ÅÆÄ u T p
a u o h n O n a L g a a G n K g m r s a o to e i v t n h e e e a m W S a t a r y k e o e t R y o
d a a x d m . W L
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C te O s S u î D y A Wa N uldbank A Wo H T L ad A Poike Ro E H Lo
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3 2 1 6 0 5 \ s t c e j o r P \ : P
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0 a e / r r 2
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: a e t T S t a e Stre Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD200S0 nowden 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE HUMAN HEALTH AND SOCIAL DESIGNED 02.07.19 EASTERN SECTION T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0004 2 A
ÅÆÄ # # # #
# #
# # # # # ## d y W a a a e o W t g im e e LEGER ND s e a l e p l c s n r u o a l e t l e HAIL (Hazardous Activities and Industries List) Sites S C s # m S tr P n r r e a a e et H s M a ° # Consents - Current r F Em mHazardous_Activities_and_Industries_List_HAIL_sites # et t S tre # FloodRiskeFtlowpath C ha dw Representation: CPFloodHazardPlanArea_Rep i ck # R Rule_1_FloodHazardPlanArea o ad # CpSection5HarbourStormSurge Representation: CpSection5HarbourStormSurge_Rep P # o e o RL 2.6m v # le o r # s # # R G o # a s d FloodRiskAreas d
n e
o t c
e a FloodRiskOverlandFlowpathExtent m l re
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i x # it S h Nat Haz & Land Feature Summary o W w n L i a # K agoo n R n Pla d # ce e HAIL (Hazardous Activities and Industries List) Sites - Areas r m
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D ## r i # v e # # # # # # # #
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e W t ay a Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD2000 # # 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECN#OTRSRIDOR Meters 00.00.17 # NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN DATE TITLE HAZARD ZONES DESIGNED 03.07.19 WESTERN SECTION # T.LIU - A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______# N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0005 1 A
# # # # # # # # # # # # # # # # #
# # # #
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a i A l s e l ter se n e e La Way lo a s n eotu LEGEND C L m o e apua ri k a l T u r C C Consents - Current a a
# P
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n Representation: CPFloodHazardPlanArea_Rep e d e 9A W o r # y 2 o a G Rule_1_FloodHazardPlanArea hw in w t Hig eb e r ate e c u # St rr n o rescent y a C lace C CpSection5HarbourStormSurge La L wa P nd n ra la Representation: CpSection5HarbourStormSurge_Rep e rt A r u e e # o T b RL 2.6m C m n u o C r e e Way # A RL 2.9m s H Titiro ja # lo x Ma ple P # Oak Grove C la # # a i e ce # FloodRiskAreas r Clos e t e c is la W Nat Haz & Land Feature SumPmary la I e # c M la # agnolia P H # arri sfield Drive e t Fr Plac e a i e eesia l e c P ## r K e t a a a im b r r m # S a o i e P L i d T l la r e c P # # i e f l # s a n c # # # a e # M #
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m u # . Wo S # # E # N oike Road # O P Z
# D Loc # R h # A i Z n # # # A v H a
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: a e t T S t # a e # Stre Sourced from the LINZ Data Service and licensed for re-use under the Creative Commons Attribution 4.0 New Zealand licence Coordinate System: NZGD 2000 New Zealand Transverse Mercator D Projection: NZTM GD200S0 nowden # # 0 20 40 80 120 160 CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE PRELIMINARY A PRELIMINARY - M.FAULK1:2500 A1 PROJECT SOUTHERNW ECLOCRORMIED OBARY IEMAPSRTO-WVEESMT ECNOTRSRIDOR Meters 00.00.17 NOT FOR CONSTRUCTION DRAWN APPROVED L.O'SULLIVAN # DATE TITLE HAZARD ZONES DESIGNED 03.07.19 EASTERN SECTION T.LIU - # A 27/06/13 FIRST M.R PROJECT WBS DISCIPLINE TYPE NUMBER SHEET REVISION CHECKED DOCUMENT ______N.HOLMAN B.O'LOUGHLIN 506123 0000 CC FIG 0005 2 A
# # # # # # # # # # # # # # # # #
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# d y W a a a e o W t g im e e LEGREND s e a l e p l c s n r u o a l e t l HIEReARCHY S C s m S tr P n r r e a a e et Principal H s M a ° r F E m Connector m et t S Localtre et C ha Service Lane dw i ck R o ad
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Environment and Social Responsibility Screen
ENVIRONMENTAL AND SOCIAL RESPONSIBILITY SCREEN V2.FEBRUARY 2016
Use to assess options in the Indicative Business Case Use this screen to identify opportunities and risks and assess options for state highway projects. Complete the screen for each option to distinguish them from one another or bundle options where appropriate. Screen results will signal where technical assessments are required and provide a written record to support the alternatives assessment required for statutory applications. For further assistance contact the EUD Team. Additional instructions and content, including information sources, to help complete the screen can be found on the Highways Information Portal Screen pages here
Refer to screen questions Answer screen questions using Incorporate page 2 text in IBC Decide how many times screen explanation, particularly if project information and suggested Complete page 2 of screen assessment of options table should be filled out (Group Options) ► ► you answered yes to any of ► ► information sources (Background and MCA) the questions
PROJECT LOCATION: PROJECT PURPOSE: DATE: OPTION DESCRIPTION: Poike Rd - Oropi Rd at Maleme St Alternative E-W routes in Welcome Bay 4/07/2019 Western Section route - connect Poike Rd to Oropi Rd across river
USEFUL INFORMATION CATEGORY QUESTION ANSWER SOURCES
What is the zoning of adjacent land? Rural ✔ Commercial ✔ District/Unitary Plan Zoning Maps Are there any encumbrances on the land? e.g. Maori Reserve or other reserve/covenants Industrial Residential G1 High density Parks/open space GENERAL residential
G2 Does the option disturb previously undisturbed land? Y N
G3 What is the construction timeframe? >18 months <18 months
Are there any outstanding/significant natural features NZTA MapHub Environmental and Social NE1 Y N (e.g. geological or geothermal)/landscapes? Risk Map- Natural Environment
Will the option affect the coastal marine area, wetlands, NE2 Y N lakes, rivers, streams or their margins? Regional Plan Maps and Schedules
Will the option affect areas of the conservation estate, or areas NATURAL NE3 of known significance for biodiversity or known habitats of Y N District Plan Maps and Schedules ENVIRONMENT uncommon or threatened species? Is the option in an area of potential hazard risk e.g. fault lines, NE4 Y N Department of Conservation significant erosion, flooding, sea level rise etc?
Will more than 0.5 hectares of vegetation be removed? Y N NE5 What type? Unknown - to be confirmed (particularly around Waimapu Stream)
Are there sites/areas of significance to Maori within 200m of the Iwi CH1 Y N area of interest? NZTA MapHub Environmental and Social Risk Map- Culture and Heritage Are any recorded, scheduled or listed archaeological sites within CH2 Y N 200m of the area of interest? Heritage New Zealand List
Are any scheduled, listed or other important heritage buildings/ NZ Archaeological Association CULTURAL CH3 Y N AND HISTORIC structures within 200m of the area of interest? District Plan Maps and Schedules HERITAGE Will the option affect the setting of any historic building/structure or Regional Plan Maps and Schedules CH4 Y N archaeological site? IPENZ Heritage List
Is a group of archaeological sites or an area of historic built NZTA GIS predictive models CH5 environment (even partially) within 200m of the area of interest? Y N
National ✔ Regional NZTA MapHub Environmental and Social HH1 What is the One Network Road Classification? Risk Maps- Human Health and Arterial Collector ✔ Community which includes: - Designated airsheds (including one HH2 Is the area of interest designated as a non-compliant airshed? Y N network classification) Are there medical sites, rest homes, schools, child care sites, - Highly sensitive receivers HH3 residential properties, maraes or other sensitive receivers located Y N Regional Council Contaminated sites within 200m of the area of interest? HUMAN Team HEALTH Does land use within 200m of the area of interest include industrial sites, chemical manufacturing or storage, petrol stations, vehicle Y N maintenance, timber processing/treatment, substations, rail yards, landfills or involve other activities that may result in ground HH4 contamination?
OR Y N Are there HAIL or SLUR (contaminated) sites within 200m of the area of interest?
Y N NZTA MapHub Does the option affect access to community facilities i.e. libraries, S1 Which? open space etc (either temporarily or permanently)? Project Team SOCIAL Open space (Greerton Park) District Plan Maps
Does the option affect community cohesion and accessibility Council and Community Strategy S2 Y N including vehicular connectivity on the local road network? Documents
Are there opportunities to enhance infrastructure for, and/or NZTA MapHub Environmental and Social ULD 1 improve access to, public transport and/or active modes of travel Y N Risk Map- Natural Environment (Scenic such as as walking and cycling? Routes) Regional Land Transport Plan Does the option enhance the development potential of adjacent land URBAN AND ULD2 Y N where appropriate? LANDSCAPE Project Team DESIGN Is the option located on a themed highway? Is the option part of or Strategies and District Plan ULD3 Y N near a national cycle or walking route?
Are there opportunities to enhance the urban character, landscape ULD4 Y N character and visual amenity?
15-156 | PAGE 1 Answers and Comments Refer to screen questions explanation to help complete this part.
1. Summarize the potential environmental and social risks/impacts associated with this option. Consider short and long term risks and impacts.
NATURAL ENVIRONMENT: Earthworks volumes and locations need to be confirmed in order to confirm compliance with the permitted activity standards. Erosion and sediment control plans are recommended, particularly around waterways and steep hill-slopes. The Waimapu Stream and Waiorahi Stream are upper tributaries of the main river and are a part of the aquatic ecosystem. Therefore, any works around the waterways will require relevant ecological assessments and subsequent management plans.
CULTURAL AND HISTORIC HERITAGE: There are multiple archaeological sites, therefore, an application for an Archaeological Authority and consultation with mana whenua (Ngāti Ruahine) is recommended.
HUMAN HEALTH: The use and development of potentially contaminated land need to be assessed against the provisions in the NES(soil) and appropriately managed should contamination be discovered. Flooding is common around Waimapu River. Flood water modeling will be taken into consideration in the project design phase and have specific flood hazard management plans in place during construction. Stormwater assessments will need to be conducted to ensure flooding is not exacerbated as a result of the project.
SOCIAL: The construction and operation of the new roads will need to be assessed against the noise and vibration provisions within chapter 4E of the TCP, paying particular regard to areas adjacent to residential and open space zones. An assessment on the existing land uses will need to be conducted in order to appropriately fulfill the community's needs and fit in with the predominately suburban context. The lower reaches of the Waimapu River are used for contact recreation, which will need to be appropriately managed to limit access to the site during construction and not limit the area as a result of the project.
The responses above will be used in the IBC assessment of options summary table: MCA of the Option.
URBAN AND Mitigation measures will need to be implemented to offset any potential adverse effects the project will have on the waterways and places of cultural LANDSCAPE DESIGN: and ecological significance. Such mitigation may take the form of appropriate artwork, historical identification, widespread planting and landscaping. The project would need to be designed to integrate well into the surrounding land uses in order for them to retain their existing character.
Incorporate the relevant comments from above into the economy, social and geography sections of the IBC assessment of options summary table. 2. What are the environmental, social integration, landscape design or urban design benefits or opportunities presented by this option? Particularly record opportunities that could be lost if not considered early in the design process.
The purpose is to alleviate the traffic congestion along SH29A and connect the two communities via a more interactive route. Potential to utilize more land in the area, providing the opportunity for various land uses to be more accessible to the wider community (commercial, suburban, reserves). Potential to enhance the ecological value and quality of the waterways alongside any proposed mitigation measures (e.g. riparian planting, native bush planting, creation of reserves).
3. Are there any impacts, risks or opportunities which require preliminary technical assessments to help understand risks or opportunities? Is further information required to support the development of the detailed business case or can it be left until the detailed business case/pre-implementation?
Assessments are required to determine resource consent triggers under the TCP, NES(soil), RNRP and RAP. Earthworks volumes/locations TBC. Contaminated land investigations and erosion and sediment control plans may be required. Noise and vibration, stormwater, ecological, arboricultural, odour, archaeological and social impact assessments (and relevant management plans) may be required. Consultation with mana whenua is recommended. Consultation with affected parties is recommended. Obtaining an Archaeological Authority is recommended. Works within an existing designation will require written approval for the Requiring Authority and either an Outline Plan or an Outline Plan Waiver.
Completed by Paige Wilkinson
Reviewed by NZTA Project Manager Incorporated results into IBC assessment of options Yes No summary table?
15-156 | PAGE 2 ENVIRONMENTAL AND SOCIAL RESPONSIBILITY SCREEN V2.FEBRUARY 2016
Use to assess options in the Indicative Business Case Use this screen to identify opportunities and risks and assess options for state highway projects. Complete the screen for each option to distinguish them from one another or bundle options where appropriate. Screen results will signal where technical assessments are required and provide a written record to support the alternatives assessment required for statutory applications. For further assistance contact the EUD Team. Additional instructions and content, including information sources, to help complete the screen can be found on the Highways Information Portal Screen pages here
Refer to screen questions Answer screen questions using Incorporate page 2 text in IBC Decide how many times screen explanation, particularly if project information and suggested Complete page 2 of screen assessment of options table should be filled out (Group Options) ► ► you answered yes to any of ► ► information sources (Background and MCA) the questions
PROJECT LOCATION: PROJECT PURPOSE: DATE: OPTION DESCRIPTION: Poike Rd - Oropi Rd at Maleme St Alternative E-W routes in Welcome Bay 4/07/2019 Western Section route - connect Poike Rd to Oropi Rd across river
USEFUL INFORMATION CATEGORY QUESTION ANSWER SOURCES
What is the zoning of adjacent land? Rural Commercial District/Unitary Plan Zoning Maps Are there any encumbrances on the land? e.g. Maori Reserve or other reserve/covenants Industrial Residential G1 High density Parks/open space GENERAL residential
G2 Does the option disturb previously undisturbed land? Y N
G3 What is the construction timeframe? >18 months <18 months
Are there any outstanding/significant natural features NZTA MapHub Environmental and Social NE1 Y N (e.g. geological or geothermal)/landscapes? Risk Map- Natural Environment
Will the option affect the coastal marine area, wetlands, NE2 Y N lakes, rivers, streams or their margins? Regional Plan Maps and Schedules
Will the option affect areas of the conservation estate, or areas NATURAL NE3 of known significance for biodiversity or known habitats of Y N District Plan Maps and Schedules ENVIRONMENT uncommon or threatened species? Is the option in an area of potential hazard risk e.g. fault lines, NE4 Y N Department of Conservation significant erosion, flooding, sea level rise etc?
Will more than 0.5 hectares of vegetation be removed? Y N NE5 What type? Unknown - to be confirmed (particularly around Waimapu Stream)
Are there sites/areas of significance to Maori within 200m of the Iwi CH1 Y N area of interest? NZTA MapHub Environmental and Social Risk Map- Culture and Heritage Are any recorded, scheduled or listed archaeological sites within CH2 Y N 200m of the area of interest? Heritage New Zealand List
Are any scheduled, listed or other important heritage buildings/ NZ Archaeological Association CULTURAL CH3 Y N AND HISTORIC structures within 200m of the area of interest? District Plan Maps and Schedules HERITAGE Will the option affect the setting of any historic building/structure or Regional Plan Maps and Schedules CH4 Y N archaeological site? IPENZ Heritage List
Is a group of archaeological sites or an area of historic built NZTA GIS predictive models CH5 environment (even partially) within 200m of the area of interest? Y N
National Regional NZTA MapHub Environmental and Social HH1 What is the One Network Road Classification? Risk Maps- Human Health and Arterial Collector Community which includes: - Designated airsheds (including one HH2 Is the area of interest designated as a non-compliant airshed? Y N network classification) Are there medical sites, rest homes, schools, child care sites, - Highly sensitive receivers HH3 residential properties, maraes or other sensitive receivers located Y N Regional Council Contaminated sites within 200m of the area of interest? HUMAN Team HEALTH Does land use within 200m of the area of interest include industrial sites, chemical manufacturing or storage, petrol stations, vehicle Y N maintenance, timber processing/treatment, substations, rail yards, landfills or involve other activities that may result in ground HH4 contamination?
OR Y N Are there HAIL or SLUR (contaminated) sites within 200m of the area of interest?
Y N NZTA MapHub Does the option affect access to community facilities i.e. libraries, S1 Which? open space etc (either temporarily or permanently)? Project Team SOCIAL Open space (Greerton Park) District Plan Maps
Does the option affect community cohesion and accessibility Council and Community Strategy S2 Y N including vehicular connectivity on the local road network? Documents
Are there opportunities to enhance infrastructure for, and/or NZTA MapHub Environmental and Social ULD 1 improve access to, public transport and/or active modes of travel Y N Risk Map- Natural Environment (Scenic such as as walking and cycling? Routes) Regional Land Transport Plan Does the option enhance the development potential of adjacent land URBAN AND ULD2 Y N where appropriate? LANDSCAPE Project Team DESIGN Is the option located on a themed highway? Is the option part of or Strategies and District Plan ULD3 Y N near a national cycle or walking route?
Are there opportunities to enhance the urban character, landscape ULD4 Y N character and visual amenity?
15-156 | PAGE 1 Answers and Comments Refer to screen questions explanation to help complete this part.
1. Summarize the potential environmental and social risks/impacts associated with this option. Consider short and long term risks and impacts.
NATURAL ENVIRONMENT: Earthworks volumes and locations need to be confirmed in order to confirm compliance with the permitted activity standards. Erosion and sediment control plans are recommended, particularly around waterways and steep hill-slopes. The Waimapu Stream and Waiorahi Stream are upper tributaries of the main river and are a part of the aquatic ecosystem. Therefore, any works around the waterways will require relevant ecological assessments and subsequent management plans.
CULTURAL AND HISTORIC HERITAGE: There are multiple archaeological sites, therefore, an application for an Archaeological Authority and consultation with mana whenua (Ngāti Ruahine) is recommended.
HUMAN HEALTH: The use and development of potentially contaminated land need to be assessed against the provisions in the NES(soil) and appropriately managed should contamination be discovered. Flooding is common around Waimapu River. Flood water modeling will be taken into consideration in the project design phase and have specific flood hazard management plans in place during construction. Stormwater assessments will need to be conducted to ensure flooding is not exacerbated as a result of the project.
SOCIAL: The construction and operation of the new roads will need to be assessed against the noise and vibration provisions within chapter 4E of the TCP, paying particular regard to areas adjacent to residential and open space zones. An assessment on the existing land uses will need to be conducted in order to appropriately fulfill the community's needs and fit in with the predominately suburban context. The lower reaches of the Waimapu River are used for contact recreation, which will need to be appropriately managed to limit access to the site during construction and not limit the area as a result of the project.
The responses above will be used in the IBC assessment of options summary table: MCA of the Option.
URBAN AND Mitigation measures will need to be implemented to offset any potential adverse effects the project will have on the waterways and places of cultural LANDSCAPE DESIGN: and ecological significance. Such mitigation may take the form of appropriate artwork, historical identification, widespread planting and landscaping. The project would need to be designed to integrate well into the surrounding land uses in order for them to retain their existing character.
Incorporate the relevant comments from above into the economy, social and geography sections of the IBC assessment of options summary table. 2. What are the environmental, social integration, landscape design or urban design benefits or opportunities presented by this option? Particularly record opportunities that could be lost if not considered early in the design process.
The purpose is to alleviate the traffic congestion along SH29A and connect the two communities via a more interactive route. Potential to utilize more land in the area, providing the opportunity for various land uses to be more accessible to the wider community (commercial, suburban, reserves). Potential to enhance the ecological value and quality of the waterways alongside any proposed mitigation measures (e.g. riparian planting, native bush planting, creation of reserves).
3. Are there any impacts, risks or opportunities which require preliminary technical assessments to help understand risks or opportunities? Is further information required to support the development of the detailed business case or can it be left until the detailed business case/pre-implementation?
Assessments are required to determine resource consent triggers under the TCP, NES(soil), RNRP and RAP. Earthworks volumes/locations TBC. Contaminated land investigations and erosion and sediment control plans may be required. Noise and vibration, stormwater, ecological, arboricultural, odour, archaeological and social impact assessments (and relevant management plans) may be required. Consultation with mana whenua is recommended. Consultation with affected parties is recommended. Obtaining an Archaeological Authority is recommended. Works within an existing designation will require written approval for the Requiring Authority and either an Outline Plan or an Outline Plan Waiver.
Completed by Paige Wilkinson
Reviewed by NZTA Project Manager Incorporated results into IBC assessment of options Yes No summary table?
15-156 | PAGE 2
D
Planning Index
Provisions which require Applicable Comment Likely Activity Status consideration Corridors
Bay of Plenty Natural Resource Plan
Chapter LM – Land Management
- Rule LM R1 (Permitted) W1, E1, E2 Although the construction of the road corridor and Earthworks within Restricted Discretionary - Rule LM R3 (Restricted Discretionary) the ‘Riparian Management Zone’ have a maximum exposed area Activity - Rule LM R4 (Discretionary) threshold of 1000m2 per crossing. Anything greater than this threshold requires a resource consent pursuant to LM R3 of the Natural Resource Plan.
W1, E1, E2 There is a potential for earthworks to disturb a natural wetland. The Discretionary Activity disturbance of a wetland by the undertaking of earthworks requires a resource consent pursuant to rule LM R4 of the Natural Resource Plan.
W1, W2, The proposed corridors may intercept a HAIL site, and therefore may Discretionary Activity C1, E1, E2 be treated as ‘contaminated land’ as defined by the Natural Resource Plan. Earthworks involving contaminated land are not permitted by the Natural Resource Plan, and require a Discretionary Activity resource consent.
Chapter 6 - Discharges to Water and Land
Rule DW R20 (Permitted) W1, W2, It is understood that all corridors are located within Tauranga City Restricted Discretionary Discharge of Stormwater to Surface Water C1, E1, E2 Councils’ comprehensive stormwater area, and therefore is unable to Activity or comply with Permitted Activity standards set out in DW R20. Discretionary Activity Rule DW R21 (Restricted Discretionary) Discharge of Stormwater to Surface Water Notwithstanding this, the method of discharge, rate of discharge and Rule DW R22 (Permitted) discharge quality of both construction phase and operational phase Discharge of Stormwater to Land Soakage Rule DW R23 (Restricted Discretionary) stormwater will need to be confirmed during detailed design to confirm Discharge of Stormwater to Land Soakage the activity status for an application for resource consent.
Rule DW R8 (Discretionary) Discharge to Water or Land
Rule DW R25 (Restricted Discretionary) W1, W2, The disturbance of contaminated land requires a consent pursuant to Restricted Discretionary Remediation or Disturbance of Contaminated C1, E1, E2 rule DW R25 of the Natural Resource Plan Activity Land
Chapter 8 – Beds of Water Bodies
BW R12 (Permitted) W1, E1, E2 Bridges, discharge structures and culverts resulting from the Restricted Discretionary Culverts and Single Span Bridges construction of a preferred corridor will be required to be assessed on Activity or constructed by City or District Councils or their merits upon detailed design. Discretionary Activity NZTA Based on similar projects, consents for instream structures are likely BW R21 (Controlled) to be required, and will likely be either a restricted discretionary, or Single Span Bridges, or Single Span Pipe Bridges discretionary activity.
BW R36 (Discretionary) It should be noted that corridor C1 and corridor W2 contain exisitng Activity in the Beds of Streams, Rivers and stream crossing. These could be modified which may result in a less Lakes onerous activity status.
Chapter 9 – Wetlands
WL R9 (Discretionary) E1, W1, The modification of a wetland triggers the requirement for resource Discretionary Activity Modification of a Wetland W2 consent pursuant to rule WL R9.
Chapter 21 – Air Quality (Proposed Plan Change 13 to the Bay of Plenty Natural Resource Plan) AQ R1 (Permitted) E1, E2, The discharge of dust during construction can be managed in such a Permitted General Activities C1, W1, way which does not trigger the requirement for resource consent. W2
Tauranga City Plan
Chapter 4C – Earthworks
Rule 4C.2.1 (Permitted Activity) W1, W2, Earthworks within the Road Zone are permitted under the City Plan. In Permitted Activity Exemptions to the Permitted Activity Rules C2 addition, they are exempt from complying with any of the other permitted activity performance standards listed in 4C.2.2 – 4C.2.9.
Rule 4C.2.2 (Permitted Activity) W1, W2, As further described in this table, it is likely earthworks will be ancillary Permitted Activity All Zones C1, E1, E2 to another activity which is permitted, or requires consent as a controlled, or restricted activity. Subsequently, earthworks are permitted.
Rule 4C.2.4 (Permitted Activity) W1 Earthworks will likely exceed the performance standards within rule Restricted Discretionary Flood Hazard Plan Area 4C.2.4, and therefore consent is likely required pursuant to rule 4C.3 Activity
Rule 4C.3 (Restricted Discretionary Activity) Restricted Discretionary Activity Rules
Rule 4C.2.6 (Permitted Activity) W1, E1, E2 Earthworks will likely exceed the performance standards within rule Restricted Discretionary Mean High Water Springs (MHWS) or a 4C.2.7, and therefore consent is likely required pursuant to rule 4C.3 Activity Permanently Flowing River or Stream or Wetland
Rule 4C.3 (Restricted Discretionary Activity) Restricted Discretionary Activity Rules
Rule 4C.2.8 (Permitted Activity) E1 Earthworks will likely exceed the performance standards within rule Restricted Discretionary Special Ecological Areas 4C.2.8, and therefore consent is likely required pursuant to rule 4C.3 Activity Rule 4C.3 (Restricted Discretionary Activity) Restricted Discretionary Activity Rules
4C.2.9 (Permitted Activity) W1, C1, Confirmation on whether any earthworks will meet performance Non-complying Activity High-Voltage Transmission Plan Area E1, E2 standards within rule 4C.2.9 will be required. Otherwise, a consent will be required pursuant to rule 4C.5 4C.5 (Non-complying Activity) Non-Complying Activity Rules
Chapter 5 – Natural Environment
5A.6 (Restricted Discretionary Activity) W1, E1 The clearance of indigenous vegetation within a Category 2 Restricted Discretionary Clearance of indigenous vegetation on land Significant Ecological Area triggers a requirement for resource Activity zoned Open Space consent pursuant to rule 5A.6.
5A.8 (Non-complying Activity) W1, E1 Any building or structure (such as bridge abutment or support Non-complying Activity Buildings and structures on land zoned Open columns) located within an open space zone and a category two Space significant natural triggers the requirement for a resource consent pursuant to Rule 5A.8.
Chapter 7 – Heritage
7C.8 (Discretionary Activity) W1, E1 Both corridor W1 and corridor E1 are located within close proximity to Discretionary Activity New buildings or structures and associated a ‘Group 1’ and ‘Group 2’ Significant Maori Areas. Any new buildings earthworks – Group 1 Significant Maori Area or structures will trigger a requirement for resource consents pursuant Restricted Discretionary to rules 7C.8 and 7C.7 respectively. Activity 7C.7 (Restricted Discretionary Activity) New buildings or structures and associated earthworks - Group 2 Significant Maori Area
7C.8 (Discretionary Activity) W1, E1 The construction of any new network utilities (which by definition, Discretionary Activity Construction of new network utilities includes new roads) within either an ‘Group 1’ and ‘Group 2’ Significant Maori Area requires resource consent pursuant to rule 7C.8 of the City Plan. Chapter 8 – Natural Hazards
Activity Status W1, W2 Construction, erection of placement of any building within the Flood Restricted Discretionary Hazard Plan Area on land either natural ground level or any artificially Activity created ground level situated below 2.9m Moturiki Datum.
Activity Status W1, W2 All activities not otherwise listed in the Activity Table applying to the Discretionary Activity Flood Hazard Plan Area (e.g. infrastructure, earthworks and structures) are a Discretionary Activity (see Chapter 1A.4).
Chapter 9 – Hazardous Substances & Contaminated Land
9B.3 (Restricted Discretionary Activities W2, W1, The use or development (including remediation) of contaminated land Restricted Discretionary C1, E1 subject to a Detailed Site Investigation. Activity
Chapter 10 – Network Utilities and Designations
10B.2.1 Activities within the High Voltage E1, E2 The alteration, construction, erection and / or placement of any Restricted Discretionary Transmission Plan Area building or structure – Sub-Zones A, B and C2 Activity
10B.2.1 Activities within the High Voltage E1, E2 The alteration, construction, erection and / or placement of any Non-Complying Activity Transmission Plan Area building or structure – Sub-Zone C1
Activity Status E1, E2 All activities not otherwise listed in the Activity Table applying to the Discretionary Activity High Voltage Transmission Plan Area (including all sub-zones) (e.g. infrastructure, earthworks) are a Discretionary Activity
Chapter 13 – Open Space
Activity Status W1, E1, E2 All activities not otherwise listed in the Activity Table applying to the Discretionary Activity Passive Open Space, Active Open Space and Active Open Space (Major) Zones (e.g. infrastructure) are a Discretionary Activity (see Chapter 1A.4).
Chapter 14 – Residential Zones
Activity Status W1, W2, All activities not otherwise listed in the Activity Table applying to the Discretionary Activity E2, E2, C1 Residential Zones (e.g. infrastructure) are a Discretionary Activity (see Chapter 1A.4).
E
Cost Estimate Summary
Project Estimate
Project Name: Welcome Bay East West Corridor W1 OE
Options Estimate Contingency Funding risk ItemDescription Base estimate 20% 15% A Nett project property cost $ 800,000 $ 160,000 $ 4,120,000 Investigation and reporting: - consultancy fees $ 650,000 $ 130,000 $ 97,500 - the TCC-managed costs $ 50,000 $ 10,000 $ 7,500 B Total investigation and reporting $ 700,000 $ 140,000 $ 105,000 Design and project documentation: - consultancy fees $ 1,000,000 $ 200,000 $ 150,000 - the TCC-managed costs $ 300,000 $ 60,000 $ 45,000 C Total design and project documentation $ 1,300,000 $ 260,000 $ 195,000 Construction MSQA - consultancy fees $ 300,000 $ 60,000 $ 45,000 - the NZTA-managed costs $ 50,000 $ 10,000 $ 7,500 - consent monitoring fees $ 50,000 $ 10,000 $ 7,500 Sub-total base MSQA $ 400,000 $ 80,000 $ 60,000 Physical works 1 Environmental compliance $ 320,000 $ 64,000 $ 48,000 2 Earthworks $ 2,050,000 $ 410,000 $ 307,500 3 Ground improvements $ 4,300,000 $ 860,000 $ 645,000 4 Drainage $ 540,000 $ 108,000 $ 81,000 5 Pavement and surfacing $ 650,000 $ 130,000 $ 97,500 6 Bridges $ 10,850,000 $ 2,170,000 $ 1,627,500 7 Retaining walls $ - $ - $ - 8 Traffic services $ 80,000 $ 16,000 $ 12,000 9 Service relocations $ 175,000 $ 35,000 $ 26,250 10 Landscaping $ 125,000 $ 25,000 $ 18,750 11 Traffic management and temporary works $ 250,000 $ 50,000 $ 37,500 12 Preliminary and general $ 3,868,000 $ 483,500 $ 580,200 13 Extraordinary construction costs $ - $ - $ - Sub-total base physical works D Total construction $ 23,608,000 $ 4,431,500 $ 3,541,200 E Project base estimate (A+B+C+D) $ 26,408,000
F Contingency (Assessed/Analysed) (A+B+C+D) 4,991,500 G Project expected estimate (E+F) 31,399,500 Project property cost expected estimate 960,000 Investigation and reporting expected estimate 840,000 Design and project documentation expected estimate 1,560,000 Construction expected estimate 28,039,500
H Funding risk (Assessed/Analysed) (A+B+C+D) 7,961,200 I 95th percentile Project Estimate (G+H) 39,360,700 Project property cost 95th percentile estimate 5,080,000 Investigation and reporting 95th percentile estimate 945,000 Design and project documentation 95th percentile estimate 1,755,000 Construction 95th percentile estimate 31,580,700
Date of estimate 16/08/2019 Cost index (Qtr/Year) 3/2019 Estimate prepared by Signed Estimate internal peer review by Signed Estimate external peer review by Signed Estimate accepted by the NZTA Signed
Note: (1) These estimates are exclusive of escalation and GST. Project Estimate
Project Name: Welcome Bay East West Corridor C1 OE
Options Estimate Contingency Funding risk ItemDescription Base estimate 20% 15% A Nett project property cost $ 2,600,000 $ 520,000 $ 4,120,000 Investigation and reporting: - consultancy fees $ 250,000 $ 50,000 $ 37,500 - the TCC-managed costs $ 25,000 $ 5,000 $ 3,750 B Total investigation and reporting $ 275,000 $ 55,000 $ 41,250 Design and project documentation: - consultancy fees $ 650,000 $ 130,000 $ 97,500 - the TCC-managed costs $ 50,000 $ 10,000 $ 7,500 C Total design and project documentation $ 700,000 $ 140,000 $ 105,000 Construction MSQA - consultancy fees $ 250,000 $ 50,000 $ 37,500 - the NZTA-managed costs $ 50,000 $ 10,000 $ 7,500 - consent monitoring fees $ 25,000 $ 5,000 $ 3,750 Sub-total base MSQA $ 325,000 $ 65,000 $ 48,750 Physical works 1 Environmental compliance $ 120,000 $ 24,000 $ 18,000 2 Earthworks $ 250,000 $ 50,000 $ 37,500 3 Ground improvements $ - $ - $ - 4 Drainage $ 540,000 $ 108,000 $ 81,000 5 Pavement and surfacing $ 850,000 $ 170,000 $ 127,500 6 Bridges $ - $ - $ - 7 Retaining walls $ 50,000 $ 10,000 $ 7,500 8 Traffic services $ 180,000 $ 36,000 $ 27,000 9 Service relocations $ 975,000 $ 195,000 $ 146,250 10 Landscaping $ 125,000 $ 25,000 $ 18,750 11 Traffic management and temporary works $ 450,000 $ 90,000 $ 67,500 12 Preliminary and general $ 708,000 $ 88,500 $ 106,200 13 Extraordinary construction costs $ - $ - $ - Sub-total base physical works D Total construction $ 4,573,000 $ 861,500 $ 685,950 E Project base estimate (A+B+C+D) $ 8,148,000
F Contingency (Assessed/Analysed) (A+B+C+D) 1,576,500 G Project expected estimate (E+F) 9,724,500 Project property cost expected estimate 3,120,000 Investigation and reporting expected estimate 330,000 Design and project documentation expected estimate 840,000 Construction expected estimate 5,434,500
H Funding risk (Assessed/Analysed) (A+B+C+D) 4,952,200 I 95th percentile Project Estimate (G+H) 14,676,700 Project property cost 95th percentile estimate 7,240,000 Investigation and reporting 95th percentile estimate 371,250 Design and project documentation 95th percentile estimate 945,000 Construction 95th percentile estimate 6,120,450
Date of estimate 16/08/2019 Cost index (Qtr/Year) 3/2019 Estimate prepared by Signed Estimate internal peer review by Signed Estimate external peer review by Signed Estimate accepted by the NZTA Signed
Note: (1) These estimates are exclusive of escalation and GST.
Document prepared by
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