IN THE MATTER of the Resource Management Act 1991 (RMA)

AND

IN THE MATTER of a Board of Inquiry appointed under s149J of the Resource Management Act 1991 to consider Notice of Requirements and applications for Resource Consent made by the Transport Agency in relation to the EWL roading project in .

STATEMENT OF EVIDENCE OF STEPHEN KENNETH BROWN ON BEHALF OF AUCKLAND COUNCIL

LANDSCAPE & URBAN DESIGN

1 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx

Table of Contents: PAGE:

Executive Summary …………………………………………………………… 3 Introduction and Experience ……………………………………………… 5 Code of Conduct ………………………………………………………………….. 8 Scope of Evidence ……………………………………………………………….. 8

PART 1.0: KEY ISSUES & FINDINGS …………………………………... 10 1.1 At Present & The EWL proposals …………………... 10 1.2 Effects in Relation to Onehunga …………………………………….. 17 1.3 At Present ………………………………………………. 28 1.4 Mangere Inlet Effects ……………………………………………………. 31 1.5 Anns Creek …………………………………………………………………... 41 1.6 Hamlins Hill / Mutukaroa ……………………………………………… 46 1.7 Otahuhu Creek ……………………………………………………………… 58 1.8 Southern Motorway Margins & Otahuhu Interchange …….. 59 1.9 Summary of Findings …………………………………………………….. 62

PART 2.0: PROPOSED CONDITIONS …………………………………. 63

PART 3.0: RECOMMENDATIONS ………..…………………………….. 67

2 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx EXECUTIVE SUMMARY

1. This statement addresses the landscape and urban design effects of the proposed East West Link project. It is based on my previous analysis and review of the project in December 206 and January 2017, but also takes into account the review of the proposal by Auckland Council’s Urban Design Panel on March 6th 2017, as well as meetings with NZTA and its experts both and after the UDP presentation, and meetings with other Council experts after notification. My analysis addresses the EWL in terms of the following locations and features:

§ Onehunga town centre;

§ The Mangere Inlet coastline;

§ Anns Creek;

§ Hamlins Hill;

§ Otahuhu Creek; and the margins of the Southern Motorway and the Otahuhu Interchange.

2. The majority of this statement focuses on the first two of these areas – Onehunga and Mangere Inlet – as these are the locations most affected by the EWL and where there is also the greatest need for modification of the current EWL proposal in my assessment.

3. The proposed road corridor, together with its Neilson Street bridge over SH20 and trench, would have four key effects in relation to Onehunga:

a) It would exacerbate the existing physical and perceived ‘severance’ of the town centre from its waterfront area – including the existing port and old . In this regard, Onehunga already suffers from the incursion by existing transport and power infrastructure, with the area around Gloucester Park / Te Hopua a Rangi Tuff Crater (ONF 46) and the ’s margins criss-crossed by SH20, its various slip roads, and three major 110kV and 220kV transmission corridors. The proposed EWL would compound this ‘dissection’ of Onehunga and the separation of its harbour area from its town centre.

3 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx b) Much of the area around the existing port is also blighted by a haphazard array of light to heavy industrial development and the port’s own, rather dilapidated state. The EWL, as currently proposed, would also compound these qualities, further diminishing any residual amenity values still found in the vicinity of Onehunga Wharf.

c) It would further isolate Onehunga’s three key natural (or, at least, mostly natural) features: Te Hopua Crater, the recently redeveloped Onehunga Bay foreshore (Taumanu Reserve) and the Onehunga lagoon – on the opposite, inland, side of SH20.

d) It would also reinforce the isolation of some of Onehunga’s key heritage features, notably Aotea Sea Scouts Hall (on Orpheus Drive and next to the Waikaraka Walkway), The Landing (on Onehunga Harbour Road), Shaldrick House (next to Onehunga Mall) and the original 1924 Onehunga Wharf (within the port area).

4. Down the northern coastline of Mangere Inlet, the EWL would involve reclamation, both for the proposed road corridor and to assist with creation of a new, more ‘natural’ coastal edge. While some benefits would be derived from this process, it would also, at a macro level, help to cement in place the current concentration of industrial activities along Mangere Inlet’s northern shoreline and, more specifically, it produce significant effects in relation to:

a) The physical connectivity between Mangere Inlet and Onehunga’s hinterland;

b) The ambience, character and values of Waikaraka Cemetery and Park; and

c) Current recreational use of the Inlet’s margins – especially in relation to the current ‘shared path’ that extends from old Mangere Bridge through to Hugo Johnston Drive, providing more far reaching connections with Ambury Park, even and the Otuataua Stonefields.

5. In addition, I am aware that Council’s coastal and ecological experts have concerns about the profile of the proposed ‘lava flows’ extending out into Mangere Inlet, while Council’s stormwater experts have also raised concerns about the elevation of the bunds framing proposed stormwater ponds.

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6. I address all of these matters in my statement, from a landscape / urban design standpoint. In my opinion, all of the matters raised above require further design refinement and development of more effective mitigation measures before the EWL proposal might be regarded as acceptable from my professional point of view.

7. On the other hand, I have far fewer concerns in relation to the proposed EWL corridor and its effects on Anns Creek (including the lava flows of ONF 89), Hamlins Hill (ONF 38), Otahuhu Creek, the margins of the Southern Motorway and the Otahuhu Interchange. My statement addresses these findings and explains why I have reached these conclusions.

INTRODUCTION & EXPERIENCE

8. My name is Stephen Kenneth Brown. I hold a Bachelor of Town Planning degree and a post-graduate Diploma of Landscape Architecture. I am a Fellow and past President of the New Zealand Institute of Landscape Architects, an Affiliate Member of the New Zealand Planning Institute, and have practised as a landscape architect for 35 years. During that period, the great majority of my professional practice has focussed on landscape assessment and planning. This has included evaluating the landscape, natural character and amenity effects associated with numerous projects, including:

• Project, NZ Transport Agency, 2009-12 Assessment of landscape, amenity and natural character effects. Management of a design team within Brown NZ developing the concept design for open space around the motorway corridors, including rearrangement of sport fields and reserves, the provision of new walkways, the location of realigned streams and new stormwater ponds, and the design of planting and the noise barriers next to SH20) and the Great North Rd Interchange.

• Weiti River Crossing Review, 2000 & 2015 Evaluation of the effects of a proposed bridge over the Weiti Estuary and the coastal environment near Stillwater; subsequent review of the AEE assessment undertaken for the Weiti corridor in 2015.

• Onehunga Foreshore Restoration Project, Auckland Council, 2011

5 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Peer review of the landscape, natural character, amenity and urban design effects associated with rehabilitation of the Onehunga foreshore.

• Glenfield Rd Designations Review, 2004 Review of the effects of implementation of three Outline Plans Of Work and resource consent applications related to the widening of Glenfield Rd, an arterial route within North Shore City, including evaluation of impacts in respect of amenity, streetscape and open space values for North Shore City.

• Lake Rd Designations Assessment, 2002 Detailed analysis of the effects associated with widening of Lake Rd, including impacts upon residential amenity, streetscape and open space values; and appraisal of mitigation measures.

• Waitemata Harbour Crossing Options Assessment, Opus/Transit NZ, 2002-3 Evaluation of the visual and amenity effects of 9 harbour crossing options, including bridges, tunnels, submerged tubes, reclamations, ventilation and service structures, trenches and motorway interchanges.

• Dominion Rd Transport Designation, Council, 2000 Detailed analysis of the amenity and visual implications of proposed transport corridor designations, including road widening and LRT corridor deviations off Dominion Rd.

• Tauranga Northern Arterial Review & Arbitration, 2000 Evaluation of the proposed northern arterial's implications utilising assessments prepared by LA4 and Priest Mansergh, followed by site visits, and provision of recommendations to Transit NZ, the Bay of Plenty Regional Council and Western Bay of Plenty District Council about the landscape mitigation measures that should be employed in conjunction with development of the arterial corridor

• ALPURT B2 Waiwera River Crossing Review, Auckland Regional Council, 1999 Review of the effects of a proposed bridge and related roading developments on the Waiwera and Puhoi Estuary coastal environs.

• Auckland International Airport Eastern Access Way Impact Assessment, Auckland International Airport, 1989-91 Appraisal of a new entry route and bridge options across Pukaki Inlet for Mangere International Airport and development of broad guidelines for the design of the entry road and its immediate surrounds.

• Central Auckland Light Rail Transport Evaluation, 1990 Evaluation of the visual and aesthetic implications of a light rail system running into and through central Auckland and providing recommendations for its integration into Queen St.

• Channel Tunnel Railway Connections Study, 1986 Evaluation of route options and landscape impacts associated with provision of railway connections to the Channel Tunnel immediately north-west of Folkestone for the United Kingdom Department of Transport.

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9. My experience also includes working on a number of sizeable urban design projects, including:

• Lincoln Township / University Development, 2011 Preparation of concept subdivision plans for the long term development of 160ha.s of land to jointly developed for a town centre, student accommodation, residential development, golf course and recreational facilities, for Ngai Tahu Properties & Lincoln University.

• Remarkables Park, 2009 Development of concepts for the residential, retail, school and reserve components of a wider master plan that includes a new village centre and conference centre, in conjunction with landscape concepts and detailing for all components of the Remarkables Park development, for Remarkables Park Ltd.

• Matiatia Village Development, 2002 & 2004 Development of concepts for the development of a new maritime village ‘gateway’ to Waiheke Island, incorporating plazas, a coastal promenade, retail development, potential visitor accommodation and conference centre, for Waitemata Infrastructure Ltd.

• Long Bay Structure Planning & Design, 1998-2005 Design team leader for preparation of development concepts for approx. 400 ha.s of land encompassing residential development, a commercial / community centre, roading network, and connection with Long Bay Regional Park, for North Shore city Council, the Auckland Regional Council, Durafort Investments and other local landowners.

• Albany, Greenhithe and Okura Structure Plans, 1996-8 Analysis of the landscape character and values of all three catchments providing input about development constraints and opportunities for each, as a foundation for structure plan options; involvement in the development of more detailed neighbourhood unit plans for North Shore City Council.

• Omokoroa Stage I & Stage II Structure Plans, 1999-2006 Responsible for the development of an urban design framework to guide future urbanisation at Omokoroa, incorporating a range of residential densities and housing types, commercial and industrial development, community facilities, roading, stormwater reserves and recreation reserves, for Western Bay of Plenty District Council.

• Viaduct Basin Development Concepts & Special Zone, 1989-94 Preparation of the initial concepts (with Clinton Bird) for the Viaduct Basin providing the basis for the special zone applied to the Viaduct Basin area in 1994 – for , Fletcher Challenge, Turners and Growers Ltd Auckland City Council.

10. In a somewhat different vein, I have also undertaken a large number of strategic landscape and natural character assessments, including those in 1984 and 2008 of

7 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx the Auckland Region. In 2014 Brown NZ Ltd completed an assessment of landscape and natural character values for the South Island’s West Coast, and in 2006 I was part of a team headed by Urbis Ltd that was awarded the UK Landscape Institute’s Strategic Planning Award for its ‘landscape values and sensitivity mapping’ of Hong Kong. Appendix A contains a more complete CV detailing my experience in relation to a wide range of projects.

CODE OF CONDUCT

11. Although this matter is before council commissioners, rather than the Environment Court, I confirm that I have read the Code of Conduct for Expert Witnesses contained in the Environment Court Practice Note 2014 and that I agree to comply with it. I further confirm that I have considered all the material facts that I am aware of that might alter or detract from the opinions that I express, and that this evidence is within my area of expertise, except where I state that I am relying on the evidence of another person.

SCOPE OF EVIDENCE

12. I undertook a review of the East West Link (EWL) for Auckland Council over December 2016, extending through to early March 2017, addressing both landscape and urban design effects of the proposal, but emphasising the former. Since that time, I have been involved in discussions between Auckland Council and NZTA, the preparation of a summary report for the Council’s political reference group, provided expert input to the Urban Design Panel in the course of its review of the proposal and have attended a meeting with Auckland Transport (AT) and Panuku which set out to find common ground in relation to the various parties’ submissions and evidence in response to the project.

13. My evidence on the EWL still largely reflects my findings in the course of my initial review, but is now informed by the discussions and review sessions that have occurred since I completed that report, together with NZTA’s proposed conditions

8 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx and the evidence prepared by the Transport Agency’s experts. Consequently, my statement is subdivided into the following sections:

PART 1: A summary of my analysis and key findings in relation to the EWL (EWL) proposal and its landscape / natural character / amenity effects;

PART 2: A review of the proposed conditions that accompany the proposal;

PART 3: Recommendations, based on analysis of my findings and my review of the proposed conditions.

14. As indicated above, the prime focus of this statement is the range of ‘landscape’ effects associated with the proposal. In my original review of NZTA’s proposals these were addressed in terms of:

(a) Effects on natural features and landscapes, including Te Hopua a Rangi Crater, Mangere Inlet, Anns Creek and Hamlins Hill;

(b) Effects on urban form, character and connections, with a strong focus on Onehunga town centre and its port area; and

(c) Effects on urban amenity, associations and values.

15. These different effects still underpin most of this statement. However, within Part 1, especially in relation to Onehunga, I have attempted to draw together the various facets of the EWL’s effects on the town centre and harbour margins in order to develop a series of cogent conclusions and recommendations. This section also draws on discussions, both with Auckland Council’s experts and those acting for NZTA – since the time of my initial review, so that both my discussion of effects and my subsequent recommendations are more wide ranging than was originally the case. This also applies to my assessment of effects in relation to Mangere Inlet, where effects on the coastal environment and landscape overlap with the wider ranging issues of accessibility and use, stormwater management, and the form of the proposed ‘naturalised’ coastline.

16. Of significance at a site-specific level, the following key matters are addressed in this statement:

9 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx a) The issue of ‘severance’ within Onehunga – between the town centre and the current port. This also affects the relationship and connectivity between the few natural features found along Onehunga’s shoreline and coastal hinterland, as well as linkages with some of the town centre’s key heritage features and both the physical and perceptual connections between Onehunga and old Mangere Bridge. I discuss this matter at some length in the main body of my statement.

b) Modification and reclamation of the Mangere Inlet coastline and littoral margins to accommodate the proposed road corridor, including concerns about the profile of the proposed ‘lava flows’, the height of the stormwater ponds’ outer bunds, limited provision for recreational use of the new coastline, connections with the rest of Onehunga and the buffering of Waikaraka cemetery from the effects of the EWL.

c) The effects of the EWL’s elevated causeway on Anns Creek and its margins, including the historic lava flows into Mangere Inlet that are identified as an Outstanding Natural Feature (ONF 46) in the Auckland Unitary Plan – Operative in Part (AUP).

d) The effects of the EWL – in particular, its elevated sections and links with the Southern Motorway – on public views, and physical access, to Hamlins Hill.

PART 1.0: KEY ISSUES & FINDINGS

1.1 Onehunga At Present & The EWL Proposals

17. Onehunga faces a number of challenges at present. Its bay foreshore has recently been the subject of extensive enhancement to create Taumanu Reserve, with a mixture of public open space, beaches, boat ramp and car parking off Orpheus Drive now framed by rock-lined promontories. Even so, the outer edge of the Bay remains divided in two by SH20 and both 110kV and 220kV transmission lines that still clutter the bay’s water area. The port and ‘new’ Mangere bridge dominate the shoreline near the mouth of Mangere Inlet, while Onehunga’s three key natural features – its Manukau Harbour shoreline, its lagoon and the Te

10 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Hopua a Rangi Tuff Crater – remain isolated from one another by the motorway corridor and Onehunga Wharf port area. Indeed, the two halves of Gloucester Reserve, sitting within the confines of the Te Hopua Crater, are split apart by the passage of SH20 and its approaches to the new Mangere Bridge (SH20 Bridge). In addition, light industrial development flanking SH20, Onehunga Harbour Road and both halves of Gloucester Reserve, compounds the separation of Onehunga mall and the local town centre from Onehunga Wharf and old Mangere Bridge.

18. Currently, such connections largely rely on historic pedestrian corridors abutting Onehunga Wharf’s operational port area. One of these offers direct pedestrian / cycle access from Onehunga Harbour Road, over the port rail corridor, to old Mangere bridge, while the other runs back over Onehunga Harbour Road via an old pedestrian bridge. It then runs under the SH20 Bridge, past industrial premises both sides of Onehunga Harbour Road, before merging with the ‘bottom’ of Onehunga Mall and crossing Neilson Street at grade. At best, pedestrian and cycle connections through this industrialised, heavily trafficked, area are best described as tenuous and of limited appeal.

Access to and from Old Mangere Wharf at present: utilising the Onehunga Harbour Road pedestrian overbridge (left) and at grade from Onehunga Harbour Road past the existing port (right)

19. Similarly, connections along Onehunga Harbour Road to the re-vamped Onehunga foreshore are physically constrained by the presence of the port’s main working area, SH20’s concourse across Onehunga Bay and the rising approaches to Mangere Bridge. Also hemmed in between SH20 and the port area are The Landing Restaurant (housed within what used to be the Manukau Tavern, Onehunga’s only surviving 19th century hotel), three wings of connected visitor

11 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx accommodation and – next door – the Airport Harbour View Motel. With Onehunga Harbour Road acting as both the main conduit for heavy traffic to and from the port and a key off-ramp from the north-bound lanes of SH20, there remains very limited physical and visual connection between the rehabilitated foreshore and old Mangere Bridge.

The Landing Restaurant and visitor accommodation (left) and the Airport Harbour View Motel (right) – on Onehunga Harbour Road

20. In fact, the Onehunga Lagoon, Taumanu Reserve foreshore and Te Hopua Crater currently ‘read’ as quite discreet physical and visual entities, despite their close proximity. All three features remain substantially ‘ring fenced’ by SH20, motorway on-ramps (including the major on-ramp down Neilson Street / Gloucester Park Road), industrial premises, and the secure port area, even with the current pedestrian bridge over Onehunga Harbour Road and footpaths next to Orpheus Drive and Beachcroft Avenue. The utilitarian qualities currently all too evident in the urban area flanking the foreshore, lagoon and crater are compounded by the 110kV and 220kV power corridors criss-crossing Onehunga Bay and its coastal hinterland, including Gloucester Park.

21. In a very similar vein, all four of the historic buildings and structures closest to the town centre and Manukau coastline – the Aotea Sea Scouts Hall (Orpheus Drive – see overleaf), The Landing (Onehunga Harbour Road), Shaldrick House (Onehunga Mall) and the 1924 Onehunga Wharf (within the port area) – are separated from each other in much the same manner. As a result, there is very little sense of linkage and cohesion seaward of Onehunga’s town centre, despite the very considerable financial investment in individual features like the bay foreshore (Taumanu Reserve) and Onehunga Lagoon (Onehunga Bay Reserve).

12 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Other projects, like the Mangere Inlet Cycleway, that is connected with both Onehunga Harbour Road and the northern end of old Mangere bridge, certainly help to lift the immediate locality’s profile and utility – but only for those who know about them. At present, the cycleway remains largely concealed beneath the ramparts of the SH20 Bridge. Its entrance off Onehunga Harbour Road is at best, rather unprepossessing.

The Aotea Sea Scouts Hall on the edge of Orpheus Drive and the Waikaraka Walkway

22. Concerns about this situation are clearly enunciated in the Draft Urban and Landscape Design Framework report, prepared for NZTA as part of the EWL application. Thus, at p.35 of the report, the following sketch is supported by a brief commentary about the need to re-establish a number of connections within and around Onehunga, including “People to Place”, “Harbour to Harbour”, “Land to Water” and “Neighbourhood to Neighbourhood” (overleaf).

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People to place

The concept of a 'link' in itself speaks of the connections and relationships that are embedded within a Māori world view, where all natural resources share a common genealogy; all things are connected; and where these connections are:

………. The area has been a significant meeting point across culture – for Māori and Pakeha – as it has been within the history of different iwi. The Project affords opportunities to reconnect relationships that have been lost or diminished over time, through providing access to the landscape around the corridor: Manukau Harbour, Inlet, Anns Creek, Creek. The corridor is crossed or edged by nationally, regionally and locally significant pathways, meaning that it can also draw new groups of people into and through the area.

23. Indeed NZTA’s application for resource consent to replace old Mangere Bridge with “New Old Mangere Bridge”, represents an opportunity to realise some of this strategy. The proposals for this project are encapsulated in the following drawing taken from NZTA’s application for works on the current bridge and its public surrounds (p.16, New Old Mangere Bridge Design Statement, Aurecon / Bossley Architects / Isthmus Group, 14 May 2015 – overleaf).

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24. Impressions left from reading the application (which I also reviewed on behalf of Auckland Council) are that it is designed to:

a) Enhance public access to Manukau Harbour and Mangere Inlet, with the current bridge lying at the point of interchange between these bodies of water;

b) Enhance integration with other areas of public activity and both sides of New Old Mangere Bridge;

c) Enhance the amenity of the public realm on and either side of the bridge;

d) Enhance appreciation of iwi connections and associations with the harbour; and

e) In conjunction with all of the above, enhance integration with both the wider communities of Onehunga and Mangere Bridge.

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25. Consequently, much like the preceding enhancement of Onehunga’s foreshore and lagoon areas, this project seeks to develop a new landmark and destination, both by replacing the current bridge and improving the approaches to both ends of the new bridge. However, such improvements will have to also address the seriously degraded nature of the current ‘gateway to the current bridge via, and over, Onehunga Harbour Road.

26. Development of the EWL would result in the removal of a storage facility at the end of Neilson Street, next to Gloucester Park. This would allow for reconfiguration of the Neilson Street on-ramp. New lanes onto SH20 and an over- bridge across it would also be developed west of Gloucester Park. The over-bridge would return to grade, then descend into a deep trench accommodating a four- lane road corridor between The Landing and Onehunga Wharf. An additional bus lane would also be added to the northern side of SH20, east of the Neilson Street on-ramp.

27. It is also stated at p.53 (Table 6.1) of the AEE report that the following ‘Bridge Structures’ would be developed over the EWL trench:

Chainage 720

Local road bridge, pedestrian and cycle access over the EWL from Onehunga Harbour Road providing access to the Onehunga Wharf (25m width). This bridge spans over the new EWL alignment which is constructed below current ground level in a trench in order to improve accessibility and connectivity to the port. The structure provides for the future bridging of up to 50m over the State highway in this section (if appropriate to enable integration with the future development of the Onehunga wharf).

Chainage 850

As part of the construction of a new configuration of Onehunga Harbour Road and extension of Galway Street, a new replacement pedestrian bridge, crossing over Onehunga Harbour Road and the Project is required, providing access to the foreshore walkway and Māngere Bridge.

28. Both proposals are further described at p.62 of the AEE report:

16 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 6.6.1.3 Onehunga Wharf Connectivity

A new land-bridge will provide access along Onehunga Harbour Road and between Onehunga Harbour Road and the Onehunga Wharf. This has been developed in consultation with Panuku Development Auckland (an Auckland Council Controlled Organisation (CCO) hereafter referred to as Panuku) to integrate with the “Transform Onehunga” strategy for the future of the Port and wider surrounding area.

While the Project provides for construction of a 20m wide bridge (with local road and shared paths), there is provision for the bridge structure of the trench to be up to 50m (approximate) wide/long. The current design provides for local connection along Onehunga Harbour Road to/from Orpheus Drive, while the extended bridging provides an opportunity for future land use integration between 2-6 Onehunga Harbour Road and the Onehunga Wharf development site.

29. These descriptions clearly indicate that the main focus of the 70m long bridge near The Landing would be to provide access to and from Onehunga’s port facility, while the new pedestrian / cycleway bridge over the EWL – replacing the current structure over Onehunga Harbour Road – would be 3.0m wide. This is scarcely any more substantial than the current bridge. Consequently, neither crossing would serve to connect Gloucester Park and the lower end of Onehunga Mall with the old Mangere Bridge or ‘New Old Mangere Bridge’ that is appreciably more meaningful than at present.

1.2 Effects in Relation to Onehunga

30. In brief, the EWL would have a range of physical effects on Onehunga and its town centre area, including:

a) The trench occupying much of the current Onehunga Harbour Road corridor, combined with the channelising of heavy traffic over a new bridge directly in front of The Landing and Airport Harbour View Motel, would further exacerbate the physical separation of both Onehunga’s town centre and Gloucester Park from Onehunga’s port area. In all likelihood, it would also exacerbate the already rather utilitarian qualities of this corridor, with both the trench and vehicular activity within it, significantly effecting both physical

17 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx and perceived connections between the town centre, in particular, and both the port area and wider coastal environs.

b) The trench would create a very substantial barrier to public interaction with old Mangere Bridge / new Old Mangere bridge and the Mangere Inlet Cycleway. Onehunga Harbour Road is heavily trafficked at present, while access to the current bridge and cycleway is already hampered by the rather aesthetically challenged nature of the ‘gateway’ to both – under the SH20 Bridge, past industrial premises, then past Onehunga Wharf’s secure operational area. The proposed 22-27m wide trench would greatly compound this feeling of severance and isolation of the waterfront. The new pedestrianway / cycleway over the EWL would effectively replace the current pedestrian bridge elevated above Onehunga Harbour Road, but would achieve little beyond that. It would not offset, or compensate for, the disruption of at- grade access to and from the current bridge and surrounding harbour margins. Indeed, it is difficult to see how the New Old Mangere Bridge could become the sort of draw card and integrating element that NZTA implied in their application for the proposed bridge. In fact, the EWL would create a degree of severance and isolation that appears to be quite incompatible with such objectives.

c) In a related vein, the EWL trench would further fragment Onehunga’s coastal hinterland by exacerbating the separation of its key natural features: the foreshore, lagoon and Te Hopua Crater.

d) The proposed Neilson Street overbridge, traversing SH20 at the western end of Gloucester Park, combined with new east-bound, EWL slip lanes would compound the enclosure and fragmentation of the Te Hopua Tuff Crater / ONF 46 by transport links and infrastructure.

e) The EWL would have a very similar effect on Onehunga’s significant built heritage elements: The Landing, the Aotea Sea Scouts Hall, Shaldrick House and the 1924 Onehunga Wharf. In particular, the Sea Scout Hall would end up being even more isolated than at present – sitting on the edge of Orpheus Drive and the Waikaraka Walkway, at the outer edge of the Taumanu Reserve shoreline, with little or no connection to the town centre nearby.

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Severance of Town Centre From Onehunga’s Harbour Interface:

31. The EWL would compound the high level of ‘severance’ that is already apparent between Onehunga’s Town Centre and its port area, associated with SH20 and the its associated bridge. Of particular concern, it would create another barrier to connection between the long established, town centre, including its recently opened railway station, with both a revitalised port / harbour-front area – under the future stewardship of Panuku – and the old Mangere Bridge, which NZTA has proposed replacing.

32. Currently, the area around the northern base of the SH20 Bridge is severely compromised, with both elevated and at-grade connections from Onehunga Mall to old Mangere Bridge flanked by an array of industrial premises, the Holcim concrete silos, security fencing, service yards, car parking, 110kV and 220kV transmission corridors, and the SH20 Bridge abutments and undercroft. This concentration of transport and electricity infrastructure, and commercial / industrial elements, together with the rather dilapidated profile of both the current port and old Mangere bridge approaches, creates a wholly utilitarian environment that is substantially devoid of appeal – apart from glimpses of the Manukau Harbour, Mangere Mountain and the grassed remains of Te Hopua Crater (Gloucester Park).

33. The proposed entrenching of the EWL / SH20 connections between the proposed Neilson Street and Galway Street interchanges would compound both the physical and perceptual separation of the port and harbour margins from Onehunga’s town centre. Moreover, the EWL would displace, and effectively ‘downgrade’, pedestrian and cycling connections focused on the old Mangere Bridge and NZTA’s proposals for a ‘New Old Mangere Bridge’, the Onehunga to Mangere Cycleway, the Waikaraka Walkway and Taumanu Reserve.

34. In effect, the environment near the SH20 Bridge, adjoining Onehunga’s port and at the point of intersection with Mangere Inlet, would become even more utilitarian and ‘hard edged’ that it presently is. Both Graeme McIndoe and Panuku have recommended changes to the EWL scheme that would involve extending the proposed road trench to the east and shifting of the Galway Street interchange

19 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx further eastwards in response to this change. A realigned Onehunga Harbour Road would still arc under the SH20 Bridge and run past The Landing to provide access to the port. The land bridge – now widened to 70m by NZTA – would straddle, or flank, this link.

35. However, neither Mr McIndoe nor myself believe that this part of NZTA’s proposal goes far enough. I believe that the land bridge should start with the road connection to Onehunga Wharf and extend from there eastwards – towards old Mangere Bridge. In fact, it should provide engagement between the town centre and both of these key areas. In order to achieve this, it is my opinion that the land bridge should therefore extend over the entire trench between the realigned port road and the axis between old Mangere Bridge and Onehunga Mall (at the end of the town centre; not just its extension near Mangere Bridge.

36. Even this level of amelioration and mitigation would not be without problems. Of particular concern, it would rely on establishment of a physical connection via the undercroft of the SH20 Bridge. This remains a rather unsavoury environment and I have doubts that extensive landscape remediation, the provision of new cycleway / walkway routes across the proposed trench, even the sleeving of a new Onehunga Harbour Road with new development, would alleviate this situation. Opening up of the undercroft area via the relocation of Galway Street eastwards and the amalgamation of Onehunga Harbour Road and Onehunga Mall into one corridor would all help, but ultimately could not hope to fully offset the further degradation and severance associated with the EWL proposal.

37. I have also considered whether greater benefit might be derived from shifting the proposed land bridge further to the west – towards Gloucester Reserve. However, as conceived by NZTA, it would still not reach, or provide any sense of contact with, the Aotea Sea Scouts Hall and Taumanu Reserve. Its primary connection would be with Gloucester Park, and that reserve is already bisected by SH20. It is devoid of meaningful integration with either the wider road / pedestrian / cycleway network or the town centre. Effectively, the land bridge would therefore become a ‘bridge to nowhere’. Even if one could also cross SH20, Gloucester Park, the Te Hopua Tuff Crater remains largely ringed by industrial / commercial premises, which amplifies both its isolation and dearth of appeal from recreational standpoint.

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38. The situation discussed above is complicated by the fact that Panuku has yet to finalise its intentions for the future Onehunga Wharf. Commercial, and possibly light industrial, development is proposed for the eastern end of the current port area – near the current Holcim silos – while potential residential development would be located to the west, facing down the harbour towards the Manukau Heads. This suggests that a new ‘land bridge’ over the EWL trench should ideally address at least some of these conditions in the process of providing a new ‘front door’ to both the revamped port area and old Mangere Bridge (or its successor).

39. As a result, I support the idea of a land bridge covering much of the proposed trench that accommodates cycleway and walkway routes to and from both the port area and old Mangere Bridge (or New Old Mangere Bridge) and provides an attractive point of engagement with the wider harbour margins. It could become a destination it is own right. Areas of public congregation and seating, together with shelter, toilets and noise barriers – directed towards the new port access road, as well as the EWL trench – should be accommodated by this structure.

Effects on Te Hopua a Rangi Tuff Crater:

40. The Te Hopua Tuff Crater has been very substantially affected, indeed largely destroyed, by the current SH20 corridor and highway approaches to Mangere Bridge. Light industrial premises, motels and other development on its periphery exacerbate the feeling of encroachment and modification in relation to the crater – to the point where little of the original crater remains apparent, apart from its circular outline. As a result ONF 46 is described as a Type B feature in in the Auckland Unitary Plan (Operative in Part):

Hopua volcano is a small explosion crater with a low tuff ring about 500m in diameter. The original crater was breached by the sea and filled with marine sediments. Although damaged by reclamation and motorway construction, the tuff ring is still discernable as a volcanic feature. An intertidal exposure of Hopua tuff in the Manukau Harbour foreshore contains large blocks of basalt.

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The Te Hopua a Rangi Tuff Crater, together with Onehunga Wharf and SH20

41. The EWL project would result in the replacement of the King Storage sheds next to the current Neilson Street on-ramp by a new bridge on-ramp, stormwater pond and planting. If anything, these measures may well have a marginally positive impact on the character and profile of the Te Hopua Crater. Furthermore, minor changes to the alignment of the current Neilson Street on-ramp would be screened by the existing development and planting next to road, while the proposed development of a series of ‘natural’ stormwater ponds between SH20 and the EWL trench, as well as planting and ecological enhancement around the ponds, would help to create a more natural environment within the southern half of the Te Hopua Crater.

42. On the other hand, the bridge ramparts and lanes south of SH20, together with the proposed trench, and expansion of Onehunga Harbour Road’s two existing lanes into four new EWL lanes plus two additional lanes for Orpheus Drive and the new Onehunga Wharf connection, would broaden the area of encroachment by roading into the southern half of the tuff crater. Earthworks around the trench would expand this even further. Inevitably, these changes would diminish both the physical extent and visual integrity of that part of Gloucester Park.

22 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 43. On balance, I consider that the proposed development of the EWL would compound the current encroachment into, even fragmentation of, the tuff crater and ONF, internally; however, I also consider that such effects would be largely incremental and are likely to be mitigated, in part, by the proposed planting and ecological enhancement.

The northern half of Te Hopua Tuff Crater and Gloucester Park (above) & southern half (below)

44. Even so, at a more strategic level, it is clear that EWL’s trench and bridge would reinforce the separation of Te Hopua Crater from the adjoining harbour and, in particular, Taumanu Reserve – both physically and perceptually. Indeed, this isolation of individual natural features and remnants – the Onehunga Bay shoreline, the lagoon and Te Hopua Crater – is already a feature of Onehunga’s fractured coastal environment, which is physically riven by transport and transmission corridor infrastructure, the existing port and a swathe of industrial development. In this context, it is important to recognise that the EWL could only

23 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx exacerbate this current situation by subtly reinforcing the isolation of, and physical encroachment into, Te Hopua Crater.

45. Most of the ‘severance’ that Onehunga is currently subject to has historical origins; yet recent enhancement projects, focused on the lagoon and Onehunga Bay foreshore, clearly offer a new direction for the suburb as a whole. In particular, they signal a more positive relationship with the natural features that frame both the suburb and its town centre. However, the EWL signals a ‘reversion to type’ and would be a retrograde step in relation to both the protection and inter-connection of those features, including Te Hopua Tuff Crater.

46. At paragraph 10.18, Gavin Lister suggests that the effects of Te Hopua Crater would be reduced by both the existing and proposed pohutukawas around its periphery, with further enhancement to be provided, as is suggested at his paragraphs 1.5 and 8.8:

1.5 A successfully conceived and implemented artwork would enhance the legibility of the crater compared to the existing situation, re-establish Te Hōpua as a landmark, and contribute to its aesthetic value. …….

8.8 To mitigate effects on aesthetic value and legibility, I recommend a commissioned artwork encircling the crater to highlight its circular form and presence. I consider this to be a realistic way of highlighting the landform given its subdued topography, and given the scale of existing urban development around and across the crater. Such an artwork would be conceived by the artist but, by way of example, it might comprise a circle of light. ……..

47. In my opinion, such an artwork would hardly alter or reduce the combined impact of both the EWL and SH20 on Te Hopua Tuff Crater, even more so at night-time, when motorway lighting already dominates the night sky, and highway environs and periphery. Indeed, much as Mr Lister appears to deride the suggestion, Auckland Council’s proposal for removal of the transmission towers and lines in close proximity to Gloucester Park and a reconfigured Orpheus Drive, would almost certainly be of immensely more aesthetic and ‘landscape’ benefit than any future “circle of light”. In much the same way that the combined EWL, and connections to it, would have a significant impact on Onehunga’s coastal

24 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx hinterland, removal of the current 110kV / 220kV towers and lines would offer significant ‘compensation’ and remediation for such effects. They would also offer a direct response to the further degradation of Gloucester Park and the Te Hopua a Rangi tuff ring.

Cultural Heritage:

48. Finally, in much the same fashion as described above, the proposed corridor would serve to exacerbate the isolation of important local heritage features: the Aotea Sea Scouts Hall, The Landing (formerly The Manukau Tavern), Shaldrick House and the 1924 Onehunga Wharf. In particular, it would isolate the Sea Scouts Hall, leaving it sitting on a physical plinth at the edge of Onehunga Bay and a reconfigured Orpheus Drive, without any sense of connection to either the nearby port or town centre. It would be physically divorced from Gloucester Park South by the EWL trench and SH20 overbridge, with future connections with both Taumanu Reserve and the port area restricted to a narrow Waikaraka Walkway that weaves under or around a 110kV transmission tower.

49. In this regard, the EWL would contribute to further fragmentation of Onehunga’s urban fabric and separation of the various heritage elements – both natural and cultural – that might otherwise contribute to its character and amenity in a positive manner.

Amenity Effects – Onehunga Harbour Road:

50. The proposed trench and new Onehunga Harbour Road, as proposed by NZTA, would run across The Landing’s forecourt, removing 22 car parks and sitting directly in front of the current entrance to The Landing. The ‘near’ edge of the trench would be located some 27m from the front door of The Landing and the nearest of the associated accommodation wings would be 11m from the new port link road. The trench would be 22 to 27.5m wide.

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Looking from outside The Landing & Airport Harbour View Motel Across Onehunga Harbour Road towards the port, Manukau Heads and Mangere Mountain

51. This combination of a new port link road, with its heavy traffic, and the ‘hole in the ground’ accommodating the EWL would become the new point of entry to both The Landing and the Airport Harbour View Motel. The grassed berm and semi- mature pohutukawas between the current parking area and road corridor would also be lost, so that much of the frontage to both establishments could well , in the future, comprise roading, trench walls, safety fencing, and the swathe of asphalt within the current Onehunga Wharf compound – even allowing for the proposed ‘land bridge’. Heavy traffic movements along the port link road would greatly exacerbate the hard-edged nature of this environment, while access to The Landing would need to be reconfigured and, presumably, new parking bays developed, although where exactly this would occur remains unclear. The end

26 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx result would be an urban landscape that is unremittingly dominated by transportation infrastructure, vehicles, noise and activity.

52. Acknowledging that Onehunga Harbour Road is far from a highly natural, or even reasonably appealing, urban environment at present, it nevertheless accommodates two sizeable visitor accommodation facilities and the proposed road corridor would give rise to three key effects, in my assessment:

§ It would exacerbate the utilitarian, ‘working’ qualities of the general environment that also acts as a front door for both The Landing and Airport Harbour View Motel.

§ It would seriously degrade a sizeable part of the surrounding environment – in particular, views to the Manukau Harbour and Heads, and Mangere Mountain that are ‘borrowed’ by both establishments to provide their guests with a semblance of outlook and amenity.

§ It would generate increased ‘nuisance effects’ derived from the close proximity of heavy vehicle movements and related noise, including the use of air brakes for the sharp turns on the new port link road.

53. As a result, both The Landing and the Airport Harbour View Motel would in the future appear to comprise even more of this current ‘island’ of residential use and activity – surrounded, and effectively isolated, by transport infrastructure – than is already the case. Even allowing for the development of the proposed ‘land bridge’ (as currently conceived), it is difficult to see the EWL having anything other than a significant adverse effect on the already impoverished character of Onehunga Harbour Road.

54. The evidence of Jon Styles reinforces such concerns in relation to the noise levels and level of amenity experienced by those staying at The Landing and Airport Harbour View Motel. He describes the current noise environment as being seriously compromised at present and is of the opinion that the EWL would further degrade its to a significant degree. Consequently, there is a clear disconnect between the residential activities associated with both establishments and the seriously degraded levels of amenity that they would be exposed to in the future.

27 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Conclusions:

55. Alternative proposals for the configuration of the EWL in Onehunga include extension of the EWL trench and relocation of its Galway Street interchange further eastwards, to accommodate a much longer, land bridge that is more aligned with both the port area and old Mangere Bridge (or its replacement). In my opinion these measures would help to offset some of the concerns that I have raised.

56. Even so, on the basis of my analysis, it is clear that the EWL would have a significant effect on Onehunga and its harbour edge. Key among these would be the additional separation of Onehunga, and its town centre, from the Manukau Harbour coastline, port area and old Mangere Bridge. Effects in relation to amenity values and local features – both natural and cultural – would also be significant.

57. Indeed, rather paradoxically, much as the recent rehabilitation of both Onehunga Bay / Taumanu Reserve and the nearby lagoon has enhanced the local community’s sense of ownership of its coastal margins, the EWL project would reverse that trajectory and mark a significant retrograde step in the reconnection of Onehunga with the Manukau Harbour. It is for this reason, that I also consider additional mitigation – such as the removal of the existing 110 kV and 220kV transmission towers through lower Onehunga – should also be addressed by NZTA, notwithstanding the difficulty of realising such mitigation via the current Board of Inquiry process.

1.3 Mangere Inlet At Present

58. The EWL would also have a significant impact on the physical character and public perception of Mangere Inlet. It would fundamentally change the nature of the current shoreline with the proposed multi-lane ‘freeway’ traversing the current coastal edge, while proposed stormwater ponds, shell /gravel banks, and a series of rock armoured outcrops and promontories, would project out into the CMA. While most of the EWL would sit on the edge of the current shoreline, part of it would also involve reclamation, displacing mud flats, including current bird roosting areas, mangroves and a small, residual pocket of exposed lava near NZ Rail’s Metroport (west of Anns Creek). The proposed promontories would frame the stormwater ponds established ‘outside’ the EWL and would – like the sequence of

28 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx headlands and embayed areas at a recently enhanced, Onehunga Bay – provide focal points for those using the proposed recreational walkway / cycleway down the new coastline. Symbolically, they would recreate the lava flows displaced and covered over by past reclamation down the northern side of the inlet, while proposed coastal planting would frame and enclose the stormwater ponds. It would also help to buffer the new coastal edge and its recreational users from the EWL.

Figure 7 from the Draft Urban and Landscape Design Framework report showing areas of past reclamation within Mangere Inlet and around Onehunga 59. Unsurprising, therefore, this combination of proposals would create a clear division between a very linear, geometric, road corridor, flanked by equally linear footpaths and cycleways, and the more natural coastline and natural outcrops that I have just described. A very clear dichotomy would ultimately become apparent between the road corridor and new, much more ‘natural’ shoreline.

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An extract from Figure 32 in the Draft Urban and Landscape Design Framework report

Cross-section showing proposed stormwater flows and biofiltration taken from p.47 of the Draft Urban and Landscape Design Framework report

60. Another important aspect of the current proposal is EWL’s elevation above much of the existing shoreline. This would result in the road corridor sitting some 1.5m higher than the current Waikaraka Park Cemetery. It would then ‘step down’ – like the original lava pediment and shoals – into the harbour, with the stormwater ponds and associated bunding, then most of the new rock armouring, descending sequentially towards the harbour. However, the larger promontories proposed – two near Waikaraka Park (Landform 2) and one near Metroport (Landform 3) – would be slightly more elevated to provide the sort of irregularity and intermittent

30 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx enclosure that one might expect of a relatively natural coastline. It also symbolically reflects the variable form and cooling processes associated with original lava flows into Mangere Inlet.

61. Inevitably, therefore, the EWL would build on, and exacerbate, decades of past reclamation and encroachment into Mangere Inlet, which, in conjunction with the industrialisation of most of its immediate hinterland, has reduced the coastline’s natural character and landscape values to a low level. The EWL’s transport corridor would further erode such qualities, while the outlying ‘lava fields’ / promontories, wetlands, ponds, and coastal planting would artificially enhance its perceived naturalness. They would not, however, improve its natural character overall – in terms of section 6(a) of the Resource Management Act.

62. Even so, the combination of a more natural looking coastal edge, enhanced landscape and recreational values, improved stormwater management and perceived integration with the recent improvements to Onehunga Bay’s foreshore would together weigh in the project’s favour. As a result, I consider that the EWL would, as a whole, be relatively benign in terms of its effects on the characteristics and values of the Inlet.

1.4 Mangere Inlet Effects

63. Even so, a number of issues remain unresolved in relation to this part of the EWL. In particular, the proposal would have one key overarching effect: it would effectively ‘lock in place’ the current pattern of activities and industrial development down most of Mangere Inlet’s northern shoreline. The presence of the new road corridor would consolidate the ‘working’ nature of this coastal edge and the utilitarian / industrial nature of most of its immediate hinterland, reducing any appetite for change or evolution to other forms of land use – such as residential development – in the future. Graeme McIndoe discusses this in relation to the lack of road intersections and general connectivity at the western end of Mangere Inlet frontage, near Onehunga; however, looking well and truly into the future, it is my opinion that this ‘cementing’ of current land use patterns would be a more enduring, potentially permanent, facet of Mangere coastline so long as the EWL remains.

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64. More specific effects and issues associated with the EWL include:

a) The ‘severance’ of Waikaraka Cemetery and the potential severance of Waikaraka South Park from Mangere Inlet;

b) A lack of connectivity and linkage, both in relation to recreational use of Mangere Inlet’s proposed foreshore and integration with Onehunga as a whole; and

c) The form of the proposed foreshore, including the extent of its ‘lava promontories’ and the height of its stormwater pond bunds.

Waikaraka Cemetery

65. Foremost among the issues identified in relation Mangere Inlet’s frontage is that of the EWL’s relationship with Waikaraka Cemetery and Park. The AEE Report’s Section 10: History Of The Area, describes the Waikaraka Cemetery as follows:

Waikaraka Park (at 175-243 Neilson Street) was set aside in 1881 for public use as a recreation ground, rifle range and public cemetery. Waikaraka Cemetery opened in 1890 along the southern portion of the reserve and continues to function as a cemetery today. The War Veterans Memorial dedicated to soldiers and servicemen was built in April 1917. Stone walls surrounding Waikaraka Park were built during the Depression years of the early 1930s (and partly relocated in the early 2000s as part of the Neilson Street widening). These built heritage features are still present in the north- western corner of the site and a stone caretaker’s cottage is located in the north-eastern corner of the Park. …….

66. At p.344 the cemetery is also described as being a ‘key social environment’, and it is notable that one of the alignment options originally looked at by NZTA – Option 8 – was discarded, in part because of its effects on the cemetery. On the other hand, at p.346 it is acknowledged that the southern part of Waikaraka Park, currently undeveloped, but within 60m of the adjoining cemetery – is to be used for a construction yard. Consequently, the NZTA will work with Auckland Council to develop a ‘Waikaraka Park Reinstatement Plan’ to be implemented at the completion of the EWL.

32 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 67. Like nearby Hillsborough Cemetery, this historic place of remembrance and contemplation enjoys a strong sense of connection with the Manukau Harbour. Mangere Mountain offers a second point of reference in the local landscape, while One Tree Hill is also visible to the north. Both the cemetery and adjoining Waikaraka Park are perhaps most recognised for their periphery of basalt walls, but the cemetery, in particular is also a haven of quiet and tranquillity amid an immediate environment that is perhaps more publicly known for its array of industrial premises and the adjoining Waikaraka Park stock car track. Despite this, both the cemetery and Alfred Street share a very strong sense of visual interaction with the adjoining inlet: views across it, and beyond to Mangere Mountain, contribute to both its identity and significance as a final resting place. The cemetery feels largely isolated from the hubbub of metropolitan Auckland and its sense of peace and solitude contributes very appreciably to the mood of the cemetery and its significance as a place of remembrance. This engagement with Mangere Inlet is now further augmented by the physical access from Alfred Street to the existing Mangere Inlet Cycleway.

Aerial view of the Waikaraka Cemetery and part of Waikaraka South Park

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The Alfred Street entrance to the cemetery and existing ‘shared path’ past it

68. In my opinion, the EWL would have a profound effect on the cemetery. Four lanes of, often heavy traffic would be elevated above the cemetery’s current ground levels, while little more than 10-12m would separate the edge of the cemetery from the new east-bound carriageway. As a result, any sense of connection between the cemetery and the Inlet would be effectively lost, and notwithstanding the intervention of the existing pohutukawas, hedgerows and stone walling – which occupy much of the existing cemetery boundary – the noise and activity associated with the EWL would generate an appreciable sense of incursion and ‘nuisance’. This would be compounded by the road corridor’s elevation, to the extent that it is difficult to imagine the cemetery retaining any feeling of isolation and of being a tranquil domain. In my opinion, its aesthetic qualities and amenity would be significantly degraded; indeed, the very rationale for location of the cemetery at its present site – direct connection and visual engagement with the Manukau Harbour – would be seriously challenged.

69. Future effects in relation to the southern part of Waikaraka Park would not, in my assessment, be as severe as those described above in relation to the cemetery: its southern ‘half’ has yet to be developed as a public reserve and additional sports fields (like those near Neilson Street at present) may well be compatible with the EWL. Moreover, future design of Waikaraka Park South has the opportunity to ‘take

34 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx on board’ the presence of the EWL and respond to it with buffering mechanisms that may well include bunding and planting.

70. In this regard, I note that Graeme McIndoe has prepared a draft concept that would elevate the ground plane between the EWL and cemetery grounds, establish a new line of planting along that interface and provide a new cycleway walkway down the line of the bund. I support this mitigation, although it does not resolve the more fundamental issues pertaining to the cemetery’s historic connection with Mangere Inlet and its overall character and sense of isolation. In fact, the cemetery would lose much of its raison d’etre for location next to Mangere Inlet at all. A such, it is my view that the EWL would still have a significant and adverse effect on Waikaraka Cemetery, regardless of the mitigation ultimately adopted for its EWL curtelage.

Connectivity and Linkage:

71. Presently, most of Mangere Inlet remains a little known ‘secret’ at the head of the Manukau Harbour. Industrial development, the old Pikes Point Landfill, the rail marshalling yards at Southdown and Penrose, and the Combined Cycle Power Station have all conspired to limit public access and exposure to the inlet. Even so, the Onehunga to Mangere Cycleway has, over recent years, become a real magnet for both cyclists and pedestrians. Families, groups of friends and individual users of all ages now utilise the shared path down Mangere Inlet on most fine weekends; increasingly, on week days as well. As a result, the bottom of Hugo Johnston Drive, the dedicated car park under Mangere Bridge (off Onehunga Harbour Road) and across the old Mangere Bridge are full of cars with bike racks on a regular basis, while the Kiwi Esplanade route through to Ambury Park and Puketutu Island is just as frequently full of the ‘lycra clad brigade’.

72. The EWL would replace this with a very linear cycleway and footpath straddling its axial corridor through to Anns Creek and Great South Road, while a meandering coastal path and boardwalks would traverse the new coastline wrapped around stormwater ponds and the new ‘lava’ promontories.

73. In my opinion, neither the proposed cycleway and footpath next to the EWL, nor the coastal path seaward of it, would compensate for the loss of the shared path.

35 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx The new EWL and its immediately adjoining paths will follow a very axial alignment that clearly reflects its focus on accommodating commuter, and industrial traffic, demands. The proposed thoroughfare would be noisy, heavily trafficked and very linear. It would have none of the characteristics that make the current shared path so appealing: its relative isolation, it’s framing by coastal waters on one side and a mixture of grass and shrubs to trees on the other. For recreational users of the cycleway – including pedestrians – it offers a relatively pleasant, tranquil and appealing route, even if it is a bit linear and suffers from being partly hemmed in by industrial buildings, security fencing and service yards. Council planting, the margins of Waikaraka Cemetery, and areas of lawn, even mangroves, at least soften the very immediate environment and Mangere Inlet’s littoral margins and near Hugo Johnston Drive and Anns Creek, the cycleway route becomes more convoluted and characterful.

74. The proposed coastal path and boardwalks would offer many of these qualities, albeit without the same degree of isolation from noise and traffic as the current shared path. Furthermore, the proposed walkway is exceptionally convoluted at one point on Landform 2 and even though it is suggested that it would cater to a wide range of pedestrians and cyclists of all ages – in effect, ‘universal use’ – Mr Lister’s evidence at his paragraph 10.9 states that its:

“… actual material is a matter for detailed design. For instance, the paths at Taumanu Reserve are formed from compacted lime and greywacke fines, which has provided a durable and accessible surface in keeping with a low key setting – and more suitable for a constructed landform where there may be differential settlement.”

75. Much as the comparison with Taumanu Reserve has some initial appeal, it is less germane to the current walkway / cycleway. A gravel path, especially one that requires careful manoeuvring, would have limited appeal for child cyclists and others using cycles that are oriented towards roads. It would also need a higher level of maintenance, especially if subject to heavy recreational use. As I have already indicated, the current shared path is used by everyone from young children on bikes with ’trainer wheels’ to groups of retirees – either walking or on commuter / road bikes – and many of these present-day users would be uncomfortable with the sheer functionality of the EWL routes and the difficulties

36 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx associated with using the coastal path. In other words, an important existing recreational route would be compromised by the current proposals.

76. This would be compounded by the loss of current car parking for cyclists and pedestrians under the SH20 Bridge, on Onehunga Harbour Road and down Captain Springs Road (the roadside parking lost within Hugo Johnston Drive would be replaced by an off-street car park). Without off-street parking facilities and ready access to the coastal path / boardwalks via Alfred Street and Captain Springs Road, or from car parking south of the EWL on Landforms 1 and 2, its recreational potential would be further hampered and, in all likelihood, reduced, compared with at present. Indeed, much as one of the major benefits of the EWL is its re-opening up of Mangere Inlet to public scrutiny and visual access, the failure to provide associated, off-road, parking would remain a major impediment to physical access and use.

77. The existing shared path is already a major link in the Penrose to Ambury Park / Puketutu Island cycleway network, and the emergence of other cycleways in southern and western Auckland – such as the Southern Link past Mt Roskill and the proposed Te Whau Pathway – reflect the rapid evolution of a city-wide network of commuter and recreational trails. Consequently, the failure of the current proposals to cater for current recreational use of Mangere Inlet’s margins, let alone future demands, is quite inappropriate from my point of view. I believe that the proposed coastal path needs to be subject to refinement aimed at making it a durable, all-weather, route that truly accommodates ‘universal’ access and use. This would include the adoption of hard surfacing and the provision of associated car parking for recreational users.

78. I also note that Graeme McIndoe has suggested moving the proposed cycleway / foot bridge from Alfred Street to a location more centrally opposite the Waikaraka Cemetery. This would allow a ramp and bridge over the EWL to be integrated with the proposed mound and shared path, also proposed by him, between the cemetery and EWL. The elevated structure could be screened by a mixture of mounding and planting, while areas close to the new bridge could provide viewing platforms – for those using the cemetery, future Waikaraka South Park and shared path – to look out over Mangere Inlet and its new coastline. At the same time, the margins of

37 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Alfred Street, within NZTA’s designation could be employed for additional recreational parking, thus benefiting both those visiting the cemetery and using the elevated walkway / cycleway to access the new coastal path.

79. This matter also segues into the wider issue of roading connections with the new coastline and the permeability of Onehunga’s urban interface with its harbour environs. Currently, NZTA is proposing to limit roading connections to the EWL between the SH20 Bridge and Great South Road to just those at Galway Street and Captain Springs Road. However, I have already commented on the rigidity that this implies in relation to future land uses and development bordering the inlet. I accept that, from a transport engineering perspective, the lack of proposed connection would improve the EWL’s efficiency and effectiveness. Such benefits would also be supplemented by ‘naturalising’ of the coastal edge, notwithstanding my concerns about some of its recreational utility.

80. On the other hand, few cities in the World are still building expressways next to their harbour edges. They are far more likely to be following the example offered by such cities as Milwaukee (Park East Freeway), Portland (Harbour Drive), New York (West Side Highway) or Toronto (Gardiner Expressway East), which have all removed existing freeways and expressways to revitalise their harbour margins and accommodate a mixture of residential development, parks, wetlands and rehabilitated coastal margins. Major road corridors inhibit engagement between city environs and the harbour environments that provide both recreational opportunities and a sense of identity.

81. The EWL would be no exception in this regard. Indeed, the sizeable blocks of land owned by Auckland Council and Panuku between Galway and Alfred Streets, together with neighbouring properties, look likely to become prime targets for conversion from light and heavy industry development to mixed use – including both commercial and residential activities – in the foreseeable future. Furthermore, while the new coastal edge and pathway ‘cry out’ for connection to suburban Onehunga, the EWL project would offer limited connectivity in this regard. As such, I retain misgivings about ‘locking’ all of Mangere Inlet’s northern margins into an urban framework, dictated by roading, that actually hampers the integration of an evolving town centre and residential community with its harbour edge.

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82. Even in the context of the existing environment around Neilson Street, I therefore agree with Mr McIndoe that the potential for Alfred Street to connect with the EWL should have been explored by NZTA and the current design of the EWL around the southern end of that road, next to Waikaraka cemetery needs to accommodate the potential for future roading (including pedestrian and cycleway) connection with the EWL. As a result, it is my opinion that some further design refinement is required to address the complete package of:

a) Walkway and cycleway access to the southern side of the EWL and coastal path via a relocated overbridge east of Alfred Street – linked to mounding and related developments abutting the cemetery;

b) Provision of car parking at the lower end of Alfred Street; and

c) Accommodation of a potential future connection between Alfred Street and the EWL.

The Form of the New Coastline

83. Concern has been raised by Auckland Council’s coastal processes experts and ecologists about the potential for the proposed headlands / promontories to reduce flows down the coastline and thus increase, already quite high, levels of sedimentation down the northern side of Mangere Inlet. This could or would promote further colonisation of the Inlet’s littoral margins by mangroves and have an adverse impact on bird roosting and feeding environments.

84. From my ‘landscape’ perspective, the main benefits associated with the EWL are derived from re-creation of a more varied and quasi-natural shoreline. The current, almost ruler-straight, frontage to Mangere Inlet has very limited appeal and it is my view that the shoreline needs to be varied, even convoluted, to enhance perceptions of Mangere Inlet as a whole, and, at the more site specific level, to entice recreational users out onto the new coastline. An important component of the shoreline’s rehabilitation is undoubtedly its symbolic lava flows, which should be both clearly discernible and reasonably authentic in their expression of volcanic processes. In my view, this is essential if the proposed ‘naturalising’ of the coastline is to be both meaningful and functional (in the best sense of that term).

39 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 85. Having said this, I appreciate the hydrological and ecological concerns that have been raised. I am also aware that Council’s ecological and coastal processes experts are opposed to dredging within the Inlet and the use of mudcrete – as proposed by NZTA to underpin much of the proposed shoreline and its promontories. This may well limit the extent to which some of the proposed coastal features can be realised. Consequently, it is my view that the extent and articulation of the proposed promontories needs to be subject to further design refinement, with the aim of minimising the effects identified by Council’s experts, but still creating a varied coastline that is both meaningful and appealing for recreational users – from cyclists and local residents to bird watchers.

86. I appreciates that concerns have also been raised by Council’s stormwater experts in relation to the height of the outer bunds flanking the proposed stormwater ponds. They initially sought to increase the height of the bunds by approximately 1.7m – to around RL4.2. This would have increased the elevation of the outer edges of the bunds to a level close to that of the EWL roading. I was concerned about this, as I viewed the ‘stepping down’ of new embankments, bunds, and ‘reefs’ as being important in order to enhance the topographic variety of the coastline; to mimic the natural, sequential, descent of both sedimentary and volcanic landforms into the harbour; and to maximise exposure of the inlet and its sea margins from the roadways and cycle lane / footpath flanking the EWL. As a result, Council’s stormwater experts agreed that it would be acceptable, from their point of view, to lower the bunds from RL4.2 to approximately RL3.5, and Mr Lister’s evidence at paragraph 5.6 (c) refers to his being involved in discussions that have led to the outer bunds rising from RL2.5 to RL3.0.

87. Again, therefore, I consider that this matter needs to be subject to further discussions and design refinement aimed at producing final outer bund levels in the region of RL3.0 to RL3.5.

Conclusions:

88. Much as I consider the naturalising of Mangere Inlet’s coastal margins to be a positive aspect of the EWL project, I am also conscious that it ‘runs against the grain’ of harbour side development internationally. Much as the new road corridor would ‘open up’ Mangere Inlet, visually, the limited connectivity afforded to

40 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Onehunga’s coastal hinterland would restrict connectivity between the coast and parts of Onehunga that are already coming under pressure for land use change, including more residential and commercial development on and near the harbour. It would also limit physical access for locals and wider community alike at present: the coastal path and provision of related coastal facilities – especially car parks – lack resolution and would not compensate for the loss of the current shared path down the Inlet’s margins, let alone improve its recreational environment.

89. The effects in relation to Waikaraka Cemetery would also be significant. Indeed, the very rationale for the cemetery’s location – its connection with the Manukau Harbour – would be fundamentally compromised by the EWL, while its character and ambience – as a place of remembrance and contemplation – stands to be seriously compromised by passing traffic on an elevated carriageway, including heavy goods vehicles. Consequently, the nature of the EWL’s interface with both the cemetery and adjoining park needs to be addressed in a more comprehensive fashion than is currently proposed: the planting of a few more pohutukawas and erection of some more stone walling would not resolve the effects that I have identified.

1.5 Anns Creek

90. At p. 14 of Technical Report 6, the environment of Anns Creek – generally between the end of Mangere Inlet’s area of northern reclamation, occupied by Kiwi Rail’s Metroport yard and Great South Rd at the very eastern end of Mangere Inlet – is described:

Anns Creek was formerly part of a much more extensive swampy area that flanked the south-east side of Mutukāroa-Hamlins Hill and which was part of the Karetu portage.

Whereas the reefs at Pikes Point and Victoria Road/Waikaraka Cemetery are lava from Maungakiekie and Rarotonga (Mt Smart), the rock features at Anns Creek are a lava stream originating from (Mt Wellington). It has a pahoehoe surface which is different in appearance from the other rubbly lava features around the Mangere Inlet. The surface is smoother and has a ropey appearance that evokes the lava’s fluid nature. The Anns Creek lava also contains a mix of distinctive and sometimes rare indigenous shrubs, together with exotic weeds. (Volume 3: Technical Report 16 - Ecological Impact

41 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Assessment).

The lava features are classified as an ONF in the PAUP Decisions Version as ‘Southdown pahoehoe lava flows incl. Anns Creek’. They are classified as a ‘Type B’ feature (smaller more fragile landforms) and described in Schedule 6 as follows:

“One of few examples of pahoehoe surfaces on basalt lava flows in the . Several small flow lobes (probably from Mt Wellington volcano) are visible from the coastal walkway on Māngere Inlet and at Anns Creek between Great South Road and the railway line.”

91. ONF 89 is shown on the following Unitary Plan aerial photo – located between the marshalling yards of Kiwi Rail’s Metroport facility and Great South Road:

92. Turning to the landscape and natural character effects of the EWL, p.31 of Technical Report 6 describes the physical changes proposed as follows:

Although EWL is mostly on viaduct across this area, there is potential for piers and construction to damage the significant lava features and mosaic of vegetation communities (both terrestrial and estuarine). There is also potential for some indirect rain-shadow or shading effects on vegetation beneath the viaduct. The extent to which such effects are avoided will depend on the precise

42 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx location of piers and the detailed construction methodology. These matters are addressed in detail in Volume 3: Technical Report 4 - Geological Heritage and Volume 3: Technical Report 16 - Ecological Impact Assessment on which this report relies. The Ecological Impact Report describes how the alignment of the structures in the northern part of Anns Creek East has largely avoided effects on plant species. However, there will still be adverse effects on the plant species located beneath the proposed structures. The Geological Heritage Report concludes that adverse effects on the lava flows can largely be avoided by careful siting of piers and appropriate planning during the construction phases.

In terms of aesthetic aspects, the viaduct will be a dominant structure because of its height and length. It will be approximately 10m high and approximately 1.4km long. To put this in perspective, the landscape is currently dominated by an industrial backdrop for which the permitted building height standard in the PAUP Decisions Version is 20m. The existing backdrop includes containers which from observation are commonly stacked up to six high (15.6m) and higher on occasion), an expansive rail marshalling yard, a power station, and a high voltage transmission line. Anns Creek itself is partitioned into five parts by railway causeways. (There is a designation depicted in the PAUP Decisions Version that would provide for a further causeway which would partition the inlet into six parts). In summary, the bridge will add to the industrial backdrop of what is already a substantially modified corner of Mangere Inlet.

93. I agree with this description of the project’s physical context and its generic implications for Anns Creek. It is also notable that current views of the Anns Creek environment – from Great South Road, Sylvia Park Road, Hugo Johnston Drive, other local roads and the current cycleway – also reveal the industrial profile of the Southdown Cogeneration Plant, other industrial plant and storage facilities, various railway lines and connections, transmission lines crossing the estuary margins and yards full of both stacked containers and massed vehicles. The northern margins of Anns Creek, near the intersection of Great South Road with Sylvia Park Road, have also been extensively disturbed by relatively recent earthworks – apparently within the Coastal Management Yard.

43 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx

Approaching the Southdown Cogeneration Plant and Anns Creek at the end of Hugo Johnston Drive

Looking out over Anns Creek from the NIMT overbridge on Great South Road

Looking over Anns Creek and down the line of the proposed viaduct from Great South Road

44 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx

94. Together, these various vantage points give the impression of a significantly disturbed, even transitional, environment. The notable presence of large areas of pampas infestation and other weed species at the edge of the Creek simply reinforce such impressions, while the potential for further industrial development in the immediate vicinity of Anns can only exacerbate them in the future.

95. As a result, I agree with Isthmus Group’s findings in relation to natural character, ONF and urban landscape effects – as follow (pp.31 & 32 of Technical Report 6):

6.3.2 Effects on Natural Character

…………. In summary, there will be potential adverse effects on biophysical aspects of natural character including the significant lava features, the associated lava-field vegetation community with endangered plant species, and the saltwater to freshwater communities. The extent of such effects depends on the precise pier locations and detailed construction methods in relation to the detailed pattern of lava features and vegetation. The landscape report relies on the findings of the Geological Heritage and Ecological Impact reports that such effects can be largely, but not completely, avoided.

6.3.3 Effects on ONF lava features at Anns Creek

Several areas of lava at Anns Creek are classified and mapped in the PAUP Decisions Version as an ONF. The values for which they are classified in Schedule 6 of the PAUP relate to earth science …………….

………….. The lava features are not classified for aesthetic or other landscape reasons, although they are distinctive and interesting.

As discussed above, it is understood that the viaduct piers and construction work will largely avoid these features which have been precisely mapped by the ecology and geological heritage experts, although there will still be some adverse effects on the plant species below the proposed structures. This report relies on the Geological Heritage Report and Terrestrial Ecology Report in this regard. …………..

6.3.4 Effects on urban landscape

EWL will have little adverse effect on the urban landscape in this sector. The road will be in keeping with the character of adjacent transport and industrial activities. While EWL will have some disruption on the industrial properties

45 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx traversed, such disruption will be minimised by traversing properties on an elevated structure. At the same time, EWL will have positive effects by creating a more interconnected street network, connecting Onehunga and the industrial areas with the intersection of Great South Road and Sylvia Park Road and tying in the cul-de-sac end of Hugo Johnston Drive.

96. Acknowledging that the EWL’s effects on geomorphological features (particularly the lava flows ONF), coastal processes and ecology are all subject to separate specialist reviews, it is my opinion that the effects of the proposal – and in particular, its viaduct – are therefore considered to be acceptable from a natural character and landscape standpoint.

97. I also appreciate that there has been discussion about the possibility of shifting the proposed viaduct slightly northwards to run closer to the Metroport boundary, thus encroaching less directly on Anns Creek itself, the edge of Mangere Inlet and ONF 89. I accept that such a movement may be beneficial from an ecological or geomorphological standpoint; however, I consider that it would achieve little in terms of landscape or natural character effects. The scale of any such relocation, relative to that of the actual viaduct, would be miniscule and it would do little to alter the level of screening or integration of the EWL with its surrounding matrix of coastal vegetation and neighbouring industrial land uses. As such, I am not offering an opinion about the benefits – or otherwise – of any such changes to this part of the EWL proposal.

1.6 Hamlins Hill / Mutukaroa

98. Hamlins Hill / Mutukaroa is also identified as ONF 38 in the Partly Operative Auckland Unitary Plan, and it is described as follows:

Hamlins Hill is one of the least modified sandstone ridge complexes remaining in Auckland. Ridges like it are some of the most common landforms beneath urban Auckland, but unmodified and undeveloped examples are rare. Hamlins Hill also includes the best inland exposure of rhyolitic tuff in Auckland City, in an exposure 10m wide and up to 2m high. Its position on top of the hill suggests the rhyolitic ash is from airfall or a pyroclastic flow and not reworked by water as is more common.

46 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 99. In relation to the EWL’s effects on the ONF, p.299 of the AEE Report states that:

The Project will not physically encroach onto Mutukāroa-Hamlins Hill, and will have minimal adverse effects on its landscape qualities. The hill’s role as a landmark surrounded by transport routes will be accentuated. Whilst the EWL will affect views of Mutukāroa-Hamlins Hill from Great South Road these will be balanced by views for road users created by EWL.

For completeness it is also noted that Project will not affect the volcanic viewshaft from SH1 to Maungakiekie/One Tree Hill, which originates north of the Project and is oriented in the opposite direction.

100. As is indicated above, the physical footprint of the EWL would run south to south- east of Hamlins Hill, avoiding any contact with the park’s open space. However, it is publicly accessible, providing a platform for views towards the Auckland Isthmus, One Tree Hill and the Manukau Harbour and its margins. In addition, the Hill is a key feature directly abutting the Southern Motorway / SH1, with its rising ridge of open space and native planting marking a key point of introduction – or ‘gateway’ – to the central isthmus. Its strategic location is reinforced by its close proximity to the Mt Wellington Highway, South-eastern Arterial corridor and the Sylvia Park Shopping Centre. Consequently, even though Hamlins Hill lacks the iconic status of Auckland’s major volcanic cones, it nonetheless remains a regionally significant feature that also provides the platform for increasing recreational use and views to much of Auckland’s south-eastern Isthmus. The crest and side slopes of the hill also retain multiple sites associated with Maori occupation and food production. As a result, views to, and of, Hamlin Hill / Mutukaroa retain considerable value.

Views From Hamlins Hill / Mutukaroa:

101. Focusing on the issue of views from Hamlins Hill first, Isthmus Group’s Photosimulations 6 and 7 show the proposed road corridor and viaduct occupying the margins of Anns Creek and Mangere Inlet that are already strongly associated with the Southdown Cogeneration Plant, the Metroport facility, together with a mixture of car yards, office blocks, light industrial properties and storage yards. It would skirt the power station, then cut across both open space on the edge of Anns Creek and industrial land that is currently occupied by trucks within the yard of TR Truck Trailers Rental & Lease. Photosimulation 7 then displays the

47 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx EWL solidly flanked by warehouses, sheds and offices lining the eastern end of Sylvia Park Road, the Mt Wellington Highway and Pacific Rise – from the Rakon complex at the foot of Hamlins Hill to the Amway Auckland Business centre and SMC Pneumatics offices on the side of its ridge overlooking SH1.

102. Both simulations reveal the EWL passing the base of the Council reserve and sitting low down, largely amid existing industrial premises and roading / rail infrastructure. The elevated bridges over part of Anns Creek, the Southdown Rail Siding, the NIMT, Great South Road and the Mt Wellington Highway would rise nearly 8-10m above existing ground levels near Mangere Inlet and up to 18m above the NIMT and Clemow Drive (east of the Mt Wellington Highway); however, this elevation would be diminished by the two to three storey scale of most buildings lining these roads, their typically large footprints and the downward viewing angle from locations close to the crest of Hamlins Hill. The EWL would be more obvious and potentially intrusive when viewed from lower down, on the reserve’s side slopes, especially those near each end of Sylvia Park Road. But the it is the main ridge crest and its margins that provide the main draw card for those wanting to look out over Auckland and the Manukau Harbour, while extensive planting on the reserve’s southern to western slopes, and to a lesser extent above Pacific Rise, provides a partial buffer in such views. Existing buildings would help to screen the bridge approaches at each end of Sylvia Park Road, while the main points of public access to Hamlins Hill – off that same road – are located next to part of the proposed road corridor that is at grade.

103. In my assessment, the EWL would have a very limited effect in relation to views from Hamlins Hill / Mutukaroa.

Views Of Hamlins Hill / Mutukaroa from SH1:

104. Turning to effects on views of the reserve, the EWL would traverse a series of major transport corridors that include Great South Road, the NIMT, Mt Wellington Highway and the Southern Motorway / SH1. As a result, the EWL’s southbound bridge would be elevated some 15-17m above the Southern Motorway / SH1 (and 17-18m above the NIMT and AMETI corridor) at almost the exact location where Hamlins Hill first comes clearly into view for city-bound traffic – as the existing motorway ramps up to traverse the Mt Wellington Highway. Angled across the

48 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx motorway, the proposed bridge would totally dominate the near horizon as vehicles approach both the Mt Wellington Highway interchange and Hamlins Hill.

105. Yet, the low lying, elongated, profile of the reserve and its open space is already largely screened by the rising mound of motorway lanes, verges and planting that flank the motorway as it traverses the highway, while development on Pacific Rise – fronted by the BMW and Pipers Intellectual Property buildings – screens out all but the very crest of Hamlins Hill until well past the interchange. 220kV transmission towers sidling past, and across, the ‘front’ of the ridge compound this intrusion. As a result, Hamlins Hill provides a subtle backdrop to the interchange and Pacific Rise offices, rather than being readily apparent as a feature in its own right. It does not truly become such until after motorists traverse the Mt Wellington interchange – at which point the broader expanse of pasture and revegetation across Mutukaroa becomes clearly apparent, framing a key view (Viewshaft O4) to One Tree Hill.

Approaching the Mt Wellington Highway interchange and Hamlins Hill on SH1

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Traversing the Mt Wellington Highway interchange

106. The new bridge’s scale, height and location would clearly result in it having a high degree of visual presence and public profile. It would change the very nature of the Mt Wellington Interchange and the Southern Motorway’s passage through it. As such, it would also draw attention away from Hamlins Hill, impacting on its role as a gateway feature. Even so, the overbridge would not greatly alter the fundamental character of the motorway and interchange surrounds, and when the Hamlins Hill’s restricted initial visibility is also taken into account, it appears likely that the overbridge would have a Moderate degree of effect – notwithstanding the scale of change anticipated.

107. By contrast, the proposed, west bound on-ramp to the East West Corridor would be much more visually recessive, largely merging with the existing Mt Wellington Highway off-ramp on the southern side of the motorway.

108. I have also reviewed the proposal in relation to views from the Sylvia Park shopping centre, directly adjoining the Southern Motorway. However, most views from the centre’s parking areas, peripheral roading network and pedestrian concourses reveal little more than slivers of the current reserve’s ridge crest and, much as the south-bound over-bridge proposed as part of the EWL would be prominent in views from the southern end of Sylvia Park, it would have therefore little, if any, discernible impact on views of Hamlins Hill / Mutukaroa.

50 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Views from the Mt Wellington Highway:

109. When travelling northwards through Southdown along the Mt Wellington Highway, Hamlins Hill remains substantially obscured by road-side pohutukawas, so that it is only as vehicles and pedestrians / cyclists approach the Vesty Drive roundabout, then the lights at the Sylvia Park Road intersection that Hamlins Hill becomes more readily apparent. Even then, it remains substantially obscured by the 5-6 storey office blocks directly across that intersection – at 8 Pacific Rise containing the Assure Quality headquarters.

Travelling northwards on the Mt Wellington Highway at the Vesty Drive roundabout

At the intersection of Mt Wellington Highway and Sylvia Park Road

51 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 110. The proposed EWL bridge over the Mt Wellington Highway would appear in front of the office blocks on Pacific Rise and cut across the distant but clearly discernible, profile of Mt Wellington beyond the Southern Motorway and its bridge over the Mt Wellington Highway. However, it would have a more limited impact on Hamlins Hill, which is largely peripheral to the main axis of viewing through the intersection. Although part of the southern ridge’s side slopes would be obscured by the bridge (see the second photo above), most of the reserve is already screened by the office blocks, mentioned previously, that front Pacific Rise. Hamlins Hill emerges behind the Rakon headquarters and beyond other development near Pacific Rise, but remains effectively part of the road’s backdrop.

Approaching the intersection of Mt Wellington Highway and Sylvia Park Road

111. The proposed bridge would push the reserve’s south-facing slopes even further into the background, reducing the reserve’s visual presence and legibility as a feature; at the same time, confirming the essentially utilitarian, transport focused, nature of Sylvia Park Road. However, it is my opinion that any changes to impressions of Hamlins Hill from the Mt Wellington Highway and Sylvia Park Road would be very limited, notwithstanding the very considerable scale of the proposed EWL.

Views from Great South Road:

112. A similar situation initially unfolds as motorists, cyclists and pedestrians head northwards down Great South Road towards Sylvia Park Road and Anns Creek.

52 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx The low, stretched-out profile of most of Hamlins Hill remains largely hidden behind a succession of industrial parks, buildings and signage, together with more intermittent roadside planting, down the eastern side of Great South Road. For the most part, just the western-most end of the ridge is visible until the bridge over the NIMT offers a slightly more elevated perspective of the wider ridge and its southern flanks (top photo below). The road corridor descends again on the final approach to Sylvia Park Road, with the old army huts lining the northern side of the NIMT providing a final barrier to views of the reserve. However, once at the Sylvia Park Road intersection, clear views are offered up its road corridor the saddle-like form of Hamlins Hill and its emerging bush cover. Warehousing and offices line the foot of the reserve, but the ridge’s profile and outer slopes are clearly etched on the northern and eastern skylines (bottom photo).

Traversing the NIMT rail corridor on Great South Road

Looking down Sylvia Park Road from the intersection with Great South Road towards Hamlins Hill

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113. The proposed EWL and, in particular, its viaduct over Anns Creek and Great South Road – again following the alignment of Sylvia Park Road – would totally dominate more close-up views to the reserve, cutting directly across its exposed matrix of pasture and emerging revegetation. It would screen most of the visible ridge and side-slopes, effectively displacing it as the key feature of views from this part of Great South Road.

114. Consequently, notwithstanding the fact that views to Hamlins Hill are already appreciably impaired by the warehousing at the foot of the ridge and a 220kV transmission corridor running down Sylvia Park Road, the effects associated with this change would be of a Higher order than those I have discussed in relation to other vantage points.

Views From The North Island Main Trunk Railway Line (NIMT):

115. As the NIMT approaches Hamlins Hill / Mutukaroa from the south, it passes through Westfield and by the Southdown Cogeneration Plant before swinging to the east, cutting under Great South Road and running parallel with Sylvia Park Road. It then stays in a cutting, largely screened from both the adjacent road corridor and Hamlins Hill by a succession of old army warehouses and service yards. Further north, it again sinks into a cutting, and passing under the Southern Motorway views towards the reserve are then obscured by the Mt Wellington over-bridge and the Sylvia Park shopping centre.

116. Development of the EWL would result in most of the development between the NIMT and Sylvia Park Road being removed. Just the old warehouses accommodating Stratex Storage Systems near Great South Road would remain. The NIMT near both ends of Sylvia Park Road would still descend into cuttings that continue to obscure at least part of the view to Hamlins Hill, while the proposed EWL viaduct and bridge over Great South Road and the Mt Wellington Highway (respectively) would increase this screening.

117. More importantly, however, the full profile of Hamlins Hill’s ridge, as well as it’s layering of open pasture and revegetated areas, would be clearly revealed above and beyond the new road corridor. As a result, this part of the roading proposal

54 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx would appreciably enhance exposure of Hamlins Hill / Mutukaroa to a regional audience of commuters and other local train users, as well as a national and international audience using longer distance rail connection. The resulting sequence of views to Hamlins Hill would also be enhanced by the landscape treatment of the ‘near’ side of the Sylvia Park Road corridor, with trees and underplanting creating a much more attractive frame for such views to the reserve.

Views From Mt Richmond:

118. Mt Richmond is the closest volcanic cone to Hamlins Hill / Mutukaroa. Presently, it offers open views to the north over the Southdown industrial area that focus on the elongated profile of Hamlins Hill, then – to the right – the rather more upright form of Mt Wellington, then Rangitoto. Although reasonably apparent, it is my assessment that the EWL would have no appreciable effect on the profile of Hamlins Hill.

New Views From The East West Link:

119. As well as screening Hamlins Hill when viewed from Great South Road, the new EWL bridge over Great South Road would create a new platform for views to, and of, both Anns Creek and Hamlins Hill. In conjunction with other new bridges over the Southern Motorway, NIMT and Mt Wellington Highway, the new corridor would expose the regional motoring community to new views of Hamlins Hill / Mutukaroa. These would initially focus on both ends of the sandstone ridgeline and its amalgam of pasture and revegetation, before sweeping past the southern side of Hamlins Hill at a lower level, then rising up again as the road corridor passes the other end of the reserve. Consequently, much like Southern Motorway, as it sweeps past the northern side of the reserve, the EWL would open up vistas to Hamlins Hill that greatly increase its visual presence and significance in the mind of the regional community.

Public Access to Hamlins Hill:

120. Hamlins Hill already suffers from limited public access – via part of Sylvia Park Road – with the rest of the reserve physically contained and separated from the public domain by light industrial development down Great South Road, the Pacific

55 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Rise office park and the Southern Motorway. Anyone visiting Hamlins Hill is presently forced to park on Sylvia Park Road, then clamber over a fenceline west of the Rakon premises before following any of several informal ‘sheep trails’ up to the crest of the reserve. There is currently no off-road parking or formal point of access for those visiting Hamlins Hill, while the footpath running past the Rakon headquarters and warehousing at the western end of Sylvia Park Road ‘peters out’ next to the reserve.

The Sylvia Park Road frontage that currently provides the point of public access to Hamlins Hill / Mutukaroa

121. The EWL would descend from bridges either side of this central part of Sylvia Park Road to be at grade as it passes the current points of access to the ridge. However, it would also be subdivided into the multiple lanes that cater for the on and off ramps nearby, with an east bound, Sylvia Park Road lane hugging the base of Hamlins Hill, accompanied by a cycleway and footpath. The footpath and cycleway would improve on the current situation, but it appears likely that the present streets-side parking could well be lost. No provision for parallel parking next to the Sylvia Park Road is indicated on Road Alignment or Landscape Drawings, nor are any off-road parks indicated, except in front of the Rakon buildings. The inset shown might well be designed to accommodate both business and recreational parking next to Sylvia Park Road, but that is not clear at present. Without such parking access to the Hamlins Hill / Mutukaroa Reserve would be severely hampered by a lack of facilities for park users, with no obvious signs of parking

56 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx alternatives within or near Sylvia Park Road other than within private business premises.

122. If the inset shown on the northern side of Sylvia Park Road is indeed designed to provide for recreational use of the reserve, then this would be a wholly positive step; however, if the relevant drawings simply show the extent of earthworks proposed, without any additional parking, then the EWL would have a very significant and adverse impact in relation to the future recreational functioning of Hamlins Hill.

Conclusions:

123. Overall, it is my assessment that the EWL would have a quite limited adverse effect on Hamlins Hill. Although its passage over Great South Road and down the alignment of Sylvia Park Road would result in significant screening of the feature from the intersection of these two existing roads, such effects are contextualised by the wealth of industrial premises, power and transport infrastructure, and traffic that all frame fleeting views to the Hill from this quarter. Similarly, even though the proposed EWL bridges over Anns Creek, the NIMT, Mt Wellington Highway and Southern Motorway would all have a very significant impact in their own right, they would have much less impact on the profile and degree of public engagement with Hamlins Hill and its reserve area. In fact, the new elevated corridor over Anns Creek, together with other elevated parts of the EWL and even the main trunk railway line may well offer more explicit and direct views of Hamlins Hill than is currently the case.

124. Even so, concerns remain in relation to the very limited physical access that would remain to the reserve after development of the EWL: there would be no parking down the Sylvia Park Road corridor and there appears to be no provision for off-street parking at the base of the ridge next to that road. As a result, it is unclear exactly where the regional community might park vehicles in order to visit Hamlins Hill. This matter needs to be resolved.

57 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 1.7 Otahuhu Creek

125. The EWL project would also result in the addition of one lane in each direction to the Southern Motorway / SH1, between Tip Top Corner and the Otahuhu Interchange. As a result, the current culverts and causeway over the Otahuhu Creek – an arm of the Tamaki River – would be replaced by a bridge. As is explained at p.40 of Technical Report 6 and shown on the relevant Landscape Drawings, together with Photosimulation 10, the crossing would also be accompanied by retention of, “An additional bridge to take temporary traffic diversions during construction”, which, “is also to be retained on the east side of SH1 as a pedestrian and cycle connection. This additional bridge and ‘shared path ‘ over it would occupy land that currently contains three dwellings off the end of Mataroa Road and a 220kV pylon.

The end of Matarao Road facing towards the properties affected by the EWL Proposals

126. In addition, Isthmus Group have developed a landscape strategy for the Creek margins which sets out to:

…………… restore Otahuhu Creek as a physically and visually open waterway. Proposed measures include:

§ Replacing the existing causeway and culverts with a bridge – an aspect that is incorporated in the Project; § Removing incidental reclamation adjacent to SH1; § Avoiding noise walls within the creek corridor (confining them to boundaries with residential properties;

58 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx § Removing weed species on the banks in the vicinity of SH1 to maximise views along the creek; § Removing sufficient mangroves to reinstate an open channel both upstream and downstream of SH1; and § Installing markers (for instance artwork) to highlight Otahuhu Creek as a waymark on SH1.

127. At present, the culverts and causeway over Otahuhu Creek have a negative impact on the both the appearance and natural character qualities of the Creek and its margins. Moreover, the importance of the creek as part of the Te Karetu Portage Trail through to Waokauri Creek on the edge of the Manukau Harbour is not recognised at all.

128. The measures proposed in conjunction with development of the EWL would replace the enclosed culverts with open stream banks, while a range of native coastal species would be employed on the exposed banks and to replace weed species currently found either side of the existing culverts. Above, the shared path over the secondary bridge offers the opportunity for interpretation of the locality and its significance to iwi.

129. On the basis of my analysis of these proposals, I agree with Isthmus Group that replacement of the existing culvert by a new bridge and removal of existing weed species near Otahuhu Creek, together with planting of coastal species on its banks, would enhance both the landscape and natural character / habitat values of the Creek. In addition, the proposed secondary bridge, shared path and related planting would provide a beneficial layer of buffering against the effects of the motorway and traffic on it.

1.8 Southern Motorway Margins & Otahuhu Interchange

130. The proposed widening of the Southern Motorway from the ‘Tip Top Corner’ to the Otahuhu Interchange would result in increased encroachment by the motorway on adjoining residential properties – to both the east and west. In contrast, the proposed reconfiguration of the Otahuhu Interchange, involving the removal of some residential properties and dwellings would actually create marginally more ‘breathing space’ around the rearranged slips lanes and off and

59 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx on ramps. In turn, this would accommodate more planting to help screen and buffer local residents from the motorway system.

131. On the other hand, the addition of new lanes would ‘squeeze’ out much of the remaining open space currently found between the current motorway lanes and neighbouring residential properties. Related to this, the displacement of vegetation abutting those properties by noise walls would lend this interface a quite ‘hard edged’ quality until new planting becomes established. Noise walls, of an unspecified height, would also be located around the Otahuhu interchange, next to the motorway off / on ramps on both sides of it. As a result, they would – initially at least – become the main component of the motorway system that confronts neighbouring residents in the future. As well attenuating noise, they would effectively screen most of the motorway corridor and its heavy traffic.

The existing Otahuhu Interchange viewed from Frank Grey Place – north (left) and south (right) of the interchange

Looking towards the existing Otahuhu Interchange from Todd Place (south of the interchange))

60 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 132. Thus, at p.43 of Technical Report 6, it is concluded that:

There will be adverse visual amenity effects as a result of adding lanes to SH1. In particular there will be potentially adverse effects for adjoining residential properties resulting from the increased scale of the motorway, loss of the green buffer, installation of noise walls, and in some cases encroachment into properties. However, while noise walls have adverse visual effects in themselves, at the same time they will screen SH1 and reduce noise. There will similarly reduced amenity for travellers on SH1 because of the replacement of the existing green buffer with a hard-edged boundary of noise walls.

Proposed mitigation of visual aspects includes re-establishing vegetation in the SH1 corridor in front of the noise walls, and offering planting within affected properties on the opposite side of the noise walls. The combination of such vegetation will soften the appearance of the walls, reduce the potential for graffiti, and re-establish something of a green buffer on either side of the corridor.

The adverse visual effects will be amplified during construction, particular with respect of adjoining residential properties and on the immediate surroundings at Otahuhu Creek. Such works will be temporary in nature, will take place in the context of an existing motorway, and will be offset by the enhancements once the EWL Project is completed.

Overall, the adverse effects along the boundary of the corridor in Sector 5 will be appropriately mitigated, and will be balanced by substantial positive effects at Otahuhu Creek.

133. I concur with these findings. The additional lanes of motorway traffic and reconfiguration of the Otahuhu Interchange would intensify the noise, effects, awareness of constant activity and other amenity effects that residents living near the Southern Motorway are already subjected to. In addition, the new noise barriers would dominate the outlook towards the motorway corridor and – initially at least – further reduce local residents’ amenity. However, once construction is completed and vegetation both sides of the barriers starts to mature, the combination of noise attenuation and new amenity planting would appreciably improve the auditory and visual environments that those residents are constantly exposed to.

61 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx 1.9 Summary of Findings

134. The following table summarises my findings, by locating the key effects identified on a rating scale that ranges from Positive to Very High Adverse (effects):

LEVEL OF EFFECT: ISSUE IDENTIFIED: VERY HIGH § The additional severance of Onehunga Town Centre from the ADVERSE Manukau Harbour & old Mangere Bridge

HIGH § The severance of Waikaraka Cemetery & Park from Mangere Inlet § The screening of Hamlins Hill from Great South Rd near Sylvia Park Rd for motorists travelling north SIGNIFICANT § Further degradation of Onehunga Harbour Road and impacts on The Landing & the Airport Harbour View Motel MODERATE § The additional severance & isolation of Onehunga’s key natural /recreational features: Te Hopua Crater (ONF 46), the Onehunga Bay foreshore & lagoon § Additional screening of Hamlins Hill in views from the Southern Motorway for motorists travelling north

LOW § The physical effects of the new viaduct traversing Anns Creek and its ONF 89 lava flows § The visual effects of the Anns Creek viaduct on its largely industrial surrounds & Great South Rd / Sylvia Park Rd § The additional severance and isolation of Te Hopua Tuff Crater combined with further physical encroachment on it – taking into account proposed mitigation § Restriction of physical access to Hamlins Hill (ONF 38)

NEUTRAL § The modification of Mangere Inlet’s coastline – taking into account the proposed reclamation, the road along its new shoreline and the ‘naturalising’ of the coastline § The opening up of access to Mangere Inlet for motorists, pedestrians & cyclists balanced against the loss flexibility in relation to future land uses near the Inlet. § The Retention of views to Hamlins hill from Mt Richmond

POSITIVE § The opening up of views to Anns Creek and Hamlins Hill from the proposed viaduct and Mt Wellington / SH1 overbridge § The opening up of views to Hamlins Hill from the NIMT south of Sylvia Park Rd § Redevelopment of the Southern Motorway’s Otahuhu Creek crossing § The screening of residential properties near the Southern Motorway & Otahuhu Interchange by noise walls & planting

62 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx PART 2: PROPOSED CONDITIONS

135. The application’s proposed Conditions LV.1 to LV.8 address key landscape matters in relation to the EWL. Of these conditions, those most central to achieving high quality landscape outcomes and mitigation for the project are the following:

LV.1 The Requiring Authority shall prepare an Urban and Landscape Design Master Plan (ULDMP) for the Project. The ULDMP may be submitted in sectors or in parts.

The ULDMP shall be included in the Outline Plan submitted prior to the Commencement of Construction of permanent works.

LV.3 The ULDMP shall be prepared in consultation with:

d) Council for areas of the Project to become Council assets;

e) Auckland Transport for areas within and adjoining local roads;

f) the Mana Whenua Group;

g) HNZPT;

h) Landowner agreements; and

i) Adjacent landowners for the detail of noise barriers on their boundary.

LV.4 The ULDMP shall be prepared by a suitably qualified person and shall:

(a) Reflect the Key Design Principles and Sector Outcomes of the Project’s Urban and Landscape Design Framework dated November 2016 and the Addendum dated December 2016 (hereafter referred to as the ULDF); and

(b) Be prepared in general accordance with the following (or equivalent update):

i) NZ Transport Agency’s Urban Design Guidelines: Bridging the Gap (2013); and

ii) NZ Transport Agency Landscape Guidelines (final draft dated 2014); and NZ Transport Agency’s P39 Standard Specification for Highway Landscape Treatments, 2013.

LV.5 The ULDMP shall demonstrate how the Sector-Specific Outcomes in Chapter 5 of the ULDF have been incorporated and shall include the following:

(a) Design that describes and illustrates the overall urban and landscape design concept, and explains the rationale for the landscape and urban design proposal if different from the ULDF concepts;

(b) Developed design details for the urban and landscape design features. These shall cover the following:

i) Roadside furniture – elements such as lighting, sign gantries and signage, guard rails, fences and median barriers;

63 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx ii) Architecture and landscape treatment of all major structures, including bridges, structures, underpasses and retaining walls;

iii) Architecture and landscape treatment of acoustic barriers;

iv) Land use re-instatement following construction;

v) Landscape treatment of permanent stormwater management ponds, wetlands and swales;

vi) Integration of passenger transport facilities;

vii) Pedestrian and cycle facilities including paths, road crossings and dedicated pedestrian/ cycle bridges or underpasses;

viii) Features (such as interpretive signage) for the purpose of identifying and interpreting cultural heritage, built heritage, archaeology, geological heritage and ecology in the Project area;

ix) Proposed maintenance boundaries;

x) Consideration of:

• Crime Prevention Through Environmental Design (CPTED) principles;

• Safety in Design (SID) requirements;

• Maintenance requirements and anti-graffiti measures; and

• Protected viewshafts, character areas and protected heritage sites, structures or features, as identified in the Auckland Unitary Plan.

The ULDMP shall also describe how road design elements such as median width and treatment, roadside width and treatment, and earthworks contouring, have taken into account the Sector-Specific Outcomes in Chapter 5 of the ULDF.

LV.5A The ULDMP shall also include the following developed design details:

(a) Design details for an artwork to encircle Te Hōpua a Rangi for the purpose of highlighting its presence and circular form;

(b) Design details for the area surrounding the Aotea Sea Scout Hall to achieve the design outcomes set out in Section 5.1 of the ULDF. These shall cover the following:

i) Continued vehicular access to the building from Orpheus Drive, with sufficient curtilage for parking to support ongoing use of the building;

ii) Retaining uninterrupted views towards the building from public areas along the Manukau Harbour edge;

iii) Acknowledgement and interpretation of the history of the building;

iv) Design treatment of the retaining walls immediately opposite to acknowledge or recall the history of the building;

64 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx v) Interpretive signage as required by LV.5(b)(viii);

vi) Landscaping to soften interface with the road environment; and

vii) Detailing / finish of walls to respond to heritage context.

(c) Design details for an edge treatment to improve screening of EWL from within the Waikaraka Cemetery and from Waikaraka Park South, for the purpose of maintaining a sense of separation from the transport corridor. The design details shall reflect the built and landscape features of the historic heritage Extent of Place (such as existing rock walls and pohutukawa), and take into account the future sports fields to be developed by Council to the east of the Waikaraka Cemetery. This edge treatment may include refinement to the embankment profile, the construction of a low wall, planting, or a combination. This edge treatment shall be integrated with any works forming part of the Waikaraka Park Reinstatement Plan under Condition ROS.6.

(d) Design details for the section of the EWL Main Alignment along the Mangere Inlet foreshore between Galway Street to mid-way between Captain Springs Road and Ports Link Road, with the purpose of those details being to ensure the design for this section of the road has an urban arterial character, and differs in character from the balance of EWL recognising its urban harbour frontage. This outcome could be achieved by incorporating design elements such as: i. Different road surface material;

ii. No median barrier;

iii. 60 kph posted speed limit;

iv. A succession of elements on either side of the EWL Main Alignment, perpendicular to the highway, to create a visual transition to a slower speed environment (gateway structures);

v. Wide promenade footpath on the outer edge;

vi. Distinctive footpath details;

vii. Bespoke street furniture;

viii. Street trees; and

ix. City street lights.

(e) Design details for the Kāretu Portage Path (an elevated shared path from west of Great South Road and along Sylvia Park Road), which achieve the design outcomes set out in Section 5.3 and 5.4 of the ULDF Addendum dated December 2016.

LV.6 The ULDMP shall also include the following planting details:

(a) Identification of vegetation to be retained (including trees identified in accordance with Condition TR.1), protection measures, and planting to be established along cleared edges;

65 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx LV.8 Where the Requiring Authority installs acoustic barriers immediately adjacent to residential properties between Panama Road and the southern extent of the works, it shall offer to undertaken planting to soften the appearance of the barrier.

136. I agree with all of the conditions cited above, together with others that address a range of more prosaic matters, like planting maintenance and replacement, the integration of new landscape measures with the existing environment and the processes required to ensure implementation of the proposed landscape and environmental measures. Clearly, the future UDLMP will be a key document in relation to the final design and detailing of all such works associated with the EWL and its alignment with the Draft UDLF will be important in achieving the outcomes specified in the application.

137. LV.5A builds on this by being specific about proposed landscape treatment of:

a) The Te Hopua a Rangi Crater;

b) The Aotea Sea Scouts Hall and its curtelage;

c) The harbour edge and EWL interface with Waikaraka Cemetery and Park;

d) The roadway character of the EWL running along the northern edge of Mangere Inlet; and

e) The Karetu Portage Path.

138. I think is appropriate insofar as the Draft UDLF currently goes. However, I consider that it needs to go further to address other, related, issues that I have already identified and discussed:

i) The location, extent and design of the Onehunga ‘land bridge’, and cycleway / pedestrian connections to it – including those to the port area and New Old Mangere Bridge;

ii) Mitigation of the amenity affects associated with redevelopment and trenching near The Landing and Airport Harbour View Motel;

iii) Development of a bund, shared path, viewing areas, planting, ramping, relocated shared path bridge, car parking and planting near the end of Alfred Street and abutting both Waikaraka Cemetery and Park;

66 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx iv) Refinement of the design of the new coastal edge proposed for Mangere Inlet to ensure that it is varied, authentic in its re-creation of lava flows into the harbour and aesthetically appealing, but also to minimise the interruption of tidal flows within Mangere Inlet, excessive siltation and the future loss of bird habitats;

v) Refinement of the design of the coastal path to accommodate universal access, including the provision of a durable, safe, hard surface pavement;

vi) Provision of off-road parking on Landforms 1 or 2 to accommodate and enhance recreational use of the coastal path;

vii) Provision of off-street car parking next to Hamlins Hill to facilitate direct access to that ridge feature and its reserve.

139. As previously indicated, I also note the Auckland Council has requested the removal of the transmission towers traversing Gloucester Reserve and currently impinging on both Onehunga’s shoreline and the Waikaraka Walkway. In my opinion, this would have a clearly positive effect on the visual demeanour and signature of Onehunga. While therefore supporting this proposal, conceptually, I accept that it may be difficult to realise via the current Board of Inquiry process.

PART 3: RECOMMENDATIONS

140. On the basis of my analysis of the EWL project and review of NZTA’s conditions, it remains my opinion that the proposal would generate a range of significant effects in relation to Onehunga and the western end of Mangere Inlet, in particular. I am much less concerned about the proposal in relation to Anns Creek – although I accept that other Council experts still are – and I consider that the project’s effects in relation to Hamlins Hill, the margins of the Southern Motorway, Otahuhu Creek and the Otahuhu Interchange would either be acceptable from a ‘landscape’ standpoint or ultimately positive.

141. In relation to the various areas of concern that I have identified, it is my opinion that both additional mitigation measures should be adopted by NZTA and

67 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx additional design refinement is needed in relation to specific parts of the EWL and its designation area.

142. Focusing firstly on central Onehunga, I consider that NZTA needs to address the location, extent and design of the ‘land bridge’: in my opinion, it remains critically important that this feature should address both the port area and old Mangere Bridge, regardless of whether Onehunga Harbour Road or Lower Onehunga Mall becomes the main means of vehicular access to Onehunga Wharf. The land bridge’s alignment with a New Old Mangere Bridge is fundamental to both reconnection of the local town centre with its Manukau Harbour coastline and public use of the cycleway / walkway network that already stretches to Hugo Johnston Drive and Ambury Park. At the same time, Panuku’s impending redevelopment of Onehunga Wharf ‘cries’ out’ for connection with both the town centre and New Old Mangere Bridge. The land bridge should be the ‘lynch pin’ of these various connections and their integration with one another.

143. In addition, it is my opinion that a new road connection to the port area and the land bridge need to address the effects likely to be visited on both The Landing and Airport Harbour View Motel by the EWL. I understand that neither establishment is a submitter to NZTA’s proposals. However, both Jon Styles and myself consider that the amenity implications of the EWL for both premises are high to severe. In my opinion, they cannot be left out of any design resolution / refinement addressing the port area, even if this ultimately reflects the incompatibility of their location hard up against a new port road and trench – as well as SH20 and its associated bridge.

144. Remaining within the Onehunga town centre / port area, I further consider that both Te Hopua Crater and its coastal surrounds would realise more benefit from removal of many of the current transmission towers and lines that criss-cross Gloucester and its margins than from a rather nebulous light circle or other art piece supposedly celebrating Te Hopua a Rangi Crater. Moreover, removal of the 110kV transmission tower near the Aotea Sea Scouts Hall would greatly enhance both the aesthetic character and appeal of that heritage feature, as well as its connectivity to Taumanu Reserve and general access along the harbour edge – along the Waikaraka Walkway. Within nearby Mangere Inlet, a number of key

68 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx matters still need to be resolved, as I have just indicated in relation to a future UDLMP:

a) The form of the new Mangere coastline and, in particular its promontories – with specific reference to concerns about their effects on harbour hydrology, sedimentation and ecology, but also the desire for ‘lava flows’ and other features that offer variety, aesthetic appeal and a sense of authenticity;

b) The form and elevation of the stormwater ponds’ outer bunds – relative to both the need for durability and maintenance such structures, but also the desirability of having new coastal structures ‘step down’ towards the harbour and maintain clear views form the EWl to the Inlet’s water area;

c) Mitigation of visual and noise effects in relation to Waikaraka Park Cemetery;

d) Integration of such measures with a potentially realigned shared path over the EWL to the ‘new coastline’;

e) Refinement of the design of lower Alfred Street to provide for car parking and a potential future intersection with the EWL;

f) Refinement of the design of the coastal path to accommodate universal access and use;

g) Provision of off-road parking on Landforms 1 or 2 to accommodate and enhance recreational use of the coastal path;

h) Provision of off-street car parking next to Hamlins Hill to facilitate direct access to that ridge feature and its reserve.

Stephen Brown

BTP, Dip LA, ANZILA

69 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx ANNEXURE A

Stephen Brown CV Academic Qualifications: Bachelor of Town Planning 1978 (Auckland University) Diploma of Landscape Architecture 1981 (Lincoln University)

Professional Qualifications: Fellow & Past President of the NZ Institute of Landscape Architects (2012-14) Affiliate Of The NZ Planning Institute Professional Experience: Auckland Regional Authority 1982 - 84 Travers Morgan Planning (London) 1984 - 86 Brown Woodhouse Landscape Architects (owner) 1987 - 88 LA4 (part owner & director) 1988 - 98 Brown NZ Ltd 1999 onwards

AWARDS: Landscape Value Mapping of Hong Kong (2001 – 5): development of the methodology and assessment criteria for the ‘landscape values and sensitivity mapping’ of Hong Kong undertaken by Urbis Ltd for the Hong Kong Government – awarded the Strategic Planning Award by the (UK) Landscape Institute in 2006. Auckland Geomorphic / Geological Features Assessment (2011): analysis of past case law, the RMA and current policy, together with field evaluation of 207 features to determine if they qualify as ONFs – for Auckland Council: NZILA Distinction (Landscape Planning & Environmental Studies Category) 2014

PROJECT ASSESSMENTS: Westhaven Stage 1 Extension (2015/16): development of the concepts for the Stage 1 Extension of Westhaven’s northern reclamation including: the closure of the western marina entry, replacement of pile moorings by two new berthage piers and reconfiguration of the existing A Pier, provision of 110 new car parks, development of a series of public open spaces culminating in a ‘forest’ of pouwhenua and an elevated ‘waka headland’ promontory projecting out over the Waitemata Harbour (developed in conjunction with the Panuku Development Auckland Mana Whenua Collective). Accompanied by a detailed assessment of the proposal’s landscape, natural character and amenity effects – for Panuku Auckland.

Klondyke Water Storage Facility (2015/16): assessment of the effects of the development and operation of a 53Mm3 water storage dam near the Rangitata River in South Canterbury, together with related modifications to the existing Rangitata Diversion Race canal system – for RDR Management Ltd. MV Rena Shipwreck Assessment (2015): evaluation of the natural character and landscape implications of various options pertaining to wreck removal and remediation – for Beca Limited. Highland Park Apartments (2015): assessment of the visual and amenity effects associated with the development of a 6 storey apartment complex within the Highland Park Commercial Centre in Pakuranga, Auckland – for Canvas Investments Ltd. Hagley Park Cricket Oval Application (2013): review of the landscape and amenity effects of a proposed cricket oval – including embankments, spectator pavilions and seating, light towers, security fencing and parking – within Hagley Park South for events up to the international level – for Christchurch City Council. Seafarers Site Redevelopment – Quay St (2012): review of the visual and urban design implications of a proposed plan change by Cooper & Co to accommodate 55m high hotel / commercial development on Auckland’s waterfront, at the edge of the Britomart Heritage Precinct – for Auckland Council Puketoi Wind Farm Project (2011 / 12): assessment of the landscape, amenity and natural character effects of a 54 turbine wind farm to be located on the Puketoi Range in the Tararua District together with a 220 kV transmission corridor to the Turitea substation on the northern Tararua Range – for Mighty River Power Ltd

70 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Waterview Connection Project / SH16 (2009): assessment of landscape, amenity and natural character effects associated with redevelopment of the Te Atatu – Waterview section of Auckland’s North-western Motorway and the Te Atatu interchange – for the NZ Transport Agency Waterview Connection Project / SH20 (2009): evaluation of the landscape and amenity effects associated with development of SH20 from Stoddard Rd to Waterview in Auckland – for the NZ Transport Agency Eden Park Rugby World Cup 2011 (2006 - 10): detailed evaluation of the amenity and landscape effects of the proposed redevelopment of the Eden Park stadium and grounds for the Rugby World Cup 2011, addressing both ‘legacy’ and temporary stand alternatives – for the Eden Park Redevelopment Board Project Mill Creek (2010): assessment of the landscape, natural character and amenity effects of a proposed 31 turbine wind farm proposed in close proximity to Makara and Ohariu Valley, near Wellington – for Wellington City Council Turitea Wind Farm (2006 - 10): preliminary assessment of the landscape and amenity effects of a proposed 80 turbine wind farm on the Tararua Ranges near Palmerston North – for Might River Power Ltd Moorabool Wind Farm (2009/10): assessment of the landscape and amenity implications of a proposed 110 turbine wind farm east of Ballarat in the Moorabool Shire of Victoria – for WestWind Pty Ltd. Project Central Wind (2009): evaluation of the landscape, natural character and amenity effects of a proposed 51 turbine wind farm proposed for the southern margins of the North Island’s Volcanic Plateau near Taihape and SH1, including a sub-regional assessment of alternative locations – for Meridian Energy Ltd Allandale Wind Farm (2008): evaluation of the landscape and amenity effects of a proposed 50 turbine wind farm near Mt Gambier and Port MacDonnell in South Australia – for Acciona Ltd Sidonia Hills Wind Farm (2008): assessment of the landscape and amenity implications of a proposed 52 turbine wind farm in the Macedon Hills Shire of Victoria – for Hydro Tasmania Consulting & Roaring 40s. Project West Wind (2006): assessment of the strategic, regional implications, of the Project West Wind wind farm relative to the Wellington region and the southern halves of the Wairarapa and Manawatu coastlines – for the NZ Wind Energy Association Awhitu Wind Farm (2005): evaluation of the strategic landscape and natural character effects of a 21 turbine wind farm proposed by Genesis Energy for the coastal margins of the Tasman Sea and Awhitu Peninsula near Waiuku, south of Auckland – for the Auckland Regional Council Matiatia Village (2003-4): evaluation of he landscape, natural character and amenity effects associated with a comprehensive commercial village development (18,000m2), together with car parking and transport interchange at the ‘gateway’ to Waiheke Island - for Waitemata Infrastructure Ltd. Waitemata Harbour Crossing Options Assessment (2002/3): Evaluation of the visual and amenity effects of 9 harbour crossing options, including bridges, tunnels, submerged tubes, reclamations, ventilation and service structures, trenches and motorway interchanges - for Opus International and Transit NZ Coca Cola Amatil Plant Expansion (2005): assessment of the amenity effects associated with an $80 million expansion of Coca Cola Amatil’s plant at Mt Wellington, abutting two arterial roads and a large residential community - for Coca Cola Amatil. Weiti River Crossing Review (2015 & 2000): review of the effects of a proposed bridge over the Weiti Estuary and the coastal environment - for the Auckland Council & Auckland Regional Council. ALPURT B2 Waiwera River Crossing Review (1999): review of the effects of a proposed bridge and related roading developments on the Waiwera and Puhoi Estuary coastal environs - for the Auckland Regional Council. Sylvia Park Commercial Centre Assessment (1999): detailed assessment of the implications of a plan change to accommodate 150,000 sq metres of retail, office, and residential development at Mt Wellington, including community facilities, a railway station and new access road - for Kiwi Property Management Ltd. Marsden Point Port Impact Assessment (1997 & 2002): responsible for assessment of the visual and amenity implications of a major new port facility covering some 37 ha.s and associated infrastructure development - including preparation of proposals for amelioration & enhancement around Blacksmith's Creek, followed by assessment of the effects of additional berths in 2002 - for the Northland Port Corporation / Northport. Southdown Power Station Assessment (1995): detailed assessment of the likely visual and amenity implications of a co- generation power station within the industrial/coastal environment of Southdown – for Mercury Energy / Transalta. Dominion Rd Transport Designation Assessment (2000): detailed analysis of the amenity and visual implications of proposed transport corridor designations, including road widening and LRT corridor deviations off Dominion Rd - for Auckland City. Glenfield Rd Designations Review (2004): review of the effects of implementation of three Outline Plans Of Work and resource consent applications related to the widening of Glenfield Rd, an arterial route within North Shore City, including evaluation of impacts in respect of amenity, streetscape and open space values - for North Shore City . Lake Rd Designations Assessment (2002): detailed analysis of the effects associated with widening of Lake Rd, including impacts upon residential amenity, streetscape and open space values; and appraisal of mitigation measures - for North Shore City .

71 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Omokoroa Roading Options Study (2001): evaluation of route options and effects as part of an Assessment of Environmental Effects (in association with Beca Carter Tauranga) - for Western bay of Plenty D. C. Tauranga Northern Arterial Review & Arbitration (2000): evaluation of the proposed northern arterial's implications utilising assessments prepared by LA4 and Priest Mansergh, followed by site visits, and provision of recommendations to Transit NZ, the Bay of Plenty Regional Council and Western Bay of Plenty District Council about the landscape mitigation measures that should be employed in conjunction with development of the arterial corridor - for Transit NZ, the BOP Regional Council and WBOP District Council. Eastcliffe On Orakei (Bastion Point) Housing Project Assessment (current): analysis of the visual and amenity implication of an 86 unit housing development next to Takaparawha reserve at Bastion Point & development of landscape concepts / detailing as part of the overall development proposal – for Protac Investments & Ngati Whatua. Eden Park Floodlighting & North Stand Assessment (1996/7): evaluation of a proposal for floodlighting of the No.1 ground and a new north stand; and design of landscape treatment in front of the north stand - for the Eden Park Trust Board. Spencer On Byron Hotel (1998): assessment of the visual effects of a 22 storey hotel proposal for Byron Ave in Takapuna – for Manawanui Trust. St Josephs Convent Redevelopment Assessment (1995/6; 2001): analysis of the visual implications of replacing an existing convent with a combined retirement home / convent / chapel in St Marys Bay, including development of landscape concept for the main grounds and courtyards - for Little Sisters of the Poor. Brightside Hospital Assessment (1995/6): analysis of the visual and amenity implications of replacing an existing hospital with a new hospital facility in central Epsom, including development of landscape proposals for the historic grounds - for Southern Cross. South-western Interceptor Assessments (1992; 1996-7): detailed assessment of the proposed route for the South-western Interceptor AEE - covering a route from Homai Stream to Puhinui Rd (the eastern airport Access road) via the Matukutururu Stonefields, Puhinui Inlet and Puhinui Reserve - for the AEE. Followed up in late 1996 with development of an amelioration strategy - for WaterCare Services Ltd North Harbour Gas Pipeline (1995-6): three stages of involvement in the planning process covering: evaluation of broad ‘corridor’ options for routing of the pipeline and identification of three preferred routes; detailed assessment of the landscape and amenity implications of the preferred route option; and preparation and presentation of evidence about the proposal and its effects for the North Shore City Council hearing - for Enerco. Auckland International Airport Eastern Accessway Impact Assessment (1989 / 1991): appraisal of a new entry route and bridge options across Pukaki Inlet for Mangere International Airport and development of broad guidelines for the design of the entry road and its immediate surrounds - for the Auckland International Airport Company Ltd. A.R.C. Reservoir / Bulk Water Supply Options Study (1988): responsible for detailed evaluation of eight different dam and/or river extraction options for supplying Auckland with water into the 21st century - for the Water Dept of the Auckland Regional Authority. Sky Tower Assessment (1991): assessment of the Sky Tower proposal for upper Symonds St, Grafton, and presentation of evidence at the Planning Tribunal in relation to its effects - for Auckland City Council & the Auckland Regional Council. Mt Ruahine Mast assessment (1999): evaluation of the effects of a proposed 24 metre mast and shed on top of Mt Ruahine at the southern end of Great Barrier Island - for the Maritime Safety Authority. Light Rail transport Evaluation (1990): evaluation of the visual and aesthetic implications of a light rail system running into and through central Auckland and providing recommendations for its integration into Queen St - for NZ Railways. Bayswater Marina ,Okahu Bay Marina & Goldsworthy Bay Marina and Tourism Development Studies (1987-90): evaluation of all 3 marina proposals and presentation of design recommendations for each - for Wilkins & Davies Ltd, Beca Carter Hollings & Ferner Ltd and L. Sutherland. Pine Harbour Marina Extension Assessment (1990): visual impact appraisal of a 250 berth extension at Pine Harbour - for the Department of Conservation. Site Selection Studies for P.W.R. Stations at Trawsfynydd and Wylfa - North Wales (1984-6): evaluation of a wide range of different siting options for two power stations proposed for North Wales based on landscape/visual impact criteria - for the (U.K.) Central Electricity Generating Channel Tunnel Railway Connections Study (1986): evaluation of route options and landscape impacts associated with provision of railway connections to the Channel Tunnel immediately north-west of Folkestone - for the United Kingdom Department of Transport.

STRATEGIC ASSESSMENTS: Volcanic Cone Sightlines & Blanket Height Control Review (2015/16): re-appraisal of 87 sightlines within Auckland City to Mt Victoria, Mt Albert, Mt Roskill, Mt Eden, Mt Hobson, Mt Wellington, One Tree Hill, Mangere Mountain, Browns Island and Rangitoto, together with a complete review of the Blanket Height Control Areas that flank all of the major

72 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx cones across and near the Auckland Isthmus: analysis of the sensitivity of each cone and the key threats to their visual integrity followed by the mapping of areas that should be subject to a new regime of building height controls under the Proposed Auckland Unitary Plan - for Auckland Council. West Coast Region & Buller / Grey / Westland Districts Landscape Study & Natural Character Assessment (20011-14): assessment of the Buller, Grey and Westland Districts to identify the combined Districts’ / Region’s Outstanding Natural Landscapes and those part of the Region’s coasts and lake / river / wetland margins that display High and Outstanding levels of Natural Character – for the West Coast Regional Council & District Councils Thames Coromandel Landscape Review & Assessment (2007 - 14): peer review of the Thames Coromandel landscape assessment leading to a complete re-assessment of the Peninsula, identification of its Outstanding and Amenity Landscapes, as well as coastal environments displaying high to outstanding natural character values – for Thames Coromandel District Council. West Coast Rural Policy Area (2011): evaluation of the coastal environment, areas of coastal influence and assessment of amenity values to determine the extent of the proposed West Coast Rural Policy Area overlay – for Auckland Council Buller District Landscape & Natural Character Assessment (2011): assessment of the Buller Districts Outstanding Natural Features and Landscapes, together with identification of its coastal environment, lake / river / wetland margins and identification of those areas displaying high Natural Character – for Meridian Energy Ltd & the Environment Court (in relation to the Mokihinui hydro-electric project appeals) Waikato Regional Policy Statement Chapter 12 – Landscape Review (2011/12): review of proposed ONLs and areas of high natural character across the Waikato Region, taking into account public submissions and the 2010 NZ Coastal Policy Statement – for the Waikato regional Council Auckland Geomorphic / Geological Features Assessment (2011): analysis of past case law, the RMA and current policy, together with field evaluation of 207 features to determine if they qualify as ONFs – for Auckland Council Auckland Region: Outstanding Natural Features Study (2011): assessment of over 220 geomorphic and ecological features (mainly volcanic remnants such as the Wiri Lava Cave, Orakei Basin / crater) to determine which of those should be classified as an Outstanding Natural Feature under section 6(b) of the RMA – for Auckland Council Auckland Region: Amenity Areas Study (2011): description and mapping of those areas within the Region that qualify as Amenity Landscapes within the Auckland – in terms of their aesthetic and natural characteristics, recreational appeal, etc – with reference to section 7(c) of the RMA – for Auckland Council Auckland Region: Natural Character Assessment (2012/13): delineation of the coastal environment for the Auckland Region and identification of areas of high natural character employing key environmental indicators / parameters – for the Auckland Regional Council. Manawatu / Tararua / Lower Rangitikei District Landscape Assessment (2009): identification of the Outstanding Natural Landscapes and Amenity Landscapes distributed within all three districts within 150km of the Turitea Wind Farm site in the northern Tararua Range – for Mighty River Power. Otorohanga District Landscape Assessment (2009 - 11): identification of Outstanding Natural Features and Landscapes, Amenity Landscapes and parts of the District’s coastline – together with lake and river / stream margins – that display high Natural Character values – for Otorohanga District Council. Kawhia Aotea West Coast Assessment (2006): assessment of the landscape and natural character values of the catchments around Kawhia and Aotea Harbours, including the identification of the area’s outstanding landscapes, visual amenity landscapes and parts of the coastline displaying high natural character – for Environment Waikato and the Waikato, Waipa and Otorohonga District Councils. Whangarei District Landscape review / Assessment (2005): assessment of landscape values across Whangarei District to identify its Outstanding Landscape and Visual Amenity Landscapes, involving use of past public preference research, public consultation, identification of natural character values, landscape heritage values - in conjunction with Beca Carter Hollings & Ferner Ltd for Whangarei District Council. Assessment of the Auckland Region's Landscape (2001-4): responsible for a review of landscape assessment methodologies appropriate for re-assessment of the Auckland Region's landscape, including literature search and organisation of workshops to review theoretical options - designed to address identification of Auckland's outstanding / iconic landscapes; followed by Q-Sort testing of public attitudes to landscape, and mapping of the Auckland Region’s Outstanding Landscapes - for the Auckland Regional Council. Islands District Plan - Plan Change Reviews (2003): detailed reviews of Plan Changes 23 (Subdivision), 24 (Earthworks), 25 (Indigenous Vegetation Clearance) & 26 (Lot Coverage) involving detailed assessment of the Waiheke and Great Barrier Island landscapes in respect of their capacity to accommodate changes to the relevant thresholds for permitted and discretionary activities and assessment criteria leading to recommendations in relation to each Plan Change - for Auckland City. Auckland Urban Coastline Assessment: Waiheke Island Coastal Landscape Assessment: Great Barrier Island Coastal Landscape Assessment: (1993-5): Assessment of the VALUE, VULNERABILITY and overall SENSITIVITY of each of these coastal areas - involving their breakdown into landscape units, description and discussion of landscape character types and preparation of preliminary policies for landscape management - for the Auckland Regional Council.

73 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx East Manukau Assessment: (1994-6): responsible for managing / overseeing assessment of the landscape values in each of these strategic landscape studies - involving their breakdown into landscape units, description and discussion of landscape character types and preparation of preliminary policies for landscape management - for the Hawkes Bay Regional Council & Council. Mahia Peninsula / Wairoa Coastal Strategy (2003): assessment of the landscape and natural character values of the Mahia Peninsula and nearby coastal areas, including Mahanga and Opoutama, to provide input on both conservation and strategic development strategies for the Wairoa District Coastal Strategy Study - for Beca Carter Hollings & Ferner and Wairoa District Council. North Shore City Significant Landscape Features Assessment (1998-2001): identification, analysis and description of all significant landscape features within the Albany, Greenhithe, Paremoremo and Long Bay / Okura parts of North Shore City - for North Shore City Council. East Tamaki Catchment Management Study (2001): analysis of landscape and open space values in the East Tamaki catchment leading to recommendations in relation to future open space provision and park acquisition - for Beca Carter & Manukau City Council. Whangarei District Coastal Management Study (2003): assessment of the landscape values and ‘carrying capacity’ of settlement areas down the eastern Whangarei coastline leading to recommendations about future development and conservation strategies - in relation to: Oakura, Moureeses Bay, Woolleys Bay, Matapouri, Pataua South & North, Ocean Beach, Urquharts Bay, Taurikura, Reotahi and McLeods Bay - for Beca Carter & Whangarei District Council. Waitakere City Northern Strategic Growth Area Study (2000 - 2001 & 2003): Analysis of existing landscape features, character areas and resources within the Whenuapai / Hobsonville / Brighams Creek catchment as the basis for evaluation of future growth options. This work includes the identification of key landscape sensitivities within the catchment, the identification of development constraints and opportunities in relation to the local landscape and the preliminary assessment of effects associated with shifting Auckland's MUL in the subject area - for URS New Zealand Ltd and Waitakere City Council (Eco Water). In 2003 this work was extended to cover Herald Island and the Red Hills area - for Landcare Research. Franklin District Rural Plan Change Study (2002/3): responsible for re-evaluation of most of Franklin District - in relation to landscape values, sensitivities and residential development potential / appeal - to determine areas that present opportunities for residential growth, rural areas that should be specifically excluded from rural-residential development and generic features that should be conserved throughout the District - for Franklin District Council. Assessment of the Auckland Region's Landscape (1983-4): region-wide appraisal of both the aesthetic quality and the visual absorption capability of different parts of Auckland's extra-urban landscape (covering 425,000 has). This study involved breaking the Region down into 633 landscape units and incorporated a public preference study with over 1100 public participants. It has enabled planners to come to terms with both public perceptions of landscape value and the relative vulnerability of different parts of the Region to development - for the ARC. Whangarei District North-eastern Coastal Settlements Assessment (1996): assessment of key landscape features and elements that should be conserved to help define the margins of urban growth around Whangarei District's north- eastern coastline - from Ocean Beach in the south to Oakura and Whangaruru - for Whangarei District Council. Volcanic Cone Sightlines Review (1997 - 2003): appraisal of current sightlines to Auckland’s volcanic cones leading to suggestions about the addition, deletion and location of sightlines, and the specification of controls in relation to each - for the ARC and Auckland City Council.

PEER REVIEWS OF IMPACT ASSESSMENTS:

Matiatia Marina Application (2013/14): peer review of the landscape, natural character and amenity effects of a proposed marina at Matiatia on Waiheke Island – for Auckland Council. Sandspit Marina Application (2012): peer review of the landscape, natural character and amenity effects of a proposed marina within the Matakana River estuary – for Auckland Council Escarpment Mine Application (2012): peer review of the landscape, amenity and natural character effects of the proposed Escarpment Mine (open Cast) on the Denniston Plateau, including detailed review of whether or not the Plateau lies within an Outstanding Natural Landscape; followed by the preparation and presentation of evidence at an environment court hearing – for Buller District Council Onehunga Foreshore Restoration Project 2011): peer review of the evaluation of landscape, natural character, amenity and urban design effects associated with rehabilitation of the Onehunga foreshore – for Auckland Council. Matiatia Marina Project (2011-14): review of the landscape, natural character and amenity effects of a proposed marina within Matiatia May at the western gateway to Waiheke Island – for Auckland Council. Orakei Point (2008): peer review of a mixed use residential / commercial / transport hub development on the edge of the Orakei Basin and Hobson Bay in Auckland, involving up to 8 storey development and footprint of up to 88,000m2 of residential floor space, together with another 20,000m2 of commercial floor area, in conjunction with creation of a pedestrian plaza and recreation areas on the edge of both water areas – for the Auckland Regional Council.

74 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx Waikato Wind Farm Project (2008): review of the landscape, natural character and amenity implications of a 235 turbine wind farm proposed for the Tasman Sea’s coastal hinterland between Port Waikato and Raglan, covering a site some 34kms long and up to 8kms wide – for the Waikato and Franklin District Councils. Te Uku Wind Park (2007): peer review and assessment of the landscape, amenity and natural character effects of a 28 turbine wind farm proposed for the Te Uku Ridge / Wharauroa Plateau by WEL Networks – for Waikato District Council. Te Arai Coastal Community Review (2005 - 2006): evaluation of the landscape and natural character effects of a proposed 1400 lot development at northern Pakiri Beach (north-eastern Rodney District), incorporating a commercial / community centre, golf course, wetlands / lakes and coastal reserve - for the Auckland Regional Council. St Emilion Comprehensive Housing Development (2005 - 2006): evaluation of the landscape and amenity implications of a ‘gated community housing project, containing 144 residential units and a recreation centre - for Rodney District Council. Swanson Structure Plan (2005): analysis and review of Waitakere City’s proposed Swanson Structure Plan for an area on the margins of both metropolitan Auckland and the Waitakere Ranges, as the basis for an Environment Court Appeal - for the Auckland Regional Council. Project West Wind (2005): detailed peer review of the West Wind proposal and Peter Rough Associates’ assessment of the proposal’s landscape and visual effects - for Meridian Energy Ltd. Awhitu Wind Farm (2004 - 2005): evaluation of the strategic landscape and natural character effects of Genesis Energy’s proposed wind farm at the southern end of the Awhitu Peninsula - for the Auckland Regional Council. Millbrook Quarry Review (2005): assessment of the landscape effects of a proposed 30 year expansion to the current Wharehine Quarry near Mt Tamahunga and southern Pakiri (north-eastern Rodney District) - for Rodney District Council. Mountain Landing Coastal Residential development (2004-5): assessment of the landscape effects of a proposed 40 lot subdivision, involving extensive ecological restoration, next to Marsden Cross in the northern Bay Of Islands - for Blue Water Holdings and The Environmental Defence Society. Tairua Marina (2002 - 5): review of the natural character, landscape and amenity effects of a proposed marina (150 berths) at Tairua on the Coromandel Peninsula, as the basis for hearing recommendations , then appeal evidence - for Environment Waikato, Tairua Marina (2002 / 3): detailed review / analysis of the natural character implications of three marina proposals for Tairua Harbour and recommendations - for Environment Waikato. Telstra Clear Telecommunications Network Review (2002): evaluation of the assessments undertaken as part of 4 applications for the staged 'roll out' of an overhead cable network within Auckland City - for Auckland City Council. 277 Broadway Review (2002-3): responsible for reviewing the visual and urban design components of proposal for the redevelopment of the "277" sites in Newmarket - for City Planning. 88 The Strand (1999): independent review of the visual effects of the proposed twin tower residential development at 88 The Strand, Parnell - for Auckland City. Weiti River Crossing Review (2000): review of the effects of a proposed motorway bridge over the Weiti Estuary and the coastal environment - for the Auckland Regional Council. ALPURT B2 Waiwera River Crossing Review (1999): review of the effects of a proposed bridge and related roading developments on the Waiwera and Puhoi Estuary coastal environs - for the Auckland Regional Council. O'Shea Subdivision Review - Great Barrier Island (1999 - 2000): evaluation of a proposal for a 17 lot subdivision at Awana on the basis of protection of a Special Environmental Feature leading to participation in the Council hearing and current Environment Court proceedings - for Auckland City Gulf Islands. McGintys Visitor Accommodation Review - Waiheke Island (1998-9): appraisal of proposals for redevelopment of the McGintys' hotel site on Onetangi Beach - including the development of a restaurant / bar and 46 residential units resulting in participation in the Council hearing and in Environment Court proceedings - for Auckland City Gulf Islands. Environmental Impact Audits: Sandspit, Whitianga, Paihia and Okahu Landing Marina Proposals (1988-91): auditing of visual impact assessments to ensure the technical adequacy of each assessment and to independently evaluate their findings - for the Dept. of Conservation, Northland Regional Council and Americas Cup Planning Authority.

75 Brown NZ Ltd: EWL Statement April 2017 Application - East West Link (Final) 2017.docx