TELL US WHAT YOU THINK
Preliminary Draft
PLAN RECOVERY
TE HUKIHUKI MAHERE O TE WHAKAORA TE PŪAHA O LYTTELTON PORTOHINEHOU Proposed rebuild, repair and reconfiguration of Lyttelton Port
Gollans Bay Quarry
Gollans Bay
Coal Commercial development, public access and marina General cargo Dampier Bay
Dry Dock operations Te Awaparahi Bay INNER HARBOUR Cashin Quay Container terminal Naval Point Oil terminal Cruise option General cargo / Containers and oil berth Port-related use
Cruise option Navigational channel
WHAKARAUPŌ / LYTTELTON HARBOUR
KEY Operational area of the Port of Lyttelton
Potential reclamation area Consented reclamation Port land use Potential future public access Mixed-use with public access Cruise option Quarry access area Gollans Bay Quarry
Gollans Bay
Coal Commercial development, public access and marina General cargo Dampier Bay
Dry Dock operations Te Awaparahi Bay INNER HARBOUR Cashin Quay Container terminal Naval Point Oil terminal Cruise option General cargo / Containers and oil berth Port-related use
Cruise option Navigational channel
WHAKARAUPŌ / LYTTELTON HARBOUR
Operational area of the Port of Lyttelton
0m 200m 400m N
PURPOSE OF THIS DOCUMENT
This document is for public consultation to inform the development of a draft Lyttelton Port Recovery Plan to be delivered to the Minister for Canterbury Earthquake Recovery.
Submissions can now be made to Environment Canterbury. After submissions close, a hearing will be held to allow people who wish to be heard to speak on their submission.
• 13 April – 11 May 2015: Submission period
• 2 June 2015: Hearing begins on the preliminary draft Lyttelton Port Recovery Plan
• 14 August 2015: Draft Lyttelton Port Recovery Plan to be delivered to the Minister for Canterbury Earthquake Recovery
If you make a submission and wish to be heard at the hearing, please state this in your submission.
SUBMISSIONS CAN BE MADE IN THE FOLLOWING WAYS: • Online at www.ecan.govt.nz/port
• Lyttelton Port Recovery Plan Submission Form
• Email [email protected]
RELATIONSHIP BETWEEN THE LYTTELTON PORT RECOVERY PLAN AND THE PROPOSED CHRISTCHURCH REPLACEMENT DISTRICT PLAN Decisions on the Specific Purpose (Lyttelton Port) Zone provisions will be made through the Lyttelton Port Recovery Plan process. Any decision made in relation to the proposed Christchurch Replacement District Plan, and in any associated hearing process, cannot be inconsistent with the content of this recovery plan once it is approved by the Minister. If you wish your views on these provisions to be heard, you must submit on the Lyttelton Port Recovery Plan.
Preliminary Draft Lyttelton Port Recovery Plan 1 CONTENTS HE RĀRAKI UPOKO
FOREWORD / KUPU WHAKATAKA 5
EXECUTIVE SUMMARY / WHAKARĀPOPOTO TUMU WHAKARAE 6
1. VISION AND GOALS / TE MOEMOEĀ ME NGĀ WHĀINGA 11 1.1. Vision / Te moemoeā 11 1.2. Goals / Ngā whāinga 11
2. BACKGROUND / KŌRERO O MUA 12 2.1. Why is a recovery plan needed? / He aha te take te mahere whakarauora? 12 2.2. Scope of the Lyttelton Port Recovery Plan / Korahinga o te mahere whakaora i te Pūaha o Ohinehou 13 2.3. What is recovery for the Port? / He aha tēnei mea te whakaoranga o te Pūaha 16 2.4. Tangata whenua association with and aspirations for Whakaraupō/Lyttelton Harbour / Te whai paanga me ngā wawata o te iwi mo Whakaraupō 19 2.4.1. Sedimentation in the upper harbour 20 2.5. Relationship between the Port and Lyttelton township / Ngā hononga i te pūaha me ngā pā 21 2.6. Consistency with other planning documents / Te ritenga o tēnei mahere ki etahi atu mahere 22 2.6.1. Other recovery plans 22 2.6.2. New Zealand Coastal Policy Statement 23 2.6.3. Mahaanui Iwi Management Plan 23 2.7. The process for developing the Lyttelton Port Recovery Plan / Ngā tukanga mo te whakawhanake i te mahere whakarauora o Ohinehou 24 2.7.1. Next steps 26 2.8. Effect of the Recovery Plan / Ngā hua o te mahere whakarauora 26
3. KEY ISSUES FOR THE RECOVERY OF LYTTELTON PORT / NGĀ TAKE O TE MAHERE WHAKAORA I TE PŪAHA O OHINEHOU 27 3.1. Earthquake damage to port facilities / Ngā tukanga mo te whakawhanake i te mahere whakarauora o Ohinehou 27 3.1.1. Limited usability of infrastructure 30 3.1.2. Decreased resilience of infrastructure 30 3.1.3. Interdependency of rebuild decisions 30 3.1.4. Effect of rebuilding on availability of land for port activities 31 3.2. Increasing freight volumes / Te whakapiki o te utanga-a-waka moana 31 3.3. Larger container ships / Ngā kaipuke ipu rahi 33 3.4. Cruise ships / Ngā kaipuke tangata 34 3.5. Port operational requirements / Ngā tikanga whakahaere o te Pūaha o Ohinehou 34 3.5.1. Land 34 3.5.2. Security and safety requirements 35 3.5.3. Navigation Safety 35 3.6. Transport network / Ngā waka huarahi kōtui 36 3.7. Effects of port activities and rebuilding on the natural environment and on Ngāi Tahu values / Ngā hua o ngā mahi o te Pūaha me te hanganga ki te taiao me ngā uara o Ngāi Tahu whanui 39 3.8. Community aspirations for the Port area / Ngā tūmanako a te hāpori mo te Pūaha 40 3.8.1. Impact of port activities on Lyttelton township 40 3.8.2. Access to the waterfront 40 3.8.3. Recovery of Lyttelton township 41 3.8.4. Ferry terminal 41 3.8.5. Recreational users 42 3.8.6. Marina facilities 42 3.9. Management of construction effects / Te whakahaere o ngā hua o te waihangahanga 44 3.10. Need for a timely recovery / Te hiahia kia tutuki i te wā i whakaritea 44 3.10.1. Regulatory framework 44
4. THE PLAN / TE MAHERE 46 4.1. Lyttelton Port repair, rebuild and reconfiguration / Te hanganga hou o te Pūaha o Ohinehou 50 4.1.1. New container terminal – Te Awaparahi Bay reclamation 50 4.1.2. Repair and rebuild of existing structures 54 4.1.3. Gollans Bay Quarry and haul road 56 4.1.4. Dredging 56 4.2. Cruise ship berth / Ngā pūaha wātea 59 4.3. Dampier Bay / Ohinehou 59 4.3.1. Marina 59 4.3.2. Landside redevelopment 60 4.3.3. Commercial activity 60 4.3.4. Ngāi Tahu values / Ngā whai painga o Ngāi Tahu 60 4.4. Public transport and ferry links / Ngā waka huarahi tangata me ngā tauhere waka tere 61 4.5. Norwich Quay / Ohinehou 66 4.6. Wider transport network / Ngā waka whānui 66 4.7. Management of construction effects / Te whakahaere o ngā hua o te waihangahanga 67 4.8. Health of Whakaraupō/Lyttelton Harbour natural environment / Te hauora o Whakaraupo/Ohinehou me te taiao 68
Preliminary Draft Lyttelton Port Recovery Plan 3 5. IMPLEMENTATION / WHAKAMAHINGA 70 5.1. Statutory directions / Te aronga a ture 70 5.1.1. Canterbury Regional Policy Statement 71 5.1.2. Regional Coastal Environment Plan for the Canterbury Region 72 5.1.3. Proposed Christchurch Replacement District Plan 76 5.1.4. Banks Peninsula District Plan 81 5.1.5. Proposed Canterbury Land and Water Regional Plan 82 5.1.6. Proposed Canterbury Air Regional Plan 83 5.2. Other actions / Etahi atu aronga 83 5.2.1. Development and implementation of Integrated Management Plan for Whakaraupō/Lyttelton Harbour 84 5.2.2. Transport network 85 5.2.3. Dampier Bay public access 86
6. FUNDING / TAHUA 88
7. MONITORING / AROTURUKI 90
GLOSSARY OF TERMS AND ABBREVIATIONS / PAPAKUPU O NGĀ KUPU KUA WHAKARAPOPOTIA 91
APPENDICES / HE ĀPITIHANGA 92 Appendix 1: Method for reviewing and incorporating LPC’s technical information 92 Appendix 2: Amendments to the Canterbury Regional Policy Statement 92 Appendix 3: Amendments to the Regional Coastal Environment Plan for the Canterbury Region 92 Appendix 4: Amendments to the proposed Christchurch Replacement District Plan 92 Appendix 5: Amendments to the Banks Peninsula District Plan 92 Appendix 6: Amendments to the proposed Canterbury Land and Water Regional Plan 92 Appendix 7: Amendments to the proposed Canterbury Air Regional Plan 92
SUBMISSION FORM 93
LIST OF FIGURES Figure 1: Area covered by the Lyttelton Port Recovery Plan 14 Figure 2: Timeline for the development of the draft Lyttelton Port Recovery Plan 24 Figure 3: Earthquake damage to Lyttelton Port 28 Figure 4: Lyttelton Port container volumes, 1994–2014 (TEU) 32 Figure 5: Outline of the Lyttelton Port Recovery Plan 47 Figure 6: Proposed rebuild, repair and reconfiguration of Lyttelton Port 48 Figure 7: Te Awaparahi Bay proposed reclamation area 51 Figure 8: Dampier Bay Outline Development Plan 62 Figure 9: Dampier Bay phases of development 64 FOREWORD KUPU WHAKATAKA
Since its origins in 1850, Lyttelton Port has continued to develop and expand to meet the needs of a thriving Canterbury economy. Infrastructure such as breakwaters, jetties and wharves has been built in and around the Inner Harbour, dredging of the shipping channel has been ongoing, and large land reclamation projects such as Naval Point and Cashin Quay have been undertaken to meet the region’s growing import and export trade.
Lyttelton is the country’s second largest export port and the largest in Te Waipounamu/ the South Island. It has become a significant strategic asset, enabling the movement of goods vital for the growth of Canterbury’s economy, particularly the agriculture and manufacturing sectors. Lyttelton Port also brings important social benefits to the region, including employment for more than 500 people.
In the Canterbury earthquakes, the Port and adjacent town centre suffered major damage. The Port has remained operational due to significant temporary repairs, but this is not sustainable in the long term because much of its infrastructure needs permanent repair or reconstruction.
Any rebuild and improvement for the Port involves consenting through the Regional Coastal Environment Plan (RCEP) for the Canterbury Region, but the plan did not anticipate an earthquake series necessitating the large-scale activities needed to reinstate and rebuild the Port.
Because the current RCEP provisions do not enable a timely and efficient recovery, Environment Canterbury asked the Minister for Canterbury Earthquake Recovery, Hon. Gerry Brownlee, to consider the best approach to rebuilding the Port. We also asked for measures to ensure community participation and appropriate environmental safeguards in the planning of the recovery of the Port, without impeding the recovery.
The Minister directed the preparation of a Lyttelton Port Recovery Plan to enable the extensive damage to be repaired and the Port to support the recovery of greater Christchurch and the ongoing growth of the region.
In the preparation of this preliminary draft Recovery Plan, we are most grateful for the collaborative efforts of our partners: Canterbury Earthquake Recovery Authority, Te Rūnanga o Ngāi Tahu, Christchurch City Council, Selwyn District Council, Waimakariri District Council, New Zealand Transport Agency and the Department of Conservation.
We look forward to hearing your thoughts on this Plan, which is important for everyone in greater Christchurch.
Dame Margaret Bazley Bill Bayfield
Chair of Commissioners Chief Executive
Preliminary Draft Lyttelton Port Recovery Plan 5 EXECUTIVE SUMMARY WHAKARĀPOPOTO TUMU WHAKARAE
In developing this preliminary draft consented 10-hectare reclamation Lyttelton Port Recovery Plan Environment area and requiring an additional 27 Canterbury has considered the need for hectares of reclaimed land the expedited long-term recovery and • Move port operations to the east over enhancement of earthquake-damaged time, away from Lyttelton township Lyttelton Port alongside the wider recovery needs of the community and the • Undertake significant work to repair or ongoing health of the harbour. replace existing port infrastructure
The rebuild of the Port is a major • Repurpose Cashin Quay for general programme of work that will cost around cargo $1 billion. Relying on existing Resource Management Act 1991 planning provisions, • Redevelop Dampier Bay, with a which do not anticipate the scale of the new, larger marina, improved public works required, especially in the Coastal access to the waterfront, and some Marine Area, would have led to a long commercial development. and uncertain recovery process. In In the second phase of this preliminary June 2014, therefore, the Minister for draft Recovery Plan’s development, Canterbury Earthquake Recovery directed Environment Canterbury has considered the Lyttelton Port Company Limited (LPC) and evaluated LPC’s proposals and and Environment Canterbury to prepare a supporting information, including the Lyttelton Port Recovery Plan to facilitate, actual and potential effects of the to the extent necessary, the Port’s rebuild proposals (this evaluation is also available and recovery, in accordance with the on our website www.ecan.govt.nz/port). statutory purposes and requirements of the Canterbury Earthquake Recovery Act 2011. The primary purpose of this Recovery Plan is to enable recovery of the Port. The first phase of developing this The geographic scope of the Plan reflects preliminary draft Recovery Plan involved this—it is not a recovery plan for Lyttelton LPC putting forward its recovery proposals township, or for the harbour as a whole. and supporting technical information to In evaluating how the Port’s recovery Environment Canterbury in November should be enabled, however, we have 2014. In this information package given particular consideration to the (available on our website www.ecan.govt. impact of the Port’s recovery plans on nz/port) LPC outlines its plans to: Lyttelton township, which was also badly • Develop a new, larger container damaged in the earthquakes, and on the terminal on reclaimed land within Te wider harbour. Awaparahi Bay, incorporating the to enable the Port’s recovery:
WHAKARAUPŌ/ • Canterbury Regional Policy Statement LYTTELTON HARBOUR MANAGEMENT PLAN • Regional Coastal Environment Plan for the Canterbury Region Although the geographical scope • Proposed Christchurch Replacement of this Recovery Plan is limited to District Plan the land and sea in the Port area owned, occupied or used by LPC, • Banks Peninsula District Plan pockets of land in that area under separate ownerships, and the area • Proposed Canterbury Land and Water of Norwich Quay, many of the Regional Plan issues that the community cares • Proposed Canterbury Air Regional Plan. most about are harbour-wide. This preliminary draft Recovery Plan The Recovery Plan directs changes to therefore records an agreement the proposed Christchurch Replacement between Environment Canterbury, District Plan, so people wishing to Te Hapū o Ngāti Wheke, Te comment on any aspect of the District Rūnanga o Ngāi Tahu and LPC Plan provisions relating to the Port must to develop a whole-of-harbour do so through the public consultation for management plan to improve the the Recovery Plan. health of Whakaraupō/Lyttelton The Recovery Plan directs changes to the Harbour, with a particular focus on Regional Coastal Environment Plan (RCEP) achieving a net gain in mahinga kai. for the Canterbury Region to enable Other organisations with an interest existing port structures such as wharves in the health of the harbour will also to be rebuilt as a permitted activity. LPC be invited to participate. will need to apply for resource consent for rebuilding activities that cannot meet the conditions for permitted activities. Rāpaki-based Te Hapū o Ngāti Wheke, manawhenua for Whakaraupō/Lyttelton There are a number of key areas Harbour, and the wider harbour of public interest covered in this community, have long had concerns preliminary draft Recovery Plan: about the effect of port structures and activities on the health of the harbour, and in particular on mahinga kai. Although RECLAMATION AT TE the link between existing port structures AWAPARAHI BAY and sedimentation in the upper harbour has not been scientifically established, Of particular importance is provision it is important to ensure that the Port’s for the reclamation of up to 27 hectares recovery activities do not worsen existing of land for a new container terminal problems, and to take opportunities to within Te Awaparahi Bay, adjacent to improve the health of the harbour through the existing, consented 10-hectare the Port’s recovery activities. reclamation of port operational land. Expert assessments show that the effects The preliminary draft Lyttelton Port of this additional reclamation, particularly Recovery Plan sets out amendments to on tidal flows and sedimentation, will be the following documents that are intended minor or manageable.
Preliminary Draft Lyttelton Port Recovery Plan 7 The additional 27 hectares of reclaimed Wherever it is located in future, LPC will land will enable the Port to gradually need to gain resource consent for any move its operations to the east, away shore-based facilities associated with a from Lyttelton township. Providing new ferry terminal, including any public certainty about LPC’s ability to undertake transport interchange. This will enable the reclamation is a key element of this thorough consideration of details such as Recovery Plan, as it enables the Port to site layout, pedestrian and cycle access, plan its other recovery works. bus access and parking. Any resource consent required under the proposed The regulatory framework included in this Christchurch Replacement District Plan Recovery Plan therefore provides for the for ferry terminal facilities will not be reclamation as a controlled activity, with publicly notified. public notification. A resource consent will be required, and Environment Canterbury must grant the consent, but it can impose DAMPIER BAY AND conditions – for example, how the reclamation is constructed, what material PUBLIC ACCESS TO is used, the management of sediment THE WATERFRONT plumes and stormwater, and cultural matters, including mahinga kai. When The Lyttelton community has sought LPC applies for the reclamation consent, improved public access to the waterfront it will be publicly notified and people will for some time, but this is difficult to be able to make submissions. achieve due to operational safety and port security requirements. At present, there The first stage of the proposed is limited public access to the waterfront reclamation could commence mid-2016, at the western end of the Inner Harbour in with the earliest completion of the whole Dampier Bay. LPC proposes to redevelop project by 2024. this area as port operations move east.
In the first phase of this development, INNER HARBOUR LPC has proposed to provide a modern floating-pontoon marina in Dampier Bay The repair, rebuild and demolition of with up to 200 berths, and this could wharf structures in the Inner Harbour be further expanded after more of the and Cashin Quay will be permitted in the Inner Harbour wharves are demolished RCEP. This means resource consent is during the Port’s redevelopment. The not required, provided the Port Company marina development is provided for as a complies with the relevant conditions. permitted activity in this Plan. Structures needing repair or replacement include the oil berth, dry dock, No 2, Some commercial development is also No 3 and No 7 wharves, and the No. 1 provided for in Dampier Bay. This Plan, Breastwork. ensures, however, that any commercial development along the Dampier Bay The ferry terminal will remain in its current waterfront will be limited in size and type position in the Inner Harbour for now. up to 2026, so as not to compete with the The preliminary draft Recovery Plan does Lyttelton town centre. This commercial make provision for it to be moved to development is dependent on LPC finding Dampier Bay if required, but a move is not development partners, but better public directed as part of this Plan. access to the waterfront will be achieved whether or not this occurs. This Recovery Plan ensures there will and the Port needs all available land be safe, convenient, high-quality public for operations and construction activity access to the waterfront, in perpetuity, during this time. However, the Plan does through an agreement between not preclude an alternative route to the Environment Canterbury, the Christchurch Port in the future. City Council and LPC that will be signed The Plan will see better access across within three months of the Recovery Norwich Quay to the redeveloped Plan receiving Ministerial approval. Dampier Bay for pedestrians and cyclists. A legal mechanism to secure public A new pedestrian facility across Norwich waterfront access at Dampier Bay will Quay will be completed by the end of be implemented by July 2021. Physical 2020 or prior to the opening of Sutton improvements to waterfront access will Quay for public access to Dampier Bay, be progressive as Port operations move whichever happens first. The Plan also east and LPC develops the adjoining commits the New Zealand Transport Dampier Bay commercial area. Agency, Christchurch City Council, KiwiRail and LPC to work together to TRAFFIC/NORWICH resolve transport issues in Lyttelton. QUAY
In this Plan, Norwich Quay will remain the freight route to the Port. This is because analysis shows it can handle the projected traffic increase until 2026
Preliminary Draft Lyttelton Port Recovery Plan 9 CRUISE SHIP OPTIONS • Dredging to deepen and widen the main navigation channel (also called If large cruise ships are to return to capital dredging) will be a restricted Lyttelton, a new purpose-built facility will discretionary activity under this Plan, be needed and LPC has stated it would meaning consent may or may not be need to secure an external partner to granted but matters for discretion are help fund the $35 to $40 million required. restricted to methods of dredging, The decision on developing a cruise ship effects on marine ecology and berth and terminal and its location will mahinga kai. be made by LPC. However, Environment Canterbury has made amendments to the Dredge spoil will be assessed for RCEP to allow for the construction of a contamination to ensure that it is suitable cruise ship berth as a controlled activity to be deposited either at the existing with public notification at the Naval Point Spoil Dumping Grounds in the outer location, meaning consent would be harbour or, in the case of the proposed granted but conditions could be imposed. capital dredging, out at sea. Alternatively a cruise ship berth could be constructed as a permitted activity in the Inner Harbour. MANAGEMENT OF CONSTRUCTION DREDGING EFFECTS LPC has produced a detailed Larger container and other ships visiting Construction Environmental Management the Port mean that parts of the harbour Plan guideline to ensure there is as little will need to be dredged more deeply disruption as possible to its neighbours than at present. This preliminary draft in Lyttelton township or other negative Recovery Plan recognises this and effects on the environment while the enables dredging, but the extent to which reclamation and other construction work it does so depends on the location: occurs. Environment Canterbury has • Deepening berths and ship-turning included controls on future resource basins beside wharves in the Inner consent applications to ensure these Harbour and Cashin Quay is permitted Management Plans are fit for purpose. and does not require a resource consent. • Dredging adjacent to the Container WHAT DO YOU Terminal and to the possible cruise ship berth at Naval Point will be a THINK? controlled activity, which means Please read this preliminary draft consent must be granted but Lyttelton Port Recovery Plan and Environment Canterbury can put tell us what you think by making specific conditions on it, such as a submission. You can use the how the dredged seabed material is submission form in the back of this managed, where it should be disposed document or on our website www. and the effects on marine ecology. ecan.govt.nz/port. VISION AND 1 GOALS TE MOEMOEĀ ME NGĀ WHĀINGA
1.1 VISION TE MOEMOEĀ
The rebuilt Lyttelton Port is resilient, efficient, and contributes positively to the environmental, social, cultural and economic well-being of Lyttelton township and greater Christchurch.
1.2 GOALS NGĀ WHĀINGA
1. Lyttelton Port infrastructure is rebuilt effects of port operations on the and repaired in a timely, efficient and township economical manner 4. The repair and rebuild of Lyttelton 2. Ngāi Tahu values and aspirations Port’s infrastructure enable it to meet for Whakaraupō/Lyttelton Harbour current and predicted future demand and in particular for mahinga kai are and increase its resilience recognised and advanced through 5. Lyttelton Port is able to continue to port recovery activities operate safely, efficiently and effectively 3. The recovery of the Port makes a during recovery and into the future positive contribution to the recovery 6. Lyttelton Port contributes positively to of the Lyttelton township and local economic recovery, and regional community, by: and national economic growth a. Providing safe, convenient and 7. The local and wider transport high quality public access to the network is managed to: waterfront a. Ensure the safe and efficient b. Improving recreational facilities transport of freight to and from and opportunities the Port c. Complementing the b. Provide safe routes and a more redevelopment of the Lyttelton attractive environment for town centre pedestrians, cyclists and users d. Reducing adverse environmental of public transport in Lyttelton
Preliminary Draft Lyttelton Port Recovery Plan 11 2 BACKGROUND KŌRERO O MUA
2.1 WHY IS A RECOVERY PLAN NEEDED? HE AHA TE TAKE TE MAHERE WHAKARAUORA?
Lyttelton Port was extensively damaged separate consents, creating considerable during the series of earthquakes that uncertainty and delay. affected greater Christchurch in 2010 and Because of the Port’s essential role in 2011. Although it was able to continue the recovery and economic productivity to provide vital services, much of its of greater Christchurch and of the wider infrastructure needs to be repaired or region, delays and inefficiency in its rebuilt. For a summary of the damage, recovery would compromise the recovery see Section 3.1. of greater Christchurch. Existing planning documents prepared On 18 June 2014 the Minister for under the Resource Management Act 1991 Canterbury Earthquake Recovery (RMA)—in particular, the Regional Coastal (Minister for CER) directed LPC and Environment Plan for the Canterbury Environment Canterbury to develop a Region (RCEP)—cannot deal efficiently Lyttelton Port Recovery Plan. To read the with a rebuild programme of this scale. Minister’s Direction, visit the New Zealand Under existing provisions in these plans, Gazette website www.ecan.govt.nz/port. the Lyttelton Port Company Limited (LPC) would have to apply for approximately 100
WHAT IS A RECOVERY PLAN?
A recovery plan is a tool provided by the Canterbury Earthquake Recovery Act 2011 (CER Act) to address earthquake recovery issues. The CER Act provides for recovery plans to be developed at the direction of the Minister for CER. A direction can include provision for any social, economic, cultural or environmental matter or any particular infrastructure, work or activity within greater Christchurch.
Recovery plans must be consistent with the Recovery Strategy for Greater Christchurch: Mahere Haumanutanga o Waitaha, which is the overarching, long- term strategy for the reconstruction, rebuilding and recovery of greater Christchurch. To read this document, visit the Canterbury Earthquake Recovery Authority website at: http://cera.govt.nz/recovery-strategy/overview A recovery plan is an important recovery mechanism because of its primacy over other planning documents. It may direct specific amendments to RMA documents including district and regional plans.[1] District and regional plans, which control land and natural resource use, have significant influence on rebuilding and, consequently, on recovery. Amendments directed by a recovery plan are not subject to certain RMA processes and so can be made in a timely and efficient manner to facilitate recovery.
In addition, prior to the expiry of the CER Act in April 2016, certain decisions made through RMA processes cannot be inconsistent with the Recovery Plan, such as resource consent applications and the preparation, change, variation or review of an RMA document under Schedule 1 of that Act.
Similarly certain instruments developed under other legislation, such as the Local Government Act 2002, Land Transport Management Act 2003 and the Public Transport Management Act 2008, cannot be inconsistent with a Recovery Plan.[2] Where there are inconsistencies, the Recovery Plan will prevail.
2.2 SCOPE OF THE LYTTELTON PORT RECOVERY PLAN KORAHINGA O TE MAHERE WHAKAORA I TE PŪAHA O OHINEHOU
Under the Minister’s Direction, the Department of Conservation, New scope of the Recovery Plan includes all Zealand Transport Agency and Te land in the Lyttelton Port area owned, Rūnanga o Ngāi Tahu. In consultation occupied or used by the LPC at the date with these organisations, Environment of the Direction, pockets of land within Canterbury has considered it necessary that geographical area under separate to amend the geographical scope of the ownership, and the area of Norwich Quay. Recovery Plan to include the existing The Direction specifically excludes Sumner main navigation channel and the area Road/Evans Pass. It is not a recovery plan of LPC’s proposed capital dredging. for Lyttelton township or for Whakaraupō/ This is to allow the Recovery Plan to Lyttelton Harbour as a whole. In developing include policy support for widening, the preliminary draft Lyttelton Port Recovery deepening and extending the main Plan, the issues and effects that may navigation channel to enable the Port occur outside the geographic extent of the to accommodate larger vessels (see Recovery Plan have been considered, and Sections 3.3 and 4.1.4). where necessary are referred to within it.
Environment Canterbury may include other land or areas if it considers 1 Canterbury Earthquake Recovery Act this necessary after consulting with 2011, section 24. Christchurch City Council, Waimakariri 2 Canterbury Earthquake Recovery Act District Council, Selwyn District Council, 2011, section 26.
Preliminary Draft Lyttelton Port Recovery Plan 13 Figure 1: Area covered by the Lyttelton Port Recovery Plan Preliminary Draft Lyttelton Port Recovery Plan 15 In his Direction, the Minister for CER resilience and well-being of people stated that the Recovery Plan must and communities including the address the following matters for the facilitation of a focused, timely and development of the Lyttelton Port expedited recovery; Recovery Plan: • Implications for transport, supporting • The recovery of the damaged Port, infrastructure and connectivity to including the repair, rebuild and the Lyttelton town centre, including, reconfiguration needs of the Port, and but not limited to, freight access its restoration and enhancement, to to the Port, public access to the ensure the safe, efficient and effective Inner Harbour and the location of operation of Lyttelton Port and passenger ferry terminals and public supporting transport networks; transport stops;
• The social, economic, cultural • The needs of users of Lyttelton Port and environmental well-being of and its environs, including, but not surrounding communities and greater limited to, iwi, importers and exporters, Christchurch, and any potential cruise ship passengers and crew, effects with regard to health, safety, tourism operators and customers, noise, amenity, traffic, the coastal commercial fishers, recreational users marine area, economic sustainability and public enjoyment of the harbour of Lyttelton town centre and the and well-being of communities.
2.3 WHAT IS RECOVERY FOR THE PORT? HE AHA TĒNEI MEA TE WHAKAORANGA O TE PŪAHA
Under the CER Act, ‘recovery’ does not port infrastructure is a massive exercise mean simply replacing what was there in planning and engineering. Almost all before the earthquakes, but includes parts of the Port will be repaired or rebuilt ‘enhancement’; likewise, the definition in some way. The scale of the project of ‘rebuilding’ includes improving land necessitates consideration of how port and infrastructure.[3] These definitions are infrastructure and reconfiguration of the reflected in the objectives of the Recovery Port may enhance or enable the recovery Strategy and in the Minister’s Direction to of the Port, affected communities and develop this Recovery Plan. greater Christchurch as a whole.
This means that the recovery of Lyttelton Port is not simply a matter of repairing the direct damage to infrastructure caused by the earthquakes. For Lyttelton Port, the process of reconstruction and repair of
3 Canterbury Earthquake Recovery Act 2011, section 4(1). Preliminary Draft Lyttelton Port Recovery Plan 17 The current configuration of the Port has come about through development from the 1840s onwards. The Port’s infrastructure was already under pressure before the earthquakes, and trends in international shipping and increasing freight demands mean that the pre-earthquake configuration will not be adequate now or in the future. Current port use also has detrimental effects on the community. Reconfiguration and improvement of port infrastructure will restore essential social, cultural, economic and environmental well-being, and contribute more effectively to the long-term recovery of the Lyttelton and greater Christchurch communities.
Recovery for the Port, therefore, encompasses the efficient repair, rebuild and reconfiguration of port assets to meet future needs, while maintaining levels of service and operating in a safe, efficient and effective way.
In exercising powers under the CER Act to approve the Recovery Plan, the Minister for CER will need to reasonably consider that doing so is consistent with the purposes of the CER Act, set out in section 3 of the Act. These include:
(b) to enable community participation in the planning of the recovery of affected communities without impeding a focused, timely, and expedited recovery: …
(d) to enable a focused, timely, and expedited recovery: …
(f) to facilitate, co-ordinate, and direct the planning, rebuilding, and recovery of affected communities, including the repair and rebuilding of land, infrastructure, and other property:
(g) to restore the social, economic, cultural, and environmental well-being of greater Christchurch communities. 2.4 TANGATA WHENUA ASSOCIATION WITH AND ASPIRATIONS FOR WHAKARAUPŌ/ LYTTELTON HARBOUR TE WHAI PAANGA ME NGĀ WAWATA O TE IWI MO WHAKARAUPŌ
Whakaraupō /Lyttelton Harbour is Rūnanga are kaitiaki, rangatira (leaders) within the takiwā of the iwi Ngāi Tahu. and have manawhenua (customary Whakaraupō has cultural, spiritual, authority) over the natural resources historical and traditional importance for within their takiwā boundaries. Te Hapū Ngāi Tahu; the harbour is part of the o Ngāti Wheke is the Papatipu Rūnanga Te Tai o Mahaanui (Selwyn – Banks who have manawhenua and mana moana Peninsula Coastal Marine Area) Statutory (customary authority in relation to land Acknowledgement under the Ngai Tahu and sea respectively) over Whakaraupō/ Claims Settlement Act 1998. Lyttelton Harbour and its catchment. Their takiwā centres on Rāpaki on While Te Rūnanga o Ngai Tahu is the legal the northern shore of Whakaraupō to representative of Ngai Tahu Whānui (the the west of Lyttelton township, where extended tribe of Ngai Tahu), Papatipu their marae is located. Te Rūnanga o
Preliminary Draft Lyttelton Port Recovery Plan 19 Koukourārata, representing the hapū be considered during future resource Ngāti Huikai, also have an interest in the consent processes. Others will be Lyttelton Port Recovery Plan, as some addressed as part of the whole-of- Port redevelopment activities may affect harbour management approach that is Koukourārata/Port Levy, the harbour proposed to follow from development of directly to the southeast of Whakaraupō. this Recovery Plan (see Action 7).
The Cultural Impact Assessment for the Port’s proposed recovery activities, 2.4.1 SEDIMENTATION prepared for LPC, clearly states Ngāti Wheke and Ngāi Tahu aspirations for IN THE UPPER Whakaraupō.[4] Of particular interest for HARBOUR Ngāti Wheke is the status of Whakaraupō as mahinga kai. Whakaraupō is a Te Hapū o Ngāti Wheke have major traditional fishing ground and a place concerns about increased sedimentation of settlement, with a variety of shellfish in the upper harbour, especially in the and fish species gathered from the bays, last 50 years, and its impact on the coastlines and open water. The streams health of the harbour and, in particular, of flowing into the harbour were also mahinga kai species. Many in the wider harvested for mahinga kai. community share these concerns about sedimentation. Ngāti Wheke require mahinga kai to be abundant and diverse so that they can Many have linked the increase in sustain customary mahinga kai use, and sedimentation in recent decades to the to be safe and healthy for consumption. development of Cashin Quay and its Their long-term vision is for: breakwater between 1957 and 1964. Although the scientific evidence available The restoration of the cultural health to date is inconclusive, LPC’s recovery of Whakaraupō, including harbour proposals have been carefully assessed water quality, to support mahinga by Environment Canterbury to ensure that kai abundance and diversity at levels these works do not worsen sedimentation where it can sustain customary use mō problems. See Section 4.1.1. tātou, ā, mō kā uri ā muri ake nei.
The Cultural Impact Assessment outlines a number of specific concerns related to the recovery of the Port. These include the effects of the proposed reclamation in Te Awaparahi Bay, in particular effects on mahinga kai species, visual effects, a reduced ability to contain fuel/oil spills from a bulk fuel berth outside the Inner Harbour, effects of the management of construction, increased traffic, biosecurity 4 Jolly, D., Te Rūnanga o Ngāti Wheke risks, effects of the removal of the eastern (Rāpaki), Te Rūnanga o Koukourārata mole on containment of contaminants, and Te Rūnanga o Ngāi Tahu, 2014, and effects on mātaitai provisions. Many Cultural Impact Assessment: An of these matters have been assessed assessment of potential effects of the by Environment Canterbury as part of Port Lyttelton Plan and Lyttelton Port preparing this Recovery Plan, or will Recovery Plan on Ngāi Tahu values and interests. 2.5 RELATIONSHIP BETWEEN THE PORT AND LYTTELTON TOWNSHIP NGĀ HONONGA I TE PŪAHA ME NGĀ PĀ
The Inner Harbour of Lyttelton Port not have any statutory effect, under is directly adjacent to the Lyttelton the Minister’s Direction the Lyttelton township, separated by Norwich Quay. Port Recovery Plan may not direct or Many people enjoy the visual interest implement changes to the Lyttelton that a working port provides. As a Master Plan. working area, however, the Port can have The goals of the Lyttelton Master negative effects on amenity values for the Plan are: township, such as light, dust and noise, particularly given the volumes of freight 1. A rebuilt and prosperous niche centre traffic on Norwich Quay. The Port’s repair and reconstruction activities are likely to 2. Alternative Port access investigations have additional effects on the amenity and public access to the Inner values of the township during recovery. Harbour waterfront Port operations and security requirements 3. Well-managed access to the town have also led over time to the loss of centre public access to the waterfront. 4. Route security Lyttelton township was badly affected by the earthquakes, with its town centre 5. Accessible and social spaces extensively damaged. A large proportion of the commercial buildings within 6. Tell the story of the place the town centre were consequently 7. Build the capacity of community demolished, including buildings along facilities and services much of the Norwich Quay frontage. Christchurch City Council adopted the 8. Access to affordable business and Lyttelton Master Plan in 2012 to guide the creative spaces redevelopment of Lyttelton’s commercial 9. Responsive planning and urban area. Although the Master Plan does design
Preliminary Draft Lyttelton Port Recovery Plan 21 2.6 CONSISTENCY WITH OTHER PLANNING DOCUMENTS TE RITENGA O TĒNEI MAHERE KI ETAHI ATU MAHERE
2.6.1 OTHER business land in greater Christchurch, and enables businesses in Lyttelton to RECOVERY PLANS rebuild in a cost effective manner. The Land Use Recovery Plan recognises The Lyttelton Port Recovery Plan must Lyttelton Port as strategic infrastructure of be consistent with and support the other national significance and its importance recovery plans already in effect. for earthquake recovery, stating that: The Christchurch Central Recovery Plan [The] ability to operate efficiently 24 is the recovery plan for the central city hours a day and to expand over time is and was approved by the Minister for essential for the full social, economic, CER in July 2012. Nothing in this Lyttelton cultural and environmental recovery Port Recovery Plan is inconsistent with of metropolitan greater Christchurch. the Christchurch Central Recovery Plan. It is essential that the transport and The Land Use Recovery Plan, which handling of freight to, from and within was approved by the Minister for CER in the … port are efficient and reliable so December 2013, provides direction for the that unnecessary transport costs and recovery and rebuilding of residential and delays are avoided. The Lyttelton Port Recovery Plan 2013 is a collaborative plan prepared recognises and seeks to achieve by six Papatipu Rūnanga, including Te these goals. Hapū o Ngāti Wheke and Te Rūnanga o Koukourārata. It identifies important issues regarding the use of natural and 2.6.2 NEW ZEALAND physical resources within the takiwā (tribal COASTAL POLICY area) of the six Papatipu Rūnanga. It is an expression of rangatiratanga (leadership) STATEMENT to help iwi and hapū exercise their kaitiaki (guardianship) roles and responsibilities. The New Zealand Coastal Policy Statement 2010 is a national policy The following excerpt from the Mahaanui statement that must be given effect to Iwi Management Plan summarises well the by regional policy statements, regional relationship of Ngāi Tahu with the harbour: plans and district plans, although under Whakaraupō has a rich history of Ngāi section 24 of the CER Act changes may Tahu land use and occupancy, and be made pursuant to a direction in a strong tradition of mahinga kai. The recovery plan without giving effect to the harbour was named after the raupō NZCPS. In this instance we consider the reeds that were once plentiful at changes are consistent with the NZCPS. Ōhinetahi at the head of the harbour. The Policy Statement sets out objectives Kaimoana such as pipi, tuaki, kutai, and policies relating to the coastal pāua, tio, kina and pūpū, and ika such environment of New Zealand. as pātiki, pātiki rori, pīoki, hoka, aua, Of particular importance for the Lyttelton pāpaki, koiro and hokarari provided Port Recovery Plan is Policy 9 – Ports. an abundant and reliable supply of This policy recognises the requirement for mahinga kai for tāngata whenua and efficient and safe ports, which have efficient their manuhiri. The restoration of connections with other transport modes, kaimoana values to the Whakaraupō is and the need to consider their development a key kaupapa for the kaitiaki Rūnanga for shipping and transport connections. in this catchment. (page 249) 2.6.3 MAHAANUI IWI The most relevant section of the Mahaanui Iwi Management Plan to the MANAGEMENT PLAN Lyttelton Port Recovery Plan is Section 6.6. Eleven issues of significance are The Mahaanui Iwi Management Plan
Preliminary Draft Lyttelton Port Recovery Plan 23 identified for Whakaraupō/Lyttelton Issue WH2 addresses LPC activities Harbour, which are each supported by a and their effects on the cultural health number of policies. Issues WH1 (cultural of the harbour. Policy WH2.4 requires health of the harbour) and WH2 (Lyttelton “that LPC recognise and provide for the Port Company) are the most relevant to relationship of Ngāi Tahu to Whakaraupō, the Lyttelton Port Recovery Plan. and aspirations to manage the harbour as mahinga kai.” The policies supporting Issue WH1 recognise the harbour as a working port The cultural impact assessment prepared while focussing on the restoration of the for LPC and provided as part of its cultural health of Whakaraupō/Lyttelton information package assesses the effects Harbour. Policy WH1.2 requires that of LPC’s recovery proposals against these the harbour is managed for mahinga kai policies. This has been a key consideration (customary fishery) first and foremost. in preparing this Recovery Plan.
2.7 THE PROCESS FOR DEVELOPING THE LYTTELTON PORT RECOVERY PLAN NGĀ TUKANGA MO TE WHAKAWHANAKE I TE MAHERE WHAKARAUORA O OHINEHOU
The Minister’s Direction sets out the process for the development of the Lyttelton Port Recovery Plan. This includes a number of opportunities for community participation.
19 June 2014 Direction to Develop a Lyttelton Port Recovery Plan published in the New Zealand Gazette
June–Sept 2014 LPC's consultation on long-term vision
June–Nov 2014 Development of LPC’s Information
13 Nov 2014 LPC delivered information to Environment Canterbury
Information includes planned recovery works and assessment of their effects
To read the information package, visit the LPC’s ‘Port Lyttelton Plan’ website at:
http://portlytteltonplan.co.nz/project-updates/document-library/ Nov 2014 – April Development of preliminary draft Lyttelton Port Recovery Plan 2015 Reviews of the technical reports by Environment Canterbury experts
Consideration of the recovery needs of Lyttelton Port, the well- being of surrounding communities, transport implications, and the needs of users of Lyttelton Port and its environment
Inclusion of the necessary responses in the Recovery Plan with consideration of the requirements of sections 3 and 10 of the CER Act.
Consultation with recovery partners[5] on the development of the preliminary draft Lyttelton Port Recovery Plan
To read the reviews of the technical reports visit our website at: www.ecan.govt.nz/port
13 April – 11 May Public consultation and submission period on preliminary draft 2015 Lyttelton Port Recovery Plan
2 June 2015 Hearing on preliminary draft Lyttelton Port Recovery Plan commences
Aug 2015 Environment Canterbury decision on draft Lyttelton Port Recovery Plan
14 August 2015 Delivery of draft Lyttelton Port Recovery Plan to Minister for CER
Post-14 Aug Minister for CER intends to publicly notify the draft Recovery 2015 Plan and invite written comments, before making a final decision on the Lyttelton Port Recovery Plan
Figure 2: Timeline for the development of the draft Lyttelton Port Recovery Plan
5 Christchurch City Council, Selwyn and Waimakariri District Councils, Te Rūnanga o Ngāi Tahu, New Zealand Transport Agency, Department of Conservation and Canterbury Earthquake Recovery Authority.
Preliminary Draft Lyttelton Port Recovery Plan 25 2.7.1 NEXT STEPS Environment Canterbury will consider the recommendations of the Hearing Panel and decide on a draft Lyttelton Port PUBLIC CONSULTATION AND Recovery Plan to provide to the Minister HEARING for CER. Environment Canterbury will also Submissions and related information provide a report to the Minister on the are now invited on the preliminary draft reasons for its decisions. Lyttelton Port Recovery Plan. These must be made to Environment Canterbury MINISTER FOR CER’S DECISION before 5pm on 11 May 2015. ON THE DRAFT LYTTELTON PORT RECOVERY PLAN Environment Canterbury will then hold a public hearing from 2 June 2015. When the draft Lyttelton Port Recovery This will allow those persons who have Plan has been delivered to the Minister made written submissions to be heard in for CER, the Minister intends to publicly support of their written submission. notify the document and invite written comments. Having considered submissions, the Hearing Panel will make recommendations After considering the draft Lyttelton to Environment Canterbury on the matters Port Recovery Plan and any written heard and considered including any comments, the Minister for CER will make possible changes to the preliminary draft a final decision on whether to approve the Recovery Plan. These recommendations Recovery Plan, with or without changes, are not binding. under section 21 of the CER Act.
2.8 EFFECT OF THE RECOVERY PLAN NGĀ HUA O TE MAHERE WHAKARAUORA
The final Lyttelton Port Recovery Plan, once approved by the Minister for CER, will be a statutory document with legal weight under the CER Act. All amendments to documents and instruments directed by the Recovery Plan will have immediate effect.
KEY ISSUES FOR 3 THE RECOVERY OF LYTTELTON PORT NGĀ TAKE O TE MAHERE WHAKAORA I TE PŪAHA O OHINEHOU
Lyttelton Port faces the following key • Effects of port activities and rebuilding issues for its recovery: on the natural environment and Ngāi Tahu values • Earthquake damage to port facilities • Community aspirations for the Port • Increasing freight volumes area • Larger container ships • Management of construction effects • Cruise ships • Need for a timely recovery • Port operational requirements This section examines these issues in • Transport network more detail.
3.1 EARTHQUAKE DAMAGE TO PORT FACILITIES TE TUKANGA MO TE WHAKAWHANAKE I TE MAHERE WHAKARAUORA MO TE PŪAHA O OHINEHOU I NGĀ TUKARIRINGA O TE RU
The 2010–2011 series of earthquakes, for the usability of Port infrastructure, its particularly the event of 22 February 2011, lifespan and resilience, and the impact of was hugely damaging to Lyttelton Port repair work on continuing Port operations. (Figure 3). This has important implications
Preliminary Draft Lyttelton Port Recovery Plan 27 Figure 3: Earthquake damage to Lyttelton Port
INNER HARBOUR INNER HARBOUR DAMPIER BAY WHARVES AND
Parts of the Low Level Breastwork are JETTIES permanently damaged and significant All wharves / jetties, including the seawalls slumping has occurred. Some parts received and supporting land, in the northern area of temporary repairs but need ongoing work the Inner Harbour suffered significant damage. to keep them operative; these will need Some wharves / jetties are completely replacement. The parking and seawalls unusable while others are severely restricted in around Dampier Bay suffered substantial use and need repair or replacement. damage and need repair.
Coal Stockyard Lower Level Brestwork Wharf No. 6 Wharf Ferry Battery Dampier Wharf No. 4 Jetty Point Bay Marina No. 5 Tug Wharf No. 1 Jetty Dry Dock No. 7 Breastwork Wharf Wharf No. 3 No.2 Te Awaparahi INNER HARBOUR Bay Gladstone Lyttelton Pier Container Terminal Z-Berth Public Coal Recreation Public Shiploader Crane A Area fishing Crane B jetty Crane C
Naval Point Coast Guard
NAVAL POINT
The deck, piles and seawall of the Oil Berth were significantly damaged. Temporary repairs made it usable within days of the earthquake at a limited capacity. The use of forklifts remains prohibited and deck loading remains restricted to pedestrians.
Dry Dock received damage to the water treatment plant and to the dock structure, with more significant damage to the slipway, and destruction of the pump house and administration facilities.
Earthquake damage to publicly accessible areas of Naval Point, including some rockfall from slopes in the area of the Naval Point Yacht Club. INNER HARBOUR COAL STOCKYARD EASTERN AREA AND TRANSFER
The Z-berth, including the seawall and SYSTEM supporting land, suffered significant Damage to the coal stormwater treatment. damage and was left unusable. The Some slips occurred to the land behind the coal No. 1 Breastwork, including the storage yard. seawall and supporting land, suffered substantial damage. Temporary repairs Significant damage occurred to the coal transfer allowed it to reopen for ongoing use system. While small repairs restored some function, with greatly reduced resilience, but more major repairs are required to address significant repairs or replacement may issues with land settlement causing conveyor be required. misalignment and ongoing maintenance issues.
Coal Stockyard Lower Level Brestwork Wharf No. 6 Wharf Ferry Battery Dampier Wharf No. 4 Jetty Point Bay Marina No. 5 Tug Wharf No. 1 Jetty Dry Dock No. 7 Breastwork Wharf Wharf No. 3 No.2 Te Awaparahi INNER HARBOUR Bay Gladstone Lyttelton Pier Container Terminal Z-Berth Public Coal Recreation Public Shiploader Crane A CASHIN QUAY Area fishing Crane B Crane C jetty Cashin Quay 1 received major damage to the Naval structure and seawall. Coal loader was damaged. Point Coast Cashin Quay 2 was destroyed and left unusable, with Guard current work occurring to rebuild this asset.
Cashin Quays 3 and 4 received significant damage to structures and seawalls. Immediate repairs restored SEAWALLS AND limited functionality. Asset life reduced by over 20 PAVEMENTS years. Cashin Quay Breakwater experienced settlement There is significant damage to the following earthquakes. seawalls and pavements throughout the operating area. Work is needed on Container Terminal – Services and pavements were both to ensure they remain at a safe damaged due to land movement. Immediate repairs operating standard. restored functionality but ongoing maintenance and capital expenditure are needed
Preliminary Draft Lyttelton Port Recovery Plan 29 3.1.1 LIMITED 3.1.3 USABILITY OF INTERDEPENDENCY INFRASTRUCTURE OF REBUILD
Although much of the earthquake- DECISIONS damaged infrastructure at Lyttelton Port Decisions on the timing and engineering has continued to be used, there are requirements of the repair or rebuild of restrictions on that use that significantly port infrastructure are interdependent. reduce the Port’s operational efficiency Decisions to repair or rebuild one area and capacity. These assets also now or structure to provide for particular port have a greatly reduced life. For example, needs or certain users may consequently Cashin Quay 3, which was damaged in affect the decisions on another area or the earthquakes, is currently usable as a structure. Some areas or structures will container berth, but with restrictions. The also need to be repaired or rebuilt before earthquake damage has shortened the life others. of this asset by over 20 years. Of particular importance to the Port’s sequencing and timing of infrastructure 3.1.2 DECREASED repair and rebuild is to have certainty RESILIENCE OF that additional land for the development of a new container terminal will be INFRASTRUCTURE available through reclamation. This certainty will allow further decisions to Resilience is the ability to recover from be made on the repurposing of other or absorb a shock or event. In the case structures and, consequently, on their of the Port, it relates to the ability of the engineering requirements and repair or infrastructure to continue to operate rebuild sequencing. For example, with effectively following an event that may such certainty Cashin Quay, which is the damage structures or facilities. current location for the container terminal, Some of Lyttelton Port’s assets had could be redeveloped for a different limited resilience before the earthquakes purpose. because they were up to 150 years old. The resilience of much of the Port infrastructure is now significantly reduced due to damage caused by the earthquakes. If another major event were to occur, damage to the Port infrastructure would compound and the Port would be much less likely to resume operations as quickly as it did after the 2010–2011 earthquakes, if it could at all. 3.1.4 EFFECT OF Lyttelton Port has limited land available for port activities. Pressure on port space REBUILDING ON even before the earthquakes has meant AVAILABILITY OF LAND that Lyttelton Port has been operating at over capacity, decreasing its efficiency FOR PORT ACTIVITIES (see section 3.5 below). Even with inland Operating a port is a space-intensive port facilities at Woolston and Rolleston, task. The available landward space needs the Port needs significant space at its to provide not only for storage of goods Lyttelton container terminal for short- being loaded onto or unloaded off berthed term storage. ships, but also for circulation space Repair and reconstruction activity will for vehicles and staff, crane operation, place additional demands on available workers’ and office facilities, and transport space. It is therefore important that port links. The size of that space, its location operational space is protected through and other attributes such as layout, shape the rebuild process. and distances between facilities can affect operational efficiency.
3.2 INCREASING FREIGHT VOLUMES TE WHAKAPIKI O TE UTANGA-A-WAKA MOANA
Freight volumes have been increasing Container trade volumes through New globally, driven by population growth, Zealand ports have increased significantly international trade liberalisation, and in the last two decades. Lyttelton Port’s the rise of the emerging markets such container trade has increased markedly, as China and India.[6] Lyttelton Port is at growing from 76,000 twenty-foot the forefront of this trend, as the fourth- equivalent units (TEU) moved through the largest port in New Zealand in terms of Port in 1994, to 376,567 TEU in 2014 (see total freight and the second-largest in Figure 4).[7] terms of exports.
6 Lyttelton Port Company Limited, 2014, Lyttelton Port Company’s Information Package.
7 Lyttelton Port Company Limited, 2014, Lyttelton Port Company’s Information Package.
Preliminary Draft Lyttelton Port Recovery Plan 31 400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
0
1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Figure 4: Lyttelton Port container volumes, 1994–2014 (TEU)
The rebuild of greater Christchurch study on future freight demand estimates has contributed to increases in freight that container volumes will at least double, volumes since 2010, particularly for cargo to 782,000 TEU, by 2041 and could reach such as cement. 1,500,000 TEU (see Table 1).[8]
Freight volumes—and in particular, Bulk and break bulk trade is also expected container trade volumes—through to increase. LPC’s expectations are for Lyttelton Port are projected to increase dry bulk to grow overall by around 2% per significantly in the next 25 years. A recent year, and bulk fuels by 4% per year.[9]
8 Aurecon, 2014, Christchurch Freight Demand Statement.
9 Lyttelton Port Company Limited, 2014, Lyttelton Port Company’s Information Package. TABLE 1: CONTAINER VOLUME GROWTH SCENARIOS
Growth scenario Forecast container volume in 2041
Linear The Greater Christchurch Freight Demand Statement 782,000 TEU growth lower forecast is based on 5.5% linear growth.
Compound LPC states that container volumes are Lower 1,384,692 growth expected to grow by 7–8% for the first TEU three years, 6–7% for the following three years, then to around 4.5%. The resulting Upper 1,464,559 figures take the range into account forming TEU an upper and a lower scenario, with 2014 as the base year (376,567 TEU).
The Greater Christchurch Freight Demand Statement 1,500,000 upper forecast is based on 5.3% compound growth. TEU
3.3 LARGER CONTAINER SHIPS NGĀ KAIPUKE IPU RAHI
Internationally, shipping companies TEU, increasing to 2,750 TEU in 2014. are using larger ships, which lower [12] At present, the largest ship to visit the cost of transportation by offering New Zealand regularly has a capacity of economies of scale.[10] As larger ships approximately 4,100 TEU.[13] It is expected are introduced to higher-volume routes that more ships in the 5,000–7,000 TEU in other parts of the world, there is a range will be visiting New Zealand ports redeployment or ‘cascade’ of larger ships in the future,[14] although the actual size to routes servicing New Zealand.[11] In of future ships and likely timing of this 2009 the median ship size was 1,900 deployment is difficult to forecast.[15]
10 Canterbury Development Corporation, 13 Brown, Copeland and Co Ltd, 2014, Background Paper to the 2014, Lyttelton Port Recovery Plan Christchurch Economic Development Assessment of Economic Effects. Strategy. 14 Brown, Copeland and Co Ltd, 11 Ministry of Transport, 2014, Future Freight 2014, Lyttelton Port Recovery Plan Scenarios Study November 2014. Assessment of Economic Effects.
12 Ministry of Transport, 2014, Report - 15 Ministry of Transport, 2014, Future Freight Transport and Trade June 2014. Scenarios Study November 2014.
Preliminary Draft Lyttelton Port Recovery Plan 33 Lyttelton Port can currently accommodate ‘Post Panamax Plus’ class ships—the ‘Post Panamax’ class ships, which are next size up—are approximately 300m approximately 285m long and 40m wide, long and 43m wide, and have a 14.5m and have a 13m draught and 4,000–5,000 draught and 6,000–8,000 TEU capacity. TEU capacity. Providing the necessary [16] To accommodate these larger ships, infrastructure for larger ships would Lyttelton Port would require deeper and reduce the risk of Lyttelton Port only longer shipping channels to be created by being serviced by relatively small, old and dredging and the associated dumping of costly ships, which could disadvantage spoil, longer wharves, deeper berths, and Christchurch and Canterbury in terms of cranes big enough to reach and lift the economic efficiency and growth. containers.
3.4 CRUISE SHIPS NGĀ KAIPUKE TANGATA
Cruise ships berthed in Lyttelton Port Lyttelton has the potential to generate before the earthquakes but since then, economic benefits for the region by due to damage to the Cashin Quay 2 increasing: wharf which served the cruise ships prior • The number of visiting cruise ships to the earthquakes, only those ships small enough to berth within the Inner Harbour • Visitor numbers and spending visit Lyttelton. The larger ships have in Christchurch and Canterbury, been diverted to Akaroa Harbour, but it compared with what is generated by also has limits to the size of ships it can arrivals through Akaroa[17] service. A new purpose-built facility will be needed if the larger cruise ships are to The LPC has estimated that a new cruise return to Lyttelton. ship facility would cost around $35 million to $40 million. It has also stated that it is A recent report from Christchurch not economic for it to spend this amount and Canterbury Tourism finds that the on the facility. No other funding sources provision of a cruise ship facility at have yet been identified.
3.5 PORT OPERATIONAL REQUIREMENTS NGĀ TIKANGA WHAKAHAERE O TE PŪAHA O OHINEHOU
3.5.1 LAND functional land. Its requirements for land relate not just to its size, but also to its One of the major requirements for the shape, dimensions and location. Port to operate efficiently and effectively The container terminal on Cashin Quay is is the availability of easily accessible and already running above efficient capacity because of the limitations on surrounding 11 September 2001. Thereafter, the public container storage areas. The existing was excluded from all port operational terminal has an optimal efficient capacity of land to meet stricter requirements for approximately 250,000 to 300,000 TEU per ports linked to American ports.[21] year.[18] In the 2014 financial year it handled The Port therefore needs to be able to 376,576 TEU. While LPC has access to restrict access to its operational areas inland port space at the City Depot in while also providing for other users of the Woolston, and at a new facility under Port or waterfront, such as ferry users. development in Rolleston, the container terminal requires adjacent land sufficient to efficiently store containers being loaded onto ships for export and to provide empty 3.5.3 NAVIGATION space for containers from incoming ships. SAFETY
Based on the projections for expected Navigation safety is a key matter that container volumes at the Port, and needs to be considered as a result of the taking into account required minimum reconfigured layout of the port and during dimensions for efficiency, LPC estimates construction of the recovery projects. a terminal of 21–27 hectares will be Navigation safety is managed by the needed in 2026, and 34–52 hectares Environment Canterbury Navigation Safety in 2041.[19] Bylaws 2010, which are implemented by the Regional Harbourmaster. We are Other general cargo also has significant satisfied that the existing mechanisms that land demands.[20] For example, the export are in place for dealing with navigation of logs requires sufficient space at or near safety at the Port of Lyttelton are the Port to store an entire shipload so appropriate and no changes are required that this cargo can be loaded efficiently. to the Navigation Safety Bylaws. Having the storage space too far away, or having to handle cargo multiple times, slows the loading or unloading process, reducing efficiency and adding cost. 16 Lyttelton Port Company Limited, 2014, Lyttelton Port Company’s Information Package, p 43.
3.5.2 SECURITY 17 Christchurch and Canterbury Tourism, AND SAFETY 2014, Tourism Sector Case for REQUIREMENTS Lyttelton Cruise Wharf Development. 18 Lyttelton Port Company Limited, 2014, Although in the past the public has had Lyttelton Port Company’s Information access to port land, access has now been Package. restricted because of security and safety requirements. 19 Lyttelton Port Company Limited, 2014, Lyttelton Port Company’s Information The operation of the Port includes Package. hazards such as the movement of cargo and vehicles. This makes operational 20 This includes logs, fuel, oil, gas, fish, areas potentially unsafe for the public. steel, vehicles and cement.
Security at the Port became particularly 21 Lyttelton Port Company Limited, 2014, important after the terrorist attacks in the Lyttelton Port Company’s Information United States of America on Package.
Preliminary Draft Lyttelton Port Recovery Plan 35 3.6 TRANSPORT NETWORK NGĀ WAKA HUARAHI KŌTUI
The Port must be able to safely and Norwich Quay (State Highway 74) is an efficiently move the freight being handled important transport link for the Port and to the wider transport network, including the Lyttelton community as it provides road and rail. This requires internal access to the road tunnel through to loading and movement areas, and Christchurch and the state highway efficient and reliable connections from network beyond. The Port, port users and the Port to the road and rail networks. For the Lyttelton community have competing the Port to be effective, the wider land interests and aspirations for Norwich transport infrastructure also needs to Quay. operate reliably, efficiently and effectively. Norwich Quay provides road freight The Port is connected to the rail network access to the Port, with multiple access by a 12.6km rail spur from the Main South points from Norwich Quay into the Port Line, which runs under the Port Hills via the Gladstone Quay, Oxford Street through a dedicated tunnel. Currently all of the coal, 20% of containers and 20% of the logs arriving at the Port do so by 22 Abley Transportation Consultants, [22] rail. 2014, Lyttelton Port Recovery Plan Integrated Transport Assessment, p 43. overbridge and Sutton Quay gates. While Christchurch City Council, New Zealand the western area of the Port is accessible Transport Agency, LPC, and KiwiRail, from Godley Quay via Simeon Quay, have commissioned a joint study with two the main security gate is located at the main areas of focus: eastern end of Norwich Quay as this • How to achieve reliable and resilient provides effective access to the container access to the Port on a 24/7 basis terminal and the coal storage area. The that will meet the predicted growth in Port therefore places a high importance freight to 2040 on Norwich Quay to continue to provide efficient road freight access in the future. • Appropriate public access to the waterfront.[23] The Lyttelton township is also accessed from the road tunnel via Norwich Quay. The Scoping Report for the Lyttelton The main concerns for the community Access Project suggests two viable are the volume of traffic on this road options for freight access to the Port: and the generally poor amenity, which create an unattractive environment for • Retaining Norwich Quay as the freight businesses and discourage pedestrians, route, with improvements increasing the disconnection between • An alternative access road between the township and the water. There is one Norwich Quay and the railway lines.[24] pedestrian crossing across Norwich Quay located at the Oxford Street intersection, The report notes that the alternative which aligns with the pedestrian access access route has benefits in responding route from the ferry terminal, located in to the goal of the Lyttelton Master Plan the Inner Harbour, to the Lyttelton town to improve amenity on Norwich Quay, centre. Many in the community would like but notes the Port’s need to use this to see trucks rerouted off Norwich Quay land for port operations in the short to onto an alternative route. medium term (primarily for log storage and handling). It finds that the most cost- Projected increases in freight throughput effective option for road freight access to at the Port will increase heavy traffic the Port at present is to retain Norwich volumes along Norwich Quay. During Quay. The Scoping Report notes that an construction periods, more vehicles will overbridge for pedestrian and cycle access need to access the Port. At the same to the waterfront could be provided. time, the development at Dampier Bay will create greater demand from the community for safe pedestrian and cycle 23 Beca Ltd, 2014, Scoping Report access across, and vehicle access on and Lyttelton Access Project. Environment off, this road. Canterbury and the Canterbury The projected increase in freight volumes Earthquake Recovery Authority are to through the Port will place additional be consulted as necessary. pressure on the wider transport network 24 Beca Ltd, 2014, Scoping Report providing freight access to the Port. Lyttelton Access Project.
Preliminary Draft Lyttelton Port Recovery Plan 37
3.7 EFFECTS OF PORT ACTIVITIES AND REBUILDING ON THE NATURAL ENVIRONMENT AND ON NGĀI TAHU VALUES NGĀ HUA O NGĀ MAHI O TE PŪAHA ME TE HANGANGA KI TE TAIAO ME NGĀ UARA O NGĀI TAHU WHANUI
Lyttelton Port sits within a coastal potential for contaminants to be released environment that has been modified as a result of rebuilding work, such as by human influences, but still retains a piling and dredging. high degree of natural value. As noted Construction activities during the rebuild in Section 2.6, Whakaraupō/Lyttelton of the Port could have other negative Harbour has significant cultural value to environmental effects if not properly Ngāi Tahu. managed. Of particular concern are any The development of port structures can potential effects on water quality through have permanent effects on the coastal discharges to coastal water, rivers or environment, in particular by changing streams, or on land where contaminants tidal flows and waves. As noted in section may enter water. Adverse effects on 2.3.2, concerns have been expressed water quality can have consequent for some decades about the impact of effects on natural organisms and human current port structures—in particular, values for the coastal environment. Other Cashin Quay and its breakwater—and effects could include noise or vibration, port activities such as dredging on the which can adversely affect wildlife, and health of the harbour. Of specific concern discharges to air such as dust. has been sedimentation in the upper Upgrades to the Port’s infrastructure as harbour and consequent effects on part of the recovery will have positive mahinga kai species. Although the link is environmental effects. For example, not proven, it is important to ensure that repair work to paved surfaces provides the Port’s rebuild and reconfiguration do the opportunity to upgrade to modern not worsen sedimentation problems in the stormwater treatment, including the harbour. installation of gross pollutant and The other main environmental effect of hydrocarbon interceptors, which would port activities is contamination, both reduce the level of contaminants being through historic port activity, and through discharged into the coastal environment. stormwater entering the harbour. There is
Preliminary Draft Lyttelton Port Recovery Plan 39 3.8 COMMUNITY ASPIRATIONS FOR THE PORT AREA NGĀ TŪMANAKO A TE HĀPORI MO TE PŪAHA
3.8.1 IMPACT OF 3.8.2 ACCESS TO THE PORT ACTIVITIES ON WATERFRONT
LYTTELTON TOWNSHIP The Port operates within almost all of the Inner Harbour area, with only a small area Many people in Lyttelton would like the of land in Dampier Bay open for public negative effects of port operations, such access to the existing marina. There is as noise, dust, and traffic on the township a strong desire from the community for to be reduced. These aspirations are safe and convenient public access to the discussed in the Lyttelton Master Plan. waterfront from the Lyttelton town centre The desire for trucks to be re-routed off and a publicly accessible waterfront with Norwich Quay is discussed in Section a high level of amenity. Achieving such 3.6. Other community concerns and access would require some significant aspirations related to the recovery of the challenges to be addressed, including Port are set out below. the operational safety and security provides public transport access to requirements discussed in section 3.5.2 Christchurch. The operation of the ferry above, and the need to maintain an terminal in the current location requires efficient freight route to the Port. public access through operational port land. Current access is by a fenced-in walkway, creating a poor pedestrian 3.8.3 RECOVERY OF environment. LYTTELTON TOWNSHIP In consultation on LPC’s Port Lyttelton Plan, the community has indicated a As discussed in section 2.5, Lyttelton desire to ensure the terminal is located in township was also severely damaged close proximity to Lyttelton town centre, in the earthquakes and is still in the with direct and convenient access. process of recovering. Many in Lyttelton The general preference is to retain the are concerned that the Port’s recovery current berth location.[25] This preference plans, including the redevelopment of is consistent with the results of research Dampier Bay to include some commercial undertaken prior to the earthquakes. development, could undermine the LPC has proposed to relocate the recovery of the town centre. ferry terminal adjacent to Dampier Bay because of physical constraints on redeveloping and upgrading at the 3.8.4 FERRY TERMINAL existing terminal location due to port Lyttelton Port provides berths for the ferry operational activities nearby, ferry [26] service to Diamond Harbour and Quail operator preference , and opportunities Island. The ferry service is essential for to improve functionality of the terminal. Lyttelton town centre and the Diamond Harbour community and forms a part of the wider public transport network of Christchurch. 25 Mene Solutions Ltd, 2014, Consultation Report for Lyttelton Port The ferry terminal is currently located at Company. the end of the Oxford Street overbridge and links with a public bus stop, which 26 Rob Greenway and Associates, 2014, Effects on Recreation and Tourism.
Preliminary Draft Lyttelton Port Recovery Plan 41 3.8.5 RECREATIONAL Christchurch City Council has identified a number of constraints on future site USERS development, including cliff hazard, coastal erosion and contaminated land. Lyttelton Harbour is popular for It is working to address these issues as recreational activities including swimming, part of the Naval Point development plan sailing, fishing, waka ama and other process. The Council’s intention is to boating activities. The area around the provide the opportunity for community harbour also contains popular walking participation in the development plan tracks and heritage features. Quail Island process, with consultation to occur once is accessible for visitors via a ferry service a more detailed plan has been produced. from Lyttelton Port. The recovery of the Port is needed so that Christchurch City Council owns land it can continue to provide for recreational at Naval Point including a recreational users, and potentially enhance access reserve and boat slipway. The Naval to and connectivity between recreational Point Yacht Club is currently located at assets. the southern end of Naval Point. Naval Point received some damage from the earthquakes, including rockfall near the Naval Point Yacht Club. 3.8.6 MARINA FACILITIES The Naval Point recreation area is managed by Christchurch City Council There is demand for a larger, more and is currently the subject of a modern marina near Lyttelton. A newly development plan process. Christchurch built marina in Magazine Bay was City Council is still in the early stages destroyed by a storm in 2001, and no of this process. The objectives of the replacement has been built due to the development plan are likely to provide for: cost of providing adequate protection from future storms. As a result, people • Better access to the water are only able to use small pile or swing • Public boat ramp and launching moorings located around the harbour, facilities limiting access to boating and related recreational activities. Recovery of the • Recreation facilities, including access Port area could provide improved facilities to the water’s edge for water sports for these users. Reconfiguration of the users and the general public Port in a more efficient way as a result of • Sports fields the damage that has occurred, will enable these community needs to be met. • Public facilities
• Vehicle access and improved car parking
• Safe pedestrian connections Preliminary Draft Lyttelton Port Recovery Plan 43 3.9 MANAGEMENT OF CONSTRUCTION EFFECTS TE WHAKAHAERE O NGĀ HUA O TE WAIHANGAHANGA
Significant construction activities, outlined the potential effects of possibly for the next 10–15 years, are construction on manawhenua values needed for the recovery of the Port. and interests. It covered potential Construction activities can have adverse effects on archaeological values, effects on the natural environment and on water quality, fisheries and marine the surrounding community. mammals, and incident management and communication. Construction activities affect the community mainly through noise, For Lyttelton Port, the proximity of vibration and discharges to air. These Lyttelton township, the location of effects are not easily contained on site construction activities in a coastal and therefore can reduce amenity values environment and the long timeframes for of surrounding areas. recovery activities amplify the importance of managing construction effects. The Cultural Impact Assessment[27]
3.10 NEED FOR A TIMELY RECOVERY TE HIAHIA KIA TUTUKI I TE WĀ I WHAKARITEA
The timely recovery of the Port is 3.10.1 REGULATORY important to ensure that it can support the recovery of greater Christchurch and FRAMEWORK its longer-term economic growth. The Resource Management Act 1991 LPC’s repair and rebuilding programme establishes the legislative framework for was delayed by the need to reach a controlling resource use and development settlement with its insurer, which was only within New Zealand. It requires territorial completed in December 2013. There is authorities and regional councils to now some urgency in confirming how the have regulatory documents that set out Port will be able to rebuild—in particular, the policy framework and methods for whether it will be able to undertake a further managing resources at the local level. reclamation in Te Awaparahi Bay—and This requirement includes determining getting the recovery programme underway. when resource consents are required. The repair, rebuild and reconfiguration work required for the Port will involve RELATIONSHIP BETWEEN activities in the Coastal Marine Area THE LYTTELTON PORT and on port land that may affect the RECOVERY PLAN AND THE surrounding environment. These activities PROPOSED CHRISTCHURCH will be subject to the provisions of a REPLACEMENT DISTRICT number of RMA planning documents, PLAN including both regional and district plans, Decisions on the Specific to control the adverse effects on the Purpose (Lyttelton Port) Zone environment. provisions will be made through the Lyttelton Port Recovery For Lyttelton Port, the relevant plans Plan process. Any decisions include the Banks Peninsula District made in relation to the proposed Plan and the proposed Christchurch Christchurch Replacement Replacement District Plan, which controls District Plan, and in any the use of land around Whakaraupō/ associated hearing process, Lyttelton Harbour, and the Regional cannot be inconsistent with Coastal Environment Plan for the the content of this recovery Canterbury Region (RCEP), which plan once it is approved by the manages the use of resources in the Minister. If you wish your views coastal marine area.[28] Other relevant RMA on these provisions to be heard, documents include the Regional Policy you must submit on the Lyttelton Statement and other regional plans. Port Recovery Plan. These documents, in particular the RCEP, did not anticipate the scale of repair and rebuilding activity that is now required at the Port due to the effects of the earthquakes. Under the status quo, it is estimated that the LPC would potentially have to apply for approximately 100 individual resource consents in order to carry out its proposed programme of recovery works. This would result in a slow and complex recovery process, with projects considered in isolation and with the potential for multiple hearings. 27 Jolly, D., Te Rūnanga o Ngāti Wheke The nature of this process may also be (Rāpaki), Te Rūnanga o Koukourārata detrimental to the community. and Te Rūnanga o Ngāi Tahu, 2014, Cultural Impact Assessment: An assessment of potential effects of the Port Lyttelton Plan and Lyttelton Port Recovery Plan on Ngāi Tahu values and interests.
28 The coastal marine area is the foreshore, seabed, coastal water and the air space above the water between Mean High Water Springs (MHWS) and 12 nautical miles offshore.
Preliminary Draft Lyttelton Port Recovery Plan 45 4 THE PLAN TE MAHERE
The Lyttelton Port Recovery Plan provides The amendments to RMA documents for the repair, rebuild and reconfiguration directed through this Recovery Plan of Lyttelton Port and the redevelopment generally create a more enabling of Dampier Bay and establishes how framework for the recovery of Lyttelton transport issues and construction Port. This is possible because LPC has effects will be managed. It also includes provided information to Environment a commitment from Environment Canterbury on its proposals and their Canterbury, Te Hapū o Ngāti Wheke, effects. The RMA documents can Te Rūnanga o Ngāi Tahu and LPC to therefore be amended to provide more work together to improve the wider health certainty for the proposals where the of Whakaraupō/Lyttelton Harbour. Figure effects are considered to be acceptable. 5 outlines the context and the content of The Lyttelton Port Recovery Plan does the Recovery Plan. not permit all of the recovery activities to The Plan will be implemented by statutory be undertaken without further planning directions and non-statutory agreed processes. While the amendments made actions set out in Section 5. The statutory to the existing RMA documents and directions include amendments to RMA instruments generally make these more documents and instruments to make enabling, and in some cases do allow changes to the regulatory framework for certain activities to be undertaken without Lyttelton Port. gaining any further approval, significant activities such as reclamation and capital dredging will still require resource consent applications to be assessed. KEY ISSUES FOR RECOVERY OF LYTTELTON PORT
LYTTELTON PORT RECOVERY PLAN VISION AND GOALS
THE PLAN • Lyttelton Port’s repair, rebuild and reconfiguration • Cruise ship berth • Dampier Bay • Public transport and ferry links • Norwich Quay • Wider transport network • Management of construction effects • Whakaraupō / Lyttelton Harbour natural environment
RECOVERY FRAMEWORK
Amendments to: • Regional Policy Statement • Regional Coastal Environment Plan • Proposed Christchurch Replacement District Plan • Banks Peninsula District Plan • Proposed Canterbury Land and Water Regional Plan • Proposed Canterbury Air Regional Plan
Other actions: • Whakaraupō / Lyttelton Harbour Management Plan • Transport network • Dampier Bay public access
Figure 5: Outline of the Lyttelton Port Recovery Plan
Preliminary Draft Lyttelton Port Recovery Plan 47 Gollans Bay Quarry
Figure 6: Proposed rebuild, repair and reconfiguration Gollans Bay of Lyttelton Port
Coal Commercial development, public access and marina General cargo Dampier Bay
Dry Dock operations Te Awaparahi Bay INNER HARBOUR Cashin Quay Container terminal Naval Point Oil terminal Cruise option General cargo / Containers and oil berth Port-related use
Cruise option Navigational channel
WHAKARAUPŌ / LYTTELTON HARBOUR
KEY
Potential reclamation area Operational area of the Port of Lyttelton Consented reclamation Port land use Potential future public access Mixed-use with public access Cruise option Quarry access area Gollans Bay Quarry
Gollans Bay
Coal Commercial development, public access and marina General cargo Dampier Bay
Dry Dock operations Te Awaparahi Bay INNER HARBOUR Cashin Quay Container terminal Naval Point Oil terminal Cruise option General cargo / Containers and oil berth Port-related use
Cruise option Navigational channel
WHAKARAUPŌ / LYTTELTON HARBOUR
Operational area of the Port of Lyttelton
Preliminary Draft Lyttelton Port Recovery Plan 49 4.1 LYTTELTON PORT REPAIR, REBUILD AND RECONFIGURATION TE HANGANGA HOU O TE PŪAHA O OHINEHOU
The recovery of the Port requires extensive Norwich Quay, Naval Point and Cashin repair, rebuild and reconfiguration Quay. This process of reclamation has activities to be undertaken (see Figure 6). continued with the current development These activities will support the recovery of of an additional 10-hectare reclamation in greater Christchurch by: Te Awaparahi Bay east of Cashin Quay, which was consented in 2011. • Replacing damaged port assets with modern, fit-for-purpose infrastructure As discussed above, Lyttelton’s existing needed for the safe, efficient and container terminal is already above effective operation of the Port capacity. LPC proposes to develop a new container terminal on additional reclaimed • Reconfiguring the Port to improve land within Te Awaparahi Bay, which will efficiency, ensure capacity to meet be big enough to deal efficiently with future freight demand and provide forecast container volumes out to 2041. benefits for the amenity of the This will include the existing consented community 10 hectares as well as an additional 27 • Increasing the resilience of the hectare reclamation provided for by the Port and the greater Christchurch Recovery Plan. The total 37 hectare community more generally reclamation and any associated wharf structures will be located within the area defined by the extent of the current 4.1.1 NEW CONTAINER Cashin Quay breakwater and Battery TERMINAL – TE Point, as shown in Figure 7. The reclamation will enable the Port to AWAPARAHI BAY meet existing and future demands. It RECLAMATION will enable the container terminal to be moved from the existing Cashin Quay, Timing: Stage 1 of the proposed which has suffered significant damage, reclamation could commence in mid and allow the Port to move some general 2016, with 2024 as the earliest date for cargo operations out of the Inner Harbour completion of the terminal development. onto Cashin Quay once repair work is In achieving a recovery programme that undertaken. This will change the types delivers infrastructure that will meet future of trades handled in the Inner Harbour, needs, the main challenge for the Port is and allow the re-purposing of the western to get sufficient flat land that is accessible Inner Harbour for recreational use and and functional. The Port’s location within public access, contributing significantly to the steep-sided Whakaraupō/Lyttelton recovery. It will also enable infrastructure Harbour creates a barrier to its expansion to be built that is resilient to natural landward. To overcome this issue in the hazards and the future needs of the Port. past, the Port has reclaimed land within At present, the Port is only able to the harbour, including to the south of accommodate ships up to the ‘Post Panamax’ class, holding approximately insurance funds derived from existing 4,000–5,000 TEU. The present container damaged infrastructure, will be limited terminal is operating over its optimal and must be used in a way that enables efficiency with existing demand. repair of those damaged structures, as well as reconfiguration and development An additional 27-hectare reclamation will of the Port to meet its ongoing needs. enable a new container terminal to service and accommodate ‘Post Panamax To accommodate larger ships, the Port Plus’ class ships holding 6,000-8,000 needs to provide: a main navigation TEU. It will also enable other recovery channel of sufficient width and depth; outcomes that can only be achieved with longer wharves designed with deeper reconfiguration of port operations. berths; and container/freight handling equipment that is sized to handle these Without the ability to handle larger ships, larger ships and that is able to transfer there is a risk that greater Christchurch cargo with high efficiency. With a smaller will only be serviced by less efficient reclamation, the Port will be unable to container ship fleets in the future. The accommodate two larger berths sufficient flow-on effects to importers and exporters for larger ships and their cargo. will be at a cost to the region. The capital cost required to achieve recovery at the Based on the expected growth of the Port is significant. The funds available container trade and the need to provide to achieve recovery, which will include for a larger class of ship, a reclamation of
Figure 7: Te Awaparahi Bay proposed reclamation area
Preliminary Draft Lyttelton Port Recovery Plan 51 less than the additional 27 hectares may To read these reports and Environment mean the container terminal is inefficient Canterbury’s reviews of them, visit the or unable to meet the increased demand Environment Canterbury website at www. when the rebuild is complete (or shortly ecan.govt.nz/port. afterwards). It would also not enable other Experts engaged by Environment recovery outcomes seen as necessary Canterbury have peer reviewed for the Port, community and greater the technical information. Overall, Christchurch. Environment Canterbury has concluded Environment Canterbury considers that that the effects will not be significant or the location of the proposed reclamation can be appropriately managed. is necessary for the following reasons: Environment Canterbury’s peer review • The container terminal can be focused in particular on how the efficiently integrated into existing reclamation will change wave and current port infrastructure, particularly movements in the harbour. Such changes transportation links can increase sedimentation, which is a key concern to tangata whenua and • Locations to the west of the Port the wider local community. Environment are not suitable as this would affect Canterbury’s conclusions are that: important community recreation spaces 1. With deepening of the navigational • The landward side of Te Awaparahi channel, the wave and current Bay is already owned by LPC and is increases will be so small that being used for port operations (coal sedimentation patterns in the upper storage) harbour will not change. • The current consented reclamation 2. Without deepening of the navigational under development can be channel, the wave and current incorporated into the development of increases may result in a small the new container terminal increase in the amount of sediment • Te Awaparahi Bay is separated flushing that occurs from the upper geographically from Lyttelton township harbour. This is a positive effect. by a headland and therefore relocation The Lyttelton Port Recovery Plan of the container terminal will reduce therefore provides for the development the adverse effects on that community of the additional 27 hectare reclamation LPC has provided technical reports in Te Awaparahi Bay. The reclamation assessing the following environmental will require resource consent, but will effects of the reclamation: be a controlled activity under the RCEP. Environment Canterbury must grant • Landscape character and visual effects the consent, but will have control over • Effects on waves and tidal currents a range of matters that are identified in the rule. Matters for control include the • Effects on sedimentation and turbidity methods of construction and material • Effects on marine ecology used, as well as the effects in the coastal marine area during construction, such • Effects on mahinga kai as the propagation of sediment plumes • Effects on navigational safety and risks to marine biosecurity. A • Lighting effects Construction Environmental Management Plan must also be prepared. Control is also reserved over some of the longer- required level of certainty for LPC to term effects of the reclamation itself, progress its recovery and achieve other including effects on marine ecology and essential recovery outcomes. cultural values, such as mahinga kai.
The provision of controlled activity status will give LPC the certainty to proceed TE AWAPARAHI BAY with other aspects of its proposed RECLAMATION redevelopments that are dependent Location: Te Awaparahi Bay, on the reclamation proceeding, before Whakaraupō / Lyttelton Harbour consent is granted for the proposed reclamation. A resource consent Size: Up to 27 hectares application to reclaim land in Te Awaparahi Bay will be publicly notified, Activity status: Controlled – a which will enable affected parties to resource consent is required but submit and speak in support of their cannot be declined submission. Notification: A resource consent A number of other activities in the coastal application will be publicly notified marine area that will occur during the Summary of conditions for construction of the reclamation will also applications as a controlled be controlled activities. These include activity: the erection of wharf structures, the disturbance and deposition of material • A cultural impact assessment in, on, under or over the foreshore or accompanies the application seabed, and dredging required to create a Summary of matters for control: berth pocket adjacent to wharf structures. • Design of seaward faces In drafting the provisions to enable the construction of the reclamation, • Methods and material for consideration has been given to the construction extent to which the reclamation is • A Construction Environmental required for recovery purposes. Also Management Plan considered has been the technical information provided by LPC and peer • Biosecurity risks reviewed by Environment Canterbury • Sediment plumes regarding the effects of the reclamation, • Stormwater and information provided by partner organisations, including Te Rūnanga • Cultural matters, including a o Ngāi Tahu and the Department of Kaimoana Management Plan Conservation.
Consideration has been given to other activity status classifications, including whether the reclamation should be a The reclamation and associated terminal restricted discretionary activity and development will take a number of years whether public or limited notification to complete, with timeframes influenced should be required. It is considered that by the completion of earlier projects, the recommended changes to the RCEP construction methodology and availability provisions are necessary to provide the of material. It is expected that the final
Preliminary Draft Lyttelton Port Recovery Plan 53 stage of terminal development will not be The Recovery Plan does not affect the able to be started before 2022. statutory requirements to gain authority under the Heritage New Zealand Pouhere This timeframe has been considered Taonga Act in relation to archaeological in the context of whether it falls within sites during the repair, rebuild or the definition of recovery under the demolition of historic wharf structures CER Act. Timing for the recovery of the at Lyttelton Port. This Act provides an Port needs to be considered in light of appropriate mechanism to consider the the extent of the damage to the Port, removal or repair of these structures. For what is needed for the Port to properly this reason, the Recovery Plan does not recover and respond to the damage from further consider archaeological sites. the earthquakes, and the time required for a rebuild programme of this scale. Therefore recovery for the Port needs to CASHIN QUAY be viewed over a longer period than might Timing: The repair/rebuild of Cashin Quay be necessary in other circumstances. 2 has commenced. The repair/rebuild of Cashin Quay 3 and 4 is expected to start in late 2015 and 2016 respectively, 4.1.2 REPAIR AND with each taking 18 months to complete. REBUILD OF EXISTING The repair/rebuild of Cashin Quay 1 is expected to start in 2015, with its duration STRUCTURES unknown. The Lyttelton Port Recovery Plan provides Following the development of the new for the repair, rebuild or demolition container terminal, Cashin Quay will be of existing port structures in the repurposed for the handling of general operational area of Lyttelton Port through cargo currently dealt with in the Inner amendments to the RCEP. The repair, Harbour. rebuild and demolition of wharf structures that were used for port activities at the Work on Cashin Quay has already started time of the 2010 / 2011 earthquakes will with the current rebuild of Cashin Quay 2. be permitted. This means that resource This includes the repair of adjacent land, consent is not required, provided that the demolition of the existing wharves, the activities comply with the relevant rules. removal of supporting piles, repairing of The occupation of these structures for the batter slopes, and the replacement port activities is also permitted. of the piles, wharves and services. The repair or rebuild of the adjacent Lyttelton was officially gazetted as a Cashin Quay 1, 3 and 4 wharves will port of entry in 1849.[29] A number of be determined by future requirements, wharves in Lyttelton pre-date 1900. but is likely to involve similar work to Such structures are considered to be Cashin Quay 2. As mentioned above, the archaeological sites and are protected Lyttelton Port Recovery Plan provides for by the Heritage New Zealand Pouhere the repair or replacement of structures at Taonga Act 2014. This Act prohibits the modification or destruction of an archaeological site, unless an authority is obtained from Heritage New Zealand 29 Carter, M., Underground Overground Pouhere Taonga. Archaeology Ltd, 2014, Lyttelton Port of Christchurch (LPC) Reconstruction: an Archaeological Assessment. Cashin Quay as a permitted activity in the • Oil berth RCEP. Also permitted is any associated • No. 2, 3 and 7 Wharves disturbance or deposition on the foreshore or seabed during construction work. • Z-berth (Eastern Mole Breakwater)
Lyttelton Harbour is within the Banks • Landside pavements, storage and Peninsula Marine Mammal Sanctuary; buildings of particular concern are the effects of piling on the endangered Hector’s The Lyttelton Port Recovery Plan provides dolphins. The Lyttelton Port Recovery for the repair or replacement of structures Plan directs that changes to the rules in the Inner Harbour by giving them relating to the erection, replacement or permitted activity status. repair of wharf structures, where piling The construction of the reclamation for will occur, will require the preparation the new container terminal and shifting of and implementation of a Marine Piling general cargo to Cashin Quay allows for Management Plan that will ensure that other port activities that occur within the the presence of marine mammals is Inner Harbour, such as fishing vessels, to monitored during piling activities, and shift away from Dampier Bay towards the appropriate methods are adopted to east of the Inner Harbour. avoid any effects on marine mammals. Demolition of No. 4, 5 and 6 Wharves Additional work will occur to repair or and Gladstone Pier is expected. These replace the Cashin Quay Breakwater, structures are no longer usable for the maintenance building and container Port. Wharves 4, 5 and 6 can no longer terminal administration building. sustain useful loads, while Gladstone Pier was not in use prior to the earthquakes. INNER HARBOUR While the Dampier Bay Marina did not Timing: Work on port assets within suffer earthquake damage, the existing the Inner Harbour will start at various pile marina will be removed and LPC will times. Repair of No. 2 and 3 Wharves construct a new, more modern, floating is expected to start in the third quarter wharf marina. The Lyttelton Port Recovery of 2017 and take nine months. No. 7 Plan directs changes to be made to Wharf could start after this and take the RCEP to allow the erection of new nine months. In some cases the timing wharf structures in the Inner Harbour is unknown or dependent on other for a new marina as a permitted activity. decisions, such as the No.1 Breastwork, The proposed amendments follow Dry Dock Z-berth, and No. 4, 5 and 6 Environment Canterbury’s consideration Wharves. Repair of landside pavements of the importance of a new floating wharf and storage has started and will be marina to the local community, as well staged over a number of years. as its consideration of the technical information provided by LPC and of any A number of port assets will require repair potential adverse effects. or replacement within the Inner Harbour, including:
• No. 1 Breastwork
• Dry Dock pump house and wastewater treatment
Preliminary Draft Lyttelton Port Recovery Plan 55 4.1.3 GOLLANS BAY The Christchurch City Council must grant consent, but will have control over matters QUARRY AND HAUL such as slope stability, natural hazards, ROAD ecology and rehabilitation. An application for quarrying within the Gollans Bay Quarry Timing: Work on the lower haul road could will not be publicly notified. start in mid- 2015, taking six months. The upper haul road could start in early 2016 The Gollans Bay Quarry and haul road are and take five months. The operation of the provided for as a permitted activity under quarry is dependent on other projects. the proposed Land and Water Regional Plan, subject to conditions managing The Port requires the Gollans Bay Quarry to effects on erosion and sediment provide fill and seawall armouring rock for a discharges. range of projects for port recovery. Quarry activity within an identified footprint within Gollans Bay and work to repair, realign 4.1.4 DREDGING and extend the quarry haul road is already consented. However, the quarry consent Timing: Dependent on other processes. contains a restriction on the use of the Since 1876 dredging has occurred within quarried material to the current 10-hectare Whakaraupō / Lyttelton Harbour to Te Awaparahi Bay reclamation. To meet provide for safe navigation. LPC currently the demand of the wider port recovery for maintains the navigation channel and rock, the Port needs to be able to be able other areas within the operational area of to use the Gollans Bay Quarry material over the Port (ship-turning basins and berth a wider area within the Port. This work will pockets adjacent to wharf structures) to be aligned with that being undertaken by accommodate ships with draughts up to the Christchurch City Council to reopen 12.4m. Maintenance dredging is currently Sumner Road. enabled as a permitted activity and The Lyttelton Port Recovery Plan provides this will continue. The dredged seabed for the continued use of the Gollans Bay material from maintenance dredging is Quarry, the use of the quarry material currently deposited at the Spoil Dumping for projects other than the current Te Grounds on the northern side of the Awaparahi Bay reclamation (such as outer harbour. This will also continue as a fill for the larger reclamation area and restricted discretionary activity. seawall rock armouring in other parts of Larger ships with deeper draughts will the Port) and the repair, realignment and be accommodated at Lyttelton Port as extension of the haul road. This is to be part of the Port’s recovery. The Lyttelton achieved by directing amendments to the Port Recovery Plan directs changes to relevant planning documents, in particular the RCEP to enable dredging, but the the proposed Christchurch Replacement extent to which it is enabled depends on District Plan and proposed Land and location: Water Regional Plan. • Dredging to deepen berth pockets and Excavations within the Gollans Bay ship-turning basins adjacent to wharf Quarry to get material for recovery structures in the Inner Harbour and projects other than the 10-hectare Te Cashin Quay will be permitted. Awaparahi Bay reclamation will be a controlled activity under the proposed • Dredging to establish berth pockets Christchurch Replacement District Plan. adjacent to a possible cruise ship berth at Naval Point and the container material removed from the Inner Harbour terminal will be controlled: consent during maintenance dredging or the must be granted, but control is repair of structures to be assessed for reserved to matters including contamination. An appropriate method methods to manage the propagation of disposal is then determined, which of sediment and effects on marine may mean that disposal at the Spoil ecology. Dumping Grounds in Whakaraupō / Lyttelton Harbour is not appropriate. In • Dredging to deepen and widen the addition, LPC will be required to monitor Main Navigation Channel (also called the receiving environment at the Spoil capital dredging) to accommodate Dumping Grounds to ensure that the larger vessels with deeper draughts effects on marine ecology and cultural will be provided for as a restricted values, particularly mahinga kai, are discretionary activity. This means managed appropriately. that consent can be granted or declined, and matters for discretion The deposition of seabed material are restricted to methods of dredging removed from within the operational area in terms of their effects on marine of the Port during the repair of structures, ecology, particularly mahinga kai. maintenance dredging, or dredging to This reflects the potential effects of deepen berth pockets and swing ship- capital dredging on the wider harbour turning basins is provided for by the environment. Lyttelton Port Recovery Plan at the Spoil Dumping Grounds in the outer Lyttelton To enable access by larger vessels, Harbour, provided that the material is the boundary of the operational area suitable for open sea disposal. of Lyttelton Port in the RCEP will be expanded to accommodate the larger The deposition of seabed material ship-turning basins adjacent to the removed from the Main Navigation new container terminal berth and the Channel to deepen and widen it (capital cruise ship berth at Naval Point, and the dredging) is not provided for by the widening of the main navigation channel. Lyttelton Port Recovery Plan as LPC proposes to deposit this material further Of particular concern is how seabed offshore out of Whakaraupō / Lyttelton material dredged from the Inner Harbour Harbour, outside the geographical area is handled and where it is disposed. The covered by this Recovery Plan. Inner Harbour contains known areas of contaminated sediment. Contaminated The dumping of dredge material is sediment is currently dealt with by LPC controlled under section 4 of the in an appropriate manner, by undertaking Resource Management (Marine Pollution) pre-characterisation surveys, sediment Regulations 1998. The Lyttelton Port analysis of material to determine a Recovery Plan cannot make changes suitable method of disposal (land or to these regulations. Any resource sea disposal) and monitoring of water consent application to dump material quality at the Spoil Dumping Grounds in from dredging operations to deepen Whakaraupō / Lyttelton Harbour. and extend the shipping channel will therefore continue to be processed as a The Lyttelton Port Recovery Plan discretionary activity in accordance with addresses the disposal of contaminated these regulations. material by requiring any seabed
Preliminary Draft Lyttelton Port Recovery Plan 57
4.2 CRUISE SHIP BERTH NGĀ PŪAHA WĀTEA
Timing: Unknown. pocket and cruise ship wharf structure as a controlled activity with public To provide adequately for cruise ships at notification at the Naval Point location. Lyttelton Port, a new wharf and landside Reconstruction of Gladstone Pier in infrastructure will need to be constructed. the Inner Harbour for use as a cruise The southern side of Naval Point is one ship berth is a permitted activity. The potential location for the development Lyttelton Port Recovery Plan does not of a dedicated cruise ship berth. The determine whether a cruise ship berth and other potential location is within the Inner terminal will be developed at Lyttelton Harbour along the current Gladstone Pier. Port, or which potential location is most appropriate. This is a decision to be made Amendments are directed to the RCEP by LPC and will depend on the availability to provide for the development of a berth of funding.
4.3 DAMPIER BAY OHINEHOU
Timing: Phases 1 and 2 are to be existing Dampier Bay Marina is to be completed by 2018. The timing of phases removed and a new, modern, floating 3 and 4 is dependent on space being pontoon marina will be erected. The initial created in other areas of the Port through development will provide approximately reclamation activity. 150–200 berths, compared with 70 berths at the existing marina. The reclamation within Te Awaparahi Bay and the shifting of port activities to the east The new marina will allow upgraded enables reconfiguration of the Port, the facilities to be provided, such as expansion of the publicly accessible areas access from land via floating pontoons, at Dampier Bay and the development of and power and water infrastructure. associated public amenities together with Associated landside infrastructure such some commercial activity. as parking, a marina office, and toilets will be provided as part of the redevelopment This expansion and enhancement of of Dampier Bay. the Dampier Bay area will have positive social benefits through providing for the The marina could be expanded further reconnection of the Lyttelton community following the demolition of Wharves 4, 5 and to the harbour waterfront. 6, providing up to 400 additional berths.
As outlined in Section 4.1.2, the Lyttelton 4.3.1 MARINA Port Recovery Plan directs changes to the RCEP to enable the erection of new wharf In the first phase of the Dampier Bay structures and associated activities for redevelopment and expansion, the the new marina as a permitted activity.
Preliminary Draft Lyttelton Port Recovery Plan 59 4.3.2 LANDSIDE to provide public access. The specific form of the redevelopment of Dampier REDEVELOPMENT Bay is dependent on commercial viability; LPC is currently seeking development Currently Dampier Bay provides some partners for the project. However, LPC is limited access to Whakaraupō / Lyttelton committed to providing safe, convenient, Harbour, including the small Dampier and high quality public access to the Bay Marina which is accessed off Godley waterfront at Dampier Bay in perpetuity. Quay. The publicly accessible area of Dampier Bay has poor amenity and is not See Action 10. well connected to Lyttelton township.
LPC will develop the landside area at Damper Bay to provide an accessible 4.3.3 COMMERCIAL and attractive commercial development ACTIVITY with high quality public space. This space will provide much better public access to The future development of Dampier Bay this part of the Whakaraupō / Lyttelton is proposed to include some commercial Harbour waterfront than is currently activity, such as limited food and provided. beverage, retail and office space. This is expected to attract people to the area To progress the expansion and and add to its vibrancy. However, there is development of the publicly accessible also a risk that commercial development space at Dampier Bay in a way that at Dampier Bay may compete with the enhances the public access to the Lyttelton town centre and undermine its waterfront and achieves a well-integrated, recovery if appropriate controls are not in safe, pleasant and accessible area, an place. Outline Development Plan has been developed for the area, as shown in The development at Dampier Bay Figure 8. Figure 9 shows its phases of therefore needs to complement and development. support the overall economic recovery of Lyttelton township. The District Plan will The Outline Development Plan sets restrict the type and size of commercial out the general areas for public open space permitted to be developed at space and commercial development, Dampier Bay within the next 10 years. incorporates a pedestrian promenade along the waterfront and identifies important view shafts to be protected 4.3.4 NGĀI TAHU from encroachment. These provisions support the integration of the Dampier VALUES Bay development into the surrounding NGĀ WHAI PAINGA O NGĀI area, including the adjacent land uses and TAHU transport network.
A simplified version of the Outline The development of Dampier Bay, Development Plan has been integrated particularly the public open spaces and into the amendments to the proposed pedestrian promenade, will provide Christchurch Replacement District Plan. opportunities to recognise and articulate the history and relationship between the Currently LPC owns the land at Dampier local tangata whenua and Whakaraupō/ Bay, and there is no legal requirement Lyttelton Harbour. These opportunities could be realised in a number of ways, the amendments to the proposed including through displays of art or Christchurch Replacement District Plan information signs, or in the overall at a policy level, and through rules and design of the spaces or materials used. assessment matters for Dampier Bay Ngāi Tahu values are recognised within development.
4.4 PUBLIC TRANSPORT AND FERRY LINKS NGĀ WAKA HUARAHI TANGATA ME NGĀ TAUHERE WAKA TERE
LPC is proposing to move the harbour location which is approximately 500m. ferry terminal to within or immediately These distances correspond to a walk adjoining Dampier Bay to co-locate with duration of approximately 8 minutes other publicly accessible facilities. The 20 seconds to the proposed location, potential new location is adjacent to No. 7 compared with approximately 6 minutes Wharf. This would provide the opportunity 40 seconds to the current location. to develop higher-quality public amenities The provisions inserted into the proposed in association with the ferry terminal, as Christchurch Replacement District Plan well as to provide more pleasant and safe by the Lyttelton Port Recovery Plan pedestrian and cycle access, and park provide for the potential relocation and ride facilities. of the ferry terminal to Dampier Bay. From LPC’s consultation with users of However, the Recovery Plan does not the ferry terminal, it is clear that while direct this outcome. LPC will need to gain some support the move of the terminal, resource consent for any shore-based others are concerned that the proposed facilities associated with a new ferry location is further away from the Lyttelton terminal, including any public transport town centre than the current location. interchange. This will enable thorough Relocation would also require changes to consideration of details such as site the current bus service route to link with layout, pedestrian and cycle access, the ferry. bus access and parking. Any resource consent required under the proposed Analysis of LPC’s proposed location Christchurch Replacement District Plan shows that it is approximately 630m for ferry terminal facilities will not be from London Street in the Lyttelton publicly notified. town centre, compared with the current
Preliminary Draft Lyttelton Port Recovery Plan 61 Figure 8: Dampier Bay Outline Development Plan Source: Boffa Miskell, 2014, Lyttelton Port Recovery Plan Urban Design Assessment Preliminary Draft Lyttelton Port Recovery Plan 63 Figure 9: Dampier Bay phases of development Source: Boffa Miskell, 2014, Lyttelton Port Recovery Plan Urban Design Assessment File Ref: C14069B_002_dampier_diagram.mxd File Ref: C14069_Urban_Design_Graphic_Attachment.indd
File Ref: C14069B_002_dampier_diagram.mxd
WALKERS ROAD DALLEYS LANE BRIDLE PATH WINCHESTERWINCHESTER STREET STREET HAWKHURST ROAD TICEHURST ROAD TUNNEL ROAD
DUBLIN STREET
BRIDLEPATH
DUDLEY ROAD
DUDLEY ROAD VOELAS ROAD LONDON STREET CANTERBURY STREET CUNNINGHAM TERRACE GAOL STEPS CUNNINGHAM TERRACE LONDON STREET DUBLIN STREET OXFORD STREET
SIMEON QUAY
ST DAVIDS STREET VOELAS ROAD VOELAS SIMEON QUAY RESERVE TERRACE
OXFORD STREET NORWICH QUAY NORWICH QUAY Phase 4 GODLEY QUAY RESERVE TERRACE
CRESSY TERRACE Phase 2 BRITTANBRITTAN TERRACE TERRACE ST DAVIDS STREET
SUMNER ROAD GLADSTONE QUAY
DONALD STREET SUMNER ROAD
GLADSTONE QUAY Phase 3
Phase 1 NO. 7 WHARF
SEAVIEW TERRACE
SEAVIEW TERRACE
NO. 3 WHARF
LYTTELTON PORT
NO. 2 WHARF
CYRUS WILLIAMS QUAY CYRUS WILLIAMS QUAY
GEORGE SEYMOUR QUAY
GODLEY QUAY Legend GODLEY QUAY GODLEY GEORGE SEYMOUR QUAY NAVAL POINT Phase 1- 2016/2017
Phase 2- 2017/2018
CHARLOTTE JANE QUAY Phase 3 Subject to the reclamation CHARLOTTE JANE QUAY & movement of the port to Phase 4 } the east
This plan has been prepared by Boffa Miskell Limited on Line work is approximate0 and for graphic representation0.12 km only LytteLton Port reCoVery PLAn- UrBAn DeSIGn ASSeSSMent the specific instructions of our Client. It is solely for our Client’s use in accordance with the agreed scope of work. Any use or reliance by a third party is at that party’s own 0 100 Metres Figure 11 : Dampier Bay Phases of Development risk. Where information has been supplied by the Client 1:3,500 @ A3 Page 13 or obtained from other external sources, it has been assumed that it is accurate. No liability or responsibility | Date: 10 november 2014 | revision: 8 | is accepted by Boffa Miskell Limited for any errors or 1:3,500 @ A3 Plan prepared for Lyttelton Port Company by Boffa Miskell Limited omissions to the extent that they arise from inaccurate www.boffamiskell.co.nz information provided by the Client or any external source. Data Sources: Aerial sourced from Lyttelton Port Company. Project Manager: [email protected] | Drawn: SBi | Checked: JRe File Ref: C14069B_002_dampier_diagram.mxd File Ref: C14069_Urban_Design_Graphic_Attachment.indd
File Ref: C14069B_002_dampier_diagram.mxd
WALKERS ROAD DALLEYS LANE BRIDLE PATH WINCHESTERWINCHESTER STREET STREET HAWKHURST ROAD TICEHURST ROAD TUNNEL ROAD
DUBLIN STREET
BRIDLEPATH
DUDLEY ROAD
DUDLEY ROAD VOELAS ROAD LONDON STREET CANTERBURY STREET CUNNINGHAM TERRACE GAOL STEPS CUNNINGHAM TERRACE LONDON STREET DUBLIN STREET OXFORD STREET
SIMEON QUAY
ST DAVIDS STREET VOELAS ROAD VOELAS SIMEON QUAY RESERVE TERRACE
OXFORD STREET NORWICH QUAY NORWICH QUAY Phase 4 GODLEY QUAY RESERVE TERRACE
CRESSY TERRACE Phase 2 BRITTANBRITTAN TERRACE TERRACE ST DAVIDS STREET
SUMNER ROAD GLADSTONE QUAY
DONALD STREET SUMNER ROAD
GLADSTONE QUAY Phase 3
Phase 1 NO. 7 WHARF
SEAVIEW TERRACE
SEAVIEW TERRACE
NO. 3 WHARF
LYTTELTON PORT
NO. 2 WHARF
CYRUS WILLIAMS QUAY CYRUS WILLIAMS QUAY
GEORGE SEYMOUR QUAY
GODLEY QUAY Legend GODLEY QUAY GODLEY GEORGE SEYMOUR QUAY NAVAL POINT Phase 1- 2016/2017
Phase 2- 2017/2018
CHARLOTTE JANE QUAY Phase 3 Subject to the reclamation CHARLOTTE JANE QUAY & movement of the port to Phase 4 } the east
This plan has been prepared by Boffa Miskell Limited on Line work is approximate0 and for graphic representation0.12 km only LytteLton Port reCoVery PLAn- UrBAn DeSIGn ASSeSSMent the specific instructions of our Client. It is solely for our Client’s use in accordance with the agreed scope of work. Preliminary Draft Lyttelton Port Recovery Plan 65 Any use or reliance by a third party is at that party’s own 0 100 Metres Figure 11 : Dampier Bay Phases of Development risk. Where information has been supplied by the Client 1:3,500 @ A3 Page 13 or obtained from other external sources, it has been assumed that it is accurate. No liability or responsibility | Date: 10 november 2014 | revision: 8 | is accepted by Boffa Miskell Limited for any errors or 1:3,500 @ A3 Plan prepared for Lyttelton Port Company by Boffa Miskell Limited omissions to the extent that they arise from inaccurate www.boffamiskell.co.nz information provided by the Client or any external source. Data Sources: Aerial sourced from Lyttelton Port Company. Project Manager: [email protected] | Drawn: SBi | Checked: JRe 4.5 NORWICH QUAY OHINEHOU
Timing: Improved pedestrian and cycle future. Town centre zoning has been access by December 2020 or prior to retained on the south side of Norwich opening of Sutton Quay for public access Quay, although there is provision for to Dampier Bay port activities to occur there for the next 10 years. However, there will need to As discussed in Section 3.6, there are be upgrades to improve pedestrian and competing requirements for Norwich Quay. cycling access, safety and amenity along An Integrated Transport Assessment of and across Norwich Quay, especially to these matters was provided as part of access Dampier Bay. This Recovery Plan LPC’s information and was reviewed by includes a commitment from the New Environment Canterbury’s independent Zealand Transport Agency, Christchurch expert.[30] While the effects of the Port’s City Council, Environment Canterbury, recovery and increasing freight volumes LPC and KiwiRail to sign a Memorandum on the transport network will need to of Understanding setting out how they be monitored, it is anticipated that will work together to resolve transport the network within Lyttelton, including issues in Lyttelton. The Memorandum of Norwich Quay, will continue to function Understanding will guide: effectively, and provide adequate levels of • Development of an initial staged service for freight transport up to 2026. programme of works on Norwich Quay, Environment Canterbury has accepted the agreed between New Zealand Transport conclusions of the Integrated Transport Agency, Christchurch City Council and Assessment that an alternative port LPC, to provide for pedestrian and access may have merit in the long term, cycling access to Dampier Bay. but would not assist in recovery of the • Identification of other upgrades Port in the next 10–15 years, when space required to provide for changed land for port operations and construction use in Dampier Bay, and how the costs activity will be at a premium. of these upgrades will be met. This will This Recovery Plan therefore does not be informed by an integrated traffic change Norwich Quay’s function as assessment using the latest information the freight route for the Port, while not on the Dampier Bay development. precluding a change in this route in the See Actions 8 and 9.
4.6 WIDER TRANSPORT NETWORK NGĀ WAKA WHĀNUI
The expected increases in freight all have effects on the wider transport demand, public access to Dampier Bay network beyond Lyttelton. and other factors, such as the potential The Integrated Transport Assessment increase in employment at the Port, will considered the effect of the Port’s recovery on the local network in Lyttelton intersection. This will be addressed and on the wider strategic road network. through other transport planning processes (in particular the three-yearly The Integrated Transport Assessment Regional Land Transport Plan). concluded that the wider transport network will operate within acceptable Therefore, no action is required through levels of service until 2026, except for the Lyttelton Port Recovery Plan. the Port Hills Road / Chapmans Road
4.7 MANAGEMENT OF CONSTRUCTION EFFECTS TE WHAKAHAERE O NGĀ HUA O TE WAIHANGAHANGA
The repair, rebuild and reconfiguration Contractors carrying out construction activities for the recovery of the Port will activity will use the guideline to produce involve substantial construction activities a CEMP for their projects, in which they to remove or repair damaged existing outline the work being undertaken, the infrastructure, and build replacement or environmental effects, and the way in new facilities. Because of the large scale which these effects will be controlled or of the project, the construction of this mitigated. LPC approves and oversees infrastructure will take many years to implementation of these plans. The complete. CEMPs will be valuable in planning, applying for resource consent and Construction activities can have a range implementing the construction projects, of adverse effects, both on surrounding and will promote good environmental communities and the natural environment. practices. Construction effects commonly include discharges to air, land and water, and Environment Canterbury wants to traffic and noise effects. ensure that good-quality CEMPs are prepared and implemented for repair The information supplied by LPC has and rebuild construction activities at the included assessment of the anticipated Port. Provisions relating to Environment effects of construction activities at the Management Plans are therefore Port. These include effects on heritage, included within the amendments to the traffic, sedimentation and turbidity, marine RCEP directed by this Recovery Plan. ecology including tangata whenua values, These amendments specifically identify marine mammals, marine biosecurity, Environment Management Plans as a stormwater, noise, and air quality. matter for control or discretion where Generally, it is anticipated that the effects resource consent applications are of construction activities at the Port can be adequately controlled or mitigated. To assist in this, LPC has produced a 30 Abley Transportation Consultants detailed Construction Environmental Limited, 2014, Lyttelton Port Recovery Management Plan (CEMP) guideline. Plan Integrated Transport Assessment.
Preliminary Draft Lyttelton Port Recovery Plan 67 being made for controlled or restricted within the operational area of the Port. discretionary activities. Noise that is generated within the coastal marine area is generally an issue only in Another potential significant effect of landward residential areas. Noise will be the repair and rebuild of the Port is dealt with under the existing framework the effect of construction noise on the established by the Banks Peninsula surrounding environment. Noise will be District Plan, and continued through generated from within the coastal marine the Lyttelton Port Recovery Plan in the area during repair and rebuilding of wharf proposed Christchurch Replacement structures and the reclamation of land at District Plan. This framework involves Te Awaparahi Bay. LPC working through a Port Liaison The Lyttelton Port Recovery Plan directs Committee to ensure noise is managed the removal of provisions in the RCEP appropriately. Section 16 of the RMA can dealing with the emission of noise from be used to manage excessive noise in the coastal marine area.
4.8 HEALTH OF WHAKARAUPŌ/ LYTTELTON HARBOUR NATURAL ENVIRONMENT TE HAUORA O WHAKARAUPO/OHINEHOU ME TE TAIAO
The protection and enhancement of the develop an integrated management plan natural environment of Whakaraupō/ for Whakaraupō/Lyttelton Harbour. Other Lyttelton Harbour is important to many organisations with an interest in the health people in the community: tangata of the harbour will also be invited to whenua, residents, and visitors. Many of participate. This initiative will focus on the environmental issues in the harbour • Bringing together existing knowledge require a whole-of-harbour approach, but about Whakaraupō/Lyttelton Harbour as noted above, the geographical area and making it available to all through covered by the Lyttelton Port Recovery a comprehensive monitoring and Plan is limited to the Lyttelton Port and reporting programme the surrounding coastal marine area including the main navigation channel. • Identifying critical gaps in knowledge This means that this Recovery Plan and filling these cannot direct changes to RMA and other documents to change the way that • Prioritising and implementing actions Whakaraupō/Lyttelton Harbour and its to improve the health of the harbour, catchment are managed. with a particular focus on improving mahinga kai This Recovery Plan does record the commitment of Environment Canterbury, See Action 7. Te Hapū o Ngāti Wheke, Te Rūnanga o Ngāi Tahu and LPC to work together to Preliminary Draft Lyttelton Port Recovery Plan 69 5 IMPLEMENTATION WHAKAMAHINGA
5.1 STATUTORY DIRECTIONS TE ARONGA A TURE
To provide a planning framework that necessary during the preparation of the recognises the recovery needs of the Port next generation of plans. and enables the necessary activities to To the extent that any direction refers occur in an integrated, timely and efficient to amendments to the proposed manner, amendments to existing statutory Christchurch Replacement District Plan, documents are necessary. that direction shall be deemed to apply to The Lyttelton Port Recovery Plan the operative Christchurch Replacement addresses this through amendments to District Plan if the status of that document the following Resource Management Act changes to become operative. 1991 documents: REQUEST TO MINISTER FOR CER • Canterbury Regional Policy Statement TO EXERCISE POWERS UNDER • Regional Coastal Environment Plan for SECTION 27 OF THE CER ACT the Canterbury Region Under Section 24 (1) (a) and (b) a recovery plan can only direct amendments to an • Proposed Christchurch Replacement RMA document to include or remove District Plan any objectives, policies and methods • Banks Peninsula District Plan in a district plan. It may also amend an RMA document to change or vary any • Proposed Canterbury Land and Water objectives, policies, or methods to give Regional Plan effect to provisions of the recovery plan • Proposed Canterbury Air Regional Plan but this must be done in accordance with a public process determined by the In developing the amendments to Minister under Section 24 (3). these RMA documents, Environment Canterbury has focused on the Port’s In some of the RMA documents that recovery in the immediate to medium are being amended there are existing term (up to 10 years, as the approximate explanations and reasons, or explanations life of an RMA plan). It is recognised that and reasons are required. Where the Port’s recovery will extend beyond necessary, Appendices 2 to 7 include this timeframe and further consideration proposed amendments to explanations of the Port’s recovery needs is likely to be and reasons in addition to objectives, policies, and methods. A request will therefore be made for the inserted into the Canterbury Regional Minister for CER to exercise powers Policy Statement. Chapter 6 uses an under section 27 of that Act to insert any RMA framework to enable recovery explanations and reasons included in of greater Christchurch by providing the appendices because these changes a clear policy framework to guide the are necessary as a result of the other rebuilding and development of the area. changes directed by the Recovery Plan. This includes the integration of land use with infrastructure and recognises the strategic infrastructure role of Lyttelton 5.1.1 CANTERBURY Port in supporting greater Christchurch’s REGIONAL POLICY recovery and economy. No amendments are necessary to this chapter. STATEMENT Chapter 8 – The Coastal Environment A Regional Policy Statement is the will be amended to adequately recognise highest-order local planning document the importance of the recovery of prepared under the RMA. District and Lyttelton Port in the context of the coastal regional plans must give effect to the environment. This amendment adds a relevant Regional Policy Statement. The clause to Policy 8.3.6 to explicitly include Canterbury Regional Policy Statement the recovery of the Port as a consideration became operative on 15 January 2013. for regionally significant infrastructure in the coastal environment, as well as The Port of Lyttelton is recognised recognising that the recovery of Lyttelton as strategic infrastructure under the Port includes the development of a Canterbury Regional Policy Statement. container terminal on up to 37 hectares of In December 2013 the Minister for CER reclaimed land in Te Awaparahi Bay. This directed that Chapter 6 – Recovery and is consistent with the New Zealand Coastal Rebuilding of Greater Christchurch, be Policy Statement Policy 9.
ACTION 1: RECOVERY FRAMEWORK – CANTERBURY REGIONAL POLICY STATEMENT
Environment Canterbury is directed, pursuant to sections To be completed 24(1)(a) and 24(1)(b) of the CER Act, to amend the objectives, within two weeks policies, and methods of the Canterbury Regional Policy of Gazettal of this Statement in accordance with Appendix 2. Recovery Plan
Goals: 1, 4, 5
Preliminary Draft Lyttelton Port Recovery Plan 71 5.1.2 REGIONAL The complete set of amendments to the RCEP that will be directed by this COASTAL Recovery Plan is contained in Appendix 3. ENVIRONMENT PLAN FOR THE NEW CHAPTER: CANTERBURY REGION LYTTELTON PORT OF CHRISTCHURCH The use and development of land in the To create a recovery framework coastal marine area is managed by the that enables the repair, rebuild and provisions of the RCEP, prepared under reconfiguration of Lyttelton Port while the RMA. The Coastal Marine Area is the appropriately managing adverse effects foreshore, seabed and coastal water, and on the environment, a new chapter will be the air space above the water between inserted into the RCEP entitled Chapter the outer limits of the territorial sea (12 10 – Lyttelton Port of Christchurch. nautical miles) and the line of Mean High Chapter 10 provides certainty and clarity Water Springs (MHWS). Under section 24 in the planning framework by addressing of the CER Act 2011, this Recovery Plan the recovery of Lyttelton Port in a single may direct Environment Canterbury to chapter. There will also be changes to make amendments to the RCEP (among the boundary of the operational area of other statutory documents). Lyttelton Port, planning maps, definitions and ship-turning basins to allow and some of the existing chapters of access for larger vessels with the RCEP. deeper draughts
The objectives, policies and methods 4. Maintenance dredging and the in the new chapter will deal with the deposition of dredged seabed erection, maintenance or demolition of material, associated with maintaining structures; the disturbance or deposition the Main Navigation Channel, berth of sediment in, on or under the foreshore pocket and ship-turning basins or seabed; the reclamation of land; 5. A new cruise ship berth, associated occupation and use; and the discharge of wharf structure, berth pocket and contaminants during recovery activities. ship-turning basin These provisions apply to the following specific recovery projects within the 6. The erection of a new floating wharf operational area of Lyttelton Port: marina in Dampier Bay 1. The repair of structures, including wharf structures in the Inner Harbour WHARF STRUCTURES IN and Cashin Quay THE INNER HARBOUR AND 2. The reclamation of land in Te CASHIN QUAY Awaparahi Bay for a new container The Lyttelton Port Recovery Plan directs terminal, including the erection of amendments to the RCEP to retain the wharf structures and any associated current enabling rule framework within disturbance and deposition in, on, the Inner Harbour and Cashin Quay under or over the bed of the foreshore with respect to the repair, rebuild, or or seabed during construction, as well demolition of wharf structures. These as berth pockets for ships activities will be permitted activities. The 3. Dredging to deepen the Main construction of a new floating marina in Navigation Channel, berth pockets, Dampier Bay will also be permitted.
Preliminary Draft Lyttelton Port Recovery Plan 73
RECLAMATION The deposition of material that is dredged from the Main Navigation Channel as The construction of a reclamation of part of the Capital Dredging Programme up to 27 hectares—in addition to the to deepen and widen the channel will 10 hectares already being reclaimed - continue to be a discretionary activity. in Te Awaparahi Bay, will be enabled as a controlled activity, with public notification. Other activities associated CRUISE SHIP BERTH with the reclamation, including the The development of a cruise ship wharf erection of wharf structures, dredging structure either adjacent to Gladstone to create a berth pocket adjacent to Pier or on the southern side of Naval any wharves and any disturbance of the Point is provided for as either a permitted foreshore or seabed during construction (Gladstone Pier) or controlled (Naval Point) of the reclamation will also be controlled activity. At Naval Point, any disturbance activities also with public notification. to the foreshore or seabed to construct a wharf structure and to create an adjacent DREDGING berth pocket and swing basin for cruise ships is also a controlled activity. Without Maintenance dredging, undertaken to the proposed amendments to the RCEP, maintain the existing main navigation these activities and any associated works channel, and turning basins and berth would be discretionary. pockets adjacent to wharf structures in the Inner Harbour and Cashin Quay, will To enable access of larger vessels with continue to be a permitted activity. deeper draughts to a possible cruise ship berth adjacent to Naval Point and the Dredging to establish new berth pockets proposed Te Awaparahi Bay reclamation, adjacent to a possible cruise ship berth the Lyttelton Port Recovery Plan directs at Naval Point and adjacent to wharves that the boundary of the operational at the reclamation will be controlled area of Lyttelton Port be amended to activities, with public notification. enlarge the operational area. The map coordinates of the new boundary are Dredging to deepen and widen the main outlined in the proposed amendments navigation channel to accommodate to Schedule 5.11.1 and are shown on larger vessels with deeper draughts Planning Map 5.1 in Appendix 3. will be provided for as a restricted discretionary activity. DAMPIER BAY MARINA Of particular concern to the community is how and where dredged spoil is The Lyttelton Port Recovery Plan directs disposed. The Recovery Plan addresses that the erection of new wharf structures the disposal of seabed material at the in the Inner Harbour, which includes a Spoil Dumping Grounds that is removed new floating wharf marina for private from the Inner Harbour and alongside vessels in Dampier Bay, will be provided Cashin Quay, or removed during for as a permitted activity. maintenance dredging, as a restricted discretionary activity. There is provision in the rules for material dredged from the Inner Harbour to be assessed to ensure that contaminated material is not disposed at the Spoil Dumping Grounds.
Preliminary Draft Lyttelton Port Recovery Plan 75 AMENDMENTS TO in the proposed Chapter 10 that deal with CHAPTER 7 the erection, placement, reconstruction, alteration, extension, removal or Chapter 7 deals with coastal water demolition of wharf structures on the quality. While the Lyttelton Port Recovery foreshore or seabed, and any associated Plan directs that the new Chapter 10 of disturbance or deposition for activities the RCEP is to include rules that deal required for the recovery of Lyttelton specifically with water quality during the Port. Minor amendments are proposed to construction phase of the Port’s recovery, the existing rules in Chapter 8 to ensure the existing objectives, policies and rules that rules covering those activities do in Chapter 7 will continue to apply unless not apply within the operational area of explicitly excluded from applying within the Lyttelton Port. For activities that are not operational area of Lyttelton Port. Minor for recovery purposes, the existing rules amendments to the rules in this chapter will apply. The objectives and policies of are proposed so that it is clear what does this chapter are still applicable, unless and does not apply to Lyttelton Port. specifically excluded.
The Lyttelton Port Recovery Plan AMENDMENTS TO directs new definitions to be inserted CHAPTER 8 into the RCEP that provide clarity for interpretation, especially in regard to port Chapter 8 deals with activities and activities, wharf structures, dredge spoil occupation in the coastal marine area. and dredging. Amendments are proposed The Lyttelton Port Recovery Plan directs to the existing definitions of pile mooring changes to Chapter 8 as well as new rules area and structure.
ACTION 2: RECOVERY FRAMEWORK – REGIONAL COASTAL ENVIRONMENT PLAN FOR THE CANTERBURY REGION
Environment Canterbury is directed, pursuant to sections 24(1) To be completed (a) and 24(1)(b) of the CER Act, to amend the objectives, policies, within two weeks and methods of the Regional Coastal Environment Plan for the of Gazettal of this Canterbury Region in accordance with Appendix 3. Recovery Plan
Goals: 1, 2, 3d, 4, 5,
5.1.3 PROPOSED the Resource Management Act 1991. The Banks Peninsula District Plan is CHRISTCHURCH currently under review and in future the REPLACEMENT use and development of land within and adjoining the Port will be managed by the DISTRICT PLAN provisions of the proposed Christchurch Replacement District Plan. Under section The use and development of land 24 of the CER Act 2011, this Recovery within and adjoining Lyttelton Port is Plan may direct Christchurch City currently managed by the provisions Council to make amendments to both the of Christchurch City Council’s Banks existing Banks Peninsula and proposed Peninsula District Plan, prepared under Christchurch Replacement District Plans. landing areas close to adjoining zones. This provision is identical The complete set of amendments to be to the existing helicopter facilities made is contained in Appendices 4 and 5. rule in the Banks Peninsula District Further consideration of the Port’s Plan and is transferred into the new recovery needs is likely to be necessary Specific Purpose (Lyttelton Port) Zone during the preparation of the next District provisions for consistency. Plan, anticipated to occur around 2026. • The second activity is the location The Recovery Plan sets out the statutory (or relocation) of any public transport directions considered necessary to enable facilities associated with a passenger recovery of the Port’s operations, as well as ferry terminal in the western part of the the realisation of opportunities to enhance Inner Harbour, prior to the opening of public access to the waterfront and to Sutton Quay for public vehicle access. activate and vitalise the Dampier Bay area. This provision is neither enabling nor disenabling of the ferry terminal’s The intention in preparing these relocation, but seeks to discourage its amendments has been to retain the relocation before an appropriate public relatively enabling rule framework of the access route is provided. current Banks Peninsula District Plan, as far as appropriate. To that end, many port operational activities are permitted ENABLING PORT within the Specific Purpose (Lyttelton OPERATIONS DURING Port) Zone. Permitted activities comply RECOVERY with the rules in the District Plan and do The Recovery Plan provides a framework not require resource consents. A number for recovery of the Port, particularly to of controlled activities are also provided enable activities necessary to repair, for. Consent must be granted for these rebuild and reconfigure its facilities. activities but Christchurch City Council is To provide for this, port activities are entitled to impose conditions. permitted across the entire Specific A number of new restricted discretionary Purpose (Lyttelton Port) Zone, with the activities are also identified. These are exception of an identified Quarry Area. activities that are considered desirable This is consistent with the existing but require some assessment by the provisions of the Banks Peninsula District Christchurch City Council before it grants Plan and the approach is essential to consent. In most instances that assessment support the Port’s recovery. The area is restricted to specific matters identified in of the zone generally coincides with the District Plan. Restricted discretionary the existing Port Zone, except that the status has been applied primarily to the Gollans Bay Quarry Area owned by LPC development of non-port activities in the is now included in the zone. Dampier Bay area, including provision The definition of port activities provided of public open space, any new public is similar to that currently contained in transport facilities and the opening of the Banks Peninsula District Plan. Port Sutton Quay to public vehicle access. Two activities are defined as including a wide non-complying activities are established by range of cargo- and passenger-related these amendments. matters, maintenance and repair, marine- • The first relates to helicopter facilities related trade, industry, warehousing activity during night time hours and and distribution facilities. The definition
Preliminary Draft Lyttelton Port Recovery Plan 77 also includes recreational boating and Norwich Quay and the Specific Purpose associated facilities, as well as ancillary (Lyttelton Port) Zone. The Lyttelton administration, parking, landscaping etc. Master Plan indicates that this land is and provision for some ancillary food envisaged to remain as town centre zone, and beverage outlets (essentially staff with provision for commercial land uses. cafes). Port activities must comply with a In order to reflect the community’s desire range of built form standards, which are to retain town centre zoning over this discussed below. If they do not comply, land, as expressed in the Master Plan, they will require resource consent as a while also acknowledging the Port’s need restricted discretionary activity. to maximise available flat land through the recovery period, the Recovery Plan In the Quarry Area, some earthworks are retains the existing proposed Christchurch permitted to allow for minor sediment Replacement District Plan Commercial control and stabilisation works. Quarry zoning south of Norwich Quay. However, it activities themselves are a controlled introduces new rules into the commercial activity, to provide the Port with certainty zone, providing for port activities as that it can obtain the material it needs a permitted activity until 2026. It is for reclamation works, while ensuring envisaged that the next district plan review that the Council can impose conditions will reconsider these provisions, including in regard to slope stability, natural the Port’s flat land needs and recovery hazards, ecological management and site progress, and the town centre’s recovery. rehabilitation. With the scale of repair and rebuild As outlined in the Recovery Plan, activities anticipated in the Port over the maximising available flat land within next 10–20 years, one of the key effects the Port for port operational activities is on the community will be construction critical to recovery, particularly within the noise. The Recovery Plan acknowledges next 10 years as existing land and wharf that construction noise is an inevitable areas are temporarily (for repair or rebuild) and necessary effect if recovery is to or permanently retired from use, in occur. Rather than requiring resource advance of reclamation areas becoming consents for construction noise, the operational. An area of Commercial Recovery Plan seeks to manage it Banks Peninsula Zone is located on the through a framework of Construction south side of Norwich Quay, between Noise Management and Noise Mitigation plans. These methods will involve the mitigation processes. In respect of the existing Port Liaison Committee structure. Dampier Bay area, all non-port activities, including any bars and restaurants, will MANAGING ADVERSE be subject to compliance with noise standards that are measured at residential EFFECTS OF THE PORT ON and commercial zone boundaries. THE ENVIRONMENT Existing height limits across the zone have The Recovery Plan seeks to address generally been retained as per existing this goal by continuing to implement Banks Peninsula District Plan rules, built environment standards that except that it has been clarified that height manage environmental effects including limits generally do not apply to container operational noise and light spill. Existing storage across much of the Port. A limit light spill rules have been carried through on container height has been applied for into the Specific Purpose (Lyttelton any containers fronting Norwich Quay, Port) Zone. Existing noise management consistent with height limits applied to provisions have been strengthened buildings in that location. Provision is also so that noise management plans and made for temporary container storage for mitigation plans are now required by a construction or noise mitigation purposes or rule, and annual reporting requirements where containers are in transit. The stacking have been introduced to improve the height for containers in other parts of the transparency of noise management and Port is otherwise constrained in practical
Preliminary Draft Lyttelton Port Recovery Plan 79 terms by the height of machinery available building design (if relevant) and transport. for manoeuvring them, wind loadings and The application would be processed operational efficiency requirements. without any requirements for written approvals, to expedite processing. If a The Port stores, uses and transports new public transport facility is established large amounts of hazardous substances in the western part of the Inner Harbour as part of its day-to-day operations, prior to the opening of Sutton Quay including storage within the ‘tank farm’. to public vehicular access, a resource Some damage has occurred to the Port’s consent for a non-complying activity is oil berth, transfer infrastructure and some required. The purpose of this rule is to bulk storage that will require permanent strongly discourage the relocation of the repairs or replacement as part of the passenger ferry terminal before safe and Port’s recovery. These uses are governed direct public access (vehicular, cycle and by compliance with the Building Act 2004 pedestrian) via Sutton Quay is provided. and the Hazardous Substances and New Organisms Act 1996, in addition to any District Plan provisions. The Recovery DAMPIER BAY Plan generally retains the existing The key community benefit enabled by the enabling rule framework for hazardous Recovery Plan is provision of a framework substances. The storage and handling to enable improved public access to the of fuels and bulk liquids within the ‘tank Dampier Bay area. A suite of new rules farm’ area, for example, is a controlled will govern the development of non-port activity regardless of the scale of storage. activity in this area. Resource consents will be required as a controlled activity TRANSPORT for every new or relocated building in the Dampier Bay area and as a restricted A new rule has been introduced requiring discretionary activity for any new public an integrated transport assessment to be amenities such as public open space provided as part of a resource consent and walkways. These rules will enable process prior to the opening of Sutton incremental development in Dampier Quay to public vehicle use. Sutton Quay is Bay to be considered for its design merit, intended to become the key access point adequacy of parking and quality of public for Dampier Bay when port operational space. The resource consents will not constraints on public access are removed. require written approvals and will be The new rule, which will require written processed as non-notified applications, to approval from the New Zealand Transport expedite processing and in recognition of Agency, will allow full consideration of the analysis and assessments that have the possible traffic effects, including already been undertaken in support of the pedestrian and cycle safety, public Dampier Bay development, through the transport and effects on Norwich Quay, Recovery Plan process. before Sutton Quay opens. The Recovery Plan provides a general A requirement has also been introduced framework for the development of for a resource consent, as a restricted Dampier Bay by introducing an Outline discretionary activity, for any new public Development Plan for the Bay and transport facilities. This rule is primarily requiring development to comply with it. It aimed at capturing any new ferry terminal includes requirements for new or retained transport interchange, with discretion landscaping, location of key pedestrian reserved for matters related to site layout, and vehicle routes and identification of a pedestrian promenade on the waterfront light of Dampier Bay development and the and key view shafts. While non- pace of town centre recovery. Museum compliance with the Outline Development and visitor information facilities are Plan is generally a restricted discretionary permitted without restriction within the activity, non-compliance with the location Dampier Bay area, as are port activities. of the pedestrian waterfront promenade and protection of the view shafts is a fully RECOGNITION AND discretionary activity, in recognition of the particular importance of those elements ADVANCEMENT OF NGĀI of the Outline Development Plan. TAHU VALUES
In respect of new non-port commercial The Recovery Plan introduces specific development, provision is made within recognition of Ngāi Tahu cultural values the Dampier Bay area of the zone. Careful into the Specific Purpose (Lyttelton consideration has been given to how Port) Zone chapter. This includes a much of this development is necessary requirement for consideration at a policy to enable recovery, in the sense of level of manawhenua cultural values enhancing recovery effects for the whole and similar considerations through rules community without undermining the and assessment matters applying to recovery of Lyttelton town centre. The Dampier Bay development. This will allow Recovery Plan enables some non-port consideration of matters such as whether commercial development to occur, but sufficient land is provided within the imposes limits on the type and scale of Dampier Bay landscaping areas to treat that development until 2026. At that point, stormwater runoff before it enters the the rules will need to be reconsidered in coastal marine area.
ACTION 3: RECOVERY FRAMEWORK – PROPOSED CHRISTCHURCH REPLACEMENT DISTRICT PLAN
Christchurch City Council is directed, pursuant to section To be completed 24(1)(a) and 24(1)(b) of the CER Act, to amend the objectives, within two weeks policies, and methods of the proposed Christchurch of Gazettal of this Replacement District Plan in accordance with Appendix 4. Recovery Plan
Goals: 1, 2, 3a, 3b, 3c, 5, 6, 7b
5.1.4 BANKS PENINSULA continue to apply. DISTRICT PLAN Rules that apply outside the Port Zone but that address reverse sensitivity effects on Amendments are required to the Banks the Port Zone, such as the Port Influences Peninsula District Plan to provide Overlay Area, will remain operative in the consistency with the new Specific Banks Peninsula District Plan as these Purpose (Lyttelton Port) Zone provisions. rules are not being changed by the Specific This will include removing most existing Purpose (Lyttelton Port) Zone provisions. rules applying to the Port Zone, except, for example, heritage rules which will Amendments will also be required to the Banks Peninsula District Plan maps to
Preliminary Draft Lyttelton Port Recovery Plan 81 amend the Port Zone boundaries so that The complete set of amendments to be they are consistent with the boundaries of made operative is contained in Appendix 5. the Specific Purpose (Lyttelton Port) Zone.
ACTION 4: RECOVERY FRAMEWORK – BANKS PENINSULA DISTRICT PLAN
Christchurch City Council is directed, pursuant to section To be completed 24(1)(a) and 24(1)(b) of the CER Act, to amend the objectives, within two weeks policies, and methods, of the Banks Peninsula District Plan in of Gazettal of this accordance with Appendix 5. Recovery Plan
Goal: 1
5.1.5 PROPOSED excavation and/or deposition of material. Discharges of stormwater will result and CANTERBURY LAND dewatering may be required to complete AND WATER REGIONAL some projects. PLAN Resource consents are likely to be required under the proposed Land Amendments are required to the proposed and Water Regional Plan for activities Canterbury Land and Water Regional Plan associated with these projects, as they to provide for the operation of the existing are arguably considered as semi-confined Gollans Bay Quarry and for earthworks or unconfined aquifers. The intent of on the Port’s flat operational land. The these provisions in the proposed Land complete set of amendments to be made and Water Regional Plan is to protect operative is contained in Appendix 6. potable groundwater supplies. These values are absent from groundwater in LPC has a current resource consent to the vicinity of the Port. extract rock from a larger area at the Gollans Bay Quarry for use in the existing This Recovery Plan provides for earthworks 10-hectare reclamation. It intends to use and associated discharges as permitted this larger area for wider recovery projects, activities, with appropriate conditions, including the larger reclamation, and for in all areas except the liquid fuel storage the rebuilding of seawalls. The existing area at Naval Point. This latter area is haul road from the Port’s operational area known to have subsurface hydrocarbon to the Gollans Bay Quarry requires minor contamination, and there is the potential realignment and widening so that rock for contaminants to be mobilised by can be carried from the quarry to the Te earthworks or associated discharges. Awaparahi Bay reclamation. Earthworks and discharge activities in this area are therefore classified as restricted Construction and repair projects in the discretionary activities. Port’s operational area will often require ACTION 5: RECOVERY FRAMEWORK – PROPOSED CANTERBURY LAND AND WATER REGIONAL PLAN
Environment Canterbury is directed, pursuant to section 24(1) To be completed (a) and 24(1)(b) of the CER Act, to amend the objectives, within two weeks policies, and methods, of the proposed Canterbury Land and of Gazettal of this Water Regional Plan in accordance with Appendix 6. Recovery Plan
Goals: 1, 5
5.1.6 PROPOSED discretionary activity under Rule 7.29, with discretion limited to the contents of a CANTERBURY AIR dust management plan, the factors used REGIONAL PLAN to assess dust impacts, and the matters for control set out in General Rule 7.2. A Amendments are required to the new controlled activity rule is proposed proposed Canterbury Air Regional Plan to deal specifically with the discharge to provide for dust emissions associated of dust associated with the recovery with the recovery of Lyttelton Port. of Lyttelton Port. The complete set of Without the proposed amendments, amendments to be made operative is the discharge of dust from industrial or contained in Appendix 7. trade premises would be a restricted
ACTION 6: RECOVERY FRAMEWORK – PROPOSED CANTERBURY AIR REGIONAL PLAN
Environment Canterbury is directed, pursuant to section 24(1) To be completed (a) and 24(1)(b) of the CER Act, to amend methods in the within two weeks proposed Canterbury Air Regional Plan in accordance with of Gazettal of this Appendix 7. Recovery Plan
Goals: 1, 5
5.2 OTHER ACTIONS ETAHI ATU ARONGA
These actions are not statutory directions, but record the commitment of the parties reached as part of the development of this Recovery Plan.
Preliminary Draft Lyttelton Port Recovery Plan 83 5.2.1 DEVELOPMENT about Whakaraupō/Lyttelton Harbour and making it available to all through AND IMPLEMENTATION a comprehensive monitoring and OF INTEGRATED reporting programme MANAGEMENT PLAN • Identifying critical gaps in knowledge, FOR WHAKARAUPŌ/ and filling these LYTTELTON HARBOUR • Prioritising and implementing actions to improve the health of the harbour, An integrated approach to the with a particular focus on improving management of the Whakaraupō/Lyttelton mahinga kai Harbour catchment and marine area has It will draw on work that has already been been discussed for some years. It has done, and priorities identified, in existing been raised again during the development documents, including the Mahaanui Iwi of this Recovery Plan as a way of Management Plan. addressing the wider issues relating to the health of the harbour that are beyond the In order to get this initiative underway, geographical scope of this Recovery Plan. Environment Canterbury will facilitate agreement on the organisational and Environment Canterbury, LPC, Te Hapū governance structure under which the o Ngāti Wheke and Te Rūnanga o Ngāi management plan will be developed. Tahu are committed to working together Manawhenua leadership of this initiative to develop an integrated management will be actively explored. Environment plan for Whakaraupō/Lyttelton Harbour. Canterbury will make funding available Other organisations with an interest in the for the development of the Whakaraupō/ health of the harbour will also be invited Lyttelton Harbour management plan to participate, including community through its 2015-18 Long-Term Plan. organisations. This initiative will focus on: LPC has committed to matching • Bringing together existing knowledge Environment Canterbury’s funding support.
ACTION 7: WHAKARAUPŌ/LYTTELTON HARBOUR MANAGEMENT PLAN
Environment Canterbury, LPC, Te Hapū o Ngāti Wheke and By December 2015 Te Rūnanga o Ngāi Tahu will agree on an organisational and governance structure, and process, for developing an integrated management plan for Whakaraupō/Lyttelton Harbour.
Lead agency: Environment Canterbury
Goal: 2 5.2.2 TRANSPORT between Lyttelton Port and the local transport network in Lyttelton. The NETWORK partners will use the context information in the Integrated Transport Assessment The agencies involved have agreed to supplied with the LPC information the development of a Memorandum package, monitoring information on the of Understanding to formally set out State Highway and local networks, and the principles of how Christchurch City any new and relevant integrated traffic Council, Environment Canterbury, New assessment, to identify issues that Zealand Transport Agency, LPC and must be addressed. They will then work KiwiRail will work together to ensure the together to agree on solutions and to provision of a transport network that identify and secure the funding required. supports recovery while maintaining high-quality, safe and efficient transport A particular priority will be on ensuring solutions for users. provision of quality connections from the redeveloped Dampier Bay onto the road The primary focus of the Memorandum of network. Understanding will be on the interactions
ACTION 8: TRANSPORT NETWORK – MEMORANDUM OF UNDERSTANDING
New Zealand Transport Agency, Environment Canterbury, Memorandum of Christchurch City Council, KiwiRail and Lyttelton Port Understanding to Company Ltd will sign a Memorandum of Understanding be signed within stating how the parties will work together to ensure the three months of provision of a transport network that supports recovery the approval of while maintaining safe and efficient transport solutions the Lyttelton Port for users. Recovery Plan
A schedule of upgrades will be developed and how costs By December 2016 are to be met will be agreed.
The Schedule shall include confirmation of the appropriate interim upgrades to Norwich Quay, as set out in Action 9.
Lead agency: New Zealand Transport Agency
Goals: 3a, 5, 7a, 7b
To provide for safe, convenient and direct to work together to achieve this upgrade. access to Dampier Bay, the pedestrian and This agreement will provide for any interim cycle facilities across and along Norwich works ahead of the more comprehensive Quay need to be upgraded. Action 9 sets implementation programme developed out the agreement for various agencies through Action 8 above.
Preliminary Draft Lyttelton Port Recovery Plan 85 ACTION 9: TRANSPORT NETWORK – NORWICH QUAY
New Zealand Transport Agency, Christchurch Required upgrades to be City Council and Lyttelton Port Company Ltd will confirmed by December 2016 confirm via the Memorandum of Understanding Pedestrian facility across required by Action 8, the appropriate upgrades Norwich Quay to be for the provision of freight, pedestrian and cyclist completed by December 2020 access along and across Norwich Quay. This will or prior to the opening of include the staging of works and how costs are Sutton Quay for public access to be met, and will include the provision of a new to Dampier Bay, whichever pedestrian facility across Norwich Quay. occurs first Lead agency: New Zealand Transport Agency
Goals: 3a, 5, 7a, 7b
5.2.3 DAMPIER BAY at Dampier Bay is to be secured in perpetuity through an agreement between PUBLIC ACCESS LPC, Christchurch City Council and Environment Canterbury. Improved public access to the waterfront
ACTION 10: DAMPIER BAY PUBLIC ACCESS
Lyttelton Port Company Limited will enter into a legally binding Access agreement agreement with Christchurch City Council and Environment to be signed by Canterbury to: (1) provide safe, convenient, high-amenity all parties within public access in perpetuity to and along the waterfront at three months of Dampier Bay; and (2) ensure access along the waterfront at the approval of Dampier Bay will connect to Norwich Quay at the northeastern the Lyttelton Port end and Godley Quay at the southwestern end. Recovery Plan
This arrangement shall ensure provision of a legally-binding The legally binding instrument such as an esplanade strip, access strip or instrument shall be equivalent, with an easement, right-of-way or equivalent linking implemented by the waterfront to public roads. July 2021, unless a variation is agreed Lead agency: Environment Canterbury between the parties
Goals: 3a, 3b, 3c Preliminary Draft Lyttelton Port Recovery Plan 87 6 FUNDING TAHUA
The Minister’s Direction for the implications and indicative sources of development of the Lyttelton Port funding for the Lyttelton Port Recovery Recovery Plan requires that a statement Plan. It includes some potential projects on possible funding implications and that require further investigation before sources of funding is provided. Table decisions are made. 2 below sets out the expected funding
TABLE 2: EXPECTED FUNDING IMPLICATIONS AND SOURCES OF FUNDING
Activity requiring funding Source of Level of funding funding required, where known
1. The rebuild, repair and reconfiguration of LPC Approximately Lyttelton Port within the operational area of $900m. LPC
2. Dampier a. Dampier Bay Marina LPC Bay upgrade, potential expansion and associated onshore facilities
b. Publicly accessible LPC waterfront promenade
c. Potential relocated ferry LPC terminal
d. Potential relocated public LPC, transport infrastructure Environment Canterbury and CCC
e. Commercial development LPC and private development partner
f. Adequate parking LPC
3. Naval Point recreational assets CCC 4. Transport a. To ensure that NZTA, CCC, network pedestrians, cyclists, LPC upgrades buses and private vehicles (within can easily and safely Lyttelton) access the redeveloped, publicly accessible area at Dampier Bay
b. To ensure that road and NZTA, CCC, rail freight continues LPC, KiwiRail to have safe, effective and efficient access to Lyttelton Port
5. Cruise ship berth LPC and Approximately development $40m total. Infrastructure and facilities for cruise ships partners
LPC seeking approximately half from third party.
6. Integrated management plan for Environment Environment Whakaraupō/Lyttelton Harbour Canterbury, Canterbury LPC and other funding to parties to be support the confirmed development and implementation of the management plan will be confirmed in its Long-Term Plan for 2015-18. LPC has committed to matching Environment Canterbury’s funding.
Further funding will be sought from other parties.
Note: CCC = Christchurch City Council; LPC = Lyttelton Port Company; NZTA = New Zealand Transport Agency
Preliminary Draft Lyttelton Port Recovery Plan 89 7 MONITORING AROTURUKI
The statutory directions in the Lyttelton Port Recovery Plan insert provisions into Resource Management Act 1991 documents necessary to ensure the recovery of Lyttelton Port, in accordance with the purposes of the CER Act, and to achieve the vision and goals of the Recovery Plan.
Under section 35 of the RMA, every local authority has a duty to monitor the efficiency and effectiveness of policies, rules, or other methods in its policy statement or its plan, and the exercise of resource consents that have effect in its region or district.
The provisions inserted into the RMA documents by the Lyttelton Port Recovery Plan will be subject to these requirements, and therefore will be monitored for their efficiency and effectiveness in line with normal practice. The exercise of any resource consents granted under these provisions will also be monitored.
In addition, Environment Canterbury will liaise with the agencies with responsibilities for actions under this Recovery Plan, and report every six months to the Recovery Strategy Advisory Committee, or its successor, on progress with the implementation of the Lyttelton Port Recovery Plan.
A major focus of Action 7—the integrated management plan for Whakaraupō/Lyttelton Harbour—is monitoring and reporting on the health of the harbour. How this is to be done will be confirmed as the approach to the development of this plan is agreed. GLOSSARY OF TERMS AND ABBREVIATIONS PAPAKUPU O NGĀ KUPU KUA WHAKARAPOPOTIA
CCC Christchurch City Council
CEMP Construction Environmental Management Plan
CER Act Canterbury Earthquake Recovery Act 2011
CERA Canterbury Earthquake Recovery Authority
hapū Sub tribe, clan, section of a large tribe
LPC Lyttelton Port Company Limited
mahinga kai Food and places for obtaining natural foods and resources. The work (mahi), methods and cultural activities involved in obtaining foods and resources.
mana moana Traditional authority over the sea and lakes
manawhenua Traditional/customary authority or title over land and the rights of ownership and control of usage on the land, forests rivers etc. Also the land area (and boundaries - rohe) within which such authority is held.
mātaitai Traditional fishing area
Minister for CER Minister for Canterbury Earthquake Recovery
RCEP Regional Coastal Environment Plan for the Canterbury Region
RMA Resource Management Act 1991
takiwā Tribal or hapū district, or area
tangata whenua In relation to a particular area, means the iwi, or hapū that holds mana whenua over that area. Local people of the land.
TEU Twenty-foot Equivalent Units
waka ama Outrigger canoe
Preliminary Draft Lyttelton Port Recovery Plan 91 APPENDICES HE ĀPITIHANGA
Appendix 1 Method for reviewing and incorporating LPC’s technical information
Appendix 2 Amendments to the Canterbury Regional Policy Statement
Appendix 3 Amendments to Regional Coastal Environment Plan for the Canterbury Region
Appendix 4 Amendments to Proposed Christchurch Replacement District Plan
Appendix 5 Amendments to the Banks Peninsula District Plan
Appendix 6 Amendments to the proposed Canterbury Land and Water Regional Plan
Appendix 7 Amendments to the proposed Canterbury Air Regional Plan OFFICE USE ONLY
SUBMISSION FORM TUKUNA MAI ŌU WHAKAARO
Submitter ID: File No: EQR/LPRP/6 This is where you can have your say. It’s easy to do: just fill in the form and post it to us using the Freepost number below.
SUBMISSIONS ON THE PRELIMINARY DRAFT LYTTELTON PORT RECOVERY PLAN – a publicly notified preliminary draft Recovery Plan under clause 6.10.1 of the Minister for Canterbury Earthquake Recovery’s direction to develop a Lyttelton Port Recovery Plan under section 16(4) of the Canterbury Earthquake Recovery Act 2011 (gazetted 19 June 2014).
RETURN YOUR SIGNED SUBMISSION BY 5.00PM, MONDAY 11 MAY 2015:
YOU MAY SEND YOUR SUBMISSION: By mail (no stamp required): Freepost 1201, Submission on Lyttelton Port Recovery Plan, Environment Canterbury, PO Box 345, Christchurch 8140 Online: Use the online form provided on our website www.ecan.govt.nz/port By email with the form attached to: [email protected]
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Preliminary Draft Lyttelton Port Recovery Plan 93 SUBMISSION FORM CONTINUED TUKUNA MAI ŌU WHAKAARO
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(1) The specific provisions of the preliminary (2) My submission is that: (State concisely whether (3) I seek the following changes to the preliminary draft Lyttelton Port Recovery plan that my you support or oppose each separate provision draft Lyttelton Port Recovery Plan: (Please give submission relates to are: (Specify page number being submitted on, or wish to have amendments precise details for each provision. The more and subsection numbering for each separate made and the reasons for your views). specific you can be the easier it will be for the provision). hearing panel to understand your concerns).
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