Restoration Work, General (Coastal Route)

Transcription

1 Application for Resource Consents: Restoration Work, General (Coastal Route) Report prepared for: New Zealand Transport Agency and KiwiRail Holdings Ltd Report prepared by: North Canterbury Transport Infrastructure Recovery (NCTIR) Date: March 2017

2

3 i Table of contents 1 Introduction Background Purpose of this report Applicants and scope Brief overview of the activities Applications for resource consents and consent duration Other approvals required Scope and structure of this AEE 5 2 The Hurunui/Kaikōura Earthquakes Recovery (Coastal Route and Other Matters) Order Overview Scope and definitions The Agency Coastal route Restoration work Emergency works Controlled activity status and non-notification Content of this application Timeframes Stakeholder input Conditions of consent 9 3 A: Broad description of the restoration work: Overview and General Overview of restoration work General matters applying to all restoration work Construction duration and hours of work Plant and machinery Temporary access Geotechnical investigations Contaminated material Hazardous substances storage and distribution Erosion and sediment control Construction Environmental Management Plan (CEMP) Taking of water Discharges to water, land and air Stormwater management General structural repairs and replacement 14 3 B: Broad description of the restoration work: Joint NZ Transport Agency and KiwiRail Overview Temporary stockpile sites Permanent disposal sites Hapuku Lodge Waipapa / Reader site Temporary concrete batching plants General Clarence site Hapuku site Temporary screening and crushing plants 23

4 ii 3.6 Hapuku helicopter landing area 23 3 C: Broad description of the restoration work: KiwiRail only Overview Bridge works Coastal protection works Tunnels Oaro Crossing Loop Slope, embankment, culvert, riverbank and shingle fan works 28 4 Broad description of the site Coastal route: geophysical setting Existing transport infrastructure on the coastal route Social and economic environment Conservation estate and reserves Contaminated land Coastal processes Ecology Landscape and visual values Archaeology values Cultural values 32 5 Desktop assessment of the potential effects of the activity Positive effects General construction effects Effects on coastal processes Construction effects Long term effects Effects on ecology and freshwater Effects on landscape and visual values Effects on archaeology Effects on cultural values 36 6 Conditions of consent Schedule 1 of the OIC General amendments previously agreed Stormwater discharge Cleanfill 39 7 Information sharing and consultation 40 8 Conclusion 41 Appendix A: Appendix B: Appendix C: Appendix D: Consent application form KiwiRail drawings Technical reports Resource consent conditions

5 1 1 Introduction 1.1 Background On 14 November 2016, a magnitude 7.8 earthquake with an epicentre located northeast of Culverden, and subsequent aftershocks, caused significant damage to land, buildings, and infrastructure across the upper South Island and lower North Island. In the Kaikōura and North Canterbury area, significant damage occurred to the Main North Line (MNL) and State Highway 1 (SH1) and related infrastructure, respectively managed by KiwiRail Holdings Limited and the NZ Transport Agency. The damage has resulted in access being severed across large sections of these networks. In response, the New Zealand Government passed a suite of special legislation to enable the restoration and recovery of the area. This includes the Hurunui/Kaikōura Earthquakes Recovery (Coastal Route and Other Matters) Order 2016 (OIC), which among other things modifies the Resource Management Act 1991 (RMA) to ensure that resource consents for restoration work are granted in an efficient and expedient manner. To date, the NZ Transport Agency and KiwiRail have already obtained three suites of resource consents for restoration work on the coastal route, as identified in Table 1 below. Table 1 Coastal route resource consents already obtained by the NZ Transport Agency and KiwiRail Canterbury Regional Council Kaikōura District Council Marlborough District Council Hurunui District Council NZ Transport Agency Site 2 (Irongate Stream), Site 6 (Ohau Point) and Site 7 (north of Ohau Point) Kaikōura North CRC CRC CRC CRC LU n/a n/a LU n/a n/a Kaikōura South KiwiRail Holdings Limited Kaikōura North CRC CRC CRC CRC LU n/a n/a LU U n/a Kaikōura South CRC CRC LU n/a RC Purpose of this report This report supports applications for resource consents, under the RMA as modified by the OIC, for restoration work on the coastal route that has not previously been authorised through the consents identified in Table 1 above. The scope of work subject to the current applications has only been developed during the period in which the consents in Table 1 were processed and approved. The applications are being made to Canterbury Regional Council (CRC), Marlborough District Council (MDC), Kaikōura District Council (KDC) and Hurunui District Council (HDC).

6 2 Clause 7 of the OIC modifies Section 88 of the RMA ( Making an application ) by limiting the information requirements to broad details and desktop assessments. This report contains the information required by Clause 7 of the OIC. Further details on the OIC and related process are discussed in Section 2 of this report. 1.3 Applicants and scope Under the OIC, and as referenced throughout this document, the NZ Transport Agency and KiwiRail are collectively referred to as the Agency. However, for the purposes of making resource consent applications, each organisation needs to make separate applications relevant to the scope of works in question. The scope of work relevant to each organisation, as subject to these applications, is identified in Section 3. This report has been prepared by the North Canterbury Transport Infrastructure Recovery Alliance (NCTIR). NCTIR is the delivery agency tasked with restoring the transport infrastructure on behalf of the Agency. The alliance is made up of the NZ Transport Agency, KiwiRail, Fulton Hogan, Downer, Higgins and HEB Construction. 1.4 Brief overview of the activities This application seeks to authorise the following restoration work 1 : Temporary cleanfill stockpile sites; Permanent cleanfill disposal sites; Temporary concrete batching plants; Temporary crushing and screening plants; Hapuku helicopter landing site; KiwiRail bridge and seawall repairs and maintenance; and KiwiRail resilience projects. The sites occur throughout the full length of the coastal route, as defined in Figure 1 in Section 2 of this report. The specific locations of the sites are discussed in Section Applications for resource consents and consent duration Tables 2 and 3 on the following pages identify the resource consents sought by the NZ Transport Agency and KiwiRail. For each consent sought, the tables identify the duration requested pursuant to Section 123 of the RMA along with reasons. In broad terms, durations are sought as follows: Unlimited for land use consents under Section 9 of the RMA, in accordance with Section 123(b) of the RMA; 15 years for those resource consents relating to the initial construction works and structures, and ongoing maintenance and operation of those works and structures (including reconstruction in the event that is required, and stormwater discharges from the operational footprint); and 35 years - for the occupation and use of permanent structures in river beds (e.g. bridges) and the coastal marine area (e.g. seawalls), where the Agency requires long-term certainty for the significant capital investment made. In all instances the Agency acknowledges that the resource consents sought are only for activities that are necessary or desirable to undertake because of or in connection with the Hurunui/Kaikōura earthquakes. Condition 1 in Schedule 1 of the OIC, which will apply to the 1 Restoration work is defined in the OIC and further discussed in Section of this report.

7 3 consents granted, is clear in this regard. At no point in the future will the resource consents be used for any projects which are unrelated to the earthquakes. Notwithstanding the durations sought, it is likely the NZ Transport Agency and KiwiRail will at some point following completion of the restoration work, and prior to expiry of the consents, revisit and rationalise the suites of consents. A decision has yet to be made around the timing of this process. Table 2 Resource consents sought by the NZ Transport Agency: Oaro to Clarence River Activities Activity status Consent authorities Duration sought Comment on duration Section 9 Land Use Restoration works on land that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified KDC, CRC District consent: unlimited Regional consent: unlimited To provide for permanent structures and works. Section 12 Coastal Permit Restoration works in the coastal marine area that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Section 13 Land Use River Beds Controlled nonnotified CRC 35 years To provide for construction works, ongoing maintenance, and use and occupation of the coastal marine area of permanent structures. Restoration works in, on, under or over the beds of rivers or lakes that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified CRC Permanent structures: 35 years Other works: 15 years To provide for use and occupation of river beds by permanent structures. To provide for construction activities and ongoing operations and maintenance activities. Section 14 Water Permit Restoration works involving the taking, use, damming, or diversion of water that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified CRC 15 years To provide for temporary water takes, diversion and damming activities associated with construction activities and ongoing maintenance and operations activities. Section 15 Discharge Permit Restoration works involving the discharge of contaminants to land, water and air that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified CRC 15 years To provide for the construction activities, and any discharges associated with the ongoing operation of the stormwater network.

8 4 Table 2 Resource consents sought by KiwiRail: 125km MNL to 330 km MNL Activities Activity status Consent authorities Duration sought Comment on duration Section 9 Land Use Restoration works on land that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified KDC, HDC, MDC, CRC District consent: unlimited Regional consent: unlimited To provide for permanent structures and works. Section 12 Coastal Permit Restoration works in the coastal marine area that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified CRC, MDC 35 years To provide for construction works, ongoing maintenance, and use and occupation of the coastal marine area of permanent structures. Section 13 Land Use River Beds Restoration works in, on under or over the beds of rivers or lakes that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified CRC, MDC Permanent structures: 35 years Other works: 15 years To provide for use and occupation of river beds by permanent structures. To provide for construction activities and ongoing operations and maintenance activities. Section 14 Water Permit Restoration works involving the taking, use, damming, or diversion of water that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Section 15 Discharge Permit Restoration works involving the discharge of contaminants to land, water and air that is not expressly allowed by a national environmental standard or regional rule, or contravenes a national environmental standard or regional rule. Controlled nonnotified Controlled nonnotified CRC, MDC 15 years To provide for temporary water takes, diversion and damming activities associated with construction activities and ongoing maintenance and operations activities. CRC, MDC 15 years To provide for the construction activities, and any discharges associated with the ongoing operation of the stormwater network. 1.6 Other approvals required Approvals have been obtained from the Department of Conservation (DOC) as follows: Conservation Act 1987 And Reserves Act 1977: concession to undertake restoration works on conservation estate and reserves 2 ; Marine Mammals Protection Act 1978: permit to hold or take marine mammals 3 ; and Freshwater Fishery Regulations 1983: approval to undertake restoration works in freshwater 4. An archaeological authority is being sought under the Heritage New Zealand Pouhere Taonga Act 2014 from Heritage New Zealand. This will be a global authority applying to the entire coastal route (as defined in the OIC) and includes an Archaeological Management Plan. All the above approvals are subject to processes modified under the OIC OTH approved 20 February MAR, MAR, and MAR, respectively approved 8 January 2017, 13 February 2017, and 3 March OTH (Irongate Stream and Ohau Stream) approved 22 February 2017

9 5 The ability to alter the existing designations held by KiwiRail and the NZ Transport Agency is provided for under Clause 17 of the OIC. A notice to alter designations will be prepared at a later date once the full alignment of SH1 and the MNL throughout the coastal route has been confirmed. Clause 16 of the OIC states that Section 176A of the RMA does not apply to any restoration works, therefore an Outline Plan is not required. 1.7 Scope and structure of this AEE The remaining sections of this report cover the following: Section 2: Details on the specific legislation relevant to restoration work on the coastal route Section 3: Broad description of the restoration work on the coastal route Section 3A: Overview and General (New Zealand Transport Agency and KiwiRail) Section 3B: Joint Restoration Work (New Zealand Transport Agency and KiwiRail) Section 3C: KiwiRail restoration work only. Section 4: Broad description of the environment on the coastal route and key sites Section 5: A desktop assessment of the potential effects of the restoration work Section 6: Proposed conditions of consent Section 7: A summary of the consultation undertaken Section 8: Conclusions

10 6 2 The Hurunui/Kaikōura Earthquakes Recovery (Coastal Route and Other Matters) Order Overview The Hurunui/Kaikōura Earthquakes Recovery Act 2016 (Recovery Act) commenced 13 December 2016 for the purpose of assisting earthquake-affected areas and its councils and communities to respond to, and recover from, the impacts of the Hurunui/Kaikōura earthquakes. The Recovery Act provides for economic recovery, the planning, rebuilding and recovery of affected communities and persons including; repair and rebuilding, safety enhancements and improvements of land, infrastructure and other property, facilitating coordinated efforts for recovery, restoration and improvement of community wellbeing and facilitating the restoration of the environment. Section 7 of the Recovery Act provides for the Governor-General to grant exemptions from, modify or extend any provisions listed in Schedule 2, including the RMA, by Order in Council. The Hurunui/Kaikōura Earthquakes Recovery (Coastal Route and Other Matters) Order 2016 (OIC) was enacted on the 20 December 2016 and Part 2 relates to modifications to the RMA. Modifications set by the OIC under Part 2 are to enable a truncated process for seeking approvals under sections 9, 12, 13, 14 or 15 of the RMA. This truncated process is necessary to enable the planning, rebuilding and recovery sought by the Recovery Act. Details of the OIC relevant to this application are described in the following sections. 2.2 Scope and definitions The Agency In accordance with the OIC, the agency means the NZ Transport Agency and/or KiwiRail. As stated in Section 1.3, applications will be made by the respective organisations as appropriate to the scope of works in question Coastal route The OIC applies to the coastal route, which is defined in the OIC as: (a) means (i) State Highway 1, between Clarence River and the Oaro rail overbridge; and (ii) the railway line known as the Main North Line, between 125 km MNL (south of Phoebe Station) and 330 km MNL (north of Tunnel 24); and (b) includes all land, infrastructure, and other property adjacent to or associated with the coastal route described in paragraph (a) The coastal route is illustrated in Figure 1 overleaf.

11 7 330 km MNL Clarence River Oaro 125 km MNL Coastal route State Highway 1 (road) Coastal route Main North Line (rail) Figure 1 'Coastal Route' as defined by the Hurunui/Kaikōura Earthquakes Recovery (Coastal Route and Other Matters) Order 2016

12 Restoration work The OIC uses the term restoration work to describe the activities desirable and necessary to restore the coastal route. Restoration work is defined in the OIC as: (a) means any activity that, because of or in connection with the Hurunui/Kaikōura earthquakes, is necessary or desirable to undertake to, without undue delay, restore the coastal route and enable it to be used fully, effectively, and safely; and (b) includes any activity necessary or desirable for (i) the repair and rebuilding of the coastal route; and (ii) safety enhancements to, and improvements to the resilience of, the coastal route. All works subject to these applications are consistent with the above definition. 2.3 Emergency works The Hurunui/Kaikōura Earthquakes Emergency Relief Act 2016 came into force on 14 November 2016 and includes modifications to the emergency powers under the RMA 5 in relation to works within the earthquake affected area. These modifications extend the notification and resource consent application lodgement timeframes to 60 and 120 working days respectively. The applications subject to this report seek retrospective consent for any restoration work on the coastal route, undertaken as emergency works, since the date of the first earthquake (14 November 2016) and where the adverse effects of those activities continue. 2.4 Controlled activity status and non-notification Clause 6 of the OIC sets out the status of any resource consent application for restoration works under the OIC. Any work done by, or on behalf of, the Agency is to be classified as a controlled activity for the purposes of section 87A(2) of the RMA. Controlled activity status means the consent authorities must grant applications for the restoration work. The applications subject to this report are being made pursuant to Clause 11 of the OIC. This clause states that for applications made before 31 March 2017 they: Must not be publicly notified or limited notified Must be granted subject to specified conditions (see Section 2.8 below). In relation to reclaimed land as restoration work, Clause 13 of the OIC sets out that, in relation to land to be reclaimed, any activity on that land is to be dealt with as though the whole of the land to be reclaimed is already land that is part of the territorial authority s district. Clause 13(3) enables any application for the reclamation of land to also be classified as a controlled activity rather than being classified under Section 87B(1) of the RMA. 2.5 Content of this application Clause 7 of the OIC modifies section 88 of the RMA and provides for a limited scope of what is required in a consent application. An application for restoration work must include: (a) a broad description of the work: [Sections 3A 3C of this report] 5 Sections 330 and 330A of the RMA

13 9 (b) a broad description of the site at which the work is to occur, including a map of the corresponding area: [Section 4] (c) a desktop assessment of the potential effects of the work: [Section 5] (d) any conditions that the agency proposes for the consent: [Section 6] (e) a description of any consultation undertaken in relation to the work. [Section 7] Each of these items are addressed in the sections of this report as identified above. 2.6 Timeframes Under Clause 11 of the OIC, the following process applies after lodgement: 1. Within 3 working days 6 the consent authority may notify the Agency of any recommended amendments to conditions; 2. Within 3 working days of Step 1, the Agency must notify the consent authority whether they accept or reject the consent authority amendments; 3. Within 3 working days of Step 2, the consent authority must issue the consents with the conditions accepted by the Agency (where Step 2 has not been undertaken the final decision shall be issued within 7 working days of lodgement). 2.7 Stakeholder input Clause 11 of the OIC does not require the Agency or consent authorities to seek input or comment from any stakeholders during the pre or post lodgement processes. Section 7 of this report however provides a summary of the information sharing undertaken by the Agency to-date, which is proposed to continue as required, to provide the Councils and other stakeholders with an overview of ongoing engagement on the project. 2.8 Conditions of consent Clause 11(4) of the OIC specifies that the resource consent must be granted on the conditions set out in Schedule 1 of the OIC, but subject to any amendments through the process identified in Section 2.6 above. The Schedule 1 conditions are included in Appendix D of this report. For clarity, Table 6 in Section 6 of this report lists the specific conditions that apply to each of the resource consent applications. 6 The definition of working day under Clause 2 of the OIC includes Saturdays and Sundays.

14 10 3 A: Broad description of the restoration work: Overview and General 3.1 Overview of restoration work These applications seek to authorise specific restoration works along the coastal route, which have not been authorised in the resource consents approved to date (as per Table 1). Where relevant, the restoration work includes all emergency works 7 undertaken since 14 November 2016, all temporary works to facilitate restoration work, and all permanent work. Tables 3 and 4 below provide a summary of the activities subject to these applications. Further details are provided in the subsequent sections of this report. Table 3 Activities for the joint benefit of NZ Transport Agency and KiwiRail (Clarence to Oaro; projects listed in north to south order) Site and activity Activity summary Further details Clarence concrete batching plant Reader permanent cleanfill site Temporary concrete batching facility to assist with concrete supply to the restoration work in Kaikōura North Increase consented capacity from 100,000m 3 to approximately 150,000m 3 Section 3B 3.4 Section 3B 3.3 Paparoa Point temporary stockpile Temporary cleanfill stockpile Section 3B 3.2 Raukatara temporary stockpile #1 Temporary cleanfill stockpile Section 3B 3.2 Raukatara temporary stockpile #2 Temporary cleanfill stockpile Section 3B 3.2 Site 1b temporary stockpile Temporary cleanfill stockpile Section 3B 3.2 Hapuku Lodge noise bund Hapuku concrete batching plant Noise bund constructed from excess project cleanfill (approx. 60,000m 3 ) Temporary concrete batching facility to assist with concrete supply to the restoration work in the Kaikōura North and South area Section 3B 3.3 Section 3B 3.4 Water takes Taking of water to facilitate restoration works Section 3A Hapuku temporary helicopter landing pad Temporary landing site for helicopters for sluicing operations Section 3B 3.6 Abrasive blasting of KiwiRail bridge structures General repair of earthquake damaged infrastructure Abrasive blasting and cleaning of structures, including the KiwiRail Clarence River bridge Repair and replacement of earthquake damaged infrastructure on a like-for-like basis where required, where these structures are yet to be assessed Section 3C 3.2 Section In accordance with Section 330 of the Resource Management Act 1991

15 11 Table 4 Activities for the sole benefit of KiwiRail Site and activity Activity summary Further details Various bridges throughout the Marlborough Region Underpinning or replacement of timber bridge structures impacted by the earthquake events, including across shingle fans to prevent future damage Section 3C 3.2 / Appendix B Various seawalls Repair of seawalls impacted by the earthquake events or undertaking seawall construction works in areas where stability was impacted by the earthquake events Section 3C 3.3 Various tunnels Works to improve clearance for containers within tunnels Section 3C 3.4 Various riverbanks Works to stabilise and protect the tracks adjacent to riverbeds, including along a section of the Conway River Section 3C 3.6 Oaro Crossing loop Works to lengthen the existing Crossing Loop Section 3C 3.5 Slope, culvert and embankment works General repair of earthquake damaged infrastructure Works to manage slopes, embankments, trackside drainage and to upgrade undersized or aged culverts Repair and replacement of earthquake damaged infrastructure on a like-for-like basis where required, where these structures are yet to be assessed Section 3C 3.6 Section General matters applying to all restoration work Construction duration and hours of work Unless otherwise specified in subsequent sections, due to the urgency of the project the construction works are likely to be undertaken without the restriction of hours of operation and will occur 7 days a week Plant and machinery A range of heavy plant and machinery, including excavators, graders, bulldozers, loaders and truck and trailer units will be used throughout the coastal route. There is likely to be some vehicle storage required along the route which will generally be contained within works areas. Temporary stockpiles of material for use as part of the construction activities is also likely Temporary access At any site of a major project, temporary access may be required for construction plant and machinery. Generally these works are confined to the footprint of the permanent work. This includes establishing tracks to gain access to the head of slips in order to work from the top down in remedying these slips. A concession granted by DOC provides for temporary access to DOC land, if required, to undertake these works Geotechnical investigations Geotechnical investigations may be necessary at some sites to allow works to commence or facilities to be installed. All investigations are undertaken using industry standard methods including backfilling and sealing once the testing has been completed. If bores are required, these will be undertaken in accordance with the New Zealand Environmental Standard for Drilling of Soil and Rock (NZS 4411:2001), which sets out the minimum environmental performance requirements for the drilling and decommissioning of bores.

16 Contaminated material Contaminated material may be present at various project sites. If required, the underlying material will be sampled and subject to environmental testing prior to its removal, to determine how this material will be handled and disposed of. In the event of this being identified as being contaminated, the material will be contained and covered onsite and removed to an approved disposal location in lined and covered trucks Hazardous substances storage and distribution Hazardous substances such as fuel, hydraulic fluids and lubricants will need to be stored and distributed as part of the construction works. Fuel will be stored securely in bunded mobile tankers or other temporary facilities in areas where the risk of a spill entering water is minimised. Other hazardous substances will also be stored in a facility that prevents leaks from coming into contact with soil or water. Any refuelling will take place outside of the coastal marine area, and outside of a location where a spill may enter coastal or freshwater. Spill kits and procedures will accompany any refuelling site Erosion and sediment control An Erosion and Sediment Control Plan (ESCP) has been prepared to address the potential erosion and sediment measures required during the proposed earthworks and coastal works. The proposed materials and methodologies have been designed to meet the relevant project requirements, and the requirements of NZ Transport Agency s Erosion and Sediment Control Guidelines for State Highway Infrastructure (September 2014). In summary, the ESCP includes details of the following: the proposed measures for each part of the project; the key environmental risks in relation to geographic form and the receiving environment; the process for decommissioning the measures; details of the staff that will manage the measures, including installation, maintenance and decommissioning of the structures; measures to record incidents; measures to undertake ongoing visual assessments of the structures and measures; and the process to respond to any failures, including ecological assessments. The ESCP will continue to be updated throughout the project to ensure the ESCP continues to be appropriate for the suite of works being undertaken. Stormwater management is discussed in section below Construction Environmental Management Plan (CEMP) A Construction Environmental Management Plan (CEMP) will be prepared for the works. The CEMP will form the overarching management document supported by a number of work procedures to manage potential construction effects. The CEMP will address all the requirements in the conditions of consent (Appendix D) including: fill management; construction method; dust control; dewatering; blasting;

17 13 hazardous substances use, handling and storage, including of explosives; environmental emergency response, including: oil and fuel spills; failure of protection works or earthworks; spill management; refuelling and maintenance of vehicles and equipment; waste management; site environmental communication; severe weather events; and environmental training and awareness. Revision of the CEMP as appropriate will continue as the detailed design and construction methodology for the works are developed Taking of water The taking of water is likely to be required to facilitate the restoration works. Rule of the Canterbury Land and Water Plan provides for the taking of water for construction and maintenance activities as a permitted activity subject to a suite of conditions, as listed below: 1. The take and use does not exceed 15 L/s and 100 m 3 per day; and 2. The take and use is for no longer than 2 months; and 3. The take does not at any time exceed 10% of the flow at the point of take; and 4. Where the take is from a water body with a minimum flow set in Section 6 to 15, the take or diversion ceases when the flow is at or below the minimum flow, as estimated by the Canterbury Regional Council; and 5. The take is not from a wetland; and 6. Fish are prevented from entering the water intake as set out in Schedule 2; and 7. Where the take is from a water race, irrigation or hydro-electricity canal or storage facility, the abstractor holds a current written agreement with the holder of the resource consents for the taking or diversion of water into the canal or storage facility; and 8. The take is not from any river or part of a river that is subject to a Water Conservation Order. To the extent practicable, the proposed water takes will be managed to comply with the above requirements, although there may be some instances where this is not possible. Therefore, for completeness resource consents are sought for the water take activities Discharges to water, land and air All activities that involve the disturbance of land, river beds and foreshore have the potential to result in a discharge of sediment to land and water (including coastal water). This is particularly the case when undertaking work on the foreshore including construction to protect the adjacent transport infrastructure. Earthworks activities (including the transport of material) and the resulting creation of areas of exposed soil have the potential to create a discharge of dust. To the extent possible discharges will be minimised throughout the construction period using the management approaches described elsewhere in this report. There will be long-term discharges to land and water from the stormwater management system.

18 Stormwater management Where possible within the geographic constraints of any site, innovative solutions to stormwater design will be considered. The works will be undertaken with regard to section 17 of the RMA, which imposes a duty to avoid, remedy or mitigate adverse effects on the environment General structural repairs and replacement A number of structures throughout the coastal route have yet to be fully assessed for damage and therefore may not have been covered in previous consent packages. It is anticipated that repair and replacement of structures on a like-for-like basis is generally a permitted activity, however, as a precaution resource consents are sought to allow these activities to occur.

19 15 3 B: Broad description of the restoration work: Joint NZ Transport Agency and KiwiRail 3.1 Overview The restoration work described in this section is generally for the joint benefit of the NZ Transport Agency and KiwiRail. The activities are ancillary to the main task of restoring SH1 and MNL and include. Temporary cleanfill stockpiles (Section 3.2); Permanent cleanfill disposal (Section 3.3); Temporary concrete batching plants (Section 3.4); Temporary screening and crushing plants (Section 3.5); and Temporary helicopter landing area (Section 3.6). 3.2 Temporary stockpile sites Several temporary stockpiles were identified in the application documentation for Kaikōura North (discussed in Section 3.4 and shown on the plans in Appendix B 8 ). Additional sites have since been identified at the locations identified in the figures below and shown in greater detail in subsequent figures. All stockpiles will support the works being undertaken along the coastal route and will be managed by erosion and sediment control measures outlined in an ESCP. These stockpiles will likely be in place for a few months while works take place at the slip sites, before being moved off to permanent locations. Once no longer required, the stockpile sites will be scraped back to approximately similar contours to the existing, and in areas where planting was removed, this will be re-established with local native species. 8 NCTIR, Application for Resource Consents: Restoration Work, Kaikōura North (Coastal Route), 27 February 2017

20 16 Paparoa Point (extension of consented temporary stockpile) Rakataura #2 (new temporary stockpile) Slip 1b (extension of consented temporary stockpile) Rakataura #1 (new temporary stockpile) Figure 2 Additional temporary stockpiles Proposed temporary stockpiles (Temporary stockpile at Paparoa Point consented in Kaikoura North package) Figure 3 Proposed temporary stockpile at Paparoa Point

21 17 Proposed temporary stockpiles (Rakataura #1 and #2) Figure 4 Proposed temporary stockpiles near Rakataura Proposed temporary stockpile Slip 1B (Temporary stockpile consented in Kaikōura North package) Figure 5 Proposed temporary stockpiles at Site 1b

22 Permanent disposal sites The Kaikōura North applications noted that sites had yet to be located for the permanent disposal of approximately 72,000m 3 of material removed from the slips. These have now been identified and are described below Hapuku Lodge Hapuku Lodge proposes to install additional noise bunding along their property boundary with SH1. The locations of these bunds are identified in the figure below. All works will be located fully within the Hapuku Lodge property. Up to approximately 60,000m 3 of slip material will be used at the site. The material will be stockpiled in the paddocks on the northern side of the SH1. The highway edge/foot of the berm will start at the existing fence line, rise at a slope up to a height of 4 to 5 metres above grade, before sloping gently away into the paddocks. The works will include: removal of existing fencing; stripping and temporary stockpiling of all topsoil within the footprint of the bund; placement and compacting of cleanfill material; resurfacing of bund with stockpiled topsoil; seeding of the bund with grass and installation of deer fencing along the top of the berm; and planting on the slope facing SH1. Figure 6 Proposed earth bunds at Hapuku Lodge site Waipapa / Reader site This site was consented for cleanfill disposal in the Kaikōura North package. At that time it was estimated the site would cater for approximately 100,000 m 3 of rock and soil. It is now anticipated that up to 150,000 m 3 can be accommodated within approximately the same footprint. The figure accompanying the Kaikōura North applications is repeated below; apart from the increase in volume no other changes to the placement of spoil at this site are proposed.

23 19 Figure 7 Waipapa stockpile site, (private property, Reader owned) 3.4 Temporary concrete batching plants Temporary concrete batching plants are proposed to be established at existing consented gravel processing facilities, located adjacent to the Hapuku and Clarence Rivers, run by Fulton Hogan. These facilities will supply some of the concreting needs of the restoration work and will be required for the duration of the project. The plants will not be used for supplying concrete for any other purpose. Broad details applying to both sites are provided in Section below, with site specific details in subsequent sections General The plants will likely consist of an aggregate weighing structure, conveyor, pressure silos, portacom office with fully contained toilets, self-contained generator, various tanks to store additives and water, and sealed ponds to manage water. A sealed loading point and a pit to collect water from the process will be installed, similar to that shown in the figure below.

24 20 Figure 8: Example of sealed process area and water collection pit to be installed The process at each batching plant site will be: All required aggregates and sands will be either sourced from the near site under existing consents or imported from elsewhere; Water will be drawn by pump from the adjacent rivers (up to 60,000 litres per day); Aggregate and sand mixed within truck mixers with cement, water and chemical admixtures; and Then the resultant concrete is conveyed by truck to the required location for use in structural repairs. Concrete delivery requirements for NCTIR projects are yet to be finalised, however to meet demand it is anticipated that the plants will operate from 5am till 6pm Monday to Sunday. Between 3 and 6 truck mixers will be located at the site, staffed with up to 10 people. Plant will be capable of delivering 7-8 loads per hour, resulting in approximately 200 vehicle movements per day (in and out) out of each site. Site specific management plans will be in place during operation of the sites. Environmental controls will include: Hazardous substances, such as concrete additives and fuel (petrol and diesel) will be stored in approved tanks with bunded areas, spill kits and required signage in place. Regular inspections and maintenance of equipment, and inventories of hazardous substances Contaminated water from the process will be captured at the low point of the sealed process areas and directed to the wastewater treatment systems which are to be operated in a closed loop with no discharge to the environment. Water is directed to a sealed wedge pit built into the ground to enable solids to settle at the bottom and sides of the pit. A pump will draw water from the pit which will pass through a sequence of tanks to be reused in the concrete batching process. Sediment from the pit will be removed regularly and the pit dried. Stormwater falling outside the sealed process area will be diverted away via land contours.

25 21 Discharges of dust will be minimised through limiting vehicle speeds to 10km/hr, dampening down yard surfaces as required, use of aggregate storage bins with sprinklers installed if required and the use of cement conveying systems with fabric filter dust collectors and procedures in place for filling silos At the completion of the restoration work the plants will be decommissioned, with all structures, sealed areas and ponds removed and the site left tidy. The yards will be left in a flat condition to allow the existing site use to continue (under other resource consents) Clarence site The plant will be located within an area already consented as a gravel extraction and processing facility, run by Fulton Hogan (under CRC174651). The approximate location of the plant is indicated in the figure below. Proposed temporary concrete batching plant Figure 9: Proposed location of temporary concrete batching plant (Clarence)

26 22 Figure 10: Clarence site showing existing gravel processing facility (photograph taken on 19 March 2017) Hapuku site The plant will be located within an area in which Fulton Hogan has recently sought resource consents for a gravel processing facility (CRC175097, CRC and CRC175099). The approximate location of the plant is indicated in the figure below. Proposed temporary concrete batching plant Figure 11: Proposed location of temporary concrete batching plant (Hapuku)

27 23 Figure 12: Hapuku site (photograph taken on 22 March 2017) 3.5 Temporary screening and crushing plants Temporary screening and crushing plants may be used along the coastal route, as and where required. These sites will be operated in accordance with best practice management techniques, similar to those utilised at the concrete batching plants, and each site will be remediated following completion of screening and crushing activities at the particular location. 3.6 Hapuku helicopter landing area Currently 12 helicopters are being used in sluicing operations on the slips in Kaikōura North. The number of helicopters will significantly reduce over the following month or two (down to approximately four helicopters), but operations are anticipated to continue until approximately December These helicopters are stored overnight at the property at 59 Skevingtons Road, Hapuku. In general, the helicopters leave the site in the morning, only returning to the site following completion of the day s sluicing activities. Refuelling activities are undertaken using mobile tankers which park temporarily on the site. The facilities present at the site including temporary mobile ablution facilities, tent structures, vehicle parking and communications facilities. The site location is illustrated in the figure below. Site photographs are also shown on the following pages.

28 24 Figure 13: Location of temporary helicopter landing site at 59 Skevingtons Road Figure 14: Facilities at the temporary helicopter landing site

29 25 3 C: Broad description of the restoration work: KiwiRail only 3.1 Overview The restoration work described in this section is specific to KiwiRail and falls within the coastal route, i.e.125 km to 330 km MNL. In general, KiwiRail restoration works for the reinstatement of the rail corridor may involve a two stage process. The initial temporary solution to restore operational services, followed at a later date by a permanent resilient solution. The activities described in the sections below relate to works along the rail network to both remediate earthquake damage, and to improve resilience from future events. Undertaking these works as part of the wider restoration project is efficient as the construction crews are already mobilised and located in the area. 3.2 Bridge works A number of timber bridges which were not identified in the application package for Kaikōura North, may have been damaged by the earthquake events. A full damage assessment of the bridges has yet to be completed and therefore repair, resilience and potential replacement works have been included in this application as a precautionary measure to enable their reinstatement as required. The bridges and their locations are summarised in Table 5 below. A drawing of potential work at each bridge site is shown in Appendix B. Each drawing includes a location map and associated photograph. Table 5: KiwiRail bridges which may require underpinning or replacement Bridge Number River / feature 136 Mirza Creek 138 Needles Creek 139 Flaxbourne River 140 Flaxbourne River, tributary 155 Awatere River 166 Riverlands Co-Op Drain 169 Taylor River 171 Unnamed 173 Unnamed 174 Unnamed 175 Unnamed 177 Unnamed 178 Unnamed 179 Spring Creek

30 26 The methodology for underpinning works (if required) is: Install erosion and sediment control measures and undertake site preparation works, which may involve clearance of vegetation; Construct working platforms to access piers; Install temporary damming / diversion as required around each pier; Install bored piles at each pier being underpinned. It is assumed that piling rigs will be used; Construct post tensioned pile cap at each pier being underpinned. Concrete may need to be pumped to the piles; Repeat process at each pier to be underpinned Reinstate natural river channels; Landscaping, fencing and rehabilitation of the site; Remove temporary structures and reinstate working area as required. The methodology for bridge replacement works (if required) is similar to the underpinning described above, with some additions described below: Install erosion and sediment control measures and undertake site preparation works, which may involve clearance of vegetation; Construct a temporary ford to one side of the bridge with clean river gravels and culverts for a piling crane. The ford will be constructed in the active watercourse, but if possible at low flow time; Small diversion bunds of clean river run gravel will be used to divert flow away from where work is occurring, to minimise transportation of disturbed bed materials; Original piles will cut off at ground level where they will remain in situ; Remove rails and demolish the existing bridge; New piles to be driven to the required depth; New bridge spans installed; Place rip rap along the banks spanning the bridge; Reinstate rails; Complete remaining earthworks and installation of rip rap; Remove all redundant debris and rubbish; and Remove all culverts and temporary staging. Abrasive blasting for the purposes of cleaning and then painting of the existing and proposed bridges may be required at each site, and at other bridges throughout the coastal route. Works may also be required at Bridges 83 (Waiau), 101 (Kahautara River) and 111 (Hapuku River), where river protection is required upstream and around the bridge piers, to address potential instability during a storm or event, the works proposed here include minor temporary damming and diversions. 3.3 Coastal protection works Repairs to seawalls damaged as a consequence of the earthquake events may be required, as will new structures adjacent to the track to protect the infrastructure from coastal inundation and erosion processes. This will involve reinstatement of small sections of existing seawalls or installation of minimal new structures as required, within the following areas:

31 27 MDC: KDC: HDC: Blue Slip to Kekerengu area at 248km to 252km MNL: This area features low lying areas with exposed dune slopes with new protection works required; Clarence seawall northern section to MNL: There is some risk of flanking at the northern and southern ends. Track resilience is to be improved by an inland slew. This site is within the shingle fan debris flow hazard area. Clarence seawall southern section to km MNL: There is a risk of flanking at the northern and southern ends. Track resilience is to be improved by an inland slew. This site is also within the shingle fan debris flow hazard area. 219km & 219.5km MNL: This is an exposed area, however exposure is potentially reduced by the uplift zone. Minor coastal protection works required in this area km MNL: This is an exposed coastal section, with no current protection works. Protection works will be required to address the exposure of the track. 207km MNL at tunnels 15-17: There is a dentil type re-curved mass concrete seawall between tunnels 16 & 17, which requires detailed inspection. Existing protection around bridge 114 abutments is also in poor condition. This site possibly benefited from the uplift zone, however following the detailed inspection, repairs to the structures will be undertaken. 167km MNL near Oaro: The existing rock revetment is in poor condition and following a detailed assessment, will be upgraded in the medium term. 166km MNL: The mass concrete re-curve seawall located here appears to be in reasonable condition, however some repairs may be required following detailed inspection. 163 to 168km MNL: There is no formal protection here, and a hazard assessment is proposed. Following that assessment any required hazard mitigation works will be undertaken for the minimum extent that these are required km MNL: There is informal slope toe armouring in this location, which has variable and poor quality. The stockpiled poor quality rock from the nearby slip at Bridge 96 is proposed to be used to repair the damage to the toe as a short term solution, prior to implementation of the long term solution. 3.4 Tunnels At all tunnels on the coastal route (within HDC, KDC and MDC boundaries), provision of adequate clearances in MNL tunnels (excluding Tunnel 21) for operation of 2.9m Hi Cube containers is proposed to be undertaken. This work will involve removal of the ballast, lowering of the tunnel floor and then replacement of the ballast and reinstatement of the tracks, over a total length of about 550m (cumulative length). This will assist in avoiding speed restrictions in the tunnels and it is considered appropriate to undertake this work now, as part of the restoration works, as the line is closed and work crews will already be working on earthquake repairs to the tunnels. There are no changes proposed to the tunnel structures themselves. 3.5 Oaro Crossing Loop Works are proposed to extend the Oaro Crossing Loop (KDC area) southwards by approximately 180m, under Bridge 98, to provide approximately 900 m standing room in the loop. These works are proposed to improve safety and resilience through providing a safer