Restoration Work: General works, design refinements and safety and resilience works (Coastal Route)

Transcription

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

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3 i Table of contents 1 Introduction Background Purpose of this report and brief overview of activities Applicants and scope 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 Matters Overview of restoration work High-level concept drawings General matters applying to all restoration work Construction duration and hours of work Plant and machinery and laydown areas Temporary access Geotechnical investigations Contaminated material Hazardous substances storage and distribution Erosion and sediment control Construction Environmental Management Plan (CEMP) Discharges to water, land and air Stormwater management 14 3 B: Broad description of the restoration work: Joint NZ Transport Agency and KiwiRail Overview Stockpile sites corridor wide Temporary sites Permanent sites Permanent disposal sites Site 1A Mangamaunu rail corridor Hapuku fill areas Road and rail corridor bunds Ensor property Trewin s Farm Oaro Graham s Farm Oaro Waipapa / Reader site Gravel extraction 26 Application for Resource Consents: Restoration Work, General (Coastal Route)

4 ii 3.5 Design refinements including cyclone and geotechnical responses Sandpit Slip (Waipapa) The Pines Site 9 (Waipapa Bay) Site 8 (Okiwi Bay) Site 6 and 7 (Ohau Point) Sites 3, 4 and 5 (Half Moon Bay Ohau Point) Site 2 realignment (Irongate Stream) Site 1A/1B realignment (Mangamaunu) Kaikoura Racecourse (Kaikoura Township) SR24-SR26 (Peketa) Site 29A and Rosy Morn (Kaikoura South) Oaro Loop (Oaro) 30 3 C: Broad description of the works to improve safety and resilience of the coastal route: NZ Transport Agency Safety improvements Shared path Parking areas Rosy Morn (Hikurangi Marine Reserve) Rakautara Paparoa Point Okiwi Bay 33 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 Marine reserves Contaminated land Coastal processes Ecology Landscape and visual values Archaeology values Cultural values 38 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 43 6 Conditions of consent Schedule 1 of the OIC General amendments previously agreed Stormwater discharge Cleanfill 46 7 Information sharing and consultation Restoration Liaison Group 47 Application for Resource Consents: Restoration Work, General (Coastal Route)

5 iii 7.2 Marine and Coastal Area (Takutai Moana) Act Conclusion 49 Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G: Consent application form Index drawings Corridor wide drawings Project specific drawings Stockpile and extraction site drawings Technical reports Resource consent conditions Application for Resource Consents: Restoration Work, General (Coastal Route)

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7 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 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. NZ Transport Agency and KiwiRail have obtained four suites of resource consents under the OIC to date, as identified in Table 1 below. Table 1: Coastal route consents already obtained by 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) CRC CRC LU n/a n/a Kaikōura North CRC CRC LU n/a n/a Kaikōura South CRC CRC LU n/a n/a General Package #1 CRC CRC LU n/a n/a KiwiRail Holdings Limited Kaikōura North CRC CRC LU U n/a Kaikōura South CRC CRC LU n/a RC General Package #1 CRC CRC LU U RC These consents have taken a broad approach to consenting a footprint which enables design development and construction to respond to a dynamic environment. This application builds on this approach by providing for additional activities and amendments to the

8 2 consented footprint where required. These amendments and additional activities will enable the continuation of an already successful program of works to create a safe and resilient coastal route. 1.2 Purpose of this report and brief overview of activities The purpose of this report is to enable a package of work which builds on and enhances design and construction activity already underway under existing consents throughout the coastal route. This package of work continues to contribute to achieving the overall intent of the OIC i.e. repairing, rebuilding and enhancing the safety and resilience of the coastal route so that it can be used fully, effectively and safely without undue delay. To achieve this purpose this report supports applications for resource consents, under the RMA as modified by the OIC, for restoration work 1 on the coastal route 2 to address: 1. Alterations to the construction and permanent works footprints authorised in previous consent packages (as per Table 1), for both NZ Transport Agency and KiwiRail projects, as a result of: a. further geotechnical investigations identifying new or increased risks associated with slips, rockfall, and debris flow hazards; b. recent cyclone events (Cyclones Cook, Debbie and Donna), which have generated new slips, rockfall and debris flow hazards; c. detailed design, including geometric improvements to MNL and SH1 alignments and design enhancements to structural elements such as seawalls and retaining walls, 2. Safety and resilience projects to be carried out by the NZ Transport Agency, including geometric improvements, shoulder widening, safety enhancements, parking/rest areas, and pedestrian and cycle access. In all cases a broad approach has been taken to consenting to allow detailed design to continue on these works. This includes the ongoing involvement of specialists including landscape architects, ecologists, archaeologists and cultural monitors to generate the best possible design and construction outcomes, taking into consideration the overall purpose of the OIC. As such the drawings and descriptions in this application will be subject to ongoing refinement and improvement where practicable. The geographic scope of these applications is limited to the coastal route between Oaro and Clarence. Therefore these applications are being made to the Canterbury Regional Council (CRC) and Kaikōura District Council (KDC). 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. 1 Restoration work is defined in the OIC and further discussed in Section of this report. 2 Coastal route is defined in the OIC and is further discussed in Section of this report.

9 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 Applications for resource consents and consent duration Tables 2 and 3 below 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 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. Table 2: Resource consents sought by the NZ Transport Agency Activities Activity status Consent authority Duration sought Comment on duration Section 9 Land Use Restoration works on land that is not expressly allowed by a national environmental standard or district rule, or contravenes a national environmental standard or district rule. 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 non-notified KDC Unlimited To provide for permanent structures and works. Controlled non-notified CRC 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 non-notified CRC 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 non-notified 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.

10 4 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 non-notified 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 non-notified CRC 15 years To provide for the construction activities, and any discharges associated with the ongoing operation of the stormwater network. Table 3: Resource consents sought by KiwiRail 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. 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 non-notified KDC, Unlimited To provide for permanent structures and works. Controlled non-notified CRC 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 non-notified CRC 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. Section 14 Water Permit Controlled non-notified 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. 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 non-notified 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 non-notified CRC 15 years To provide for the construction activities, and any discharges associated with the ongoing operation of the stormwater network.

11 5 1.5 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 3 ; Marine Mammals Protection Act 1978: permit to hold or take marine mammals 4 ; and Freshwater Fishery Regulations 1983: approval to undertake restoration works in freshwater 5. An archaeological authority has been obtained under the Heritage New Zealand Pouhere Taonga Act 2014 from Heritage New Zealand. This is a global authority applying to the entire coastal route from Oaro to Clarence (as defined in the OIC) and includes an Archaeological Management Plan. All the above approvals are subject to processes modified under the OIC. 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. 1.6 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 (NZ Transport Agency and KiwiRail) Section 3B: Joint Restoration Work (NZ Transport Agency and KiwiRail) Section 3C: Safety and Resilience Restoration Work (NZ Transport Agency 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 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) and OTH (Global) respectively approved 22 February 2017 and 23 April 2017.

12 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.

13 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

14 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. This includes the NZ Transport Agency safety and resilience works described in Section 3C of this report, which falls under the definition of clause (b)(ii). 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 6 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, which has not been authorised by an existing consent 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 if the work is to be undertaken before 31 March 2017, or within an area to which a state of emergency or a transition period (within the meaning of the Civil Defence Emergency Management Act 2002) applies, before the end of the transition period. There is a transition period in place for the Kaikōura District until 5 July For applications made before this date, 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. 6 Sections 330 and 330A of the RMA

15 9 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] (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 7 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 provides a summary of the information sharing undertaken and engagement by the Agency to-date, which is proposed to continue as required, to provide the Councils and other stakeholders with an overview of 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 G 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. 7 The definition of working day under Clause 2 of the OIC includes Saturdays and Sundays.

16 10 3 A: Broad description of the restoration work: Overview and General Matters 3.1 Overview of restoration work These applications are focused on design refinements and strategic improvements which will enable the Agency to continue to repair, rebuild and enhance the safety and resilience of the coastal route so that it can be used fully, effectively and safely without undue delay. Specifically, these applications seek to authorise restoration works along the coastal route for the following purposes: 1. Alterations to the construction and permanent works footprints authorised in previous consent packages (as per Table 1), for both NZ Transport Agency and KiwiRail projects, as a result of: a. further geotechnical investigations identifying new or increased risks associated with slips, rockfall, and debris flow hazards; b. recent cyclone events (Cyclones Cook, Debbie and Donna), which have generated new slips, rockfall and debris flow hazards; and c. detailed design, including with respect to geometric improvements and design improvements to structural elements such as seawalls and retaining walls. 2. Safety enhancement and resilience projects to be carried out by the NZ Transport Agency. Where relevant, the restoration work includes all emergency works undertaken following the granting of previous resource consents (as per Table 1), all temporary works to facilitate restoration work, and all permanent work. Table 4 below provides a summary of the activities subject to these applications. Further details are provided in the subsequent sections of this report. Table 4: Activities for the benefit of NZ Transport Agency and KiwiRail (Clarence to Oaro; projects listed in north to south order) Site and activity Activity summary Further details Temporary stockpiling sites Permanent disposal sites Gravel extraction Temporary stockpiling and sorting of material throughout the road and rail corridor subject to ecological and landscape assessments. Permanent disposal of slip material throughout the coastal corridor including at the following locations: Waipapa / Reader site (increase of approved capacity) Mangamaunu rail corridor near Slip Site 1A Bunds adjacent to the road and rail corridor near the Hapuku River Fill areas close to Hapuku River Kahutara River and Ensor property (expansion of existing site) Graham s Farm Oaro Trewin s Farm Oaro Alternative sites along the coastal route subject to parameters including ecological and landscape assessments. Gravel extraction as required subject to discussions with the Canterbury Regional Council river engineering team, including extraction from Hapuku River. Section 3B 3.2 Section 3B 3.3

17 11 Site and activity Activity summary Further details Sandpit (Waipapa) Realignment of the road corridor Section 3B The Pines Realignment of the road and rail corridor Section 3B Site 9 realignment Site 8 Site 6 realignment Site 3, 4 and 5 realignment and debris flow bridges Site 2 realignment Site 1A/1B realignment Slip 29A/Rosy Morn realignment Realignment of the road and rail corridor around Slip 9 which significantly increased in size as a result of the cyclone events. Realignment of the road and rail corridor around Slip 8 which increased in size as a result of the cyclone events. Realignment of the southern road approach around Slip 6 following activation of two new debris flows after the cyclone events. Realignment of the road and rail corridor and construction of culverts and channels underneath the road and rail corridor to provide pathways for new debris flows. Realignment of the road and rail corridor around Slip 2 that worsened following the cyclone events. Realignment of the road and rail corridor around slip sites that worsened following the cyclone events. Realignment of the road around Slip 29A (new slip generated following cyclone events) and Rosy Morn (pre-earthquake slip that has worsened since earthquake sequence). Section 3B Section 3B Section 3B Section 3B Section 3B Section 3B Section 3B Oaro Loop Realignment of both the road and rail corridor Section 3B NZ Transport Agency safety and resilience works Corridor widening works, passing lanes, turning bays, slow vehicle bays, realignments to improve curves Safety and resilience works including parking areas, shared path facilities, facilities including toilets, picnic areas, information boards, guard rails, seal protection structures and access paths Section 3C 3.1 and Section 3C High-level concept drawings The location of all key sites in Table 4 are identified in the drawings appended to this application. The location and scale of some of these works and features has yet to be finalised but will be confirmed as design progresses in parallel with the consenting and construction processes. As such there may be changes to the design and construction footprint and methodology in some locations as design and construction progresses on the ground. This consent is intended to provide for these changes where they are generally in accordance with this application and necessary to repair, rebuild and enhance the safety and resilience of the coastal route without undue delay. 3.3 General matters applying to all restoration work Works to reinstate SH1 and the MNL have been underway since late 2016 and are substantially advanced. This includes work to clear all of the major slip sites and realign the road and rail corridor where necessary. As part of these works there are numerous management processes in place, including measures relating to environmental controls, health and safety and stakeholder communication. These processes continue to be refined and adapted to best fit individual circumstances at specific worksites. This approach has been effective in ensuring works are conducted to the highest standard practicable. The works described in this application will continue to be managed in the same manner with a focus on creating practical, high quality outcomes.

18 Construction duration and hours of work 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 and laydown areas A range of heavy plant and machinery, including excavators, graders, bulldozers, loaders and truck and trailer units will continue to be used throughout the coastal route. This includes vehicle storage and parking along the route which is generally contained within works areas. Vehicle storage and laydown areas will also be required which will include storage of materials, temporary structures and buildings, and other construction activities such as washdown facilities (including settlement ponds or other runoff treatment devices) for cleaning machinery. Temporary stockpiles of material for use as part of the construction activities will also continue to be required Temporary access At any site of a major project, temporary access is 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 are 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 are 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 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 are stored and distributed as part of the construction works. Fuel is 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 are stored in a facility that prevents leaks from coming into contact with soil or water. Any refuelling takes place outside of the coastal marine area, and outside of a location where a spill may enter coastal or freshwater. Spill kits and procedures accompany any refuelling site Erosion and sediment control An Erosion and Sediment Control Plan (ESCP) is in place to address the potential erosion and sediment measures required during the proposed earthworks and coastal works. The materials and methodologies have been designed to meet the relevant project requirements,

19 13 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 continues to be effectively implemented throughout the corridor and will 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) has been prepared and is in place for all works. The CEMP forms an overarching management document which is supported by a number of work procedures to manage potential construction effects. The CEMP addresses all the requirements in the construction related conditions of consent (Appendix G) including: fill management; construction method; dust control; dewatering; blasting; 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. The CEMP takes an adaptive management approach on the ground to respond to individual site circumstances, with ongoing monitoring and advice delivered to construction teams via dedicated Environmental Advisors 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

20 14 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 continue to 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 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.

21 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 part of the main task of repairing and rebuilding SH1 and the MNL without undue delay so that it can be used fully, effectively and safely. The activities necessary and desirable to achieve this purpose include: Temporary and permanent cleanfill stockpiles refer to Section 3.2. Permanent cleanfill disposal refer to Section 3.3. Removal of rock material from the Hapuku River refer to Section 3.4. Design changes and realignments in response to cyclones refer to Section 3.5. Detailed design is continuing on these works including the ongoing involvement of specialists to ensure the best practical design, construction and environmental outcomes. 3.2 Stockpile sites corridor wide Stockpiling is a critical activity in reopening SH1 and the MNL. With up to one million cubic metres of material likely requiring removal from the slips, sufficient space is required to sort, reuse and/or permanently dispose of this material. Stockpile sites are therefore required throughout the coastal route at regular intervals, particularly as the large dump trucks working on the major slip sites have a limited operating range. Coupled with this, the Kaikoura coastline is constrained and there is limited opportunity for carrying out this activity within the existing road and rail corridor. The development of temporary and permanent stockpile sites has therefore required a concerted and innovative strategy, including working with private landowners to create stockpile sites in the best practicable locations. All of these sites will continue to be managed to the highest standard practicable in accordance with the environmental and stakeholder engagement processes already in place Temporary sites Temporary stockpiling was provided for throughout the coastal route in the documentation for previous applications, with several temporary stockpile sites specifically identified. Additional sites have since been required as part of the emergency works response following the cyclones. For completeness this application captures these stockpiles as well as continuing to provide for temporary stockpiles as required within the road and rail corridor in future. 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. Any new temporary stockpile sites will be considered by the environment team including an assessment by the project ecologist and landscape architect against the ecological principles and landscape design framework, and the project archaeologist and cultural monitors. Appropriate parameters (such as waterway setbacks and vegetation clearance limits) will be implemented around any stockpiling activity. A robust communications plan will also be in place to ensure surrounding residents are informed as appropriate.

22 Permanent sites A number of specific permanent stockpile sites are identified in Section 3.3 below. Permanent disposal of material may also be required at other locations within the coastal route as construction progresses. This may occur within the road and rail corridor or on sites in close proximity to the corridor where it is practical to transport material. Exact locations have not been identified as some flexibility is required to respond to individual construction circumstances and/or future natural events which may increase or decrease the volume of fill needing to be disposed. This application therefore seeks to provide for future permanent disposal activity subject to the following parameters: Sites will be assessed by the Project Ecologist and Landscape specialists prior to any disposal occurring. This will include an assessment against the ecological principles and landscape design framework. The ecology and landscape team will then prepare recommendations which will be incorporated into the earthworks methodology, including in relation to the final finished appearance and layout of any fill material. Riverbed sites will be assessed by the Canterbury Regional Council river engineering team prior to any disposal occurring. Any disposal in these areas will be carried out under their guidance. Sites will be screened by the Project Archaeologist and cultural monitors prior to any disposal activity and any archaeological requirements (such as on-site monitoring) will be adhered to. A robust communications plan will be developed and implemented to inform neighbouring landowners and occupiers prior to any disposal activity occurring. This communications plan will include an ongoing contact within the Agency to inform and respond to any concerns where appropriate. Appropriate controls (including erosion and sediment control measures) will be implemented where necessary in accordance with the Construction Environmental Management Plan (CEMP), and filling activity will be monitored by Environmental Advisors on site. 3.3 Permanent disposal sites Several permanent disposal sites were consented in previous applications, providing approximately 250,000m³ of permanent disposal capacity throughout the corridor. Since this time the scale of several slips has increased significantly, and new slips have also been generated. Taking into consideration the buffer required for future events, this has created a potential shortfall of permanent disposal space in the order of 300,000m³ - 500,000m³ south of Ohau Point 8. A number of new permanent disposal sites and extensions to existing sites are proposed to accommodate this shortfall as outlined in the subsections below. Disposal has already commenced in some of these sites on a temporary basis and/or as part of the emergency works response to the additional material bought down by the cyclones. The material is a mix of rock, soil, and organic material (trees, other vegetation etc). The total volume of material disposed at each location is dependent on a number of factors including the quality of material and amount reused for construction within the road and rail corridor. Table 5 below summarises the volumes of material proposed for disposal as part of this application, and the volumes of material consented by previous consent applications. 8 The Waipapa/Reader site has sufficient capacity to absorb additional material from the Coastal Route north of Ohau Point, taking into consideration the increase in consented volume covered in this application (refer Section 3.3.7).

23 17 Table 5: Volumes of material deposited at the disposal areas (including allowance for future events) Disposal site Approximate volume of material deposited (m 3 ) 1A Mangamaunu 50,000 Hapuku (Areas 1-4) 300,000 (including allowance for future events) Dunfoy property bund 1,500 Hapuku River access track bund 2,250 Ensor property (Kahutara River) 35,000 9 Trewin s Farm Oaro 15,000 Graham s Farm Oaro 20,000 Waipapa Reader Site 100,000 TOTAL 523,750 Total volume already consented by Kaikoura North consents Total volume already consented by Kaikoura South consents Total volume already consented by Kaikoura General consents 120,000 41, ,000 TOTAL 794, Site 1A Mangamaunu rail corridor This permanent disposal site is located within the rail corridor at the northern end of Mangamaunu. Temporary stockpiling and sorting of material is already occurring in this location. The site is comprised of an approximately 2-3ha area between the road and the coastline which is covered in exotic vegetation including rank grass. Several streams flow under the existing transport corridor, across the site and exit across the beach. The site sits below the road and views across the disposal area are largely blocked by the railway line embankment. An aerial photo of the site with the stockpile area marked out is included in Figure 2 overleaf and a detailed plan is included in Appendix E. 9 Additional volume may also be disposed in this location subject to landowner agreement.

24 18 Figure 2: Site 1A Mangamaunu disposal site Cleanfill material will be permanently disposed in this area up to a height of approximately 3m above existing ground level in some places, and no higher than the top of the railway embankment so that views towards the coast from the road corridor are maintained. A vegetative buffer will be maintained on the coastal side of this disposal area so the fill area is not visible from the beach. Vegetative buffers of approximately 5m in width will also be retained along all waterways within the disposal site. Planting will be carried out as recommended by the Project Landscape Architect. It is anticipated that the site will permanently accommodate approximately 50,000m³ of material. The extent of this fill area has been subject to ongoing discussions with neighbouring landowners and interested parties. These discussions are ongoing through a newly established Mangamaunu community group which meets with NCTIR as appropriate. Feedback from this group will continue to inform the final form of this fill site once temporary stockpiling is complete.

25 Hapuku fill areas These sites are located close to the Hapuku River downstream of the SH1 bridge. There are four areas used for fill disposal as shown in Figure 3 below and the detailed plan attached in Appendix E. Temporary stockpiling as already authorised by previous consents has already commenced in Priority Area 1 north and south of the rail bridge as part of the emergency response to the cyclones. The use of the other areas will be on an as-needed basis, including in response to future weather events which may generate additional material requiring disposal. Figure 3: Hapuku disposal sites The combined footprint of these areas is 11.5ha (115,540m²). This provides sufficient space to accommodate in the order of 300,000m³ of fill, including fill that may be generated by future events. The sites have been walked over and agreed upon with the Project Ecologist and Landscape Specialist, and the Canterbury Regional Council river engineering team. The sites will be filled in accordance with the priority rankings shown in Figure 3 above. The Priority 1 areas are expected to accommodate the bulk of earthquake fill in the next twelve months, with the Priority 2 and 3 areas providing additional buffer for future events. These areas are described in more detail below.

26 Priority Area 1: downstream of the Rail Bridge Priority Area 1 is located on the true left of Hapuku River. It is approximately 4.7ha in area, on a low river terrace covered in scrubby vegetation. This vegetation is being cleared in stages and fill delivered to the site via Kiwa Road. A temporary track and associated diversions and crossings of the riverbed may be required and installed with advice from the Project Ecologist. A vegetation buffer is being maintained along the margin of the active channel (except where access tracks are required) Priority Area 1: upstream of the MNL Rail Bridge This area is approximately 3.9ha and can be broken down into two distinct halves. Access to both the northern and southern halves is via an existing track beside the rail corridor which connects to Kiwa Road. The northern half of the disposal area is comprised of a vegetated terrace bound by two large groynes to the north and south and a stopbank to the east. Vegetation within this area will be cleared and buried where practical to prevent the spread of pest species (including Old Man s Beard which is prolific in this location). The area will then be filled up to a height consistent with the surrounding groynes and stopbank. A vegetation buffer will be retained along the river boundary to prevent fill encroaching on the active channel. The southern half of the disposal area is comprised of open gravel clearings with sporadic patches of scrubby vegetation. Some fill disposal has commenced in this location and is being coordinated around consented gravel extraction activity which occurs in the clearings. Vegetation is cleared as required and fill disposal occurs landward of the active river channel Priority Area 2: upstream of the MNL Rail Bridge Priority Area 2 is approximately 1.4ha to the north of the large groyne bounding Priority Area 1. Fill will be placed in this location, working outward from the existing groyne and stopbank, which form the southern and eastern boundaries. The area will be bought up to a consistent profile not exceeding the height of the existing groyne and stopbank. Some river protection (e.g. rock armouring or a groyne) may be required at the northern end of this fill site. This will be carried out in consultation with the Canterbury Regional Council river engineering team as work progresses Priority Area 3: downstream of the SH1 Road Bridge Priority Area 3 downstream of the SH1 Road Bridge (between the road and rail bridges). This area is approximately 1.5ha and is just located immediately south of the Ford Brothers property, where similar disposal activities have been consented as part of a previous suite of applications. There is an existing terrace that fill will be disposed from, working outwards to create a consistent profile. A vegetation buffer will be maintained between the fill area and the active river channel. Access to this site will be via SH1 through the Ford Brothers property. These areas of fill are outside of the active flood plain, and a vegetative buffer will be retained between this flood plain and the fill area.

27 Road and rail corridor bunds The following two bunds are proposed adjacent to the road and rail corridor. These bunds are intended to provide amenity improvements for the residential activities undertaken at the neighbouring properties. It is likely they will be grassed and put back into grazing given their pastoral locations Dunfoy property bund This bund will be approximately 200m long and located in the paddock along the property boundary with SH1 immediately south of the Hapuku River Bridge. The bund will be approximately 3m high and 5m wide at the base. The construction of this bund is subject to landowner agreement and the final amount of fill requiring permanent disposal. An aerial photo showing the location of the bund is in Figure 4 below. Hapuku River State Highway 1 Proposed bund Figure 4: Dunfoy property bund disposal site

28 Hapuku River access track bunds Two bunds of approximately 300m length will be constructed in a paddock beside the access track to the Hapuku River. Fill may also be used to upgrade the existing access track and to fill in depressions in this area where required. An aerial photo showing the location of the bund is in Figure 5 below. State Highway 1 Bunds Main North Line Access tracks via Kiwa Road and railway corridor Hapuku River Figure 5: Hapuku River access track bunds disposal site

29 Ensor property The Ensor property is an existing consented disposal site which will be expanded to accommodate additional fill. The existing fill area landward of the stopbank will be increased in height by a further two metres. This expansion has been agreed in consultation with the Canterbury Regional Council river engineering team who continue to provide on-site direction regarding the extent of fill area and providing appropriate flood protection. This will provide for approximately 35,000m³ of additional fill. If required, the footprint of the fill site may also be increased landward into the adjacent paddock (subject to landowner agreement) as shown in Figure 6 below and the detailed plan attached in Appendix E. Potential fill area expansion in paddocks subject to landowner agreement Indicative existing fill area Figure 6: Ensors disposal site

30 Trewin s Farm Oaro Trewin s Farm is located on Birches Road approximately 1.4km from SH1. The site is approximately 0.75ha in area and will accommodate approximately 15,000m³ of fill. The access track will be repaired (i.e. pot holes filled in) but not widened. Some drainage and culverts may be installed around the fill area. All works will be setback from a small stream which drains to the south of the fill area, and erosion and sediment control measures will be installed as recommended by the Project Ecologist and Environmental Advisors. An aerial photo of the fill site is included in Figure 7 below. Birches Road Fill area Truck dumping/manoeuvring area State Highway 1 Figure 7: Trewin s Farm disposal site Graham s Farm Oaro Graham s Farm is located just north of Oaro to the west of the road and rail corridor. Fill will be deposited within a large depression on this farm. The fill area is within a paddock which is currently used for grazing and has no significant natural characteristics. The site has capacity for approximately 20,000m³. An access track will be installed on the property to provide access for trucks and for ongoing use by the landowner once filling has been completed. The fill area will be regrassed on completion. An aerial photo of the fill area is included in Figure 8 overleaf.

31 25 Approximate fill site location Coastal Route SH1 and MNL Oaro Figure 8: Graham s Farm disposal site Waipapa / Reader site This site was consented for approximately 150,000m³ of cleanfill disposal in the Kaikōura North and Kaikoura General package. The site is now estimated to be able to accommodate an additional 100,000m³ of material (including an allowance for future events) taking the total disposal volume to 250,000m³. The disposal of this fill is expected to occur within approximately the same area as identified in the original applications.

32 Gravel extraction To obtain the appropriate material for the restoration works and to replenish Environment Canterbury s supplies, removal of gravel (primarily large rocks for erosion protection) from the Hapuku riverbed is proposed. This will involve vehicles accessing the site from SH1 south of the Hapuku River bridge, via Parsons and Grange Roads. Removal of rock and gravel may also be required in other locations throughout the corridor, subject to discussions with the Environment Canterbury river engineering team and project ecologist as appropriate. Excavation will be carried out in small areas within the larger footprint identified for this activity i.e. the entire bed will not be disturbed at any one time. It is anticipated that excavation would be required approximately 2-3 m deep, although this will depend on the existing river bed level, and the depth that the required large rocks are found. Any excavated areas will be backfilled and levelled once excavation is complete. There will be no large holes or stockpiles remaining in the riverbed following completion of these works. Temporary river diversion may be required to enable access, depending on the location of the active river channel at the time the works take place. This will be carried out following advice from the ecology team if required. Ecology advice will also be obtained in relation to avifauna if works are required within bird nesting seasons. There is an existing gravel extraction consent in this area, and this existing authority will be considered as part of the site works to ensure that the ability to exercise this existing consent is not prevented. This will be achieved by working in with the Canterbury Regional Council gravel extraction management team. Figure 8 below shows the approximate extent of the proposed works site and a detailed plan is attached in Appendix E. Figure 9: Hapuku River rock removal area (indicative only)